Power Torque September/ October 2021 by Prime Creative Media

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VOLVO 1968 VS 2021

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LOOKING BACK TO THE FUTURE

riving two very different Volvo trucks for the article in this issue of PowerTorque brought to mind, not just the differences between trucks from the earliest part of my career when compared to the kind of trucks I’m driving now, but it also made me think about the other aspects of the truck driver’s and truck operator’s life which have changed so dramatically in the last few decades. Normally we are so tied up with the problems of the day, with what’s going on around us right now, that it’s very difficult to reflect back and look at how things have developed and how things have changed. Difficult to compare what was better and what was worse. For those who work within a trucking operation everything has to be done in the now. Everything has a deadline, stuff has to get there on time, stuff has to be picked up on time. There is very little opportunity to take a wider perspective and draw conclusions, which may help us live our lives better and run our business is better. Probably one of the ways things have changed the most is in the responsibility the driver is expected to take for the truck and its load. Mobile communications have completely changed the way responsibility is allocated by those involved in the trucking industry. The person behind the wheel was out there on their own, and this situation was a double edged sword. It was up to the driver to control every aspect of the job, they could decide when and which way to run, as long as the load got to the right place at the right approximate time. The manager of the trucking operation would remain ignorant of any problems if and when they occurred. There was an expectation on the driver to solve issues as they cropped up. They needed a comprehensive toolbox to solve the constant mechanical problems that would crop up. These seemed to happen a lot and were always worse when the load was running late. Telephones could sometimes be found out on the open road, at the occasional settlement or service station. In the cities it would be difficult to park up a truck close to a telephone box and, if it was possible, often the telephone box would be out of order. Essentially the driver was acting completely independently and the operator had to trust they were doing the right thing, or turned a blind eye and kept their fingers crossed. Contrast that to a modern fleet with multiple cameras streaming live back to the operations team. Constant position readouts and updates on whether the delivery will be on time are available on screen. The driver sits in the their seat, often being monitored for their behaviour. Are they distracted, are they fatigued? Are they looking at their phone? The visibility the operators have of their employees is incredible. The result? Much safer trucks and much safer truck drivers. Fewer deaths and injuries is always going to be an improvement, and we have to be grateful for all of the improvements between 1968 when the F86 was built until now, when the FM was assembled.

EDITOR

ISSUE 124

Contents

TOOLS OF THE TRADE

TradeTools depends on a fleet of trucks to deliver a wide range of tools and machinery to its stores dotted across Queensland. Paul Matthei talks to the team running a efficient and responsive transport business supporting the enterprise.

14 A GENUINE HEAVY DUTY CHALLENGER FROM HINO

38 EWD FATIGUE

The complete renewal of the Hino truck range reaches its conclusion with the introduction of the new 700 Series models and sees a genuine heavy duty challenger from Hino coming on to the Australian truck market.

How are the early adopters using EWDs coping with the new technology.

28 50/50 TESTING TRUCKS 50 YEARS APART The latest Volvo FM is a state-of-the-art 21st century truck, a Volvo F86 was the first truck built by Volvo in Australia. Tim Giles takes them both out on the road to see how times have changed.

Thanks in part to the remarkable surge in demand for new road transport trailing equipment over the last 12 months or so, a new manufacturer in the Sunshine State is going gangbusters. Paul Matthei sits down with James Yerbury, owner of Robuk Engineering, to discuss the details of his thriving new business.

36 ALL ROADS LEAD TO ROMA

52 RELEASING POTENTIAL

In a period of stop/start lockdowns and limited social interaction, rural Queensland, which has remained relatively Covid-free, finally hosted the twice delayed annual conference of the Livestock and Rural Transporters Association of Queensland in Roma.

The massive rise in demand for transport services since the Covid pandemic hit has led to a corresponding rise in demand for rented and leased equipment tailored to the task. Paul Matthei speaks with representatives from three prominent companies that have risen to the challenge of supplying the industry with these increasingly important services.

48 MAKING TRAILERS WHILE THE SUN SHINES

“Seating – on a higher level”

ISRI SEATS

the brand in all the brands Global leaders in seating comfort

510 Victoria Street, Wetherill Park, NSW 2164 Ph: 02 9756 6199 Fax: 02 9756 6052 Web: www.isri.com.au

Standard Issue 08 NEWS AND VIEWS NatRoad and PowerTorque remodel relationship, NTARC says truck crash figures are down, the NHVR remapping clampdown, improving medical standards for truck drivers and speculation about a Scania big cab. All this and more in PowerTorque news.

34 RAMP SAFETY, HELP US HELP YOU It’s a morbid claim to fame that the category ‘transport, postal and warehousing’ features in the top three across all industries in both fatalities and compensation claims. In this issue, the ALRTA looks at the most recent statistical year, 183 Australians were fatally injured at work and 107,335 workers lodged compensation claims.

INDUSTRY ISSUES

Sustaining growth and productivity is exercising the mind of the NHVR, the ATA wants to shine a light on industry greats and NTI discusses how to use all of that fatigue monitoring data.

AN ELECTRIC TEST DRIVE CIRCLES LONDON

PowerTorque’s European Correspondent, Will Shiers, gets range anxiety when trying to circumnavigate London on the M25 in an electric truck.

GETTING INTO GEAR

Tech Know interviews the new boss at Eaton, automated manual transmission expert, Graeme Weston, to see if he is enjoying the new role.

TECHKNOW

In this issue, Tech Know, among other things, looks at down-speeding and powertrains, flooded axle maintenance, misting shocks, replacement filters and lifting equipment.

86 COLD CHAIN MOOTH SOPHISTICATION S FROM AN ELECTRIC TRUCK

The Push is On to Improve Cold Chain Skills. Our food culture needs to change reckons Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC).

The driving experience is not something people normally expect from a truck test drive, but it is possible to get smooth sophistication from an electric truck, reckons Tim Giles after driving the Fuso eCanter. www.powertorque.com.au

NEWS & VIEWS

NATROAD REALIGNS WITH POWER TORQUE “NatRoad is working hard to provide the industry with a voice, and we invite feedback from Power Torque readers on the issues they are facing,” said Warren Clark, NatRoad CEO, after reaffirming the strong relationship between his organisation and PowerTorque Magazine. “NatRoad looks forward to providing Power Torque readers with up-to-date, relevant industry information to help keep them on the road. Our team regularly meets with key decisions makers and regulators in the industry to improve the operating environment for all. Therefore, NatRoad looks forward to working with Power Torque to keep operators informed on changes that affect their business.” First cab off the rank is NatRoads campaign to improve payment terms and stop owner-operators being used as ‘Cheap Finance’. The NSW Small Business Commissioner has recently released the Small Business Shorter Payment Terms Policy, which requires companies entering into contracts with the NSW Government to pay their subcontractors within 20 business days

following the receipt of invoice. This applies to contracts from July 1 2021 with a value of $7.5 million or more. Although this is a welcome change, it only applies to a small number of owneroperators, with large numbers of operators struggling to pay their own bills. Delayed payments or non-payments are

Warren Clark, NatRoad CEO

the major contributors to business closure. Large companies are effectively using sub-contractors as a way to finance their operations by not paying them on time. NatRoad said it continues to lobby the federal government to make 30-day payments a maximum time within which payment to a small business must be made. A national law to that effect would help end the uncertainty and inconsistency of payment times for transport small businesses. Many companies are using COVID-19 as an excuse to push payment times out further than 30 days. In the face of this trend, it is hoped that the changes in NSW point to a trend that can help reduce the uncertainty and inconsistency of payment times for small transport owner-operators. But more needs to be done and similar changes should be introduced nationally and made law rather than form part of a government code. Better support and protection are needed for road transport operators to keep them on the road during these turbulent times.

TRUCK CRASHES WENT DOWN DURING THE PANDEMIC It is common knowledge in the trucking industry, but the the latest accident research has confirmed that the number of truck crashes went down during the pandemic. NTI’s National Truck Accident Research Centre (NTARC) today published its 10th, and now annual, national report into the cause of major crashes involving heavy vehicles, has found that during COVID Australia’s roads were the safest they’ve been in years, with the number of multi-vehicle crashes involving heavy vehicles down more than 16 percent. NTARC author, Adam Gibson, of NTI, said the positive findings came despite more trucks and freight being on Australian roads, particularly during the pandemic. “The industry should be congratulated for keeping Australia moving and for keeping supermarket shelves stocked especially during COVID lockdowns,” said Adam.

POWERTORQUE September/October 2021

The report found evidence road safety messaging is working, with fatiguerelated crashes involving heavy vehicles down from 27 per cent in 2005 to eight per cent last year. “There’s been a massive reduction in multi-vehicle crashes involving trucks and the lowest number of fatiguerelated crashes since NTI began keeping records 18 years ago,” said Adam. “It is a credit to the industry, truck drivers and all road users.” Technology and smart trucks are key to further driving down the road toll. The report found one in eight truck crashes were due to inappropriate speed for the conditions, however this did not mean the vehicles were exceeding the speed limit. “Speed cameras, radar traps and increased speed enforcement help deter high speed offences, but data shows technology and smart braking systems on trucks are key to reducing singlevehicle rollover crashes,” said Adam.

NTI is working with the National Heavy Vehicle Regulator (NHVR) to use data from the NTARC report to develop new education initiatives to further improve road safety. “Australia’s trucking industry is set for an information boom over the next decade, which will help improve safety and increase productivity,” said Sal Petroccitto, NHVR CEO. “The NHVR is committed to ongoing fatigue detection programs and support, together with delivering safety campaigns such as We Need Space, aimed at reminding light vehicle drivers about the importance of driving safely around truck drivers on the road. “We want every driver to travel safely and arrive safely at their destination and ensure these NTARC report figures continue to improve.” Since 2003, when the first NTARC report was released, the number of freight movements and heavy vehicles has increased by 50 per cent.

NEWS & VIEWS

COMPREHENSIVE ELECTRIC CHARGING SYSTEM FOR TRUCKS Three of the big four global truck manufacturers have come together to sign an agreement to develop a comprehensive electric charging system, initially in Europe, but one in North America is also on the cards. Between them Daimler Truck, the Traton Group and Volvo Group represent a majority proportion of the trucks manufactured across the globe. These three have signed a non-binding agreement to install and operate a highperformance public charging network for battery electric heavy-duty long-haul trucks and coaches across Europe. The group are planning to start operations in 2022, investing 500 million Euros ($790 million) to install and operate at least 1,700 high-performance green energy charging points close to highways as well as at logistic and destination points, within five years from the establishment of the JV. The three players are also heavily involved in the US truck market, since Traton finalised its takeover of International Trucks earlier this month. Reports suggest a similar JV in North America will be announced relatively soon. The number of charging points is with time intended to be increased significantly by seeking additional partners as well as public funding. According to the three major players, this joint action addresses the urgent need for a high-performance charging network to support truck operators with their transition to CO2neutral transport solutions, especially in heavy-duty long-distance trucking.

Martin Daum, CEO Daimler Truck, Matthias Gründler, CEO Traton Group and Martin Lundstedt, President and CEO Volvo Group

A recent industry report called for up to 15,000 high-performance public and destination charging points no later than 2025, and up to 50,000 highperformance charging points no later than 2030. According to the joint venture partners, their kick-start is a call for action to all other industry players, as well as governments and regulators, to work together for a rapid expansion of the necessary charging network to be able to contribute to reaching the climate targets. As a clear signal towards all stakeholders, the charging network of the three parties will be open and accessible to all commercial vehicles in Europe, regardless of brand. “For the Traton Group, it is clear that the future of transport is electric,” said Matthias Gründler, CEO Traton Group. “This requires the rapid development of publicly accessible charging points, especially for long-distance heavy-duty transport. We are now moving forward together with our partners Daimler Truck and Volvo Group to make this high-performance network a reality as

quickly as possible. We now make the first step to accelerate the transition towards sustainable, fossil free transport. The second step should be a strong engagement of the EU for the full scale-up of a charging network across Europe.” Volvo Group, Daimler Truck and the Traton Group will own equal shares in the planned JV, but continue to be competitors in all other areas. The creation of the JV is subject to regulatory and other approvals. The signing of a JV agreement can be expected by the end of 2021 “We are laying the necessary foundation in making a break-through for our customers to make the transformation to electrification by creating a European charging network leader, said Martin Lundstedt, President and CEO Volvo Group. “We have powerful electromobility technologies, and now, with Daimler Truck, the Traton Group and thanks to the European Green Deal, also an industrywide understanding as well as a political environment to make fundamental progress towards sustainable transport and infrastructure solutions.”

NEWS & VIEWS

ENGINE REMAPPING CLAMP DOWN but occasionally we see unsafe practices occurring and it’s our job as a regulator to lead change. “Whether you’re an owner, driver,

An initiative from the National Heavy Vehicle Regulator is educating all road users on the environmental issues and safety issues as part of an engine remapping clamp down. The NHVR education campaign will highlight the health and safety risks caused by illegal engine remapping. The campaign will focus on educating the heavy vehicle industry and public on the harmful effects that engine remapping can have on heavy vehicle drivers and logistics workers, as well as communities and the environment. NHVR CEO Sal Petroccitto said the campaign was an opportunity for the NHVR to work collaboratively with the heavy vehicle industry to remove engine remapping and improve safety. “The NHVR’s highest priority is safety and we’ll continue to focus on compliance while delivering education and awareness through information like the engine remapping campaign,” said Sal. “By and large, our industry does the right thing,

mechanic, part of the supply chain or a light vehicle driver, engine remapping puts everyone at risk.” The campaign will be delivered in two phases, with an initial focus on the exposure that toxic diesel emissions can have due to engine remapping. Research indicates that remapped engines can release up to 60 times more pollutants* into the atmosphere, which can cause damage to the health and safety of workplaces, communities and the environment. The second stage of the campaign will focus on remapped engines that disable speed limiter controls. With recent compliance checks indicating up to 10 per cent of all heavy vehicles are operating with illegally remapped engines**, the danger is significant and can cause serious injury. * Australian Bureau of Statistics January 2017 Motor Vehicle Census ** Transport for New South Wales heavy vehicle compliance checks 2019 - 2021

MEDICAL STANDARDS FOR TRUCK DRIVERS NEED TO IMPROVE In terms of the assessment of fitness to drive, medical standards for truck drivers need to improve. The point has been made by the Australian Trucking Association in its submission to the National Transport Commission’s review of Assessing Fitness to Drive Backed by sound legal advice, the ATA submission recommends improving the AFTD commercial standards. The submission begins, though, by

recounting Nathan’s story. In February 2010, Nathan passed away after a B-double collided with his ute on the Pacific Highway. The B-Double driver had been examined under the medical standards just three months before the crash, but the exam had failed to reveal that he had severe sleep apnoea. The B-double driver had fallen asleep at the wheel. “The AFTD commercial standards are simply not fit for purpose,” said Andrew McKellar, ATA CEO. He said cardiovascular disease, sleep apnoea and diabetes were significant issues for the trucking industry, with truck drivers recording a higher rate of these medical conditions compared to the Australian population. “Despite these findings, the current AFTD screenings are subjective, unsuitable and out of date. They are unable to properly recognise medical issues that would affect a driver’s fitness to drive,” said Andrew. The ATA submission highlights an example of this with the AFTD patient questionnaire and its use of the Epworth Sleepiness Scale, a tool that is proven to be

POWERTORQUE September/October 2021

unsuitable for determining if commercial drivers have sleep apnoea. The NTC has proposed creating a separate, additional standard for drivers working for certified businesses, but Mr McKellar said that the AFTD commercial standards should instead be improved to include objective medical screening tests. “The rail medical standards include an objective screening matrix for sleep apnoea, a diabetes screening test and an objective cardiac risk assessment using the Australian absolute cardiovascular disease calculator,” Mr McKellar said. To support its submission, the ATA sought legal advice from national law firm Holding Redlich. The advice concluded that no jurisdiction’s legislation would prevent AFTD from mandating specific examination procedures similar to the rail worker medical standards. “The NTC has argued these objective tests are beyond the scope of what they can do, but as outlined in our submission, there is no legal reason why objective screening like this cannot be included in driver medicals,” he said.

NEWS & VIEWS

SAFETY-CRITICAL REPLACEMENT PARTS The ARTSA Institute (ARTSA-i) has unveiled a Good Practice Guide, which aims to raise awareness of suppliers, purchasers and installers of safety-critical replacement parts about supply practices. The Guide describes actions that suppliers should take to ensure parts are suitably certified, that records are kept and installation information is provided. The Guide does not favour original equipment parts over after-market parts. Nor does it favour bricks and mortar retailers over online suppliers. It provides common-sense actions that all part suppliers should take, but often don’t. “We aim to reduce the risk of workshops fitting poor quality or inadequately rated safety-critical parts as well as providing an understanding of the different types of replacement parts available in the market,” said Dr Peter Hart, Executive Member at ARSTA-i and a certified vehicle engineer. “Operators should purchase good-value parts for heavy vehicles that will provide

safe, reliable, and legal performance. The Guide defines acceptable supply practice and advises purchasers what to expect from suppliers. The use of poor-quality parts leaves the operator vulnerable to expensive breakdowns and reworks, enforcement attention and loss of insurance cover. For this latter reason alone every vehicle operator is urged to ensure that their in-house technicians or third-party workshops and suppliers fit parts that are suitable for the job. “We want to reduce the risk of in-service failure of all replacement parts, to avoid the vehicle crashing, or simply breaking down on the highway where they may be vulnerable to impact by other road users, potentially causing death, injury, loss or damage. We believe these risks can be mitigated if replacement parts suppliers implement the quality-assurance activities specified in this new Guide.” The Guide recognises four risk levels which are: 1. Safety Critical

2. Safety and Compliant Relevant 3. Minor Safety Relevance and 4. No Safety and Compliance Concerns. The Guide’s advice is graduated according to these levels. By implementing the Guide’s suggestions suppliers will identify appropriate technical standards, hold validation test reports, keep supply records, review failure reports, and provide installation information. The Guide is applicable to replacement parts which are used to replace an original part, and for parts that are used to modify a vehicle. This Guide identifies good practices that will support suppliers, purchasers, operators, and others involved in the servicing or modification of heavy vehicles, to enhance the safety and reputation of the road transport sector. Additionally, the purchaser and fitter of these parts will have peace-of-mind that they have completed satisfactorily their role in the chain of responsibility.

NET ZERO COMMITMENT FROM FUSO Japanese truck maker Fuso will be following the Daimler Truck target of CO2neutrality in production sites, with the net zero commitment from Fuso aiming to shift all plants to CO2-neutrality by 2039. Operations at Fsuo’s European in Portugal will becomeCO2-neutral during 2022. Other plants in Japan will follow to achieve CO2-neutrality by 2039 at the latest, with the Kawasaki and Nakatsu Plants having reduced CO2 emissions by 17 per cent since 2015. The Japanese government recently stated that it would ‘aim to become carbon neutral [in the automotive industry, including the entire supply chain’ in its action plan for the Green Growth Strategy, which was approved by the Japanese cabinet in June 2021. The Tramagal Plant in Portugal is the leader in the drive to zero emissions. This is the plant where the eCanter model, shown at the Brisbane Truck Show, and now on sale in Australia, is being built. The plant is increasingly using green electricity, increasing on-site solar power production and switching to selfconsumption, The entire internal logistics

and warehouse fleet is being converted to electric vehicles. The plant is currently exploring the possibilities of green hydrogen production with the support of solar panels, to gradually replace natural gas consumption. Daimler says it is also committed to sustainability in other aspects of the value chain, with all European Daimler Trucks and Buses plants will have a CO2-neutral

energy supply by 2022. At the Kawasaki Plant, where the Fuso Canter sold in Australia is currently made, and the Nakatsu Plant, where transmissions are manufactured, Fuso is implementing a five-year plan to decrease CO2 emissions by 17 per cent compared to 2015 levels. It has created a new roadmap to decarbonise the Kawasaki Plant by 2039.

The Kawasaki Plant, where the Fuso Canter sold in Australia is made

www.powertorque.com.au

NEWS & VIEWS

A LONG HISTORY IN THE TRAILER BUILDING BUSINESS Kevin came into the ancestry of MaxiTRANS four decades ago when he joined Maxi-CUBE. His introduction to Maxi-CUBE came when, working for a previous employer, he was involved with a joint-venture building insulated railway containers. Maxi-CUBE had the contract to build the panels. “I was helping manage the project, doing a lot of design drafting,” he says. Following the contractual involvement with Maxi-CUBE, the company approached him and offered a position at Maxi-CUBE’s Coopers Plains, Brisbane, facility. And so, in 1981 Kevin Manfield commenced working out of the Brisbane facility in a design and drafting role. Established in that position, he was offered a promotion. “I was asked if I would be interested in moving down to Melbourne,” says Kevin.

