Coach & Bus Magazine Issue 47 by Transport Publishing Australia

August 2021 – $9.50 incl. GST

www.truckandbus.net.au

RISING TO THE OCCASION – BRISBANE'S BELBAKER TURNS A FAVOUR INTO FORTUNE

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THE FUTURE FOR BUS TRANSPORT CROWN COACHES DAIMLER FLEET ZF GEARING UP FOR ELECTRIC MERCEDES BENZ VALENTE

ISSN 2653-1925

9 772653 192005 >

STOCK BUSES in stock or coming soon Coach Concepts Scania K310

Irizar Scania K310

Scania Touring K360

• • • •

• • • • • •

Up to 57 seats (not fitted) Power - 310hp (228Kw) @ 1900rpm Torque - 1550Nm @ 1150 - 1350rpm ABS/ESP & Disc Brakes

IN STOCK

Up to 57 seats (not fitted) Power - 310hp (228Kw) @ 1900rpm Torque - 1550Nm @ 1100 - 1350rpm ABS/ESP & Disc Brakes

AVAILABLE FEB ‘22

Up to 57 seats (not fitted) Power - 360hp (265Kw) @ 1900rpm Torque - 1700Nm @ 1050 - 1300rpm EBS with integratedABS & ESP Rigid front axle, Independent front suspension Biodiesel, HVO and Diesel fuel options

IN STOCK

Coach Design Scania K310

Volgren Scania K310

EXPRESS COACH Scania K310

• • • •

Up to 57 seats (not fitted) Power - 310hp (228Kw) @ 1900rpm Torque - 1550Nm @ 1100 - 1350rpm ABS/ESP & Disc Brakes

AVAILABLE FEB ‘22

Up to 57 seats (not fitted) Power - 310hp (228Kw) @ 1900rpm Torque - 1550Nm @ 1100 - 1350rpm ABS/ESP & Disc Brakes

IN STOCK

Up to 57 seats (not fitted) Power - 310hp (228Kw) @ 1900rpm Torque - 1550Nm @ 1100 - 1350rpm ABS/ESP & Disc Brakes

IN STOCK

Buses in stock are available for immediate delivery*. All vehicles come with Scania expert driver training and 2 years warranty** as standard.

customised REPAIR & MAINTENANCE PACKAGES The best vehicles deserve the best after-sales care and our comprehensive flexible maintenance plans, backed by extensive national parts coverage and driver monitoring and coaching, provide you with maximum productivity, minimum costs and complete peace of mind. Contact your dedicated Scania representative to discuss a tailored repair and maintenance package, customised to your specific working environment.

CUSTOMER TESTIMONIAL “Scania R&M gives me peace of mind, as it gives full coverage of all Scania related components. It is valid Australia wide, which means the nearest Scania dealer will always be able to assist me, regardless if it’s my home Dealer or not. Both maintenance and repairs are being done by skilled technicians using genuine Scania parts. When it comes to business planning, the fixed monthly rates means there are no unexpected costs or surprises!” Toby Starr – Managing Director, Allstarr Coaches.

Call your Scania Account Manager today to order your new bus and discuss our flexible R&M packages designed for the only business that matters. YOURS. VIC / SA / TAS / WA Dean Cash: 0478 310 518 Jamie Atkinson: 0408 059 501

NSW Shane Simpson: 0411 768 027 Logan Hoser: 0411 768 047 Ian Clarke: 0438 482 492

QLD / NT Brian Thompson: 0418 531 632 Ian Clarke: 0438 482 492

www.scania.com.au * Delivery times subject to prior sale and dependent upon seat installation and finalisation of specification. **Please refer to Scania warranty policy terms and conditions.

dedicated to the road ahead In 2021, we are proud to reflect on our 5 decades supporting the Bus & Coach Industry. This year, we also celebrate 11 consecutive years of market leadership, which has been facilitated by our solid product and service offering, enabling us to foster strong relationships with customers, dealers and partners across the country - establishing Volvo Bus Australia as a well-respected and trusted industry partner. We look forward to seeing these relationships continue with our electromobility efforts. Our S-Charge chassis has demonstrated great success and we are working hard on the development of the awaited BZL electric chassis, due for release in 2022. We are grateful to have been a part of the Bus & Coach Industry these past 50 years, and we look forward to remaining your trusted business partner into 2021 and beyond. www.volvobuses.com.au

001 Drivers Seat

THE CHANGING COMPLEXION OF OUR BUSINESS

he Covid crisis has again altered our lives, just when we thought we were emerging from the pall that this dreadful disease had

cast over us.

Clearly I am not telling you anything

most of you don’t already know but the crisis has affected the bus industry in oh

so many ways, both positive and negative. The fact that inbound tourism has stopped completely has put enormous pressure on those operating tour buses around the country, state border closures have made intercity bus operation intensely difficult

and even city route bus operations have been under pressure with city dwellers using their personal cars instead of indulging in the jeopardy of mixing with other humans on a commuter bus. The only glimmer of light that has emerged from all this is the move to pivot from diesel to zero emission bus building with a range of bus makers responding to the edicts from state transit authorities to shift fleets to full zero emission sooner rather than later. From our perspective news of anything to do with diesel buses has come to almost a complete halt. All of the news we

big operations and they have pivoted to

the zero emission agenda, but for Express, it is great news that one of the smaller bus builders has been given the chance to prove its credentials for electric buses and secured zero emission chassis with a

bus manufacturer. The fact is that Express will be able to continue doing buses with

a range of established bus makers like Scania, and the deal with BLK will broaden and validate its engineering capability and its zero emission worthiness.

It also bucks the trend for Chinese buses to come to Australia largely as completely built up buses and will mean some value add can be contributed locally, producing buses that totally suit our operating conditions, demands and environment, not to mention benefiting our country with some local input and know how. We keep talking about skills shortages, but we often brush aside engineering operations like Express and don’t realise the true cost of losing something like this is often hidden in the skills we lose when they close down. So good luck to Express, and Custom, Volgren, Bustech and all the rest, long may they continue and let’s hope they

seem to be receiving on the email appears to be about zero emission, and a scan of overseas sites reflects an even bigger

can continue and adapt to the era of green buses ahead. There is no reason to doubt they can,

hydrogen, battery electric or hybrids. Paris has just ordered 180 Iveco battery electric buses, Ireland’s National Transport

and to buy from them or we will lose them. The heartening thing is that Australia still builds trucks and very successfully

focus on zero emission – whether that be

Authority has ordered 200 battery electric buses from BYD ADL, and is looking at a potential 120 hydrogen fuel cell buses. It is just all about electric. So it was with some degree of joy that

I saw local body maker Express had formed an alliance with BLK to produce electric and hydrogen fuel cell buses at its Macksville factory on the mid north coast of NSW. We have a soft spot for Express, partly because it is providing valued employment in a country area but also

because Dale Hancox and his team are really great people.

In fairness the likes of Custom/Denning, Volgren, Bustech and the like are all pretty

but we have to be careful to nurture them

too. That is a fact that a lot of Australian’s are ignorant of. When you tell people that Kenworth, DAF, Volvo, Mack and Iveco trucks are built in factories here in this

in our harsh and different conditions, and which may not be the cheapest available

but work well, efficiently and last. We don’t need to engage in a race to the bottom, Germany doesn’t so why should we, we are a wealthy nation so let’s start acting that way.

Now that we are down off the soap box, in this issue of Coach & Bus we look at the future of buses and where it is all heading we take a look at the highly successful

Crown Coaches in Melbourne and its close alignment with Daimler product, both Fuso and Mercedes, and we also take a visit to Belbaker in Brisbane, a bus operation that started almost by accident but has thrived and grown into a key player in the South East Queensland market. Along with that, we take a look at a new express bus service from the Huon Valley to Hobart on the Apple Isle, we look at

ZF’s electro mobility moves, as well as the latest trend in auxiliary driving lights/light bars, and we road test the Mercedes Benz Valente, a classy addition to the luxury people mover/micro bus market.

All that and a whole lot more in this issue of Coach & Bus, so enjoy the read and we will catch you next time.

country they look at you askance, but it is a reality. Most believe when Holden, Ford and Toyota shut down here that was the end of automotive manufacturing in this country, but local truck factories deliver the benefit of a product adapted for here

not just a cookie cutter version produced for all markets. We are a clever country, most of the time, not always, and we need to believe that, to produce well engineered, clever products, particularly vehicles, that work

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Issue 047

CONTENTS CONTACT DETAILS PO Box 7046 Warringah Mall NSW 2100

FEATURES

www.truckandbus.net.au admin@truckandbus.net.au Enquiries 02 9938 6408 Follow us on Twitter #truckandbusnews

FUTURE TENSE

The future of bus transport was looking pretty bleak a few decades ago. The buses were ageing, they were noisy and smelly and in terms of city route buses they provided the minimum standards of comfort as well as lacking convenience in many cases. Today however we stand on the cusp of some of the biggest shifts in bus technology the industry has ever witnessed, from the way buses are powered, to how we use them, how they are controlled and even how big they can be. C&B takes a look at where the bus industry is headed.

24 CROWNING GLORY

Any bus company that has been in business for more than half a century must be doing something right and for Melbourne based, family owned and operated, Crown Coaches 54 years in business has taught some pretty strong lessons about running a bus operation. We take a look at Crown Coaches and why they have embraced Daimler buses, in particular the new Fuso Rosa..

30 RISING TO THE OCCATION

How does a company running childcare centres become one of South East Queensland’s largest and most successful bus and coach companies? Damn good question, and one that involves an intriguing and fascinating answer. We take a look at Belbaker, one of the real success stories of the bus charter business and how it has risen to the occasion.

Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Peter Barnwell peter@truckandbus.net.au Art Director Fiona Meadows fiona@kududesign.com.au Advertising Sales Jon Thomson Mobile: 0418 641 959 admin@truckandbus.net.au Contributing Writers Barry Flanagan, Sven Erik Lindsrand

36 APPLE ISLE EXPRESS

It’s not just the big cities that struggle with traffic congestion, even smaller capitals like Hobart battle with clogged main roads in rush hour and a new commuter link bus service has been established in the Apple Isle to help a growing number of commuters from the Huon Valley leave their cars behind and bus it into Hobart town. We take a look at TassieLink’s new Huonville Hobart Express and its help in reducing car dependency.

42 GEARING UP FOR AN ELECTRIC FUTURE

German based global automotive component maker, ZF is best known for its transmissions, using the expertise and engineering capabilities that were first established to create drive systems for Germany’s Zeppelin airships. With the writing on the wall for internal combustion engines, ZF is well advanced in a pivot to electric drive trains for commercial vehicles. We take a look at some interesting electric vehicle innovations from the German drive meister.

48 SHINING A NEW LIGHT ON THINGS

Auxiliary lighting always seems to be an afterthought, but we reckon it needs to be given a bit more priority, particularly since the latest generation of LED light bars have delivered better performing, lighter and whiter lighting with a lot less heat. We recently tested the latest generation lights from British innovator Lazer Lamps and really took a shine to them.

Contributing Photographers Mark Bean, Cristian Brunelli, Jan Glovac

REGULARS Coach & Bus Magazine is published under licence by Transport Publishing Australia and is distributed to road transport professionals, fleets, business professionals and the industry throughout Australia. All material contained herein including text, photography, design elements and format are copyright and cannot be reproduced by any means without the written permission of the publisher. Grayhaze Pty Ltd is a member of the Copyright Agency Limited (1800 066 844). Editorial contributions are welcome for consideration. Contact the Editor or Publisher for guidelines, fees and level of interest. All unsolicited manuscripts must be accompanied by a stamp, addressed envelope for their return. We will not be held responsible for material supplied electronically. Proudly printed in Australia

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DRIVER’S SEAT

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

06 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.

54 LCV We take a look at the Mecedes Benz Valente.

60 COMPANY CAR Land Rover Defender.

64 MONEY

Paul Clitheroe’s latest advice on finances.

