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Winter 2011

The Condor Has Landed A customer magazine for UD Trucks Australia


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ince the last UDrive hit the streets, it has been a tumultuous time for everyone in involved in UD Trucks, with ups and downs making the start on 2011 a very busy time for all involved.

The year started with the devastating earthquake and subsequent Tsunami in Japan on the 11th of March, which has had a profound effect on the entire country.

COVER SHOT: The new Condor series medium duty trucks have broken cover, catch our coverage from page 10

First and foremost, our thoughts and prayers go out to those that have lost so much through this disaster. UD Trucks in Japan has been a part with of the recovery efforts, supplying machinery, manpower and financial support. While UD Truck’s main plant at Ageo was only mildly damaged in the initial earthquake, issues with some suppliers have created some unavoidable production delays. UD Trucks in Australia have been in constant contact with our friends in Japan throughout this time, and we look forward to the imminent return to full scale production. On the local front, the Brisbane Trucks Show saw the launch of the all new Condor range of medium duty trucks, as well as a facelift for the rebranded Quon heavy duty trucks series. The launch was a great success, with initial feedback from the thousands of people who visited the stand very heartening. UD Trucks have been listening to what our customers want, with the Condor series featuring an all-new cab, as well as engine, while still offering a wide range of chassis and gearbox options.

UDrive Managing Editor: Cris Gillespie Editor: Mark Walker Produced for UD Trucks Australia by Media & Communication Services First Floor, 419 Bay Street Brighton, VIC, 3186 www.mediacomservices.com.au UD Trucks Australia Locked Bag 4001 Chullora, NSW, 2190 Phone: 1300 BUY A UD www.udtrucks.com.au

Highlights include the standard fitment of SRS driver’s side airbags across the entire range, an all-new touch screen multimedia system, and an improved drivers seat, which is the centre piece of the safer, more ergonomic cabin layout. The all-new ECO Fleet engine is also breaking ground for Japanese truck manufacturers by utilising Ad-Blue technology to adhere to the strict new emissions standards. All in all, these are exciting time for the companies, and the foundations of a bright future. Enjoy your new look UDrive.

John Bushell General Manager UD Trucks Australia


Contents 6

UD News

Catch up with the latest from the world of UD Trucks 10

The Condor Has Landed

All of the news from our brand new medium druty truck series 16

UD Worthy of the Big Jobs

Worth Recycling takes UD Trucks to the cutting edge of waste recycling 20

UD Proves it has the Wood on Other Trucks

UD Trucks make sense for Timbertruss 22

HRT Poster

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Autoshift Delivers Less Stress for Owner Operator

Life’s a breeze for Bob Rose 27

Formula One on Water

A look at Offshore Superboat racing 30

Nothing Lazy Here

Dracon Civil & their practical UD PK10 32

Two Automatic Suceess Stories

Big John & Larry Allen have seen the light 34

“You can’t have the Burger Without the Bun”

Fresh Start Bakeries Australia in profile 38

Shippin’ Steel

Ray’s Logistics rack up 20 years of UD use 40

Brisbane Truck Show Wrap


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UD Truck’s New Look for 2011

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D Trucks’ distinctive red and white logo has received a facelift, with the company’s new chrome and red branding rolling out Australiawide from January 2011. The change completes the re-branding of the company which commenced globally in February 2010, when its name was officially changed from Nissan Diesel to UD Trucks. Cris Gillespie, the Marketing and Communications Manager of UD Trucks Region Oceania, says that the new logo will be applied to all branding, including on the trucks, in dealerships and on all marketing material. “UD Trucks has now been fully integrated into the Volvo Group and an important part of this integration was to re-establish the brand with a global logo that moves away from the old Nissan Diesel branding,” Cris Gillespie said. “2011 will mark an exciting time for the UD Trucks brand in Australia with some significant new products and a renewed effort to offer some of the most environmentally friendly trucks on the market”. “While the new logo provides a visual change to our customers, we believe that the brand will still hold true to its promise of ultimate dependability”. While many people believe that the UD name was an acronym of “Ultimate Dependability”, the abbreviation was actually derived from the Uniflow-Scavenging Diesel Engine. This revolutionary supercharged power plant was released in 1955, and provided the driving force for UD Trucks for several decades, with the distinctive red circle and ‘UD’ symbol over time changing from an engine identification badge to a company logo. UD Trucks are assembled and manufactured in Japan and are exported to Asia, the Middle East, Africa, Australia, North America, Central and South America. The current UD Trucks line up in Australia includes a range of medium and heavy duty products, with the flagship GW model being the number one selling Japanese prime mover in Australia for the past five years. Swedish multinational AB Volvo acquired the majority ownership of UD Trucks Corporation Japan in March 2007.

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he figures are in, and for the sixth year running UD Trucks is the number one Japanese heavy-duty truck manufacturer in the over 350HP bracket.

Between the company’s flagship GW400, GW470 and GK400 models, and the superseded CW385/445 models, UD Trucks have topped the market segment every year since 2005, following on from three years in the number two spot. From January 2008 until the end of 2010, UD Trucks have sold a total of 441 GW units in Australia. “The GW range of vehicles demonstrates the strong engineering and product development that sets UD Trucks apart from its competitors”, said John Bushell, General Manager of UD Trucks Australia. “It is also a tribute to the local Australian UD Trucks engineering expertise that the GW has again finished number one.


UD NEWS

Still #1 After All These Years “Without some Australian engineering projects such as the installation of Eaton AutoShift into the GW470, we would not have held onto our number one position. “There is no doubt our customers love the GW range of vehicles and with new safety, interior and exterior features being introduced into the range this year, we are aiming to go number one again 2011. “Traditionally some Australian buyers would not have thought to purchase a Japanese heavy duty truck, however we believe and our current customers will tell you that the GW range is a true heavy duty performer that punches well above its weight.” While the CW range cemented the dominance of UD as the leader in the Japanese heavy duty division, it was the GW range that introduced buyers to UD’s revolutionary urea based SCR emission control system.

with the release of the GW range of heavy duty trucks in Japan during November 2004. The UD SCR system has been developed to the stringent JPLT 05 emission standard, with makes the UD GW the cleanest heavy duty truck on Australian roads today. UD Trucks have also led innovation in the marketplace as the first Japanese truck to introduce an Electronically Controlled Brake System (2002), gain B-Double compliance (2003) as well as obtain a Road Train rating (2003). UD Trucks also hold the distinction of being the fist Japanese manufacturer to introduce stand alone Front Underrun Protection System (FUPS), while also remaining the only Japanese prime mover manufacturer to offer Eaton’s AutoShift AMT Transmission.

