PowerTorque July 2023

JUST A THOUGHT

PUBLISHED BY Prime Creative Media Pty Ltd

ABN 51 127 239 212 379 Docklands Drive, Docklands VIC 3008 Australia

NO MORE SHOPPING AROUND

Recent developments in the fast changing world of truck making, as they race to develop zero emission technologies for the road transport industry, has led to a drastic reduction into the number of alternative suppliers.

The facts are quite simple, developing a completely new set of technologies to provide the motive power for trucks into the future is a very expensive business. ven the biggest truck manufacturers in the world are daunted by the prospect of the billions of dollars they will have to spend in order to bring the trucking industry into line with the zero emission goals set by governments in the developed countries.

Not only is all of the new technology difficult to develop, we also don’t know which technologies will be the most successful. his means that our ma or truck manufacturers are pursuing a three pronged strategy, moving forward.

They are developing battery electric vehicles, fuel cell electric vehicles and hydrogen powered internal combustion engine vehicles. ow, those massive global groups are coming up with oint ventures to mitigate the costs of developing the new technology.

ellcentric, owned ointly by the olvo group and the aimler truck group, is expected to make fuel cells for both sets of brands. ore recently, the coming together of Fuso and Hino as a merged company sees the number of Japanese truck manufacturers in the Australian market basically getting halved in the last few years. is now owned by su u and uso and ino will be part of a single entity in the future.

This is a very different picture than the one with which truck buyers were presented with ust over years ago. hen, you could go to several of the ma or truck manufacturers and have a choice of at least three engines from three different manufacturers. he choice will not be between a ummins, a aterpillar or a etroit, it will be between battery electric, a fuel cell or .

We can’t be sure of the economic implications of these developments, but the absence of competition is always an issue for prices in any industry. owever, there is also an elephant in the room.

China has been able to grow market share in many industries around the world purely on the fact that it can bring its cost base down far enough to make it competitive against any competition. e can expect the same process to happen over the coming years, as the technology picture becomes clearer, and trucking works out what it needs.

Telephone: 03 9690 8766

Fax: 03 9682 0044

Email: enquiries@primecreative.com.au

Chief Executive Officer: John Murphy

Managing Editor: Luke Applebee

Editor: Tim Giles

Contributors: Bob Woodward and Paul Matthei

Correspondent: Will Shiers (UK)

Advertising Manager: Trevor Herkess: 0411 411 352, trevor.herkess@primecreative.com.au

Client Success Manager: Salma Kennedy, salma.kennedy@primecreative.com.au

Production Manager: Michelle Weston

Circulation & Subscriptions Manager: Bobby Yung

Head of Design: Blake Storey

Designers: Caterina Zappia, Kerry Pert

Official Media Partners: REGISTERED BY Australia Post - ISSN 1445-1158

SUBSCRIPTION

03 9690 8766 subscriptions@primecreative.com.au

PowerTorque Magazine is available by subscription from the publisher. The right of refusal is reserved by the publisher.

Annual rates: AUS $60.00 (inc GST). For overseas subscriptions, airmail postage should be added to the subscription rate.

DISCLAIMER

PowerTorque Magazine is owned and published by Prime Creative Media.

All material in PowerTorque Magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher.

The Editor welcomes contributions but reserves the right to accept or reject any material.

While every effort has been made to ensure the accuracy of information, Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published.

The opinions expressed in PowerTorque Magazine are not necessarily the opinions of, or endorsed by the publisher unlessotherwisestated.

EDITOR

IN THIS BUSINESS, YOU NEED THE BEST TO SUCCEED

With Caltex Delo’s ISOSYN Technology, fleet owners and drivers can rely on extended service protection, maximised engine durability and minimised operating costs.

Talk to your local distributor or find out more about Caltex fuels and lubricants. www.caltex.com/au/business-solutions

LOOKING FOR FUEL SAVINGS

In recent years the number of trucking operators looking for fuel savings has multiplied and truck manufacturers have come to the party with new offerings which take fuel consumption down to levels never seen before.

14 THE K220 WINS THE FIRST TOYA

An all-time Australasian trucking classic was celebrated.

24 VALE: PAUL KEAST

The trucking fraternity has farewelled one of its long-term members.

26 THE MAN FROM MAN

Tim Giles talks to the man from MAN, Alexander Vlaskamp.

38 GENUINE B-DOUBLE PRIME MOVER

A B-double prime mover with no compromises involved.

44 REDUCE EMISSIONS NOW

You can make a start by using a hybrid electric truck.

48

FIRST FORAY WITH A FOTON

We take one of the new electric trucks out on the roads of Sydney

52 NEXT GENERATION OBM

PowerTorque talks to Airtec about the next generation OBM.

56 INCREASING SOPHISTICATION IN BRAKING SYSTEMS

PowerTorque talks to Micahel McLellan from Knorr Bremse about a fast changing technology.

Standard Issue

60 TIMES THEY ARE A-CHANGIN’

Mathew Munro is stepping away from ALRTA to become CEO of the Australian Trucking Association (ATA).

61 PBS LIVESTOCK CONCEPTS

Transport for NSW has developed some PBS livestock concepts which it hopes will improve the state’s productivity and safety.

66 STRONG PARTNERSHIPS, STRONG ENGAGEMENT

At BTS NHVR displays saw l community engagement with extensive conversations across an array of topics.

72 UK’S MOST AUTOMATED PORT

$3.78bn has been invested in London Gateway, the UK’s most automated port.

78 ISSUES AROUND COUPLINGS AND B-TRIPLES

Reporting back from technical meetings held at the BTS.

72

BIGGEST SHOW EVER

This year’s Brisbane Truck Show was the biggest show ever for the Heavy Vehicle Industry Association. At the end of the show a record turnout of 40,000 showgoers was announced, and those in attendance can attest to this fact after having to ght their way through the crowds in the narrower areas at the Brisbane Convention Centre.

ISRI SEATS

thebrand behind the brands

• Supporting drivers for more than 50 years

• Seating – on ahigher level

NEW PACCAR BOSS ANNOUNCED

One of the dominant players in the Australian truck market is making a change at the top with Andrew Hadjikakou moving on and a new Paccar boss announced.

The new Managing Director, Damian Smethurst, will officially take charge on Monday May 8. Damian has been with Paccar Australia for 25 years and has held leadership positions of increasing responsibility including Director of Operations, Chief Engineer, and most recently General Manager Paccar Parts Australia, where he has led the parts organisation to consecutive years of record levels of customer support and parts availability.

NEW ATA CEO ANNOUNCED

over the past two years and is sad to see him go, and he says he’s looking forward to a smooth transition.

“Mat will bring so much experience to the role and will build on Michael’s great work,” said David. “I look forward to joining forces with Mat as we tackle industry issues together.”

SCHMITZ CARGOBULL PARTNERS WITH MAXITRANS

Trailer maker, MaxiTRANS, announced that international OEM and the European market leader in the trailer industry Schmitz Cargobull, has become an investor in the business. Schmitz Cargobull has become

focus has been on supporting Australian manufacturing, its people and delivering a highquality product for its customers.

“We are extremely thrilled to have Schmitz Cargobull onboard with MaxiTRANS as a partner,”

TRUCKING INDUSTRY CODE REVIEW

The trucking industry and its stakeholders are being asked to have input to the trucking industry code review of the Master Code of Practice. The Master Code is a registered industry code of

Heavy Vehicle National Law..

The review of the code will consist of six phases, requiring input from stakeholders in multiple phases. The review will commence in June 2023 and will use a variety

FUSO AND HINO TO MERGE

Fuso and Hino will merge on an equal footing and collaborate in the areas of commercial vehicle development, procurement, and production. They will build a globally competitive Japanese commercial vehicle manufacturer.

In the deal, Daimler Truck, Fuso, Hino, and Toyota will collaborate toward achieving carbon neutrality and strengthening the commercial vehicle business on a global

holding company of the merged entity. They will collaborate on the development of hydrogen and other alt-power technologies to support the competitiveness of the new company.

“This collaboration among our four companies is a partnership for creating the future of commercial vehicles in Japan and the future of mobility society,” said Koji Sato, CEO of Toyota Motor Corporation. “Our four companies will work

NATROAD LOOKING FOR TOLL RELIEF

NatRoad says it looks forward to working with the new Minns Government in New South Wales, especially on the vexed question of tolls. NatRoad CEO, Warren Clark said his NSW Members regard tolls on the state’s privately-operated motorways as a major drag on their viability.

“The Minns Opposition promised to cut tolls for heavy vehicles on the M5 East and M8 and we look forward to those commitments being delivered once it is sworn in,” said Warren. “The pledge that heavy vehicle drivers will pay a third less in tolls for two years is welcome news. So is the appointment of former Australian Competition and Consumer Commission chairman Allan Fels as Tolls Commissioner, which NatRoad sees this as the first step in untying the messy knot that is Transurban’s monopoly on the State’s tollways.”

Rivet Mining Services, which hauls for iron ore and gold miners in Western Australia, went into receivership this week citing labour shortages and cost pressures. Difficulties in sourcing skilled drivers is quoted as being one of the factors in the collapse of an operation with 450 employees.

“Based on a preliminary assessment, it appears Rivet has been deeply affected by a number of adverse economic factors including extreme weather events, project delays, labour shortages, and cost pressures,” said FTI Consulting,

ANOTHER TRUCKING OPERATOR INTO RECEIVERSHIP ROAD USER CHARGE HIKE

An increase in the Road User Charge (RUC) by six percent annually over the next three years. Next financial year, the RUC will increase from 27.2c a litre to 28.8c in 2023-24, jumping to 30.5c and 32.4c in the years after. Registration costs for a 6-axle articulated truck will go from the current the $6,530 (2022-23) to $6,872 (2023-24), and then to $7,236 and $7,621.

ANOTHER OPERATOR SCALING BACK

After 32 years in the business, Nicholson and Page Transport’s founders, Graeme Nicholson and Meredith Page have made the decision to sell half of their fleet through Ritchie Bros, although not retiring just yet, they plan to scale back the fleet and slowly transition towards retirement. They founded the company in 1991 with just one truck, a Ford LTS, and have since grown it into a successful business.

“Right now is a great time to be in the transportation industry,” said Graeme. “If I was younger, I’d be buying more trucks.”

He noted that finding good drivers is becoming increasingly challenging, which makes it difficult to maintain the company’s reputation and service his loyal customers to the high standard Graeme prides himself on. After 42 years of driving including 32 years of self-employment it’s time to slow down.

DANGEROUS GOODS VEHICLES

A new industry-led data sharing initiative between Transport Certification Australia (TCA) and the National Bulk Tanker Association (NBTA) aims to provide better understanding of the movement of vehicles transporting dangerous goods and bulk liquids on the road network.

TCA’s General Manager of Strategy and Delivery Gavin Hill

TCA and the NBTA, which involved transport operators in the dangerous goods sector.

“What we found from the previous study was that many dangerous goods transport operators had not necessarily seen a macro view of their vehicles’ footprint across the network. So, instead of leaving that as a one-off study, we’ve decided to launch an evergreen study, where

LOGGING TRANSPORTER PROSECUTED

The National Heavy Vehicle Regulator (NHVR) has prosecuted a logging company and its Director based in Tasmania, following pleas of guilty to serious offences under the Heavy Vehicle National Law (HVNL).

An extensive investigation by the NHVR revealed ongoing fatigue breaches by the company. Over a 12-month period, the company had 251 fatigue-related breaches which were undetected by the company

and Director. Due to the management of these practices, charges were laid under sections 26G and 26H of the HVNL.

As a result of the serious offences the Tasmanian Local Court issued two Supervisory Intervention Orders (SIOs) worth $100,000 to the company and Director, requiring them to address their faults in fatigue management. The court also ordered a fine of $80,000 and issued the Director a fine of $8,000.

AUSTRALIA NEEDS A CLEAR ZERO EMISSIONS STRATEGY

The electric truck industry and the trucking industry are stressing that Australia needs a clear zero emissions strategy, as the Australian Trucking Association join the Electric

around width and axle mass limits to increase electric truck supply to Australia

Signing the global MOU on zero emission trucks to make sure Australia is committed to a

CELEBRATING TRUCKING PEOPLE

At the Trucking Australia 23 event on the Sunshine Coast, the Australian Trucking Association presented the National Trucking Industry Awards, celebrating trucking people and the good work they do.

The Outstanding Contribution to the Australian Trucking Industry award went to Jacquelene Brotherton of Transport Women Australia

Meanwhile, the National Professional Driver of the Year went to Steve Broadbent, who works as a driver for Freestones Transport, and who has as been driving trucks since he was 21, driving around 6 million kilometres. He’s transported everything from livestock through to Formula 1 cars.

Alina Hawkins from the Livestock and Rural Transporters Association of Victoria was named as the National Trucking Industry Woman of the Year as someone who is known throughout the trucking industry as a passionate advocate for the livestock transport sector.

The National Training Excellence Award was awarded to. CMV Truck & Bus, while the TruckSafe John Kelly Memorial Award went to SeaRoad Logistics.

NEW ZF ELECTRIC AXLE ELECTRONIC NVD

Integrity Systems Company’s (ISC) new electronic National Vendor Declaration (eNVD)

Livestock Consignments app is accelerating the digitalisation of the red meat industry by enabling consignment details to be transferred from creator to transporter, even while offline.

The eNVD app is a completely offline solution and uses QR codes to transfer consignment data from producer to transporter, saleyard, feedlot and processor. If a transfer takes place where there is no internet, the data will sync with the eNVD database when the receiver is back in a service area.

The eNVD app was released in November 2022 and since then has been downloaded more than 3,000 times with 69,000 head moved using the app.

Developed in collaboration with the red meat industry, ISC has been onboarding processors, transporters, agents, feedlots and saleyards since the app was made available on the Google Play and App stores.

ZF’s all-new AxTrax 2 electric axle platform is an integrated and modular e-powertrain system for light, medium and heavy-duty vehicles. It is ZF’s latest e-mobility solution to help support the industry’s transformation toward a more sustainable future.

AxTrax 2 is an axle-based, fully integrated system, featuring a compact design to help maximise the available space for batteries and enhance manufacturer’s design flexibility for future vehicle concepts. Series production of AxTrax 2 is planned to begin in Europe in late 2024, and in the U.S. in 2025, with Oceania region to

be confirmed.

“Customers are under tremendous pressure to implement zero emission technology, and our e-mobility kit allows them to electrify existing platforms, and develop purpose-built platforms, delivering superior total cost of ownership,” said Julien Plenchette, senior vice president, Americas, Commercial Vehicle Solutions,   roup.

IVECO AWARDS NIGHT

Iveco Trucks Australia has recognised its highest achieving dealers at its awards dinner event in Melbourne, held in conjunction with the internal launch of the company’s new heavy-duty S-Way range.

The Dealer of the Year winner was announced as STM Trucks & Machinery, led by Dealer Principal, Michael Gerace. Dealer of the Year – Light was taken out

by Iveco Sydney, who had Dealer Principal, Daniel Glynn accept the award, while Dealer of the Year for the Medium and Heavy category was received by General Manager, Michelle Papalia, who accepted the award on behalf of Adelaide Iveco. Newcastle Iveco, was announced as Dealer of the Year – Regional, an accolade that was received by Dealer Principal, Sean Lynch.

NEW ELECTRIC BRAND FOR US

At the ACT Expo in the US, the Daimler Truck group announced the launch of a line of electric trucks in the US market under the new brand name Rizon. The three model

variants, sold elsewhere in the world under the Fuso name, are the e18L, e16L, and the e16M, will be the first trucks available under the Rizon brand.

REMONDIS DEAL ANNOUNCED

Hyzon announced an agreement to trial its first heavy rigid fuel cell electric (FCEV) waste collection truck with REMONDIS Australia, one of the world’s largest recycling, service, and water companies. The collection truck is scheduled for trial in the middle of 2023, initially to operate out of the

company’s Wollongong facility in New South Wales.

