Coach & Bus Issue 43

Issue 43 – June/July 2020 – $9.50 incl. GST

www.truckandbus.net.au

VALLEY HIGH

NEW MERCEDES BENZ BUSES IN THE YARRA VALLEY

NEW VOLVO S CHARGE HYBRID • BUS FLEETS HIGERS THE INSIDE STORY ON TOSHIBAS BATTERY TECH

The next generation of buses will be electric. Are you ready?

Longer range up to 1000km/day

Super Fast Charging in 5-25 minutes

Lower cost power connections

Smaller e Bus fleets

Toshiba... improving transport electrification since 1875

At Toshiba we can help you design, build and manage the power systems behind your fleet.

Toshiba International Corporation Pty Ltd www.tic.toshiba.com.au/e-mobility Email: emobility-info@tic.toshiba.com.au 11A Gibbon Road Winston Hills NSW 2153 Australia Telephone: +612 8867 6200

Introducing the Volvo B5L S-Charge Cleaner buses for Australia

The journey towards Zero City At Volvo Buses we have a vision of the Zero City, where emissions, accidents, noise and congestion vanish.

To reduce CO 2 emissions, we can choose vehicles with a smaller carbon footprint. Like our new S-Charge city bus, probably the cleanest bus in Australia.

Part-time full-electric The Volvo B5L S-Charge can run full-electric, silently and cleanly, in defined zones, at bus stops or in sensitive areas. In fact, the Volvo B5L S-Charge has a much smaller carbon footprint than that of a battery

VOLVO B5L S-CHARGE

bus using grid power. And the reduction can be even bigger since the S-Charge accepts up to 100% biofuel.

Self-charging means flexibility The Volvo B5L S-Charge is totally independent on charging infrastructure. The electricity is produced onboard, through self-charging, when braking and going downhill, or generated by one of the cleanest engines on the market. So, at the bus stop it arrives, idles and departs silently and with zero emissions.

Visit volvobuses.com.au and read more.

“Well-to-wheel is the only true measure of a vehicle’s carbon footprint.”

Well-to-wheel emissions, g/km CO2

S-Charge – cleaner than an electric bus To determine the environmental impact of a vehicle it is not enough to count the emissions in operation.

It is necessary to include also the production of energy, such as extracting oil or generating electricity, and sum up all emissions – from well to wheel.

1390

1260

1040

610

Diesel

Grid-charged electric bus

S-Charge on Diesel

S-Charge on 100% Biofuel

*Source: Calculation based on UITP Annex IV model, for 12 m bus in average city traffic.

AV E AIL LEC CE ABL TRIC LL E TO AND MOD BE H EL RE YDR S NO LE AS OGE W ED N F SO UE ON L

LIGHT WEIGHT AND VERSATILITY = FLEXIBILITY INTRODUCING THE VERSATILE NEW METROCITY Versatility is the key word with Optare’s MetroCity offering a range of sizes to suit your routes from 10.1 through 10.8 to 11.5 metres and seating for 25 to 44 with total passenger capacity of up to 60. MetroCity can be tailored and configured for tight routes while Optare’s highly efficient and versatile monocoque design ensures light weight, fuel efficient with Euro 6 powertrains from Mercedes Benz, Cummins and Allison as well as advanced electric models and hydrogen fuel cell models coming soon.

Optare is backed by one of the largest automotive groups in the world and brings more than a century of bus knowledge and expertise to the road.

Why not follow the lead of New Zealand’s Tranzit Group, which has successfully deployed 114 versatile new MetroCitys in and around Wellington. Contact Bus Corp Oceania to arrange a trial of the Optare MetroCity or the new MetroCity Electric.

CONTACT NZ: Jason Pecotic 0800 OPTARE (678273) NSW, QLD: Jason Pecotic 0414 793 639 VIC, SA, TAS, NT, WA: Bram Kefford 0477 000 995 AUCKLAND: 20 Hobill Avenue, Wiri.

MELBOURNE: 9 Sullivan Street, Moorabbin.

SYDNEY: 331 Woodpark Road, Smithfield.

ENQUIRY: Metrocity@optarebus.com.au www.optarebus.com.au

001 Drivers Seat WELL THAT WAS A PRETTY AMAZING START TO A YEAR, WOW!

I

f anyone had suggested just 12 months ago that we would endure almost five months of raging bushfires on a level never before seen, some fierce and

raging January storms and then a global pandemic that has all but shut the World’s

economy down and plunged Australia into our first recession in nearly 30 years, we probably

and International borders to stay largely

shut down possibly till sometime in 2021

and the entire financial malaise likely to weigh heavily on business activity and spending for some time to come.

Not a lot of great news in any of that but as

would have pronounced them as mad.

Winston Churchill said, never waste a crisis.

This is the time as an industry that we reckon we should be looking toward the

rebuilding and recovering from these major crisis for many years to come.

and more efficient vehicles and find ways to embrace zero emission. The ball is at

But of course that is exactly what happened and we are going to be

In time of lock down, transporting people around has been obviously severely affected and while regular public transport route buses have seen business plummet,

the coach side of our industry has been hit particularly hard with tourism evaporating literally overnight. Very early on in the path of the pandemic we heard that the daily coach count on Victoria’s Great

Ocean Road had dropped from around 40

coaches a day to just four, and that was in early March before the lockdowns and self-isolation. Of course since then the business has gone to nothing with tourist work halted, school charter and school route bus work totally stopped and any excursion charters ceased. But we are not telling you anything you in the industry doesn’t already know.

It is going to be a long road out of

the strife with some of the state border

closures set to possibly last till September

future and how we can rebuild and rejig the ways we transport people with new

our feet and we need to kick it into the back of the net, the opportunity to score

is too big a chance to pass up.

This might just be the catalyst for a really huge change in the way we do things as an industry. We won’t be able to do it on our own, government assistance will be needed because there is a huge capital expenditure required. However, with a change of attitude on green energy and transport in Canberra and NSW Transport Minister Andrew Constance having a clear intention to change his state’s route bus network over to zero emission, along with the need to fuel the rebuilding of our economy, it all seems totally logical that a cleaner and more efficient national bus fleet should be pursued with government driving the process.

That may or may not happen, let’s hope it does because it will stoke the industry’s future and help put things

back on a road of growth and prosperity.

In this issue of Coach & Bus we do look closely at some interesting zero emission opportunities including Volvo’s so called

self-charging S Charge bus, a new take on hybrid propulsion. As Volvo boss David Mead points out an extended range hybrid like the S Charge can deliver some real advantages in terms of cost and emission efficiency. We also look at the latest

battery technology from Toshiba, proving that all batteries are not created equal.

As well as those stories we look at some interesting operator stories with various fleets including one with largely Mercedes power, another Scania operator and a bus hire operation that’s embraced Chinese brand Higer. We also take a look at the long awaited bus version of the MercedesBenz Sprinter, which they call the Transfer.

We hope all of you are staying safe and we hope that all our bus operators can survive the crisis and that as an industry we can grow stronger as we look ahead down the long road to recovery.

005 www.truckandbus.net.au

Issue 043

CONTENTS CONTACT DETAILS PO Box 7046 Warringah Mall NSW 2100 www.truckandbus.net.au admin@truckandbus.net.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews Follow us on Facebook at Truck and Bus Australia

FEATURES

18

ELECTRIC, HYBRID AND THE WHOLE DAMN LOT!

Global Bus giant Volvo has just launched a new extended range hybrid bus, which it is calling self charging, or S-Charge. A long time proponent of greener and safer vehicles across all sectors Volvo is saying the extended range hybrid self-charging electric bus is a more practical, and in many situations a potentially more environmentally friendly option than a full battery electric bus.

We sat down with Volvo Bus vice president of Asia Pacific, David Mead to get a handle on the S-Charge, Volvo’s arsenal of emission lowering strategies and how the company is travelling in the Australian bus sector.

28 NAMED FOR A HERO

Brisbane’s Mt Gravatt Bus Service is the latest company to add one of Scania’s popular Touring coaches to its fleet and before the world went into lockdown, the new Touring which comes out of Scania’s Chinese factory has impressed with its performance and passenger satisfaction.

We take a look at the company’s new addition and why it was named for a hero.

34 HIRE INTELLIGENCE Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Peter Barnwell peter@truckandbus.net.au Art Director Fiona Meadows fiona@kududesign.com.au Advertising Sales Jon Thomson Mobile: 0418 641 959 admin@truckandbus.net.au Contributing Writers Barry Flanagan, Sven Erik Lindsrand Contributing Photographers Mark Bean, Cristian Brunelli, Jan Glovac

Sydney bus hire operator Busfleet Australia has carved a niche for itself over the last six years by building a fleet of coaches and small buses and being flexible about the way it hires that fleet to the industry. We dropped in to take a look at how Busfleet has built its operation and why Chinese buses have become the back bone of its fleet.

40 CHARGE OF THE LIGHT BRIGADE

Regular readers of Coach & Bus will know that we have enthusiastically and whole heartedly embraced the growing move towards electrification of buses and the way we move people.

One part of the electrification of our public transport fleets that holds the key to increased range and better environmental results, is batteries. We take a close look at the SCiB concept developed by industrial giant Toshiba.

46 VALLEY HIGH

East of Melbourne in Victoria’s picturesque Yarra Valley, local bus company McKenzies is fast approaching a centenary of operations from its base in Healesville. But far from being a company stuck in the past ‘Macs’ has embraced the latest bus technology from Mercedes and has a very strong focus on safety and on reducing emissions. We sat down for a chat with the company’s fourth-generation general manager to find out about McKenzie’s operations.

52 STAR TRANSFER

It’s been long awaited but it’s finally here. Mercedes-Benz new gen Sprinter Transfer has arrived and is sure to spice up the mini bus and transfer market with all of the features of the new gen Sprinter vans with an interior fit out by the global leader in luxury vehicle manufacturing, Mercedes-Benz. We take a close look at the new Benz mini bus.

REGULARS Coach & Bus Magazine is published under licence

by Transport Publishing Australia and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia.

All material contained herein including text, photography, design elements and format are copyright and cannot be reproduced by any means without the written permission of the publisher. Grayhaze Pty Ltd is a member of the Copyright Agency Limited (1800 066 844).

Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest.

All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically.

Proudly printed in Australia

Single copy price $9.50 incl. GST

05 DRIVER’S SEAT

Editor Peter Barnwell has his say on the growing technology tidal wave and what it might mean in the bus world.

08 UP FRONT We wrap up the key local and international bus and coach news that affects us as a global industry and where we are heading.

56 LCV We take a look at Ford Raptor.

60 COMPANY CAR Toyota RAV4.

64 MONEY

Paul Clitheroe’s latest advice on finances.

56

28 34

TRANSIT SYSTEMS ANNOUNCES

CONSORTIUM TO DEVELOP HYDROGEN BUSES FOR AUSTRALIAN OPERATIONS MAJOR AUSTRALIAN bus and transport operator Transit Systems, has announced it has joined some strategic partners to establish a hydrogen bus development program which it has titled, the H2OzBus Project.

Transit Group, which is part of the listed SeaLink Group, says it is leveraging its global network to continue to explore delivery of innovative and sustainable transport solutions.

The company says it has joined forces with hydrogen fuel cell developer Ballard Power Systems, industrial gas giant BOC Limited, as well as Palisade Investment Partners and ITM Power (‘Consortium’), by signing a memorandum of understanding ‘as a further step in evaluating and demonstrating the concept of hydrogen fuel cell electric buses for use in public bus transport in Australia’.

Transit in a statement says that the Consortium will collaborate on a project to further investigate deploying an initial [100] hydrogen fuel cell electric buses in cities across Australia in Phase 1, with the intention to use this as a seed for more widespread roll-out.

The company pointed out that hydrogen fuel cell electric buses for public transport aligns with ARENA’s(Australian Renewable Energy Agency) key investment priorities in accelerating hydrogen and decarbonising industry.

008 www.truckandbus.net.au

Transit says the first phase of the project is a concept development phase that will focus on infrastructure requirements and detailed plans for use of hydrogen fuel cell electric buses on bus routes in up to 10 central hub locations across Australia where interest and demand for fuel cell buses has already been identified.

It is claimed that the Consortium is leveraging the strengths of each partner as they work towards agreement on feasibility, scope and funding of the next phase of the Project.

The statement says that each partner in the Consortium will bring various expertise and specialisation to the project with ITM Power and BOC providing the hydrogen production and refuelling infrastructure, Ballard PowerSystems supplying the fuel cell system to be integrated into electric buses supplied by supporting bus manufacturers. Transit Systems’ role in the project will be to maintain and operate the vehicles as part of their daily urban transit operations, and: Palisade Investment Partners will assist in funding and strategic financial oversight for the Project.

“The establishment of the H2OzBus group demonstrates our commitment to innovation and showcases the network and capabilities of our globally recognised transport group,”

NSW ACCELERATES

ZERO EMISSION

BUS TRIALS

said CEO of the SeaLink Travel Group Clint Feuerherdt.

“It seeks to provide a “turn-key” solution to generate a “zero emission” outcome in public transport. We are proud to work alongside our Government partners and agencies, as well as industry partners to ensure that our solutions continue to set the benchmark for what is possible,” he added.

Managing director of ITM Power Pty Ltd, Dr Neil Thompson, said that the H2OzBus is an exciting project which builds on the international partnerships that have been developed in recent years by ITM Power in the fuel cell electric bus markets across the UK and France.

“This project provides the first application in Australia of our new 2MW PEM module that has been developed as a result of the REFHYNE project in Germany with Shell and represents a significant scale-up from our sub-1MW foundation projects for Toyota Australia and BOC Australia,” said Dr. Thompson.

Vesna Olles, Director for Strategy and Business Development for BOC said the company is committed to developing a future Australian transport industry significantly powered by hydrogen.

“As part of Linde PLC, BOC will share its technical expertise to scaleup Australian hydrogen supply for the innovative new national bus fleet,” said Olles.

“Integrating hydrogen in light transport and rolling out hydrogen refuelling infrastructure in major cities is one of the key priorities outlined in the Federal Government’s National Hydrogen Strategy.

We look forward to working with all parties involved in the H2OzBus project,” the BOC executive added.

Ballard Power Systems CEO, Randy MacEwen, says that the formation of this new H2OzBus Project to address zero-emission public transit needs in Australia, will provide bus operators with an alternative electric bus option with no compromise on performance and operation.

“Use cases requiring extended range, air conditioning and rapid refuelling are an ideal fit for our fuel cell systems, which have been proven through more than 30-million kilometres of on-road experience to date,” MacEwen said.

With investment in ‘green’ initiatives rapidly accelerating across the globe, major transport infrastructure projects H2OzBus will be significant in changing the face of Australian passenger transport.

Roger Lloyd, managing director CEO, of Palisade Investment Partners said his company believes green hydrogen will play an important role in the further decarbonisation of the Australian economy, providing an alternate fuel source and an energy storage mechanism.