One of the key people in the MaxiTRANS organisation is Kevin Manfield, who has a long history in the trailer building business. Nowadays, Kevin is the General Manager of Sales for MaxiTRANS. Based in Queensland, Kevin Manfield has moved into the General Manager position from his previous role as General Manager of Products and Markets. On a day-to-day basis, Kevin assists and supports individual sales people and management in putting together deals, including pricing, structure and specifications. When required, he assists with customer support and contact. “Look, to be honest with you, I’m actually a tradie,” says Kevin. “I did a trade, worked on the shop floor and I worked my way into engineering. Then I moved through engineering and into manufacturing.”

Centre, Kevin Manfield, MaxiTrans General Manager

Accepting the offer, Kevin and his wife relocated to Melbourne and he began working in the Maxi-CUBE engineering department. Another offer, another promotion and acceptance, and Kevin moved back to Queensland as State Manager for Maxi-CUBE. In this position, he ran the Queensland wing of the company including operations and the service department. And in what was becoming a geographical game of tennis, Kevin again relocated. This time back to Melbourne as General Manager of Manufacturing at Hallam. “At that stage we were in the process of acquiring Fruehauf Trailers,” says Kevin. “So we took on Fruehauf and the manufacture of these trailers was transitioned to our Hallam plant.” The company went public at this stage before Maxi-CUBE acquired Freighter Trailers, and soon after MaxiTRANS was established. At this time, Kevin moved into a National Sales position. In a restructure of the company after being listed on the Stock Exchange, Kevin took up the role as the Maxi-CUBE Product Manager. Yet another corporate restructure saw Kevin Manfield move into the position of General Manager of Products and Markets for MaxiTRANS. “I would have all the products under the brand reporting back to me. I did that for a number of years.” And then Kevin moved into his current position as General Manager of Sales.

APPROVED THE OPERATOR’S OWN EXCLUSIVE OBM By signing off on McColl’s Integrated Mass Management System (MIMMS), Transport Certification Australia has approved the operator’s own exclusive OBM. McColl’s Transport Operations Pty Ltd is Australia’s largest independent bulk liquid carrier of milk, food and bulk chemicals and the MIMMS system was developed exclusively for use by the operation. MIMMS uses an innovative combination of technologies, systems and processes to meet the performance requirements of the OBM System Functional and Technical Specification. This approval comes as part of the National Telematics Framework which is intended to provide transport operators

with the opportunity to have their own technologies and systems recognised by TCA. “We are very pleased to have received TCA approval for MIMMS,” said Simon Thornton, McColl CEO. “This comes after two years of hard work for our team to deliver this new capability to us. Safety is at the top of our values list and this system will be another asset to help us to keep our drivers and other road users safe. “MIMMs will allow us to be sure that we are always operating within the gross vehicle mass limits for the roads that we are driving on. Our federal, state and local governments make big investments to provide Australians with first class road

POWERTORQUE September/October 2021

infrastructure. “Managing and reporting our mass in real time is part of our commitment to keeping that infrastructure in top working order. We have a particular interest in regional and rural roads as we collect milk from farms and the infrastructure on these smaller roads is particularly vulnerable to over-weight vehicles. “Importantly, McColl’s milk trucks can now leverage the new High Productivity Freight Vehicle (HPFV) arrangements in Victoria that broaden access, deliver easier first-and-last-kilometre approval and reduce the need for permits, which provides greater protection for Victoria’s roads and bridges.”

NEWS & VIEWS

COMPILING USEABLE STRATEGIC FREIGHT DATA In an innovation demonstrating the value of the convergence of data, the Transport Certification Australia (TCA) has released details on how it contributed to the heavy vehicle movement insights provided through the National Freight Data Hub prototype website. The new website went live as part of the Australian Government announcement. As part of this new initiative, the National Freight Data Hub prototype website provides a source of strategic freight data for industry, government and other technology users to help improve the efficiency, safety and resilience of the freight sector. The prototype website features interactive truck telematics maps that provide insights into travel patterns, congestion and the use of rest areas by heavy vehicles. These visualisations draw substantially from data derived from the ional Power Torque Ad 3-Final2.pdf 3 26-Jul-21 3:26:04 Telematics Framework (NTF). ThisPM framework is the a nationally agreed digital

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platform linking technology providers with technology users. Leveraging the NTF’s data protection mechanisms and privacy-by-design principles, TCA provided the National Freight Data Hub with aggregated, de-identified data extracts from applications of the NTF. Heavy vehicle operators use NTF applications that include the Intelligent Access Program (IAP), the Telematics Monitoring Application (TMA) and the Road Infrastructure Management (RIM) application. Standardised approaches to data collection and transfer, which underpin all NTF applications, offered the National Freight Data Hub an efficient way to access data from 6,500 vehicles operating across the country. The data is from transport operators who use Application Service Providers operating in the NTF. Standardised data consent arrangements that TCA has in place with transport operators overcame challenges routinely

www.genesisequipment.com.au

associated in obtaining data from heavy vehicle fleets. “The National Freight Data Hub prototype website showcases the availability of aggregated and de-identified telematics data in cutting-edge geo-spatial interactive insights,” said Matt Stockwell, National Freight Data Hub Assistant Director. “Working with TCA, the Hub team has visualised insights on congestion, rest areas and truck counts which enable industry and governments to get a national picture of freight movements. “The data helps answer our enduring freight questions such as where and when freight is moving on our roads and how we can improve the efficiency and safety of the freight task.” As more vehicles are enrolling in the NTF, and driven by the use of new productivity and safety reforms in use by road managers and regulators, future versions of the interactive maps on the Hub will benefit from more data from a diverse range of vehicles.

TRUCK DEVELOPMENT

A GENUINE

POWERTORQUE September/October 2021

TRUCK DEVELOPMENT

HEAVY DUTY

CHALLENGER FROM HINO

www.powertorque.com.au

TRUCK DEVELOPMENT

ver the last few years, Hino has completely upgraded all of the trucks it offers to the Australian truck market. It started with the new 500 Series, was then followed by the new 300 Series, and now we see the arrival of the new 700 Series heavy duty truck range from the Japanese manufacturer. This renewal across the brand has seen the introduction of state-of-the-art safety systems and modern electronics throughout the range. The Hino brand has been uncompromising in its mission to bring the latest technology into the Japanese segment of the truck market. In the past, Japanese truck manufacturers have always been a couple of steps behind competitors from Europe, in terms of technological sophistication, but this series of truck releases has seen the Hino brand closely match Europeans in terms of technology toe-to-toe. Ostensibly, this release is to introduce the latest low exhaust emissions engines onto the market. However, it does not stop at Euro 6, there is also a suite of electronic safety features which brings the complete This new model sees the introduction of a new driver monitoring system, a first for Hino in Australia.

POWERTORQUE September/October 2021

“THIS DEVELOPMENT SEES HINO FINALLY COMING TO THE AUSTRALIAN 8X4 PARTY AND SHOULD ENABLE THEM TO START TO COMPETE IN MARKET SEGMENTS LIKE CONCRETE AGITATORS, WHERE IT HAS BEEN UNABLE TO GENUINELY COMPETE IN THE PAST.” offering from Hino bang up to date. Each time PowerTorque reports on the latest release from Hino, it inevitably leads to a long list of three- and four-letter abbreviations for all of the systems which are now included. Overall, the package is called Hino SmartSafe and now includes Driver Monitor (DM), the Pre-Collision System (PCS), Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), Lane Departure Warning system (LDWS), Vehicle Stability Control (VSC), Reverse Camera, plus more features which do not have simple abbreviations. The Pre-Collision system uses a radar and video feed which constantly monitors the road in front of the truck. The

combination of the two systems will work out what any object in front of the truck is and how fast, and in what direction, it is travelling. Based on this information, it will react if it calculates there is danger of a collision. Depending on the urgency of the situation it can slow the truck, it can introduce some braking or, in the most dangerous circumstances, apply 100 per cent braking immediately and bring the vehicle to a halt before any collision. This new model sees the introduction of a new driver monitoring system, a first for Hino in Australia. The Driver Monitor system has a camera monitoring driver behaviour and distraction fitted to the A

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TRUCK DEVELOPMENT

pillar. This will set off an alarm if serious fatigue or inattention is detected. The camera is monitoring the drivers posture, where they are looking and eyelid movement, it then interprets this data to decide whether it needs to alert the driver. There is a small infrared camera which is embedded in the A-pillar. The SmartSafe system is available in most models as the new 700 Series rolls out, with the twin steer 8x4 models joining the SmartSafe party in 2022.

BROADENING THE RANGE Another major feature of this new 700 Series range is a broadening of the models available. The 700 Series now includes a nine-litre engine option, which opens these models up to a number of new market segments which have not been able to access the 700 Series before. The 700 Series range goes from the 10 models of the previous iteration to 19 models in the new range. Engines, previously only available as options in the 500 Series have now got some extra horsepower and are available in a 700 Series chassis. This first of the two new nine litre engines, the A09C-VP, is rated at 320hp (235kW) and produces 1275Nm (940 ft lb) of torque, which is available from 1100 rpm all the way up to 1600 rpm. This engine is available with the Allison 3200 six speed

POWERTORQUE September/October 2021

automatic transmission. There is also a more powerful 360hp (265kW) 9-litre available, the A09C-BN, which puts out 1569 Nm (1157 ft lb) of torque. With this engine the Allison 4440 auto is included in the driveline. This higher horsepower engine will be powering the new 8x4 models and using this heavier automatic gives the truck a deeper first gear, improving startability, enabling it to be used up to 42.5 tonnes GCM. The nine-litre engine is an upgrade on the current nine-litre sold in the top end of the 500 Series trucks at the moment. This latest version, the Euro 6 model, uses the same engine block as has been used before, but in virtually every other system there have been upgrades on this latest engine. The new engine at the lower power rating will be available on the 4x2, 6x2 and 6x4 models, and the larger more powerful engine will be available on the 8x4 models, which Hino offers, for the first time, with a load sharing suspension. In tare weight terms of the nine litre offers a reduction in overall weight of around 500 kg, when comparing models like for like. This is particularly apparent, and relevant, in the 8x4 model. This development sees Hino finally coming to the Australian 8x4 party and should enable them to start to compete in market segments like concrete agitators, where it has been unable to genuinely compete in the past. This latest launch and these new models sees the Hino brand finally competing strongly in a segment of the market which has become highly competitive in the last few years, with just about every truck brand improving its offer into the highly specialised twin steer segment and the fiercely fought heavy rigid market. The differential ratios on offer have been altered for these new models and now the engine rpm sits at around 1700, when the truck is doing 100 km/h. Trucks fitted with the nine litre engines have a cabin which sits about 120 mm lower than those fitted with the 13-litre engine. This is possible because the truck is fitted with an adapted version of the cooling package fitted in the lower 500 Series when using the nine-litre engine. “The new 700 Series is a massive deal for the Hino brand,” says Daniel Petrovski, Manager of Product Strategy for Hino

Australia.”It puts a comma on the product renewal across our range, it’s stage one of what will be a multi stage 700 Series introduction. It will begin with an expanded model range.” “It is a new truck, I think the only thing that remains from the old model is the chassis rails. All of the chassis packaging and accessories around the chassis rails have been updated. Plus, we now add in the nine litre engine.”

HIGHER POWER The 13 litre engine fitted in the new 700 Series from Hino also sees an upgrade, the SH 1845 4x2 prime mover models will feature the E13C-BL engine with 450hp (331kW) and 2157 Nm (1591 ft lb)of torque on taap. Meanwhile, the 2848 6x4 prime mover, FS 2848 6x4 rigid and FY 3248 8x4 rigid models will get the E13C-BK engine with a horsepower rating of 480hp (353kW) but still with 2157Nm (1591 ft lb) of torque available. Maximum torque is now available in the 13 litre engines from between 1000 to 1500rpm. These updated 13 litre engines are paired with the ZF 16-speed AMT, the TraXon TX 2441TO. All of these engines, both 9 and 13 litre options also have a Jacobs engine brake included, to further enhance the driving experience. On the 13 litre engines this retardation is further enhanced by the inclusion of a ZF Intarder in the driveline, with a maximum of 684 kW of retardation available on the more powerful option. “The ZF Intarder is going to represent around 90 per cent of all of our customers’ auxiliary braking,” says Daniel. “with our brake blending button on the dashboard, the system calculates how much brake you are asking for, from how the brake pedal is pressed. It will use engine braking to bring the vehicle to stop, before it will introduce the service brakes. “There are no manual transmissions available in these trucks. A number of years ago we made the decision that manual transitions were on the decline and with this range it was designed around automatic and AMT transmissions. This has been backed up by the fact that we haven’t sold a truck with a manual transmission in the last two years.” Hino has moved to a rotary dial controller on the dashboard for the AMT, similar in design to that used on DAF and MAN trucks. This new controller is a major

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TRUCK DEVELOPMENT

improvement on the previous large stick controller, which was situated in the former gearstick position. Flicking from auto into manual and intervening by the driver, to either go up a gear or down a gear, can now be done on a steering column stalk. This new controller means cross cabin access is much improved and more driver-friendly on this model. On both of the new engines, the point at which maximum torque is reached has been brought down the rpm range. This means that fuel consumption will be decreased, when compared to the previous engines in the Hino 700. These new engines also use the, more slippery, dimpled cylinder liners, first introduced with the 500 Series, which further enhance the efficiency of the engine.

MOVING ACROSS TO EBS Electronic braking systems are now available all of the way across the 700 Series range of trucks. This brings the brand up to date in terms of braking technology. The combination of EBS with features like stability control and integration with EBS fitted trailers further enhances safety in this model. Over the last few years Hino have been improving their cabin interior design, as they move away from the very predictable grey Japanese truck interior we have become used to. With the introduction of the new 700, the cabin interior has a quality look and is probably feels more European than Japanese, in terms of first impressions. The dashboard has been carefully

POWERTORQUE September/October 2021

thought out, looks good and is definitely much more modern than some of this truck’s direct competitors. However, this is still a Japanese track and it does have those features which reflect the conservative nature of the domestic Japanese truck market, which expects those features which we see in every Japanese truck like the high engine cover, relatively small bunk and clunky handbrake mounted on the engine cover. The electronic dashboard directly in front of the driver has a neat feature, when the driver is driving normally it has a blue background colour, but when the driver takes more care and is driving more economically, the background turns to green. The display also includes driver reminders to avoid behaviours which are detrimental to the overall fuel consumption. It will tell the driver when they have been over speeding or over revving and a reminder pops up to ask them to take it easy.

FULL REFRESH OF THE MODEL LINE-UP The new 700 Series from Hino is the last part of the puzzle for the new look from the Japanese brand. All models now have the new large grille, with clear branding. There is also now stability group control across the range, apart from the twin steer models, but this will be arriving next year. There is also the availability, across the brand, of a comprehensive safety suite, which is one of those features which is becoming more and more important for trucking operators in

Australia and around the world. The introduction of the nine-litre engine into the 700 Series allows Hino to also offer a wider range of wheelbases, to suit various applications, many of which are very different to those needed by the buyers of the larger 13 litre powered trucks. For example, a longer 4.5 metre wheelbase will enable Victorian tipper operators to now meet the bridge formula length requirements in that state, enabling them to run at higher masses. This latest launch also means that the entire range of Hino models, from the 4.5 tonne 300 to the 70 plus tonne 700 all come with Euro 6 compliant engine. According to Daniel, the 8x4 model comes in at a tare weight which is in that useful, just over eight tonne, range, which means it may come into consideration by the concrete companies as an agitator. One of the advantages it may have is the fact that it is fitted with a heavier duty Allison transmission, than some of its direct competitors in what remains a very tight market. At the new 700 Series launch, there was a hint that there may be a model coming onto the Australian market from Hino with a power rating over 500 hp. However, over the years PowerTorque has learned to take these kinds of hints with a pinch of salt. There is also a hybrid version of the 700 in the pipeline for the Japanese truck market and Hino are indicating it will eventually flow through into the Australian market but unwilling to put a date on any introduction.

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TRUCKS ON TEST

SMOOTH SOPHISTICATION

FROM AN ELECTRIC TRUCK The actual driving experience is not something people normally expect from a truck test drive, but it is possible to get smooth sophistication from an electric truck, reckons Tim Giles after driving the Fuso eCanter.

here is no doubt about it, electric trucks are flavour of the month, or more precisely, flavour of the decade. On the evidence of the Brisbane Truck Show this year not only are there new electric trucks coming onto the market but there is also a lot of interest on the part of truck buyers in the new technology and its

POWERTORQUE September/October 2021

potential. Fuso is the first major global truck manufacturer to release an electric truck in the Australian market. Fuso have long been a leader in this field of technology, having shown prototypes at major truck shows around the world regularly over the last 10 years. PowerTorque was able to test drive an

early prototype model back in 2019, but now the company has released a vehicle onto the Australian market. All of these electric drivelines can be expected to follow a similar course from most of the major manufacturers. The first vehicles to enter the market will be those in the light duty segment, where the benefits of an electric

TRUCKS ON TEST

Charging the vehicle up is a simple operation. Just behind the cabin, fixed to the side of the chassis is a large socket.

driveline are the most obvious and easiest to achieve. Later developments going up the weight range become more problematic as the need for more and heavier batteries comes into the equation and compromises payload. This eCanter has been in production since 2017 and can be seen working in places like Japan and Europe, where government subsidies encourage operators to opt for the nearest technology to zero emissions available. The truck tested by PowerTorque was the one displayed on the Daimler stand at the 2021 Brisbane Truck Show and comes in a typical Fuso guise. This is a light duty truck, a typical around the town delivery vehicle. Of course, this particular model has a large artwork

on the truck and body proclaiming its electric power technology. It is a show truck after all. On the trucks which will be offered for sale, from the outside there is very little difference between the look of this truck and its diesel engine equivalent. The giveaway is the blue flashes on the vehicle name and the model designation. However, anyone paying the hefty premium which comes along with electric power, at the moment, would be crazy not to proclaim the truck’s green credentials in large letters on the truck.

FIRST IMPRESSIONS Stepping up into the cabin of this truck, it’s just the same as it is in any other truck. As the driver sits in the driving

seat, they are presented with a layout which is very similar to the one which they are used to on a day-to-day basis. The controls are pretty much the same as they are on the standard Canter truck. However, some of the controls perform different functions than they would in the diesel alternative. It is difficult to guess what the electric truck ignition switch should be called, as of course, there is no actual ignition taking place. In this truck the way you get things going is using a large insertable ‘key’ which slots in to a socket on the dashboard. There is a start button next to it and this driver decided to have the driver’s door window wound down when pressing this button to hear the system start-up behind the cabin.

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TRUCKS ON TEST

There is a clearly discernible whirring sound which indicates that the cooling and other systems have commenced operation. In fact, the truck still requires a 12 V battery to commence operation. Next, it’s a matter of selecting a gear, except that the ‘gearstick’ is in fact simply a switch to turn the system on to drive or reverse. Next, the driver simply releases the parking brake and presses the accelerator. Acceleration inside eCanter sounds pretty much like a tram taking off from a tram stop, without the metallic clanking of the wheels and rails. In fact, from the driving seat, the whole experience is eerily quiet. Apart from the lack of noise the basic driving experience is very similar to driving this truck with a diesel engine and an automatic transmission. There will be little need for comprehensive training for a driver taking over a truck like this, the basic driving skills required are the same. The factor which differentiates this truck from other electric trucks,

“THE OVERALL IMPRESSION FOR THE DRIVER IS ONE OF A VERY SMOOTH EXPERIENCE, IN SETTING OFF, IN CRUISING ALONG THE ROAD, AND IN DECELERATING WHEN REQUIRED.” including the prototype eCanter, which PowerTorque experienced a couple of years ago, is how well the vehicle’s main computer modulates the truck’s performance to keep the behaviour within acceptable parameters. This is where the sophistication does come in. Simple electric trucks will tend to be able to accelerate very swiftly away from traffic lights and can require extra braking when slowing down for a red light. This is because the electric motor has full torque available from zero rpm and there is none of the inertia, which we experience in a diesel engine, when slowing down. These two issues are overcome by programming the truck’s computer to only give the driver the kind of power required to accelerate smoothly and

not too fast, plus enabling it to bring in regenerative braking in a controlled and reactive way to slow the truck up smoothly and effectively. In fact, the regenerative braking not only charges the battery, but replicates the kind of deceleration a normal diesel engine brake can provide. The overall impression for the driver is one of a very smooth experience, in setting off, in cruising along the road, and in decelerating when required. However, there are occasions in traffic where just a little bit more acceleration maybe required to stay away from a sticky situation or to get across into a gap in traffic. When travelling at a normal road speed, a quick kick down on the accelerator will provide that burst of

The computer modulation of the motor power will go along way to ensuring good energy economy.

