Coach & Bus issue 28 web magazine

Issue 28 – JUNE/JULY 2017 – $8.95 incl. GST

www.truckandbus.net.au

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

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

OPTARE NOW WITH

ADDED MUSCLE

CONTACT GUY PEX, NATIONAL SALES MANAGER • BUS CORP OCEANIA MOBILE: 0477 000 995 • guy.pex@bcoceania.com.au

OPTARE HAS A NEW STRONGER DISTRIBUTOR IN AUSTRALIA AND NEW ZEALAND WHICH IS SET TO TAKE THE BRAND TO A WHOLE NEW LEVEL Optare welcomes BusCorp Oceania as its official distributor offering our full range of highly efficient and versatile monocoque buses from the versatile 7.9 to 10m Solo midi bus through to the 10.1 to 11.5m Metrocity route bus to the flagship 12.5m Tempo available in a range of powertrains including Mercedes Benz, Cummins and Allison as well as advanced electric models.

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

www.bcoceania.com.au

Issue 028

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

Publisher Jon Thomson admin@truckandbus.net.au Editor in Chief Peter Barnwell peter@truckandbus.net.au Art Director Fiona Meadows kududesign.com.au Advertising Sales Zara Kilfeather Mob: 0404 883 249 zara@motozedmedia.com.au Contributing Writers Tom Worsley, Allan Whiting, Barry Flanagan, Sven Erik Lindsrand

FEATURES

18

BACK ON TRACK

After a false start with another local bus importer/distributor, innovative high tech British brand Optare has found a new home with a new distributor in the form of BusCorp Oceania, which is now handling the company’s range in this country. Editor Peter Barnwell takes a look at the British maker and its new focus on the local market.

24 8 IS MORE THAN ENOUGH

The recent national unveiling of the new Volvo B8 R chassis saw the Swedish maker take the launch on an East Coast road show to reach as many operators as possible unveiling the new bus in Brisbane, Newcastle, Sydney and Melbourne. Coach & Bus went to the Sydney event to find out more about Volvo’s new flagship people carrier.

32 CAPITAL IDEA

Canberra’s old ACTION Moniker has given way to a new name and a new livery for its bus operations, which is now known as Transport Canberra. We take a look at the new livery and the latest EURO 6 Bustech Scanias to join the fleet.

38 MASTER & COMMANDER

Small, van-based bus choice is quickly growing in Australia with more players now offering a range of 10-20 seat configurations suitable for multiple applications including urban, inter urban even intercity transport, editor Peter Barnwell took Renault’s offering, the Master for a test recently and came away with these impressions.

48 TRAINING FOR WILD ANIMALS

Africa is a long way to go to enjoy a safari, fortunately though, there is a great alternative closer to home. Melbourne’s Werribee’s Open Range Zoo is that place and interestingly they have come up with a great way of getting visitors close to the animals and editor Barnwell headed out to take a look at a most unusual bus .

54 UP ON ALL FOURS

Australia’s challenging conditions in remote outback locations have to be reached by mining operations and want to be reached by tourism operations. How to do it by bus is a question that exercises the minds at Bus 4x4. Transport & Trucking editor Allan Whiting recently visited the company and slid behind the wheel of several of their go-anywhere buses for his take on the highly capable machines.

Contributing Photographers Mark Bean, Cristian Brunelli, Jan Glovac

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.

18

REGULARS

04 DRIVER’S SEAT

Editor Peter Barnwell mulls over change in the industry, whether it’s driverless bus tech or changes even closer to come.

05 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.

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Single copy price $8.95 incl. GST

54

64 MONEY

38

SMALL VAN-BASED BUS CHOICE IS QUICKLY GROWING IN AUSTRALIA WITH MORE PLAYERS NOW OFFERING A RANGE OF 10-20 SEAT CONFIGURATIONS

32 48

004 Drivers Seat

PETER BARNWELL CLEAN THEM UP

N

obody likes an alarmist but when it comes to vehicle emissions from exhausts, tyres, brakes and from evaporation, something had to be done to protect our health.

That’s why government mandated vehicle emissions regulations started to come into play back in the 1970s.

Before that, it was open slather with lead in the petrol, dirty diesel and asbestos in the brakes to say nothing of what was percolating from vehicles as they stood dormant.

No wonder people got sick...

Vehicle emissions are directly attributable to a litany of human health issues primarily affecting the heart and lungs including stroke and cancer while small particles from tyre and brake dust enter the bloodstream through the lungs.

Definitely not good.

The Federal Government looked to the US, Japan and Europe for guidance when proposing emissions regulations and selectively adopted strategies from all three places.

European (EU) regulations have since

become the main driver of our local regulations to the point where new vehicles sold here now, essentially require an EU rating or equivalent.

Currently on EU5, heavy transport vehicles are not on the same schedule as cars with the proposed introduction date of EU6 still undecided.

Various bureaucracies and interested groups have been talking about it since 2013 and the new standard might be implemented some time before 2020. It’s been in place in Europe for three years which shows how far behind the eight ball we are in Australia.

EU6 is much more stringent than EU5 and when adopted, the standard will reduce the maximum allowable exhaust emissions from new vehicles of Nitrous Oxide (NOx ) by up to 80 per cent and particulates by up to 66 per cent relative to Euro V. Similar outcomes are expected for engines that comply with equivalent US and Japanese alternative standards.

Over the longer term the benefits of introducing these standards will amplify the benefits arising from the replacement

of older vehicles with newer vehicles in the truck and bus fleets, and further reduce the emission impacts associated with expected growth in the transport task.

That’s all very nice but to make all this happen relatively quickly, vehicle owner/ operators need an incentive to update and that means tax incentives. It doesn’t take Einstein to figure out it would be more cost effective to upgrade the heavy transport fleet through tax incentives than to pay the health costs of many thousands of people affected by all vehicle emissions.

Meanwhile, the heavy transport industry is already embracing EU6 as many new vehicles are built to comply.

The upgrade just needs to happen faster.

STANDARD

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004 www.truckandbus.net.au

ALL THAT GLITTERS AU S S IE B U S AND COACH EXPO HEADS TO TH E C OA S T FO R 2 0 1 7 THEY SAY that all that glitters is not gold but with the Australasia Bus & Coach Expo heading to the Gold Coast this year, there promises to be a glittering array of buses and coaches from all the major bus makers and body builders when the Expo hits town in September.

After years of shivering in Melbourne during the middle of winter the industry is pretty happy that the Australasia Bus and Coach Expo has moved to warmer climes on its new biennial schedule and is set to burst on the scene at the Gold Coast Convention and Exhibition Centre this Spring.

Queensland Bus Industry Council is promoting the must attend bus event this year from 24 to 27 September bringing the bus industry together in one place for the now once every two years

Australasia Bus & Coach Expo. As many people have been saying for some time the industry is just not big enough to support a show every year, so the new program seems to be greatly welcomed by everyone, save for the companies that make their money from building show stands.

The event is set to begin on 24th of September with the Volvo Expo Welcome Cocktail Party in the first floor foyer of the Exhibition Centre from 7pm on Sunday night where delegates will be able to enjoy a feast of flavours, a few tasty beverages and reconnect with colleagues and friends with tickets from $130.

The Expo officially kicks off on Monday 25th September and runs for a full two days. On Monday evening guests will enjoy the Optare sponsored Expo Dinner

from 7pm. Newly announced Optare distributor BusCorp Oceania has dug deep to make a splash by sponsoring the dinner which will be staged in the first floor function area at the Exhibition Centre and will provide a night of fun and sumptuous food as well as the opportunity to mingle and socialise with delegates and industry identities with tickets at $180 a head.

On the Show floor on Monday and Tuesday there is set to be a huge effort by all the leading brands with Volvo showing its new B8R along with strong rumours that Yutong will be launching a new bus, the return of Optare under its new distributor as well as significant displays from the likes of Bon Luck, King Long and Higer as well as Scania, Mercedes, Iveco, MAN and Fuso to name but a few.

As well as all the makers there will be a plethora of ancillary equipment suppliers and manufacturers making the Expo a must for anyone in the industry The expo is made possible through a partnership with the bus industry’s national supplier group.

There is no doubt the Gold Coast Convention and Exhibition Centre is a world class facility and should attract bus and coach operators from all sectors as well as government representatives and other industry suppliers, all looking for investment opportunities in quality services and products.

The expo proper will kick off Monday morning with delegates having ample time to view all exhibits over two days. The C&B team is looking forward to being there and we will bring you full coverage in upcoming issues.

www.truckandbus.net.au 005

FUSO SHOWS ITS HAND WITH A QUEEN AND AN ACE

FUSO HAS ANNOUNCED the `new’ Aero Queen/Aero Ace large tourist bus, which has undergone a full face-lift after 10 years.

All models of the new Aero Queen/Aero Ace come with the ShiftPilot AMT (Automated Manual Transmission), delivering a twopedal system and automatic gear shifting.

It frees the driver from using a clutch and gearstick which in turn can lead to safer driving.

ShiftPilot is optimized with a new compact engine, contributing 006 www.truckandbus.net.au

significantly to improved fuel economy, which is directly linked with drivability and environmental load reduction expected of large tourist buses.

Facelifted Aero Queen/Aero Ace is equipped with a newly developed 6S10 7.7-litre, inline 6 engine that complies with current exhaust emissions standards The 6S10 engine is downsized by approx. 40 per cent over the 6R10 12.8-liter inline 6 engine on the previous model.

The new engine uses a

two-stage turbocharger made up of a compact turbo (high supercharging) and a large turbo (low supercharging), producing low end response and high speed power.

Each turbo is utilised according to driving conditions and despite the engine’s `small’ displacement, it achieves a high power output and strong torque characteristics required by large tourist buses.

Downsizing the engine facilitates an overall vehicle weight reduction of 540kg compared with the

preceding 6R10 models.

Emissions targets were achieved by altering combustion characteristics thereby cutting particulate matter from the engine.

MFTBC went on to apply the newly developed BlueTec system to remove particulate matter and NOx, thereby achieving both improved fuel economy and cleaner exhaust gas.

IN the engine department they have optimised combustion efficiency thanks to low discharge pressure loss and the improved

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Full electric bus systems require significant planning, infrastructure, connection to the electricity grid, sub-stations, and power supply security. But already today, without the need for additional infrastructure, you can save up to 40% in fuel, and reduce harmful NOx and other emissions by almost 50% with the proven Volvo Hybrid bus technology. With more than 3,500 hybrid buses already in operation, Volvo is the world leader.

Electric drive is far more efficient than combustion, and Volvo’s hybrid solution means energy is constantly recovered when braking and going downhill. Passengers on-board, at the bus stop and nearby residents will also enjoy the quieter operation and silent take off in electric mode. Join our journey towards cleaner and profitable public transportation today. For more details contact Lauren Downs on 0459882941.

VOLVO B5RLE HYBRID volvobuses.com

combustion system. They’ve also optimised higher efficiency thanks to a modified shape of the combustion chamber and a boot-type combustion method.

A two stage turbocharger has been fitted and is mated to a higherpressure common rail injection system.

