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JUST A THOUGHT PUBLISHED BY Prime Creative Media Pty Ltd ABN 51 127 239 212 11-15 Buckhurst Street, South Melbourne VIC 3205 Australia Telephone: 03 9690 8766 Fax: 03 9682 0044 Email: enquiries@primecreative.com.au Publisher and Managing Editor: John Murphy Editor: Tim Giles Contributors: Paul Matthei Correspondents: Will Shiers (UK), Steve Sturgess (US) Subeditor: Amy Morison Advertising Manager: Trevor Herkess: 0411 411 352, trevor.herkess@primecreative.com.au Client Success Manager: Justine Nardone, justine.nardone@primecreative.com.au Production Manager: Michelle Weston Circulation & Subscriptions Manager: Gordon Watson Designers: Michelle Weston, Blake Storey, Kerry Pert, Madeline McCarty REGISTERED BY Australia Post - ISSN 1445-1158 SUBSCRIPTION 03 9690 8766 subscriptions@primecreative.com.au

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DISCLAIMER Diesel Magazine is owned and published by Prime Creative Media.

All material in Diesel Magazine is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher.

The Editor welcomes contributions but reserves the right to accept or reject any material.

While every effort has been made to ensure the accuracy of information, Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published.

The opinions expressed in Diesel Magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

A CALL FOR ACTION

I

t’s time for action, but we need smart action. The trucking industry has been presented with the chance of a lifetime and now needs to be smart about how it grasps that chance. The chance I am talking about is the reform of the Heavy Vehicle National Law (HVNL), which will see the National Transport Commission (NTC) coming up with a new law from scratch sometime next year.

We are now in a process of issues papers being released by the NTC and feedback being sent back in the form of submissions by stakeholders. This is where there is a need to be smart about exactly what we do.

The temptation will be to take a scattergun approach and just send every single idea trucking has about any new law. The NTC website has a direct comment form where people can make their feelings known. This is an opportunity to simply show the weight of feeling about the unsuitability of the old law, but is probably not going to be enough to inform a smart reform of the rules.

The bureaucracies of the state governments have a big stake in this game and have the time and manpower to come up with arguments for something like the status quo and business as usual. Radical reform might loosen the hold some of the states have in this area.

The obvious subjects which will be affected here are access and accreditation. The states want the National Heavy Vehicle Accreditation Scheme to carry on because it forces operators to join and fees go straight into state coffers.

Accreditation should be designed to ensure the highest standards in the way trucks and operations are run, while minimising risk to everyone involved. It’s all about safety.

Anyone who demonstrates these high standards should get regulatory concessions.

Access is a sticky one, but it is also an area where bureaucratic fiefdoms are in play and shouldn’t be. A modern economy doesn’t have room for arbitrary road access decisions based on prejudice, it needs rationality.

Rationality is likely to be a little harder to find on the fatigue question. A reasonable fatigue regime can be achieved, but there are many subjective arguments on either side. Surely, there are now enough Advanced Fatigue Management schemes going around for some form of flexible regime to be developed.

Any new law will need to include electronic logging devices and fatigue detection systems in its remit. We are entering a brave new world where it would be possible to ensure a driver’s behaviour can be assessed live in the cab and fatigue decisions made using quantifiable data.

Making this new law into one which would work for the whole of Australia is a very ambitious aim, but one which should be attempted. If there is a solution in there somewhere, it probably includes dividing the country into two sections, the crowded coastal East and South, and the rest.

No change is not an option here and the only way to get real effective change is to engage. This is the job of the trucking industry in the next few months, coming up with sensible solutions and putting them forward in a structured way, along with the data to back it up and prove its effectiveness.

EDITOR

www.dieselnews.com.au

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ISSUE 111

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Contents QUICK AND SMART OUT WEST

When times get tough and businesses need to readjust, it pays to be quick and smart when doing business in WA. Diesel talks to Kwik Logistics owner Craig Smith-Gander about his growing diverse business in the west.

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TRUCKING OUT TEMORA WAY

Running a Grain Cartage Business in Country NSW is hard enough, but Steve Davidge also runs a horse breaking and training business.

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THE FUTURE OF THE BLACK BOX

We’ve been adding black boxes to our truck cabins, now it’s time to integrate this functionality into a single system.

50 CUSTOMERS COME FIRST Volvo Group Australia has new developments to meet client expectations across its diverse product range. Paul Matthei reports.

The globalisation of the truck manufacturing industry is leading to improvements in the level of technology available in new generation of Japanese prime movers. Now it is the turn for Fuso to come up with a heavy duty prime mover loaded with European sophistication.

64 DOIN’ THE DO IN AN 8X2 With a continual drive to lower the fuel consumption of its trucks, Scania has introduced a P 360 8x2 rigid version of its New Truck Generation range, targeted squarely at urban distribution roles.

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54 DOUBLE PROOF ABOUT TRUCK SAFETY Two independent reports come to some very similar conclusions about accidents involving trucks on our highways.

A NEW GENERATION OF JAPANESE PRIME MOVERS

GETTING THE NEW LAW RIGHT

There is a process going on to reform the Heavy Vehicle National Law (HVNL) and the trucking industry is being asked to get involved in making sure it is a fit-for-purpose piece of legislation.

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Standard Issue 08

NEWS

A Highway Hero is honoured, there’s a Fatigue Blitz, Kenworth release a bigger cabin, Isuzu and Cummins sign up to an engine partnership, good news for apprentices and much more in News and Views.

72 DIESEL WORKSHOP AT THE SHOW Every time the Brisbane Trucks Show (BTS) comes around there are always a number of technical developments for trucking to go on show. This year’s BTS was no exception with the halls being lined with smart ideas and the latest technology.

78 LOW ENTRY ON THE STREETS OF LONDON Going Global’s European Correspondent, Will Shiers, explores the UK’s growing demand for low-entry cabs, and gets behind the wheel of the market-leading Mercedes-Benz Econic.

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GOING GLOBAL ELECTRIC

Even though there are very few on the roads today, every manufacturer and a number of new start-ups have an electric truck to show the world. Diesel takes a look at electric truck developments across the globe.

84 DRIVER COMFORTS FROM RENAULT The design of most Renault product will always look a little quirky. The company doesn’t go for the conventional if it can demonstrate a little style or introduce a little Gallic ingenuity.

This is the case, even in the work horse, Master van, which POD took for a test drive.

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38 AUSTRALIAN TRUCK INDUSTRY IS BACK IN BRISBANE Every two years the Australian truck industry is back in Brisbane for the biennial Brisbane Truck Show (BTS) at the city’s convention centre. This year has seen a wide range of trucks, old friends and plenty of interesting developments. www.dieselnews.com.au

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NEWS & VIEWS

HIGHWAY HERO HONOURED Lindsay Transport driver, Darren Cooke, is the latest highway hero honoured with the presentation of the Australian Trucking Association’s Bridgestone Bandag Highway Guardian award, after rescuing a fellow truck driver from a fire.

Travelling north on the Hume Highway in early February, Darren came across a multi-vehicle accident after a B-Double ran out of room to avoid a stricken vehicle, colliding and then rolling near Yerrinbool, NSW. Darren brought his own truck safely to a stop and came to the other driver’s aid, pulling him from the cabin as the truck caught alight. Darren’s swift actions meant only minor injuries were sustained by those involved in

the accident and earned him the title of Bridgestone Bandag Highway Guardian.

“Darren Cooke was selfless in helping others get to safety, and it is fitting for him to be named a Bridgestone Bandag

Highway Guardian,” said Geoff Crouch, ATA Chair. “His actions helped prevent the loss of a life that morning.

“Any time a truck is involved in an accident, it’s a serious matter, but when a truck ends up on its side and becomes engulfed in flames, it has the potential to end in tragic circumstances. Thankfully we have Highway Guardians such as Darren Cooke on our roads who are willing to put others ahead of themselves.”

The Bridgestone Bandag Highway Guardian recognises the unsung heroes of the trucking industry, highlighting those who go above and beyond when faced with adversity. It is has become one of the highest honours of the Australian Trucking Association.

NATIONAL FATIGUE BLITZ The latest nationally coordinated operation organised by the National Heavy Vehicle Regulator (NHVR) was called Operation Wake Up and took the form of a national fatigue blitz during April. The idea was to get a picture of exactly what is going on out on the highway randomly checking as many drivers as possible at strategic points all over the country at roadside checks.

During the process 4,400 trucks were stopped at 105 locations and asked for driving records. The roadside stops were similar to those conducted regularly by enforcement officers but mainly concerned with fatigue management. All of the roadside officers were using the NHVR tablet system to record the data.

“Of the fatigue-related vehicles there were 3,272 compliant drivers which was 93 per cent, a similar level to the national operations conducted last year,” said Paul Salvati, NHVR Chief Operations Officer.

“Those drivers operating under Basic Fatigue Management recorded more than 96 per cent compliance rate while there were no breaches for drivers operating under Advanced Fatigue Management.

“I would particularly like to thank the 194 officers from a variety of police, transport and workplace health and safety agencies across the country that took part in Operation Wake Up. A lot of the data was

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DIESEL July-August 2019

collected through the NHVR Compliance app, which allowed real time analysis and information to be coordinated between the NHVR and on-road officers.”

Almost one-in-five fatigue offences were the result of exceeding historical work hours, while 17 per cent were for not making a work diary entry.

Overall compliance came in at 80 per cent with 18 critical offences leading to further investigation and a further 11 severe mechanical or mass offences which required trucks to be grounded.

The breakdown of fatigue breaches found was: •1 8.3 per cent - exceeding driving

hours (historical) •1 7.9 per cent - not making work diary entries •8 .7 per cent - exceeding driving hours (current) •8 .7 per cent - not carrying a work diary •6 .3 per cent - false or misleading work diary entries Of the 847 intercepts which resulted in an offence being recorded, 497 were mechanical and 234 involving fatigue.

The NHVR point out the average stopping time for a truck which was determined to be compliant was 13 minutes, whereas the average for those where some form of noncompliance was detected was 27 minutes.

NEWS & VIEWS

ISUZU CUMMINS POWERTRAIN PARTNERSHIP Cummins and Isuzu have announced another step forward in their partnership by entering into the Isuzu Cummins Powertrain Partnership agreement. The agreement formalises a business structure for the two companies to evaluate and carry out opportunities to jointly develop and bring new diesel and diesel-based powertrains to global markets.

Through this Powertrain Partnership, Isuzu and Cummins say they share the commitment to leverage both companies’ technical strengths to develop marketleading architectures for customers around the world.

“As Cummins celebrates 100 years of innovation, we continue to look for opportunities to build global relationships with companies that share our values and our focus on innovation,” said Tom Linebarger, Cummins Chairman and CEO. “This partnership is a terrific opportunity for both companies to leverage our respective strengths and create new

opportunities to grow and broaden the product portfolio we bring to customers.”

Cummins and Isuzu committed to form an alliance board and to assign a team of dedicated individuals from each company to continue exploration of potential opportunities in product technology development, procurement and manufacturing.

“Isuzu and Cummins recognise the advanced diesel engine is, and will continue to be, an important power choice for global customers in commercial vehicle and industrial applications,” said Masanori Katayama, Isuzu President and Representative Director. “This is especially true in developed countries where power sources are used for highintensity operations, as well as in emerging countries where social infrastructure conditions are severe.”

Cummins and Isuzu have been leaders in technological innovation in complementary regions of the world. Together the

companies believe there may be opportunities to benefit from each other’s unique strengths to drive global growth.

Both companies say they will continue to innovate and advance the diesel engine in terms of power, quality, emissions and fuel efficiency and expect diesel to remain a primary power solution in many market.

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NEWS & VIEWS

THE NHVR COMES TO THE ACT

The National Heavy Vehicle Regulator (NHVR) says it will provide heavy vehicle on-road compliance and enforcement across the Australian Capital Territory from July 1. The

transfer of responsibility from the ACT authorities to the NHVR is a relatively small task compared to the transfer of the next two integration targets, VicRoads and NSW’s RMS. The NHVR’s Safety and Compliance Officers will be authorised to stop heavy vehicles to check compliance with the Heavy Vehicle National Law, driver licences, registrations and road rules.

The NHVR will also take on responsibility for issuing major, minor and self-clearing defects notices.

As a result of the changes, self-clearing defect notices will be introduced in the ACT for the first time. They will be issued for faults that don’t pose a safety risk but still need to be rectified as soon as practicable.

Access Canberra will continue to clear major and minor defects for

ACT-registered vehicles. Other responsibilities remaining with Access Canberra will be: • licensing and registration services roadworthiness checks for heavy vehicle • registration purposes • accepting payment of infringement notice penalties • sale of National Written Work Diaries In addition to these changes, amendments to legislation are scheduled to occur from July 1 2019 to have the same national heavy vehicle fatigue laws in the ACT as in QLD, NSW, VIC, SA and TAS. This means that drivers will have to comply with the maximum work and minimum rest requirements for their work and rest hour options. prescribed in the HVNL.

SMART APPRENTICESHIP PROGRAM Westar Truck Centre Derrimut says it’s one of the largest commercial vehicle dealerships in Australia, and one of the key attributes of this success of an apprentice program. The apprentice program benefits both young people and the dealership itself, by ensuring the highest levels of expertise and product knowledge are maintained to service what is an increasingly sophisticated product.