POWERTORQUE September/October 2021

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TRUCKS ON TEST

increased speed required to make such a manoeuvre. There is absolutely nothing sluggish about this vehicle, even when loaded, as it was on this road test. The performance of this truck does make the driver feel very comfortable. With the vehicle loaded to 6.5 tonnes it feels well balanced and sits nicely on the road. Added security comes from the fact that this truck is fitted with all of the latest high-tech safety features which are becoming standard on truck ranges these days. All of the way from simple things like hill start aid to active cruise control, and onto advanced emergency braking are available to the driver. The computer modulation of the power system also comes into play when the driver activates reverse. The truck takes off very steadily in reverse and allows for smooth well controlled low speed manoeuvring in reverse. This is also aided by smooth and very positive steering on this model, probably a product of being so well balanced.

FUELLING UP There is a nice touch on the dashboard, directly in front of the driver. In the position where we would normally see the fuel gauge indicating empty or full, we find an image which, at first glance, looks like a typical fuel bowser. In fact, the end of the wire, coming out of the bowser, is shaped like a plug, just to remind us it uses electric power. Charging the vehicle up is a simple operation. Just behind the cabin, fixed to the side of the chassis is a large socket. The driver simply lifts the flap and plugs into the power source with which to recharge the batteries. Fuso are quite conservative when talking about things like the range available to the operator with a fully charged set of batteries. By stating that this truck has a range of 100 km on one charge, Fuso are not taking any risks. Like any energy consumption on a truck, a lot depends upon driver behaviour and the way the vehicle is managed. The computer modulation of the motor power will go along way to ensuring good energy economy from this vehicle. Clearly, when fleets finally do get access to these vehicles they will do so on a trial basis in order to get a better handle on what sort of range these

POWERTORQUE September/October 2021

vehicles are capable of. Simply based on the experience of this test, PowerTorque is of the opinion that a smart driver will be able to get much more than 100 km out of a truck like this on one charge, especially if there is plenty of acceleration and deceleration in the day’s task. All in all, at the end of the day this driver came away with the impression

of a vehicle which really is smooth and sophisticated. Fuso have clearly done a lot of work on getting the driver experience just right in these vehicles. Not only are they great for the environment, but also a lot of fun to drive. Alongside this, is the fact that driving a shift in a truck like this with such a peaceful cabin can be a very pleasant experience.

ALT-POWER

HYDROGEN IS ON ITS WAY

The search for alternative power for trucks in Australia is definitely on its way and the Australian Hydrogen Council points out that in other parts of the world it is already a reality.

ydrogen powered vehicles aren’t just the future – in parts of the world they’re the present. In other places they’re actually back in favour after having an initial run some time ago. Spend a bit of time digging about YouTube and you can find 1978 news footage of actor Jack Nicholson getting about in a hydrogen powered Chevy Impala. More recently, and closer to home, the Western Australian government ran a hydrogen powered bus trial on a number of routes in Perth. These types of examples demonstrated that hydrogen could work, but technical and economic limitations stood in the way of their widespread adoption. So, you see, the idea of using hydrogen to power transport is not new and despite a history going back quite a while, the true age of hydrogen is, well, if not now, then very, very soon.

partnered with Toyota to incorporate fuel cells into a number of Kenworths in the United States. While there are some new names including US based Nikola (whose owners are engaged in an entertaining feud with Elon Musk after he tweeted “Fuel Cells = Fool Cells”), Hyzon (who have recently announced a deal to deliver five trucks to Ark Energy in Queensland) and Aussie based H2X threatening to change road transport forever, the active involvement of established names indicates that a change really is coming. The actual number of hydrogen vehicles currently on the road is still pretty small however, it is almost certain that it will continue to grow. Governments around the world are showing a commitment to hydrogen to power not just their transport sector, but their manufacturing industries and to support their existing gas and electricity networks.

“WHEN YOU CONSIDER REDUCTIONS IN THE PRICE OF HYDROGEN VEHICLES AND REFUELLING INFRASTRUCTURE OVER TIME, THIS WILL LEAD TO SIGNIFICANT DECREASES IN THE LIFETIME COST OF OPERATING A HEAVY VEHICLE.” Fuel cell vehicles are travelling highways around the world right now. As reported in PowerTorque Jan/Feb 2021, Hyundai is delivering 50 of its Xcient fuel cell vehicles to clients in Switzerland. Daimler and Volvo are also working together to develop fuel cells to be incorporated into their vehicles. Iveco has entered contractual arrangements to gain access to fuel cell technology for its trucks and PACCAR, manufacturer of Kenworth, Peterbilt and DAF rigs has

In Europe, Germany is seen as a leader, while in our region Japan and South Korea are looking to Australia to potentially supply the hydrogen (and hydrogen products such as ammonia) that they need. To this end, Australia has set itself a target of being a top three exporter of hydrogen around the world. Even though not all of the hydrogen demanded by these countries will be used in fuel cell vehicles, it will hopefully spur the development of a hydrogen

production industry which will get to scale and deliver the hydrogen to power our cars, trucks and buses (and trains, ships, aircraft) more cheaply. In fact, the Australian government’s Clean Energy Finance Corporation has recently released a report which indicates that green hydrogen (that’s hydrogen produced using renewable electricity) is currently at cost parity with diesel for a range of applications including line-haul vehicles and back to base vehicles and is forecast to reduce cost further. When you consider reductions in the price of hydrogen vehicles and refuelling infrastructure over time, this will lead to significant decreases in the lifetime cost of operating a heavy vehicle. There are still challenges to be addressed before hydrogen powered trucks are an everyday sight on our roads. We don’t currently have the necessary refuelling infrastructure and the vehicles are pretty expensive right now. We also will need to build electrolysers to produce large quantities of hydrogen and we will need to make sure that we have a workforce trained to maintain and service hydrogen vehicles. Just as importantly, we need to make sure that people are comfortable with the idea that hydrogen is a safe and effective alternative to the way we currently do things. We’ll look at how Australian can tackle these issues in the final part of this series, but in the meantime, if you still don’t think that the hydrogen revolution is coming, well, in the words of a long time hydrogen fan, “You can’t handle the truth”. Submitted by Joe Kremzer, General Manager Policy at the Australian Hydrogen Council. For more information contact him at: jkremzer@h2council.com.au

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TRUCKS ON TEST

50/50 TESTING TRUCKS 50 YEARS APART

The latest Volvo FM is a state-of-the-art 21st century truck, a Volvo F86 was the first truck built by Volvo in Australia. PowerTorque takes them both out the road to see how times have changed.

ften when taking a truck out for a test drive, it is difficult to put all of the new features in context with where a truck has come from. The latest trucks are full of highly sophisticated electronics and make life easy for the driver, plus they are much safer. This was certainly not the case back in 1968 when the Volvo F 86 PowerTorque took for a test drive was built. In 2021, Volvo launched its latest model the FM, a truck which comes through a long line of heritage over the years on the Australian market. This is not the flagship heavy duty prime mover, this is the workhorse, local distribution prime mover which does a lot of the heavy lifting in the food supply chain around the cities and intrastate applications. The kind of jobs which are being done by this modern FM model were being handled by trucks like the Volvo F86 back in the 70s. When the Volvo assembly plant started production in Australia, the first truck down the line was an F86. To get some perspective on just how far the modern trucks have come from those days, PowerTorque decided to drive one of the you beaut 2021 FM prime movers over the same route, up against an F 86. Unfortunately, that first truck down the production line in Australia for Volvo has

POWERTORQUE September/October 2021

been lost in time, but Volvo still owns a 1968 F86 with which we can run a comparison. When I started my truck driving career back in 1977, it was driving a Ford D Series and, at the time, what I would’ve given to be able to drive an F86 instead? Now, I finally have got my chance just to see how life has changed in those intervening years. This new Volvo FM sees the redesign, which arrived a few years ago in the FH model, move down to the smaller prime mover. This new shape represents a major step up from a cabin which had not changed very much since the early 1990s. The change also gives Volvo the opportunity to include all of the latest

sophisticated electronics and safety features. Something which is becoming the norm on heavy duty trucks in Australia today. Back in the 1970s, Volvo offered two choices, the large heavy duty F88 or G88 prime mover or the smaller F86, which could handle some heavy duty applications and was running around as a prime mover and as a large rigid heavy duty.

TRUCKS ON TEST

During this period the Volvo truck brand was expanding out of its original domestic market in Sweden and moving across Europe, plus arriving here in Australia to compete toe-to-toe with the more traditional trucks of that era. One of the strengths of the Volvo brand was the overall build quality of the truck, and tare weight performance with the lighter turbocharged engine up against normally aspirated heavier engine blocks. The numbers around the F86 are hard to believe when looking at a truck from 2021. The seven litre engine put out 150 hp without and 210 hp with a turbo. A prime mover at the time would be expected to handle overloaded trailers on substandard roads for long hours. Operators found out

where the limitations of these trucks were by simply pushing them until they broke. One of the indicators that the operator was running the truck beyond its capabilities would be when the driveshaft finally snapped or the differential blew up.

NEW VS OLD Climbing up into the smooth new cabin of the FM is like entering a different world to the trucks of that long gone era. The new FM now has the Euro 6 version of the 13 litre engine and puts out 460 hp, from 900 rpm all the way past 1400 rpm. Truck design takes all or most of the worry out of pushing a truck too hard, these vehicles have been engineered and tested to be able to handle a heavy load, while

maintaining considerable durability. Sitting in the driver’s seat of the new FM, shows us it has a number of familiar features from its predecessor. The basic dashboard layout is about the same as it has been in the past with most of the controls in familiar positions. The adoption of a more upright cab design does mean that visibility has been improved. There is also a higher roof and more headroom for the driver. This is a 2021 truck and turning the key fires up the quiet rumble of the engine and it’s simply a matter of hitting the button on the controller for the I-Shift AMT and releasing the park brake. Then we start off by pushing the foot down on the throttle, and there’s a smooth take off

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TRUCKS ON TEST

across the road train breakdown pad at Gatton in Queensland. Manoeuvring out onto the highway delivers a present surprise. This particular model has the optional Volvo Dynamic Steering fitted and, as a result, the lightness of the steering is instantly noticeable. The VDS has been available on Volvo trucks for some time, but has certainly not been universally accepted as necessary. The normal power steering is effective, but the VDS does bring a few things to the driving experience which lead to an improvement. Firstly, there is the smoothness of the

steering and its ability to return to a central straight-line position when the driver takes their hand off the wheel. Secondly, there is the more nuanced control system on this latest model which adjusts the level of assistance the VDS will use, depending upon road speed or driver preference. For example, it does all of the work when manoeuvring slowly, but puts in much less effort at 100 km/h out on the highway. In PowerTorque’s experience, the real strength of the VDS comes into play when reversing a truck, especially something with multiple trailers. The quick response of the VDS to the driver input means it is

possible to catch up with any any error in steering much quicker than it would be using normal power steering. Unfortunately, there was little opportunity to really compare this highly sophisticated steering on the FM to that available on the F86. The older truck, unfortunately, did not have a turntable, therefore was only available to be driven bobtail. This meant that the steering felt quite light, but this is due to the fact that there is very little weight over the steering axle. There is little need to comment much more on the Volvo AMT. It is a very smooth transmission which does its job extremely well. Meanwhile, the F86 eight speed manual gearbox was a much more unforgiving proposition. Luckily, it is a synchromesh gearbox and there was no need to brush up on our rusty double declutching technique. In fact, after a few hesitant gear changes moving towards the highway, the muscle memory from back in the 1970s came into play and made changing quick and quite smooth. A 1968 vintage ashtray

POWERTORQUE September/October 2021

BUILT FOR SUCCESS THE FUSO SHOGUN

The Fuso Shogun represents the best of Japanese reliability and Australian resilience, underpinned by German technology. Boasting highly efficient Daimler sourced engines ranging from 360 to 460hp, 12-speed AMT, plus a suite of class-leading safety features all backed by the only 5yr/500,000km warranty in its class – you could say it’s built for success. Available in 4x2, 6x4 and 8x4 variants. CONTACT YOUR AUTHORISED LOCAL FUSO DEALER OR VISIT FUSO.COM.AU

TRUCKS ON TEST

The gearbox layout and slack in the gearstick linkage did mean that there was the occasional wrong ratio selected, however.

BACK IN TIME In terms of visibility, the F86 ‘bubble’ cabin is pretty well designed and this may well have been one of the reasons for its success against its competitors. All round visibility was not much of a priority for truck designers at that time. At the heavier end of the market the F88 also had small windows and limited all round visibility for the driver. The large windows, front and back, on the F86 were a revelation at the time. In terms of driver comfort, the F86 does have a suspended driver seat, but it is ineffective and compares very poorly with the driver’s seat in the new FM, with limitless adjustment available. There is also plenty of adjustment available in the FM on the steering wheel both in the normal manner, and in extra neck adjustment, to get that steering wheel in exactly the right position for the long haul. Back in the 1970s the driver would have to adjust their body to suit seat and steering wheel design, rather than vice versa. Hence the dodgy back, shoulder issues and occasional neck pain suffered today by driver’s of that generation. One of the major features that Volvo talked about at the launch of new FM model is the vast array of safety features available on the truck. The specification for this FM 460 includes a long list of abbreviations, many of which we are becoming more and more familiar with. There is forward collision warning, automatic emergency braking, lane keeping, adaptive cruise control, an engine brake which can control truck speed on long descents, the list goes on and the safety standard continues to rise. Experience suggests all of these systems will find their place in the lives of most people driving trucks, as they make life easier and safer. There is always resistance each time a new system gets introduced, probably because they appear to be taking an element of control from the driver. First it was cruise control, then ABS, more recently stability control, and now these braking systems which activate if the computer sees a dangerous situation developing, and they activate right over the top of the driver’s control. All of these safety elements have been added in small

POWERTORQUE September/October 2021

TRUCKS ON TEST

steps and over time, we stop noticing that yet another truck system is able to work independently from the driver’s control. If you took a driver from the F86 back in the seventies and put them into the latest FM, they would freak out completely. However, gradually adding each new system in a drip-drip fashion over the course of a life’s career and it appears a bit more natural. This comparison exercise was a wake up call and a reminder of just how much has changed and what a fantastic achievement it has been for the truck makers to get us from A to B. In terms of safety, there were issues back at that time for trucks like the F86. Among some people, the talk was about the fact that the F86 had been fitted with smaller brake shoes than its competitors. Gossip on the road talked about shoes wearing out too quickly and presenting a danger to the driver. At the same time there was also doubt about fitting a turbo on a truck engine. Turbos mean there is higher pressure in the combustion chamber, which gives the driveline that extra boost of power. Some, at the time, were saying that extra

Climbing up into the smooth new cabin of the FM is like entering a different world to the trucks of that long gone era.

pressure also led to problems with blown head gaskets. Every time you introduce some new technology, there will always be someone who will find a problem with it. Eventually, the problem gets forgotten and the new technology gains acceptance. Meanwhile, back at places like Volvo HQ, the boffins are coming up with some other dastardly new device or

system for the sceptical to criticise. It is just a never ending process of renewal. That is probably the main takeaway from this comparison test drive. It is not just how much things have changed in the intervening 50 years, but how many times they have changed, how often some new idea or technique pops up and changes the life of the truckie, in terms of safety, comfort or productivity, or all three.

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RURAL TRUCKING MATTERS

RAMP SAFETY

– HELP US HELP YOU It’s a morbid claim to fame that the category ‘transport, postal and warehousing’ features in the top three across all industries in both fatalities and compensation claims. In this issue, the Australian Livestock and Rural Transporters Association looks at the most recent statistical year, 183 Australians were fatally injured at work and 107,335 workers lodged compensation claims.

hile accident figures are alarming, it is also important to note that work related fatalities in transport have decreased by 44 per cent since a peak in 2007 and the rate of serious compensation claims has decreased by 28 per cent. Yet as they say, the devil is often in the detail, and it remains the case that 72 per cent of fatalities across all industries are related to vehicles. OK. So those are the official statistics. But how many other injuries or near misses go unreported? In March 2021, ALRTA conducted a national member survey to investigate the frequency and nature of injuries in livestock transport over the past five years, as well as near misses and reporting behaviours. Even though it is well known across the livestock sector that loading and unloading animals is the most dangerous part of the transport task, the results were a sobering call to action. Across more than 100 survey respondents, 87 per cent had experienced an injury in the past five years and perhaps even more alarmingly, almost 70 per cent continue to experience near misses regularly or often. The most common injury types were bruising, lacerations and broken bones, with 68 per cent of injuries requiring medical treatment. Who wants to join an industry sector with that kind of safety record? In 2021, shouldn’t we all expect to get home safely? Part of the problem lies in a long ingrained industry culture that accepts personal injury as ‘just part of the job’, along with perceptions that reporting unsafe facilities will have a negative economic impact on the transport business.

POWERTORQUE September/October 2021

Our survey found that a whopping 80 per cent of respondents felt that reporting an unsafe facility would have a direct impact on their current work or repeat business. Anecdotally, it is not uncommon for facility owners to respond to safety concerns with, “If you don’t like it, don’t come back”. Perhaps this explains why just 61 per cent of respondents had actually reported an injury or unsafe facility. Even when reporting does occur, it usually goes no further than the employer or transport operator. Only 27 per cent of reports are raised with the owner or manager of the unsafe facility, and even more concerning, worksafe authorities are notified less than seven per cent of the time. No reporting. No action. Near misses continue. Eventually there is a major accident or fatality. The ALRTA National Driver and Animal Welfare Committee is actively considering these shocking statistics and the steps our association should take in response. One thing is clear, we just can’t allow our culture of acceptance and under-reporting to continue. We have already achieved some significant gains by establishing AS 5340:2020, an Australian Standard for Livestock Loading/Unloading Ramps and Forcing Pens. The standard was published in November 2020 following an application to Standards Australia by ALRTA and a thorough supply chain and public consultation phase. To ensure the ramp standard is well known and well understood, ALRTA has written to all workplace authorities, major facilities and supply chain peak bodies. With the assistance of our six state member

associations, we are advertising in trade media, distributing 10,000 promotional brochures and providing our members with access to free copies of the standard. And it seems that regulators are listening. Shortly after our representatives raised this important matter during the Senate Inquiry into the Importance of a Viable, Safe, Sustainable and Efficient Road Transport Industry, SafeWork SA announced a new compliance and enforcement campaign involving targeted safety audits along the livestock supply chain. Action is also occurring at the local level. For example, the Livestock and Rural Transporters Association of Western Australia is actively zeroing in on specific problematic loading and unloading sites. Information is being collected on unsafe facilities and practices causing concern among members and tailored plans are being developed to advocate for change. This can involve simple conversations, shared risk identification and control, support for funding applications, public advocacy, or referral to workplace authorities. A vitally important part of our ramp safety campaign is you, our members. You are our eyes and ears on the ground. You know when a loading or unloading set up is unsafe. You know the risks and you probably know what needs to be done to fix it. If you have experienced an injury or near miss, we encourage you to come forward and report the problem. If you are uncomfortable reporting directly to the facility owner or worksafe authority, please contact the ALRTA or one of our six state member associations. We are in the business of helping you.

Expertise is not gained in months, it takes years. Trust NatRoad with your business advice. We’ve been doing this for over 70 years. Call us on 1800 272 144 or visit www.natroad.com.au

RURAL TRUCKING MATTERS

ALL ROADS LEAD TO ROMA

his year marks the 40th anniversary of the formation of the Livestock and Rural Transporters Association of Queensland. After its formation back in 1981 the rest of the states in Australia followed the original model used in Queensland, forming organisations representing livestock transporters across the country. Then this grouping of livestock transporters decided to create an organisation which would represent all of the of states associations federally, the organisation again developed a new model. The formation the Australian Livestock Transporters Association (as it was then) structure would later be followed by the rest of the Australian transport industry when forming the national association representing trucking interests, which is now known as the Australian Trucking Association. The connection here being Bruce McIver, who was involved in that first meeting of the Queensland Association back in 1981, becoming this association’s first president. He was then later involved in the formation of the ALTA and, became its first president. Later, his involvement in the formation of what would become the ATA, lead to the organisation following the ALTA’s model and also appointing him as its first chairman. Leaving history aside, the job of the conference in Roma was to represent the needs and wishes of the LRTAQ both on a state and national level. As is quite often the case in conferences concerning the livestock and rural road transport industries, there was a diverse selection of politicians in the room. Present was Scott Buchholz, Federal

POWERTORQUE September/October 2021

2021 Young Person in Transport Award winner, Damien Swalling, from Swalling Livestock Transport.

Assistant Minister for Road Safety and Freight Transport, Queensland Senator Susan McDonald, Queensland MP Kim Richards, representing Transport Minister, Mark Bailey, plus Steve Minnikin, Queensland Shadow Minister for Transport and Main Roads and local Mayor Sean Dillon. “Perhaps the greatest challenge to the Queensland livestock transport industry at the moment, and this is probably true throughout our national association is a shortfall in our workforce and attracting drivers and other people,” said Gerard Johnson, LRTAQ President. “We need to find ways to attract them into the industry and at the moment we have improve efficiency to take up the slack caused by the lack of labour available.” These sentiments were echoed by a local politician, Barcaldine Regional

Council Mayor, Sean Dillon. “I thank god that the Queensland beef industry is a couple of million head down and there’s been a big shift towards feedlotting, because if and when we go back to moving large numbers of grass-fed slaughter cattle, you won’t have enough trucks,” said Sean. “If you do have enough trucks, you won’t have enough drivers. Short of fixing the human resources issue, having bigger combinations moving further than they currently can is a solution, or a stop-gap solution.” For the perspective from the national agenda the conferene heard from an LRTAQ stalwart and ALRTA Vice President, Ian Wild. “These are testing times,“ said Ian. “We’ve had droughts, fires, floods, trade wars and a global pandemic, but Australia has pulled through remarkably well. After experiencing shortages of farm and consumer necessities, Australians now better recognise the essential role of the trucking industry in this country. “Moving drought-stricken stock to better pasture, delivering fodder after fires, emergency livestock movements or just restocking toilet paper at the supermarket, there are people who thank you dearly. “When truck stop cafes and showers were forced to close, we were the first to raise the issue with government, and get these places operating again. When border crossing rules were unworkable, we sought improvements.” It has been two years since the last LRTAQ conference, so there was a lot to catch up on for Mathew Munro, the ALRTA Executive Director, as he brought the Queenslanders up to date with other issues on the national scene.