Emissions have been reduced thanks to an exhaust gas postprocessing system using an effective NOx removing catalyst and precise AdBlue injection as part of what they describe as a new BlueTec system with regeneration control using DPF and SCR and it is coupled to an Idling stop & start system.

The bus uses a Type 6S10 7.6 litre six cylinder 24 valve DOHC engine rated at 280kW(381PS) at 2,200rpm with maximum torque of 1,400Nm delivered between 1,200 and 1,600rpm and mated to the Daimler developed ShiftPilot 8-speed AMT .

All models of the new Aero Queen/Aero Ace come with the two-pedal ShiftPilot, the first of its kind for large Japanese tourist buses .

The ShiftPilot is fitted with a dry clutch, allowing the driver to creep at very low speed while the brake is not engaged. A Hill Holder function is also provided.

Some models come standard and others come optional with a new hydrodynamic retarder that decelerates the vehicle by using liquid as an auxiliary brake. It works with the conventional Jake or shift-down brake aiding stable braking force.

Driver assist safety features on the new models include Active Brake Assist, Active Attention Assist, Electronic Stability Program (ESP), Proximity Control Assist and Lane Departure Warning System.

ROLE CHANGES AT SCANIA AFTER 35 YEARS in the Bus Division of Scania Australia, Trevor O’Brien is moving to a more senior role across the entire Scania business, and Julian Gurney is expanding his role from retail sales to include government contracts.

Trevor’s new role is General Manager, Vehicle Sales Support, across the Truck, Bus and Engines business divisions, while Julian’s new title is National Bus Sales Manager.

The amalgamation of the two former bus sales divisions (retail and government) under Julian Gurney recognises the growth in strength of the retail sales business within Scania Bus and 008 www.truckandbus.net.au

Coach in Australia over recent years.

“After 35 years experience across all aspects of Scania’s bus sales business in Australia, I am ready to take on this wider role of General Manager, Vehicle Sales Support,” said Trevor O’Brien.

“Over the past few years our market share and retail volumes have increased significantly, as we introduced new product to the market that was carefully calibrated to suit the needs of our customers,” Julian Gurney said.

“Our K 310 driveline has been particularly successful within the school and charter market, and we are confident this success will continue into the medium term.

“With Trevor’s departure from

the day-to-day government contract relations work we will expand the roles of our existing contracts staff to continue to foster good relations with statebased passenger transport fleet managers,” Julian said.

“Our experienced contract managers, Steven Godbold and Grant Mascord will now handle the bulk of the government contract work, reporting to me.

“As for the overall management of the bus and coach division, I feel privileged to have been asked to take the helm, and will use my experience in the industry to continue to plot Scania’s bus and coach sales course,” Julian said.

we’ll keep you going year after year after year after year after year. fuso. all day.

YEAR

warranty

5

fuso.com.au

Fuso offers a 5 year warranty as standard on every new truck and Rosa bus. So you can be confident your business will stay on the move, all day. And unlike some others, ours is a genuine manufacturer’s warranty, which means you’re guaranteed genuine Fuso parts and service from an authorised Fuso dealer.

Contact your Fuso dealer or visit fuso.com.au Warranty terms and conditions apply. See an authorised Fuso dealer or our warranty policy at www.fuso.com.au/service for full details.

PEDESTRIAN FRIENDLY BENZ BUSES

DAIMLER BUS HAS ANNOUNCED the next generation of safety features for its Mercedes-Benz and Setra brands including the world’s first automatic braking assistance in a bus to automatically brake for pedestrians.

The new Active Brake Assist 4 (ABA 4) package warns drivers visually and audibly of pedestrians as well as initiating partial braking and reducing the risk 010 www.truckandbus.net.au

of a collision significantly.

According to Daimler Buses’ head of development Gustav Tuschen, the new technology is in line with the brand’s tradition of being the pioneers of safety systems.

“Active Brake Assist 4 with pedestrian recognition marks a milestone in the development of assistance systems for coaches,” Tuschen said.

ABA 4 uses new generation

radars as used in the MercedesBenz trucks and passenger vehicles, comprised of both long and short range radars.

The long range radar registers multi-track vehicles and stationary obstacles at a maximum distance of up to 250 m in a direct line in front of the coach single-track vehicles such as bicycles up to 160 m and pedestrians up to 80m.

The short range radar has a

maximum range of 70 m and is even able to recognise pedestrians and vehicles to the sides ahead of the coach.

Daimler will begin rolling ABA 4 out from March next year in Europe with the forthcoming Mercedes-Benz Tourismo and Setra ComfortClass and TopClass500 models. It will be a free inclusion for customers opting for adaptive cruise control.

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BE 18 TONNE COMPLIANT.

Scania has a selection of fully compliant high quality locally manufactured and readybuilt buses to meet your school and charter requirements.

All Scania buses come with ABS/EBS as standard equipment with the option of Electronic Stability Control. Coupled with customised driver training and integrated fleet management system, Scania sets new standards for operating economy, driveability, handling and reliability.

Features include:• High quality body and interior • 295/80R22.5 tyres • Available in 310hp • Built-in retarder • Choice of six-speed automatic transmission or eight-speed two pedal Opticruise.

FOR MORE INFORMATION ON THE SCANIA-HIGER A30 CONTACT:QLD Brian Thompson: 0418 531 632 WA Dean Cash: 0478 310 518

NSW Rob Lanteri: 0478 317 177 Warren Young: 0411 768 027

VIC / SA / TAS Dean Cash: 0478 310 518 Jamie Atkinson: 0408 059 501

BRISBANE AIRPORT’S SHOCK NEW BUS ORDER

“THE CARBRIDGE TORO IS STATISTICALLY THE WORLD’S BEST ELECTRIC BUS WITH A DRIVING RANGE OF 600 KILOMETRES ON A SINGLE CHARGE” BRISBANE AIRPORT has joined the electric bus revolution with a new fleet of 11 electric buses to be built and operated by Carbridge.

The deal is worth more than $5 million over five years from 1 July 2017 and will see all 11 buses in operation by February next year.

According to head of parking and transport services at Brisbane Airport, Martin Ryan, the move is part of the company’s sustainability program.

“The roll out of electric buses for our landside transport needs reinforces BAC’s ongoing commitment to a cleaner, greener environment and improved passenger experience,” he said.

012 www.truckandbus.net.au

“The new fleet will be super quiet and environmentally clean, having reduced noise pollution and zero tail pipe emissions.

“In fact, swapping out our current fleet for electric buses will result in a reduction of 250 tonnes of carbon emissions each year, equivalent to taking 100 cars off the road.”

Passenger comfort and functionality have not been forgotten with tailored interiors designed specifically for travellers, including plenty of luggage racks, plus three full size double doors making boarding and disembarking more efficient.

“Technology and innovation is also interwoven into the

vehicles, with GPS next stop announcements, driver monitoring and real time tracking data, meaning issues can be immediately identified and responded to in real time,” Ryan added.

Carbridge CEO Luke Todd said the electric bus will run 600km on a single charge and is important in strengthening the company’s operations at Brisbane Airport.

“Carbridge is proud to partner with Brisbane Airport to deliver world leading bussing technology for the airport and its patrons and build further upon our long-term relationship with Brisbane Airport which commenced in 2008,” Todd said.

“The Toro electric buses created

by Carbridge are powered by BYD battery technology and are built with an aerospace lightweight aluminium bus body”.

“The Carbridge Toro is statistically the world’s best electric bus with a driving range of 600 kilometres on a single charge. The buses use kinetic power regeneration technology to produce charge as the buses decelerate. This advanced technology further reduces battery recharging frequency as power generation is created by the buses whilst in motion.

The roll out of Electric Buses is for landside transport operations only at this time.

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G N I V O M S U B I H T WI

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VOLGREN DIALS UP EXPORTS OF ARTICULATED BUSES TO JAPAN VOLGREN’S PATIENT APPROACH to Japan’s bus market and a growing reputation for manufacturing high-quality bus bodies is paying off with the delivery of two new articulated buses to bus operator Nara Kotsu Bus Lines.

This latest partnership with Nara Kotsu located in the South of Japan, near Osaka, is one of several relationships Volgren now has including their ongoing association with Japan’s largest bus operator, the Nishitetsu Railway Company, who ordered an additional five artics last year.

Volgren has also forged partnerships with global trading company Mitsui & co and Scania Japan who provide the service and support of the complete bus.

014 www.truckandbus.net.au

Volgren Business Development Manager Jon Tozer says the two 18-metre long articulated buses, built on the Scania K360UA E6 chassis delivered to Nara Kotsu, represent an important milestone for Volgren’s export credentials.

“The delivery of the two artics for Nara Kotsu is the result of eighteen months of hard work, and reinforces Volgren’s ability to deliver world-class buses that meet Japan’s rigorous compliance regulations.”

Articulated buses are rare in Japan with only a handful operating in the country up until Volgren’s entry into the market in 2014.

“Since first entering the Japanese market, we’ve found that operators are closely watching the

operation and public acceptance of the artics and there’s definitely renewed interest, especially as they face driver shortages and also the costs associated with light and heavy rail means BRT systems are now becoming a more financially viable and attractive solution.”

Tozer says.

Tozer said that the Japanese bus market is very conservative and they’re extremely careful about the product they choose, especially when going outside of Japan.

“They need to trust that your solution won’t break down and passengers are accepting of it.”

While the Japanese market presents a more boutique market of bespoke product solutions, Volgren believes Japan offers

continuing export potential for articulated buses.

“There’s currently no local Japanese bus body manufacturer producing articulated buses with the only other option being buses from Europe, that are noncompliant to Japanese regulations and not equipped with any Japanese accessory equipment upon delivery to the customer.”

“The articulated buses that we are producing for the Japanese market are 100 per cent compliant to their vehicle regulations complete with Japanese equipment.”

“This ready to roll solution is well received by the operators and is one of the key planks to our success in Japan” Tozer explains.

ELECTRIFYING CHANGES IN MONTREAL

ELECTRIC BUS use is growing exponentially mainly in metropolitan areas where emissions are a big concern.

Electric buses lend themselves perfectly to metro routes because they are short in nature rather than long hauls on the highway.

It’s relatively easy to provide recharging facilities in a city.

Diesel seems set to turn to dust, in towns at least, sooner rather than later given the evolving international trend towards metro electric buses.

Montreal, Canada is the latest big city to opt for new,100 per cent electric buses servicing the streets of the former Olympic city.

The buses are Canada-built by Volvo-owned Novabus company and use an overhead pantograph charging system on the roof where the batteries are located.

When the bus stops at a recharge station, the pantograph links automatically with it making wide allowances for where the driver has parked. Once fully charged, it automatically disconnects.

The batteries and control systems are made by Volvo and will be used in other heavy vehicles from the company.

The new Novabus has a seating capacity of up to 71 passengers, a power output of 308hp from the engine and about an hour’s operating time from a quick charge.

But it’s designed for continuous operation day and night and has been engineered for 16 years chassis life partly due to the lack of engine vibration and smooth running.