30 36

BLK AND EXPRESS COACH BUILDERS TEAM UP TO PRODUCE ZERO EMISSION BUSES IN AUSTRALIA BLK AUTO has announced it has entered into a commercial agreement with Australian bus body builder Express Coach Builders, which will likely usher in a range of zero emission battery electric and hydrogen fuel cell powered buses co-engineered by the BLK and Express design teams. BLK Auto, said it has established the alliance with Express, as the demand for zero emission buses ramps up in Australia with government and private bus operators starting to switch buying criteria to zero emission. The company says it will provide dedicated battery electric and hydrogen fuel cell powered chassis, with Express designing and building specialised bodies, engineered to suit the zero emission chassis at its manufacturing facility on the mid-north coast of NSW. According to BLK Auto managing director, Jason Pecotic, the collaboration with Express will be a win-win for the two companies as well as for bus operators in Australia. “We are very pleased to align with Express to deliver clean, green, emission free buses tailored for Australian operations and using a dedicated battery or fuel cell powered BLK chassis, designed from the start as a zero emission vehicle, not adapted from a diesel design,” Mr. Pecotic says. “Dale Hancox and his team at Express have tremendous capabilities that will deliver the highest quality standard, locally built, zero emission buses to meet the increasing demand from the bus market.” “Express has impressed with the standard of its engineering and quality

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workmanship and we are very pleased to be working with them to deliver the best electric buses for the Australian market,” Mr Pecotic says. Express general manager, Dale Hancox says the alliance with BLK is an exciting opportunity for the company to diversify and deliver the latest technology zero emission options alongside traditional diesel bus solutions. “This will enable us to offer the latest technology clean buses to a market that is seeking solutions in a rapidly changing public transport sector, while still meeting demand for traditional diesel buses and coaches,” Dale Hancox says. “We are not forgetting our alliances with other chassis makers but forging a new relationship with a chassis manufacturer that brings established green credentials,” says Mr. Hancox. Mr. Hancox says Express will receive the first BLK battery electric chassis in the coming weeks and expects to have a full built zero emission vehicle ready to hit the road before the end of the year. BLK will soon start delivering a fleet of hydrogen fuel cell electric buses which will arrive as CBU (Completely Built Up) vehicles for operation in the Pilbara region of WA . These will use a similar Hyzon FCEV driveline to the bus chassis that Express will build bodies on in Australia. BLK Auto and Express plan to offer Hydrogen FCEV buses to the market from early 2022.

BUSWAYS WINS REGION 7

IN SYDNEY TRANSPORT CARVE UP NSW MINISTER for Transport and Roads, Andrew Constance, has announced Busways as the winning tender for the Greater Sydney Bus Contract 7 transport region covering the lower North Shore and inner North West areas. The contact is one of the largest in Greater Sydney and will see Busways take over from January next year operating almost 1.1 million trips a year in a region that extends from Parramatta to the Sydney CBD. It’s the first time this Sydney bus region will be managed by a private operator as Transport for NSW sells off the contracts to contractors across the city. Busways, is an Australian-owned and Sydney-based operator which has been operating in the bus industry for around eight decades. The company says it has “an appetite for collaborative government and industry partnerships”, and says it is working across “five of TfNSW’s

Future Transport Technology Roadmap’s six priority programs for transport technology and customer benefits”. Busways says this includes projects in zero emissions technology, demand-responsive transport, automated passenger vehicle services, and real-time customer information to improve customer experience on the NSW public transport network. Busways managing director, Byron Rowe said it will focus on efficiencies, new technologies and improving the customer experience over the new eightyear contract, including the fleet transformation to zero emissions electric buses. “By appointing Busways, the NSW government has backed an Australian-owned company to deliver world-class services for customers of the integrated transport network,” Byron Rowe said. “We look forward to continuing

our highly effective and positive working relationship with the NSW Government, our partner for eight decades, to deliver customer value and introduce innovations that help more people to easily, quickly and safely use public transport.” Under the contract, Busways will take over the management of 900 employees, 453 buses and two depots to the company’s expanding operations, solidifying its position as Australia’s largest privately-owned bus operator. The win follows Busways’ expansion into South Australia last year. “We’re looking forward to welcoming the region’s employees to join our team. This is a priority for us, we will innovate around COVID-19 restrictions, it’s important for people to have access to information and opportunities to chat and get to know us” Mr Rowe said. Mr Rowe said Busways will make significant investments in

enhancing services to improve customer journey experiences in the lower North Shore and inner North West, including fleetwide upgrades for onboard CCTV, two-way radio system, and fleet presentation standards. Busways will work with Transport for NSW to electrify the fleet, deliver a substantial capital works program to increase depot capacity, and introduce smart technology and real time passenger information at bus stops, with necessary planning already underway. “We are a passionate and energised team backed by a solid and respected track record. We’re a unique Australian story. We started running one passenger service in 1942 driven by the belief that people need great public transport. Almost eight decades later we’re still passionate and committed to providing a valued bus service that can be relied on.” Mr Rowe added.

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BIGGER WAREHOUSES BECKON

SCANIA IN THE EAST AND THE WEST SCANIA HAS ANNOUNCED it is investing in two new parts warehouses to meet the growing demand for its vehicles and the increase in the number of Scania buses and coaches across the country. Scania’s business is growing at record levels across all divisons, and it recently started construction of a new company-owned sales and service branch at Eastern Creek and has announced it is now acquiring two new warehouses to provide what it says is a higher level of ‘first pick of spare and replacement parts’. Scania says the largest of the new investments will be located close to its head office at Campbellfield in Melbourne and will secure additional capacity for parts and dispatch at a new 9000 m2 warehouse, which is set to come on stream in September this year. The new parts warehouse is substantially larger than its existing national parts warehouse which has been in operation since 1992. Scania say its second investment will be in a new standalone facility in Perth, which will have 2000

m2 of parts storage to support Scania’s WA operations, which came on stream in July. The WA facility is required to service the growing number of Scania vehicles being sold into the West. “We have taken this decision to expand our capacity as a result of the accelerated growth of sales over the past decade, and therefore the expected demands for replacement and service parts for these vehicles and engines over the next decade and beyond,” said Scania After Sales Director, Patrik Tharna. “We have doubled our market share since 2010, and our bus market penetration remains extremely high, underscoring the need to supply many customers around the country with a reliable flow of parts, as well as the additional service capacity we are adding with our new branch at Eastern Creek. “We live in an increasingly uncertain world and we have all seen over the past year the impact on long-distance supply chains during a pandemic. With this added

Ben Nicholson (left), Scania’s national parts logistics and inventory manager and Patrik Tharna, after sales director for Scania Australia at the new National Parts Warehouse in Campbellfield

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capacity we anticipate being able to provide more parts, more quickly to more customers from these new warehouses,” he said. Scania said that when Covid 19 hit last year, it increased parts stocks at its National Warehouse in Victoria and at branch warehouses around the country to “build resilience in case of major supply chain disruptions”. The company also secured the ability to deliver directly to workshops and customers from other warehouses in Europe and Asia. However, production capacity and container availability had, and still has, impacted on spare parts availability it added. “The new National Warehouse in Melbourne will allow even more stock to be located in Australia to counter the negative effect Corona has had on global supply chains and make us more independent,” said Ben Nicholson, Scania’s national parts manager for Australia and the After Sales team member responsible for the warehouse capacity expansion project. “With the addition of the new Regional Warehouse in Perth, we will also build some additional resilience into our supply chain within Australia,” Nicholson said. “When the new warehouses are online, we will improve spare parts availability reducing lead times, as well as being better at pre-picking kits to provide superior support to our own and our authorised independent dealer workshop operations,” he said. “The expansion of our warehousing infrastructure will also require us to further grow the number of Scania employees working in Australia, and we are

now well over the 500 mark,” Patrik Tharna said. The company’s Western Australian operation in Welshpool enables it to better service the needs of its growing customer base particularly for buses and coaches. The new 2000 m2 facility is more than four times larger than the warehouse it replaces, and will allows Scania better to supply its network of service dealers, and customer workshops, with a higher rate of first pick. “Scania has attracted many more customers across a broad spectrum of applications over the past ten years in WA, and we see no sign of this growth slowing,” said Michael Berti, Scania WA’s regional executive manager. “We have increased our warehousing floorspace by a factor of four and the value of inventory we will hold by a factor of three. “The larger capacity warehouse will allow us to hold a broader and deeper range of parts on hand, in line with current and future needs, for example our Hybrid and electric vehicle ranges which will undoubtedly arrive during the life of this facility,” Michael said. “The new regional warehouse in Perth also helps us build some additional resilience into our supply chain within Australia,” said Ben Nicholson, National Parts Manager for Scania Australia. “The reality of this situation has been brought home to everyone in the industry during the COVID pandemic, with state borders being snapped shut, compromising logistics networks,” he added.

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*Offer available on vehicles purchased between 1 July 2021 and 31 September 2021 delivered by 30 December 2021 unless extended and while stocks last. Includes all 22-Seat Deluxe, 25-Seat Standard and 25-Seat Deluxe UG Rosa. Excludes rental and fleet customers. Please contact an authorised dealer for eligible available vehicles. Scheduled servicing and repairs are provided on the standard terms, conditions and exclusions of a 2yr/60,000km/1,200Hrs (whichever comes first) BestBasic Service Plan and exclude wheels, rims and tyres. Servicing can only be carried out by an authorised Fuso Service dealer. #Warranty terms and conditions apply, 5 year/200,000km whichever comes first. See an authorised Fuso dealer or our warranty policy at https://www.fuso.com.au/Warranty-Policy. Fuso is a registered trademark of Mitsubishi Fuso Truck and Bus Corporation Japan and distributed by Daimler Truck and Bus Australia Pacific Pty Ltd ABN 86 618 413 282.

MAY DAY - IVECO BOSS ANNOUNCES MANAGEMENT SHAKEUP IVECO BOSS, MICHAEL MAY HAS ANNOUNCED A MAJOR SHAKE UP AMONGST SENIOR STAFF WITH A NUMBER OF ORGANISATIONAL CHANGES THAT IT SAYS WILL ALLOW THE COMPANY TO ‘FURTHER STREAMLINE OPERATIONS AND BETTER RESPOND TO CUSTOMER NEEDS’. ON E PA RT I C U L A R D EPARTU RE FR O M TH E C OMPA NY T HAT A F F EC T S T HE BUS INDUS T RY IS S TEV E HEANES, WHO IS DEPARTING THE COMPANY AFTER THREE DECADES. THE LATEST staff changes take effect immediately across sales, aftersales, product development and marketing, and will assist Iveco to reposition itself in the lead-up to several exciting new model releases, whilst placing a renewed emphasis on customer support. Current Head of Sales – Truck and Van, Glen Dyer, has also assumed responsibility for the Bus and Special Vehicles portfolio. Glen Dyer joined Iveco earlier this year from Mercedes Benz vans where he had extensive senior experience in the commercial vehicle industry. Iveco’s former head of Legal Counsel, Margot Baker has been appointed to the newly created position of head of customer services. Ms. Baker joine Iveco in 2016 and the company says she has a substantial understanding

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of the business and the needs of customers. Current Iveco head of network Development, Ella Letiagina, has had her role expanded to include product and marketing. Ms Letiagina joined Iveco in January and brings a wealth of automotive and management experience to the role. Prior to joining Iveco Letiagina was Network Commercial manager for Mitsubishi Motors Australia and prior to that worked in a range of roles with the Volkswagen Audi Group in Belarus. Iveco stalwart Marco Quaranta, has also assumed the position of strategic relations and Industry relations manager, with a focus on propulsion, while experienced Iveco product manager, Emiliano Foieri has been promoted to the product management lead.

Amongst the reorganisation are also two key departures with long term Iveco staffer Steve Heanes and more recent arrival Damon Paull, who joined the company in January 2020, both leaving the company to ‘pursue other career opportunities’. Iveco managing director, Michael May, said the organisational changes come as part of a broader strategy that would simplify reporting, and assist to strategically align the company to meet new goals. “This is a unique time in Iveco’s history with many new opportunities on the horizon for our brand,” Michael May said. “Iveco is transitioning to offer an enhanced range of products and support solutions for our customers. These structural revisions will allow us to more efficiently meet our

objectives and to reach the high expectations we’ve set for ourselves as a company. “The changes also empower our team to react more nimbly to market conditions, and builds a new way forward for Iveco by providing further means to differentiate ourselves.” Michael May acknowledged the contributions of both Heanes and Paull. “Steve Heanes worked with Iveco for almost 30 years and contributed strongly to the company in the senior fleet sales roles he held, while Damon Paull also had a significant impact in the role of marketing manager during his tenure,” Michael May said. “I thank Steve and Damon for their service and wish them every success in their future endeavours.”

