Higer. At home From the outback to the city, more and more people are getting on-board with Higer With a wide range of 28-57 seat buses designed specifically for local conditions and an extensive dealer and service network, Higer is Australia’s fastest growing bus and coach brand. Best-in-class components are seamlessly merged with intelligent design to ensure maximum safety, comfort and class-leading reliability. Combine this with competitive pricing, locally supported componentry and a 5 year warranty* and it’s easy to see why more and more people are getting on-board with Higer. *Optional 3 year driveline warranty extension available (5 years total)
For more information and a free test drive call your nearest Higer dealer on 1300 850 206 or visit higer.com.au
in Australia.
Issue 012
Contents CONTACT DETAILS PO Box 3294 Erina, NSW 2250 www.truckandbus.net.au Enquiries Tel: 0411 099 091 Follow us on Twitter #truckandbusnews Publisher/Managing Editor Geoff Paradise gparadise@truckandbus.net.au Editor Fabian Cotter fabian@truckandbus.net.au Art Director Luke Melbourne www.groeningdesigns.com.au Advertising Sales Bruce Williams 0418 349 555 bruce@overdrivemedia.com.au Contributing Writers Chris Smith, David Meredith, Sven-Erik Lindstrand, Allen Matzel Contributing Photographers Mark Bean, Cristian Brunelli, David Meredith, Chris Smith, Sven-Erik Lindstrand, Matthew Everingham Coach & Bus magazine is published under licence by the Truck Power Media Group Pty Ltd six times a year and is distributed to bus and coach operators, business professionals and the industry throughout Australia.
Regulars
04 06 08 67 69 70
Driver’s Seat Editor Cotter reckons a lot more companies will be on the whole Minibus/Mini-bus caper and wonders how bad it could eat into big-bus sales? It’s food for thought.
Fare Go Publisher Paradise takes a leaf out of Hollywood actor Wesley Snipes’s book and reckons ‘always bet on black’, if the bus industry is marketing savvy enough to run with it.
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.
Hot Stuff If you are past Lego and Meccano then these trick gadgets on the go are hard to resist. You may not need them, but you’ll certainly want them. Or is that vice-versa?
Working Wheels Renault’s Master cab chassis is a new commercial that’s attracting quite a bit of attention. Is it right for your business? Geoff Paradise takes a quick look.
Money Bank fees? There are ways to minimise them while also realising self-managed super funds might not be great says Paul Clitheroe.
Technical
38
Generation Next FUTURE PROOF: Why not just harness the movement of a shock absorber going up and down to generate energy for a vehicle? ZF’s Genshock is on it!
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. Truck Power Media Group 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 $6.60 incl. GST
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coach&bus “...what MB is trying to do is build an experience irrespective of if you get on a Minibus, a mid, or a large.”
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Features
18 24 32 42
Eight is Enough COVERSTORY: Tapping into the growing Midi-bus market, BCI’s stylish, six-cylinder Citirider 8 hits the sweet spot. Fabian Cotter checked it out.
BusWorld 2013 EVENT: Every two years the bus world – literally – gathers together in Belgium for the mother of all bus shows. Our European correspondent Sven-Erik Lindstrand was there!
Solid Gold OPERATOR: Ballarat Coachlines has been going gang-busters and recently picked up some new Scania gear. We check them out in the historic gold-mining city. Fabian Cotter reports.
The Numbers Game EVENT: Daimler Buses enters the Mini-bus market big time and put on a fancy event in Melbourne recently. Fabian Cotter was there.
46 51 56 62
Dirty Work EVALUATED: Time to put the Brahman TravellerCDS through its paces. Chris Smith gets down and dirty with it on the Gold Coast.
60 Minutes With… INTERVIEW: After just eight months Aussie Justin Whitford is battle hardened and putting Daimler back on the commercial-vehicle map. Fabian Cotter has a chat.
Top of the Class INTERNATIONAL: Daimler’s stunning Setra TopClass 500 coach is a gorgeous coach launched recently. European correspondent Sven-Erik Lindstrand steers it.
Forward Thinking
FIRST LOOK: On the Hino Sydney Show stand was this gem - a Chiron tilt-cab 8m metro 35-seater for easy maintenance access. Winner! Fabian Cotter reports.
004Driver’s Seat
Fabian Cotter
“...this issue of Coach & Bus marks our second birthday. ‘Woohoo!’as Homer Simpson would say. And we have cake.”
I
t’s almost a natural instinct that whenever something goes wrong, usually with heavy
to do with buses; in fact, it is a system of thinking that has driven a range of smaller
financial implications, that the way forward is to either pour more cash into fixing it – often with dire consequences, like throwing gasoline to naked flames – or to downsize:
buses coming onto the market for customers to stick onto their fleet. Examples? This issue’s cover bus, the BCI Citirider 8, is a perfect one, as is Hino’s Chiron tilt-cab
slashing costs, offloading staff, basically fireselling the lot. Downsizing is often seen, though, as the first
RB8; then last issue we reported about UK company Orion bringing in the Bluebird and in future the Pegasus, plus even earlier
starts to take root. Heck, even German giant Mercedes-Benz has seen the logic in testing the waters to bring in Sprinter-based
sign of distress, especially to any competitors you may have, who in turn seize upon it to enforce their own market dominance to
something right on the cusp of the midi-bus border was the cool little Hino Poncho we featured. All designed to move a reduced
Minibuses, as I witnessed at an industry preview event in Melbourne recently. All interesting stuff and we’ll be watching how
soak up the ‘vacuum’ you’ve left behind. But downsizing isn’t always such a bad thing. In fact, done discerningly, it’s actually a strength. Now, what does this have to do with buses at all? Absolutely nothing! I was merely just really pushed to say something while standing up here on stage in front of the microphone, blinded by the annoyingly bright spotlight, while you lot are out there in the shadows with tomatoes at the ready and a heckle or two coming my way for sure. I figure if I take up a bit of your time first up you’d not have noticed that I’ve just waffled on for a bit about absolutely nothing. But heck, that would be cruel. And probably illegal in Uzbekistan or whatever. Anyway, of course, downsizing has a lot
number of people (compared to bigger buses”), but in an arguably more fuel efficient and thus potentially more ‘regularity of route’ way. Factor in if they cost less than a big bus and you start to see where things are going... These ‘downsized’ vehicles are ideally placed to tap into a very lucrative segment of the Australasian bus market, where those operators that start using them may just well find – and totally determined by their own unique routes, geographic locations and commuter patronage numbers throughout the day or night, of course - that they may not even need ‘big buses’ on their fleet. Ouch! A scenario highly unlikely I think many will agree, but one that curiously has bigger implications as a whole if the notion rapidly
this market evolves, for better or worse. Other than that, by the time you read this, you’ll probably have suitably found yourself plastered at the work Christmas party, or recovering nicely from that for a second stint at such shenanigans come New Year’s eve... Indeed, my how time has flown, as that featherless-cliche goes. So much time, in fact, that this issue of Coach & Bus marks our second birthday. Woohoo! I hear you say, with your party hats on while blowing those little whistle-inflatable tube thingies that make that God-awful deranged duck mating call noise. But, you know what? We can’t blame you. And that’s because we just did the same thing! Even better – we have cake. :) Twelve issues might not sound like much, but as we are bi-monthly it’s not rocket science to work out that we are a whopping great big two years old – and proud! As in any business or project that has the potential to fall flat on its bum (don’t delude yourselves, even great achievements have that potential before they became great), we hit the ground running with a series of issues filled with breaking stories, insightful tech features, scoop interviews, bus and coach reviews and so much more that all of us here at planet Coach & Bus can be proud of – and that is merely said in the context of the overwhelmingly positive feedback and comments we’ve had from the get-go from everyone. And the best bit? There’s more of that to come. So please pull up a comfy chair and stick around. Until the next thrilling instalment...
WHAT THE …?
PS. As pictured, if anyone had held any firm belief that there truly was hope for the future of mankind … you were wrong. Like the zombie apocalypse scenes we’ve seen in so many Hollywood movies, the ‘Attack of the Bus Seat Eaters’ is coming.
Game Changer. Daimler Buses is changing the bus industry to create a new level of product and service for our customers. There will be more choice, greater flexibility and access to technologically advanced vehicles. Change is coming.
006Fare Go
Geoff Paradise “From the get-go we have delivered colour, cracking photography, exceptional design and, above all, toprate journalism written by real journalists.”
O
kay, no more dilly-dallying. The bus and coach industry is behind
white rectangles look interesting after our equally talented professional photographers
the eight ball and being left behind by other sections of the automotive world. What I’m about to say is quite serious and
do their utmost best to give him something to work with. In 12 issues of Coach & Bus magazine – have I mentioned this edition represents our
should not be taken lightly. Product planners all over the world should be jolted out of the slumber, marketing executives given a kick
second birthday? No? Well, break out the cake and candles – sorry I digress. In 12 issues of Coach & Bus only one third of those
When I look back over those 24 months … well, more in fact because this magazine was in the planning stages long before Issue 1 hit the streets ... I see a low-key revolution
up the bum and CEOs shown the door for missing the opportunity. You see, bus and coach manufacturers have yet to release a model with the word ‘Black’ in it. Truly. Why isn’t there an Audace Black? Or a Midiboss Black? An Irizar Black Edition or a Proma Black? In the world of passenger cars Black is the new GT. In fact, Ford did a Falcon GT Black Edition. So have Subaru with the Impreza. Mercedes-Benz coined the phrase with its blindingly fast AMG C63 Black edition, the others merely followed. Think of the possibilities. Two-tone leather seats, MOMO steering wheel, 20-inch OZ wheels, Pirelli rubber, tinted windows… Good lord, the mind boggles. Such special editions would also make our art director happier. He is forced to make big
issues had covers with white buses. For the mathematically challenged that’s four issues. Yes, yes, I know. White buses are a clean sheet of paper for operators. No point in having a candy apple red 57-seater when you have to paint it in that appalling NSW paint scheme of Sky Blue and White. But we like colour. Everyone likes colour. That’s why when we launched this magazine two years ago we made the decision that it would not be a drab, boring, monochromatic, dull and lifeless chip wrapper. Every issue for past two years has met that objective and then some. From the get-go we have delivered colour, cracking photography, exceptional design (more recently produced by our very own ‘Cool Hand Luke’ Melbourne) and, above all, top-rate journalism written by real journalists with a passion and understanding for this
taking place. More brands from different countries (some for the better, some best ignored), increasing levels of technology and safety and greater fuel efficiencies. No doubt, some brands will fall by the wayside and their proponents to the Wayside Chapel to confess their misguided judgement, but as is the case in the jungle the strong will survive. That’s just the way it is. And so, too, will we. Coach & Bus magazine has proven itself tenfold and is here to stay. I always believe there is room for ‘a better mouse trap’ and the entire team behind this magazine including our printer, Tony Callahan, and our distribution lady, Kay Gould, have all played their role in getting us here. I thank them and I thank the industry for backing us and appreciating our product, which, at the end of the day, is for them.
industry (all steered expertly by Editor Fabian Cotter – aka Fabio The Magnificent).
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UpFront
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AUSTRALIA’S FIRST EURO6 THE AUSTRALIAN CAPITAL TERRITORY Government has selected Scania to
buses in the fleet. “ACTION is part of the ACT’s Territory
Scania chassis. The vehicles will use the latest CB80 designation body, with seats
pollution,” said Shane Rattenbury, ACT Minister for Territory and Municipal
supply of a fleet of 77 Euro6-compliant 12.5-metre route buses, making the order the first for a fleet of Euro6-compliant buses in the Australian bus market.
and Municipal Services Directorate. It owns and operates the buses in its fleet and its decision to lead with Euro6compliant vehicles reflects the Territory
for 48 and 18 standees. “These vehicles will replace buses that have been plying the national capital’s roads since the 1980s, reflecting the
Services. “The Euro6 diesel buses produce around 80 per cent fewer oxides of nitrogen and 90 per cent fewer diesel
Operator Australian Capital Territory Internal Omnibus Network (ACTION) is the first to adopt the new benchmark technology, it’s claimed.
Government’s desire to ensure the national capital is as clean and green as possible,” he said. “The new Euro6 buses will be
25-year operating life demanded by Australian public transport operators,” Mr O’Brien said. “We have enjoyed a positive and
particulates than the previous Euro5 engine models. “The fleet upgrades are an important part of making public transport a more
“ACTION has decided it wants to take a lead in the introduction of Euro6 emission technology to bus fleets in
delivered as Canberra begins its second century, having celebrated its 100th birthday in 2013.
fruitful working relationship with ACTION for several years and recently they assisted us with a reliability trial for a
attractive option for getting around Canberra,” Mr Rattenbury said. “ACTION will be the first city bus
Australia,” said Trevor O’Brien, national bus manager – Government Contracts for Scania Australia. “Deliveries are scheduled to commence in the first half of 2014.” ACTION has just completed a delivery programme for 33 new articulated Scania-based buses complementing 26 Scania 14.5m rigid and 54 Scania CNG
“The Australian Federal Government is yet to announce a date for the introduction of Euro6 emission standards, underlining the progressive action of the ACT operator,” he said. The Scania K 320 4x2s will be fitted with Australian designed and built ‘Rigid Easy Access Bus’ bodies constructed by Custom, a bodybuilder very familiar with
new generation of CNG engines, as they operate their own fleet of 54 gas buses,” he added. “ACTION is procuring 77 new buses to be rolled out from May 2014 to mid-2017. They’ll be clean, fuel-efficient and, most noticeably, they produce minimal harmful pollutants. They’ll help keep Canberra’s air clean and reduce
operator in Australia to use these improved, greener buses. It’s a small part of making Canberra a leader in both environmental and health outcomes,” he said. “The fleet upgrades are an important part of making public transport a more attractive option for getting around Canberra,” he concluded.
Scania Impresses at Sydney SCANIA RECEIVED A high level of interest in its Euro6 bus chassis on display at the BusNSW Australian Bus + Coach Show 2013 in Sydney, last September, it’s claimed. “We were very pleased to see a serious
Many potential customers commented positively on the simplicity of the Scania solution for Euro6. “This will deliver savings and economies in terms of servicing costs as well as running costs, allowing bus
was happy to confirm. “There was interest not only from private fleet operators, but also from the government authorities that often specify the lowest emission vehicles available on the market”.
modular engine concept and adds a higher degree of after-treatment technology to the SCR system. To comply with Euro6, particulates must not only be exceptionally small in size, but they must be counted and
level of enquiry for the Euro6 bus chassis we imported for the event,” said Julian Gurney, national manager bus retail sales
operators to deliver the cleanest possible exhaust emissions in built-up areas. This in itself has the potential to further
So far three Scania Euro6 bus chassis have been delivered, with two heading to body builders for integration studies,
must not exceed a certain number per kWhr travelled. While European countries adopt
at Scania Australia. “One of the key responses was approval of our concept, which uses
improve patronage as there are many commuters who have a predilection to choosing the most efficient and lowest
and one reserved for internal technician training at Scania. The Scania Euro6 bus powertrain
mandatory Euro6 emission standards on 1 January, 2014, there is no mandated date for introduction in Australia at this
SCR-only with the 320hp engine.
emitting public transport systems,” he
solution uses a five-cylinder Scania
point. But we’ll let you know when.
