PowerTorque January 2022 by Prime Creative Media

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HINO 700 ON TEST

TECH KNOW

HARDYS HAULAGE

AUSSIE PETE 388

Anything & everything. Brought to you by Isuzu.

*According to T-Mark industry statistics. FSA/ISZS655

There’s a simple reason that around one in four trucks on Australia’s roads is an Isuzu*. It’s because they deliver legendary reliability. And that’s why so many businesses trust them to deliver their cargo day-in, day-out, every day of the year. To find the right Isuzu for you, visit isuzu.com.au

JUST A THOUGHT PUBLISHED BY Prime Creative Media Pty Ltd

HAPPY NEW YEAR TO ALL

t’s that time of year again and whilst looking forward to the year ahead with some optimism, tempered with the more cynical side of my nature which tells me I’ve seen it all before. There are plenty of reasons to be cheerful at this time of year. The trucking industry has come through the pandemic in better nick than would have been predicted in March 2020. At that point it was all doom and gloom and the world was going to descend into chaos. In fact, it isn’t chaos that is getting to us, it is just the grind of having to live with lockdowns, border closures, constant Covid testing etc, many are just worn out. But most people have remained busy, perhaps too busy. If we are breaking truck sales records in a year, we can’t be going too bad. After starting quite well with plenty of encouragement to the trucking industry to have its say with a promise that it would be listened to, the Heavy Vehicle National Law didn’t go at all well. There is always a process when the trucking industry hands over its wish list in a series of submissions, for the state and federal government, plus assorted experts to get into the National Transport Commission’s ear to tone down or minimise the reforms asked for. This time however a vast amount of effort had gone into a large number of interested parties, but the NTC ignored all of it and allowed the HVNL reform to get hijacked by the bureaucrats and experts. There was no common ground found on fatigue, it was as if those writing the proposal hadn’t actually listened to anything the trucking industry had said. Of course, there are also uncertainties in the year ahead. However, a couple of things are certain. Covid will still be with us in 12 months time, in one form or another, and we will be having an election before June 2022. When it comes to Covid, we know it is going to cause issues, but we also know that we have coped in the past and should be able to handle the problems as they arise. We are used to the restrictions the pandemic brings and it has become our ‘new normal’. The election is anyone’s guess and the implications of either side winning are also anyone’s guess. Pressure to get the trucking industry recognised as an essential service will probably be met with a similar response, whoever gets up at the polls. Another certainty is that climate change will roll on and we are going to have to live with the consequences. In the short term, it will be in keeping freight moving as severe weather events ramp up in severity. In the long term there is definitely a movement towards making trucking a zero emissions industry. It is still a very long way off, but the first steps are the most difficult, and many trucking operators are getting ready to transition away from the dependence on fossil fuels. Good luck in 2022!

EDITOR

POWERTORQUE January/February 2022

ABN 51 127 239 212 11-15 Buckhurst Street, South Melbourne VIC 3205 Australia Telephone: 03 9690 8766 Fax: 03 9682 0044 Email: enquiries@primecreative.com.au Publisher and Managing Editor: John Murphy Editor: Tim Giles Contributors: Paul Matthei Correspondents: Will Shiers (UK), Steve Sturgess (US) Advertising Manager: Trevor Herkess: 0411 411 352, trevor.herkess@primecreative.com.au Client Success Manager: Justine Nardone, justine.nardone@primecreative.com.au Production Manager: Michelle Weston Circulation & Subscriptions Manager: Bobby Yung Designers: Blake Storey, Kerry Pert, Aisling McComiskey Official Media Partner:

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PowerTorque Magazine is available by subscription from the publisher. The right of refusal is reserved by the publisher. Annual rates: AUS $60.00 (inc GST). For overseas subscriptions, airmail postage should be added to the subscription rate. DISCLAIMER PowerTorque Magazine is owned and published by Prime Creative Media. All material in PowerTorque 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 PowerTorque Magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

ISSUE 126

Contents

HEAVY HINO HAULING

What we expect from a heavy duty truck is changing fast, and truck makers need to keep up with the times, Hino has come up with a model which is precisely tailored to this decade’s Australian heavy market preferences, Tim Giles drives a couple on test.

about anywhere in Australia and you will be told that the are looking for clarity over access and are unsure what can and cannot be done. PowerTorque tries to find some answers and some clarity.

MOVING N SERIES FORWARD

You don’t get to be such a dominant player in the truck market as Isuzu are without always progressing the product, it’s a process which never stops and this year the priority is moving N Series forward into a market with many changes on the horizon.

CORRINA LOVES PETE

For as long as she can remember Corrina Riley had always dreamed of driving a Peterbilt. Now, thanks to the opportunity given her by Andrew and Cassie Gafney who own an impressive black 388 model Pete, that dream has been realised.

44 TRANSFERRING POWER FROM DIESEL TO ELECTRIC The next decade is going to be about moving across to new drivelines, to be compatible with alternative power sources, and a large amount of design energy is going to be needed in transferring power from diesel to electric.

LOOKING FOR CLARITY OVER ACCESS

Talk to operators trying to run higher productivity vehicles just

PROMISES, PROMISES, PROMISES

It’s all very well to come up with promises, but the most important thing is to keep them. PowerTorque looks at how well some promises from exactly 20 year ago have been kept, aided by a couple of those involved over the years.

GETTING DOWN TO ESSENTIALS

Looking forward to the next 12 months of 2022, following on from two horror years, PowerTorque sat down with the CEO of NatRoad, Warren Clark, to get his ideas about the road ahead for the trucking industry and get a picture of the view from the NatRoad perspective.

THE NEXT STEP FOR CUMMINS

The X15 has become the go-to engine for many truck buyers in Australia and PowerTorque takes a look at the the next step for Cummins, the Euro 6 X15, coming into the supply chain last year and ramping up this year.

ISRI SEATS the brand behind the brands • Supporting drivers for more than 50 years • Seating – on a higher level 02 97566199

isri@isri.com.au

www.isri.com.au

Standard Issue 08

NEWS AND VIEWS

Iveco end truck manufacturing in Australia, Lights on the Hill Trailers, Increased Infrastructure Spending, International Truck of the Year Named, Scania to lead Traton Group, New Inspection Manual, Linfox’s Electric Trucks and much more.

42 HEAVY VEHICLE LAW REFORM: WHERE DID IT ALL GO WRONG? The Australian Livestock and Rural Transporters Association is asking the big question.

HYDROGEN COMBUSTION ENGINE VS FUEL CELL

PowerTorque’s European Correspondent, Will Shiers, takes a look at two very different hydrogen trucks with the same end goal.

TECH KNOW

Fit for the future: amending technical regulations to enable zero emission trucks, looking at bearing inspection and failure analysis, when diagnosing bearing faults.

78 COLD CHAIN Mark Mitchell explains how refrigerated asset providers are stepping up to the plate on reducing emissions.

66 24

LONG TERM LOYALTY FOR THE LONG HAUL

Long Term Loyalty is exactly what Paul Matthei discovers when conversing with Ross Hardy and his son Laeton, who along with other family members own and operate bulk transporter Hardy’s Haulage.

ISRI: DEALERS

Mobile Sales and Service TAMDELE, 21 Hakkinen Road, Wingfield SA 5013 DARWIN Ph. 08 8927 0986 email info@isridarwin.com.au web www.isridarwin.com.au Ph. 08 8347 1222 email sales@gitsham.com.au web www.gitsham.com.au 510 Victoria Street, Wetherill Park NSW 2164 408 Welshpool Road, Welshpool WA 6106 SYDNEY Ph. 02 9756 6199 email isri@isri.com.au web www.isri.com.au PERTH Ph. 08 9361 7646 email info@mmtisri.com.au web www.mmtisri.com.au Unit 1/569 Somerville Rd, Sunshine West VIC, 3020 21 Ginger Street, Paget QLD 4740 MELBOURNE Ph. 03 9311 5544 email sales@isrisunshine.com.au web www.isri.com.au MACKAY Ph. 07 4952 1844 email admin@isrimky.com.au web www.isriseatsmackay.com.au 3/120 Gardens Drive, Willawong QLD 4110 BRISBANE Ph. 07 3275 2044 email sales@isribrisbane.com.au web www.isribrisbane.com.au Unit 2/13 Hinkler Ave, Rutherford NSW 2320 NEWCASTLE/HUNTER VALLEY Ph 02 4932 0600 email sales@hvss.com.au web www.isri.com.au

ADELAIDE

NEWS & VIEWS

IVECO TRUCK FULL MANUFACTURING IN AUSTRALIA IS TO END As part of a global transformation process, Iveco has announced the development of a Customisation & Innovation Centre (CIC) and this means Iveco truck full manufacturing in Australia is to end. In announcing the development of the CIC, the company also advised it would move to fully import its Heavy Duty range from Iveco’s manufacturing facility in Madrid, Spain. This transition is anticipated to take place from the end of June 2022. Iveco currently fully imports its Light Duty, Medium Duty, selected Heavy Duty, Minibus and Off-Road models. As an example, the first cab off the rank will probably be the new S-WAY model, which will arrive next year and launch in Australia according to the global launch plan. Iveco states that the decision to fully import its Heavy Duty range will allow the operation in Australia to more closely align model year introduction timings with that of its parent company in Europe. The fully imported dual control Acco model for the local waste market will be part of this new process arriving here as

a built up truck and will be customised at the CIC to ensure its compatibility with the needs of the waste industry in Australia. The arrival of the new S-WAY model for the Australian and New Zealand market will probably herald the end of full truck manufacturing at the Dandenong plant for Iveco. This will mark the end of a long history, dating back to 1952 of full truck manufacturing taking place at the Dandenong facility. “Historically, our most unique value proposition has been our ability to customise and specialise vehicles for our market, leveraging the expertise of our local engineering team and the local facility,” said Michael May, Managing Director Iveco Australia and New Zealand. “By further enhancing this service, we believe there is considerable potential to provide additional value to existing and prospective customers, while growing the CIC’s capacity and scope of work. “Given our brand’s long history of manufacturing in Australia, this next step towards customisation strengthens our ability to remain agile and responsive

to demanding regional requirements. This move will also ensure that we are in a position to offer the market the very latest in Iveco performance, comfort and safety innovation, in the most timely fashion, and at the same time, capitalise on our design and validation engineering expertise and customisation capabilities.” Iveco stated that it will continue to engage with its employees who may be impacted by this announcement, and will provide appropriate support to the involved workforce.

INTERNATIONAL TRUCK OF THE YEAR DOUBLE DAF has achieved an International Truck of the Year double, scooping both the ‘Truck of the Year 2022’ gong and the ‘2022 Truck Innovation Award’. The prestigious award was handed over to Harry Wolters, President of DAF Trucks. With a winning score of 150 votes, the Dutch long-haul heavy-duty truck range fought off the challenge posed by Iveco’s recently-launched T-Way construction series and Mercedes-Benz’s batteryelectric eActros (second generation). Taking full advantage of the EU’s new mass and dimension regulations, DAF has created a truck range that dramatically improves aerodynamics, fuel efficiency, active and passive safety, and comfort for the driver. During extended test drives in Spain and central Europe, the IToY jury members appreciated the excellent visibility provided by a large, curved

POWERTORQUE January/February 2022

windscreen, side windows with low beltlines and the kerb-view window. These features, along with the digital vision system that replaces the traditional rear mirrors and the new corner view camera, offer excellent all-around visibility, protecting vulnerable road users. The IToY journalists also praised the performance of the new highly efficient powertrains, based on the Paccar MX-11 and MX-13 engines, coupled with TraXon automated gearbox, and the advanced features of predictive cruise control with extended Eco-roll functionalities. “With the introduction of the New Generation, DAF has delivered a hightech heavy-duty truck range that sets a new benchmark in the truck industry,” said Gianenrico Griffini, International Truck of the Year Chairman. “In

addition, it is future-oriented, as it also represents a complete platform for new generations of alternative drivelines”. Read driving impressions of the winner of the 2022 Truck Innovation Award from PowerTorque’s European Correspondent, Will Shiers, on page 66 of this issue.

NEWS & VIEWS

INCREASED INFRASTRUCTURE SPENDING TO IMPROVE TRUCK PRODUCTIVITY The announcement of re-opened applications for projects under the Heavy Vehicle Safety and Productivity Program and the Bridges Renewal Program will mean increased infrastructure spending to improve truck productivity. NatRoad welcomed the Federal Government’s announcement of the $250 million committed to the Bridges Renewal Program (BRP) and the Heavy Vehicle Safety and Productivity Program (HVSPP) programs, saying it needed to be applied swiftly. “Our roads and bridges are the arteries of our road freight system so continually renewing and upgrading them is essential in a country ruled by distance,” said Warren Clark, NatRoad CEO. “Time and time again, we’ve seen situations where one bridge with an inferior weight tolerance compared to others on a road freight route acts as a bottleneck on productivity. “Funding an upgrade strategically can make the freight task so much more

efficient. The better we can assess and classify road freight routes to reflect their capabilities and weaknesses, the easier it is to make them safer and more productive.” David Smith, Australian Trucking Association Chair said the announcement would result in more rest areas and better road access for safer and more productive trucks. “Truck drivers need rest areas so they can take safety breaks and meet their compliance obligations. But there just aren’t enough rest areas on the road system,” said David. “As far as the trucking industry is concerned, every new rest area on the roads is a win. “The rest areas funded under the heavy vehicle safety program should be required to meet the Austroads rest area guidelines. Austroads developed these guidelines in consultation with the industry. They set out the facilities that drivers should be able to expect at rest areas as a basic right. “It is also essential that bridge and

Warren Clark, NatRoad CEO.`

productivity upgrades be matched by automatic access for the appropriate class of truck. When a bridge or road is upgraded under these programs, the local council should be required to add them to the defined network and not require trucking businesses to lodge expensive and time consuming permit applications. “The Australian Government has every right to insist on this as a requirement – particularly since it is now going to fund up to 80 per cent of the cost of upgrade projects in rural and regional areas.”

ELECTRIC TRUCK IS GOING INTO THE WOOLWORTHS FLEET Linfox announced that its first refrigerated electric truck has gone into the Woolworths fleet delivering fresh produce to stores in metropolitan Melbourne. The Volvo FL Electric will transport fresh produce daily from the Melbourne fresh food distribution centre operated by the Woolworths Group’s supply chain arm, Primary Connect. Just one of two Volvo FL Electrics in Australia and 75 released globally, it is the only Volvo FL electric vehicle in Australia to be fitted with refrigeration. The jointly branded vehicle can deliver up to 8 pallets of produce to Woolworths supermarkets at a time. The Electric FL utilises four batteries to achieve an energy capacity of 200 kWh, however, future iterations will feature a capacity of 265kWh, such is the pace of battery development. The electric driveline provides 425Nm of torque which is delivered to the rear wheels via a

2-speed I-shift automated transmission. “From the products in our supermarkets to the trucks that deliver them, we know the changes we make to become more sustainable today will create a better tomorrow for generations to come,” said Chris Brooks, Acting Managing Director of Primary Connect and Chief Supply Chain Officer of Woolworths Group. “Linfox has been with us on our journey of electric vehicles since 2018 and we share a commitment to sustainability. “We’re excited to deepen our investment in electric vehicles in partnership with Linfox, as we pave the way for a greener next-generation supply chain. We supply more than 1,000 supermarkets across the country, and the ongoing development of heavy electric trucks represents an opportunity for us to drive positive change on Australia’s roads. “We will be watching the results of this trial closely with Linfox to understand how

electric trucks can support our shift to a low carbon future in the years ahead.” A charging station at the Melbourne Fresh DC will charge the battery while deliveries are unloaded. The EV can travel up to 200km before needing to be recharged and takes nine hours to fully recharge.

www.powertorque.com.au

NEWS & VIEWS

SCANIA TO BECOME THE LEAD BRAND IN THE GLOBAL TRATON GROUP An announcement of structural changes at the top has confirmed Scania as the lead brand in the global Traton Group. As a result of the changes, Christian Levin takes on a changed role which merges his current role as President and CEO of Scania with the role as President and CEO of Traton. Traton CEO Matthias Gründler and CFO Christian Schulz are leaving the company forthwith. As well as Christian Levin’s appointment, Annette Danielski, currently Head of Corporate Finance at Traton, will become the new CFO. “I am honoured to take on the role as CEO of the Traton Group while continuing on as CEO of Scania,” said Christian Levin. “Looking ahead, focus will be on transforming business into new technology areas and geographies, whilst leveraging further synergies

through modularisation and scalability. “The evolution of the Traton Group continues and builds on the Traton strategy which the current management team established and which is now pushed into a different gear. The strategy includes a stronger focus on sustainability not the least through e-mobility, digitalisation and connectivity; continued integration of Navistar and growth in the North American market, as well as continued investments in China over the next few years. This change will comprise of several steps over time and by the end of the year a fuller plan will be presented.” On this next step of the Traton journey, the strength, competence and business logic in each brand in the group, MAN, Navistar, Scania and Volkswagen Caminões e Ônibus, will continue to be leveraged. “I see Christian Levin as a strong leader

Christian Levin, Scania President and CEO.

to execute on the next chapter for the group,” said Hans Dieter Pötsch, Chairman of the Traton Supervisory Board. “He has my full support to lead the journey towards stronger profitability and growth. Christian Levin and Annette Danielski will consequently implement the jointly developed new Traton strategy.”

FUTURE STRATEGY FOR INDUSTRY REGULATION

LEFT HAND PAGE

Delivering truly borderless operations and increasing flexibility for safe operators is outlined in the National Heavy Vehicle Regulator’s future strategy for industry regulation, Strategic Directions 2021-2026. The NHVR’s long term strategy talks about the regulator pursuing ambitious and relevant industry reform to the Heavy Vehicle National Law, currently under the spotlight. It also emphasises a number of imperatives:

• “Borderless operations are essential to the NHVR’s risk-based regulation approach, which targets those operators and supply chains that put safety on our roads at high risk. It also aims to create positive behavioural change through innovative regulatory approaches for the majority of operators who want to do the right thing. • “Heavy vehicle compliance is consistent, data led and risk based, with a focus on regulatory action towards operators and supply chain parties

MAKES COMPLETE COMMERCIAL SENSE 10

POWERTORQUE January/February 2022

NEWS & VIEWS

who pose the greatest safety risk to road users. • “Deliver an appropriate compliance response that includes education to ensure positive behavioural change. • “Focus on investigating primary duty offences and holding to account parties most responsible for the safety risk. • “Encourage broad industry uptake of safety management systems scalable to the size and complexity of a business.”

• Duncan Gay, NHVR Chair says the regulator has learnt a lot over the last five years, like the importance of driver physical and mental wellbeing and its impacts on road safety, and increased its 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,” said Duncan. • “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.”