Systematic Perfection! The electric driveline is here to stay. ZF therefore provides two solutions for city buses up to 29t. From these two solutions bus manufacturers and end customers choose the system that suits their requirements best: the AxTrax AVE electric portal axle or the CeTrax electric central drive. Both products feature high peak and constant power with liquid cooling and a low dead weight. The AxTrax AVE with two integrated wheel motors and a maximum power of 250 kW can be installed with conventional ZF low-floor axles and allows for innovative bus concepts. With the integrated planetary stage of ZF EcoLife, CeTrax transfers 300 kW to the road and can be installed in all types of buses with standard axles. The ZF experts provide the same long-term support and service from a single source as for conventional systems. zf.com/buses

For more information, contact ZF Services Australia 02 9679 5555

WESFARMERS AND JEMENA TO ROLL OUT HYDROGEN FUEL NETWORK IN AUSTRALIA

THE GIANT AUSTRALIAN industrial company Wesfarmers and energy infrastructure operator Jemena have formed an alliance that they say will potentially see Australian buses, as well as trucks and cars powered by green hydrogen in the near future. Readily available hydrogen could soon be a reality in New South Wales thanks to the agreement between Jemena and Wesfarmer’s gas supply subsidiary Coregas. The new agreement Jemena will produce and supply green hydrogen from its Western Sydney plant for use by transport and industrial customers from early 2022 and will be the first time that the transport industry will have ready access to green hydrogen in NSW. While there have been plenty of potential hydrogen vehicle programs mooted, including from US based, but Australian managed Hyzon, the distinct lack 012 www.truckandbus.net.au

of hydrogen supply infrastructure stands as one of, if not the largest challenge for the sector. Jemena’s general manager for Renewable Gas, Gabrielle Sycamore, said the agreement further demonstrates the potential of green hydrogen to store renewable energy and integrate future gas, electricity and transport refuelling networks. “We know that green hydrogen has the immediate potential to become a viable zero emission alternative to many petroleumbased fossil fuels currently used by industries such as transport and remote power generation,” Ms Sycamore said. “Hydrogen fuel cells are particularly well suited to long distance commercial vehicle requirements based on their comparatively light weight and fast refuelling times which can be just a matter of minutes.” Hydrogen is used to power fuel

cell buses and cars in countries around the world. In Japan 500 fuel cell vehicles are being used to transport competitors and staff at the Tokyo Olympics (hydrogen is also being used to power the Olympic flame), while in London hydrogen fuel cell busses are being used for public transport across the city. The green hydrogen will be produced at Jemena’s $15 million Western Sydney Green Gas Project. Co-funded by the Australian Renewable Energy Agency (ARENA), the Powerto-Gas project is being used to convert renewable electricity to hydrogen gas which can be blended and stored in Jemena’s gas distribution network to supply New South Wales homes and businesses. “Together with the Western Sydney Green Gas Project, Jemena is also offering the transport industry the opportunity

to create their own path to a low carbon future,” Ms Sycamore said. “Our partnership with Coregas is an exciting extension to the Western Sydney Green Gas Project and will allow the New South Wales transport industry to innovate by offering cleaner energy solutions to their customers.” Coregas Executive General Manager Alan Watkins commented that Coregas is working hard to apply their expertise in hydrogen distribution, compression and storage as part of Australia’s transition to a hydrogen economy. “Transforming the transport sector is a critical piece of the puzzle, and we are delighted to partner with Jemena to make renewably generated green hydrogen available to the transport industry in New South Wales,” Mr Watkins said.

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HELLA RELEASES NEW UNIVERSAL LIGHTING AND ELECTRICAL PRODUCTS CATALOGUE

LIGHTING AND AUTOMOTIVE parts specialist, Hella Australia has announced it has released its latest Universal Lighting and Electrical Products catalogue, which it says includes around 100 new products, underlining the breadth and depth of its offering to the automotive aftermarket and to transport body builders. Hella says that among the product introductions are a range of oxygen sensors and vacuum pumps, additions to the LED auxiliary lamp range, new LED work-lamps, LED lightbars, vehicle mounted forward lamps, and new BST slimline LED warning lamps. The company says its catalogue continues to illustrate thousands of line items across the Hella range which can be stocked by

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automotive retailers, including marker and signal lamps, safety daylight lamps (daytime running lamps), fog and long range driving lamps, work lamps, emergency lighting and signal warning lamps, interior and exterior lighting or vehicles, and fixed structures, relays, a myriad of electrical accessories, workshop equipment and, of course, replacement incandescent, halogen, special purpose and even xenon gas discharge globes. The catalogue is divided into colour coded sections making it fast and easy to find the required part or reference. Hella says that among the new items listed are the DuraLED Combi–SR, all-in-one five function design rear combination lamp, with a new low-profile

design that is just 26mm thick, fitted with a high performance polyamide Grilamid lens, which comes with a Lifetime Warranty. It also features the company’s new Rallye 4000 LED Driving Lamps which are listed in spread and pencil beam variants, with a 1300m range for the pencil and 850m for the spread beam. Replacement LED inserts are also available for retrofit to existing Rallye 4000 halogen lamps. The catalogue also showcases the new Luminator 3.0 LED Driving Lamp in spread and pencil beam variants, as well as the Rallye 3003 LED Driving Lamp in spread and pencil beam variants are also listed along with 90mm Performance Sealed LED Headlamp Series offering a variety of lamp functions including low beam, high beam, DRL, front position, and direction indicator. There’s also the new 90mm Performance Sealed Bi-LED Headlamp Module Series offering high and low beam in a single 90mm LED Headlamp. In warning lamps Hella is listing its new BST-Slim series, SAE Class 1, twin packed in 3 LED or 6 LED variants, with a multitude of flash patterns that

can be synchronised with two or more units, plus there’s new BST-Round series, supplied in pairs and with a controller and mounting rings. The new amber warning Corner Module 270 comprises a set of two lamps, homologated under ECE-R65 as a half bar, which can synchronise as two or four modules. With up to 360-degrees of coverage with multiple units the lamps can be surface mounted or flush fitted within the vehicle design are also highlighted. The Hella Mini and Micro LED Light Bars are in the catalogue and are SAE J845 Class 1 Warning Lamps, available in either clear or amber lens, complete with 10 user-selectable flash patterns including simulated rotating. They feature a polycarbonate lens and housing and operate between minus 40 and plus 60-degrees C, with EMC protection – ECE-R10, CISPR 25 Class 3, and Ingress Protection Class – IP X7, IP X9K. For more information regarding the Hella Universal Lighting catalogue, please contact your nearest Hella stockist or email Customer Service at info.au@ hella.com

SCANIA SEALS HYBRID ELECTRIC ORDER IN SA

ROZ CHIVERS SCANIA HAS SCORED a significant sale of its hybrid-electric buses to South Australia’s Department for Infrastructure and Transport which has ordered 17 of the new Scania hybrid buses, in a total order for 20 Scania buses. The new buses will be bodied by Bustech in South Australia, with the three non-hybrid versions being 360 hp, Euro 6 articulated buses. The 17 Scania Hybrid-Electric units will be identical to the seven Scania Hybrid-Electric buses the state government ordered late last year, two of which are already on the road. The first of the 20 buses was delivered in June and the remainder is expected by December 2021. The new buses will service among others, the large new state schools being set up in Adelaide’s suburbs, and will help to reduce emissions around young people. The order is part of a $17.3 million investment for expanded school bus services which is additional to the $42 million the state government has already dedicated to capital works for schools. “Scania is very pleased that South Australian Premier Steven Marshall is taking the lead to

introduce low emission, high efficiency buses for school routes,” says Julian Gurney, director of sales for Scania Bus and Engines in Australia. “We are hopeful that other state government run school bus services will emulate the South Australian example,” Gurney added. “Our advanced Hybrid-electric buses can reduce emissions by up to 92 per cent , especially when travelling in silent mode on battery power when stopping to pick-up or set-down passengers,” he added. “We have seen increasing interest in our Hybrid-Electric technology in the past year from a range of Australian bus operators, as the low cost of operation compared to current all electric product becomes clear,” Julian said. “Scania has invested heavily in electric technology and welcomes the appetite shown by segments of the industry to adopt fully-electric vehicles. As this technology improves it will undoubtedly form the basis of future transport solutions. However, we believe a HybridElectric solution presents the most commercially sustainable way to commence the transition to a zero emissions transport future.”

APPOINTED NEW HEAD OF BUS INDUSTRY THE NATIONAL PEAK body for the bus industry, the Bus Industry Confederation or BIC, has appointed, Roz Chivers as its new executive director Roz Chivers comes to the job after three years as deputy chief executive at the Australian Local Government Association. “All on board!! It is the second week of my new job as chief conductor at the Bus Industry Confederation, representing the interests of bus and coach operators, manufacturers and parts and service suppliers,” said Chivers on her Linked In page. “I never realised what a significant role buses and coaches played moving people on a daily basis. They are Australia’s most important mode of public transport, providing an alternate travel choice to the car, helping to bust congestion and reduce greenhouse gas emissions and promote social inclusion,” she added. “The industry employs 5,000 people in Australia. Bus manufacturing contributes $5billion to the economy each year and another $1.5billion in supplies and services to keep the buses operational, and thanks to the BIC Council and Secretariat for such a warm welcome,” Ms Chivers concluded, The NHVR also welcomed Roz Chivers’ appointment, with NHVR CEO Sal Petroccitto saying her knowledge of national policy and her track record in collaboration between industry and government would be welcomed in the heavy vehicle industry. “Buses make up a significant section of Australia’s heavy vehicle fleet and I look forward to working with Roz and chair Wayne Patch to continue to support the vital role they play in both safety and productivity on our roads,” Sal Petroccitto said. “Both private and government sector bus companies are also supported by extensive supply chains, and BIC has been an important advocate on behalf of the sector since the Heavy Vehicle National Law was introduced almost a decade ago. “On behalf of the NHVR I congratulate Roz on her appointment.” Sal Petroccitto also acknowledged the hard work of the BIC staff and Board over the past year while undertaking a search for a new executive director.

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Technology

uses haven’t really changed the way they have operated

since the early 1900’s, however now due to technology, transit authorities and operators are faced with the opportunity to create a new and agile experience for the bus industry.

With technology, conditions are perfectly poised for a more agile and efficient approach to running buses.

While trunk route buses may get bigger, with larger passenger capacity, many buses in the future will be smaller, more agile and efficient, while importantly, they will be

there when you need them—just-in-time, not just-in-case.

On-Demand Bus technology is yielding

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benefits to passengers, operators and public transport authorities with increased efficiency, lower cost of operations and expanded service coverage. All of which,

is providing us with a technology-enabled sustainable pathway for the future of buses. Public buses have been a constant in the transport landscape for decades. Most bus

In the age before mobile phones and

instant communications, this approach was entirely necessary and was the only practical option. Effectively, the just-in-case model has instilled the idea that bus services should aspire to rigid predictability. As

long as the bus is running to its timetable, passengers are getting a good service.

services today operate the same way they did in the early 1900s. They run on fixed

However, research shows that the justin-case model is a highly inefficient way to

services has and remains generally, we will

In the USA the National Transit Database, found in 2016 that the average urban

timetables and fixed routes—essentially functioning on a principle of ‘just-in-case’. The operating proposition for most bus operate on a specific route at a specific timetabled route, so long as it is on time and it is there just in case you need it.

run a bus network. The following statistics illustrate the extent of the problem:

transit or route bus had 39 seats but carried an average of just 11 people. That number may be different in Australia but

we doubt it is very different. Certainly

The ‘empty bus’ problem is a symptom

anecdotally, and without the benefit of

of an outdated model, and low bus loads

How many times have we stood watching large city route buses weaving their way

Most passengers who regularly use public bus services will attest to the

accurate data, we believe that many Australian route buses would have similarly low average levels of passenger load.

down narrow back streets with half a dozen people onboard in the middle of the day?

Well plenty actually, in fact about once every

explain why buses use about as much energy per passenger kilometre as the average SUV.

fact that buses are very often severely overcrowded, or almost completely empty.

45 minutes every day of the week near us.

As a result, any efficiencies that buses might deliver when they are running at full

that given those low passenger loads, the

the only option.

To rub salt into that gaping wound research by the U.S. Bureau of Transportation Statistics has confirmed

average city bus requires 20 per cent more energy per passenger than the average car.

capacity are wiped out if they are running empty at other times. But with the advent of smartphones, the old model is no longer We can now use our phones to make a travel request—we do it all the time for

services like Uber. People are far more

comfortable booking transport with their

phones than they were in the past and complex machine learning algorithms have become adept at computing the optimum routes for vehicles looking to service the demand for trips. Passengers can lodge a request for a trip

from point A to B at a specific time and bus operators can analyse the demand for travel. This is known as On-Demand, or a Demand Responsive Transport service. This emerging model can ensure that a passenger’s requirements are met by a bus at the right location, at the right time. The value proposition for passengers is clear, even if they need to pay a slightly

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higher fare. The On-Demand Bus model means a personalised travel experience with a bus when a customer wants it, from the location of their choice. It also will ensure no more overcrowding because on-demand vehicles stop taking bookings and passengers when they reach capacity. We have all suffered the frustration of standing for inordinate amounts of time at a bus stop, only to have three buses turn up at once. That is eliminated by on demand because each passenger is allocated a spot on a specific bus, a factor that gives passengers more confidence to plan trips effectively. The certainty of where and when buses will turn up is delivered by booking via smart phone, which also gives passengers the ability to track the live location of the bus as it approaches, and that will also improve the passenger experience.‍ For public transport funding bodies, the key value proposition of an on-demand model is the ability to unlock more efficiency from the network—essentially, moving more passengers with less funding. Potential benefits of On-Demand Buses include, less road damage, particularly in suburban back streets because the buses will be smaller. Another benefit will be the ability to service areas that were previously inaccessible or commercially unviable on fixed routes. Real-time data on the patronage of buses, mobility demand, and trip outcomes will also flow immediately to operators to enable better planning by transport authorities. Already data from tap and go card payment systems like the NSW Opal Card and Victorian MyKi have already given authorities detailed data on usage that they have never had access to. The Smart Phone apps also enable Instant feedback from passengers, which will further help to hone services to meet expectations and needs. The On-Demand Bus model will also bring a significant value proposition for transport operators themselves, whether public or private, with better asset utilisation and higher patronage per kilometre of travel. Operating costs will also be reduced, as buses will no longer be running empty and revenue will increase as new passengers are attracted by the efficient new service model. ‍So, is it out with the old, in with the new?