Noise levels are low adding to passenger comfort levels.

Because the batteries are on the roof, no internal space is sacrificed.

FALKEN SWOOPS WITH RANGE OF QUALITY TRUCK AND BUS TYRES A RANGE OF NEW, Japan-made Falken truck/ bus tyres have been released by Sumitomo Rubber Australia (SRAU). The Falken tyre update includes a selection of large and small/medium tyres for highway regional/interstate and mixed on/off road applications.

Falken is kickstarting its truck and bus tyre business with no less than 24 tyre changes – and more in the pipeline.

The new tyres are designed with abrasive Australian roads in mind. Tipper/dog and livestock operators have quickly adopted the BI850 drive tyre in particular with great results coming from the 22.2mm deep open traction pattern and mild cut/chip resistant compound.

SRAU validated the new tyre range through extensive testing in Australian conditions with fleets.

Tests show the single steer tyre gets much better life, while offering a sharp price point making it more competitive against other major brands.

www.truckandbus.net.au 015

ALL ABOARD MARCOPOLO S.A. has unveiled a new mobile seat device, designed to help facilitate the boarding of disabled people into buses.

‘Easy Boarding’, is the result of consultation with operators, mobility specialists and developed in accordance to the criteria established by the Brazilian Association of Technical Standards – ABNT and by Inmetro.

Petras Amaral, manager of design and innovation at Marcopolo, said while there is no obligation for the installation of this type of equipment, the population of people with difficulties in locomotion is in the millions here (Brazil).

“Easy Boarding system offers speed and represents a differential in terms of accessibility. Its ease of use and the humanized process,

are standouts that will hopefully encourage people with different needs to choose or reconsider bus travel,” Mr Amaral said.

The new innovation is currently awaiting approval and can be installed in several Marcopolo buses. Amaral said the movable seat does not require alignment of the vehicle to the curb or to the pavement, so there are no misalignments in the approach of the passenger.

“After placing the three-point seat belt, the seated passenger is raised to his or her seating position in the vehicle, then the seat is locked to the floor and the door closes.”

“The electric lift system is specially sealed between the passenger saloon and the luggage compartment,

with low noise levels.”

Easy Boarding recently won the inaugural innovation Award from the Chamber of Industry, Commerce and Services of Caxias do Sul (Brazil).

“We are anticipating the legislation, which only goes into effect in 2017, and offering alternatives that make bus travel even safer and more comfortable,” Mr Amaral said.

STAY AWAKE MARCOPOLO has also launched a new anti-fatigue, test seat that captures data on the driver and features a range of stimuli including audio, electromechanical vibration, cooling and heating has been launched by Marcopolo.

The prototype, presented at the SAE Brazil Congress in Sao Paulo, is the result of a partnership between Marcopolo and CEMSA – Multidisciplinary Centre for Sleepiness and Accidents of Woodbridge.

Petras Amaral manager of design and innovation at Marcopolo said the ``Antisleep Seat is equipped with mechanical and physiological distraction devices which, through stimuli, extend the alertness of drivers at critical times.”

The seat has an integrated module, responsible for receiving several data points on the state of fatigue of the driver, as well as travel length and time of day.

According to Petras, the numerous tests carried out in the stimulations with different fatigue conditions and stimuli proved, the effectiveness of the system, observing a change in the alertness of the driver, as well as a shortening of reaction time (reflexes) to avoid accidents. ``Unlike other systems found on the market that act in a reactive manner, the Antisleep Seat acts in a preventive way, using specific data from the driver and the journey, thus reducing the risk of accident,” he says.

The Antisleep Seat can be treated as an anti-fatigue system and not as a mere seat. In the future, we can see operators integrating it with driver sleep patterns data as a as real-time fleet management.

Final tests and the official presentation of the seat to the market are expected in 2017.

016 www.truckandbus.net.au

OLD RED DOUBLE DECKER COMES CLEAN LIFE HAS BEEN breathed back into London’s famous old Routemaster Double Deckers with a repowered and retrofitted engine and transmission package that has enabled the 53 year old big red bus to meet the latest clean air regulations in London.

The 1962 Routemaster double-decker was retrofitted with a Cummins ISB 4.5-litre Euro 6 diesel engine mated to an Allison T2100 fully automatic transmission programmed with the transmission maker’s FuelSense 2.0 Max software with DynActive shifting.

It means the old Routemaster has become the oldest vehicle to be awarded Low Emission Bus (LEB) certification in the UK and enabled it to match the environmental credentials of the

latest diesel hybrid and alternative fuel buses.

The now privately-owned Routemaster, vehicle number RM1005, was repowered and converted by Mitchell Powersystems, Allison’s UK distributor, and will enable other Routemaster buses to continue operating in London when Ultra-Low Emission Zone (ULEZ) exhaust emissions standards come into force within the same area as the current Congestion Charging Zone in April 2019.

Retrofitting the new engine and transmission will also exempt Routemasters from the new London T-Charge being introduced this October, which imposes a £10 ( $AUD17) daily surcharge in addition to the Congestion Charge on vehicles that fail to meet

exhaust emissions standards.

The last Routemaster was withdrawn from general service in 2005 and the following year, the distinctive double-decker was voted one of Britain’s top 10 design icons, placing it in the company of Concorde, the Spitfire, the Mini, the London tube map, and the K2 telephone box.

Ten Routemasters currently run as a tourist attraction on London Buses’ ‘heritage route’ between Tower Hill and Trafalgar Square.

Of the 2,876 AEC Routemasters built between 1954 and 1968, approximately 1,200 still exist.

Vehicle number RM1005 was purchased for private use in 2007

by Sir Peter Hendy, CBE, current chairman of Network Rail and former commissioner of Transport for London. Sir Peter Hendy drives the bus on special trips in order to raise funds for various charities including the London Transport Museum and Railway Children.

“This conversion demonstrates that it is a viable economic proposition to update old buses and goods vehicles with modern engines and transmissions to keep them meeting the demands for better pollution control and better air quality,” said Sir Peter.

“Since fitting the Allison transmission, it’s been a huge success. We got good fuel consumption after first changing the engine, but not as good as we’d hoped considering how light the Routemaster is. That’s when I realised we could get a much better result with a modern transmission that matches the

engine. Now, as well as giving good fuel consumption, it’s an absolute dream to drive. It’s really smooth, changes gear easily, and has a high speed range the original never had. It shows how far modern engine and transmission technologies have progressed.”

The LEB standard was introduced in 2015 by the Department of Transport as a key part of the drive to reduce greenhouse gas emissions from UK bus fleets and to improve local air quality. To gain LEB certification, a bus must achieve a reduction of more than 15 percent in well-towheel greenhouse gas emissions (methane, carbon dioxide and nitrous oxide) compared with a Euro 5 diesel bus and must meet the Euro 6 engine standard in other emissions. Euro 6 has delivered a 95 per cent reduction in emissions of nitrogen oxides compared with Euro 5 models.

Routemaster RM1005 will be on duty providing charity rides in the UK in late August with Sir Peter Hendy at the wheel. Tourists will be able to catch the famous and newly clean big red bus from Warminster station in the UK on 26 August and ride to Imber, Wiltshire’s ‘lost village,’ which stands uninhabited in an isolated part of the British Army’s training grounds on Salisbury Plain. All fares on RM1005 will be donated to the Royal British Legion and to St Giles’ Church in Imber. More details are available at https:// imberbus.wordpress.com www.truckandbus.net.au 017

Coverstory

BACK ON TRACK After a false start with another local bus importer/distributor, innovative high tech British brand Optare has found a new home with a new distributor in the form of BusCorp Oceania which is now handling the company’s range in this country.

Editor Peter Barnwell takes a look at the British maker and its new focus on the local market.

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n a move that has still not been fully explained, former distributor Patico was terminated as Optare distributor during February 2016 and Optare issued a statement saying that it was in discussion with potential dealer partners in Australia and New Zealand and that is timed to confirm the new network within three months. Now just over a year later Optare has selected a partner to distribute its buses in Australia and NZ. Shannon Taylor is Optare’s local factory representative, looking after the Indian owned British based bus maker’s interests in Australia, NZ and parts of South East Asia.

Taylor is well known in the bus industry after playing a pivotal role with one time local Higer distributor importer WMC and went from there to work for former Optare distributor Patico. Taylor split from Patico in what seemed to be acrimonious circumstances in November 2015 and not long after in February 2016 was announced as Optare’s factory rep in Australia.

Taylor played a key role in selecting BusCorp Oceania (BCO) as the new distributor and it is believed that a number of other key players in the bus industry.

But who is this new company BusCorp and what can they do to establish the Optare brand in the local market?

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Optare offer flexible interior layouts and a range of options

Despite being a start up, BCO has strong credentials and is headed up by former WMC executive Jason Pecotic who has been appointed to run the new company utilising his extensive experience in the bus and automotive industry.

BCO says it has substantial backing from a major automotive dealer group and, thanks to the work that Taylor has continued in the bus market during the past 12 months, comes to the role of distributor with a strong order bank and lots of interest from bus operators on both sides of the Tasman.

Optare, for those who don’t know, grew out of the original Leyland bus operation.

For people old enough to remember the Leyland Lions, Atlantean double deckers and Leopards the notion of Leyland buses probably needs a bit of a re adjustment.

These days Optare is part of Indian conglomerate, Hinduja Ashok Leyland, which bought Optare in 2012. Leyland buses had a long history dating back to the early 1920s in the UK, however Leyland closed as a bus maker in September 1984 and five months later Optare rose from its ashes under a management and employee buy-out.

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“It will be a one phone call situation for customers, if there is a problem it will be sorted out” Apart from being just another bus manufacturer, Optare, as we said is Indian owned, just like Jaguar and Range Rover, which have thrived under the ownership of rival Indian industrial group Tata.

Hinduja’s recent additional investment has positioned Optare as the base for global expansion throughout Europe and established western bus markets including New Zealand and Australia.

Shannon Taylor says that globally, it has partnerships with Nissan, John Deere, Volvo UD Trucks, Renault and many other international automotive brands.

“This gives them access to broad knowledge that is incorporated into the Optare product and should give prospective buyers in Australia confidence to commit to the brand,” said Taylor.

The parent Hinduja group currently employs more than 72,000 staff with company representation on six continents and divisions in automotive, financial services, IT, oil and gas, media and telecommunications. This is not an insubstantial company.

Hinduja’s 2013 result saw revenue exceed USD $2.5 billion. With a parent

company the size of Hinduja, Optare is one of the most resourced bus manufacturers in the world providing sales, service and aftermarket support.

Optare can also claim a distinct point of difference with competitors as its buses are built on a monocoque or integrated chassis and not a ladder frame like most buses.

This has huge benefits particularly in terms of weight reduction and additional passenger room.

Needless to say, bus operators benefit from lower service and running costs as some Optare models are as much as 1.5 tonnes lighter than their ladder chassis equipped competition.

Optare’s line up of buses ranges from small 27 seater midi models through to a new double decker called the Metrodecker.