THE NEW BIBLE FOR INSPECTORS

RIGHT

The latest release from the National Heavy Vehicle Regulator has come into force, the new edition of the National Heavy Vehicle Inspection Manual. The NHVIM Version 3.0 is the reference point used when inspecting vehicles for NHVR officers. The manual provides authorised officers and industry with consistent criteria for heavy vehicle inspections. The NHVIM was introduced by the NHVR) as part of its task to develop and introduce a single national approach to ensuring heavy vehicle roadworthiness. The NHVIM applies to all vehicles that have a gross vehicle mass over 4.5 tonnes. The idea behind the NHVIM is to provide authorised officers (including safety compliance officers and police), approved vehicle examiners (AVEs) and other vehicle inspectors with a nationally consistent set of failure criteria to be applied when conducting a heavy vehicle inspection. It also provides vehicle operators with an easy to follow set of requirements to know when a vehicle is considered defective. WhenPAGE using the NHVIM, the NHVR HAND

applies a number of basic principles, including the fact that equipment required by the Vehicle Standards or ADRs must be present and work properly: • Equipment that is essential for compulsory components to function, the safe operation of a vehicle, or the control of its emissions, must be kept in good condition. • Equipment that is not required by the Vehicle Standards and has no direct effect on the vehicle’s safe operation or the control of its emissions does not have to function, as long as it does not interfere with compulsory equipment that is required. • Manufacturers’ recommendations relevant to the safety of particular vehicle parts or to the control of emissions must be considered. • Test methods or other conditions have not been specified except where they are necessary to determine whether criteria are met. • Examiners will utilise their qualifications and experience in vehicle repairs and maintenance and refer to any relevant information

regarding vehicle manufacturer’s specifications to ensure that the vehicle meets the requirements of the Vehicle Standards or ADRs. • Relevant ADRs are noted at the beginning of each section of the NHVIM. Some of the ADRs may have been repealed or updated since publication of the NHVIM, however, depending on the age of the vehicle being inspected, the ADR or aspects of the ADR may still be applicable. • All relevant documents should be consulted for a complete list of the requirements.

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NEWS & VIEWS

IMMEDIATE ACCESS TO RELEVANT PBS NETWORKS A notice released by the National Heavy Vehicle Regulator will provide eligible Tier 1 Performance Based Standards (PBS) vehicles immediate access to relevant PBS networks across Australia to operate on approved networks without the need of a permit as soon as a Vehicle Approval is issued, although this may be at a restricted mass. The new ‘National Class 2 Performance Based Standards (Tier 1) Authorisation Notice 2021 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,” said the Minister. “This National Class 2 Performance Based Standards (Tier 1) Authorisation Notice 2021 eliminates the 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,” said Sal. “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.

MASSIVE ORDER FOR SEA OF OVER 1,000 TRUCKS Australian electric truck maker, SEA Electric, has taken a significant step forward in the USA, with a massive order for SEA of over 1,000 trucks. The oder is for SEA Hino M5 EVs and is the single largest order in the company’s history. The new truck are to be delivered to GATR EV and will feature the patented SEA-Drive Power System, a system which is adaptable to most OEM truck glider chassis platforms. Now headquartered in Los Angeles, SEA Electric has been making waves in the North American market over the past 18 months, establishing a nationwide network of technology partners, plus collaborations with leading OEMs. The SEA M5 EV model features an SEADrive 120a Power System, and is specified for truck platforms with a GVM of 6000kgs to over 8,000kg. The package features a 1500Nm electric motor, in combination with a 138 kWh battery pack. “This deal is the culmination of years of research, development and growth, and proves that SEA Electric is on track to be number one when it comes to

POWERTORQUE January/February 2022

electrifying fleets across the world,” said Mike Menyhart, SEA Electric President, Americas and Chief Strategy Officer. “The market is looking for a proven EV solution, and with SEA Electric, we bring that to the industry technology which has been verified with millions of miles of real-world use. “Furthermore, this announcement reaffirms our commitment to continue our rapid expansion within the North American market, and sets the scene for an exciting 2022.” For SEA Electric, the milestone far exceeds the previous benchmark order for the company. “This is our first four-digit order, and it comes in a non-incentive state, which proves that commercial EV solutions can expand in areas with no incentives, while all corners of the market are seeking premium EV solutions,” said Nick Casas, SEA Electric Vice President of Sales and Marketing. “GATR should be congratulated for being at the forefront of EV supply and being capable of servicing the needs of large fleets immediately.

“GATR has a partnership with Merchants Fleet, which will benefit the end-user, who will not only be able to access an electric solution straight away, but will be able to transact with one of the most respected leasing companies in the USA.” Merchants Fleet has committed more than $2.65 billion toward having 50 per cent of its mobility fleet electric by 2025 and 50 per cent of its clients’ fleet electric by 2030. The company has also launched an innovativeAdopt EV program,designed to help guidebusinesses through each step of the fleet electrification process, from assessing needs, to purchasing the right vehicles,to charging options and infrastructure support.

NEWS & VIEWS

B-DOUBLE TRAILER SET COMMEMORATING TRUCK DRIVERS

Sarena Nolan, Darren Nolan, Daphne Nolan, Flea Nolan and Sandy Nolan in front of the new b-double fridge van set commemorating the Lights on The Hill memorial.

Nolan’s Interstate Transport and Volvo Group Australia revealed a B-double trailer set commemorating truck drivers in the lead up to the Lights On The Hill memorial event. The B-double set is designed with artwork paying tribute to those who have lost their lives in Power Torque Ad accidents. 3-Final2.pdf 3 26-Jul-21 3:26:04 PM transport Sponsored by Volvo Commercial

1300 694 363

Vehicles Australia the new refrigerated units acknowledge the ‘Lights On The Hill’ memorial in Gatton and the sacrifices made by drivers and their families while keeping the wheels of the Australian industry turning. Located an hour west of Brisbane’s CBD, the Gatton Memorial in the heart of the Lockyer Valley, is updated each year

www.genesisequipment.com.au

and is marked with a two-day convoy featuring drivers and vehicles from the local area’s transport companies. As a pillar of the Gatton community for over half a century, the Nolan family is intrinsically linked with The Lights on the Hill Memorial, participating every year and offering support in numerous ways. As the Memorial has grown, so too has the Nolans’ involvement. “It’s important to be with the drivers and wives who have lost loved ones and friends in the industry,” said Flea (Adrian) Nolan, Director Nolan’s Interstate Transport. “To be involved is a particular passion of mine and it is great to see the event and the recognition it gets grow every year.” The sponsorship by VCV Australia includes supporting the design and branding of the trailers, which in this case features a mural of the memorial wall in Lake Apex Park.

TRUCKS ON TEST

HEAVY HINO HAULING

What we expect from a heavy duty truck is changing fast, and truck makers need to keep up with the times. Hino has come up with a model which is precisely tailored to this decade’s Australian heavy market preferences. 16

POWERTORQUE January/February 2022

TRUCKS ON TEST

raditionally, the Japanese truck makers have been well behind both the North American and European truck makers in the heavy duty market. However, over the past ten years the Japanese truck makers have made inroads into different sectors of the heavy duty market. The specifications on offer have moved slowly but steadily towards those on offer from elsewhere. Now, Hino have come up with an all-new 700 Series range, which has extended the overall range and now includes all of the state-of-the-art electronic sophistication you can throw a stick at. Apart from a full safety suite, there is now a new engine available, at nine litres, and a much improved transmission, a genuine 8x4, plus a refresh of the overall look and feel of the 700 Series. PowerTorque took two examples of the new Hino models out on the road to get some perspective on the new models and to test their mettle. We took the nine litre around Brisbane and up the Toowoomba Range, then tested the 13-litre hauling a fully loaded semi up the gruelling climb of Cunningham’s Gap.

THE HINO 8X4 It has been a long time coming, but the Australian truck market now has a Hino 8x4 with a load sharing suspension, which will enable the model to maximise mass potential on our roads. This was PowerTorque’s first time in a twin steer Hino and a chance to see how well this model will perform in Aussie conditions. The Hino organisation has a long tradition of building right hand drive 8x4 models, not only for Japan, but also for the truck market in the UK and Ireland, which has a requirement for 8x4 tippers capable of handling rough quarry conditions and a 32 tonne GVM, with an axle maximum capacity of 8.55 tonnes. The truck on test was the FY3036 8x4, with the Hino A09C-VN engine rated at 360hp (265kW) with 1569Nm (1157 ft lb) of torque on tap. This engine drives through the Allison 4440 auto six-speed transmission. The grunt from the engine, alongside the capabilities of the torque converter in the Allison makes this truck a solid performer. This is exactly how the truck felt getting out on the road. The combination of enough power and torque, with such a

“A SOLID PERFORMER IS EXACTLY HOW THIS TRUCK FELT GETTING OUT ON THE ROAD. THE COMBINATION OF ENOUGH POWER AND TORQUE WITH SUCH A RESPONSIVE TRUCK DELIVERS FOR THE DRIVER. OF COURSE, SMOOTH RATIO CHANGES ARE A GIVEN AND HAVING ENOUGH UNDER THE RIGHT FOOT AT THE RIGHT TIME IS ALSO A GIVEN WITH AN ENGINE OF THIS POWER AND TORQUE.” responsive truck, delivers for the driver. Of course, smooth ratio changes are a given and having enough under the right foot at the right time is also a given with an engine of this power and torque. The relationship between the engine and the transmission is excellent with both knowing and anticipating what the other is doing. This is a finely tuned relationship and the smooth communication makes life easy for the driver. The hooklift truck is running at over 1700rpm at 100 km/h, as one would expect, with short diffs on a vocational truck. When getting into the climb up the grade on the old Toowoomba range the speed drops away quickly, as it does with any loaded truck. The Allison keeps the torque pouring on to maintain speed in what is a steep climb. Using cruise control set at 100km/h from the foot of the grade, the Hino, and the Allison transmission, don’t miss a beat and pull on up and over the crest at a very respectable speed creeping back up to over 40km/h after capitalising on any reduction in the grade. This truck is fitted with a hooklift and loaded close to maximum GVM and runs well, the driver is relaxed and does not have to work hard to keep the momentum going. There are now two engine braking options, available via a dashboard switch. One lets the driver pull the steering column stalk backwards and increase engine braking manually and the other switch position enables the driver to access all of the braking options via the foot pedal. In this second option, if the driver simply press the brake gently, the exhaust brake activates, press more strongly and

the inbuilt retarder will activate, if fitted, and then if you need more braking, a further push activates the service brake. This is the kind of braking control we have only seen in European trucks in the past. Toggling between the two modes can be a trial-and -error process and the driver can choose whatever mode they prefer. I tended to prefer the non-sync mode by the end of the drive, but it’s simply a personal preference.

TRUCK FEATURES With the gear selection part of the driving task taken care of, it is possible for the driver to work through all of the features which are available on these new 700s. The FY model is aimed at the vocational end of the market, although it may also serve well as an urban distribution truck. As a result it does not have all of the sophisticated electronics, and does not need them. Of course all of the safety devices

A refresh of the overall look and feel of the 700 Series.

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TRUCKS ON TEST

This truck is fitted with a hooklift and loaded close to maximum GVM.

are available and many of them will automatically turn on when the truck is started. This means, if the driver is one of those people who wants to turn all of the automatic systems off, they are going to have to studiously turn them off quite a few times each day. The truck records these instances and that kind of behaviour may lead to the driver getting involved in some ‘counselling’. The camera mounted on the nearside A-pillar is part of the optional monitoring Hino can offer as part of the package. There is also a function on the Hino Connect system which allows the driver

POWERTORQUE January/February 2022

to have video calls direct to HQ if and when required. On one of the drives, I connected to Barry Noble, from Hino Product & Engineering Support, remotely from the cabin to run through the intricacies of some of the connectivity and electronic systems. The entertainment system screen on the 700 is now the same as the one we have seen released on the 300 and 500 Series models in the past couple of years. The information screen in front of the driver has improved greatly, as Hino transitions across to the latest technology. There is a commonality of both functions and controls

across the Hino range from light duty up to these heavy models. Functions like cruise control and following distance for the Adaptive Cruise Control are on the steering wheel. This seems to be the home for these kinds of controls in all of the latest trucks coming onto the scene. The interior designers of the cabin have come up with some neat ideas, but there still isn’t a drinks holder big enough for a large water bottle or flask. However, the triangular tray on the top of the central binnacle has enough room for all of the odds and ends a

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TRUCKS ON TEST

driver needs to keep close at hand. This tray also includes an additional slot along the nearest edge which is deep enough to drop a mobile phone into. On this drive it was possible to keep my phone, my sunglasses and my EWD visible in the slot as I drove along. From the driver’s point of view, most controls are simple and close at hand. The left-hand button on the left-hand side of the steering wheel controls the multiinformation display in the middle of the dashboard, directly in front of the driver. Left and right buttons scroll through the

The Australian truck market now has a Hino 8x4 with a load sharing suspension.

POWERTORQUE January/February 2022

information a driver can use for a pre-trip routine. The right-hand side buttons on the wheel are those for the cruise control.

THE PRIME MOVER Climbing up into the cabin of the larger prime mover, the SS 2848, is a different proposition to the FY model. The 700 cabin with the 13 litre engine sits 120mm higher than the model fitted with the nine litre. They are both 700 Series models but they really do look and feel different. The SS model with the ZF Traxon AMT has an extra control stalk to the left of the

steering column. The dial on the dash can be twisted when stationary from neutral to drive to slow manoeuvring drive to reverse to slow manoeuvring reverse. However, the stalk is used when actually out on the road. This has a paddle to go up and down a gear and the button to toggle from auto into manual and back. Taking off, the 16-speed AMT really comes into its own. This is a proactive gearbox which wants to work and wants to get going. The last twenty years of the ZF AMT have seen it progress from a smart functioning idea to an extremely smart mature technology. The difference is the quality of the data the controlling computer is receiving from systems all over the truck to ensure it makes the right decision in a nanosecond, when required. The AMT has three modes, eco, standard and power. When the truck was under load in power mode, the Traxon would not make an up-change until hitting over 1800rpm and rarely let the revs drop into the green band. The competition between all of the major transmission designers has been hot and the resulting product has been forged by the need for each iteration of each box to get one small step ahead of the competition. The result is a choice of highly sophisticated AMTs from just about every truck brand. For retardation the stalk on the steering column has four stages, with the engine brake increasing in two steps and then the Intarder adding a further two steps of really effective retardation. The combination of the Intarder and the Traxon AMT means it is possible to wash off all of the speed going into an intersection or a parking bay by simply pulling on full retardation and allowing the combination of the two to bring the speed back to a point were a small application of the service brakes is all that is needed to bring the combination to a halt. A ZF Intarder on the 13-litre engine at relatively high masses has proved to be very effective part of the driveline and will considerably improve brake life. On the larger SS prime mover with the ZF box, Hino have finally got the message and moved the transmission controllers to the dashboard, leaving enough space for the driver to be able to comfortably climb into the middle of the cabin.

TRUCKS ON TEST

The truck on test was the FY3036 8x4, with the Hino A09C-VN engine.

At 480hp this engine has enough to handle single trailer work and runs at 1500rpm at 100km/h easily, holding on well out in undulating countryside. Surprisingly, the green band on the tachometer is marked from 800 to 1400rpm, suggesting running at highway speed is just outside of its most economical zone. A taller diff would get the revs down into the green band at 100km/h, but may compromise performance elsewhere, where it is needed. Power was the right mode setting as the semi approached the foot of the Cunninghams Gap grade. Once the truck got into the climb, the Traxon worked to make sure the engine was close to 1400rpm, clearly the home of the best torque from this engine. When into the meat of the grade the truck was comfortable at 35km/h in 11th gear at 1400rpm and it could grind the climb out, despite the changes in grade. At other times, it will allow the revs to drop well below 1300 and then take a single gear to get back to 1500rpm

as it grinds up the grade. The smartness of the AMT becomes clear when the transmission makes surprising choices which turn out to be the right ones. Sometimes it will hold a gear until the revs get over 2000, and then at

other times it will grab two gears and drop it down below 1450 rpm while climbing hard. All of these moves proved to be correct, the power and torque available were more than capable of handling the task set by the transmission.

This tray also includes an additional slot along the nearest edge which is deep enough to drop a mobile phone into.

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TRUCKS ON TEST

THE CONCLUSION

The camera mounted on the nearside A-pillar is part of the optional monitoring Hino can offer as part of the package.

This is a Hino 13-litre engine rated at 480hp and we can’t expect it to fly up this ascent pulling a fully loaded semi. There is something about the quality of the torque an engine produces and Japanese engines rarely really impress, but it does do a commendable job, it seems to be well within its comfort zone all of the way up the Gap. The return descent of the Gap saw the new Intarder now fitted on the Hino 700 prime movers come into its own. Dropping

POWERTORQUE January/February 2022

the AMT into manual, selecting 12th gear and pulling the lever to full retardation gives the driver a smooth descent with no need to apply the brakes and no worries about over speeding. Speed can be simply controlled by changing up and down manually. Moving up into 13th and 14th gear the Intarder continued to hold the truck back easily. This is a top highway prime mover level of retardation, available on a Japanese prime mover, a surprise.

Like everything Hino come up with in terms of design this is a functional truck, but, despite that functionality, the interior looks and feels comfortable and sufficiently modern. Sophisticated no, effective yes. The nine-litre engine is an innovation, and a good one for Hino. It provides them with a model which fits into many operator preferences around the lighter end of the truck market over 16 tonnes GVM. This does not have the feel of a truck design shoe-horned into an application, it performs like a truck designed specifically for these kinds of vocational tasks. When it comes to the prime movers, the 700 has come a long way from the first models brought into Australia nearly twenty years ago. This has the look and feel of a sophisticated prime mover and all of the systems available as standard on the truck stand as testament to the radical development path Hino have been on. Limitations like a small choice of wheelbases may well be a disadvantage, but if that is its only drawback, other factors may well get the new 700 over line in many cases.

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OPERATOR PROFILE

BUSINESS BASED ON

LOYALTY AND CONSISTENCY

It’s rather rare to find an operator who has stuck steadfastly with a single brand of truck for more than half a century. Yet that is exactly what Paul Matthei discovers when conversing with Ross Hardy and his son Laeton, who along with other family members own and operate bulk transporter Hardy’s Haulage.

ocated at Cudgera Creek near the small town of Pottsville, nestled among the glorious green hills in the coastal fringe of New South Wales’ Far North Coast, the Hardy family has owned property long enough to have a road named after them. In fact, Ross, who was born in May 1946, is the fourth generation bearing the Hardy

POWERTORQUE January/February 2022

name to live and base a business there. In long bygone times the property was farmed and ran cattle and in the earlier half of last century Ross’s Grandfather and Father established a butcher shop in Pottsville. Ross started working part-time at the tender age of 12 doing slaughtering and butcher shop work for the family

business and then left school at the earliest opportunity working on the farms before going on to pursue a career in road transport. In the early 1960s he started working for two local carriers, firstly as a mechanic in the workshop and also driving after hours. Eventually he gave up working as a mechanic and went full time driving.