“We are an active investor in renewable energy and transportation and are delighted to work with industry leading partners and the Government on the H2OzBus project,” Lloyd concluded.

TRANSPORT FOR NSW has announced that it is calling for expressions of interest from ‘leaders in the energy, transport, manufacturing and financing sectors’ to participate in trials of zero emission buses and associated technologies.

The statement from TNSW says these trials will be undertaken in partnership with transport operators in the Sydney and Outer metropolitan areas and are part of the NSW Government’s strategy to transition the entire public bus fleet to zero emissions.

The release of the Request for Expressions of Interest (RFEOI) says TNSW, builds on a market sounding process conducted in early 2019 which ‘demonstrated a high level of interest in developing and running trials of environmentally friendly zero emission buses and infrastructure’.

TNSW says the collaborative development of trials ‘confirms NSW as a nationwide leader in exploring solutions to challenging problems, with the transport sector the second largest – and fastest growing – source of greenhouse gas emissions’.

“We have to meet our environmental challenges head-on and learn from cities around the world. We are committed to taking

advantage of new technology that reduces the impact that current diesel buses have on air quality and people’s health,” said Elizabeth Mildwater, Transport for NSW deputy secretary, Greater Sydney.

“We want to eventually transition the entire public transport bus fleet to zero emissions as part of our strategy to make public transport more sustainable into the future.

“Bus patronage in Sydney has grown remarkably over the last few years and we must continue to meet future demand in a sustainable way. Zero emission technology not only has the potential to reduce emissions in our communities, but also reduce operational costs.

“These trials are a crucial step towards this goal and will provide us with important findings about future infrastructure and energy needs. It is essential that we collaborate with industry to trial and develop the most innovative, effective and sustainable new technology and approaches for our local transport needs.”

The RFEOI will explore multiple trials of zero emission technology including battery electric and hydrogen buses.

The RFEOI is available on eTender and will remain open for a period of around three months.

www.truckandbus.net.au 009

TRANSPORT FOR NSW ANNOUNCES PLANNED SELL OFF OF MORE SYDNEY BUS REGIONS THEY SAY you should never waste a crisis and, that is exactly what Transport for NSW is ensuring with its major announcement regarding the sell off of more Sydney government bus regions.

Transport for NSW has not let the Covid 19 crisis stop it from continuing its quest to privatise Sydney Bus operations, with the Government department announcing that it is inviting transport operators to register interest in taking over more of its Sydney bus regions, as it has already done with Transit Systems and its Region 6 operations in the inner west and southern suburbs.

The new tenders will see Sydney Buses operations on Sydney’s Northern Beaches, the North Shore, and Northern Western and Eastern Suburbs, put out for tender to private operators.

“We are looking for world-class operators with significant experience delivering transport services,” said a Transport for NSW spokesperson.

“Operators interested in delivering these vital services for customers can register on the Government’s eTenders website to receive background information that will help them prepare for when the tender process kicks off,” the spokesperson told Truck and Bus News.

“Already, private operators run services for the NSW Government in 11 or our 14 bus regions in the Sydney Metropolitan area. Franchising the three remaining bus regions currently operated by State Transit will mean better services and better value for money for taxpayers,” they added.

010 www.truckandbus.net.au

Transport for NSW says tender process will ‘seek to deliver service improvements such as higher frequency and more convenient services for customers throughout the day and into the evening, as well as improved real time information to allow customers to better plan their journeys and connect with other transport modes.

It adds that the process will also be an opportunity to identify innovative approaches and establish relationships to drive continuous service improvements over the years to come.

While still to be finalised, it is proposed that the first region to go to tender will be the lower North Shore and Northern Beaches Region 8 operations based around the North Sydney, Willoughby, Brookvale and Mona Vale depots in the middle of June, followed by the North Western Region 7 based around the Ryde depot in August and the Eastern Suburbs Region 9 based around the Port Botany, Randwick and Waverley depots in November.

As part of this process, the Government will retain control of all assets including buses and depots, and continue to be responsible for setting fares and regulating routes.

In addition to the remaining State Transit regions, all bus contracts in the Sydney Metropolitan area with the exception of already contracted Region 6 will be put out to tender over the next few years with the process to investigate new and innovative ways to deliver services for customers.

SCANIA Hybrid – The right tool for the Right job There is no single solution to sustainable transport. But it’s clear that renewable energy and hybrid technology play an important role.

In fact, on some types of routes with frequent stops, hybrid buses simply can’t be beaten when it comes to both carbon and overall emission reductions, as well as fuel economy.

Our Diesel Electric hybrid is a multi-purpose solution that lets you run the same high-capacity buses on suburban and suburb-to-city routes alike – even in the most challenging terrain.

And by combining hybrid technology with renewable fuels, you can safeguard your fuel supply whilst also reducing CO2 emissions by a staggering 90%.

For more information contact: QLD Brian Thompson: 0418 531 632 WA Dean Cash: 0478 310 518 NSW Warren Young: 0411 768 027 Logan Horser: 0411 768 047

VIC / SA / TAS Dean Cash: 0478 310 518 Jamie Atkinson: 0408 059 501 or visit www.scania.com.au

FUSO ANNOUNCES DELAYED REPAYMENT PROGRAM ON ROSA TO HELP COMPANIES IN COVID DOWNTURN WITH THE DRASTIC challenges that have come on the back of the Covid 19 Crisis Fuso has announced a delayed payment period on the purchase of key bus models in the company’s line up through its in house finance operation.

The company is calling the offer Drive Now, and they say it has been developed in response to the challenging economic environment.

They say that the Fuso Financial offer means customers who purchase selected Fuso Rosa bus models can benefit from a 90 day repayment-free period, easing pressure and helping them get back to business.

Eligible customers can defer

012 www.truckandbus.net.au

payments for two months, while Fuso will pay the third monthly payment on their behalf. Terms and conditions apply to the offer, which is valid for 2020-plate Rosa models purchased before July 31.

Fuso customers also benefit from a five-year warranty that applies across the range. Covering the trucks and Rosa bus for five years or between 200,000km and 500,000km depending on the model, whichever comes first, the generous standard warranty gives owners added peace of mind in a tough economic climate.

Fuso Truck and Bus senior manager, Michael Weber, says the Drive Now - Pay Later offer was designed to help customers get on with business.

“With our long service intervals, industry leading warranty and sharp parts and service pricing, Fuso bus already make great business sense,” he says.

“However, we felt that giving our customers a 90 day payment-free period would help them further reduce their outlay and help build momentum.”

Fuso claims that customers who purchase now may also qualify for the federal government’s Backing Business Investment stimulus package that offers instant asset write-offs or 50 per cent accelerated depreciation deductions for applicable purchases.

The company claims Fuso Financial is also able to offer customers a range of financial

bus ownership solutions including a popular program called Agility Guaranteed Buy-Back. It guarantees the future value of the truck based on the selected term and kilometre allowance and means that when the agreement comes to end the customer has the option to trade-in, retain or return the truck to Fuso Financial at the guaranteed future value amount.

Service plans give customers the assurance that their vehicles are serviced by factory-trained technicians using genuine parts and lubricants in order to remain in top condition. Under the current service plan offer, customers also have the option of upgrading to the Complete Service Plan at a reduced rate.

STEP UP TO A WORLD CLASS COACH New BCI Cruiser with the highest technological engineering

BCI present their innovative Cruiser developed in cooperation with Mercedes-Benz. This is an entirely new coach, fully built on stainless steel frame, with its front and rear header, wheel arch panels, roof and luggage bin doors made of composite fiber glass, easier to fix and more resistant to damage caused by impacts.

European ergonomically designed, it has been modified to adapt to Australian conditions, with reduced drag coefficient than previous models for better fuel consumption. A surprising new dashboard and ultimate interior features guarantee an excellent driver and passenger experience on the new BCI Cruiser.

Available also with a Mercedes-Benz chassis in 2 or 3 axle, we can make an assessment on your particular requirements and recommend a tailored solution within our range to suit your circumstances.

Bus & Coach International Pty Ltd Head Office Perth: 08 9353 9000 • Melbourne: 03 8787 2100 • Brisbane: 07 3275 6900 • Adelaide: 08 8182 3888

www.bcibus.com.au

Sales Enquiries: 1300 289 224

HYDRO-THERAPY DAIMLER AND VOLVO COSY UP TO DO HYDROGEN FUEL CELLS TOGETHER In ye t a n o t h e r i n di c at i on t hat hydrogen fue l ce lls w ill be co me a fav o ure d pow e r s o urce f o r b u s e s a n d t r ucks, i ndust r y behemot hs Da imle r a nd Vo lv o hav e a nno unce d tha t the y a re c re a t i n g a j oi nt vent ure t o pursue f ue l ce ll te chno lo gy.

It is another clear indication that the commercialisation of hydrogen fuel cell technology is edging closer with the two heavy hitting, heavy commercial vehicle companies saying that they will contribute the equivalent of close to $AUD1billion (€600 million) for a half share in the new company, which will take over the operations of Daimler’s Mercedes-Benz fuel cell vehicle development operation and will be based in Germany.

The two companies say they have signed a preliminary nonbinding agreement to establish the new joint venture.

Chairman of the Board of Management Daimler Truck and Bus AG and member of the board of management of Daimler, Martin Daum that truly CO2-neutral transport can be accomplished through electric drive trains with energy coming either from batteries or by converting hydrogen on board into electricity.

“For buses and trucks to cope with heavy loads and long distances, fuel cells are one important answer and a technology where Daimler has built up significant expertise through its Mercedes-Benz fuel cell unit over the last two decades,” said Daum.

“This joint initiative with the Volvo Group is a milestone in bringing fuel cell powered trucks and buses onto

014 www.truckandbus.net.au

our roads,” Daum added.

Daum’s counterpart at Volvo, the group president and CEO, Martin Lundstedt, says that electrification of road transport is a key element in delivering the so called Green Deal, a carbon neutral Europe and ultimately a carbon neutral world.

“Using hydrogen as a carrier of green electricity to power electric buses trucks in long-haul operations is one important part of the puzzle, and a complement to battery electric vehicles and renewable fuels,” said Lundstedt.

“Combining the Volvo Group and Daimler’s experience in this area to accelerate the rate of development is good both for our customers and for society as a whole and by forming this joint venture, we are clearly showing that we believe in hydrogen fuel cells for commercial vehicles,” he added.

“But for this vision to become reality, other companies and institutions also need to support and contribute to this development, not least in order to establish the fuel infrastructure needed,” Lundstedt said.

The two companies say the joint venture, will operate as an independent and autonomous entity, while Daimler and the Volvo Group will continue to be competitors in all other areas of business.

The companies say that

joining forces will decrease development costs for both and accelerate the market introduction of fuel cell systems in products used for heavy-duty transport and demanding longhaul applications.

The joint statement says that in the context of the current economic downturn cooperation has become even more necessary in order to meet the Green Deal objectives within a feasible time-frame.

The common goal they say, is for both companies to offer heavy-duty vehicles with fuel cells for demanding long-haul applications in series production in the second half of the decade, while other automotive and nonautomotive uses are also part of the new joint venture’s scope.

To enable the joint venture, Daimler is bringing together all group-wide fuel cell activities in a new Daimler fuel cell unit. Part of this bundling of activities is the allocation of the operations of “Mercedes-Benz Fuel Cell GmbH”, which has longstanding experience in the development of fuel cell and hydrogen storage

systems for various vehicle applications, to Daimler Truck AG. Fuel cell technology is favoured for long haul because they can be fuelled rapidly just like a diesel, while battery-electric buses take longer to charge and impose a weight penalty on buses that is avoided by using the much lighter fuel cell systems that generate electricity internally.

What is emerging is that for urban and regional medium and heavy-duty transport battery electric may be the right solution while longer distance and heavier duty vehicles may be better powered by fuel cell electric systems. The core powertrains are almost exactly the same with the only real difference being how the electricity delivered to the truck and its powertrain.

Toyota/Hino and VW’s Traton recently announced an MOU to look at and explore electricification and hydrogen fuel cell technology, while US start-up truck maker Nikola has scored a $250 million investment from another European manufacturer in Iveco.

HINO ANNOUNCES NEW PARTS CENTRE IN SYDNEY’S WEST GO WEST THEY SAID, and bus and truck maker Hino is doing just that with the announcement that it will be moving its parts distribution centre from its current headquarters at Carringbah in Sydney’s South, to a new site at Horsley Park in Sydney’s outer west.

The company says it is part of an overall long-term business expansion, and recently signed a lease on an all new building to facilitate the move. As reported in these pages in last issue Hino is ramping up its commitment to the bus market with new models and a stronger effort on the passenger

transport side coming so a new high level dedicated parts facility will make the Hino brand more attractive to bus operators around the country.

“Hino has decided to relocate our Parts Distribution Centre to an all-new site in the western suburbs of Sydney, with building expected to be finished in the second quarter of 2021,” said Greg Bleasel, general manager product support for Hino Australia.

“It will optimise our supply chain network, by providing a better and faster service to our customer and dealers and allow Hino to respond

to the projected growth in vehicle sales and parts demand over the coming years,” he continued.

The new parts distribution centre will be on the Horsley Park Estate which is located within the established industrial areas of Horsley Park and Eastern Creek as well as Western Sydney’s Employment Area (WSEA).

The new Hino facility will occupy an all-new 9230 square metre, high-tech facility comprising a warehouse, office and car park.

Hino says it’s Australia head office administration centre will remain at its current location in

the southern Sydney suburb of Caringbah. Hino head office has owned and occupied the site in Caringbah for about 25 years and when it first opened it was surrounded by empty lots. Since then it has been surrounded by other warehouses and factories and the value of the land has risen sharply The company says the investment in the expanded Parts Distribution Centre facilities will allow it and its dealer network to ‘meet the forecast future business expansion and meet the growing needs of its customers’.

www.truckandbus.net.au 015

VOLVO BUS MAKES SPECIAL

DELIVERY IN COWRA

VOLVO BUS has announced it has delivered its first low floor bus with fully accessible inbuilt wheelchair spaces to Cowra Bus Services.

The company says the newly delivered bus will not only provide an additional mode of transport to school students and the general public, but will also now allow wheelchair reliant Cowra High School students to catch the bus to school.

This bus is scheduled to provide morning and afternoon transport to and from school for Cowra Students and will also offer a town transport service to the public throughout the day and will provide additional transport freedoms to Cowra based students and the general public.

The newly purchased B8RLE will be of significant value to the Saxby family, in particular for brother and sister, Justin and Sophie, who are Cowra

High School students and rely on wheelchair friendly modes of transport. Until now, Justin and Sophie relied on their mother, Cindy to transport them to and from school in their family car which took close to half an hour travel time each way.

The addition of Cowra Bus Services’ new DDA compliant B8RLE, will eliminate the need for this, as Sophie and Justin can now enjoy a wheelchair friendly bus ride to school with their friends, without the need to leave their wheelchairs.

Volvo Bus regional sales manager, Stuart Woodward, delivering the new bus in Cowra and caught up with Sophie and her family.