UD Trucks Corporation Japan was the first vehicle manufacturer in the world to introduce a urea based SCR system into production vehicles,

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U

D Trucks have announced a multi-year sponsorship agreement with V8 Supercar’s premiere outfits, the Toll Holden Racing Team as well as Bundaberg Racing, continuing a long association for the company with top-flight motorsport in Australia. UD Truck’s distinctive new red and chrome logo will be seen on the rear-quarter panels of the Holden Commodores of James Courtney, Garth Tander and Fabian Coulthard in the V8 Supercar Series, as well as the Holden Ute of Cameron McConville in the thrill-a-minute V8 Ute Racing Series.

Off & Racing

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The arrangement will see both the Holden Racing Team and Bundaberg Racing transporters hauled Australia-wide behind a pair of UD GW 470s, the cleanest heavy duty truck in Australia. “UD Trucks is excited to offer the cleanest and greenest heavy duty truck in Australia to Toll Holden Racing Team and Bundaberg Racing in 2011”, said Cris Gillespie, the Marketing and Communications Manager of UD Trucks Region Oceania. “The GW470 Automated prime mover that the two teams will be


MOTORSPORT utilising for the 2011 season is the only heavy duty truck in Australia to meet the stringent JPLT 05 emission standard. “The GW has been Australia’s number one selling Japanese prime mover for the last six years, and it is fantastic to team the GW with the leading teams in the V8 Supercar Series. “Toll Holden Racing Team and Bundaberg Racing provide a perfect fit with our brand, and it gives UD Trucks the perfect opportunity to connect with current and potential customers. “We are particularly pleased to help them reduce its carbon footprint for the 2011 season through our fuel-saving and emission reducing UD SCR emission control system.” UD Trucks have a rich involvement in motorsport, dating back to the early 1990s when Gibson Motorsport utilised a UD’s to transport their fearsome Nissan GT-Rs to the race tracks around Australia, where they proved to be almost unbeatable. UD has also enjoyed involvement with Team Vodafone, the Clipsal 500, the Sandown 500, as well as Possum Bourne Motorsport in the Australian Rally Championship. The company is also a proud sponsor of the St Kilda Football Club in the AFL, who last year were a part of the famous Grand Final tie and subsequent rematch.

UD Trucks Supported Drivers in 2011 James Courtney Toll Holden Racing Team, V8 Supercar #1 Reigning V8 Supercar Series Champion Former Jaguar F1 Test Driver 1st 2003 Japanese F3 Championship 1st 2000 British Formula Ford Championship 1995 & ’97 World Go Karting Champion Garth Tander Toll Holden Racing Team, V8 Supercar #2 1st 2007 V8 Supercar Championship 2009 & 2000 Bathurst 1000 winner 1st 1997 Australian Formula Ford Championship Fabian Coulthard Bundaberg Racing, V8 Supercar #61 Racing in V8 Supercars since 2004 1st 2005 Porsche Carrera Cup Championship 1st 2001 New Zealand Formula Ford Championship Cameron McConville Bundaberg Racing, V8 Ute Series #61 Racing in V8 Supercars since 1993 1st 2002 Bathurst 24 Hour 1st 1996 Australian GT Production Championship 1st 1992 Australian Formula Ford Championship

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he 2011 range of UD Trucks has recently been unveiled, with it cementing the company’s reputation for building strong, reliable, and value for money machinery, now with an added emphasis on cleaner emissions and safety.

The company’s Condor medium duty range is all new, while the market leading Quon heavy duty range has received a facelift for 2011. The range enhances UD Truck’s green credentials, with the adoption of the ECO Fleet Euro 5 compliant engines across the range, with the medium duty models the first Japanese truck in its class to feature Selective Catalytic Reduction (SCR) technology. Safety and driver comfort has also been a priority in the design of the new trucks, with SRS driver’s air bag now standard across the range, with other features such as Front Underrun Protection System (FUPS) becoming standard fitment to the PK model as well as the entire Quon heavy duty range. President of UD Trucks Region Oceania, John Bushell, says that the changes to the model line up gives the brand a bright future. “UD Trucks have carved a highly respected reputation for trucks that perform well and return strongly on investment, and this new range is another big step up,” John Bushell said. “Not only have we focussed on the performance of the trucks, but we have paid special attention to the truck’s exhaust emissions, as well as safety and driver ergonomics. “With the adoption of our ECO Fleet exhaust emissions technology across the board, we are showing leadership inline with our position as a part of the greater Volvo Group. “The Volvo Group has become the first vehicle manufacturer to join the World Wildlife Fund (WWF) Climate Savers Programme, which will see the company as a whole drastically reduce our carbon emissions by the year 2014. “From a safety standpoint, SRS driver’s airbags as well as FUPS being standard equipment is a natural progression. “We believe that drivers will also appreciate the many advantages of our new driver’s seat, as well the standard integrated audio, entertainment and navigation system. “UD continues to also lead the way with Automatic transmissions, with our customers who have already converted to autos now reaping the benefits of their ease of use, good fuel consumption and less maintenance downtime.” To bring the Australian range inline with UD Truck’s global model names, the medium duty MK and PK trucks now come under the Condor banner, while UD’s heavy duty GK, CW and GW offerings will wear the Quon nameplate, with the trucks featuring this new badge branding on the front of the cabs. There has also been a change in the naming conventions for the specific models, with the model code (MK, PK, GK, CW, & GW), followed by the homologated ADR GVM tonnage (eg 11, 16, 17, 26), and the nominal horsepower output (eg 250, 280, 400, 470). Thus the baby of the UD Trucks Australia line up is the MK 11 250, with the heavy hitter of the range being the GW 26 470, with these badges worn on the lower side of each door. On top of the list of new features on the medium duty range is the all new seven litre, six cylinder, common rail, turbocharged and intercooled diesel ECO Fleet engine, which has been designed, developed and manufactured by UD Trucks in Japan, the worldwide pioneers of SCR technology.