OPERATOR PROFILE

He purchased his first truck in 1970, a fully imported Kenworth K125 cab-over built at the company’s Seattle plant in the USA and bought through Kenworth Trucks at Coffs Harbour for $25,000. The branch was then managed by long-term employee Alan Stead, who went on to become a lifelong friend of the Hardys. This was the year prior to Kenworth’s parent company Paccar commissioning its Australian manufacturing facility at Bayswater in Victoria, and from 1972 onwards every prime mover Ross has purchased was built at that factory. Ross was as proud as punch of his first

Kenworth and used it to haul mineral sand from various locations along the east coast back to the processing plant at Kingscliff. During the early 1970s, in between plant shifts, he was also a tow operator for Trial Bay Haulage and Frigmobile and did flat top work carting timber to Brisbane. Talking with Ross, one gets the impression he quietly wishes he was still in possession of his first truck. “The original K125 was a good, basic, well-engineered and very reliable truck which formed the foundation of our business; perhaps the saddest day in my career was the day we sold it, to a subcontractor, after 18 years of faithful service,” says Ross. It certainly laid the foundations for an all-Kenworth fleet that continues with gusto today, and with absolutely no signs of changing course anytime soon. Moving on, he says those early days were all about making your own luck through long hours and doing as many loads as possible. By 1977 the Hardy fleet had grown to six trucks and then nine in 1982, before the State Government closed some mineral sand mining leases in NSW. This impacted the viability of the business dramatically, so the company redirected its core operations to carrying industrial bulk products which soon became the mainstay of the business. During the 1980s, Hardy’s Haulage had a mixed trailer fleet comprised of convertibles, flat tops and tankers to carry dry bulk, general and corrosive goods. By the 1990s the company was firmly focussed on long-distance dry bulk haulage which to this day remains 100 per cent of the business. In the early ‘90s when the Road Transport Federation, (later the Australian Trucking Association), was formed, Hardy’s Haulage was one of the inaugural Team200 (now TruckSafe) members and has remained member No. 25 since then. In addition, Hardy’s was selected by the NSW Road Transport Association to develop the roadworthiness section for TruckSafe through RTA consultant Justine McGuire. Today, the trailer fleet consists of Lusty-EMS and Graham Lusty Trailers 25m Stag B-doubles and tri-axle single tippers operating throughout the mainland eastern states from Melbourne in the south as far north as Townsville

in Queensland, with the main depot at Pottsville now augmented by subsidiary branches at Warwick and Yatala.

KENWORTH CONNECTION In 2022, Hardy’s Haulage operates 29 prime movers, mostly Cummins powered Kenworths of various models and ages, along with 58 tipping trailers. Ross maintains that his early workshop experience with the Kenworth product convinced him that regular servicing, from day one, is the key to reliability, and that the Kenworth marque is second to none in terms of its rebuildability. “We’ve been with Kenworth the whole way through, that’s virtually all we’ve ever had, Kenworths powered by Cummins engines,” says Ross. Ross goes on to say that in his view the brand has come a long way over the last 20 years in terms of improved comfort for the drivers. Furthermore, he contends that this was a necessary progression to ensure his company could retain good drivers, particularly older ones who might have otherwise curtailed their careers with Hardy’s at an earlier date. “In former times, Kenworths were always touted as a work truck first and foremost and most people just accepted the fact that they weren’t the most comfortable or driver orientated truck,” explains Ross. “That was fine to a point but as we progressed through the ‘90s and into the new millennium, the comfort difference between Kenworth and its competitors was becoming stark and we were having problems recruiting staff because the trucks weren’t as appealing from a driver’s perspective. “I think it took Kenworth quite a while to recognise that it wasn’t only the reliability factor that mattered, the trucks needed to be just as good for the drivers as they were for the owners.” According to Ross, particularly with the new T610 models Hardy’s has invested in, Kenworth has clearly achieved this goal and the company plans to keep buying them knowing the legendary Kenworth reliability is now matched with comfort and safety levels comparable with other heavy-duty prime movers. “In our view the T610 represents a huge step forward for the brand and overall is a far more acceptable truck than the Kenworths of yesteryear in terms of driver comfort and convenience,” says Ross.

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OPERATOR PROFILE

“WE AIM FOR THE OPTIMUM BALANCE BETWEEN LIGHT TARE AND DURABILITY TO ENSURE OUR PAYLOAD CAPACITY IS AS HIGH AS POSSIBLE WITHOUT COMPROMISING ON LONGEVITY OF THE EQUIPMENT.”

Ross Hardy and his son Laeton.

suitable staff members is an uphill battle and significantly hampers the growth of the business. “We could have twice the trucks here, if we could find more suitable staff,” says Ross. “And that’s not just us, we know everyone in the transport industry is crying out for competent staff.” That said, Ross concedes Hardy’s is fortunate to have a high percentage of dedicated staff members who understand their roles without needing to be educated on a daily basis.

PASSING THE BATON

CONSISTENCY IS KEY As the conversation progresses, Ross mentions that the company has always trod the middle ground when choosing its prime movers, neither going for the top end of town or the poverty pack. “We’ve always had the attitude that payload pays us all so having a truck that’s one to two tonnes heavier than necessary for the job is not all that beneficial,” says Ross. “And if you buy a bigger flashier truck then nobody wants to drive the lesser ones.” Yet looking at Hardy’s wellpresented fleet it’s easy to appreciate that Ross and Laeton are all for having nice looking trucks. For instance, the company’s latest T610 Kenworths have down-swept exhaust pipes

POWERTORQUE January/February 2022

rather than shiny chrome stacks, which provide a clean, modern look with the operational benefit of improved fuel efficiency through better aerodynamics. “Our drivers, with the workshop’s permission, can add some items such as a light or two to make the truck their own, but we don’t go overboard with buying gear that won’t earn us any more money and can actually end up costing us money through extra maintenance and tare weight,” says Ross. For the Hardy boys, running a successful transport company is all about staying ahead of the economic wave and they firmly believe the key to longevity is finding a niche market and sticking with it. On the other hand, they lament the fact that finding sufficient

Ross is now 75 and remains actively involved in the business on a parttime basis. Ross was inducted into the Road Transport Hall of Fame at Alice Springs in 2012. While he and his wife Elaine are still owners of the business under a family trust structure, their son, Laeton, is now running the show with the help of his wife Kim, who is Office Manager, and Nigel Bailey who is Operations Manager at the Warwick depot. Ross says being married to the right girl, he and Elaine were married in 1966, has played a big part in the success of the business. “Elaine’s efforts are 50 per cent of this business because she reared our children and looked after the home environment while I was out doing all the loads for all those years,” he says with obvious pride and gratitude towards his ‘better half’. Born in 1973, Laeton Hardy has grown up with the business, completing a heavy vehicle/diesel mechanical apprenticeship in the workshop and then going on to become workshop manager. His attention to detail and dedication to the role earned him the Australian Trucking Association’s

OPERATOR PROFILE

The latest diagnostic equipment and training the company’s mechanics in how to use this equipment has been a priority in recent years.

Craig Ros-eneder Award in 2014. According to Ross, Laeton’s willingness to embrace the business and move it forward are among several key reasons why it continues to flourish today. “Laeton came into the business at exactly the right time,” Ross explains. “Having done his apprenticeship after he left school then continuing to grow

his knowledge, he’s become a whizz with electronics which modern trucks have in abundance, he has the means to optimise the potential of the fleet.” Taking up the conversation, Laeton says investing in the latest diagnostic equipment and training the company’s mechanics in how to use this equipment has been a priority in recent years.

Hardy’s workshop is also equipped with a brake tester which is utilised at every A Service.

“They have all been trained to use Cummins, Eaton and WABCO EBS software and they use this during every service so that they stay up to date with the various systems,” Laeton says. “The WABCO EBS training was done by Shane Pendergast from Air Brake Services in Sydney. He came up to us and did the training in our workshop.” Laeton explains that since then the company has retrofitted EBS to most of its older trailers so that a high standard in braking and stability of the vehicles is maintained across the board. “The technology is relatively inexpensive and if it saves a driver from just one rollover it’s paid for itself many times over,” Laeton says, adding that it also helps the company in other ways such as the elimination of flat-spotted tyres. According to Laeton, the EBS systems are checked during every A Service and a printout detailing any fault codes is generated so that the mechanics can see exactly what needs to be repaired and after the problem is fixed the fault code is cleared. Hardy’s workshop is also equipped with a brake tester which is utilised at every A Service to ensure optimum

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OPERATOR PROFILE

braking performance across all axles of each combination. “It’s been a great investment, if a driver has a braking or steering issue the first thing we do is put the vehicle over the brake tester,” says Laeton. “That way any issues are highlighted straight away.” He adds that sometimes it’s as simple as a dob of grease or a coating of dust in the brake drum causing ineffective braking, things that can’t be seen from the outside. One of the products Hardy’s carries is bulk raw sugar from the various northern NSW sugar mills and Laeton says the dust from the sugar is a constant source of issues because it tends to coat the inside of the brake drums when the trailers are being unloaded over a pit. “The dust gets into the drums and afterwards if there’s a slight amount of moisture it gets really sticky like toffee and is really hard to remove,” says Laeton. “It also degrades the tarps and eats into the paintwork on the trucks. Where you would normally get five years’ life out of a tarp, with sugar haulage you get three years, at best.” Showing me through the well-equipped workshop, Laeton explains that the company does everything except engine, gearbox and diff rebuilds. “We pull them out and replace them with a new or reconditioned unit so we can get the truck back on the road as soon as possible,” he says. The company also has a well-stocked parts department and receives parts deliveries from Brown and Hurley at Kyogle twice a week.

“In our view the T610 represents a huge step forward for the brand and overall is a far more acceptable truck than the Kenworths of yesteryear in terms of driver comfort and convenience.”

PARTS COMMONALITY Laeton says the company benefits greatly in terms of lower parts inventory from running single brands of equipment including Kenworth trucks and Hendrickson trailer suspensions. “While the Kenworth models do change around a bit, at the end of the day they are still very close in specification which is helpful,” says Laeton. “With our trailers we run Hendrickson suspension throughout which means that we only have to stock the one type of S-cam, slack adjuster, brake lining and drum, which simplifies things enormously.” Laeton relates that the ‘oneproduct rule’ the company strives to maintain occasionally needs to be

POWERTORQUE January/February 2022

altered for various reasons. “We’ve had a great run from Cummins engines but for some of our single trailer work we’ve found the Paccar MX-13 engine fills the bill, so we are now running some of them and they are performing very well for us,” says Laeton. “They are rated at 510hp and are a lighter engine than the Cummins X15 which makes them ideal for our single trailer prime movers.” Another commonality within the fleet is that all of the prime movers are B-double rated so that, if necessary, the single trailer units can also haul B-doubles. Just like his Dad, Laeton is very much hands-on with the operational side of the

business and can often be found at the workshop on weekends tinkering with or washing trucks. “It helps to have a practical knowledge of the trucks when you’re spec’ing them so that you know you’re getting exactly what you need,” says Laeton, adding that the drivers are also invited to put for-ward ideas about how to improve aspects of the trucks from their own practical experience. He provides the example of installing access doors in the front of each tipper to enable safe and easy access for the drivers to sweep out after unloading. “We now have every new trailer built

OPERATOR PROFILE

with an access door and have gone through and retrofitted this feature to the entire fleet,” says Laeton.

COMBINATIONS FOR COURSES Speaking about trailer combinations, Laeton says the company is sticking with single trailer and B-double combinations because they suit the agricultural-based markets which the company serves. “A lot of farmers really struggled during the lengthy drought that we’ve recently experienced,” says Laeton. “Because of this they often want smaller loads which is where our single trailers with a 27-tonne

payload really come into their own. “We have chosen not to go down the A-double road at this stage because there are simply too many permits needed operating between Melbourne and Townsville.” For the foreseeable future Laeton says `the plan is to stick to the established formula that has been developed over many years, relying on proven products like Kenworth, Cummins, Lusty-EMS and Hendrickson. “We’ve moved into the T610 and T410 Kenworths now and the drivers really appreciate the wider, more spacious cab,” says Laeton. “The T610 in particular is a

really good prime mover for us.” Keeping tare weight down is another priority and for this reason Laeton says the company only uses CentriFuse drums, low profile tyres and Alcoa alloy rims on its vehicles. “We aim for the optimum balance between light tare and durability to ensure our payload capacity is as high as possible without compromising on longevity of the equipment,” says Laeton. At the end of the day, it’s all about keeping the business sustainable and viable in order to best serve the loyal customers who rely on Hardy’s Haulage to deliver the goods all year round.

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TRUCK DEVELOPMENT

MOVING N SERIES

POWERTORQUE January/February 2022

TRUCK DEVELOPMENT

FORWARD

he last few years have seen the safety systems on trucks move from being an expensive luxury item on heavy duty trucks to a fitted necessity on all trucks, large or small. An arms race has developed between all of the major players to see who can include the highest number of three or four letter abbreviations in the specifications of new trucks. Many of the brands leading this charge, to include everything from adaptive cruise control to lane keeping, are within large global truck making conglomerates like, Daimler, Volvo, Paccar or Traton, and Isuzu’s closest competitor, Hino, is part of the Toyota empire. The situation for Isuzu, now led by newly arrived Takeo Shindo, Isuzu Managing Director and CEO, is not quite the same, it does not have access to the massive research and development dollars which are being ploughed into tech development and then distributed across a number of different brands globally. Instead, Isuzu has to be smart, leveraging the relationships it does have around the world to get access to the latest technology and integrate it into the trucks it is manufacturing. This not to underestimate the strength of Isuzu, the global corporation does have considerable scale and some powerful allies and many long term relationships across the truck making industry. The company has been able to move swiftly over the past twenty years keeping ahead of the technology curve, and we can expect it to hold its own in, what looks like, a very fast moving technology leap in the next decade or so. There are global projects in which Isuzu is involved, the collaboration with Honda to develop a fuel cell power unit for heavy duty trucks being one example. The deal with Volvo, in which Isuzu purchased UD Trucks, should also give Isuzu access to some of the latest electronic architecture developments. There is also a joint development project involving Isuzu, Toyota and Hino, although details are thin on the ground, as yet. Another consequence of this development issue for Isuzu is the decision

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TRUCK DEVELOPMENT

This new N Series uses the same basic cabin design that Isuzu have been using since 2007.

to discontinue sales of the Giga model in Australia without a replacement available straight away. Clearly, the current Giga does look dated, when compared to its direct rivals from the other three Japanese truck makers. There is a replacement in the wings, according to Takeo Shindo, but as to when it will arrive, there is no definite date set, as yet. These times of change have caused Isuzu to beef up its strategy team, under the leadership of Grant Cooper, Isuzu Chief of Strategy, to ensure the brand retains its progress to meet future demands from truck customers. Isuzu has appointed a new Innovation Manager, Alex Morris, and created a Business Intelligence Unit.

ELECTRIC DEVELOPMENT Currently in Australia, is an Isuzu concept ‘Walk-through Van’, developed by the company in Japan. This is part of Isuzu’s plan to develop carbon neutral trucks. Internal combustion engines (ICE) will continue to be developed, but only as a bridge technology to zero emissions by 2050. By 2040, Isuzu expects to have a full carbon neutral range available to truck buyers around the world. This requires an acceleration in electric truck sales, starting in 2022 in some markets, but not in Australia quite yet. “Isuzu Australia is laser-focussed on

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delivering an OEM electric platform, that builds on our core promise of ‘reliability is everything’,” says Grant Cooper, Chief of Strategy. “We will be leveraging off the strengths of our dealer network, advanced safety features and placing the customer at the centre of our approach.” The fully electric concept truck is fitted with a battery with a density of 260 Watt hours/kg available today, but this is likely to rise year-on-year and the motor produces 150kW of power. The design has batteries

mounted outside the chassis rails, removing the need for the engine cover in the middle of the cabin, and enabling a walk through design, where the driver simply stands up and walks through the rear of the cabin to the cargo area. When looking at the trucks available to buy now, the big ticket included in the launch of the new N Series is the inclusion of an Advanced Driver Assistance Systems (ADAS). This includes emergency collision avoidance braking, lane departure warning,

The star of the show for Isuvu has to be the Hitachi Stereo Camera System.

TRUCK DEVELOPMENT

distance monitoring, which controls the adaptive cruise control, plus a feature we have not come across before, the Traffic Movement Warning system. These systems rely on the Hitachi stereo camera system mounted just inside the centre of the wind-screen, on the top of the dash. The stereo system can detect speed and distance data about objects in front of the truck and send this data through to the safety systems controllers.

THE FINE DETAIL This new N Series uses the same basic cabin design that Isuzu have been using since 2007, but, according to Simon Humphries, Isuzu Chief Engineer, Product Strategy, it, ‘really is a drastically differ-ent product than that launched 2007’. The original 2007 model has been refined year-on-year since that time and although the truck looks much the same as it did 14 years ago, under the hood and in the cabin there have been a series of upgrades, especially in exhaust emissions and electronic safety systems. The new N Series for 2022 sees the model get a major upgrade in its electronic safety systems, needed to bring it up to par with its close Japanese rivals, Hino and Fuso, which have set the bar much higher in recent years. The star of the show for Isuzu has to be the Hitachi Stereo Camera system mounted

Simon Humphries, Isuzu Chief Engineer, Product Strategy.

centrally inside the cabin and looking forward to the area in front of the truck. The system uses two lenses to give it a 3D image of the road ahead, with the ability to precisely measure distances and speed. This camera makes four new safety systems possible. Firstly, there’s Automatic Emergency Braking (AEB) and Forward Collision Warning. This will warn the driver of an impending collision and if the driver does not react, it will automatically bring in full emergency braking. Next, it also enables Lane Departure Warning (LDW), another feature which is becoming more and more prevalent on all new trucks being released. Thirdly, the new N Series has something called a Distance Warning System (DWS), and this is joined by another feature, but one which is not becoming ubiquitous in new truck launches, called Traffic Movement Warning (TMW). The stereo camera sits on top of the dash, low down in the middle of the windscreen. This is unlike many other truck systems, which are often at the top of the windscreen. Isuzu reckons the lower fitting gives the camera a better view of the road ahead. It is also effective in all lighting conditions. When the truck gets too close to a vehicle in front, or a pedestrian walks across in front of the truck, the AEB is armed, there is an audible warning and

then brakes are activated if the driver does not take any action. According to Simon, if the truck is running at 50 km/h or less, the system should avoid any impact. Collisions when the truck is going faster will be less severe as the truck will be travelling considerably slower at the point of impact. Although the LDW is self explanatory, the TMW is something few will be familiar with. The system will warn the driver when the vehicle in front moves off at an intersection or in a queue. This will be useful to keep the more distracted drivers a little more alert, and probably automatically comes along with the full package of the other, more effective, features. The DWS is something which will be more useful to both fleets and drivers. The driver can set the following distance they feel is safe in the driving conditions and will get a warning if the truck gets too close to the vehicle in front. Of course this new set of abbreviations join another set which has appeared in the N Series before, like ESC, ASR, ABS, plus much more, to which we have become accustomed. The new model also includes automatic lighting, where the lights are automatically activated if the sensor detects low-light conditions. This is something which Isuzu’s competitors in light duty do not offer, but it is not clear how much a non-safety system like this would influence truck buyers.

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TRUCK DEVELOPMENT

Grant Cooper, Isuzu Chief of Strategy.