008 www.truckandbus.net.au
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UpFront
BRISBANE TO TRIAL HYBRID BUSES VOLVO BUS Australia has recently been awarded a three-year arrangement to supply at least 180 chassis to Brisbane
Volvo B7RLE ‘enhanced environmentally friendly vehicle’. “We expect to deliver a hybrid bus for
combination of its offering and the value for money it represented in the offer as a whole.
including supplying over 300 buses for use across Council’s vast network. One of the things we’ve focussed on
City Council, including the trial of a new hybrid diesel-electric model.
trial during 2014,” said Volvo’s national contracts manager Ian Clarke. “The
“Volvo provided the most competitive tender submission and its response met
for Brisbane City Council is providing in-depth training for new products and
With close to 80 million passenger movements annually, across 235 bus routes, Brisbane City Council is a major
hybrids have recently been trialled in metropolitan Perth with promising results and we’re looking forward to
Council’s tender requirements in the key areas,” Cr Matic said. “In previous business relationships
service support for Council’s drivers and technicians. If different bus models are moving between depots, we conduct
provider of public transport services. The Council currently has a contract with Volgren, which will build the bus
seeing them in service in Brisbane.” Under the new arrangement the Brisbane City Council has committed to
Volvo has demonstrated a proven reliable product, with excellent customer service and product support.”
initial familiarisation training, and we also offer courses throughout the year on specific aspects of operation and
body on the chassis supplied by Volvo. Volvo has been supplying chassis to Brisbane City Council for the past five
purchasing more of the B7RLEs in the first year. Brisbane City Council Public and
Volvo’s Clarke said a complete offering incorporating whole-of-life product costs, service and support was
servicing like electrical components, air conditioning or brakes.” Under the new agreement, Brisbane
years and, in 2011, the Council won the inaugural Lung Foundation Green Leaf Award for its introduction of the
Active Transport chairman Peter Matic said Volvo was awarded the new arrangement because of the
developed for the Council. “We’ve worked well with Brisbane City Council over the past five years,
City Council will purchase at least 60 new Volvo Buses per year over the next three years.
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Ellisop Concept Turns Heads IVECO HAD MOUTHS watering and heads turning at the recent 2013
quite refreshing. Good colour coordination inside
wider doors. The name itself comes from the words Electric, Lithium and
BusWorld Show in Kortrijk, Belgium, with the display of its very funky and eye-catching Ellisop concept vehicle. Outside, the space-age-look
makes it a pleasing place to be, though we are confident that if this ever did get into full production the neon lighting would be removed – to
Supercapacitors, as used on the bus. Wheels are 17.5-inch and four of the eight have 50kW hub motors in them, a feature developed in conjunction
quad-axle (axles one, two and four steering) bus featured large panoramic windscreen up front and almost hidden-pilar windows along the flanks,
prevent impromptu ‘80s retro dancing fans getting up and strutting their stuff in the aisle while the bus is in motion. Not so much for fear of causing a
with Michelin. For power, it’s a plug-in hybrid with an automatically raised pantograph and has a 250kW charging capacity, it’s claimed.
but inside is where the greatest design innovation takes place. Inside, an open and airy look that
distraction to the driver, mind you, but more so because some of those dance moves can be pretty dodgy and no
All of this is good for a 10km range and then it takes just four minutes to recharge, arguably workable for short
uses wood and contoured plastics provides an upmarket feel to the interior, whose stylish use of sidefacing recessed seats and lack of hand rails above the normal eye line was
commuter worth their salt should have to endure those, we reckon. The 12.38m Iveco Ellisop also features wireless stop buttons, a blind-spot detection system and
city routes. It’s a lighter weight at 13 tonnes given its hydroformed structure, which in turn gives it a passenger capacity of eight tonnes.
www.truckandbus.net.au 051
UpFront
ADAMS Chooses Volvo WESTERN AUSTRALIA-BASED ADAMS Coachlines recently entered into a deal
Tours, one of WA’s major tourism providers and we realised we needed to
B11Rs will be used for corporate charters and as part of the APT West
and is looking forward to trialling a Volvo hybrid bus on metro passenger
with Volvo Bus Australia for the delivery of up to 15 new buses over the next three years. Managing director Adam Barnard said
significantly increase our fleet to meet the big increase in tourist numbers. “We have high expectations of our supplier partners. In deciding which
Coast Tourism Programme, including extended routes up to 21 days long, from Perth to Darwin. “The conditions can be very harsh on
routes, he says. “We’re already operating in the mining, tourism and government transport sectors. Our long-term goal
the Perth-based company is in a growth phase that is centred around developing new markets and exceeding customer expectations. When he called for tenders
coach chassis to choose we looked not only at price, but reliability, availability of spare parts, service and fuel economy.” For his first delivery, Barnard chose
these routes, so reliability is absolutely critical,” Barnard said. As part of the new bus handover Volvo Bus is conducting driver and service
is to enter the public transit sector and we’re definitely interested in Volvo’s low-floor hybrid. It’s important to us to be at the forefront in the industry with
for new vehicles, he was looking for a supplier that would offer outstanding vehicle reliability and a high level of
two Volvo BR9 two-axle coaches and three B11R three-axle coaches, all with Irizar i6 bodies.
staff training, including a full-day theory component. Volvo will also offer 24-hour technical advice to support the ADAMS
innovative products. You have to lead from the front with your competitors following,” Barnard said.
responsive support. “We are the biggest coach charter provider in Perth,” Barnard said. “In 2012, we acquired Australian Pinnacle
The BR9s will be used as part of the Pinnacle Tours brand, which operates day touring and some extended touring routes. The wheelchair-accessible
in-house team, which operates from a 55,000 sq. m depot at Malaga, WA. Barnard is looking to expand his business into the public transit sector
“Success comes from diversity and innovation. We started with one coach in 2005 and now we have a fleet of 65 vehicles and 130 staff.”
012 www.truckandbus.net.au
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HINO CONCEPTS AT TOKYO SHOW HINO HAD AN electrifying display of new bus concepts for urban and
drawcards to EV bus implementation in urban centres.
Also gracing Hino’s stand is a plug-in hybrid version of its popular Melpha
industrial use, as well as competitioncrushing racers at the recent 2013 Tokyo Motor Show. The 43rd Tokyo Motor Show
The Hino Poncho Mini does not emit air, ground or noise pollution in its immediate environment, leading to cleaner air in central urban areas, while
bus and a S’elega tour bus fitted with advanced pre-crash safety systems to monitor driver awareness, alert drivers to dangerous situations such as
from November 20 to December 1 highlighted the latest concepts in vehicles, fuels and technologies. Hino Motors is pushing the envelope
the efficiency of electric motors far outweighs that of internal combustion - 90 per cent for electric motors versus just 30 per cent for fossil-fuel power,
unintended lane departure, and mitigate the damage of an imminent collision.
in environmentally friendly, communityfocused transport solutions by displaying the latest in electric vehicle
says Hino. The greater energy efficiencies of EV technology means less demand
(EV) technology to tie-in with the theme of “Transporting Your Tomorrow Worldwide”, it’s claimed.
on energy resources, including dependency on both fossil fuels and renewable resources.
S’lelega tour bus has a host of advanced safety features. Hino’s Melpha now in plug-in hybrid format.
Building on the blueprint of its lowfloor Poncho bus, Hino has scaleddown the Poncho Mini concept to better suit congested urban centres. Its diminutive size belies the Poncho Mini’s generous interior space, made possible by clever packaging and the exclusive use of EV technology. As Hino engineers designed the battery packs to fit evenly along the bus chassis, the Poncho Mini avoids the traditional loss of interior space to accommodate the engine and drivetrain components. This also allows for a low, no-step floor enabling wheelchairs, mobility vehicles and strollers to easily board and disembark - a feature absent on current, diesel-powered buses. The local and global environmental benefits of EV buses are obvious
The endearing Poncho Mini gets EV technology.
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UpFront ZF Transmission Wins Award
AN EXPERT PANEL awarded the ZF TraXon transmission top marks in criteria such as economy, environment and social responsibility to win a European Transport Award for Sustainability on November 19 in Munich, Germany. “Our new TraXon modular transmission system is sustainable in the best sense. It helps make heavy
central role in ZF’s products, but in ZF’s entire business ethos.” An independent seven-strong expert jury made up of representatives from business, science, trade associations and the media assessed new heavy transport innovations from multiple standpoints. In the economy criteria, the decisive factor was the extent to which the
Finally, social responsibility rated products for how they conserve resources, as well as further optimise environmental protection and conditions within the workplace. TraXon received the top marks from the experts in all assessment criteria, making it the clear winner in its category. The core element of the automatic ZF TraXon transmission system is a
clutch, but also with other starting elements; for example, with a dualclutch module or a powerful 120kW hybrid module. TraXon brings both of these technologies to the heavy-duty commercial vehicle segment for the first time, it’s claimed. ZF specially developed the PreVision GPS shift strategy for the new transmission. By using GPS data and
commercial vehicles environmentally friendlier, more economical, quieter and more comfortable at the same time,”
product simplifies the work and business processes, or technical workflows, considering the cost
compact basic transmission, which is designed to handle heavy vehicle engine torque of up to 3500Nm with
digital map material, the transmission control unit responds in an anticipatory manner while saving fuel. The system
said Winfried Grndler, head of the Truck and Van Driveline Technology business unit at ZF.
savings achieved. The environment aspect meanwhile considered the degree the innovation
the design becoming the benchmark in terms of its spread of gear ratios and power-to-weight ratio, it’s claimed.
avoids any unnecessary gear shifts in relation to upcoming changes of topography.
“But we are also especially delighted with the European Transport Award for Sustainability because the competition’s criteria not only take on a
helps improve the eco-balance when compared with previous products and other solutions currently in the marketplace.
The modular kit concept ensures the ultimate in flexibility, according to ZF. The basic transmission can not only be combined with a dry
As with the existing range of ZF products, when ZF TraXon enters the local market the system will be fully supported by ZF Services Australia.
USED BUS TRADE INS
6 Spd Manual, 539,000 km 53 bench seats Luggage Racks, Storage Bins, Top Sliding Windows
PMC Body, 10-spd comfort shift, 14.5m 3 axle 61 reclining. seats, front & middle door, Toilet, Denso Heat/Cool A/C, alloys
49 APM reclining leather seats, Alloy Rims, Carrier A/C, ZF auto trans, 364,000km
74,000km, 3-axle 12.5 m Eaton Ultrashift, 48 recliners seats, Carrier A/C tv, dvd, curtains, bull bar, reversing camera
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2014 NT TRANSPORT FORUM A national forum to discuss vital remote and regional infrastructure issues is to
the national agenda,” Minister Styles said. “We will be looking at discussing
services in our regional areas, providing sustainable economic growth and
Economic Report identifies that the Northern Territory could benefit as little
be held in Alice Springs next year. The Remote and Regional Transport Infrastructure and Services Forum will be held in May to coincide with the
transport infrastructure, transport services, regulation, governance and a number of local issues. “The forum will be a key facilitator
new business opportunities in remote communities.” Minister Styles said at his first SCOTI meeting the issue was brought to their
as $1.3 million over 22 years. “Industry has also raised concerns about the National Fatigue Management Regime and, as such, we will not
Standing Council on Transport and Infrastructure meeting (SCOTI). Minister for Transport Peter Styles said the forum would bring together
for all jurisdictions to input into the Australian Government’s White Paper on Developing Northern Australia. “We need to see the provision of basic
attention regarding moving single national regulators for marine and rail safety and heavy vehicles. “I am pleased that both the national
participate in the scheme as there are no demonstrable benefits for the Territory.” The SCOTI meeting and the Remote and Regional Transport Infrastructure
transport ministers from every Australian jurisdiction, including the Deputy Prime Minister, transport and infrastructure
transport services, similar to those that most of us take for granted in our day to day lives, such as registration and
rail and marine regulators are currently operating in the Territory; however, Delia Lawrie’s previous Government was quick
and Services Forum will be held in May 2014, Alice Springs.
industry leaders and key national stakeholders. “I expect the forum to firmly place remote and regional transport issues on
licensing services and public transport, which are most often non-existent in remote communities. “We will continue to grow transport
to sign up to the National Heavy Vehicle Regulator reform without any detail on the benefit to the Territory. “The Heavy Vehicle Regulator’s own
VOLVO BIG ORDER INTO SAN SALVADOR VOLVO BUS LATIN AMERICA has sold 190 buses to the Metropolitan Integrated Transport System of San Salvador (SITRAMSS), capital of El Salvador, the company states. The order comprises 60 articulated buses and 130 standard buses. The vehicles will operate in the BRT (Bus
Sipago and Subes. The first 40 vehicles will be delivered in December this year, the remaining buses in the spring of 2014. The 60 articulated buses are Volvo B340M, 21 meters in length and with a capacity for 180 passengers. The 130 standard buses are Volvo B290R, which carry 90 passengers.
about fuel consumption, emission of pollutants, hours in operation and average speed for each vehicle in the fleet, as well as by driver. By following the position of each bus in real time it’s possible to identify delays, problems or deviations in routes, and generate a geographic position history.
Moreover, the order includes Volvo offering technical advisory services and an assessment of the city’s traffic characteristics to the administration agency of the huge San Salvador transport system. “The objective of this work is to match the deployment of the vehicles
Rapid Transit) system, which is being built in the city. Nearly all vehicles will be equipped with the Volvo Bus Fleet
Marcopolo of Brazil will provide the bus bodies, it’s stated. The articulated buses are equipped
“This system will drive productivity efficiency for the operator. The information enables definition of
to the local characteristics, in order to achieve gains in efficiency and increased average speed for the
Management service, which helps operators’ increase fuel efficiency. “Once again we’re participating in the
with Alcolock, which works as a breath analyzer, disc brakes with ABS/EBS system, electronic traction control,
targets, identification of failures and adoption of measures to increase safety and to reduce operational costs
buses,” added Idam Stival, sales engineer, Volvo Bus Latin America.
process of developing a BRT system in Latin America. This is something we are proud of, as it adds to the effectiveness of our vehicles in addressing a transport model that offers a higher
electronic suspension and automatic gearbox. Nearly all vehicles will be equipped with the Volvo Bus Fleet Management service, which allows for carrier
of fuel consumption and maintenance,” commented Euclides Castro, Urban Bus manager, Volvo Bus Latin America.
quality of life to people who live in the city,” affirmed Luis Carlos Pimenta, president of Volvo Bus Latin America.
operators to track their buses in real time. The system provides information
The buses were purchased by the consortium formed by the companies of
www.truckandbus.net.au 015
UpFront
follow us online at: www.truckandbus.net.au
SCANIA TO DELIVER IN BERLIN SCANIA HAS RECEIVED an order to provide 156 articulated buses to Berlin’s
sales director for Europe and Eurasia, Buses & Coaches at Scania.
that won the BVG order for Scania, according to the Swedish company.
operation in 30 major German cities. “This means we have strengthened
public transport provider Berliner Verkehrsgesellschaft (BVG). The buses are scheduled for delivery between 2014 and 2017.