Not exactly.

Nothing can replace the efficiency of

a good old express bus service, running

regular, high volume, fixed routes in high-

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demand corridors.

unlock significant benefits for passengers,

can complement existing public transport services by providing an excellent method of transporting passengers to mass transit

Importantly, this nascent transport mode could also attract people away from their cars to deliver a positive outcome

However, the On-Demand Bus model

hubs from the outer suburbs. In addition, a demand-responsive

bus offers a more efficient prospect for moving people around in areas with lower passenger volumes, during off-peak periods, for passengers with accessibility

requirements and for remote communities. Smartphone market saturation and related technologies have led to a paradigm shift in the traveling public’s

operators, and society as a whole.

for the environment. Leading transport operators are recognising the possibilities

of technology and beginning to adapt their delivery models accordingly. As well as on demand services the prospect of zero emission powertrains

promise less noise, no emissions and lower operating costs with less maintenance and better reliability. The appearance of battery-powered

expectations. Fixed, timetable-driven services, previously the norm, are now in the process of becoming the exception,

electric buses in cities will represent a technological milestone for the workhorse of mass transit.

significant part of future models. An On-Demand Bus network could

changed in concept since the early part of the 20th century and when they took

with on-demand mobility emerging as a

As we said earlier, buses have barely

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over from tram services in many cities and private cars became the preferred commuter transport. Give or take the addition of air-

now hosts 99 per cent of the world’s 385,000 electric buses, with some Chinese cities, such as Shenzhen for instance, now have fully electric bus fleets.

poised to reclaim top spot in the urban mobility food chain.

is catching on as well. The largest U.S. based manufacturer of

conditioning and a few other tweaks, the passenger experience on buses has been fairly basic and spartan, but buses stand

From the inside, electric buses appear little different to conventional diesel buses, save for the fact that in some instances they can be slightly roomier, because the electric motors take up less space. Once the bus moves away from the kerb you immediately feel the faster acceleration

and in most instances less vibration, not to mention less noise. There is little doubt electric buses will be a total game changer because battery

power will turn bus-riding into a truly green mode of transport. China, which has to manage the burden of a massive population and how to move it, is now leading the world in electrifying

its bus networks. It is estimated that China

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While China has started to face the weight of emissions on its economy and global climate change, the rest of the world

electric buses, Proterra, a company which has Daimler as a major shareholder, has

sold buses to, or is negotiating orders with 70 U.S. transit agencies, or approximately 10 per cent of the nationwide total. Like our own metropolis of Sydney, where NSW Transport minister Andrew

Constance has vowed to change the entire diesel route fleet to electric by 2030, both New York City and Los Angeles plan to completely transition their fleets to electric

in the coming years. All of this is happening as the economics

buses, but maintenance and energy costs are lower, leading to a lifetime investment that is comparable, or cheaper. “It checks all of the boxes that you would desire in terms of a future state of mass transit,” said Ryan Popple, CEO of Proterra.

Popple reckons that the current generation of electric bus models achieve an 80 per cent reduction in fuel costs compared with equivalent diesel buses.

That is against a background which is seeing both energy efficiency and battery technologies continuing to improve. Proterra recently drove one of its new 12 metre buses more than 600km on a single charge, breaking the world record for the longest distance travelled by any electric vehicle without recharging.

Then there’s the very significant fact that

are finally starting to add up for the

these vehicles do not contribute to streetlevel air pollution. “You can get a lot of people who are

$250,000 to $350,000 higher than for diesel

direct argument that riding the bus is the

electric bus. Initial purchase costs are are still

interested in helping the environment to ride the bus, because it’s a much more

“ IT APPEARS THAT THE MOST PROMISING TERRITORY FOR AUTONOMOUS MASS TRANSIT, AT LEAST IN THE NEAR FUTURE”

right thing to do,” Popple said, While there have been a number of issues in the USA with self driving cars involved in fatal accidents, the future may be brighter

worse, fewer potential conflicts with bus driver unions. While the mini shuttles and on demand buses will likely become the new normal

like ride-hailing vehicles, roving around a dedicated area, rather than a specific route. Especially in lower-density areas. The reality is buses have got to become

will be on our roads before any mass volume of autonomous cars, because

small side. Little buses are easier to drive, for human

In Arlington, Texas, smaller mass transit vehicles have been put into service in a

for autonomous buses. There is a general consensus among experts that autonomous trucks and buses

primarily routing is predictable, and easily programable.

Overseas several trials are already being piloted in urban environments, of level 4 autonomous shuttles, without a driver or steering wheel, including in Las Vegas and Stockholm. Many of these pioneering autonomous

buses, including models from Navya and Olli, are also electric and Proterra is currently piloting lower level autonomous features as well. It appears that the most promising

territory for autonomous mass transit, at least in the near future, could be deep in the suburbs, where there is less traffic, fewer pedestrians, and, for better or

in our suburbs, particularly small eight to twelve passenger driverless shuttles future autonomous buses are likely to be on the

and robot alike, and they make more sense in low-density suburbs, where a full-sized bus is seldom justified. By eliminating the costly overhead of

the driver, AV shuttles could provide more frequent suburban service at a lower expense, making transit a more viable

option for communities that are now poorly

served by buses. If there’s a 12-person little vehicle coming down the street every 5 minutes versus a 40-person vehicle coming every 20 minutes, then you’ve got more capacity in

that corridor and a much better experience for people and in a lot of Australian cities that could really make a huge difference. These minibuses might function more

more dynamic because the competition is rising from transportation network companies and one-way car sharing.

program called Via Pilot, which replaced a traditional bus route. The program is city-

subsidised and had 5,000 riders in the first month of operation, scoring a 97 per cent

approval rating from passengers. On the other side of the size spectrum are dense areas with lots of people moving in the same direction, where high-capacity

light rail and metros are probably better suited, but may not be economically feasible. The cost blow outs of the Sydney Light Rail, not to mention the massive costs of the Metros being built there, may

reduce the desire of governments to invest in such big infrastructure in the future, if other more flexible and cheaper transport solutions come to the fore.

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“ THE ONLY WAY YOU CAN IMPROVE CONGESTION WITHOUT EXPANDING ROADS IS TO INCREASE PASSENGER CAPACITY” One increasingly popular solution is super-high-capacity buses, including double-deckers, such as those employed on Sydney’s B-Line on the Northern Beaches, and extra-long, 20metre metro buses like those being employed in Brisbane.

According to Proterra’s Ryan Popple, as traffic increases in dense CBDs choked with Ubers and Lyfts, cities will be trying to get as many bums on seats in as few vehicles they possibly can, because the only way you can improve congestion without expanding roads is to increase passenger capacity.

These high-capacity buses will be more effective if they have their own dedicated

lanes, or, even better, their own separated right of way, as in the most advanced bus

rapid transit systems, like Adelaide’s O-Bahn

and maintaining its path of travel. The other advance in transport tech that might not be as sexy as vehicle design, is ease of fare payment. This can play a huge role in whether someone chooses to take a bus and whether that bus is able to complete its journey efficiently. In Australia most states now have a unified cashless travel card system like Opal and Myki. Most will tell you this has revolutionised public transport usage, making it more attractive and much, much easier to use, not to mention less expensive and easier

to track and budget. That happens on both sides because as we mentioned earlier, authorities are now able to tap into better

systems capable of reading the painted line

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moving and getting passengers to their destinations quickly and efficiently. The key for the US may be via credit card companies rather than city transit authorities initiating payment card systems. Visa is working with transit agencies, as they have done here, to allow riders to pay their fares with the tap of a debit or credit card. Transit apps, like Masabi, which recently

lot from ride-hailing companies because the thing that Uber and Lyft have is really

transfers, coming up with the bus fare in

how long it’s going to take the ride to get

transit payments and travel cards. Between fumbling for cash in odd increments, transit cards, and paper

autonomously follow tracks simply painted on the road. No need for laying tracks, or even placing wires in the road, its guidance

coins are rejected by a payment machine, time after time. The time saved in boarding is a massive boost to keeping transit buses

the wild west when it comes to cashless

described as “basically a land train,” while a Chinese bus maker is currently

developing a trackless tram, a rubbertyred tram like articulated bus, designed to

they don’t hold up the whole bus paying the driver a fare or when their notes or

entered a partnership with Uber, also enable multi-agency transit payments via

exactly a “bus” is.

Proterra has received a request for a 27 metre monster bus, which Ryan Popple

passengers to hop on from all doors, speeding up boarding procedures because

more qualitative data on when, where and

how people are travelling around our cities. In the U.S., yes that bastion of technology and the latest and greatest, they’re still in

and the aforementioned Brisbane Metro. They could also blur the definition of what

transport efficiency. Tap on cards allow

smartphone. The reality is that buses could learn a

revolutionary removing the anxiety that exists from not knowing whether you’re going to be able to get a ride, not knowing

most American cities can be an infuriating process. It is good to know there is another

there and not knowing exactly how much it’s going to cost.

Tap and go travel payment cards benefit

information as transparent as Uber and Lyft do, they’d win more passengers.

area where Australia is ahead of the US of A. transport systems in other ways that help

If bus operators could make all of this

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Operator

024 www.truckandbus.net.au

ince its inception back in 1967,

and the aged care sector and in general charter, so safety is a vital ingredient in its success.

with seat belts, disc brakes and electronic safety technology,” said Ivan Furlanetto. “That is one of the reasons we choose

namesake casino group, this is not a company that gambles with anything. In

easy to understand why safety is a key factor in everything it does, and especially in the type of buses it chooses.

with the latest model, because it comes equipped with lots of safety gear as standard, like passenger seat belts, disc

Crown’s main operations are in the education sector, catering for school

safety is the company’s mantra and is vital when operating in the particular markets

Crown Coaches has grown to become one of the leading bus and coach operators

in Melbourne. Unlike the well-known

fact, Crown Coaches is all about taking the safest options.

student transport, to and from campuses, to sports events, excursions and school

camps. But Crown also has a strong involvement with students with disabilities

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With that sort of passenger profile, it is

Crown’s business development manager, Ivan Furlanetto told Coach & Bus that

Crown targets, because there can be no compromise when it comes to safety.

“We actively look for safety features in every new bus we purchase, particularly

the Fuso Rosa as our small bus, especially

brakes, ESP and lane departure warning,” said Ivan. Crown says it was actually one of the first bus services in Melbourne with

seatbelt-equipped vehicles across its entire fleet, ensuring extra levels of safety. “Safety has always been the company’s highest priority, ensuring that our valued

clients have absolute peace of mind travelling with us,” said Ivan.

“Rosa’s other advantage for us is the extra

three seats it delivers as well as the climate control air conditioning,” he added. And according to Ivan it is not just safety but also passenger comfort, which is of importance to Crown, with all its vehicles fully air-conditioned, as well as

having GPS tracking and two-way radio communication with the operations team. The company also employs Evident

Solutions Coach Management System (CMS) to ensure quotations and bookings

are always efficiently managed and

allocated for. CMS manages Crown’s entire

business, managing all departments such as Maintenance, Human Resources (incl. payroll), Operations, Compliance, Financials and Training, what Ivan describes as, a ‘seamless client experience’.

Crown currently operates a fleet of 150

buses, ranging from the Fuso Rosa 24-

seat minibuses, up through its mid-size buses with capacity up to 43 passengers, and with full-size coaches taking up to 61 plus passengers. As well as being firmly aligned with Fuso with its small buses,

Crown has a strong relationship with Daimler, with an all Mercedes Benz large

bus fleet, using Mercedes Benz 1228s in the mid-size operations, and the 0500 RF E6 models in the upper end. The company also boasts that it is one of Melbourne’s largest wheelchair accessible charter bus fleets, especially thanks to the introduction of 23 new

wheel-chair capable vehicles into its fleet in recent times with the latest model

Mercedes 1228s featuring state of the art wheelchair lifts. Crown says it has been providing contracted services to the Victorian Department of Education for more than 35 years, providing the daily transport

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“ WE BELIEVE THE ONLY WAY FOR THE BUSINESS TO GET BETTER IS TO EMBRACE AND ACTIVELY LOOK FOR THE LATEST TECHNOLOGY”

requirements for more than 700 students at many of the Special Development Schools throughout Melbourne and surrounding regions each school day. These contracted services utilise vehicles with varying capacities from 21 to 43 seats, and all operated by an experienced driver and disability carer, which underlines the extra lengths Crown goes to ensure it meets the expectations and needs of its passengers. “We believe the only way for the

business to get better is to embrace and actively look for the latest technology because that is what will deliver better safety and efficiency,” said Ivan.