RURAL TRUCKING MATTERS

One of the big wins has been the removal of the rule to include the vehicle registration of the truck doing the work, on livestock Class 3 movement permits. This has made it possible to get permits in advance, as any truck of the correct size is covered by the permit. It is no longer a difficult last minute application process for farmers and livestock transporters. “In November last year, Standards Australia published a national ramp standard,” said Mathew. “Loading and unloading is the most dangerous part of the job. Our ramp guide was published in 2015 and after an unfortunate death in Victoria, the coroner there said there should be a standard for ramp design and condition. “We sat down with Standards Australia, it was a whole of supply chain discussion. That standard has now been published and the committee received the ‘Outstanding Committee Award’ from Standards Australia for its work. “Again, awareness is key. While the standard is out there, we need people to get the message out there. We are really relying on our members to get the word out.”

THE BULL CARTERS BALL The traditional highlight of this event is the Bull Carters Ball and the evening saw the awarding of the 2021 Young Person in Transport Award to Damien Swalling, from Swalling Livestock Transport. This award has developed to recognise and acknowledge the contribution younger transport workers are making to the sustainability of the industry. Member

LRTAQ stalwart and ALRTA Vice President, Ian Wild.

businesses of the LRTAQ have been encouraged to recognise excellence in their workplace and nominate outstanding individuals aged 35 years or younger. “Each of these individuals displays pride and professionalism in their career, demonstrates a passion for our industry and has a strong desire to advance within it,” said, Gerard Johnson on the night. “They are a credit to our industry and I’m looking forward to promoting their stories to encourage other young people to consider a career in rural transport. Mathew Munro, ALRTA Executive Director.

Gerard Johnson, LRTAQ President.

“The average age of a driver these days is over 50, and in order to secure the future of our food and fibre supply chains we need to get serious about bringing younger people into the industry. Our six finalists are the proof in the pudding that this is a great industry to both earn a living and forge a rewarding career in.”

SAFE CROSS LOADING OF CATTLE In livestock transport, transferring cattle between road train crates, in the traditional sense, is considered one of the most dangerous activities for both drivers and livestock along the transport supply chain. During the LRTAQ event, fuel supplier IOR officially opened a new cattle cross loader at its Roma fuel stop, about six kilometres West of the main town. The cattle cross loader facility removes the safety risk of traditional cattle cross loading in Roma and is open, free of charge, for use by IOR customers and other livestock transport drivers. IOR says it is committed to the Health and Safety of team members, contractors, customers, and Australian communities, and Roma has been selected for this safety initiative as it is the home of the largest livestock selling centre in the Southern Hemisphere. The facility has been modelled on IOR’s existing cattle cross loader facility in Port Augusta, South Australia.

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CONVERGENCE

LIVING WITH AN

EWD Since the long awaited certification of electronic work diaries, those involved in using them instead of the paper work diary have been on a steep learning curve, entering the new electronic fatigue management world.

he fact of the matter is that keeping a work diary compliant has never been easy. In the past, simple mistakes have been punished by fines for things like spelling a location incorrectly. In this particular case, since the Electronic Work Diary knows its position, it should be possible to avoid getting into trouble on that count. However, the EWD is a relatively complex piece of equipment and this initial period is one where both the drivers using them and the companies developing and supplying them to the industry are on a steep learning curve. StepGlobal whose Smart eDriver EWD was the first to be fully certified by the National Heavy Vehicle Regulator has set up an online discussion group on which drivers can iron out issues and provide feedback to the EWD’s designers on how to use the system correctly and avoid getting into trouble with the authorities. Early on, simple issues were turning up like having the screen adjust between day and night. A night mode has now been added to the system to enable drivers to be able to work with the EWD in bright sunshine or in the darkness at night. Drivers can now choose whether they are seeing the screen in either mode, no matter what the time is.

POWERTORQUE September/October 2021

One driver came close to dropping the EWD device and wanted to know what would happen if they dropped the device, cracked the screen and made the EWD unusable. The answer came back that it is the same solution as would happen if the driver accidentally dropped a paper work diary into some water, rendering it useless. Continue to record driving hours and rest periods, on a piece of paper until the diary is usable again. In the case of the EWD, the solution is actually more effective. The paper work diary would never be usable again, but the work recorded by the driver on paper can be entered into the EWD back at base by the record keeper. The driver can also go back and amend any records after the fact when they get access to a replacement device. The record can then be entered manually onto the device after the fact, but it will be entered as an edit, enforcement will be able to see it was entered at a later time.

One of the rules around EWD design is that the driver is able to amend any entry after the fact, but the device and the record will show all of the versions of the record keeping and when they were done. The fact that the EWD does record everything does mean that a driver can actually record what has happened to the device on the device, demonstrating a certain level of open honesty. All of this works out if the more inclusive and educational attitude, which the NHVR has been trying to introduce into work diary checks in recent years, is adhered to. However, edits on an EWD might get a gotcha result from officers living in the more confrontational past. A message as simple as device change due to device damage, should be enough to satisfy most enforcement. When an operator is asked to produce a particular driver’s records for a 28 day period the system will produce a record. The driver or operator can go to

CONVERGENCE

the compliance screen and access the relevant data. One operator using the EWD has had a driver pinged by the police for not having a particular document relating to the operator’s fatigue management scheme. These documents are needed to be in place to support any variations on the standard fatigue rules by the driver.

The suggestion is that the EWD device should be able to include a way of being able to include items like this which relate to the fatigue management scheme, whether it be basic or advanced, on the device itself, so that all fatigue related information is available for the enforcement officers to see on the same device. There is also an argument to include

other compliance documents in this area, those related to mass management and maintenance compliance. These developments will keep coming as the team at Smart eDriver continually liaise with drivers using these devices in the cab, to bring these technologies up to speed with the real world in which truck drivers have to live.

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CONVERGENCE

CONVERGENCE IN THE WORKSHOP A new paperless Workshop Information Online innovation is helping to speed up servicing and repairs, increasing convergence in the workshop.

cania is rolling out an iPad-based technology across its companyowned branches Australia-wide, providing technicians with realtime information about the vehicle they are working on, a complete work order list, as well as the ability to attach photos of damaged or broken components, which can be sent to the customer in order to gain approval to proceed with repairs. The service and repair information is then saved as part of the vehicle’s electronic history held on file by the truck maker, which can be reviewed the next time the vehicle returns to the workshop. From the moment a vehicle arrives at a branch for repair or service work, the service advisor and service technician can monitor its progress through the workshop. The system uses the Workshop Communication Unit, a black-box installed in the workshop, technicians can wirelessly connect to vehicles using an app on the tablet, to identify real time information on errors or failures, drawing attention to what needs to be fixed prior to releasing the vehicle back to work. “Workshop Information Online is integrated with our Dealer Management

POWERTORQUE September/October 2021

System. It is completely online, always up to date and available anywhere with internet for users with credentials,’ says Jason Grech, Scania Australia’s Technical Support Manager. “Not only does the system guide the technician through a workflow, but the iPads also contain the full factory workshop manual for the exact model of truck being worked on, showing the technician which parts need to be replaced, plus showing how to remove and refit them. “The iPads also prompt the technician to check that software updates and technical service bulletins have been completed. They can also undertake training courses and refreshers using the tablet to ensure they are fully up-to-date with the latest processes and procedures.” Mobile Technician is another app on the tablet which allows technicians to clock on and off to jobs, write their stories and use pre-defined checklists to make their task more efficient. The tablet is managed centrally using a data management tool. This means new

apps can be sent out automatically from Scania HQ. Further useful apps include mapping, to assist mobile service crews locate vehicles in unfamiliar terrain. The tablets feature a wide selection of Scania technical apps and access to databases, so that the technician does not need to leave their workstation to research information or identify a part or find a part number. The tablets also offer assistance for diagnosis of problems, to help speed up their resolution. “We will be able to improve our productivity in the workshop at every stage of the process,” says Lloyd Carter, Branch Manager at Scania Campbellfield in Victoria. “Each job has a set time assigned to it, so we can see how long the job takes in real time, because the technician will sign off the work as they complete it, and the system will prompt the user if a step is missed. This reduces the possibility of some work being overlooked. Plus, with all the stages and steps and the photo reporting, customers can understand better the time taken to complete various tasks.”

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CONVERGENCE

STOWS WASTE MANAGEMENT - ENABLING REAL -TIME VISIBILITY WITH TECHNOLOGY

eginning with a single horse and carriage over 120 years ago, Stows Waste Management has grown into a fourthgeneration company leading in the collection and disposal of waste across multiple industries, including hospitality, industrial, domestic and commercial. Based in Melbourne, Stows employs a staff of around 20 team members and boasts a fleet of 14 vehicles, including liquid tankers, hook lift trucks, lowclearance vehicles for underground carparks and one portable unit.

SLASHING UNNECESSARY COSTS AND REDUCING PAPERWORK Like many transport fleets, the key focus for Stows Waste Management is the customer. The company’s success has been built on a commitment to building long term relationships and is continually investing in its product and service offering to ensure it remains at the forefront of waste management technology. As part of its operations, Stows uses a range of auxiliary equipment, and spends a lot of time driving off-road. Manually calculating fuel tax credits for this travel is time-consuming, and the company previously resorted to averages for claims, meaning it missed out on hundreds of dollars each year. At the same time, many of Stows’ processes were heavily paper-based,

POWERTORQUE September/October 2021

“THE DRIVERS LOVE THE FACT THAT THE SYSTEM ACTIVELY KEEPS THEM SAFE ON THE ROAD, ALERTING THEM WHEN IT’S TIME TO TAKE A BREAK.” including their fatigue run sheets, checklists and document storage. Every time a document needed to be updated, a team member was required to go into every truck and vehicle to replace it manually.

CREATING A PAPERLESS, MANAGED ENVIRONMENT With support from Paul Stow, Managing Director of Stows Waste Management, Stows implemented Teletrac Navman’s FTC Manager, and the company immediately reaped the benefits by retrospectively claiming several years of credits to bring money back into the business and in turn, pay off the system immediately. Stows also implemented Teletrac Navman’s in-cabin driver device and GPS-enabled fleet management solutions. Previously, pre-trip inspections on their vehicles were done on paper and the information manually entered into the system. Now, as soon as an operator identifies an issue in their checklist, the operations staff is alerted that the truck requires repairs, whether minor or major. According to Imran Darwiche, General Manager at Stows Waste Management,

the new solutions have “created a whole heap of efficiencies”, helping the business to save time and money. Not only has going paperless allowed important documents to be updated across the fleet in seconds but shifting to digital methods has provided Stows with the ability to generate comprehensive reports, from driver hours to vehicle use, with just a few clicks. Staff can draw actionable insights from data instantly, such as which vehicles are being used the most and whether it’s worth buying additional types of vehicles that get consistent use. The rollout of the digital workforce has proven to be popular with Stows’ drivers as they’ve seen the impact the technology has on their daily operations. “The drivers love the fact that the system actively keeps them safe on the road, alerting them when it’s time to take a break,” says Imran. The company’s previous GPS tracking system would take a while to refresh and didn’t provide the most up-to-date locations. As Hannah Stewart, Operations Manager at Stows, says, “with Teletrac Navman, the system is very current, allowing us to give customers very precise ETAs which they like.”

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OPERATOR PROFILE

TOOLS OF THE TRADE

Operating from a head office at Stapylton on Brisbane’s Southside, TradeTools depends on a fleet of Hino trucks to deliver a wide range of tools and machinery to its stores dotted across Queensland. Paul Matthei talks to the team running an efficient and respon-sive transport business supporting the enterprise.

radeTools is a privately owned Queensland business with a remarkable story of success and growth that reaches back to 1987 when a small two-person tool store was established by Greg Ford on Brisbane’s Bayside. An Englishman who originally arrived in Australia in 1973 for a holiday, Greg liked the place so much he never returned home. Eventually his parents also emigrated Down Under and Greg along with his father, Glen Ford, who had been involved with the tool

POWERTORQUE September/October 2021

industry in Great Britain since 1948, set up Glenfords Tool Centre. They built up the business and eventually sold it. As for TradeTools, Greg says the business has, since its inception, proliferated into a network of 19 stores across South East Queensland and stretching to Cairns in the far north of the state. He attributes its success to a number of fundamental factors including having equal measures of respect for customers, suppliers and staff. “We build upon this by endeavouring to

offer the broadest collection of industrial tool products available anywhere in Australia, at the best possible prices,” says Greg. “The bulk of our profits have always been reinvested back into our business, and we own outright most of our store buildings and infrastructure.” Greg adds that this hard-won low overhead structure is reflected in the way the company has been able to attract, afford and retain the best professional staff in its field, whilst remaining competitive and

OPERATOR PROFILE

innovative. “We are the opposite of some modern companies that have a top heavy and expensive overhead structure lording over an underpaid staff base where poor service and rich pricing seems, all too often, to be the accepted norm,” says Greg. Greg explains that the company remains a privately-owned organisation that includes two companies: TradeTools and TradeTools Regional. “TradeTools Regional, our second company, was created some years ago to primarily reward staff that have served with us for a full 10 years or more,” says Greg. “These people have been granted full shares in TradeTools.” Testament to the longevity in tenure of many TradeTools employees, Greg says there are now more than 50 people who have been granted shares in TradeTools.

LONG-TERM EMPLOYEES One such person is the company’s CEO and Managing Director, Jeremy Stewart, who has been with TradeTools for around 24 years. As such, Jeremy has played an instrumental role in the success of the company over the past two decades, and he attributes this growth to sound core business principles and a reliance on a fleet

TradeTools CEO and Managing Director, Jeremy Stewart

of Hino trucks which distribute the tools and machinery from home base at Stapylton to the bulk of the 19 stores ranging from Noosa Heads in the north to Tweed Heads in the south and west to Toowoomba. The

company also has stores in Hervey Bay, Bundaberg and Cairns. “In 2010 I started looking after the Human Resources side of things which also encompassed fleet management including

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OPERATOR PROFILE

the delivery trucks and forklifts at the stores,” says Jeremy. “At that stage the company was already using Hinos and although we have investigated a couple of other brands over the ensuing years, including European marques, we have always gravitated back to Hinos because they have such a solid track record with us.” The current fleet consists of eight trucks, seven of which are Hino 500 Series Wide Cab models. Five of these are GH1828 4x2 variants fitted with 14-pallet curtain-sided bodies while the sixth is an earlier model GH1727 4x2 that serves as a spare truck for use when one of the newer ones is being serviced. The seventh Hino is an FD 500 Series Standard Cab unit.

the stores as well as tranship products between stores in order that our customers are supplied with what they need,” says Jeremy. “We may have an item in stock at Tweed Heads that we need to get to Noosa, in which case the truck will pick it up from Tweed and bring it back to the DC, where it will be put on the truck going to Noosa the next day.” Depending on the run, the trucks visit between two and four stores each day and return to the DC to unload and reload ready for the next day. Jeremy says the company has, over the last few years, transitioned away from manual transmissions in the trucks, with an extremely positive outcome. “Initially we had some hesitation from

Jeremy says the company has, over the last few years, transitioned away from manual transmissions in the trucks.

“We’ve had a great run with superb reliability from the Hinos and the drivers love how comfortable and smooth they are to drive,” says Jeremy. “They just work, which is what you want in a business like ours that depends on just-in-time deliveries to stores. We rarely have an issue with them.” When there is an issue, Jeremy continues, repairs are always done quickly and the truck returned to the road with minimal downtime. TradeTools is a very large importer of tools, receiving about 600 20-foot equivalent units (TEU) per year. These are unloaded at the distribution centre at Stapylton, with the goods then reloaded into the trucks for delivery to the stores. “We rely on the trucks to deliver to

POWERTORQUE September/October 2021

some of the drivers because they thought the manuals were more truck-like, but once we got them into the Allison automatic equipped trucks they realised just how much it reduces their fatigue, particularly with the growing congestion around the Brisbane and Gold Coast regions,” say Jeremy. Adding that the bullet-proof nature of the Allison transmissions is another plus in helping reduce downtime. “We put a lot of emphasis on the maintenance and looking after the vehicles, we believe that if we look after the vehicles, they look after us,” says Jeremy.

BODY BEAUTIFUL As for fleet presentation, Jeremy says this is another high priority, with the trucks vinyl wrapped by Fleet Imaging at Yatala.

This along with the striking colour scheme with its quintessentially Queensland gold and maroon theme ensures the trucks are standout mobile billboards wherever they travel. Completing the picture are personalised number plates that enable quick identification of each vehicle. The bodies are built by Minibody Engineering at Acacia Ridge and Jeremy says the quality of the build and the high-end presentation of the bodies fits perfectly with the TradeTools ethos. “The Minibody Engineering team are good customers of ours so it’s great to be able to support a company that is supporting us.” “They’ve built the last four bodies for us and they are brilliant – everything on them works exactly how you would expect it to. MiniBody also turns these around really quickly for us which is another bonus,” says Jeremy. As a company where safety of its personnel and the general public is the number one priority, TradeTools particularly values the safety features on the latest Hino 500 Series trucks. Features like Vehicle Stability Control with Anti-Slip Regulation, cruise control, reverse camera, driver’s airbag, ISRI 6860 air suspended driver’s seat with integrated seatbelt and Hendrickson HAS 230 rear air suspension all combine, according to Jeremy, to provide a safe and comfortable working environment that minimises fatigue for the drivers. Further to this, the company has a comprehensive telematics system which includes an Electronic Work Diary (EWD) for each of the trucks and drivers along with forward, side and rear facing cameras that capture any incidents that might arise out on the road. Jeremy speaks very positively about the EWD option, saying it has significantly helped the company with its scheduling and ensured the drivers are not doing in excess of the regulation working hours. It also helps in keeping the drivers accountable with performing a prestart check every morning as this is a requirement of the EWD that must be completed before the vehicle moves. “We have a great crew of drivers with a clear understanding of what’s expected of them, and the telematics simply verifies to us that this is the case,” says Jeremy. “The EWDs, GPS tracking and monitoring

OPERATOR PROFILE

with the camera systems all combine to ensure we are operating the vehicles in the most efficient manner and that the drivers are not exceeding the regulation working hours. It also enables us to scrutinise incidents or near misses that occur on the road to make sure our drivers or other drivers on the road aren’t being erroneously blamed.”

Of high importance is that the vehicles are loaded in a balanced and secure manner

HINO LONGEVITY Jeremy mentions the older Hino GH1727 as an example of truck longevity, having now covered 750,000km and still serving as a reliable spare unit. “We have retired it out of the regular fleet and it has become our backup truck when one of the main trucks is in for a service or preventative maintenance,” says Jeremy. Having recently had the driver’s seat and a few other items renewed, Jeremy says he is confident this unit will see out 1,000,000km before it is replaced. On the topic of truck servicing and repairs, Jeremy says the company engages a mobile mechanic who takes care of the smaller tasks like regular servicing and maintenance while for the larger jobs SciFleet Hino is called upon. “We buy the trucks through Sci-Fleet at Archerfield which is where we usually get any warranty work done, if it ever arises, although we also use the Nerang dealership at times if Archerfield is too busy to accommodate us in the tight timeframes we require,” says Jeremy. “It’s handy that we are located roughly halfway between the two. We have a great relationship with the staff at Sci-Fleet, they have exceeded our expectations in supplying us with the right trucks when we’ve needed them.”