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The ECO Fleet system utilises SCR technology to provide a solution to reducing engine emissions that does not require a diesel particulate filter. Engineers have developed both the 180kW and the 206kW options with increased horsepower and torque- the 206kW unit has 8% more horsepower and 13% more torque than previous offerings. Owners also have significant choice when it comes to transmissions, with the standard UD developed six speed manual unit joined by the Allison 2500 Series five-speed automatic, and for the first time, the updated Eaton ES11109 nine-speed manual, in the PK model range. The chassis is also highly customisable, with a total of eight different chassis wheelbases, with leaf or air suspension also available. The new chassis’ utilise the latest developments in material technology and design, with a general strength increase of 22%, while the 6450mm long wheelbase option has seen a 1.5% strength increase and a 50kg weight decrease. The all new Condor chassis will serve the series through to at least 2020, with the design incorporating provision for future Euro 6 power plants and their exhaust system, thus allowing owners to transfer a truck’s body chassis-to-chassis for at least another nine years. The cab interior has also seen a full make over, starting with the all new CVG driver’s seat, which has more head support, allows for more leg room, and has a seven point adjustable seat damper, as well as adjustable mechanical height, tilt, seat cushion slide and lumbar control. The all-new UD Trucks entertainment system is now standard across the entire range, featuring a built in multimedia touch screen, CD player, AM/FM radio, NAVTEQ Satellite Navigation, USB, Bluetooth and iPod connectivity, with the package capable of being optioned with up to three external video cameras. After six years of leadership in the segment of Japanese heavy duty trucks over 350HP, the Quon series is set to continue to stamp it’s authority over the competition. Changes for the heavy hitters include the now standard inclusion of SRS driver’s airbag and FUPS, the new touch screen navigation/ entertainment system, as well as new A-pillar grab handles, for easy cab access. Making a welcome return to the UD Trucks family is the CW nameplate, which will adorn the long wheelbase CW 26 400 model. The Quon series continues to lead the way in the environmental stakes, carrying on the tradition started when it became the first heavy duty truck in the world to utilise SCR technology back in 2004. By complying with the stringent JPLT 05 emissions standard, the Quon actually surpasses the current Australian Euro 5 regulations, and retains its position as the cleanest and greenest heavy duty truck in Australia. Other fuel saving measures with the Quon series include ECO Fleet shift programming on the AMT transmission models, ECO Route satellite navigation, as well as an aerodynamic cab design, which reduces drag and reduces fuel consumption. The long wheelbase CW enjoys the braking stability provided by standard anti-lock brakes (ABS), while the prime mover GK and GW also have the added safety of Anti Slip Regulation (ASR) traction control, and Electronic Braking System (EBS), for additional piece of mind.

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he new range of UD Trucks not only offers the standard reliability, toughness and value for money owners have come to expect, but it can now add outstanding environmental credentials to the standard features list. As a part of the greater Volvo Group push to lower Greenhouse gas emissions, UD Trucks has introduced their cutting edge ECO Fleet technology across both the Quon heavy duty series, and also the Condor medium duty range. The move sees the Condor series as the first Japanese built truck in its class to utilise the Selective Catalytic Reduction (SCR) technology, building on the environmental standards first introduced by the heavy duty Quon, dating back to 2004. John Bushell, the President of UD Trucks Region Oceania, says that the move towards lowering engine emissions is of vital importance for the transport sector. “With the move to Euro 5 Emissions Standards, the entire industry is becoming more aware that we have to be more environmentally responsible,” John Bushell said. “Fortunately for us here at UD Trucks, we have been at the forefront of emissions control for many years. “While some people believe that it was the European manufacturers who first introduced SCR technology for road transport, it was actually

UD Trucks in Japan, and we are proud to still be further developing the system to this day. “While the ECO Fleet SCR technology is a new feature of the Condor series, it has been tried and tested on the Quon range since 2004. “The system easily copes with the demands of modern distribution work, while effortlessly meeting the Euro 5 emissions levels without sacrificing engine durability or oil change intervals, like some EGR or DPF based emission control systems.” By utilising ECO Fleet technology, the Quon series is the cleanest and greenest heavy duty truck on sale in Australia, as it actually surpasses Euro 5 standards by complying with the stricter Japanese JPLT 05 emissions standards. For the SCR system to operate, a fluid, namely AdBlue, is added to the truck’s specially designed catalytic chamber in the exhaust system, where Nitrous Oxides (NOx) are converted into harmless Nitrogen (N2) and water (H2O). Not only does SCR reduce emissions, but it also has the added advantage of lowering engine operating temperatures, provides for longer oil drain intervals, reduces fuel consumption, and prolongs engine life. Usage figures show that the UD 50L AdBlue tanks in general conditions last for at least 2,500 km for the MK models, and at least 2,000 for the PK models. To obtain optimum reductions, the UD Trucks SCR system used on the Quon series is complemented by a secondary emission control method, via a conventional Exhaust Gas Recirculation (EGR) system, lowering emissions even further. The move by UD Trucks is in line with the objectives of the Volvo Group to lower Greenhouse gases, as it has become the first vehicle manufacturer to join the World Wildlife Fund (WWF) Climate Savers Programme. The WWF, one of the world’s most respected environmental organisations, will utilise the services of independent technical monitors to ensure that the Volvo Group complies with it’s undertakings, which include lowering the total amount of carbon emitted by trucks between 2009 and 2014 by 13 million tonnes compared to 2008 models, develop a prototype truck with 20 per cent lower fuel consumption than 2008 models, develop a production truck to run on renewable gas, while also lowering emissions from production facilities. The expanded use of automatic transmissions across the Condor range is also assisting UD Trucks achieve Climate Saver goals, with the precise electronically controlled gear changes resulting in no over-revving, while smoother acceleration results in less fuel consumed. The AMT transmissions used in the Quon series have also received an overhaul, with shift programming being set in accordance with ECO Fleet technology, in particular the “skip shifting” of more gears, resulting in less fuel burnt. An external feature that saves on fuel consumption is the new aerodynamic body styling of the cabs, with reduced drag leading to improved efficiency and lower fuel consumption. Across the entire UD Trucks range, a new touch screen multimedia system takes pride of place. Aside from entertainment features such as AM/FM radio, CD player, USB, iPod, Bluetooth and external camera compatibility, the system features ECO Route satellite navigation, which determines the quickest route to a chosen destination, thus saving even more fuel.

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afety is the name of the game for UD Trucks with their all-new truck line up, which now features SRS driver’s air bag standard across the range. John Bushell, President of UD Trucks Region Oceania, said that the inclusion of the SRS driver’s side airbag is a natural progression for the UD Trucks range. “In this modern day, there is an emphasis on occupational health and safety, and transport operators are acutely aware of the issues involved with providing the safest possible working environment,” said John Bushell. “With SRS driver’s airbag standard across the entire range, the safety of all UD Trucks is taking a definite step forward. The fitment of airbags to the trucks is just the tip of the iceberg; there is a whole raft of new safety innovations built into the new range as standard.” Another major safety innovation is the driver’s seat, which is the centrepiece of the new interior layout for the Condor series. The new seat is proving to be considerably more comfortable than previous offerings, which directly reduces driver fatigue. Designed by CVG, the largest commercial seat manufacturer in the world, it features a seven position adjustable seat damper, which allows the driver to tailor ride comfort by easily adjusting a shock absorber mechanism. Other adjustments available on the seat include mechanical height, tilt, seat cushion slide and lumbar control. Catering for taller drivers, the head rest is also approximately 80mm higher than in previous offerings, while the design allows for 25mm more leg room. “Ergonomics are a vital part of reducing fatigue in drivers, and with this new driver’s seat there is enough adjustment available to modify the driving environment for practically any driver size,” said Bushell. “The new design and safety features as well as automatic transmissions, coupled with traditional creature comforts such as air conditioning and cruise control are a major advantage for drivers. UD Trucks customers have emphasised over the years that one of the main methods of improving productivity is to maximise the driver’s comfort by having their cabin as user friendly as possible. “Early converts to automatic transmissions are finding