Hyzon has developed this truck locally as a global platform, adaptable for international markets with a multitude of vehicle use cases, such as garbage compactors, tilt trays and flatbed trucks.

COR TRAINING FUNDING

Once-off funding to support the development and delivery of Chain of Responsibility (CoR) training and education projects is now available, with $1.7 million being invested to help boost safety across the supply chain.

The funding will support businesses who use heavy vehicle transport to deliver tailored training programs focused on the CoR. Grants will be awarded to projects aimed at educating

safety of heavy vehicle transport activities.

Priority will be given to projects that focus on ‘off-road’ parties in the CoR, particularly for industries where there is a lack of existing training resources. Additionally, preference will be given to proposals that also guide executives to use due diligence to ensure that a business discharges its primary duty. Successful applicants will be able to access

SAFETY SURVEY FROM NHVR

NHVR Safety Survey measures improvements in key areas of industry safety management

The NHVR has released the Heavy Vehicle Industry Safety Survey 2022 report, which measures how the heavy vehicle industry manages its safety responsibilities.

“The results indicate there have been incremental improvements to safety across the industry, which in turn informs our forward-thinking work program,” said NHVR Chief Regulatory, Policy and Standards officer David Hourigan.

“One area the NHVR has worked tirelessly to deliver on since 2020 is greater awareness and uptake of Safety Management Systems and we’re encouraged to see an increase in implementation by businesses of this important safety tool.

To view the survey visit nhvr.gov.au/safety-survey

THE K220 WINS THE FIRST TOYA

An all-time Australasian trucking classic was celebrated, as the Kenworth K220 was awarded the inaugural Truck of the Year Australasia.

On a balmy night at Archer eld Air eld in Brisbane, a group of trucks was unveiled, driving in line, out of the dark and into the doorway of a massive hangar, lled with the Kenworth faithful.

he excitement was palpable and the expectations were realised as the line of shiny new Kenworth K220 trucks nosed into the lights in the hangar, and the shadowy shapes became the new range of cabovers.

Less than 12 months later, on the opening morning of the Brisbane ruck how, the award for the ruck of the Year Australasia (ToYA) winner was being presented to amian methurst, recently appointed anaging irector of Paccar Australia.

am proud to accept the inaugural

ruck of the ear Australasia award on behalf of A A Australia, said amian. his award also belongs to our valued customers who, as a result of close collaboration with our roduct lanners and ngineering teams, represent such an integral part of our product development pro ects.

ased on the nternational ruck of the ear o rules, the annual award will be presented annually to the truck introduced into the Australasian market in the previous year, which has made the most significant contribution to road transport safety and efficiency. his udgement relies on several critical criteria, including technological innovation, comfort, safety, driveability, fuel economy, environmental ‘footprint,’ and otal ost of wnership.

“The Kenworth K220 is a massive

step change for the enworth brand here in Australasia, said im iles, ditor of PowerTorque aga ine and chair of the o A ury. he Series has been with us for a long time, evolving time after time, but both the K and definitely the , have seen complete transformations of a classic truck design. here are a load of new innovations in this truck, too many to list here but multiplex wiring, sophisticated electronics and the aton ndurant A stood out for the ury.

The launch of any Kenworth truck model is something special, so many of the trucks the brand produces have become iconic in the Australasian truck industry. he arrival of the had been widely anticipated, and there had been broad speculation about what was coming and some

ToYA Jury Chair, Tim Giles, Damian Smethurst, Paccar Australia MD and Dave McCoid, Editorial Director NZTrucking and Jury Member.

dodgy leaked material on video and posted to acebook. othing this big can arrive without some seepage onto social media.

This is a truck which uses the same basic cab concept as the first Kenworths built in Bayswater in Victoria back in 1971, but with a cabin interior layout much improved, even when compared to the .

There’s also a large amount of new technology in the driveline. t s still the ummins , but the adoption of the A concept, where the engine and the aton A transmission communicate at a high level, is a significant advance.

There is even more sophistication on tap with the latest A from aton, the ndurant , which brings this orth American transmission into the same ballpark, previously only occupied by the uropean A transmissions.

Therefore it was with some excitement that im iles recently climbed up the steep metal ladder into the cabin of the new for a two day test drive hauling a double set from the KW HQ at Bayswater to Tamworth in rural New South Wales.

n this brave new world, where oadranger skills are no longer a given in the trucking industry, the aton ndurant , which is an all new box, developed as an A from the ground up, is a massive leap forward. his is the kind of A enworth need to enable their customers to help them cope with the skill levels at the younger end of the workforce. f course, there is still a manual option available in the Kenworth range.

he ummins fficiency Series is available from 550 to 580 hp k , while developing 2800Nm (2050 ft lb) of torque. These engines also include something called Hill Climb Assist, which uses an inclinometer to detect when the truck is heading up a grade and changes the shifting strategy on the A to suit the conditions and maximise the power available.

eanwhile, the erformance eries is much more like the traditional with power outputs from 525hp to hp k and with tor ue ratings from to m 2050 ft lb).

he big difference between the

BIGGEST

SHOW EVER

At the end of the show a record turnout of 40,000 showgoers was announced, and those in attendance can attest to this fact after having to ght their way through the crowds in the narrower areas at the Brisbane

Apart from the, Truck of the Year Australasia winner, the Kenworth K220, the big surprise on the Paccar stand was the all-new DAF XG+, scheduled for release in 2024. This project is the biggest undertaking in DAF Trucks Australia’s history and involves combining the latest and greatest from Europe, with the power of the X15D, the next generation from Cummins.

This is what the heavier end of the DAF range has been looking for in Australia, more power. Rated at 660hp, it will be a DAF solution for the growing A-double, B-triple, and high-utilisation B-double linehaul segments. The final version will also be fitted with Airglide suspension and Meritor axles to achieve a 97t GCM.

Convention Centre.

“This is the first time we have had over 40,000 people through the doors over the four days of the event, said

that happening at its very best. ero emissions was clearly the overall theme and innovation in the halls, with Volvo having all of the

This year’s Brisbane Truck Show was the biggest show ever for the Heavy Vehicle Industry Association.

Hot off the press after its unveiling in Japan, the Isuzu N Series EV (electric vehicle), where it was launched alongside a complete renewal of the N series and F Series just a couple of months before, the Isuzu electric N Series took pride of place on the Isuzu stand in Brisbane.

The new electric models will range from standard cab models under 3.5t GVW to wide-cab models of up to 7.5t GVW. Battery storage comes in a variety of sizes, there’s 40kWh capacity, and the larger 60kWh capacity, and the wide-cab gets up to 100kWh capacity.

The show was the Iveco S-Way (a ToYA contender) model’s first official public appearance with two models, an AS (Active Space) 550 and AT (Active Time) 460. With Euro6 (Step E) engines, Hi-Tronix AMTs and a full suite of active safety equipment, these models bring the Iveco offering bang up to date.

Iveco also presented its latest off-road model, the T-Way, which replaces the Trakker range. Available in 4x4, 6x6 and 8x4 configurations and sharing innovations and technology with the S-Way.

Volvo released a complete electric range at the show. The 4x2 FL can store 375kWh, with three or four batteries, and achieve a range up to 400km, and puts out 177hp. Available as a 4x2 or 6x2, the FE can also store 375kWh but with a smaller range claimed to be up to 300km, with 306hp on tap.

The electric FM comes as a 6x2 or 6x4 and the maximum capacity from six batteries is 540kWh, offering up to 300km in range. The more rugged FMX offers similar performance to the FM, and both can put out 666hp.

Top of the range is the FH Electric, also either 6x2 or 6x4, and with the same driveline available as fitted to the FM, and therefore with the same performance levels available.

The all-new MAN TG3 range (a ToYA contender) is the first newly-developed truck generation for Australia from MAN in two decades The TGL, TGM, TGS, and TGX ranges introduce a wide range of efficiency and economy features.

The Fuso stand had a 510 Tipper, prepared by Daimler Trucks Gold Coast, alongside the regular 510 prime mover (a ToYA contender). The Shogun 510 uses a 13-litre OM471 engine from the Daimler Truck family, creating 510hp

fully Automated Manual Transmission (AMT).

“The Shogun 510 Tipper has been embraced enthusiastically by Australian customers

Brisbane Truck Show was the first public appearance of the Iveco eDaily, the first electric vehicle from the brand in ANZ markets. Iveco will be using its local engineering department in validating the new range using facilities within its Customer and Innovation Centre (CIC).

In other markets, the eDaily range is available in several van and cab chassis variants and with one, two or three batteries depending on configuration, with combined battery capacities of up to 111kWh producing power and torque of loaded drive range for local eDaily will be

and dog with more than 500hp as well as the aftersales support that comes with every Fuso,” said Alex Müller, Fuso Truck and Bus Australia Director.

the 12t GVM TGL powered by MAN’s 250hp

Celebrating six decades of Australian manufacturing , Mack displayed a Super-Liner featuring a new fully integrated walk through 70” sleeper, and an optimised spec Mack Anthem 36” fully integrated sleeper.

“Our display at the show this year tells our best news to date,” said Tom Chapman, Vice President Mack Trucks Australia. “The addition of a 70-inch integrated sleeper really bolsters the Super-Liner’s credentials as a heavy haulage and road train hauler.”

“As part of our renewed focus, the Hybrid Electric light-duty truck has moved from a niche offering 15 years ago to a genuine purchase option for many fleets as it is the only Hybrid Electric product available in the market,” said Richard Emery, Hino Australia Vice President of Brand and Franchise Development. “It provides operators with a unique combination of lower operational costs, fuel savings, and emission reductions, while also meeting Euro 6 emissions compliance.”

Hino Australia’s customers will soon have even more choice with a range of new Alloy Tray and TradeAce Hybrid Electric Built to Go products available in Hino dealerships from July 2023.

Mercedes-Benz presented an all-electric duo. The electric eActros is focused on heavy-duty short radius distribution and development trucks have been working in select fleets in Europe since 2018.

The electric eEconic adds to the positives of the diesel Econic, which was developed from the ground-up to work in densely populated areas and is known for its excellent visibility, practicality and active safety features.

The next-generation eCanter’s new features include greater range, additional safety and a fresh interior and exterior design. The eCanter line-up has grown with a variety of different wheelbases, weight ratings and a choice of City Cab or Wide Cab.

The new design also features an eAxle, for the next generation eCanter, engineers have built the electric motor into the rear axle itself, so there is no need for a driveshaft, saving weight and reducing energy losses. A new eMotor has a maximum output of 129kW and 430Nm.

when emotion meets logic

The new Scania 660hp V8 engine presents operators with two pieces of a puzzle, perfectly matched. Where 3300Nm (2433 lb-ft) of power and performance is combined with an all new Opticruise gearbox to deliver over 6% in fuel savings. Outstanding power, performance and driveability coupled with amazing fuel efficiency. The new Scania 660hp V8 is where emotion meets logic.

To find out more go to scania.com.au

continues to grow, including this locally engineered solution, based on the eight litre 360hp Quon, available with either an Allison automatic or ESCOT AMT.

The 11 litre UD engine now has increased torque and horsepower up to400 and 430hp. A redesigned turbocharger, low drag pistons and cylinder liners improve fuel efficiency for the Quon without compromising on driveability.

Hyzon Motors showed its Heavy Rigid truck platform at the show, it’s an Australian locally designed and built Hydrogen Fuel Cell Electric truck.

“We are building our zero emission heavy vehicles right here in Australia, using local skills, employing local people, and collaborating effectively with our colleagues across the globe”, said John Edgley, Hyzon President of International Operations. “Our vehicle development process is following a path of design, build and validation to make use of resources that are available in Australia and provide an opportunity to train new engineers and technicians.

Well-known industry face, Bill Gillespie reappeared as the General Manager-Light Vehicles for Foton Mobility. TheChinese truck maker is making progress bringing in a range of electric trucks to Australia.

The T5 Electric Truck comes with a five year/200,000kms warranty and can be driven with a car licence or light rigid licence. The D11 van has a 105kwh battery with a claimed 300km driving range and a 1480kg payload.

Road Train stood out on the Daimler. It features a 60-inch cab, a factorydeveloped bullbar designed to protect operation of the front radar unit used by

600hp and 2050lb-ft of torque. It can be paired with a 12-speed Automated Manual Transmission (AMT) with GPS

coasting and correct gear selection for the terrain. There is also an old-school 18-speed Eaton manual if preferred.

Western Star displayed the all new X Series , with the 47X, 48X, and 49X models on display for the first time at the show.

The 47X has a short, sloped bonnet, a set-back front axle, up to 72.5 tonnes GCM, and comes in either a 6x4 or 8x4 configuration and with the choice of Cummins or Detroit power under the hood. The 48X is powered by the Detroit DD13 Gen 5 or DD16 engine, is available to over 130 tonnes GCM, features a set-forward front axle, has a BBC of 113 inches, and a choice of four sleeper cabins. At the top of the range, the 49X is powered by the Detroit DD16, has 200 plus tonnes GCM capability, and is available with multiple cabin options.

BUILDING A LEGACY, A TONNE AT A TIME. MAKE

HISTORY WITH MACK

At Mack, we’re proud of our long history of manufacturing trucks in Australia. Since 1963, we’ve been designing and building tough and smart trucks like the Mack Trident, the ultimate in versatility for line-haul and heavy construction assignments. Its axle forward configuration is perfect for tipper and tipper, dog set ups, and its Mack MP8 500hp or 535hp engine delivers up to an impressive 1,920 lb-ft of torque. On the road, Trident is the ideal combination of power and productivity. It’s capable of hauling up to 131 tonnes, and its intelligent design means it leads the way in fuel efficiency and driver comfort.

Make your own history with Mack, and talk to your dealer today, or visit MackTrucks.com.au/Trucks/Trident/

VALE: PAUL KEAST

The Australian trucking fraternity has farewelled one of its long-term members with the passing of Paul Keast in January 2023, aged 68. Paul Matthei spoke with with Paul’s wife Helen and son Bradley.

Paul Keast is widely and fondly remembered as one of the industry’s true gentlemen, having dedicated his life to his beloved family and the Australian trucking industry to which he actively contributed with undivided loyalty right up to his dying day.

He began his truck driving career at the tender age of 17 and continued with it, unabated, for the following 51 years.

Paul’s first job involved driving trucks for his mother and stepfather, carting grain during the harvest season in western New South Wales. His father, also a truck driver, passed away when Paul was 17.

Around 1975 he decided to strike out on his own, buying a truck and starting a family business called P R & H M Keast that continues today, now run by his wife Helen, son Bradley, daughters Jodi and Tina and son-in-law Scott.

Being a quintessential family business, Bradley and Scott, both qualified diesel mechanics, take care of the truck and trailer maintenance in addition to driving, while Helen and Jodi are kept on their toes managing the dayto-day operations and administration.

“Paul was a very family-oriented man, a beautiful husband to me, and a wonderful father of our children and grandfather of their children,” his wife, Helen, fondly relates, stating that they had been together for over 50 years.

While in the earlier part of his career Paul owned and operated mainly North American prime mover brands including Freightliner, Western Star and Kenworth, his son Bradley helped convert him some years back to Scania and he remained loyal to the Swedish brand from that day forward.

Bradley explains that completing a diesel mechanic apprenticeship and subsequently working as a qualified tradesman for a number of years at a local truck dealership gave him significant insight into the different brands of trucks available in Australia and specifically enabled him to understand and appreciate the benefits of the European prime movers.

He says that while it took quite a while to convince his father to try a Scania, after his first drive he was sold on the brand.

“I organised a demo prime mover through Scania Coffs Harbour and we

did a trip to Melbourne; Dad drove his truck and I drove the Scania to Marulan and then we swapped trucks,” Bradley says. “After that I literally couldn’t get him out of it, so upon arriving in Melbourne, we swapped our bed gear over and he stayed in the Scania for the rest of the trip.”

