PowerTorque March/April 2021 by Prime Creative Media

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HOW FULL, OR EMPTY, IS YOUR GLASS

atching the to and fro of issues and politics around the trucking industry, your perspective often depends on whether you are an optimist or a pessimist. Is your glass half full or half empty? Are things going to get better, or are they going to get worse? Having been involved with trucking since 1977, I feel like I have seen it all before and watched hundreds of false dawns come and go. At the same time, life as a truck driver is infinitely better than it was, in terms of working conditions and pay. It is also one hell of a lot better, in terms of safety and overall driver health. I will have to qualify this position to a certain extent and point out that, compared to other industries in Australia, it’s currently not that great. It’s better, but it is not that good either. It clearly isn’t a fantastic industry to work in, because if it was, they would be queueing up, out of the door, to get a job in the industry. The reality of an ageing workforce and a lack of new young blood entering the industry in sufficient numbers is, in fact, one of the factors which holds the industry back. If there was a flow of fresh young thinkers into the trucking industry, there would be more impetus behind changing the way the industry works and improving the quality of life for those in the industry. Instead, we are stuck with a culture, which suffers with a hangover from the ‘70s and ‘80s. This culture is very much at odds with the direction in which the trucking industry has to move to progress into the 2020s and beyond. The optimist in me looks at the situation and reckons the age profile of many fleets will get so old that they will have to find a way of incentivising young people into the industry and moving things forward. Automation will keep things going to a certain extent, but a new generation will be needed to do plenty of tasks which cannot be automated. The other positive is that trucking has always thrown up vibrant young entrepreneurs, who can push through structural change in some industries, and are incentivised to do it, because the rewards can be huge. This is the way the industry has grown from the very beginning, and although some of the big players are very big, there is always going to be a smart operator who can come in and outwit the big boys. In fact, those industry giants of today, virtually all of them started out as small operations with a can do attitude and raw ambition. They were out on the road and saw small niches to exploit and we can be certain that out there, at the moment, there are operators capable of becoming the next Ron Finemore, Terry Nolan, Gordon Martin, Ian Cootes or Lindsay Fox, they are just looking for their main chance. These are the kind of people who will drive the industry forward. Being part of the trucking industry has always been the same. On one hand, it is unbelievably frustrating as we are stifled by pointless and outdated rules which are still being enforced because the wheels of change in our federal system turn so slowly. On the other hand, some amazing people are out there trying to make it work against the odds and using all of their ingenuity and smarts to innovate, get ahead and make it work. So, is the glass half full, or half empty? I’m still not sure.

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Strength • Power • Endurance

ISSUE 121

Contents

RUNNING A TIGHT SHIP

DNV Transport runs a fleet of 14 trucks including one of a limited edition of 100 units built in Australia to celebrate Mack’s 100th anniversary. Paul Matthei meets a hard working couple, who are running a tight ship

health and wellbeing of its team, as well as supporting health initiatives across Queensland.

THE RATIONAL ANTHEM

It has been sometime coming but the new truck system, sold under the banner of the Anthem in the USA, has finally arrived in Australia. PowerTorque was the first media outlet to take the new Anthem model out for a drive.

26 NARROWING THE GAP During a 2,000km round trip driving a Kenworth T610 prime mover pulling a B-double curtainsider, PowerTorque had plenty of time to thoroughly evaluate the unit.

A YARN IN THE YARD

An initiative by Frasers Livestock Transport shows the trucking industry in rural areas taking responsibility for the

SECURITY PROBLEMS WITH DATA

If you want to open a can of worms, then the best thing to do is ask a question about security problems with data. If you want to run a modern, efficient and productive transport operation, you are going to generate a vast amount of data, prompting the security question, and the can of worms.

54 USING SOME RESTRAINT It is not rocket science, but getting it right is vital, the subject of load restraint should be straightforward, but on occasions it can go very wrong and the consequences can be extremely serious.

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Standard Issue 08 NEWS AND VIEWS A new ATA CEO, Ron Crouch OAM, remembering the life of Jim Pearson Snr, the ACT’s first 100 per cent electric truck, Geoff Casey, new Chair of the TIAC, Gary Bone’s Volvo return, the first Volvo FL Electric in Australia for Linfox’s BevChain and Healthy Heads’ new CEO.

56 NEW BREED OF OPERATOR, TRUCKER OR INFLUENCER?

PowerTorque’s European Correspondent, Will Shiers, meets a new breed of tech-savvy haulier, but is Daniel Louisy a new breed of operator, trucker or influencer?

KNIGHTS OF THE ROAD AGAIN

US Truckers have long battled with image problems, but are back to being Knights of the Road again.

YOU SHOULDA BEEN THERE

Virtual press events get the word out, sort of, except, unless you watch out for them, they don’t: the new Western Star 49X, you shoulda been there.

64 GET WITH THE PROGRAM AND USE EBS PROPERLY Heavy duty braking specialist, Shane Prendergast, sees braking problems every day in his job.

74 THERMAL PERFORMANCE OF TRANSPORTS IS THE BEGINNING OF COLD CHAIN COMPLIANCE The Australian food transport industry is expected to do its share of the hard lifting as the government steps up its attack on the country’s serious food loss and waste.

38 EXPANSION AND DIVERSITY FUEL GROWTH Malec Brothers Transport is an Australian family-owned company which has seen substantial expansion and diversity fuel growth. www.powertorque.com.au

NEWS & VIEWS

NEW ATA CEO APPOINTED The ATA has appointed international association executive Andrew McKellar as its new CEO. Most recently, he has been the Paris-based Secretary General for Mobility at the International Automobile Federation. Before joining the FIA, Andrew was CEO of the Australian Automobile Association and the Federal Chamber of Automotive Industries. In government, he was a senior

adviser to successive Australian industry ministers from 1996 to 1998. He also worked as an economist and research officer in the Department of the Prime Minister and Cabinet, the Commonwealth Treasury and the Queensland Treasury. “The board was very impressed by Andrew’s experience in international advocacy for road safety during his tenure at the FIA and his understanding of the emerging trends

influencing safety, sustainability and competitiveness in road transport and mobility globally,” said David Smith, ATA Chair. “Andrew’s extensive skills and experience in public policy and advocacy will be indispensable as he makes the case for improving our industry’s productivity, and as he protects the interests of trucking businesses in the discussions about truck charges that are ahead.”

TRUCKING INDUSTRY STALWART HONOURED The Australia Day 2021 Honours List announced this week sees a trucking industry pioneer honoured as the founder of Ron Crouch Transport, Ron Crouch, has been awarded a medal of the Order of Australia. The citation says he is being recognised for his service to community and the road transport industry. Ron has a long history in the transport industry, establishing Ron Crouch Transport with his wife Beverly in 1978, a business that has grown from a single client organisation to one that caters for more than 1700 companies today and is recognised nationwide. Recognised for his professionalism and passion, Ron was a proactive member of industry associations and groups with a vision for improving industry safety. In the 1980s he played an integral role in forming the National Transport Federation, which later merged with the LDRTA to form the NatRoad organisation we know today. ATA Director and Executive Director of Ron Crouch Transport, Geoff Crouch, said his father had an overall desire to give back. “Something Mum and Dad instilled in the company from day one was a passion to give back to society. Not just to the

Ron Crouch OAM

road transport industry but the wider community too,” said Geoff. “It all started from the huge risk they took commencing operations in 1978, with one truck carting hay and stock. That passion to give back was part of the company’s original DNA and continues now to the second and third generation involved with the company today. “The entire company and our family are

extremely proud of the work that Dad has done, and this honour is due recognition of the huge amount of volunteer work he has put in over many decades.” Having contributed greatly to the road transport industry, in his retirement Ron Crouch has been renowned for his strong community spirit, having been involved in many volunteer groups in his hometown of Wagga Wagga.

NEW HEALTHY HEADS CEO Healthy Heads in Trucks and Sheds (HHTS) has announced the appointment of Naomi Frauenfelder as the Foundation’s inaugural Chief Executive Officer, with Naomi commencing her responsibilities mid January, 2021. “The HHTS Board is delighted to welcome Naomi into this executive

POWERTORQUE March/April 2021

leadership role, and looks forward to working collaboratively with her as the Foundation builds on its three key pillars; training, standards, and wellness,” said HHTS Chair Paul Graham Naomi Frauenfelder brings a wealth of knowledge to HHTS, having

previously held the position of Executive Director at the TrackSAFE Foundation. TrackSAFE is an Australian rail industry not-for-profit that addresses suicide on the rail network and the resultant trauma caused to train drivers and other frontline staff.

NEWS & VIEWS

REMEMBERING THE LIFE OF JIM PEARSON The trucking industry is remembering the life of Jim Pearson Snr this week after his passing was announced. His history in the transport industry began almost 70 years ago when he purchased the Caltex Service Station at Marks Point south of Newcastle. In 1955, Jim had started Lake Macquarie Freighters and Macquarie Transport, before moving to Port Macquarie in 1974 and establishing Jim Pearson Transport. “The Australian Trucking Association and trucking community are deeply saddened by the loss of Jim, who was an outspoken and outstanding contributor to our industry,” said David Smith, ATA Chair. “A strong safety advocate, Jim was one of the first to introduce satellite tracking across his fleet to manage fatigue and was also involved in the early development of TruckSafe. He was always involved in industry advocacy and served as President of the Long Distance Road Transport Association (later to become part of the National Road Transport Association)

“Jim understood the industry’s needs and was a great advocate for industry.” unity,.”recognising the need for a single, united voice nationally.

and is celebrated in the Road Transport Hall of Fame. “Jim was a person who was committed to keeping people safe. He was willing

to be the first to put up his hand when help was needed and was one of the first supporters of the ATA Safety Trailer,” said Denis Robertson, former ATA Chair. “Jim understood the industry’s needs and was a great advocate for industry unity, recognising the need for a single, united voice nationally. “Jim’s motivation and influence are still evident today with his son Jim Pearson Jnr, who has taken over the family business and continues to uphold his father’s high standards.” Jim was recognised for his dedication and commitment to industry with the ATA’s Outstanding Contribution to the Trucking Industry award in 2010. In 2015, Jim Pearson Transport won the TruckSafe John Kelly Memorial Award for its strong safety culture and passion for improving safety outcomes within the business and wider community. “Jim will be sorely missed. Our sincere condolences go to his wife Marette, his children, grandchildren and friends,” said David Smith.

100 PER CENT ELECTRIC TIPPER The ACT Government has launched its first 100 per cent electric tipper truck, as part of its commitment to a zero emissions fleet by mid-2030. The ACT Government will use the electric truck for cleaning and maintenance tasks around the territory. The SEA EV tipper truck will be powered by 100 per cent renewable energy at the ACT Government City Services Depot. The electric tipper truck is powered by the SEA-Drive 100 power-system SEA Electric EV tipper, powered by the SEA-Drive 100-10

with a 100kWh battery capacity, which produces 108kW maximum power. More importantly for a commercial vehicle the SEA-Drive 100 produces maximum torque of 1,000Nm, has a range of up to 275km (unladen), with an onboard three-phase charger that can be charged to 80 per cent within 5 hours. “The ACT leads the nation when it comes to managing climate change and the environment,” said Chris Steel, ACT Minister for Transport. “This 12-month trial

of the new electric tipper truck supports the ACT Government’s strong commitment to sustainability which includes a commitment to reduce greenhouse gas emissions in its operations to zero by 2040.” The SEA Electric EV tipper is powered by the SEA-Drive 100-10, and is expected to save significant costs with reduced fuel and lower maintenance costs. It also runs quietly, reducing noise pollution in urban streets, and is reckoned to help with driver fatigue with no motor vibrations or fumes. “It was a pleasure to be present in our Nation’s capital for the handover of this 100 per cent electric tipper truck” said Glen Walker SEA Electric’s Regional Director, Oceania. “This truck is ideally suited to the intended application of general cleaning and maintenance tasks. It will quietly go about its job whilst avoiding up to 30 tonnes of C02 annually that would otherwise be released by a diesel equivalent.” “Congratulations to the ACT Government, and Canberra Isuzu for the deployment of the first of many SEA-Drive powered electric trucks.”

www.powertorque.com.au

NEWS & VIEWS

NEW VOLVO BOSS MOVES OVER FROM MACK

Gary Bone returns as Vice President, Volvo Trucks Australia

Gary Bone will be taking on the role of Vice President, Volvo Trucks Australia, following the recent promotion of Tony O’Connell to Managing Director of Volvo Trucks Malaysia. “In a rapidly changing transport environment I am delighted to see Gary back at the helm of the Volvo Trucks brand,” said Martin Merrick, President and CEO, Volvo Group Australia. “We have just launched an amazing new line up of Volvo Trucks onto the Australian market and Gary will be well placed to steer the Volvo brand into a future that will see significant advancement in the

next decade.” Gary has 17 years’ experience with Mack and Volvo Group Australia, initially starting out in Mack retail sales. Since then he has held a number of roles, including two years in the USA with the Mack brand, before assuming the position of Senior Vice President of Mack Trucks Australia from 2005 to 2008, and as Vice President of Volvo Trucks Australia from 2009 to 2013. Gary rejoined Volvo Group Australia as Vice President, Mack Trucks Australia in March 2020 after more than 5 years at the helm of Chesterfield Australia.

LINFOX’S ELECTRIC TRUCK This first Volvo FL Electric in Australia will be fitted with an eight-pallet body and tailgate lift and will be Linfox’s electric truck, evaluated while undertaking metropolitan deliveries within BevChain, the road transport operation’s beverage logistics business. The 4x2 Volvo FL Electric is powered by 600 Volt, 200 kWh battery packs which power a 200kW/425Nm motor. Power gets to the drive wheels via a two-speed I-Shift automated transmission. The truck

POWERTORQUE March/April 2021

is expected to begin trials with Linfox/ BevChain in April 2021. “The introduction of electric vehicles opens an exciting chapter for both Linfox and Volvo,” said Peter Fox, Executive Chairman Linfox. “This will play a crucial role in Linfox’s business as we work towards a cleaner and more sustainable transport industry. Our investment in sustainable vehicles will significantly help reduce our emissions in the foreseeable future.

“Adopting a greener fleet is an ongoing part of our commitment to act sustainably, as we strive for zero net environmental emissions and play our part to mitigate climate change. As our nations’ freight demand grows, it is vital we meet that need safely, efficiently and with reduced environmental impact. “Acting sustainably is just common sense. It is imperative to my family and our business that we preserve and protect our environment for the next generation.”

NEWS & VIEWS

GETTING RID OF CURFEWS At the beginning of the pandemic the idea of getting rid of curfews was all about ensuring the supermarket shelves remained fully stocked, while the population set about a prolonged panic buy. Now, the situation is different with shorter lockdowns and much of the economy running close to normal, but also few calls from residents in formerly curfewed areas for their return. Now, the call is for many of the curfews, due to return later this year, to

be permanently dropped. David Smith, Australian Trucking Association Chair, called for this last year when responding to the Prime Minister’s address to the Committee for the Economic Development of Australia, where he pointed out that, “Trucks were allowed to resupply along roads and during hours where they were previously banned. And the sun came up the next day.” Now, the Australian Logistics Council says it is working with Commonwealth,

state and territory governments to make the suspension of delivery curfews permanent Australia-wide. Research commissioned in 2020 by ALC showed over 70 per cent of respondents supported permanently removing curfews on overnight deliveries and strong majority support for the removal of other operational restrictions, including bans on heavy vehicle access along certain routes, port operations and airport noise curfews.

NEW ACCREDITATION EXPERT APPOINTED TruckSafe has appointed Geoff Casey as it was looking to see a new accreditation expert appointed as Chair of the TruckSafe Industry Accreditation Council. The council is a vital part of Trucksafe’s comprehensive industry safety standards including a robust third-party auditing system. “The integrity of TruckSafe is managed by TIAC – an independent expert panel

that approves accreditation applications, audits and regularly reviews the TruckSafe standards,” said Ferdie Kroon, TruckSafe Chair. Geoff is former Executive Director of Safety Standards and Assurance at the National Heavy Vehicle Regulator, where he was responsible for the National Heavy Vehicle Accreditation Scheme,

Performance Based Standards, safety promotions, training and education, safety standards, fatigue and the regulatory assurance framework. During his time with the NHVR he led a number of key national projects including Electronic Work Diaries, roadworthiness and roll out of Safety Management Systems in support of CoR implementation.