The delivery to BVG includes 156 Scania Citywide articulated buses powered by Euro6 engines and automated gearboxes, as well as a close cooperation for
The BVG order is Scania’s second major bus contract in Germany over a relatively short time. In May 2013, transport operator ADAC Postbus
our position in two key segments. We can supply solutions featuring our vehicles and service for city and express bus services that are attractive to
“This order is strategically important for establishing Scania in the German bus market,” said Fredrik Dahlborg,
repair and maintenance needs. In fact, predictable maintenance costs and good fuel economy were the decisive factors
ordered more than 60 express buses for delivery by early 2014. The majority of these buses have already been put into
passengers, and ensure high availability and low operating costs for our customers,” said Dahlborg.
Higer’s new Munro is here! With a range of improvements, the new Higer Munro offers an impressive array of standard features including: • Roof-mounted AC system and improved cabin ventilation with windscreen and side window cooling • Alloy wheels • Refined suspension with rear anti-roll bar • Largest seat capacity in it’s class • 28 seat belted seats • Upgraded driver’s environment • Noise reduction from redesigned engine hatch • Increased head room for passengers along with new reading and night lights • Tinted rear window and floor protection mats • Overhead electric mirrors (optional)
For more information and a free test drive call your nearest Higer dealer on 1300 850 206 or visit higer.com.au
DW3003/1013_FPC
Benchmark Quality Proven reliaBility S e n S at i o n a l v a lu e www.daewoobuses.com.au
Cover Story
018 www.truckandbus.net.au
Photography: Matthew Everingham
Ⅴ
S I T H EIG GH U O EN
Ⅴ
If size does matter then it’s even mo midi-bus m re true in th arket where e burgeonin f u service mak el saving an g es them key d regularity to of route recently rel eased Citiri winning big business . And BCI’s der 8 looks b slice of the a n cake. Fabia n Cotter rep g on target to grab its orts. www.truckandbus.net.au 019
Ⅴ
1 From ‘dusk ‘til dawn’ the BCI Citirider 8 is a
proper style meister.
2 Rounded treatment of the dash less
‘confronting’ to the usual angular fare. Seat felt good, too. 3 For short trips and hopefully more frequent than provided by bigger buses, the Citrider 8 has plenty of space.
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I
t’s usually a case of ‘the bigger is better’, but the old issue of ‘good things come
Coach Show, in Sydney, Perth-based Bus and Coach International (BCI) brought its A-game
small packages’ often has a habit of inconveniently popping up to bite the earlier argument smack bang in the bum. In
to the party in the debut of its awesome Citirider 8. If that name sounds familiar that’s because
a world where certain types of buses and coaches are designed for performing certain roles and tasks compared with those that prove more cost effective for operators by being able to perform a multitude of jobs all at
the Citirider tag is not new to the market and is synonymous with being one of BCI’s bestselling products to date, with the ultra lowfloor suitable for both city and suburban runs in 11.9m and 12.5m sizes. Appointed with the
once, the choice on offer for potential buyers is enormous. And so too the responsibility for operators to choose wisely.
seemingly obligatory six-cylinder Cummins of varying outputs, matched to an Allison transmission, ZF axles, Wabco brakes et al it’s
With the massive market evolving for smaller buses to provide cost-saving alternatives on specific city and urban routes, a few key
certainly a vehicle with all the expected good fruit. And why not? Yet market demands for even shorter
players have entered into the competitive realm to showcase their wares. And at the recent 2013 Australian Bus +
buses – to avoid any ‘slack’ on certain routes where passenger patronage at certain times of the day may not justify the fuel use and at
1
2
“...a ‘heavy-duty sub8m low-floor’, the Citirider 8 is a mini urban transporter built for ‘high-demand conditions’.”
3
times staff labour required for running bigger, ‘normal sized’ buses – has evolved.
applications, and low-patronage regional applications.”
“It’s a heavy-duty city vehicle that creates a hub and spoke-type distribution. Previous
With the thinking being a few fewer seats equalling reduced cost, but with still a modicum of reliability from quality
“Due to its short rear overhang it will be a great feeder bus to specific points, handling the restrictions of traffic-calming road
vehicles offered to the market in this size by other manufacturers have all been light/ medium duty with four-cylinder engines. This
components there’d be many operators looking for such viable and logical vehicles to be on their fleets. Yet the new BCI bus promises more than that. Touted as a “heavy-duty sub eight-metre
features, such as speed bumps. And with similar components to the Citirider 12-metre it has shared parts supply,” he said. So what was the inspiration behind the bus and what people or market factors drove its
is the first sub-8m city bus with a six-cylinder engine and 22-inch wheels and tyres on a heavy-duty running gear platform. “It is designed to complement the recently launched Proma Low Floor, which fits
low-floor” the Citirider 8 is a mini urban transporter built for performing under “high demand conditions”. And as BCI Sydney
creation, we asked? “This heavy-duty mini-ultra low-floor shares many parts components of our existing
neatly into a medium-duty cycle,” Chinnery explained to Coach & Bus exclusively. The example on display at the Sydney Bus
dealer principal Peter Chinnery explained: “It’s a 23-seater bus and can accommodate an additional 21 standees for a total passenger
full-size heavy-duty Citirider range, which, with an angle drive transmission and portal axle, achieves its compact 8m length. The
Show certainly looked the part and caught the eye of many onlookers, Coach & Bus magazine’s included. For here was a smart-
capacity of 44.” He added, “It will suit peak city traffic, urban late-night metro applications, suburban feeder
inspiration was to offer the Australian market a heavy-duty vehicle that will accommodate the applications mentioned above,” Chinnery said.
looking ‘compact’ on proven running gear that stood out for the very fact it was one of only few like it for the Australian market.
www.truckandbus.net.au 021
BUS SPECS MODEL: Citirider 8 Ultra-low Floor ENGINE: CUMMINS Euro5 ISB6.7E5 225B diesel inline four-stroke, 6.7-litre sixcylinder, water cooling, direct injection, turbocharged with intercooler. Power 165kW@2300rpm, Torque - 850Nm@11001800rpm TRANSMISSION: ZF six-speed automatic with retarder and angle drive AXLES: Front - IFS Type, max. load 4500kg Knorr disc brakes, Rear - low-noise portal, max. load 8200kg SUSPENSION: Wabco electronic air suspension with ECAS, two + four air bellows, raise, lower and kneel BRAKES: Wabco ABS, dual-circuit air system, disc brakes (Option: Wabco EBS) WHEELS/TYRES: Front – 7.5x22.5-inch with 275/70R 22.5 tyres, Rear – 11.75x22.5 with 385/55R 22.5 tyres (Option: Polished Chrome-plated steel wheels). STEERING: ZF model 8098. Adjustable column for height and rake BODY: Fibreglass front and rear header panels, one-piece fibreglass roof; fibreglass stretch panel; aluminium lower skirt panelling; Australian-standard Supagal steel frame (Optional: Alcan aluminium or Helens stainless steel frame); Seating – 23 (21 Standees) MISC.: Fuel tank – 200L; Alternator - 28v 140a (subject to engine choice); Batteries – two 12v 180ah; GVM -12,600kg; Aircon Kingtec Heat cool roof top with Valio TM43 compressor standard (Option 1 - TRACS AC520III with Bitzer, Bock or Valio TM43 compressors; Option 2 - Thermo King SR70-1004 heat/cool with X430 compressor); Max speed - 100km (limited)
022 www.truckandbus.net.au
“...a number of regional operators expressed a keen interest in the Citirider 8.”
So were there any orders for it from the
Ⅴ
No optical illusion here. It’s shorter than the average bear. Or is that smarter than one? Er ... whatever, you get the point.
parochial ‘buy Australian’ mentality of many
Show? And, if so, what was the reaction of people to it and what suggestions of improvement were made if any? Chinnery says he had a number of regional
potential buyers here might help it get across the line, while others may simply prefer its stylish conventionalism in terms of looks over the Solo’s strikingly quirky ‘humpback whale
operators who expressed a keen interest in the Citirider 8 during the Sydney Bus Show, as they could see the benefits of the vehicle – that
(or is that head)’ bulgy appearance. Still, it’s whatever may suit and please individuals, we’d imagine – but today that
size in terms of efficiencies suitable for their town service routes. “The regional areas have to have a town service, but they often don’t have a large patronage demand, so the smaller size suits their needs beautifully,” Chinnery said proudly. “We also see this vehicle as being ideal for late-night low-patronage services and small urban feeder routes for the metro area,” he said. As standard, the 8m Citirider comes ideal for most operators needs, but the company does still offer a range of fit-out options to help tailor the bus to customers. Some fit-out options include: electronic destination signs front, side and rear; coinbox; enclosed driver’s compartment; electric wheelchair ramp; LCD monitors; JVC DVD and Alpine amplifier entertainment system; VDO tachograph;
battle is raging in other markets. “Canada is also currently running a similarly spec’ed vehicle in major and provincial cities. The UK has had the little Optare [Solo SR] and it is selling in NZ as well,” Chinnery explained. “This model has a unique placement in the Australian market as there are few competing models in this mini city-bus class. “In terms of other vehicles in this class we haven’t identified anything similar in Australia, though in New Zealand there’s the British-built Optare. “In Australia, this type of application hasn’t been embraced in the past because the price point has been only slightly less than that of a full-length city bus. Our price point will challenge this,” Chinnery said vehemently. So, speaking of costs, exactly what kind
interior surveillance system; sliding or hopper windows; school bus flashing lights; signage to suit all States’ requirements; and painting in
of hard-earned moolah can operators be expected to part with? “At this stage I would like to be a little non-
fleet colours. In terms of special needs the vehicle has DDA wheelchair access compliance.
committal when it comes to the price - and to that end would say the price of the vehicle, as displayed in Sydney, is in the mid-$200K range.”
“The orange model from the Sydney Bus Show accommodates one wheelchair and you could customise it to include two wheelchairs,” said Chinnery. With such an array of options and the general
And that’s for the diesel version, of course. As shorter-route, shorter-length buses start to pick up any slack from bigger bus sales not covering such journeys ‘optimumly’ in terms of fuel, operating and original bus-purchase costs
pleasing aesthetic that comes from such a shortened, compact length it should curry favour with many in the Australian market, with
– the demand for alternative-fuelled Citirider 8s could kick in. “There is a possibility for [BCI
competition from the recently debuted UKoriginating Bluebird Orion or even Optare Solo SR coming to mind. But with BCI – though its
accommodating] this. At this stage we will have the model established in our product suite for a period and then this could be looked
state-of-the-art assembly line is in Xiamen, China – being an Australian company, the
at if there was demand for hybrid/electric,” Chinnery said.
www.truckandbus.net.au 023
Special Event
– Isuzu out in force and so too VolgaBus.
024 www.truckandbus.net.au
BUS WORLD 2013
If hybrids were the overriding topic at the previous BusWorld 2011 in Kortrijk, Belgium, then electric buses were the major theme of this year’s exhibition. Coach & Bus magazine’s Sven-Erik Lindstrand reports from Europe. www.truckandbus.net.au 025
No, it’s not the Purple People Eater! It’s Turkey’s Pininfarinadesigned Temsa LD13. “We all live in an orange submarine. An orange submarine. An orange submarine...”
If you want to get to the city then you need to climb aboard this bad boy. Scania proudly showed off its Euro6 platforms.
“Several exhibitors, including a few Chinese OEMs,
T
he industry’s largest single exhibition in 2013 can now boast of record numbers of exhibitors, visitors and journalists. Officially, BusWorld 2013 saw 32,228 visitors and 390 exhibitors, of which 70 were classified as
Solaris has developed its own system for a realistic measurement of the distance range with a given amount of energy on board. The electric Urbino has a modular battery system that operates space-saving motors in the wheel hubs. A 12-foot bus is estimated
diesel is 39 per cent. With the continuous development of the bus it has become both a commercial success for us, while it also paves the way for continued technological development,” Agnevall continued. It was then Volvo introduced an 18-metre
true bus and coach manufacturers. The new record in itself sends a calming signal for an industry that has had some struggles during
to include about 34 seats, while a 18-metre bus has 40-50 seats depending on the configuration.
version of the Hybrid 7900 for the first time to a wider audience. The engine in the hybrid is a four-cylinder 5.1-litre Euro6 version that
recent years the world over. Although Bus World 2013 was fully subscribed in January, during the spring
For the major European bus manufacturers diesel still applies. They all introduced their Euro6 engines well before the new legislation
provides 240hp and 900Nm, while the electric driving force comes from a 150kW Volvo I-SAM parallel hybrid system.
came some disturbing signals. Several exhibitors, including a few Chinese OEMs, chose to completely cancel their participation, while others wanted to reduce their exhibition area.
takes effect from January 1, 2014. It became obvious during the Volvo and Scania press conferences that the Swedes are a divided people. Hybrid electric means everything in Gothenburg (Volvo), while in
The Volvo D5 engine has its roots from the UD in Japan, which was acquired by Volvo a few years ago. The Volvo version of this engine block is cast in India and the engine is mounted in France. From 2014, all low-floor
First impression from the many exhibitors was a positively charged optimism (pardon the pun). Never before have so many
Södertälje (Scania) bio-gas is what will save the world. “Our highly focused approach to the hybrid
buses from Volvo will come only as hybrid versions. However, Hakan Agnevall has greater visions than that.
variants of electric buses been displayed in one same place. The Polish bus manufacturer Solaris is
technology has quickly made us the world leader in this field,” said Volvo Bus general manager Hakan Agnevall. He was referring to
“For Volvo Buses, electro-mobility is the road to the future. And it’s not that far away,” he said.
spreading steadily across Europe from trolley buses via CNG and electric hybrids to a wide range of traditional diesel engines from
the 7900 Hybrid model, which was introduced in 2010 and until now has been delivered in 1200 units to 21 countries.
“Already now, plug-in test buses run in Gothenburg and save between 70-80 per cent of diesel. A commercial launch is
Cummins and Paccar (DAF.
026 www.truckandbus.net.au
“Our figures show that the real savings in
planned for 2015.
”And in the same year, Volvo, together with our partners, will start a test line in Gothenburg with electric buses only. ”We are today already very advanced on pure electric buses. Together with our Chinese partners a large number is sold in China. The core of the success of all-electric buses is not only the technology of the bus but the involvement of the whole system and the infrastructure around them,” Agnevall concluded.
of weight, along with a lighter version of ZF’s
From an overall perspective, it was
automatic transmission it will be a saving a total of 500kg.” ”Last but not the least, we are proud of
Van Hool’s Multi Propulsion Platform that impressed the most. This involves everything from fuel cells to both diesel and
our new Euro6 gas / biogas and biodiesel engines. Gas engines are 9-litre with 280 and 340 horsepower and have outstanding performance - particularly on intercity routes
CNG-hybrids as well as trolley buses and full electric buses with different charging methods. Another important innovation was
- resulting in a better fuel economy than our Euro5 diesels. He said Scania’s overall goal is to make the customer more profitable.
the all-electric Van Hool A308-E. The 9.5-metre long and 2.35-metre wide bus was displayed at the exhibition as a school bus. It can be charged both inductively and
SCANIA 7-LITRE ENGINE
VAN HOOL ON THE MOVE
The atmosphere at Scania Park Cafe was high when global bus manager Klas Dahlberg had
This classic Belgian bus brand performed with confidence on its home turf. Sales
conductively. Three of this model will be in operation in Bruges, Belgium in the spring of 2014.
a lot to say about Scania’s full Euro6 engine program, including a brand new 7-litre engine for them. ”Scania is already in generation two of
in Europe and the U.S. are pointing up, especially with the successful new TX series of coaches. Van Hool is thus on the offensive in terms of both technology and production
Most notable was the creation with the difficult name Exqui.City. This tram-like bus exists as both 18-metre single-jointed articulated and 24 metres double jointed. The
Euro6. We now have an engine palette of between 280-490hp within seven, nine and 13 litres,” he said. ”The new 280hp engine, developed in collaboration with Cummins, will save a lot
structure and boasted the largest booth at the show. Fuel cell appears to be the best for the future, Filip Van Hool, CEO of the company, said at the show.
model is available in both diesel and CNGhybrid as well as in trolleybus version.