Surprisingly, the new suite of safety features does not include adaptive cruise control (ACC), even though the system can detect distance to the vehicle in front and bring the truck to a halt autonomously. This functionality will come to Isuzu, but not this time around. “ACC is definitely in our product program,” says Simon. “We want to have it in the Australian market, because we tend to do higher speeds than in places like Japan, so it is better value for our market.” In the Japanese light duty arms race, Isuzu has not decided to match, feature by feature, those offered in the direct competition. Instead, the company has gone through the shopping list available from Japan and come up with a good mix of items from the Isuzu arsenal. Although the N Series gets the stereo camera, which also appears in models like the Isuzu Ute and MUX, the larger Isuzu trucks will be using a single camera and radar system, similar to that employed in most other brands, when the heavier models, like F Series, get upgraded to the next safety levels. We can expect the next stage in the development, sometime down the track, to include the fruits of Isuzu’s relationship with the Volvo Group, which is part of its purchase of UD Trucks from Volvo. It will be at this point that the Japanese truck maker will have some leverage against the global development dollars of the big four global truck making groups, Traton, Paccar, Daimler and Volvo. Other upgrades from the previous model are cosmetic, with new interior design tweaks. There are changes to the turn lamp cluster, a speed limiter option is now

POWERTORQUE January/February 2022

The lights are automatically activated if the sensor detects low-light conditions.

available and an increased towing capacity available across a selection of models. Every new truck launch from Isuzu now comes with an extension of the ready to work range with updates and additions. One notable addition is the inclusion of an all wheel drive Tradepack. The various ‘....Packs’ are becoming an increasing proportion of overall sales for the truck maker, around 50 per cent of N Series sales. There are now 35 different models on tap for customers looking for a turn-key solution, which they can buy and take away.

NOT A COMPLETE UPGRADE Although this launch is a significant one for Isuzu and the Australian truck market, major

aspects of the truck specifications remain the same. The engine and transmissions fitted will continue from before, the same specs and the same ratings. The timing for a new engine offering is likely to be dependent on the long planned, but slow to appear, changes to emissions regulations coming through from federal government. The significance of this latest release from Isuzu sees the market leader closing the technology gap with its fierce rivals. Fuso and Hino have already brought in a raft of the latest electronic safety systems and light duty trucks now come close to matching the most advanced heavy duty trucks available on the market. Isuzu needs to keep its brand in the running, it has dominated the light duty for more than 30 years and plans to keep doing so. It certainly has made a significant upgrade in the level of sophisticated safety systems which come as part of the deal with the truck. The new N Series does tick many of the new technology boxes which buyers have been taught to ask for. The new Isuzu models are close enough to the competition to be in the conversation with customers who require these extremely high levels of safety technology. The rest of the Isuzu organisation, with its comprehensive dealer network, professional sales and after sales teams and an impressive reputation, is likely to keep Isuzu in that number one slot, but the offerings from the competition may just close the gap on the leaders.

Other upgrades from the previous model are cosmetic, with new interior design tweaks.

cummins.com.au

OPERATOR PROFILE

CORRINA LOVES

PETE

POWERTORQUE January/February 2022

OPERATOR PROFILE

For as long as she can remember, Corrina Riley had always dreamed of driving a Peterbilt. Now, thanks to the opportunity given her by Andrew and Cassie Gafney who own an impressive black 388 model Pete, that dream has been realised, writes Paul Matthei.

orrina Riley was born at Gosford and while her family wasn’t into trucking per se, her father had done a stint behind the wheel before she was born. “I was a bit of a tomboy at heart; for me a Tonka truck was far more appealing than a Barbie doll, any day of the week,” says Corrina. “I developed a passion for trucks growing up, I loved watching them go by.” Corrina’s long-held affinity with trucks and machinery ramped up significantly in 2004 when she met and fell in love with an interstate truckie. For the next five years, as an offsider with her man, she learned all there was to know about outback trucking double and triple road train style. “I basically lived in the truck from that day on for the next five years and he taught me almost everything I know about trucking,” says Corrina. “I had always loved all things machinery, but my passion certainly grew from this experience.” In something of a reverse order from the usual, Corrina recounts that she learnt to drive an AB triple before she learnt to drive a semi. “I remember pulling into BP Macs truck stop in Mackay and reversing that rig like a professional; it takes some practice but once you get it, it’s like riding a bike and you never forget it, says Corrina. “I also learnt how to change brake boosters and air lines in the middle of the night in the middle of nowhere. We drove for a couple of different companies over the five years and each one was so different and exciting. “Driving in the outback pulling a road train for Emerald Carrying was the most amazing feeling I have ever had. We would drop a trailer at Longreach and deliver to three of the mines out there and on the way back we would stop at these chiller boxes and pick up kangaroo carcasses for the pet stores. “Throwing those huge roos over my

shoulder and onto the meat rails in the freezer pan was an experience I’ll never forget, that caper is certainly not for the faint-hearted.” Driving for Brisbane-based Barellan Freighters hauling general freight north to Cairns and backloading tropical fruit is another fond memory for Corrina. “Driving in that sweet Kenworth T904 with an 18-speed RoadRanger pulling two trailers up the highway literally made my heart skip a beat,” says Corrina. “Even today I still get butterflies when I’m driving, and not just the ones hitting the windscreen.” Corrina and her man were married in 2007 at Jiggi, near Lismore, and they had one of Phil Macintosh Transport’s T904s for the wedding ‘car’. “The marriage was difficult and in 2009 we separated, but a love for trucks was by that stage instilled within my core being and had become an inseparable part of my life,” says Corrina. “After my marriage ended I found it hard leaving it all behind, but I knew that one day I would be back in trucking.” In 2010 Corrina gave birth to her baby boy, Jack, and took a number of years off work to care for him. She lived in Lismore and often saw Hernes Freight Service trucks passing through. She made up her mind that one day she would drive for the company. “We moved to Temagog, a small country township west of Kempsey, in 2012 and I worked at the Slim Dusty Centre, but all the while I knew that one day I would get back to driving trucks,” says Corrina. “I sure did miss it; I would get this niggling feeling in my belly every time a truck went past – it was like they were taunting me.” In 2017 the day finally came when Corrina decided it was time to pursue her dream career. “There wasn’t anything keeping us in Temagog, so I packed up my son and myself and we hit the road for the big move to Brisbane to pursue my love of trucks,” says Corrina. “I was a bit anxious

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OPERATOR PROFILE

For Corrina, the allure of driving a Peterbilt was simply too strong to ignore.

about being alone with my young son in a big city, but I really wanted to drive again and I knew that Brisbane was exactly where we needed to be.” Corrina did it tough for almost a year, but she persevered, gaining her Heavy Rigid licence and a year later her Multi-Combination licence. She finally scored a job with a local landscaper driving a rigid tipper and a variety of plant equipment. “I operated every piece of machinery this company owned including a large Moxy dump truck, front-end loader, water cart, excavator and Bobcat and learnt much in the 18 months I was there,” says Corrina. “But my heart still yearned to be behind the wheel of bigger gear.” In April 2020 she was given a start with Hernes Freight Service after persistently hounding the Depot Manager, Dereck Horrell, for a driving job. “I was there every week knocking on the door,” says Corrina laughing. “He kept telling me there was nothing there for me, but I kept coming in anyway, or ringing him. I’m sure he thought I was stalking him. Eventually I won out and he said he’d give me a go. “I was actually the first female they hired to drive B-doubles on local work. They already had a couple of females on interstate but not local I think because they felt that it’s a bit more demanding,” says Corrina. “It was unreal to think that all those years ago I wanted to drive for them and there I was finally doing it,” she says. “I absolutely loved working at Hernes and driving B-doubles around town.”

PETE COMES CALLING It was with a heavy heart that Corrina tendered her resignation at Hernes. She says she is forever grateful to the company for giving her a start driving the big trucks. However, for Corrina, the allure of driving a Peterbilt was simply too strong to ignore. “I just know in my heart I would have regretted not taking this job opportunity,” says Corrina. “I mean it’s a Peterbilt, it’s everyone’s dream truck isn’t it?” Corrina says her new bosses, Andrew and Cassie Gafney, had her pegged for this job for months while Andrew was getting the truck ready.

POWERTORQUE January/February 2022

OPERATOR PROFILE

“I WAS ACTUALLY THE FIRST FEMALE THEY HIRED TO DRIVE B-DOUBLES ON LOCAL WORK. THEY ALREADY HAD A COUPLE OF FEMALES ON INTERSTATE BUT NOT LOCAL I THINK BECAUSE THEY FELT THAT IT’S A BIT MORE DEMANDING. IT WAS UNREAL TO THINK THAT ALL THOSE YEARS AGO I WANTED TO DRIVE FOR THEM AND THERE I WAS FINALLY DOING IT. I ABSOLUTELY LOVED WORKING AT HERNES AND DRIVING B-DOUBLES AROUND TOWN.” The shiny black Peterbilt is actually the couple’s first foray into truck operating as an extension of their heavy vehicle repair business called Gaff’s Heavy Diesel and Haulage (formerly Gilltech Maintenance Solutions) based at Walkerston near Mackay. Andrew, a qualified diesel mechanic, has always enjoyed working on trucks and heavy machinery and a crowning accomplishment for him has been bringing the Peterbilt back to its former glory. “I’ve always had a soft spot for Peterbilts so when this one came up for Andrew says that he bought a new Cummins X12 crate engine from the USA to replace the tired original engine.

sale I grabbed it and set about making it into what I wanted in the form of a 6x4 prime mover,” says Andrew. “It originally came to Australia as a tilt tray and was later converted to a prime mover. We bought it in a fairly poor state and we’ve pretty much rebuilt the whole thing ourselves.” “It was originally imported into Australia by Wayne Deguara who owned a heavy haulage operation. When Wayne sold his heavy haulage business he sold the Peterbilt to Don Lette who owns Freightshift. Don had the tilt tray removed, shortened the chassis and installed a Unibilt sleeper to turn it into a line-haul prime mover.” Andrew elaborates that he bought a new Cummins X12 crate engine from the USA to replace the tired original engine, with the new one putting out a respectable 450hp, which he says is sufficient considering the truck is not B-double rated. Behind the engine resides an Eaton 18-speed transmission. “We replaced all the fuel tanks and steps and we’re currently installing an Icepack cab air-conditioner to make it comfortable for Corrina in the hot summer months,” says Andrew. Andrew recently bought a new CIMC 45’ flatbed trailer for Pete to pull, which will be used to haul general freight and steel on the eastern seaboard. “I’ll be happy for the truck to run Brisbane to Melbourne or Brisbane to Cairns,” Andrew says, adding that the only drawback with it is getting parts which can be difficult in remote locations. In fact, he says this is the reason he only wants to own one Peterbilt as the hero truck, and with subsequent trucks he is tossing up between

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OPERATOR PROFILE

Andrew is strongly in favour of a ‘one driver one truck’ policy.

bonneted Kenworths and Macks. “It all comes down to maintenance, you need to have trucks which are easy to get parts for to maximise time on the road. Any subsequent trucks we buy we will try to do this and we are very happy with the way Corrina is looking after the Peterbilt.” Andrew is strongly in favour of a ‘one driver one truck’ policy which he reckons usually leads to better outcomes, in terms of longevity, with the trucks.

ALL THE FRUIT Meanwhile, Corrina is over the moon driving the Peterbilt and she says having the chance to home school her son, on the open road, driving a Peterbilt and towing only one trailer was an opportunity too good to pass up. “Jack was getting into all sorts of trouble at school and their answer was to medicate him,” says Corrina. “But

POWERTORQUE January/February 2022

I begged to differ. All he needed was a little more challenge and he is now thriving and loving being in the truck with Mum, learning all kinds of amazing and wonderful things that will help him with day-to-day life in the future. I reckon it’s the best choice I could have made.” Earlier last year Corrina and Jack were running Brisbane to Mackay for about seven weeks, sometimes with a curtainsider hauling general freight and at other times with a flat top carting steel. Then when the fruit harvest season started around mid-year, they were doing local in Brisbane towing a fridge van for MGL, picking up fruit from farms on the Sunshine Coast and delivering the loads to the Brisbane markets. “The funniest thing is we also deliver to Hernes,” says Corrina. “I love that I get to see all my fellow work mates again.” After the fruit season finished, they were once again running north, with the

opportunity to call in at the depot to get any issues sorted with the truck. “My boss and his wife are literally the most amazing people to work for,” says Corrina. “They go above and beyond in looking after both myself and my son and I am very grateful to be working for such an awesome team. I am just so happy that I never let go of my dream, that I stuck with it and now I feel I’m where I’m meant to be.” A monumental moment for them both, as well as the Gafneys, was when the Peterbilt won the Rig of the Day trophy at the Lights on the Hill memorial convoy event at Gatton last October. “If you have that passion and you really want something, don’t ever give up,” says Corrina. “I am a single Mum and at times, yes, it’s been very hard. But I always kept pushing forward to reach that dream, so never give up and you will succeed.”

RURAL TRUCKING MATTERS

HEAVY VEHICLE LAW REFORM: WHERE DID IT ALL GOWRONG?

ack in mid-2020, this Australian Livestock and Rural Transporters Association column explored progress of the Heavy Vehicle National Law (HVNL) review and asked the questions “Has it hit the mark?” and “Can we expect real change?”. Now, with 2021 drawn to a close, we reflect on that analysis and instead ask “Where did it all go wrong?”. On the past 18 months a lot has changed, and at the same time, nothing at all. Industry has lost confidence in the reform process and our laws have not changed at all. The previous ALRTA column lauded the consultation process employed by the National Transport Commission (NTC). In the early days of the review, there were plenty of opportunities for industry and governments to comment on the current laws and to make proposals about how to make them better. The mid2020 regulatory impact statement (RIS) considered 250 formal submissions and 350 informal submissions. ALRTA had lodged a submission containing 108 recommendations, and like most other interested stakeholders, we lodged a response to the RIS outlining our preferred options for drafting the new law. We were poised for real change. With that wealth of information, you’d think that the NTC would have by now developed a fully-costed, well-balanced policy proposal, and that we would have progressed to an implementation phase. But you’d be wrong. What started out so promising has barely progressed at all. There is no agreed policy position. No costings. No draft legislation. We are still operating under the same laws, with the same problems, without a remedy in sight. In October 2021, the NTC released the first tranche of refined policy proposals, focussing on reform of the general fatigue schedule (standard hours). The proposals

POWERTORQUE January/February 2022

were uncosted and industry was given just one week to respond. It has been many years since there has been such a strong and immediate backlash against a new policy proposal. This one was right up there with the carbon tax and Road Safety Remuneration Tribunal. Shockingly, the NTC had proposed to reduce maximum weekly working hours from 72 to 60 hours. On top of that, there would be a ban on all driving 14 hours after the commencement of a shift, a maximum 4 hour continuous work period and an extension of the minimum long rest break to 8 hours. At a minimum, this could represent a 17 per cent productivity reduction. It would also reduce driver’s wages, reduce flexibility and exacerbate driver shortages right across the road freight sector. It was quite the opposite of what industry had been asking for, more flexibility to manage fatigue within the hours that we already have. Some elements of the NTC proposal were truly perverse. It should be obvious that banning all driving after 14 hours will just discourage drivers from taking breaks early when needed. We have said consistently that we do not want a law that discourages tired drivers from taking breaks by imposing productivity penalties. So, back to the question, “Where did it all go so wrong?” and perhaps more importantly, “What are we going to do about it?”. The NTC is a government Commission. These are established by governments as a way of passing on authority or responsibility. Ideally, commissions should encompass a mix of skills and experience and be able to speak without fear or favour, balancing the views of all stakeholders in developing decisions or recommendations concerning matters on which they have been given responsibility. In the case of the NTC, it has no real decision-making authority. All major

proposals must be considered and decided on by Ministers representing the Federal and State and Territory Governments, so the case for ensuring balance and independence within the NTC is particularly strong. Yet, five of the six NTC Commissioners are long-term public servants. Three of these are either current or former heads of Federal or State transport departments, and one is employed as the NTC CEO. Each has a long list academic qualifications and is used to towing the government line. Their careers were forged in the fires of bureaucracy and they retain strong links with federal and state authorities. Given this situation, the odds of industrycentric HVNL reform outcomes are very heavy stacked against us at all levels. Like all stakeholders, government departments put their views forward to the NTC during the HVNL consultation process. NTC Commissioners then endorse these views, and department heads again advise Ministers to adopt their views, especially now that the NTC has ‘independently’ endorsed them. So, should we be at all surprised that the NTC’s policy proposals ultimately reflect an academic and bureaucratic approach rather than a practical industry-centric approach? The problem here is deep and fundamental. Fixing it requires change right at the top of the NTC. A better balance would be two bureaucrats, two industry representatives, one community representative and one academic. The NTC CEO should be stripped of commissioner status and required to follow the broad direction of the other independent commissioners. Realistically, significant new safety and productivity improvements in road transport are most likely to arise via industry led innovation. Unlocking this potential must start with unshackling the NTC.

Keep your mind on the road ahead

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ALT-POWER

TRANSFERRING POWER

FROM DIESEL TO ELECTRIC The next decade is going to be about moving across to new drivelines, to be compatible with alternative power sources, and a large amount of energy is going to be needed in transferring power from diesel to electric.

he migration across from internal combustion engine (ICE) powered drivelines to those using electric power to drive the wheels is going to happen, whether the preferred power source is hydrogen fuel cells or battery electric, or something else. If technology like hydrogen internal combustion engines take hold they will be able to use adaptations of existing diesel power trains. There are a lot of different aspects and layout options for an electric driveline and each one will have to be designed to suit a particular task. There may well not be one single solution for electrified trucks in Australia it may well be the case that a variety of systems and layouts will need to be employed. In recent years Dana has been moving ahead in this space anticipating the growth in demand for electric drivelines. These may not just be in new trucks, operators may seek to repower existing trucks with an electric driveline, as the economic and environmental climate changes. The company has been developing and acquiring the technology to be a major player in this space. As an indication of the growing interest in this area, Dana has recently opened the company’s largest facility of its kind in Europe in Åmål in Sweden to build electric motors for the vehicle industry, increasing, what it calls, ‘Dana’s ability to deliver clean-energy technologies and fully integrated e-Propulsion systems across all mobility markets.’ Of course, Australia is going to be lagging behind the developments in Europe, but we will be following more advanced countries down this route (Australia is a technology taker). This is a major transition of technologies and the process is going to take a long time as suppliers have to gear up and the industry

POWERTORQUE January/February 2022

The Dana_Zero-8_Tandem eAxle.

needs to be aware of the novel technical challenges which will confront it.

AN ELECTRIC DRIVELINE At its simplest the electric driveline consists of some basic components. There is the battery which stores electrical energy, whether it comes from a charging station or an onboard hydrogen fuel cell is immaterial. A DC current goes from the battery to an AC/DC converter to produce an AC supply for the electric motor. From this electric motor, mechanical power travels down a driveshaft to a transmission. The transmission then processes the original mechanical power and torque into the right kind of torque for the drive axle to propel the truck along the road. The inclusion of a transmission is not necessarily the case, especially at the smaller end of the truck market. The electric trucks currently on sale in Australia, from SEA and Fuso, do not have a transmission, these are the simplest

drivelines with a direct drive from electric motor to rear differential. Another component supplier, Eaton is already developing transmissions where they are needed for the truck makers. “We have got some smaller two and four speed transmissions that can go behind electric motors,” says Graeme Weston, Business Unit Manager at Eaton. “We are integrating with electric motors and that’s a growing part of our business. Talking to some of the electric vehicle makers, we are finding it is hard to get the spread of ratios, in order to get the right torque for launch, but you also run the electric motor at a sweet spot, at a higher rpm. “Essentially you can downsize the motor, so you can get the torque multiplication for launch, with the advantage of going to a two-speed option, as opposed to a single speed, being that you can run a smaller electric motor. You can still get the torque, but then finely tune the other gear to get the most out of the rpm the motor runs at.” This is why the two-speed transmission

ALT-POWER

Simple Electric Vehicle Driveline

SERIES OF POWER CONVERSIONS has been used quite often in electric trucks, one ratio generates enough torque to take off and the other ratio lets the electric motor run around its most efficient rpm.