Operating since 2015, the program has around 10 per cent of Westar’s 152 workforce employed as apprentices at any given time, with a yearly intake of around eight to ten. A high number of apprentices go on to permanent long-term employment with the group.

An extended range of Certificate based apprenticeships are available including Heavy Commercial Vehicle, Trailer, Electrical and Air Conditioning Technology courses. This is in addition to the serviceoriented courses and Automotive Sales (Parts Interpreter) course offered.

Apprentices also have the opportunity to obtain specialist licenses in areas such as truck and forklift driving, dangerous goods handling and first aid.

Last year, Joshua Borninkhof, a first-year apprentice at Westar Derrimut was one of three outstanding apprentices who joined

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DIESEL July-August 2019

delegates at the Australian Trucking Association’s 2018 Technology and Maintenance Conference (TMC), thanks to scholarships from Cummins South Pacific. The scholarships are designed to recognise outstanding apprentices within the heavy vehicle industry. Joshua was selected having demonstrated a great understanding of his trade and having the proven technical skills to move on to bigger things.

In April 2019, Westar received confirmation that one of their apprentices had secured a spot to represent the Southern Region (VIC, TAS, SA) at the HVIA National Apprentice Challenge to be held at the forthcoming Brisbane truck show this week.

James Greig, from Westar Derrimut achieved a score of 123 out of 141 which earned him first place nationally. Also, Kai Lamont- an apprentice Auto Electrician also from Derrimut scored 120 out of 141 to place third nationally. There were a total of 70 apprentice entrants from across Australia.

“We’re extremely proud of what Josh and James have achieved,” said Westar Dealer Principal, Anthony Long. “It shows that the Westar apprenticeship program that we have been running for the last few years is

really working well and paying dividends.

Whilst the majority of apprentices join straight after school, Westar actively encourages all age groups to apply.

“We take the view that’s it’s never too late to enter the heavy truck industry,” said Chris Fauvrelle, Technical Training Manager.

“Jason Neto, a first year apprentice was 24 years old and had already completed a baker’s apprenticeship but then decided he had a passion for trucks. He took the chance to walk in off the street and we put him on as an apprentice.”

NEWS & VIEWS

NEW BIGGER SLEEPER FROM KENWORTH

RA3210

The new T610 1400mm aero roof sleeper is a new bigger sleeper from Kenworth.

It completes the T610 range, the 1400mm sleeper cab option is suitable for a variety of applications from single trailers to road trains and has been designed and engineered in Australia.

Following the introduction of the T610 and T610SAR in early 2017, Kenworth has progressively released applicationengineered T610 cab configurations, including the day cab, 860mm aero, 760mm mid-roof, and most recently the 600mm aero sleeper which offers room for both a sleeper and a bullbar in combination with full-length 34 pallet trailer sets within the 26m B-double envelope.

The new 1400mm aero roof sleeper will be the most spacious sleeper in the Kenworth range coming with even more interior space and in-cab standing room than its 50” predecessor.

As standard, the 1400mm sleeper comes with a 790mm inner spring mattress, and the option of a King single, which is 300mm wider than the standard at 1090mm. The upper bunk option, if selected is 100mm wider than in the 50” cab.

There are many different fit-out combinations and options to tailor to your needs, depending upon your selected bunk size. With the King single there is

rear wall hanging space and shelving.

The standard bunk comes with multiple storage tower and hanging space options.

Both configurations feature separate clean and wet storage under the bunk, provision for a stand-up fridge and shelf cavity for appliances such as a microwave, over-door storage, optional 240v electric sockets and sleeper power distribution modules, and the option of a slave air conditioning unit.

Designed from the inside out in a decadelong development process, the T610 cabin is centred on the needs of the driver and incorporates greater foot space, more storage, wider walkthrough access between the seats and more door and

windscreen glass, providing improved space, visibility and ergonomics.

“The core of the T610 project was about building a bigger cab to create the ultimate driver environment, which leads to better all-round driving performance, safety, efficiency and productivity” said Brad May, Paccar Australia’s Director Sales and Marketing. “The 1400mm sleeper cab option allows maximum living space for our customers whose applications allow it.

The Aero roof allows freedom of movement with full height standing room between the seats – and a fantastic bunk as standard that allows a quality well-earned sleep for drivers.”

NEWS & VIEWS

UD LAUNCHES THE EIGHT-LITRE QUON Following on from the success of UD Trucks’ New Quon, launched in 2017, UD launches the eight- litre Quon. The new addition to the Quon range comes after a positive reception for the 11-litre Quon in the Australian media, for example: www. dieselnews.com.au/a-true-japaneseprime-mover/ The eight-litre Quon will come in two models, the CD 25 360 and the CW 25 360, with the former being the showcase piece on UD’s stand at the Brisbane Truck Show in May. The new addition features a GH 8 engine, with a maximum output of 358hp (263kW) at 2200 rpm, with a maximum torque of 1428 Nm between 1200 and 1600rpm. The eight-litre engine makes tare 300kg lighter than the original 11-litre models, improving payload.

According to UD Trucks, the Quon has redefined the heavy-duty Japanese truck market in Australia and the eight-litre version delivers the same features and the same dependability as the 11-litre.

It’s adapted for Australian conditions and includes features such as disc brakes and longer service intervals.

UD Trucks has also designed the eight-

litre Quon to include all of the safety features included as options in the more powerful Quon. This includes: Traffic Eye Brake, UD Stability Control, and Lane Departure Warning System. The eightlitre Quon has also been designed to maximise fuel savings, including ECO mode, adaptive cruise control, and ESCOT Roll in the package.

“The eight-litre version is an exciting

addition to the Quon range that offers the same levels of drivability and safety as the 11-litre version,” said, Mark Strambi, UD Trucks Australia Vice President of Sales. “It really is a fantastic truck. Slightly smaller than the 11-litre models, it still possesses a sizeable payload, while offering operators extra flexibility through a greater load efficiency.”

AUSTROAD IGNORING INFORMED ADVICE A research project by a government agency into heavy vehicle dimensions sees Austroads ignoring informed advice. The project has neglected to take into account the findings of the expert panel inquiry into national freight and supply chain priorities.

“Last year the expert panel inquiry into national freight and supply chain priorities recommended better supply chain integration, including common standards such as the width of refrigerated truck trailers, that should align with major international partners,” said Geoff Crouch, Australian Trucking Association Chair. “However, current research work underway by government research body Austroads is exploring moving to an overall permissible width of 2.55 metres, ignoring the international benchmark of 2.6 metres, especially for refrigerated truck trailers.

“The ATA welcomes the Austroads project’s stated commitment to international harmonisation and exploring greater width, but productivity benefits and supply chain

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DIESEL July-August 2019

integration do not happen because you write it in a project brief. You’ve actually got to get the policy settings right.

“An increase in allowable width to 2.6 metres would enable refrigerated trucks to utilise thicker insulated walls without loss of payload. In 38 degrees outside temperatures, these thicker walls would reduce heat gain by 36 per cent and deliver a fuel saving of 2,500 litres per typical refrigerated vehicle per year.

“Austroads reference the expert panel finding on the need for international harmonisation on the width of refrigerated truck trailers in their own project brief, but have then proceeded to rule it out of scope. They claimed the benefits of harmonising for refrigerated trailers to justify the project, and then refuse to look at what is actually needed to achieve those benefits.”

Geoff said that the limited scope of the Austroads project would limit the findings.

“The ability of this project to contribute to

our understanding of the issues involved in harmonising vehicle dimensions with major international partners will at best be limited,” said Geoff. “This is a research project, not a policy decision, which makes it the best time to consider the issues and evidence for actually aligning with major international partners.

“The expert panel inquiry drew on 127 submissions and meetings with over 200 individuals, 28 peak bodies and 90 businesses. Austroads and its government members should actually take note of the outcomes of this consultative process, which was vastly more rigorous than the process undertaken for determining the scope of this limited research project.

“It would be disappointing if the commitment of governments to delivering a freight strategy, improving productivity and supply chain integration was to fall at the first hurdle of just researching what was actually recommended by the expert panel inquiry.”

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OPERATOR PROFILE

QUICK AND SMART OUT When times get tough and businesses need to readjust, it pays to be quick and smart when doing business in WA. Tim Giles talks to Kwik Logistics owner Craig SmithGander about his growing diverse business in the west.

E

very road transport business is different and most operators come up with different solutions to similar problems. Sometimes it is easier for someone who has come from outside the industry to come up with innovative solutions, because those who have been embedded in the industry all of their working lives may not be able to see the wood for the trees.

Kwik Logistics is a company which has grown consistently over the years. It has been developed by Craig Smith-Gander who comes from a varied background and not one steeped in the traditions of the trucking industry. He is a pragmatic man who seeks practical solutions to specific problems and then goes with it.

His life experience started with 10 years as an officer in the infantry before moving into a a major construction business for a period, and then working in banking and finance.

When Craig was looking for a new challenge he came across a small crane hire business and this was the base from which the Kwik Logistics organisation has grown. In 2004, Craig bought into a business called Kwik Transport and Crane hire. It was a relatively small business but the books looked good and Craig decided to give it a go.

“I had spent a decade working in banking and finance and felt that I had run my race there, and was ready for something new,“ says Craig. “I was looking for something industrial and if you think back to that time in Western

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DIESEL July-August 2019

Australia, you could see the two things that were coming: the LNG and iron ore expansions.

“I had in mind a business which had exposure to transport in the north west. So therefore, I bought a local crane and transport company. We built that business up over 10 years and got it to a solid position in the local economy. We managed to ride out the boom years quite well and as the boom wore off, I became aware of Jonesway, a company which was in significant difficulty. It was overcapitalised and the workflow had dried up.

“We managed to buy the assets of the business and help them to avoid some issues. Unfortunately, the workflow we thought was there was not. As a result, we have collapsed the business down and it is no longer the size it was in the past.

We have developed it in the past few years to meet the demand.”

WA has been through a significant recession in the past few years meaning businesses like Craig’s handling crane hire and transporting heavy movable buildings Transport has seen reduced activity. Now the business is beginning to expand again. The former Jonesway business had been almost exclusively based on modular building transportation.

Kwik Logistics has retained all of the trailers used for that kind of work but the business has got rid of most of its prime movers.

“We have moved from a hire purchase financed vehicles business to a leasing

Craig Smith Gander and his son Gordon.

OPERATOR PROFILE

WEST

www.dieselnews.com.au

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OPERATOR PROFILE

model because you have a better handle on what are the overall costs of your vehicle,” says Craig. “Because we have got to the point where we have a good relationship with the Penske Truck Leasing business we know we can get the right vehicles when we need them.

“Last year we had a very big project in South Australia, transporting buildings being built by our customer here in Perth to a mine site in SA. There were a significant number of moves over a significant amount of time. We did use some subcontractors but we mainly increased our capability by using rental trucks to meet the demand.”

The business owns around 30 large house floats which are the most important part of the business’ equipment. Kwik specialises in moving buildings with concrete-based floors, which are particularly heavy and need specialist equipment. Because the buildings are so heavy, they need to be jacked into position, which is a highly prized skill, but one which was at the core of the Jonesway business before Kwik Logistics came along.

The buildings are jacked up on custom built hydraulic lifts for the trailer to reverse in under, before they are lowered down onto the trailer bed. The process is then repeated at the site for the end-user.

“We need to retain a core group of experienced drivers,” says Craig. “It’s

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DIESEL July-August 2019

a bit different than just hiring a truck and getting a casual driver in. You’ve got to have a core group of people and then you have to be able to blend that in with additional human resources when you need them. You’ve got to have subcontractors, who can bring the trucks along or you have to have a pool of casual drivers who can be brought in to help out.

“Luckily, we have a good group of people who do other work but are able to come in and help. We have what we call ‘team leaders’ who supervise all of the work and when the jacking is done they are controlling it, they are managing it.

“It’s because this is a specialist business, a project-based business. The economics of running this business is very different from someone who is running line-haul freight, where you have a very good understanding of what you need on a day-to-day basis. Our customers will often give us two weeks notice of major moves, so we can’t have 30 trucks and 30 drivers waiting around fiddling their thumbs, waiting for someone to come along and turn them on.”

Instead, Kwik Logistics have developed a model which has a low fixed cost base and can access people and materials at short notice when required. There are now only 12 people working on the transport side of the business. All up, over the three sections of the business, which includes crane hire, traffic management and moving buildings, there are just under 100 permanent employees.

The business owns around 30 large house floats which are the most important part of the businesses’ equipment.

Because of the crane hire side of the business there is already a great deal of capital tied up in some rather expensive cranes. Being able to avoid even more capital equipment by using a leasing option for prime movers does allow Craig a little bit more flexibility and a little less exposure.

On an ongoing basis Kwik Logistics has at least four or five trucks in regular weekly work around Perth moving buildings and other items for customers.

Having a crane hire business also as part of the operation, it is not unusual for a construction project to require cranes and heavy haulage equipment to move construction materials or building modules in and out of sites.

One of the emerging trends in the construction industry in Perth is the use of prefabricated modules in residential buildings. This means less disruption and time on site but the factory built housing module needs to be moved from the place where it was constructed to the site on which it will be set. Often these kinds of jobs can involve Kwik supplying crane, transport and traffic control for the same customer at the same time.