While it doesn’t scrimp on new safety features and the latest hardware, Crown is happy to concede that it actively looks to save money on fuel and running costs.

“Fuel is an important part of the equation, and if we can reduce fuel usage by having the latest buses and the best efficiency, then it means we can be profitable and reduce pressure on our

pricing to customers.” Again, Furlanetto cites the new Fuso Rosa as a good example praising its fuel

economy from the three-litre turbo diesel and also the efficiencies delivered by extended service intervals.

“The fuel consumption is very good with

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the Rosas and we are recording gains of

between five and seven per cent compared with the older buses at the moment.” “Also, the fact that they now have 15,000km service intervals, which is up from 10,000km, means the Rosas are off the road less and cost less to maintain,” he said.

Crown’s headquarters and home base is at its main two depots in Nunawading, while it also operates a third depot at Dandenong South, allowing it flexibility to cover a wider area of Melbourne more efficiently.

At the depots, Crown handles all of its own servicing, maintenance and repairs in house, not just regular services, but

our services to suit client requirements on an individual basis,” he told us. “For instance, we also service many community groups that require elderly passenger transport options, including Probus Clubs around Melbourne and that requires a different approach to school transport.” “The age care sector is a growing side of the business, which we take very seriously and have strongly focussed on,” said Ivan.

“Contracting to age care providers means that compliance is vital and that is something that Crown prides itself on with our strong documented compliance. ,” he said.

“It is important for Crown in meeting our

“We have 160 trained and accredited drivers as well as disability carers and they are the backbone of our organisation

buses are always well presented and look

components of our success,” Ivan added. “Our education teams are also well

clients differ greatly, and it requires specific focus depending on the

With Crown’s thorough approach to the task of transporting school students, senior citizens, students with special

all mechanical, panel beating and spray

painting, as well as trim and interior repairs.

safety commitment to ensure all our buses are in absolute top condition all the time, but it is also important that we ensure our great for our passengers,” said Ivan. Furlanetto says that Crown also knows and understands that the needs of its

passengers they are transporting. “We know that taking students to a school camp is very different from

providing transportation for senior citizens on an outing and so that’s why we tailor

with their individual skills and commitment to safety and service being essential

versed in the needs of any accessible transport requirements,” he added.

needs and the general public, it is easy to understand why it has enjoyed more than a half century of growth and success and

it is apparent it will probably be around for another 50 years.

Operator

030 www.truckandbus.net.au

www.truckandbus.net.au 031

he Belbaker story is all about turning a good Samaritan

of days after that, and they asked how much we were going

about as a result of offering a local school a hand when its bus kept breaking down. The offer to help the school with the small 13 seat commuter

bus until the principal pleaded with me to take some payment

act into a successful bus charter business, which came

bus that Belbaker had for its own Childcare operations continued on, and after a time morphed from being a favour for the sake of the community to being a paid job

Belbaker’s managing director Adam Baker said that it all started

with transport for four children and ten years later it has grown into a

major bus operation operating across Brisbane and the Gold Coast. The key factor which led to such rapid growth with Belbaker, comes

from Adam’s history of running the family-owned business, he reckons. “This started with my mother and father and the Baker family’s

background in running childcare centres, which is an industry

we’ve been in for 53 years,” Adam added. “What actually happened to get the ball rolling, was that the local school bus broke down, they rang me because they knew we had a 13-seater minibus, and asked us if we could help them out transporting the kids,” said Adam. “The same thing happened a couple of days later and a couple

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to charge them,” he added. “We never intended to make the school pay for the use of the for our efforts. “That’s when I decided it was time to get our first Fuso Rosa 24-seater,” he said.

Since then, Belbaker has grown into one of the most successful charter businesses in the industry. Now charter company Belbaker is Adam Baker’s pride and joy, having come a very long way in just over ten years. “It’s been an amazing journey so far, “said Adam. “Our plans for growth in the future are in place, particularly with the 2032

Brisbane Olympics just over the horizon.” After starting with a single 13-seater, Belbaker now operates a

fleet of 70 buses and coaches, moving hundreds of school children and charter passengers every day.

Baker attributes the company’s success to the high standard everyone sets for themselves and others. “We’ve found that the best method is to always keep raising the bar and trying to be better,” he said.

“ WE ALWAYS TRY TO PROVIDE THE BEST PRODUCT TO OUR CUSTOMERS WITH SALES STAFF WHO ARE ALWAYS FOLLOWING UP AND TRYING TO BUILD BETTER RELATIONSHIPS WITH THOSE PEOPLE”

“We always try to provide the best product to our customers

“We have our own mechanic who handles all the regular services

with sales staff who are always following up and trying to build

on all our vehicles and any maintenance issues, and we have a

contracted operations, as well as continuing to operate Nurseryland Early Learning Centres.

fleet is constantly kept clean and tidy. “That is really important in terms of ensuring presentation and

better relationships with those people. “I think that’s part of the key to our success.” The business now incorporates charter, school run, and

The Belbaker depot is almost entirely self- sufficient, with a refuelling station, bus washer, and a workshop. In fact, Belbaker

recently opened a new dedicated depot and maintenance facility in Brisbane’s near Northern Suburbs, not far from Brisbane Airport. The Belbaker charter operation HQ can house 62 of the fleet’s buses, and it features its own 32000 litre fuel storage tanks, maintenance and cleaning facilities.

“It’s part of our culture of quality and attention to detail,” said Adam Baker. “It is purpose-built facility that has been designed to specifically

meet our requirements and we also keep some buses at a satellite

facility at Springfield and also at the Gold Coast so we can service operations in those areas faster and more efficiently.”

team of five cleaners who come in every day to clean the buses,” he added. “We also do a full external wash of five buses every day, so the

image to customers is at the highest level, but it is also a service to our drivers because it is important that they have a good work environment and that they can concentrate on driving without having to worry about cleaning the buses,” he added.

As part of that ethos Belbaker provides breakfast at the depot each morning and once a month has a food truck on site for staff to get together and enjoy some nice food. It is all about

engendering loyalty and giving something back to the loyal staff. The size of the operation and the need to account for every

school student getting on and off their buses, has now led Belbaker

into another business opportunity, clearly demonstrating the flexibility and business nous of Adam and his team. “It is one of those cases of necessity being the mother of invention I suppose,” said Adam Baker.

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“We had a massive school charter and there were 28 buses and about 1800 students and

handle the task of transporting people is another vital ingredient in the mix.

extremely easy to deal with and provided excellent service which at times is

The solution was to come up with a software package called RollBook,

established a strong relationship with BLK having bought its first Chinese built bus from BLK about six years ago.

expected, so that is fantastic,” he added. BLKs make up the majority of the Belbaker fleet these days with 28 of the

Queensland that enables every student to use a card to tap on and off the bus and

a risk when we bought our first one, but they have been very good, reliable,

it led us to figure we needed a technology answer to the challenge,” he added.

which was developed by Belbaker in collaboration with the University of

record every passenger, making it easy to keep track of students and to ensure no one is left behind or lost.

“It has been a big project, but it is proving a vital tool to ensure efficient operations when transporting students in particular,” said Adam.

In that regard Baker says that ensuring the operation has the best equipment to

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In the last few years Belbaker has

“We have a great relationship with BLK, and some people thought we were taking

well equipped and comfortable for our passengers,” said Adam.

“When we first looked at them on paper they appeared to be very strong given

they had Cummins engines, Allison transmissions and excellent componentry and that has proven to be a correct call because they have been excellent.” “More importantly BLK has been

above and beyond what we would have

70-bus fleet wearing the BLK badge. Along with those BLKs it also has a number of Volgrens, some Irizars, a Daewoo, three Dennings, seven smaller Higers and seven

Rosas along with a handful of various minibuses including some Renault Masters. The oldest bus on the Belbaker books is about seven years old and the company is

actively pursuing a philosophy of renewing and maintaining a modern, advanced fleet that has the best safety and equipment levels.

“Safety is our number one priority, and we ensure our buses have the best possible

safety spec, including ABS, and we specify automatic transmissions because they

that they will be held across Brisbane, the Gold Coast and the Sunshine Coast

“We want to have relationships with the other bus businesses on the north side

changing gear, a factor that also reduces fatigue,” said the Belbaker boss.

businesses such as Belbaker. “The Olympics is very exciting and

“There are some businesses that come and go, but we won’t be going,” Baker

allow the driver to concentrate on the job at hand and not have to worry about

“Our drivers love the Allison transmissions in the BLKs, and they have

proved to be very economical and reliable as well,” he said. In the company’s relatively short history, it has become a transport charter provider to hundreds of schools, as well as providing government transport for

is an exciting prospect and something that could bring an enormous boost to

something we are looking forward to, but that is 11 years away and there is a lot of

water to flow under the bridge before then, but we will be prepared. Baker says that the company’s five-year plan is to grow to 100 buses and to further expand into the Sunshine Coast. ‘We will expand the fleet by another

projects such as Brisbane’s G20 Summit and the Legacy Way tunnel. Looking to the future, Adam Baker says

30 buses over that time and take in move into the Sunshine Coast over the next five years and then we will re-evaluate for the

has won the 2032 Olympic Games and

the Olympics,” Baker said.

that the announcement that Brisbane

second half of the decade heading toward

of Brisbane because there are some great businesses up here,” he added.

affirms with some confidence. Given the growth in the bus charter business so far, along with the very positive attitude of Adam Baker in

leading the operation and the ongoing success of the childcare business as well as the success of the new RollBook software business, it is a pretty fair

bet that BelBaker will be there and play a significant role in moving people around South Eastern Queensland when

the games of the 35th Olympiad arrive in 2032.

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Operator

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Shane Dewsbery, the managing director of TassieLink.

asmania is not a place where

traffic congestion and crowded roads is seen as a problem, particularly when viewed through

the wearied eyes of commuters from the

large mainland capital cities where mega traffic jams are a day to day challenge.

Hobart is only the 13th biggest city in Australia, sitting behind the Sunshine

Coast, Wollongong and Geelong, and only marginally ahead of Townsville and Cairns. But for all of that, the Tassie capital has

had its own population pressures with an influx of mainlanders looking to head to the

clean, green and uncrowded Apple Isle for better lifestyle. A lot have moved to Hobart and to the idyllic rural areas around Huonville and the Huon Valley 30 minutes south of the

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areas for Hobart. This has placed pressure

congestion in the Greater Hobart area by promoting and encouraging public

route to the Huon Valley Tasmanian metropolitan and regional bus operator

greater comfort. As we said, Huonville is located south west of Hobart in the picturesque Huon

operate a new weekday express service linking Huonville and Hobart.

for Hobart, as well as being a popular tourist destination. The Express buses, built at Macksville on

for eight buses delivered by Scania to TassieLink over the past two years, comprising four 320 hp 4x2 Euro 6 and

accessible which means easier access for mobility impaired people, and also offer plenty of luggage space, designed to

capital, which have become dormitory

on the main road south, known as the Southern Outlet. To help reduce pressure on the commuter

TassieLink has taken delivery of two new Scania-powered Express-bodied buses to

These are the final two of an order

four 310 hp 4x2 Euro 5, 5-cylinder 9.0-litre vehicles. The new express service has been designed to help to reduce traffic

transport options. Commuters have been demanding more express routes and

Valley and is a popular dormitory suburb

the Mid North Coast of NSW, are low floor

accommodate electric scooters or folding bicycles, as well as suitcases and back-

packer rucksacks. The interior fit-out includes coach seats,

seat belts, parcel racks, luggage bins, USB chargers and air conditioning appropriate for Tasmanian weather conditions. Featuring Scania Euro 6 compliant

diesel engines – the most advanced diesel engines available, the low floor urban buses will be highly fuel efficient and have cleaner exhaust emissions. TassieLink now operates 30 buses and employs more than 50 people and is

recruiting additional drivers to operate the new Huonville service and other services across regional Tasmania.

Shane Dewsbery, the managing director

of TassieLink, said his team had put a lot of work into the design of the new vehicles.

“We have designed them to cope with our local roads and climate, and we worked closely with Scania and the body-builder.

Most of our fleet is Scania powered and

specification to meet our needs,

they drive. Feedback from patrons has been very positive, particularly regarding comfort. “We selected Scania as the supplier

our requirements. They understand our working environment and so they know when we need parts to have them ready. Scania also works well with our nominated

the drivers are very familiar with how

of the chassis and powertrain because

we have had a long and successful relationship with them, and to us these relationships are very important. “We have worked with Julian Gurney,

Trevor O’Brien and Jamie Atkinson for many years and we trust their advice. We have open and close communication with

them, they give us excellent back-up with parts and maintenance information and we see them as a critical part of our ongoing operations,” he said. “When we wanted changes to the

Scania was flexible enough to meet

bodybuilders.

“The new express services will run Monday to Friday at peak times and will do other work for us during the middle part of the day,” Shane said.