NEW DRIVELINE OPTIONS The basic electric driveline layout will often mimic the diesel driveline, simply replacing one component with another. However, because this power can be transmitted as electrical energy and not just as mechanical energy, different options become available. One option which was evident at the Brisbane Truck Show last year was the e-Axle. This uses an axle mounted component to handle several of the driveline tasks. The power comes from

the battery, though the inverter to an axle mounted assembly which is electric motor, transmission and differential all in one piece. This substantially reduces driveline complexity and reduces packaging requirements. The complete unit on the axe does not take up much more space than the current differentials in a traditional driveline. A more radical approach again is the introduction of the e-Hub. In this case, the power from the battery will go through one inverter for each drive wheel. That AC output goes to a large assembly at the wheel hub, which includes an electric motor, a transmission and wheel hub.

Again, this design has a benefit in packaging. The only components attached to the chassis are batteries and inverters, the rest are mounted at the wheel itself. At this point the driveline looks completely different to the traditional layout. As a way of comparing the two drivelines Dana look at the figures around an electric drive system, the Dana TM4 SUMO LD HV1200 electric motor up against a Cummins 6.7-litre truck engine. The diesel puts out 1152Nm (850 ft lb) of torque while the TM4 produces 1200Nm (850 ft lb). Power from the Cummins is 375hp (276kW) while the TM4 produces 272hp (200kW). The mass of that Cummins is 480 kg, while the inverter weighs 12kg and the motor 87kg, a total of 99kg. This is a substantial difference of 381kg. The other components to compare are fuel tanks to batteries. This is more difficult to ascertain. We know how heavy a diesel tank to get the truck 500km will be and a matching battery may well be able to keep driveline mass in the same ballpark. However, battery technology is progressing very fast, and we know that a battery to get an electric truck 500km will be lighter next year than it is this year. While the diesel flows from the tanks for the ICE, the battery array on a truck needs a battery management system to control charge. Fuel lines are replaced by the bright orange cabling we see prominently on electric trucks.

CENTRAL DIRECT DRIVE SYSTEM

CENTRAL GEARED SYSTEM

The electric motor powers the driveshaft and axle to propel the vehicle.

The electric motor attaches to a gearbox which then powers the driveshaft and axle.

E-MOTOR / INVERTER

BATTERY

GEARBOX

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ALT-POWER

E-AXLE

E-HUB

The motor is engineered to fit within the gearbox or axle, further reducing driveline complexity. Available options: • Independent E-MOTOR • Rigid

The motor is engineered to fit within the hub of the wheel, further reducing driveline complexity and packaging space.

BATTERY

INVERTER

BATTERY

INVERTER

E-MOTOR

GEARBOX

The high voltage cables have to meet ISO6469 (hence the orange colour), so truck manufacturers have to ensure the correct shielding, insulation and keep outside the maximum bending radius rules when routing the supply. These requirement do add substantial cost to the electric truck’s power system. Layouts using e-Hubs and e-Axles can reduce that cost, as much of the cabling is already enclosed.

POWERING THE PERIPHERALS The basic principles explained above only make the wheels turn and get the truck moving. There are many more systems needed on a truck to keep it safe

INVERTER

and cool. These will have to change and new systems will need to be added to the componentry on a truck. The ICE uses an engine control unit to control the engine to provide the torque requested by driver inputs. Those driver inputs to the motor control unit simply get the same torque from the electric motor. While the ICE needs an alternator to power the accessories on the truck, the electric truck’s converts voltage from the 400plus volt power battery to a typical 12- or 24-volt circuit. Where the steering pump is powered mechanically by the ICE, the steering pump on an electric vehicle uses a small electric motor. The ICE’s mechanically The Dana_Zero-8_Single eAxle.

POWERTORQUE January/February 2022

driven air conditioning compressor is replaced by an electric compressor on the electric truck. When it comes to the truck’s air compressor, the mechanical power on the ICE is replaced by an electric induction motor. Both power systems need cooling and a water pump. For the ICE it is again driven by the engine, while an inverter produces AC for an electric pump. Surprisingly both types of truck need a run-of-the-mill 12 or 24 volt battery. On the ICE it is for cranking the engine, electronic controllers and accessories, but on the electric truck it is only needed for the electronic controllers and accessories. Where the ICE truck needs a heavy and expensive after-treatment system to meet exhaust emissions rules, the electric truck produces zero emissions. However, on the flip side the electric truck does need a dedicated charging system, a power distribution unit, a brake resistor to enable regenerative braking when the battery is fully charged and an inverter for accessories needing an AC supply. As it turns out, it is not as simple as ripping out the old diesel engine and slotting in an electric motor. However, this is the way we are going to have to think about trucks and their drivelines in the future.

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CONVERGENCE

LOOKING FOR CLARITY OVER ACCESS

Talk to operators trying to run higher productivity vehicles just about anywhere in Australia and you be told that the are looking for clarity over access and are unsure what can and cannot be done. PowerTorque tries to find some answers and some clarity.

ne of the issues which has dogged the task of trucking operators looking to improve productivity has been the issue of monitoring trucks, their loads and their routes. Schemes like the Performance Based Standards scheme may specify the Intelligent Access Program (IAP). In fact, for many road managers specifying some form of monitoring of trucks has become a go-to condition of a number of permits and productivity schemes. The fact that the IAP has proved so expensive to run meant, only those making very substantial productivity gains could justify the

POWERTORQUE January/February 2022

expense. There was a need to make it easier for operators to demonstrate their compliance with whatever requirements were set on particular combinations and specific routes. The gains possible in each state still vary considerably, but operators have been able to utilise a Telematics Monitoring Application instead of the the IAP and this has proved to be a useful, lower cost and more flexible option for many operators. This has been widely picked up by operators involved in the High Priority Freight Vehicles (HPFV) in Victoria. HPFV and some other state

jurisdictions will also accept the use of what is called Smart OnBoard Mass (Smart OBM). This utilises the latest development of OBM units in the past few years. The OBM uses sensors mounted on the truck and trailer to ascertain the gross mass of the the combination and the masses on individual axles. These systems can utilise the air suspension, the electronic braking system (EBS) or calculate mass using other mass sensors. When these OBMs generate digital mass data, this can be used by telematics systems to distribute the data remotely. Only OBM systems

CONVERGENCE

approved by Transport Certification Australia (TCA) can be SmartOBMs. So far five OBM systems have been approved for use as Smart OBMs: Airtec Corporation, Loadman, Right Weigh, e-max and Tramanco. Of course, there’s more, the Smart OBM needs to be paired with a certified service provider. The definition of this can be quite broad. From the operator’s point of view one of the advantages of the Smart OBM scheme is the strict control on access to the data generated by the OBMs. Data from the Smart OBM is sent to the TCA and only certain aspects of the data will then be released to the jurisdiction involved. Most of the time the data will be aggregated and anonymised. The authorities will know there were 75 A-doubles at 85 tonnes which travelled along a particular road this week, but they won’t know whose they were.

SENDING THE DATA For a transport operator wanting to make use of the Smart OBM rules to get permission to run a heavier or longer combination on a particular route, the Smart OBM system, which is relatively straightforward to fit on the truck, needs a way to communicate its data over

the mobile phone network to the TCA servers monitoring the truck. For the operator who already runs some form of telematics in their vehicle it is often possible to use the data stream from that telematics system to send the data through to the TCA system, for aggregating and recording. However, for many smaller operators which either don’t want or can’t afford the full suite of services in a fully blown telematics system to run the fleet, there are alternatives emerging. These are much more simple data communicators designed specifically to process and send data to a required location, with no input required by either the driver of the operator. One example of this is the the Drive Easy Tag from V-DAQ, which is about the size of a thick credit card and can be stuck to the windscreen. The unit collects data directly from the Smart OBM system and sends it through to the relevant portal for each productivity scheme. “We’re seeing the beginning of the roll-out of these systems for productivity reforms,” says Gavin Hill, TCA General Manager, Strategy and Delivery. “We are at the beginning of the journey and many people, probably, don’t have a good strategic view of

the way Smart OBM will work. “The initiatives which are taking place around Victoria with HPFV and opening up networks and making allowances for access over structures which were previously off-limits, is a really good case study. It presents a way forward for the industry to understand what is possible. Where there used to be a ‘No’ response, mass data changes the paradigm.” VicRoads understand that the data they get through these Smart OBM systems help them as a road agency. It enables them to make a case to the Victorian Treasury to make infrastructure upgrades. The vehicles and the data they send into VicRoads enables them to help the trucking industry by improving the roads where they are getting the most use. Bridge engineers are able to reduce the safety reserves they build into assessments of structures, because they have good data on the actual real life usage and are not making very conservative guesses on the strain on the bridges etc. This will tend to reduce those safety reserves and often opens up parts of the networks to the HPFVs. The advantages of the Smart OBM set up is that it is a nationally agreed system and can be used across borders. “One of the key things, is that the operator only needs one system,” says Gavin. “Jurisdictions have agreed, there is one system and one form of recognition. How they use the data is up to the individual road agencies. “I think the development of the Smart OBM concept will generate its own momentum. The way that Victoria have seized this and taken it up, will be the model other jurisdictions will be following.” Road agencies in the Eastern States are already specifying Smart OBM and heading down this path. Something like Smart OBM will also have other benefits for the operator in terms of compliance and as part of accreditation schemes, chain of responsibility, particularly a mass management module. “We have been trying to get the message out there about the value of Smart OBM,” says Gavin. “We are going through people like the Heavy Vehicle Industry Association to help them

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CONVERGENCE

Gavin Hill, TCA General Manager, Strategy and Delivery.

inform their customers about the value of these systems. They are making the higher productivity vehicles which will go into these schemes. “The trailer manufacturer doesn’t necessarily have a good idea of what the end use of the trailer they are making is going to be. If you’ve got a particular kind of vehicle, PBS, for example, the trailer builder may want to ask the customer whether it will be used in certain scenarios, like HPFV in Victoria or the A-double run from Toowoomba to the Port of Brisbane.

POWERTORQUE January/February 2022

“The trailer maker needs to find out, if they are fitting an OBM, is the customer fitting it for a regulatory concession. Before fitting the system it will be useful to ensure the fitment will make those regulatory benefits possible. No-one should end up with a system they regret.” Often TCA will have operators who are trying to get information about specific routes and the requirements in terms of Smart OBM or other technology, and where these productivity gains can be achieved. This kind of information can be difficult to find and it can be dangerous to rely on hearsay, but there is no central knowledge base operators can rely on. It is important for operators wanting to take advantage of the benefits of Smart OBM system to be as informed as possible about the system and its suitability fo the task in consideration. The Smart OBM does offer an easier solution for many access issues than the IAP, but information about how it works and how to access it seems to

be travelling by word-of-mouth, rather than being properly publicised by the state authorities. There are a number of state government sites which are designed to give information about what kind of Smart OBM allowances are available where, but these are often confusing and only state by by state. V-DAQ, is the supplier of the simple credit card sized plug-and-play road access solution which can communicate mass data from Smart OBM systems to the TCA, enabling operators meet compliance requirements for the various schemes. It provides a comprehensive guide to the different allowances and benefits across Australia.

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INDUSTRY ISSUE

PROMISES, PROMISES, PROMISES

he promises made were by, what was then in 2002, the National Road Transport Commission (now the National Transport Commission [NTC]) about how the Performance Based Standards (PBS) system was supposed to play out over the next twenty years. This text is from an article which I published, in my role as the editor of the Commercial Vehicle Industry Association

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of Australia (CVIAA) Technical Directory, has haunted me down the years. It was written for the NTC by someone in the organisation as a taster of what the PBS would look and feel like after it was implemented. At that point in time, the idea of a PBS had been discussed for many years and was just starting to look like it would eventually get up in the next few years, and it did. For many in the industry the

scheme has been a disappointment, it has achieved some of its aims, but has not radically improved productivity across the board. PowerTorque reprints the snippets of the original story here as it appeared back in early 2002. We asked Marcus Coleman, Tiger Spider Managing Director and Bob Woodward, Australian Trucking Association Chief Engineer, to assess the accuracy of the opinions.

INDUSTRY ISSUE

Performance-based standards (PBS) wins the day for Deckard Transport

he year is 2010. Deckard Transport has held the contract to collect milk from a 100km radius of an isolated dairy community for six years, and the pressure is on. Principal, Rick Deckard, hasn’t had a rate increase in four years, but is reluctant to push the issue given the number of bigger operators keen to get their hands on his work. Marcus: “In 2007 Australian Transport Ministers through the Australian Transport Council agreed to proceed with the PBS Scheme implemented through the NHVR,” says Marcus. “By 2010 there were probably around 30-50 PBS Designs Approved by the PBS Review Panel. A further 10-20 were carried over from the Interim Review Panel Scheme which operated from 2004 to 2006. The early designs included various flavours of truck and dogs in Victoria, mainly truck and quad dogs along with A-doubles and longer semitrailers in Queensland.”

He’s heard about PBS, read about it, and knows a heavy haulage operator in the next town who has a trailer set up to operate under the new system. He needs to replace one of his ageing prime movers and semi-trailers and kicks around the possibility that perhaps he can squeeze a bit more productivity out of his five truck semi-trailer fleet using PBS.

Marcus: “Five prime movers and five semi-trailers could now be turned over into 2 x A-double and a single semi-trailer,” says Marcus. “However, it is curious that the operator is not operating B-doubles already. That implies that access for B-doubles is limited therefore a PBS Level 1 combination is required to get access.”

Most of the farms Deckard Transport picks up from are at the end of bush tracks that test man and machinery, but he’s always wondered about the handful located on well-formed roads that have wide driveways and plenty of room to tum around. He spends weeks studying the route map of his pick ups, highlighting those farms that he suspects could cope with a heavier combination. He does his maths on the extra capacity the trailers could carry, and calculates that another 4,000 litres would eradicate the need to run an additional prime mover and trailer. A slightly larger barrel and an extra steerable axle to take up the extra weight might just do the trick. Marcus: “It shouldn’t take weeks of analysis to work-out the productivity benefits of PBS. Nevertheless, in 2010 there we no route maps,” says Marcus. “The situation has changed now, but unfortunately, aside from truck and dogs there is little prospect that farm gate access would be possible without significant work to get permits on the specific routes.”

He ponders ringing that heavy haulage operator to ask him how he went about PBS, but sees a small advertisement in ATN: ‘A. Jones & Associates, Consulting Engineers, PBS a specialty.’ Principal Alf Jones is helpful and makes positive noises about the proposal… Rick arranges for Alf to spend half a day in the cab with his best driver on a route that takes in a few of the larger farms. Satisfied that a PBS application is realistic, Alf agrees to take on Deckard’s work. “No success, no fee,” he tells a visibly relieved Rick. Marcus: “The ‘No success no Fee’ model would require the PBS consultants to have a considerably larger fee to offset the risk that the application was unsuccessful. It is

possible to guarantee success when it comes to vehicle design and assessment, but very challenging when it comes to road access. Road managers reserve the right roll-back access, even after it has been previously approved. The devil is in the detail with that claim and operators should be wary of people offering guarantees when it comes to PBS Access.” Alf returns to his office and begins designing the new trailer, working closely with the trailer manufacturer. Hendry Engineering has a long history of manufacturing stainless steel heavy transport equipment, and Alf is a regular client. He proposes a quad-axle 29,000 litre capacity, stainless steel semi trailer milk tanker, and wants Hendry to submit a preliminary design proposal, which it does. Alf studies the proposal and rings Rick. Meanwhile, Hendry has come up with a hiccup. Because the extra capacity of the tanker means the centre of gravity is higher, the proposed combination might be susceptible to rollover. Alf subjects the vehicle to computer-based modelling that indeed shows that with the truck on a 100 circular path at 60km/h, rollover occurs at less than 0.35g. The trailer’s centre-of-gravity needs to be lowered slightly to ensure the proposed combination meets the required performance measure.

Marcus: “All PBS vehicles must be assessed by computer simulation” says Marcus. “Nevertheless, the process is not so far removed from what happens today. Often preliminary designs prepared by trailer OEMs need to be tweaked once the assessment is completed.” Alf approaches the local council to enquire about a bridge located on one of the proposed routes. Would there be a problem if a combination heavier

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INDUSTRY ISSUE

than the rest of the Deckard Transport fleet were to use it? The council says there would, and places a restriction on the new combination using the bridge. The council’s director of engineering services also wants safeguards to ensure the proposed combination cannot inadvertently or deliberately use the bridge. Alf tells Rick the new truck and trailer will need to be fitted with GPS tracking to ensure it sticks to the specified route. Rick is philo¬sophical about the small extra expense, and gives Alf the okay. Alf visits Rick’s local dealer to ensure the prime mover meets the specification. He also ensures a GPS tracking unit and onboard monitor have been installed, and attaches a plate to the truck detailing the parameters of the truck’s permit to operate under PBS.

TWENTY YEARS LATER The scheme has been dogged by state-against-state issues, ill-prepared local government and an ongoing battle to get the simplest of access issues sorted out. “The approach of relying on PBS to improve trucking industry productivity has failed,” says Bob. “PBS has not proven suitable for the significant part of the road freight task that does not have predictable freight volumes and does not provide sufficient lead time for PBS approval. “Operators can go through the lengthy, expensive, approval process

POWERTORQUE January/February 2022

Marcus: “In practice the local councils have hardly ever required GPS Tracking to protect certain bridges,” says Marcus. “They also would not have the resources to enforce the operation anyway. Nevertheless, the story is illustrative of what now happens in practice and certainly GPS tracking has been critical to win over support from road managers.” He carries out a similar task with the trailer, and tells Rick the two units are ready for registration. Rick picks up the truck and trailer and takes them to the nearest state road authority for registration, where an inspector runs his eye over the plates attached to the truck and trailer, and registers the vehicle without hesitation. Rick attaches the new registration plates, climbs into the cab, and heads home.

for a new vehicle and then be denied road access. Not all PBS vehicles have access where it has been granted for equivalent combinations. “The productivity of the transport, postal and warehousing sector has fallen steadily since 2014. Individual productivity gains for selected operators are not translating into industry wide productivity improvement.” There have been a few star turns where the scheme has changed a freight task radically. One of these is the A-doubles hauling freight from the Darling Downs to Brisbane Port

Marcus: “Plates have never been used to show PBS compliance” says Marcus. “Registration has generally never been an issue for PBS. But this fails to explain the Vehicle Approvals, Certification Inspection and Road Access Permits process through the NHVR, State and Local Road Managers. Perhaps this is an optimistic view of how the scheme would work. Nevertheless, in some ways, for some vehicles the process is simpler. PBS truck and dogs get as of right access without a permit and the Vehicle Approval and Certification, if handled by the truck or trailer OEM, assessors and certifiers can be hidden from the operator.”