“When I bought the business, I could see there would be good deal of crossover between the crane business and transport business, and this has proved to be the case,” says Craig. “We’re also moving a lot of school buildings. It all happens in school holidays in a big rush. That’s a great example of where the two facets of

OPERATOR PROFILE

the business works well together.

“Before we bought Jonesway, our crane business was 90 per cent of our business.

Now, since we have developed the house moving business it represents around 40 per cent of our turnover.”

While a big part of the business is moving modular items around, Kwik still have to send the odd road train to the Eastern States, so it is exposed to the National Heavy Vehicle Regulator. The company needs to manage fatigue but when it is doing this specialised transport in WA they have to travel in daylight, between sunrise and sunset.

“Typically, you’re going to be under escort, but not always,” says Craig.

“You’re going to be travelling no more than 80 km/h. Fatigue management is an interesting subset when you’re travelling in convoy in three large vehicles with escorts front and back.

Fatigue management is probably not top of the tree for us, because of the nature of the work.

“Access is not such a big issue in the West, either. Main Roads in Western Australia are an effective organisation and we have a very good relationship with them, as do most heavy haulage people in the state. They are very efficient at providing us with permits, remembering most of our movements, especially the long-distance ones, are on state roads and so the local councils are not involved.

“However, local government

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DIESEL July-August 2019

intervention in transport matters by levying quasi tolls is becoming a problem. The Western Roads Federation, which I happen to be the chairman of, is extremely active in making sure that the state authorities are aware of what local government has been trying to do.

“It doesn’t just happen in the metro areas, it is also happening significantly in regional areas. Local governments see the mining industry, in particular, as a cash cow, and they then try and charge them access fees on local roads to mine sites, which can be incredible amounts

of money for the local government. On the other side, it can also be a large cost to the mining or the transport company involved.”

The Western Roads Federation has been in existence for two years. It came into being after the WA Road Transport Association dissolved and there was no longer an employer body representing transport businesses. Craig and three other transport operators put some money in to get it started and it made it a proprietary company in order to limit liabilities.

“We have grown the membership base, we have employed in executive officer and we’re now going through the process of turning ourselves back into an association,” says Craig. “We have an appropriate constitution and we are appointing directors and that sort of stuff. We saw a hole in the need for representation and the Western Roads Federation has gone from a position of nothing to a very strong position in the industry in a very short period of time.

“Our executive officer, Cam Dumesny, has been very effective in communicating with government, the Transport Workers Union and all of the other people involved with the sector. We are trying really hard with all of the different groups. We have to engage with people who are traditional transport operators, but also those who have very large exposure to transport through the vehicles they are running or the roads that they are using. We are trying to adopt a strategic approach to

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OPERATOR PROFILE

transport as opposed to just looking at what’s important to the bloke driving up and down the road.

“There are some bigger problems, which if they can be fixed, will benefit everyone on our roads. There is a particular rail focus for the state government at the moment. We have to convince them, as you do with all governments, that roads are worth investing in. Not just to reduce congestion in the morning and the afternoon peak hours.”

Craig reckons some industry associations are not looking at the problem in a strategic way and only concentrating on individual operators. He also asserts they are ignoring the global element of what trucking does for the economy, with an impact on the economy which is substantial and occurs with no government support.

“We as an industry need to challenge ourselves to be able to have the right conversations with government and the people to understand the value we bring to their lives,” says Craig. “The

Often these kinds of jobs can involve Kwik supplying crane, transport and traffic control for the same customer at the same time.

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DIESEL July-August 2019

“WE AS AN INDUSTRY NEED TO CHALLENGE OURSELVES TO BE ABLE TO HAVE THE RIGHT CONVERSATIONS WITH GOVERNMENT AND THE PEOPLE TO UNDERSTAND THE VALUE WE BRING TO THEIR LIVES.” WRF is trying to work in a partnership as opposed to working in an adversarial kind of way. By adopting that perspective we have achieved a very good hearing from government advisors, the bureaucrats and the government itself.”

One of the ongoing issues for Western Australia is the pressure from the Eastern States for the West to become involved with the Heavy Vehicle National Law and, therefore, come under the jurisdiction of the NHVR. Major issues like both fatigue and accreditation have been stumbling blocks in the past and will be in the future.

“I think there is a broad degree of ignorance on the East Coast of Australia about what Western Australia is and what it is all about,” says Craig. “To the

point where people don’t even know the timezone over here. As a West Australian you just shake your head with the complete lack of understanding of what happens in a third of the country.

“That’s why the NHVR just doesn’t work in Western Australia, because it’s just about the Hume Highway and the Princes Highway, those sorts of routes.

It’s not about somewhere where you can’t stop every two hours, because there is just nowhere to pull the truck over.

“However, the WRF is actively engaged in the process, alongside all the other state associations is engaging with the National Transport Commission as it goes through the program to reform the HVNLs.”

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RURAL TRUCKING MATTERS

TRUCKING OUT WAY TEMORA

Running a Grain Cartage Business in Country NSW is hard enough, but Steve Davidge also runs a horse breaking and training business at the same time. Tim Giles pops in to see the operation in Temora.

T

emora sits at the crossroads of the Goldfields way, between West Wyalong and Wagga Wagga, and Burley Griffin Way, between Yass and Griffith, in the rural heartland of New South Wales.

Steve Davidge and his wife Sam run a small operation from a modest yard on the edge of town. Typical of transport businesses in the area, their operation serves the agricultural industry with sets

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DIESEL July-August 2019

of tippers geared to handle the cyclical changes of location and product as the seasons change.

The Davidge business was formed in 1970. However, the family had been running some trucks for some time before. Originally, the family business was based on the south coast of NSW at Moruya with Steve’s father and grandfather hauling for the logging industry.

The basic business started off just carting logs, but was extended after 1975 when they began to handle general haulage, in and out of Sydney, up and back from Moruya.

At that time there was also a growing demand for grain in that area and they began to bring grain from inland NSW back down to the coast. The grain was being moved on flattop trailers, tippers, at the time, were a rarity. Sheets were

RURAL TRUCKING MATTERS

laid on the bed and over the gates, then the grain was shovelled into place.

“The work was fairly labour-intensive,” says Steve, dryly. “You couldn’t get a driver to do that sort work these days. I remember, when we were kids, we used to go along and help father unload oats at dairy farms with a shovel. The best part of it was when you got finished, they would give you a litre of milk to drink.

“As the grain got busier, Dad just moved out here to Temora. We moved here about 34 years ago, and we just went on growing, bought a few tippers and continued to grow. The business eventually built the fleet up to about 10

Mack trucks. We had a combination of Superliners, a ValueLiner and the rest were Ultraliners.

“Dad always had Macks, so when we took over, we bought three of the trucks and then bought another one a few years later. Since then we have traded two of them in on new trucks.”

The couple had taken over the family business in 2015. The two new trucks included in the fleet are Superliners, with MP10 engines and 685hp under the hood. The cabins are a new 60 inch sleeper design which has come out of the Mack system and was one of the first to become available in Australia. With

the slightly longer wheelbase, it means the trucks also have to be fitted with an extra long driveshaft, something which is a little out of the ordinary for Mack truck buyers.

Steve had been driving trucks for his father as soon as he passed his truck driving test. Later on, he began a career as a commodity trader in the agricultural industry. Later, Steve also spent quite a few years working as a fly in fly out logistics manager for an operation laying gas pipelines across Western and Northern Australia.

“I miss hearing the air starter on the old Macks,” says Sam.” They’re not quite

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RURAL TRUCKING MATTERS

Steve Davidge and his wife Sam run a small operation from a modest yard on the edge of town.

the same now. We used to be able to hear them from home and you would know that’s someone was off up the road.”

The company run four trucks these days, all of them Macks, of course.

The trucks run predominately as B-Doubles, but the operation does run two of them as double road trains in the busy season. One of the busy periods is the gypsum season, which runs out of Balranald, delivering into the local area. Then there is the series of harvest periods around the state and interstate.

“When the season is right and things are going well, we usually start up around the Queensland border,” says Steve. “We will send three or so trucks up there and then they will gradually work their way back down as the harvest moves south. We will haul down to the ports when the fertiliser is on and there’s grain to go there. However, there hasn’t been any this year, there’s nothing moving.

“It’s going the other way this year, grain’s coming out of the ports into our

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DIESEL July-August 2019

“DAD ALWAYS HAD MACKS, SO WHEN WE TOOK OVER, WE BOUGHT THREE OF THE TRUCKS AND THEN BOUGHT ANOTHER ONE A FEW YEARS LATER. SINCE THEN WE HAVE TRADED TWO OF THEM IN ON NEW TRUCKS. THEY HAD TAKEN OVER THE FAMILY BUSINESS IN 2015.” area. We have still been very busy this year, hauling grain out of grain stores and into feedlots and the feed mills. Later in the year, it might be different story.

“In a normal year, we would be hauling grain to Melbourne, Sydney and Newcastle, and then bringing fertiliser back. Last year was a little bit lean, but we got through okay. This year is even leaner, so it’s probably going to be an even bigger struggle.

We might have to look at a different set of trailers or something like that.

“I remember, years ago, Dad got hold of some curtainsiders and started running them for another company to keep the wheels turning. It wasn’t a great

money spinner but it kept things rolling along before the grain came back.”

The two newer Macks went to work in Western Australia as road trains in the lead up to the Christmas period in 2018. This was a time when the harvest was going well over there and work was quiet in NSW. The drivers simply drove over there and stayed in WA for the two month period.

FLEXIBILITY IN THE FLEET The double road trains run at 36 metres and to run through to Temora the trucks have to be on mass management and use triaxle dollies and run with road friendly suspension. The business has two road

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RURAL TRUCKING MATTERS

train sets, but the operation can run with three B-doubles and one road train, if needed. When there is no road train work one truck will work as a single.

One of the B-double sets has a trailer which is fitted with a sliding triaxle set, so that it can be used either in a B-double or in a road train. Steve reckons the flexibility introduced with the sliding triaxle could be introduced into the rest of the fleet to improve flexibility to cope with changes as workflow goes up and down.

“They have opened it up in a fair few spots for road trains now,” says Steve.

“We have also been able to get permits through the National Heavy Vehicle Regulator to get around town here. If we are taking gypsum loads to a particular place all of the time, then we will push to get a permit into there. They have opened the roads up now over to Wagga Wagga. Things are getting a lot more user-friendly.

“We put in applications and the Roads The cabins are a new 60 inch sleeper design which has come out of the Mack system.

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DIESEL July-August 2019

“IN A NORMAL YEAR, WE WOULD BE HAULING GRAIN TO MELBOURNE, SYDNEY AND NEWCASTLE, AND THEN BRINGING FERTILISER BACK. LAST YEAR WAS A LITTLE BIT LEAN, BUT WE GOT THROUGH OKAY. “ and Maritime Services (RMS) will come out and have a look to see whether they will allow the permit. We got knocked back over a couple of corners with our road trains last year. There were a couple of T-intersections which weren’t good enough.”

The gypsum work is all road train work. Often they will have to pull into the yard, drop a trailer and then deliver each one as a single, in areas where there is not enough access for a double. There have been steady if slow improvements in the access available to the bigger road trains.

“Having to drop trailers and run them

in as singles is very time-consuming and fuel burning,” says Steve. “Our double road train it’s probably only about 28 metres long anyway, and the B double can run through these routes at 26 metres. To the public’s eye there’s not much difference between them anyway. It wouldn’t look any different.

The road trains with triaxle dollies track pretty well.”

The business has looked at running larger combinations under the intelligent access program, but found that the benefits did not outweigh the costs of setting the whole thing up to the business.

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RURAL TRUCKING MATTERS

KEEPING AN EYE ON THINGS The Davidge Transport fleet uses the Dynafleet option, available in the Mack trucks for some of its tracking and telematics needs. Steve admits that the company doesn’t need a lot data and it’s probably underutilising the data which is available to them.

With the advent of the new trucks fitted with MP 10 16-litre engine and the M-drive AMT, Steve has used the Dynafleet monitoring of the trucks to track how well the drivers are coping with the new gearbox.

“Because the drivers hadn’t driven the AMT trucks, weren’t used to them and they don’t need to drive them like they used to drive a manual trucks, we had a Mack bloke who actually came down, jumped in the trucks and went out with them,” says Steve. “The information can be brought up in the Dynafleet and actually shows you how they are performing.”

Steve reckons the drivers did get something out of the exercise and he could see the change on the Dynafleet after the drivers had been taught how to use and drive AMT properly. One driver The truck maintenance for the business is handled by a subcontractor, Jason, who dedicates several days a week to the Davidge business.

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DIESEL July-August 2019

in particular seemed to get the message straight away and improved in all four sectors in which the system monitors each driver.

“We’ve always had three drivers who have stuck with us for a long time, but the fourth driver has been difficult to find and we have them coming and going,” says Steve. “We have also had a few casual drivers, but they are all cocky’s sons and so when spray time comes around they’re not available.”

Steve himself does not drive any of the trucks full-time. Instead he spends some time running the trucks around locally, when needed. The family run a couple of businesses so he has to divide his time between the two. They also run a horse breaking and training business.

Steve says he is often out on horseback, with a phone in hand talking to road transport customers.

The truck maintenance for the business is handled by a subcontractor, Jason, who dedicates several days a week to the Davidge business but also works for others on their trucks. The two new Mack Superliners are still under want warranty and get serviced at the

local Mack dealer in Wagga.