Sophie, 12, is very eager to start catching the bus to school.

“I’m so happy that I get to go to school with my friends now,” says Sophie.

“While I am in my chair, they

can sit facing me and we can spend more time together. I can now also go on all the excursions with them too!”

Cindy Saxby said the new Volvo B8RLE will improve social inclusion for her children, as they will now be able to travel to and from school just like their friends.

The positive impact the B8RLE will have on the Saxby family, Cowra High School students and the wider community, makes Volvo Bus Australia delighted to have played a part.

“We are really proud to have this new Volvo bus that will not only make school trips and commuting more accessible, but will also give those who are reliant on a wheelchair, more autonomy when travelling,” says Jeff Brown, Manager at Cowra Bus Services. “After having several Volvo buses in the fleet for years now, we knew the Volvo B8RLE was the right choice for

us, it’s a superior product, and we have local support with a dealer in town”.

“At Volvo Bus Australia, we have always taken pride in the quality that we are able to continuously deliver to our valued customers. We are again thrilled that we could deliver on our promise of value and quality when supplying the Volvo B8LRE to the Cowra Bus Service. The team have done a great job in managing the customisation of the B8LRE on a Volgren body to suit the needs of our customer and their community”, says Stuart Woodward, regional sales manager for Volvo Bus in NSW. In addition to providing more accessible public transport to the Cowra community, the new bus will also deliver strong fuel efficiency, increased versatility, improved driver performance and versatility, as well as integral after sales support according to Volvo.

IRIZAR COMES UP WITH INFECTION PROTECTION IN THE WAKE of the Covid 19 Crisis, global bus maker, Irizar has launched two systems in the UK, designed to help protect passengers and drivers against airborne infection.

Working in conjunction with air-conditioning supplier Hispacold (part of the Irizar Group of companies), Irizar UK now offers the eco3 air-purifier, which can be fitted to any coach with an air-conditioning system, irrespective of make. Irizar is also offering approved sets of transparent isolation screens specifically tailored to fit its i4, i6, i6S and i8 coach models.

The eco3 air purifier produces ions and ozone in the correct proportions to disinfect the air circulating within the coach. It has the additional benefits of removing unpleasant odours within the vehicle and raising oxygen levels, which reduces the risk of driver fatigue. It works whenever the vehicle’s saloon heating or cooling system is active.

Irizar says its eco3 can be retrofitted to any bus or coach with airconditioning, irrespective of make, and requires no routine maintenance.

016 www.truckandbus.net.au

Irizar’s approved transparent passenger and driver screens create a semi-enclosed ‘cab’ area around the driver’s seat, and divide each pair of passenger seats from those immediately to the front and back to reduce the risk of infection by airborne droplets.

The screens meet all the necessary regulations pertaining to interior fitments for coaches and buses including fire, impact and driver indirect vision. A notifiable alteration will be required with the fitment of both driver and passenger screens, although it is expected that this will be possible via a video call to avoid waiting periods.

Datik, part of the Irizar group of companies, is also currently developing another new solution called COViDManager. Installed at the entrance of a bus or coach, it monitors passengers before they enter and can deny entry to those who do not meet the ‘required standards.’ It is expected to be available in the UK in July. No word as to whether it will be available and we will get it here in Australia.

BYD AND HINO LINK UP FOR BATTERY ELECTRIC DEVELOPMENT

MERCEDES AND ALLISON COMBINE FOR A TRULY INTERNATIONAL BUS OFFERING IN INDONESIA IT MIGHT SEEM STRANGE but somehow a German automotive company has sold 250 city buses built in Brazil and fitted with the latest US made Allison automatic transmissions in of all places Indonesia.

It sounds like an automotive United Nations project spanning the globe and to some extent it is.

The 250 city buses were ordered in the second half of 2019 as Mercedes-Benz/Brazil and Allison Transmission significantly increased their presence in Indonesia, which of course is one of the main countries in Southeast Asia, and with more than 180million people is one of the highest population nations in the world.

The buses have recently begun to be delivered in Indonesia and are Mercedes-Benz OH 1626 models equipped with Allison T280 R automatic transmission for use on the BRT (Bus Rapid Transit) system and feeder lines in the bustling capital Jakarta.

“The partnership between Mercedes-Benz and Allison was fundamental for us to be able to meet our customers’ demand in Indonesia. We have some projects together where the result has been very positive for us,” said Alexandre Lasmar, Mercedes-Benz Sales and Exports Manager for the Middle East and North Africa.

“The buses that we are selling with Allison transmissions bring excellent results such as comfort and safety for drivers and passengers, and low maintenance for vehicles.”

The OH 1626 buses are equipped with Allison’s fully automatic six-speed transmissions with retarder that features FuelSense 2.0 technology, to further reduce the vehicle’s fuel consumption. FuelSense 2.0 is ideal for urban applications with a lot of stop-and-go, such as city buses, residue collection, construction and distribution.

Through a series of optimizations introduced in Allison’s software, the new FuelSense 2.0 technology uses the DynActive Shifting system for an infinite number of shift point combinations. FuelSense 2.0 uses a real-time learning algorithm that determines the optimal balance between fuel economy and performance.

“This is a very significant sale for Allison,” said Evaldo Oliveira, Director of Allison Transmission, South America. “As an extremely populated country, Indonesia has a broad and very efficient public transport service. The total bus market in the Asian country approaches 2,500 units a year, which shows us that we still have great possibilities to expand our business with Jakarta, mainly in partnership with MercedesBenz/Brazil, which is the sales leader in this market.”

CHINESE battery and electrical bus company BYD and Japan’s Hino Motors have announced that they have signed a strategic business alliance agreement to collaborate on commercial battery electric vehicle (BEV) development which will most likely cover bus as well as truck.

The two companies say they will accelerate the development of commercial BEVs to provide the ‘best-fit product for customers in a timely manner’.

The two companies will collaborate on the development of BEV products and they will also cooperate in retail and other related business promote the adoption of BEV. “BYD Commercial Vehicle and Hino Motors has been committed to technology innovation and global promotion of commercial vehicle electrification,” said Wang Jie, vice president of BYD and CEO of its commercial vehicle division.

“The cooperation between the Chinese and Japanese companies will benefit the development of commercial vehicle electrification by introducing leading technology and rich experience, which will accelerate the global adoption of pure electric commercial vehicles,” he added.

BYD was founded in 1995 as a battery research and manufacturing company and specialises in core EV technologies including battery, IGBT, electric motor and electronic controls, and has become a provider of comprehensive new energy solutions for passenger vehicles, commercial vehicles, forklifts and power battery products.

www.truckandbus.net.au 017

Industry

Global Bus giant Volvo has just launched a new extended range hybrid bus, which it is calling self charging, or S-Charge. A long time proponent of greener and safer vehicles across all sectors Volvo is saying the extended range hybrid self-charging electric bus is a more practical, and in many situations a potentially more environmentally friendly option than a full battery electric bus.

We sat down with Volvo Bus vice president of Asia Pacific, David Mead to get a handle on the S-Charge, Volvo’s arsenal of emission lowering strategies and how the company is travelling in the Australian bus sector.

018 www.truckandbus.net.au

www.truckandbus.net.au 019

VOLVO BUS VICE PRESIDENT OF ASIA PACIFIC, DAVID MEAD

C&B: So David tell us about Volvo

full electric buses that are being touted as

to use S-charge in its place. We have a

David Mead: Well for Volvo the discussion

just because the emissions aren’t in the

governments need to do a stocktake and

Australia and across the region is a

it means they’re somewhere else and it

objectives about what they want to

or areas that are producing electricity.

S-Charge.

the solution. So I’ve used the analogy that

about electro mobility obviously across

city it doesn’t mean they’ve disappeared,

hot topic. Cities and politicians have

tends to mean they’re in the communities

achieve and from our perspective some

C&B: Proponents for battery electric

may not be as well thought through as

It might salve their conscience that

of those policies and directions may or they could be. So what we’re doing is

relaunching what was our hybrid drive

line and the concept of the self-charging

electric bus. The basic principle behind it

is that any electric bus needs electricity to run and obviously one option is to make that electricity at a power station or the other option is to make that electricity on the bus.

From Volvo’s perspective, the self-charging concept means that without the power station and without the infrastructure,

without digging up your depot or putting in charge points or doing all of those things, you can actually run a bus that is having

a positive impact at a lower cost and with less environmental impact.

From a well to wheel perspective, this bus

actually has a smaller carbon footprint than

020 www.truckandbus.net.au

vehicles often tend to overlook that,

emissions aren’t coming out of the tailpipe of the bus, but in fact they are coming

out of a chimney at a power station in the

Hunter Valley or Gippsland or somewhere.

David Mead: That’s exactly right, and so the idea here is changing the dialogue

around what an electric bus is and what

we are trying to achieve. Now, if you are

trying to achieve zero tailpipe emissions

in the city and put the emissions somewhere else, then a full battery electric bus is fine.

We think that electric buses will absolutely

view that to really understand this space, audit of all the depots in a jurisdiction.

C&B: So looking at the electricity

infrastructure and the ability for a fleet to be charged efficiently at any given depot etc?

David Mead: Yes and so if you think about New South Wales for instance and the desired position for Transport Minister

Andrew Constance, which is moving away from conventional diesel buses to a zero

emission model as soon as possible, then we say, yes that is fine, but you need to

look at what the current depot capability to charge and run electric buses is, and

what’s the gap and how much does that gap cost to bridge, in terms of the grid

infrastructure, the renovation and rebuilding of depots, all of those different things, then we can see what the true cost really is.

be part of the future and there’s no doubt

C&B: So it’s looking at the holistic

about that in Volvo’s view.

cost of electric buses?

We’re also working hard to have products

David Mead: Yes, but in the meantime,

and local partners and body partners,

product that we can build with our local

meantime, we do see this opportunity

quickly with a positive environmental

that we can build with our traditional

S-Charge is an immediately available

but they’re not there yet. So in the

body partners and get on the road quite

impact and no need for large scale

So that might be a coffee strip, it might be

get the regeneration charge from braking

C&B: That is interesting.

precinct, etc.

genuinely in parallel, delivering the benefit

infrastructure investment.

through a park, it might be in a university

and deceleration, so yes, they can run

Do you think that following the dreadful

By managing the bus we can actually have

of both systems and that’s especially good

a lot of people have woken up to the fact

you get the advantages of an electric bus

stop in electric mode. The high torque

and that this has helped change the view of

without the cost or the infrastructure.

David Mead: There’s no doubt about that.

diesel engine mated to a more advanced

summer of bushfires we lived through that

it operate electrically in those spots. So

that there is such a thing as climate change

and the things that cities want to see, but

governments to embrace zero emission buses?

C&B: Yep. Gotcha. So it still uses a turbo

However the two main things we are

hearing from cities and transport authorities

hybrid electricity system with longer range available on the batteries?

is that they want, where possible, for the

David Mead: Yes that’s it, in the S-Charge

stop in clean and near silent electric mode,

engine, so it’s quite a small diesel engine

S-charge, we achieved that at a very high

other interesting thing about hybrids is

bus to stop at a bus stop and leave the bus

it uses a five litre, four cylinder diesel

and with the battery management on our

and it has a parallel hybrid drive line. The

percentage of stops.

people talk about mild hybrids and full

So when the customers are interacting

with the vehicle at a bus stop, more often than not the bus operates electrically.

The other thing we hear is that there’s

specific parts of a route or areas in the

city where the bus needs to ride in electric

hybrids and partial hybrids as well as

range extenders, etc. The S-Charge is a

vehicle that can genuinely run in electric mode when we want to tell it to or when it can, and I think that’s what’s different compared to others.

mode silently. We can then use zone

C&B: Does it get electric assistance even

the bus that it needs to operate in silent

David Mead: Yes, again they’ll run in

management or GPS geo fencing to tell

when the diesel is running at times?

pure electric mode for a part of its route.

parallel, they’ll run together, and also you

for the ability to get away from the bus

output from the electric motor can deliver many advantages operationally in and around the bus.

C&B: Do you think that given the summer we’ve just had, particularly with all of the

smoke pollution, followed by the Covid 19 lock downs, and the fact that our cities are already starting to see the clean air

benefits of not having huge numbers of

vehicles running around, that there will be more of an appetite for clean vehicles in

the future, in what has for a long time been a fairly sceptical population when it comes to climate change?

David Mead: We still have the view that

there’ll be a place for different technologies in the medium term, so there are certain routes and there’s certain places and

certain operations where a Euro six diesel for example is the best solution, because

sometimes we forget how clean our diesel technology is now.

In other places, it’ll be a self-charging

www.truckandbus.net.au 021

electric, like the S-Charge where we’re

these solutions is driving operators to

work very well, then there’s other places

know yet that economically they would

talking about well to wheel and that will

where, longer term, a full electric vehicle can work.

So it’s a bit horses for courses and unlike

seek them out. In a free market, I don’t be the first choice. So the commercial side of investing in grid infrastructure

and charging and in the bus itself and

days gone by, where we’d throw any bus

those elements, from a pure economical

about the route, we have to think about

I think operators are doing a great job of

about the speed, and we have to think

environment, operators are driving

on a route, it will mean we have to think

perspective it’s probably not there yet.

where the bus goes, we have to think

trying to be innovative in a competitive

about the topography.

suppliers to innovate, which I think is

For instance are we going up or down

hills a lot? Do we have a high frequency

great but it’s ultimately government that will trigger the move to electrification.

of bus stops or not? You actually have to

C&B: Do you detect more of an interest in

I think this is one of the barriers for electric

crisis? Has that been increasing?

a one for one replacement, in other words

involved in discussions around New South

understand the route a bit more, because

low emission technology prior to the Covid

at the moment. I think that the concept of

David Mead: Certainly, we’ve been

swapping a diesel conventional bus for

Wales and with some of the privatisation of

an electric one, network wide, is just not a place where we’re at yet. So it means

people need to think about what the bus is doing more than they did before, and

that will change over time, but until then it needs to be a consideration.

C&B: What about things like hydrogen fuel cell? What’s your take on that technology?

the STA routes, I think that it’s almost not

optional and that finding an electric future

is something that has to be considered by those working on that. So that obviously

casts a wider net over the various players.

I think what we’d still like to see in New South Wales, is room for self-charging electric, I mean we see a place for it

David Mead: At the moment at Volvo

everywhere, but not only a place for it

different options. At this time we’re not

outer metro areas. We also see a place for

the challenges around hydrogen are the

to continue to work with government to

and ironically you need electricity to

We do have a fleet of around 50 hybrid

looking at what is the true carbon footprint

say that PTV (Public Transport Victoria)

we are obviously looking at a variety of

in the city, but also in regional, rural and

actively working with hydrogen. Some of

a balanced fleet approach and we’re going

cost, the availability, the safety aspects

do that.

produce it. So it means you’re back to

buses running in Victoria now, and I would

of carrying hydrogen to the depot in a truck and refining it etc, doing all of those things.

has been the first to really embrace this

stepped approach, from diesel to hybrid

So it’s certainly something that we might

to full electric.

well past electric as an economical, viable

like Singapore where they also have a

see in the future, but we see it as an option

PTVs approach is consistent with cities

way. I think one of the great challenges

stepped view like this. So certainly where

in Australia at the moment is that there is

no additional funding or incentives for the adoption of alternative fuel vehicles and

that comes back to affordability. (Editors

note: David Mead answered this question before the announcement of Volvo’s joint

venture with Daimler to develop hydrogen fuel cells for vehicles)

C&B: Transit Systems has made it clear

that it is very keen on lower emission, zero emission vehicles. What about the other

major privately owned transport providers

outside the government transit authorities?