Mercedes-Benz or Cummins diesels power them with various transmissions from Allison and other respected suppliers and electric (EV) powered versions are also available.

Jason Pecotic told C&B that the new company already has three demonstrator buses on the road in Australia and has invested in another six demos. which are currently on the water from the UK.

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1 Optare’s Metrocity EV is part of the plan for the British bus maker down under.

2 The lightweight of the monocoque chassis is ideally suited for EV operation.

3 Engine? Did I mention this bus is electric?

3 “Customers need to be sure the bus is going to work in their particular environment and work load while delivering the sort of efficiency and cost effectiveness they are looking for,” said Pecotic.

“The only way you can do that is to put a demonstrator bus into their fleet for a period so that they can assess its ability and efficiency so that is why we have invested in a demo fleet and also in equipping the buses with ticketing machinery to suit the state environment they are in, whether that is Myki in Victoria or Opal in NSW,” he added.

Due to Optare’s near hundred year history of bus manufacturing, they have the design, build, service and repair elements well sorted, aided by using the latest available technology and the company is at pains to point out that its buses are designed and manufactured for a global market.

Along with low tare weights Optare is also boasting a range of low-carbon buses using enhanced diesel technology or zero emission electric and hybrid drivelines and is also offering complete integration of telematics on critical operating and status parameters for the vehicle.

Optare goes so far as to provide driver

management for fuel consumption and fuel use by profiling driver, route and individual buses.

GPS systems, CCTV and passenger counting systems complete the on-board capability which can be assessed using a live feed while the bus is in operation or produce comprehensive reporting from standardised or custom KPI reports.

Reporting to statutory transport bodies is supported for route and stop integrity and other compliance matters. Ultimately these elements of the Optare range combine to provide the highest levels of on-road time and operator productivity and the lowest cost of ownership.

Optare’s competitive pricing and the lower whole of life costs should deliver customers reduced purchase price, contracts and operational costs or increased profitability for existing contracts.

Enter BCO with Jason Pecotic at the helm. While Pecotic brings a vast amount of experience and customer service knowledge he has strengthened his team by recruiting former Patico sales executive Guy Pex to spearhead the sales task at the fledgling distributor.

Pex will be based at the company’s Melbourne office and drive the sales of Optare around Australia working closely with Pecotic and with Taylor who will continue in his role as the factory rep for Optare in this neck of the woods.

Jason Pecotic says the main focus of attention for him will be service and ensuring existing customers and potential customers have faith in the brand and can purchase, safe in the knowledge that the back up the local organisation can and will provide is strong and focussed.

“Our strategy is to target aftermarket support and my experience in customer service in the heavy vehicle market means I understand exactly the sort of infrastructure and support networks we have to have in place to ensure those buying Optare can be satisfied in their purchase.

“The buck stops with the boss and I am taking the responsibility for any problems,” said Pecotic.

The monocoque concept is still relatively rare in the bus market because most bus manufacturers are geared to building on the traditional ladder chassis concept, just as it was with cars for many decades before

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“Generous seated and standing passenger payload capacity and a high GVM give Optare buses additional capacity”

Optare uses an advance monocoque design that saves weight and increases overall efficiency

makers came up with a way of building a uni body car.

As a result of the monocoque design Optare claims its buses offer the lightest tare weight, lowest fuel consumption and highest passenger payload along with a low floor, impressive performance.

The design eliminates structural duplication and consequently weight as is the case when chassis and body are engineered separately. Optare says this helps deliver operating cost and efficiency benefits including reduced fuel consumption of between 20 – 45 per cent below competitors.

On a like for like basis, Optare’s low tare weight and highly efficient diesel engines have consistently delivered reductions in fuel consumption in excess of 20 per cent for a 12.5m bus.

Another area where Optare is likely to target in Australia is the increasing desire to run smaller buses more frequently on specific intra suburb routes. Deployment of Optare’s midi-buses, such as Solo, in place of full size buses, could creates the opportunity to operate a more economical bus on lower passenger density routes where even more significant savings can be achieved up to 45 per cent.

When combined with Optare’s EcoDrive dashboard and intelligent software, which provides drivers with live and continuous feedback on acceleration, braking and overall economy performance, further fuel gains are achieved.

Like other manufacturers, Optare has invested heavily in hybrid and fully electric drivelines to optimise vehicle efficiency, they say by up to 80 per cent, and to reduce noise and emissions.

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The technology also addresses `range anxiety’ issues by offering up to 180km between trickle and overnight charging.

A system of induction recharging is being developed to simplify the process and provide consistent battery charge while in operation.

Because of their `monocoque’ chassis Optare buses have lower mass to accelerate, brake and corner, which helps cut running costs as well as maintenance.

This is all monitored by the EcoDrive dashboard that can improve driver performance.

Generous seated and standing passenger payload capacity and a high GVM give Optare buses additional capacity.

The company has confidence in its products offering a 10 year structure and corrosion guarantee.

The chassis itself is made from high grade stainless steel with secondary load bearing frames in carbon steel.

A full anti-corrosion treatment is applied to all exposed surfaces with closed sections and cavities treated by a wax injection process.

To save weight and lower centre of gravity, front and rear dome sections are steel reinforced GRP. Side panels are quick release, modular aluminium panels.

Front and rear bumpers are a three piece design to reduce replacement cost and repair time.

Each Optare bus is certified to ISO 9241 and ISO 16121 standard in the driver area.

The rating focuses on improved operability and fatigue reduction.

An LCD screen combined with multiplexed control systems report alerts and warnings on a colour coded basis. It’s simple and effective.

A panel of touch buttons are located close to the driver.

Daily pre-drive checks are facilitates by easy access levels, gauges and refill points.

Optare’s demountable power pack locates engine and transmission on a modular, removable slide-in/out cradle. Any significant maintenance can be performed external to the vehicle.

Internal and external access panels are quick release with accessible ducts for wiring, heating and ventilation and subsidiary systems.

On-board systems provide alerts, diagnosis and rectification advice on any faults helping to return the vehicle to service faster.

BCO is in the process of establishing a national network of agents to provide the first level of support and, where appropriate, OE manufacturers have a parallel network of service agents for engine, transmission, air conditioning and other driveline components.

A round-the-clock technical support capability is maintained by Optare UK which will be able to support local operators.

All Optare buses can be fault diagnosed remotely by a maintenance team.

Multiplex wiring systems carry vast amounts of performance monitoring and command data to enable the bus to function.

Optare uses a sophisticated monitoring system from Actia, which provides flight control systems to Airbus.

Optare is in a strong position to make inroads in the Australian bus market based on reduced running costs alone. It also has a strong lineage in bus manufacturing going back decades which should stand it in good stead for the challenges ahead. Time will tell if BCO can make that happen.

Just The Ticket Interline Enjoys More Efficient Bus Operations Since switching to Allison transmissions, leading Sydney bus operator, Interline has enjoyed significant efficiency and performance improvements. It’s seen a 9.5 percent improvement in fuel consumption from its new Daewoo buses equipped with Allison transmissions while also being more responsive and exhibiting smoother shifting.

Interline’s CEO Joe Oliveri says “We are very focused on fuel economy and reducing operating costs and Allison has been able to improve the economy of our Daewoos by re-programming the shift patterns, and applying dynamic shift sensing.”

Allison Transmission is the world leader in commercial duty fully automatic transmissions and as Interline has found-is the ideal solution for Australian buses.

Unique torque converter technology coupled with Allison’s industry-leading programmable Dynamic Shift Sensing and Acceleration Rate Management can allow significant fuel efficiency gains, particularly with widely varying passenger loads.

With lower maintenance and operating costs, Allison keeps buses on the road.

www.truckandbus.net.au 023 © 2017 Allison Transmission Inc. All Rights Reserved.

New Model

8 IS MORE THAN ENOUGH

The recent national launch by Volvo Bus of its new B8 bus chassis saw the Swedish maker take the launch on an East Coast road show to reach as many operators as possible unveiling the new bus in Brisbane, Newcastle, Sydney and Melbourne. Coach & Bus went to the Sydney event to find out more about Volvo’s new flagship people carrier.

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t is an important exercise for Volvo as it moves to ensure it stays the dominant player in the bus and coach market in this country despite the onslaught of many new makers, particularly Chinese, Korean and even a revitalised Optare from the UK (read elsewhere in this issue).

Interestingly, within a few weeks of the road show Volvo bus boss Sean Copeland left the company after spearheading the launch of the new buses. Exactly why he departed so quickly is yet to be fully understood, but

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his place has been taken by David Mead, who is well versed in the Volvo bus business in Australia. Mead will be acting GM of Volvo Bus until the end of 2017 when a replacement for Copeland will take over.

David Mead was previously the GM of Volvo Bus in Australia from 2004 to 2011 and will continue in his current role as vice president of Volvo Bus Asia Pacific while overseeing local operations until a replacement for Copeland is found.

The new bus is more evolutionary than

revolutionary with Volvo taking a bet each way by offering the new bus in either a Euro 5 or a Euro 6 version, appealing to fleets that want to maintain the status quo or for those wanting to embrace the more stringent environmental rigour offered by Euro 6, despite it not yet being mandated as a set to rules in Australia yet.

The B8 both in Euro 5 and Euro 6 versions is powered by the same Volvo family eightlitre turbo diesel, which is replacing the seven-litre Deutz sourced power plant used

in the B7. Volvo claims a three to five per cent fuel efficiency improvement over the older bus, depending on application and environment.

The B8 can be specced in a range of engine outputs with the choice of either 250 hp or 330hp in the Euro 5 version or 280hp, 320hp and 350hp in the Euro 6 version.

By the time you read this, Volvo will have stopped taking orders for the older B7, closing the order book at the end of June with production set to finish for that model in

Sweden by the middle of November this year.

The B8 shares a common architecture with the B7 forward of the rear axle. The Euro 5 B8 gets a new exhaust, new AdBlue tank and compressed air injection dosing system, different engine venting and body build beams fabricated into the chassis structure at the factory.

The Euro 6 version has an entirely different rear frame structure with a new cooling system, exhaust AdBlue system, Air Conditioning along with updated engine bay

insulation, battery system and fuse panel along with a new electric over hydraulic power steering that delivers better steering feel and less weight and complication.

The Euro 6 also uses a combination of DPF. SCR and EGR to meet the more stringent exhaust emission standards and a raft of strategies to meet noise protocols such as more insulation and a thermally controlled hydraulic fan.

Euro 6 B8s can be specified with a choice of Voith, ZF or Volvo’s I-Shift while Euro 5

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1 Th3e B8 Euro 6 features a new AdBlue tank location.

2 Volvo has worked hard to give body builders an easy chassis to build on.

3 An easy to access electrical and fuse panel is another plus for the new B8

can be specified with either Voith or ZF. Service intervals have been extended considerably and can be tailored to the individual vehicle’s operating environment with some operators already reporting intervals of as much as 60,000km for major service.

Boss of Volvo Bus at the time of the launch in Australia Sean Copeland told C&B that the new Euro 5 B8 will be offered at the same price as the B7 while the Euro 6 versions will carry a $12000 to $14,000 premium.