LOADING LOGIC Another aspect of the drivers’ work that the company deems of high importance is that the vehicles are loaded in a balanced and secure manner, thus guaranteeing the valuable cargo arrives at its destination in pristine condition. According to Jeremy, this is a rather complex task because the freight comes in various forms including wrapped, palletised products and free-standing awkwardly shaped items such as drill presses and air compressors. Incidentally, the air compressors, from small portable units to large three-phase industrial versions, are manufactured at a facility TradeTools owns at nearby Ormeau. “We have comprehensive training programs that are applied throughout the company and across everything we do. We are continually building our training programs to make sure all bases are covered,” says Jeremy. “Each driver needs to fully understand how to load the truck

with the varied freight that we carry. It can be standard sized pallets neatly wrapped through to wheelbarrows, concrete mixers, 21-foot extension ladders, screeds, toolboxes and ute canopies, all sorts of different things. “The drivers need to be able to determine how to restrain all these things and make sure axles are not overloaded, particularly on multi-drop runs where the load is diminishing throughout the day.” Returning to the Hino trucks, Jeremy reiterates the imperative of operating suitably robust and reliable vehicles in the TradeTools business. “With such a large area to cover we need to be certain that the trucks are able to deliver the goods day-in and day-out without letting us down,” he says. “On top of this we highly value the safety and comfort features of the Hinos and the drivers are more than happy driving them. “All up, they are doing everything we need and then some.”

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MAKING TRAILERS WHILE THE SUN SHINES

POWERTORQUE September/October 2021

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t would seem that the Covid pandemic and various other factors have thoroughly polarised the business landscape in Australia of late. Depending on the type of business, it can be either boom or bust … or perhaps something in between. Fortunately for anything transport related, the former is generally the case, and this is certainly true of Robuk Engineering, which was established in June 2020 and specialises in the manufacture of high-end bespoke tippers and dollies. “We started the business in Gympie just over a year ago with the plan of having

a small, tight-knit bunch of employees, concentrating on servicing a select few customers,” says James. “However, it didn’t take us long to work out that the market was going crazy as we were overwhelmed with enquires from operators wanting us to build trailers for them.” At the same time, there was an influx of people who were keen to work for the fledgling company, meaning the premises at Gympie was outgrown within three months of inception. “We ended up with a crew of 12 and for the first six months we were doing split shifts with each of us doing at least four 12-hour days, with an overlap on Mondays and Fridays, to get the business on its feet,” says James. “We were also working many weekends in order to meet deadlines and because of this we actually all lived together in a tiny shed on the premises and became a very tight-knit group.” This created a family culture of sorts in the business due to the fact that every team member was working hard for the common good of establishing the business and building a solid reputation as a manufacturer of top-shelf equipment for its customers. “We were eating meals together and talking trailers into the wee hours which built an incredible camaraderie within the team,” says James. “Some of the innovations we’ve incorporated into our builds came out of these late-night discussions. “We came up with a unique two-way hinge arrangement for the tailgates and also a plate tailgate design. We wanted our tailgates to stand out from the crowd and we’ve gone for a very high-end folded-form sheet design which also has the benefit of saving 10 to 15kg in weight. “It is also quicker to build, involving less welding which minimises distortion, we call it our stronger, safer, lighter tailgate.”

The two-way tailgate option on tippers is not as common as it once was, due to a number of factors including reliability and longevity, which often left a bit to be desired on earlier versions. “They tended to sag over time, particularly when used regularly to backload palletised loads where the tailgate was being swung open all the time,” says James. “Also, the extra height in modern tippers means the opening at the rear is larger which makes it easier to unload the likes of cottonseed which packs down during transit and doesn’t flow out as readily as other materials. This was another reason why two-way tailgates were popular in earlier times. “However, some operators still want a two-way tailgate, which is why we have done a lot of work engineering ours to be stronger, safer and more durable than earlier versions.” The two-way hinge design doesn’t require the operator to climb up onto the rear of the trailer to change to the swingout mode and it uses the same spanner that loosens and tightens the finger locks at the bottom. The design also automatically picks the tailgate up and pulls it in, making the job of closing it easier and safer for the operator.

ALL ON THE LINE James has been in the trailer building industry for almost 20 years, formerly holding prominent positions with several leading trailer manufacturers. His extensive experience spans the whole spectrum from the workshop floor to the boardroom. “I started out on the floor and worked my way up through the echelons of engineering, drafting, sales and management,” says James, adding that dealing with issues at the management level became for him frustratingly allconsuming, which ultimately led to his decision to exit the previous company he worked for. “When I left, I was looking forward to having some time off for a while but I was soon approached by a former customer who wanted some equipment built in a hurry due to a rollover. I’d also had quite a few other people contact me wanting to know what I was doing, so I could see there was potential for me to start my own business.” He put it all on the line in order to finance the business start-up, right down

www.powertorque.com.au

LOADSPACE

to selling the family home, boat and his prized Datsun. “I secured a loan from the outset to start the business which was paid back in the first six months while my home was on the market,” says James. “The house sold in November last year and I’ve thrown everything at the business.” Meanwhile, during this time, the hunt was on for Robuk to find a much larger facility to accommodate his burgeoning business, culminating in the lease of a suitable shed in the transport-centric Brisbane suburb of Hemmant. This was the catalyst for further growth in the business and the hiring of more talented Brisbane-based team members who hadn’t been able to come onboard when the company was based at Gympie. “I wasn’t able to get all the employees I needed while we were in Gympie, but after we moved the business to Brisbane, I took on more people who I know and trust with

games, but ended up leaving that field for financial reasons. “It didn’t pay well enough, I was earning almost twice as much after I started on the tools,” says James. “It was easier to get a job on the tools than it was in the design field and when you’re a young kid, you want to spend money, have cars and hang out with your mates, all that sort of stuff. “I started down that avenue and once I got into it I really enjoyed it. Then when the opportunity arose to transition into drafting, my background in design really helped in terms of picking up and understanding the software. “On the other hand, having the practical knowledge from having built trailers gave me a strong connection with the guys on the floor, it was easier for them to approach me than others in the office to help resolve issues because I’d been there and done it myself.”

what they are capable of doing, and we also have some younger guys who have really stepped up and taken charge of their areas,” says James. “Knowing that we have employees who are actively working to build things the right way and staying back late to fix something if it isn’t right, that’s the sort of team we have amassed.”

GIVING BACK

DESIGN OF A DIFFERENT KIND James didn’t start his trailer building career by doing an apprenticeship after he left school. In fact, he went to TAFE and completed a Graphic Design course, specialising in animation for video

POWERTORQUE September/October 2021

Out of a workforce totalling 30 at present, nine of these are apprentices and James says giving young people a chance to shine is high on his priority list. “Not everyone comes with a trade background – some guys who we have employed are unskilled or want to pursue a second trade which we encourage,” says James. “I knew we weren’t going to be making a huge profit right off the bat, but building the right team is the most important thing, along with growing the business so that every employee has the opportunity to build their skills and grow into new roles as they progress.”

James believes the current boom the industry is experiencing won’t last forever, so he wants to ensure the business is structured to be sustainable when it inevitably comes off the boil. For this reason, he’s setting up a repair bay in the workshop to augment the trailer and dolly construction work. This will cater to any brand of trailer. “Parts and repairs will form a key part of the business,” says James, adding that the decision to base it in Hemmant was a strategic one due to its close proximity to the Port of Brisbane and the brace of trucking companies located nearby. As for how Robuk trailers are built, James says some of the work such as blasting and painting is outsourced while he has invested in the latest technology in aluminium and steel welding machines, including Austrian-made Fronius MIG with push-pull guns for the aluminium and Lincoln MIG with water-cooled guns for the steel. The trailers are constructed using 5.0mm front wall, tailgate and sides with the option of 6.0mm sides. Floor sheet gauges range from 6.0 to 10mm depending on the design and application of the trailer. Hoists are one of the most critical components in a tipper due to the stress exerted on it every time the trailer is tipped. For this reason Robuk has engineered its hoist wells to be bulletproof. “Trailers carting liquid see the highest stresses on the hoist well so we have engineered the extra strength required for liquid into our grain tippers to ensure ultimate longevity and resistance to fatigue cracking,” says James, adding that the company fabricated a special display for the Brisbane Truck Show this year to enable people to see the amount of engineering work that goes into a hoist well to ensure it stands the test of time. “There is a lot of craftsmanship that goes into it and the welding quality has to be spot on,” says James. “We also press a lot of forming creases into our plate for extra strength and we have a CNC plasma cutter which enables us to make the exact shapes we need for optimum strength.” One of the team is working full time on the CNC plasma cutter making profiles for the trailer bodies and fit-outs including light bars. “Our light bars are one piece and made

LOADSPACE

from plate rather than extrusions welded together,” says James. “Because they are CNC cut, they are easy to replace down the track if necessary.” Each trailer Robuk builds has an individual VIN number and is kept on a database for ease of spare parts procurement in the future. The dimensions of every part that’s CNC cut on the trailer is stored in the database so that it can be easily accessed if a replacement item is required.

PBS PROLIFERATION Robuk was quick to incorporate Performance-Based Standards (PBS) in its builds following the success of PBS A-doubles carrying containers between Toowoomba and the Port of Brisbane. “It was quite a steep learning curve working with the certifiers and assessors to get combinations on the road,” says James. “Our priority now is to ensure our customers are getting the best bang for buck in terms of combinations that specifically suit their operations.” As for the future of Robuk, James says

while the focus of the business is firmly on trailer building and repairs at present, in the future he anticipates there will be opportunities to diversify into a broader range of offerings in the engineering sphere. “I’ve got lots of ideas rolling around

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in my head, but ultimately we aim to continue growing the business in a sustainable manner, incorporating new elements in order to maintain stable employment for our expanding team of loyal and dedicated employees,” says James.

TRUCK AND TRAILER RENTAL AND LEASING

RELEASING POTENTIAL The massive rise in demand for transport services since the Covid pandemic hit has led to a corresponding rise in demand for rented and leased equipment tailored to the task. Paul Matthei speaks with representatives from three prominent companies that have risen to the challenge of supplying the industry with these increasingly important services.

here has, over the last decade or so, been a substantial shift taking place in the road transport realm in the equipment rental and leasing space. Where previously the usual practice among transport operators was to buy any equipment that was needed, either outright or on finance such as hire purchase, many businesses are now realising that this may not necessarily be the most savvy or cost-effective solution. There are a number of reasons for this, and perhaps the most prominent is that the companies now providing transport equipment rental and leasing services are highly professional outfits, considerably more so than some of their earlier counterparts. They have invested heavily in their businesses in order to provide the best quality equipment specced precisely to meet the needs of clients; and have staff who know the industry inside out and back to front and are therefore suitably equipped to offer the highest levels of service to customers.

POWERTORQUE September/October 2021

One of the other significant factors that has been steadily winning over converts to the leasing field is the rise of full maintenance leases which enable operators to accurately determine their long term costs of operation without fear of blowing the budget if something on the truck fails. Similarly, renting trucks or prime movers can be a beneficial scenario during

uncertain times – as typified by the current Covid 19 pandemic – where demand for services can fluctuate wildly and require transport operators to either upsize or downsize their fleets at short notice. All of these topics and more are touched on in the following interviews with key people from three major truck and trailer rental and leasing operations in Australia.

TRUCK AND TRAILER RENTAL AND LEASING

TR GROUP MOVE INTO AUSTRALIA Founded in New Zealand in 1992, TR Group is a provider of truck and trailer rental and leasing to the transport and logistics sector.

R Group is a privately owned company currently employing over 200 people across a network of 15 branches throughout New Zealand and Australia. Services include the Rental, Lease, TR Driver Training and Used Vehicle Sales. As it stands today, TR Group collectively owns approximately 7,000 heavy transport vehicles and manages an additional 1,500 on behalf of its customers. The business continues to grow rapidly and is constantly evolving its range of services with the goal of providing customers the best options for the short- and long-term hire of heavy commercial vehicles. The group made its move into Australia by taking over Victoria’s largest trailer hire business Semi Skel Hire (SSH) in July 2019. SSH was founded by Geoff Kelly in 1994, with his son David and daughter Kim Kelly having subsequently come onboard to help him run the business. Kim and David have stayed on in the respective roles of National Business Manager and National Fleet Manager. The company opened a brand-new

facility at Laverton North in September 2020, while a further two branches were opened in the Brisbane suburb of Lytton in February 2020 and at Beresfield near Newcastle in mid-2021, giving TR Group a significant presence along the eastern seaboard. “We have a strong culture based on real values that are not mere generic platitudes,” says Kim. “These values and our culture create a relaxed yet focused working environment for all of our employees. “We believe in making a positive difference in people’s lives. We do this by creating an environment where people can grow while providing quality products and services that help our customers succeed.”

QUALITY OF EQUIPMENT In some minds, one of the perceived negatives of renting transport equipment comes from earlier experience where the equipment was often older gear, perhaps not well maintained and with an appearance that screamed out ‘rental’ to everyone who saw it.

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As such, renting equipment was often seen as simply a stopgap measure to temporarily replace a vehicle in the fleet that was off the road for repairs, for example. According to Kim, those days are long gone and the modern rental and leasing fleets, as typified by TR Group, are populated by trucks and trailers that are all presented and maintained at an exemplary level. “After our trailers reach their mid-life, we strip them right down, replace all the running gear and repaint them, they literally come up like new,” she says. With the topic of speccing the equipment, Kim remarks that when setting up equipment the company seeks the best possible specifications, builds and materials. “We seek the advice of our suppliers because they are experts in their respective fields,” she says. “We rely on their expertise and recommendations on how our trailers are built, they must be built to last. “In terms of maintenance and

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TRUCK AND TRAILER RENTAL AND LEASING

servicing, we have super strict schedules with safety and compliance being absolutely at the forefront of everything we do. We use genuine parts only and have a nationwide contract with Bridgestone for tyres. We do not compromise on quality throughout the life of the equipment, from day one it is maintained and serviced to manufacturer specification and continues that way until the asset has completed its life in our fleet.”

POWERTORQUE September/October 2021

LEASING Kim explains that while leasing is not necessarily front of mind in Australia, it’s really starting to take off. “Close to 95 per cent of the company’s Australian business is rental whereas in contrast, leasing accounts for around 75 per cent of TR Group’s business in New Zealand,” she says. “We’re looking to expand our lease business in Australia for customers who are looking for modern well spec’d vehicles

at a fixed cost without the associated maintenance and residual risk. With the added flexibility of being able to add and return fleet quickly through our rental fleet we feel we can provide the ideal solution for our customer’s needs.” Kim explains that additional positives around leasing are that the customers can have their own specs and transport livery, meaning anything the company supplies will simply fit into their fleet like one of their own vehicles. “With a fully maintained lease from TR, maintenance costs are fixed for the term of the lease removing the risk of any unexpected major costs or increases in the costs of workshops and parts, which we know is a massive issue in this industry,” says Kim. “Leasing also removes residual risk from a business and quite often can be fully tax deductible. Transport is a tough industry with slim profit margins, so having a regular fixed cost is a great benefit for any company. Kim mentions that TR Group has expanded its Australian fleet significantly since it commenced operations in 2019. “We now have over 1,400 prime movers and semi-trailers in our hire fleet and another 200 new units on order,” says Kim. “Our entire fleet of equipment is Australian manufactured and built, except for the Benz prime movers. We are very focused on supporting the Australian manufacturers with the 200 on order a mix of Barker, Vawdrey and Southern Cross trailers and Volvo, Kenworth, and DAF Prime movers. While SSH was solely a trailer hire business, since taking over TR Group has added prime mover and rigid body truck hire and lease to its Australian operations. “We saw a real opportunity in the market for prime mover and rigid truck hire and lease. In the last two years we have acquired around 100 prime movers including Volvo, Mercedes-Benz, DAF, and Kenworth units,” says Kim. Kim reiterates that the addition of these two categories along with a burgeoning trailer fleet means that growth in the Australian operation has been phenomenal. “We’ve been one of the lucky ones, with the Coronavirus pandemic driving an increased demand for transport which has made us much busier and even more essential throughout these uncertain times,” says Kim.

You’ll find more than you expect behind every TR Group vehicle.

At TR Group, there’s a massive amount of collective skills working behind every one of our vehicles. Our passionate team is made up of people with extensive industry knowledge and years of experience and expertise in heavy commercial rentals. When you deal with our team, you will get quality service that’s focused on safety and efficiency. Together with our rental fleet of 1,300 locally manufactured trailers and prime movers, available to rent across multiple categories, we’ll make renting heavy commercial vehicles from TR Group easy for you. You can be sure that we’ll always have the right gear, ready to work hard for you from day one! So if quality matters to you, choose TR Group, the heavy commercial vehicle partner you can trust.

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Trucks and Trailers Rental and Lease

Equipment you can rely on, people you can trust.

TRUCK AND TRAILER RENTAL AND LEASING

GROWING CUSTOMER BASE FOR

PACLEASE

PacLease, the truck leasing and rental arm of PACCAR, has managed to grow its customer base by a significant margin.

espite more than a year full of unforeseen circumstances and unexpected challenges, largely as a consequence of the COVID-19 pandemic, PacLease continues to grow. Designed to meet the specific needs of customers, the company’s service offering also includes vehicle upkeep and washing, 24/7 roadside assist and flexible lease structures. Paclease is a global commercial truck leasing company that provides customised full-service lease, rental and contract maintenance programs for Kenworth and DAF trucks. PacLease’s direct connection with Kenworth, DAF and PACCAR means its customers receive premium equipment and services which have been thoroughly tested and assessed for suitability for the needs of each and every customer. Within its rental and lease fleets, PacLease offers a wide range of Kenworth and DAF truck configurations including single and multi-trailer rated prime movers, as well as rigid trucks including curtain-sided and refrigerated. According to Andrew Molnar, PacLease General Manager, 2020 was a particularly challenging time for the whole PACCAR organisation, but in spite of this it turned out to be a highly successful year. “We had our biggest year since PacLease Australia was founded in 2015, in terms of new trucks going on the road in fleets around the country and also into our rental fleets,” says Andrew. “We now have 450 items of equipment for rent or lease nationally, which is an increase of 100 units year-on-year. “I think our rental flexibility was good during COVID because truck operators were taking on new contracts or getting extra work with existing contracts but weren’t sure if it was going to continue long-term. “That’s where rental is a good option; to be able to take a truck for a day, a week or six months, whatever it ends up being,

POWERTORQUE September/October 2021

which gave them the flexibility to get the work done before they knew what their long-term requirements would be.” Andrew says there is still uncertainty now, with some of PacLease’s clients having had rental trucks since the middle of last year and still not knowing whether to purchase or lease. “They are sticking with the rental until they know exactly what’s going to happen in the world,” says Andrew. Speaking about the proportion of clients who lease as opposed to those who rent, Andrew says it is now roughly 50-50, although he adds that the lease fleet experienced more growth than the rental fleet in the last 12 months. “The Government’s Instant Asset Write-Off Scheme has caused a marginal slowdown on leasing but there are still a lot of scenarios where a lease will work better for a customer than an outright purchase, even with the Government’s incentives,” says Andrew. Furthermore plenty of customers are using PACCAR Financial as a traditional funding method and then attaching a contract maintenance program to the finance contract. “This way we maintain the vehicle and provide a backup vehicle in the case of breakdowns or accidental damage, so the customer has limited exposure to the vagaries of unscheduled downtime,”

says Andrew. “PacLease gives operators the flexibility to choose the most suitable option for their business model, either leasing or a chattel mortgage with PACCAR Financial along with the addition of a contract maintenance agreement.” This agreement has three levels, Standard, Advanced and Premium, again enabling customers to choose the best option for their business model. “The Standard package includes oildrain services at a set rate with intervals determined by the number of kilometres travelled each year,” says Andrew. “The Advanced package provides the addition of driveline repairs including engine, transmission, diffs and axles, while the Premium package is like a hamburger with the lot that covers everything.” PacLease’s number one priority is getting to know its customers’ needs and providing a tailored solution. “That’s the benefit of having our local team at PACCAR head office in Bayswater,” says Andrew. “We are able to monitor our customers’ needs on a month-by-month basis which enables us to respond quickly and adjust contracts to suit changes in circumstances. “Our local team works in with PACCAR Financial and PacLease regional managers in each state and territory, which gives us comprehensive coverage nationally via the extensive PACCAR dealer network.”