David Mead: I think there’s a balance in the views. I think that the requirement by government to provide some of

022 www.truckandbus.net.au

we’ve been able to prove the drive line

in terms of what we’re putting under an S-charge with the Volvo hybrid buses

running in the Latrobe Valley, which is a

great backdrop given the coal fired power stations that have been so much a part of that area.

C&B: That’s quite ironic that they

embraced it so strongly in a region that

generated so much greenhouse gas over so many years from its brown coal fired power stations.

David Mead: It was also quite deliberate.

Gippsland was the pioneer and then more recently CDC also in Victoria, with what

is now the largest hybrid fleet operating

www.truckandbus.net.au 023

in Australia. So I think Victoria has really

in having a mixed fleet towards 2040 and

lowering bus emissions.

that there are different stages in that.

Others want to jump straight through

So they’ve had 50 hybrid vehicles running

you get to developing markets that want to

that operators are being forced to be

to go through extended testing of 60 more

So variety is the spice of life really.

room for a variety of options.

stepped and balanced approach towards

led the way on that stepped approach to

allowing the technologies to mature and

move straight from Euro three to full

electric and skip a couple of generations of

emissions, which is also interesting when

to electric and so yes, I would say

since February last year and they’re about

make that jump and do things differently.

interested, but I think there’s still some

full electric vehicles, so they’re taking that

C&B: Do you think the self charging bus

C&B: You obviously deal fairly closely

the situation.

heartedly embracing cleaner technologies

director covers Singapore and all the

concept might be difficult for people to understand?

with Singapore. They’ve been very whole

C&B: So your purview as Asia Pacific

there. Is there much we can learn from

Southeast Asia markets as well as

Singapore’s experience?

Australia does it?

David Mead: Yes definitely, the Singapore

David Mead: Yes I cover Singapore,

charging electric cars and what we do is

towards 2040 and there has been a very

Hong Kong, Taiwan, Philippines, South

change is the dialogue around this that

In saying that, their view on electrification

in that mix of markets, Australia, Singapore,

in, it can also do other things.

taxis, bus, and other vehicles in the public

markets and then the others are in various

a view that they need to have some level

makes it a lot of fun and very interesting.

David Mead: I think that the concept of

self charging electric buses is a new term but it’s something that is used in the car industry and they talk a lot about self-

LTA ( Land Transport Authority) has a plan

Malaysia, Indonesia, Thailand, Vietnam,

exactly the same. What we are trying to

clear focus on electrification and automation.

Korea, all the way up through Asia. So even

an electric bus doesn’t have to be plugged

includes the use of hybrid vehicles, both in

Hong Kong, are the big mature city bus

We are talking to lots of people about that

transport space, and I think that they have

different stages. That’s the other thing, it

of transport and fuel security.

C&B: I’m sure.

If every train, every bus and every car runs

David Mead: Transporting people in some

S-charge as a really viable option in the

rapid transit and things like that in those

good discussions with lots of government

with the dilemma of whether they should

C&B: How do you see Volvo bus’s position

electrically and there’s no electricity on

a given day, the city stops and for them, transport security and redundancy is a

challenge. So I think they’ve looked at this

024 www.truckandbus.net.au

longer term view of how we get where we

need to get to. But in the meantime there’s some really good options. From a carbon footprint perspective, we come back to

of those places is still developing so bus

short term, and as I say, we’re having

places is very topical and they are faced

and lots of operators in this space.

at the moment? Obviously Lauren Down’s

the government position on different things

tourism and coach charter sector, which

but she’s moving onto UD trucks, and

continue with contracted replacements and

C&B: And how would it have looked if

your view as the guy running it in the Asia

particularly in the city bus and school bus

been doing a fantastic job running it,

clearly. Our hope is that governments

so where is Volvo bus at in Australia in

for those vehicles to come into the industry

Pacific region?

segments. Where operators have contracts,

David Mead: Australia remains globally

one of Volvo Bus Corporation’s key and core markets. We’re very proud of the

position we’ve built and have here over a long term and I think that’s testament to

we hope governments continue to operate

as normal, that’s really important because it

supports the supply base, the bodybuilders and their sub-suppliers.

C&B: With the tourism market decimated

the great job Lauren’s done and the team

it is going to be tough for operators in that

knows this industry, which has evolved

David Mead: Yes. I think that’s the

qualities of the team, it’s that ability to

unfortunately domestic tourism doesn’t

coming next. That’s not always easy, but

sector as well as international tourism

there that is infinitely experienced and

coach segment of the market.

is still such a large part of the industry. theoretically this year, this Covid virus hadn’t have happened, what was the year looking like?

David Mead: It was looking really good, the completion and release of the new

procurement panel in New South Wales,

the renewal of contracts for school buses

in a number of states indicated that we were in for a year that would be at similar levels to 2019, so it was all was looking good.

C&B: Thanks for your time and good luck

with the industry, which is one of the great

big challenge, and I also think that

move with the times and to see what’s

necessarily support the tourist coach

David Mead: Thank you and we look

that’s one of the great elements.

does, because local residents tend to like

on to Australian roads.

As a dedicated bus team, we’re fortunate

to be able to exist within such a large group as Volvo as a bus specific organisation, and that’s something we think is important. We just deal with bus, nothing else.

C&B: How do you see the bus market over the next 12 months in Australia?

David Mead: Out the other side of the

Covid crisis, it’s probably too early to see

with the S-Charge .

forward to getting a lot of S-Charge buses

to take the car. So I think the greatest

challenge will be in that tourism and charter sector, not just tourists but for instance

how quickly kids can go on school camps and get back to sport and excursions, those things will have a big impact.

I think we are in for a tough 18 months

ahead. That’s why I hope that the sector is

looked after and that the government looks to support and provide stimulus into that

www.truckandbus.net.au 025

SO WHAT IS S-CHARGE? Volvo is exploring all sectors of the zeroemission realm, including hydrogen fuel

sum of emissions released from the production of energy such as extracting oil

rival Daimler to develop and commercialise

driven. In Australia, that means applying the well-to -wheel methodology, that the Volvo B5L S-Charge produces a lower

cells, given the recent announcement that it was entering a joint venture with longtime hydrogen fuel cells. That announcement

came just a couple of weeks after Volvo’s launch of its latest hybrid bus incarnation,

the Volvo B5L S-Charge.

As David Mead told us in the interview alongside this story, the Swedish maker is pursuing a multi-platform approach to low and zero emission bus operation and that the S-Charge is one of the ways operators

can achieve this.

Volvo is calling it a self-charging bus with

hybrid power. Volvo claims it has upgraded its hybrid electric bus with new capabilities so that it can now drive silently and emission-free on electricity at higher speeds and cover longer distances than its past hybrids have been capable of.

Volvo says the B5L S-Charge delivers ‘an environmentally sustainable electric solution to the Australian market that is ready to be deployed immediately – without the need to

wait for additional infrastructure to be built’.

“The new S-Charge model is one of

Volvo’s cleanest buses and will reduce the carbon footprint by up to 40 per cent compared to equivalent diesel buses, while the B5L S-Charge can also drive

on biofuel, reducing CO2-emissions even more and is probably the most fuelefficient and reliable self-charging bus on the market”, said Håkan Agnevall, global president of Volvo Bus. As you will read in the David Mead

interview, while there is a strong push

towards electric vehicles within the Australian market, electricity generation in itself has a substantial carbon footprint.

In saying that, Volvo points to the measurement of “well-to-wheel” becoming an important factor to determine the true impact of a vehicle’s carbon footprint.

The term ‘well-to-wheel’ refers to the

026 www.truckandbus.net.au

or generating electricity to the vehicle being

Volvo says the B5L S-Charge runs in electric or hybrid mode, and can operate on up to 100 per cent biofuel. It has been

carbon footprint than many grid charged

always runs emission-free at bus stops, in depots and in defined zero emission

electric vehicles. This is especially true for New South Wales, Queensland and Victoria where most grid electricity is still generated in greenhouse gas emitting power stations.

Volvo says it is expanding the possibility for harnessing the benefits of electric power while at the same time retaining the flexibility offered by hybrid buses.

Volvo says its new S-Charge model can

be deployed on almost any route since no charging infrastructure is needed, which enables fast implementation and improved operational efficiency for customers.

Outgoing general manager of Volvo Bus Australia, Lauren Downs, (who has moved to a new role in the Volvo Group, role as vice president of UD Trucks) says the launch of the Volvo B5L S-Charge is the solution that many customers have been asking for.

“We certainly have electric buses in our future plans for the Australian market but our priority has been, and will continue to

be, providing sustainable transport solutions for all Australians,” said Downs.

“The Volvo B5L S-Charge delivers that,

and most importantly, it delivers it now with no need to consider the building of additional charging infrastructure, which

proven to run in electric mode up to 50 per cent of the duty cycle time, and

zones. The batteries are charged via both the energy that is captured through

braking regeneration and from its smaller than normal diesel engine. As a result, the company says the B5L S-Charge can be used on virtually any bus route both in CBD areas and in the suburbs.

The upgrade includes improved connectivity via Volvo’s connected service offering, which allows for geo-fencing and Volvo’s Zone Management function, and that makes it possible for the operator to program the bus so it automatically switches to electric within selected areas and has its speed regulated without driver intervention.

It is also possible to define zones for sustained self-charging, to ensure emission-free operation in an upcoming zero-emission zone. This allows the bus

to be driven silently, emission-free and energy-efficiently on electricity before arriving at the bus stop, while at a standstill for boarding and exiting, and when leaving the bus stop.

can be difficult depending on depot

location, grid connection and power supply,” she added.

“This solution is not only sustainable,

but it is tried and tested, we know it work sand we are able to deploy immediately.

The Volvo B5L S-Charge provides us

another tool in the “tool kit” as we progress from clean diesel and bio-fuels to selfcharging and grid charged electric vehicles – all of which will play a role in the future,” she concluded.

Håkan Agnevall, global president of Volvo Bus.

Operator

Brisbane’s Mt Gravatt Bus Service is the latest company to add one of Scania’s popular Touring coaches to its fleet and before the world went into lockdown, the new Touring which comes out of Scania’s Chinese factory has impressed with its performance and passenger satisfaction.

We take a look at the company’s new addition and why it was named for a hero.

028 www.truckandbus.net.au

www.truckandbus.net.au 029

I

t’s big and green and designed to be seen, that’s the newest addition to

the Mount Gravatt Bus Service fleet, one of Scania’s new Touring coaches,

and its’ been named to honour one of Australia’s true heroes.

Resplendent in its eye catching green

and black all-over livery, and boasting the name ‘Turia’, the new Scania has already clocked up 17,000 km since joining the fleet in October 2019 just six months

before the COVID-19 inspired lockdowns curtailed its school and charter work.

Nonetheless, Rob Brooker, general manager at Mount Gravatt Bus Service is

more than happy with the way the new kid has fitted into the largely Scania-powered

030 www.truckandbus.net.au

fleet and with the many positive comments from the passengers that it’s such a

“With the extra luggage space over the Scania A30s we have been operating for

coaches, many of the latter fleet have been idled as charter work dried up in late March,” he said, speaking in early May

trips, as they tend to have some quite large luggage,” Rob said.

“The Scania Touring has been good

comfortable and nice-looking bus.

“We have a mixture of low-floors and

before any restrictions were lifted.

“We’re fortunate to have some ongoing work to help us through this difficult time,” he said.

“However, when we did have the new Scania Touring running, it was doing

a great job. The drivers enjoyed being behind the wheel and the school kids we have been transporting have remarked that it’s a nice-looking bus.

some time, we have a bit of an advantage when taking school bands out on charter

on fuel too, with anything between 27

and 40-litres per 100 km, averaging 32.9-litres/100km. Obviously, if you’re fully loaded with up to 80 school-kids in the 3 for 2 seats and heading up Mount Tambourine, it’s going to be using more

fuel compared with cruising along the freeway with 57 onboard, but it has been

good so far,” he said of the 360 hp Scania engine powering the Touring.

“With the 3 for 2 seats it is a very versatile bus and a good earner for

Scania in the Touring,” Rob said.

“We have had several A30s in the fleet

onboard Scania Driver Support system, the drivers have cracked the code of efficient driving, with a 95 per cent

good reliability. We’ll aim to keep buses in operation for the full 25-year working life, and based on our experience to date, the

our business,” Rob Brooker said.

According to the data logged by the

efficiency score recorded recently. That means the bus is running at close to perfect efficiency, giving excellent total operating economy to Mount Gravatt Bus Service.

“We have been very happy with the

Scania engine and chassis combination we have on the majority of our fleet. The

relationship works very well for us and we’re happy to have a bumper-to-bumper

for a while and although we don’t clock up huge km each year we have had very

A30 and the Touring appear to have good

quality bodies that should go the distance.

“Both with the A30 and the Touring, the package of Scania running gear and the mass-produced body quality make for a compelling cost-effective purchase

compared with some other options in the market,” he said.

“As for the naming of the bus, it is

our company tradition for Del Cole,

our managing director to name each of our vehicles, selecting inspirational Australians whether famous or not. Turia Pitt was

caught in a grassfire while competing in

a 100 km ultramarathon in 2011, suffering full thickness burns to 65 per cent of her body,” Rob said.

“Surviving has been the least of her achievements. One of Australia’s most admired and widely recognised people,

Turia has gone on to become a bestselling author, a two-time Ironwoman and a humanitarian - raising well over a million

dollars for not-for-profit Interplast.”

“As a new addition to the Mount Gravatt fleet, the new “Turia” is a very handsome unit and we are confident it will perform

www.truckandbus.net.au 031

strongly for our customer,” said Brian Thompson,

account manager – QLD, NT and northern NSW for

Scania Australia’s national bus and coach division.

“Mount Gravatt Bus Service has been a long-

time loyal and satisfied customer of Scania, and we were sure that the Touring coach would be a

suitable and efficient successor to the A30s they have run over the past decade. The quality and consistency of the Touring’s build and the low

emission, low revving, high torque engine in 360 hp guise gives the operator plenty of torque for

mastering the hilly regions of southern Brisbane, and the driving experience is very relaxing and comfortable for his staff,” Brian said.

“The Touring has been an early success all across

Australia and more and more operators are switching on to the advantages of the bumper-to-bumper Scania concept.”