The operation is also in the National Heavy Vehicle Accreditation Scheme. It runs on standard hours, Steve says there is a certain amount of work which needs to get done in a week and the drivers can manage it without being pushed too hard.

The system seems to work for them.

RURAL TRUCKING MATTERS

HEAVY VEHICLE CHARGING REFORM: THREAT OR OPPORTUNITY? Heavy vehicle charging reform is a major threat and opportunity for rural and regional road transport. The decisions made by Australian and state and territory Governments over the next 12 months could reshape the way road infrastructure is delivered, the way decisions are made and the amount you pay to use the road.

B

ack in 2014, transport ministers rejected a National Transport Commission recommendation to reduce heavy vehicle registration charges by 6.3 per cent and to reduce the Road User Charge by 1.14cpl. Since that time, heavy vehicle operators have been cumulatively over charged more than $1bn. That’s, One. Billion. Dollars. Taken from your pocket and not spent on safer or more productive roads.

Rather than adhere to fair cost recovery principles under the current PAYGO charging model, ministers instead decided to change the rules.

Not only do ministers hate charging systems that can result in tax revenue going down, they are also worried about a shift towards electric vehicles that do not pay fuel taxes at all.

So, what is the alternative?

The most likely replacement charging system will be a telematicsbased distance charge.

Right now, governments are embarking on small scale trials of around 50 vehicles to test the reliability of current telematics systems for charging purposes. Next year, a trial will commence involving up to 1,000 heavy vehicles. In both trials, participating operators will supply information to government. Government will crunch numbers behind the scenes and supply a mock bill to the operator that compares charges under the current PAYGO model and the alternative model.

If the total heavy vehicle revenue target remains the same, distance-based charges will mean that trucks travelling longer distances will pay more, while trucks travelling shorter distances will

“GOVERNMENTS HAVE ACCEPTED OUR VIEW THAT THEY HAVE AN OBLIGATION TO RURAL AND REGIONAL COMMUNITIES TO PROVIDE AT LEAST A BASIC LEVEL OF ROAD INFRASTRUCTURE. WITHOUT ROADS, THESE COMMUNITIES CANNOT RECEIVE ESSENTIAL GOODS AND SERVICES AND WOULD HAVE NO ACCESS TO EXTERNAL MARKETS FOR THEIR PRODUCE.” pay less. If the revenue target increases, everyone will pay more.

Distance charges might be a good thing if you are an owner operator who can only drive 12-14hrs per day.

Companies that are ‘hot seating’ trucks almost 24/7 might get a rude shock when their first distance-based bill comes in.

However, this is bureaucracy we are talking about so, of course, it is not that simple.

The idea behind direct user-pays charging is that charges should be based on the cost of providing the road asset and the service level provided.

And therein lies the catch for rural and regional transporters.

You are not exactly receiving excellent service on a dirt track or narrow, potholed, bitumen are you? So, you might expect to pay less. Well, according to some government economists you should pay more.

Why? Because if you are the only one using the road, then you get slugged with the full cost. On better roads with more traffic, distance-charges might be lower.

Fortunately, the Australian Livestock and Rural Transporters Association (ALRTA)

and our six state associations are following this issue closely and fighting to ensure that rural and regional Australia is not disadvantaged.

Governments have accepted our view that they have an obligation to rural and regional communities to provide at least a basic level of road infrastructure. Without roads, these communities cannot receive essential goods and services and would have no access to external markets for their produce. The burden should not fall on trucks to provide basic roads. AustRoads has produced a report exploring technical options for calculating a ‘Community Service Obligation’ for roads – but again, it is an economist’s paradise with no clear answers.

Ultimately, it is elected federal, state and territory governments that will make the final decision about heavy vehicle charging options on rural and regional roads.

ALRTA will make sure they know how the options under consideration will affect you and your communities.

Author – Altra Industrial Motion

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31

CONNECTED TRUCKS

The Future of the Black Box Truck development is at a tipping point, in electronics terms. Black boxes have been added to the cabins and now it’s time to integrate the functionality into a single system.

Tim Giles talks to one of the suppliers of these systems, Directed Technologies.

A

s the pace of development of electronics continues to increase many truck cabins are becoming crowded with little black boxes. In the next stage of development of telematics and safety electronics the proliferation of black boxes is set to decrease as all of the functions become part of a single platform.

Telematics and electronics in trucks have come a long way in the last 20

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DIESEL July-August 2019

years. Over that time, the electronic system throughout the entire trucks has become digital. Trucks now use a CANbus throughout the vehicle to power and control everything from tail lights, to engine mapping to refrigerated trailer temperature. Add to this, the fact that most of this data is also being streamed back to base at a steady rate so operators and customers can see what the truck is doing and how it is performing.

We don’t actually have a name for the units which are being placed in new trucks today. Originally, it was the radio and then it was the entertainment system with CD player and then it became a navigation system as well. At this point it was called an AVN, audio-visual navigation. Now it is becoming so much more than what was essentially a double DIN-sized black box in the middle of the dashboard. On the new Hino trucks the unit is being called the multimedia hub.

CONNECTED TRUCKS

integrated options, which remained inflexible in their parameters and didn’t offer much bang for your buck in the Australian context.

Coming in later, with a more targeted and task specific set of products, were an array of technology providers able to jump on the electronics revolution and offer specific telematics tools, like satellite tracking, reversing cameras, dashcams, navigation units, mass monitoring and so on. Add to this the Intelligent Access Program systems and it became possible to fill the truck’s dashboard with black boxes and wires.

The trucking industry does not require the kind of electronics which is being built into modern cars. Anything that is in truck needs to have more of a fleet focus as it is a business tool. As a result, the trucking industry is looking for something else and, especially if they have a wide variety of brands in the fleet, they’re not likely to buy into a brand’s system which blocks others out. What they are looking for is for the truck manufacturers to offer a more open system which will interact with the other trucks in the fleet, as well as with their business systems and back office.

GETTING CONNECTED Diesel talked about this topic with one

This may stick, it may not.

The point at which it was clear that telematics were going to become a standard fitment in every truck, was when the Japanese truck manufacturers announced, one after the other, that every new truck would have some form of telematics hub included. Although the systems were quite rudimentary, in modern terms, the basic concept created a pathway to integrated electronics.

Telematics has been around for a long time and has had the power to provide a lot of data to the operator and help the driver in their daily tasks.

However, the first systems to come online were expensive European-based

of the suppliers of this latest generation of black boxes, Directed Technologies.

The company is one of several looking to fit electronic platforms into trucks, which can be fitted to the truck before sale and then be loaded with customised application software, after sale to a particular customer. Directed already supply such a system to Hino and Mercedes Benz and a similar system is on offer in Isuzu and coming on stream in other brands.

The basic concept is a double-DIN unit in the cabin which will run the usual stuff like radio, bluetooth phone connection, navigation, and reversing cameras, but will also include much more. The basic system runs on the Android platform used in many smart phones.

One of the fundamental parts of these new systems is that they are simply an operating system onto which you can load applications. However, it will not be possible to download apps from anywhere. Instead there will be a curated app store where vehicle specific

apps can be developed and certified as suitable by the supplier of the black box involved.

“If we don’t curate the apps in the system then you will get people watching Netflix while driving along and using Google Maps and hitting bridges,” says Brent Stafford, Directed Technologies Executive Director. “We need to make sure we’re getting the safest systems out there. If it is not curated, you will get people trying to press small buttons while driving along, which is unacceptable. The environment in which you control the apps with things like voice commands needs to be carefully controlled.”

This opens up a much wider usage of electronics in the truck cabin. It will be possible to develop and load up a dispatching app or an account invoicing app, if an owner-driver wants to run their entire business from the cabin of the truck. One recent request was for an app to be used to control the power take-off (PTO), for example.

With the addition of an electronic driver tag it is possible to fully customise the user experience of the black box to the individual driver and also allow their records and preferences to move from truck to truck. The system will be able to interact with the driver and with the other truck systems. When approaching a delivery point the system could automatically alert the customer to the vehicle’s arrival for example. All of the training and inductions required by the driver for any particular task can be included and displayed.

Another area of functionality which will further extend the capabilities of these kinds of systems will be sensors which can be placed in different parts of the truck and connected to the CANbus.

This could mean temperature sensors in the load space, load sensors on the suspension, loading dock sensors, air freight ULD sensors and any other sensor which can be thrown at the freight task.

It would also be possible to develop an app for a freight forwarding service and contractors who could bid for a job live on the seven inch screen in the cabin. The system will be able to connect to the Wi-Fi at the truck’s base or a customer’s facility. It can also connect via a sim card in the truck or be tethered to the driver’s phone.

“We wanted to make a system that

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33

CONNECTED TRUCKS

Brent Stafford, Directed Technologies Executive Director and Mark Whitmore, Directed Technologies Head of Business Development.

could breathe with the requirements of the market,” says Mark Whitmore, Directed Technologies Head of Business Development. “The transport fleet sector has so many different individual requirements. A flexible system like this enables the truck manufacturer to offer a system which can be tailored exactly to the needs of the customer.

“There’s such a profound change coming through, as people decide to digitise their business. We were thinking about how we could create a system in-vehicle where we could plug into that new thinking, in a way that maybe hadn’t been thought of before. The multimedia hub we are fitting in the Hino range has been designed as that.”

The possibilities for the future are endless. It would be possible for a driver to finish a day’s work and use a system like this to access Netflix to watch the latest episode of their favourite TV serial.

Then the system could log onto Uber Eats and get some food delivered to the truck.

At the moment, digital assistants like Siri or Alexa are not available, but they cannot be far away. Voice to text and text

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DIESEL July-August 2019

to voice software is developing fast in the current electronic climate.

Larger fleets already have very sophisticated backend and business systems and do not need another sophisticated telematics system in the truck which replicates what they already have. More important to them would be using the system to monitor everything in the truck and send all of the data required down a pipe into the existing business systems. In the opposite direction the data flow could include work instructions, training and so on.

“For safety packages these kinds of systems may leave the fleet manager more exposed,” says Brent. “So, it will not be a matter of the system giving the performance data to the fleet manager.

It will be the system recording that it has identified a safety issue and then it has communicated this to the driver. It has closed the loop, as it has offered a relevant training package, the training has been done by the driver. It won’t even tell that to the fleet manager because the procedure has taken place. If the driver doesn’t do the training package or continues to do the

same thing, only then does the system inform the fleet manager of the issue.”

STARTING WITH THE TRUCK MAKERS These black boxes need to connect to the CANbus on the truck and, in some instances the truck maker will only allow certain amount of limited data to be used. Over time they will be opening up this channel to systems like the one on offer from Directed to get full value from it. Some of the truck manufacturers are on board with this already, while others are a lot more secretive about the data being produced by their trucks’ systems.

“The truck manufacturers themselves are now dealing with their own mixed fleets,” says Brent. “Volvo is one example.

I’ve got trucks from Europe, I’ve got trucks from Japan and some Japanese manufacturing is now happening in Thailand. Now they are very different platforms, different engine management programs. There is another level of complexity. You can have three separate platforms multiplied by 300 different use cases, plus much more.

“They still need someone, locally in

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a market like ours, who can understand the complexity and deal with local issues to suit local conditions. That needs to be done either at the device level in the vehicle or the cloud level.”

Another major development which is gaining pace among the truck manufacturers is to open up their existing telematics platforms to enable the telematics in the fleet to communicate across brands and not be locked into a particular brand’s telematics system.

“In the past, the truck dealer was able to sell the correct solution to the correct customer, but they can’t sell connectivity,” says Mark. “The market needs have changed, so who is the customer going to go to solve the problems? The dealer network is not keeping pace with the changing market. In my opinion, the truck manufacturers need to develop specialist dealerships, like the way that telcos set up separate shops to help small businesses.”

Another factor which will increase the amount of functionality for these new systems will be as truck engines migrate from Euro-5 to Euro-6. The level of data available from the CANbus in a Euro-5 truck is quite high, but the amount is multiplied many times in the Euro-6 powered trucks. This means there is more data, which enables systems to more closely monitor things improving functionality.

CONNECTIVITY AS A SERVICE “Data going back to the cloud can also be retransmitted for something like a rollover report, it can be live on

The basic system runs on the Android platform used in many smart phones.

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DIESEL July-August 2019

Electronic platforms can be fitted to the truck before sale and then be loaded with customised application software.

the platform,” says Brent. “It can be transmitted to other trucks in the area.

It’s really just a data pool, and like we see with something like blockchain, it’s all about how you can share the data between the platforms.

“Where there is value to share, like with safety data, it doesn’t really matter about the technology. It’s all the same, whether it’s LTE, 5G or the vehicle to vehicle to infrastructure communication, dedicated short range communication like tolls and 5.8 GHz technology, it can be quite neutral. The key is that you transmit the data quickly, receive it quickly and make better

informed decisions.”

It can get even more sophisticated where the system can be instructed not to give the driver any messages when they are going around roundabouts or when the vehicle is braking, in order to reduce distraction at the most critical times.

When these new systems eventually come onto the second hand market the telematics is still useful. It may have come out of the Woolworth’s fleet and their dispatch app can be removed, but it could easily be loaded up with an app for a different dispatcher.