“The new B8 has some fantastic

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technology and when you consider the Volvo 8 litre family engine produces similar horsepower to a bigger Volvo 10 litre did a decade ago but with drastically improved fuel economy, service intervals and emissions,” said Copeland.

Copeland said that he is confident the new B8s will be on the NSW Transport procurement panel list by 1 July and he is pressing ahead with six Euro 5 and six Euro being pre-ordered for delivery in July and another 20 B8R Marco Polo coaches set for arrival before the end of this year.

Volvo also announced a new range of Telematics and Service agreement options to coincide with the introduction of the B8. Volvo underlines the fact that telematics are the way of the future and Volvo’s I-Coach system as they are calling it, can be tailored to any fleet from as little as $30 per month with range of interfaces including smart phone compatibility from the end of 2017. The system has vehicle, fleet and traffic management features and Volvo points out that it bolsters resale values and gives operators a full electronic record of each vehicle.

3 Ending production of the B7 is a big moved for Volvo because the old bus has been incredibly successful for the Swede, with more than 40,000 B7s sold in 65 countries globally during its production life. It is always a difficult task to move on from a well developed and cost amortised chassis like the B7. However the world moves on and with that increased competition it was important for Volvo to move on with a more advanced offering.

Fleets like Transdev (read breakout) are already reaching out for Euro 6 spec B8

chassis to be ahead of the curve and to bolster environmental credentials.

The eight-litre engine has been adopted from Volvo’s medium duty truck range and is both well proven and developed. It is a logical step and seems a much better fit corporately for Volvo, than the Deutz blocked seven litre. As Copeland explained the engine commonality will help with consistency across the range particularly from an aftermarket point of view when it comes to parts and service in relation to parts,” Copeland says.

“The B8 is 100 per cent Volvo, which is a much better situation from a range of standpoints,” Copeland said.

The eight-litre delivers more horsepower and efficiency while delivering a more flexible platform for operators. Volvo says its eight litre exceeds the output of other nine litre competitors and is on a par with some 10-litre power plants from other makers.

While Euro 6 is yet to be mandated Volvo , like many others in the industry believes the new standard will be introduced down under sometime between 2019 and 2020 and Volvo

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says its new chassis and engine options will give customers more choice.

As Copeland explained, the biggest benefit of Euro 6 from a bus perspective is the reduction in noise, a vital factor for city and route buses operating in intensely built up urban areas.

As we mentioned earlier this is an evolutionary change rather than a revolutionary one with the chassis varying little between the B7 and B8R and with the Euro 5 spec there are no changes from the previous chassis forward of the centreline.

In Euro 5 spec the new Volvo developed D8C engine, which is now built in-house and not outsourced boasts a power increase of around 40hp offering a peak of 330hp and 1200Nm of torque. This means it either

matches or exceeds its key competitors.

As explained earlier there is a degree of re-design with the AdBlue system, heat shielding and the location of the SCR operation behind the left rear wheel.

The new 50-litre AdBlue tanking is now positioned behind the right rear wheel and uses a compressed air system rather than the previous electric system was run by an electric Bosch pump.

Despite offering a 13.7 per cent power increase over the old seven-litre, the Euro 5 eight-litre has been delivering fuel savings of up to three per cent as a result of the new technologies according to overseas operators running the new chassis and Euro 5 spec.

The Euro 6 version of the B8 R is not just

New cooling with an hydraulically driven fan is a mark of the new Euro 76 spec Volvo B8

DRIVELINE: Volvo D8, in-line 6-cylinder diesel engine producing 330hp/1200Nm at Euro 5. Choice of two transmissions – Voith and ZF BRAKES AND STABILITY ENHANCEMENT: Volvo EBS, ABS, brake blending, hill-start aid, brake assist, Volvo Electronic Stability Program (ESP), integrated hydraulic retarder DRIVER’S STATION: Volvo’s ergonomically designed driver’s station, easy-to-view instruments and individual steering wheel adjustment.

“Another highlight is that we currently, and very successfully, have some hybrid vehicles operating that are showing impressive results.

SPECIFICATIONS VOLVO B8R Length: 10.1-13.1m Width: 2.4m Wheelbase: 4.5-7.4m Gross Vehicle Weight: Up to 19 tonnes

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VOLVO B8RLE Length: 10.2-12.5m Width: 2.5m Wheelbase: 4.5-6.8m Gross Vehicle Weight: Up to 19 tonnes

an environmental advantage with a choice of those three different engine outputs as mentioned earlier, delivering up to 350hp and 1440Nm from the most powerful iteration. Again all the chassis changes are in the rear with a brace of differences to the Euro 5 model in order to reduce the noise emissions and increase efficiency.

Along with the high horsepower 350hp option, the new Euro 6 B8R also offers 280 and 320 hp variants, with the added transmission option of Volvo’s excellent I-Shift A/MT in 350hp coach configurations, as used extensively in its truck range.

When it comes to the power steering system the Euro 6 gets an electric over hydraulic system, which aids the noise reduction goals as well as reducing weight, complexity and maintenance.

The old system required hydraulic pipes from the engine bay to the front of the buys and a noisy pump behind the driver not to mention the complexity for the body builder. The new system negates all that making for a significant improvement in weight, noise, maintenance and ease of construction.

Volvo Dynamic steering will be available on coach models soon and will be available on route bus models from 2018 offering further safety and ease of operation gains In the engine bay there is now a hydraulic driven cooling fan, reducing noise and belt complexity as well as improving cooling efficiency with less drag for the completely new cooling system. The new exhaust and Ad Blue systems work with the Euro 6 version’s use of a combination of EGR, SCR, and DPF to ensure clean emission compliance.

There is also a great deal more insulation around the engine bay to reduce noise emissions from the new B8R Euro 6.

There are already more than 100 Euro 6 Volvo buses running on Australian roads and Volvo claim they are achieving a from three to five per cent better fuel economy than the older B7 with Euro 5 compliant seven-litre power.

Along with all this Volvo is claiming significantly increased service intervals of up to 12 months depending on environment. Compare that to 15 years ago when equivalent buses were running a 10,000km service interval. With an annual service this greatly increases the potential productivity and up time for the B8 in both Euro variants.

The new Volvo B8 models in both variants have a lot to recommend them and we are sure will only reinforce Volvo’s position at the top of the bus sales charts in this country.

GETTING AHEAD OF THE GAME

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t’s a fait accompli that Euro6 (EU6) emissions regulations will be mandated here sooner rather than later.

EU6 has been in force in Europe for few years now and pressure is on here in Australia, at a number of levels, for new heavy transport vehicles to fall in line.

Currently, Mercedes-Benz, Scania and Volvo have EU6 vehicles available.

Transdev NSW started purchasing EU6 Volvo B8 buses to NSW mid 2016 .

Bruno Martino, Fleet Service Manager at Transdev NSW said the company wanted to embrace innovation and has an environmental obligation to provide the most efficient and cleanest vehicles available. ``We want to align our strategies and have

chosen to run with EU6 which will help maintain our position as industry leaders.

Buses which are approved for purchase by operators running Transport NSW contracts are evaluated and approved by the NSW State Government. It would be up to the NSW State Government if only EU6 buses where approved for purchase.

On the approved list are a number of EU6 specification buses from various chassis suppliers including the Volvo B8,’’ he said. ``Western Australia already has EU6 government buses so the decision was made easier for us. We want to consolidate our fleets under EU6 which will give Transdev the opportunity to get further ahead,’’ Mr Martino said. ``In addition, other organisations apart

from governments are looking at the new regulations so it’s in our interest to embrace the standard.’’

The new Volvo B8 has the same running gear as the previous B7 model but the engine is different having a DPF along with SCR and EGR emissions systems cleaning the exhaust.

Mr Martino said there was a slight cost penalty associated with the purchase of an EU6 vehicle but running costs more than cover it as they are 3-4 per cent more fuel efficient to begin with.

He said service costs were lower especially as the DPF filter was a service exchange item only every two years. ``Service intervals are longer too so there’s a benefit there too,’’ Mr Martino added.

With Higer, reliability comes as standard...

Standard features across the entire Higer range include: ABS and ASR Multimedia stereo system with sat nav and bluetooth Lap sash seat belts and reversing camera Reverse cycle air-conditioning PLUS! HIGER’S ALL-nEw CItIbUS HAS ARRIvEd!

Phone 1300 850 206 Email info@higer.com.au Web higer.com.au

To book a test drive please contact one of our dedicated sales representatives: NSW Kevin Goverd 0427 777 798 QLD Mark Nichols 0429 452 941 VIC Paul Rochester 0488 125 924 WA Armando Baylon 0467 642 443

Operator

CAPITAL

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IDEA

Canberra’s old ACTION Moniker has given way to a new name and a new livery for its bus operations, which is now known as Transport Canberra. We take at the new look and the latest EURO 6 Bustech Scanias to join the fleet www.truckandbus.net.au 033

C

anberra is often the subject of derision and criticism by people from just about every other part of the country. The common belief is the National Capital gets more money lavished on it thanks to the Federal Pollies and their affection for the place.

That is the perception but the reality is that Canberra and the ACT like every other location in Australia has the same pressures and challenges particularly when it comes to public transport.

For decades Canberra had one of the cleverest acronyms for a public bus system.

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ACTION stood for the ACT Internal Omnibus Network. However things change and the world moves on and that probably seemed a bit twee and old fashioned. Now its new name sounds just like all the other government transport bodies with the trend to jumbling the order and grammar of a name by labelling it Transport Canberra.

That new name and a new blue and grey livery for the National Capital’s bus fleet is a pretty big overhaul for the ACT bus system.

Transport Canberra, first new buses in the new livery and bearing the new name are

brand new Bustech bodies on Scania Euro 6 chassis.

The first of 20 vehicles were delivered in late 2016 with the remainder being delivered and going into service through out this year, 2017. Most of the buses replace older units but some will provide transport for many of the Capital’s growth areas.

The striking new Transport Canberra livery for buses replaces the bright green that has been used to for many years.

The first of these new buses also marks Transport Canberra’s switch to source bodies from Queensland’s Bustech,

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with the new vehicles adding improved wheelchair access, as well as the traditional Canberra bike racks on the front, while there are fewer steps inside providing a safer environment for patrons.

There is also a sophisticated anti-trap device set into the door edges to protect patrons, full interior and exterior LED lighting, and easier service access for technicians.

A key benefit of the Bustech body is the low noise interior design that enhances passenger comfort. A lower roof profile and revised air conditioning ducting means the cool flow now reaches the driver station more efficiently.

From a technical point of view the Scania K 320 UB 4x2 chassis provides the same low emission, low consumption powertrain as the previous 82 Euro 6 buses, which entered service in 2014, and which have clocked up more than three million trouble-free km since.

“These new buses will improve disability access for passengers, and by the end of 2017, Transport Canberra’s bus fleet will have more than 80 per cent of its buses disability compliant,” said Minister Meegan Fitzharris, MLA, as the first bus was handed over.