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UD Takes the Wraps off new Safety Standards


definite gains in being able to attract and retain drivers, as well as draw drivers from a broader base. Fleet operators are also finding superior reliability and less strain on major components by specifying their trucks with auto transmissions; the engine, prop shafts and differential are not being worked as hard, so there is less down time for maintenance.” Adding to the overall comfort of occupants, Condor series trucks will soon have the option of an air suspension left hand side passenger seat, due to its availability from the corresponding USA models. Owners can also specify their trucks to include an optional Belt in Seat configuration, which is planned to be available from the third quarter of 2011. Another major safety feature on the new PK model and the Quon series is the now standard inclusion of a Front Underrun Protection System (FUPS). UD Trucks was the first Japanese Manufacturer to offer an ECE-R93 compliant FUPS, which does not require the installation of a bull bar, thus reducing weight and lifting potential payload, with the front axle capacity now rated at 6,500kg. The main purpose of the FUPS is to ensure that the safety features on modern passenger cars, such as airbags and crumple zones, deploy during a collision with a heavy vehicle. All cabins in the UD Trucks range are designed to comply with ECE-R29 regulations, which for the first time now includes the MK series trucks. The all-new multimedia touch screen entertainment system that is standard across the range, not only offers superior navigation and audio options, but also allows for the fitment of up to three-cameras, which can offer the driver a full 360 degree view of the truck’s surrounds. The system also includes Bluetooth integration, ensuring safe hands free mobile phone connectivity. Also assisting in a driver’s vision are electronically operated and heated external mirrors on all models. Adding to UD Trucks’ safety credentials is ABS (Anti-Lock Brakes), which is standard across the range, Electronic Brake System (EBS) and Anti Slip Regulation (ASR) traction control are standard on the GK and GW models, while EHS (Easy Hill Start) is available on most manual transmission Condor models.

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WORTH RECYCLING

UD Worthy of the Big Jobs A Sydney waste collection and treatment company is leading the way in environmental innovations, with UD Trucks providing the power to get the job done.

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orth Recycling have been at the forefront of liquid, sludge and solid waste transport, treatment and recycling since 1976, with their modern facilities and techniques shining through in tough economic times. “I think when it comes to the waste game there aren’t too many options, what are people going to do?” Said Tony Wilson, Worth Recylcing’s Transport Manager. “People can’t start pouring their waste down the drain because they are having a tough time. They’ve still got to get it picked up; we’re in the right place at the right time in that respect.”

“The fact that the trucks are so over-engineered is very good; it’s what we need in our game. “They don’t do a great deal of kilometres, but they’re twisting and turning, stopping and starting all day long, and we’ve definitely had a good history with them.” Tony started with Worth Recycling in 1989 as a driver behind the wheel of various UDs prior to overlooking the running of the fleet. With two new GW470s configured as prime movers with vacuum

The main reason for having the UDs is that they don’t break. I don’t have any time off the road with them at all

Worth Recycling’s fleet of 26 vacuum tankers, Supersuckers and liquid tankers feature 15 UDs of various configurations, with more on the way. “We’re in an industry where we are providing a service, if someone rings and asks for their waste to be picked up, we’ll be able to do it tomorrow. We can’t afford to have trucks off the road,” Tony said. “The main reason for having the UDs is that they don’t break. I don’t have any time off the road with them at all.

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tanker trailers due for commission in the coming months, Worth Recylcing will be replacing some of the older trucks in the fleet, including a CWA 15 dating back to 1993. “We basically pension our trucks off within our plants when they get old, they just run around there,” Tony said. “We’re at the stage now where we’re starting to replace a lot of the old ones with new ones.”


Worth Recycling has a close working relationship with Bluescope Steel, managing their treatment facilities at the Port Kembla steelworks. Recycled material is used in the manufacture of coke for steelmaking, freeing up enough new fuel to run approximately 5000 motor vehicles a year. This also delivers significant cost savings to Bluescope. In addition to this, the company operates a treatment facility for water used in mining processes at the Appin/Douglas Mine for BHP Billiton. Worth Recycling also provide waste management and industrial services to Australia’s largest aluminium recycling plant, Alcoa’s facility in Yennora. Recycled water is also utilised in the brick making process, with leading companies Boral and CSR using recycled product from the Windsor facility. Between the two companies, approximately 600kL a week is saved for the Sydney water grid.

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The vacuum tankers have been specifically designed to Worth Recycling’s needs, with the 10,000 litre tanks capable of holding a wide variety of waste types. “They basically create a vacuum in the tank, and through a four inch hose at the back of it you can suck up solids as well as liquids, mud, sludge, the bottom sediments out of pits, at places such as car washes, service station sites and mechanical workshops. “They pump the waste out and truck it to the plant where it is recycled. We reclaim all of the oil and sell that again, we reclaim as much water as we can and resell that to industries. “We also service a large number of oily water separators. It’s a difficult area to work in. “Anything that runs off from a service station into the drains gets captured into a pit. “That pit has a pump that goes from the bottom of it, which takes it up to a separator that split’s the oil from the water, the water goes down the sewer, and the oil goes into containment. “You get dirt and sludge built up in the bottom of those, and you have to pump that out regularly so that it doesn’t reach a level where it reaches that pickup line

Worth Recycling opened their Windsor facility in 1985, which at the time was the first nongovernment owned waste water plant in New South Wales. Over the years, the plant has expanded and adapted to various other types of waste treatment, namely solids, oil and water treatment. The solids plant separates out oil and water, which is sent to their respective areas in the facility, with the remaining solids treated and sent to landfill. Both the water and oil plant produce as much reusable product as possible, which is then on-sold to industry.

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WORTH RECYCLING and blocks the whole system up.”

refineries too.

A point of different for Worth Recycling is that they can manage all of a service station’s waste treatment needs.

“Probably half a percent of our work is dangerous goods, so it’s not really important volume wise, so you just have to make sure you do it right.

“Interstate there might a waste guy who will come and pick up the waste, but you need someone else in to look after the separator and an electrician in to look after any electrical problems, whereas we look after it all by ourselves,” Tony explained. “We do it on a schedule, so the customer doesn’t have to worry about it, we just send them a report at the end of the month letting them know what we’ve done and what needs to be done.” Worth Recyling’s Supersuckers are the pride of the fleet, with impressive vital statistics- the hoses can reach 30 metres below ground, and up to 200 metres away from the truck. “The high velocity units have a Caterpillar C7 engine powering a massive pump, which has the capacity to pump 3,500 cubic feet per minute through an eight inch hose, so that would suck the side out of a mountain!” Tony said. “They use them for in under roads and other non-destructive digging. They are set up for dangerous goods, so I can send them into

“We pick up a bit of petrol, you just have to set the truck up right and train the drivers so they know what they are doing.” So what does the future hold for Worth Recycling? The specialist nature of the job, and the high cost of the treatment infrastructure is likely to see this market leader consolidate their New South Wales focus. “Newcastle is an area we have been moving into more recently, we’ve mainly worked out of the Sydney basin until now. We go up to Newcastle and the Central Coast for some of the major fuel companies who are our major customers. “We’ve just moved out into other areas of waste really. It’s a lot easier to do that to set up in other locations. We’ve started treating contaminated soil, tank bottoms and refinery bottoms, which are really hard to deal with wastes.”