The service will depart Huonville on weekdays at 6.05am, 7.05am, 8.05am and 9.05am returning from Franklin Square at

3.17pm, 4.17pm, 5.17pm and 6.17 pm. The service will stop only eight times and

the trip will take approximately 45 minutes to complete, a saving of 20 minutes per trip compared with the all-stopping route.

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These buses are the first additional services being rolled out over the next

12 months as part of the Tasmanian Government’s Southern Projects initiative. “This is all about encouraging more people to use public transport and

managing traffic flow along Hobart’s southern corridor by providing an end-to-

end solution with faster and more frequent bus services,” said Michael Ferguson, Minister for Infrastructure and Transport in Tasmania.

“ WHEN WE TAKE ON A PROJECT SUCH AS THESE NEW BUSES FOR TASSIELINK, WE NOT ONLY WANT TO ENSURE UPTIME THROUGH ROBUST ENGINEERING BUT ALSO EASE OF MAINTENANCE AND ECONOMY OF OPERATION,” “The package of integrated projects include a dedicated transit lane on the

Southern Outlet and clearways and bus

priority measures on Macquarie and Davey

Streets to improve the flow of buses to their destination; and park and ride facilities at Huntingfield and Stage 2 at Firthside, which will start construction soon. “When complete, they will provide the

growing population in the Huon Valley and Kingborough regions with real choice on how they travel and an attractive alternative to private cars. Our plan is to not only increase the use of public

transport by commuters travelling to work from 6.4 per cent to 10 per cent but to also reduce single occupant car journeys travelling into Hobart,” the Minister said. “We anticipate the buses will cover

around 120,000 km a year, and will be serviced according to Scania’s schedule,”

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Shane Dewsbery said. “We anticipate

covering around 1 million km over the next decade and if our experience with Scania to date is any guide, the new buses will do this easily. We have 10-year-old Scania

powered buses on our fleet now and they haven’t needed refurbishment and they are still good on fuel. “We get the weekly reports from Scania as to how the vehicles in the

fleet are performing. Every Monday I look at the charts. It’s good to have a snapshot of performance that we can compare week-to-week and be able to

see any exceptions, and it provides good information for the workshop in terms of

identifying any issues before they become problems,” he said. Scania Bus and Coach national sales and contracts manager Jamie Atkinson

said that the strength of the relationship between Scania and TassieLink was

indicative of how the company does business and uses its full resources to ensure the customer gets what they want. “We are always pleased to support

our customers with technical assistance when they come to plan new vehicles, and we have a strong, experienced and stable team in our bus division who are able to leverage their knowledge for the customer’s benefit. “When we take on a project such as

these new buses for TassieLink, we not only want to ensure uptime through robust engineering but also ease of maintenance and economy of operation,” Jamie said. “We’re confident that not only will the residents of Huonville enjoy the

convenience of an express service into Hobart, but also the comfort of a chassis that has been engineered to suit the roads on which they’ll travel. If they never notice

what’s going on below the floor of the bus, our job will have been done.”

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Technology

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hile many have the belief that the move to electric power trains in our buses

and other vehicles is almost as simple as swapping out the internal combustion engine for a bank of

batteries, some regulators and an electric motor, there is in fact a lot more involved.

Clearly it is far more complex than that and requires a lot of computer control and management of the electric systems that

enable a smooth and efficient operation of an electric vehicle. Energy management systems or EMS are essential in electric vehicles and control the entire flow of energy in an electrified commercial vehicle.

steering pumps and thermal management as well as coordinating the energy

requirements of the driveline. This integrated approach can help make

Global automotive drive and component giant, ZF has developed a new EMS

electrically driven commercial vehicles more efficient: Energy consumption per kilometre can be reduced, resulting in a

ZF’s new EMS software solution is designed to regulate the energy allocation

as a potentially positive influence on the battery’s service life. In addition, there are further advantages for maintenance,

software solution to handle exactly what we have just described.

for driveline and auxiliary systems in electric buses and trucks, delivering higher energy efficiency, longer battery life and easier system integration.

The ZF EMS is available as either an add on system or as an integrated part

of volume production electric vehicle drivelines.

With the new EMS software, ZF is providing another attractive proposal

for the commercial vehicle market. The ZF EMS takes a central role in the electric or electrified driveline, controlling

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all auxiliary units such as air compressors,

corresponding increase in range as well

diagnosis and reduced battery costs. The modus operandi of the ZF EMS is that it coordinates the correct startup, availability and interaction of all

components in the vehicle relevant for the flow of energy. This ranges from the battery’s state of charge to the electric drive and all auxiliary units such as the

compressor, DC/DC converter and heating. “Only such an integrative approach makes it possible to further increase the efficiency of electric vehicles,” explains

Winfried Gründler, who is responsible for

E-Mobility in ZF‘s Commercial Vehicle Technology Division. “This illustrates the strategic importance that software expertise has for our Group strategy: Next Generation Mobility.” In this context, by utilising other recognised ZF functions such as ePreVision, we can make the system even more powerful. Thanks to the predictive ePreVision function, the software takes the

topographical profile of the route into account to coordinate the energy

requirements of the consumables. For example, during predictable, long downhill runs, the compressor can operate on recuperated electrical energy. The EMS

decrease during a long journey, the EMS can lower the energy requirement priority of the auxiliary units to extend the range. Since the EMS continuously checks the functional status of all consumables, it also simplifies diagnostics.

“With our system, we are targeting bus and truck manufacturers unable to develop their own EMS or want to use them differently,” says Gründler. “Fleet owners

such as transport authorities also benefit when only one partner assumes overall

responsibility for the energy management of a vehicle.” Overall, ZF’s EMS supports a faster launch to market of highly efficient all-electric commercial vehicles.

can also take over charging management at the depot where there are also advantages to predictive functions: If a

Manufacturers also benefit from reduced functional integration efforts. ZF’s EMS uses

in the first trip after leaving the depot, the batteries are not fully charged - as this recuperation phase has been predicted

controls the units via CAN bus interfaces.

vehicle is routed via a long downhill run

and taken into consideration. Should the charging state of the battery

the electric drive control unit - no additional control units are required - and ZF software The interaction of the drive and energy management software is perfectly aligned.

The launch of its EMS software comes as ZF has also launched a new all-electric

central drive system for conventional bus designs, which it calls CeTrax. ZF says that CeTrax is paving the way

for zero local emission driving, offering bus manufacturers high peak and continuous

driving power, ideal for demanding innercity applications.

ZF claims the intelligent design of the

system allows for installation in traditional high or low floor bus configurations with a centrally mounted motor, meaning the CeTrax can be seamlessly integrated into existing bus layouts without the requirement for extensive re-designs

to the chassis, axles, differential and body. Notably, it can be also be retrofitted

into existing internal combustion enginepowered buses. The high-speed electric motor is integrated with a planetary reduction

gear stage as found on the ZF EcoLife transmission, with the design featuring integrated water and oil cooling systems. Offering a maximum power output of

300kW and maximum torque of 4,500Nm,

www.truckandbus.net.au 045

the credentials of CeTrax compare strongly

Like other ZF electric drive systems,

with the competition, and it is capable of

the CeTrax can be powered by battery,

communities adjoining bus routes, with pollutants such as CO2 and nitrogen oxide

The system also offers impressive extended intervals between servicing.

climbing 25 per cent gradients. CeTrax offers multiple advantages to passengers, pedestrians, operators and

eliminated, while the motor is practically silent when in use.

hydrogen fuel cell, supercapacitor, or mains power via pantograph for trolleybuses.

The CeTrax system is supplied complete from ZF with an inverter and an electronic control unit. Outside the CeTrax, ZF has also

developed a comprehensive range of E-mobility options for the bus and coach market, including driveline, chassis, active safety and control electronics, as

evidenced by the EMS software earlier in this story. For instance, ZF’s AxTrax AVE Electric Portal Axle has found favour globally,

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thanks to its integrated wheel hub drive

system perfect for low-floor installations. Adaptable for various configurations, including hybrid or fully electric drive, the AxTrax AVE can be installed in solo, articulated or double deck buses. Also capable of being configured in

4WD, the AxTrax AVE allows for innovative passenger compartment layouts, with low floors able to feature from the front to the rear of the cabin.

ZF offers a full suite of electronic control units, ZF telematics and diagnostics, electric steering systems, and the CDC Continuous Damping Control system.

WABCO, a recent addition to the ZF family, also brings to the market its suite of advanced systems, assisting in the safety and efficiency of buses and coaches.

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Lighting Technology

048 www.truckandbus.net.au

unique operating conditions for coach and bus operators, particularly for those based in

It came to our attention here at C&B that

the nature of lighting has taken a major

rural and country areas.

shift away from those legendary types of lights from the 1960s, when buzz terms like quartz iodine and quartz halogen were

temperature, long distances and rough roads, the task of navigating country roads at night imposes its own special difficulties.

far more effective performance in the form of LED lights.

Apart from all of the usual challenges like

Kangaroos, cattle, even camels and horses as well as an array of other feral animals all

make driving at night in the Australian bush a particularly difficult task. Lighting is something that has to be top notch if your job is to navigate the back

roads of this vast brown land and anyone who has tried to do just that will tell you that good auxiliary lighting is an essential.

de rigeur. These days we have lights that have a far less romantic nomenclature but

On the wane also are the big round ‘spotties’, being pushed aside by slim line, high performance LED light bars , which are more compact and streamlined, draw less power, run cooler and produce a whiter and more consistent light.

Then the fellas from a British company, called Lazer arrived on the Australian scene in a blaze of, well … bright lighting,

with some very sexy looking high tech light bars.

Since it was founded in 2010, Lazer

Lamps says it has aimed to be at the forefront of LED technology, and in the process set the standard in automotive auxiliary lighting solutions. Following its success in Europe,

Lazer has recently opened its own operation here in Australia and across

the ‘dutch’ in NZ, with local warehousing based in Canberra, and sector specific sales support managers around the country, particularly including the bus and truck sectors. Lazer boasts, that unlike may

competitors, who have chosen cheaper manufacturing operations in Asia, it creates

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all its lighting products in its UK factory, under the guidance of co-founder and director, Ben Russell-Smith. Russell-Smith’s background has seen him working at the forefront of vehicle lighting design since 2002, including managing exterior lighting projects at Nissan’s European Technical Centre, and also at Ford of Europe.

Lazer Lamps’ own UK manufacturing

facility handles all aspects of the design,

engineering, and product assembly, including final leak and photometric testing in accordance with UNECE Conformity of Production requirements. The company says that particular

attention is paid to things such as the integrity of the light’s circuit boards, as

a means of ensuring ongoing reliability, performance and durability. Crucially, the surface mount of components onto the circuit boards, is carried out at a secondary site just 30 minutes away, allowing complete

traceability and control of the end-toend manufacturing process. With both facilities accredited to ISO9001 and

centrally positioned within a hub of high

technology businesses from automotive all

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the way through to the defence and space industries. This Lazer says, helps ensure

in both the World Rally Championship with Ford’s factory M-Sport team, and in the World Endurance Championship with Toyota Motorsport and its hyper fast Le Mans prototype sports cars.

Like a lot of automotive lighting companies, motor sport has played a key role in the development and marketing of

limited to the WRC and Le Mans, with Lazer also developing lighting solutions for gruelling off-road events such as the

the motor sport industry has been quick to adopt Lazer, with some of the biggest names in racing and rallying using the lights

rugged King of the Hammers in the US deserts, both of which are a testament to not only the performance, but also the

its supply chain remains at the forefront of emerging technologies and production methods, guaranteeing its products’ performance, quality and reliability.

the Lazer products and from the beginning

from an early stage. In the first year of

production, the Lazer lights were nominated for three awards, including ‘Most Innovative New Motorsport product 2012’. Since then more and more teams and

drivers, have made the transition to Lazer.

The reality is that when you are racing at the highest levels, nothing can be left to chance and you need the best possible lighting options. The bottom line is when you are travelling really fast at night in a race or

Lazer tells us that success isn’t just

annual Dakar Rally marathon and the

build quality and robustness of every light they produce. Lazer says that success on the track has helped give it brand credibility, which has translated through to confidence for buyers looking to use them in a normal

road environment. They have found that many buyers have chosen to fit Lazer as a result of the success in motor sport, but also because of the look and overall

rally car there really can be no compromise in performance or reliability, The clearest

performance. Recognising the suitability of Lazer products within the Commercial Vehicle

partnerships Lazer has forged with leaders

supplier to a number of OE manufacturers.

example of this is the high profile

sector, the company is now an approved

Lazer’s regional manager for Australia and New Zealand, Kirk Marks reckons the company is far from resting on its laurels, and constant development work continues on both new lighting products, as well as technology advances. “Innovation isn’t just limited to our

“Operating in the commercial vehicle realm is tough, long miles, a lot of them at night, often on pretty ordinary roads with lots of vibration, a wide variety of temperatures and urgent deadlines to meet, so there is a lot that is just like the demands of rallying,” he laughs.

different vehicles, meaning Lazer becomes known as much for its mounting solutions

such as Scania, Volvo and other leading brands, and while I am the first to

lighting solutions, increasingly we focus on how our products integrate onto

as its superior lighting,” said Marks. “With continued product development a priority, and an expanding worldwide

distribution network, Lazer Lamps is very much a company with big plans for the future,” he added.