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TRUCK AND TRAILER RENTAL AND LEASING

INVESTMENT

BY PENSKE TRUCK LEASING Recent investment by Penske Truck Leasing includes tech training, parts inventory and diagnostic equipment to ensure cutting edge service for customers.

enske, the Australian importer and wholesaler of MAN, Western Star and Dennis Eagle trucks, has had a presence in the local truck rental market since it founded Penske Truck Leasing Australia in 2014. In 2017, Penske started acquiring MAN/ Western Star dealerships from independent family-owned companies who either no longer wanted to run them or were not prepared to invest the substantial amounts required to bring their workshops up to speed with tech training, parts inventory and diagnostic equipment to ensure cutting edge service for customers. The MAN/ Western Star dealerships in Melbourne and Adelaide remain independently owned and run by Westar Trucks and Wakefield Trucks respectively. “They are both fine dealerships run by really good people, and both are very important partners of ours,” says Adrian Beach, General Manager of Penske Truck Leasing Australia. “They sell us the new trucks that will be domiciled in those markets and do almost all of our service and repair work as well.” In these two locations, Penske’s rental/ leasing offices are co-located in the Penske Australia dealerships which also house Penske Power Systems (MTU Detroit Diesel) and Allison Transmissions, located in Altona North in Melbourne and Edinburgh in Adelaide. As for the company-owned dealerships, Penske Truck Leasing Australia commenced as a ‘store within a store’ at the Brisbane facility in 2014 and progressed to each of the other branches as they were acquired. “Initially we were brought in to be a

POWERTORQUE September/October 2021

customer of the Penske truck brands, so every time we bought a truck for the rental fleet it helped increase the brand market share,” says Adrian. “In doing this, it gives our rental customers exposure to brands they may not have experienced before, which gives them the opportunity to see the benefits of them first-hand. “The intent is that, hopefully, next time they need to replace some units or expand their fleet, perhaps we will be in the conversation where we weren’t before”

FROM SMALL BEGINNINGS The Penske rental fleet started in Brisbane with a relatively modest 20 trucks in 2014. Over the ensuing years Melbourne, Sydney, Adelaide and Perth facilities were added to the mix, followed by the north Queensland cities of Mackay, Townsville and Cairns. “Today we have over 200 units in our rental fleet, including prime movers and rigids,” says Adrian – adding that after three years of renting the company started offering other services. “Once we had the brand and the business well established in Australia we started doing fully maintained operating leases which in our USA operation makes up around 65 per cent of our business compared with 35 per cent rental.” Traditionally there has been consistent seasonality in the Australian truck rental business, typically slow over the winter months and flat out around Christmas, but that the onset of Covid 19 changed all that. “We found that Covid disrupted this familiar pattern in that the demand for our rental trucks stayed high throughout 2020, especially in the second and third

quarters, with unusually high utilisation for supermarket and online delivery operators due to panic buying and people staying home in lockdown and shopping online,” says Adrian. “As a result, our customers in these fields all needed extra equipment for this period, and also after Christmas there was not the usual fall off in demand that we’re used to. This meant that all our equipment was out being rented into the new year and it has only fallen about 10 per cent over the last few months where usually it would drop down to around 60 per cent at this time of year. “Customers who may have had a fleet of 10 core vehicles in the past are now downsizing to seven or eight and renting a couple to make up the shortfall due to uncertainty in the market. “That way if something happens and they lose work they can quickly de-fleet without any penalty, or conversely gain additional units at short notice if work picks up.” When Penske first started its truck rental business in Australia there was a degree of uncertainty as to whether commercial rental and leasing would work at a high level for businesses wanting to incorporate this into their fleet strategy. “We’ve proven that this can be a reliable strategy and we feel our competition has really raised their game since we’ve been here, and we also have a few more competitors who are pretty good at what they do,” says Adrian. “Therefore, truck rental and leasing in this country is now a more established and reliable alternative to buying.”

INDUSTRY ISSUE

SUPPORTING AND

SUSTAINING INDUSTRY GROWTH National Heavy Vehicle Regulator CEO, Sal Petroccitto explains that NHVR’s role is to work together with the trucking industry to do things differently, to deliver consistency and certainty for operators, drivers, and supply chain parties.

ustralia’s road freight task represents the fifth largest freight task globally and is growing at almost twice the rate of our population. This is both a motivating and challenging reality. We’re seeing more jobs, growth and opportunity being realised, and now more than ever, Australians are relying on road transport to deliver vital supplies. The NHVR’s role is to ensure we can support and sustain this significant growth. This means working together to do things differently, to deliver consistency and certainty for operators, drivers, and supply chain parties. The NHVR is well progressed in delivering a number of key projects, focussed on improving and increasing productivity, as well as safety across the heavy vehicle industry and supply chain. In August last year, we released our five-year Heavy Vehicle Productivity Plan. The plan details 31 projects that promote future growth and opportunity, with more than 250 government and industry

POWERTORQUE September/October 2021

stakeholders consulted as part of its development. Key progress has been made on the plan and a scorecard of this progress is on the NHVR’s website. It outlines work underway or completed to deliver on key objectives of access certainty and consistency, partnering with local government to build capacity, and promoting safer and more productive heavy vehicles that are better for the environment and communities Of particular interest is the recent funding boost for the Strategic Local Government Asset Assessment Project (SLGAAP) which will enable assessments of up to 1,000 local government road assets over the next three years, with the intention of opening up increased network access outcomes. The first phase of the project was successful and included assessments of 300 assets across 74 local government areas in rural and regional Australia, resulting in the removal of mass restrictions and a reduction in permits. The more assets that can be accessed by a broader range of heavy vehicles, the greater the level of productivity. The asset information gathered from SLGAAP plays a key role in the NHVR’s National Spatial Platform. The platform, due to launch early next year, will give industry access to important information on approved routes and road conditions in one location for the first time. It will also match the thousands of trucks that traverse the country every day with the most efficient and productive road networks. For road train operators, the National Road Train Prime Mover Mass and Dimension Notice is in place and delivering benefits to operators. The Notice provides greater flexibility to industry by removing the need to switch out prime movers when decoupling to finish journeys. This enables increased use of standardised trailer sets and more efficient use of existing combinations. The NHVR is also focused on providing increased flexibility to encourage greater uptake of safer and more productive Performance Based Standards (PBS) vehicles, including removing the barriers to access a broader range of PBS tyre options. This would be a significant

improvement for PBS vehicles, allowing the current approach to be streamlined, and delivering a reduction in costs and practical difficulties that industry currently experience. We anticipate that changes should also support a move to transition mature PBS designs to the general fleet, enabling the scheme to have an increased focus on innovation. When it comes to fatigue, we’re continuing to work collectively with drivers and operators to better manage and mitigate fatigue and distraction, particularly for drivers. In January this year, having consulted with a range of industry stakeholders over a two-year period, the NHVR outlined its vision for managing fatigue and distraction in its submission to the National Transport Commission’s review of the Heavy Vehicle National Law (HVNL).

with delivering fatigue risk management training and education among drivers and operators. In the past 18 months, the NHVR has delivered our Fatigue Choices customer program to 134 operators in locations across Queensland, South Australia, New South Wales, Tasmania and online. The program helps drivers and operators understand the fatigue flexibility options available to them, including Advanced Fatigue Management (AFM). AFM is the most comprehensive, advanced, and flexible plan available to drivers and operators. It’s also a plan designed with safety at the front of mind, with studies showing that AFMaccredited operators have better fatigue risk management systems, a strong safety culture and better communication with drivers. For drivers working for an AFM

“THE NHVR IS ALSO FOCUSED ON PROVIDING INCREASED FLEXIBILITY TO ENCOURAGE GREATER UPTAKE OF SAFER AND MORE PRODUCTIVE PERFORMANCE BASED STANDARDS (PBS) VEHICLES, INCLUDING REMOVING THE BARRIERS TO ACCESS A BROADER RANGE OF PBS TYRE OPTIONS.” I support the general consensus across the industry that more can be done to enhance and bring flexibility to fatigue laws, without compromising on safety. Our submission set out options to provide increased flexibility to enable drivers to rest when they are fatigued, provide a clear and agreed authority for drivers to stop when they are not fit to drive, and recognise safety technologies that are proven to better manage individual driver fatigue safety risks. Ultimately, it is in everyone’s benefit to have a law that is clear, concise and develops greater levels of communication between the NHVR, drivers and operators. In doing so, we will achieve increased success and safety. While the NHVR continues discussions with government and industry to deliver an improved HVNL, we are getting on

accredited operator, studies showed they worked fewer hours, with fewer infringements and crashes. Industry has told us for some time now that they want greater levels of flexibility and responsibility, and the NHVR will continue to develop accredited plans like AFM that are safe and meet the needs of drivers and operators. More information, including a booklet titled ‘Advance Fatigue Management: preparation to apply’, can be found on the NHVR’s website, and I encourage operators to take advantage of looking into initiatives like AFM that provide more flexibility in meeting fatigue requirements and improving safety. Ultimately, the NHVR exists to engage, educate, and enhance the safety and productivity of the industry. We’ll continue to do this, while balancing effective measures of productivity, safety, efficiency, technology, and innovation.

www.powertorque.com.au

INDUSTRY ISSUE

SHINING A

LIGHT

ON INDUSTRY GREATS David Smith, Australian Trucking Association Chair, reflects on the way we celebrate the people who have worked so hard to make the trucking industry in Australia, what it is today and those looking to make it even better in the future.

rucking plays a crucial role in the lives of everyone in Australia. This has been particularly evident in the last 18 months as we have all responded to COVID-19. Trucks supply every community and are connected to every industry from construction to retail and agriculture. As the saying goes: without trucks, Australia stops. But more importantly, without hardworking individuals and businesses there are no trucks. To recognise the outstanding businesses and individuals who inspire others and make a positive impact, each year the Australian Trucking Association proudly delivers the National Trucking Industry Awards. Established in 1994, these awards have a long and rich history, and have celebrated some of trucking’s greats from inaugural ATA chair Peter Rocke and industry stalwart Phyllis Jones OAM, though to exceptional organisations like Brown & Hurley and Fellows Bulk Transport. Once again in 2021 we are thrilled to deliver these awards, celebrating the inspiring achievements of Australian trucking’s most committed individuals and organisations. Recognising the professionalism and contribution of the trucking industry, nominations are open in a range of categories that showcase outstanding ambassadors and passionate contributors. Our award winners will be announced

POWERTORQUE September/October 2021

at the ATA’s Trucking Australia conference, held from 29 September to 1 October at the Gold Coast. While traditionally a feature of the ATA Technology and Maintenance Conference, this year we have made the decision to include the presentation of the Craig Roseneder and Castrol Vecton Industry Achievement awards at Trucking Australia. This will ensure our finalists and award winners receive the full fanfare and recognition they deserve. The national award program will also crown winners of the TruckSafe John Kelly Memorial Award, Don Watson Memorial Award and Castrol Vecton Industry Achievement Award, those selected from a range of exceptional people or organisations who do not

need to nominate to be considered. These awards are about celebrating those who work behind the scenes or go above and beyond to keep Australia moving. It’s about acknowledging the commitment of every single person around the country who has dedicated their time and skills to ensure the trucking industry has a future. Every operator, manufacturer, owner, manager, mechanic and administrator involved in transport has a role to play. These awards would not be possible without the support of the 2021 National Trucking Industry Awards sponsors; BP, NTI and Volvo Trucks, as well as Castrol Vecton, Cummins South Pacific, AEI Transport Insurance Brokers and Sutton Road Training Centre TISC.

INDUSTRY ISSUE

USING YOUR

FATIGUE MONITORING DATA You’ve installed fatigue monitoring devices throughout your fleet. You’re getting a constant flow of data. What next?

he best thing to do, says Marty Corry, NTI’s Customer and Relationship Manager for Transport and Logistics, is…not much. Not right away, at least. “You’ve got to stop first and make sure you understand all the data. Discuss it as a whole with your driving group, Health, Safety and Environment, and HR so everyone’s on board and you know what you’re looking for,” says Marty. Adam Gibson, NTI’s Logistics and Transport Risk Engineer, agrees. “Microsleeps are microsleeps, and you need to act on those right away,” he says. “But you really need to get a couple of weeks or even months of data before you can see the bigger picture.”

DEPLOYMENT IS EVERYTHING All too often, safety technologies are deployed poorly, leading to low take-up and drivers circumventing the system or even leaving the business. Marty says that if drivers turn up on Monday morning and find new fatigue monitoring devices installed in their cabs, and on Tuesday morning they start getting non-compliance notices, then you’re headed for trouble. “Deployment all comes down to the skills of the manager,” says Marty. “It needs to be discussing and explaining, not announcing and telling.”

Work cooperatively with your team. If they understand why you’re implementing the technology, what data it will gather and how it will be used, you’ll be on much firmer ground.

GET ALIGNED – AND UNDERSTAND THE DATA Adam says operations managers must apply critical thinking to the alerts they’re getting, then take a cooperative approach with their drivers. “They should be saying ‘G’day Bill, we see you’ve had another microsleep,” says Adam. “Do you want to come and see the video? I’m worried about your quality of sleep, can we refer you to a sleep expert? Is there something else going on?” The key is to think about what the data means. If you get distraction alerts on a long, sweeping bend, it could be that your drivers know the road and are taking the opportunity to look back and check their trailer. In which case, you might want to geofence that area and ignore those alerts. A tool for improvement, not punishment It’s also helpful to consider how you share the data. Drivers don’t always know if they’re performing strongly or poorly. Sharing data with them – positively and constructively – can help

them improve. “If they see the data you’re getting, it builds a level of trust that you’re not using it to punish or control them,” says Marty. “If you can use the data to improve their performance and get them home … at the end of the day, that’s what it’s all for.”

‘TUNE AND CALIBRATE’, NOT ‘SET AND FORGET’ Adam echoes the point: “It’s not ‘set and forget’. It will take some time to tune and calibrate, and you want to review settings over time.” If you’re getting a lot of distraction events as drivers re-enter mobile phone reception areas, then you should schedule a 15- or 20-minute break. They can pull over, check in with their families and then resume travelling safely. The key is to trust your drivers and treat them as partners. There’s no doubt that deploying fatigue management systems can significantly improve your business. Most importantly, it can significantly improve driver and road user safety. So, plan ahead, think carefully about how you use and communicate the information, and keep refining your approach. Then you’ll be able to enjoy the full benefits your fatigue management systems can bring.

www.powertorque.com.au

TRUCK DEVELOPMENT

BUILT BY HENRY

AND AN ISUZU NNR An Australian-qualified carpenter and joiner with over 18 years’ experience, Henry Wabwile is the sole proprietor of Built By Henry.

enry Wabwile is somewhat of a ‘jack of all trades’, comfortably applying his skills to carpentry, handmade furniture, brickwork, tiling, painting, bathrooms, kitchens, renovations, extensions, irrigation, and landscaping, all with the assistance of his NNR 45-150 AMT Traypack Crew. “I was born in Kenya, where I worked as a builder for six years before moving to Australia in 2012,” says Henry. “Since then, I’ve become the sole proprietor of Built By Henry. I am happy to do the small and the large jobs. You name it, I can build it!” Most of his clients come from word-ofmouth recommendations and he’s kept so busy with these that he doesn’t need to advertise. “I have requests for services across the

POWERTORQUE September/October 2021

country from New South Wales, Queensland, Western Australia, to South Australia and even Tasmania. I’ll see where I end up,” says Henry. “I’ve had lead-on jobs from clients working in Kalgoorlie, who own houses in Sydney that need work. “I may even be heading to Adelaide for my next job and that is a result of a recommendation from someone I worked for in Queensland.” Henry is registered nationwide with the National Disability Insurance Scheme (NDIS), which means he is ready to install wheelchair ramps, handrails and any other custom modifications for people with disabilities. “I am willing to take on regional jobs, as I know how hard it is for people out in the rural areas to get services. I have a lot of

work already booked. That is why I have got the Isuzu NNR 45-150 AMT Traypack Crew. It does all the hard work, and I do the easy job,” jokes Henry. In terms of tools and equipment, Henry’s story is like one that has been told a hundred times over. He started off with a ute but found it just did not deliver in terms of payload, towing capacity or efficiency for the business. “You can’t run a carpentry business in a ute and trailer,” says Henry. “It’s just not possible. With this Traypack crew model, I can comfortably carry five other workers to site, including all my gear, tow a trailer and still have no issues with weight.” When asked about his reason for choosing an Isuzu truck, Henry gives a small chuckle, “Back in Kenya, if it’s not an

TRUCK DEVELOPMENT

Isuzu, you don’t touch it.” Despite his predisposition to the brand, Henry did due diligence, researching the Australian truck market for two years before settling on the NNR 45-150 AMT Traypack Crew from Isuzu’s Ready-toWork range. He finally walked into Goldfields Truck Power Isuzu in Kalgoorlie last year to pick up his new workhorse. “It’s the best thing ever,” says Henry. “There’s a lot of savings from changing from a ute to a truck. For one, I save a lot of time. I no longer need to muck around going backwards and forwards like I did with the ute, carrying materials. “It is also fuel efficient… there’s actually no difference in terms of fuel consumption compared to the ute, but I get additional power and towing capacity.” Running Isuzu’s hearty 4JJ1-TCS fourcylinder engine at 110 kW @ 2,800 rpm of power and liberal torque of 375 Nm @ 1,600 – 2,800 rpm, the NNR 45-150 AMT Traypack Crew certainly comes with enough power, and more than enough capacity for Henry’s needs with a GCM of 8,000 kg. “I can now carry all my tools in the truck, all my necessary materials in the trailer, and tow everything to site in one go, says Henry. “When I get to the site, there’s no mucking around. I am focused and I get the job done.”

Henry Wabwile is the sole proprietor of Built By Henry.

To Henry, productivity boosts like that, cannot be measured just in money savings, “I value quality and customer satisfaction and I have to make sure everything is done according to the building commission books, meeting every requirement. “Having the truck gives me more time to focus on quality for my clients and less time worrying about small things. Even the client is happier, they see you working all day at the site instead of going in and out for material collection. They know they’re

spending their money well.” To Henry, upgrading from ute to truck was a real game changer for the business. He enjoys it so much that he is thinking of investing in another. “I’ve got my eye on an Isuzu Tipper, so I can easily dispose of all the waste with a push of a button,” says Henry. “When you’ve got the NNR Traypack Crew, you’ve got everything. It’s an office, a lounge chair and a grand set of wheels, all rolled into one.”

“You can’t run a carpentry business in a ute and trailer,” says Henry.

www.powertorque.com.au

GOING GLOBAL

A ELECTRIC TEST DRIVE

CIRCLES LONDON PowerTorque’s European Correspondent, Will Shiers, attempts to get into the record books, circumnavigating London in a zero tailpipe emissions 16-tonne Renault Range D ZE.

quick Google search on vehiclerelated records reveals that Rob Gibney once drove his car in reverse for 807.39km, while Han Tue managed a 46-minute lap of the Nürburgring on two wheels. While these are clearly both amazing feats, and something the record holders should be immensely proud of, they aren’t nearly as exciting as the record I’m attempting to set. If all goes well I’m about to become the first person in the world to complete a lap of the M25, London’s infamous orbital motorway, in an electric truck on a single charge. My truck of choice for this electrifying feat is a battery-powered 16-tonne Renault Range D16 ZE. The truck has a claimed

POWERTORQUE September/October 2021

range of just over 200km, and seeing as a lap of the M25 is 190km, it’s definitely doable. However, throw in some congestion and adverse weather conditions (both of which are forecasted), and it’s definitely going to be a close call. My journey starts at Cobham Services, south west of London, and about 15 miles from Heathrow Airport. I’ve had to take it to the car charging area, because as of yet there aren’t any truck charging points anywhere on the UK motorway network. That’s not a surprise really, considering that the first electric trucks are only just starting to appear on our roads. The charging area is a hive of activity. Several electric car owners are deep in conversation, swapping notes and

comparing ranges and charging times. It’s like some sort of exclusive club, and its members have a definite air of self-importance and superiority about them. I get the distinct impression that the Renault isn’t welcome here. They certainly aren’t happy that it’s taking up three charging bays anyway. If I could be bothered to talk to them I’d point out that the battery-powered truck they’re looking down their noses at costs several times more than their cars. It takes two hours to charge the truck’s four 66kWh batteries using a 150kW DC fast charger like this (or overnight with a 22kW AC charger), but fortunately the Renault is almost fully charged now, and I’m soon sitting in the cab and ready to go.