Over the next few years, the North American trucks were replaced with four V8 powered Scanias, including the flagship of the fleet, an R770, which Paul proudly drove all over the eastern states of the country.

After his Dad’s passing, Bradley took the reins of the big Scania and the business, and, with the able assistance of his mother, sister’s, brother-in-law and loyal drivers and subbies, has been successfully running it ever since.

“Since Dad’s been gone I’ve been told by a lot of our customers that we’re doing a really good job and to keep up the good work, so I think everyone is pretty happy with how we’re doing things now,” Bradley says. “We’ve also picked up some more work, but we’ve had to sell one of the Scanias which had done over one million kilometres

Paul Keast.

because the high cost of fuel lately has been a real killer.”

Bradley also opens up on how life has changed for him over the last year or so now that his father is no longer around.

“Every time I go on holidays, I have to take the mobile phone with me because no one else wants to answer it 24/7,” he says, adding, “My brotherin-law Scotty is a brilliant help to me

with the maintenance of the equipment which is quite intense now that the Scanias are no longer on the Scania Maintenance Plan.”

Bradley also talks about the close relationship he had with his father and how hard it’s been for him to adjust to the ‘new normal’ following his sudden departure.

“I still wake up every day missing the old fella,” he confides earnestly. “As well as my father, he was my best friend and while we certainly had our disagreements, it was all over in 10 minutes or so and we’d be talking to each other again like nothing had happened. We never held grudges on each other and he would call me about 10 times each day just to check up and make sure everything was okay.”

While the heartache of suddenly losing Paul at a relatively young age continues, the Keast family is forging ahead with his beloved business, in the process carrying forward the legacy Paul left behind and doing their best to emulate the pride he held in everything he accomplished.

THE MAN FROM

MAN

It’s not very often that the Australian trucking media get a chance to have a one-on-one interview with the global CEO of one of the leading truck manufacturers, but recently Tim Giles sat down with the man from MAN, Alexander Vlaskamp.

On a recent trip to Australia, MAN CEO, Alexander Vlaskamp, took time out to sit down and speak to PowerTorque about the MAN and Traton Group view of the trucking world. He was spending some time here meeting up with the team from Penske ANZ, who distribute the MAN brand here.

He also came to have a look at the Rhieinmetall facility in Redbank on the outskirts of Brisbane, where the large MAN-based military vehicles used by the Australian defence Forces are assembled.

After a career in several countries around Europe and Brazil with Scania, Alexander moved across to, fellow Traton Group brand operation, MAN, a couple of years ago. Although a relatively small player in the Australian truck market, in Europe MAN is one of the big six truck brands, all of which control between 15 and 16 percent of the total medium and heavy duty truck market.

“We always want to understand our customers and be be very close to where the marketplace is, and understand what the demands are short term but also of course, mid and long term,” says Alexander. “Our team here, Thomas Hemmerich covering Asia, together with Penske, we have

“We can lift our market position and we are making sure that we bring more of our MAN products to Australia. It really kicked off with the launch last year. It was really successful and now we’re delivering the first vehicles and getting a good customer reception.”

One of Alexander’s priorities is to work with the team from Penske, meeting with customers and the dealers as well as others on the front line to keep up momentum behind the launch of the TG3 models, which are starting to appear on our roads. Work is going into building up the network and getting it up to speed on the new technology and design elements in the new range.

“In Australia, every different segment, every different branch, what our customers are into, what they transport, you have to have the right vehicle for that, and have customisation too,” says Alexander.

think that has been worked through very well. Actually we do have the right fit, and are bringing it on board and combining it well with the service network.

“It’s about product and the right services, it is around the right financial services, also having the offer like Penske Rental. We have that in place for our customers so that we can focus on supporting them in their business

The strength, as Alexander sees it, of the MAN product is concentrated in the heavy duty segment. This is the sector where the brand has made headway in the past, interstate and intrastate, as well as urban distribution.

He also points out the MAN product on the medium duty side. However, as a truck manufacturer MAN has little experience slugging it out with the Japanese truck makers which dominate our medium duty segment.

“We have fantastic vehicles for distribution, and also for garbage collection, etc,” says Alexander. “That is where I think where we have the right product line. I would say it’s nice to compete with the Japanese. I think, for the drivers, it’s a real good feeling to be in a TGM or TGL and enjoy the comfort of a European cab. Basically, to have the space around you and be able to bring your food and other things for the day and not have to worry where to place it in the cab.

“When I spoke to some customers they said that getting drivers is not easy. In the distribution segment, there is also a good argument that you can get and retain drivers, if they have a comfortable working environment. I think that’s the name of the game in the coming years, to make sure that the product fits, that service fits, but

operating the trucks, the drivers.

“I think that we are hitting that well with our TG3. That’s where you see our TG3 design also goes into the medium duty trucks, where we don’t compromise, unlike other brands that in medium duty offer a ‘plain’ dashboard.”

GETTING UP TO SPEED

The Penske organisation is working hard on training their staff and also recruiting additional staff. Potential customers and prospects can expect higher levels of engagement with the Penske team, with regards to the  A offering.

“Penske has vast experience in operating in Australia, in various services businesses, with a very strong service mindset,” says Alexander. “Not only bringing through the product but also making sure we take care of the product over its lifetime, and taking care of the distribution network as well.

“I think that that gives us a lot of stability, and it’s good that we have a stable partner here, with their own retail units out there, being, not only an importer with sub dealers, but really being themselves with their direct interaction with the customers, and I think that is what Randall Seymore and

PERFORMANCE AND ECONOMY

no compromise

Detroit’s DD16 delivers all the power you need.

With up to 600 horsepower and 2,050 lb-ft of torque, the big bore workhorse provides efficient and dependable power and performance without compromise. Detroit’s advanced technology also means GHG17 requirements are met through innovative fuel efficiency resulting in lower emissions.

This power, performance and efficiency prowess is backed by our industry-leading warranty and extended coverage packages that ensures the highest level of support for our customers.

Combined with superior fuel economy and the absence of a midlife change out, the DD16 delivers an enviably low total cost of ownership and maximum uptime.

This is all backed by our well-established and extensive national service and support network which, together with our highly skilled factory-trained technicians, means you can count on getting the right advice when you need it.

With Detroit, there’s no compromise.

the Penske team are demonstrating,

“That’s really what makes this partnership unique, for us to operate in this world effectively. It is also good that we really worked out our plan to move forward, where we are also bringing in our outside team through the Australasian cluster, supporting them in the same time zone. Thomas Hemmerich is bringing a team of people here to work in the Penske network to actually be a support, with parts support and direct support, when it comes to training or when it comes to operating and connecting to our head uarters.

The expertise from around the Asian region on the MAN product will be bringing in experienced people to support the growing organisation here.

THE MILITARY

The development of the military trucks for the defence forces is also a partnership, in this case with Rheinmetall. The vehicles are delivered through Rheinmetall Military Vehicles, which is a joint venture between MAN and the truck builder. The process also involves a joint partnership, including Penske,

providing the network of service locations, where those Penske locations close to local military bases can look after the vehicles.

“We need to have a connection to the dealer, so that we can support the military in every area in Australia,” says Alexander. “We touched base here as well to make sure that this will work well for the years to come. The number of military vehicles gives us a good base for our network to be properly utilised and ensures our service locations are trained on MAN products because it’s an MAN drive line.

“This is supporting the experience of our service network. As a customer, if you have a breakdown, there’s somebody who knows how to fix it. We’re looking forward to actually getting to work on the commercial side and to be as successful on the civil side, as we are on the military side. On the military side, we have very high market share, in that sense.”

The number of MAN drivelines in Australia has risen steeply in recent years as over 3,400 Rheinmetall trucks have been handed over to the military. All of these need regular servicing and will mean more

personnel in the Penske workforce have hands on experience with the  A product.

Those Penske dealers around the country will have seen the slow shift across from a preference for American trucks to a European brand and some regional branches and dealerships may not have seen many MAN trucks, but will have seen the military vehicles and started to get their head around the philosophy behind European truck engineering.

The Rheinmetall relationship has seen Penske develop strongly in areas like Toowoomba, parts of regional Victoria, Townsville, Cairns and Darwin, because of the large numbers of military vehicles based in those areas.

MAN DEVELOPMENT

In the all wheel drive off highway market, MAN has historically been very strong all around the world. They have been less so in the conventional semi/B double segment. The new product will still mean include MAN all wheel drive, six by six, eight by eight or eight by four with high clearance will continue to sell.

The visibility of the large number of military vehicles around will be a testament to the utility of those trucks. Demand is forecast to increase in the B-double/A-double and to certain extent in the semi market. MAN expects it’s going to be playing in that space in that 400 to 600 hp sector.

When looking at where serious growth is going to come from, the brand is planning on aggressively targeting medium and large fleets, which are running East Coast Australia overnight. The improvements in the TG3 product should get the level of driver acceptance and therefore fleet acceptance, alongside the kinds of total cost of ownership fleets are looking for.

Penske has been increasing the reach of its Penske Rental outlets and working on a mix of company owned dealerships and privately held independent dealers, helped by the Rheinmetall relationship. There is now a new dealer development team inside the business, identifying black spots and addressing issues with the network.

MAN CEO, Alexander Vlaskamp.

tt erthe driverorthejob , theEnd ur ant Series fr omEa ton Cummins has the automated transmission for your fleet. Each product reflects our commitment to best-in-class fuel efficiency, performance, and uptime.

LOOKING FOR FUEL SAVINGS

In recent years the number of trucking operators looking for fuel savings has multiplied and truck manufacturers have come to the party with new offerings which take fuel consumption down to levels never seen before. Scania has entered the market with the Super models and Tim Giles took a couple of examples out on the road to see how the magic happens.

The European truck makers have been leading the charge in the race to bring fuel consumption down for Australian operators. Mercedes Benz got the ball rolling with the new Actros in 2016, Volvo developed the iSave concept, then Freightliner used the Daimler driveline to bring the idea to the US truck sector. Now Scania have taken the idea to the next stage, developing a new engine and transmission to further reduce fuel consumption.

Over the years, Australian truck operators have paid lip service to the idea of saving fuel, without putting fuel use top of the list when it comes to the criteria for buying a truck. However, with the level of savings now available with these modern frugal trucks, the rationality of prioritising fuel burn has taken hold and is yielding tangible results.

In this truck test, PowerTorque took two Scania Super models out for a quick run. There was a Scania 460P Super pulling a single trailer and a Scania 560R Super pulling a fully loaded B-double set. For some reason the Swedish truck maker has swapped the cab classification from before to after the horsepower number, but only

on the 13 litre engines and below, not for the trucks with V8 engines, why?

The return of the Super name is a logical choice, it has been used historically by the brand when new engines were introduced and was often written somewhere on the front of the truck, in the past. The 13 litre engine in the two trucks tested is an all-new engine for Scania. This test drive included the 460hp version and the 560hp version, which is taking the 13 litre into unknown territory.

“This is a new engine and it has changed from the bottom end to the top,” says Benjamin Nye, Director of Truck Sales at Scania Australia. “With a 23 to one compression ratio, this reduces inefficiencies in combustion from a gas exchange perspective. An interesting fact about this engine is that it has cracked 50 per cent brake thermal efficiency.

“That’s how far we’ve had to push diesel to get to this level. Double overhead cams is a big departure for Scania. Normally, we have used pushrods in the individual heads in the past. Everything’s had to be strengthened to cope with the new compression ratio. Hence the all new engine.”

Scania has stuck with tried and tested technology, There’s no VGT or turbo compounding, the designers have simply put together a stronger design with conventional components which can cope with a higher compression ratio.

There’s no EGR, but a two-stage SCR, the main dose is injected just after the turbocharger exhaust outlet near the exhaust brake flap where the exhaust gas is hot and turbulent. This better atomises the AdBlue for a more efficient clean up of NOx.

High compression engines tend towards higher ignition temperatures, in cylinder, leading to higher NOx and lower PM in the exhaust flow. Therefore a more efficient SCR system is needed and PM levels are more easily controlled.

Maximum torque on the 460 engine is available from 900 rpm at 2500Nm (1850ft lb) and that is available up to 1280rpm. 1300rpm is the point at which the power curve flattens out before rising slowly to maximum power

between 1700 and 1800rpm.

On the 560hp version of this engine the torque maxes out at 2800Nm (2065ft lb) which is up there, in terms of torque, with many of the 15 and 16 litre engine available.

“To put it in perspective ,at 2800Nm it matches a 2658 16 litre Benz,” says Ben. “It matches an FH 16 litre Volvo and it out-torques an X15 at its top horsepower rating. So it’s huge torque.”

PowerTorque asks Ben whether asking for 2800Nm out of a 13 litre engine is pushing the 13 litre engine too far. His answer is an emphatic no.

“That is the first horsepower rating for that engine, that was the first one that got developed,” says Ben. “The engine is designed to do it, we’ve done that through smart engine design, not seeing how much boost and fuel that we can jam down its throat. It’s been done from a fundamental engine design.

“Plus, we still offer a 16 litre in the V8. So people have that opportunity, if they want capacity. We do find in certain applications, the old adage ‘there is no replacement for displacement’ comes into it. I strongly believe when you start getting into the heavier weights, that is the realm of the 590hp 16 litre. Scania work with our customer base to make sure that we’ve put the right truck in the right job.”

That right job for the 13 litre is expected to be interstate, intrastate and local B-double, plus some A-double work and probably road train in WA. Testing and studying fuel use data on

these heavy duty cycles is helping to find the point where the V8 engine becomes more economical, because it’s doing it that bit easier.

THE NEW TRANSMISSION

In a change which took many by surprise Scania have broken with a very long tradition and developed an AMT without any synchros. Opticruise has been though many iterations, always with synchros, but this new box is a revolutionary and not evolutionary step-up.

The reduction of 75kg in the engine weight is complemented by going over to a basic crash box which means the simplifying of the AMT design, so now it’s also 75kg lighter on the 460R. The casing is no longer steel, but cast aluminium not cast iron plate.

The higher rated AMT fitted to the 560hp 13 litre engine, and also to the higher horsepower V8 engines from Scania, is 60kg lighter than the previous gearbox. This is still a considerable weight reduction.

Another change in the AMT design sees Scania going away from its old reverse gear design and instead the AMT locks the planetary gear in the back of the box for reverse and the driver has, theoretically as many reverse as forward gears. In actual fact the system limits the driver to just four reverse gears. However, for certain tasks Scania can make eight available.

Front axle weight has always been Scania’s achilles heel in the Australian truck market and this new engine and

The AMT design is 75kg lighter on the 460R.

TRUCKS ON TEST

gearbox tare weight gives the brand more leeway in chassis layout design, as a result.

As part of the fuel saving design the AMT will only go up to 12th gear in hilly country, keeping it in direct drive. When the topography is a little smoother, it will revert to the overdrive 13th top gear. In that top gear, at 100km/h, the engine is running at 1180rpm, very low level historically, but Scania reckon this engine can handle it.

TRUCK PERFORMANCE

On the 460P test drive from Melbourne along the Calder Highway towards Bendigo and back, the truck held its 100km/h cruising speed quite well, dealing with the small rises using changes in strategy to maintain speed, and remain frugal on fuel.

Coming into a steeper grade at 100km’h the speed started drifting down, holding onto overdrive at 1000rpm. Then it grabbed a gear to drop to the direct drive 12th gear. As the incline steepens the rpm levels got down to 1100, before the next change. As it was getting steeper the truck held well at 70km/h.

Even on the tougher gradient, the AMT still let rpm dip below 1200 before making the change down a cog. As it dropped into 10th gear, it settled at around 1450rpm and felt it would be able to hold onto that all of the way to the top. The engine and AMT got themselves into its sweet spot when doing about 56km/h in a fully loaded semi, on quite a steep grade.