NEW FROM VDL Dutch manufacturer VDL didn’t spare any
chose to completely cancel their participation”
Polish manufacturer Solaris has its distance vs energy calculations going on. Solaris Urbino with motors in the wheel hubs - can you dig it?
VDL’s 12-metre low-entry Citea midi got plenty of attention. Belgium’s Van Hool doing great things in the States.
www.truckandbus.net.au 027
Electric buses were all the talk at the 2013 show.
“Never before have so many variants of punches in Kortrijk. Its electric 12-metre Citea was outside in the rain, ready for a test drive. VDL also followed the trend with a wide variety of battery and other operational
as a 18.0-metre articulated bus, which is also available in 18.75 metres. Available with both three- and four-door, most in it was from the standard Citea SLF, both in terms of driving
uses DAF MX11 engines except in MD9 Midi model where MAN 0836 is used. Some
solutions to make the electric bus as attractive as possible. In focus at the exhibition was VDL’s new
environment and powertrains.
The new model range LD was unveiled, replacing Tourmaline and the high Safari version.
IVECO
Futura FMD2 that first and foremost can be described as a flexible and adaptable bus built on a selection of the best from all VDL models. For those who want a bus that goes with everything the FMD2 seems like a good
Irisbus’ happy dolphin logo that bites its own tail is now history. Today it is Iveco Bus that
choice. It comes in two sizes, 12.2 and 12.29 metres with two versions of the MX11 engine from DAF/Paccar, and several transmission
Among the tourist coaches both Crossway and Magelys were represented. The four-axle electric concept bus Ellisup brought some excitement with its large windows and 17.5-inch wheels on twin axles.
options from ZF. The model is ready for delivery in the summer of 2014. Another first was the Citea MLE, which is a midi bus with low entry and 2.45 metres wide. The bus is a response to demand from European operators in the size range of 8.8 to 10.8 metres. It will be available in four different lengths and mainly with Cummins engines with Voith transmissions. Plus, we saw the new low-floor Citea SLFA
028 www.truckandbus.net.au
is applicable and the IVECO logo is what’s on the front. Citelis models are also gone and replaced by Urbanway.
The name comes from Electric, Lithium and Supercapacitors, which are all included in this plug-in hybrid. It supposedly runs a
models use the Cummins 6.7-litre mainly for their French customers.
The Pininfarina-designed LD is appealing as is the stainless steel chasis and frame. In the USA, Temsa’s introduction from its base in Las Vegas continues. This year, 200 buses will be sold in North America and a target of 350 has been set for 2014.
CHINA As mentioned, some of the numerous Chinese manufacturers were late cancellations. However, present were, among others, Yutong, BYD (Build Your Dreams) and, of course, King Long.
TEMSA
The latter celebrated the 40,000th King Long vehicle exported from Xiamen in China. The brand focuses on Cummins engines for their export models, but also Iveco Cursor
Business is fine for Turkish Temsa. Temsa
appears in certain models.
10km distance on an automated four-minute pantograf charging at a bus stop.
1
1 Customers got a chance to test drive
buses on the nearby outside circuit. 2 Mercedes-Benz made the most of
debuting its latest Sprinter Minibus. 3 MAN was out in force with a stunning
new articulated number.
2 3
electric buses been displayed in one place.”
The CM 150E hybrid looked great from behind... The Iveco Ellisop concept bus got stacks of interested from punters.
... and from up front. Triple-headlight headlight treatment executed well here. It may not be easy being green, but these two look like environmentally friendly ladies to us.
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After ACDC played, they got stuck into some hard-core bus tutorials. Rargh! Hours of fun and that’s just for the adults, really.
Eurabus’ electric bus was shocking - in a good way. Belgium’s answer to The Two Ronnies, perhaps.
“...a variety of battery and other operational solutions
And this is before Pimp My Ride got to it? Looks great either way.
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The ‘cleaner’ the bus the better chance you saw it at the 2013 BusWorld show.
to make the electric bus as attractive as possible.” ABOUT THE SHOW Busworld, founded in 1971, is the market leader in worldwide exhibitions for bus and coach with exhibitions in Europe, Turkey, Eastern Europe, India, Asia and Latin America, it’s claimed. These events are held specifically in: Europe (Kortrijk), Turkey (Istanbul), Asia (China), Eastern Europe (Kiev), India (Mumbai) and Latin America (Bogotá). Busworld wants to serve as a global platform for the officials, professionals and representatives of the worldwide bus and coach building and operating industry. For further information visit www.busworld.org
If this ever becomes an Olympic event then these two gals win gold, hands down!
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Operator
Solid Gold 032 www.truckandbus.net.au
One of rural Victoria’s long-established coach companies has expanded its fleet with Scania gear and says it’s now going for gold. Gold Standard, that is... Fabian Cotter reports. www.truckandbus.net.au 033
1 2
1 Priority for Ballarat - loads of
room under here. 2 The company’s impressed with the
reliability of the engines. 3 Transport passengers to and from
Melbourne’s international airport and shipping port is a big part of Ballarat Coachlines.
“...under-floor storage compartment to suit the airport work
W
hen most Aussies think Ballarat they think Goldrush
recently took delivery of two new Scania K 320 two-axle coaches fitted with Coach
supply. The relationship with Scania has been good because they are very responsive to our
era thanks to the Victorian town’s historic contribution to our past. Tourists just off the boat? They
Design bodies. The buses are being used for school and charter work in and around the Victorian regional town.
needs; they know that if we need something, we need it today,” Wakeling explained. “We think the 320hp engine is a good fit for
probably embark from their fancy cruise ships with metal detectors strapped to hairy chests and the archetypal souvenir-shop corkswinging hats on head even before they get a bus that takes them to the iconic Aussie stop.
Fitted with 57 McConnell seats, the vehicles are almost as large as three-axle coaches, and come with under-floor storage compartment to suit the airport work that is a big part of the Ballarat Coachlines business, but retain a
the new vehicles and the airbag suspension will suit our needs. The engine performance means we will be able to maintain speed on the route from Melbourne (Airport) to Ballarat, particularly through the Pentland Hills.”
Located just and hour’s drive from Melbourne and as Victoria’s largest inland city it does a good trade in busing tourists
two-axle layout in line with the regulations for school route work. Ballarat Coachlines’ David Wakeling is
The company has had a good run with Scania vehicles in the past, clocking up around 90,000km per year, per vehicle,
to and from it around the place and Ballarat Coachlines has been going gangbusters in this regard over the years.
very proud of the two latest acquisitions: “In the past we have had a few Scania threeaxle coaches, but have not had a Scania
depending on application. The company’s fleet amounts to 30 vehicles ranging from minibuses to three-axle coaches.
To maintain its high standards and to ensure commuters travel happily, Ballarat Coachlines
chassis under a school/charter bus. We have experienced good reliability and good parts
Wakeling says the new Scania charter buses were busy from the moment they were
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BALLARAT COACHLINES
3
that is a big part of Ballarat Coachlines.” delivered, clocking 10,000km in the first month and returning around 4km per litre
“Our passengers, too, enjoy the smooth, comfortable ride,” he added.
when new and improving ever since. “We have had very good fuel efficiency from these vehicles,” he said, and as a result the
Scania has been a significant supplier to Ballarat Coachlines for many years and the company has formed a close relationship with
company has another Scania chassis on order for delivery in 2014. “To date the vehicles have covered 45,000km each fault-free,” Wakeling added. “There have been no problems with the body
the operator. “We have had an excellent working relationship with Dean Cash, at Scania Campbellfield,” Wakeling said. “Nothing has been too much trouble and
or the chassis and we are very pleased. “Our drivers are very happy with the new vehicles. They like the comfy ride and enjoy
because Dean has so much experience as a driver and a salesman he understands what I want. He knows how fussy I am and he can
the control the Opticruise (automated gearchanging system) gives them. They don’t want to get out of the buses and, even if they
deliver,” he added. An example of Wakeling’s attention to detail is the design of the luggage bin doors, which
switch to a bigger three-axle vehicle, they still want to get back into the two-axle Scania.
for OH&S reasons he had opening and sliding upward parallel to the body, not opening in an
In the 1850s thousands flocked to Ballarat from all over the world to find their fortune. Today, the city itself is beautiful, its rich goldfield heritage is enhanced by wide tree-lined avenues and spacious parks and gardens, according to the local tourist joint. Grand Victorian buildings and one of the country’s most intact streetscapes from this era can be seen in Lydiard Street. Major tourist attractions of the city include the world-renowned Sovereign Hill - the ultimate experience of life in the 1850s; the Fine Art Gallery Australia’s largest and oldest regional gallery; Eureka Street - follow the flag to where the Eureka story was born; Ballarat Wildlife Park - nestled in native bushland habitat; The Great Southern Woolshed - Ballarat’s newest attraction and Australia’s largest woolshed; Kryal Castle – with unique medieval atmosphere; and the Botanical Gardens - home of the Begonia Festival and Lake Wendouree. In addition the district boasts magnificent natural attractions ranging from aquatic centres of Learmonth and Burrumbeet to the volcanic cones of Buninyong and Warrenheip. Add in some classy wineries and a host of other tourist attractions and you soon realise the importance of a competent local coach service in the area and the number of people being bused around each year. To that extent, Ballarat Coachlines says it gives full commitment to comfort and safety, offers fully trained professional drivers and is a fully accredited bus and coach operator. The company can cater for all day trips or extended tours, and for large national conventions or small seminars, “we know how to do it right.” Its modern fleet of vehicles is perfectly suited to this kind of group travel and it will have a size and standard of vehicle to suit your needs, it’s stated. Ballarat Coachlines specialises in providing travel for school groups and can assist with all travel needs, including: day excursions, safari tours, educational tours, and local and interstate travel. Its fleet comprises modern vehicles ranging in size from mini and midi buses through to five-star coaches. Vehicle appointments include: seatbelts, air-conditioning, DVD/TV (large coaches only), PA system (microphone), CD player, reclining cloth seats and toilets.
www.truckandbus.net.au 035
arc. In addition all the seats are belted. “We were one of the first with belted seats in
undertake a detailed study of the customer’s requirements to ensure that the specification
country Victoria,” he explained. “All 30 of our vehicles have belted seats.” Scania’s account manager Bus and Coach based in Victoria, Dean Cash, says the key
of every vehicle is more than able to cope with the job. That way there are no surprises or disappointments when the vehicle is built just a strong performer that delivers great fuel,
to the strong relationship between the two parties has been mutual understanding. “We know a lot about the Ballarat Coachlines business, so we know what they
driver satisfaction and passenger comfort. David’s buses are an example of this, which is why he is coming back for more in 2014,” Cash said.
need and we can deliver the right services or parts at the right time. “David is a very experienced operator
Wakeling has been in business 27 years and has a partner, Eric Kosloff, in the Ballarat Coachlines business. Eric’s sons Brendan and
and we are doing our very best to ensure the ongoing support by our after-sales staff provides him with maximum uptime, so he is
Matthew now work for the company as well. “The business is in a solid position at present,” Wakeling said. “I would say the
on the road when he needs to be,” Cash said. “When his buses are running he is generating income. We have been able to deliver a faultfree run for the vehicles, which is a testament to the pre-sales work we did to ensure the
business outlook is stable, which is good news. We are looking ahead with some confidence.” Wakeling’s business philosophy is simple: “Hard work is the secret to success,” he said.
vehicles were correctly specified initially. “We have a simple philosophy that we
“The bus business runs 24/7 and that’s the commitment you need to have.”
“The bus business runs 24/7 and that’s the commitment you need to have.”
1
1 ‘On the road again. Just can’t wait to get on the
road again...’ 2 The two new Scania K 320 two-axle coaches fitted
with Coach Design bodies. 3 The man himself, David Wakeling, gets behind the
wheel of one.
2 3
036 www.truckandbus.net.au
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Future Proof
Generation Virtually every vehicle-related manufacturer is going to the nth degree these days to save weight, save fuel and save money – with everything being scrutinised for improvement. ZF’s people are looking at commercial vehicle suspension and the inroads being made are blissfully obvious. Fabian Cotter reports.
W
hilst the latest energy-saving technology on cars and commercial vehicles maybe be increasingly commonplace, with the actual braking process key to re-generating energy for use otherwise, it hasn’t stopped companies from looking at other areas where such a ‘maximising movement’ ideology can be put into play. And whilst maybe not immediately obvious to many, the more you think about it the more it makes perfect sense to have a go at harnessing the inertia caused by bump and rebound of shocks in suspension systems on
movement instead of wasting it?’ ... as you do. Such thinking led a collection of people involved at German giants ZF, Sachs and American company Levant Power based in Woburn Massachusetts, USA, to focus on developing shock absorbers that did just that for both commuters cars and commercial vehicles – and it’s called GenShock. Touted as ‘the world’s first fully active suspension with energy recovery’, ZF Friedrichshafen AG entered into a partnership with Levant Power to produce GenShock technology, which combines vehicle dynamics,
our roads. Just think about it. As a vehicle’s travelling along pristine stretches of bitumen which, of
safety and comfort while using minimal energy, apparently. Its intelligent, simple design “creates the basis for future cost-effective volume
course, has virtually no bumps or potholes along the way for a seamlessly enjoyable ride – not! (well, not in Sydney anyway) – the very ‘up and down’ movement of the shock itself happens hundreds and thousands of times
production”, it’s claimed. The future of automotive suspension? Well, the more you investigate the more it sounds like it, with the movement of the shock – inevitably and arguably consistent relatively speaking over
during the length of any given trip. So some smart boffin, during a free moment while on an arduous coffee break at work no doubt, figured
the course of a trip – seemingly there for the taking, or more accurately for the ‘using’. GenShock is said to couple recent gains in
‘why not harness the energy expended by such
active suspension technology with low power
038 www.truckandbus.net.au
Next
www.truckandbus.net.au 039
2 3
1 consumption, minimal complexity and affordable cost.
make it ready for volume production, and introduce it to the market. Thus, we are
corner of the car. In previous iterations of fully active
The outcome of the new GenShock technology will be a suspension package that offers luxury car comfort levels, with sports car handling characteristics, that to date have been impossible to achieve. “We are looking forward to working closely together with Levant Power,” said Rolf Heinz Rger, in charge of the Suspension Technology Business Unit of ZF’s Car Chassis Technology division. “The objective is to develop the world’s first fully active and regenerative suspension,
promoting efficient innovations that are tailored to meet global requirements.” “Ride and handling are at the core of the driving experience. With GenShock technology, ZF and Levant will reinvent that experience,” said Shakeel Avadhany, founder and CEO of Levant Power. The basis of fully active suspension sees the system work as an actuator rather than four independent dampers, with sensors feeding to a central computer, which then operates the movement of each individual
suspension, weight, cost and power consumption have made it difficult for car designers to embrace. As ZF explains, “at the heart of the GenShock system is a ground-breaking valve arrangement, where an integrated hydraulic motor can extract power, or perform work on the damper’s fluid. “Fitted to the outside of the ZF shock absorber, the compact system contains a control unit, an electric motor and an electrohydraulic gear pump.”