Marcus Coleman, Tiger Spider Managing Director.

in Queensland and the proliferation of higher mass truck and dog combinations in NSW and Victoria. “Like all predictions the time-frame was wrong and the details were a little off,” says Marcus. “In some ways the

INDUSTRY ISSUE

Bob Woodward, Australian Trucking Association Chief Engineer.

PBS Scheme has failed to live up to the case, which is described here, in other ways it has far exceeded the benefits and scope of what is described. “Certainly, an additional 4000L is not nothing, but many PBS combinations could far exceed this outcome. For example, a truck and quad-dog tanker could potentially have increased the payload by closer to 10,000 litres with less access constraints that the quadsemi. Truck and dogs don’t require GPS Tracking or permits. “A-Doubles and various flavours of milk tankers in particularly could offer up to 100 per cent increase in productivity and various innovations in

that industry have seen 26m A-doubles with PBS Level 1 performance. VicRoads has now released a bulk liquid network which includes special access for milk tankers. However, the wins have been hard-fought and it was a full 10 years later than predicted that these networks were released.” The recent Heavy Vehicle National Law review and issues paper noted that the PBS scheme was intended to be a testing ground, where new vehicles would transition to the prescriptive fleet. However, the issues paper highlighted that this has not been achieved, with no PBS vehicles having been transitioned into the prescriptive heavy vehicle fleet.” “The ATA has consistently argued that the ultimate aim of the PBS scheme should not be ever increasing numbers of PBS vehicles, but increased productivity and safety of the wider fleet,” says Bob. “Proven PBS combinations should be transitioned to the prescriptive fleet. PBS road access by notice should be

dramatically improved. “Governments need to look beyond PBS and implement a modular High Productivity Freight Vehicle framework and network by notice. In contrast to PBS vehicles, a modular HPFV can be broken down into complying smaller combinations. “Governments need to progress a heavy vehicle fleet which is safer and makes better use of modular HPFV combinations, such as a modular 35 metre A-double and B-triples. Productivity reform must be about more than PBS.” Unsurprisingly, Marcus has a more positive outlook and in he sees incremental improvements over time, flowing through. “The NHVR began in 2014 and whilst the progress of reform both from the NHVR and PBS is up and down with miss-starts and hold-ups, the overall progress is positive and the gains are being steadily accumulated upon over time,” says Marcus.” There are appropriate frameworks in place to support assessment and investment in bridges, networks expand constantly, and the vehicle designs and capacity of the industry to support PBS has also increased considerably. Progress is real and tangible and there is no reason to expect that this won’t continue and accelerate in the future.” It may just be a coincidence but a couple of the names in this fictional story from the NTC are very familiar. In 2002 Communications for the NRTC was handled by Dave Jones and an engineer by the name of Barry Hendry was working for VicRoads, but heavily engaged in the PBS process. Probably just a coincidence.

INDUSTRY ISSUE

GETTING DOWN

TO ESSENTIALS Looking forward to the next 12 months of 2022, following on from two horror years, PowerTorque sat down with the CEO of NatRoad, Warren Clark, to get his ideas about the road ahead for the trucking industry and get a picture of the view from the NatRoad perspective.

fter six years as the CEO at NatRoad, Warren Clark is becoming an old hand at representing the association’s membership in the corridors of power, to the media and to the general public. Most of the time, Warren’s working life deals with the day-to-day issues which dog the trucking industry, but this time around, PowerTorque asked him to reflect on the bigger picture, look at the road ahead and discuss the issues we are going to have to face in 2022. “Each year we plan what we are going

POWERTORQUE January/February 2022

to do in the following year,” says Warren. “I think the big picture is what has made us change and relook at our focus. If you have a look at the issues, the freight task is still growing. We’ve got issues with the ports, we’ve still got Covid, which has changed our industry enormously. “I think one of the big things that we’ve harped on a lot about with the government is that road transport should be seen as an essential service. Covid has changed the situation and we would like to see government and the public starting to look at transport as an essential service. If it

hadn’t been for freight movement a lot of people would have suffered dramatically. “It’s an image thing for the industry and what we want to do is see freight classified as essential. It’s about things like the cities and reducing the congestion there, about stocking the supermarket shelves, getting the vaccine delivered and delivering direct to households. We think there’s a better outcome for everyone if it is an essential service and they have to keep those things happening.” The trucking industry has come a long way, especially when compared to its rather

INDUSTRY ISSUE

Warren Clark, NatRoad CEO.

tarnished image in the past and the way the populace looked down on trucking. However, the trucking industry more than met the expectations of the politicians and the public during the pandemic. “The drivers rallied around the community and the country to go out of their way to deliver,” says Warren. “There’s a lot of pressure on freight, so it’s time that they are not just seen as a another road user, but as an essential service on the road. That truck is delivering the food that we need to stay alive. “There is a definition within legislation, which we would need federal government to look at and actually enact. That would be our goal, we have gone to the federal and state governments with that. There is a definition and terminology of an ‘essential service’. “The definition is through federal government, but there is a lot of powers in states, and that is something we have seen through Covid, they have a massive impact on transport. In fact, we would argue that the states have had too much power during the pandemic and caused too much confusion and too much duplication. It’s crazy what trucking operators had to do.”

THE SAME RULES ACROSS THE COUNTRY The mountain of paperwork operators have to plough through on some interstate tasks is described by Warren and being ‘absolutely ludicrous’ in a time of pandemic when these services are needed. Classifying it as an essential service should enable some form of harmonisation of rules across the states for essential vehicles.

These are the kinds of issues that could be addressed in the new Heavy Vehicle National Law which is currently under review. Don’t get Warren started on the three years of the HVNL review. “It’s going absolutely nowhere, under the guidance of the National Transport Commission,” says Warren. “We have now got ourselves and other groups calling for the NTC to be removed from the process. An independent group could actually deliver some change, because, at this stage, it’s going nowhere. In actual fact, it’s probably going backwards. “In the past, under Paul Retter, the NTC did a fantastic job as a conduit between state, federal and industry. At the moment, we have gone through three years of countless submissions, meetings and input from industry. After a lot of staff turnover we are now seeing jurisdictions pushing their agenda. That is not going to work for industry. “This is too important, the HVNL is impacting this country, because of the level of prescriptiveness in the system, it’s got to be changed.” One of Natroad’s priorities in the coming year is to develop research to quantify the costs to the economy created by the restrictive, confusing and contradictory regulation in place, which the trucking industry has to contend with on a day-today basis. The new NatRoad research is aimed at coming up with a picture of what is going on in relation to the transport sector, with data compiled to take to governments around the country, designed to illustrate the plight of

the trucking industry, as a whole. There is plenty of anecdotal evidence about the issues, but NatRoad is looking to put some meat on the bone as part of a strategy to get the real issues on the table and part of the discussion when formulating improved legislation around the industry. “On the issue of fatigue, we don’t even have enough rest stops to enable us to follow the rules to maintain proper fatigue management,” says Warren. “Real evidence of the problem is going to impact the industry in the next five years, if we don’t make any changes. We are pushing all of the time for change.” These issues are also exacerbating the ongoing driver shortage, as experienced people leave and there are fewer entering the industry. To make matters worse the pandemic has had the effect of stopping the flow of experienced drivers from overseas. “At the moment we cannot get access to international drivers and autonomous vehicles are not the answer to the problem right now,” says Warren. “We have guys with trucks sitting in yards that can’t be utilised, because there’s no drivers for them. It has got worse over the pandemic. “We are pushing hard, along with others to be an essential service and a professional industry. We need to have proper training and proper career paths. We need people coming out of school and looking at transport as their preferred option, not a business of last resort. “We need to look at training for young people, and look at the drivers coming in internationally, to ensure they are trained to our standards of roads and driving. It’s about improving the image of the industry and a proper law, so they can enjoy their jobs and get home safely like everyone else.”

APPRENTICESHIP There has been some movement towards a national apprenticeship scheme for trucking, by the government, and Australian Industry Standards have been tasked to try and get a scheme started. “We applaud the move towards an apprenticeship,” says Warren. “We have been pushing for that for some years. It’s one way for young people to come into the industry and learn how the industry works and become sufficiently trained to work in trucking. “They are looking at what course they can adopt at the moment, and change to

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INDUSTRY ISSUE

“We’ve still got Covid, which has changed our industry enormously.”

make an apprenticeship. We don’t really know what it looks like, but industry’s going to have some pretty solid input into it. If government listens to that input, then we will get a result. “It’s got the backing of just about everyone we talk to, Transport Workers Union, government and the industry are on board. Young people in schools are on board, it’s just a matter of making it happen.” Things don’t happen quickly when government is involved, so this could be a long term solution. Any flow of young people coming into the industry in this way is not going to have an impact for a few years. The industry has a shortage now which may lead to some more short term measures. There is a pool of people who may be looking for a career change and they could shore up the current shortage if the right training can be offered and made attractive. There is a need to get an understanding of what the trucking

POWERTORQUE January/February 2022

industry can offer prospective employees out into the wider community. “People from outside the industry, if they are trained properly, could be very useful in our industry,” says Warren. “Transport is very flexible, there’s the option to work two or three days a week, or full time, long distance or around town. There are so many things that people can do to make a living in this industry. I think people don’t even know it exists and how good it is.”

THE YEAR AHEAD Warren sees 2022 as being a year when there is going to be intensive lobbying at all levels of government to get road transport regarded as important to the economy and the community. It’s time for the country to give a little bit back to transport, enabling the industry to handle the rising freight task. The issues include all levels of government. The return of curfews will be resisted. When they were lifted during the

pandemic, the sky did not fall down. “The National Heavy Vehicle Regulator is trying to make life better for the industry, and we will work with them,” says Warren. “We need to get over the lack of harmonisation, get access issues sorted and try and get progress on the last mile issues. “The moment you have two different representatives walk into the room with a politician and give a different message, the politician will turn around and say that even the industry can’t agree. This is still a challenge. State groups do a fantastic job in their states. We need to continue to work on a consistent message. We all get together and discuss what we are going to push through to the politicians being received as one message. “I think it was pretty evident, when we all agree on something, on an issue like the HVNL review, where we all came out together on that, that’s when it works. We have to continue to work together and push the one message.”

INDUSTRY ISSUE

99% OF BUSINESSES WILL HAVE ACCESS TO TEMPORARY FULL EXPENSING With the Federal Government’s Economic Stimulus Packages, buying a new or used truck has never been less taxing, when 99 per cent of businesses have access to Temporary Full Expensing.

aintaining a positive cash flow within your business is important to maintain healthy growth, but it can be rather tricky if you are purchasing large assets and equipment for your business.

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WHAT IS TEMPORARY FULL EXPENSING?

WHAT CAN I CLAIM?

Temporary full expensing is a government incentive that allows eligible businesses to deduct the full cost of any eligible depreciating asset, of any value, in the year they are first used or installed ready for use.

HOW DOES IT WORK? The asset needs to be purchased and installed within the time specified. To be eligible for the incentive, a depreciating asset must be: • First held, and first used or installed ready for use for a taxable purpose, between 7.30 pm (AEDT) on the 6th of October 2020 and the 30th of June 2023 • Be located in Australia and principally used in Australia for the principal purpose of carrying out business. As a part of the 2021-22 Federal Budget, the Australian Government announced they will extend the scheme for an additional year to the 30th of June 2023, although this is not yet law.

WHO IS ELIGIBLE? Any business with an aggregated turnover

You can claim the cost of any asset required for your business, including but not limited to the following: • Business Vehicles • Commercial Vehicles • Heavy Machinery • Commercial Equipment • Computers and Office Equipment • Farm Machinery Some assets such as capital works and assets allocated to a software development pool are excluded.

HOW WILL THE SCHEME BENEFIT MY BUSINESS? The ability to claim accelerated depreciation on eligible assets can offer businesses excellent tax incentives. Reducing the amount of tax your business is paying can have a positive effect on your cash flow helping to maintain healthy business growth. If you are ready to upgrade your equipment or expand your fleet, taking advantage of the temporary full expensing scheme makes smart business sense and will help to fuel your future growth.

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NATROAD NEWS

ACCESS SHOULD BE CLOSE TO THE TOP OF THE REFORM AGENDA Many in our industry have been scathing about the National Transport Commission’s ill-fated attempt late last year to improve safety by fiddling with driver operating hours, writes Warren Clark. And fair enough.

he idea that you can drastically cut driver time on the road without any foundation in evidence, and that it will improve safety without sending hundreds of interstate haulage businesses to the wall, was never going to fly. The loopy fantasy was thankfully taken off the Heavy Vehicle National Law (HVNL) reform agenda for discussion at Ministerial level last month, and hopefully it will stay buried as we move into 2022. If you thought the HVNL reform process was out of steam, you wouldn’t be alone. Going back to first principles and reviewing the law from the ground up was a good approach, but it became mired in bureaucratic process and distanced from people with practical experience. Look no further than the permit system. We all know that heavy vehicle access to public roads is regulated to manage risks to public safety, infrastructure and amenity. Heavy vehicles need authorisation to use roads and depending on their classification, it can be general access or restricted access. Under the HVNL, there are three classes of restricted access vehicles, and they include those larger, safer and more efficient trucks that are part of the Performance Based Standards (PBS) scheme. Authorisations apply either to a vehicle category (notice) or a specific vehicle or combination (permit). To help manage risks, conditions may be imposed on access

POWERTORQUE January/February 2022

“WE NEED AN EXTENSIVE PRE-APPROVED NATIONAL ROAD FREIGHT NETWORK MAPPED OUT. PRE-APPROVING ROUTES FOR ALL CLASSES OF HEAVY VEHICLE WOULD BE A JOB FOR EACH LOCAL GOVERNMENT AUTHORITY IN CONJUNCTION WITH OTHER ROAD MANAGERS SUCH AS THE NHVR.” authorisation. These can include signs and warning devices, pilots, escorts and telematics and sometimes these conditions vary between jurisdictions. That’s well and good but the result is the National Heavy Vehicle Regulator (NHVR) spent untold time and energy approving almost 118,000 permits in 2020-21. Imagine if that figure was dramatically reduced and Australia had an efficient freight supply chain that operated 24 hours, 7 days a week? Permits are a big part of why that’s a pipedream, right now.

THE ISSUE OF ACCESS REFORM NEEDS SYSTEMIC AND URGENT STEP-CHANGE. Requiring heavy vehicles to travel, under permit, only during daylight hours or in certain specified time periods and often over sub-optimal routes, impedes productivity, increases operating costs and adds to road congestion. We need an extensive pre-approved national road freight network mapped out. Pre-approving routes for all classes of

heavy vehicle would be a job for each local government authority in conjunction with other road managers such as the NHVR. Route maps for various classes and combinations of vehicles would enable operators to plan the best and most efficient movement of freight at times when fewer light vehicles are on the road. The system works in the Northern Territory where compliant vehicles have open access to the network. Under a national model, only noncompliant vehicles would need to obtain permission via a permit. The system could operate online, making renewals relatively simple. Nobody pretends it could happen overnight but once introduced and bedded down, it would be much simpler than the current regime. Of course it would be even more efficient if it linked road funding with levels of service provided to heavy vehicle freight movements but that’s a story for another day.

HAVE A HAPPY AND SAFE 2022.

NatRoad

Conference 2022

Don’t miss the NatRoad Conference 2022 to reconnect with the industry.

17-19 March 2022 Intercontinental Sanctuary Cove, Queensland Have your voice heard at the NatRoad Parliament and let us know what’s keeping you up at night. Reconnect with your mates at the many social functions in a great setting. Hear from leaders in the industry about what is planned for the future of the industry.

Accommodation is limited, so get in quick. Early bird registration closes 4 February 2022.

Book online at www.natroadconference.com.au or give us a call on 1800 272 144. We look forward to seeing you at the industry event of the year.

INDUSTRY ISSUE

SAFETY IS AT THE TOP OF THE

PRIORITY LIST

The CEO of the National Heavy Vehicle Regulator, Sal Petroccitto explains that, overwhelmingly, safety is at the top of the priority list across the heavy vehicle industry. It guides organisational decisions and sets parameters for effective business. 62

POWERTORQUE January/February 2022

INDUSTRY ISSUE

or the National Heavy Vehicle Regulator (NHVR), we have a number of ongoing safety priorities and projects that are delivered year-round, aiding a safe, productive and efficient industry. Two programs I want to highlight as part of this column are the Heavy Vehicle Safety Initiative (HVSI) and Heavy Vehicle Safety Strategy (HVSS) and Action Plan. The HVSI is a grants program, administered by the NHVR and supported by the Federal Government. To date, six rounds of projects have been delivered, with more than $28 million invested, helping achieve 117 programs of work. This

the latest intake of submissions and continuing the important work alongside Governments, Councils, Road Managers, Operators and Industry Stakeholders, ensuring everyone operates, travels and arrives safely. While the HVSI is a Government initiative, the NHVR has a Safety Strategy and Action Plan that is industry driven. The HVSS was unveiled last month, detailing objectives and targets to work towards over a four-year period (20212025). To compliment the Strategy, the first of a yearly action plan was also announced, prioritising key programs of work as industry environments change

“IMPROVED SAFETY IS ALWAYS THE ULTIMATE GOAL AND INITIATIVES SUCH AS THE HVSI, COMBINED WITH A COLLABORATIVE SAFETY STRATEGY AND ACTION PLAN, STAND ALL OF US IN GOOD STEAD AS WE PROGRESS AN INDUSTRY THAT CONTINUES TO PLAY A PIVOTAL ROLE IN THE ADVANCEMENT OF AUSTRALIA’S FUTURE.” is a fantastic outcome, with each program of work designed to enhance a safer working environment for individuals, organisations and communities. I’m delighted that round seven of HVSI funding is open for applications and I encourage those with a safety project or idea to apply for funding though the NJHR website. Over the years, I have witnessed a variety of programs benefit thousands, across the sector, through education, mental wellbeing initiatives and technology. From training new heavy vehicle drivers about key road safety issues and enhancing driver competency and road safety, to field testing and evaluating the performance of safety chains at the point of coupling failure and trailer separation, the HVSI is an initiative driven by industry, for industry. One of the many positive outcomes of the HVSI is an increased opportunity for the NHVR to engage and work with an extended group of new and established industry stakeholders, delivering targeted small and medium sized projects that are all important when it comes to continuing safe practices. For the NHVR, the more projects funded via the HVSI, the more safety awareness increases across industry. I look forward to learning more about

and emerge. Both documents are aimed at aiding efforts at a national level to reduce the number of road traumas and fatalities that occur on roads each year. The Strategy has three main objectives in the pursuit of safer roads and communities: 1. Create positive change in individual behaviours and foster a culture that improves safety 2. Drive uptake of a modern, safety heavy vehicle fleet that reduces the likelihood and impact of crashes 3. Influence road network design to support safe heavy vehicle use. As part of the Strategy and Action Plan, the NHVR will continue to move beyond a reliance on traditional compliance and enforcement approaches and embrace new types of regulatory activities, delivering long-term safety outcomes. Further, we will be expanding out engagement alongside key regulatory partners and delivering increased promotional and educational campaigns in an effort to proactively influence behavioural change for all road users. Whilst the Strategy and Action Plan were only recently announced, the NHVR has already commenced delivering on key

CEO of the National Heavy Vehicle Regulator, Sal Petrocitto.

actions as set out in the yearly Plan, with highlights including: • Encouraging the uptake of Advanced Fatigue Management through new and clearer guidelines, together with direct engagement with transport companies • Delivering improved and more accessible Safety Management System (SMS) material for industry, focussed on practical and easy to implement safety business practices and initiatives, an example being the 9-Step SMS Roadmap launched in August • Assisting industry to deliver sector specific Codes of Practice • Conducting intelligence-led national road safety operations alongside regulatory and enforcement partners • Providing fleet purchasing guidance to increase awareness and uptake of vehicle safety and environmental technology • Providing road managers with information and insights on heavy vehicle issues, through national and other working groups related to infrastructure policy, planning, and investment • Supporting safe heavy vehicles access through infrastructure assessments and development of assessment tools for road managers under the Strategic Local Government Asset Assessment Project. Improved safety is always the ultimate goal and initiatives such as the HVSI, combined with a collaborative Safety Strategy and Action Plan, stand all of us in good stead as we progress an industry that continues to play a pivotal role in the advancement of Australia’s future. For more information on the Heavy Vehicle Safety Initiative, visit www.nhvr.gov.au/hvsi.