In terms of the the programming

for this gearbox and the engine management etc, there are three levels to choose from: economy, normal and performance. Unlike in the smaller engines, Scania has found that the calibrations of these programs from Europe also work well in Australian conditions.

Back on the flatter sections the truck settles back down to cruising speed sitting between 1100 and 1200rpm. For me, as as a driver, who started driving in the seventies, this sounds like the engine is not working but that’s just in my head. In fact, it is quite hard to hear the engine at all, this new engine is clearly quieter than its, already quiet, predecessor.

Later that day, hauling the B-double up the same grade with the 560R, the engine hit its straps at 50km/h at just over 1400 rpm. The variations in the grade brought the speed down to 45km/h, but there was no need to change down a cog. It was a smooth uneventful climb with a loaded B-double.

MODULAR NO MORE

The new engine and transmission are not the only thing which has changed on the Super, there’s also a new fuel delivery system from the diesel tank. The new fuel system is claimed to pull 97 per cent of the fuel from the tanks compared to the 85 per cent which could be practically used in the past.

There is a fuel optimisation unit fitted to the main fuel tank. It contains a fuel filter, a lift pump, and 27 litres of diesel and the engine is always pulling from that 27 litres of diesel. This

enables the system to pull more diesel out of the tanks without overheating the fuel or sucking in air. It works as a kind of holding tank and it enables operators to maximise the capacity of fuel they can use.

This new engine sees Scania going away from the modular engine concept, where, whether you had eight cylinders or six, they were all the same cylinders, pistons etc. The new design’s twin cam heads cannot be fitted to the V8 engines as it would make them too big dimensionally.

The move across to overhead cam in this engine came because Scania found efficiencies within overhead cams in getting air and fuel into the engine and the exhaust gases out. Also, running an engine brake creates too much complexity and overloads components within the engine, it’s much simpler with an overhead cam..

The fuel savings available with these engines is claimed by Scania globally to be around the eight per cent mark. Some will get more and some may get less. There will also be a corresponding increase in AdBlue consumption, probably around three per cent. How this plays out will vary with driver behaviour and freight task, but if Scania are saying eight per cent, then that level of saving, and more, should be possible.

This engine is the one which Scania’s owners, the Traton Group, are putting into the International trucks in the US truck market where low fuel consumption is the only way to sell an engine. The kind of numbers achievable there mean there are going to be plenty of these engines in truck on highways around the world.

Questions are going to be asked by potential buyers of this truck about the high compression ratio, which might make them wonder about the durability. It might be compromised, time will tell. However, it would be very unlike Scania to go out on a limb on such an important development for the brand. With the kind of fuel and mass saving available with these trucks, the calculations are going to be relatively easy, as to how effective it may be in a freight task.

There is a fuel optimisation unit fitted to the main fuel tank.

PRIME MOVER

ith the speci cation of the Freightliner ascadia the rand ha e rought a truck hich is a genuine dou le prime mo er ith no compromises in ol ed Tim Giles takes one for a spin to see ho it performs

In the speci cation driven for this truck test, the reightliner ascadia is tted with the sleeper cab and, correctly coupled, this prime mover can pull pallet double curtainsider set and stay inside the metre envelope. ver since the double allowance was extended from to metres, the makers of conventional trucks have spent a lot of time and research dollars trying to shoehorn their typical conventional prime movers, based on original design concepts from orth America where length

is never an issue , into the space in front of a palleter.

he denomination is the inches between the bumper and back of cab and ust to make sure you remember this, the number is written in letters a metre high down the side of the cab. he wheelbase is , mm and has a factory fitted bullbar that keeps the dimensions inside the envelope.

ften this kind of exercise has led to compromises with cab interiors feeling cramped or ust difficult to move around in, and for a driver trying to rest in the bunk. ome have been

more successful than others, but none have come up with a truly suitable solution. hat being said, this design of the ascadia does get reightliner uite a bit further down the road to the perfect solution and there is plenty to commend this ascadia.

he arguments for a conventional double prime mover have always been the same. ith the driver sitting further back from the front wheels there is less of a tendency for the prime mover to nod out on the highway when its under power and working hard. onventional prime

movers feel more stable, especially on rough road surfaces, and we have plenty of them in Australia.

Alongside precise dimensions, the other deciding factor in the choice of double prime mover is the power and tor ue available to the truck. auling up to tonnes does put a strain on a driveline. Also, for many operators, many tasks are moving cross to the use of A doubles, occasionally or more regularly, this puts more pressure on the driveline at tonnes .

he engine at the heart of that driveline is the etroit rated at hp and at ft lb of tor ue, right in the sweet spot many look for in this kind of application. hoices range down to hp and ft lb, but reightliner are finding that the specification at hp and ft lb of tor ue is suiting many of the operators running these trucks in double applications. he hp versions are chosen by operations where the trucks are up on their weights most of the time.

ehind this is the etroit A , but there is still an option for traditionalists of an aton speed oadranger. owever the predominates, with the oadranger chosen often in rural locations or for heavy haulage.

n the back end there s the eritor rear axles with a final drive ratio of . , a common choice for a orth American truck in Australia with the A , whereas the oadranger is normally coupled with the . ratio.

ut on the highway in the s top gear, km h sees the engine running at ust over rpm. At rpm the engine reaches peak tor ue and maintains that tor ue up to rpm. his means that the engine is producing maximum tor ue most of the time while out on the road.

his driveline uses the eco roll function when it realises there is an opportunity to disengage the clutch and coast, dropping the revs down to . he driver has control of the sensitivity and can ad ust the speeds

The steering wheel has the obligatory array of buttons and it does take time to get which one does what and when.

driver thinks it s coasting too often, they can reduce it.

he etroit used with the litre is now the option which includes an off road mode. n this mode, on the bottom six gears there is extra tor ue launch available, plus a rock free mode which enables the driver to put power on and off to rock the truck out of a hole, with a power on and then clutch off action.

here is also adaptive cruise control available and it s relatively simple to ad ust the following distances as you drive along. f course there s now the obligatory, and soon to be mandatory, automatic emergency braking, and this along with the adaptive cruise control are standard. All of the other add ons remain optional, including lane keeping assist and sideguard assist.

rom the point of view of this driver, would be happy if all of them were available all of the time. es, you do get some false positives sometimes, but you never get false negatives.

or someone without much familiarity with the ascadia, a driver simply has to fold down the sun visor and take a shot with their phone of the code placed there, this sends them to a series of instructional videos on all of the control systems in the truck. verything from connecting to bluetooth, to using the gear control stalks, to ad usting the seat, and more is covered. A simple solution for a driver who is unfamiliar with the way the truck works.

his may well be needed when trying to drive the in cab display unit directly in front of the driver. he screen is set in the middle of the dash. here are plenty of menus to scroll through and a number of options as to what is displayed when driving.

his version of the ascadia is fitted with the all digital dash. asically, it looks like two large i ads, one directly in front of the driver and the other on the central binnacle. All of the essentials sit in front of the

driver, with an information screen in the middle, where optional read outs can be selected, like average fuel consumption, digital road speed or radio station selection. he overall look of these screens is very functional with a hint of tar rek.

he central binnacle screen gives you a read out of the less essential data, with a navigation and entertainment system included. All of the early models of the ascadia came into the country with the old fashioned analog dash, which still included the information screen in front of the driver. ow, the less conservative early adopters are starting to option the screens, but analog still predominates.

f course, they are all digital, but it s a matter of perception, for many.

ven with all of this technology and sci fi screens, it s still an old fashioned layout. aving the key right down by the right knee and the old style lights switch. Although the light switch now has an A on it, so automatic lights activation is fitted. he wipers can also be set to auto.

he steering wheel has the obligatory array of buttons and it does take time to get which one does what and when. owever, after a while the hands tend to remember where to go for the cruise control etc. hese buttons also control what you can see on the screen directly in front of the driver, while the entertainment screen is a touch screen.

ne for the traditionalists, is the maxi brake set up, the is not going to stop re uiring them any time soon and reightliner are not heading down the electronic parking brake road at this point. here may be legislation in the pipeline in the , so if this eventuates, reightliner will probably include it, as it will simply be another component to come across from the current en product.

As with any multiplexed truck all of the main switches are configurable and can be placed in the operator s preferred positions. here is a mix of modern switching linked to the A bus and more traditional separately wired options like beacons. nder this inch bunk, the roll out fridge is an option. here s also a set of controls in the bunk area, for air

The overall look of the screen is very functional with a hint of Star Trek.

WE DELIVER THE ONE THING EVERY COMPANY NEEDS BUT CAN’T BUY.

We deliver confidence. We deliver it by the truckload, because we know companies can’t thrive without it. Penske is built around helping your day-to-day operations run as smoothly and efficiently as possible. Our commercial rental solutions will help you carry the load so you can focus on your core business.

TRUCKS ON TEST

conditioning, lights etc. uyers can customise the cabin interiors, if they so wish, with wood grain paneling and when you get up into the bigger and inch cabins, raised roofs and a number of cupboard and storage options come into play.

FUTURE OPTIONS

own the track there s going to be iterations of the ascadia which embrace more technology and models developed to suit market niches. t will pick up a lot more from the aimler family, e uipment now available from the ercedes en range. he American conservatism will see reightliner running behind. reightliner should be able to pick and choose from the array of new technology and if sentiment is moving towards hi tech, the truck maker will already have it available on the components shelf.

ne of those technologies which will probably finally arrive will be mirror cam. his has had limited

the en option, as the sloping A pillar does make it more difficult to fit, than on the more upright A pillars elsewhere in the the aimler product range. he fact that they will improve fuel efficiency means there will come a point when fitting them will certainly come into play.

he is not a big seller for reightliner elsewhere in the world, and this means the and litre etroits are being developed faster, as the top sellers on the market. he is on en , while the two smaller engines are already on en . anada and Australia are the biggest users of the litres, so there is a large enough sales volume to ensure further development down the track. o, there will be a more fuel efficient generation coming along for the litre.

here have been ma or updates on the transmission already this year, further refining the system. etween seventh to th, the A no longer uses the clutch, leading to

CUSTOMISED

his is one of those models brought into the Australian truck market where the truck maker has looked at the task the trucking operator needs to perform and honed the design down to what is needed, at the same time as fitting it into the dimensions it needs to be to remain legal.

he ascadia does tap into a long held preference for a conventional truck in Australia, but the uropeans have been going forward with great strides meeting the needs of the double operator. he one thing the cabover struggles with in terms of driver acceptance is the si e of the cabin and the bunk.

his ascadia does fit the bill for a prime mover in front of a pallet double set, but in getting into the envelope it does end up with a bunk of similar si e to the uropean competition. f it has one advantage over the growing number of uropean prime movers

The 126 denomination is the 126” BBC and just to make sure you remember this, the number is written in letters a metre high down the side of the cab.

ON-ROAD

FOR DRIVERS... THERE’S ONLY ONE CHOICE

With undisputable road presence and trusted reliability, there’s no place you’d rather be than behind the wheel of a Kenworth.

REDUCE EMISSIONS NOW

Keen observers may have noticed that the truck formerly known as a ‘hybrid’ is now to be known as a ‘hybrid electric’. This is because Hino is promoting the range as a rst step on the road to zero emissions. As something an operation can do now to reduce its carbon footprint before the, in development, zero emission solutions start to appear in numbers and become cost effective.

Late last year Hino decided to reemphasise the advantages of the hybrid platform and promote the technology as a first step solution for those looking to decarbonise their fleets.

“We’ve gone from an average of 50 sales a year, that’s the most successful low or zero type emissions vehicle

to be sold in the commercial market over the past 15 years,” says Daniel Petrovski, Department Manager, Product Strategy for Hino Australia. “We’ve got over 700 of them already on the road. We’ve got orders coming in this year and have exceeded 300 vehicles already. We’re expecting that we’re going to see a massive shift and will be hitting 500 plus orders by the end of the year.

The objective of this truck test was a simple one. Tim Giles would drive a hybrid electric truck around a typical urban delivery route in Sydney followed by an identical truck powered only by diesel. Measuring the amount of diesel burnt over the journey for both trucks would give the amount of difference in overall fuel consumption and also the reduction of

CO2 going into the atmosphere.

Driving style can effect fuel consumption on any kind of propulsion, but we were looking for a best case scenario and drove to try and minimise fuel burn, both on the hybrid and diesel truck.

For the trip around Sydney, in traffic most of the day, the trucks covered 82km, over roughly three or four hours of driving. The diesel 300 Series used 13 litres, while the hybrid used about 10 litres.

More precise measurement from the onboard electronics brings the result to 6.329km/L for the diesel versus 8.265km/L for the hybrid. This is a reduction in fuel burn of 30.58 per cent. Of course, this also equates to a reduction of 30.58 per cent in carbon emissions.

There is a lot of buzz and speculation going on around zero emissions vehicles, but you can make a start on the process and reduce emissions now by using a hybrid electric truck. PowerTorque took to the road to quantify just how much it is possible to save.

DO THE MATHS

Over the 82km, which is probably half a shift for a truck like this. Calculating from this relatively small experiment, it is possible to calculate the kind of savings available over a year for a hybrid compared to a conventional diesel.

Of course, Hino won’t give precise figures for lease payments on the two different technologies, but we know there is a premium on a hybrid truck over the diesel, and that commonly works out at around a 25 per cent price premium for the hybrid version.

The test run would probably, in practice, equate to a truck doing just over 41,000km a year in a similar application. The hybrid should be able to save around 1500 litres of diesel a year at that rate. If you are counting, that’s a reduction in carbon emissions of well over 300kg. Going on current fuel prices, that’s up to $3000 less spent on fuel and that will be clawing back that hybrid premium, from the first month.

Daniel suggests the maintenance costs on the hybrid will be $60 a month less than for the diesel. The engine is working less hard and the

electric power component needs less maintenance. Brakes should last longer, when the battery regeneration helps retard the vehicle when slowing down. The calculation will come to break even territory between four and five years into the truck’s life.

The average Hino buyers tend to get a truck with a five year finance package, and then keep the truck for seven to ten years. In that scenario, a hybrid has probably saved the buyer most of the initial hybrid premium by the end of the finance agreement, and will definitely be either level pegging or better off over the whole period of ownership with a hybrid.

This is the kind of detail the Hino team are going into with clients now, telling them there is an advantage in buying hybrid over a diesel now, with the added benefit of being seen to be trying to do something about global warming. Plus, if the price of diesel looks set to climb higher then the logic behind a hybrid purchase. just gets stronger.

Hino is the only truck maker active in Australia with a hybrid option, and their competitors will be pushing the jump straight to battery electric

vehicles (BEV), missing out on this first step. The fact is that the hybrid is available now, and can start to offer real fuel and carbon savings now, but the BEV is still an expensive item, with limited infrastructure for recharging and with no clear picture of pricing or possible subsidies.

As a driver the experience of taking this truck around the city is a relaxed one. The response from the truck is smooth and comfortable with the fact that there is an electric motor and batteries involved in the driveline, simply making the whole process of speeding up and slowing down much less stressed, The bonus is the engine shutting off as soon as the truck is stationary, it’s the serenity.

Out on the road the AMT will make precise gear changes when the truck is setting off. Sometimes, there’s something a bit ponderous about it. As the driver takes their foot off the brake, the AMT has to be in neutral, engage the clutch, start the engine, disengage the clutch, select the gear, then move off.

There is a cure for this on the part of the driver, if they take the foot off the brake, as the car in front’s brake lights go off, then the truck will set off at the right time and keep the queue moving. This is because, if the engine’s running when the car immediately in front sets off, it’s good to go.

These are the sorts of things the driver will have to do to make the

is probably both the hybrid’s strength and weakness.

This technology makes it possible for a motivated driver to put in some effort and probably get a better saving than this PowerTorque test achieved. However, give it to a driver with a heavy right foot and no incentive to save fuel, then the premium on the hybrid price is going to take a lot longer to be paid down.