“We are giving the truck manufacturer the ability to further personalise the truck in the same way as they do when they fit a particular body type onto the chassis,” says Mark. “So, we can add something like the Aldi despatching app into the system. There are some really intelligent things we can build into it.

There is no reason why these couldn’t become tolling platforms. The system could be used to pay for fuel or pay for parking, all of those things which waste the driver’s time.

“I can say categorically that in five years time telematics will be standard on all trucks. They’ll be using it for service delivery to the customer. There will be a much more sophisticated telematics offering through truck dealerships.

Things like temperature sensors, weigh in motion, trailer trackers will be normal on all vehicles.”

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DIESEL July-August 2019

BRISBANE TRUCK SHOW

CK INDUSTRY

ISBANE E

very two years the Australian truck industry is back in Brisbane for the biennial Brisbane Truck Show (BTS) at the city’s convention centre. This year has seen a wide range of trucks, old friends and plenty of interesting developments.

The truck industry is going through yet another period of radical change.

From the year 2000 to 2010, we saw a series of technological leaps unveiled at the show, as a series of new engines were introduced to meet the changing levels of exhaust gas emissions limits. These technological advances were then being displayed every couple of years.

The period from 2010 to 2020 has not had any changes in exhaust gas emission rules, but it has seen an explosion in the development of electronic technologies, safety technologies and increased connectivity in and around trucks.

Now, we also see a sharply increased interest in electric trucks and other alternative ways of powering freight vehicles. The march of technology continues apace, but it’s the technological field which has changed.

This year’s BTS was no exception.

By the time the show wound up on Sunday afternoon there had been an almost 10 per cent increase in patronage through the doors of the Brisbane Convention and Exhibition Centre.

“It’s been an amazing experience to

join the organisation in the lead-up to this event and it’s so gratifying to see the way it is supported by our members and the broader heavy vehicle industry,” said Todd Hacking, Heavy Vechicle Industry Association CEO. “Attendance was well up on the last show with 36,921 recorded coming through the doors across the four days.”

The 2019 truck show featured a number of new initiatives, with the addition of the new umbrella event, Australian Heavy Vehicle Industry Week.

“So many of our exhibitors are already holding dinners, drive days, factory tours and other activations around the city, we saw this as a great opportunity to help them leverage those investments,” said Todd. “The displays in Queen Street Mall by the Daimler Group and in Reddacliff Place by the Volvo Group are two great examples.

“With the support of the Queensland Government and the City of Brisbane we were able to bring that life in a variety of other ways too. We were able to open up Mt Cotton testing and training track for use by our exhibitors and stakeholders.

“NatRoad brought their national conference to Brisbane as a brilliant value-add for attendees. The South Bank Roadhouse has been a great addition to the show, allowing our exhibitors to expand beyond the walls of the BCEC and showcase their vehicles and their values to the broader community.”

www.dieselnews.com.au

39

BRISBANE TRUCK SHOW

A CLASSIC RETURNS After being unveiled at last year’s MEGATRANS exhibition in Melbourne, the Diamond Reo truck range appeared in its reincarnated form at the BTS. Ivan Vodanovich was assembling Diamond Reo trucks in Melbourne in the 80s and has been involved in reviving the brand based on the China-sourced SAIC truck range.

FOTON’S RETURN The Foton trucks introduced to the market earlier this year made their first appearance at BTS since the company relaunched as a factory-owned importer of Chinese trucks.

Four examples were on display at this year’s BTS – an 8x4 rigid and a 6x4 prime mover using the same shape as the models displayed in 2018. The novelties were a new a prime mover, which bears an uncanny resemblance to the MAN cabins of the past, and a smaller 4x2 model, set up as a local delivery truck.

TATRA TO EXTEND RANGE Long known as an importer of heavy duty all wheel drive trucks with an innovative chassis design developed to enable the heavy duty trucks to access any ground conditions. The brand has recently moved to using cabins sourced from the Paccar organisation, DAF cabins. The next stage in the company’s development will be to introduce some lighter models aimed at more general applications where all wheel drive is necessary in different industries around Australia.

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DIESEL July-August 2019

ELECTRIC VISION OF THE FUTURE After making a number of successful deals in the US, SEA Electric was back on home turf at the BTS showing off its 100 per cent electric vehicles including a garbage compactor, as well as an Isuzu display model, demonstrating the driveline components in the engine bay and between the chassis rails. More of SEA’s work could be found at the Isuzu stand further down the hall, as part of the company’s collaboration with Isuzu in Australia.

At the BTS, SEA was joined by several others drivetrains using electricity as a power source, from Dana, who have entered a licensing agreement with SEA, but also Fuso, Cummins, Meritor.

BRISBANE TRUCK SHOW

NEW MODELS FROM KENWORTH AND DAF It is looking like being another big year for Kenworth and DAF, with two new models, the T410 and T360 on the conventional side and assembling more DAF trucks in the Bayswater plant.

The new models showed important enhancements, from improvements in visibility, application flexibility through shorter bumper-to-back-ofcab length, better performance and driveability. New exterior and interior styling, improved safety features and a range of available options, optimise the trucks for any application.

DAF’s CF85.510 is the model now being locally assembled in Australia, allowing higher levels of customisation through local engineering input and local parts sourcing. Also two new DAF Euro 6 truck models, the LF260 12 tonner and the LF290 18 tonner 4x2 cab/chassis models, which were introduced to the Australian market in late 2018, aimed at the local distribution market.

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BRISBANE TRUCK SHOW

VOLVO’S BIGGER CAB AND DOUBLE CLUTCH The two stars leading the Volvo Trucks stand were the recently released XXL cabin and a model showing off the dual clutch now being offered as an option on some models in some applications.

To achieve the extra space and create the XXL cabin, Volvo has re-engineered the XL Globetrotter cab, moving the rear wall back 250 mm. Volvo tell us the XXL cab has a bed 130mm longer and 250 mm wider than in a regular Volvo FH, providing extra space to stretch out.

The bigger size bed also has a new innerspring mattress with a pillow on top of every spring unit and an adjustable reclining section that adapts to the shape of your body. There’s also the option to equip the cab with a second upper bunk.

For more on the Dual Clutch system now available see page 52 in this issue with a test drive report on its performance.

FOLLOWS THE PERFORMANCE LINE A new truck on Australian roads this year has been the MAN XXL cabin powered by the 640hp version of the D 38 engine. The introduction of the new model is reflective of MAN’s ongoing growth in the Australian truck market. Lifting the horsepower rating available from the D38 engine from 560hp to 580hp has given sales a fillip, and now the even more powerful 640hp version is coming online making the brand more interesting to the owner/driver market.

MAN also had its new Performance Line cab offering on show, where all of the comforts of the modern cabin are featured in an XXL cab.

After many years where the all wheel drive business predominated, the more powerful engine has opened up the line-haul market for MAN. Now, the company is setting its sights on the tipper market, judging by the tipper specced 13-litre 540hp model on show at BTS. If you are looking for one of the reasons for MAN’s change in fortunes in Australia, you need to no further than the change in design philosophy. There is more development work going on specifically for Aussie conditions including local testing and the results are showing in sales figures. One of the factors which has helped MAN in adapting their vehicles to the Australian market is their experience in fitting out and maintaining the large contract for the defence forces vehicles in which it is currently engaged.

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DIESEL July-August 2019

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BRISBANE TRUCK SHOW

ANTHEM GETS CLOSER AND SUPERLINER GETS TALLER The two standouts of the Mack display were a cut open Anthem cabin display unit and and a very tall experimental Superliner. One gave us a glimpse into what we can expect to appear from Mack next year and the other reveals a little about the way the US truck maker is thinking.

Anthem will allow Mack to introduce a new body, including bonnet and cabin across its range. The Anthem truck itself will be a replacement for the Granite but the cabin system will roll out improved electronic and safety systems and living space across the Mack range.

The tall Superliner reveals Mack’s realisation of its need to fit the 16 litre MP10 engine in a conventional truck with a BBC enabling it to handle B-double and A-double operations more effectively. The model on display will not see the light of day, it is an engineering concept test bed. By combining the lessons learnt in creating this monster and the benefits available in the Anthem cab system, Mack will be able to offer a 16-=wlitre engine in a short BBC prime mover.

COMPREHENSIVE SAFETY AND POWER FROM HINO The Hino trucks team remain buoyant after the successful launch of the latest 500 Series trucks at the beginning of the year. These new models are selling well and have brought new levels of electronic control and safety systems to Japanese medium duty trucks.

“The 500 series standard cab boasts the most comprehensive active safety package available from a Japanese manufacturer in the medium duty market,“ said Bill Gillespie, Hino General Manager of Brand and Franchise Development.

“The safety features it contains are all standard because, at Hino, the safety of our customers, passages and other road users is not an option.“ Another aspect of the truck’s design which has garnered a lot of attention is the new four-cylinder engine fit it in the trucks. This low revving engine has been developed from a six cylinder engine used at higher masses.

“Not only does it deliver superior torque, increased power and improve fuelefficiency but it also has the cleanest exhaust emissions ever for a Hino truck in Australia, complying with Japan’s stringent post post new long-term exhaust gas emission standard,“ said Bill.

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DIESEL July-August 2019

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45

BRISBANE TRUCK SHOW

UD INTRODUCE AN EIGHT-LITRE AND THE CRONER UD had an all-new model on its stand, the Croner and, following the relative success of the introduction of the new Quon models last year, fitted with the 11-litre engine, UD had the latest Quon with an eight-litre on display at BTS. Croner comes in as a replacement for the current PK and MK models at the lighter end of the range. Its introduction allows UD to emulate what it has done with the Quon, introduce modern electronic architecture and safety systems into its medium duty offering.

Introducing the eight-litre engine enables UD to compete in a very crowded sector of the Australian truck market, the lighter end of the heavy duty sector. Although not officially announced as yet, some adjustment and flexibility on chassis length and the introduction of a twin steer option could see the Japanese brand look towards the concrete, garbage and distribution sectors for more sales.

SHOWING THE X-WAY For Iveco trucks in Australia this is a time of consolidation for the brand, to retain its current position and then developing products into the future. The new Acco range will appear, as seed vehicles, in a few fleets around Australia.

Using the Iveco X-Way as the base for the new Acco will take time to gain acceptance in conservative industries like waste and concrete.

On International trucks, safety systems is being added, like electronic stability program and Bendix Wingman Fusion wth collision mitigation, adaptive cruise control, lane departure warning and stationary vehicle braking.

THE ISUZU STORY CONTINUES Isuzu often pioneer change. It lead the way to completely built up trucks on sale at dealerships with when it introduced its Ready Built range back in 2003.

The first to appear was the 4.5 tonne Isuzu NKR, dubbed the ‘Tradepack,’ Since then a broad range of ‘Packs’ have appeared, with the Traypack, TriTipper, Tipper, Servicepack, Vanpack and Freightpack all joining the ‘pack’.

Servicepack has since been extended across most N Series models with hree new Servicepack X models, are about to come onstream. Freightpack, was unveiled at the BTS using F Series and adapted to the curtain-sided medium duty truck freight task.

“We’ve applied our successful Ready-to-Work strategy to the lighter end of the general freight market and now we’re targeting the medium and heavy-duty rigid markets with these tightly specced and highly practical F Series Freightpack models,” said Les Spaltman, Isuzu National Sales Manager at the show.

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DIESEL July-August 2019

BRISBANE TRUCK SHOW

CASCADIA ON THE ROAD Three Cascadia evaluation models, including the first right-hand drive Cascadia test truck now in Australia are part of an exhaustive Freightliner test program being held on both sides of the Pacific. The RHD 126 Cascadia test truck on show, with a 36-inch XT sleeper, has been working hard as a B-Double tanker to properties in QLD and NSW. The 126 features a 16-litre Daimlerdeveloped Detroit six-cylinder engine producing 600hp coupled with a 12-speed automated transmission.

“It’s very exciting to see the first right-hand drive Cascadia test truck toiling hard on Australian roads,” said Stephen Downes, Freightliner Australia Pacific Director. “We are absolutely committed to ensuring the Cascadia arrives in showrooms next year ready for Australia’s unforgiving conditions and wanted to let the public in on this unprecedented test program.”

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BRISBANE TRUCK SHOW

SCANIA’S STRONG STAND ON THE ENVIRONMENT Mikael Jansson, Scania Managing Director, called for a more proactive approach to truck buyers to move away from less environmentally responsible trucks.

“It’s time for Australian operators to make a statement that they no longer feel it is OK to drive Euro Zero-to-Euro 3 trucks around our densely-populated centres,” said Mikael, on the opening day at BTS. “Old, dirty trucks should not be retired into the city. They should be pensioned off, for good. We can no longer turn a blind eye to their continual emission of dirty fumes and excessive CO2 where our children walk and play.

“To support this stance, today we have two innovations to show to you. Both are aimed at reducing the environmental impact of trucks operating in the city. The first is the P 340 6x2 rigid truck fuelled by Compressed Natural Gas, and the second, the P 280 rigid that uses the new Scania 7.0-litre diesel engine.

“Both are aimed at improving business sustainability. Not just reducing fuel consumption and emissions, but also running costs to help boost an operator’s Total Operating Economy. Ready to go to work.”

NEW FUSO HEAVY ON SHOW The new Shogun has landed at the BTS, camouflaged in a display on Queen Street Mall in the CBD and uncovered in more conventional colours at the show itself. This Fuso heavy duty truck range sees sophisticated components from the Daimler ranges migrate across to Fuso.