Marks, himself a product of a motor sport

background, has been working to develop relationships with OE brands in Australia and NZ. After years of successful campaigning in

rallies, including a Class win in the 1992 Australian Rally Championships

and also in the 1995 Round Australia Trial driving a Toyota - he certainly has first hand experience of what is needed in high performance lighting at the highest level.

“But seriously, Lazer has forged strong relationships with European truck makers

acknowledge that Australian conditions are harder than in Europe, the reality is that these brands have found Lazer Lamps work exceedingly well.”

“As a result they have incorporated Lazer into their accessories programs and we have developed integrated packages as well,” said Marks.

While the primary commercial vehicle success has been with heavy trucks, Lazer does have a strong focus on gaining more business in the bus sector where

it believes its LED light technology will really improve the lot of coach drivers all over the country. Apart from anything else, better lighting on your vehicle has been show to dramatically reduce fatigue with

drivers and to also greatly reduce eye-strain.

“Well if you think about it there is no more

valuable cargo than human beings, so it goes to figure that ensuring you have the

best lighting and visibility at night in a coach is an absolute priority,” Kirk Marks added.

SO HOW DO THEY PERFORM? Coach & Bus has had the opportunity

to try a Lazer Lamps Triple R 1250 LED

light bar, which we have had fitted to our Volkswagen Amarok work ute.

The first impression when you switch

the Lazer on is that the spread, length

and immersion of light takes the entire auxiliary lighting business to a whole new level.

We sought out some particularly dark

and quiet rural roads on the fringes of

Sydney before all the lock downs started, to do some testing of just how effective the Lazer would be.

The truth was, these are simply the

best auxiliary vehicle lighting we have ever used. Not only does it flood the

road ahead with a strong and consistent

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white light, but the spread of light into the peripheral areas off the edges of the blacktop are like no other light we have ever experienced. The Lazer technical blurb tells us that it delivers one Lux of light output out to 518m. We can believe it because on a long straight road the light penetration seemed

degrees kelvin and 80CRI which it reckons maximises the sharpness and definition of the road ahead. We thought Kelvin was the bloke in the cardigan in accounts, and struggle to know what kelvin as a temperature of light reading actually means. It is something that refers to the thermodynamic scale and

is also from a rally and motor sport background, so we have experienced the

is that 5000 kelvin means that the Lazer bar puts out a real flood of illumination,

to go on for ever. To give some background our history

lows and highs of auxiliary lighting with rally cars for more than 40 years, so we know what works and what doesn’t. The particular model that we tested

featured what Lazer calls a Positioning light, which means the integrated position lights are designed to operate with your standard parking or side lights, delivering a low level of light throwing only about a metre, offering better visibility and awareness for your vehicle with other

road users, in the same way as a daylight running lights. Lazer offers the feature

most of its other products in the Triple R Range and also in its Linear range. Lazer tells us that the Triple R 1250 uses what it says is highly efficient 11W LED

technology which was upgraded earlier this year. The lights feature 5000K LED colour temperature, which means 5000

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as it suggest is apparently the temperature of the colour. Whatever it means, the fact

that is really exceptional. It pumps out 12500 Lumens, which is a unit of light, that again we struggle to

understand, save for the fact that it is in

real life bloody impressive. Part of the secret they reckon is the ‘ultra-reflective vacuum-metallised optics’ which deliver a spot beam pattern. Apart from that the design and execution borders on industrial art with a very

advanced contemporary lamp design. The aluminium body features anodised pre-

treatment and is finished with automotive grade, powder top-coat for better corrosion and chemical protection

The design includes a versatile ‘Centre Mount’ mounting system, or you can use

the integral features to enable side mounting which can be achieved by purchasing

the appropriate brackets which are sold

separately. This has special appeal for coach operators who may need a custom way of fitting the Triple R 1250 light bar.

The Triple R 1250 is 530 mm wide and sits not much more than 100mm high while weighing barely 2.4kg, when compared with old style driving lights and even other light bars that really redefines compact and lightweight The tech specs tell us that the Lazer bar features an electronic thermal management system that optimises light output to preserve longevity of the

LEDs while there is also a CAE optimised heatsink for improved thermal dynamics Built into the light bar is over voltage protection as well as reverse polarity protection, while Lazer claims it has an

‘unbreakable’ polycarbonate lens with a

hard coat lacquer to prevent it crazing and fogging as can occur with mere mortal polycarbonates. They also tell us that the light bar

complies with the European Union’s UNECE Regulation 112 for Class B Driving Lights approved for on-road high beam with E-Boost technology, as well as with Regulation 7 position/side light function

and is IP67 watertight compliant and come equipped with pre-wired male/female three-pin Superseal connectors and feature a full five-year warranty.

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LCV

054 www.truckandbus.net.au

The van based people mover market is full of very capable, well equipped and safe options, from Volkswagen’s Multivan to Hyundai’s iMax, Toyota’s Hi Ace and others. But none carry the cache and allure of a Benz badge, which is what we found when we took one of its Valente people movers away for a trip recently. www.truckandbus.net.au 055

he task was to transport a

small group of friends to the

North Eastern corner of Victoria with bicycles, for a week-long exploration of the area’s fabulous rail trails. The question was what sort of vehicle to do it in? We needed plenty of seating and also room for some bikes. An offer of a newly updated Mercedes-Benz Valente

seemed the perfect choice and it certainly proved to be the correct vehicle for the job. The Valente and its van sibling, the Vito were updated in early 2021 delivering a number of spec upgrades and pricing changes giving the two small Benz vans

some weaponry to take on upgraded models from rivals including Volkswagen,

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Toyota and a bunch of others.

The Valente and Vito have been around

van based vehicles like the Valente. It

facelift was due and welcome, although it

was the same when we tested the X class Benz ute, even though that was basically a Nissan Navara people take a second

terms of looks or performance. The most important update for the

travelling in a Mercedes they thought it was very flash even though it is based on

as improved safety spec and some cosmetic improvements, not forgetting rationalisation of the model range.

The interior treatment of the Valente is

that famous three pointed star on the front of a vehicle does to people and how they have a different mindset, to even

dash and a very relaxed and comfortable ambience.

in current shape since about 2014 so a

was a very good product to start with and was certainly not lagging the opposition in

Valente is the inclusion of a 7.0 inch Benz Infotainment display, as well

It is a funny thing, but it is amazing what

glance and swoon over the tri-star. In this case when our friends saw that they were

a workhorse can in the form of the Vito. And we have to say it is very flash.

really nicely done with classy all black trim including leatherette seats throughout, plush carpet, a very neat and well-designed

The test Valente looked very much

the part of a luxury people moving limo,

finished in its Obsidian Black paint. While

we were making a leisure trip, and the Valente would make a great family people mover, it will also hold particular appeal for

in a luxury mini-bus/people mover.

back towards the rear row occupants, and

With a great dash there is also a large and very handy storage tray in the console below the centre of the dash, with plenty of room for phones, and other

The fact that there is a gap between the

interiors. It also boasts a 12V outlet here, with another two USB points in the other storage tray above this. The cupholders,

The middle row of seats can be reversed so the middle-row passengers are facing

commercial operators as a perfect luxury shuttle, large limo or mini-bus.

the floor track system also allows the bench seats to be totally removed or a table to be fitted for a mobile conference room.

comfort, with three seats in each of the two back rows and a pair of luxury bucket

front seats allows the driver or passenger to slip between them and get to the middle row, a benefit for those transporting children

Inside our test vehicle the three rows of seats provided room for eight in absolute

one on each side have been engineered

without having to get out of the car.

into the top if the dash, which is really well engineered and thought out. Fire up the Mercedes 2.1 litre turbo diesel

is excellent, with a good range of the adjustment available for both the driver’s

is mated to Daimler’s own seven-speed automatic, controlled by a lever on the

seats up front for the driver and front passenger. There is an option available of a front bench seat, but we can’t figure out

The front cabin/cockpit area is comfortable, and the driving position

choose it as it would just make things crowded and would be self-defeating

seat and the steering wheel.

why even a commercial operator would

knick knacks that always clutter vehicle

and it quietly purrs away with a distinctly ‘undiesel’ smoothness. The turbo diesel

steering column, just like the old days,

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but it does work really well. Power is fed to the ground via rear wheel drive and the

is reflected by the fact that easy conversations can be had across all three rows of seats with never a raised voice.

version, which is a pity, but this one still works really well. Navigation is optional in the system, but

2400rpm. There is no doubt this is a strong

For our trip most of the time we had the third row of seats folded up and out of the way to fit four bicycles and luggage for five

CarPlay/Android hook up it is easier and better to use the Google Maps app on your phone.

designed and engineered correctly in the first place. It has been around for the best part of 14 years, but it is still quiet, smooth

puzzle, but all did fit and the large and easy to lift rear door allowed easy access and a low lip, so even heavy items were

option package with the base model at a starting price of $65,800 plus on-road costs. However the test Valente we had

diesel really punched the Valente along without fuss and without having to rev

price with extras. The extensive optioning boosted the price of the test machine to

Valente tips the scales at 2348kg kerb weight. The diesel produces maximum power of 120kW at 3800rpm and peak torque of 380Nm produced between 1400 and and hard-working Benz diesel which was

and very torquey. The ambiance in the cabin is enhanced by the very good sound insulation, that is of course a hallmark of Benz across

its vast product range, not just cars, but commercials and trucks.

Slot the auto into drive and the Valente glides away from the kerb and quickly accelerates into the traffic flow and cruises with ease and aplomb.

The mark of how good the insulation and low levels of engine noise really

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It is very quiet indeed.

people. All of this fitted a bit like a Tetrus

easy to load. The low and mid-range torque of the

it too hard. The Valente’s audio system is excellent and fills the van with sound whether from AM, FM, DAB or from your phone, either by Bluetooth or through the inbuilt Apple CarPlay or Android Auto The new

7.0 inch infotainment is easy to use but interestingly is not the latest Benz MBUX

really with a half decent smart phone and

You soon learn that the Valente is an

was well equipped but mainly because it had more than $10,000 added to the

for a $76,225 plus on roads. Extras on the test Valante included

Audio 40 with satellite navigation at $700, adaptive cruise control with a tag of $1500, LED headlights and high-beam

assist at a whopping $3060, 17-inch alloy

wheels for $780, dual electric sliding doors at $2600, and window tinting for that

“ THIS VALENTE IS COMFORTABLE, FLEXIBLE, NICE TO DRIVE, HAS THE CACHE OF A BENZ BADGE AND IS ABOVE ALL SAFE AND WELL BUILT”

mysterious limo look at $270, and finally that Obsidian Black paint to complete the ‘rock star/VIP’ look at $1515. All of that

the seats filled the accommodation got a big-thumbs up from all occupants. The ultimate endorsement was when

ask. Still the Valente even at the optioned up price is a good buy. As you might expect from a Mercedes

with a chorus of snoring, something that is difficult if the van is too noisy or uncomfortable .

ANCAP rating, there are airbags across all three rows of seats, as well as three point

of seats are in action, a lot more when the rear is folded up or removed altogether.

adds a grand total of $10,425 to the retail

Benz safety is a priority and there is no scrimping. The Valente has a five star

seat belts across all seats. It also has autonomous emergency braking, stability control, rain sensing wipers, headlight assist and speed sign recognition as well as front and rear parking sensors and a reversing camera, which all in all make a pretty complete safety package. From all reports our fiends relayed seating across all three rows of seats is

comfortable and very relaxed. There are air vents, and lights throughout the Valente and on a day trip without the bikes with all

two of the passengers fell sound asleep

The luggage area in the back is massive with 730 litres of space when all three rows

We put close to 2500 kilometres on the

Valente during a week away and the fuel

consumption was excellent even with some pretty big loads on board. At highway

capable, with great stopping power and

fabulous steering that offers terrific feel and

sharpness. It has a very compact 11.8 metre turning circle, which for shuttle operators in urban areas would be a blessing The Valente comes with a five-year

warranty, which is excellent however it does come with a cap of 250,000km, so if it is being operated commercially with heavy use, it could soon be out of

cover before the five year limit is reached. There is naturally 24-hour roadside assistance, almost a given these days, while the Valente’s service intervals are 12 months/25,000km.

which was very impressive. City and hilly

This Valente is comfortable, flexible, nice to drive, has the cache of a Benz badge and is above all safe and well built. We

never over 8.0 litres /100km, very impressive for a people mover like this.

bunch of friends, a ton of luggage and bicycles over long distances, it was the

cruising speeds on the Hume, we recorded a best average of a meagre 6.9 litres/100km, work saw it slurping a little more but it was

Handling wise for a van of this size the Benz feels nimble and precise and is very

enjoyed our time in it and for carting a

perfect choice. Would we own one? Yes in a heartbeat.

www.truckandbus.net.au 059

Company Car

s a car mad kid in my teens, this scribbler spent a lot of

was an original shape Range Rover. So, there is a bit if history there. However,

Most buyers of the old Defender will not contemplate one of the new Defenders,

the garage of some friends who were rebuilding a pair of Land Rovers for a massive round Australia odyssey. Boy

we ever were to the old 110 or Defender, as it was latterly known. It was with some fascination that we

it is after a different audience, willing to pay a premium for a new age, capable, quiet, comfortable and rugged off-road weapon

British engineering of these old Landies. The mods these guys were undertaking included fitting a Holden red motor in

Rover Defender and the arrival of a whole new Defender to the howls of derision from the Land Rover traditionalists.

hours learning how to work on vehicles up the road at

how we cursed some of the quirky

place of the boat anchor Rover six the Landie wagon was originally fitted with.