1 The brains behind the matter? Looks intense. 2 Looks like GenShock just behind the control
arm. As the shock moves up and down the energy is captured. 3 Honestly, could the be top of some fancy pencil sharpener for all we know, so just trust us it’s an important bit. 4 Home base of Levant Power, Stateside.
040 www.truckandbus.net.au
vehicles in future. The system works at peak
Tim van der Hout confirmed to Coach & Bus
performance on bumpy roads, making it ideal for country Australian driving, according to ZF. Sounds plausible to us - you know our roads! From a handling perspective, the system automatically reacts and adapts to driving
magazine that the technology has future bus and coach application. For this project, ZF is making use of its long-standing knowledge in adaptive dampers, with experience learned since the
situations, which includes hard braking and evasive manoeuvres. “When initially installed, engineers utilised
1994 introduction of the Continuous Damping Control (CDC) system. Manufacturers using this current technology include Alpina,
a range of simulations to create software algorithms that seamlessly controlled the system. Inputs were not only limited to
Audi, Bentley, BMW, Ferrari, Maserati, Opel, Rolls Royce, Mercedes Benz, Porsche and Volkswagen.
It’s kind of logical and simple when you think about it, but bloody well easier said than done we reckon, so full credit to the
data from to each corner of the vehicle, with steering and braking information also processed.” Adaptable to a range of tasks, the
Now in its fourth generation, a total of 14 million CDC units have already been produced, with expected passenger car application annual production expected
brainiacs behind it. Seriously... This, of course, reduces the car’s CO2 emissions and will play an even more important role with the further electrification of
GenShock technology is being developed for possible use not only in cars, but also trucks, military and off-road applications. ZF Services Australia Marketing spokesperson
to top three million in 2016. In addition to the car products, ZF produces variants for buses, trucks, agricultural machines and motorcycles.
The electronics behind the system uses sensors that update 10,000 times per second – freaky-deaky stuff we say - and can rapidly switch the system between power regeneration and consumption. “As soon as the driving situation permits, the valve system uses the swaying motion of the damper piston to recover energy, by diverting the oil via the electric pump motor. This, in turn, acts as a generator and converts the kinetic energy into electricity, which is fed into the vehicle’s power supply system,” it’s stated.
“The future of automotive suspension? The more you investigate, the more it sounds it” 4
www.truckandbus.net.au 041
Special Event
The Numbers Game
A mere nine months after getting its first Australian general manager for bus and coach, Mercedes-Benz tackles any industry perception problem head-on with a new game plan and a strike at the lucrative mini-bus market. Fabian Cotter reports from Melbourne. 042 www.truckandbus.net.au
I
t’s about the numbers, really. Two Sprinterbased mini-buses intended for the Australian
market known as the 45 and the larger 77, respectively, plus a glitzy premiere event held in Melbourne last month that attracted nearly 150 key industry people meant ‘game on’ for Mercedes-Benz Bus Asia Pacific – Part II. Well, that’s the impression given and is probably no bad thing in the big German company’s openly honest appraisal that it needs to get back to the number-one sales position in this country and it’s drawn a line in the figurative sand. A raft of corporate structural changes, new product to play with, cross analysis of its pricing objectives is all part of the greater plan envisaged by relatively new-to-the-role managing director Justin Whitford, who’s got the full support from his boss, the MD of commercial vehicles Kolja Rebstock and, in turn, the other powers that be back in Germany. The low-floor Minibuses target a specific market in the Australian bus industry and customers at the launch event seemed overwhelmingly positive about the vehicles, bar a few minor concerns – but these were quick to be addressed by a passionate Whitford. Speaking to Coach & Bus magazine just after the event, Whitford said: “The reception from customers was enormous. We’ve been getting loads of enquires. It’s amazing and very, very pleasing. Couldn’t be happier with the event. Rarely do you get an event with 140 plus people that’s dedicated to your own single brand. So we had over 100 customers and we had a pretty strong team of staff there too. It was good.” When asked about any concerns about the rear overhang, cost and seating numbers by customers – though most were elated that a lowfloor meant being on-off with wheelchairs faster than a motorised lift – Whitford explained: “The city buses do have less seating primarily because they are for short on-off trips so there’s a need for a lot of standing room, so that’s the idea of the city bus because we are also going to have the Transport Inter-urban and the Coach and they will have the greater seating capacity. At the moment we are working on ADRs of all the models we are bringing in to confirm seating capacity and that is all part of what we release on the first of January when we announce all the pricing as well. So basically we are working to get as many seats as we can, which is what everybody would
www.truckandbus.net.au 043
“Seamless implementation of the Minibuses into the Daimler bus product range is well advanced.”
1 want, but we will finalise that in the next 5-6 weeks,” he said. As for a kneeling capacity and whether airbag suspension would be used, he continued: “Yes. And, in fact, the 45 – which is Australian specified – has the airbag
Minibus, because of their size, gets a ‘car mentality’, but the support structure we have built has absolutely taken into account the Minibus portfolio.” One Melbourne-based operator I spoke to, who runs a fleet of Fusos for inter-hotel
will be for operation in standard city bus application whether it’s in metropolitan and or for regional centres, but that will also be applied potentially to people in retired services leagues, retirement villages, hotel transfers – that type of movement. Whereas your transfer
suspension on already, so that’s got it. So again if we went with the 77, which we are now doing the evaluation on, we would go
patron connectivity, loved what he saw but was worried about pricing given the new Minibuses would seemingly lap over into the
buses – your little coaches, your school buses – will be more in the product range that we’ve got. And also coach applications, so it will be
with an airbag suspension. So we can can appease those concerns.” Seamless implementation of the Minibuses
current Fuso Rosa market. A problem for Daimler, we asked? No, now this is one of the important parts
very, very different.” The short-trip mentality behind these vehicles has meant thorough analysis of
into the Daimler bus product range is well advanced it’s claimed with an after-sales support structure firmly slotting into place. “Part of what we are doing for the new, enhanced after-sales structure with more
with the analysis we’ve done,” explained Whitford. “We’ve really broken the market down into different segments, so we looked at the price segments, how they operated and in what segments as well, and we’ve
interior appointments and use of space for ease of access. Luggage racks are optional, it’s believed. “One of the options we’ve got, as you would have seen in the 77 and the 45, is once you
resources is to also provide the back-up for the new Minibuses. Now, as well as that we’ve got the dealer network – so the dealer
been very clear to differentiate between Fuso and Mercedes. And they are two very different products for a lot of reasons, even
get onto that low-floor section there is that standing room area. Now for transfers they are perfect; and as we have them in Europe
network for us is absolutely critical. Because for the minibus style, the expectation for them that you can just drive in like your car would
aesthetically. From a price point of view the Mercedes-Benz Sprinter to the Fuso Rosa will be more expensive, there’s no doubt
already and we plan to have them here is that we’ll have luggage racks inside so no longer will you necessarily have to go to an airport,
drive in or a van would drive in, get a fix and then drive off again is much greater than a big heavy bus. The heavy bus operators
about that because the options it carries and what it’s got in it is a very different vehicle so they actually don’t compare. And even
go to the trailer behind to put your baggage in at the back of a van. Now you’ll be able to get onto a low-floor Mercedes-Benz Minibus,
certainly understand that sometimes it can be a little slower because of their size. Whereas
in their applications they will be very, very different. The city bus that was on display
put your luggage in the racks like the bigger buses, sit down, you’ll be dropped potentially
044 www.truckandbus.net.au
1 A suitably glitzy event to showcase the
new Minibuses, in Melbourne. 2 Mercedes-Benz and Fuso still two
distinctly different brands, in terms of Minibus market. 3 Daimler’s Euro6 is doing great things in Europe and looks destined to so so here in time, too. 4 With the right bribes you can get the special effects people to do all sorts of crazy skies for photos. Citaro basks in it.
to the long-term car park or hotel - you just get off with your bag. It’s a much better
vans. This is not a van. But, no, the Citaro for us is going to underpin and sit at the centre of
2
product for that application.” The Melbourne event was also a time to showcase other products in the MercedesBenz bus range, namely with the imported
what will be for us our focus on safety in the years ahead,” he said. “The options that we have available to us on the safety coach and on some of the Citaro
3
Citaro – as featured in Coach & Bus magazine Issue 9 – drawing a stack of attention. The cornerstone of Daimler Buses’ city transport
products like the crash cage at the front of the Citaro – it takes safety to another level and that level is just not here in Australia unfortunately.
sales in Europe and other world markets, it’s hoped to one day come here – but until then it provides the inspiration for the current Minibuses. “The reasons for us bringing it [Citaro] here were vast. I mean we brought it here for us to review. To look at the build quality, to look at the safety options, to look at the fitouts and variations in seating applications, to look at the quality of finish exterior wise. The new Minibus range internally is built and designed around the interior of the Citaro, so we actually have the same type of seating, the same type of internals, the warning buttons, the bells – it’s the same vehicle inside,” Whitford explained. “So what Mercedes is trying to do is build an experience irrespective of if you get on a Minibus, a mid, or a large, you get the same experience. Even down to the details at the back of the Minibus, when you look at the rear
We’ve had a cost down to a price war for the past 3-5 years, and as a result we are pulling costs out of the bus instead of focussing on building value add in, like increased safety options, and that’s where we want to see the industry move towards again.” Asked about what MB’s competitors would think of this new direction of Daimler and it’s new product coming into the Australasian bus market, Whitford said: “It’s interesting. I think our competitors are watching us now. For some years they haven’t. I don’t think they needed to with where we were and what we were doing. They know that Mercedes-Benz is a sleeping giant – and we are. And we’ve awakened. So it’s not going to be as it has been for the last five years. This is not a short-term fix of some short-term plan. We’ve got some enormous growth plans and I’m pretty sure our competitors are well and truly awake to
it’s like a Citaro rear end on it. A clean look. It looks like a bus, not a minivan, whereas a
it now.” Pricing for the new Minibuses is expected to
lot of the current light and minibuses look like
be announced early January, 2014.
4
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Evaluated
Photography: Chris Smith
046 www.truckandbus.net.au
DIRTY WORK Brahman TravellerCDS AWD bus stocks are ready to roll, there’s a new rental division for Brahman Motor Distributors and a full supply of replacement parts available. Chris Smith takes a test drive in the Gold Coast hinterlands.
www.truckandbus.net.au 047
1
“...this vehicle would be happily at home doing airport
I
It was earlier in the year Bus & Coach magazine brought you the exclusive story on the Brahman TravellerCDS AWD, a vehicle designed by a former successful Australian bus operator to cope with Australian driving conditions.
closed to public access. The story is how does the TravellerCDS AWD stack up in tough, real-world conditions? Well, CDS stands for Constant Drive System; it has four wheels in drive permanently and this, combined with a very high clearance,
destination and it is time to tackle the tourist track. It’s this kind of track we’re on today that Brahman Motor Distributors’ executive chairman Hans Hobelt says the TravellerCDS AWD is built for. He says this is a vehicle that would be
The TravellerCDS AWD was unashamedly designed to be used on a variety of roads and was designed to capitalise on the mining
is what separates it from the Coasters and Rosas. It can get into some interesting spots, but by no means is it marketed as extreme.
happily at home doing airport shuttle runs, mine site work and school runs, but it gives operators a great choice for diversifying if they
specification. What has happened from the design and concept stage to the eventual final make has been an easing off on the sector
To get to our destination we took a long trip on city roads. The vision is superb through the full coach-size windscreen. Sitting up high
decide to do day tours as well. It’s not an extreme vehicle by any stretch of the imagination, but for regional Australia it’s
and a slowdown in the economy However, despite this, price-conscious buyers are getting a windfall gain, it’s claimed. With 20 vehicles sold already and a stock of ready-built vehicles available, Brahman
is a great vantage point with a clearance of 350mm. The side mirrors are also placed well. It’s actually a comfortable ride with no perceived body roll on the chassis for a vehicle so high from the ground. Driving on
designed to give operators travelling on rural roads carrying school children, mining staff and tourists better traction and safer handling. Hobelt was an operator in North Queensland and says dealing with dust, water and flooded
Motor Distributors is in a perfect position to capitalise on buyers wanting vehicles now with the optional extras bought with other
the roads the bus handles as well as any other on the market it seems. It’s built for all types of conditions, so the expectation is high for it
streets he has built the bus that suits these conditions and in the mix is hardiness for handling extreme cold and extreme heat.
brands built into the price of the TravellerCDS AWD as standard. It has been a while and we promised you
to perform. You sit higher however, that’s about it. The Allison 2200 Series Automatic is an extremely
As we hit the bush track Hobelt is adamant it’s time we take the wheel. He says proper training is paramount and with every bus he has
we’d take it for a longer drive, so we went through some wild dirt roads with substantial gradients through some beautiful hinterland
smooth box and gear shifting is as seamless as hoped. The Allison transmissions are renowned for their durability and this is just
he offers a full day of training to the operators. The reason? “Many drivers see 4x4 vehicles as extreme that can handle all sorts of
conditions in the Gold Coast area on a track that a tourist operator uses and which is
another advantage of the Brahman. We drive out of town to get to our
punishment; however, drivers of those vehicle that are trained properly know the dangers
048 www.truckandbus.net.au
2
3 1 It’s no mud-splattering 4x4 ‘Tough
BUS SPECS
Truck’, but the CDS handles such gradients with aplomb. 2 Brahman executive chairman Hans Hobelt is suitably chuffed with his TravellerCDS AWD. 3 “I think I can, I think I can...” Too easy, CDS gets up it no dramas at all. Bewdy!
shuttle runs, mine site work and school runs.”
MAKE: Brahman MODEL: TravellerCDS AWD DIMENSIONS: (LxWxH) 7600 x 2300 x 3200mm. Height – 1900mm. Ground Clearance - 350mm (approx.) ENGINE: Cummins 3.8-litre ISF (Euro5) Inline four-cylinder, high-pressure common rail, turbocharged and intercooled. Power 125kW (167hp)@2600rpm, Torque - 600Nm (443ft/lbs)@1300rpm TRANSMISSION: Allison 2200 Series Automatic FUEL CAPACITY: 165-litre
and generally drive to the conditions. They don’t push the vehicle unnecessarily,” he explained. He says many inexperienced 4x4 drivers take unnecessary risks. “I feel that operators with well-trained drivers are in a great position because they save
But this was just my opinion, so we asked Hobelt for the number of one of his customers operating the bus just to ask: How does it perform? Is it good value for money? And would you buy one again? We contacted David Burshell, who runs
Dongfeng factory are working with him on location on the Gold Coast to understand the requirements for the market and to build better buses from the factory. He says that operators have been looked after and will continue to be looked after with
money because running costs are generally lower. Firstly maintenance costs are reduced and so are fuel costs.