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INDUSTRY ISSUE

WE NEED BETTER TRUCK DRIVER MEDICAL STANDARDS The medical standards for truck drivers are not fit for purpose, according to David Smith, Australian Trucking Association Chair.

he medical standards set out in a document called Assessing Fitness to Drive, or AFTD, are not good enough for deciding if someone is up to the demanding task of driving a truck safely, writes David Smith. It includes two sets of standards: one for private and one for commercial drivers. The commercial standards are used for both licensing and accreditation medicals, such as for NHVAS, TruckSafe and Western Australian Heavy Vehicle Accreditation. The National Transport Commission reviewed AFTD in 2021, but they completely missed the key problems with the commercial standards. Most importantly, the standards do not deal properly with sleep apnoea, a condition that can cause people to fall asleep while driving. The current approach checks for sleep apnoea through a list of questions that you fill in before you see the doctor. The questions ask you to think about eight situations and mark down your chance of dozing off on a scale from zero to three. The situations range from sitting and reading, to lying down to rest in the afternoon, to being stopped in a car for a few minutes in traffic. I’m sure you can see the problem. Some drivers will understate their chance of drowsing off. I know of two fatal crashes since 2010 that could have been prevented if AFTD had better sleep apnoea screening. I am sure better screening would have also prevented an untold number of crashes involving injuries or vehicle damage.

POWERTORQUE January/February 2022

“I KNOW OF TWO FATAL CRASHES SINCE 2010 THAT COULD HAVE BEEN PREVENTED IF AFTD HAD BETTER SLEEP APNOEA SCREENING. I AM SURE BETTER SCREENING WOULD HAVE ALSO PREVENTED AN UNTOLD NUMBER OF CRASHES INVOLVING INJURIES OR VEHICLE DAMAGE.” When the ATA raised our concerns, the NTC told us that amending the medical standards to include stronger screening was legally a matter for each state and territory. We provided the NTC with legal advice showing this was incorrect. They then switched to a different objection and claimed they had never raised the legal argument in the first place. The NTC’s own approach is to develop a separate driver health standard as part of the review of the Heavy Vehicle National Law. There are two disastrous problems with this idea. We’re still not clear on what the driver health standard would involve, but it would, most likely, only apply to drivers working for businesses in the new version of NHVAS. That’s not good enough. It would also involve extra cost and confusion. Drivers might have to get two separate medicals. They would need an AFTD medical, if required, for their state driver or dangerous goods licensing authority. They would then need a different medical for the NHVR.

Doctors would be unsure about what standard they should use. It would be a return to the pre-2003 situation where there were different medical standards set by different organisations and published in separate, inconsistent documents. During last year’s review, we asked the NTC for a copy of the 2001 report that led to the decision to amalgamate the standards, as well as the submissions to that review. The NTC wasn’t interested; we’ve now lodged a formal request for the documents under the Freedom of Information Act. In the ATA’s view, the findings of the 2021 AFTD review should be rejected. It needs to be done again; the commercial standards should be strengthened. Governments should also agree to take the proposed driver health standard out of the national law. Instead, all heavy vehicle drivers should be required as a licensing condition to have regular medicals against the improved version of the standards. This approach would increase the chances that drivers with health problems could get them found and treated, so they could continue working safely and continue with their lives.

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GOING GLOBAL

HYDROGEN COMBUSTION ENGINE VS FUEL CELL

PowerTorque’s European Correspondent, Will Shiers, takes a look at two very different hydrogen trucks with the same end goal.

o tackle the stringent European Union CO2 emissions standards that come into play in 2025 (a 15 per cent reduction) and 2030 (a 30 per cent reduction), truck makers are rapidly developing their zero tailpipe emissions vehicles. While most seem to agree that battery electric trucks will play a considerable

POWERTORQUE January/February 2022

role in cleaning up urban deliveries, the cost and weight penalties of batteries seriously restricts their suitability for long-haul transport. For this, it is widely accepted that hydrogen gas (H2) will play a significant role. But, as I discovered on two recent press trips, the manufacturers are divided on how best to use hydrogen. It appears that a

VHS versus Betamax battle is on the cards. The two methods in competition are hydrogen fuel-cell electric vehicles (FCEVs) and hydrogen internal combustion engines (H2-ICEs). The former uses a fuel cell to convert stored hydrogen to electricity, which powers an electric motor. It works in conjunction with a small battery.

GOING GLOBAL

DAF’s XF Hydrogen won the International Truck of the Year ‘2022 Truck Innovation Award’.

Meanwhile an H2-ICE is a modified combustion engine, which uses stored hydrogen as a fuel. Daimler’s MercedesBenz claim FCEVs are the future, and is just five years away from putting one into series production. In the other corner is Paccar’s DAF, which is currently putting its weight behind H2-ICE’s.

Although this first example uses a port injection system, Borsboom says this has seriously limited power (200hp) and torque levels (1,000Nm), and confirms that later derivatives will utilise direct injection instead. DAF is currently trialling such a system at its engine development centre, and has already achieved a 270hp

rating. In the future this is expected to increase to 500hp. The truck is equipped with four carbon reinforced hydrogen tanks, which together hold 90 litres of hydrogen (350 bar), giving this prototype a 125km range. Later versions will have more tanks, with an anticipated range closer to 600km.

DAF XF HYDROGEN The XF Hydrogen 4x2 prime mover is the product of a collaboration between DAF and the Dutch government, and according to DAF’s Executive Director of Product Development, Ron Borsboom, is a work-inprogress. “The idea was to build a working vehicle, and increase the knowledge base,” he explains. The New Generation truck is equipped with a heavily modified Paccar MX13 13-litre engine, with new pistons, different compression ratios, a revised combustion chamber, and spark plugs instead of diesel fuel injectors. This means it has more in common with a petrol engine than a diesel engine.

A Paccar MX13 engine, with new pistons, different compression ratios, a revised combustion chamber, and spark plugs.

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GOING GLOBAL

DAF currently prefers to use hydrogen in gas rather than liquid form.

Borsboom says DAF currently prefers to use hydrogen in gas rather than liquid form, as it’s easier to store. “But of course we will keep an eye on the research work that is going on,” he adds, explaining that it is developing hydrogen power generation and storage systems in parallel. Borsboom tells me: “It is important to remember that this prototype is an early example, a first step. But it has potential and we believe in it. In the future, you can expect much more.”

MERCEDES-BENZ GENH2 The Mercedes GenH2 is a hydrogen fuel cell-powered zero tailpipe emission 4x2 long-haul prime mover. Where you would normally find a diesel engine, Mercedes has installed a twin fuel cell system, each with a power of 150kW (combined 300kW). There are a pair of eMotors, 2x 230kW (2x 1,577Nm) continuous, or 2x 330kW (2x 2,072Nm) peak. In the centre of the vehicle is a high voltage battery, with a capacity of 72kWh. Roland Dold, Head of Advanced Engineering for Alternative Drives and Alternative Fuels at Mercedes-Benz Trucks, tells me that a huge amount of research has gone into deciding how big to make the fuel cells and battery to minimise hydrogen consumption. “If you make the fuel cells smaller it is not a good idea, as consumption will go up significantly. And if you make the battery smaller it will have the same effect, increasing consumption and reducing the lifespan of the battery,”

POWERTORQUE January/February 2022

says Roland. “If you make the battery bigger you won’t see any significant improvement in consumption, and there will be challenges accommodating it. If you make the fuel cell bigger, you also face packaging challenges, with no significant fuel consumption benefit. It has been a real challenge for our engineers, but we believe we found a very good combination.” Along the chassis rails on either side of the truck are stainless steel vacuum tanks, each containing 40kg of liquid hydrogen. “The main advantages of liquid H2 [as opposed to compressed] is that it’s light, has a high energy storage density, and does not need 1 tonne of expensive

DAF’s Executive Director of Product Development, Ron Borsboom.

carbon fibre,” explains Roland. Behind the cab is a 600mm ‘building block’, housing auxiliary equipment and cooling fans. This extends the length of the truck from a standard 16.5m to 17.1m, which deems it over-length by European standards. But Mercedes is currently in talks with regulators, and is confident of receiving dispensation, allowing it to be trialled on public roads soon.

PROS AND CONS Having spoken to these two experts, it’s clear that both systems have their pros and cons. A good example of this is with pollution. While carbon emissions from

ON THE ROAD IN THE DAF I had a five-minute drive of this prototype on private roads at DAF’s Eindhoven headquarters. From behind the wheel it looked and felt very similar to a dieselpowered New Generation XF. However, it sounded more like a gas-powered truck. I was assured that in time noise levels will reduce significantly, and ultimately it will be marginally quieter than both diesel and LNG/CNG. This being an early prototype, the integration of the engine and transmission was slightly crude, with a few notable clunks and jerks. But overall, the driving experience was impressive, and running solo, the 200hp 4x2 tractor, accelerated smoothly. It’s important to remember that this is a very early prototype, and just a taster of things to come.

hydrogen production varies wildly, a FCEV offers zero tailpipe emissions. This is one of Mercedes’ strongest arguments for adopting the technology. “If you use hydrogen in a combustion engine, you produce nitrogen, so are not emissionfree,” explains Roland. “Yes, you could fit an after-treatment system, like with diesel, but we believe if future trucks are going to get broad acceptance from

the general public, they shouldn’t have combustion engines.” Ron Borsboom points out that the level of NOX produced is 90 per cent less than Euro-6 requirements, and for this reason the XF Hydrogen currently does not require an after-treatment system. But he acknowledges that as power levels increase, so an after-treatment is likely to be required.

He disagrees with Roland’s public perception argument, believing the opposite to be true. He compares the harmless water vapour generated by fuel cell trucks to the steam emitted by cooling towers. “You and I know that’s just water vapour, but it doesn’t stop the news channels from showing them to depict pollution. It’s all about perception,” he says.

Four carbon reinforced hydrogen tanks hold 90 litres of hydrogen at 350 bar.

www.powertorque.com.au

GOING GLOBAL

We also need to consider the cost and weight arguments. While both systems are likely to have eye-watering price tags (the most expensive part of any hydrogen-powered truck is the storage system), FCEVs also require batteries, which of course come with weight and cost penalties.

POWERTORQUE January/February 2022

As Ron is keen to point out, high power fuel cell trucks also require significant cooling. He says: “You need all sorts of additional complex cooling equipment mounted to the back wall of the cab. This sucks up a lot of energy and makes plenty of noise.” He explains that the New Generation DAFs have been designed for maximum cooling, but not even these have the ability to provide sufficient cooling for a fuel cell. Then there’s power and range. The figures speak for themselves on this one. At 580kW (the equivalent of 790hp), the GenH2 is Mercedes’ most powerful truck, and will no doubt have to be downrated when it goes into production. Whereas at 200hp, the first XF Hydrogen, would struggle to pull the skin off a custard! But, as Ron points out, the technology is in its infancy, and more powerful versions will follow. Likewise, Mercedes expects its GenH2 to cover 1,000km between fills, while DAF’s anticipated range will be roughly half that distance. Of course, unlike the great battle of the video tape formats, there doesn’t have to be one winner here, and both technologies can and probably will coexist side by side. As for my personal opinion, I reckon H2-ICE makes the most sense. As the industry gradually turns its back on fossil fuels, so it’ll no longer be reliant on the Middle East fuel suppliers. Everything needed to manufacture and

run a hydrogen ICE-powered truck can be sourced in Europe. Why start relying on the countries that mine/own the minerals that go into batteries instead? Europe is rather good at making combustion engines, and long may that continue.

ON THE ROAD IN THE MERCEDES I had brief ride in the passenger seat of GenH2 truck at Mercedes’ test track in Worth, Germany. This prototype vehicle featured a visual display showing the energy flows, and as we started, I could see the energy transferring from the battery to the drivetrain. Then, as our speed increased, so the fuel cell kicked in. Listening carefully, I could hear the electric turbo chargers doing their thing. Other than that there was no clue that the switch had been made. Pressing the brake pedal resulted in the regenerative braking replenishing the battery. There is also a five-stage ‘engine brake’ for want of a better word. It is basically the electrical motor operating in reverse. With the accelerator pushed firmly to the floor, the fuel cell and battery work in parallel, delivering peak power. Doing my best Elon Musk impression, I clocked the 40-tonne outfit race to 85km/h in just 30 seconds. Hill starts proved no challenge for the GenH2, with us stopping and starting half way up an 18 per cent gradient. The truck has a 2-speed transmission, and it selected first gear for this climb. In the MirrorCam screen I noticed water vapour exiting the fuel cell, which it does at temperatures ranging from 40C to 60C. The colder the external temperature, the more water vapour is emitted. Production trucks will feature a reservoir to collect the harmless water. During the hill starts the cooling fans located behind the cab kicked-in, creating quite a racket. I was assured that these wouldn’t be as obtrusive by the time the truck goes into series production.

GOING GLOBAL

TALKING TO A HYDROGEN SCEPTIC

Will Shiers, PowerTorque’s European Correspondent talks to Christian Levin, president and CEO of Scania and CEO of Traton about issues around using hydrogen to power trucks.

He explained that from a well-to-wheel raton Group, which includes perspective a BEV has an overall efficiency Scania, MAN and VW Trucks, rate of 75 per cent. This compares believes hydrogen will favourably with diesel, which is roughly only be suitable for niche 50 per cent. With hydrogen, by the time applications, and sees battery electric you factor in electrolysis, compression vehicles (BEV) as the future of long-haul and liquefaction, transportation and filling, transportation in Europe. fuel cell and power generation, the overall “I used to be an advocate of hydrogen, efficiency rate is just 25 per cent. but have since changed my mind and am “So that means that the operating cost more sceptical and realistic,” said Christian of a vehicle is three times higher [than Levin, who explained that the company has plenty of practical experience with the fuel, BEV]. And to offset three times the fuel cost is very difficult for most customers,” and is currently running hydrogen fuel cell said Christian. “We have gone into details trucks in Norway and Sweden. thoroughly, and analysed segment by “Our belief was that the fuel cell would segment, application by application, be the answer, however one huge problem market by market, and we see that the BEV has emerged with these vehicles, and that IKON-card-FRONT.pdf 1 12/05/2021 3:24:48 PM PM IKONPCARD-FRONT1.pdf 3 12/05/2021 2:51:16 in most applications will always beat the is the energy inefficiency.”

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hydrogen vehicle on TCO. And that is the name of the game.” Christian also highlighted the lack of green hydrogen available, and said that even when production increases, it’s likely to be purchased by chemical companies and the steel industry, who will be prepared to pay more for it. “We agree [with Daimler and Volvo] on most things in the transition to clean energy, but on hydrogen we think they are really over optimistic,” confirmed Christian. “And we don’t think it is fair to tell governments around the world to invest in a hydrogen infrastructure alongside the battery electric infrastructure. We might be wrong, and they might be right, but that’s the standpoint of MAN and Scania.”

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TECH KNOW

THE NEXT STEP FOR

CUMMINS The X15 has become the go-to engine for many truck buyers in Australia and PowerTorque takes a look at the the next step for Cummins, the Euro 6 X15, coming into the supply chain last year and ramping up this year.

here are going to be plenty of diesel engines powering heavy long distance trucks for some time to come, and one of the most important engines in the future for the Australian truck market is going to be the next generation X15 from Cummins. There are going to be plenty of diesel engines powering heavy long distance trucks for quite a while, and one of the most important engines in the future for the Australian truck market is going to be the next generation X15 from Cummins. Over the past twenty years the Cummins brand has come to dominate the Australian truck market and the engine which has led the way for the brand is the 15 litre, which is almost the default engine chosen for heavy duty trucks in this country, where there is a choice for the truck buyer. The reputation of these Cummins engines has come through some tough times, but it has been the organisation itself which has carried the brand through to the place the big red engine has in the hearts and minds of the trucking people of Australia. Iterations of the 15 litre engine, leading to the current and future X15 models, have become more and more sophisticated and better able to handle the demands of trucking in the 2020s, while, at the same time, retaining that unmistakeable Cummins ‘feel’ for the driver. It is an intangible thing, but there is something about driving a big truck with a Cummins engine, a quality to the response, the spike of the torque, which puts a smile on the driver’s face. Over the years, as exhaust emissions rules have changed the

POWERTORQUE January/February 2022

engineering, and introduced an array of new technology, that secret sauce has not disappeared. That smile remains on the driver’s face. Cummins has decided to go down the route most of the truck makers are also taking, that is, to move technology on to the Euro 6 exhaust emission levels even though ADR 80/04, which is planned to mandate these lower levels of particulate matter and nitrogen oxides, still doesn’t have an implementation date, despite nearly ten years of preparation for the new regulations. “Our customers are asking to go to Euro 6, because their customers are asking them to have Euro 6 products,” says Mike Fowler, Cummins Director and General Manager On Highway Asia Pacific. “We think we’ve got a pretty good solution for them.” By moving to the cleaner engine now, Cummins gets access to the state-of-art technology which is used in its engines where the Euro 6 rules are in place. Using these new developments gives truck buyers access to improved performance and efficiency, plus improved connectivity with other truck systems, remote diagnostics and monitoring. The bright red Cummins family will now include two new members, those from the X15 Efficiency Series and the X15 Performance Series. The names are a clear indication of what engine buyers can expect from each product. Although they will look similar there are clear differences between the two, in terms of hardware and software, and they are not interchangeable. “The Efficiency Series is for the linehaul operator who cares deeply about

X15 Performance Series.