You could say we became awfully familiar with Land Rovers, and in fact the first ever

vehicle this writer ever tested, back in 1983

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it has to be said we are far more aligned to the Range Rover and Discovery than

watched the retirement of the old Land

The old Defender had to be replaced, it lived a long and full life, but it was well past its prime and had to be put out to pasture. The fact is it was a low yield model and could only command a limited price point.

and it is likely Land Rover is well aware of that, and doesn’t give two hoots, because

with a hybrid driveline. Let’s face it there

weren’t that many people buying the old Defender in the end anyway. The only thing we wonder is, will the new Defender, which has an air of the previous gen Discovery, cannibalise the Discovery market? Only time will tell.

Remove all of that speculation and baggage

and let’s concentrate on the test at hand.

A long history with old Land Rovers and Range Rovers meant we were keen to sample the new version of the British brand’s traditional workhorse Defender, and while it is a very different hound, we found it would be an easy companion to live with.

Climbing aboard the new Defender is a

long way from the rattly, old-style Defender with its square panels and square rig

the floor coverings are hardy and practical,

while in the rear cargo area there is a tough

styling, rooted in its late 1940s origins. This

and well-designed non-slip flooring. The dash is really nicely designed, and

that delivers style in spades and plenty of

to read, and to use. There is big 10-inch

is a modern svelte and nicely styled 4WD luxury, performance and technology.

If people are focussed on the much higher

entry price to the new Defender then they

are forgetting where Toyota has gone with

its various LandCruiser that have escalated in price but still attract plenty of buyers. The thing we came away with after a

the instruments and controls are easy

infotainment screen in the middle of the

dash, controlling a very good sound system, that can fill the cab with terrific audio and is very user friendly. The audio system

supports Apple CarPlay and Android Auto, as most systems do these days.

The seating is excellent, with very

week with the Defender is that if you did

supportive cushioning that bolsters the

Australia it would perform and handle with

gives great back support. These are seats

head out onto the dirt roads of remote

aplomb. We hope to get the chance to do that at some time in the future.

For this test we were confined to city

driving with a short run up a nearby dirt road that we use for 4WD tests.

Up front under the new and sculpted

driver and passenger from the sides and that you could use for hours on end and get out with minimal fatigue. Likewise in

the back there is plenty of room for three adult passengers with excellent head, shoulder and leg room.

Fire up the 3.0litre petrol engine and it

bonnet is a petrol 3.0-litre inline six-

purrs into life with minimal noise, but more

294kW of power at 6500rpm and peak

auto into drive the experience becomes

cylinder turbo, pumping out a healthy torque of 550Nm, which it delivers

between 2000rpm and 5000rpm. Boosting all that is the Defender’s 48V mild hybrid

system, which all runs through the 8-speed torque converter automatic with Land

importantly when you slot the eight-speed very enjoyable. The engine is quiet, but

very responsive, with its inline architecture delivering a smoothness that needs to be experienced.

Its response is very good, and it gets up

Rover’s full-time 4WD.

and boogies when you bury the right foot.

alloy panels pioneered by all of those

and quickly, with the aid of that wide flat

Forget any notion that the lightweight

old Landies and continued through the Range Rovers and Discos, leads to a

svelte and lightweight machine. It is lighter than similar size vehicles in steel, but the Defender tips the scales at 2300kg, so it isn’t exactly ‘Kate Moss’.

Land Rover set out to give the Defender

It can be powered to cruising speed easily torque curve, which rewards the driver with excellent response across the rev range

and belies the belief that diesel is the only efficient way to power a biggish 4WD.

A turbo petrol engine with some hybrid assistance works just perfectly.

This is underlined by the way the eight-

plenty of luxury and that is the definite

speed torque converter mates with the

the wheel and soak up the atmosphere.

and excellent efficiency. That is evidenced

impression you get when you slip behind They have done a great job with the seats, the driving position, the controls and

the dash. As we said, it has the feel and ambience of a previous gen Discovery. The Defender is quiet, extremely

engine, producing smooth seamless shifts by the fuel efficiency with returns of around 10.8 litres/100km average during our time with the Defender. That is an impressive return for a vehicle like this.

For years now Land Rover has produced

comfortable, filled with light, along with

some of the best air suspension in the

unique and extremely practical, whether

Range Rovers, and it has carried this over

plenty of room and a great dash that is

taking it outback or running around town. The interior is filled with practical

touches, with a multitude of cup holders, shelves and nooks everywhere, that

makes it handy to stow items on the go.

It also has a practical and handy wireless

inductive phone charging pad, a number of USB cable charging spots and some deep and wide bottle holders in the doors.

It may be luxurious and comfortable, but

automotive world, pioneering it with its luxo into Discovery, and also now this Defender. Again, the old school Landie owners and enthusiasts will be gnashing the teeth,

saying that it’s not a real Landie and it is

too complex for a trip into the outback, but the reality is that it delivers incredible ride, handling and traction capabilities, both

on road and off, as well as giving the best towing performance. So, stop whinging and get with the program.

www.truckandbus.net.au 061

On the same bent, they won’t be happy that the designers have eschewed the old body on chassis design of the Defender,

The thing that surprised us most during our week with the Defender was the interest it aroused on the street from

various engine and trim levels including the D240 2.4 litre turbo diesel at about $76000, and the P400 six cylinder petrol hybrid

delivers better NVH characteristics, better isolation and less rattles with typically better overall rigidity. This means better

returned to where we parked it, to find others standing admiring the Defender, and we even saw driver’s heads swivel as we

The S model is only available with the D240 ($83,900) and the P400, and the same for SE models with the D240 SE at

in favour of a monocoque design, which

handling on and off road as well. Engineering advances mean that you

don’t need antiquated ‘Model-T’ body on frame technology anymore, and that a

other drivers and pedestrians. Twice we

passed by on the road. Let’s just say it has a certain presence that sets it apart. It’s not the old Defender, because this is

monocoque is a batter option these days. That is shown in the way the new

a very different and better, 21st century off roader from the company that really created the category with the very first Land Rovers

as if on rails, never feeling big or bulky,

moved on and we need to get over old expectations and despite some misgivings about taking such a beautiful machine

Defender handles and feels. The steering and brakes deliver superb response on and off road, and this British beast handles delivering a lithe and athletic feel, whether manoeuvring in the car park or tackling a twisty mountain road. With the air bag suspension, sharp steering and superb brakes the Defender

is an easy car to live with, day in, day out.

062 www.truckandbus.net.au

back in the late 1940s. The world has

bush, we are pretty sure it would lap up the

starting at around $96,000 for the S model.

$91,300 and the P400 SE at $103,100. The luxo HSE model is only available with the P400 engine starting at $112,900. It gets more complex, so pay attention. The trim levels include the entry level S, and move up through the SE and HSE while there is also a First Edition model and the Defender X.

The Defender First Edition model is only available with the D240 engine from

really rough, remote stuff with ease.

$102,500 while the Defender X with the P400 is priced at an eye watering

for the two litre four-cylinder D200 turbo diesel entry model, and ranges up through

SE wore a price tag of $123,900 plus on roads. I’ll take it, where do I sign?

Land Rover’s new Defender 110 range starts at just under $70,000 plus on roads

$137,100. Our test model the Defender 110 P400

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064 Money Matters NO PLANS TO RETIRE? DON’T BANK ON IT AND THE SAVINGS ADVICE WE LOVE TO HATE A NEW STUDY BY THE COUNCIL ON THE AGEING (COTA) SHOWS THAT AUSTRALIANS ARE WORKING FOR LONGER – OFTEN OUT OF PERSONAL CHOICE. The age at which we can claim the age pension has been slowly increasing. It’s

way to add to your super. With tax refunds starting to flow over the

a budget. On one hand, budgeting confronts us with just how much money slips through

later in life. These days, less than one in two (49 per cent) people aged 65 have retired,

smart way to get plenty of bang for your buck.

getting the jolt is good for us. Budgeting also encourages us to take

currently 66, but it will be age 67 by mid2023, and that’s seeing more of us working

down from 60 per cent in 2018. It goes to show how our views on

retirement are evolving. For some, working for longer is a financial necessity. But plenty

of over-50s like the mental and social stimulation that keeping a hand in the workforce provides. The COTA report shows one in four over-50s have no plans to retire at all. The problem is that life doesn’t always go according to plan. Ideas of working well into your 60s can easily be derailed by the unexpected. Unfortunately, ill health is the leading reason why people retire earlier than they had planned – or wanted to. Figures from the McKell Institute show that in 2017, over 300,000 50-64-year-olds were forced into early retirement due to ill health or disability. The financial impact can be devastating, with these premature retirees having around $115,000 less in super

savings compared to if they’d remained in the workforce until age 65. While this highlights the value of taking

good care of our personal wellbeing as we

next few weeks, using your refund to make a before-tax super contribution can be a

You may be able to claim the contribution as a tax deduction in the current financial year, potentially pocketing a bigger refund this time next year. Personal super

contributions also have a welcome impact on your retirement savings. A 50-year-old who gets into the habit of using a tax refund of, say, $2,000 to make a before-tax super contribution each year, can have an extra $35,000 in super by age 67. Meantime, while we all know saving is good for our financial health, when it comes to saving money, some pieces of advice are better left unsaid. Research by Finder shows certain pearls of wisdom just don’t hit the mark. One in two Australians say the most annoying piece of savings advice is being told to cancel their TV subscription services. The next pet peeve – reported by two out of five people, is being told to take care of their

rely on that money a lot earlier, and for a lot longer, than you anticipated. On the plus side, since 1st July, employer

deprived – like sharing a TV subscription account with friends and family. On the flipside, the most appreciated

per cent of your base wage or salary to 10 per cent. Even better, the annual limit on before-tax super contributions has risen from $25,000 to $27,500. That’s a good

opportunity to review your salary sacrificed

super contributions – or talk to your employer about kick-starting salary sacrifice

to grow your nest egg. It’s a very tax-friendly

064 www.truckandbus.net.au

and long term goals, which might otherwise never be more than a pipedream.

The beauty of budgeting is the freedom it provides to allocate money towards ‘fun’ expenses, without feeling guilty or thinking that you’re putting your financial future on the line. It’s also a tool to break free from the stress of living pay day to pay day – something that’s a reality for 21 per cent of Australians according to Canstar’s Consumer Pulse report. Long story short, I’m a fan of budgeting. It lets you see where your money is going, and where you can cut back on the least necessary areas so there is something left over to save. At that point you’ve got control of your money, and it’s a lot easier to have control of your life.

All these responses are fair enough. Sure,

it pays to sweat the small stuff. But not many people build personal wealth on the foundation of giving up Netflix, and there

super contributions have climbed from 9.5

a controlled approach to spending and saving, enabling us to reach short, medium

own grooming needs at home, presumably saving on the cost of a trip to the beauty parlour.

age, it also reinforces the need to look after our financial health. In particular, I’m talking about embracing opportunities to grow super savings because you may need to

our fingers – and how little we often have to show for it. But that’s the whole purpose –

can be ways to lower costs without feeling

savings advice, cited by 77 per cent of

Australians, is recommendations to cook at home instead of eating out or ordering takeaway. Tips to track spending is another favourite (74 per cent), and happily there are plenty of free apps

to do just that. One piece of advice that has stood

the test of time is the value of setting

Paul Clitheroe is Chairman of InvestSMART, Chair of the Ecstra Foundation and chief commentator for Money Magazine.

ALL IT TAKES At Kumho, we deliver a smoother, safer ride for you and your cargo – on tyres designed to perform in all Australian conditions. Whether it’s a light load or heavy highway haulage, our commitment to quality will deliver you great value and a safer tomorrow. And like a circle, it never ends. We’ll continue to look for new ways to make your experience better. It’s just what we do. KUMHO TYRE. BETTER, ALL-WAYS.

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Coach & Bus Magazine Issue 47

Articles inside

MONEY

COMPANY CAR

LCV

GEARING UP FOR AN ELECTRIC FUTURE

APPLE ISLE EXPRESS

RISING TO THE OCCATION

CROWNING GLORY

FUTURE TENSE

DRIVER’S SEAT