Bodhi Bus Company out of Katherine in the Northern Territory. He said: “The bus did what it is supposed
after sales support. “We have a fully stocked replacement parts store and another 40ft container full of parts
“We want to ensure that drivers are properly familiarised with all the switches and gauges and are comfortable driving the Brahman,” he
to do and I am happy with the overall performance of the bus. It’s definitely good value for money and it’s good on fuel. And
sitting at the docks,” he explained. He says the value of the spare parts, rather than the cost, is getting operators back on the
added. And so I take a slow and steady trip up that’s what it is with a 30-degree gradient in some points on a dirt track you wouldn’t take the family sedan up. You can drop it into the
thirdly, on the question of would I buy one again? Most definitely”. Burshell did say it is horses and courses and he wouldn’t take the Brahman on roads where he takes his Mercedes-Benz Actros or his
road faster. “We recently had an operator on the Gold Coast that had an accident with a bus. We had him back on the road within two days because we have all the stock available,” he
lower gear, but this is working comfortably in drive. It’s good knowing there is even more in the tank if needed.
Troop Carrier – but to be fair the value is in the price. It is cheaper, but you do get good value for the price.
said proudly. But he says he is keen to get more operators in to try the Brahman and has recently started
It’s also comforting knowing the buses have been sold in Papua New Guinea and seven vehicles over there so far are thriving in the
“If it’s for the runs we do with our fleet of Coaster tourist runs or school runs then it is brilliant for that application,” he explained.
to hire out the buses. “Our new rental division is perfect for operators to try our vehicles before they
harsh terrain. Admittedly, there was no stressful moment wondering if we were even going to make it.
Hans is upfront and says he has added many things to the Brahman including thicker walled tanks and extras in the cab to ensure
decide to purchase,” he explained. “I encourage operators to give me a call and get a great deal if they want a vehicle now;
The ride is safe and comfortable at moderate speeds.
it is the best product for the conditions. He says at the moment engineers from the
they can test one out and purchase one that is ready to go.”
www.truckandbus.net.au 049
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Spotlight On
60mins with...
Justin Whitford Managing director Mercedes-Benz Buses Asia Pacific.
Having come into his role with the company’s widely acknowledged perception and pricing problems in the Australian bus marketplace, Justin Whitford’s aim was simple: ‘Make Benz No.1 again’. Nine months into the job and the Aussie’s putting things back on track. Fabian Cotter reports. www.truckandbus.net.au 051
Q
Hello, Justin. Your new role here: How has it all gone thus far, what
of building ‘dealer bus dedication’. But dealer bus dedication is a longer-term change. We
at and not for us.”
were some of the challenges faced, what’s still to come? JW: “The company was performing as expected but it obviously had an issue with
can put people in place for head office roles; bus dedication in dealer networks is a much bigger job and that will take us another 12 or so months to get that right.”
C&B: Speaking of South American stuff, you guys are doing something with Marcopolo, I hear - is that true? JW: “Marcopolo overseas builds what’s
the structure, which didn’t enable the growth, so that was part of the initial change we made pretty quickly. The other part is we’ve done an enormous amount of research and
C&B: So what about the after-sales support structure for the new mini-buses coming on board? Anything in place?
called a Cappa City in conjunction with Mercedes-Benz, so it’s our chassis and they build the body; that’s a joint-venture product. That is an enormous product that has a
analysis on the industry – historical, now and also future forecasting and planning – and that’s really formed the core of our decision-
JW: “Part of what we are doing for the new, enhanced after-sales structure with more resources is to also provide the back-up for
carrying capacity of up to 200 people. It’s huge. The idea is it really provides a viable option to train transport overseas – and it’s
making with new products, pricing structures, new staff structures. Our biggest challenge? Mercedes-Benz
the new mini-buses. As well as that we’ve got the dealer network – so I’m saying the dealer network for us is absolutely critical.
cost effective. The costs to put new railway lines into new areas is enormous. The timeframe to get those approved and in place
is a huge organisation. We obviously have local representation for Australia and New Zealand, but in conjunction with that we also have to adhere to certain regulations and requirements of Mercedes-Benz Germany and EvoBus in Europe, so we have two parties to appease - but they’ve been fully supportive and committed to what we are now doing. So probably the biggest challenge has been the size of the company and hence initiating change. In saying that, last night (our mini-bus launch) was the culmination of eight months’ work – I’ve been here eight months – so I did not expect we’d be in this position right now. We are well advanced. We thought it would take about 18 months to get to where we are.”
Because for the mini-bus the expectation is that you can just drive in like you would your car or van, get it fixed and then drive off again is much greater than a big heavy bus. The heavy bus operators certainly understand that sometimes it can be a little slower because of their size. Whereas minibuses, because of their size, can have a car mentality, but the support structure we have built has absolutely taken this into account.”
and operational is enormous, whereas with these Cappa City buses you can build 10 and you’ve got moving capacity of 2000 people at any one time. Now that’s just one of the many products we are looking at from overseas to see if there is application here – and again we’d be looking at doing that with a local partner. Marcopolo is a strong partner of Mercedes-Benz; I believe we are the numberone supplier of chassis to Marcopolo so from our point of view we are keen to push forward and do some more work with them.”
C&B: It sounds well timed – it was widely perceived that MB had problems in terms of pricing and support systems...
C&B: I see the Citaro on display here. That’s going to affect the current regulations about width, to get such buses here... JW: “Well, that’s a big change. A lot of people talk about it, we get asked about it, that changes the industry in a big way. But one of the topics that we raised last night is a joint venture partnership with a local manufacturer to build Citaro in conjunction with us. For example – and we haven’t gone this far
JW: “The core of our changes has come from our customers. We’ve gone out and asked
yet – we could bring Citaros in kit form and have a local manufacturer assemble them
making changes without that understanding.”
our customers what are the issues and we talk about it all the time internally; you have two ears and one mouth so use them in
– that’s a real option for us. And that would mean we would continue to support the local industry, which is a big issue.
C&B: And how has the support been from your managing director commercial vehicles Dr. Kolja Rebstock?
that order – listen, because you don’t learn when you talk. So everything we’ve done and the decisions made were driven by our
One of the issues with the industry when you look back five or six years ago imported product totalled three to four per cent of the
JW: “He’s fantastic. I mean last night’s event was probably a good indication of that, in that Kolja simply made an introduction and
customers. We were too expensive. After doing industry modelling we identified that, so we’ve put
market. Now it is 46 or 48 per cent of the market. The majority of those are coming from the Asian market, and there are some
nothing more. He believes in supporting the general managers of the different divisions that he runs and he gives me absolute
recommendations forward and we’ve made some significant changes. There’s up to [about] 23 per cent in price adjustments on some our products, which is some huge
South American products, but most of them are coming from the Asian market. The 2.55m regulation is here to protect the industry from those products, so it’s become irrelevant
freedom to do what I believe is right, he trusts in the work we’ve done, he trusts in the strategy we’ve built and through that he is confident we will succeed.”
variations. They’ve [the customers] talked about the support they’ve had – and this is something we talked about. We’ve gone from having a support structure
because it’s not actually doing what it was meant to do. So therefore we are saying that if it is not doing what it should be doing then maybe they need to look at it. But that is
C&B: Where do you see the company with you here in the next 10 years? What are your personal goals, your benchmarks for
of eight dedicated bus people to 16, on top
something for the industry as a whole to look
success? How will you know?
052 www.truckandbus.net.au
C&B: Do you think any new positive atmosphere in the office here has actually got a lot to do with the fact you’re an Australian in this role, as opposed to being from Europe? JW: “I think that helps. I think they know I’m here for the long haul, they know I’m not [just] here for one, two or three years. That I have an understanding of the industry so I am not
JW: “Priority is we want to be number one again. Volvo has been doing a fantastic
competition is out there, where we need to be, and we are looking at viable alternatives to
job; they have been for years, but we are targeting them. If we weren’t then we wouldn’t be doing our job so we want to be number one.
ensure we are competitive on prices. Because it’s like you said we come at a premium – but how much of a premium? We need to be realistic.”
The second thing is I really do want to change the focus of the industry and have a greater focus on safety. The safety aspect – let’s get back to that and move away from
C&B: Where do you see the industry going as a whole? JW: “Australia is becoming an aging
this cost-down pressure. I understand it needs to be viable from a cost point of view but we’ve got to start driving safety.
population, so there is going to be a greater emphasis on public transport, in particular areas like mini-bus – which is one of the
Another area I’d like to see is instead of Australia taking on new products and new initiatives and developments 10-15 years
big reasons we brought it in here. Overall in Australia I think the requirements for bus is going to be greater given there are significant
after our European counterparts we should be looking at driving innovation through here. We’ve now, typically, got a five-year business plan and obviously the introduction of mini-bus is an important part to that plan, so instead of vying for and battling for the 1500 heavy bus units that are in the market annually, we are opening that up to 55006000 buses with the mini-bus segment, so all of a sudden we have a great opportunity to grow and expand, which for us is critical. We need to be looking at other options. If you are just standing still and operating in the same old industry you get stale, and that is in a way what happened to us, so less reliability on heavy bus is something we want and we will get that through mini-bus.” C&B: MB parts - you get what you pay for? Or has there been any re-costing to ensure competitiveness?
government pressures as regards spending right now, with the growth of Australia in the big capital cities in particular, the push of the passenger car out of the cities and the requirement for bus is going to be far greater. And the expansion of metropolitan Melbourne, Sydney, Brisbane etc is growing rapidly and again the limitations with rail are enormous. So the bus industry can’t do anything but grow. In saying that I think in the short term, one to two years from now, it will continue to contract slightly, then following that I think we will start to see a growth phase. It can’t not grow. It’s a matter of when not if, so I believe it’s two to three years to go from modelling we’ve done to understand the trends and look at government spending. Globally, I think the bus market is in a similar position. Following the GFC it’s been a very difficult period – many countries still haven’t come out of that. As a result you have
JW: “Absolutely! For us spare parts and the support of the after-sales area has been a
countries like Spain and Greece that aren’t buying, there is no bus industry there. Again,
critical area where we have lacked, for a range of reasons, but from a spare parts point of view our stock level of spare parts has been
that will turn around, it’s got to turn around. So there will be growth internationally of the bus industry and EvoBus out of Germany
quite poor. Now we’ve done a lot of bus part modelling so we know and understand exactly what
are aware of that and have become more focussed on spending money in growing markets because they know that the bus
parts are on buses in Australia out there operating, their age, their spare-parts usage factor; we’ve actually done full failure rating
industry is going to grow.”
against spare parts to understand the top 20-25 parts in each of the buses, so part of the complete changes that we are making in the months ahead is we are changing our entire
fuels and propulsion methods like hybrid, electric, bio-fuel etc? JW: “I think it’s really interesting. One of the topics for us is CNG. CNG’s been around for
stock holding to reflect better what is being used by our customers. In conjunction with that we are also doing a review on the spare parts pricing section,
some years and there’s been some battles and concerns with that. There is a reasonable quantity of those in the market place . It’s not a growing market. I think in the years ahead the
so we are doing analysis to understand what
industry needs to source viable alternatives
C&B: What are your thoughts on alternative
www.truckandbus.net.au 053
– hybrid is still in its infancy, there’s limitations around hybrid. We talk about cost-down pressures, hybrid brings other cost implications into it. In the meantime I don’t think the bus industry or many other industries have found an alternative that is really working. Certainly passenger car technology is better advanced with hybrid technology combined with other options, say hybrid combined with diesel – but I still don’t think there is an actual answer yet. There’s still a lot of work being done and the R&D department of Mercedes-Benz in Germany is
implementation of Euro6 into Australia. And that could well be a reason why. But from our point of view we are getting improvements, so it’s a great selling point for us and a great opportunity for us.” C&B: You have a good relationship with your customers then for such changes... JW: “The guys here have been listening to customers for years but haven’t actually been able to follow up and implement change from it, whereas now we are so our customers now feel we listen to them where
between stops, so you have centralised large stopping locations for people to get on and off and it’s a more viable, faster and more realistic option. So that’s an exciting possibility. We are trying to get some unique products that captures new markets and that’s where the low-floor mini-bus we think will capture a market – we think that no-one else can compete in at the moment so that’s what we are hoping. And the great thing we’ve got that others don’t is a silver star on the front of a bus. There will be competitors in the
working on a lot of alternatives – but they are years in the making.” One of the limitations here of the bus
previously they probably didn’t feel that we did, so we’ve got great relationships with our customers. Paul Kennedy and Grant
market – if they are not here now they will come - but with the improvements we are making with our structure and our pricing
industry with alternative fuels is volumes. There’s not huge volumes – that’s the big issue, so if industries overseas aren’t wanting that technology, it’s not viable here. Because as I said the engineering costs associated
Symmonds in particular have known their customers for years and many of those customers are their friends. As you know the industry is a small but very, very tight industry and it has very many
we’ve got a brand. And a brand that people really love.”
with that are enormous.”
long-term people in it.”
C&B: Now your Euro6 engine is doing great
C&B: It’s interesting what you say about the
problems? JW: “I don’t know, but what I can tell you is this: The programme we put in here from
things in Europe would you say the Daimler Euro6 is leading the way for that emission standard?
costs of rail building situation... JW: “Look at Brisbane. It has dedicated bus runs. Now you put that into places
day one in reviewing our industry, viewing ourselves and examining our competitors, the profiling - we basically launched Project
JW: “I can categorically say that our Euro6 is delivering emissions standard improvements and fuel efficiency savings. There is a
like Melbourne or Sydney – Sydney’s more difficult because of the layout – but in Adelaide or Perth you could put those
Australia, which was a joint undertaking with Germany. It’s the first time it’s been done before
concern amongst the industry that Euro6 will see the opposite in many of our competitors
in place and put those Cappa Cities there and very quickly you change the way things
like this, so we’ve put in place a new methodology, a new programme that is
– and we don’t know that is the case yet
are set up because instead of having to
now being put in place overseas. Evo Bus
but there are certainly reports that some of our competitors are trying to push back the
stop every three to four minutes on a train these Cappa Cities run every 10-15 minutes
in Germany is now driving this into other regions around the world.”
054 www.truckandbus.net.au
C&B: Any other Mercedes-Benz markets that are enduring any such perception
MANUFACTURERS OF HIGH QUALITY AND VERSATILE BUS BODIES
Chiron Commercial Vehicles Pty Ltd PO Box 000 St Leonards NSW 2000 Level234 5, Pacific Highway St Leonards NSW 2000 Phone:(02) 0000 0000 Fax: (02) 0000 0000 Email:chiron@chiron.com.au
We Want
Photography: Sven-Erik Lindstrand and Daimler
Top of the Class
056 www.truckandbus.net.au
At the 2013 BusWorld exhibition in Kortrijk, Belgium, the first public presentation of the new Daimler Setra Flagship TopClass 500 series took place. Coach & Bus magazine was invited to a sneak preview with a proper road test prior to the show. Sven-Erik Lindstrand reports from Europe.
T
est driving the flagship TopClass 500 took place on the French Riviera with Nice airport as a base. This part of the world the French
that followed the tortuous coastline. So narrow that the meeting between two heavy vehicles were made with the least possible margin. Or one had to reverse.
passengers up in the air to the walls of the beautiful Alpes Maritime. Setra is part of Daimler’s “Two-Brand Strategy” for Europe, where also Mercedes-
themselves call La Côte d’Azur. During an intensive week some 100 editors were channelled through an ambitious test
New in the 500 Series are mainly the drivetrain with Euro6 engines and a lot of modifications to the chassis and bodywork.