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NEWS & VIEWS

HANDING OVER VOLVO NUMBER 50,000 In an event held at Volvo Group Australia’s Wacol Qld headquarters, the 50,000th Australian built Volvo Truck, a FH16 XXL was handed over to Nolan’s Interstate Transport by Volvo Trucks Australia Vice President, Tony O’Connell, Volvo Commercial Vehicles Australia Dealer Principle, Greg Sargeant and Assistant Minister for Road Safety and Freight Transport, Scott Buchholz. The 50,000th Volvo that took centre stage at the event features custom paintwork and airbrush murals that reflect both the heritage of Volvo Trucks in Australia and the growth of the Nolan’s Transport business, a relationship that spans nearly 5 decades. “Back in 1970 Volvo Group Sweden invested $2 million dollars (AUD) creating an Australian manufacturing capability, says Tony O’Connell, “this truck is a fitting tribute, not only to that wise investment 50 years ago, but also the evolution of Volvo Trucks in Australia.”

Daph Nolan and her two sons, Jomathan ‘Flea’ Nolan and Darren Nolan

REFORM OF CASUAL EMPLOYMENT The National Road Transport Association (NatRoad) has come out in support of the Government’s Industrial Relations Omnibus Bill, which it says is supported by the road transport industry, especially as it relates to reform of casual employment. “Problems associated with engaging employees on what were intended to be casual arrangements, but which have been subsequently categorised as permanent employment by courts have caused confusion in the road transport industry,” said Warren Clark, NatRoad CEO. “Clearly, if an employee is engaged under a modern award as a casual and is paid the casual loading, then they must be engaged and paid as a casual in accordance with the award and they shouldn’t be able to ‘double dip.’ The Bill will bring about sensible and worthwhile change.” “Certainty about employment arrangements is vital. Businesses must have the confidence to employ and employees must receive their correct

POWERTORQUE March/April 2021

entitlements. Where the law is uncertain and unfair that doesn’t happen.” “The Bill will introduce a statutory definition of a casual employee. The Bill will prevent unintended outcomes in situations where employers have to pay an employee twice for the same entitlement. In the event that an ongoing employee is misclassified as a casual, the Bill enables casual loading amounts to be offset against claims for leave and other entitlements in certain circumstances, to address the potential for ‘double dipping’ when when recognising the employee’s correct classification.” “Together with the statutory definition, the ability to offset the loading already paid will give employers confidence to create jobs by using casual employment as a flexible employment option that will benefit all parties. While the industry is still grappling with the challenges created by the pandemic on the back of a driver shortage, the last thing we need is a legal barrier to flexible employment options.” “The Bill also introduces a statutory

obligation for employers to offer regular casual employees’ conversion to full or part-time employment, unless there are reasonable business grounds not to do so. This will help employees engaged as casual employees who work regularly to become ongoing employees, if that is their preference, noting that in the road transport industry many casuals will work regular patterns of hours because the system operates on the basis of driver rostering.” “The new entitlement will require an employer to offer an eligible casual employee conversion to full or part time employment after 12 months of employment, with a residual right of conversion in certain circumstances for employees who have not received or accepted an employer offer to convert. We call on the Government to allocate resources to educating employers about these new procedures, as many have turned their backs on employing casuals because of the existing confusion in the law,” concluded Warren.

NEW FREIGHT DATA STANDARD FOR AUSTRALIA The Australian Logistics Council (ALC) has released a new freight data standard for Australia. The Single Freight Data Standard is designed to provide the framework for the interoperable sharing of information about the movement of freight and vehicles as they travel around in the supply chain. Accordiig to the ALC, this kind of standard goes some way towards answering a need highlighted in the first annual report for the National Freight and Supply Chain Strategy. This had called for better freight location and performance data as part of progress towards the establishment of the National Freight Data Hub and the need for industry to share data in a consistent manner. ALC said it has liaised with industry and Government partners including GS1 and Transport Certification Australia to develop a Data Standard capturing information in a uniform way that can be applied to a wide range of purposes including: assisting in the collection of statistics for government purposes; providing a uniform data format that can be used for those wishing to enhance the visibility of

freight in which they have an interest; presenting information to road managers in a way that would facilitate decisions relating to access to routes by heavy vehicles; assisting compliance with legislation; and facilitating planning by both industry and governments According to Kirk Coningham, ALC CEO, ‘Data is the “new oil’ for the supply chain industry.‘Governments should prioritise uses of data with the greatest potential to improve productivity in the transport sector in ways that can inform the provision and management of infrastructure, inform decisions around planning and technology, and assist in the development and implementation of other future legislation, with the information forming part of the proposed federal Freight Data Hub,’ said the Productivity Commission in its recent report on national transport regulatory reform The proposed standard can be found here. https://www.austlogistics.com. au/wp-content/uploads/2020/12/ ALC_A_Single-Freight-Data-Standardfor-the-National-Digital-FrameworkFINAL.pdf

HEALTH AND WELLBEING FOR TRUCK DRIVERS The Queensland Trucking Association (QTA) is delivering ‘Driving Better Health’, an initiative to support health and wellbeing for truck drivers across Australia. The project is taking the health assessments to the driver through the Heart of Australia trucks, making it more accessible for operators to take part in the health assessments. “The Driving Better Health project aims at increasing health awareness for heavy vehicle drivers by providing the direct benefit of a comprehensive health and wellness assessment; including heart, diabetes, mental health and other lifestyle indicators,” said Gary Mahon, QTA CEO.

NHVR CEO Sal Petroccitto said the funding was part of $5.5 million in safety grants being distributed across the country in 2020-21 to improve heavy vehicle safety. “We know there is a correlation between an increased risk of vehicle incidents and driver health and wellbeing. Heavy vehicle safety is everyone’s responsibility and through local safety programs and the efforts of organisations like the QTA we can make our roads safer for all road users,” said Sal. See - ‘Yarn in the Yard’ on page 34 of this issue of PowerTorque for more details.

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TRUCKS ON TEST

THE RATIONAL ANTHEM It has been sometime coming but the new truck system, sold under the banner of the Anthem in the USA, has finally arrived in Australia. PowerTorque’s Editor, Tim Giles, was the first from the trucking media to take the new Anthem model out for a drive.

POWERTORQUE March/April 2021

TRUCKS ON TEST

www.powertorque.com.au

TRUCKS ON TEST

he latest release from Mack Trucks gives trucking operators access to all of the latest technology, but in a package which hits all of the right notes for the traditional Mack truck owner, it’s the rational Anthem. Mack Trucks, as a brand, have always been pragmatists, coming up with practical solutions to the kinds of practical problems, which the Australian trucking industry has had to deal with, and the Anthem system is what trucks in the 2020s will need. On a simple level, the new Anthem model is the brand’s replacement for the Granite model range which it has been selling over the last decade. The engine and chassis and many of the components would be very familiar to fans of the current models, but the bonnet and cabin interior is clearly completely new. Plus – there’s a new integrated sleeper available on a Mack for the first time. However, this is only half of the story. This is not just a new cabin design; this is a new truck building system with all of the latest technology integrated into the truck build. It is this new system which will not

only be appearing in the new Anthem model but will also be the standard operating system and and interior design on the Mack trucks further up the range, i.e. the Trident and the Superliner. At first sight, and for most who would have been online on US websites at the Anthem’s initial launch, the truck looks a little odd, quite Transformers-like, with angular folds in the metal and a blocky feel. However, and this was something PowerTorque first experienced in a limited test drive back in 2018 just after the model’s US launch, it is much better looking in the metal than in photos. This is very much the case when meeting the first iteration of the Anthem design on the road in Australia. The truck looks different and the angular nature of the design does make it stick out from the crowd. Recent years have seen the US ProStar and Cascadia aero design arrive in Australia, with very smooth and un-angular cabin designs, the Anthem is very different. Notwithstanding the shape, the Anthem cabin is expected to perform well in terms of fuel saving through

aerodynamics, but Mack are not willing to make any claims until the model has a few more runs on the board. Suffice it to say that Mack need to have got their sums right on the slipperiness of this design, since Australian truck buyers have finally discovered fuel consumption as an issue in the last ten years. The truck tested by PowerTorque had a gold bulldog on the front bonnet, denoting a fully Mack driveline, the MP8 13 litre Mack engine, the 12 speed M-drive AMT, Mack rear axles at a ratio of 3.40:1 and the Mack Air Ride suspension. All of these components come out of the Volvo Group components system, although only Mack use the 3.4 ratio on rear axles. Just this simple move to 3.40:1 is a considerable change for Mack, with many of the traditional buyers used to 3.78:1. However, that ratio suited the older Mack engines, but this lower revving MP8 engine should be much more fuel efficient and effective with a taller diff. This Anthem model has been designed to take the place of the Granite model in the market, although with an enhanced

A fully Mack driveline, the MP8 13 litre Mack engine, the 12 speed M-drive AMT

POWERTORQUE March/April 2021

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TRUCKS ON TEST

horsepower rating available, now boosted to 535hp (393kW) and with 2,603Nm (1,920 ft lb) of torque on tap. This driveline is a familiar one from the previous generation of trucks, the main difference here is that all of these components communicate in a much more sophisticated and effective way using the new electronic language and architecture of the Anthem platform. Basically, a lot more data is flowing through all of the Anthem’s systems, at a higher speed, decisions are made instantaneously, the truck responds

POWERTORQUE March/April 2021

to driver input immediately. Opening the bonnet has been much simplified, with a single latch underneath the front of the bonnet which releases it. The driver then simply reaches up to grab the bulldog and pull the bonnet over until it locks. To put it back down, simply release the strut and lower the bonnet until you hear the reassuring click when it sits back into place.

INSIDE THE CABIN Walking up to the truck, it does appear very different, but also quite familiar, it

is definitely still a Mack. Opening the driver’s door and climbing up inside is all very familiar. Once sitting in the seat the dash and steering wheel are all new, with that angular Anthem feel and lots of right angles. So very different from the smooth arcs and curves which are ‘de rigueur’ elsewhere in truck design. We have to remember that the primary market, for which this truck has been designed, is the US vocational sector, which looks for solid and practical, it certainly is. In fact, there are few clues to the

TRUCKS ON TEST

sophisticated nature of the truck’s design. There is a tell-tale camera on the inside of the windscreen, looking at the road in front, which is part of the Bendix Wingman system, which is now standard on the Anthem range. Integrated into the front bumper is the radar system which works in tandem with the camera to keep an eye on traffic in front of the truck. Contrast this with the fact that all of the instruments remain analog. This cabin interior does not have the large touchscreens, which have been appearing in other brands in recent years, when The new Anthem model is the brand’s replacement for the Granite model range.

Integrated into the front bumper is the radar system which works in tandem with the windscreen camera to keep an eye on traffic in front of the truck.

they have updated to the latest state of the art electronic architecture. The main concession to the modern world is the well designed and easy to look at 5.5-inch Mack Co-Pilot LCD screen directly in front of the driver on the dashboard. The Mack designers have clearly made a decision to stay away from the aircraft cockpit style of multiple screens and modern switching. The switches along the dashboard are a new design but chunky and functional. There is no large screen for the entertainment system, for cameras around the truck, or for navigation. The cabin interior design is more like an update of the previous generation than a radical revolution. The real changes take place out of sight, under the skin, with 2021 electronic computing power running the show, behind the scenes. The interior designers have obviously looked at the balance between an ultramodern look for the interior and the reassuring conservative and rugged design, which has served the Mack brand well in the past. Clearly, the decision has been made to err on the side of caution and not make the inside of the new Mack look too futuristic, as well as being robust enough to live in this vocational application world. The new door interior has a solid handle sitting at the top with a substantial pocket below and the mirror and window controls near the driver’s right hand. Another ergonomic improvement is the decision to mount the light controls just

below the air vent next to the A-pillar. This is a position easier to see and find, much better than being mounted low, near the left or right knee, as they have been in the past. The steering wheel is an unfamiliar object, with a flat bottomed shape, intended to improve ingress and egress for the driver, especially when walking from the door into the new integrated sleeper cabins, which will be coming available. Welcome to the new world of Mack, this steering wheel will become standard across the Anthem, Trident and Superliner models, as the electronic infrastructure moves to the new system. Surprisingly, the new steering wheel does not include a driver’s airbag, although it does look as if one could be fitted into the available space in the wheel’s design. The truck on test was a day cab Anthem but PowerTorque did get an opportunity to get a look at the new sleeper cab which comes along as part of the Anthem introduction. This option will be available on the Anthem, Trident and Superliner and comes in one size, as a 36inch sleeper. The main point here is, this is a genuinely integrated sleeper, something unavailable on a Mack in the past. Anyone wanting a roomier sleeper cabin will still have the larger sizes which are available with the current Mack range to choose from, but if you want an integrated sleeper, it has to be

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TRUCKS ON TEST

Bendix Wingman Fusion will now include the Bendix Blindspotter, as well.

and safe following distance. The blind spotter is unobtrusive but wakes the driver up quickly with a warning if they put on an indicator to turn left and there is something in the nearside lane. In fact, there is also an indicator light fixed to the passenger side A-pillar which will display a red light all of the time the Blindspotter system can detect something in that blind spot area. On the subject of the indicators, the design of the two stalks on either side of the steering column are unusual to say the least. they are not the traditional design we have come to expect, either from Europe or the US. The shape is reminiscent of the engines fitted to Star Trek’s USS Enterprise, but they do function well and are easy to use (the Enterprise’s engines are called nacelles, a housing, separate from the fuselage, that holds engines, fuel, or equipment on an aircraft). There are some unfamiliar aspects of the driving experience on the new Anthem, but there are many more familiar aspects to be found. This is a big change for Mack, in bringing the range up to date, but the change from

the driver’s seat is not that large and anyone used to driving the current range, will be able to step into the Anthem with little fuss. The driving experience and the overall performance will be enhanced with driver training. It is important to understand the technology involved to a certain degree. These trucks will be capable of very safe and economic functioning in a fleet, but to get the best out of the new technology it is probably best to go through some form of training program to get drivers up to speed with all of the new features included in the Anthem. The Anthem is a major change for the Mack brand and its launch will have repercussions for the model range, going forward. However, the introduction of the Anthem range, and the Anthem system into other parts of the range, ensures the building blocks for any future development are in place in the truck already. The electronic architecture now in the trucks is going to be used more and more as future developments in the design of Mack trucks come along.

a 36-inch. This is the size most fleets would be choosing, and those looking something bigger are likely to customise their choices around the whole truck a little more.

DRIVING THE TRUCK One of the major changes, and one which the driver will notice almost immediately, is the fact that the Bendix Wingman system is now standard. This is the case in all Anthem trucks and will be the case for most of the Trident and Superliner models, as the Anthem system is rolled out. The new trucks have Bendix Wingman Fusion, which has been an option in the past few years, but also will now include the Bendix Blindspotter, as well. Not only will the trucks have smart cruise control to enable the truck to stay at a safe distance behind the vehicle it is following, but also get a warning about any vehicle sitting out of sight on the passenger side of the vehicle. The active cruise control works well and precisely in the Anthem, and it can be easily controlled on the Co-Pilot screen, setting desired travelling speed

POWERTORQUE March/April 2021

This is a genuinely integrated sleeper, something unavailable on a Mack in the past.

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OPERATOR PROFILE

RUNNING A TIGHT SHIP Brisbane based container carrying company DNV Transport runs a fleet of 14 trucks including one of a limited edition of 100 units built in Australia to celebrate Mack’s 100th anniversary. Paul Matthei meets a hard working couple, who are running a tight ship.

aving started with one Kenworth cab-over around 10 years ago, David and Virginia Carswell, owners of DNV Transport, have relentlessly pursued their dream of building a successful container carrying and logistics business. As with most transport businesses, their road to their current situation has been long and winding, with many obstacles along the way that have been successfully negotiated to enable the goal to be achieved. Quite often, those that start from scratch begin with a single truck and slowly build their fleet in sync with an increasing workload, which, in turn, comes from a hard-won reputation for providing

Building a successful container carrying and logistics business.