Powered by the Daimler OM470 11-litre engine, coupled with the 12-speed AMT available here in the Mercedes Benz truck range and due to enter the Freightliner range with Cascadia. The 11-litre engine will be available with two ratings; 395hp and 455hp. There’s adaptive cruise control with stop and go function, Advanced Emergency Braking, Lane Departure Warning and Electronic Stability Control.

“The Shogun is a revolutionary model for Fuso and the Japanese heavy duty truck segment in Australia,” said Justin Whitford, Fuso Truck and Bus Australia Director. “It will set new standards for Japanese trucks and deliver our customers a clear advantage thanks to cutting edge Daimler technology that complements its legendary Fuso toughness.”

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DIESEL July-August 2019

BRISBANE TRUCK SHOW

A NEW MIRRORLESS TRUCK FROM BENZ At the show Mercedes-Benz announced a model which features a new multimedia interface system with two tablet-style screens plus GPSassisted Predictive Powertrain Control for increased fuel efficiency, enhanced connectivity and the latest generation of advanced safety technology that delivers further improvements.

However, the aspect of the design which seems to have intrigued showgoers is the Mirrorcam system offering improved fuel efficiency from the reduced drag of the small camera pods that replace the regular mirrors.

Rear vision is displayed on the two A pillar mounted screens in the cabin.

Mercedes-Benz also presented the SoloStar Concept, a fold down bed with an 850mm wide symmetrical inner-spring mattress and large seat that takes advantage of the leg room available with a fully-flat floor. This feature may become available soon in Australia depending on feedback.

“The current Mercedes-Benz truck continues to win over new customers with its remarkable efficiency, reliability and comfort, but we will always look for ways we can further improve the experience of our partners with tried and tested innovation,” said Michael May, Mercedes-Benz Truck and Bus Australia Pacific Director. “This evolution is all about making life easier for drivers, while continuing to help push down the cost of operating a transport business in Australia.”

SMART POWER FROM CARRIER Carrier have strategies to reduce overall emissions, without after treatment and other technologies like Exhaust Gas Recirculation. This involved reducing power outputs on engines and looking for efficiencies throughout the system.

The latest units use four speed engines with the CANbus moving between different modes. The engine ramps up in stages controlling temperature in a more nuanced way, spending just two per cent of its time running at the highest speed. The engine at its lowest speed and simply tick over to maintain temperature, using little fuel.

www.dieselnews.com.au

49

BRISBANE TRUCK SHOW 25 YEARS OF ISRI IN AUSTRALIA The Isri stand at the BTS was celebrating the company’s quarter century operation as an Australian business. Isri is based at its national head office incorporating production, warehousing and service facilities to service OE customers, distributors, fleet owners and trade customers is located in Wetherill Park in Sydney’s West.

The ISRI NTS seat has seen a high level of acceptance throughout the bus, mining, and truck industries, and is fitted as original equipment to several European trucks, including Volvo, Mercedes-Benz, MAN, Iveco and Renault. In Australia, it is a fitted standard in Kenworth, Volvo, Isuzu and Hino trucks and is available as an option in Western Star. The latest introduction from Isri has been the NTS2, which can be found in trucks from Hino and FE Volvo as well as some some bus and coach brands.

The global Isringhausen company specialises in the development and manufacture of seating systems for commercial vehicles and technical springs. It is the global market leader, building seating lines found in trucks, buses, and construction vehicles and equipment in 50 plants across 20 countries.

DD16 RELEASED BY DETROIT Penske Power systems unveiled the DD16 engine for the first time to the public at the BTS. The most powerful on-highway engine ever produced by Detroit, the DD16, which will soon be available to Australian customers, probably next year on the new Cascadia models being introduced by Freightliner.

“The DD16 has been built on the wellproven reliability that Detroit products are known for, while providing additional horsepower for customers who want the extra pulling power,” said Sean McLean, Penske Power General Manager On-Highway. “And, as with all Detroit products, the DD16 will be backed by our comprehensive national network of dealers along with a renowned warranty package that gives customers peace of mind.”

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DIESEL July-August 2019

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51

TRUCK DEVELOPMENT

CUSTOMERS COME FIRST Immediately preceding the Brisbane Truck Show, Volvo Group Australia took the opportunity to brief the media on several new developments within the organisation.

The prevailing theme centred on how the company is working hard to at least meet, if not exceed, client expectations across its diverse product range. Paul Matthei reports.

I

n my experience it never fails to be an interesting event when Volvo Group Australia (VGA) addresses the assembled trucking media scrum a day prior to the opening of the biennial Brisbane Truck Show (BTS).

That’s because with three largely mutually exclusive truck brands in its portfolio, you can bet your bottom dollar there will be at least the same number of newsworthy elements in the briefing, if not more.

First up was an address by the recently appointed President, Martin Merrick, a Scotsman who started in the industry as a mechanic and progressively over the

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DIESEL July-August 2019

last 35 years cartwheeled his way up the corporate ladder.

“I started with the Volvo Group in Glasgow, Scotland, 31 years ago as an engineer,” Martin said. “That job also involved liaising between our customers and our workshops to ensure maximum uptime of our customers’ vehicles.

“I then moved on to truck sales before managing the aftermarket business for a while. Then I became Managing Director of the retail business in Scotland and Northern England, a position I held for about eight years.”

Then three years ago Merrick made the big leap and joined the Volvo Trucks

executive management team. He moved to Gothenburg, Sweden, and became Senior Vice President of Retail Development.

“This was a global role and I travelled to most of our markets around the world, meeting many customers, learning and sharing best practice,” said Martin.

“Over this time, I developed a deep understanding of customer service, experiencing first-hand the customers’ wants and needs and how our business can enable them to be safer, more efficient and more productive.

“What I am really passionate about is customer success. Since starting this role I have travelled extensively across

TRUCK DEVELOPMENT

New Zealand and Australia, meeting our customers and dealers. I have spoken to many people, from mechanics on the workshop floor to CEOs in the boardroom.

“Based on what I’ve seen and heard, helping our customers succeed is about working in partnership with them, enabling them to achieve a safer, more efficient and more productive business, and ultimately a safer and more profitable industry.”

VOLVO’S NEW PRODUCTS Next to speak was Tony O’Connell, President Sales at VGA, who proceeded to describe a number of new products the company has recently revealed. He started by listing the ‘key ingredients’ VGA possesses that undergird the company’s ability to help facilitate customer success.

“Australian made. Put simply, we design, engineer and build our trucks right here in this country,” said Tony. “Safety. It’s our core value, it’s in Volvo’s DNA and we stand by the safety credentials of our products.

“Fuel innovations. Components of our Fuel Concept Truck launched last year have now been commercialised and delivered to the market, a concept to reality time of only six months. Dual clutch

transmission. Trucks equipped with these components are now on the road delivering superior performance, fuel efficiency and productivity to our customers.”

PLUS-SIZED FH SHED Tony was keen to elaborate on the bigticket item launched ahead of the BTS – the all-new FH Globetrotter XXL cab.

To achieve the extra space, Volvo re-engineered the XL Globetrotter cab, moving the rear wall back 250mm to accommodate one of the biggest beds in the business, 130mm longer and 250mm wider than the regular Volvo FH. The bigger bunk also sports a new pillow-top innerspring mattress with an adjustable reclining section that adapts to the shape of the occupant’s body, delivering what Volvo describes as a remarkable level of sleeping comfort.

As well as the improved sleeping experience, Volvo has packed in additional storage space, which means a driver can bring more personal items for long trips.

According to Tony, the XXL cab underlines the importance of the Australian market to Volvo Trucks’ global operations.

“Australia is one of very few select

markets that will gain the all-new XXL cab and it has been designed with Australia’s vast distances in mind,” said Tony. “We listened to our customers and developed a truck that delivers world-class driver comfort and is a home-away-from-home when drivers are on the road for long periods.”

While the differences in size are substantial, the approach to safety by design is the same as any other Volvo cab, with extra C-pillars making sure the cab is strong enough to meet Volvo’s stringent Swedish Cab Strength Test safety standards, as well as the latest ECE R29/03 which now includes roll-over simulations.

The XXL cab has also been designed with fuel efficiency in mind. It maintains the FH Globetrotter’s aerodynamic and fuelefficient shape and has been constructed using galvanised sheet metal and other carefully selected materials to increase the space with minimal extra weight.

FE LOW ENTRY CAB New to the FE family, the Low Entry Cab variant is designed to improve safety for vulnerable road users such as cyclists and pedestrians. Due to the low seating position

Martin Merrick, Volvo VGA President at the BTS.

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TRUCK DEVELOPMENT

and large, deep glass areas, the driver has a panoramic 180 degree forward and side view with virtually no blind spots.

According to Volvo, the low-slung cab makes it ideally suited to roles such as urban distribution, waste collection and aircraft catering. The unit features a suite of standard safety features including an ECE R29/03 crash certified cab and autonomous emergency braking.

BULLDOG’S BITE Next up to the microphone was Mack Trucks Australia Vice-President, the effervescent Dean Bestwick. A bulldog boy to the bone, Bestwick started by articulating what a joy and privilege it is for him to be working with the brand as it celebrates its centenary this year.

“Back in 1919 the first two AC Mack units to come to Australia were imported by the Vacuum Oil Company, forerunner of Mobil Oil Company, to transport its Plume Motor Spirit,” Dean explained. “These trucks continued in service right up until 1952 and legend has it the only time they were off the road for any length of time during that period was when they were converted from solid rubber to pneumatic tyres.”

Another significant Mack milestone was reached in mid-2018 when the 10,000th New Breed unit, a Super-Liner, rolled off the Wacol assembly line.

“One hundred years of Mack trucks in Australia didn’t happen by luck or chance, it’s due to the people we employ and the products we have,” Bestwick continues.

“And particularly now that we’re part of the Volvo Group, Mack is going on to bigger and better things.”

A couple of those bigger and better things appeared on the VGA stand at the BTS. The Mack Anthem is currently undergoing exhaustive local on-road testing and is due to be put on sale next year. It represents a significant evolution of the brand in the bonneted line-haul segment.

“A big thing about the Anthem is the interior,” said Dean. “The human machine interface (HMI) is where it all happens and the ergonomics and electrical architecture of this truck are what we’ve really been pushing for.”

The stand-up sleeper cab literally enables the driver to tilt the steering column forward, stand upright in front of the driver’s chair and then turn and walk unimpeded to the bed.

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The other impressive Mack on display at the show was the prototype Short BBC (bumper to back of cab) Super-Liner. This unit is being developed to give Mack a high-horsepower contender for the linehaul B-Double sector, which demands a 34-pallet capacity combination that fits into the 26-metre overall length envelope.

Signifying a full proprietary driveline package, the gold bulldog stands proud on the steeply raked hood. This package comprises the 16-litre MP10 engine with a top rating of 685hp and 2,300ftlb of torque, mDRIVE automated manual transmission and Volvo drivehead.

Looking resplendent in its Aussie themed gold-flecked green livery, the Short BBC Super-Liner concept drew plenty of attention from the masses and to many minds was the stand-out truck of the Brisbane show.

The all-new Croner medium duty truck will be introduced to the local market early next year to replace the long-serving Condor.

UD DETERMINATION The Japanese arm of the Volvo Group has certainly been busy of late. Here to tell us more about UD’s commitment to ‘going the extra mile’ for its customers was Mark Strambi, Vice-President Sales, UD Trucks Australia.

“We aim to deliver a smart logistics solution to our customers,” said Mark.

“Smart logistics is about our products being safer, more efficient and more productive for our customers so they can deliver smart logistics to their customers.”

“Yes, UD is a Japanese truck maker with a very proud heritage of quality and innovation, but that doesn’t mean we can’t use local engineering to enhance our offering for the Australian market.

“We have the strength and support of our parent company in the Volvo Group and we have the local strength of an extensive dealer network to support our customers and keep them on the road. In terms of service points, UD Trucks has 81 in Australia and 24 in New Zealand.”

With that, Mark turned his attention to the new products that were on display at the BTS, saying that the all-new Croner medium duty truck will be introduced to the local market early next year to replace the long-serving Condor.

“Croner has been tried and tested with a range of different customers in three continents for a combined distance of 1.5 million km,” said Mark.

Also new for UD is the eight-litre Quon, an extension of the 11-litre Quon heavy-

duty range launched at the 2017 BTS. “The initial offering of the eight-litre Quon will comprise two models – CD 25 360 and CW 25 360, being respective 6x2 and 6x4 variants,” said Mark.

Developed as a Volvo Group global engine, the eight-litre unit meets Japan’s stringent Post New Long Term Emissions standard which is equivalent to the Euro-6.

It delivers 360hp (263kW) at 2,200rpm and 1,428Nm between 1200 and 1600rpm.

Importantly, the eight-litre engine is a substantial 300kg lighter than the 11-litre variant, meaning extra payload capacity can be realised.

It features an identical suite of safety features as its big brother including traffic eye autonomous emergency braking, disc brakes, stability control and lane departure warning.

Mark Tobin, Managing Director of Followmont Transport, is a proud advocate of UD trucks. So proud, in fact, that he insisted on purchasing the very first eight-litre Quon, which was unveiled at the VGA press event. Tobin was on hand to receive the new truck and also had a few words to say.