Benz buses and coaches are included. Elsewhere, as in the US, exclusively Setra buses and coaches are sold. Kaessbohrer
driving programme, where some refrained from driving. No efforts had been saved on the choice of location, accommodation and catering. Everything was set to convey a sense of excellence.
As for the exterior a new curved, one-piece windshield and new headlights were noted. The vehicle has also been about 300kg lighter due to a new body structure. A new, elegant, tinted panoramic roof made
with Setra were acquired by Daimler in 1995. The name “Setra” comes from the German word “Selbsttragend”, which means selfsupporting in English. As a remembrance to old times, the letter
A large part of the test drive route was on twisting and sometimes very narrow roads
of glass (which is optional) provides more than 13 square metres’ extra view for the
logo ‘K’on a red background is placed in the steering wheel hub on today’s Setras.
www.truckandbus.net.au 057
1 The letter logo ‘K’on a red
background? A remembrance of yesteryear. 2 Yep, max bum comfort from seats like that. Mmmm
1
BUS SPECS MODEL: Setra S 517 HDH 6x2 ENGINE: Mercedes-Benz OM 471 turbocharged, inline, six-cylinder with Euro6 and SCR exhaust treatment; Displacement - 12.8 litres, four valves per cylinder; Power – 510hp (375kW), Torque 2500Nm@1100rpm TRANSMISSION: Mercedes GO 250-8, PowerShift3 automated eight-speed with Voith water retarder FUEL: 520L, AdBlue - 40L SUSPENSION: Front axle – divided; rear axle ratio i = 3583 WHEELS: 295/80R 22.5-inch TYRES: Continental HSW Coach BRAKES: ESP stabilisation system with ABS anti-lock brakes and ASR traction control standard ELECTRICS: Electronic level programme, Adaptive Cruise Control with Emergency Brake, Lane Keeping alert LIGHTING: LEDs DIMENSIONS: Length – 14.165m; Width – 2.55m; Height – 3.880m; Wheelbase - 6.14 / 1.35m; Overhang - 2.89m front, 2.785m rear INTERIOR: Seats - 50 +1 +1 (or 57 +1+2); WC, refrigerator, coffee machine
058 www.truckandbus.net.au
2
During the major part of the event I drove a triaxle S 517 HDH with an automated eightspeed gearbox, which is now standard. The length of this vehicle is just over 14 metres. The ‘S’ stands for Setra, although it is tempting to translate it to “superlative”. The number ‘5’ indicates that this is the 500 series and ‘17’ denotes the maximum number of seat rows as the current coach can have. HDH stand for “High Highdecker”, where two steps lead into the passenger compartment from the driver’s level. The lower step can be provided with a safe box.
to German habit and standards, two-point lap belts are accepted apart from the driver and guide seats, which have three-point belts. Inside the coach the seats are of Setra’s own manufacturing. They are provided with logical controls for adjusting the backrest angle and lateral displacement for better axle space in the rows closest to the aisle. The armrests ‘swings’ up in a semicircular motion. The construction was launched in time for the Frankfurt IAA Motorshow in 2010. The last row’s four seats also have adjustable backrests. Setra maintains open hat racks except for a
The front entrance with four steps, each of 18cm, has been made wider and turns slightly to the left. The coach can kneel 4cm along the
couple of lockable compartments designed for driver and guide in the front of the vehicle. Hat racks have been made larger and can now hold
entire side. The Setra 500 series has become both higher and slightly longer, thus increasing the luggage compartment to almost 14 cubic meters. The model also gained increased headroom in the
a ski helmet. Each passenger can adjust the flow of air from its air nozzle. The lamps are LED lights and there is a button to attract attention from the host or hostess.
aisle, which is now 210cm. I test drove a 12-metre S 515 HDH as well with three-axles and equipped with the
The coach has roof air conditioners with three power levels between with automatic temperature control for the passenger
automated transmission. Both vehicles were unladen and the shorter coach felt perhaps slightly more bumpy, but had a tighter turning
compartment, which is divided into two zones. The AC compressor has four cylinders. The driver’s place is equipped with its own AC and
circle - 19.5-metre compared with 23.4-metre for the one-metre longer brother. Steering angle in both cases is 58 degrees and the tag axle is
ventilation. Up front, the dashboard has been moved 5cm closer to the driver’s position. The driver’s
self-steering. Our 14-metre three-axle bus was equipped
place is ergonomic, functional, logical and comfortable. The instrumentation is simple and
according to the German standard of four stars
easy to understand with a large, round analog
with 50 seats plus driver and guide. According
speedometer and ditto tachometer and an
electronic information display between. Fuel and AdBlue meters have analog display.
develops 510hp (375kW) and has 2500Nm. Also available is a version with 476hp (350kW)
A newly developed water-powered retarder is connected to the gearbox and brakes an
The steering wheel is adjustable for both height and angle and is released or locked with a button on the right side of the instrument panel in the same way as in the
and slightly less torque at 2300Nm. Injection takes place via common rail with X-Pulse pressure increased up to 2100 bar. It’s a Daimler six-cylinder “world engine”
impressive 1020hp (750kW). It is produced in cooperation with Voith and uses coolant for both slowing and cooling. Thus, the need of an oil-based heat exchanger with associated
Comfort Class. A separate driver’s door is now a thing of the past; in return, the handbrake lever has a more easily accessible location at your
HDEP, which stands for Heavy Duty Engine Platform. The number of common components is very large for the different volumes of 12.8-litre, 14.8-litre and 15.6-litre.
oil changes to the retarder has disappeared. As the Euro6 engine develops more heat, the cooler has been made larger and was moved to the right side of the engine compartment in
elbow’s height. Visibility to the front, sides and back are excellent. The door mirrors are electrically
All the Group brands like Setra, Mercedes, Freightliner and Fuso use basically the same engine, adapted to Euro6, EPA 2010 in the
the very rear. To balance the vehicle with the heavier Euro6 equipment like the catalyst, particulate filter
adjustable and heated. The now prevalent ‘antenna’ type was a Setra first and was introduced in 1991 on the 300 series.
U.S. or the Japanese emission standards. When moving upwards along demanding motorway hills the power could be felt.
and such the fuel tank has been moved to the front. At the same time the batteries have been moved backwards. The cover for the fuel
Setra is moreover first on the bus/coach side to have wipers with integrated water channels in the rubber blade. This gives better distribution of the washer fluid. Similar to Comfort Class, TopClass is
The OM 471 engine has a three-stage Jake brake that shuts two cylinders at a time. The brake power is a maximum of 286hp (210kW). The new engine is said to use less fuel than the previous Euro5 versions. Consumption of
and urea refill now sits just behind the front door, which must be closed during refuelling however. Diesel can also be refuelled from the opposite side. Starting is done by inserting a ‘key’ of
available with a third, upper windshield wipers to the delight of passengers. The OM 471 LA engine of 12.8-litre capacity
BlueTEC / AdBlue urea in the Euro6 engine has been measured to be 40 per cent lower than for Euro5.
plastic into an intended slot. Press once on the chrome button and all instruments/meters make indications. A second push starts the
”Setra, Mercedes, Freightliner and Fuso use basically the same engine adapted to Euro6.” When the bus reaches 95km/h the body is lowered automatically by 2cm.
www.truckandbus.net.au 059
1
2
3
engine. To turn off the engine, press the same button again. Simple.
The exterior mirrors have been tuned in terms of aerodynamics. Something that
Daimler Buses’ top models, thus also the Mercedes Travego. Through the three-piece
A novelty is hanging pedals that produce a more precise application of the brakes. On the road, the TopClass 500 model feels very stable. The road roughness is hardly felt
also applies to the front, the driver’s window and door locking to the body when driving. Similarly, the rear has been modified to reduce air turbulence behind the vehicle.
front bumper is reinforced frame rails and transverse tubular profiles of steel. This provides better protection for both the driver and tour guide in a frontal impact and also
in the steering wheel. The individual front suspension with double wishbones contribute to this. The lower
Overall, the engineers have turned down the drag resistance by 20 per cent for coaches to an astounding 0.33 Cd. This
works as an underrun protection. The entire driver module, including steering wheel, pedals and seat is a separate
unsprung weight with the air suspension results in a stable and comfortable run. It was on the Autobahn that the 500 series is perceived at its best. The latest aerodynamic changes have resulted in a very quiet coach. At the driver’s seat, the noise level is reduced from 34dB to 32dB, which for the human ear is perceived as a great reduction. At 100km/h the coach rolls forward with a pleasant 1200rpm. When the bus reaches 95km/h the body is lowered automatically by two centimeters. Thus further reducing air resistance and fuel consumption. The lowering also gives greater stability and more precise steering.
alone can, according to the manufacturer, provides several percent lower fuel consumption. The cruise control, which in Daimler language is called Tempomat, has evolved using radar to detect and adapt to a constant distance from the vehicle ahead. This adaptive cruise control is combined with an automatic emergency braking system called Active Brake Assist (ABA2). It alerts the driver and can even automatically brake the coach if you catch up with a more slow-moving or stationary vehicle on the road. Daimler is the first in bus and coach industry with this. Front Collision Guard (FCG) is a ‘crash cage’, which a few years ago appeared in
frame section. It may in its entirety slide downwards and backwards like a sledge in the event of frontal impact. It provides valuable centimeters of survival space for the driver and guide. The spare wheel in the nose is part of the crash protection. The 500 range already meets the stricter requirements of ECE R 66/01 on roll-over that enters into force from 2017. Automatic monitoring of air pressure of the tires (TPM) with visual warning on the instrument display is another important safety feature. ABS brakes and traction control system ASR with ESP stabilisation is standard on the TopClass like the Comfort Class.
”...about 300kg lighter due to a new body structure.” A stunning-looking bus in a stunning-looking location. Love it!
1 Sven-Erik Lindstrand driving
Setra’s new 500-series. 2 Transmission controls fall
easily to hand. 3 The two batteries have been
moved from under the driver’s place to next to the engine.
060 www.truckandbus.net.au
Model 6120
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First Look
Photography: Mark Bean
FORWARD Smaller buses seem all the rage right now and bus bodies stuck on a truck chassis is nothing new – but one that avoids that goofy ‘head smaller than the shoulders nodding dog on the car dashboard’ look? That’s where the latest Chiron-Hino RB8 has come up trumps. Fabian Cotter investigates.
062 www.truckandbus.net.au
THINKING
www.truckandbus.net.au 063
1
1 Aussie-sourced LEDs and a
useful boot at the back make the rear a highlight. 2 Modern and comfy, the lastest Hino dash is a gem; Chiron added sundry switches for functions. 3 Depending on customer needs, it’s 34 or 35 seats inside. It really is a nice and ‘airy’-look interior. 4 Good access here, where you are greeted to the left by a clear view of the driver and crew area.
O BUS SPECS MODEL: Chiron RB8 Tilt-Cab Bus ENGINE: Hino NO4C UT 4.0-litre, fourcylinder direct-injection turbo-diesel. Power - 121kW@2500rpm, Torque - 464Nm@1400rpm TRANSMISSION: MZZ6F six-speed overdrive manual ‘box AXLES: Front capacity - 3100kg, Rear capacity - 6200kg SUSPENSION: Front parabolic leaf springs with stabiliser bar and shocks; Rear four-link air suspension with stabiliser bar and shocks BRAKES: Ventilated discs, vacuum booster hydraulic. ABS with VSC and TRC WHEELS/TYRES: 17.5x6-inch; 225/80Rx17.5123/122 BODY: Integrated tubular frame meeting ADR 59/00 standards for Omnibus Rollover Strength; High-tensile galvanised steel mounted on vibration isolators MISC.: Fuel tanks – 170L; Air-con – Spheros main, Denso cab
064 www.truckandbus.net.au
ften at major bus shows, amidst the pomp and ceremony of a big bus launch – no bad thing, mind you – there’s a slew of very cool products making their debut that comparatively go about their business by merely attending the show on a stand and casually capturing the eyes of discerning onlookers who are seeking ‘that next great thing’. The 8.9m, 4.0-litre, four-cylinder intercooled direct-injection Euro5 diesel-engined RB8 midi-
feedback,” said Chiron CEO Lorenz Eberl. “It [the RB8] was something unique for us and it was the first time Chiron had exhibited as itself at a big bus show. We’ve normally just had vehicles at shows with Hino or with Asia Motors, our main supporters and customers in the past.” “The RB8 has been on the Chiron product line for a while, a body that we build on a dedicated Hino chassis exclusively,” Eberl explained. “It’s one of those 35-seat buses that fits in a
bus from Chiron is one of them. Or such was the impression at September’s 2013 Australian Bus + Coach Show in Sydney, where it made
category that hasn’t been served terribly well by the marketplace before, this midi-bus style.” “Now, a little while ago, Hino changed its 300
its debut. There she stood, minding her own bee’s wax up on the Chiron stand bordered by the Hino one, looking for all the world like just another stylish midi-bus from a distance. Walking
Series chassis, which this bus is based on, and introduced a new cab. And at this point it meant we had to do a major redesign on our body to go with that cab, so we took the opportunity to build in some improvements into the product
towards it to get a better look soon became faster with hastened steps because from the right viewing angle the bus started to tilt forward
based on the feedback that we had on the RB8s we had sold over the past five to six years,” he continued.
… just like a slow-moving Transformer. And as you can’t quite tell if it is a good guy ‘Autobot’, or a bad guy ‘Decepticon’ (right about now just
“The major issues were, being a front-engine vehicle, engine maintenance access and ease of servicing; the ride quality because the previous
go find your kids, they’ll explain everything to you), retreating from it might be the better part of valour.
model was actually steel sprung to the chassis with only minor suspension modifications; and a few other things like reduction of interior noise
The friendly chaps at Australian body builder Chiron were quick to point out, though, there
and so forth. “So it’s the same idea behind this package,
was nothing to fear from this ‘unusual’ bus metamorphosis. “We’ve had huge interest in this and got great
length, seating etc, but we’ve improved things like the air-conditioning – from just cool airconditioning to heat-cool air-conditioning and
5 Chiron did heaps of work here to get
the ride feeling just right. Vibrationisolation mounts got the nod. 6 Shown here is where the original factory Hino cab pilars were cut and note the ‘height’ of the new Chiron roof! 7 ‘More than meets the eye’. The actual body is constructed separately then hoisted onto the chassis.
2
“...R&D engineering work to blend existing Hino components with our Chiron body components.”