FUTURE SOLUTIONS

Looking ahead into the trucking crystal ball becomes difficult, as the fast changing technology emerges, gets developed and is finally released to the market.

That kind of calculation became all the more difficult after the recent announcement of a merger between Fuso and Hino, where Toyota and Daimler will form a single entity to bring the next generation of technology forward for both brands.

“Fuso and Hino will merge on an equal footing and collaborate in the areas of commercial vehicle development, procurement, and production,” said a statement from Daimler and Toyota. “They will build a globally competitive Japanese commercial vehicle manufacturer.

Daimler Truck and Toyota will equally invest in the (listed) holding

company of the merged Fuso and Hino. They will collaborate on the development of hydrogen and other CASE (Connected/Autonomous and Automated/Shared/Electric) technologies to support the competitiveness of the new company. Until those solutions eventuate, the Australian truck buyer can make a start down the lower carbon track with a hybrid option, and wait until the

SERIOUS TRUCKS.

SERIOUSLY BADASS.

The Australian-exclusive 48X is the perfect partner. Featuring a set-forward front axle, powered by a Detroit DD13 Gen 5 or DD16 engine, with a fuel tank volume of up to 1,500 L, over 130 tonnes GCM, and a BBC of 113", the 48X boasts up to 600 hp and 2,050 lb-ft. Available with a choice of four sleepers and in a 6×4 wheel configuration, the 48X is just right for any B-double application.

ERA OF THE

FIRST FORAY WITH A FOTON

The number of battery electric trucks coming onto the Australian truck market rises again with the arrival of Foton. PowerTorque takes one of the new trucks out onto the roads of Sydney and puts it through its paces.

The interest generated by the drive towards zero emission trucking is the opportunity for new players to break into the Australian truck market. All of the brands are at different stages in the development of their alt-power technology and some are able to offer options which the current players may not be ready to launch.

The picture in the light and medium duty truck market in Australia is in this kind of situation at the moment. At the same time these are the market segments are the ones with the most certainty around technology, battery electric vehicles (BEV) are going to predominate.

At this time, only a few of the main players has an electric truck on offer. This means there is a window of opportunity for others to fill the void, before the likes of Hino and Isuzu get electric trucks on the road.

This is the space into which the new electric trucks on offer from Foton come in, with a product which is reckoned to offer the right specification for Australian light duty truck buyers. We have seen the brand in Australia before, there have been two previous

attempts, by two different importers, to introduce Foton into Australia, with a conventional diesel light duty truck. Both had limited penetration.

This time around the offering is purely electric powered and moving into a market segment with a limited number of players and not many of them with a strong history in Australia. This is an opportunity to make better progress than in the past, into a market which is searching for new zero emission product to satisfy its larger corporate clients and their low carbon expectations.

This test drive was an opportunity to see how much credibility the Foton will have for the electric truck buyer and what the experience might be for the drivers making deliveries around our cities in a Foton electric truck.

Early on in the piece Foton was branding the new range under the iBlue banner, but that has since been dropped in favour of the more simple Foton Mobility. The truck on test was the Foton T5 Electric Truck with a pantech body and a one tonne load. The larger trucks will be classified as T6 in medium duty and T10 in heavy duty.

The T5 sits squarely in the light duty segment with a GVM of either 4499kg

or 6000kg. The numbers around electric power are going to become more familiar as electric trucks become more common. The single reduction motor is rated at 64kW, with a peak rating of 115kW. Battery capacity is a precise 81.14kWh, while the maximum torque produced is 300Nm.

The hydraulic braking system has discs on the front and drums on the rear, there’s also ABS, EBD and ESC. There is an AEB available in readiness for its mandating in 2025. There’s also lane departure warning, forward collision warning and brake assist included, plus reverse camera and sensors..

Essentially this is a truck with specifications familiar to most small Japanese truck buyers. There are some differences, the cabin size is somewhere in between the Japanese narrow and wide cab, probably closer in size to the wide ones. The steering wheel is a little smaller and the overall feel is like the Japanese trucks from over ten years ago.

GETTING STARTED

One of the learning curves around the introduction of electric trucks is the process around getting the thing

started. There is not the noise and vibration experienced when a diesel engine fires up, there are normally just a couple of relays clicking and maybe a cooling fan. The only real indication is that the instrument panel comes alive.

The first thing on the Foton is to put your foot on the brake and then turn on the ignition. It goes through its checks once the dash lights up. Now you’re ready to go, handbrake down, put it in drive, take foot off the brake and then hit the accelerator to drive off.

There are economy and power modes available. Obviously power will drain the battery faster, but a typical delivery driver around metro areas will only need economy.

The mirror array is one more often found on larger trucks with a kerb mirror on the passenger side, and, curiously, one on the driver’s side as well.

Setting off down the road, there is a strange humming sound, coming from somewhere which disappears as you get above 30km/h. This is the Low Speed Pedestrian Warning System which tells people around the truck in mixed areas that the virtually silent truck is there.

The entertainment system and information screen in the middle of the dashboard is a local Australian fitting and would be familiar to any driver.

There is an exhaust brake control lever, but there is no engine to have an exhaust. Simply taking the foot off the accelerator brings in regenerative braking. On this test the level of retardation from this regeneration seemed less than experienced on other electric trucks, perhaps an adjustable

level of retardation might help improve range and reduce brake wear.

DRIVE EXPERIENCE

First impressions of the Foton from the driver’s seat are that it’s a typical Chinese truck. It’s quite cramped and if you have three people, it would be cramped. It’s okay for the driver, there’s plenty of room and headroom, plus you can slide the seat back quite a bit, but it’s pretty basic.

The driver display has speedo on the left, then a lot of data in the middle, on the right, the driver can see the power they’re using. The dial goes up to 150kW, but on hitting the accelerator hard entering the highway, getting the speed up from 60km/h to the 94km/h that the truck is limited to in power mode, it was using just over 120kW.

Most of the time if the driver is gentle with the right foot the reading rarely gets over 30 kW. Feathering

The driver display has speedo on the left, then a lot of data in the middle, on the right, the driver can see the power they’re using.

the throttle a little when going from roundabout to traffic lights, keeps the power use down as the truck is heading slowly into Marrickville in Sydney.

Apart from the general road noise which is a little bit of wind and the tyre noise. There is also a quiet rising and falling humming as some internal system activates. There is a really nice little controller for the reverse, neutral and drive control, where the gear stick should be.

The star attraction, the thing that really stands out with this truck is the modulation of power, the use of the power, the way it brings power in when bringing speed up. It comes on very smoothly. It’s absolutely seamless. Driving along, the driver doesn’t get a kick sensation, the truck just works its way up to speed. In Eco mode it will only go to 74km/h, but around the city, you’re not going to go any faster than that anyway. Once you hit the highway, Power mode moves the limit up to 94km/h.

Because of the modulation even in Power mode, it doesn’t give you the power straight away. What it does is it gets you going, and then once you’re moving, then it gives you the power and you really accelerate quite quickly. The modulation is protecting the battery against excessive use. Drivers don’t need to accelerate that fast.

If the truck has a weakness, the brakes aren’t up too much, they don’t make you feel secure in the way the brakes should.

The noise the truck makes under 30km/h can be off-putting, but it does mean pedestrians can hear it coming, a real plus. The array of mirrors does make visibility around the truck excellent.

It’s got most of the gadgets that

you expect from a modern truck. Of course there’s steering wheel buttons, the ones on the left control the radio and you can answer the phone on the right, and set the cruise.

However, it’s the smoothness of the takeoff, it’s up there and it’s comparable to the eCanter. What the truck needs is to be adjusted so that taking the foot off the accelerator introduces a lot more regeneration for the battery. If this was done, I suspect it would have a positive effect on overall range on one charge.

Sometimes a driver just wants it to freewheel when you take your foot off, but wouldn’t it be better if you could flick a switch and increase the amount of retardation and use it on these sorts of roads and go from traffic light to traffic light using that retardation to recharge?

GOING FORWARD

The demand for these trucks means that most of the trucks being brought into Australia are already sold to a customer as they arrive on the wharf. A number of the big corporate and some government

contracts are making up the majority of sales.

There are also vans and 14 tonne medium duty trucks on the way from Foton, this year. Then we can expect heavier trucks on the way next year using the Toyota hydrogen fuel cell to generate electricity to power the truck.

The company has partnered with Energy Australia to help potential customer understand the infrastructure, both needed and possible at specific sites. Foton can also supply DC and AC chargers, through Green Charge.

The chargers at Foton’s facility in Smeaton Grange are 140kW DC which is will charge the T5 in one hour. The AC chargers that they supply can recharge overnight, but can take about six hours to charge the truck up in a typical environment.

These trucks are Foton’s chance to get ahead before the point, in two years time, when there’s going to be other options from the major players in light duty. he company s aim is to a be a credible member of any truck buyer’s EV shopping list by that time.

The chargers at Foton’s facility are 140kW DC which is will charge the T5 in one hour.

A really nice little controller for the reverse, neutral and drive control.

Heavy loads All-electric

Our heavy-duty electric truck range is designed to minimise CO2, noise and air pollution. It’s a new driveline, but with the same high standards for quality, safety and flexibility that come with every Volvo truck. So, if you are looking for ways to lower your environmental footprint, we have a solution for you.

Volvo Trucks. Driving Progress

NEXT GENERATION OBM

In recent years technology around compliance for trucks has been accelerating. The demand from both transport operators and the regulatory authorities is needing and asking for ever more data. That data is useful both in productivity terms for the operators and to ensure compliance for road managers in the states.

At the same time the technology itself has taken quantum leaps in sophistication, while reducing in size at every new iteration. What began life as a simple pressure gauge on a trailer air system is now a precise piece of kit using the latest technology and AI to keep the truck and trailer loaded right.

The original Airtec unit in this space was developed in 2003, and by 2007 the onboard mass (OBM) policy was coming together . This has been

an evolutionary product, changing regularly to make it work for the OBM scheme, then going to being interoperable with other devices.

“Now, we’ve got a whole range of new telematics providers, and 5G is coming in, so we have had to start again, because our old product was from before the iPhone was developed,” says David Hewett, Airtec Corporation Director. “So now we’ve got tools like Bluetooth and other things and the whole market’s changed.”

There’s a number of things which Airtec has done to service the requirements from the rules around OBM set by Transport Certification Australia (TCA), as far as data acquisition and speed of data. At the same time, support for a device has been improved to give more access

to the situations and configurations in which it is working.

The new Airtec AXS SmartOBM is made with components from all over the world and assembled in Australia. In the past, the company had been manufacturing in Singapore.

“We identified that with this whole OBM regulatory scheme and changes around the whole new revision of the product, meant the next iteration needed to be made closer to home,” says David. “So we’ve been developing this new system specifically for what operators want to do with it.

“We have the team of people that can bring them together, design them (the AXS) from the ground up, based on what we know. The new model has also been designed to anticipate changes that will be expected in the next iteration of mass rules.”

Communication is handled through the Bluetooth-mesh, Airtec can connect to the system directly and do firmware upgrades, change configurations and

As the regulations and compliance change the equipment used on trucks and trailers to aid productivity and compliance moves forward. PowerTorque talks to Airtec about the next generation OBM.

David Hewett, Airtec Corporation

Director.

The new Airtec AXS Smart OBM.

other settings a lot quicker than in the past. The new componentry means the size of the unit fitted to the truck and trailer is considerably smaller.

“With this new unit we have been able to raise the bar and start to see the data every second now,” says David. “Customers want data right now, so keeping up with that, it’s been a challenge. It’s about adding all of this extra functionality, with people requesting more and more functions.

“At the moment, operators are looking for better response time when they’re loading, looking to see a live weight every second. The aim is to be even more accurate and efficient during the load ing process. All of this technology is helping the AXS to be more efficient for their business.”

During the development process the operation had 3d printers running 24/7 drawing tools and jigs and fixtures in order to speed up the design phase.

“We are through the design phase,” says David. “We have the equipment now on vehicles. We’re in the test phase. We’re pretty confident with the level of accuracy, repeatability and assurance that we want them to achieve.”

Those developments further downstream will use the latest unit and will consist of software updates. There is latent functionality already in the unit and the system will be able to start pulling other data out at different points. If there is an improvement, Airtec will be able to roll it out on all of the existing devices.

“This process is already happening with TCA having preliminary discussions about new functionality

that we haven’t heard about before,” says David. “Everything evolves, as you learn more, you find products, weaknesses, in a constant improvement cycle. Learning things in the field, feedback, things that don’t work, things that do work.”

NOOSA BASED

Production of the main components is actually handled on site, in the Airtec facility in Noosa, Queensland, populated with the various elements needed to make the systems work using one assembly machine.

The process involves a screen printer, pasting the solder onto the correct spot, followed by a pick and place machine which picks up all the components and then places them on the board. Once it populates the entire board with all components, that then runs through the oven and it gets baked.

“Essentially, in Noosa, we are still a research and development house, and we’ll run this through till we’ve got it

all locked down,” says David. “So we’re also trying to bring jobs back to the Sunshine Coast. It’s part of our plan. Currently, there’s a dozen of us, six on the Sunshine Coast and six in Adelaide. We are in an expansion phase. We’ve got dealers to install the equipment and work with auto electricians.

“We are getting people in each region to make sure the products are fully supported, with things like firmware updates and little tweaks for regulatory compliance. There’s going to be a massive spike in the need for that kind of thing.

“We’re expecting changes, in connecting with different telematics companies. Six of them are approved, with another six in the pipeline of the approval process. It’s now got to a tipping point with the regulations, where operators will need OBM for their truck, and we’re going to be set up for that.”

The AXS SmartOBM system is already integrated with telematics

The Airtec team at Brisbane Truck Show.

providers, then there are new products and the AXS units need to communicate to other devices, with some of them now going wireless. Airtec need to be able to update those products in the field when there is a new telematics device or a new integration partner.

The units mainly find their way onto new PBS approved combinations, with the fitting made as the trailer is manufactured, or on a new truck before it is delivered. Part of the process is getting the trucks and trailers fitted with the OBM being operational and with the tools and training needed. There is training for fleet managers and the drivers, everyone’s got a part to play.

Over time David expects organic growth of 10 per cent per annum in the use of OBM. Most fleets grow at around that rate as they replace trucks.

“We just want to maintain the customers we’ve got and grow slowly,” says David. “I’m really concerned, if we were to double the business, can we give that level of support and service?” says David. “We don’t want people to lose that original Airtec experience.”

OBM systems need to be installed by authorised installers. It is no longer possible for operators to self install and the work has to be done by authorised techs, this is due to compliance regulations. The amount of support required is also becoming a lot higher. This has led to Airtec

looking for technically minded people to support the product out in the industry, not an easy task in the current labour market..

NEW SYSTEM, NEW LOOK

The new AXS SmartOBM unit marks a substantial improvement in functionality, but they also are starting to look and work smarter, in a much smaller package. The read out is surrounded by an illuminated ring on which blue will indicate the vehicle is underweight, green for within legal weight, and then red for overweight.

“Because the screen is smaller, the system needs a simple indication for the truck drivers when loading,” says David. “We’ve got the TruckOBM phone app reading from the sensors,

but you’ve got to be pretty close to the gauge. The driver can see the weights in their hand, there’s still applications where people want to load and see their feed live.

“So we decided to still have a visual user interface model. As the original equipment manufacturer market volumes increase, it’s not needed, we can take that out and have just a smart sensor on a vehicle. This will probably happen as the market matures, and people get more confidence in the data.”

Currently truck and trailer manufacturers do not necessarily run compatible systems, unless there is new EBS on the running gear across all of the combination. There are different manufacturers and suppliers, but David

During the development process the operation had 3d printers running 24/7 drawing tools and jigs and fixtures in order to speed up the design phase.

expects to see the emergence of a universal solution.