ALT-POWER

Anyone expecting a Tesla-esque interior is going to be sorely disappointed with the Range D ZE, as it’s just a bit ... normal. There’s no central seating position, fancy tablet screens or pulsating lights to thrill and excite. Instead, what you get is a series of analogue dials and a small digital display, which gives you all the need-toknow information at a glance. Personally I think it’s great. I immediately understand what everything does, without needing to call my 11-year-old daughter for a computer lesson. Of all the information in front of me, the most important for this journey will be the ones that show the battery life and range. They’re currently on 99 per cent and 225km respectively. I head out of the services, and am immediately struck by how quiet and smooth the drivetrain is. The truck has 425Nm of torque, and it’s available from a standing start, meaning effortless acceleration. I drive up the slip road, indicating to join the carriageway. With no diesel engine to drown it out, the indicator seems incredibly loud. In fact, you don’t realise quite how noisy modern diesel trucks are until you experience full-electric. At low speeds you can hear so much more, including the power steering pump, and even the creaking suspension components. The traffic is flowing freely at the moment, and I set the adaptive cruise control to the maximum 90km/h. Although plated at 16 tonnes, thanks to UK alternative fuel weight dispensation rules, it is able to run at 16.7 tonnes. That said, on this occasion I’ve chosen just to put 3 tonnes in the back of the box body. It is fairly representative of what the truck would be doing in the real world. After all, I’ll be carrying the weight the entire way around. After 5km, the battery life is still on 98 per cent. A quick calculation in my head tells me I might be OK, and my range anxiety begins to wane. However, my relief is short-lived, as I embark on a particularly long climb. While my speed doesn’t fall, the battery life does. I’m fixated by the dashboard display, and watch in dismay as the battery’s capacity drops, one percentage point at a time. There’s another gauge that informs me of my continual consumption, which is in kW per 100km. It’s a totally new metric to me, and might as well be measuring moon dust. I’m told that a vehicle of this size should be

consuming roughly 1kWh per km, but it’s considerably less on this hill. But what goes up, must come down, and it’s a massive relief when we start to descend the other side. As the truck’s speed begins to creep up, so I ease off the ‘gas’ pedal, which is met with gentle regenerative braking. The power metre needle moves into the blue section, indicating that I’m now putting power back into the battery. As the speed continues to increase, I intervene, manually engaging the regenerative brake. It’s located on a stalk to the left of the steering wheel, where you’d normally find the engine brake on a diesel-powered Range D. It has five stages, and the first is powerful enough to keep my speed in check on this descent. The needle is firmly embedded into the blue now. Making good use of regenerative braking is a great way to extend an electric truck’s range. When you use the service brakes you’re wasting heat energy. It’s far better to use the regenerative braking, putting that energy back into the batteries. In terms of other range-extending driving tips, it’s the same techniques as fuel efficient driving in a diesel truck, accelerating gently and lots of anticipation. Suddenly it begins to rain, causing me to turn on the windscreen wipers and headlights, both of which will consume additional battery power. I gaze at the battery display, half expecting to see it depleting before my very eyes, but it’s still on a respectable 80 per cent. They’re clearly not as power-hungry as I thought. There’s a 30 minute crawl to the Dartford Tunnel, which passes under the River Thames. It’s a great opportunity to play with the regenerative brake. I soon learn to vary my speed accurately using the lever, feeding it in and out, like you would with a conventional brake pedal. Although the dense traffic conditions are having a slightly detrimental effect on the battery life, it’s nowhere near as bad as I initially fear. In fact, I’m more than a third of the way around now, and have consumed less than 25 per cent of the battery’s power. Feeling more confident about my chances of completing this journey under my own steam (and not behind a recovery truck), I start to unwind a bit more. To my great surprise, I’m fast discovering that with range anxiety no longer such an issue, the D ZE’s cab is becoming a rather relaxing and tranquil environment. There’s no diesel

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GOING GLOBAL

Unlike the Renault’s batteries, as I pull up at the charger I feel a bit flat.

engine clattering away beneath me, and no multiple gear changes either. Dare I say I’m actually beginning to enjoy this drive? There is a £3 ($5.50) toll to use the tunnel, and there’s no reduction for electric trucks. In fact, other than exemption from London’s Low Emission Zone and Congestion Charging Zone, there are no financial incentives for making the switch from diesel to electric. I’m halfway around now, and still have 70 per cent battery life. The traffic has eased, and I’m feeling more relaxed all the time. I get a clear run for the next 75km, and then once again grind to a halt. Crawling along beside me is a brand new Porsche Taycan 4S. I give a friendly wave of acknowledgment to the glamorous passenger who’s looking my way, after all, she’s in an electric vehicle too. But she quickly turns away. Perhaps she hasn’t

noticed the truck’s livery. Perhaps she simply doesn’t care. I wonder if she’d be more interested if she knew that the Renault costs four times more than her boyfriend’s Porsche! She’s not alone either, as nobody seems to be paying the D ZE any attention. One of the reasons for this is that it just looks like any other 2-axle rigid truck. But then that’s a good thing. its natural habitat is city streets, where it will inevitably suffer damage to nearside bumpers, panels and steps. Being a regular Range D cab, all the parts are straight off the shelf. As I pull into Cobham Services, the odometer clicks onto 190km, and incredibly the battery still has 39 per cent life left in it. According to the trip computer, that’s enough to do a further 65km. That’s quite an amazing result considering I’ve been driving for three hours and 22 minutes.

Despite my initial concerns, it’s been a stress-free journey, and has gone a long way to changing my view of electric vehicles. Yes, range anxiety is a very real thing, but with a bit of forward planning, there’s nothing to be scared of. Besides, these trucks are likely to be carrying out an almost identical number of drops every day. So if they complete their rounds on Monday, they will complete them every other day of the week too. In fact, thanks to Renault’s battery performance promise, they should be completing them every day for 10 years. Having proved how easy it is to circumnavigate London in an electric 16-tonner, this raises the question of how many trucks operating within the M25 could be battery-powered. There must be thousands of delivery vehicles doing less miles than I’ve just done, all returning to base every night. Of course, it’s not as simple as that, as there’s the estimated £320,000 ($600,000) price tag to overcome. I know we all have an obligation to save the planet, but how many operators can afford to? Purchase prices will eventually fall, but until they do, the UK needs a substantial government incentive to kick-start the takeup of electric trucks. Without it only the UK’s biggest operators will gain the invaluable experience of operating them. The others will be forced to wait until they become mandated, and then have to deal with short, steep learning curves. Unlike the Renault’s batteries, as I pull up at the charger I feel a bit flat. I was hoping for a fanfare and fireworks to celebrate my achievement, but instead all I get is an abusive comment from an electric Audi driver, who doesn’t like that I’m parked over three bays. Next time I’m doing it on two wheels and in reverse.

SPEC SHEET

It takes two hours to charge the truck’s four 66kWh batteries using a 150kW DC fast charger.

POWERTORQUE September/October 2021

Model: Renault D ZE 4x2 Motor: 400V AC synchronous, permanent magnet Power: 1 30kW continuous, 185kW peak Torque: 425Nm Batteries: 4 x 66kWh lithium-ion (total 265kWh) GVW: 16 tonnes (plus 700kg dispensation) Payload: 6.9 tonnes (7.6 tonnes) Body: 6.8m box with tuck-away tail lift

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GOING GLOBAL

ANOTHER AWARD SINGLES OUT

MIRROREYE VISION SYSTEM

Stoneridge is a pioneer of digital camera ‘mirror’ systems for heavy trucks where rear-facing cameras located high on each side of the cab display images on tall monitors located in the cab on the A pillars, PowerTorque’s US Correspondent reports.

aurent Borne has been named winner of the Automotive Hall of Fame Industry Influencers Award for his participation in launching the MirrorEye, an innovative rear vision system that can replace conventional glass mirrors on the exterior of a big truck. MirrorEye is the first camera monitor system to receive a federal exemption from the Federal Motor Carrier Safety Administration (FMCSA), allowing MirrorEye-equipped trucks to operate on the road with an integrated system of cameras and digital displays as an alternative to conventional mirrors. An important feature of this exemption is the option for fleets to run without conventional mirrors to gauge the full benefits of mirrorless systems and experience and realise the fuel savings possible when external mirrors are removed.

economy. Equipped with self-cleaning and defrosting functions, the system eliminates issues related to rain, dirt and ice. An advanced image rendering system also blocks sunlight reflections, and infrared-enhanced colour night vision improves the range of low-light performance. I have driven trucks equipped with mirrorless vision systems and can say that after a relatively brief familiarisation I can understand why drivers in the test fleets are highly reluctant to give up these systems. The familiarisation has less to do with the images on the monitors. When driving a heavy truck, the tendency is to continually peek at the external mirrors to assess changing situations as drivers go down the road. But when you go to look in the mirror, there’s nothing there and you have to redirect your attention to the monitors in the truck with you.

“THE DESIGN AND OPERATION OF THE SYSTEMS ENHANCES OPERATING EFFICIENCY THROUGH IMPROVED MANOEUVRABILITY AND ECONOMY.” And fleet experience by some of North America’s leading fleets that are driven by safety show MirrorEye makes the roads safer through driver vision enhancement. The system significantly improves safety by reducing blind spots, making the driver more aware of dangers around the vehicle, and provides enhanced s where it is difficult to see with traditional mirrors. The design and operation of the systems enhances operating efficiency through improved manoeuvrability and

POWERTORQUE September/October 2021

And that is a safety-plus feature as there’s no blind spot from the mirror housings of conventional mirrors, however well they are designed. Also, since there’s no glass to obscure them, the images in the monitors during inclement weather, especially rain, are beautifully sharp and unobscured. Another big plus is that the cameras automatically track the rear of the trailer making sharp corners easy to track and avoid curbing or side-swiping other vehicles.

Infra-red technology produces daylight-quality images at night, too. The Industry Influencers Award reflects the Automotive Hall of Fame’s commitment to the future of the motor vehicle industry and honors individuals who are influencing and leading through their actions, innovation and visible positions on issues surrounding the automotive industry and its future, notes the press announcement for the award. Borne joined Stoneridge in 2018 as chief technology officer and was appointed president of the Electronics Division in January 2019. According to the announcement, he has transformed Stoneridge’s strategic direction, product portfolio and engineering organisation to develop systems-based solutions and platforms that make commercial vehicles safer and more efficient. Borne led the launch and subsequent roll-out of the MirrorEye systems in North and South America and In Europe. Borne was selected as one of six winners by a panel of judges and will join a lifelong community of esteemed Automotive Hall of Fame members. Award winners were recognised during an induction ceremony on July 22, 2021. “I joined Stoneridge during a pivotal growth period,” said Borne. “Our renewed focus on data-driven solutions is advancing vehicle electronics that improve safety, efficiency, emissions control and intelligence. Thank you to the Stoneridge leadership team and Electronics Division who also deserve recognition for their part in driving this innovation. As a team, we will continue to develop vehicle solutions that benefit the industry and society, as well as poise Stoneridge for the future.”

GOING GLOBAL

TALKING ABOUT VELOCITY PowerTorque talks with the new owners, from the USA, of a major truck dealership operation here in Australia.

arlier this year, Velocity, a major US truck dealership group, acquired the Daimler Truck dealerships, owned by the Eagers Group in Australia. This development has grown out of the strong relationship the group has developed in the US, as the owners of 36 Freightliner outlets across the US. The business originally got into the truck game in the US, by buying three underperforming dealerships and turning them around. On that foundation the group is now the largest Daimler Trucks dealership group in the SouthWestern USA, and growing into the South-East of the country. The organisation in Australia, which it now owns, consists of around 670 employees, 15 dealership locations. There is a presence in all of the major metro areas like Brisbane, Sydney,

Melbourne, Perth, Adelaide, Newcastle, Gold Coast, Mildura and several other smaller locations. The strong relationship formed in the US means the aspiration of Velocity is to take the lessons learned over the years and, where appropriate, apply them here in Australia. The market may look similar, but Velocity does realise there are a lot of differences under the surface. “We were in a similar situation in the US 12 years ago, to the one we have in Australia today,” says Dan Stevens, Velocity Senior Vice President, who has come over from the US to get the operation up and running. “Mercedes Benz has picked up market share quite quickly here, and that happened to us with the Cascadia back then. Suddenly, we had a lot more trucks on the road, and customers started calling us and Daimler and saying our service was inadequate. ‘We can’t get trucks

in, you keep them too long, you’re not communicating well’. “Some of our competition was doing it better than us, so we sat down with Daimler and told them part of the reason we were hard to do business with was because they were too hard to do business with. We needed things like technical support on the weekend and they weren’t there. “We decided we had to become better partners so that our mutual customers would have a better experience. We simplified processes, got cheaper, better, faster. We started a 12 year process, the old Toyota continuous improvement philosophy. Eventually, it took hold and confidence and trust rose until it took on a life of its own.” “We know that if we apply continuous improvement to these new businesses, they will get better. The change management process is the hardest to get embedded. But once it’s embedded, it lives.”

TECH KNOW

EATON, MOVING INTO GEAR

It’s been a steep learning curve since Graeme Weston took the helm at transmission experts Eaton.

ast year, Graeme Weston took up the role as the Eaton Vehicle Group Australia Leader, so PowerTorque sat down with him to see how he is enjoying the role. “It’s been very good, very exciting, just a lot of, the common phrase is ‘a steep learning curve’,” says Graeme.”I have learnt a heck of a lot about a lot of stuff, to depths that I didn’t think I need ed to learn about. It’s been a good ride so far. “To begin with there were so many things coming from different directions, it was like drinking from a firehose. Now it has become more settled.” Graeme began his career with Eaton in 1993, as an Intern after completing a Bachelor of Mechanical Engineering at Swinburne University of Technology. He has held Sales, Key Account Management and Region Management roles including managing the operations in Southeast Asia from 1997 through to 2001. Then there was a period in the US as the Kenworth account manager in Seattle. On his return to Australia in 2006 he took up

POWERTORQUE September/October 2021

an engineering management role, which also included working with a team in China developing products in that market. “It’s been a long time at Eaton, but every four or five years there’s been a big enough change for me, and it has been like working for a different company,” says Graeme. Graeme’s career has been in the sales, account management and management area. He has been working in the interface between the technical side of the Eaton business and its relationship with the industry. “All of the automated transmissions are coming out of the Eaton Cummins joint venture,” says Graeme. “But looking at the next ten years, diesel engines or diesel hybrid are still going to be the main power source. We are really concentrating on the changes up until 2030 with the model changes and our local customer developing the aftermarket side of the business. “The overall truck market is going to be relatively static over that period. We don’t expect our OEM business to double, or anything like that. We’ve got a solid plan to

grow the aftermarket business.”

ENDURANT XD The next stage of the development of transmissions for Eaton is the introduction of the Endurant XD transmission. This is looking like the biggest model change from the company in over twenty years. Even developments like the Ultrashift were still based on the Roadranger gearbox, with automation added. Endurant is a completely clean sheet design, both in terms of hardware and software perspective. Eaton here in Australia have been working with the 12 speed transmission here in Australia, where it is already being sold in the Kenworth range as the Paccar AMT. The XD is the next evolution from the current offering to a heavier transmission with more speeds to take its capabilities up into the heaviest tasks in Australia. “There’s a lot more flexibility in the design and we are really looking forward to what we can do with the Endurant XD and how we can localise the product,”

DIESEL WORKSHOP

say Graeme. “We are aligned with the US on production release, so it’s going to be released in the second half of 2022. We’ve got our first prototype units in Australia. “We haven’t got any on the road yet, but that will start to happen in the second half of this year. We will identify vocations and identify fleets. Being the first time for our market, we really need to get it into some evaluation trucks, get some weight on it and run it around in our normal operating environment. “From our testing, we have got really good experience of where we can push the transmission to its limits and see how it goes. We can look for areas of improvement and then that will be the baseline for improving the calibration for our local requirements.” The Endurant marks a step change for Eaton and takes the transmission to another level of functionality. The box uses all helical gearing, the splitter has moved from the back box into the front box. There are now even ratio steps across the transmission and the system uses a 430mm IKON-card-FRONT.pdf 1 12/05/2021 3:24:48 PM PMplate clutch. IKONPCARD-FRONT1.pdf 3 12/05/2021 2:51:16 single

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“There’s planet and sun gear range sections, so it’s really a totally different beast from the Roadranger product,” says Graeme. “Also, from a software point of view, there will be more flexibility in tuning for things like running along flat ground and tuning the shift point around that. There is also the flexibility to bring in the performance aspects, when the truck is climbing grades. “There is a lot more fuzzy logic involved. We have a lot of really good feedback from the twelve-speed in the Kenworth product here in Australia, in terms of the flexibility. We spent a lot of time on the calibration and when it went out into the market, we got some really good feedback, but it really has been left alone. we have just had a few small tweaks around the edges. “Particularly, when we are talking about down speeding and we are getting into the faster axle ratios, around 3.70 and 3.58, where you do need economical kinds of shift points along four per cent undulating roads. Then, when you get onto an eight per cent grade, it needs to have a lot higher rpm down shift points and upshift points.”

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TECH KNOW

Once the truck is over the hill the inbuilt gradient sensor will reset the shift points as the truck heads off down the grade. Some of this flexibility has been available on the Ultrashift Plus AMT, but the limitations around the finer points of transmission tuning were not available. However, they will be on the much more sophisticated Endurant XD, as it comes on stream. The technical changes mean that the initial calibration will be a more difficult process for the Eaton team, but once calibrated, it will better able to suit a wider range of working environments. There is more inbuilt flexibility within the system to adapt to situations. “I’m just really excited about the Endurant XD, the 12 speed has proven to be really reliable,” says Graeme. “Just things like having the flexibility around the start gear. We are really excited about getting it out on the road, to put it though its paces. “Like we did with Ultrashift Plus, we are

starting off with B-double application and up to 85 or 90 tonnes GCM. Then we will start to go up from there. On of the things we are focussing on, and because it needs to be integrated more with the chassis, we are starting off with models which are ‘digital’. So, the Kenworth T410 and T610 will be first and then we will have to work on the legacy analog chassis afterwards. “At the moment, the heaviest we have got with Ultrashift Plus is about 330 tonnes and we are expecting to get the Endurant XD up there as well.” The Endurant development and launch is the main focus of the Eaton team in 2021. The hope would be that the new transmission will perform well enough to tempt the more traditionally minded truck buyers to move away from the Roadranger and into the Endurant XD. The chances are that the Endurant HD will persuade some of the holdouts to transition across to AMT, but

Graeme began his career with Eaton in 1993.

POWERTORQUE September/October 2021

the Kenworth is gradually becoming one of the few brands to offer manual gearboxes in large numbers. “Our AMT share at the moment, is around 30 per cent, when choosing between manual and AMT,” says Graeme. “Is the Endurant going to make that step change and bring that figure up to 40 or 50 per cent? It will be interesting to see what happens. “I think when we get into more downspeeding and more of a focus on fuel economy, as we go to Euro 6, then AMT is going to be the only way that you can deliver that fuel economy. We have been thinking about this for a number of years. That’s why we have got the Cummins integrated powertrain. Plus, we have done all the work on down-speeding to focus on fuel economy. “The fleets which have adopted the idea as part of their strategy, have been successful at it. It does take a different mindset from the driver. Unless the company embraces it, the benefits can be pretty limited.” This process of transitioning across from a Roadranger culture to the Endurant HD culture may be difficult, but some operators have seen phenomenal reductions in fuel use. It’s not just bringing axle ratios down from 4.3:1 and using taller diffs to reduce rpm, there needs to be a change of attitude. “I can remember one fleet which has grown recently and the fuel savings across the fleet they have managed to achieve, have almost fuelled their growth,” says Graeme. “If your fuel bill across a fleet is $100 million, it’s important to get things right.” The development of all elements used on a truck is moving fast and there it’s no longer about standalone components, it’s about a whole integrated system. The joint venture between Cummins and Eaton is an example where the sophisticated control systems of the engine and transmission need to be developed together so that they are communicating all of the time to get the best results. These kinds of data sharing and communications are going on all over a truck and trailer combination all of the time. Building a truck or a combination is no longer simply a mix and match process, but all of the components involved need to be developed in concert with the rest of the truck to get the kind high efficiency and safe outcomes the modern trucking industry demands.

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TECH KNOW

DOWN-SPEEDING AND THE

POWERTRAIN

ngine down-speeding has been evolving in recent years and significantly alters the engine torque curve. The rate at which a low emission engine reaches full-rated torque is much quicker, which places a much greater load on the drivetrain system. The torque carried through the drivetrain system reaches and, in some cases, exceeds the structural integrity of the drivetrain system. As a result, drivetrain components are being subjected to an over-stress condition that is manifesting into sudden component fracture. These fractures occur more often during vehicle start up and acceleration, positioning manoeuvres and docking events at a terminal or during winter time ice and snow conditions. Historically, the method used to calculate steady-state drivetrain torque was satisfactory for sizing drivetrain components. Drivetrain data collected from trucks equipped with modern engines having tall rear axle ratios and direct drive transmissions shows 20 per cent greater torque than traditional steady-state calculation methods. A dynamic simulation model was developed to better understand the transient inertial effects of the drivetrain system. The simulation model is a tool used to predict the large differences between calculated steady-state torque and vehicle dynamic torque events. Several truck tests were conducted. The purpose of the tests was to measure the amount of torque produced during various truck manoeuvring events. Test results show there are events that are not uncommon that expose the drivetrain to torque values that exceeds the rated torque limits of the components. These events can over=stress and fracture the drivetrain components. Torque and system response data

POWERTORQUE September/October 2021

“A DYNAMIC SIMULATION MODEL WAS DEVELOPED TO BETTER UNDERSTAND THE TRANSIENT INERTIAL EFFECTS OF THE DRIVETRAIN SYSTEM. ” measured during truck tests correlated closely with values predicted using the dynamic simulation model. The close correlation between test data and predicted data validates the usefulness of the simulation model. The model can now be used to more accurately predict the behaviour of a truck system for future down-speeding applications.