3
4 even separate body (Spheros condenser mounted in the engine bay using custom Chiron bracket) and cab (original Denso from Hino factory spec) air-conditioning. “The RB8 has been uniquely designed to suit only the Hino chassis; we don’t intend to build the Chiron RB8 body on any other chassis right now because of the amount of research and development engineering work that has gone into it to basically blend existing Hino components with our body components.” As can be imagined, while Chiron did have a little bit of overseeing input from Hino, the Australian body builder did virtually all the work. And with big companies like Hino still reluctant to hand over sensitive design information and blueprints of a model, Chiron had to ‘laser scan’ the cab itself to enable its own digital 3D rendering and modelling. That is, spraying the windows with a special temporary coating so that the laser ‘camera’ – and we are guessing this thing is eight million times better than anything any kid’s X-Box Kinect can muster – scans the shape of the cab and chassis for virtually supreme accuracy (even the thin tyre placard sticker along a door jam is visually recognisable on the scan from a distance). Amazing stuff. So why Hino? Chiron product development manager Colin Menzies explained: “One of the things that we consider about overseas vehicles is the quality of the frame and the
quality control of the structure. This vehicle is designed for ADR 59, which is roll-over protection for Australia and it uses highstrength steel. “There’s a quality procedure for each step in the process of the build and we believe the quality of this chassis is better than any that’s currently built in Australia.” Overall, Chiron is proud of the fact most of the end product is Australian sourced, such as the high-strength steel in the body and the Thoreb multiplex system, as well as the lamp systems, wiring systems and flooring all from a local Aussie supplier. This must account for something because in addition to this first ‘display’ model there are already another 10 in production now to fill orders - typically school bus applications and speciality bus uses says Eberl (the automatic Ricon wheelchair lifter is a cassette type under the 900mm height floor, thereby saving capacity from not being ‘inside’ the body. And the RB8 has a boot at the back. Bonus!). In essence, once the cab and chassis had been scanned, the Chiron design team were able to custom style a new, higher roof and wider cab body so that it matched the dimensions of the intended bus body. With the new roof designed, a ‘plug’ was made for a mould from which fibreglass parts were made; similarly moulds were taken of the door jams so that the original Hino doors could be reattached to the eventual wider Chiron-styled
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cab. That means uber-exact tolerances and clearances were needed so that everything lined up and fit properly, and all factory holes and fittings could be reattached accurately. In terms of the roof they cut the original down at the A-pillar near the dash and the B-pillar near the seatbelt mount before the rear wall was removed, then almost ‘grafted on’ via welding the newly designed taller fibreglass roof. The actual bus body is made separately first then hoisted onto the chassis for attachment. Ingeniously, as the cab tilts back into place it is now ‘grabbed’ by four hydraulic catches and the actual 3mm gap between cab and body is covered by a perfect seal that shields from dust and protects from rain thanks to a clever ‘gutter’ system, where water comes in then runs down the sides. One must remember this bus isn’t just something you walk into then peer at the
3 driver and co. through a mere slot or hole; there’s virtually no divide or wall, as it were, and it’s a refreshing open-plan look and feel much like you visually have unrestricted sight of the driver’s area in a normal bus. The work that has gone on to achieve this look from a usual ‘bus body on a truck chassis’ concept is phenomenal and, no doubt, will have competitors wondering how best they can achieve such a look if this indeed raises the bar to what customers soon come to expect as par. And its biggest drawcard? The maintenance access that comes from a tilt cab. With engines up front, traditionally to get to it involved removing the interior seats, hatches, the even the front wheels for some tasks etc – add about three hours there so you don’t lose or damage bits in doing so. But here is an application that can just tilt forward in a matter of minutes and give
4 service personnel access and good work space. This would save operators oodles of ‘off the road getting fixed’ time. The ride was smooth and enjoyable. A quiet, almost cabin-noise-free affair. The body is attached 50mm higher than previous models with custom vibration-isolation mounts affixed to the chassis, it’s as if the body floats on the Hino chassis. Its new rear four-link air suspension gives improved passenger ride, maintains constant body height and significantly reduces transmission of vibrations it’s said. Chiron’s even fitted a custom heavy-duty stabiliser bar at the back, too, for what it is worth. Overall a lot of energy has going into making this truck-bus project more believably a bus – without omitting the beneficial truck aspects like quicker engine access. And in that regard alone there’ll be more than a few taking a keen interest in this one.
“... tilts forward in a matter of minutes giving service personnel access.” 1 The 121kW Hino lump does the trick. 4 All glass needed to be sprayed for a ‘frosted’ look, so that the laser 2 On the road, you’d seriously need to
be Dr. Spock with a magnifying glass camera could scan it as a ‘surface’ to know this was technically a truck! and not just ‘blank space’. 3 The custom Chiron-made brackets 5 If the RB8 can ‘tip its hat’ it might help mount the body to the chassis, soon bow and curtsy - which would for a ‘floating’ effect. be awfully polite.
066 www.truckandbus.net.au
5
Hot Stuff
By Fabian Cotter
Gadgets on the go
We’ve scoured the globe for all the latest gadgets and gizmos for when you are on the go.
Yota e-Ink Screen Phone Russian company Yota – which has strong manufacturing connections in Asia – has launched an e-ink (think e-book reader type) dual-screen smartphone. Basically, it saves power by transferring web pages and other applications to the e-ink screen, meaning you get to see what you need without needing to WHAT? WHO? HOW MUCH? CONTACT?
‘wake up’ the phone. “The typical user picks up and activates their smartphone more than 150 times a day,” said Yota Devices chief executive Vlad Martynov. “Why? Because users worry that messages or information they need or want are hidden behind their phone’s black screen. This is
e-ink Dual-screen Smartphone Yota Approx. 499 Euros www.yotaphone.com
a huge distraction and can impede meaningful interaction with our friends, families and colleagues.” “The YotaPhone is an ambitious concept and although it will be considered a gimmick by many we believe there is merit in the design,” said Ben Wood, a mobile analyst with research firm CCS Insight. Yota plans to launch the phone in 20 other countries by March 2014. It’s an Android-running phone with 1.5GHz dual-core processor and a 12-megapixel rear camera.
Qualcomm Toq In what seems a growing trend in portable technology, screens that stay on but save power seems all the rage, plus wearable watches look like being the next streetcred fashion statement. To that end, US company Qualcomm has released the wayfunky Toq watch – an Androidbased timepiece that is fully compatible with smartphones that provides and ‘always on’ experience, exceptional multi-day battery life and screen visibility even in bright sunglight. “The Toq Android-running
cases key Qualcomm innovations, such as Mirasol always on low power display, AllJoyn interactions and WiPower LE wireless charging, that will define the emerging wearable category,” said Dr. Paul E. Jacobs, chairman and chief executive officer of Qualcomm. “Like a traditional watch, Toq displays information at a glance with no on/off switch. And paired with a smartphone to receive notifications and content, it allows the watch to seamlessly merge our physical and digital
lives. Leveraging these and other industry-leading technologies, we and our partners will enable new product opportunities and consumer experiences.” This limited edition smartwatch will leverage breakthrough technologies necessary to deliver compelling user experiences on wearable devices, it’s claimed. Of note, Toq demonstrates stereo Bluetooth audio experience – first truly wireless stereo headphones that sit outside the ear canal for all day comfort and wearability.
WHAT? WHO? HOW MUCH? CONTACT?
Toq watch Qualcomm From US$349.99 http://toq.qualcomm.com
Sony Walkman 3-in-1 The actual portable device may have died ages ago but the idea behind the Walkman is well and truly alive in 2014 – and Sony’s headphone means the wires are no more. Plus they look awesomely funky and should have no problem being almost fashion statements around your WHAT? WHO? HOW MUCH? CONTACT?
neck. You know it! The 3-in-1 Walkman headphones not only feature a built-in MP3 player, but they’ve also got built-in speakers so you can listen to your music with them hanging around your neck or just off your ears. Two different models are available: a 16GB and one
3-in-1 Walkman headphones Sony From US$160 www.sony.com
with 4GB for music storage – and can be used with your phone or other device if you don’t want to listen to music you’ve stored on them. They hit European shelves last month and should be in US at the time of print. Asia-Pacific availability to be announced in time.
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Working Wheels
Master of the Universe Renault’s Master van or cab chassis has plenty to offer for those needing a work truck. Geoff Paradise reports.
R
enault has launched its range of rear-wheel-drive Master cab/ chassis heavy-duty vehicles that offers twice the payload and up to twice the load-space of a regular ute yet at a comparable price, the company says. The Renault LCV offer is now expanding into new market segments with a proven, competent, well-equipped and versatile range that can be configured easily to suit a variety of hard-working applications, while at the same time delivering driver and passenger comfort thanks to a choice of spacious, safe and well-equipped cabs. The 4.5-tonne GVM Renault Master cab/ chassis vehicles can all be driven on a regular car licence, and are offered with a choice of six-speed manual or advanced six-speed ZFsourced “Quickshift’ automated transmissions. The rear-wheel drive Master single cab comes in a choice of two chassis lengths while the seven-seat dual cab allows the entire crew to travel in style. The dual-cab offers a terrain-gripping Eaton automatic differential lock as standard
(optional on single cab), to deliver excellent traction on the typically loose and slippery surfaces found on construction sites, rural properties, or unsealed roads, precluding the need for a more expensive and often superfluous all-wheel drive solution. The Renault Master cab/chassis offers a substantial payload of up to 2.5 tonnes with an additional 3-tonne towing capacity, thanks to its robust multi-leaf rear suspension. A high level of safety equipment comes as standard, including dual airbags, ABS and Electronic Stability Program with ASR traction control, cruise control and variable speed limiter, and even a brake pad wear indicator. Comfort and convenience features abound, and include remote central locking, Bluetooth hands-free connectivity and audio streaming, air conditioning, multifunction trip computer, a multitude of drinks holders, chilled glove box, overhead storage, and power front windows. A broad array of customer-selected options includes a locally sourced alloy or steel dropside tray, satellite navigation and a rear-view camera, as well as an Isringhausen driver’s suspension seat. Mechanical options include a transmissiondriven power take-off (PTO) and a towing pack. Nice one. A number of the options are bundled together as a ‘safety and security pack’, comprising auto headlights and rain-sensing wipers, dual head and side airbags (non-suspension seat versions), fog lights, rear demister, alarm and
headlights with cornering lights. The ‘premium pack’ for cab/chassis models features an integrated sat-nav system, storage compartment under passenger seat, an additional large door bin, glasses storage and A4 dash top document compartment lid. The Renault Master cab/chassis models feature the just updated 2.3-litre turbo-diesel, direct-injection, four-cylinder engine, as used in the front-wheel-drive Master van range. This produces 110kW and a substantial 350Nm 1500rpm-2750rpm. Like all Renault Master vehicles, the new cab/chassis range is able to travel as far as 30,000km between service intervals, depending on its working environment, thanks to a new oil condition monitoring system. The Master single cab offers a choice of wheelbases, 3682mm or 4332mm, while the dual cab is only available in 4332mm. The longer single-cab model can be built up to an overall length of almost eight-metres, of which almost 5.5 metres is load area. Renault is offering the Master cab/chassis with a three-year/200,000km factory warranty, as well as three years’ roadside assistance and capped price servicing for the first 90,000km or three years, whichever comes first. The single-cab variant is priced from $45,490 and the dual-cab from $50,490. The ‘Quickshift’ automated transmission adds $2500. Pricing is the manufacturer’s recommended retail price and does not include on-road costs or dealer delivery.
VAN SPECS MODEL: Renault Master Van/Cab Chassis ENGINE: Four-cylinder, 16-valve, 2.30-litre Euro5 diesel. Power – 110kW@3500rp. Torque 350Nm@1500-2750 TRANSMISSION: Six-speed manual or automated manual transmission BODY: Available in range of lengths and roof hieghts MISC.: ABS, ESC, three-point adjustable seat belts, front driver and passenger airbags, reversing camera, double optic front headlamps with cornering lamps
www.truckandbus.net.au 069
064Money Matters
Paul Clitheroe BANK FEES - NOT HARD TO AVOID
C
onsumers have benefited from a steady decline in bank fees in the past few years, but figures from the Reserve Bank of Australia (RBA) show there is still a long way to go. Each year since 1997 the RBA has surveyed bank fees. The latest results show that bank fee income earned from households fell from a total of $5.2 billion in 2009 to $4.1 billion in 2012. On one hand it’s great to hear we’re paying less in bank fees. But four billion dollars is still a massive slug on household wallets - and usually it’s easy to avoid or at least reduce many of the more common bank fees. To see how you could save on everyday bank fees, take a look through the latest statements for your regular transaction account. If it shows you’re paying a monthly account-keeping fee it could be time to switch
You can also make fee-free withdrawals at an EFTPOS machine belonging to one of the big supermarket chains like Coles or Woolworths - and the best bit is there’s no need to make a purchase. Another simple way to save on bank fees is by ensuring there’s always enough money in your everyday account to pay for direct debits like your power bill or loan repayments. If there isn’t and your balance dips into the red you could be charged an exception fee. This is one area where bank fee revenue from households has climbed during the past few years in Australia. In 2012, for instance, consumers collectively paid exception fees totalling $261 million on deposit accounts alone. Yet it’s a cost that can be sidestepped by planning ahead for regular electronic payments. Making the most of your money isn’t just
Two of the most common reasons for starting up a self-managed super fund (SMSF) are the desire to take control of personal retirement savings and a drive to reduce investment costs. These are perfectly reasonable motivators; however, there are some aspects of SMSFs that I suspect many people don’t think through carefully. You have to make sure they’re right for your circumstances. Firstly, SMSFs won’t necessarily lower the costs of your nest egg. For starters, the setup costs can be over $2000. You also need to factor in the ongoing expenses involved in running a SMSF - many
“In 2012, for instance, consumers collectively paid exception fees totalling $261 million.” to a different account because there are a growing number of transaction accounts that don’t charge this sort of regular fee. Next, check your statement for ‘foreign’ ATM fees. These apply each time you use an ATM that doesn’t belong to your bank’s network. Foreign ATM fees often work out to around $2.50 per withdrawal. Used every now and again it won’t send you broke, but if you’re using a foreign ATM two or three times a week you could be paying over $300 each year just to access your own money, and that’s just ridiculous. Avoid this type of charge by sticking to a machine or network belonging to your bank, or take cash out when you pay for purchases with EFTPOS.
064 www.truckandbus.net.au
about avoiding unwanted costs. It also involves making the money you have work harder for you. Some transaction accounts pay a miserly rate of interest - usually below 1 per cent - though most pay no interest at all. So it makes sense to only hold enough cash in your everyday account to pay immediate bills and expenses. Any spare funds should be parked in a high-interest savings account. Online banking makes it easy to switch money between a savings account and an everyday account. If you hold both types of accounts with the same financial institution an online transfer is normally immediate without the need to wait 24 hours before you can access the funds. It’s an easy way to keep your cash working at all times. And finally… Australians are embracing self-managed super funds at a rapid rate with close to one million people now a member of their own fund. But a report issued earlier this year by the Australian Securities and Investments Commission (ASIC) highlights some of the lesser known downsides of managing your own nest egg.
of which are unavoidable as they involve mandatory accounting, reporting and audit requirements. According to an SMSF report by actuaries Rice Warner it could cost anywhere from $1163 to $7443 annually to operate a SMSF - depending on the size of your fund and the amount of administrative work you outsource to professionals. The bottom line is if you’re willing to do a large part of the work yourself, according to that same report, you’ll still need at least $200,000 in a SMSF to get the sort of value for money you would expect from a professionally run super fund. If that’s not the case and you intend to outsource the bulk of the administrative work, you’re going to need closer to $500,000 for a SMSF to be financially worthwhile on a costs basis. Don’t get me wrong, managing your own nest egg can be financially rewarding and personally satisfying. Just be sure to think through the process and consider if it is a step that’s right for you. Paul Clitheroe is a founding director of financial planning firm ipac, chairman of the Australian Government Financial Literacy Board and chief commentator for Money magazine. Visit www.paulsmoney.com.au for more information.
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45 years on, still legendary Our legendary buses and coaches are custom made to your specifications and wear the HINO badge, so you know you’re getting quality engineering. So trust a brand with its roots in home soil, 45 years on and HINO is still producing legendary transport solutions.
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