POWERTORQUE March/April 2021

consistently high levels of customer service. This archetype describes DNV Transport to a ‘T’, with the company having started with David driving the truck during the day and helping with the administration work at night. “We started out contracted to just one small company and then that grew to three or four small family businesses, sharing myself around,” says David. “This worked well because they were not all busy at the same time so when one was quiet, another would have work for me.” David wasn’t a full-time driver before he and Virginia started DNV Transport. He had considerable prior experience in operations management and had decided

David and Virginia Carswell, owners of DNV Transport

OPERATOR PROFILE

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OPERATOR PROFILE

and features he’d been looking for. “I’ve found the BoXLoaders to be more stable than other brands when loading or unloading full containers and it also tows better on the road,” says David. “We have our own mechanic and he prefers to work on the BoXLoaders compared to other brands. They are very well built and have the ability to carry heavy containers all day every day without any issues. “They are a bit heavier than other brands but, I reckon this makes them more durable in the long run.”

KENWORTH AND MACK

to get his truck driver’s and Dangerous Goods licences when working for a fuel company so that he could learn all the ins and outs of the business including loading fuel at the fuel terminals. “Starting our own business really was a natural progression for David from what he used to do,” says Virginia. Today the number of trucks in the DNV fleet stands at 14, comprising a mix of Kenworth cab-over and T409SAR conventionals as well as Mack Granite and Trident variants.

A DOG WITH A DIFFERENCE The newest addition to the fleet is rather unique, in that it is a stunning limitededition 100th anniversary day-cab Mack Trident that according to the Carswells was the very last day-cab Trident available from the 100-strong series of Anniversary edition Super-Liners and Tridents. “We were told this was the last 100th Anniversary day-cab Trident available and we are very pleased and excited to have added it to our fleet,” says Virginia. While some transport companies remain loyal to one brand of truck, the Carswells decided some time ago that it was necessary to introduce a second brand to their fleet in order to ensure they were receiving the best possible value for their hard-earned dollars in terms of acquiring and maintaining their trucks. This was the reasoning behind the

POWERTORQUE March/April 2021

introduction of the Mack Trident product into the fleet, which has proven to be a useful addition to the business. “We wanted to spread our wings a bit and we felt that we needed to introduce some competition between brands into our truck buying equation, so that we didn’t have all our eggs in the one basket,” says David. “We had a few issues that needed to be sorted and Mack came to us with a solution, so we decided to give them a chance. “The Volvo Commercial Vehicles Australia (VCVA) dealership is at Pinkenba so if we need to take a truck there it is only a 20-minute run over the Gateway Bridge.”

FLEET COMMONALITY Parts commonality is another factor that’s high on the priority list at DNV Transport. Which is why David and Virginia are happy that the Mack Granite and Trident share the 535hp MP8 engine, meaning they use the same filters and other engine parts. “With most of our equipment we try to maintain high commonality to reduce our filter and drive belt inventory,” says David. “We have five O’Phee (Drake) BoXLoaders now whereas we used to have three sideloaders of another brand. We sold two of them and now we just have the one, and we recently bought another Box-Loader.” David says he was introduced to the trailers after buying a second-hand unit and soon realised it had a number of benefits

Rewinding to when they first started the business, David says the Kenworth trucks they bought initially were second- hand units because that was what they could afford at the time. “We started off buying $100,000 cabover Kenworths and gradually worked our way up through $130,000 units until we had five of them. Then about five years ago we purchased our first brand new truck,” says David. “This was a Kenworth T409SAR with a Paccar MX engine and we ended up buying another three identical units over the next few years.” Today, the number of Kenworth cabovers in the fleet sits at three, with one of A limited edition of 100 units built in Australia to celebrate Mack’s 100th anniversary.

OPERATOR PROFILE

these due to be traded on a new T410SAR around the middle of this year. Touching again on the subject of parts commonality, David says it was important that the T410SAR runs the same MX engine as the T409SAR. He says once the last Kenworth cab-over is sold in the next few years there will be no more Cummins engines in the DNV Transport fleet. As the topic turns to business growth, both David and Virginia agree the current business size is about right and that they will now focus on streamlining to improve efficiencies. “We are where we need to be and now it’s a matter of honing and fine-tuning what we’ve got to do to improve productivity,” says Virginia, adding that COVID-19 has had no detrimental effect on the business whatsoever, in fact completely the opposite. “Coming up to Christmas last year our workload went crazy because all the container ships that were held back earlier in the year, some spent several weeks waiting in Singapore, came in and had to be unloaded,” says David. “Some of our customers who normally get one container every three months were getting

two turning up at once, and they don’t have the room to unload two at once, we were getting smashed.”

IN-HOUSE MAINTENANCE DNV Transport has its own workshop and a highly experienced mechanic/ auto electrician who is contracted to the company and has been working in this role for the past seven years. “We have our own oil tanks, truck hoist and wash bay because we like to be self-sufficient and to be able to control what’s going on with our maintenance and repairs,” says Virginia. As for drivers, the majority are permanent although the company has recently employed two casual drivers to assist them during peak periods such as the recent Christmas rush. “We have quite a diverse age group with our drivers, and a few of the more experienced ones were formerly owner drivers which helps a lot because they really know their stuff,” says David. “The age bracket of most of our drivers is from 40 to 65 years and they all have a really good work ethic,” adds Virginia. “We

have a one truck-one driver policy that we adhere to and this only changes if there’s a breakdown or the driver is on holidays.” One of the challenges the couple faces is that having built the business to its current size from scratch, it is increasingly hard for them to have time off due to the constant need to keep their fingers on the pulse. “We do our best to look after what we have worked so hard to achieve, but it is very draining,” acknowledges David. “Even if we do have the opportunity to go away occasionally, we are still involved with checking emails and things like that,” adds Virginia. “We are now searching for an Operations Manager to come onboard to help us manage the business and take some of the pressure off us.” All up, building a business like this takes a lot of effort and the ability to be flexible and resilient. With a reliable and dependable team of staff that now numbers 22, David and Virginia plan to streamline the business and push it to even greater heights in the future, leveraging the strengths of the Kenworth and Mack trucks they operate.

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TRUCKS ON TEST

Narrowing the Gap

During a 2,000km round trip driving a Kenworth T610 prime mover pulling a B-double curtainsider, PowerTorque had plenty of time to thoroughly evaluate the unit.

xperiencing the two day drive of the Kenworth T610, Paul Matthei came to the conclusion that this truck represents a quantum leap over its predecessor. Following on from the extremely competent and highly regarded T609, it is the latest iteration of a concept dating back into the ‘70s and early Kenworth models in Australia. In many respects the W900SAR could be considered the forerunner to the aerodynamically efficient T600 and T400 models which appeared in the late ‘80s and have subsequently evolved into the current T610 and T410 (both of which are sold in either standard or SAR iterations) of today. The launch of the revolutionary T600 in 1987 was touted as the biggest new truck launch Paccar had undertaken to date in Australia. While its then unconventional slippery shape led to polarised opinions from truck operators and earned it the

POWERTORQUE March/April 2021

nickname “Anteater”, there was no denying that the curvaceous tapered snout contributed to exceptionally good fuel efficiency on highway runs. Subsequent iterations of the T600 entailed the T601 launched in 1996, the T604 in the early 2000s and the T609 in 2012. Then came the T610 launched in early 2017 and this model has proven to be a game changer in terms of bringing the Kenworth conventional into a whole new era. The reasons for this are that the T610 is the first clean-sheet conventional design since the W900SAR and is also by far the most capital-intensive model Paccar has produced in Australia. It reportedly cost around $20 million to bring from concept to market ready.

WIDE CAB The foundational difference between the T610 and its forerunners in the T6

family is the 2.1-metre width cab which is 270mm wider than the previous cab. This along with the sleeper cab’s internal height, enabling the driver to stand up from the seat and walk to the bunk, make the interior a spacious workplace. Other benefits of the T610’s cab compared with its predecessor from an interior perspective include significantly (claimed to be 30 per cent) better driver’s left leg and foot space. Meanwhile, exterior benefits, particularly useful for technicians during service and repair procedures, include enhanced access to the rear of the engine and a straight shaft connecting the steering wheel to the steering box. The new cab architecture actually originated in the USA where it was initially used in the Kenworth T680 and Peterbilt 579 models as part of a US$400 million Paccar development program a little over a decade ago.

TRUCKS ON TEST

Local development of the cab to meet our necessary durability standards included the unique-to-Australia firewall and floor panels as well as suitably beefed-up dash underpinnings. Importantly for B-double, A-double and other length-critical operations, the T610 day cab model features a compact bumper to back of cab (BBC) dimension of 112 inches which is actually four inches less than that of the T409.

DRIVE TIME The T610 PowerTorque tested was hitched to a 34-pallet curtainsider B-double with the combination sporting a fairly typical GCM of 55 tonnes. It was driven on a typical line-haul run, being a 2,000km trip on the Bruce Highway from Brisbane to Mackay and return. The truck was loaded northbound but returned to Brisbane empty. Featuring the 860mm Aero Roof Sleeper cab, it has a 3,710mm BBC dimension and a GCM rating of 97 tonnes. Under the bonnet resides the venerable Cummins X15 Euro 5 engine

that’s rated at 550hp complemented by 1,850 ft lb of torque. This is matched with an Eaton UltraShift Plus 18-speed automated manual transmission (AMT) with the shifter conveniently mounted on the right of the steering column, meaning there is absolutely no impediment for the driver when traversing from the seat to the bunk. Standard safety kit includes Anti-Lock Braking (ABS), Drag Torque Control (DTC) and Automatic Traction Control (ATC), while optionally fitted equipment includes Hill Start Assist (HAS), Active Cruise Braking (ACB), Electronic Stability Program (ESP), Collision Mitigation with Active Emergency Braking (CMS with AEB) and Lane Departure Warning (LDW).

CLIMB ABOARD This was my first long distance drive of a T610 and initial impressions that strike me even before entering the cab are the fresh, modern appearance and the quality feel and sound of the cab components in operation. For instance, the ergonomically

optimised exterior door handle and nicely weighted door which has two conventional hinges are miles ahead of earlier models with their piano-hinged doors that often needed a jolt to get them to open – such was the design of the earlier cab where the door actually closed inside the door frame. In contrast, the T610’s doors open and close easily with a solid ‘thunk’ sound that one generally associates with (dare I say it) European luxury cars. Once inside, the spaciousness of the cab, thanks to the extra width and height, is truly astonishing. Equally impressive is the panoramic forward and side views with minimal intrusion from the low-mount rear view mirrors. Granted, the A-pillars are rather thick, but the single-piece windscreen is a revelation for this driver who is accustomed to the slightly obstructed view through split screens on Kenworths of yore. In fact, the very first prime mover I cut my teeth on after starting my driving career in 1995 was a well-worn ’90 model

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TRUCKS ON TEST

The 2.1-metre width cab is 270mm wider than the previous cab.

T400 powered by a 300hp Cummins L10 driving through a nine-speed RoadRanger transmission. It was a terrific truck to learn on, particularly on my first highway run from Sydney to Newcastle pulling a generously loaded 45foot tri-axle fridge pan. I was literally sweating bullets on the steep climb north of the Hawkesbury River, and praying I would make it to the top without missing a gear. Then there was the Mt White weigh station to contend with… Curiously, despite the utter contrast between virtually every aspect of the old T400 and the new T610, I did discover one similarity during the test drive which gave me a flashback to my T400 driving days. To my mind, the sloping angle and rounded shape of the bonnet looking through the windscreen from the driver’s seat in both trucks are very similar. That said, the Kenworth ‘Bug’ (hood ornament) on the T610 is not visible from the driver’s seat as it is in the T400, which is what I was taught to use for correct positioning of the truck on the road. Due to the narrow cab and inboard seating position of the T400, lining up the bug with the fog line ensures the correct road positioning. Of course, this is unnecessary with the T610 because the driving position

POWERTORQUE March/April 2021

is closer to the right-hand extremity of the vehicle’s width.

COMFORT PLUS Getting back to the test drive, both negotiating Brisbane traffic and once up to highway speed the overall performance and dynamics of the T610 are exemplary. During the entire trip the Eaton UltraShift transmission continues

to impress as it intuitively and smoothly shifts up and down at precisely the right times. I had absolutely no need to shift manually at any time and the way it downshifts to initiate Active Cruise Braking when the Active Cruise Control is engaged to keep speed in check on downgrades is very welcome. Interior noise level is remarkably

Under the bonnet resides the venerable Cummins X15 Euro 5 engine that’s rated at 550hp.

An Australian Legend Reborn. Introducing the next evolution of Mack Trucks, the Mack Anthem. Born in America and refined for Australia, the Anthem comes standard with a bold aerodynamic design, comfortable new interior and spacious stand-up sleeper, to keep drivers well-rested and ready for the long haul. The mDRIVE’s additional deep reduction gears provides greater flexibility to help tackle demanding work and get you to the top. We are Mack. This is our Anthem.

Discover how Anthem is built to move your business forward. MackTrucks.com.au/Anthem

TRUCKS ON TEST

The T610 has a fresh, modern instrument layout with clearly labelled and easily read gauges.

muted and the loudest noise one hears is the ‘beep-beep’ of the Lane Departure Warning reminding one to stay fully focussed on keeping the truck ideally positioned in the lane. Not that this is a difficult task, given the superbly direct and beautifully weighted power steering which gives the impression the truck is riding on rails. No doubt the straight steering shaft that is now possible due to the wider cab plays its part in this dramatic improvement. Another aspect of this truck that is

light years ahead of its predecessors is the dash and instrument layout. Putting it bluntly, the gauges on previous Kenworths, and even current ones such as the K200 cab-over, look like they belong in the ‘80s. In stark contrast, the T610 has a fresh, modern instrument layout with clearly labelled and easily read gauges. I particularly appreciate the stacked arrangement of the gauges either side of the speedo and tacho, meaning all can be easily viewed without the need for

The sleeper cab’s internal height enables the driver to stand up from the seat and walk to the bunk.

POWERTORQUE March/April 2021

eyes to divert from the straight-ahead position. Another feature that continues to impress over the, at times, less than ideal road surface of the Bruce Highway is the ride comfort. Granted it’s not quite as smooth as European cab-overs, but it is certainly a generation ahead of earlier model Kenworths. No doubt the excellent air suspended driver’s chair plays its part here also. As the drive draws to a close, it’s time to check fuel consumption, which the on-board computer calculates at an average 39.9 l/100km (7.07mpg). This is achieved with the vehicle loaded to 55 tonnes GCM for 1,000km from Brisbane to Mackay and returning to Brisbane empty. As the run was intended to replicate a ‘real world’ line-haul trip, no special effort was made to maximise fuel economy. As I reflect on the trip upon my return, it strikes me that the T610 has improved in almost every respect over its predecessor. All of these improvements add up to a more comfortable, quieter, safer and ultimately less tiring drive, particularly on long hauls such as the one just completed. Sure, the T610 might still have a little way to go before it can match the comfort and refinement of European cab overs, but, by crikey, the gap has narrowed.

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RURAL TRUCKING MATTERS

AGRICULTURE OVERREPRESENTED IN WORKPLACE INJURIES “IT’S MY FIRM BELIEF THAT ONE OF THE REASONS THAT WE CONTINUE TO SEE AGRICULTURE OVERREPRESENTED IN WORKPLACE INJURIES AND DEATHS IS THAT FOR WHATEVER REASON THE SECTOR HAS BEEN GIVEN AN EASY RUN WHEN IT COMES TO SERIOUS ENFORCEMENT FROM THE AUTHORITIES.”