Mt Gravatt Coach and Travel started operations

way back in 1974 with just one bus and one school run. From those humble beginnings, the company now has a fleet of 40 vehicles ranging from 13

seaters to an 83 seater and employs a staff of 60.

The company moved into its purpose built state

of the art bus and coach depot at Underwood in Brisbane in December 2012, a project that

company MD, Del Cole and her team worked

tirelessly on since to bring to fruition and they are justifiably proud of what was a significant milestone in the growth of the business.

The company holds a Translink contract and

provides the state government with Translink

services for the local area right through to the Brisbane CBD and it also carries more than

2000 students to and from school each day

as well as providing local and interstate charter services for schools, seniors, events and local community groups.

As part of its charter and travel operations Mt

Gravatt can help customers avoid travel planning nightmare that can happen when people are not

used to the pitfalls of travel planning. The company

has a full-time tour co-ordinator allowing it to offer a travel planning service, meeting any special

needs tour customers may have, such as including any attractions on the itinerary as well as making reservations, booking meals, venues, motels,

and organising any hire or special equipment.

The company also has a loyal team of highly

experienced and reliable drivers who are Rob

Brooker tells us are carefully selected for their

extensive safe driving experience and pleasant and caring attitude.

“We make sure our drivers are not just ‘drive and

drop off’ merchants they take an interest in their

groups on board and they’ll point out landmarks and give expert commentary, when required,” said Rob Brooker.

With its strong fleet of Scania’s and a track record

spanning almost half a century Mt Gravatt also surely has a healthy future ahead of it as well.

032 www.truckandbus.net.au

“ THE TOURING HAS BEEN AN EARLY SUCCESS ALL ACROS AUSTRALIA AND MORE AND MORE OPERATORS ARE SWITCHING ON TO THE ADVANTAGES OF THE BUMPER-TO-BUMPER SCANIA CONCEPT.”

SS

www.truckandbus.net.au 033

Operator

Sydney bus hire operator Busfleet Australia has carved a niche for itself over the last six years by building a fleet of coaches and small buses and being flexible about the way it hires that fleet to the industry. We dropped in to take a look at how Busfleet has built its operation and why Chinese buses have become the back bone of its fleet.

034 www.truckandbus.net.au

www.truckandbus.net.au 035

“ THE H7 HIGER IS PERFECT FOR OUR NEEDS, PARTICULARLY BECAUSE OF THEIR CAPACITY”

W

hile many coach companies will charter a coach and there are some companies that will dry hire you a bus or

coach, Sydney based specialist coach hire business Busfleet Australia straddles both realms with its fleet of buses and coaches.

Busfleet operates an entourage of 45

buses and coaches ranging from six seat mini buses up to full 57 seat coaches and offers them with self-drive, driver supplied

because it is not reliant just on inbound tour operators but a mix of all sectors of the industry.

“The Covid crisis has clearly put the

industry into hibernation but we hope that as restrictions are rolled back we will be able to bounce back,” Ben told C&B. The company is an accredited bus

and coach operator with bases in NSW, Victoria and Queensland, prides itself on having a hugely experienced team

and the fact that they provide 28 seats

from sports groups to some of Australia’s

of bus operators during the crisis at the moment there are simply no eggs.

The company’s general manager Ben

Field, or Benchy as he prefers to be called, is confident the business will bounce back

036 www.truckandbus.net.au

Chinese brand Higer with some Fuso Rosa and Toyota coaster and a couple of LDV mini buses filling out the manifest.

to 70 years of experience in the Bus and Coach Hire Industry.

“Really we provide vehicles for everyone

the recent Covid 19 crisis was thriving because of the flexibility and tailored

just in one basket. Unfortunately like a lot

the mix has tilted decidedly towards

The dominant model in the fleet is the Higer H7 28 seater with nine of them now

market who between them have close

services being offered to a variety of tourism and transport operators. In other words Busfleet ensured all its eggs weren’t

or someone to provide a full tour commentary,” he said.

Of the 45 buses that Busfleet operates

with direct experience in all areas of the

and fully tour guided options.

The company was started back in

2014 by Neil Geddes and New Zealand’s Ritchies Transport Holdings, and prior to

with a varied range of experience and can provide what the customer needs, whether it is someone to drive transfers

longest established and largest tour

operators and as I say we do everything from vehicle only to vehicle and driver/guides along with itinerary planning,” said Benchy.

“In some instances if the customer has a driver we will help ensure that they meet legal requirements and can look after the

vehicle so we can do a dry hire,” he added.

“We also have a database of drivers

in operation.

“The H7 Higer is perfect for our needs, particularly because of their capacity

compared with 21 or 24 with the Rosa and Coaster,” said Benchy.

“But there are other factors that have led us to buy and keep buying the H7 Higer,

for a start they represent excellent value for money, they have air bag suspension available now, they come with an Allison automatic transmission and they have better access to parts compared to the rivals,” he said.

“ THEY ARE PERFECT FOR THE JOB AND THEY CERTAINLY DELIVER A COMFORTABLE AND SEAMLESS RIDE FOR PASSENGERS”

www.truckandbus.net.au 037

“I know that is surprising, but we have waited weeks for parts for the Coasters

and the Rosas but Higer distributor Bus Corp Oceania has a big stock of parts in

Melbourne and most of the time anything we need is here overnight,” he added “You can’t fault BCO’s service and customer care, Jason Pecotic is running

a really good operation and they are really doing a very great job with Higer.”

“In terms of price both the Coaster and Rosa have jumped over the top of the Higer and given the H7 has more seating capacity it is even better value.”

BusFleet’s fleet of 15 Higers includes the nine Higer H7s as well as larger models including a H9 nine-metre, two H10 ten metres and three 12 metre H12s, all fitted

with Allison automatic transmissions.

The success of the Allison transmissions in the H9, H10s and H12s also added to BusFleet’s decision to choose the smaller

H7s, because according to Ben Field they were the only mini coach of this size to be equipped with Allison automatics

as standard.

“The Allison automatics in our coach fleet offer an ease of operation and fantastic reliability,” he added.

Because the Busfleet coaches are often driven by a number of different drivers Ben Field, reckons having a reliable automatic transmission is an absolute essential

038 www.truckandbus.net.au

specification for their hire coaches.

“We used to have a lot of manual buses but now we are only buying automatics

because of the reliability and lower cost of repair and maintenance,” said Ben Field.

“At one point we replaced eight clutches in six weeks with our manual buses, so having the Allison automatics has made life a lot easier and more cost effective as well,” he added.

Ben Field explains that with a lot

of different drivers getting behind the controls of its coaches it is difficult for them to be able to guarantee the skill levels and capability of drivers.

“We have little control over who drives our vehicles and while they have the right

city traffic down by the harbour,” he said Field also says the reliability of the Higers has improved markedly over the

last four years both in terms of mechanical dependability and overall build quality.

“We really have very few issues with them these days and the customers love

the airbag suspension,” he said.

Field also cites better passenger legroom and better driver comfort in the Higer H7 compared with the Coaster and the Rosa.

“Having better internal room is a big

advantage for the Higer and that leg room is a real bonus compared with the Rosa and Coaster because you can be packed in like sardines in those,” he said.

licensing that doesn’t mean they have the skill to use a manual transmission properly and not cause damage or problems,”

“The Higers also have larger windows so for sightseeing they are better as well.”

Outside of virus crisis time the company’s fleet gets a pretty full workout with some

“There are an increasing number of drivers who cannot drive a manual so it is essential

logging up to 100,000 km a year.

he said.

to have an automatic and Allison is by far

long term hire customers keeping them busy 365 days a year with the buses

the best and most reliable for us,” said Ben.

“We operate our own workshops here at our base in Alexandria in Sydney and

“They are perfect for the job and they certainly deliver a comfortable and seamless ride for passengers, whether that is climbing up into the Blue Mountains west of Sydney or negotiating stop-start

our fleet, because it is vital to have good maintenance,” Benchy added.

The Busfleet team has its fingers crossed that the Covid Crisis lockdowns start to be wound back sooner rather than later so it can get back to hiring its fleet to its loyal customers.

Ben Field also cites the smooth shifting of the Allison automatics and the comfort that delivers tourists travelling on the coaches.

have our own mechanics to maintain

www.truckandbus.net.au 039

Technology

Regular readers of Coach & Bus will know that we have enthusiastically and whole heartedly embraced the growing move towards electrification of buses and the way we move people. One part of the electrification of our public transport fleets that holds the key to increased range and better environmental results, is batteries. We take a close look at the SCiB concept developed by industrial giant Toshiba.

T

he fact is that the world needs to reduce its dependency on burning fossil fuels in vehicles and we have the technology to

do it. However as you may have read in

our interview with David Mead, elsewhere in this issue, there will be multiple options and solutions in a brave new world of low emission vehicles.

Whatever happens, it is clear battery

market in Australia from the 1970s and

A lithium-titanate battery is a modified

railway systems, highway solutions to

industrial and infrastructure applications,

1980s, Toshiba is in fact a massive industrial organisation, spanning everything from lap top computers to

power generation and management, defence systems, robotics and logistic automation as well as industrial and

manufacturing machinery and of course

as we develop more ‘green’ power from

batteries and charging systems for electric vehicles, to name but a few of its many fields of endeavour.

elements in all of this are the batteries themselves. The entire sphere of battery technology and charging is undergoing

Australia is moving to make the market more aware of the technology it can offer in the battery electric vehicle realm.

electric vehicles will have a place, particularly solar, wind and hydrogen fuel cells.

Probably one of the least understood

intense R&D across the globe and one

With that growing interest and embrace of electric buses in particular, Toshiba in

Toshiba has developed what it calls

company that is playing a significant role in the advancing battery tech is Japanese corporate giant Toshiba.

SCiB or Super Charge ion Battery technology, using lithium titanium oxide (LTO) to achieve much better performance,

a manufacturer of consumer electronics because of its strong presence in that

performance, rapid charging, high input/ output power and large effective capacity.

While many might think of Toshiba as

040 www.truckandbus.net.au

including safety, long life, low-temperature

lithium-ion battery that uses lithium titanate nanocrystals.

SCiB has been widely used for vehicle,

including automobiles, buses, rail cars, elevators and power plants and is a highly safe rechargeable battery with a number of outstanding characteristics.

For a start LTO SCiBs are designed to minimise the threat of thermal runaway resulting from short circuiting caused by physical stress.

SCiBs also boast longer life with an

expected service duty exceeding 20,000 charge/discharge cycles. They can also be rapidly charged, present input/

output current densities comparable with

capacitors and, in an area that often poses problems for batteries, they have the ability to work in extreme cold, with a wide operating range, from temperatures as low as -30°C up to better than +50°C, but to get the best from them its recommended

Some of Bustech's eBuses using Toshiba's SCiB batteries

www.truckandbus.net.au 041

Bustech have developed the ZDi, a zero emissions passenger bus, incorporating Toshiba’s SCiB technology.

that the battery mostly at 34 deg c or less.

Because SCiB batteries have a low risk

less than 25 per cent rated current. The other is obviously fast charge where the

levels of safety and reliability, such as buses and other automotive genres.

Because of that ability for SCiB technology to last across a high number

cent of rated current. Typically an eBus takes about 4-8 hours to charge with a slow charger but under 30 minutes with a fast charger.

Obviously a battery that has fast charge capability (FFC) delivers significantly better up-time and economic efficiency. As well as that an FFC solution can reduce the battery size, weight and cost as well as the space required.

If an operator can utilise the FFC concept then clearly there will be less buses

of fire or explosion, they are extremely suitable for applications requiring high

of charging cycles, they may potentially outlast the buses in which they are used.

This means that the need to replace batteries mid-way through a buses life is virtually negated, drastically reducing the enormous environmental impact of waste batteries. Other types of batteries tend to have a shorter cycle life and a faster drop off in performance after a shorter number of cycles.

To put this in perspective, an SCiB battery will have a longer cycle life of potentially up to 20,000 recharge cycles, which means that they will last much longer and perform at a higher level for

longer. SCiB bus batteries, recharged twice a day could last more than 27 years or if they are recharged three times a day then a life of 18 years could be expected. Both figures are well in excess of the normal

operating life of a city route buses internal combustion driveline.

One of the factors that makes SCiB

technology more suitable and attractive

for use in buses, is the fact that they can be charged with large current, enabling quick charging similar to refilling the fuel tank in a diesel bus. More importantly frequent rapid charging doesn’t cause significant deterioration in the performance of SCiB.

With eBus operations there are typically

two main methods of charge with either slow charge, which is normally conducted

during down time at night and usually sees

042 www.truckandbus.net.au

charging current may be 300 per cent of rated current or potentially up to 800 per

required, because there is less down time, there will also be no passenger capacity compromise because the batteries are lighter and take up less room. The lighter weight of the battery packs also means lower electricity consumption and better overall efficiency, while the cost of the batteries will be lower because a lower kWh battery can be used.

We understand that the FFC concept delivers the potential to operate with

exceptionally long range and across 24 hour operations. Proof of this has recently been shown in field tests, demonstrating the possibility for buses to cover 1000km

in 24 hours with five super-fast charges, each taking about 25 minutes in a normal, realistic weekday operation in typical city traffic conditions.

Possibly the most important thing that makes SCiB such a favoured solution for e-buses is the ability for FFC. This delivers a significantly higher performance electric bus operation with very little difference in refuelling or charging time compared to conventional fuel buses, especially for larger transport operations.

If the bus fleet is charged at night and the chargers used are 50kW capacity, then

the peak would clearly be night dominated, and would require up to 50,000 kW to recharge the fleet.

Using FFC however, the fleet is likely to need only about 80 per cent of that peak or about 40,000 kW. This has the potential to be further reduced to around 20,000 kW by using peak-cut fast chargers.

Peak-cut fast chargers utilise batteries in the chargers (which could potentially be

“second life” e-bus batteries) to minimise the impact on the power grid. These peak-

cut FFC fast chargers also have potential to benefit the grid when the grid has issues and also enabling a greater utilisation of PV solar renewable energies closer to the time of generation, in other words during the day.

FFC solution with peak-cut fast charger

is obviously the best solution for the grid and is the most scalable charging solution.

Up until 2017, commercial mass produced chargers for automotive

application were limited to about 50kW. Since then chargers have ranged up to around 500kW and in even more recent

times even larger sizes up to 1200 kW are available as an engineered product. For

sizes above 200kW, chargers may be fitted with stationary batteries to minimise peak demand on the power grid.

Each charge site needs to consider the

best electrical supply solution based on the available grid / utility connection at the location. For loads over 200kW careful

planning is needed in consultation with the grid planning authority. Battery storage in the charger to reduce peak demand can make these connection arrangements simpler and less costly.

Basically batteries are chemical

processes and have a finite life before

they must be disposed of, or recycled, so battery life is going to be the next

Operation • Driver breaks • All weather operation • Climate conditions

big subject to consider in respect of the

Charger Solutions Development • Capital cost • Operating cost • Project risk management • Project schedule • Safety and compliance • Easy life management

environment and electric buses.