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TIMERTRUSS

UD Proves it has the Wood on Other Trucks A Geelong company specialising in the production of pre-fabricated timber trusses and wall frames has switched almost 50 percent of its truck fleet to UD Trucks on the basis of better purchase price and fuel economy.

Travis McDonald with Timbertruss’s new GW470


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Geelong company specialising in the production of prefabricated timber trusses and wall frames has switched almost 50 percent of its truck fleet to UD Trucks on the basis of better purchase price and fuel economy. Timbertruss, which has been based in Geelong for the past 20 years initially purchased one UD to trial it on its delivery fleet, which is tasked with transporting completed pre-fab trusses and wall frames to building sites all over Geelong and the Melbourne metro area.

With five UDs now in the fleet and running successfully, Timbertruss is reaping the benefits of lower running costs and contented drivers. “The drivers on our fleet love them, they don’t have to carry huge weight, but our fleet is kept pretty busy and while we don’t do huge kilometres, the drivers have long days at the wheel,” Travis said. “It is important that we give them a good working environment where they can operate at their most efficient.

According to the company’s purchasing manager Travis McDonald the first UD the company acquired in 2008, a PK10, performed so well that as more trucks came up for renewal, the decision was made to purchase additional UDs.

“Working between Geelong and Melbourne and around the metro area there is a lot of traffic and a lot of stop start driving, so if you can keep the driver’s comfortable they will perform better and be more efficient.”

“That first UD shaped up so well in terms of initial purchase price, fuel economy and driver comfort that it was hard to choose another brand for ongoing purchases,” Travis McDonald said.

Each of the Timbertruss UD’s is fitted with its own crane to unload the trusses and wall frames on site.

“Following the initial PK10 we purchased another similar truck and then had to replace some of our prime movers, so we had a close look at UD’s GW line up. “They measured up in every area and we have since purchased a GW400 and two GW470s for delivering our heavier frames and trusses on semi trailers.”

On the prime movers the crane is mounted on the truck rather than the trailer, reflecting the fact that the bulky loads are not weight critical. “Our loads are reasonably heavy but nothing that is going to put us over weight, our main challenge is the bulkiness of our loads,” Travis said. The company has around 15 different drivers who regularly pilot the fleet on delivery runs, putting its own pressures on the trucks. “With a range of different drivers you obviously have different techniques and driving styles, however I have to say that as well as being the driver’s first choice, the UDs also stand up to life on the fleet better than our other trucks,” Travis added. “We are definitely pleased with our UDs and will be looking closely at adding more to the fleet as trucks come up for replacement.”

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Proud Supporters of the Toll Holden Racing Team


UD GW470

Autoshift Delivers Less Stress for Owner Operator A Brisbane owner driver is making significant savings since switching to a UD GW470 Autoshift to haul steel products in and around Brisbane, thanks to its ease of operation and economical fuel consumption.

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Brisbane owner driver is making significant savings since switching to a UD GW470 Autoshift to haul steel products in and around Brisbane, thanks to its ease of operation and economical fuel consumption. Bob Rose of Rose Transport configured the GW470 Autoshift as a rigid, and admits some might think the truck is a little overpowered. “I don’t think it is overpowered, I prefer to say it is under stressed,” says Bob Rose. Bob says he chose the new GW 470 because he has always liked UDs, and believes the engineering is superior to opposition Japanese brands. “I’ve always liked UDs and I have never been a great fan of some of the other Japanese trucks, but UD has a much stronger construction in my opinion,” said Bob. “This GW has got a big heavy, tough diff, and unlike a lot of others it has double rail chassis which makes it easier to put the crane on back and cart steel. “Many of the other trucks I was looking at had diffs half the size of this thing, which only made it easier to choose the UD.”

However it is the effortless power and torque of the 13 litre UD turbo

long time and this is by far the best and easiest truck I have ever had the pleasure of piloting.” By specifying the flagship 470, Bob says the engine is never really working that hard and that has meant excellent fuel economy. “I could have chosen a UD PK10 but that would have been near the top end of its performance envelope, particularly with the crane on the back, however with the GW470 it easily purrs up and down the hills without fuss or stress, put nine tonne on this and it is hardly working,” said Bob. “This is very under stressed, and as a consequence it is never working very hard and my fuel economy is already excellent despite the fact that it is still very new and hardly run in.” Bob is also enthusiastic about the safety aspects of the Autoshift which he says is particularly easy to use even on steep descents. “A perfect illustration was coming down the Toowoomba range the other day with 6.5 tonnes on board, it started to run on me, I very simply put it in low, touched the brakes and changed down one gear she held it all the way to the bottom, it is magic,” said Bob. “It means you won’t wear out the brakes out, I can go down the range at 40 km/h and the Autoshift is able to hold it, it is much easier than on a

I don’t think it is overpowered, I prefer to say it is under stressed diesel and the convenience and ease of operation of the Eaton Auto shift that really won Bob Rose over.

manual Road Ranger, on those you have to brake too hard to get it back to get into low gear.

“I really love the Autoshift, it is the way of the future, in the city I can drop it back into manual and it will hold the gear.

“It is also much easier on the drive line and on the gear, it always choosing the optimum gear as well as that it is easier on start ups easier on braking it is just easier all round.”

“You can go up and down the box when you need it and with low range you can bring the speed back very quickly and safely, but if you want to let the box do the work you can let the clutch out and just steer it, it is much more relaxing to drive in Brisbane’s busy city traffic. “I’ve only done about 8500 km so far and I just love it, I’ve been driving trucks for a

Bob was also impressed with the financial side of the equation, and says the UD GW 470 was a lot less expensive than many of the other trucks he was considering. “This truck also looks great and blokes come up to me and ask for my card, they like the look of it and it attracts business,” Bob added. While most of his work is in and around Brisbane carting primarily for One Steel, Bob also has some occasional longer runs down into Northern New South Wales and also to Roma, Dalby and Chinchilla. “Most of my work is in the construction industry, but this truck is just as easy in the city as it is on the highway,” said Bob. “I had to do a trip to Nimbin in Northern NSW and some of the roads there aren’t that great, the GW handled it with ease, it rode and steered beautifully. “The other truck travelling with me hung in there until we hit the hills, but this one just keeps pulling.” Interestingly Bob has configured the GW with the crane at the back of the vehicle keeping weight off the front axle and also keeping the crane away from the heat of the engine. “The main reason for putting it at the back is to get the crane away from the heat of the motor, but also many of the companies I work for like

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UD GW470

the crane at back rather than at front for safety reasons,” Bob said. “The crane definitely operates a lot cooler and having it away from the noise of the motor means you can hear instructions better , it is a lot safer plus it not as hard on your front tyres, plus and it doesn’t take away from the pay load on the front axle. “The advantage of having the crane is you can lift 2.5 tonnes of steel and you can unload yourself without having to wait for the tower cranes if there is a delay, which makes for much better efficiency.” Bob says the other great aspect of the GW is its high level of comfort and smooth ride. “The comfort in the cab is excellent, the cab is suspended, the seats are air suspension and I have airbag rear suspension which helps the ride laden and un-laden, but it also means I can drop the rear end while unloading which stabilises the truck when I am using the crane and it is a lot safer and more stable.” Bob says the SCR emission system has been easy to use and has certainly not been a problem for the veteran driver. “The Ad Blue has been very good easy to add,” Bob said. “I get it from the local servo in 15 litre drums, and it is easy and relatively inexpensive, so it has just not been a problem as far as I am concerned.”