Mick Debenham

ick Debenham has strong views on the need to bolster safety culture around livestock transport at the farm interface. In this column, the former Australian Livestock and Rural Transporters Association Vice President, and Livestock and Rural Transporters Association of Victoria President, sets out the issues involved. It’s my firm belief that one of the reasons that we continue to see agriculture overrepresented in workplace injuries and deaths is that for whatever reason the sector has been given an easy run when it comes to serious enforcement from the authorities. I also believe that the regulators do not have any experienced staff who understand the complex and difficult

POWERTORQUE March/April 2021

tasks that are required to be undertaken in agriculture and are scared to impose improvement notices for fear of being proven wrong, I know that WorkSafe have been successfully challenged on a number of occasions previously. The other reason is that agriculture is predominately made up of small businesses with no employees, and this isolates them from the obligations that employers have, nor do they belong to an industry association that would be informing them, either. Safety is a culture and even though other sectors still struggle with changing their culture they can’t ignore the ramifications of failing to be seen to protect employees and contractors, especially if unions are involved, take the new workplace manslaughter laws as an example. Small scale agriculture however doesn’t see these outside pressures and often the contractors who visit as part of their work (stock agents, livestock carriers etc) are reluctant to comment for fear of losing the work and therefore ignore the problems they see on farm, further isolating the sector. Don’t get me wrong, farmers are

wonderful people, many are my friends, but the sector is 20 years behind, due to the lack of serious enforcement and awareness about OH&S requirements that other sectors now take for granted. I recently participated in a working group with Standards Australia to write a new Australian Standard for ‘Livestock loading/unloading ramps and forcing Pens’ and was quite shocked at the negative commentary from the agriculture sector when the standard was released highlighting the ignorance of what a standard is and what pre-existing obligations farmers already had about their duty of care and requirement’s to provide a safe workplace etc. I understand that agriculture is a risk based enterprise, particularly financial, but while other industries have all but eliminated their controllable risks, agriculture continues to accept all their risks as just a part of business. The unfortunate reality is that some serious enforcement activity, where needed, is the only thing that will drive change as it does with all issues. Hopefully the enforcement can be in the form of an improvement request or advice rather than a fine or prosecution after a death!

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RURAL TRUCKING MATTERS

A Yarn in the Yard An initiative by Frasers Livestock Transport shows the trucking industry in rural areas taking responsibility for the health and wellbeing of its team, as well as supporting health initiatives across Queensland. Tim Giles went along to the ‘Yarn in the Yard’ to say see how the initiative is bringing a broader understanding of the issues into Queensland’s rural areas.

s one of the larger road transport fleets hauling livestock in Australia, Frasers, based in Warwick in Queensland, has always being strong on emphasising safety, looking after the health and wellbeing of personnel and giving something back to the industry. The annual ‘Yard in the Yard’ has been running for a few years and has grown year on year. Initially planned as

an opportunity for the operation’s staff, who are normally spread over vast areas of rural Queensland and New South Wales, to get together and discuss issues pertinent to the livestock task, but also give feedback to the company itself. By the time, Christmas 2020 came around, the event had become an opportunity to engage with the road transport industry as a whole and served as the launch event for a joint effort

between the Queensland Trucking Association and Heart of Australia, an initiative which is bringing much-needed high-level healthcare to the trucking industry and regional areas all across Queensland, and beyond. The QTA’s ‘Driving Better Health’, is an initiative to support health and wellbeing for heavy vehicle transport drivers across Australia. The project funding was announced in August by Michael

27-metre B-double ‘Heart 2’ was parked at Frasers as part of Yarn in the Yard

POWERTORQUE March/April 2021

RURAL TRUCKING MATTERS

McCormack, Minister for Infrastructure, Transport and Regional Development, and Scott Buchholz, Assistant Minister for Road Safety and Freight Transport. QTA CEO Gary Mahon said the project is taking health assessments to truck drivers through the Heart of Australia trucks, making it more accessible for operators to take part in the health assessments. “The Driving Better Health project aims at increasing health awareness for heavy vehicle drivers by providing the direct benefit of a comprehensive health and wellness assessment; including heart, diabetes, mental health and other lifestyle indicators,” said Gary. “Kicking off at the ‘Yarn at the Yard’ is a great way to launch the project and we encourage all local heavy vehicle operators to sign up for an assessment. “In 2021, we will be on the road delivering these free health assessments that normally cost $165 per person, fully funded by the National Heavy Vehicle Regulator’s Heavy Vehicle Safety Initiative, supported by the Federal Government. We will be offering more health assessments in key locations in Queensland as well as Sydney and Melbourne in 2021.” The funding for this initiative is part of $5.5 million in safety grants being distributed across the country in 2020-21 to improve heavy vehicle safety. “We know there is a correlation between an increased risk of vehicle incidents and driver health and wellbeing,” said Sal Petroccitto, NHVR CEO. “Heavy vehicle safety is everyone’s responsibility and through local safety programs and the efforts of organisations like the QTA we can make our roads safer for all road users.”

on a mobile clinic providing health assessments, which will address key conditions including: nutrition, movement and fitness, psychological health, sleep, blood pressure, respiratory function and other risks like diabetes, liver function, lipid profile and kidney function. The Driving Better Health initiative is looking to increase health awareness among drivers. It is hoped that

addressing this issue will produce many benefits such as improved safety performance, increased productivity, reduced absenteeism and worker retention. Educating drivers on positive behaviours for their health and the link to chronic illness should contribute to behavioural change. Using the Heart of Australia team to spearhead the process with its driver

GET A MUCH-NEEDED HEALTH CHECK Spending the day in the yard with the Frasers trucks and personnel, not only gave all of the people working for Frasers the opportunity to get a muchneeded Health Check, but also for other personnel working for other trucking operators who are based in Warwick’s transport hub. The Heart Health Convoy will visit 12 locations and provide up to 400 health assessments. The project relies

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The operation’s staff get together and discuss issues pertinent to the livestock task, and also give feedback to the company itself.

health assessments will help stimulate trucking operations to implement health and wellness strategies that focus on improving health risks. As a result, this will lead to increased productivity and better workplace health and safety performance. In the long term it is the aim of the initiative to promote the ability to replicate the project delivery model. It is hoped to initiate similar health assessments and make them deliverable across other states and jurisdictions, while sharing the project outcomes will further highlight the need for programs to address this critical issue in the transport industry.

THE HEART OF TRUCKING HEALTH “The trucking industry are the arteries of the country and very important, “ said Dr Ross Baillie, Medical Director of Heart of Australia. “Health is important, truck drivers are professionals and we work with different industries and we pretty much know what we are going to find. Based on the work we have done over a number of years, I can say to you that we have had some of the healthiest people working in the road transport industry. “Everyone needs to understand that we have choices to make and

POWERTORQUE March/April 2021

“THE DRIVING BETTER HEALTH PROJECT AIMS AT INCREASING HEALTH AWARENESS FOR HEAVY VEHICLE DRIVERS BY PROVIDING THE DIRECT BENEFIT OF A COMPREHENSIVE HEALTH AND WELLNESS ASSESSMENT; INCLUDING HEART, DIABETES, MENTAL HEALTH AND OTHER LIFESTYLE INDICATORS.” our behaviour impacts on those people that we work with. “Specialties like cardiology are very different from what they were 100 years ago. Getting a lot of the tech to be made available to people in rural communities was the original vision behind Heart of Australia. We were very privileged back in 2014 to see the birth of Heart of Australia in Toowoomba. “Since then the have been a number of offspring, the 27-metre B-double Heart 2 is parked here as part of Yarn in the Yard. There are also two other trucks on the production line at the moment. One of the new trucks will have a CT scanner on board. The expansion to five trucks means that the project can better cover the whole of rural Queensland.” The more trucks there are on the

road the more time they can spend in the townships where they are needed and providing resources for rural communities. Despite the name Heart of Australia the project has expanded well beyond that to a whole range of specialities. All of the specialties now catered for have the own tech, which the project has had to acquire as it has grown. “A couple of years ago we started another initiative, the Heart of Australia Corporate Health Initiative,” said Ross. “The problem is, a lot of people, especially guys, never see a GP for normal health screenings. If they do visit the doctor, it is probably for a medical certificate or an injury. Doctors are often highly pressured in rural areas and might not get the full picture from the patient. “Dealing with groups, we found that

RURAL TRUCKING MATTERS

Dr Ross Baillie, Medical Director of Heart of Australia.

there is something called a network effect. People do health screens as a group and they get reports which are understandable, and they understand that the information is simply between us and the individual and will not go to their employer or anybody else.”

THE NETWORK EFFECT

discussion about possible treatment. “It’s a self-reinforcing cycle,” said Ross. “If we don’t do that, we move up the pyramid and we may be seeing more complex problems, and conditions which are reversible becoming chronic diseases. At that point, we may not be able to get people back to their normal health and vitality.

“There has been a big move now, in overall health, where we are looking at the whole person and not just as an employee,” said Ross. “It has a really big impact, truck drivers aren’t just employees, they are family members, they are husbands, wives etc. There is a big understanding now of bringing employee health and personal health together. There are always big health and safety issues connected with each industry, but there are some general issues which pertain to everybody. “A lot of people in our community may have cardiovascular disease, a lot more people have at least one chronic illness, and when we are looking at these chronic illnesses, we are looking at a whole range of things: cardiovascular illness, cancer, diabetes, mental health and then a whole range of other things. “A lot of this is preventable, if we understand what the causes are, and that all links to our mental health. We have a big problem at the moment, not just in Australia, but all around the world, particularly with young people, there is a tsunami of mental health issues. It’s good that we’re talking about that and it’s good that we have things like the ‘RU OK’ Day, but it’s very important to remember that our mental health is very much related to our physical health.”

In these sorts of situations Heart of Australia have found the network effect ensuring people within the group will talk to each other about their reports. This has a major impact and will bring issues front of mind. It has been found that these kinds of interactions have a profound effect on improving the health within a single workforce. “What we look at, as Heart of Australia, is a health screening which looks at all of the risks,” said Ross. “All of these things are connected and it enables people to see a dashboard which identifies risk. That then gives you information about those risks that you can understand. This then creates awareness and improves the awareness around these issues.” The idea is to bring health issues which may be in the background, into the foreground and inform those involved in a way that they can understand and which will encourage them to initiate a

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OPERATOR PROFILE

EXPANSION AND DIVERSITY FUEL GROWTH

POWERTORQUE March/April 2021

OPERATOR PROFILE

Malec Brothers Transport is an Australian family-owned company which has seen substantial expansion and diversity fuel growth.

tarted in 1997 by Matthew Malec and his dad Les, Malec Brothers Transport, with just one truck, started out as a general freight business from the family’s home base in North Geelong, Victoria. The fleet has steadily grown over the years, moving into timber in 2008 and then into Import and Export with containers. “After we started out in General Freight, an opportunity came up in logging when it was booming around 12 years ago,” says Matthew. “We bought three logging trucks to

start with, then looked at packing the wood into containers for export to China and its continued from there.” Soon after starting out, Matthew met his wife Joanna who now runs the business alongside Matthew, after Matthew’s dad Les retired. “We started the business in North Geelong then moved to Lara for 12 years before opening the new depot in Yarraville in Melbourne,” says Matthew. “We moved to the Gold Coast two years ago so we run the business from here.” The business now operates from several locations, including Adelaide, Yarraville in Melbourne, Stapylton in Queensland and from the head office on the Gold Coast. The expansion has not just been with transport as the business has pushed to manage the end

to end supply chain for producing wood, starting with their own plantations. “With our own plantation, we are now able to control the products from start to finish,” says Matthew. “With no middlemen we have been able to grow the business quickly. We source, harvest, transport and export plantation pine and hardwood as raw whole logs.” In line with this philosophy, the fleet covers all aspects of logging, containers, general freight including logging trailers, flat beds with truck mounted forklifts, container skels, reach stackers and specialised log handlers. Besides the wood products, Malec Brothers also specialise in various building materials such as tiles, bricks, stone, timber flooring, building materials and supplies. In the beginning, Matthew ran an old Isuzu, so continued with the brand initially as the fleet grew.

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OPERATOR PROFILE

“They went OK until they added EGR then we started to see problems,” says Matthew. “We then tried Fuso but have been really happy since moving to DAF when they offered a deal to trade in our older fleet. Some of those DAFs are now nearing five years old with one million kilometres on the clock. They’ve been great and still run on their original engines.” The Malec Brothers fleet now runs mostly Paccar brands with 12 Kenworths which are mainly T909s for heading into the forests, then around 62 DAFs operating across both the general freight and logging businesses. “We are very happy with the DAFs and particularly the support we get from the Paccar Dealership in Bayswater, Victoria. Steve Wilson and Ron Ludbrook have helped us for years and their aftersales

LEFT HAND PAGE

service is excellent,” says Matthew. The most recent fleet update has been the purchase of 32 new Euro 6 DAF CFs running with the higher rated Paccar MX-13 engine at 530 hp. “I haven’t driven any of them myself yet, but our drivers love them and the new updated DAF is better again,” says Matthew. DAF launched their latest generation XF and CF Euro 6 trucks back in mid-2017 to the European press, receiving many accolades including International Truck of the Year 2018 and it’s easy to see why with the new updates. DAF has continued as the market leader in the heavy market in several countries, such as the Netherlands (31.8 per cent), the UK (29.4 per cent), Poland (22 per cent) and Hungary (23.8 per cent). The Dutch truck manufacturer also gained

market leadership in 2019 in Belgium and Luxembourg (19.4 per cent) and Bulgaria (23.6 per cent). In the Czech Republic, Lithuania and Greece, DAF was number one in heavy prime movers. The new generation XF and CF trucks are a major leap forward over the previous model DAF trucks, so after a long evaluation to ensure they meet the demands of the Australian market, and they are now on sale here too. Some of the updates include, a new cab inside and out, new fuel-efficient engines, TraXon automated gearbox, improved aerodynamics, improved electronics, the latest safety technology and a 35 per cent increase in cooling. The DAF CF delivers exceptional fuel economy too as PowerTorque found when driving the updated DAF XF530 in the UK last year. The first thing you notice with driving the new Euro 6 MX engines is just how quiet they are. The MX-13 sees its power increased to 530 hp (390 kW) with an impressive 2508 Nm (1850 ft lb) of torque rated at 1000 rpm, making them suitable for B-double work. With the new ZF TraXon 12-speed and 16-speed transmissions, the auto takes advantage of the torque curve by letting the revs drop to as little as 900 rpm before changing gear. This combined with optimised drivelines, high-efficiency rear axles, enhanced electronics and aerodynamic improvements mean that DAF can claim a 10 per cent improved fuel efficiency over the previous Australian Euro 5 model. Another surprising difference on the new truck is a completely new and ultracompact Emission After-treatment System (EAS). It looks to be around half the size of some competitor’s Euro 6 systems and 50kg lighter than some, significant when chassis

NEW GENERATION

ACCOUNTS FOR EVERY DROP. NSW (02) 9677 1555 QLD (07) 3204 9166 VIC/TAS (03) 8787 8288 WA (08) 9302 4199 SA/NT (08) 8241 7111 NZ (09) 447 1007

RIGHT

OPERATOR PROFILE

DAF CFs running with the higher rated Paccar MX-13 engine at 530 hp.

space is so limited these days. Inside, the new trim looks fantastic. Most of the European interiors have moved towards the sharp straight lines, whilst DAF has stuck with the traditional dash curves but with the updates, they have made it look modern and luxurious. When it comes to safety, the new DAF has an impressive list. Adaptive Cruise Control (ACC), Forward Collision Warning (FCW), Advanced Emergency Braking System (AEBS-3), Lane Departure Warning System (LDWS), Vehicle Stability Control (VSC), protective cab suspension and construction, side camera on the cab provide additional visibility for the driver, LED Lighting an improved lighting HAND PAGE technology, cornering lights, reduced

interior noise, and driver configurable switches can be adapted to suit individual preferences and applications, allowing the driver to customise the layout to suit their needs. “We still get drivers who want to drive the Kenworth, but most of them now appreciate the new DAFs with the extra comfort,” explains Matthew. “So, with the after-sales support you get from Paccar, they are a great option. I also like buying Australian, so now that the DAFs are built in Bayswater, we will continue with DAF for our next buys.” For the Malec trailer fleet, Matthew tries to stick with the local suppliers with the logging trailers coming from Elphinstone and Vawdrey.

“We didn’t realise that Vawdrey made logging trailers until we were talking to them about our other trailers,” says Matthew. “We have a few in the fleet now and are happy with them. The Elphinstone trailers are great too and we never have an issue with them.” To keep operations fully complaint, MT DATA look after the GPS monitoring and reporting side of the business and helps to monitor when the assets are due for servicing too. “We try send a lot of our gear to our own workshop in Yarraville, but when we bought these 32 DAFs we went with the full contract maintenance contract so Paccar can look after them for their full life cycle,” reveals Matthew.