“We put out more than 150 UD trucks on the road in some of the harshest places; they work trouble-free day in, day out, collectively covering about 85,000km daily,” said Mark Tobin.

“We are committed to being the best for our customers and to deliver the best you need the best trucks.”

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DRIVER BEHAVIOUR

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Double Proof About Truck Safety Two independent reports come to some very similar conclusions about accidents involving trucks on our highways to the point where they each succeed in corroborating each other’s findings.

T

he issues around accidents on our highways involving trucks are a constant source of grief for the trucking industry. News reports talk about ‘truck accidents’ when an event occurs in which a truck have been involved. There is no attribution of blame, but simply by calling it a truck accident the implication is, it was caused by the truck and its driver.

For many years, the statistics have shown the truck is rarely to blame in a multi-vehicle accident in which one of the vehicles is a truck. Trucking industry advocates repeat the stats over and over

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again but they are ignored by both the politicians and media.

The results of two research projects, presented at the Trucking 19 Australian Trucking Association Conference in Perth, managed to come up with very similar results backing up the trucking industry’s claims but coming from distinctly different data sources. The fact these two research projects came up with such similar figures corroborates what has been known well to the industry for a long time.

THE NEXT CHAPTER FROM NTARC The National Truck Accident Research

Centre (NTARC) has been producing reports using the data collected by National Transport Insurance (NTI) in accident claims for many years. The latest report, covering 2017, has just been released and Adam Gibson, NTI Transport and Logistics Risk Engineer and author of the NTARC report, presented the result to the conference.

“The key thing we are measured on, as an industry, is heavy vehicle involved fatalities,” said Adam. “It’s important to stress here that it is involved, not necessarily caused. If we look back over the time period we have been publishing

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“AS A RESULT OF SAFETY IMPROVEMENTS DELIVERED BY OUR INDUSTRY 1,545 PEOPLE MADE IT HOME SAFELY WHO WOULDN’T HAVE OTHERWISE. THAT IS A TREMENDOUS CREDIT TO THE WORK THAT HAS BEEN DONE IN INDUSTRY.”

One of the major issues which Adam has looked at it is report is the issue of driver behaviour. Incidents are grouped together to highlight the overall effect of the driver behaviour in accidents but are also then broken down into the various constituents.

The three main causes involved here are fatigue, speed and driver error. Over half the incidents included in this report were caused by one of these three issues.

“We have not seen significant improvement in this space,” said Adam.”

It’s something we really need to look at.

Driver error is around 20 per cent and a third of those are inadequate following

MECHANICAL ISSUES After a particularly worrying increase in non-impact fires in the 2013 survey results, a lot of publicity around this issue seemed to have an impact with many in the industry focusing on the issue. This resulted in

improved numbers in the 2015 report results with a 20 per cent decrease in nonimpact fires.

“In this year’s report there were two major standout causes of fires, starter motor main power cables and ‘dubious aftermarket electrical work”, said Adam.

“There are some simple solutions we can do in this space without out much effort.”

Incidents caused by mechanical failure increased by over 80 per cent from the previous testing period in 2015, with most of these being caused by steer tyre failures, at 52 per cent. All of these accidents occured in high-speed zones.

One of the unusual figures thrown up

by Adam’s research is the prevalence of rollover while tipping incidents in the Perth area. 40 per cent of all of these kinds of events recorded in the report happened within 300 km of Perth and all of these were all one particular transport task, hauling lime sand. These were all incidents where

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Adam Gibson, NTI Transport and Logistics Risk Engineer and author of the NTARC report.

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distance. They tend to be run into rear crashes, when traffic slows and the driver does not have adequate time to respond.

These drivers do not drive in isolation, any initiative in the space will need to look at light and heavy vehicles. The fact is, we all follow too closely in Australia.

“I am very happy to report that in the 2017 report we sold the lowest proportion of fatigue losses in the history of our report at 9.8 per cent of our large losses.

This reflects a massive effort across our industry.”

NTARC drilled down on this topic and looked at the risk of a fatigue loss in proportion to the volume freight in each state. What the survey found is that Queensland was the worst performer by far with a rate of losses 55 per cent higher than the rest of the country. The standout performer was Victoria with a 66 per cent decrease in fatigue losses. The state ends up 60 per cent below the national average.

“I am not sure what is behind that improvement, it would be interesting to talk to VicRoads and the authorities for their theories, but it is to be celebrated,” said Adam. “There is one more thing to be said about fatigue and that is, despite these improvements it does remain the single most important factor in causing single vehicle accidents. While the overall rate of fatigue crashes continues to decline, it is still killing our drivers.”

FACT O

this report, in the figures up to 2013, we have seen the number of fatalities involved drop from around 285 each year to around 178 in 2018.

“In that same time period, we saw an increase in that freight task from 140 million tonne km to 225. That’s a 60 per cent increase. We can look at what those figures really mean in practical terms. As a result of safety improvements delivered by our industry 1,545 people made it home safely who wouldn’t have otherwise. That is a tremendous credit to the work that has been done in industry.”

The report uses data from 756 accidents in 2017 all those valued at over $50,000 by NTI. The rate of large losses has remained stable for the last eight years and one in every 400 trucks will be involved every year. There has been a decrease in the number of at-fault claims made, but at the same time, the number of not at fault claims being made have risen by the same amount.

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A TOLL STORY

It was a well-attended press conference after Adam’s announcement.

there were no other causal factors, there was no soft ground or mechanical problem.

“It’s very easy to fall into the trap of blaming drivers here,” said Adam. “But I think what we have here is a real task design problem. It is probably one which is up to the transport industry itself to solve as it is an off-road issue. This is something we can do better.”

THE TRUCKIES ARE NOT TO BLAME As is always the case whenever these figures are reported, the issue of multivehicle accidents which involve a truck and a light vehicle, and the apportioning blame for those accidents. In 2017, the driver of the light vehicle was to blame in 83 per cent of the incidents included in the report. This is slightly down on the last research results but the figure has remained consistently over 80 per cent ever since these reports began to be compiled.

“We have seen very little mention of these numbers in the mainstream media,” said Adam. “If we want to improve that heavy-vehicle-involved accident number this has to be addressed. We can solve all of our single vehicle accident issues and still not have touched 65 per cent of all ofthe fatalities involved.

“One thing we did in this latest report is evaluate the proportion of suicides involved in these figures. We developed a criterion from strongly indicated, which is the legal burden of proof, and from indicated, which is the civil burden of proof.

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“Using that criteria in evaluating multivehicle fatal crashes we found that 36.5 per cent of those multiple vehicle crashes that were either indicated or strongly indicated to be suicide. Of those 20.8 per cent were strongly indicated to have been suicide.

Adam also looked back over the figures NTI have been compiling and since the first NTARC report appeared.

“We have achieved an almost linear improvement in the performance of the transport industry while these reports have been being compiled,” said Adam.” If we draw our line forwards, we find that we are as close as one generation from having zero fatalities in truck-involved accidents for the first time in 110 years. We will have to reach some diminishing rate of return at some point, we will not be able to maintain that level of improvement.

“We may not reach zero by 2032 but, by taking reasonable measures, by 2050 we could see zero heavy vehicle involved deaths in Australia. Which is a tremendous thing. It is not going to be easy, but I believe we have the both the opportunity and the moral imperative to fight to stay on that trend for as long as we can.”

“We have two initiatives in this space.

The first is around engagement and culture within organisations. It’s not your policies and procedures which get you safety outcomes, it’s what your people do and what they believe. We have been working with clients to bring in organisational change and engagement experts to help build connections inside our clients companies.”

As the Asia Pacific region’s largest supplier of transport Toll Group has plenty of vehicles on the road. Every day the vehicles in the business travel the distance to the moon and back. Dr Sarah Jones is the General Manager Safety and Compliance at Toll Group and she presented the result of some statistical work she has been doing using data from the whole Toll fleet.

“When we first began delving into the implications of 2016, that is the primary duties of the Heavy Vehicle National Law, we realised we had to have a really deep and forensic understanding of our hazards and risks,” said Sarah. “We took a deep dive into all of the fatalities we have been involved with on the road, all those involving a Toll driver over a 10 year period.”

The study looked at all of the locations in which Toll operates. The aim of this survey was to look for patterns and anomalies in the data, to understand what was causing fatalities. Using this data, the plan was to develop practical implementable business strategies to prevent further fatalities.

There were 127 fatal incidents in the 10 year period, involving 147 fatalities. In the worst incident four young people were killed on a road in Queensland. In fact, most of the fatalities in the survey occurred in Queensland. The overall trend over the period was downwards, so some safety strategies were already being effective.

Looking at the figures, the most likely person to suffer fatality was the driver of a light vehicle, at 38 per cent. In the vast majority of cases, 77 per cent of all accidents, Toll was found not to be to blame for the incident.

“I went to the driver knowledge test in New South Wales,” said Sarah. “There are 364 questions in the test, of those, only one asks about light vehicles interaction with trucks. One in 364. There are a further two questions that are about traffic signage involving trucks. If you then look at National and State road safety strategies, they are all almost completely silent about how to share the road safely with trucks.

“In nearly 70 per cent of all fatalities in which Toll people were involved, the person driving the Toll vehicle or driving on Toll’s behalf was a contractor.

Contractors to Toll die at a rate three times higher than people who actually work for Toll. This is not to say they are

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DRIVER BEHAVIOUR

ATA Chair, Geoff Crouch, faces the press on the issue.

“When I say suicide by truck I am referring to where a third party intentionally moves into the path of one of our vehicles and is confirmed as suicidality-ideated by the coroner, the police or an insurer,” said Sarah. “We found that 14 per cent of our fatalities are confirmed as suicide by truck. That figure

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I went looking, vehicular suicide is hidden in the road toll. There are very few studies.

I believe we are the first road transport industry provider to do an analysis. But, I draw your attention to the work that Adam Gibson did when he found 20.8 per cent work were strongly indicated for suicide.”

This conclusion suggests some of our thinking on road safety is misplaced we are used to thinking that all incidents of preventable. Yes, if the trucking industry works hard on reforming its culture even further, then lies will be saved and the overall road toll will be reduced. However, all of the culture change will still not make a change in general society, and the pressures within it, which would reduce the chances of someone using a truck as a suicide method of choice.

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A DIFFICULT SUBJECT

is almost certainly an underestimate, I say that because coroners take a presumption against suicide.

“The standard of proof is very high. I also say that because there is evidence that individuals who want to save their family loved ones from the stigma and pain of suicide will utilise vehicular suicide as a way of discussing their intent.

“If I gauge the prevalence by the testimony of my drivers the figure is 20 per cent. Let’s take a moment to grapple with that, one in five s of Toll’s experience with fatalities is someone else using our vehicle and our driver to end their life. It is no understatement to say we have a cohort of drivers who are traumatised.

“When I initially hit on this figure of 20 per cent I thought it was a improbable. So,

FACT O

to blame. When I look at the level of liability between Toll employees and Toll contractors, they are about the same.

The research also found that nine per cent of the fatalities were due to natural causes, overwhelmingly cardiovascular in nature. To Sarah this suggests the company should look afresh at how it assesses drivers to be fit for work.

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A NEW GENER JAPANESE PRI

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TRUCKS ON TEST

ATION OF ME MOVERS The globalisation of the truck manufacturing industry is leading to improvements in the level of technology available in new generation of Japanese prime movers.

Now it is the turn for Fuso to come up with a heavy duty prime mover loaded with European sophistication, Tim Giles takes a prototype for a drive.

I

t has been a long process as the global giants in truck manufacturing have integrated the various offerings they have available on different continents.

Basic technology and trucks have gradually, over the last 20 years, changed from geographically diverse components in trucks to those which are adapted from a basic global platform to suit local conditions.

One of those global truck manufacturers is Daimler, which has developed a series of global platforms in engine, transmission and axles. The first project to come to fruition was the heavy duty engine, known variously as the Detroit DD range and the Mercedes-Benz OM range, and now as the Fuso heavy duty engine.

Another trend amongst these worldwide truck makers is the decision to retain the heavier 13- and 15-litre engines for the European and US-based trucks the companies produce and specify smaller heavy duty engines around 11-litre for product coming out of Japan. We have seen this from the Volvo Group with the UD Quon appearing with an 11-litre as the top power option and the new generation of Fuso heavy duty truck will also use the 11 litre engine in the Heavy Duty Engine Platform (HDEP) as the power plant.

Another trend, which the Daimler Trucks organisation in Australia seems to have decided upon is the testing of vehicles in plain sight, rather than the highly secretive testing regimes favoured by both truck and car makers.

It all started with the introduction of the new generation of Mercedes Benz trucks back in 2016. The all new Benz had been released in Europe in 2012 and was a radical redesign of cabin and driveline, moving from V6 and V8 engines to the straight six HDEP style. This meant the new driveline couldn’t be tested here with the old cabin above it. The engine just wouldn’t fit.

Daimler bit the bullet and carried out the evaluation phase for the new models with trucks which were clearly identifiable as different with a matt black wrap to disguise some of the cabin shape and clearly marked ‘Evaluation Vehicle’. By tying this project in with the marketing build up to the launch of the new truck, Benz gained valuable eyeballs in the run up to the launch and considerable traction in the truck market.