The capacity of 48 seats with 20 standing are being put to the test in Canberra’s morning and evening rush hours. They are possibly partly responsible for Canberra’s

1

`peak hour’’ only lasting about 15 minutes.

The new Bustech body is powered by Scania’s now well-proven Euro 6 emission specification engine, driving through a 6-speed ZF automatic transmission.

With Scania rolling out its new generation Communicator package, Transport Canberra has fitted the sophisticated black box to the 40 most recent introductions. The Communicator provides Transport Canberra with excellent visibility of how the buses are being driven, and should help to drive down wasteful and unnecessary idle times.

Transport Canberra currently has 83 Euro 6-specification Scania buses on its fleet with the 320hp engine, along with that it has 26 tag steer Euro 5 320hp units, 54 gas buses, and 33 articulated Euro 5 360hp units for a total of 196 Scanias.

Much of the regular service work is handled in-house at the Transport Canberra workshops, with Scania supplying parts from its Sydney parts operation on demand.

“Scania Australia is confident that Transport Canberra will continue to enjoy reliable service from this second batch of buses equipped with our clean and efficient Euro 6 exhaust after treatment system,” says Trevor O’Brien, Scania’s National Manager, Bus – Government.

“With 82 Euro 6 buses having covered

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three million km in just two-and-a-half years around Canberra, the SCR-only exhaust treatment system has proven itself in Australian conditions, and is lighter and less complex than combined SCR and EGR applications for bus operators.

“From Transport Canberra’s perspective, the switch to Scania Euro 6 power was seamless and successful. As a result of Transport Canberra’s leadership in Euro 6 we are beginning to see more operators convert now.

“In Adelaide, we have 22 Euro 6 Scanias in service, and in New South Wales, a longtime Scania operator, Punchbowl Bus Co., is about to take delivery of its first Euro 6 city bus chassis, which will be the first of this type in the state,” he said.

“Undeniably, the low emissions benefit provided by the stringent exhaust after treatment system benefits urban areas most, and it is good to see more city bus operators making the switch to Euro 6.

“There are still too many 20-25-year old city buses still in operation on our suburban streets with primitive emissions control systems, and replacing these with Euro 6 compliant vehicles would play a role in improving air quality in built-up areas which will benefit the majority of Australians,” he says.

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1 The here is modern technology throughout the new Scania Transport Canberra buses.

2 The new Transport Canberra buses feature the latest seating.

3 Safety is a key aspect with seatbelts as standard for the driver.

4 There is plenty of room for \passengers with capacity for 48 seated and 20 standing.

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“From Transport Canberra’s perspective, the switch to Scania Euro 6 power was seamless and successful”

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Road Test

MASTER & COMMANDER

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Small, van-based bus choice is quickly growing in Australia with a more players now offering a range of 10-20 seat configurations suitable for multiple applications including urban, inter urban even intercity transport, editor Peter Barnwell took Renault’s offering, the Master for test recently and came away with these impressions.

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veryone it seems like they are getting into the small bus act to capitalise on a revitalised tourism market, the growing need for small school buses and other demands for 12 to 17 seat people movers.

From Asian manufacturers, there is Toyota which has dominated with its 20 year old Hi-Ace and now Chinese manufacturer LDV is rattling the cage but we have yet to see other Chinese manufacturers arrive nor for that matter anything from Korea or other Asian makers, but that won’t reman the case forever, but undoubtedly that will change.

Small bus competition is also coming from European manufacturers including Ford,

Benz, Iveco (a bit larger) and now Renault with its keenly priced Master bus, which you can drive on a car licence.

It’s a sensible base to start from because these Euro’ vans are all cracking good things that have been refined for decades to deliver goods (and people) across the Continent in the most economical and reliable way, generating minimal emissions.

Comfort is a big factor too and in this area, the Europeans are ahead of the game offering more cabin room for passengers.

Renault’s new Master 12 seater bus is currently pitched at $59,990 drive away.

That’s prompted some competitor brands to reprice their offerings.

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However, buyers should factor the Premium Pack into Master’s price adding an extra $4000.

The pack brings necessary features like curtains, lane departure warning, carpets, multiple USB outlets, auto headlights and wipers, electric side door, satnav and other desirable goodies.

Even with the extra added, Master is still a good deal.

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Built on a pressed metal chassis with front wheel drive and an automated two pedal six speed manual, Master is largely built in France but fitted out and finished in Turkey.

Power comes from the ubiquitous Renault/ Nissan 2.3-litre, turbo diesel, four cylinder engine churning out 110kW/350Nm while sipping around 10.0 litres/100km.

The 2.3 litre engine finds a home in numerous vehicles and is, in this case,

It’s comfortable and quiet and all seats recline adding an extra measure of comfort.

the single turbo version which is entirely adequate for the intended purpose with fuel economy benefits.

It produces maximum torque at 1500rpm and spins out willingly to 4000rpm without buttoning off.

On our long test drive, the Master recorded about 10.0-litres/100km which, with 100 litres in the tank gives a theoretical range of 1000km. Probably not achievable with

a full passenger load but something to bear in mind.

At one point, we played the passenger and sat up the back of the bus and could have stayed there all day as it’s comfortable and quiet and all seats recline adding an extra measure of comfort. The individual USB outlets are handy too – all buses should have them.

We checked the luggage capacity behind

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TAKE THE ROAD LESS TRAVELLED

CAB-HVA-1216-SD

KING LONG 6130 VOLVO LONG-DISTANCE TOURER King Long 6130CY is the perfect fit for the Volvo B11R chassis, creating its own class of long haul tourer, with an outstanding array of standard features and optional configurations. The King Long 6130CY will surely impress you with a wide range of seating configurations including a rear toilet. The Volvo D11C In-line 6 cylinder diesel engine, coupled with the 12 speed I-Shift transmission ensures fuel and maintenance economy and enough torque to take on the longest haul.

King Long – Built On A Proud Tradition.

King Long Australia Pty. Ltd. 130-132 Freight Drive, Somerton VIC Australia 3062 t. (03) 9305 2299 | f. (03) 8339 0265 | e. info@hvagroup.com.au

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Please visit

kinglong.com.au for more information

the rear pews and reckon you could nearly get a dozen large suitcases in there stacked carefully. It’s also not too high to swing bags into. The rear doors fold right back onto magnetic catches on the side of the bus making it easier and safer to load without a door slamming into you if the breeze or gravity drives it.

Plenty of storage spaces dot the cabin for cups, small packages and folders as well as a closed glovebox while the Master’s touch screen is a good size and easy to see as it’s Renault’s well resolved R-Link system. Even the audio is acceptable, not high end mind but fit for purpose.

A simple suspension system is used; strut front and torsion beam rear but the Master has an impressive ride and feels a lot like a large SUV from behind the wheel.

It sails over bumps with ease apart from the rattling side sliding door motor cover which rattles away incessantly. Should be an easy fix for the boffins at Renault…. more bolts and a bit of rubber.

The cabin is big and airy and the seats are comfortable particularly when the optional sprung driver seat is fitted.

We took it for a good long country run

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in central Victoria on a mix of freeway and B roads along with some city commuting and in all driving environments, the Master was impressive. It’s quick out of the gate, has plenty of mid-range hill climbing grunt and whizzes along at the speed limit with minimal noise intrusion, again, like a large SUV. The automated manual is like all automated manuals, annoying as it hesitates between changes unless you adopt a certain driving technique to allow for it. This lag is evident even if you lift off between gears. You’d get used to it or use the sequential manual selector, however, conventional fluid autos are available in Europe so why the automated manual?

Other critical functions are good such as the 15.7 metre turning circle despite a 4332mm wheelbase and driver controls fall easily to hand. The reverse camera with rear park sensors are appreciated as are the 270 degree opening rear barn doors and aisle standing height of 1880mm.

Having the air conditioning system inside at the rear is good too as it sidesteps clearance issues with an external set-up.

Master has comfortable passenger seats

and a huge 3.5 cubic metre luggage space down the back. Access through the barn rear doors and side slider is facilitated by wide door openings. The big 2638kg Master has a payload of 1.3 tonnes while being able to tow 2.5 tonnes – which is not bad by anyone’s measure.

The trip computer and reverse camera are handy as is the electric side step which is a definite comfort bonus.

We like the look of the Master as well because the frontal treatment isn’t as awkward looking as some other van based buses. The Master is distinctive and functional, like the interior which looks like it will easily cope with 10 years hard service.

A big factor is that fixed costs can be somewhat controlled by Renault’s 30,000km/12 month service intervals which the maker tells us is priced at just $349.00 per service for the firstr three years which lines up with the three year/200,000km warranty cover.

In our opinion the Renault Master Bus is definitely worth a look and represents an economical and practical offering in the burgeoning 12 seat bus market.

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NAME

RENAULT MASTER BUS

PRICE

From $59,990 drive away (Premium Pack +$4000)

ENGINE

2.3 litre, 4-cyl, turbo diesel 110kW/350Nm

TRANSMISSION

6-speed automate manual FWD

SUSPENSION

Front struts, rear torsion beam

FUEL ECONOMY

Approx.’ 10.0 litres/100km

WEIGHT

2638kg

LENGTH

6198mm

HEIGHT

2475mm

WIDTH (AT MIRRORS)

2470mm

WHEELBASE

4332mm

PAYLOAD

1252kg

TOWING CAPACITY (BRAKED)

2500kg

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EXPECTED SAVING OF MORE THAN

$60,000 7.3%

OR OVER THE LIFE OF THE BUS COMPARED TO OUR COMPETITORS*

A LIFETIME OF SAVINGS – GUARANTEED When you buy a Volgren, you’ll purchase a vehicle with the lowest lifetime cost of any bus in Australia.

That’s a guarantee backed by world-class university research.

In a recent study by Monash University, researchers investigated life cycle cost differences between buses with Volgren bodies* and others in the Australian market. After examining categories such as fuel savings, repair and refit costs, and purchase price, Monash found that an operator could expect a saving of more than $60,000 over the life of a Volgren bus compared to competitors. That equates to a saving of 7.3% compared to other bus bodies. * The 2016 study looked at the Volgren Optimus range in particular.

BUILDING BETTER BUS PARTNERSHIPS FOR MORE INFO CONTACT VOLGREN ON 03 9791 4255 OR VISIT VOLGREN.COM.AU/GUARANTEE www.truckandbus.net.au 047

Operator

TRAINING 048 www.truckandbus.net.au

Out on the savannah, where the wild animals roam the usual mode of transport is Land Rovers and other assorted four wheels drives, prowling the vast continent in search of a sighting of elusive native beasts. Africa is a long way to go to enjoy a safari, fortunately though, there is a great alternative closer to home. Melbourne’s Werribee’s Open Range Zoo is that place and interestingly they have come up with a great way of getting visitors close to the animals and editor Barnwell headed out to take a look at a most unusual bus.

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erribee hasn’t always had the best reputation for those who grew or have lived in the Victorian capital, lets just say that the proximity to the notorious sewerage farm meant the place was felt to be a bit on the nose from time to time. The saying in more … than a Werribee duck, is a famous Melbourne utterance but thankfully times have changed and Werribee is now better know for its open plains zoo than for its waste processing facility.