INDUSTRY ISSUE

THE NEXT CHAPTER FOR

PBS

Since its introduction in 2007, Performance Based Standards (PBS) has transformed the movement of freight in Australia, putting safer, more productive vehicles on our roads and encouraging innovative approaches to the significant transport task.

POWERTORQUE March/April 2021

INDUSTRY ISSUE

he Performance Based Standards Scheme continues to go from strength to strength and it’s something Sal Petroccitto, National Heavy Vehicle Regulator CEO says he and his team are incredibly proud of. By the end of last year there were more than 11,500 approved PBS combinations in Australia, and despite the challenges of a global pandemic, industry is as enthusiastic as ever about the potential of these vehicles. In fact the scheme has been so successful that we expect to reach 12,000

PBS combinations very soon, a number which had initially been projected to be reached by 2030. Australia is now the clear, international leader in innovative vehicle design with jurisdictions in Europe, the United States and South Africa seeking out the NHVR’s expertise to implement similar schemes to aid their own freight tasks. But we cannot rest on our laurels if we are going to meet the future freight task head on. That’s why we are delivering a program of improvements to the scheme so that it remains forward-thinking and useful to the industry as technology continues to develop. We are approaching this through enhancements to the technical aspects, improving the efficiency of the scheme as well as supporting efforts to extend network access to PBS vehicles on freight routes. We are currently reviewing the PBS Standards beginning with the frontal swing, pavement horizontal loading and braking standards. A key early outcome of the review was an amendment to the frontal swing standard earlier this year, allowing for greater flexibility for PBS vehicle designs. By increasing the frontal swing performance measures from 0.7m to 0.85m we were able to address industry concerns and reduce the need for PBS vehicles to obtain frontal swing exemptions, especially A-Double and truck and dog combinations. The current review of the Heavy Vehicle National Law also presents significant opportunities to improve and streamline the scheme. Key to the review is how we migrate mature PBS designs and combinations into the prescriptive fleet. This will not only improve the efficiency of our prescriptive fleet, but also creates bandwidth for those within the PBS scheme to focus on the next generation of innovation. The other question considered by the HVNL review is technology. The time is right to look at how we integrate new technological advances within the PBS standards. All this work leads us towards what we are calling PBS 2.0, the NHVR’s vision for the next generation of PBS that learns from the journey so far and reforms the scheme to support innovation, safety and productivity.

The reviewed HVNL must be fit for purpose to achieve this vision though, and the NHVR has been advocating very strongly for a law which is simplified, streamlined and genuinely delivers on the productivity and safety imperative. Right now the law is more than 700 pages long, it’s too complex for us as regulators let alone for smaller operators who want to give a more productive vehicle a go. As we move towards the next phase of the PBS and the scheme matures we are seeing more and more how it has already fundamentally changed the way we move freight in this country while delivering significant safety and productivity benefits. We will continue to advocate for and deliver a scheme which makes these important benefits accessible to more operators and more parts of our industry. I look forward to continuing to work with industry, our supply chain and governments to improve and grow the scheme, for the benefit of all road users and our broader economy.

Sal Petroccitto, NHVR CEO

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INDUSTRY ISSUE

FINDING OUR INDUSTRY’S FUTURE LEADERS Like many Australian industries, the trucking industry is facing disruption and innovation as modern technologies change the way we do business, work and live. According to David Smith, Australian Trucking Association Chair, our industry can be expected to go through great change but must also address the issues of today including safety, building business productivity, and recruiting skilled and motivated employees.

n response to future changes, and with the responsibility to ensure a viable future for our industry, the ATA together with Daimler Truck and Bus have partnered to deliver the careerdefining Future Leaders’ Forum. Now in its fourth year, the Daimler Truck and Bus Future Leader’’ Forum is developing the next generation of trucking leaders, shaping them to be strong, experienced, and knowledgeable representatives of their business, community, association, and industry.

future leaders of the industry and the ATA’s network of member associations. This political training involves real lobbying meetings at Parliament House with senior politicians, advocating for key industry issues. The Forum also sees Future Leaders undertake a specialised leadership project that focuses on a key industry issue. Some of these projects explore e-commerce, driver training and retention, industry attraction, succession planning, compliance, and implementation of

“THE PROGRAM PUTS YOU ON THE OTHER SIDE OF THE FENCE AND GIVES YOU AN INSIGHT INTO HOW LEGISLATION IS CREATED, THE ASSOCIATION’S ROLE AND INVOLVEMENT IN THE INDUSTRY AS WELL AS PROVIDING A SAFE ENVIRONMENT FOR YOU TO GROW AND DEVELOP YOUR LEADERSHIP SKILLS.” Over the years we have seen Future Leaders come from all over the country from a wide range of backgrounds and roles including business analytics, driver training, logistics, livestock, compliance, and finance, representing the various aspects of the transport industry. During the Forum our Future Leaders take part in intensive workshops in Canberra where they are mentored by experts in leadership, media, and political training, developing their potential as

POWERTORQUE March/April 2021

technology systems, and are presented at the ATA’s next Trucking Australia conference. 2018 Future Leader Stacey Davies said the forum was the best training and development she has taken part in throughout her 10-year career. “It allowed me to not only create valuable and ongoing working relationships with other young leaders in my industry, but also helped me to develop and refine my project management and

presentation skills with the guidance of industry professionals in a safe and encouraging environment,” says Stacey. “After taking part in the inaugural 2018 program, I received a job promotion as I was able to showcase my commitment, drive and dedication to the business through the implementation of my future leaders project.” Reflecting on his experience, 2019 Future Leader Matthew Allen said the forum is a great development program that stands out from the rest as it is delivered and backed by people in the industry. “My confidence in presenting and communicating grew after the program and I was given opportunities to continue to develop that in my professional role,” said Matthew. “This led to an internal promotion about 6 months after completing. “The program puts you on the other side of the fence and gives you an insight into how legislation is created, the association’s role and involvement in the industry as well as providing a safe environment for you to grow and develop your leadership skills.” From the examples of Stacey, Matthew and every single Future Leader who has progressed through this program, it is clear this type of initiative nurtures the next generation of Australia’s transport industry leaders and helps to make the trucking a destination for the country’s finest. To find out more about the Daimler Truck and Bus Future Leaders’ Forum, head to www.truck.net.au/futureleaders

CONVERGENCE

SECURITY PROBLEMS

WITH DATA

he great thing about using modern computerised monitoring and management systems in a fleet is that it generates lots of data. The worst thing about using modern computerised monitoring and management system in a fleet is that it generates lots of data. It is difficult to get your head around just how much data is being generated in a typical trucking fleet in the 2020s. In essence, just about everything in a road transport operation generates data, and lots of it. Just the truck itself logs an endless stream of data, some of which is simply to enable the vehicle to function, but other data is shared with ancillary systems, like driver monitoring, load management, vehicle servicing and onboard telematics systems. All of this data is logged within the system as well as being transmitted. If the trailer has an electronic braking system, all of that data is logged and some of it transmitted to the truck and beyond.

POWERTORQUE March/April 2021

The modern truck will also have tracking systems, onboard mass monitoring, customer and freight data, communication data, loading, compliance, and now driver hours data. All of this data will have details about the truck, the trailer, the load, the driver, their working hours, the consignor, the consignee, the goods being transported, its location and much more. That driver will be associated with a phone number, a street address, a TFN etc. Back at base, multiply the amount of data again with data streaming from vehicles, joining data from warehouses, operations departments, compliance monitors, customer orders, accounting systems and everyone else involved in the supply chain. This data is vital to the workings of that supply chain. It is extremely useful to everyone involved, keeping an eye on fuel costs, maintenance costs, scheduling issues, monitoring productivity and safety, optimising the operation. The management of the various stages in

the supply chain use the flow of data to develop insights into improvements, ensure targets are being met and rules are being followed. The vulnerability of all of this data was clearly highlighted by the cyberattacks on the Toll organisation, starting in January last year, as the entire operation had to move over to a paper-based system until the problem was resolved. All of those transactions normally carried out automatically, had to resort to manual mode until the ransomware was cleared out. This is an example of the kind of message likely to haunt those in charge of the digital side of any trucking business:

“THERE IS ONLY ONE POSSIBLE WAY TO GET BACK YOUR FILES — CONTACT US VIA LIVE CHAT AND PAY FOR THE SPECIAL

CONVERGENCE

DECRYPTION KEY! FOR YOUR GUARANTEE WE WILL DECRYPT 2 OF YOUR FILES FOR FREE TO SHOW THAT IT WORKS. DON’T WASTE YOUR TIME, THE LINK FOR CONTACT US WILL BE DELETED IF THERE IS NO CONTACT MADE IN CLOSEST TIME. … HOWEVER, IF YOU WILL CONTACT US WITHIN 2 DAY SINCE GET PENETRATED — YOU CAN GET A VERY SPECIAL PRICE.” In July last year, one of Canada’s largest trucking companies, Manitoulin Transport, became the sixth known operation to be the victim of a series of cyberattacks in that country in 2020. The company swung into action immediately, having been pre-warned by the other victims. Swift action enabled the operation to return to a semblance of normal operation within two days, and Manitoulin claim no customer data or information was compromised in the attack.

This attack was followed by a series of data leaks being released, by ransomware attackers, from other Canadian logistics operations which had been similarly attacked. These issues have led to the Royal Canadian Mounted Police creating a National Cybercrime Coordination Unit to work towards a coordinated response to these attacks. The six reported cases would only be the tip of the iceberg, any company which pays the hackers to free its data is not going to admit to having had its cybersecurity breached.

WHAT CAN WE DO? As data flows through various business systems, the number of protocols determining who can see which part of the data flow is complicated and important. These systems will contain customer and employee information, plus asset location and much more. All of this data is being transmitted across the mobile phone system and beyond. Cyber criminals will be looking to leverage this data, capturing usernames, passwords, credit card details, and they are looking to use vehicle telematics data. In a typical telematics system, it can access, at a minimum, location data, vehicle diagnostics, driver behaviour, often including video of the driver and the truck. “As businesses gravitate towards software-based systems and working in the cloud, telematics data security will become an even bigger challenge,” says advice from telematics supplier, Geotab. “Telematics systems are expansive and

multi-tiered: they are a combination of physical hardware, radio systems, software servers, and human agents. Because there are many components involved, the potential threats are numerous, and can include theft, GPS jamming, cellular sniffing, firmware manipulation, server exploits, and phishing. “Protecting telematics data requires a comprehensive, proactive approach. The integrity of the system relies on the upkeep of many sub-systems, each with its distinct set of potential vulnerabilities. Therefore, in addition to strong policies and processes, creating a culture of security across the organisation is the best way to protect data and create resiliency against malicious attacks.” This advice is reflected across the transport industry with vigilance across the whole team being emphasised by those responsible for the information flows in trucking operations. This was emphasised by the management in the Canadian operation Manitoulin, they were pre-warned and prepared to fight off the attack as soon as it appeared. One of the simple rules is to ensure to keep up with all the latest updates on all software. The software developers are constantly looking out for viruses and swift to shut them down. Any security policy needs to be transparent and easy to understand. This needs to be backed up with regular training around security, throughout the operation. It only takes one link in the chain to leave a small gap in the fence through which the cyber attackers can squeeze.

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CONVERGENCE

PRACTICAL CYBERSECURITY NEEDS POLICY PROTECTION

hen talking about cybersecurity, there is logically significant focus on the technical side, discussing standards and accreditations such as AES256, ISO 27001 or SOC2 Type II. While these are important and part of what good solution providers should have, there are other non-technical elements that are a necessary part of cybersecurity.

CYBERSECURITY POLICY Policy is a dry topic and often only considered as an afterthought, but Company Policy for capturing, storage and handling data is incredibly important. This is the different side of Cybersecurity, dealing with the human and data elements. To illustrate, let’s assume your company is using video data captured from an in-cab system as this is becoming more common in the transport industry and where DriveRisk has the most experience as a video safety provider.

WHY ARE YOU CAPTURING DATA? You should have a defined purpose for these systems. Typically, this will be ‘The in-cab video systems are a safety tool for capturing information in and around the vehicle to improve safety and assist with incident management’. This statement is an excellent start because it shows you plan to use the data, not just capture it. Unfortunately, we see all too often that fleets have DVR systems or dashcams that just capture data ‘in case we need it’. This approach has potentially very dangerous consequences. If you are capturing data that contains risky or unsafe practices AND you are not actively acting on these safety breeches, you are opening your company and the management to liability. To avoid this, ensure you have a well-defined purpose for your data capture.

WHAT DATA ARE YOU CAPTURING? Video data is very rich and typically includes audio, GPS location and speed as well as engine data. Do you capture video inside the cab? If so, you are almost certainly capturing personally

POWERTORQUE March/April 2021

identifiable information and you will need to comply with the Commonwealth Privacy Act and the relevant surveillance legislation. This needs to be addressed in your policy and you need to inform your staff of these policies.

HOW ARE YOU HANDLING THE DATA? Once this data is being recorded, you are responsible for this data in a universal sense. Your company will need to consider the management of this throughout its entire lifetime from capturing, to storage, to usage and finally deletion. In the vehicle, how secure is the captured data on the device and the download process? With simple dashcam systems it is easy to remove the memory card and view the video on any computer. This is a major cybersecurity loophole. To protect you company, you need in vehicle systems that encrypt data on the device and provide a secure method of access. The optimal way is to have remote (4G/ WiFi) data transmission to secure storage with tightly controlled user access. In the office, your cybersecurity responsibilities are not over. You should have good user access management including policies and procedures for dealing with people joining or leaving your organisation including remote access to the in vehicle equipment, protected access to certain folders on the company file storage, remote VPN access to the office. You may have the need to decrypt the data for practical use such as insurance claims or incident reporting. This decrypted data also represents a cybersecurity risk to your business. Again, in your policies you need to clearly define when and why you are storing un-encrypted data and who has access. Is this unencrypted data permitted to be transmitted via email? The last thing you want to see is a video clip of one of your drivers on YouTube, if this is not managed properly.

HOW MUCH AND HOW LONG? Another question that many companies

do not consider is how much video should be downloaded from the vehicle. The policy needs to refer back to the purpose of the data. Are you capturing short videos of risky behaviours for use in safety coaching? If there is an incident, how much video do you keep before and after the event? What if there is a serious collision or fatality? This all needs to be well defined in policy and adhered to in practice as a failure on your company’s part can adversely affect you in a court case. The data and your policies help form a defensible position in court or conversely if done poorly can have the potential for this data to be dismissed as evidence. Finally, when will you delete the data? Company data must generally be kept for five years and CoR legislation also requires your company to store data for a up to five years in certain circumstances. This needs to be included in your cybersecurity policy, but also what happens after this? How is this data purge policy monitored and executed? You may think it is OK to keep it for longer, but why? Just having data represents cybersecurity risks as you need to continue to secure it and control access.

THE BOTTOM LINE Cybersecurity includes technology and policy. Make sure you have the data for a reason, you store it appropriately, have controls on the access and you delete it when no longer needed. Ensure your company policies is complete, is communicated to all your employees and you have a monitoring process in place to ensure the procedures are followed. At DriveRisk, we talk to a lot of clients that are struggling with these issues. Please reach out to our team as we can help sort through the issues and put you on the right path for a secure and safe future. Our Risk Consultants are happy to help you to construct practical policies and assist you to get appropriate professional advice. *Please Note: This article does not constitute legal advice but is general information on this topic.

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CONVERGENCE

Unsafe Driving: Managing Your Risk Save time and maximise the safety benefit for drivers.

peed is a major contributor to the severity of a collision, and one of the best ways to significantly reduce both the frequency and severity of collisions is by using clear and concise data to quickly identify at-risk drivers. Look at each driver’s baseline and what do they normally do, and then help that driver improve over time. With a trend report in hand, a manager can quickly identify those at-risk drivers. Simply pull the report and show it to the driver. Incident maps are also there when needed to show the driver. The purpose of the first simple conversation is to listen for the real cause. It is possible that you may solve another issue and end with a clear expectation of a better result for next time.

“THE PURPOSE OF THE FIRST SIMPLE CONVERSATION IS TO LISTEN FOR THE REAL CAUSE. IT IS POSSIBLE THAT YOU MAY SOLVE ANOTHER ISSUE AND END WITH A CLEAR EXPECTATION OF A BETTER RESULT FOR NEXT TIME.”