“Each sector is different and unique,” says David.. “We’ve got a product there for the truck on the farms that carry grain, where they load from a distance. It’s wireless, they can do it in the cab.

“Containers go over weigh-bridges and have a manifest so they sort of need it, but don’t need it. They need it for regulatory compliance. But they’ve already got processes in place, it’s just been policy. I treat each of those applications slightly differently.

“We’re not just one product, and the thing is people don’t realise it’s not one product. We do a lot of customisations for different people. The refrigeration market is not easy, but the government is putting policy in to make them conform. In the long term our aim is to make it a product that doesn’t need human intervention.”

The ultimate aim is to have a weighing system which sends the data off in the background. The data needed to comply with the Telematics Monitoring Application (TMA)

requirements is now being used increasingly in the Eastern states.

“The main driver for operators right now is to make sure they’re compliant,” says David. “My philosophy for any business operator is to take away the government side of things. Look at the product to invest in for a commercial business reason. Getting loading right the first time, making it work for your business before considering the regulatory side of things.

“The regulatory authorities use it to oversee and it ticks boxes. But, don’t go and buy it just for the regulatory side of things, because you need to use the product and get your drivers to understand weights and loads, and it should also be easy for them to connect.”

As the use of OBM systems has increased David feels there needs to be more education about the different systems and telematics which are approved for the roadside enforcement officers. This field is fast moving and changes all of the time, and Airtec has never been approached to provide training for roadside officers on its equipment.

30% SAVE OVER AND NEVER MISS AN ISSUE!

PRINTED EDITIONS

YEAR

WEEKLY ENEWS UPDATES + SAVE UP TO 30% OFF THE STORE PRICE + NEVER MISS AN ISSUE + FREE DELIVERY DIRECT TO YOUR DOOR

INCREASING SOPHISTICATION IN BRAKING SYSTEMS

The last 25 years has been all about trucks and trailers introducing increasing sophistication in their braking systems. PowerTorque talks to Michael McLellan from Knorr Bremse about a fast changing technology.

When safety systems are improved to the kind of levels they are achieving in modern trucks and trailers, they inevitably become much more complex. This is certainly the case for an operation like Knorr Bremse, one of the leading suppliers of braking systems on heavy vehicles.

What was once a nuts and bolts mechanical engineering business, is now a supplier of sopisticated electronics and software.

“Things are changing for us, the change is very good,” says Michael McLellan, Managing Director KnorrBremse Australia. “So in terms of the market in Australia, we’re seeing truck build and trailer build grow at about five to 10 per cent this year, which is good. The other factor, which we’re seeing happening in Australia is legislation driving people towards

intelligent braking systems. It’s driving a lot of customers that didn’t use us in the past, to our products.

“From a five to 10 per cent growth, in truck and trailer build, we’re experiencing 20 to 25 per cent growth in business volume, with market share gain and extra value on vehicles as a result. Our intelligent braking system technology is world class and we are seeing customers migrate towards us when they move away from traditional braking systems.

“I think legislation forces people to dabble with intelligent braking, and once they dabble with it, they understand it and they become more comfortable with it. That’s true of everyone from the business owners to the drivers. Drivers are a bit resistant, they don’t want control taken out of their hands in some situations. Once they get comfortable that the technology is not there to replace

them, but to support them, then I think they’re okay with it.”

The safety systems listed on the specifications on trucks are all braking system. Fleets now demand higher levels of technology from the trailer builders, and are asking for these because of chain of responsibility issues and corporate governance requirements.

Braking systems are now much more than bringing together two pieces of friction material. It is now about interacting with all the functions on the truck through the CANbus and using all of that data to make informed decisions about which component to activate and when.

There was zero electronics in a truck braking system 25 years ago. Now manufacturers like Knorr Bremse are selling an electronics system.

Software and electronics drives development on trucks and trailers.

Michael McLellan, Managing Director Knorr-Bremse Australia.

n the past, the integrators on vehicles, whether they be trailers or trucks were the truck manufacturers, with mechanical engineers being able to fit braking products onto those systems.

Suppliers like Knorr are now selling a complete system, with different requirements due to its complexity. Truck and trailer builders now have to spend a lot more time in planning and on the test track integrating the electronic architecture to get the effective and safe performance needed.

“These developments have enabled us to differentiate ourselves,” says Michael. “It’s pretty hard to differentiate yourself on just your actuators and valves and things like that, and we were losing that game, actually, to overseas copycat suppliers. Now we’re back winning the game because of the high levels of integration with vehicle systems we can achieve.”

For trucks or trailers fitted with a sophisticated braking system, the owner can come into a workshop and get an upgrade by plugging in and upgrading the software which runs the system or fitting newer control units to an existing set-up.

This change has really transformed the Knorr business from a very practical hands on technical task, to one where what’s inside the control box, how you program it, and what data you’re collecting from sensors is the main game.

“It’s all about what data you’re collecting, how you collect it, and then how you process it,” says Michael. “Then it becomes about how you respond and communicate with the various systems accordingly.”

MASS MEASUREMENT

In recent times Knorr Bremse has developed the iMass product, which is partially integrated into the overall braking system. The has been certified by Transport Certification Australia and approved as a Category B Smart OBM System.

The iMass Smart OBM system utilises the Knorr Bremse Trailer Electronic Braking System (TEBS) using sensors in the air suspension system to quantify axle mass. The system can use the TEBS connections to ease installation and coupling, particularly across multiple

units and mixed combinations.

The main components of this system on a truck comprise a Driver Interface Unit (DIU), an Electronic Control Unit (ECU), a Pressure sensor and Deflection or Level Sensor. On the trailers, it utilises the current generation Knorr-Bremse G2.2 TEBS, coupled with Knorr-Bremse iLevel Suspension Control plus the iLevel Level Sensor..

Like most electronic components on modern trucks, it’s all about connectivity. The braking system is talking to the truck which is feeding the information into the telematics and sending it back to base.

TOWARDS AUTOMATION

“I think the bigger game is going to be automation,” says Michael. “We’ve been through the driver assist phase. We’re into the early automation phase, where we’re intervening. The next phase is to intervene more, in concert with data that we understand from other sensors around the truck that may not be ours. It’s going to be heading down that track, of intervening on the electric steering or something like that.

“It’s going to be all of those sorts of systems. We’re really we’re only half way to full automation, into autonomous trucks. All the technologies are there, but it’s a matter of integrating all of those technologies. Then, obviously, legislations, rules and regulations are going to be the big hump to get over in the next 10 years or so.”

SMART CAMERAS OFFER DRIVER TRAINING, SAFETY, AND PEACE OF MIND

A dashcam should e your rst port of call hen it comes to dri er training and feed ack programs says Andre ossington hief roduct f cer eletrac a man

Adashcam is no longer just a nice-to-have but is a vital piece of equipment for operators wanting to avoid bogus insurance claims, improve driver performance and safety, and log events in real time, all from the back of ce, with no need to download footage or remove hard drives from trucks.

Compliance is also top-of-mind for operators, and by integrating a dashcam with a telematics suite, it’s possible to understand driver behaviour, and provide those drivers incentives and rewards for improving their performance.

IMPROVE DRIVER SAFETY AND EFFICIENCY WITH A SMART CAMERA SOLUTION

Smart dashcam’s that offer more than just reviewing footage after the fact, provide fleet managers with enhanced safety, peace of mind and the ability to proactively monitor driver behaviour. AI-enabled dashcams offer a level of smarts and Machine Learning to benefit by absorbing the world around the business, and the driver, and providing better insight into the operation.

More than 1800 global fleet professionals were surveyed by Teletrac Navman in September 2022

and found telematics provides a significant return on investment (ROI) through improved driver performance, routing, and preventative maintenance. 97 per cent of users claimed a reduction in fuel cost of up to 40 per cent after implementing the technology.

The survey also discovered 95 per cent of telematics users reported seeing fewer collisions because of their fleet management solution.

WHERE A SMART DASHCAM COMES INTO PLAY

AI is everywhere, thanks to the rise of ChatGPT, and while our dashcam’s AI won’t tell you the best way to make chicken parmigiana or how to plan a kid’s birthday party, its machine learning software will monitor every minute a driver is on the road, and provided a guided history per driver to give you the best insight into performance and safety you could ever need.

Teletrac Navman’s dashcam options can detect if the driver is distracted or drowsy and provides warnings in realtime to both the driver and the backoffice while the truck is underway. It also provides warnings of stop signs, and if a driver is following too closely, harsh braking or conducting hazardous manoeuvres.

This real-time data provides valuable insights to help you understand and mitigate risk. It also improves safety management by monitoring both driver behaviour and vehicle and equipment performance.

Ensure compliance, enhance safety, and improve driver performance with data-driven driver coaching, with rewards and incentives for safe driving behaviour.

In event of an incident, managers can direct emergency services to their vehicle faster, improving safety outcomes. It can even help you avoid bogus insurance claims by providing irrefutable evidence backing up your driver’s side of the story.

Telematics provides increased visibility, context behind events, and the ability to automate coaching programs.

Drivers want to work for a company that values safety and recognises driving talent. Video telematics as well as the use of recognition and rewards programs based on transparent data are key to keeping good drivers and creating a safe driving culture.

With the power of machine learning, drivers are better informed about hazards and their own behaviour behind the wheel, leading to better outcomes for everyone involved.

THE CONNECTED TRUCK

The Connected Truck is transforming the way our teams work by bringing real-time visibility and information to the workplace. This technology enhances not only our driver’s safety with fatigue and maintenance tools, but also promotes sustainability through fuel efficiency and effective job management.

1300 111 477 TeletracNavman

TIMES THEY ARE A-CHANGIN’

All organisations experience change. It happens in our personal lives and it happens on a global scale. People have always known this. Way back in 540BC the Greek philosopher Heraclitus said “There is nothing permanent except change”.

The Australian Livestock and Rural Transporters Association (ALRTA) is about to change. After 10 years as Executive Director, I am stepping away from the role to become CEO of the Australian Trucking Association (ATA). For me, it is the new challenge I need. For ALRTA it is an opportunity to consider new opportunities for the future.

Ten years ago, ALRTA already had a reputation for punching above its weight. Yet at the same time it was struggling financially and organisationally immature. The National Council and Executive at that time were ready for a change.

When appointed Executive Director in 2013, I was ALRTA’s very first direct employee. Prior to that time, all staff and business systems were supplied via a third-party consultancy and shared with the Livestock, Bulk and Rural Carriers Association (LBRCA), a model that had worked well for many years.

Yet, this simple change was the catalyst that sparked a revolution in the way ALRTA did business.

Reporting directly to National Council meant that the Executive Director was thereafter compelled to act only in the best interests of ALRTA. Within a few short years, the consultancy model was removed completely with both ALRTA and LBRCA evolving to become fully independent and able to stand on their own two feet.

ALRTA now employs three staff directly, supported by an external finance team. Our office has moved to the Parliamentary Triangle in Canberra, the very beating heart of Australian decision-making. ALRTA still owns the premises in which it was previously located, but this is now an income producing asset that supports our member services. The

organisation operates under a modern governance structure, supported by strong corporate partnerships, and is practically debt free with financial reserves locked away for a rainy day.

Rather than hunkering down under austerity measures, ALRTA is poised to take another leap forward, of course, under the strategic direction of the six state member associations.

The organisational heavy lifting has been done. It’s time to reap the rewards.

ALRTA has notched up many significant policy achievements over the last 10 years. For example:

· securing one hour of work and rest flexibility for livestock carriers to assist in managing animal welfare.

· establishing two AFM templates for livestock carriers.

· allowing limited personal use of a heavy vehicle.

· increasing the work diary exemption radius to 160km for rural carriers.

· Improving access certainty for Class 3 permits.

ALRTA has also worked with Standards Australia to develop and publish AS 5340:2020 an Australian standard for livestock loading/ unloading ramps and forcing pens. Frighteningly, our member surveys revealed that more than 87 per cent of respondents experienced an injury loading or unloading livestock in the previous five years, and almost 70 per cent experience near misses at least regularly.

More recently, ALRTA worked with NHVR to develop a registered industry code of practice for managing effluent in the livestock supply chain. The enforceable new code promotes a more cooperative approach, focussing on animal preparation and communication.

At Kilcoy Global Foods we built an innovative unloading gantry and trialled a user-pay system access

system. We proved that transport operators are prepared to make a financial contribution to obtain safer infrastructure sooner if the price is reasonable. In partnership with local governments ALRTA has built three effluent disposal facilities on important livestock freight routes. Each facility is free to use and was designed by our members for the use of all livestock carriers. We need more of them, but we are off to a good start.

Around us, our industry and our world continues to change. So, we must change too.

Everything from the phone in the driver’s pocket to the braking and stability systems are becoming ‘smart’, soon, even our road infrastructure will be talking to the vehicle. Drivers may even become redundant for some types of journeys. Add to this an imminent change in fuel and engine technology and the industry of tomorrow will likely look very different from the industry of today.

The Heavy Vehicle National Law is currently being redrafted to accommodate many of these changes.

Charting a course through all this change and uncertainty requires a strong and united voice for the rural road transport sector. ALRTA has been that voice for the past 38 years. Our state member associations and their elected representatives remain as passionate as ever about our vital industry. So, while the ALRTA might look and feel little different under new management, that passion is something that will never change.

PBS LIVESTOCK CONCEPTS

was either a B-double or further west a road train,” said Scott. “If we couldn’t fit the freight on all the trucks, then we would get more trucks and we would get more drivers.

“Now there’s an issue with driver and equipment availability, and the reality is that our network will not be able to accommodate that same approach to the growing freight task in the future. So we need to get smarter at how we do this. The approach that we’ve taken is to ensure three pillars are our vision, ‘safe, productive and sustainable’.

design to meet the performance requirements of PBS level one. Something which was regarded as impossible. The resulting design is a 10 axle B-double with a quad axle group on the rear trailer. The quad group helps take mass off the triaxle in the centre. It also improves stability and, as a result, the rear end is able to meet PBS level one for rollover stability.

The Livestock, Bulk and Rural Carriers Association (LBRCA) has been working together with Transport for NSW (TfNSW) over the past two years to develop PerformanceBased Standards (PBS) designs specifically for livestock.

“When this topic first came up a couple of years ago, the concept of PBS in livestock was something where the initial response was, it’s not possible,” said Scott Greenow, Acting Executive Director, Freight, TfNSW at the LBRCA Conference.

“With 4.6 metre high trailers, the type of deck lengths, the crates and everything else is set up specifically for the way that the industry operates, it seemed impossible that we could go to PBS.

“We spent a lot of time working with PBS designers and the LBRCA to make sure that this serves the industry’s needs, but also delivers the outcomes that we were after for the broader network and community.”

Across the country the growing freight task is seeing increasing use of higher productivity trucks and trailers using schemes like PBS to increase the amount they can carry.

“We can’t simply keep doing what we’ve always done, if we needed to move more freight, we would find the largest productivity vehicle that the network was able to accommodate and in most instances across the state that

“It might be counterintuitive for the community to realise that a high productivity vehicle is safer. Mainly, because it replaces multiple heavy vehicles that would have done the task in its place. What we’re proposing is that they can be safer vehicles individually, fitted with safer, better safety technologies.”

NEW PBS DESIGNS

“A commercially viable option at this level of innovation is something that is a key focus for us,” said Scott. “The reality is these innovations do things better, and they do it with less impact on the network, in a far more productive way.

“The remit that I gave the PBS designer was that it needs to be a 26m B-double livestock truck that, if the crates were taken off and put on a standard 26m crate or existing vehicle they would be identical. Everything that you were used to with the current crates, these are identical in dimensions.

“It must be able to be fully loaded in a way that you cannot overload the centre-tri. That is a risk for us at the moment and exceeding 22.5 tonnes is something that has been detected multiple times across the network. We want to make this something that can be easily used by anyone without overloading those axles.”