Located on a 225-hectare site on the banks of the Werribee River, the Zoo offers visitors the opportunity to see a wide range of wildlife in its natural environment, as they might experience in a real wildlife reserve.

Werribee Open Range Zoo runs buses through the arid and savannah grasslands it has established to give visitors a genuine safari experience enabling them to get a close-up look at animals including giraffe, rhino, zebra, bison and many others.

That task of coming up with a bus to give visitors an up close experience without shutting them off from the animals, while still ensuring their safety, has been developed and refined by the zoo and Iveco along with bus body builder Varley over several years, and the result is multi-trailer bus somewhat akin to a train.

The bus-trains, for want of a better term, have been operating for a number of years with the zoo adding two new units recently

Over several years, Iveco has assisted Werribee Open Range Zoo to develop the safari buses based on its popular ‘Delta Graduate’ chassis – which is manufactured in Melbourne at Iveco’s Dandenong plant.

Iveco has worked closely with bodybuilder Varley to deliver Werribee Open Range Zoo with the highly customised turnkey solution for its safari vehicles.

The buses are configured more as a prime mover that can tow up to three trailers, providing seating for up to 146 passengers in the one ‘train’. As we mentioned earlier the body design features open sides, which allow passengers to feel close to the animals while remaining safe and secure. The newest versions also feature wheelchair lifts for

“We looked for three key points with our safari buses: efficiency, reliability and most importantly, safety”

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passengers with mobility issues where previously a ramp system was used.

The Zoo’s safari tour lap covers a total distance of 6.2 kilometres and normally takes around 40 minutes with the buses traversing a varied range of conditions, from fine dust – which quickly turns to mud after rain – to large tracts of unsealed roads.

While the distance covered is not great, the buses often run long hours and operate seven days a week, 365 days a year in demanding low-speed operation.

Safari Co-coordinator for Werribee Zoo Operations Sarah Agterhuis, said the zoo currently operates a fleet of 6 safari buses which tackle the 6.2km trail, up to 40 times daily through the Lower Savannah exhibit.

The original two safari vehicles have been operating for the past six years. Originally the Iveco chassis were adapted by Rambler Concept Vehicles and were configured with one ‘prime-mover’ with one trailer comfortably allowing up to 67 visitors to observe the wild animals in their natural environment.

“We tested that original configuration and once we were happy with that we added another two trailers to each rig giving us a seating capacity of 146 people,” said Sarah.

“We have been extremely pleased with the buses and particularly the smoothness of the Allison automatic transmissions, as well as the efficiency and dependability,” she added.

According to Sarah, the Allison-equipped

fleet have passed the test of the African environment and surpassed the zoo’s criteria.

“We looked for three key points with our safari buses: efficiency, reliability and most importantly, safety,” said Sarah. “The older safari vehicles have served the zoo so well that when the time came to acquire additional vehicles, we specified that they be equal to or better than the existing fleet in all of those criteria.”

The prime mover with three passenger trailers give the ‘train’ a total length of up to 35 metres, around the same length as a B-triple truck trailer combination. As we mentioned each bus is capable of carrying 146 passengers with space for two wheel

Located on a 225-hectare site on the banks of the Werribee River, the Zoo offers visitors the opportunity to see a wide range of wildlife in its natural environment, as they might experience in a real wildlife reserve. www.truckandbus.net.au 051

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1. The Werribee Safari buses comfortably seat up to 146 passengers in a three trailer configuration. 2. Werribee Open Range Zoo Project Manager - Operations, Nola Hudson. 3. The Iveco safari bus approaches a pair of rhinoceros. 4. No its not a desert oasis, it’s slap bang in the middle of Werribee. 5. Passengers board the bus and carriages. 6. Visitors ‘rubber necking’ the Giraffe.

chair passengers as well and all up they have a gross vehicle mass (GVM) of 37 tons The Iveco Delta Graduate platform performs well in these conditions thanks to its strong chassis and premium American driveline consisting of the proven Cummins ISLe5 engine and the already mentioned Allison 6-speed full automatic transmission. Given the low-speed operation, the Delta Graduates also feature a 51-litre radiator with a thermostatically controlled viscous fan.

With output of 209 kW (280hp) and 1350 Nm of torque from the 8.9 litre Cummins, the Delta Graduate has strong power for towing while still being a quiet bus which is essential so not to startle the animals.

For the safari guide drivers, the automatic transmission also provides smooth operation and reduces fatigue levels.

To help smooth out the bumps on the safari trail, the buses feature front Hendrickson HAS60 five-link system with two air springs, antiroll bar, heavy-duty shock absorbers and single height control.

The rear is an Iveco 4 air spring system with antiroll bar and heavyduty shock absorbers – the combination provides vehicle lifting and lowering at the front and rear.

Another benefit of the Iveco platform is its easy maintenance, a consideration that has been taken further in the body design allowing easy access to serviceable items and the heavy use of dust suppression materials to combat the dusty conditions.

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Iveco Bus National Manager – for Australia and New Zealand, Steve Heanes said the two latest buses delivered to Werribee Open Range Zoo, are a good example of the flexibility and customisation Iveco could offer its customers.

“Iveco Bus worked closely with the bodybuilder Varley, to provide the Open Range Zoo with two extremely customised vehicles,” Mr Heanes said.

“With Iveco’s local manufacturing presence the build was very achievable and also provided the scope for adjustments to be made during the build, while still allowing the vehicles to be delivered on time and on budget.

“The new buses have an operating life of 15-20 years with refurbishment at 6-10 years and given the previous performance of the earlier Iveco buses on fleet, we’re more than confident that these performance expectations will be comfortably met,” Mr Heanes added.

The basic spec that the Zoo ordered originally has stayed much the same save for a fe3w minor running changes which have included changing the pneumatic actuators on the passenger doors from the original rotary actuators to straight arm.

So next time you head to the Open Plains of Werrribee and ‘go on safari’ with the animals of the zoo, spare a thought for these unique multi people movers and the job they do in varying conditions allowing people to get up close and personal with the wild beasts.

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

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Product

UP ON ALL FOURS Australia is a big place with lots of challenging conditions in remote outback locations that have to be reached by mining operations and want to be reached by tourism operators. How to do it by bus is a question that exercises the minds at Bus 4x4. Transport & Trucking editor Allan Whiting recently visited the company and slid behind the wheel of several of their go-anywhere buses for his take on the highly capable machines.

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B

us4x4 is a Brisbane-based secondary manufacturer of 4WD and 6WD mine and tour transport vehicles. The company’s principal product lines are 4WD Toyota Hiace Commuter vans and 4WD Coaster buses which are professionally converted from 2WD to 4WD. OTA checked out the current range and tested the Coaster and Hiace Commuter projects.

Bus 4x4 has cut its teeth - literally - in the Australian mining environment and we can’t think of a tougher place to learn what

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works and what doesn’t. Drivers of mining company equipment aren’t exactly noted for their loving care of machinery!

Bus 4x4 converts new or used Toyota Coaster from two-wheel drive (2WD) to all-wheel drive (AWD), using in-house designed technology with genuine Toyota parts. The 4x4 conversion work is currently done in Brisbane, but there are a number of approved service centres in other parts of Australia. The conversions suit both manual and automatic versions of these vehicles.

The transition from a 2WD Coaster to a Full

Time 4WD Coaster starts by adding a lift-kit to the front and rear suspension. Next, they add another Toyota differential up the front, which gets its drive from an AWD transfer case.

With this system, there is no need to engage free-wheeling hubs to get off the road. The standard ventilated disc brakes from the Coaster are changed for an updated type, to accommodate the front drive axles.

Callipers and disc pads remain as standard.

A front prop-shaft connects to an AWD two-speed transfer case that’s stirred by an electronic rock switch.

At the rear, the drive axle is slung under the leaf-spring pack and with optional super-single tyres the ground clearance is increased to a whopping 215 mm.

With off-road tyres, the Coaster height is increased to 2850mm and with supersingles the height goes to 2950mm.

The final drive ratios are 5.375:1, 5.125:1, 4.875:1 and 5.625:1.

Also on offer is a High Lift 2WD Coaster model, albeit without the 4WD conversion.

When we visited the Bus 4x4 office in Brisbane 2 years ago, we saw a fully built

motorhome including the interior fit-out which had a rear island double bed, large shower-toilet module and galley with cooktop and oven, microwave and housesized two-door fridge. Both external and internal fit and finish was exemplary and there was ample storage space.

Because this vehicle was still being worked on we didn’t get to check it out off-road, but a quick spin around some of Brisbane’s lesser-quality roads soon showed that ride quality had been transformed from the standard Coaster’s rigid reaction to bumps.

The Bus 4x4 Coaster didn’t feel like it was riding almost a foot higher than the standard machine, because handling was flat and predictable. The whole concept is aimed at using as many standard Toyota parts as possible.

We took the New Generation 2017 Bus 4x4 Coaster for a brief on-road drive and were most impressed with its ‘factory feel’.

Steering, ride and handling felt no different from standard 2WD Coaster behaviour, despite the higher stance of the modified vehicle. The Bus 4x4 Coaster is fitted with

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Bus 4x4 Hi Low Range on the 2017 Coaster The Bus 4x4 Coaster’s Independent Front Suspension It uses a standard Toyota diff with raised suspension Bus 4x4 uses German engineered CV joints Bus 4x4’s patented 4x4 system

Full Time 4WD and the dial control for 4WD with centre diff locked and for low range engagement is straight from the LandCruiser 200 Series.

Price for a bus-configured Standard 4WD Coaster is $159,990 plus GST, while the price for the Deluxe 4WD Coaster is $162,990 plus GST with the price for a 4WD Conversion Kit for an existing Coaster being $49,990 plus GST. The Bus 4x4 4WD Hiace Commuter is based on a Hiace 2WD mini-bus that has seating capacity for 12 or 14. Vehicles with five-speed manual or four-speed auto boxes can be sourced.

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The process of converting it to 4WD is similar to that employed for the Coaster, but the drive train is designed to match 100kW/300Nm, three-litre diesel outputs and ground clearance is increased by 30mm.

These are converted using a Toyota Prado dual range transfer case, giving All-Wheel Drive and electric operation of low range control.

Bus 4x4 increases the suspension an extra 30mm from the previous model, giving the Commuter an overall 110mm lift. Front suspension is independent, with torsion bars, and with the rear now having the diff over-slung to give it the increased height.

A long range 110 litre fuel tank is part of

this upgraded package. Wheels and tyres are standard 16” with options to 17”. A number of patterns are available for different applications. Typical tyre size is 235 75R16.

The 4x4 Hiace Commuters are available in both manual or automatic versions, and are very similar in feel to the original 4x2 versions.

Will the 4WD Hiace Commuter replace the LandCruiser Troop Carrier? We think that it’s certainly a lower-cost, more ergonomically acceptable people carrier or ambulance platform than a modified Troopy but replacing the reliable and popular Troopy is not an easy task.