Bob Rose with his new GW470 26


OFFSHORE SUPERBOATS

Formula One on Water Q. What do you get when you cross a big rig, with a Formula 1 car, with a boat? A. You get an Offshore Superboat. With 1,800 horsepower on tap, these 12 metre long beasts are capable of speeds of over 250kmh, which is achieved on the unpredictable high seas.

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composite hulls mated to twin V12 Lamborghini powerplants valued at around $1.5million. Materials such as Kevlar and carbon fibre not only make the boats light, but also greatly improve their strength and safety. Every boat has a two-man crew, with the navigator taking care of steering, while the throttleman controls speed and the attitude of the boat. Picture working the pedals of your truck, while your passenger takes care of the steering; it’s a combination that requires incredible cooperation and trust. A big part of success on race day comes from propeller choice considering the local conditions, dictating the ability for boats to ride the plane efficiently. The sheer size of the boats require cranes to be on hand lift them in and out of the water, with the boats transported practically on their sides (right), as their 3.7m width proves too bulky for road movement. Plans are afoot to see the boats width reduced to allow for flat transporting, doing away with the expensive tilt trailers. The boats can race in practically any condition, with one of the only factors capable of halting the events being the inability of cranes to operate in severe weather.

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hey are some of the fastest, most powerful and exciting racing machines on the planet. The figures are staggering- 1,800 HP, 4,800kg, 260km/h; Class One Offshore Superboat’s are the kings of the seas. Picture your UD GW470 going the speed of a Formula One race car, on water. Welcome to the world of Offshore Superboat Racing. Although the class has roots dating back to 1964, current day Class One boats are at the cutting edge of sophistication, with their

While the Class One boats sit at the top of the performance rankings, several other classes allow those on a budget to compete alongside the big guns. The Supercat 1050 HP class caters for twin-hull boats, 32 to 40 feet in length, running twin Mercury V8 inboards, capable of up to 215km/h. The Supercat Outboard 600HP have a minimum weight of 1800kg, and despite their relative lack of horsepower, they are still capable of speeds in excess of 185km/h, as seen below, with class leader Saracen.

Offshore Superboa UD GW470

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at 0

OFFSHORE SUPERBOATS The baby class of the Australian championship is the Supercat Outboard 400 HP, whose 1600kg machines are capable of 155km/h in open water. With the boats capable of such high speeds, much of the rule books stipulate many conditions that put an emphasis on safety. From driver and throttleman personal safety equipment such as crash helmets, life jackets, a diver’s facemask must also be accessible by the crew in the event of a submersion. The boats must also be fitted with bilge pumps, fire extinguishers, an on board VHF radio, suitable anchors and tow lines, as well as a knife (for cutting free of snagged harnesses or clothes), and even a bucket in the event of the vessel taking on water. Particular attention is also placed on the construction of the boat’s “survival cell”, with guidelines outlining construction methods, as well harness mounting (five or six strap ala car racing), and head protection. Many of the boats are fitted with secondary exits in the event of an inversion, while boats are also fitted with engine cut-off switches, much in the same manner as earth bound racing machines. The Australian Offshore Superboat Championship is highly accessible to the masses, with races held on the doorstep of major populations, with the viewing of the action available from the shore for free. Typically, race day courses are around 10km in length, with qualifying held over a shorter distance. The series visits a wide range of locations along the eastern seaboard of Australia, from Townsville, Mackay and Redcliffe in Queensland, Newcastle in NSW, as well as the season ending events in Geelong and Williamstown in Victoria. The starting order of the races is determined with a qualifying shootout on the day before racing, with main events varying around one hour in duration.

Engine Max Horsepower Fuel Fuel tank capacity Weight Overall Length Overall Width Top Speed

Class One Offshore Superboat 2x 8.2 litre V12s 1800 HP 95 octane pump fuel 800 litres (2x 400 litres) 4800kg 12.6 metres 3.7 mettres 260km/h (@ 8700rpm)

The sheer size of the Class One boats creates some logistical nightmares.

UD GW470 (prime mover only) 13.1 litre inline six 460 HP Diesel 400 litres 8010kg 7.18 metres 2.49 metres 100km/h (@1868rpm)

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UD PK10

z a y L Nothing Here...

For Sydney based civil construction company Dracon Civil, the easiest way to get a job done is to keep it in-house, and have all of the equipment on hand to get the job done.

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or Sydney based civil construction company Dracon Civil, the easiest way to get a job done is to keep it in-house, and have all of the equipment on hand to get the job done.

Company directory Sarkis Draybi recently added a custom build UD PK10 lazy axle tip truck to his fleet, with the move paying instant dividends, increasing efficiency with its versatile design. “All of our trucks are built exactly for a purpose, everything has its place and use,” Sarkis Draybi said. “We’ve got a mixed bag of trucks, from an American bogey drive truck and trailer, to a service truck, and utes. The new UD is perfect; it does everything we ask of it. “We don’t need high horsepower, American trucks are great trucks, but they lack the manoeuvrability we need around tricky work sites. With the axle up you can turn the truck on fresh asphalt, and it won’t tear it up.” Sarkis started the business out 12 years ago from the back of a ute constructing driveways. These days business has grown to include all civil works, traffic control, kerbs, gutters, council footpaths, plant hire, as well as residential and commercial concrete works. “From the ute we expanded the business with the addition of a bobcat, from that we needed a truck, and it’s grown to the point now where we have three excavators, two bobcats and several trucks,” Sarkis said, who sees the addition of the UD PK10 as an ace card in chasing new work.