The final requirement was for the

The vehicle uses wide single tires on both trailers. The analysis from the PBS designers reckons the wide single tyres provide an eight per cent reduction in rollover risk. The rest of the vehicle is very similar to current equipment. The B-double set also has a steerable axle on the last axle of each axle group.

Payload is not compromised if these trucks run on the HML scheme, with 22.5 on the tri and 27 tonnes on the quad group. The payload should work out at 40 tonnes.

Scott stated they were looking at an adjustment in regulations around super singles to make them allowable.

“That’s not particularly special for livestock B-double, but remember that this vehicle is able to perform equivalent to a 19m semitrailer,” said Scott. “That doesn’t necessarily mean it’s able to go on every road used by 19m trucks, because the length may interact with rail crossings in a negative way or it may have some structures that are not able to take the full mass.”

Another combination investigated was modular B-triple which can meet PBS level 2 requirements, able to use the 26m B-double network. This combination uses the new B-double design, but has a second lead trailer at the front which can be any of the current standard lead trailers used in the livestock carting game. Payload is expected to be about 53 tonnes.

Extrapolating from this original design, it is possible to create an AB-triple and a BAB quad.

Transport for NSW has developed some PBS livestock concepts which it hopes will improve the state’s productivity and safety in the rural sector.

Scott Greenow, Acting Executive Director, Freight, TfNSW.

THE CASE FOR TRUCK TAX REFORM HAS NEVER BEEN STRONGER

By the time you read this, the High Court of Australia may have decided if it’s lawful for the States and Territories to tax electric cars, says

This produces a situation where charges are driven solely by governments’ spending plans, even where those plans are inconsistent with industry requirements, such as the need for more road maintenance.

It also disregards industry’s ability to pay.

And we all know that’s at its lowest point in living memory.

Don’t forget heavy vehicle registration charges. These are levied by each State and Territory and they rise in line with the RUC.

The issue here is that rego charges are not funnelled directly into expenditure on roads. They go to general revenue.

How it is spent in each jurisdiction is anybody s guess.

There is a broader question and it s looming fast.

Given that the RUC is tied to fuel costs, what happens when all vehicles move to electric or hydrogen power?

Adrivers of low emission vehicles challenging the constitutional validity of the Zero and Low Emission Vehicle (ZLEV) Distance-Based Charge Act 2021 in Victoria was shaping to be a landmark.

The plaintiffs claimed that the ZLEV charge is an ‘excise’ that the Victorian Government does not have constitutional authority to impose, because it is an exclusive power of the Commonwealth.

Don’t worry: This column won’t be about the intricacies of the Commonwealth’s Constitutional powers or the mysteries of taxation.

But it did get me thinking about fairness and the way governments of all stripes extract their pound of flesh from the heavy vehicle industry.

The recent hike in the Road User Charge (RUC), announced about the time of the Federal Budget, is a

The Road User Charge (RUC) applies to each litre of fuel, such as diesel, used by heavy vehicles such as buses, coaches and trucks on public roads.

It is set out in the Fuel Tax Act 2006 and is intended to recover the greater cost of maintenance and repair as a result of the use of heavy vehicles on our roads.

The country’s transport ministers decide how much it will rise by over a three year cycle.

The pollies have upped it by six percent over each of the next three financial years. NatRoad wanted a one-year freeze in view of the tough economic conditions we are all grappling with, and a 2.7 percent hike in each of the years following.

The NatRoad position is that the RUC is fundamentally flawed because its level is guided by past State and Territory road expenditure.

The simple answer is that government revenues from this important stream will dry up.

Our industry already had a solid case for reform, based on the unfair nature of a tax where the reason for its collection does not necessarily match how it is spent.

But how much more urgent does it becomes if the High Court rules a state charge on motorists driving low emissions vehicles is out-of-order?

The move to alternative fuels ups the ante.

It makes designing a new model an imperative and that’s something that NatRoad has been seeking for years.

Warren Clark, CEO NatRoad.

SCAN THE QR CODE FOR MORE FROM NATROAD

In her first appearance at a trucking industry event, Trucking Australia 23, as the Minister responsible for the trucking industry, Catherine King, Federal Minister of Infrastructure, Transport, Regional Development and Local Government offered the new government perspective on the issues facing our industry.

“We know that trucking is one of Australia’s essential industries, delivering day and night in the sunlight and rain, on public holidays, and on weekends, through droughts, floods and pandemics from cities to the regions, to remote parts of Australia. everywhere, every day, Australia is relying on you,” said King. “A major part of my ministerial role is making trucks and trucking more efficient and our supply chains more productive.

“Road Transport is a major contributor to our economy, some $1.1 billion in the 12 months to June 2022. The growth rate has been growing each and every year. In 2020, it was

FOR THE FUTURE

of domestic road freight and that is forecast to rise to $337 billion by 2040.”

According to King, delivering the necessary infrastructure is exactly what the government’s task is at the moment. The Minister went on to list a number of major infrastructure projects happening around the states. She suggests they will unlock economic growth and increase the productivity and safety of the nation’s roads, reduce time in transit and transport costs leading to cheaper goods for consumers.

“Truck drivers in Australia deserve access to decent facilities when they need them, just like every single other worker in the country,” said King. “That’s why last year, we committed an additional $80 million to support new and upgraded rest areas. The program steering committee is chaired by Senator Glenn Sterle and featuring industry representatives, including five active drivers.

“For the first time in a long time this steering committee will actually have a voice in shaping the projects that are funded through this initiative. Of course, these kinds of investments aren’t cheap, and in the current economic environment, that is the

elephant in the room. The reality is that road upgrades cost money.

“Governments across Australia are planning to spend around $33 billion in roads in the 23/24 year. The total cost recovery from operators will raise $3.8 billion in the next 12 months with roughly 60 per cent of that coming from the freight user charge.

DECARBONISATION

The Minister also talked about the challenge involved in decarbonising road transport as being one of the things that the trucking industry is up for. She also commended the take-up of the latest safety technology, as being ‘fantastic to see’.

“Climate change is a challenge that we are grappling with, across the economy,” said King. “Taken together, transport itself represents 19 per cent of Australia’s greenhouse gas emissions, and four per cent of those come from the heavy road sector. Given the difficulties involved in environmental issues in this sector, transport is predicted to become our largest source of emissions by 2030.

“With our commitment to net zero emissions, this sector is meant to drive these down, whether it be through

At the Australian Trucking Associations’s recent event on the Sunshine Coast, atherine  ing had her rst opportunity to lay out the plans this ne go ernment has for the trucking industry

PLANNING

Catherine King, Federal Minister of Infrastructure, Transport, Regional Development and Local Government.

hydrogen highways and commitment to funding chargers for electric trucks or through alternative fuels. I know this industry is ready and willing to do its part.

“Euro 6 emission standards can be phased in for new trucks and buses from November next year. In making this change, I’m very conscious of the development costs based on industry needing steer axle mass and vehicle clearance when introducing zero emission vehicles. That’s why the government is working very closely with industry, through the National Transport Commission (NTC)and the National Heavy Vehicle Regulator (NHVR), on outstanding concerns around the implementation of Euro 6.”

King recognises some of these steps are difficult but pointed out that the alternative is clearly illustrated by recent adverse weather events, particularly the widespread flooding. For her there is no doubt about the impact of climate change.

“To this end, important work being undertaken by the Bureau of

Infrastructure and Transport Research Economics (BITRE), responding to the risks posed by severe weather events,” said King. “In February of this year, BITRE released phase one of the road and rail supply chain resilience review, identifying the biggest risks on our network.

“The critical freight routes across our continent the Stuart Highway and Carpenteria Highway as well as the major highways in Western Australia are all integral to our nation and they are all vulnerable. My department will develop options for strengthening the resilience of road and rail networks.”

The Minister also updated the Trucking Australia audience on the Heavy Vehicle National law (HVNL) reform, something that has been a significant issue for the last decade.

“We have only been in office for 10 months,” said King. “We have decided to make some real progress. Last year infrastructure and transport ministers set a brief to implement a

the laws to a more flexible risk-based regime using new technology, with the NTC taking the lead and Ken Kanofski remaining involved. A comprehensive report has been prepared and is going to ministers for consideration.

“There’s a lot of complex interrelated pieces for us to get right, but a draft bill should be coming together by the end of this year. Through this process, governments have agreed to automate, as far as is possible, the systems through which they are giving people access on certain roads, and they are working together towards that end.”

The Minister pointed to discussions on improving access for high productivity freight vehicles and the NTC and the NHVR a developing a new two tier system for managing driver fatigue. Normally, Infrastructure and Transport ministers meet up twice a year, but are now set to move to an out of session voting system. This should enable quicker progress on these issues, which have seen

STRONG PARTNERSHIPS, STRONG ENGAGEMENT

This year’s Brisbane Truck Show was not only the biggest on record, but the National Heavy Vehicle Regulator also had its largest presence to date taking on three separate displays to take advantage of the opportunity to engage with our key stakeholders across the four days, says Sal Petroccitto, NHVR CEO.

The NHVR’s commitment to build strong and respected relationships with industry as well as local and state governments helps us stay connected and informed on the challenges and opportunities that are facing the heavy vehicle supply chain, and provides the opportunity to work collaboratively to deliver improved safety and productivity outcomes.

Seeing the enormous effort put in by the Brisbane Truck Show organisers as well as the attendees and display owners this year was an absolute credit to the industry as a whole.

From our end our NHVR displays saw thousands of industry, government and general community engagement with extensive conversations across an array of topics.

Our main NHVR display was staffed by a cross section of our subject matter experts who were on hand to talk through any questions or topics around fatigue management, productivity

enquires such as mass, dimension, load restraint as well as access permits, vehicle standards, and more.

In particular, we had some great conversations around the interpretation of notices and working with road managers for access decisions.

For our second display, we partnered with the Queensland Police Service (QPS) to discuss enforcement and road safety. The issue of road safety is everyone’s responsibility and during the event, we received some great insights from industry on their experiences behind the wheel.

The Brisbane Truck Show was a great opportunity to collaborate further with the QPS. Together we previously released the Sharing our Roads with Oversize Loads campaign, to advocate for the safety of oversize or overmass heavy vehicle drivers and escorts.

Targeted at light vehicle drivers, we had QPS feature in a series of videos to increase awareness around the safe movement of oversize vehicles, and the

for an approaching wide load.

We thank QPS for collaborating with us for the event, to improve road safety for all road users.

The third display gave industry an up-close look at how we are reaching young drivers at the beginning of their driving journey, with our important safety message - Don’t #uck With A  ruck.

Inside the Don’t #uck With A Truck trailer, attendees tested our virtual reality (VR) immersion experience used to educate Learner and Provisional licence holders on the challenges truck drivers face when cars drive up the inside lane of a turning truck, pull in front of a truck or don’t apply patience when overtaking a truck.

We also showcased content from our second phase of the campaign Don’t Truck It Up, where a scrap metal claw, sledge hammer and slingshot destroy popular objects in a young person’s life, such as mobile phones and gaming consoles, to show how quickly crashes can occur if they don’t follow the rules around driving safely around trucks. A special thank you to Kenny Easter from Easters Transport for providing a trailer for this display.

The response to each of our displays was very positive and it was great to see so many familiar faces engaging with our staff and sharing

their experiences. We look forward to building on these strong partnerships further in the months to come.

To protect and support the safety of operators, drivers, and everyone on our roads, we continue to expand our Don’t #uck With A Truck and We Need Space campaigns.

I’m excited to share our latest phase of We Need Space, aptly titled We ALL Need Space. This latest phase will feature the faces of popular celebrities to help spread the word that whether you’re a comedian, musician, athlete, truck driver, car motorist, cyclist, or pedestrian, we all need space to stay safe on the roads.

The first celebrity we’ve partnered with for We ALL Need Space is renowned Aussie comedian and social media personality Jimmy Rees.

Jimmy has shared three videos in his signature point of view style, sharing his humorous take on the family road trip, young drivers’ attitude after first receiving their Provisional (P) licence, and the habits of caravanners, all

whilst highlighting how these groups, and everyone, can drive safely around trucks.

In the videos, Jimmy addresses how to navigate a truck’s blind spots, keep the lanes beside a turning truck free, and how to safely overtake a truck. Specifically, for caravanners, the video explains the importance of leaving truck rest stops free and using the  radio hannel to let truck drivers know if a caravanner plans to

Stay tuned - we have more exciting personalities lined up to lend their voice to this important safety initiative.

The campaign is live now with more components being released through to September, so keep an eye out on your socials for Jimmy’s videos.

Once again, a big congratulations to everyone involved in the Brisbane Truck Show and I look forward to doing it all again in .

ORIGIN FENCING, END TO END SOLUTIONS

After two decades spent in a job that’s as hard on the equipment as it is on your back, you get to know the quality of support required, especially when it comes to your transport fleet.

Origin Fencing specialises in end-to-end fencing solutions for a range of clients: from government and private business, including schools and childcare centres, to infrastructure and commercial projects like subdivisions, road upgrades, electrical substations and public amenities for local councils.

When industry veteran Silver Iwinski founded Origin Fencing in 2003, it was essential that his growing fleet of trucks be robust, reliable, and present a good return on investment over the long term.

For Silver, it was the knowledge that Isuzu had the breadth of model range to provide a solution for all requirements, big and small—which included the transportation of his team of workers to any jobsite throughout the large state of Queensland alongside

the transportation of large capital equipment and fencing supplies.

FENCES FOR DAYS

The Origin Fencing team is based in Brisbane but the company has a large footprint throughout regional Queensland that extends into northern New South Wales.

This equates to lots of travel for the team, and kilometres on the clock is a key factor for the range of trucks that Silver has added to his fleet over the years.

Silver’s current fleet features nine Isuzu trucks which keep the Origin Fencing headcount of 24 staff, ranging from experienced carpenters to electricians, on the road five days a week regardless of the location.

These trucks are kept in top condition with regular servicing and maintenance; downtime is simply not an option in

the scope of fencing and infrastructure projects that Silver undertakes.

Silver relies on this uncompromising maintenance strategy to help tackle the workload, especially as many of the projects can span from three months upwards of three years, meaning they need to load and go without fail.

STRATEGY FORSUCCESS

This rock-solid strategy is reflected in the current Origin Fencing Isuzu fleet, comprised of earlier model units including an ultra-reliable FYH 8x4 , a FSR 850 LWB, a FVZ 1400 LWB crane truck, a FVZ 1400 tipper, a FVZ 1400 vacuum truck, and newer models in an NNR 55-150 and NNR 45-150 Crew, a FSR 140-260 LWB and their latest and largest addition, a 2022 FYH 300-350 LWB Auto.

“Vehicle efficiency, economy and reliability is key to our success with all

projects,” Silver said.

“Rather than having two guys and two trucks going out, or one truck doing multiple trips, with our heavier Isuzu trucks I can rely on one team member to carry out 15-tonnes of gear in the one trip, in one truck.”

“While Origin Fencing specialises in large commercial projects, they can also include other works such as local parks, schools, inner city high rises and difficult access sites,” Silver continued.

“There’s a mixture of small, medium and large-sized jobs which we need our fleet to access and perform efficiently.”

Silver’s 2022 FYH 300-350 LWB Auto has a GVM of 30,000 kilograms and GCM of 45,000 kilograms, meaning it has the capacity and the wheelbase length to carry everything needed to the jobsite.

Silver has said that the payload of his FYH is a reliable asset for Origin Fencing in both sales and installation.

“When I buy a truck, I am focused on what it’s capable of carrying because we need to be able to get in and get out to a job with all the equipment and machinery, without wasting time and money on multiple trips in a truck that doesn’t have enough power.”

Powered by Isuzu’s unstoppable 6UZ1-TCN, 6-cylinder 24 valve engine,

the FYH is built to last and built to haul.