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1 Bus 4x4 has converted a combined total of 400 vehicles to four-wheel drive and supplies to major mining companies and mining contractors across Australia.

They even export overseas having supplied Coaster 4x4 Kits to the Middle East, Latin America and the Dominican Republic.

Through its 4WD Hiace Commuters and 4WD Coasters, Bus 4x4 is targeting the campervan and motorhome industry as a go-anywhere free-camping alternative to the 4x4/Off-Road Caravan combo. Judging from the increasing number of grey nomads who want to go bush, this strategy might work for them as well!

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Company Car

HOCUS FOCUS T

here is a piece of sublime, demanding and at times uncompromising tarmac road in the NSW mid west that will remain nameless for the purpose of this story on the grounds that anonymity will hopefully protect it from the gaze of our friends at the NSW Highway Patrol.

It was up on the aforementioned piece of sublime, demanding and uncompromising tarmac that the latest Ford Focus RS gave this writer a smile and an inner warmth that few cars have ever been able to match.

This is far and away the best hot hatch

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available on the market at the moment, particularly for its value price tag of $50,990.

This car’s poise, balance, sure footedness and punch you in the back acceleration not to mention brakes that threaten to tear tarmac from the road. It is a very easy car to love and not just because of that sublime 60 km of road that enthralled us while testing this feisty little Ford.

For those in the know the RS stands out from the crowd with its black grille wide black alloys low profile Michelins and the subtle Ford RS badging. RS has been Ford of Europe’s nomenclature for high

performance machines from the days of the Escort RS1600, through various Capris to various Focus and Fiestas that today carry the name.

The guards of the RS are also slightly flared, there is a bigger from splitter and a rear undertray to help settle the car at high speed. It has an aggressive stance and attracts attention where ever it goes.

The deeply bucketed front Recaros are superb both in terms of comfort as well as support and security, Recaros are anything but cheap. Then there are the subtle RS badges well designed performance

Our publisher Jon Thomson had the chance to slip behind the wheel of Ford’s snappy little sports sedan, the Focus RS recently and had the time of his life in what is a superb hot hatch, here’s his report.

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Fire up the Focus, select first, give it a blip on the throttle and we have lift off. instruments and Ford’s Microsoft driven touch screen audio and infotainment system.

It is an interior that I can easily live with particularly at the price.

Apart from anything else this is still a five door hatch, can still accommodate four adults easily along with luggage or the weekly shopping.

Under the bonnet lies the 2.3 litre EcoBoost twin cam four cylinder turbo producing an impressive 257kW and 440 Nm of torque. It is the deep heart of this car and is what delivers most of the smiles.

Its flexibility, driveability and deep wells of performance that will take the RS from a standstill to 100km/h in just 4.7 seconds.

That is not much off supercar status and is seriously impressive.

Power is delivered to all four wheel of the RS with the bias being to the rear wheels, unusual for an all wheel drive hot hatch these days, however that is what provides so much of the liveliness and excitement for this chassis.

Forget paddle shifts and semi auto or AMT boxes, the RS comes with a six speed manual, like it or leave it. Fiord claims that

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the manual saves weight over the front wheels and adds to the balance and poise of the RS, and it is balanced and poised, so there might be something in that.

Fire up the Focus, select first, give it a blip on the throttle and we have lift off. This is particularly so if you select Sport Mode on the electronic mode selection. The engine will let out a little gasping pop on upshifts as you come off the throttle to grab another gear. It is a solid reminder that this is not eco hatch but is a serious performance car.

But it is not just straight-line performance that makes this car so impressive. Get it on a piece of twisty road such as the aforementioned ‘sublime tarmac’ and the RS just wants to gallop and shows its true credentials as the best hot hatch around.

As we said before most hot hatches want to understeer, not the RS, with all that rear bias ( up to 70 per cent), however the Focus is so neutral and well mannered with just a touch of oversteer on the ragged edge, but nothing that can’t be controlled easily with a touch of oppy and some throttle control. The old art of balancing a car on the throttle comes flooding back at the wheel of this little superstar.

The 19-inch alloys with the superb Michelin Sport Cup 2 tyres generate enormous grip levels that when you are on the extremities of grip you start to think about the consequences if you do reach the limit.

That didn’t happen during our time with the car, thankfully.

Drive the RS out of a bend with a good dab of right foot and there is just that slight amount of oversteer that is just so much fun and is such a challenge for anyone who really loves to drive a car. It is very endearing and makes you want to keep finding more and more bits of twisty road to continue the feeling.

The ride is a little bit hard and gets harder in Sports mode but if you want a soft ride buy a Focus ST or a Toyota Corolla or something mundane. We found it easy to live with and because the damping is so good it never felt to harsh in normal mode.

You have probably realized by now we are big fans of the Focus RS and in our humble opinion it is easily the best value performance car on the market and the best hot hatch around at the moment bar none.

Do yourself a favour and try one.

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064 Money Matters

PAUL CLITHEROE WORK ON YOUR DEBT AND PLANN AHEAD

I

f you’re struggling with runaway debt, be careful who you turn to for help.

There’s no shortage of ‘debt management’ firms promising rapid solutions to overwhelming debt (just Google ‘debt help’ to see what I mean).

Their services typically include bankruptcy advice, formal and informal debt agreements and debt consolidation.

Others advertise ‘cleaning’, ‘repairing’, or ‘washing away’ default listings on personal credit reports.

For anyone battling high debt this can all sound very appealing. But our money watchdog ASIC has cautioned that debt management firms can pose significant risks to financially distressed consumers.

One of the key issues is that these companies can charge high upfront fees for services that don’t always deliver much value. It may not be clear how much you’ll pay, and ASIC warns “the promise is always more prominent than the price”.

That’s a real worry because people facing spiralling debt can be extremely vulnerable to taking up unsuitable services or become victims of a predatory hard sell.

A number of debt management firms have also been found to gild the lily when it comes to describing exactly what they do and how they can help.

Just this month ASIC cracked down on several companies that had made false and misleading claims. One firm was advertising that its debt agreements were ‘Government Approved’. Yes, debt agreements and debt administrators are regulated but that doesn’t mean they’re approved by the government.

Another firm’s website featured glowing customer testimonials, which it was unable to substantiate.

These sorts of issues make it worthwhile approaching debt management firms with caution. Sure, some may be highly reputable but you’ll still pay for their services, and that’s money that could potentially be put to better use paying down debt.

The thing is, digging your way out of debt doesn’t have to come with a raft of fees and charges. A national network of financial counselling services is available that offer a

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free service. The big difference is that they don’t advertise an instant solution because frankly, there is no magic bullet to getting out of debt fast.

If you’re struggling with debt, it’s critical to take early action. Speak to your bank or creditors and explain the situation – many will offer a repayment plan. Talk to the free ombudsman scheme before paying a fee to a debt management firm. And check out the website of Financial Counselling Australia or call the National Debt Hotline on 1800 007 007. You won’t be offered a quick-fix solution, but you will receive unbiased advice on how to get back on track financially.

On another tack but one which is also about protecting your hard earne3d money and not giving it away to scam merchant, truly, I despair. Despite all the publicity about internet scams, I nearly fell over when I read this week that “123456” is still the most popular password. Why not just put your money in a brown paper bag at the front door with “take me” written on it?

We are increasingly managing our money online, using personal data to complete digital transactions. This data has real market value for cyber crooks, and with Privacy Awareness Week running from 15-19 May, now’s the time to consider how well you’re protecting your personal information from thieves.

Identity theft is one of the most commonly occurring crimes in Australia. Almost one in ten of us experience misuse of our personal information each year, and 5% of people annually lose money as a result of identity crime.

A report by the Attorney General’s office found Australian identities sell for surprisingly little on illegal online marketplaces. A bank login and password is worth around $500. The asking price for credit card details is about $1,000. These low prices reflect the ready availability of this type of highly personal information among cyber crooks.

Armed with personal data, crims can access your bank account, take out loans in your name or commit welfare or tax fraud.

Falling prey to the bad guys can cost you dearly. Victims of identity theft are left out of pocket by an average of $3,696 though in some cases losses have exceeded $500,000.

Cyber crooks typically get hold of personal details by hacking our computers or via email, social media or scams. So an important first step is to have the latest security software installed on all your digital devices including computers, tablets and phones. Make a point of downloading software updates for protection against the latest online threats.

When you’re setting passwords for devices or online accounts make them strong.

Use a mix of numbers, letters (lowercase and uppercase) and special characters like # or $. A US survey found a handful of commonly used passwords make up 17% of all passwords. Using woefully simple passwords just makes it easier for crooks to steal your personal details.

Set unique passwords for all your online accounts. Yes, it’s a hassle remembering different passwords, but it’s a lot easier than fixing up the mess after cyber criminals have enjoyed an online shopping spree using your credit card. And when you’re online, reject offers by websites to remember your password. Login afresh each time you visit a site and logout when you’re done.

It also helps to make a habit of regularly checking out the Scamwatch website (www.scamwatch.gov.au). It’s an easy way to know what to be on the lookout for when you’re online. If you think you have become a victim of identity theft contact your financial institution immediately.

Paul Clitheroe is a founding director of financial planning firm ipac, Chairman of the Australian Government Financial Literacy Board and chief commentator for Money Magazine. Visit www.paulsmoney.com.au for more information.

Paul Clitheroe is a founding director of financial planning firm ipac, chairman of the Australian Government Financial Literacy Board and chief commentator for Money magazine. Visit www.paulsmoney.com.au for more information.

Renault MASTER BUS

Safety. Comfort.

Low running costs.

That’s what we value too

Master Bus is easy to get into. It has an exceptional headroom space, a wider than average aisle and an electric sliding door and step*. There’s also class leading 3.5 cubic metres of luggage space in the back which stops the cabin getting clogged up with bags. It’s easy to get into financially as well.

With a 3 year or 200,000km warranty and roadside assist†, 3 year capped price serving^ combined with Renault’s reliability and low running costs – we challenge you to find a better value mini-bus.

For more information visit renault.com.au * Electric sliding door and step is optional on Master Bus. †Three (3) year/200,000km warranty offer and 3 year/200,000km Roadside Assistance both apply to all new or demonstrator Master Bus models. Warranty and Roadside Assistance valid for 3 years or 200,000km (whichever comes first) from new. Demonstrator vehicles receive balance of new vehicle warranty and Roadside Assistance. Roadside Assistance terms and conditions apply. Call our Customer Service Team on 1800 009 008 or view the Terms and Conditions statement at www.renault.com.au/ drivingpeaceofmind for details. ^First 3 scheduled maintenance services capped at $349 per service on new and demonstrator MASTER models, based on standard scheduled servicing from new and on normal operating conditions. Scheduled maintenance services required every twelve (12) months or up to 30,000km (whichever occurs first). However, Master is subject to adaptive servicing requirements, as determined by the Oil Condition Sensor, and may require servicing prior to the standard twelve (12) months or 30,000km service interval. If vehicle is not presented within three (3) months of when the scheduled service is required, right to that capped-price service under the program is forfeited.