INTERVENE IMMEDIATELY

PROMOTE A SAFE DRIVING CULTURE

A vehicle equipped with a monitoring device may be able to convey your requirements when unsafe driving occurs. Systems like Geotab’s advanced

POWERTORQUE March/April 2021

telematics can provide audible alerts, or even in-vehicle coaching. When a driver exceeds speed limits or corners, brakes or turns too sharply, the device can sound an alert tone. You may even be able to extend the solution to include a spoken warning reminder for safe driving. Your driver can be notified when they’ve acted unsafely, automatically, helping them build and practice better driving habits.

As valuable as it is to identify and coach at-risk drivers, it’s equally important to use the readily available information

to identify those doing it right. Publicly acknowledging safe drivers with an incentive. Safe driver awards and other rewards are another important piece of every driver conversation. Rewards and recognition highlight management’s commitment to improving safety culture by reinforcing safe behaviour. Such programs create a gamification opportunity that involves drivers in a healthy competition to see who can be the safest driver, while providing transparency in the data collection and analysis. Drivers see what their supervisors see and rejoice when great drivers are recognised.

Get ahead of the game

Lytx DriveCam™

Contact DriveRisk Today

FATIGUE AND DISTRACTION AI POWERED CAMERA WITH SO MUCH MORE… Understand and Evaluate Emerging Technology.

n today’s lightning speed advances in technology most companies take their time to understand and evaluate emerging technology that could add tangible benefits to their organisation’s efficiency, staff safety and cost savings. But everyone in the industry agrees that a safer fleet operation not only fulfil these needs, but also reduces negative impact on organisation’s hard earned reputation. The number one concern of the transport industry today, not only in Australia but around the world is Driver Fatigue and Distracted Driving habits. Future Fleet have recognised this from the many notable national customers they currently service. In order to fulfil the need of their customers they have looked all over the world for the most advanced solution in its class.

and drowsy driving does not stop there… The idrive solution delivers the following powerful features Live Tracking • AI Facial Recognition • Multi Network 4G GPS tracking suite • Geofence setup and reporting • On demand Live Streaming Cabin & forward view In-Cab Alerting • Fatigue • Cognitive, Visual and Technology Distraction Management Alerting/Reporting • Not wearing Seatbelts • Un-Safe distance driving • Alcohol presence detection • Covering the AI Camera • Speeding - With Dynamic Speed Sign Detection • Excess Idle reporting • Harsh Braking • Harsh Cornering • Potential Accident Prediction With addition AI features and management tools launching in 2021 Saving lives in real-time, Future Fleet’s Platform as a Service (PaaS) and proprietary artificial intelligence device enables you to coach the world’s safest drivers and optimise fleet performance with this advanced AI driver monitoring system. These features will allow organisations to gain tangible savings agAInst these cost centres

After extensive in-house testing with a six-month live trial with a national customer as a proof of concept, Future Fleet have now launched the most advance fatigue and distraction weapon as part of their Solution offering portfolio. Introducing the state of the art ‘idrive’ AI powered fatigue and distracted camera and monitoring and alerting solution platform, iris. This powerful solution agAInst fatigue

THE IRIS PLATFORM, SMART, FLEXIBLE & SCALABLE The iris platform is the other power behind this solution. This service is housed in Australian at the secure Amazon Web Services with an impressive 99.99 per cent uptime rating. Iris has imbedded AI analytical machine learning algorithms that consumes all the data captured by

WWW.FUTUREFLEET.COM.AU | PHONE: 1300 550 984

the AI Camera from thousands of worldwide kilometres driven locally and internationally and presents all the refined relevant data to each customer’s account. All the reporting and analytical data is presented to managers in usable downloadable formats geared to provide key information to optimise efficiency, staff safety and overall cost savings.

ELECTRONIC WORK DIARY SOLUTION NOW ON OFFER - EWD Future Fleet are now also a licensed solution provider for the accredited EWD services provided by Step Global’s Smart eDriver technology. Standard BFM AFM. The benefit to industry and drivers is enormous. No more timeconsuming paperwork, less data entry required, work break schedule is easily set up. Additional benefits from this solution are also, Improved data accuracy, the ability to review past work and rest records to ensure compliance, increased productivity through automation and reduce driver infringements. Talk to Future Fleet, they would be delighted to answer any questions or do a full solution presentation to you and your team.

EVENTS FACIAL RECOGNITION

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Vehicle 268RKM alert: Fatigue

This AI powered technology also delivers these key AI features to fleet operators and managers accessing greater fleet visibility and control, •

GPS Tracking, Geofence capable - Live, historical and linked to each event or alert as well as the ability to capture live cabin view at any time

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Call 1300 550 984 for more information and to organise a free trial

LOADSPACE

USING SOME

RESTRAINT It is not rocket science, but getting it right is vital, the subject of load restraint should be straightforward, but on occasions it can go very wrong and the consequences can be extremely serious.

he principles behind load restraint are simple. The trucking operation needs to ensure that the load put on the truck stays on the truck, it must not come off while the truck is travelling down the road. Essentially, this is also what the operator wants to happen, the operator needs to get the goods from A to B in a safe and sound condition. To make it even easier to get the whole load restraint thing right, there is a guide, one which is aimed at both the trucking operator, but also the compliance and enforcement which will be policing the stability of loads. The trucking industry is now on the third edition of the Load Restraint Guide (LRG3) which is published by the National Transport Commission and available from its website at https://www.ntc.gov.au/ codes-and-guidelines/load-restraint-guide. “People can sometimes get a bit confused,” says Greg Brown, MaxiTRANS Engineering Support Manager. “The rules haven’t changed in the latest Load Restraint Guide, it’s just a better presentation, it’s easier for people to read and there are a lot more pictures.” The law is based upon a performancebased approach with g-forces being used to quantify the restraint requirement. Any load needs to have a restraint system that can provide a force equal to 80 per cent of the load in the forward direction, 50 per cent sideways and rearward. There is also

POWERTORQUE March/April 2021

LOADSPACE

Greg Brown, MaxiTRANS Engineering Support Manager.

a requirement for a force at 20 per cent of load weight to hold the freight down if it is not contained, which is normally catered for with straps. One of the important factors in the calculation of the downward force required is the amount of friction between the floor and the load, and this can be used in the load restraint calculation. The way the rules are worded, the load should be secure on the truck and not move too much under normal driving conditions. The principle is that if it meets the standards, it will not fall off or affect the stability of the vehicle under expected driving conditions, and this includes emergency braking and minor collisions. “The load can move, you are making sure it doesn’t fall off,” says Greg. “If you read the rules, the freight can’t hit the road, and if it does, you’ve failed. You can’t upset the weight distribution of the vehicle, but the load is allowed to move. Trying to stop it moving is the aim, but if it does move a little bit, that’s OK. “It’s covering a whole range of different freight tasks with the same rule book. People get into trouble when they don’t read the rulebook. They might want to hold down a two tonne pallet of Coke, so they think they need a two tonne rated strap. That’s a misconception. Often, we get people telling us they need five tonne straps, and when we ask them why, they say they are going use them to hold

down a five tonne item. You don’t need a five tonne strap. “Really, in that case, load restraint is the friction on the floor, you are clamping the load to the floor and creating some friction so it grips and doesn’t slide around. You are stopping the load bouncing off the floor, increasing the downward force and increasing friction, that’s what stops it moving.” Increasing this friction is the most common form of load restraint, and it is the action of the strap increasing the friction which is doing the work not the strap holding the load in place. The amount of friction created can be increased by putting something on the floor like rubber matting, to up the coefficient of friction. The other way of restraining a load is to contain it, putting a fence around, so that it can’t move. Load restraint curtains or gates can hold the freight in place, forming a barrier to keep the load safe. The same containment comes from the walls of a tipper. The other form of restraint is direct restraint, where an object, like a vehicle can be chained from a variety of directions to hold it in place on the deck of the body or trailer. Chains holding it in place need to be set at a shallow angle to maximise the amount of direct restraint stopping any possible movement. “A lot of people don’t understand the g-force requirements and often they don’t understand the importance of the angles,” says Greg. “I see trucks going down the road and see a tractor on the back of a trailer with the chains going straight down, and they don’t understand why the chain has busted or failed due to the bounce and that they don’t comply. “All of that is well explained in the guide, but many people don’t read it. The Load Restraint Guide is easy to understand and there are pictures and diagrams, with lots of examples. Operators should refer to the resource which has been provided. “I have done demonstrations and shown people how a two tonne strap will hold down a five tonne block of rubber, but won’t hold down a 300kg length of ramround bar, sitting in the middle of a floor. It’s not the strap

rating, it’s how it’s applied, and people have trouble with that.” Importantly, for those up and down the supply chain, anyone involved in packing, loading, moving or unloading a vehicle, is deemed to be responsible for complying with load restraint laws. The load must stay securely on the vehicle under normal driving conditions and if it comes off, this is regarded as evidence the loader/operator has breached the law. Not only are the load restraint rules laid out in the guide, but the Heavy Vehicle National Law has specific chain of responsibility provisions that relate to packing, loading and load restraint requirements and these are relevant to the entire transport supply chain. Anyone involved, person or company, who can control or influence transport activities, including packing, loading or restraining a load, must ensure, as far as is reasonably practicable, the safety of transport activities, including implementing safe systems and practices that remove risks and prevent any Heavy Vehicle National Law breaches.

www.powertorque.com.au

GOING GLOBAL

NEW BREED OF OPERATOR, TRUCKER OR INFLUENCER? PowerTorque’s European Correspondent, Will Shiers, meets a new breed of tech-savvy haulier, but is Daniel Louisy a new breed of operator, trucker or influencer? If you spend a lot of time on YouTube, you’ve probably already seen him.

ritish tipper operators aren’t always at the cutting edge of technology. They are the last group of hauliers to widely accept automatic transmissions, and as for telematics, there’s nothing that can’t

POWERTORQUE March/April 2021

be calculated on the back of a cigarette packet! All too often when I arrive at a yard it’s to find myself ankle-deep in mud, while a snarling Alsatian keeps it beady eyes on me as I cautiously approach the portable

cabin with a hand-written ‘office’ sign in the window. But London-based Ashville Aggregates is different. Don’t get me wrong, my shoes are immediately caked in mud when I step out of my car, but

GOING GLOBAL

instead of a growling dog blocking my passage to the portable office, there’s a cameraman. That’s because this place is run by social media influencer Daniel Louisy, and there’s nothing this techsavvy boss does that isn’t filmed and uploaded to YouTube. Daniel is a new breed of young operator, who has not only embraced social media, but has helped to build his business on the back of it.

“You need to remember that I’m not second, third or fourth generation, and when I started I didn’t have 30 years of clients already on my books,” says the 38-year-old. “You have to work to your strengths, and this [YouTube videos] is one of mine.” I’m not just talking about a few hundred followers either. The company’s YouTube channel has more than 200,000 subscribers, and the ‘Ashville Weekly’

bulletins frequently get in excess of 250,000 views. More than 1.5 million people watched his ‘A Day in the Life of a Construction Entrepreneur’ episode, and 238,000 tuned in to see him crash a brand new Mercedes-Benz Actros demonstrator into the back of a VW Golf. So why do so many people watch every week? Well it helps that it’s entertaining (where else do you go to watch someone play golf with a Liebherr clamshell and a VW Golf?), and that frontman Daniel is charismatic, outspoken, and extremely likeable. But the main reason why it’s such compelling viewing, is simply because this self-made boss has a great story to tell. After all, there aren’t many companies that can boast of expanding from zero to 35 trucks and a railhead in just eight years. “We’re builders by trade,” says Daniel, talking to me as one of his full-time videographers captures the interview for the next Ashville Weekly episode. “And were doing bathrooms, extensions, kitchens, lofts and basements.” He explains that on one occasion in 2013 he had a team of men digging a basement in south west London, but they had to down tools because the skip was full, and there was no sign that it was about to be collected. “So there were 10 fellas in the basement, everyone sitting around smoking cigarettes, and I said ‘why aren’t you digging?’, and they said ‘how can we when the skip is full?’” Daniel recalls. “So the next day I decided I’d had enough, and said I’m getting a truck.” By his own admission, Daniel knew nothing about trucks, but that wasn’t going to deter him. After a little bit of advice from friend Aidan Kavanagh from local firm Harrier Grabs, and his soonto-be fitter Noel Wright, he purchased himself a used DAF CF85 8x4 tipper grab. “Aidan bought DAFs, so I bought one too,” says Daniel, explaining the thought process behind that first purchase. Running a tipper proved to be a lot more complicated than he’d expected, and looking back he describes the experience as ‘a baptism of fire’. It didn’t help that he didn’t have his heavy goods vehicle driving licence when he bought the truck, so had to learn rapidly. “I used to drive it, and then pull over and use the laptop on the passenger seat

www.powertorque.com.au

GOING GLOBAL

to run the business. I was learning as I was going along. It was difficult, but I managed to navigate my way through it,” says Daniel. Having invested in a truck, suddenly the company found itself with very few basements to dig. So, Daniel went looking for work elsewhere. “I knew who my building competitors were, as I would see their names on tenders,” he says. “So I went to them all and said ‘I can’t beat the others on price, but I’ll be there when I say I’ll be there’.” This approach worked, and one tipper-grab very soon became three tipper-grabs and a tipper. Then one of the London councils banned grabs from taking out of skips, resulting in Ashville losing work. “So we started buying skip trucks too,” Daniel says. This was quickly followed by another change in direction. “We would arrive at a job only to be told we couldn’t load as a concrete truck was there, and that the concrete truck was more important.” says Daniel. “We bought a volumetric concrete truck. Then we had a concrete truck, grabs, tippers and skips, but then when we turned up with the concrete truck, people were

”I kept coming unstuck. I needed my own railhead.”

telling us that the pump wasn’t there, we’d have to wait. So, we bought a pump too.” More recently the company made the move into semi tippers too, with the purchase of a pair of Scania XT R500 6x2 prime movers with Kelberg

tipping trailers. But there was still one serious hurdle to overcome, as Daniel explains: “If we priced a job, and two other competitors priced it, I would end up having to use their sand. And they would invariably say ‘we ain’t got no sand’. I would say ‘I

There’s nothing this tech-savvy boss does that isn’t filmed and uploaded to YouTube.

POWERTORQUE March/April 2021

GOING GLOBAL

can see sand over there’, and they’d say ‘that’s not for you, that’s for a special job’. I kept coming unstuck. I needed my own railhead.” In July 2019 the first train rolled into Ashville Aggregates’ 12,000 square metre site. As well as being a great move for his company, Daniel sees the railhead as being positive for both the economy and the environment. “Every train takes 120 trucks off the road,” he says. Ashville currently receives three or four trains a week, pulling 22 wagons, each loaded with 75 tonnes of product. My visit coincided with the arrival of 1,650 tonnes of 6C fill material, all destined for High Speed Two, a multibillion-dollar rail project that will ultimately link London with the north of England and Scotland. Ashville has just four hours to unload each train, or face a heavy fine. But so far this hasn’t been a problem, due to Daniel’s pride and joy, an $850,000 Liebherr LH60 clamshell, and its skilled operator Wayne Inkpen. When the trains started to arrive, it became immediately apparent that additional trucks were needed. More 8x4 tippers were added (see box item), taking the fleet total to 35. And there are more on order for delivery later this year. Daniel is one of the most driven and ambitious people I have ever interviewed, so it comes as little surprise when he tells me that this isn’t the end of Ashville’s expansion plans. “I have some magic numbers in my head in regard to the fleet size,” says Daniel. “And within 10 years I would like to have our own train, and our own quarry. So, if we are at this location, I would like the other end [of the railway line] to also be ours too. We’d be the masters of our own destiny.” He also has plans to step-up his social media presence, which he considers to be a significant string to the company’s bow. Dismissing my suggestion that the YouTube videos are little more than an unnecessary luxury, and unlikely to actually win Ashville Aggregates any work, Daniel says: “I used to spend a lot of money on Google Ad Words, but at £5 ($9) per click, what’s that actually doing for me? My competitors would

Daniel is charismatic, outspoken, and extremely likeable.

click continually and run up a bill for me. Instead of spending that money with Google, I’d sooner invest it in my business. “These days, when the phone rings, they don’t say ‘I found you on Google’. Some people might say ‘I saw one of your trucks’, but most say ‘I watched one of your videos’. Obviously there are people watching it all over the world, and I’m not going to deliver a skip to Australia, although I will if the money is right, but we do get work as a result.” Before the interview ends, I have one last question for Daniel. Isn’t he concerned that Ashville Aggregates’ massive social media presence might be assisting its competition? “I know it’s frowned upon to show people what you’re doing, but it doesn’t bother me. Usain Bolt could tell me what training he does, but I’m not going to get any faster, especially not at my age” he says.