INTO THE FUTURE The trend to down-speed engines will continue as a way to improve fuel efficiency and lower emissions. The new engines will be combined with rear axles having ratios lower than today and direct drive transmissions. The amount of torque transmitted through these new drivetrain combinations is much greater than former combinations. As a result, the drivetrain components will be more frequently exposed to over-stress conditions that can fracture a drivetrain component. The dynamic behaviour of a vehicle is dependent on the characteristics of the drivetrain components. The characteristics include mass/inertia of the system, system stiffness and system dampening. Transient torque behaviour varies by vehicle configuration. Changes to any drivetrain component or subsystem can significantly impact the transient behaviour of the drivetrain system. Dynamic simulation modelling and vehicle tests confirm that the transient behaviour of the drivetrain system can

produce peak torque values far in excess of calculated steady-state torque. Peak transient torque becomes the origin of drivetrain component fracture. Vehicle tests confirm the need for controls that effectively manage the powertrain behaviour to limit drivetrain peak transient torque. Successful vehicle test events produced results that turned the problem on by fracturing drivetrain components. Reproducing the same vehicle test events using revised engine controls to mitigate peak transient torque turned the problem off by preventing drivetrain component fractures. Truck drivers reported no perceived impact on start-up or drivability with engines having controls activated that effectively managed the peak transient torque. Truck OEMs, engine manufacturers and drivetrain component manufacturers need to continually work together to develop and implement control strategies that satisfactorily protect the drivetrain components. A control strategy is more effective than simply up-sizing fractured drivetrain components. Up-sizing, though it will solve the problem with that particular component, will only transfer the problem to the next weakest component in the drivetrain system. The outcome is larger, heavier and more costly components to overcome the unintended effect of down-speeding for fuel efficiency gains and greenhouse gas emissions standards.

Speed limiter tampering puts everyone at risk

Up to 10% of all heavy vehicles have illegally remapped engines The illegal practice of speed limiter tampering to manufacturer settings means the vehicle will not comply with the Heavy Vehicle National Law. This puts truck drivers and the public at great risk of harm on our roads.

With most accidents happening on regional and remote roads, and more than 500 hospitalisations each year, we need to do our part to make roads safer by complying with the Heavy Vehicle National Law.

We know that speed is a major contributing factor in road deaths and serious injuries involving heavy vehicles, and total fatalities for other road users outnumber truck drivers four to one.

The NHVR’s priority is to protect the safety of drivers and the community, helping to ensure a productive and sustainable heavy vehicle industry.

To find out more on the risks and penalties visit nhvr.gov.au/engineremapping

TECH KNOW

TRAILER INSPECTION

AFTER EXTENDED IDLE OR FLOOD Here are some tips from Hendrickson on how to deal with trailers which have been through a flood or have sat for a long period.

railers that have been idle for extended periods and those that have been subjected to flood water each have their own unique circumstances that can affect durability. If there is any doubt about the serviceability of any components, then it is best to disassemble, analyse and inspect to avoid costly breakdowns or component failure.

IDLE TIME Trailer suspensions not operated (idle) for prolonged periods of time must be inspected prior to renewed operation or production installation. For example, trailers that have been stored while waiting manufacture or sale, trailers for grain that are only used intermittently, and trailers used for storage at a dock or in parking areas. Normally, machined surfaces (such as bearing races and roller bearings) are protected by lubricants flowing onto, over and around during use. Lack of trailer motion causes lubricants to flow downward and away from these surfaces until it reaches a level pool in the hub. Metal surfaces are eventually unprotected and exposed to the environment. Seals and gaskets not exposed to lubricant can degrade in performance. These items must be checked and replace as needed. Rubber degrades over time whether in use or not, especially at higher temperatures. However, surface cracks on rubber components do not normally affect performance.

FLOOD Oil and water do not mix. Lubricants will continue to seek a level state, even while under water. All metal surfaces, wires and materials that are directly exposed to moisture, pollutants and other contaminants can lead to rust and corrosion. Caution: Flood waters are often contaminated with bacteria or other organisms that may be harmful to human

POWERTORQUE September/October 2021

Flood Waters Cause Out of Sight Component Damage

health. Wear gloves and other necessary safety equipment when working on trucks or trailers that have been affected by flood. Any waste such as water, tainted grease or sludge must also be managed and disposed of appropriately.

ITEMS TO CHECK Brakes: Check ADB disc and drum brakes for serviceability and operation. If drum or rotor contact surfaces are corroded following flood and being submersed for any length of time, they must be replaced. If they have been submerged, brake chambers must be replaced. Likewise, ADB callipers must also be replaced if they have been immersed. Pneumatics: During extended idle, pests and insects will enter and nest in any small opening, such as HCV vent hoses. Air lines, vent hoses, height control valves must be inspected for flood water entry. Air Springs: Inspect the air springs while aired up at ride height as this is when rubber deterioration is most evident from extended idle time. Shock Absorbers: Check shock absorbers for any obvious signs of deterioration or corrosion. Seals that have dried out can become ineffectual. Leaking seals may only become evident after the trailer has been driven. Therefore, shock absorbers should be inspected for any obvious leaks again after the trailer has

been driven. Electrical: Inspect wires, electrical connections and connectors for corrosion and insulation degradation. If submerged, disassemble each connection. Inspect, clean and apply dielectric grease to electrical terminals. Lubrication: Clean around lubrication grease nipples and replace if damaged or contaminated. Apply grease to all fittings until fresh, clean grease emerges from the purge points. Replacing the grease removes any collected moisture and degraded lubricant. Wipe away excess grease. Wheel Ends: For extended idle time, inspect wheel bearings for smooth rotation and overhaul as needed. Inspect or replace seals and gaskets as they can dry and become non-functional after extended idle time. If submerged, bearings will need to be disassembled for inspection and replacement of lubricant, seals and gaskets. Replace hub seals, gaskets and lubricant. Inspect axle interior and remove any existing moisture. If any moisture is present, replace spindle filters and plugs after drying out axle. Overall: Look for any obvious signs of deterioration, damage or wear. Check for contamination from flood water. Clean and remove all contaminants. All systems should be operationally checked and assessed. For more information go to: https://aus.hendrickson-intl.com

Keep your mind on the road ahead

Drive On with Eaton UltraShift®PLUS

• The UltraShift®PLUS gives drivers the ease of two pedal operation in a fully automated transmission. • More intuitive shift decisions are made by combining internal grade sensors, open clutch shifting and intelligent software. • New shift logic is specifically customised in Australia for our tough local operating conditions. • Hill Start Aid capabilities prevent roll-back or rollforward while launching on grades.

TECH KNOW

ASSESSING SHOCK ABSORBERS FOR LEAKS

epairers and spare parts distributors are sometimes asked to inspect, assess and replace shock absorbers that are mistakenly diagnosed as leaking. Misdiagnosis invariably results in unnecessary down time, inconveniencing customers, drivers and fleet operators with delays and unwarranted expenses as spare parts are ordered, delivered, and fitted. Not to mention the environmental impact of discarding perfectly working dampers or the added cost of recycling. Misdiagnosed leaks primarily fall into two categories: Assembly Oil and Misting/sweating. 1. Assembly Oil Several different lubricants are used in the construction of shock absorbers. KONI uses assembly oils which are yellow or black in colour, sometimes appearing brown on the body of the shock absorber. This assembly oil is easily distinguished from the hydraulic damping fluid which is used within the shock absorber. Below is a guide to which shock absorber contains which coloured fluid. Blue hydraulic fluid. KONI passenger car shock absorbers (Classic, STR.T, Special Active and Sport). KONI 4WD & SUV shock

POWERTORQUE September/October 2021

absorbers (Heavy Track, Special Active and a few Sport). KONI commercial vehicle cab dampers. Red hydraulic fluid. KONI 4WD (Raid) KONI commercial bus, truck and trailer applications. The piston rod, seal and/or body of new dampers may have a coating of assembly oil. Excessive assembly oil, which will not be detrimental to the damper itself, may even ‘run’ and stain the cardboard carton the damper is supplied in. If excess oil is evident, wipe the damper clean and proceed with the installation. The damper is fit for service. In the unlikely event bright red or bright blue hydraulic fluid droplets are found on the outside of a new shock absorber, do not fit the shock absorber to the vehicle. Instead contact Toperformance Products for further instruction. 2. Misting/Sweating Any mechanical moving component requires lubrication for a long service life. A shock absorber is no different. It is necessary for the oil seal the piston rod passes through to remain lubricated. As a vehicle travels over uneven terrain, the continuous inward and outward movement of the shock absorber piston rod, through the top seal, will invariably cause oil to ‘sweat’ from the seal and drift through the surrounding air. This condition is known as ‘misting’. Misting will be evident by the damp stain on the outer body of the shock absorber to which dust and other contaminants will adhere. Usually there are no droplets of oil clinging to the shock absorber. There is no need to be concerned by this condition as it does not indicate the oil seal has failed. It can be surprising how just a small amount of oil can leave a large stain. The relatively small volume of hydraulic fluid emitted through misting has no effect on the operation of the shock absorber. In fact, because KONI does not compromise on the quality

and volume of hydraulic fluid used in their shock absorbers, a KONI shock absorber can lose up to 30 per cent of its total oil volume before its operation is negatively impacted. Damping forces are not reduced through misting and a KONI shock absorber can remain in service with this condition for many years and many kilometres. We do however recommend that any shock absorber be cleaned to remove any build-up of dirt during regular maintenance.

...IT’S PROBABLY NOT LEAKING! KONI produces large volumes of shock absorbers for general automotive, 4WD/SUV, bus, truck, commercial trailer, racing, military, railway, and civil engineering applications. KONI shock absorbers are used in extreme environments all around the world and yet KONI piston rod seal failures are extremely rare. Unfortunately, sometimes totally serviceable KONI shock absorbers are removed from vehicles and sent to Toperformance Products for warranty assessment, only to be found to be functioning normally and not leaking hydraulic fluid. To save time and money please refer relevant service personnel to this article if they suspect a damper may be leaking. If you require any further assistance do not hesitate to contact Toperformance Products, Australian distributor of KONI shock absorbers.

DIESEL WORKSHOP

HOW TO MITIGATE RISK

AFTER A ROLLOVER

n the event of a heavy vehicle rollover, the dangers extend beyond the initial impact as the vehicles electrical system can spark, starting fires from leaking fuel or exposed dangerous goods. Designed to safely isolate batteries in 12v and 24v applications, REDARC’s Battery Master Isolation Switch (BMIS) and Roll Over Sensor (ROS), have reliable performance and safety at the forefront of their design. Made in Australia and trusted by the likes of Kenworth, the BMIS and ROS feature an ISO26262 rated dual redundancy system to avoid false triggering. In addition to this, they comply with stringent industry standards including the latest Australian Dangerous Goods Standard AS2809;2020. Ergonomically designed, the BMIS enables the four cables to extrude from its side, minimising its installed footprint when compared to popular alternatives.

During the development of the BMIS, extensive independent testing and validation was undertaken including rugged field trials to ensure the unit could be fitted as OE equipment. The BMIS is easy to install from new or as a retrofit, with a variety of accessories available to make retrofit installation as simple as possible. The BMIS pairs well with REDARC’s Roll Over Sensor (ROS), enabling heavy-duty vehicles to meet AS2809 roll-over sensing requirements. The ROS works hand in hand with the BMIS to automatically shut down the vehicle’s engine and all electrics when a dangerous angle of more than 45 degrees is reached, minimising the chance of a spark. The combination of the ROS and BMIS reduces frustrating false triggers from wiring faults through the system’s dual fault protection, with two separate signals required to activate

the BMIS. The ROS also features multiaxis dual accelerometers that provide multiple detections and will isolate in line with the three second window required by Australian standards. Additionally, the systems-controlled trigger signal increases the reliability of BMIS activation. Applications for the BMIS and ROS stretch far beyond Dangerous Goods vehicles, as any vehicle that rolls over whilst power is running has the risk of an electrical spark that could cause a fire. The BMIS and ROS are indicative of REDARC’s focus on providing safety solutions for the heavy vehicle industry in Australia, as well as its dedication to local manufacturing. Both the BMIS and the ROS are designed, developed and tested in Australia to ensure that they are perfectly suited to harsh conditions. To find out more, visit: redarc.com.au/ heavy-vehicle-safety

REDARC ROLL OVER SENSOR

When a truck driver’s life is on the line you want to install a product you can trust, you want a REDARC Roll Over Sensor (ROS). In the event of a vehicle roll over the ROS signals the isolation switch to disconnect power to the truck system. Developed and extensively tested by REDARC, it has been designed for high reliability and durability, undergoing thorough environmental and lifetime testing.

TRUSTED FOR ROLL OVER DETECTION.

For more information visit redarc.com.au/ros

TECH KNOW

EASE AND ELEGANCE:

ISUZU OFFER NEW GENUINE FILTER AND CLUTCH KITS The choice is always there, whether to use genuine or not, when deciding on which parts to use when maintaining any truck, Isuzu is helping truck operators to keep things genuine.

t’s no secret there’s a direct correlation between ensuring your trucks are in optimal condition and operational efficiencies that save you time and money. An important aspect of any maintenance strategy, and one that all fleet managers must consider at some point, is the value genuine OEM parts offer, on a number of fronts. Isuzu Trucks is now making the decision to ‘go genuine’ even easier, with an updated, comprehensive selection of genuine, model-specific Isuzu Filter and Clutch kits readily available for purchase through its nation-wide dealer network. Each pack contains all the necessary parts needed for a regular truck service, or a clutch replacement. Included in the Isuzu Filter kits are oil filters, fuel filter/s, sump plug washer, sediment filters and

POWERTORQUE September/October 2021

“ISUZU TRUCKS IS NOW MAKING THE DECISION TO ‘GO GENUINE’ EVEN EASIER, WITH AN UPDATED, COMPREHENSIVE SELECTION OF GENUINE, MODEL-SPECIFIC ISUZU FILTER AND CLUTCH KITS READILY AVAILABLE FOR PURCHASE THROUGH ITS NATION-WIDE DEALER NETWORK.” PCV filters (where applicable). The new Clutch kits are made up of 17 critical components, the exact same number included when a truck rolls off the Isuzu Motors assembly line in Japan, thus maintaining the integrity of the factory product. In assembling and pre-packing a specific parts bundle, Isuzu looks to effectively eliminate potential waste, error and time delays that come with separately ordering multiple parts.

The kits also come backed by Isuzu’s 3-year (unlimited kilometres) warranty for genuine parts and accessories fitted by an IAL-approved dealership or Authorised Service and Parts Outlet (ASPO). Workshops around the country can discover the benefits of having key components at hand and ready to deploy, helping to prepare for scheduled and unplanned maintenance calls, while keeping customer downtime to a minimum.

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TECH KNOW

IKON ADDS ROTARY LIFT HEAVY DUTY

TO ITS PORTFOLIO

otary Lift HD has partnered with Ikon Equipment to bring its extensive range of heavy lifting solutions to the Australian market. Rotary Lift, based in Madison, Indiana in the US and part of the wider Vehicle Services Group (VSG) corporation, is one of the world’s leading manufacturers of vehicle lifts and wheelservicing equipment. It has a long list of innovations to its name through its 95-year history. Melbournebased Ikon Equipment has been supplying heavy-vehicle lifts and workshop solutions to the Australian market for 28 years. “They’re a known quantity, they’ve been supporting the market for a long time and people have come to know and trust them in the HD space, so for us it certainly makes sense that we’d want to be part of what they’re doing,” says Nathan Vagg, VSG Business Development Manager. “They also offer a full complement of sales and aftersales support, which is extremely important for us as a business – not only having product that can be sold and delivered but backed up and supported in the field. “Having a relationship with IKON with their sales and aftersales support is not only of a huge benefit to us but the customer who’s buying the product.” The new partnership includes ROTARY adding on-ground factory-support personnel to support local distribution and will tap Australian consumers into the full Rotary HD range, which includes everything from 6.2t, 7.5t and 8.5t wireless column lifts, 16.3 and 27.5t four-post hoists, post-less platform lifts and to a range of in-ground lifts. “We’ve got good products that are tried, true and tested,” says Nathan. “Our product is also approved against CE and ANSI Standards and goes through rigorous cycle testing under full load to ensure it’s going to be suitable for the purpose. “Rotary is synonymous for premium product, low cost of ownership, innovation

POWERTORQUE September/October 2021

“OUR PRODUCT IS ALSO APPROVED AGAINST CE AND ANSI STANDARDS AND GOES THROUGH RIGOROUS CYCLE TESTING UNDER FULL LOAD TO ENSURE IT’S GOING TO BE SUITABLE FOR THE PURPOSE.” and being tough and able to perform in a rugged environment. Our track record proves we’ve got product that can stand up in the Australian market.” The Rotary HD product line-up includes the company’s flagship 7.5t and 8.5t FlexMAX wireless mobile column lifts, which feature a patented cordless remotecontrol system that allows the operator to set up, monitor and cycle the lifts from anywhere in the workshop. “It gives you the flexibility of being able to control the lift from any position around the vehicle and not be tied to just one column,” says Nathan. “The FlexMAX’s key features are its speed, efficiency and safety. It allows you to lift or lower the vehicle safely and with choice of descent speed, gets the job done right first time.”

Never Change a Shock Absorber Again “Shockless” air suspension technology will help you save maintenance time and money.

ZMD™

ZERO MAINTENANCE DAMPING™ Technology • Eliminates conventional shock absorbers by integrating the damping function into the air springs • Ideal for general freight applications • Reduced maintenance costs • Increased cargo protection • Suitable for GML and CML

• As the axle moves up and down pressurised air is exchanged between the bellows and the piston, meaning there are no moving parts or hydraulic fluid • Uniform suspension damping over the life of the air spring

For more information, email: sales@hendrickson.com.au www.hendrickson.com.au Check out: www.SHOCKLESS-ZMD.com.au

Actual product performance may vary depending upon vehicle configuration, operation, service and other factors. ©2021 Hendrickson USA, L.L.C. All Rights Reserved. All trademarks shown are owned by Hendrickson USA, L.L.C., or one of its affiliates, in one or more countries.

COLD CHAIN

THE PUSH IS ON TO IMPROVE COLD CHAIN SKILLS Our food culture needs to change reckons Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC).

f the economic measures of food loss and waste in this country are any guide, our food culture needs to change, and soon. The source of far too much of our food loss and waste is in the cold chain, the logistics network that moves our food around, from farm to fork. On its journey, food passes through any number of transports, loading docks, distribution centres and cold rooms and this is where temperature abuse happens, on a large scale. This level of waste, costing the country at least $3.8 billion annually, is now on the Australian agenda and can no longer be ignored by those involved in commercial, consumer, logistics and contractual arrangements.

used by exiting cold chain operators. The main challenge we face as an industry has everything to do with the implementation of process and the correct use and sharing of data. It is a sad situation to see compliant cold chains mostly only exist within the minority closed loop systems or end to end supply chains without change of custody or ownership of product. There is a lack of appetite by cold chain competitors for sharing data which, in essence, breaks the cold chain. This is especially prevalent at critical control points where delivery and receipt temperatures require verification. If this culture change is going to happen, surely it will require a revolution at the coalface, among the people we are calling

“THIS LEVEL OF WASTE, COSTING THE COUNTRY AT LEAST $3.8 BILLION ANNUALLY, IS NOW ON THE AUSTRALIAN AGENDA AND CAN NO LONGER BE IGNORED BY THOSE INVOLVED IN COMMERCIAL, CONSUMER, LOGISTICS AND CONTRACTUAL ARRANGEMENTS.” It’s not as if Australia does not possess the technology required for a fully compliant cold chain. In recent times, especially since Covid, we have been inundated with proposals from telematics companies offering solutions for the food cold chain sector. Many of these offerings are quite inadequate and others are very sophisticated and up to date with many of the systems being

POWERTORQUE September/October 2021

the super heroes of the cold chain industry. Recognising the importance of those practitioners working at all levels of the cold chain, from the farms to the trucks and the loading docks, has driven the AFCCC to develop some necessary tools and training to help keep our food resource safe and minimise food loss and waste. So starting with the largest horticulture event in the southern

hemisphere, Hort Connections 2021, held in Brisbane recently, I have begun introducing our new Cold Chain Professional Development Series of training to the trade. Developed in conjunction with other cold chain groups, the AFCCC has launched Part 1 of the training series, dealing with the basic principles of thermometers and how to use them. We chose temperature devices to begin with, because of the critical role temperature management plays in the cold chain. So while there are plenty of cold chain practitioners walking around with thermometers in their hand, very few understand how to use them, calibrate them and are unable to make decisions that will identify broken links in the cold chain. What we are hoping is that this lowcost training program, which should be adopted by every company moving chilled and frozen food around the country, will produce a new generation of skilled people. It will be a trained operator who will lead the culture change charge. The five-module fully online training course, available now through the AFCCC and the Australian Institute of Packaging websites will take about three hours to complete, but can be self-paced. No previous experience in the cold chain is needed, but those who achieve their completion certificates from the training program will be on the path to highly sought after career opportunities in the cold chain, where expertise is sorely needed.

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Power Torque September/ October 2021

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