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“It’s great, it’s really helping us move our business along. It’s a nice truck to work with, it’s smooth, it’s easy to drive, the brakes, the clutch, the steering, it really doesn’t require much effort. “About 95% of our work is done on asphalt, so I don’t need a bogey drive. When fully loaded, the lazy axle lifts up into place, it saves on wear and tear, it’s a multi-use truck. “We use it for all sorts of things, with the drop down sides and internal tie downs, it’s very versatile. From form work to pellets to reinforcement, concrete pipes, moving equipment and moving waste, it does the job perfectly.” Apart from the lazy axle and specialised body, the PK10 also features a Palfinger crane, which has been handed down from an old truck. Dracon Civil has a staff of 12, with work

coming from both the public and private sectors, with recent jobs including an extensive car park rebuild for the Parramatta City Council, including kerb, gutter and drainage work, and 1.6km of kerb, gutter and drainage in north western Sydney. With all of the work done in house, all of Dracon’s equipment serves a specialised purpose. For instance, an amenity truck features include a microwave, running water, and a compressor and other creature comforts, while all trucks are refuelled onsite, meaning little in the way of downtime waiting at service stations. Sarkis predicts future expansion away from Dracon’s traditional Sydney stomping ground, with their small size yet extensive hardware inventory making the company appealing to small to medium sized developers. “The private sector is going to be the growth side of the business, and I’m really looking to step up growth in the short term,” Sarkis said. “We’re going to stick with UD, and for the next truck we’re going to go automatic.”

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UD PK9 & PK10

Two Automatic Success Stories

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erth based owner driver Big John Antulov reckons he has never driven a better or more comfortable truck than his new UD automatic, with the move to his new UD PK10 improving efficiency, comfort and safety. One of the main attractions to UD for John was the availability of an automatic truck in a range of chassis lengths, meaning he could put a 12 pallet tray (eight metres in length) on the road for considerably less outlay than an automatic truck from a competitor brand. According to John, the pricing aspects along with the government tax rebates during 2009 drew him to purchase his new UD PK10 automatic. “I saw a story in the newspaper about the UD automatics, and while I have never owned a UD before I remember another company having them on fleet and the fact that they couldn’t say enough good things about them,” said John Antulov. “When I started to investigate automatic trucks I discovered that UD had the best range and availability. “To get an equivalent automatic from some of the competitors you have to alter the chassis and that means the UD will cost anything up to $25,000 less than a similar truck from a competitor brand. “But it was only when I took delivery and started driving it that I realised how good a truck this was, it just blew me away, I actually enjoy going to work these days.” The truck is used primarily for hauling bulk bags of soil, fertiliser, mulch, sand and blue metal for a landscaping supply company that covers the entire Perth

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metropolitan area, from Mandurah in the south to Lesmurdie and Mt Helena in the east, and Mindarie in the north. “The most amazing thing is how good the truck is in hilly operation, it just marches up the hills and the braking is particularly enhanced by the auto, it is really amazing,” John said. “Even with a full load on board tipping the scales at around 14 tonnes all up, it still performs superbly; it never ceases to amaze me. “The fuel consumption is something that is also extremely pleasing with the UD even with the automatic. “A lot of other drivers thought I was mad and that it would use a lot more fuel, but in fact it is more economical than my old manual; with the automatic programmed it is returning 3.5km/ litre.” John opted for the PK10 airbag suspension model, with the move proving to be a revelation. “I used to have a really bad lower back problem, but the ride is just fantastic and it doesn’t matter whether you have a full load on board or the truck is empty, I couldn’t go back to a steel suspension truck,” John said. “In the heat of the last Perth summer this truck performed brilliantly and was just so comfortable to drive, it was just like a big car in many ways.”


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Queensland water truck contractor has made the switch to UD Truck’s PK9 Automatic to increase efficiency and improve driver comfort.

Larry Allen, who along with his son Andrew operates two UDs out of their base at Buccan, between Brisbane and the Gold Coast, added the new PK9 in September 2009, making it the tenth UD he has owned since 1976. A committed UD buyer, Larry says the performance of past UDs has been so good he finds it hard to buy another brand of truck. “I bought an American truck once but came straight back to UD, the quality is better and the purchase price and running costs are much lower,” said Larry Allen. “This new automatic is perfect for our work because you don’t have any strain on the driveline, it is particularly good for slow creeper work when we are watering a new landscape or returfing project. “For our application you can dial up a gear and keep it there, it won’t change up thinking we are going to go faster and you can control it very easily. “We mainly do work for landscape contractors and local councils, covering parks streetscapes, new road side plantings. “We have an 8,000 litre tank on the back and a pump that can throw water 80 metres out from the truck, which is important because we often have 10,000 square metres of turf to water in. “We use an aluminium tank to keep weight down and switch them from truck to truck; our current tank is 18 years old and still going strong.”

The new PK9 Automatic is normally driven by Larry’s son Andrew, while Larry drives an older PK265. “I have been lucky for the last couple of weeks when Andrew has been on holidays and I’ve been driving the automatic, it has been a real pleasure, I think I might have to sell the old PK and buy myself a PK9 Automatic!” Larry said. “It has great brakes and we run all steel suspension because I think that is better than airbag when you are carting water, it is a bit more stable and easier to manage in my view.” Larry does all of the maintenance on his trucks himself, but quickly adds there is never very much to do. “Yes, we do all our own maintenance, but what do you do to a UD? Nothing really because nothing ever goes wrong, they are pretty bullet proof,” Larry said. Andrew Allen backs up his Dad’s opinion on ‘his’ new UD PK9 Automatic and says he has never driven a better truck, particularly in this application. “It is comfortable, it has plenty of grunt and works extremely well,” Andrew said. “The auto makes it easier to climb over kerbs without damaging your driveline and clutch, which is important when you are doing landscaping work; it is just so easy to drive.” It is only a matter of time before Larry adds a second PK9 Auto to his operation and notches up his 11th UD.

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“You Can’t Have the Burger without UD Trucks are providing the driving force to ensure the McDonald’s restaurant chain have the fresh buns and muffins on hand to service their 1.7 million daily customers in Australia. Fresh Start Bakeries Australia (FSBA) has the massive task of supplying over 360 million hamburger buns and 83 million English muffins annually, to over 820 McDonald’s restaurants Australia wide. Production is centred in two state-of-the-art bakeries, one in Liverpool, New South Wales, and the other in Dandenong South, Victoria. On local delivery runs within three hours of the bakeries, FSBA have chosen a selection of UD MKs and PKs to get the job done.

“The automatic transmissions have a five year warranty, and we only keep the trucks for four or five years. When we considered the amount we were spending on clutch replacements, it makes a lot of sense to go auto.”

One driver went to the managing director and said it was the best truck he has ever had. Hopefully the change can extend the working life of our drivers.

General Manager of FSBA Liverpool, Bradley Wright, joined the business in 1997, and says that UD Trucks have been utilised throughout his time with the company. “Reliability and service are the two big attractions for us. These trucks have to go, you can’t have the burger without the bun, and it’s guaranteed supply. It’s the service, and the reliability of the vehicle that sets them apart,” Bradley said. “UD gave me an automatic rigid truck, they put it here for a month, we loaded it up with empty crates just to simulate the weight, and two or three drivers took the opportunity to take it out and have a run. “We then added five new automatics to the Liverpool fleet in 2010. “I was sceptical at first; I was worried that (the automatics) might be a problem from an industrial point of view. But we haven’t had one complaint, and even one driver went to the managing director and said

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it was the best truck he has ever had. Hopefully the change can extend the working life of our drivers.