Each of the SCiB LTO batteries at the end

of an FFC eBus’ practical working life, still have a remaining life of 3,000 to 10,000

recharge cycles, meaning they can be used for another five to ten years in a stationary application, which is also less demanding compared with the rigours of an on the road e bus application

Battery waste has a big operational and

Application • Charger locations • Route flexibility • Reserve range - Traffic jam - Delay - Excessive hot or cold - Charger outage • Flexibility • Operation optimisation • Operating KPIs • Overall planning • Energy planning and management

Technology • Charger type: night/fast/opportunity • Charger rating • Peak cut • Connection method • Battery life • e Bus range • Future technology and evolution

Utility • Connection point • Energy source agreement • Load factor (peak vs average) • PF and harmonics • Fault calculation • Reliability and redundancy

community impact, particularly considering the potential future amount of waste.

SCiB FFC solutions currently outperform conventional batteries and represent a

50 per cent or more saving in waste terms.

Recently, total life cost of e-bus has

been shown to be lower than diesel bus

Second Life in Charging System

End of Life for Mobile Application

About 3-7 Years

About 3-15 years

solutions, but the obvious downside is the

higher capital cost of a battery electric bus.

Over the next decade, however, it is

anticipated that the cost of Battery EVs will continue to decrease, so across a 10 to 15 year fleet change over program the cost of the e-buses will progressively reduce.

Studies of larger electric bus fleets also

Third Life Reuse in Infrequent Stationary Application

Start Life as Bus Application

show that FFC has the best performance in

up to 100%

electric bus fleet application delivering 15

True End of Life Recycled

About 3-6 Years

per cent lower battery capital cost, 30 per

cent lower battery life cost, 60 per cent less battery e waste in terms of weight, a 60 per cent reduction in battery weight, a 200 per cent increase in range per day, a 30 per

Transportation Management System

cent reduction in the cost of batteries per kilometre, the possibility of 24 hour a day

operation, a 50 per cent reduced grid peak energy and ability to time use of PV solar.

The benefits of e bus operations

compared with conventional diesel bus operation are many and start obviously with the fact that there are no exhaust

Battery Reuse System

Energy Management

Battery Charge Management

emissions, and this benefit is further

enhanced by the much lower noise levels

they emit. Noise tests have shown that an e-bus has the possibility to significantly reduce noise, especially at low speed

operation in built up city areas. Trials have shown that noise levels could be reduced

Second Life

BESS

Fast Charging

by 10 dB, compared to a typical diesel bus.

Passengers clearly notice the quiet

operation, smooth acceleration and

speed changes while drivers also like

the quiet operation, smooth acceleration and responsiveness to traffic conditions.

Externally other road users and pedestrians

BEMS

www.truckandbus.net.au 043

notice the lower emissions, noise and the obstruction caused by the slower

acceleration of diesel buses.

Those factors alone have the potential to encourage more passengers to use public transport.

There is some dissent about the true ‘green’ credentials of pure battery electric bus operations, particularly given most power in Australia is still delivered from a grid largely supplied by coal fired generators.

However even e-buses charged on a commercial grid show typically a 54 per cent reduction in CO2 emissions compared with a diesel bus. Obviously it would be

possible for all emissions to be eliminated if the recharge power is supplied solely by renewable and CO2 free energy sources.

Photo Voltaic (PV) solar could deliver 100

per cent of the power to run an electric bus system for maximum emission reduction.

The reality is that most grids derive their energy from a mix of energy sources with varying emissions. For example Tokyo derives about 12.2 per cent of its power from renewables, mainly from hydroelectric in Japan’s post tsunami and nuclear shutdown era. By comparison, here in Australia, Adelaide, a much smaller city, derives about 39 per cent of its grid power from renewables, with about 80 per cent of that coming from wind generation and 20 per cent from solar.

A city with a population the size of Adelaide, about 1.2 million people, would normally have a fleet of about 1000 public transport buses. Given that every 12-metre electric bus requires approximately 400 kilowatt hours per day for an operating range of approximately 350km, it would mean that if all of the 1000 buses were electric it would need 400 megawatt hours to power the fleet each day. In the case

of South Australia, annual power demand averages around 38,000 megawatt hours

(38 gigawatts) per day, so powering an e-bus transport solution in a city like Adelaide would only represent only around two per cent of the total energy demand.

It’s quite possible to generate enough

daily energy with PV solar to directly power a bus fleet of this size. To generate 400 megawatt hours per day you would need

a surface area of PV solar panels of around one square kilometre in size.

The LTO battery technology is not an unproven experiment, it has been proven and shown its reliability over some time.

In fact Toshiba has been producing its LTO battery on a mass scale for more

044 www.truckandbus.net.au

than 10 years now and in has produced in excess of millions cells, with the company reporting no cell failures, representing sufficient reliability to conclude that the technology is now mature and proven.

Efficiency is critically important for electric buses to ensure reasonable

range. Higher efficiencies can be achieved with technical developments such as lower weight frames/chassis, direct drive systems, regenerative braking and more efficient heating and cooling systems.

In addition to the traditional bus

transport solutions such as route planning and efficient management, electric bus operators also need to consider charge planning, energy demand management and battery life management to be able

to perform at peak performance. Cloud based systems are increasing in popularity

and are likely to provide scalable solutions especially for small and mid-size operators.

Interestingly SCiB batteries have been used and proven by Japan Rail in its

N700S Shinkansen bullet trains with the batteries being used to operate the trains

at low speed in the event of a disruption to the overhead power feed.

economy per kilometre, when translated into conventional fuel in a diesel bus, the

SCiB batteries gave the Proterra buses a fast charge system that takes less than 10 minutes to charge during regularly scheduled route stops, making the buses well-suited to transit applications.

“Because safety and performance are paramount to Proterra, we are very

deliberate in each part we select for our buses, putting vendors through a rigorous qualification process,” said Popple.

“Battery quality is critical to the

performance of electric vehicles, partnering with a world-class team like Toshiba and utilising SCiB technology will enable Proterra to offer its customers the highestperformance, safest, and most reliable urban transit vehicles,” Popple added.

While electric buses are more our focus in this magazine the SCiB battery tech is also being parlayed across a range of battery requirements, particularly with

a wide range of solutions designed to enable smarter communities. Leveraging expertise cultivated since the company’s foundation, Toshiba is committed to

being a global leader in smart community solutions that enrich the quality of life for people throughout the world.

The electric bus revolution is clearly

already underway. Electric buses are increasingly on the road in many countries across the globe, most particularly in Back in 2018 SCiB Toshiba batteries were also been used by leading US based electric bus maker Proterra, a company in which Daimler has a significant shareholding.

Proterra used SCiB batteries in its all-

China and Europe and they are currently leading the way. The International Energy Agency considers buses as most efficient road transport mode operating five to ten times more than the average passenger car, making them a key priority for emissions reductions.

electric, zero-emission buses because of the qualities already outlined such as safe rechargeability, high-rate performance and

Electric bus technology is now sufficiently mature to start mass deployment projects.

The rapid recharge capability and long life performance made the SCiB batteries ideally suited for zero-emission public

reduction goals in 2030 and 2050, Electric buses are a technology ready for scale up now to achieve early results.

long-life capabilities.

transit according to Proterra.

“Toshiba has decades of experience in

transportation and we see the SCiB battery as key to expanding environmentallyfriendly modes of transportation with optimum power performance in North

America,” said the Proterra CEO, Ryan Popple at the time.

To achieve the environmental emission

Practically electric bus deployment projects will not and cannot displace

existing diesel buses in one fell swoop, so it will be necessary to introduce electric buses on a succession plan. This would mean an annual changeover from diesel

Proterra is a leader in creating quiet, fuel-

to electric buses of between seven and 12 per cent.

The evidence is building and with

transit buses, helping cities across the United States reduce carbon footprints and improve the quality of life for residents. In

developers continually developing their performance, weight and durability of vehicle batteries the electric revolution

efficient and environmentally sustainable

addition to having nearly six times the fuel

companies like Toshiba and other battery

appears closer than ever.

“BATTERY QUALITY IS CRITICAL TO THE PERFORMANCE OF ELECTRIC VEHICLES”

The Bustech electric buses are further proof of the worth of the Toshiba SCiBs

www.truckandbus.net.au 045

Operator

East of Melbourne in Victoria’s picturesque Yarra Valley, local bus company McKenzies is fast approaching a centenary of operations from its base in Healesville. But far from being a company stuck in the past ‘Macs’ has embraced the latest bus technology from Mercedes and has a very strong focus on safety and on reducing emissions. We sat down for a chat with the company’s fourth-generation general manager to find out about McKenzie’s operations.

046 www.truckandbus.net.au

www.truckandbus.net.au 047

McKenzie's general manager Brad Sanders with Mercedes Benz bus sales executive Paul Kennedy.

B

ack in the years following the Great War, Healesville was a mountain resort town where the people of the bustling city of Melbourne would travel to take the air and to get away from the hurried life of the city.

Way back then in the lee of that

been a part of the company’s philosophy for many years.

“Really since the mid 1980s we have been a predominantly Mercedes fleet and in actual fact we have been pioneers with a number of the new Benz bus models over the years,” said Brad Sanders.

operation was started in the town by Lorenza Reiley McKenzie, to service the

we have a very strong relationship with Mercedes and that has built over the

awful war and the dreadful Spanish Flu pandemic that ensued a small transport

Melbourne tourists.

McKenzie’s Tourist Services quickly

needed more passenger capacity than his five-seater Packard could deliver.

So Mac teamed up with his friend and

engineer Les Horn, to add an extra row

of three seats. That idea was continued and they later extended the chassis of an eight-seater to an eleven-seater, then to

a thirteen-seater and next came the “side loaders”, buses with six doors opening onto each row of seats.

Today, all these years later, McKenzie’s is managed by a fourth generation of the family, Brad Sanders, who oversees the

operation from the its Healesville depot and headquarters which houses the fleet of 60 buses of various sizes along with the company’s staff which now numbers 65.

While Packard may have been top shelf in 1927 these days McKenzies has pursued an equally top shelf approach with the majority of its fleet comprising

Mercedes Benz buses, something that has

048 www.truckandbus.net.au

“Benz is clearly a prestigious brand and we use that in our marketing, however

years,” he said .

“They are extremely reliable, durable and

safe and apart from that we just know the product, our mechanics know the product, our drivers know the product and I know the product,” Brad added.

The company’s latest Mercedes additions have again seen McKenzies as pioneers, with the company recently

taking delivery of the first two Mercedes Benz 0500 RSs, fitted with Irizar i6 bodies, joining several of its other ‘firsts’.

“Yes, not sure what it is, but McKenzie’s had the first Benz 1418 in Australia with a

PMC body back in the 1980s and we also had the first Benz 1725 when that came

out, so we do have some history with Mercedes,” said Brad.

“I suppose that is part of the relationship

we have built with Mercedes Benz but that has been an important part of our operation over the past 35 years,” he added.

It hasn’t always been Mercedes Benz.

Back in the immediate post war years

McKenzies, like a lot of bus fleets in rural areas around the country, bought mostly Bedford buses, from the 1940s through to the 1970s before moving into Leylands in the 1970s and early 80s.

Like many other bus operators, school runs built the backbone of McKenzies, after WWII, through the 50s and 60s, and the school runs continue to be a major part of the business. Along with the school runs around the Yarra Valley the company also runs route bus services, VLine and night services and charters for school and club excursions and weddings etc.

“While we are mainly a Mercedes fleet we do have some other brands which came about when we purchased other operations and inherited a few other

brands, there are a couple of weird things on the fleet that came because of that but it has probably made us even more Benz oriented,” Brad added.

As Brad says McKenzies has about five

small midi buses but the majority are full 57 seat buses that bear a large part of the workload for the company.

Brad’s great grandfather, Mac, was a

true pioneer in the bus business and was one of the founders of both the Victorian Tourist Development Authority (which

became the Victorian Tourist Commission) and the Road Passenger Operations (which is now the Bus Association of Victoria). Mac was honoured with an

M.B.E. in 1970 for service to transport

www.truckandbus.net.au 049

and tourism in Victoria and received the Order of St John for his service, the George Cross for bravery during World War 2.

Mac’s daughter Nancy Smith and her husband Nelson took over the business and it moved on down the family line and now almost 100 years later McKenzies Bus Services is run by Mac’s great grandson, Brad.

McKenzies has a policy that roughly equates to one bus one driver , so each driver tends to have their own bus that

they take some responsibility for. This is a protocol that is applied often in the truck industry but not that often with buses.

zone and we are very conscious of our environment here, so we actively do as much as possible to ensure our fleet is as safe as possible and that our new vehicles are as green and efficient as possible,” said Brad.

“Mercedes is always at the forefront of safety and engineering and our new O 500s are an example of that.

“The O 500s have raised the standard for school and charter buses particularly with the inclusion of electronically controlled suspension with a raise and lowering

function as standard equipment, as well as

ABS and importantly four wheel disc brakes which are fantastic,” Brad preferred.

“It works well for us because each driver takes a degree of ownership of their bus and

“They are equally suitable for school or charter work and they have superb road

pride in their vehicles. It also helps with fault finding and maintenance because as things

the many twisty hilly roads our buses have to negotiate,” he added.

The two 0500 RSs are both two axle

they tend to look after them and take some

change the driver picks it up straight away, if

they are constantly switching vehicles, small things can go unnoticed and become bigger problems,” said Brad.

“The Mercedes badge on the front of the bus is also a strong motivator, they tend to really like the prestige of the three pointed star,” Brad added.

Brad also points to the fact that Mercedes’ strong green and safety credentials are an ongoing attraction for McKenzies.

“The Yarra Valley is a green wedge

050 www.truckandbus.net.au

handling capabilities which is vital given

models and are powered by the 12 litre Mercedes inline six cylinder turbo diesels

coupled to a ZF six speed automatic with an internal hydraulic retarder. The Euro 5 spec 12-litre produces 260kW of power and 1600Nm of torque.

“As I say we are very conscious of

lowering emissions and being more efficient and we incorporated a. lot of

green design in our new depot that we built in Healesville five years ago,” Brad said.

While keeping an open mind to electrification, McKenzies is probably a way off adopting electric buses for its operations in the Yarra Valley.

“We aren’t opposed to electric and we are keeping an open mind but I would say we are a way off adopting that technology here in the Yarra Valley, mainly

because of the routes we have to tackle and the distance our buses have to cover,” said Brad.

“Range is the big issue for us at the

moment and given many of our runs are in

very rural country the latest Euro 6 buses are very clean and a much better option for us,” he added.

McKenzie’s view is backed up by many

experts who are now pointing to the large

slightly hidden carbon foot print that many battery electric buses have, given the fact that most electricity in Australia is still generated by high carbon emitting coal fired power stations not to mention the production and the use and disposal of the crucial batteries on board.

“I have no doubt the technology will

develop but at this stage it is not practical

for us but it may be on the cards one day,” Brad added.