AN ASHVILLE TIPPER Although it is still running its original DAF tipper, these days Ashville Aggregates tends to only buy Scania. “They’re a good truck, and the drivers really like them,” says Daniel. He has eight 8x4 tippers on order now, an even mix of XT P410s and low-entry L-series, all with two-pedal transmissions. All new tippers are specified with Scania’s City Safe window cut into the bottom of the nearside doors. This additional glazing is encouraged by London’s Mayor Sadiq Khan in his quest to reduce deaths of vulnerable road users in the capital. “I do everything I can to make them as safe as possible,” says Daniel.

www.powertorque.com.au

GOING GLOBAL

Side Assist is just one of the suite of safety systems that can ‘see’ all around the 49X, increasing safety for other workers at the jobsite or quarry.

YOU SHOULDA

BEEN THERE Virtual press events get the word out, sort of, except, unless you watch out for them, they don’t, case in point: the new Western Star 49X, you shoulda been there.

t’s a total refresh of the rugged vocational line from Daimler Trucks North America but unless you’re there to see it up close, to experience the enthusiasm from the company staff releasing the news and reviewing the new product, it becomes a ho-hum news release and, unless you’re looking for it, the news will totally pass by. The all-new 49X, when you dig into

the details is an amazing evolution of the North American tipper truck/vocational vehicle. For a start there’s a brand-new cab based on the Cascadia’s steel and aluminium construction. That makes it eight per cent lighter than the 4900 cab it replaces. The 4900 cab was derived from the Constellation that was introduced to North America early in 1996 and replaced the even earlier Heritage cab

Dashboard and switchgear are sized for big drivers wearing work gloves. Cab is largest in the industry by up to 23% over competition, yet is 350 lbs lighter than 4900 because it is aluminium with steel is high stress areas.

POWERTORQUE March/April 2021

that was derived from the White Motor corporate cab of the ‘50s. From a personal perspective, I loved that old, very traditional, narrow-hipped Heritage design that was so reminiscent of the early days of trucking. My favourite truck of all time also used the white corporate cab on the Autocar AT64F. It just looked so right with the early style low window doors, big sun visor and tall, proud hood with the historic Autocar badge. Well, this new Western Star is a big conventional, too, but the splayed frame rails at the front allow the engine to sit lower, greatly improving the sight line to the ground in front of the truck an important feature on a job site, where pedestrians work in close proximity to the machines. This is a contributor to the all-round visibility and safety, afforded by the huge one-piece windscreen, 28 per cent larger than the 4900’s. Rearward visibility should be good, with the door-mounted mirrors that, in the six-year development of the 49X were fine-tuned so no vibration would disturb the image at any engine

GOING GLOBAL

rpm or road-induced vibration. Also isolated from vibration is the hood. For the first time, coil-over shocks are used to cushion the mounting and save the hood from banging around in off-road conditions. I bet the Australian market will give that a big thumbs up. And the cab is pretty innovative with its lowered centre section roof. It looks a little weird from the back of cab, but it allows a lower profile when the horns and clearance lights are installed. It is possible that Western Star had car hauling in mind with the design, but since there was no press event to launch the new truck, I couldn’t ask… The big benefit is that the roof is lower, but the doors and door frames (which look decidedly like the Cascadia’s) and are claimed to be part of the Daimler engineering’s ‘toolbox’ can be accommodated for excellent ingress. The fact they open a full 70 degrees also means excellent access and a stepladder approach to the steps that have really aggressive non-slip treads should mean operator ease and safety when getting in and out as job sites demand. When I get my hands on the first Western Stars some time in 2021, I shall be looking to see how true this is. Again, the cab should be very comfortable and allow a driver to adjust seating to suit him, or herself, easily. Since construction people often go gloved, it’s good to see that the

switchgear should be easily operable even when wearing the things. The walk-around video that’s part of the press kit also makes a point that the steering is very good with absolutely no kickback through the steering wheel even on the proving ground test areas that look very much like the Daimler proving ground in Madras, Oregon. If there’s ever a chance to get there, I’d like to check that out for myself. The new truck comes with the full

suite of safety options that include lane departure warning and automatic braking. A very convincing scenario in the video is of a 49X coming through a dust cloud at a quarry to be confronted by a stationary loader as it emerges – a highly likely and dangerous situation that could so easily occur. There’s a lot to see and experience here, but to quote Warren Buffet, “You will never see eye-to-eye if you never meet face-toface.” I’ll keep you posted …

49X will be available in 2021 as both a straight truck or aprime mover for construction and vocational applications. At introduction only a day cab is offered. The earlier 4900 will carry forward for highway applications.

The Hummingbird GPS Speed Switch... helping drivers to slow down.

Keeping the driver’s eyes on the road and off the dashboard, the GPS Speed Switch is designed to detect when a vehicle has gone over its nominated speed, activating a warning buzzer to alert the driver. It provides the installer with maximum versatility as it uses GPS signals to calculate speed... there is no need to connect to the vehicle CANbus or speed pulse signals and no calibration is required. The GPS Speed Switch is available with a choice of a magnetic antenna (HMSW1000BB) or a screw‑mounted, bulkhead antenna (HMSW1000BM). If you’re ready to step up from a buzzer warning, a tailored voice alert can be created by pairing the Electronics device with a Hummingbird Audio Alert System.

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GOING GLOBAL

KNIGHTS

OF THE ROAD AGAIN

Truckers have long battled with image problems, having gone from being the Knights of the Road serving and saving stranded motorists to being drivers of juggernauts that drive over stranded motorists, back to being Knights of the Road again. (And just for grins, look up the definition of juggernaut). PowerTorque’s US Correspondent, Steve Sturgess, reports.

he current pandemic has done something to improve the image of truck drivers, but despite former President Trump’s frequent call-outs last year to recognise the sterling job the nation’s truckers, and by extension, the companies they work for, there still is a big disconnect between the job they do to keep the store shelves filled, the food chain running, pharmacies stocked and industry in general running, and the recognition they deserve. Many consumers do not even know that hours of service (HOS) regulations for many in the essential categories of distribution have been suspended, so the hours worked are even more arduous than the 11 hours of driving under the regular HOS regulation, and against this, in the early days of the pandemic, drivers could get no respite with breaks at truck stops that had closed their doors under governors’ edicts. In fact, during the early days, there were stretches of freeways across the country where trucks were the only vehicles to be found. Under lockdowns, car driving mileage plummeted, much to the chagrin of fuel haulers who suddenly had to scale back deliveries of fuel to service stations around the country. In general, the trucking industry has been surprisingly robust even as unemployment skyrocketed. And now, with employment returning, though how long that continues under a new administration remains to be seen, truck and trailer sales have held up remarkably well. As an industry watcher, I look at trailer rental and sales. It’s always a good sign

POWERTORQUE March/April 2021

“UNDER LOCKDOWNS, CAR DRIVING MILEAGE PLUMMETED, MUCH TO THE CHAGRIN OF FUEL HAULERS WHO SUDDENLY HAD TO SCALE BACK DELIVERIES OF FUEL TO SERVICE STATIONS AROUND THE COUNTRY.” after a recession or a dislocation like this pandemic when trailer rentals rise, and a great sign when trailer sales pick up. Trucking is, after all, one of the best indicators of economic performance because the nation’s freight moves on trucks. Never was there a truer slogan than ‘if you’ve got it, a truck brought it’. And there are some encouraging signs that truck transportation is holding up and truckers are getting the nod for a job well done. Go to #thankatrucker to see how the efforts of the public in creating free meals and of the industry’s support for drivers as they complete their daily round. One especially heartwarming effort from family-owned Sutton Transport from Wisconsin was a $500 bonus check for drivers who persevered through the pandemic. But a lot of this enthusiasm has tailed off as the country is disheartened to learn of new lockdowns. However, the holidays drove people to #thankatrucker to support our nation’s drivers with many comments from trucking firms in support of their drivers. One particularly nice comment that the truck was carrying all the gifts that wouldn’t fit in the sleigh. And there are many pictures of truck drivers clutching gift cards from Dennys, Subway and other restaurant chains that generous members of the public have given them as a thank-you. If you’re still

During the pandemic former President Donald Trump credited the trucking industry with being the backbone of the United States economy. Here Trump sits at the wheel during a trucker meeting at the White House.

getting a paycheck, this is a great way to express your thanks. At a time when non-essential and service industry ex-employees are shut down, the trucking industry is desperate for drivers. It’s a shame that people cast out of work through no fault of their own cannot avail themselves of these valuable driving jobs, because it takes a commercial drivers license to get on board with an over-the-road driving job. But the same doesn’t apply to the support staff out on the loading dock.

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TECH KNOW

GET WITH THE

PROGRAM AND USE

EBS PROPERLY Heavy duty braking specialist, Shane Prendergast, sees braking problems every day in his job and he just wants everyone to get with the program and use EBS properly.

he latest technological improvements in braking systems mean that Electronic Braking Systems have a really excellent performance, with correct braking in many situations, saving lives and vehicles. On the other side of the coin, these systems need to be maintained and used properly in order for the technology to do its job and improve safety. National Transport Insurance has been running series of webinars giving experts, in various fields associated with

the trucking industry, the opportunity to share their expertise with others in the industry. One such brake professional is Shane Prendergast, a technician at AirBrake Systems 20 years ago Shane returned, after a prolonged stint at truck driving, to working as a technician on trucks and has seen all of the new braking systems coming into play, making for much safer trucks on the road. “It must be maintained to work and function, that’s a no-brainer,” said Shane. “We went through our organisation and

retrained everybody working there, in all of the benefits of the EBS braking system. It is also important for the compliance of the teams to keep systems working. “There was a training session that I did 18 months ago, where everyone was included, not only the mechanics, but the cleaners, the office girls, the owner of the business, plus the fleet and compliance managers. It was the most successful session I ever did. “It turned from a two hour session to an eight hour full day event The compliance

“These are not pictures I have accrued over time, these are shots I took last week,” says Shane.

POWERTORQUE March/April 2021

DIESEL WORKSHOP

Two of these tyre damage events were caused by a blown fuse on the EBS, a simple fault to fix.

manager, when I showed her all of the benefits they had purchased with their trailers, she wrote the drivers’ handbook that day. The owner upgraded four more trailers to EBS and bought a two more new trailers on the back of that session. “To my horror, that day the maintenance manager and the mechanics immediately grounded 21 trailers. Luckily, we got 20 of those trailers back on the road that afternoon.” If there is something wrong on the trailer, the EBS will tell you. it is important to check the warning lights. “Unfortunately those ABS lights on the dash are perfectly designed for a piece of black tape,” said Shane. “We can no longer throw tape over these lights. Getting those lights off can be simple, sometimes just replacing a fuse. A complete EBS system in a trailer can be replaced in an hour.” European trucks have much more sophisticated screens, highlighting faults on LCD screens. There is an algorithm in the system which knows when there is a socket fitted and functioning. The driver simply reconnects to turn off the warning. Failure to do this means the truck does not meet its ADR, with no functioning EBS and no stability control or load sensing. “The most common thing I see in the field to make warnings come on is corrosion, dirt and water ingress,”

“WHEN YOU MAKE A SECOND VISIT TO A FLEET, THERE IS ALWAYS THAT ONE GUY IN THE ROOM, THAT HAS TAKEN HOLD OF EBS AND IS GOING TO RUN WITH IT.” said Shane. “One of the most common is screw pin plug connectors. I have replaced hundreds of these in the Sydney basin in the last five years. “Screw connectors simply do not work, but I still have young mechanics trying to tell me they do work, but I beg to differ. In aircraft, marine and rail, you cannot use screw pin connectors, crimping is the only thing that I consider that works. Soft copper being held down with very hard stainless screw, and technically that should be retightened the following day, but that will never happen in most fleets. In most areas of Australia the screw pin connectors are more expensive than the crimping stuff that I use.” If the systems are not plugged in they are not functioning, and Shane comes up with another of his many anecdotes. He drove from Sydney to Lismore after getting the call. On arrival, he took the ABS plug out of the dummy socket on the back of the prime mover and plugged it into the socket it needed to be plugged into to enable the ABS to function.

Unfortunately, the driver had, by that point, already flat-spotted $6,000 worth of tyres. “In terms of a cost/benefit analysis, if you fit EBS and ensure it is always working, whether you have got two trailers, or two hundred, you will never flat-spot another tyre,” said Shane. Shane tells us of other things he finds regularly, from a wheel sensor ripped out after a wheel bearing failure, to another wheel bearing problem seeing a sensor half ground away by the wheel. Pole wheels are critical to the ABS and need to be kept clean and tidy. Shane has beencalled out to a B-double on the side of the highway with its ABS warning lights on. Twenty minutes later, after he cleaned off the pole wheels himself (something which should be done as part of servicing) the truck was on its way with no warning lights. A modern EBS system can tell the driver exactly why the light has come on and highlight underlying faults in the system. “What I love about my job these days, is I can drive up to a truck and plug my

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TECH KNOW

computer in and it will tell me exactly what’s wrong,” said Shane. “It couldn’t be an easier way to do maintenance, it will pinpoint exactly what to look for. “The diagnostics come free for fleet owners, so that’s a zero cost for all of your software, your cables could cost anywhere from $800 to $1,500 depending on the brand, but you only have to save one wheel lock to pay for it. It’s very cheap. “We are living in a nightmare of a lack of great mechanics, so I’m the guy they call last, after the truck has sat at a dealership for a a day, then gone back to the dealership and they have called

“Another great snapshot, you could grow onions and spuds in some of these units,” says Shane.

POWERTORQUE March/April 2021

us, we can pretty much get these things sorted in a matter of minutes, or a couple of hours at the most. I can’t encourage people enough to become self-sufficient with diagnostics.”

DATA LOGGING Another useful tool available with EBS is the data logging capability, all of the three major EBS manufacturers have effective data recorders, which can be a useful tool for fleets in managing trucks and drivers. This enables the truck owner to get even more value out of fitting EBS in trucks and trailers. “I recently met a company, who had bought two quad dogs,” said Shane.” The young fleet manager wanted to know how to look after these trailers, how to maintain them, where they should be maintained and how often they should look at these systems.” Shane had looked at the data from one of the trailers, after doing 46,000km. The driver had made 6,285 brake applications and 15 times the anti-rollover system had been activated. There had been 15 occasions where the system thought the truck was going to roll and started to prepare for an event. That is not unusual, the system is doing its job. Shane then looked at the second of the trucks, when it arrived. These were two identical vehicles. “I hear this from fleet managers, just about every day of the week,” said Shane. “He’s the best driver, he doesn’t break things, he’s always up for weekend work, he’s my best driver. In 65,000km this guy hit level one stability 674 times and the trailer had started to leave the ground 69 times. “Exactly 20,000km later, he had increased his category one events up by 122 up to 737 and, finally, the truck and trailer combination finally left the road. The comment from the fleet manager was he hadn’t had time to act on the information from the first look at the data. Because of the workload and staff on holiday, he said he just didn’t get time to act, but he had the information there and hadn’t acted up on it.” EBS data logging proves to be a clear indicator of future accident risk. If the tyres are leaving ground regularly and the system is constantly getting activated the truck is going to become unstuck. On another occasion Shane had been

called in to look at a fleet where the drivers were complaining about the trucks not stopping and blaming EBS. On examining the data sheet he saw the truck regularly up around 120 km/h, on a 68-tonne GVM HML B-double. “Everything in this truck was glazed as the driver was trying to stop the truck at the bottom of the hills,” said Shane. He also describes two trucks he worked on parked side-by-side. The data logging on the first showed the driver making 24,300 brake applications at one bar or less. In studies, 92 per cent of all brake applications are in thjs range. Shane describes it as ‘driving your truck like your grandfather showed you’, the driver is utilising the safety systems in the vehicle, not rushing into intersections. The truck’s neighbour, handling the same task, in the same fleet, had over 26,000 brake applications between 2 and 2.5 bar and virtually zero below one bar. “When I looked under the second truck’s B-double trailer set, everything under the trailer was destroyed,” said Shane. “All of the suspension components were covered in fractures and spider welds, there were broken return springs, damaged S-cam bushes.” The driver in the second truck had made virtually all of their braking applications like emergency ones. Another problem constantly coming onto Shane’s radar can be seen with the data log including hundreds of power supply events recorded. Voltage is shown to be going up and down constantly, leaving the trailer with precariously low voltage at highway speeds. The problem? Dirty connections between truck and trailer, due to lack of care and poor maintenance and the driver would have seen the EBS lights going on and off constantly.