FSBA spec their trucks to run with a bull bar, driving lights, UHF radio, tinted windows, stone guards for the windows, as well as a rear reversing camera with sound, which Bradley says is vitally important, especially with children running around the busy restaurants. All told, FSBA in Liverpool has around 220 staff, with 20 of those being drivers. Its fleet operates seven days a week, despite the fact that the bakery only produces Mondays through Saturdays. Each truck averages 100,000km a year, with a high percentage of the work completed in stop-start city traffic. “Some of the drivers are probably nudging up to 20 years of service with the company, and the new automatics will hopefully assist in extending the drivers working lift with the company. “It’s probably one of the better driving jobs to


FRESH START BAKERIES

the Bun” have. They do about 10 to 14 drops a day, everything is on wheels, so they only do a bit of manual handling.” In 2011 McDonald’s will be racking up their 40th year of operation in Australia, with FSBA, through its various guises, being a supplier throughout. While 80% of the bakery’s products are destined for McDonald’s Restaurants, the other 20% is for retail sale through foodstuffs giant, and former owner of the bakery, Goodman Fielder. FSBA Liverpool also produces many of the muffins, pastries and cakes seen in over 500 McCafe sites Australia wide. Supplying McDonald’s with millions of buns a year is a massive task, with the Liverpool facility capable of producing a remarkable 5,000 dozen buns per hour, the highest bakery production capacity available. Under Goodman Fielder ownership, regional production also took place at facilities in Western Australia and Queensland. Skill shortages, the cost of capital and relatively inexpensive transport have seen the operation scale back to the pair of facilities. The Liverpool site supplies as far south as Wagga Wagga, all the way through to Far-North Queensland, Darwin and down to Katherine in Australia’s red centre. The Victorian bakery supplies the remainder, with regions including Victoria, South Australia, Tasmania and Western Australia. FSBA works in closely with McKey Distribution, who handle the bulk of supplies to McDonald’s restaurants nationally. For the 11 trucks based at FSBA in Liverpool, all of which being UDs, the growing number of stores and changing storage capabilities in the restaurants, have provided a fluid situation for logistics planners. “On average they are doing three and a half deliveries per McDonald’s store per week,” Bradley said. Stock for Queensland and Northern Territory restaurants is freighted on specially developed mezzanine deck B-Double trailers to Brisbane, with McKey freezing and transporting products for the North Queensland market. Products destined for the Northern Territory are line hauled out of Brisbane to cold stores in Darwin, which are then delivered south to Katherine. Goods for Tasmania are frozen in Melbourne and transported by McKey over Bass Strait, while Western Australia receive frozen goods via train, with McKey handling deliveries as far north as Broome, some 5,000km from the Victorian manufacturing facility.

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After 20 years of continual UD Truck ownership, Rays Logistics’ catch phrase of “You Call, We Haul” continues to ring true today, as business is booming for the Western Sydney crane truck specialists.

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RAYS LOGISTICS

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rom humble beginnings with a one-tonne ute performing local courier work, the husband and wife team of Ray and Roslyn Sariful have grown their business to include five semi trailers and 12 rigids, working a rigorous seven day a week schedule. Rays Logistics has grown hand in hand with Glendenning based Wire Industries, which specialise in the manufacture of various wire and mesh products. The company however made their start in the steel transport industry by being a sub-contractor for Smorgon Steel, which proved to be hard work prior to the introduction of crane trucks to the fleet. “I got an opportunity with Smorgon Steel, and along with that I got an eight ton UD,” Ray Sariful said. “After subbing for Smorgon’s for four or five years, I bought my first UD with a crane. “Prior to that, all of the unloading was done by hand, and that was tough work, it’s hard to imagine doing that these days! “Now we’ve been with Wire Industries for 13 years, we started with three trucks, since then the fleet has grown to match the growth in their business.” As a pioneer in crane trucks, demand for Ray’s services proved high, with Ray’s tray and crane configurations providing an ideal match to client’s needs. The company’s fleet now consists of five prime movers (including four new UD GW470s), six rigids (including two new UD PK10s) and six specialised three-quarter cab rigds. Although the bulk of their work is in an around Sydney, the prime movers often make longer interstate trips. “I’ve had a good hard look at the competition, and they don’t even come close,” Ray said. “UD’s are built tough, but at the same time you can drive them with your finger tips.

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RAYS LOGISTICS “Between services we never even bother checking the oil, we never top the oil up, we just don’t have to do it. You just know that between scheduled services that there won’t be any problems. “Everything that goes onto the trucks (parts wise) is genuine, you just can’t go wrong. We service the trucks here onsite with parts from UD in at Chullora, because we can’t afford to have them off the road at all. “We service the trucks every 10,000 kilometres, and you can feel the difference in the trucks if you are using genuine and non-genuine parts” The six UD three-quarter cab units take pride of place in Ray’s fleet, allowing the company to haul steel up to 12 metres in length, three metres longer than on a traditional flatbed. Ray prefers to use rear mounted Palfinger Cranes due to the ease of operation, safety and weight distribution considerations.

The new GW is a massive improvement; it’s basically a big step up over the previous models

“We got our first three-quarter cab in 2003 and haven’t looked back,” Ray said. “It’s really important, because around metro areas, the three-quarter cabs can get to a lot of places you can’t take a semi-trailer. “We have to drop off in a lot of residential areas, so it’s very important. “Our oldest three-quarter cab has had no major work done to it in the seven years we have had it, it just keeps going and going. “The fantastic thing about the three-quarter cabs is that even after seven years of use, they are still bulletproof, and have a top resale value.

“We have some new ones being built at the moment to replace some of the older trucks in the fleet, it takes three to six months to get a threequarter cab built up.”

A feature on the new-generation trucks is UD’s SCR emission system, which Ray believes that even in the early stages of a truck’s life provide discernible savings in fuel use. “The new GW is a massive improvement; it’s basically a big step up over the previous models,” Ray said. “Recently we’ve made a couple of interstate trips, and you can see a fair bit of difference in the fuel economy stakes, even running a fairly high GVM. “The new GW prime mover is great on fuel, I think the Ad Blue system makes a big difference compared to the older model trucks. “It’s easy to top up the Ad Blue, and there are definite advantages to using it; the savings on fuel make up the difference to the cost of the Ad Blue.” Apart from the usual rounds transporting steel products, Rays Logistics also carry general freight, pellets and scaffolding.

Ray’s unique three-quarter cabs allow for extra long lengths of steel to be transported into tight residential areas.

Expansion plans for the future of the business include an imminent move into a new holding yard, which is located only a few hundred metres from the Wire Industries base, featuring near direct access to the M7 Motorway.

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Brisbane Truck 1 1 0 2 w o h S

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UDrive Winter 2011