Until then McKenzies is still going strong

and is looking forward, in a handful of

years, to celebrating a century of successful operations in the Yarra Valley.

DOUBLE DECK Bonlucks latest luxury coach is the DD3. This Double Deck coach has 71 Sege reclining leather lapsash seat belted seats, wheelchair access with two positions, 5 x LCD screen DVD System, front & centre doors for easy access, large luggage bin space with 5 access doors, restroom equipped & Spheros climate controlled air conditioning for ultimate passenger comfort.

This coach is built with Stalatube stainless steel chassis & body frame and powered with the latest Cummins X12 480hp Euro 5 diesel engine mated too an Allison 6 Speed Automatic transmission including a 3 stage retarder. This coach rides on full air suspension and comes with a steerable tag axle for ease of manovering plus many more features at an attractive price.

FOR MORE INFORMATION CONTACT Rodd Hood 0417 699 980

Luke Eldred 0419 654 389

1300 287 377 sales@bcsa.net.au www.bcsa.net.au

New product

It’s been long awaited but it’s finally here. Mercedes-Benz new gen Sprinter Transfer has arrived and is sure to spice up the mini bus and transfer market with all of the features of the new gen Sprinter vans with an interior fit out by the global leader in luxury vehicle manufacturing, Mercedes-Benz. We take a close look at the new Benz mini bus.

T

he mini bus market is becoming an increasingly competitive and

fierce battleground with lots of European rivals competing with each other and with Toyota’s HiAce

Commuter. The Europeans include the new Sprinter Transfer as well as the other new contender from Volkswagen, its Crafter Connect which is modified and fitted out

for bus applications here in Australia.

The gen Sprinter van was launched here in late 2018 and its taken 18 months for the bus version of the van to lob down under. Mercedes is the clear leader in the

van market in Australia holding better than 40 per cent of the market, and it’s little wonder given the versatility, performance,

052 www.truckandbus.net.au

safety and practicality of vehicles

there is no doubt the versatile Transfer

Mercedes claims it offers more than 1700 different Sprinter variants, with the bandwidth ranging from a parcel delivery

Ergonomically the new Sprinter Transfer builds on the standards set by previous Sprinters, and progresses further with

like the Sprinter.

van to a construction site vehicle or refrigerated food carrier and now a 12-seater minibus model.

Benz is claiming the new Sprinter

Transfer is more comfortable, more versatile and safer than ever before. The

minibus is an extremely strong choice.

new equipment features. For instance there is no need to search for the key

when entering the cab, with the new Sprinter being equipped with a keyless

push button, coming to life with the touch of a button.

Sprinter boasts a perfect marriage of form and function benefitting passengers and businesses alike. Mercedes says that

roof mounted air conditioning systems ensuring pleasant interior temperatures

is in school operations, aged care, crew buses or for efficient airport transfers,

separately.

Sprinter is the perfect choice whether it

The new Transfers also feature optimised

for all occupants, as well as the ability to regulate the passenger compartment

www.truckandbus.net.au 053

New passenger seating in the Transfer also now includes a reclinable backrest and foldable armrests, while seating rows are equipped with USB charging sockets and stowage space for smartphones.

Access to and from the rear passenger compartment is easy thanks to the electric sliding rear door and step.

Power for the Sprinter Transfer comes from a 2.1 litre four cylinder turbo diesel,

with buyers given a choice of two outputs. The 414 Sprinter Transfer boasts 105 kW with peak torque of 330Nm while the 416 model offers 120 kW and

peak torque of 360Nm. Both engine variants come standard with Benz’s own 7G-TRONIC PLUS 7-speed automatic.

The 7-speed transmission impresses with smooth gearshifts, low fuel consumption and low maintenance costs.

Mercedes has long been the global leader in safety and it’s no different with

the new Sprinter Transfer. The Sprinter Transfer is packed with safety features that were previously generally the preserve of passenger cars. The Transfer’s standard safety equipment includes Active Brake

Assist, Blind Spot Assist, reversing camera, Lane Keeping Assist, Attention Assist and front and window airbags for driver and co-driver. Additionally a whole range of

optional safety and assistance systems are now available including the radar-

054 www.truckandbus.net.au

based adaptive cruise control Distronic, Active Lane Keeping Assist, and the Parking Package with 360 degree camera.

Crosswind Assist continues on board as standard, as it makes the passenger journey considerably safer, especially at higher speeds on freeways.

While previously generally the preserve of

medium and heavy trucks telematics have not usually been available as an integrated feature on buses of the Sprinter Transfer’s size. However that has changed with the

the vehicle has travelled up to 250 000kms.

Standard Roadside Assist comes at no extra cost during the manufacturer warranty period. This means customers are covered anywhere in Australia. 24 hours a day, 365 days a year.

As well as that a simple and flexible range of ServiceCare pay as you go and pre-paid capped priced servicing options

will provide transparent servicing costs and peace of mind for customers.

The 416 Sprinter Transfer is an impressive

Sprinter Transfer setting new standards when it comes to telematics.

The MBUX multimedia system

business card for fleets and business

optional 10.25” alternative head unit, and is controlled either via the touch-capable

With more standard features than the 414,

operators, adding more technology, style

(Mercedes-Benz User Experience) has a 7” HD display as standard with an

and power: The 416 Sprinter Transfer appeals to business customers who need functionality combined with good looks.

steering wheel controls, the touchscreen or a completely new voice control system.

the 416 adds a chrome grill, alloy wheels, fogs lamps, high performance headlamps and partial LED tail lights, comfort

Full smartphone integration via Android Auto or Apple CarPlay is included. Satellite navigation is optional with the standard 7” head unit and included with the optional

10.25” alternative. When on board it operates by keywords such as “Hey Mercedes”, and registers turns off phrase in everyday speech.

All Sprinter variants have service intervals up to a maximum of 40 000 kilometres or two years. Its comprehensive warranty means peace of mind for five years or until

overhead control panel, electric rear sliding door, light and rain sensors and, from the 120kW engine, more power.

With prices for the 414 Sprinter Transfer starting from $65890 and $75,933 for the 416* (both exc GST and on roads), the

Sprinter Transfer builds a compelling case for bus operators looking for a 12 seater mini bus that not only has cache but also reliability, efficiency, comfort and safety.

We look forward to a road test of the latest Transfer in coming issues.

GET ALL THE LATEST TRUCK AND BUS INDUSTRY NEWS AS IT HAPPENS AT THE TRANSPORT INDUSTRY’S BEST NEWS WEBSITE

www.truckandbusnews.net.au Brought to you from the resources of Transport & Trucking Australia as well as Coach & Bus magazine

Bus e-News

We also bring you all of the latest news in an easy to consume email bulletin, Bus e-News giving you all the detail on the biggest stories and industry news allowing you to click through to the website.

SIGN UP NOW FOR FREE

LCV

They have been described as Tradie’s sports cars, dual cab utes, with big alloy wheels, aggressive tyres and even more aggressive bull bars, driving lights and paint jobs.

Ford’s Raptor has taken this to another level and a recent drive highlighted many of the flagship ute’s drive qualities and some of its negatives.

T

hey might be seen as a tradie’s sports car, but the problem is that sports cars are generally considered to be light weight

performance machines with minimal passenger capacity and even less room for luggage, the exact opposite to these

new behemoths of our roads, two of which have become the best-selling vehicle models on our roads today.

Truth is we have emulated our cousins across the Pacific in the USA where the ‘pick-up’ truck and Ford’s F series have

long ruled the sales charts in that country.

Ford’s Ranger is now the Blue Oval’s bread and butter in this country and without it the company would be in more trouble than the early settlers. Roughly two out of every three cars Ford sells in Australia these days is a Ranger. The

upside is that the Ranger is an Australian designed and engineered ute, penned

056 www.truckandbus.net.au

and developed at Ford’s design centre in Melbourne and built in Thailand. In a coals to Newcastle move in recent times

with the top shelf models in Henry’s US F150 models, but don’t mention the word dinosaur!

launched in the USA, albeit built in local plants there. So we can claim some credit for ‘our’ Ranger.

strong credentials, a two litre twin turbo four cylinder turbo diesel boasting 157 kw and 500 Nm of torque, mated to a proper

Toyota’s HiLux, it is in this writer’s opinion also the second best ute on the market,

truck load of the best suspension you can fit under the bloated guards of a dual cab

the Aussie designed Ranger has been

While Ranger is the second highest selling model on Australian roads to

not to the Toyota but to VW’s Amarok, but again that is personal opinion and many

more people put it above the Amarok on the shopping list, so maybe we are wrong.

Then again Ben Ean Moselle was for a long time the best-selling wine in Australia

so popularity may not be a good indicator of quality.

That brings us to Ford’s ‘special’ Ranger, the Raptor, a prehistoric bird of prey moniker, that has long been associated

On paper the Ranger Raptor has some

10-speed torque converter and low range transfer case equipped self-shifter, and a

pick-up.

The two litre diesel was ushered into

the Ranger line up to pretty much replace the 3.2 litre five cylinder diesel, although this popular engine is still available, Ford is pushing the two-litre four harder and it is the only power plant available in the Raptor.

We mentioned that this is all well and

good on paper, because despite higher horsepower and torque in the two litre,

to this writer the new engine has always felt, well, doughy. By this we mean that despite having plenty of urge it just has

has become a hit with our ute obsessed market despite the fact that the look and suspension package are better than the

old five cylinder donk always did. Again this is just a personal feel and part of it could be the audible cues from the

Price did not seem to be an issue for Raptor, certainly prior to the Covid 19

shoulders above every other engine in the class, particularly the Raptor.

While we’re not fans of the Raptor

make, (it may change in the aftermath of Covid 19) and despite its rrp of $76,290, it is a lot dearer than many of its direct

are a lesson in how to give a ute great dynamics and handling capabilities, both on road and off road. But then again for

never felt really sharp and willing like the

two engines, but that can sometimes be an important factor in these emotive and strangely animate things we call automobiles.

Fact is, it just doesn’t deliver the shove in the back and urge that the image

power plant.

Crisis, with Ford selling as many as it could

opponents in the market, including some of Toyota’s over-priced HiLux offerings, Nissan’s Navaras and Mazda’s BT50, which is based on the Ranger.

directly from Porsche’s Cayenne and

delivers a smoothness and swiftness of performance that places it head and

engine, the reality is the underpinnings

the roughly $10000 worth of suspension, by way of the Fox Racing Shocks in the Raptor, it should have great dynamics.

The Fox Shocks are the main reason

of the Raptor would suggest. It feels underwhelming when the throttle is floored and that dull and slightly out of synch

It’s even more expensive than Volkswagen’s hot rod Amarok Ultimate at

you’d spend the $11000 more you need to stump up for the Raptor over the

Still you can’t fault the looks Ford’s design gurus down in Broadmeadows have gifted the Raptor. It is a hero ute, with

at 79,415, as well as the thumping petrol V8 RAM 1500 from $79,950.

You don’t just get better suspension with the Raptor, it also features some

sound from the engine is very unsatisfying.

an aggressive look, aggressive graphics, wheels and stance and it turns heads. It

$72,790 but less than the ill-fated and not long for this world Mercedes X-Class 350d

The reality is that the Volkswagen uses a V6 turbo diesel that has been taken

Ranger Wildtrak on the next level down in the line-up.

distinctive style by way of its bigger flared guards, special interior trim, seats and

www.truckandbus.net.au 057

The Raptor’s strong suit is its handling and ride particularly when you hit gravel and start clamburing over rough stuff.

carpet, a 4.2-inch display screen along with a Ford Performance instrument cluster, side steps, and ‘heavy duty’

The AV system features an 8.0-inch multimedia touchscreen mounted in the centre of the dash using Ford’s Sync3

special. The front seats are excellent, they wrap around you and hug you tight and when you grip that thick leather steering

The look is set off by special 17 inch Ford Performance alloy wheels

both Apple CarPlay and Android Auto.

The Sync3 system comes with DAB+ digital radio and an integrated sat nav

the start line of the Baja 1000.

Many a time, mass market car designers have gone over the top with garish trim

underbody protection.

shod with some excellent K02 all-

terrain tyres from the Michelin owned BF Goodrich brand and a variety of Raptor graphics that leave no onlooker doubting what they see in front of them. Like its junior sibling,

the Wildtrak, the Raptor also boasts LED lighting, a tub liner, an auxiliary12-

operating system which dovetails with

system, however this writer questions the need and effectiveness of on board

sat nav systems these days, when smart phones have better, easier to use and

more convenient navigation apps.

To say that the Raptor has presence and

volt outlet in the load tray as well as a 240v three pin GPO outlet in the rear

street cred is a massive understatement, no other ute in Australia can attract as many looks as this Ranger, with its

your drinks frigid, keyless entry and

appearance standing proud anywhere it is driven or parked.

Climb into the driver’s seat and settle

passenger seat, climate control air con which also feeds cold air into the centre console ‘cooler’ box to keep

push button start along with a chunky leather trimmed wheel and gear knob

058 www.truckandbus.net.au

graphics, wheels, stance and overall

into the excellent seats and you know you are in ute that is meant to be and is a bit

wheel you can almost imagine sitting on

and graphics, but we have to say the Ford team has done a great job at keeping the finishing touches classy and stylish.

There is plenty of space in the Ranger

interior for both front and rear seat

occupants with nice, spacious door openings, unlike many opponents in the ute market that have even the

short of stature doubling over to enter.

We fail to comprehend how such big vehicles are designed with such small door openings. However it’s not a problem with the Raptor, but it is a long way to climb up given the high

ride height, although it is made easier

by the standard side steps.

Being high up, the forward vision is

excellent, and the mirrors are also very well designed gifting the driver excellent all round vision. But this is a big ute and

keeping a fix on where the extremities are in a tight city or airport car park can be a challenge.

The Raptor’s strong suit is its handling

and ride particularly when you hit gravel and start clamburing over rough stuff. The trade-off is a reduction in both towing weight and payload. The thing is if you

want a true workhorse with a more usable payload and an added tonne in towing capacity then the Wildtrak would be a

you can’t dispute its frugality, returning just under 10 litres/100km which is very impressive given the size and weight of

Off road it benefits from hill descent control, hill launch assist, ‘load adaptive control’ and a six mode terrain

dual cabs struggle to match. The close and well matched ratios of the 10 speed auto no doubt help the fuel figures with

mitigation and trailer sway control.

While it is a smooth and rewarding ride and handling experience on road when

the machine, and a figure that some other

the small downshift gaps reducing high

revving and ensuring low engine speed at highway cruising.

Safety wise the Raptor gets a five star

ANCAP rating, like all Ranger models

thanks to the swag of electronic safety systems which include auto emergency braking, traffic sign recognition lane

better option. The Raptor has 182 kgs less

departure warning, ABS and stability control as well as six airbags including

than the Wildtrak).

control like the Wildtrak, because the radar system isn’t compatible with the

payload (758kg against Wildtrak’s 940kg) and boasts a 2.5 tonne tow unbraked towing capacity, which is 1000kg less While the engine disappoints this writer

rear curtain bags in the cabin.