X15 Efficiency Series.

maximising fuel economy,” says Mike. “We have managed to do that without any performance trade-offs, it’s with some pretty innovative feature like Hill Climb Assist and some bespoke ratings. “The Performance Series is more for the operator who needs flexibility, it might be a road train today, a B-double tomorrow, a manual transmission, a tipper and dog, any sort of vocational applications. Something with ultimate versatility in application.”

NEW HARDWARE All of the new engines will include a new wastegate turbocharger, the air

DIESEL WORKSHOP

Mike Fowler, Cummins Director and General Manager On Highway Asia Pacific.

management on the new engines has been simplified and there is no need to fit a variable geometry turbo, something which can be expensive to maintain. There have been further power cylinder improvements which minimise lube consumption and uses a new outside diameter biased liner, which reduces wear between liner and block. Parasitic losses are also reduced with the fitting of a more economical water pump design, plus losses are reduced with improved seals. The XPI fuel pump system has been upgraded to improve durability. Drivetrain integration improvements between the X15 and other components, by using a new engine control module (ECM) and software makes for better fuel economy and drive-ability.

actually tuned to the specific gravity of fuel in Australia, which is different to that in North America. We are within two per cent accuracy on all duty cycles. “One of the pushbacks is that we do dose with a high percentage of adblue. It can be as high as nine per cent in some applications. We deliberately did the adblue vs fuel economy trade-off and by not running EGR. We can get an incremental five per cent out of the engine, but go from four to nine per cent adblue. “On a litres of fluid basis it’s probably about the same, but adblue is a third of the price of diesel. We have designed that adblue trade-off to match the carrying capacity of the adblue tanks on a typical truck. we want to make sure the truck’s got enough adblue on board to get from Melbourne to Brisbane for example.” Engine braking on the Efficiency Series is improved across the full rpm band on the new engine. The largest increase in retardation is in the mid-range from around 1400 rpm to over 1700rpm. The engine will be governed to 1800rpm and will be suitable for rear axle ratios between 3.21:1 to 3.9:1. The 14.9 litre engine will weigh in at 1327kg and the after-treatment at 85kg (less than 40kg higher than the Euro 5 system). The Efficiency Series will come in two horsepower ratings 550 hp (405kW) and 580hp (427kW). Torque on both engines is up at 2050 ft lb (2780Nm), seating the two engines in what many believe to be the sweet spot for fuel economy in B-double line haul applications.

EFFICIENCY Cummins reckon operators can expect a five per cent improvement from the Efficiency Series engines compared to the Euro 5 X15. The engine management system is designed to enable engine down speeding, running at lower rpm levels and saving fuel. Combustion has been optimised by the use of the new turbo and a different, higher, compression ratio. This engine will only be compatible with a drivetrain including an AMT. The drivetrain integration of control systems provides the high level of data flow necessary for the engine management systems to access the efficiency gains. The target rpm at cruising speeds is 1350 to 1450 rpm. “We’ve gone to great lengths with our forecasted fuel use,” says Mike. “So much so, that the algorithms in our software are

PERFORMANCE The Performance Series is clearly aimed at all of the other heavy duty transport tasks

not catered to directly by the Efficiency Series models. This is the engine which will be fitted from heavy road train level down through heavy haulage, livestock, B-double, all the way to the tipper and dog and other vocational tasks. The specification sheet has wider parameters all round, indicating the flexibility this engine is designed to offer. Rear axle ratios from 3.9:1 to 4.89:1 are recommended with the option of going with shorter or taller diffs if the application is suitable. The engine is governed to 2000 rpm and the power and torque curves closely match those in the current X15. The compression ratio is 17:1, lower than the 20:1 on the Efficiency models. Engine braking is at a higher level than the current X15, but does not have such a marked improvement as that on the Efficiency Series. There is a much broader range of power and torque ratings with this engine, reflecting the much wider range of transport tasks it will be expects to power. There’s a 525hp (386kW) and 565hp (426kW) Performance Series engine available, both of which have a torque rating at the classic 1850 ft lb (2508Nm). Then for those looking for the high power ratings are at 605hp (445k) and 625hp (460kW) there’s a torque rating of 2050 ft lb (2780Nm).

IMPROVED MAINTENANCE A major change in the X15 is in the after-treatment system. By moving away from using EGR to control emissions, the designers were able to move to a simpler turbo, but the more complex Single Module after-treatment unit.

SINGLE MODULE AFTERTREATMENT

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TECH KNOW

PERFORMANCE CURVES

when ash build-up is becoming critical and Cummins will be recommending the use of ReCon DPF exchange units. Of course the change to a simpler wastegate turbo will reduce the need for any turbo replacement and Cummins no longer recommends any tubocharger replacement on the Efficiency Series engines. When comparing overall maintenance costs for the new engines with the Euro 5 X15, Cummins is expecting a 24 per cent reduction in costs with the Efficiency Series and an 11 per cent reduction for the Performance Series.

SMART INTEGRATION

The unit has a number of positions where it can be mounted, options being post mounted or gantry mounted, inside or outside the chassis rails of the truck. The unit includes both an SCR unit and a Diesel Particulate Filter, which includes a diesel oxidation catalyst and a catalysed soot filter. The unit controlling the SCR dosing system is now included in the ECM, which monitors the process with a series of sensors looking at exhaust gas temperature pressure, as well as NOx and

POWERTORQUE January/February 2022

PM levels. All of this comes in a package about the same size as that on the current X15, but weighing more. The engine maintenance regime for the new engines are expected to reduce overall maintenance costs for the operator and have been validated in long term field testing. Cummins have been able to push out oil drain intervals to quite a degree to reduce costs. Cummins expect DPF life to be considerably extended in the new engines. The DPF monitoring on board will indicate

“My expectation is that the split between the Efficiency and Performance Series is going to be about 50/50 for us,” says Mike. “That’s because Kenworth service a bigger diversity than anybody else. that being said I have been surprised that some of the early adopters of the Euro 6 have been people in road train operations and not the line-haul operators. “I think the sales of the Efficiency Series will pick up with the arrival of the Eaton Cummins joint venture Endurant XD transmission, which we are expecting later in 2022. That’s the catalyst which will get people to tick the AMT box more aggressively. Then they will be able to realise the fuel economy benefits of the Efficiency Series.” The Cummins name has a deep respect in the Australian trucking industry and part of the engine maker’s ability to keep that reputation has been in the flexibility it has shown when presented with difficulties and changed expectations from truck buyers. When presented to potential truck buyers, the new X15 is going to be able to tick all of the boxes for a wide range of operators and different tasks. The introduction of new technology has been tempered with a deep knowledge of all of the issues the truck environment can throw at a heavy duty engine. There seems to be something here for everyone from the tipper and dog operator hauling aggregate out of quarries into metropolitan construction, to the Hume Highway overnighter, from the low loader shifting over-mass equipment out to remote mine sites, to the prime mover pulling six decks of cattle out of Western Queensland.

DIESEL WORKSHOP

DIAGNOSING BEARING FAULTS This article will assist with bearing inspection and failure analysis, when diagnosing bearing faults. Although not comprehensive, they list the most common types of bearing failures. Notice: Some of the problems shown here can cause similar symptoms. Therefore, you must consider trailer use, service frequency and surrounding issues when diagnosing the root cause of a problem. BRINELLING Brinelling is the indentation of the hardened bearing surface. Rough handling or shock loads often causes brinelling. A common source of brinelling occurs when replacing wheels studs using a hammer, with the hub still in place.

by inadequate cleaning methods, improper grease storage (allowing dust contamination), poor trailer maintenance and seal failure. Depending on particle size, it can cause accelerated bearing wear, grooving and pitting.

HANDLING DAMAGE CUP EDGE DAMAGE Cup edge damage is usually caused by poor installation methods, such as using a hardened drift instead of a suitable installation tool. Also replace bearing cone if it has been used in damaged cup.

Improper or careless handling can cause nicks, dents and gouges in any of the bearing surfaces. Dropped or improperly installed bearings can cause cracked, twisted or bent cage damage.

Foreign Material Bruising.

INADEQUATE LUBRICATION ELECTRIC ARC PITTING Electric arc burning removes material of the bearing caused by incorrect connection of electric welding equipment. Any bearing that may have been affected in this way must be replaced.

Insufficient or unsuitable lubricant can cause a range of issues. They vary from discolouration, scoring and flaking, roller end scoring and excessive heat, through to complete bearing seizure.

Damaged Bearing Cage.

IMPROPER FITTING EXCESSIVE LOAD Damage due to high bearing load is usually caused excessive preload. It will cause the bearing surfaces to fracture and peel.

FALSE BRINELLING False brinelling will cause visible damage to the cup bearing surface where it meets with the roller. It is caused by repeated effects of vibration in one position, such from transporting trailers on a flat bed.

FATIGUE SPALLING Spalling refers to small flakes of material breaking off the main bearing surface. High mileage, high loads, debris, misalignment or bearing damage can cause this stress related issue.

FOREIGN MATERIAL Foreign material is a common cause of bearing failure. It is frequently caused

A loose fit bearing cup or out of round spindle can cause cup spinning or localised spalling damage.

ROLLER END SCORING Roller ends wear quickly when the lubricant film breaks down.

Bearing Roller End Wear.

WATER Water within a hub can produce several different problems. All hubs have a small amount of moisture, which can cause corrosion if there is inadequate protection from the lubricant. It can cause etching corrosion of the bearing surfaces. Additionally, water contamination breaks down the lubricant film thickness and reduces the fatigue life of the bearing. It is important to diagnose any wheel end problems before they cause in-service breakdowns. Regular maintenance inspection should include checking for

seal leaks, smooth and quiet rotation, and for excessive end play. Long-life bearing systems, such as Hendrickson HXL7®, only need those basic checks. Standard bearings will also require an annual clean, inspect and repack to ensure maximum service life.

SCAN THE QR CODE TO FIND OUT MORE ABOUT HENDRICKSON

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TECH KNOW

FIT FOR THE FUTURE: AMENDING TECHNICAL REGULATIONS TO ENABLE ZERO EMISSION TRUCKS

he high price of diesel has a significant impact on the trucking industry, because fuel is one of a trucking business’s biggest costs. In contrast, an electric truck costs significantly less to recharge. Electric trucks are essential if the trucking industry is to reduce emissions. They also provide operators with opportunities to slash fuel costs and reduce maintenance costs. Electric trucks don’t vibrate as much as conventional trucks, so are more comfortable for drivers. They are quieter too which means there’s potential for curfew-free operations in our cities. At the moment, electric prime movers can’t haul a road train to Darwin. However, they can certainly perform numerous freight tasks over shorter distances in major cities. As battery technology improves, the number of freight tasks suitable for electric trucks will grow. Hydrogen fuel cell trucks also hold significant promise for transporting freight over longer distances and with heavier payloads. But at the moment, electric or hydrogen fuelled trucks aren’t a realistic choice for most trucking businesses. An electric truck comes with a significant upfront price premium, limited recharging infrastructure, and several regulatory barriers either preventing or slowing their introduction into Australia. Hydrogen-fuelled trucks will face similar barriers. The logical solution is for governments to address both the price premium and limited recharging and refuelling infrastructure with direct investment. Tackling the technical regulatory barriers will require a renewed focus on fixing issues with Australia’s vehicle standards rules.

POWERTORQUE January/February 2022

“ELECTRIC TRUCKS DON’T VIBRATE AS MUCH AS CONVENTIONAL TRUCKS, SO ARE MORE COMFORTABLE FOR DRIVERS. THEY ARE QUIETER TOO WHICH MEANS THERE’S POTENTIAL FOR CURFEW-FREE OPERATIONS IN OUR CITIES.” In the 1980’s, the steer axle mass limit for ‘equipment compliant’ heavy prime movers were increased from 5.4 tonnes to 6 tonnes. Over the past 15 or so years, safety and environmental requirements for heavy vehicles have slowly increased the tare weight of these vehicles and the steer axle mass limit has been increased to 6.5 tonnes. European regulation and vehicles allow steer axle mass of more than 7 tonnes. Euro VI and future electric and hydrogen vehicles will require 7 tonnes and more, so pavement will become a consideration in the jigsaw. There’s a clear case for 7 tonnes steer axle mass for Euro VI trucks, and at least 7.5 tonnes for electric and zero emission trucks. Without an increase to at least 7.5 tonnes, we are unlikely to see the electric prime movers which are being introduced in Europe to make their way to Australia anytime soon. Increasing steer tyre section width and decreasing inflation pressure allows increases in steer axle mass without increasing pavement contact pressure. This will need to be a consideration and is certainly an option in increasing steer axle mass. We also need to increase width to 2.6 metres. Australia’s 2.5 metre width rules are inconsistent with major supplier

economies, including Europe and the United States. It has been reported that redesigning trucks for the Australian market costs $15$30 million per year, not including lost productivity and losses in refrigerated vehicle efficiency. Redesigning future truck models for a 2.5m width, including electric and hydrogen trucks, will become increasingly uneconomical. Trucks and trailers that are 2.6 metres wide would provide clear benefits to the Australian truck fleet, including improvements to load restraint, work health and safety, refrigerated vehicle efficiency, roll stability and access to the latest zero emission truck models. Increasing truck and trailer width would allow for an equivalent increase in suspension spring centres, an equivalent increase in wheel track centres and access to international axle/suspension standards for trailers. This would result in a higher static roll threshold, reducing the likelihood of a truck and/or trailer rolling over. It would also allow for increased use of fall arrest systems, load restraint and load covering systems. With the arrival of zero emission trucks, the time has well and truly come to fix a number of long-standing vehicle standard reform issues.

Liftable Pusher or Tag Suspension

INCREASE YOUR PAYLOAD TOUGHLIFT™ is a liftable, non-steer suspension and axle system that provides an economical and efficient alternative to fixed lazy and drive-axles. Available as a factory option or aftermarket fitment, TOUGHLIFT is optimised to load share when matched with the Hendrickson HAS™ or PRIMAAX® drive-axle suspensions, and is designed to save weight and save money.

TOUGHLIFT offers: • Up to 10 tonne capacity • Up to 150mm of axle lift • Increased tyre life • Reduced whole of life maintenance costs • Supports various chassis configurations • Disc and drum options available • Up to 300kg lighter than traditional axle and suspension

Hendrickson Asia Pacific Pty Ltd 32-44 Letcon Drive Dandenong, Victoria 3175 Tel: 03 8792 3600 www.hendrickson.com.au Actual product performance may vary depending upon vehicle configuration, operation, service and other factors. ©2021 Hendrickson USA, L.L.C. All Rights Reserved. All trademarks shown are owned by Hendrickson USA, L.L.C., or one of its affiliates, in one or more countries.

COLD CHAIN

REFRIGERATED ASSET PROVIDERS ARE STEPPING UP TO THE PLATE Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC) explains how refrigerated asset providers are stepping up to the plate on reducing emissions.

n debates about solving food waste in the cold chain, it’s all too easy to highlight and blame the processes being used in managing and operating the cold chain. Cold chain processes remain one of the biggest areas screaming out for change, and that is still the main game, but it is time to recognise the significant progress being made by the designers and makers of refrigerated transport and other assets. An AFCCC review of transport assets, refrigerated trucks and trailers, reveals some of the far-reaching technological measures being taken by the two major providers in the global, and the Australian market, Carrier Transicold and Thermo King. Their combined commitments and contributions to energy saving and global warming reduction deserve to be acknowledged. Not only are they reducing their carbon footprints substantially, but are leading the transport sector in the cold chain towards a whole new operational mindset that will include electric drive technologies, new refrigerants, and even intelligent wheel axles that generate power. It is interesting to note the move towards different refrigerants. A new generation refrigerant for trucks and trailers, R452A, is already being offered as an alternative to the ubiquitous R404A in Australia. R404A is a hydrofluorocarbon refrigerant used in most land based transport refrigeration applications. R452A has a global warming potential (GWP) that is almost half that of R404A. R452A has been the standard for

POWERTORQUE January/February 2022

“COLD CHAIN PROCESSES REMAIN ONE OF THE BIGGEST AREAS SCREAMING OUT FOR CHANGE, AND THAT IS STILL THE MAIN GAME, BUT IT IS TIME TO RECOGNISE THE SIGNIFICANT PROGRESS BEING MADE BY THE DESIGNERS AND MAKERS OF REFRIGERATED TRANSPORT AND OTHER ASSETS.” European product lines since January 2019 and will become standard progressively for American systems from early 2022. The ultimate in low GWP is CO2, used as a refrigerant. While progress would appear to be slow in the general mobile sector, Carrier Transicold is building on their expertise with this refrigerant, known as R744. They have made it publicly known that they will be pursuing the commercialisation of HFC free refrigerants in road transportation. CO2 refrigerant has a GWP of one (1), which is 2,000 times better than R452A and 4000 times better than R404A and is non-flammable, non-ozone depleting, globally available and cost effective. It is already being successfully applied in stationary commercial refrigeration systems in Europe. But the new buzzword in the transport sector is electric. We’re talking about fully electric refrigeration units which create zero emissions in an unbroken transport cold chain that remains unbroken even while the driver stops for deliveries or to go off for a break. Carrier Transicold launched the first fully autonomous, all electric engineless

refrigerated trailer system, called Vector eCool in late 2020. As recently as October 2021, Thermo King showed an all-electric portfolio, with a promise to offer electric solutions in every cold chain segment by 2023. Their new Advancer refrigeration unit uses 60 percent less energy than the production process of previous trailer products. A combination of temperature controls, fleet connectivity, fuel efficiency and load protection will result in a 30 percent reduction in CO2 emissions. Both companies have perfected axle-powered energy recovery system and battery storage that together can create an autonomously powered trailer refrigeration solution. This is all impressive stuff, almost as impressive as the development of refrigeration itself which was lauded as the wonder invention of its time. Today, nobody can get out of bed and get in a car to go to work without touching refrigeration five or six times. But the price of such a discovery has been a lot of carbon. It seems from the work being put into it by the major transport companies that the days of carbon are indeed numbered.

certified

MORE MODELS MORE POWER MORE FOR YOU THAT’S ANOTHER HINO

THE ALL-NEW HINO 700 SERIES - THE RIGHT CHOICE FOR EVERY FLEET.

The Hino 700 Series has long been one of Australia’s favourite heavy-duty trucks and the all-new Hino 700 Series features

XAVIER_HINO38401

more models for you to choose from, no matter what sort of business you run. There is a wider range of axle configurations,

including 4x2, 6x2, 6x4 and 8x4. More transmission and engine options, with the proven A09C 9L engine producing 320hp

or 360hp and the ever reliable E13C 13L producing 450hp or 480hp. It all adds up to an enhanced driving experience from

a bigger, better and cleaner range of heavy-duty trucks. The only question is, which Hino 700 Series will you choose for your fleet? Find out more at hino.com.au

PowerTorque January 2022

Articles inside

COLD CHAIN

LOOKING FOR CLARITY OVER ACCESS

HYDROGEN COMBUSTION ENGINE VS FUEL CELL

NEWS AND VIEWS

CORRINA LOVES PETE

MOVING N SERIES FORWARD

HEAVY VEHICLE LAW REFORM: WHERE DID IT ALL GO WRONG?

TRANSFERRING POWER FROM DIESEL TO ELECTRIC

PROMISES, PROMISES, PROMISES