Producing 257 kW (350 PS) @ 2,000 rpm and 1,422 Nm of Torque @ 1,400 rpm, the FYH brings fuel efficiency and importantly, payload to Silver and the Origin Fencing operation.

Adding to this, the ultra-reliable 6-speed Allison 4430 automatic transmission offers excellent drivability and ease of use for the diverse conditions and environments found throughout Queensland.

SUPPORT

General servicing and upkeep for the Isuzu fleet is done by a local diesel mechanic on site but Silver notes he always feels confident that the Isuzu service technicians can handle any tricky stuff.

“From time to time, as required, we’ll take our vehicles to Brisbane Isuzu for servicing when there is something our on-site mechanic is unable to resolve,” he said.

“We feel confident that Brisbane Isuzu are quick to respond with aftersales support and any servicing issues that arise for us.

“That’s the strength of Isuzu Trucks that puts them above the rest—you have dedicated staff in the dealership network who know trucks and really care about their clients.”

Origin Fencing’s fleet requirements continue to evolve and adapt, supported by a decade-long relationship with Brisbane Isuzu and what Silver describes as the best trucks in the industry.

“It’s reassuring to be supported by a company such as Isuzu, a leader in commercial fleet,” Silver said. “Isuzu make you feel a part of their success,

UK’S MOST AUTOMATED PORT

In the last decade $3.78bn has been invested in   orld ondon ate ay making it the s most automated port ut hat does that mean for dri ers his is the question asked y PowerTorque’s uropean orrespondent Will Shiers

hen I arrive at DP World London Gateway, the English capital city’s newest port, the senior management bombard me with facts and gures.

Since opening 10 years ago, the site has expanded at a phenomenal rate, and according to John Trenchard, Commercial and Supply Chain Director UK, has so far benefitted from $3.78bn of investment. This rate of growth looks set to continue too, he tells me, with a further $1.86bn expected to be invested in the site over the next decade.

Ernst Schulze, DP World’s UK CEO is equally as proud of the 2.7 million sq m of planned warehousing on the port’s adjoining business park, 50 per cent of which has already been filled. That’s the same area as 400 football pitches, he informs me.

Now that’s all very interesting, as is the fact that it has 12 giant cranes for loading and unloading ships, each of which stands as tall as the London Eye Ferris wheel. However, I’d like to bet that your average truck driver doesn’t give two hoots about any of that. What they want to know is how long the turnaround times are, and where can they get a decent meal and the use of clean restrooms. However, as I’m about to find out, DP World has got all of that covered too.

Located on the River Thames estuary in Stanford-le-Hope, Essex, London Gateway is DP World’s largest investment outside of Dubai. Together with sister port DP World Southampton, it accounts for just under 50 per cent of the international supply chain trade that enters the south east of England.

“In London Gateway we do a lot of containers that are dry, ambient, nontemperature controlled, containing all sorts of things like semi-processed materials, furniture, consumer goods etc, and we also do an awful lot of temperature-controlled containers,” explains Trenchard. “In the UK we make enough food to feed ourselves for four months of the year. Another four months comes across from Europe through the ro-ro ports, and for the final four months of the year we need to import deep sea food. And that’s an important part of the market that we serve here.”

In fact, between London Gateway and Southampton, they handle 70 per cent of all temperature-controlled boxes that come in and out of the UK. Seeing as many of these are time-sensitive, and up to 80 per cent of containers leave by truck, DP World has invested a lot of money in automation, ensuring that the collection and drop-off of trailers is as quick and pain-free as possible.

“The trucking community are a very important part of our business,” explains Schulze, who tells me that up to 80 per cent of containers leave the port behind trucks. During the course of 24 hours, this typically equates to 2,000 truck movements.

When a truck arrives at the port, assuming the driver has already undergone their safety training, he or she uses the automated booking system. Having booked a slot, they are then directed to their personal bay. London Gateway currently has 180 road bays (with another 56 coming on stream next year when berth four is completed), and all are fully automated.

Having backed onto the bay, the driver exits the vehicle and presses a button. At this point the automated stacking system selects the correct container, weighs it, and loads it onto the truck. London Gateway is the UK’s most automated port, and it’s no coincidence that it also has the quickest truck turnaround times.

“Last week, the average turnaround time was 35 minutes,” declares Trenchard proudly. “It is in everyone’s interest to make sure that the fleet of vehicles are efficient, and can do as many jobs in a day as safely possible.

We are very proud of how our figures stack up.”

He says of equal importance is a good flow of information, letting people in the supply chain know when customs holds are off, and inspections carried out, deeming containers ready for collection. This data is exchanged live via portals such as DP World’s own Where’s My Ship online service, wheresmycontainer.co.uk, and cargoflowlogistics.com.

“These allow people in the supply chain to plan ahead, and prevents trucks from queuing for containers that aren’t ready,” says Trenchard.

“Drivers are a really critical part of the supply chain,” he stresses, before telling me about the driver facilities at its two UK ports. London Gateway’s on-site truckstop is run by truck and trailer rental firm Hireco, and includes the restaurant, Marlon’s Bistro. I can personally vouch for the cleanliness of the truckstop, and the quality of the food, having used the facility on a few occasions for interviews.

The company has recently invested $28m in a truck park in Southampton too, which includes driver welfare services, showers, washrooms and a restaurant.

“Drivers are really important stakeholders, and it’s important that we provide decent facilities for them,” adds Trenchard. “So, when they’re visiting the port they’re well rested, and can be prepared for the journey ahead.”

Although London Gateway is currently served by dieselpowered trucks, the port itself is already embarking on its road to decarbonisation.

“Every investment we make in the company needs to be sustainable, even when it is more expensive,” declares Schulze. “We are a big international company, and we need to take the responsibility, do our share, and go on this journey [towards net zero].”

London Gateway has already made massive strides in this respect. It has 12 electric cranes, Europe’s first electric shuttle carrier (which moves containers from the cranes to the automated stack), and electric stacks. It is also running a zero-tailpipe-emission Terberg tug, with another three units on order. This shifts boxes from the end of the stack, along a private road, and into the logistics park. So, you can go, with no carbon at the point of use, all through the port,” explains Trenchard. “And we are looking to increase this, as all of the equipment at berth four will be 100 per cent electric.”

It’s impressive stuff, but perhaps not as impressive as this final fact: If you line up all of the containers that DP World moves on an annual basis, they would stretch all the way from London to Perth and half the way back again!

THE SHIPS

On average London Gateway has 30 services (ships) per week.

“The market we mainly serve here is called north-south,” explains Schulze. “It’s mainly South America, Africa, the

Mediterranean, India, Pakistan and Turkey. We do have some services from the Far East, but not as many as Southampton.”

Vessels from the Far East tend to be larger, which is one of the reasons why London Gateway is currently embarking on a major expansion. It is currently building a fourth berth, which will increase the port’s capacity by 30 per cent. The $658m project, which is employing 1,000 people in its construction, will be completed by the middle of 2024.

In 2022 the port reported a 14 per cent annual increase in volumes, reaching 2.05 miliion TEU (Twenty-foot Equivalent Unit), and breaking the 2 million TEU barrier for the first time.

PORT-CENTRIC

London Gateway has adopted a portcentric logistics model. This essentially means customers locate at or close to the port, so reducing road miles, and saving time and money.

“This uniquely gives us the opportunity for customers and supply chain partners to have a port-based solution, allowing more efficiency when servicing the UK market,” explains Trenchard.

Schulze says this model has proved particularly popular in recent years, with the Covid pandemic and geopolitical issues making the supply

chain more complex than ever before.

“A lot of cargo owners don’t want to be involved in the supply chain, and that’s where we come in,” he says. “The port-centric concept that we put in place 10 years ago has been very successful, and now we are trying to copy it in other areas of the world, as well as in Southampton.”

While the port-centric model has definitely helped DP World achieve double-digit growth over the last 10 years, Schulze acknowledges that there has also been an element of ‘right time, right place’, which is a result of a recent surge in international trade.

“When I grew up in the Netherlands, in the winter we either had an apple or a pear, as they were locally produced,” he tells us. “These days you go to a supermarket and you have so much choice. You can have blueberries, you can have them organic, sweet, big, or whatever way you want. There is a lot of demand from customers and we are very spoiled with that demand. The world has become more complex, and DP World has jumped right in.”

Images: tomlee.gallery

L to R Will Shiers. Ernst Schulze and John Trenchard, DP World Commercial and Supply Chain Director UK.

Ernst Schulze, DP World’s UK CEO.

Master Code Review

Safer systems for a safer workplace

The Master Code is a registered industry code of practice that was developed by the Australian Trucking Association (ATA) and Australian Logistics Council (ALC) in consultation with industry and registered by the National Heavy Vehicle Regulator (NHVR) in November 2018. It is a practical guide to achieving the standards of heavy vehicle safety and compliance required under the HVNL and is an authoritative source of information about safety in the heavy vehicle transport industry.

Like other registered codes of practice, the Master Code is reviewed periodically to ensure that it stays up to date with industry changes and improvements to safety.

Have your say

Provide your feedback and subscribe to updates on the review process at nhvr.gov.au/mastercode

SHOCK ABSORBER FAQ

Hydraulic shock absorbers have been in common use for over a century but still produce a lot of enquiries. To help clear up uncertainties, Hendrickson have put together a list of Frequently Asked Questions to help clear up common shock absorber misconceptions.

WHAT DOES A SHOCK ABSORBER DO?

Shock absorbers dampen suspension movement. Without them, suspensions will overreact to movement and vehicles could literally bounce off the road, particularly around undulating corners. They control movement and make the ride more comfortable for the driver and safer for cargo. Excessive suspension movement also has a detrimental effect on our road surfaces, which is why firmer shocks are often required to meet ‘Road Friendly’ certification.

HOW DOES A SHOCK ABSORBER WORK?

Shock absorbers work by converting kinetic energy from body movement and wheel vibrations into heat. Movement of oil within a shock absorber is restricted by calibrated shims and valves, which are built into the foot valve and piston. (Refer to illustration below.) The resultant heat is absorbed by the oil and released through the shock absorber body, which is cooled by the passing air.

ARE SHOCK ABSORBERS DOUBLE ACTING?

All current shock absorbers are double acting. Most of the first hydraulic shock absorbers were single acting, meaning there was no restriction on compression and only offered resistance on rebound. However, they are now all double acting. If you look at the chart of the dynamic shock force versus velocity, you’ll see that while the extension and compression curves are different, the shock still dampens in both directions.

WHAT COULD CAUSE SHOCK MOUNTINGS TO BREAK?

There can be a few causes of shock mounts breaking. One of the most common causes is incorrectly set vehicle ride height. Too high a ride height will cause the suspensions to constantly ‘Top out’. Eventually something will give way, either the mounting, the shock eye mount, or the shock itself will come apart. (Refer photo, above right.) Raise/lower valves can cause the same damage if the trailer isn’t dropped back to ride height before the trailer is put back into use. Shock mounts that are not regularly torque-checked can also break because movement between components can cause thumping which will eventually cause something to break. Shocks in severe service applications, such as tippers, may need extra support from rebound limiters to prevent damage to shocks.

SHOULD I REPLACE SHOCKS COATED WITH A THIN FILM OF OIL?

A fine coating of oil is quite normal for a working shock absorber. Shock absorber rods have seals to keep the dust and dirt out and the oil in. However, these rod seals rely on a thin film of oil to keep them lubricated and in good condition.

As the shock absorber extends, some of the hot oil coating the piston rod evaporates before condensing in the cooler outside air onto the shock absorber body.

This forms an oily film on the outside of the shock absorber body. Over time, this film will collect dust and grime, which will often coat the entire body of the shock absorber. Misting is a perfectly normal and necessary function of the shock absorber. If you are unsure about the condition, then raise the chassis to fully extend the shock absorber, which may then be closely inspected without needing removal.

SCAN THE QR TO FIND OUT MORE ABOUT HENDRICKSON

ISSUES AROUND COUPLINGS AND B-TRIPLES

The Heavy Vehicle Industry Association have wrapped up a successful Brisbane Truck Show, with a record attendance. The trucking transport community had a great opportunity to see developments in technology and equipment, reckons

PowerTorque’s correspondent Bob Woodward.

There were many industry association meetings held in conjunction with BTS including the ARTSA-i, where the Heavy Vehicle Safety Initiative –Couplings Project was discussed. As this project progresses to finalisation, updates will be available via PowerTorque magazine.

Australian Standards: Standards Australia ME053 committee has reviewed a number of Australian Standards over the past couple of years. ME053 being responsible for Heavy Road Vehicles. Those Standards being AS 2213.1 and AS 4968.1, 2 & 3. AS2213.1:2022 was published on the 16 December 2022 and references the Selection and marking of pin-type couplings and drawbar eyes.

AS 4968 parts 1,2 & 3: Heavy road vehicles—Mechanical coupling between articulated vehicle combinations, fifth wheel couplings have also been reviewed and the latest versions of these standards are expected to be published in late June 2023.

AS2213.1:2022 Commercial Road Vehicles - Mechanical Connections Between Towing Vehicles - Selection And

on many new configurations. Aside of better on road dynamic performance operators report significantly less tyre wear (on tandems). There doesn’t seem to be any adoption of traditional converter dolly design with rigid drawbar with a triaxle group, it seems operators are sitting back not wanting to be the first. There are gooseneck style rigid drawbar dollies operating in specialised operations. The revised Australian Standard allows designers to approach the new design with confidence.

An emerging question is, how long it will take for the relevant Australian Design Rules to catch up? This is somewhat like a lottery draw. ADR 63/00 continues to refer to AS 2213:1984, there have been multiple revisions since the applicability date of 1 July 1991. As are the limitations in coupling positioning, first raised with the then Federal Office of Road Safety in October 1990.

Transitioning to Prescriptive HPFVs: Access for high productivity freight vehicles continues to be a nightmare, with some access applications known to be nearing 200 days only to be rejected.

IT’S JUST THAT COMPLICATED! Confidence to invest, without confidence of an appropriate level of access, why would one invest? PBS has become the fall back for road managers who seem to be unable to make an interpreted assessment based on a vehicle known safety performance and the NHVR seem quick to sidestep such issues, blaming the States or Territories. The NHVR is supposed to be the one stop shop for heavy vehicles.

Marking

Of

Pin-Type

Couplings And Drawbar Eyes, provides designers and manufacturers with updated information with the Standard has been expanded to include a section on rigid drawbar Performance Extension. This allows designers to extrapolate DC-value and V-value in accordance with UN/ECE Regulation 55, important when considering the higher DC-value required with some multi vehicle configurations.

Rigid drawbar converter dollies continue to be embraced by industry with operators adopting this design

Combinations such as modular B-triples should not be being subjected to PBS assessments for access.

There is much hype as to how the authorities are promoting and progressing productivity. Actions supposedly speak louder than words

There is much reference to Key Performance Indicators (KPIs) in business! It is long overdue fact, that industry (through the associations) needs to start applying KPI’s on regulators and legislators and review the actual deliveries of what was promised!

SOME MODULAR B-TRIPLE HISTORY:

Click on the QR codes for a taste of the history of B-triples in Australia.

THE POWER OF CHANGE

THAT’S ANOTHER HINO

UP TO 20%* FUEL SAVINGS WITH THE SELF-CHARGING HINO HYBRID ELECTRIC.

Change is inevitable, by embracing it with the Hino 300 Series Hybrid Electric, you can gain a genuine competitive advantage. Make real savings from your fuel and maintenance costs, reduce your operating costs and more. With superior technology at work, the Hino Hybrid Electric will deliver up to 20%* reduction in both fuel use and emissions, compared to a traditional diesel truck. As there is no starter motor, the regenerative braking system charges the batteries which means increased on-road time with no recharge requirements, and a 16% annual maintenance cost reduction due to less wear and tear on the brakes. That’s the power of change, that’s the Hino Hybrid Electric. Visit hino.com.au