TRAINING, TRAINING, TRAINING Shane is involved with training to try and bring drivers and fleets up to speed with these EBS issues. He has found that returning for a second session with a fleet is the best way to get the message across. “When you make a second visit to a fleet, there is always that one guy in the room, that has taken hold of EBS and is going to run with it,” said Shane. “That’s because they have discovered that running around with a laptop is easier

DIESEL WORKSHOP

than replacing brakes and hubs, bushes and suspension components. Power is key to good EBS function and Shane emphasises the use of good quality crimp pins to ensure consistent voltage. He also fill plugs with battery

protector to avoid issues and maintain a functioning connection. Twist lock connectors fitted to the front of trailers and further back also maintain integrity for the system. Shane trains mechanics to use the

data logging system to not only identify problems but also record maintenance activity on each system. It is also now possible for telematics systems to pick up on issues and flag them for fleet managers.

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TECH KNOW

LET’S TALK BIG BUSINESS For more than 40 years, Capricorn has been working with repairers and auto suppliers to deliver a better way to trade. I am proud to say, we are now seeing that this includes more and more repairers from the trucking and transport industry.

David Fraser Group CEO – Capricorn Society

apricorn’s push to welcome more Members from the commercial and heavy diesel sectors is driven by our knowledge that the more Members join our cooperative, the more all our Members will benefit and the healthier our industry becomes. For those not familiar with Capricorn, our proposition is simple. As a Capricorn Member you receive instant trade with thousands of leading suppliers. That means no more establishing multiple credit lines with different groups. Choose to use these Preferred Suppliers for all your current everyday expenses and you will be rewarded. Rewards include financial incentives such as points that may be redeemed for a range of merchandise or to discount your purchases each month. The Capricorn Rewards program is one of the

most generous in Australasia that returns significant financial benefits. In the last financial year alone, Capricorn distributed more than $45 million in rewards points and trade rebates to our 20,000 plus Members. With zero membership fees, it’s fair to say that your Capricorn membership is likely the only one that pays you! As a Member you are also provided access to a range of exclusive business resources that are designed to streamline your operations and help you to be more successful. Consolidating all your business expenses through your Capricorn trade account makes your accounting simple too, with just the one statement to pay each month. No one knows this better than our current Members which is why we are calling on them to recommend other heavy vehicle repairers who they think would do well by joining too. All successful referrals will receive 10,000 Capricorn Rewards points as thanks. If you are a current Capricorn Member who’d like to take part in this initiative, speak to your Capricorn Area Manager or call us on 1800 327 437. If you are interested learning more about how you can benefit by joining Capricorn, I encourage you to email join@capricorn.coop to arrange a visit from your local Capricorn representative. Alternatively, you can visit capricorn. coop to find out the full range of Member resources and benefits available. Otherwise I look forward to keeping you up to date in PowerTorque magazine each month to let you know more about all the things Capricorn is doing to make trucking and transport stronger. Yours cooperatively, David Fraser Group CEO – Capricorn Society Ltd.

POWERTORQUE March/April 2021

DIESEL WORKSHOP

ENSURE THE IDEAL CLUTCH SETUP The following procedure outlines what adjustments and clearances must be set to ensure the ideal clutch setup, longevity, and avoid common costly mistakes.

hilst clutch design has not evolved a great deal over the past few decades, the surrounding mechanical components have. With these changes one would believe that clutch setup can vary dependent on the type of componentry installed in a vehicle. However clutch installation and maintenance is still very true today as it was two decades ago. NOTE: When replacing the clutch in a vehicle there are several critical measurements that need to be set for correct operation on an Eaton Advantage Series Clutch. Before adjusting any linkages, hydraulic slave cylinders etc. we begin with looking at the set up only of the clutch for correct operation. To do this, we must ensure we conduct the following checks: 1. C hecking the flywheel to be within manufacturers specification after machining dimensions. You will need o check flywheel run out for a) Flywheel face b) Flywheel spigot bearing bore c) Flywheel housing 2. A lways when mounting the clutch to the flywheel ensure you are using appropriate equipment (the transmission input shaft should never be used as the aligning/ installation tool. The input shaft bearing is not designed to support clutch weight and premature damage to input bearing can occur. 3. M odern genuine clutches do not use separator pins on the intermediate plate and are now commonly ‘strap driven’. Eaton Advantage Self-Adjust and EasyA

Pedal range no longer require roll pins to be tapped in. Doing so may cause uneven clutch wear, hang-up, or slipping. 4. O nce the clutch is mounted and fasteners torqued in correct sequence then the transmission can now be installed. It is advised not to lubricate the input shaft of transmission (the input shaft splines need to be kept free of grease and anti-seize). Once the transmission is installed the set-up procedure of the clutch is followed, which depending on type (SelfAdjusting or Easy Pedal) is out lined below. A 1. F or Mechanical linkage: confirm all joints are in serviceable condition and adjust to remove all free play. For hydraulic, go to step 2. 2. P ress clutch pedal five times to the floor ensuring you contact the clutch brake on each application. 3. The gap between release bearing (RB) and clutch brake (CB) should now be set between 12.7 -14.22 mm and clutch wear indicator will have moved from new position. B 4. N ow we can set CB squeeze. Have an assistant place a 0.25mm feeler gauge between RB and CB, and depress clutch pedal to the floor. Then slowly release, taking note when the feeler gauge can be removed (This should be no more than 25.4mm). If it is greater than 25.4mm use free-play adjustment to increase free-play within the following range (RB to clutch fork/yoke clearance needs to be set to between 1.6 – 3.2mm).

2. EATON ADVANTAGE EASY PEDAL 1. The set-up dimensions for the Easy-Pedal C

are similar to the Advantage Self-Adjust, the only difference is that you set the RB-CB measurement via the quick adjust nut. C 2. The RB to CB measurement needs to be set to the higher side of the recommended range (12.7-14.2mm) and set to 13.70mm- 14.00 mm of the range as the intermediate plate is spring separated now. NOTE: The ‘old’ half inch is the minimum which when a floating intermediate plate was in use would suffice, however with the modern spring separated intermediate plate, if the clutch doesn’t open sufficiently then there can be pressure applied by the intermediate plate to the front driven disc to flywheel, the result is that drive can’t be broken and a driver’s response is that he has trouble disengaging gear. 3. When you have set the RB to CB clearance (13.70 -14.00mm) you now need to set the free play on the clutch fork (yoke) to release bearing wear pads 3.2mm. D 4. O nce RB to CB and free-play have been set then you need to verify clutch brake squeeze – The same procedure as a SelfAdjust clutch. Have an assistant insert a feeler gauge between the RB and CB and depress the clutch pedal to the floor. Slowly release pedal taking note of when feeler gauge comes free (this should be a at 25.4mm from the floor). If this isn’t achieved DO NOT move the RB closer to CB to achieve clutch brake squeeze as this will reduce driven plate separation clearances and drive hang-up will occur. D

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TECH KNOW

WHEEL BEARING INSPECTION Wheel bearings are the vital link between the wheels and the trailer. Thorough cleaning and inspection of the bearings during service is essential for trouble-free operation, especially those with long service intervals such as Hendrickson HXL wheel ends. Check condition of grease.

after cleaning, give them a fine coating of spray lubricant to protect against corrosion. Remove any excess coating and wrap with a clean rag or place into a plastic bag. If you are storing the bearings for more than a day or so, then you should thoroughly pack with grease and rotate to coat internal surfaces, and store securely in plastic bags.

BEARING CUP REPLACEMENT TIP

t is important to inspect the condition of wheel bearing grease before you begin cleaning to get an early indication of any potential problems. White or foamy grease indicates that it has been contaminated with water. Gritty or dirty grease indicates that it has been contaminated due to a failed seal. Metallic grey or small metal particles indicates that a component, such as a wheel bearing, has failed. Wipe old grease out of hub and clean thoroughly. Check the hub for serviceability. Clean and inspect the wheel bearing cups, wheel studs, wheel and hubcap mounting flanges and seal mounting area for damage, cracks, wear, fatigue or other damage. Clean bearings in suitable solvent wash. Allow to dry thoroughly. Bearings must not be mixed up. Ensure they are refitted back to the same cup they came from.

CAUTION: Do not spin bearings with compressed air. Rollers could be forced out of the cage at speed causing possible injury and the bearing surfaces may be damaged by highspeed contact without lubricant. Bearings must be handled with great care to avoid any damage that could reduce service

POWERTORQUE March/April 2021

life. Do not reuse a bearing that has been dropped. Thoroughly inspect the bearing rollers and inner race with a bright light, preferably with a magnifying glass. Look for any wear, cracks, pitting discolouration or any other signs of damage. Replace any bearing that displays any of these faults. NOTE: Always replace bearings as a set, inner and outer along with bearing cups. If not immediately greasing the bearings Inspect bearing with bright light and magnifying glass.

Bearing cups can be difficult to replace, especially in aluminium hubs. The following steps will help you remove the hubs without damaging the hubs. 1. Thoroughly clean the hub of all grease and oil. Failure to clean all flammable material from hub could cause a fire when welding. 2. U sing a suitable welder, weld a large bead around the centre of the bearing cup. Take care not to allow weld to blow a hole through the bearing cup, which would permanently damage the hub. 3. A llow to cool for at least 15 minutes. This will allow the weld to shrink, which will cause the bearing cup to contract. 4. D rive the bearing cup out of the hub from the other side of the hub with the punch. For more info, go to: www.hendrickson.com.au

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TECH KNOW

EXPLORING TRAILER MAINTENANCE COMPETENCY MODULES Engaging and retraining tradespeople is a constant challenge, according to Bob Woodward, Australian Trucking Association Chief Engineer, who has been exploring trailer maintenance competency modules.

s far back as the 1990s, there were attempts to address the, then, ongoing shortage of maintenance personnel, especially in trailer maintenance. It seems that in 2021 not much has changed, unless we, the trucking industry, do something about it. This issue was explored at the ATA’s TMC Online conference in November, which generated interesting discussion on the potential for developing training modules for those who do not have any formal training or are trained in an unrelated discipline. There are many trade assistants and the like who have spent years in workshops working with qualified professionals and are extremely capable in specific maintenance tasks. But unless they have a recognised competency, should they really be working on safety critical items unsupervised? If something does goes astray relating to maintenance, will you sleep better if you know that the person who completed such maintenance held a certificate in a related competency? During the conference session, the consensus was that the issue must be addressed, competencies are supported and must have cross-border recognition. We also asked the big questions: is there a need for maintenance competencies? If so, what modules need to be considered? Our panel identified four proposed

POWERTORQUE March/April 2021

INDUSTRY NEEDS MODULES SPECIFIC TO TASK INCLUDING THE ANCILLARY EQUIPMENT ON SPECIALISED TRAILERS SUCH AS REFRIGERATION UNITS AND HYDRAULICS. modules: Chassis Frame, including identifying chassis cracks as well as welding and repairs, Couplings (fifth wheel, kingpins, and pin couplings), Services, such as airlines, fittings and lighting, and Suspension and Axles, including tyres and rims, wheel bearings, foundation brakes and trailer EBS. Industry feedback following the session has raised some interesting points about this proposal, including the question of why trailer maintenance modules and competency could not be included in Certificate III HCV qualifications. There is no reason as to why trailer modules could not be included as part of these qualifications, however the concept is focused on those people who do not hold any competency and have not completed an appropriate trade qualification. It was noted that while training providers such as TAFE NSW offer a AUR31116 Certificate III in Heavy Commercial Vehicle Technology on scope, there is currently no Certificate II in Heavy Commercial Trailer technology on scope in Skills for Australia. Of the outcomes learned in the AUR 31116 qualification, only brake and suspension

topics are applicable to trailer and often trailer suspensions are vastly different to those systems in rigids and prime movers. Industry needs modules specific to task including the ancillary equipment on specialised trailers such as refrigeration units and hydraulics. While industry currently does not have the solution, what is lacking has been identified. We are looking to up-skill current trade assistant employees with units of competency to meet compliance responsibilities. While it would not be a full qualification, a learner could be deemed competent in the required units for compliance. After initial discussions, it is clear that pathways for current trades assistants with experience need to be established. A good starting point is reaching out to current training providers that have this qualification on scope and establish what flexibility they have in delivering this program. The concept of competency modules has been discussed by industry for at least 25 years, but to our knowledge, no training organisation has really embraced such a concept.

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For more information, email: sales@hendrickson.com.au 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. ©2020 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

THERMAL PERFORMANCE

OF TRANSPORTS IS THE BEGINNING OF COLD CHAIN COMPLIANCE

The Australian food transport industry is expected to do its share of the hard lifting as the government steps up its attack on the country’s serious food loss and waste, which has reached 7.3 million tonnes of food every year.

he Australian Food Cold Chain Council is one of 17 organisations selected by the Federal Government for a new body called Stop Food Waste Australia. Its job will be to drive collaboration among relevant organisations and implement innovative solutions to achieve the goal of halving the country’s food waste by 2030. The transport sector, an essential part of the food cold chain, is also under the microscope because of the essential role it has in the distribution of the COVID-19 vaccine. There have already been failures in cold chain deliveries in the US, with thousands of vaccine doses having to be dumped because they were not kept at the right sub-zero temperatures. AFCCC chairman Mark Mitchell said the transport sector could contribute to the national Stop Food Waste plan immediately by improving its cold chain transport processes. He has warned that the transparent and practical exchange of temperatures between stakeholders at critical control points, which occurs when food changes custody or is cross-docked, often does not work well in the Australian transport industry. However, there are many other areas where the refrigerated transport sector of

POWERTORQUE March/April 2021

the cold chain can make improvements for the common good. It begins with the selection process used by industry to develop the best transport refrigeration package involving truck and trailer body thermal efficiency. There is an Australian standard for the thermal performance of refrigerated transport equipment that covers air tightness, or the K coefficient in truck bodies and trailers, heat leakage, reserve refrigerating power and effectiveness of refrigerating power. Heat leakage occurs in two ways: transfer or heat flow through construction materials, and flow or leakage through construction joints, doors and seals. Fleet owners who have submitted their vehicles for thermal imaging and K value tests are able to make design refinements in components and systems that ultimately could improve operational economies and help freight companies meet regulatory and compliance standards and minimise environmentally damaging emissions. K value is the thermal conductivity or a value of the amount of heat, in watts, that is transferred into a truck or trailer body through leakage or failure of construction materials. It follows that refrigeration power

must exceed heat leakage and reserve refrigerating power must further exceed heat leakage to allow for the thermal performance of the truck body, multiple door openings, defrost cycles and removal of respiratory load from live produce. It is possible to test the effectiveness of refrigeration power. Firstly, the refrigeration unit must reach classification temperature and hold it for eight hours. Secondly, the truck or trailer must hold the classification temperature with 35 per cent additional heat leakage after the load is added, for a further four hours. Tests have shown remarkable fuel efficiency when refrigerated trailers have thicker insulation installed in their walls, floor and ceiling, resulting in a lower K value. In such cases, there have been savings of up to 3,000 litres of fuel per year, worth more than $4,000. The engine runs for fewer hours and emissions drop accordingly. Service intervals can be extended, prolonging reefer life. The guiding HACCP principles of handling frozen and chilled food on refrigerated trucks and trailers make it clear: for chilled foods – never warmer than +5°C rule; for frozen foods – never warmer than -18°C rule.

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