Interestingly it doesn’t have active cruise

Raptor’s special bumpers.

management system as well as roll over

you wheel Raptor on to a piece of dirt it is in its element, riding the bumps with absolute aplomb, while the BF Goodrich rubber grips the loose with confidence inspiring levels.

Like all Fords, Raptor gets a five year

warranty including road side assist, free auto club (NRMA, RACV etc) and a free loan car at every service.

If you are after a dual cab ute with street

cred and presence that rides and handles better than any other commercial on the market and the two litre twin turbo doesn’t turn you off too much then the Raptor could be for you.

www.truckandbus.net.au 059

Company Car

T

he RAV sits below the larger Kluger, Prado and flagship LandCruiser but above the even softer and smaller CHR, and is

now much bigger than ever before.

We recently had the chance to drive both a RAV4 Hybrid Cruiser AWD as well as a conventional petrol RAV4 GX manual, both

of which impressed in their own ways.

The Hybrid was our vehicle of test for a week mainly around the city and suburbs while we were able to drive the petrol

manual RAV4 for an extended 10 day test

account for better than 90 per cent of

all vehicles sold these days, so a manual is a bit of a novelty.

The bush is where Toyota has a very strong presence in Australia, and is a place where buyers like manuals, so this is

probably the rationale behind this entry level RAV. The pricing is also quite favourable and this model is actually the least costly variant in the line up, wearing a price tag of $30,640 plus on-roads, so with a few caveats this is a lot of car for the money, albeit one that lacks a little performance.

on a road trip through South East NSW, the fire ravaged Gippsland, across to the Mornington Peninsula, a few days in

The RAV GX is an exceptionally comfortable and well bolted together SUV, and was comfortable, generally quiet

base in Sydney.

The fact that you can still get a manual

frustrated us was the surprising lack of torque from its 127 kW/203 Nm two-litre

Melbourne for the still born F1 GP, and back through Central Victoria to our home

RAV4 is amazing given the low number of manual vehicles of any type that are

sold in Australia these days. Automatics

060 www.truckandbus.net.au

and fuss free chariot for an extended trip like ours. The one area that annoyed and

normally aspirated engine, particularly when sitting at cruising speed on a country road.

Getting that sweet spot of acceleration when you push the pedal down to overtake a slower vehicle, was difficult

and often required the driver to slot down two gears to get the engine revving and to accelerate quickly enough for a safe pass.

It was something we encountered several times on country roads during the trip and it was the one thing that spoiled the RAV GX experience.

By contrast the Hybrid with its CVT (Constantly Variable Transmission) auto

mated to a 131kW/221Nm 2.5 litre petrol

engine and with the added assistance of electric motors (which boost stated overall power to 163kW), delivers rocket like acceleration when needed and particularly in the mid range where the GX misses out. While the RAV is not a true off roader and lacks ground clearance the Hybrid drive and all wheel drive gives it some impressive credentials when you do get into sticky situations. We proved this at

There was a time when Toyota’s RAV4 was a baby SUV that fitted a role as a mini touring/off road machine but these days like a lot of model plates, the RAV4 has grown considerably and is now considered a mid-size SUV. We tested both a petrol; manual and a Hybrid powered auto recently for our Company Car section, and found both had their positives.

a four wheel drive track in Western Sydney where it willingly waded through a water crossing, climbed out and completed the course, albeit with a few minor challenges.

This RAV4 Hybrid Cruiser will ring the cash register at your Toyota dealer at around $44,490, plus on roads, and in our view

that is also pretty reasonable value given its performance and equipment levels.

Standard features include leatheraccented seats and door trims, 10-way electric adjustable memory equipped driver’s seat, heated front seats, an

8-inch audio/infotainment touch screen with Apple CarPlay and Android Auto integration, wireless phone charging and a power tailgate.

The GX manual has less standard

equipment but still has an amazing array of goodies for a such a keen price. In the GX you still get 17 inch alloy wheels, the same 8inch touch screen infotainment screen with Car Play and Auto and DAB+ digital

radio with six speakers and a reversing

camera, as well as integrated sat-nav. You also get LED headlights and front and rear parking sensors, making a pretty handy kit of standard equipment

even if you only get manual air con. You get a less flashy driver’s instrument panel, but it still delivers the information you need in a clear and concise way.

While the Hybrid slips silently from the kerb on its electric motor and can

RAV4s get a five star ANCAP rating no matter which spec is selected and that is because all models get Toyota’s full suite of safety including seven airbags, blind

spot monitoring, lane depart warning, active cruise control, hill start assist, trailer sway control and a panoramic view monitor amongst other things. You can’t complain about thin equipment levels, no matter which RAV you choose.

The Hybrid version uses its 2.5 litre twin cam 16 valve four cylinder petrol engine

accelerate much harder with its CVT auto working away like a banshee under the floor and its electric motors giving it a

electric motor boosting the front wheels

far more analogue. Although its manners are just as nice and well behaved in the

the car its AWD credentials. The added torque injection is the x-factor that makes

serious boost, the petrol manual version is

ride and handling area, the petrol manual has to be rowed along through the six

speed box, and although it gets off the line well with a few revs, it is that mid-range area, when sitting on a reasonable cruising speed that causes the issues.

to drive the front wheels while there is an

and another driving the rear wheels to give

the Hybrid such an impressive performer on the road, particularly compared with the petrol manual.

The hybrid carries a 6.5 Amp hour

nickel-metal hydride battery, which is recharged by the engine drive with

www.truckandbus.net.au 061

the hybrid generator positioned in the driveline system, but also by harnessing the vehicle’s energy by recharging when coasting, and can be used effectively to almost stop the RAV, without touching the brakes. It is a thing that we will get more used to in time as more of us drive electric or hybrid vehicles.

You can also select an EV only mode allowing the RAV to drive only on the

battery electric system at low speeds and for relatively short distances. You also get three driving modes including Eco for maximum efficiency and lowest fuel usage, Normal for day to day running and Sport for the added performance edge.

The different modes tune engine, steering and throttle response differently for the circumstances, but most people will be fine just leaving it in Eco.

The AWD Cruiser also delivers Trail mode, which sends up to 80 per cent of the total torque to the rear wheels to get

you out of trouble when things get slippery in mud, sand, snow, ice or other dicey conditions.

The Cruiser gets terrific looking black 18 inch alloy wheels and you also get a sunroof to add to the luxury feel.

is an abundance of space with good leg, shoulder and head room as well as plenty of luggage space Choose either of the RAVs and in both the ride is supple and well damped with handling tuned for comfort rather than absolute performance, but the steering is

sharp and precise on any surface.

Whether you are on tarmac or dirt the ride is good and the car feels confident and manageable, however the AWD Cruiser has that added assurance of all the wheels driving and the sure footedness that this delivers.

Don’t be lulled however, the RAV Cruiser

AWD is not a pure off roader. It will get you out of strife in marginal conditions, but we wouldn’t be taking it to the tip of

Cape York or up the Gibb River Rd. This is particularly amplified by those nicely

styled 18 inch alloys, that could be easily damaged on rough tracks, while the lack

of ground clearance and average wheel articulation also reduce the RAV’s off road

capabilities.

Trail mode engages an automatic limitedslip diff and puts brake pressure to wheels

trip to your nearest garage or tyre shop.

Although the Toyota quoted fuel consumption average for the Hybrid RAV is a measly 4.8L/100km the best

we could return was 5.9L/100km across our week with the car. Meanwhile our

time with the GX manual petrol returned us 7.9L/100km, again a bit above the 6.8L/100km. Both models get a 55-litre fuel tank, which given the low fuel

consumption means a pretty reasonable range for both vehicles.

The RAV4 comes with Toyota’s standard

five year unlimited kilometre warranty and with set price servicing with 12 month/15000km intervals they will cost you just $210 every time you visit your Toyota dealer service department.

In this SUV obsessed universe we live

at the 4WD track saw a fair bit of spin because of the electronic wizardry kicking

the extra cash then tick the Hybrid box, if you want a very well-priced entry level

below the dash on the passenger side, a wireless phone charger in the console

in. Turn the traction control off and it works a lot better but just don’t forget this is not

062 www.truckandbus.net.au

which is another real handbrake on any serious all wheel driving on back roads.

Get a puncture and it could be a long slow

in these days the RAV offers a very user friendly, practical and cost effective option

Our one little off road encounter in that mock water crossing and slippery climbs

below the centre of the dash and there

The Cruiser because of those 18 inch alloys only carries a space saver tyre,

that are freely rotating wheels diverting torque to the wheels with traction.

Fit and finish is exemplary in every Toyota and there is lots of clever stowage

and storage touches including cup holders in the rear armrest, a great front shelf

power to drive that rear axle.

If you run out of charge for that you could be in strife.

a LandCruiser and you do rely on electric

if you are seeking a smaller SUV. The Hybrid is the pick and if you can afford

model that doesn’t lack for much in terms of equipment the GX will deliver a very serviceable and economical alternative.

MISSED AN ISSUE? Issue 28 – JUNE/JULY 2017 – $8.95 incl. GST

www.truckandbus.net.au

OPTARE MUSCLES UP NEW DISTRIBUTOR DOWN UNDER FOR BRITISH BUS MAKER LAUNCHED: VOLVO'S NEW B8 CANBERRA'S NEW NBUS IMAGE

RENAULT'S MASTER BUS PUT TO TEST BUS 4X4'S OFF ROAD PEOPLE MOVERS

Surf to www.truckandbus.net.au to register for a FREE back-issue today!

For all advertising queries contact: ads@truckandbus.net.au – 0404 883 249

064 Money Matters DIPPING INTO SUPER SHOULD BE A LAST RESORT

I

n response to the Coronavirus outbreak, the federal government has relaxed the rules around early access to super.

It’s now possible to withdraw up to

$20,000 from super if you’re unemployed, eligible for JobKeeper payments, or if you’ve been made redundant or had your working hours cut by 20 per cent.

If you’re self-employed, and your turnover

(that’s money coming in the door) has

dropped 20 per cent since the start of 2020, you too have the option to withdraw money

from super.

What’s on offer is one withdrawal for up to $10,000 before 1 July 2020, with a further $10,000 available between 1 July and 24 September 2020.

The Tax Office says you don’t need to provide evidence of financial stress to pull cash out of super (though keeping

records always makes sense). And in a departure from normal conditions, the money is tax-free and won’t count towards Centrelink benefits.

The downside of taking money out of super today is that can make a tremendous difference to the value of your final retirement savings.

Industry Super Australia (ISA) estimates that

a 50-year-old withdrawing $20,000 from their

withdrawal from super your last resort.

In addition, the sharemarket falls we saw in March can make it tempting to

switch your super’s investment strategy from ‘balanced’, which is how most Australians have their super invested, to a ‘conservative’ option.

History shows this too can come with

a cost.

According to ISA, during the Global Financial Crisis, fund members who moved their super from balanced options into cash-based strategies were $13,800 worse off after one year, $34,800 worse off after five years, and after seven years would have lost a whopping $46,000 of potential retirement savings.

Your super is designed to be a very long term asset. If you can afford to, keep it that way. If you don’t have to dip into your fund for emergency money, the best course of action can be to do nothing at all.

Meantime sharemarket falls can be especially challenging for retirees who don’t have the benefit of ongoing super contributions to make up for negative returns. But your retirement savings may

have weathered the recent market storms surprisingly well.

account could be worse off by $41,165 on retiring at age 67. A 25-year-old could lose up

No matter whether you have a selfmanaged super fund (SMSF) or you’re relying on a pension or annuity from a

These outcomes reflect the power of compounding returns. A 20-something

nest egg is spread across a variety of investments. This diversity is your best

to $120,511 from their final super balance.

can expect to have their super invested

for close to 40 years. That’s a long time for compounding to work its magic, and it explains why you could be left out of pocket in retirement by considerably more than $20,000.

The ISA numbers assume returns on super of seven per cent annually. However, data from SuperRatings shows the top 10 performing funds earned average annual

returns as high as 8.45 per cent over the last five years. So the impact on your super could be far higher.

The bottom line is to make an early

professionally-run fund, chances are your

defence against the recent sharemarket falls.

Tax Office data shows that across SMSFs, listed shares typically comprise less than one-third of the typical fund’s portfolio. Cash and term deposits account for about one in every four dollars invested by SMSFs.

Among retirees who use their super to

purchase a retirement income stream, the overwhelming majority (94 per cent) opt for an account-based pension. On average, these can have 57 per cent exposure to growth assets such as shares.

So while the recent sharemarket falls will impact your retirement savings,

it’s likely you’ll be shielded from the

full weight of the market downturn thanks to a diversified portfolio.

Despite being the cause of recent losses, shares still play a valuable role in many

retirees’ investment mix. History tells us that sharemarkets recover over time. As I write in mid-April, the ASX 200 Index has already gained 8.10 per cent for the month.

That’s not to say we won’t see further market dips. Volatility is very high right now.

But having exposure to a cross-section of equities – which is easily achieved

through exchange traded funds, will help your portfolio re-gain lost ground when the upswing gains momentum.

If you’re in the so-called ‘retirement risk zone’ – that is, the years immediately before and after retirement, a run of poor returns can rapidly eat into your super savings.

Investors concerned about the potential for large losses in this critical life stage may be tempted to eliminate as much risk as possible by shifting their portfolio into low risk assets to preserve capital. However,

adopting an overly conservative strategy early on can work against you.

At age 55 we can have another 30 years ahead of living, traveling, eating, socialising – all the things that make retirement

worthwhile. Three decades is a long investment horizon. Moving your nest egg to conservative assets as a result of Covid-

19-induced market falls, can leave you with

a lump sum on retirement that is completely inadequate for your long term needs.

That’s why the key is to maintain a diverse portfolio – and keep an eye on investment

fees. You can’t control markets, but by proactively minimising the fees you pay, you can maximise your stake of market gains, and that can go a long way to making your nest egg last the distance.

Paul Clitheroe is Chairman of InvestSMART, Chairman of the Australian Government Financial Literacy Board and chief commentator for Money Magazine.

064 www.truckandbus.net.au

hino.com.au

HINO PONCHO. DDA COMPLIANT & THE SMARTEST BUS AROUND TOWN.

XAVIER_HINO36428

THAT’S ANOTHER HINO

Over 4 million Australians live with a disability. Yet, unlike most community transport solutions, the smart Hino Poncho is fully DDA compliant right now and ready to go. Its internal layout configuration features excellent accessibility and an ultra low floor design. Cost efficient to run with superior rear engine access, the Hino Poncho will help lower your fuel costs and reduce maintenance costs as well. And because Hino is driven to do more for you, it comes equipped with automatic transmission and airbag suspension. It’s all designed to deliver on the Hino QDR (Quality, Durability and Reliability) promise to ensure a smooth and comfortable ride, for all your passengers. Find out more today at hino.com.au