This was followed by the Freightliner Cascadia, another truck which had been on sale elsewhere in the world for some time, in fact, since 2009. The testing in plain sight has been even more obvious with decision to paint the evaluation vehicles in a blue camouflage style, which makes them very obvious when seen out on the highway. The first two are also left hand drive making them even more visible. The actual trucks are expected to be launched sometime next year.

So, when Daimler decided to run an evaluation program for the next generation of heavy duty trucks from Fuso, the obvious thing to do was to make the new prototypes

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even more obvious. The camouflage style artwork chosen by Fuso is even brighter and even more instantly recognisable than the Cascadia. The bright reds and blues mean anyone can see this is a very different truck from a mile off.

In fact, visually the new truck doesn’t look much different to the current Fuso heavies and could be run in an evaluation program on the roads of Australia and not attract any attention as being something different. This tells us the ‘camouflage’ is not any form of disguise in this particular case, but more a component of the prelaunch marketing program for the new truck.

WHAT’S UNDER THE HOOD? The difference in the new Fuso heavy is not about what it looks like, it’s all about what’s under the hood? The answer to the question is a whole range of global Daimler components and a demonstration of how the global truck manufacturer spreads its technology across as many brands as possible while trying to keep individual brand identity.

Taking the truck out onto the Hume Highway for a quick drive from Albury up to Tarcutta and back gives Diesel a chance to see just how this integration works and what the new Fuso Shogun, due out later this year, will perform like when it arrives.

The first part of the under the hood answer is a 10.7 litre Daimler Group engine, based on the same basic platform as the Detroit DD11 in Freightliner trucks and the OM 470 in the Mercedes Benz ranges.

This engine on the evaluation truck

The project is mainly looking at how the electronic safety system which are migrating across from Mercedes-Benz and Freightliner will play out in the heavy duty Fuso in Australian conditions.

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tested here, is calibrated to meet the Japanese post new long-term exhaust emission regulations, which are equivalent, if not tougher than, Euro-6 and will be included in the ADR 80/04 emission rules which were due to come into force around now, but, due to continuing federal government delays, look like making it into force after 2025. When these Fuso models actually make it onto the Australian truck market, the engines will be calibrated to Euro-6 specification.

The engine puts out 460hp (343 kW) of power and has a torque rating of 2200Nm (1623 ft lb). The gearbox is the 12 speed AMT which is also ubiquitous across the heavy truck range from Daimler, known as the Powershift in the Mercedes Benz range and the Detroit DT12 in Freightliner sold in the US, arriving with the Cascadia when it arrives here.

In terms of engine performance, as tested, with this test truck on the Hume Highway pulling a single loaded trailer, the truck handled the climb up over Aeroplane with relative ease holding momentum well.

It was able to hold 10th gear at 1700rpm, maintaining its speed with relative ease.

The suspension on the test truck is, in fact, mechanical. This is not because the new trucks will be arriving in large number with this configuration, but because this is a heavily preferred option in Japan.

This truck is, essentially, the Japanese domestic specification being evaluated here in advance of the final specification for Australia being nailed down.

As this is a completely Daimler driveline the truck will go into Eco-roll as and when it decides that speed can be maintained without input from the engine. The clutch is disengaged and the truck can continue traveling around 100km an hour until it decides to intervene by engaging the clutch again. The reason can be either the need to use more engine power to maintain cruising speed or to use the engine brake to bring speed back down.

This illustrates one of the other advantages of this integrated Daimler group driveline, the availability of a genuine engine brake using decompression to retard the truck.

Despite all of this new technology being included in the design, the truck does retain the essential running gear from its predecessor, using Fuso axles and drum brakes, as opposed to the discs which are preferred by the truck’s European and North American cousins. It also runs on the original Fuso suspension which has proven robust in Australia over the years.

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Including more traditional options like drum brakes allows for Fuso to differentiate itself from other members of the Daimler range and appeal to a different part of the market demographic. A customer who prefers drum brakes on their truck can find an option in Fuso, where it doesn’t exist in a Mercedes-Benz.

ELECTRONIC SYSTEMS COME WITH THE NEW FUSO The evaluation program here in Australia is not tasked with being a full shakedown of the driveline in a Fuso chassis. This configuration has been available in a similar form in Japan for a number of years.

The project is mainly looking at how the electronic safety system which are migrating across from Mercedes-Benz and Freightliner will play out in a heavy duty Fuso in Australian conditions. This integration is more problematic with the state of the roads, ambient temperatures, driving speeds etc, varying greatly from those found in other truck markets.

The testing program will calibrate the safety systems in the Fuso chassis and cabin to ensure the performance and reliability found in the other two brands is maintained for Fuso. This process will give the Fuso team on the ground here a verification these systems are effective and will work in the cities of Australia, as well as they do elsewhere in. the world.

This period of analysing of the new Fuso Heavy is testing a number of safety systems, including all of the baseline

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safety systems such as stability control and electronic braking system (EBS), which are included, plus a more diverse set of options.

The Shogun has active emergency braking (AEB) with which the truck uses both radar and camera to decide if there is a need to stop. If it sees an issue, it will bring braking systems into play to slow the truck before it hits any object it has detected. The system being used is the previous generation of braking system from the one used in the other Daimler trucks coming online in Australia. Unlike those, it will not bring the truck to a complete standstill.

Lane departure warning is also included and is becoming something which is pretty normal across truck offerings from most brands in Australia. Headlights now automatically turn on when the sensors in the truck realise it is in darkness, and those lights are, in fact, LED headlamps.

On this particular evaluation vehicle Fuso are also testing a driver fatigue monitoring sensor fitted to the dashboard.

This may become available as an option, but further down the track.

COMING ONLINE Fuso unveiled the new trucks, the Shogun at the Brisbane Truck Show, but actual examples of the new truck aren’t likely to be seen in the market until later this year.

The Fuso heavy range will also be available as an 8x4 truck, at that time. This design is unlikely to be a strong competitor

in the concrete or garbage field, as its tare weight is heavier than the competition.

However, where it does gain traction is the fact that it can be offered as an 8x4 in a much higher power output than many of its competitors.

The process of introducing this new Shogun model is part of the strategy on the part of Daimler to bring all of their trucks presented to the market up to a similar sophistication level and running plenty of common architecture in terms of both driveline, plus electronic and safety systems with common componentry included.

This heavy range renewal also sees Fuso bringing the current heavy duty truck being sold in Australia to a very similar spec to that being made and sold for the Japanese domestic market. This will have the effect of enabling Fuso, here in Australia, to update their offering as and when it is offered in the Japanese domestic market, as much of the integration work will have already been done for any changes.

This first release of an integrated Daimler product in the Fuso range can be seen as the first of many in the coming years. Fuso’s light and medium duty trucks will start to include some of the Daimler group systems, probably electronics and safety systems, at least. However, Fuso have succeeded over the years by building robust trucks for varied markets and can be expected to retain many aspects of the basic chassis and running gear, as it has with the Shogun.

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TRUCKS ON TEST

Doin’ the Do in an

8x2

With a continual drive to lower the fuel consumption of its trucks, Scania has introduced a P 360 8x2 rigid version of its New Truck Generation range, targeted squarely at urban distribution roles. Paul Matthei took a loaded unit for a jaunt over the Blue Mountains west of Sydney and returned with an extraordinary fuel figure.

O

ld habits die hard, and some truckies can be somewhat stubborn in resisting change to the tried and true vehicle configurations to which they are well accustomed.

Often the aversion can be traced to a long-held belief originating from a negative experience that might have occurred 10 or 20 years earlier; with the memory having become an indelible imprint on the person’s psyche.

For example, it might have been the case that way back when he or she was

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driving a ‘lazy axle’ truck which became temporarily stranded when trying to negotiate a steep grade in the wet or a deep spoon drain across a driveway entrance. The subsequent frustration and embarrassment was perhaps sufficient to cause the angry proclamation: ‘I’ll never have a lazy axle truck again!’

And back in the ‘good ol’ days’ when a typical lazy axle truck was often little more than a lengthened chassis 4x2 rigid with a tag axle and load-sharing leaf spring arrangement tacked on the rear, that was perhaps something of a fair call.

But time and technology never stand still and the relatively recent proliferation of electronically-controlled air suspension has largely put paid to the steel spring suspension ‘hang-ups’ of the past.

What’s more, with the ever-present impost of fuel costs coupled with typically slim profit margins, what sensible operator can really afford to ignore the prospect of a few percentage points better fuel economy simply by having one drive axle instead of two? Over the lifetime of the vehicle this adds up to some serious dough.

TRUCKS ON TEST

This is the assertion put forward by Scania, a truck manufacturer that has done its utmost in recent years to provide its customers, both present and prospective, with tailor-made solutions designed to give them the lowest possible total cost of ownership for the effective life of the vehicle or fleet.

The P 360 8x2 rigid is a great example of this philosophy. Acutely aware of the need to negate the aforementioned vagaries of early ‘lazies’, Scania has designed the rear air suspension with a driver-controlled load transfer system that during low speed manoeuvring simultaneously increases the air pressure in the drive bags while decreasing that of the tag bags.

This combined with the standard diff lock is designed to provide sufficient traction in any tricky situation likely to be encountered during regular urban distribution driving.

During my time as a professional driver, I recently spent a number of years operating a Scania P 440 6x2 prime mover on primarily urban distribution work. As it has essentially the same rear axle set-up as the P 360 rigid, I have no hesitation in vouching for the effectiveness

of the load transfer system.

In my experience, the situation where it was needed most was when starting off from the lights on a steep, wet road with a loaded semi-trailer. In this scenario I found it was vital to flick the switch a few seconds before lift-off to allow full pressure to build in the drive bags, thus ensuring maximum traction. Then it was a matter of feathering the throttle to get it cleanly off the mark.

Upon reaching about 40km/h the system automatically reverts to the equalised pressure setting and by that stage enough momentum has been built to maintain traction, provided judicious use of the throttle is maintained.

Here’s the thing though, drivers who are not prepared to go easy on the accelerator in these conditions will definitely get more wheel-spin in the wet than a 6x4 vehicle.

However, the load transfer system clearly mitigates this when used correctly.

This is where driver training needs to be undertaken to ensure drivers understand the dynamics of the 6x2 and 8x2 configurations and how to get the best out of these vehicles in all conditions.

Speaking of which, there is another situation in which extra caution must be taken with retarder-equipped 6x2 prime movers, particularly when the trailer is unladen.

Again, drawing from my experience driving the aforementioned 6x2 prime mover on the long and steep decline of the Toowoomba Range in the wet and with an

empty trailer, I found it necessary to gear down lower rather than rely on the retarder to keep speed under 40km/h, and also to activate the load transfer function.

In this situation the Scania’s powerful retarder used exclusively can actually be counterproductive because the retardation effect operating on one axle tends to lock the wheels on a wet road. When this happens, the ABS cuts in and cancels the retarder so speed builds and then the retarder re-engages and so the cycle continues.

I found the best solution was to engage the descent control system whereby the speed was set at 40km/h and held there by a blend of gearing, retarder and service brakes, with the computer and wheel speed sensors working to ensure the optimum blend of retardation to maintain traction.

BLUE MOUNTAINS BOUND There were certainly no traction issues on the clear sunny day I tested the P 360 8x2 rigid from Scania’s Prestons branch in south west Sydney.

First up, I received a comprehensive rundown on the operation of the P 360

by Scania’s Tony Wall. Tony was a truck owner/ operator for many years prior to his appointment at Scania Prestons and really knows his stuff when it comes to trucks.

After explaining the various functions and features, Tony makes mention of the comprehensive maintenance programs offered by Scania which are tailored to

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TRUCKS ON TEST

individual requirements and enable owners to accurately ascertain whole-of-life cost of ownership.

“The maintenance packages Scania offers are exceptional,” says Tony. “A mate of mine just bought a new R 620 with a maintenance package and he knows virtually down to the dollar what he’s going to spend over the next five years. The only variable expenses are tyres and fuel.”

With that it was time to get the tyres turning and the fuel injectors firing (sparingly), and upon negotiating the chicane out of the dealership I was struck by the remarkable manoeuvrability of the 8x2 P 360.

Admittedly, prior to this I hadn’t driven an eight-legger for many moons, I seem to recall needing close to a Titanic-sized paddock to turn the thing around.

Conversely, the P 360 responded swiftly to the tiller, pointing its nose out the driveway onto the road in a fashion that belied the existence of the second steer axle. In fact, during the entire test, from a driver’s perspective it simply felt like I was steering a 6x2.

I put this down to a number of factors: Having one drive axle means under acceleration there is significantly less tractive effort working to push the vehicle straight ahead when the steering wheel is turned.

My second theory is that having air suspension on the steer axles rather than leaf springs may allow for greater wheel cut angles and a correspondingly tighter turning circle.

This is an important factor due to the vehicle’s lengthy 5950mm wheelbase which naturally creates a larger turning circle than a shorter wheelbase would.

It’s also worth mentioning that the rear axle load transfer system is a useful aid during tight low-speed turns as it reduces the scrubbing effect on the tag axle tyres which engenders easier turning and reduced tyre wear.

Before long the P 360 is humming along the M7 northbound with the tacho registering just 1350rpm at 100km/h. In common with other European trucks I’ve driven recently, the sensationally quiet cab interior has to be experienced to be believed. Scania and other European truck brands have made great strides in this regard and the result is close to passenger car noise, vibration and harshness (NVH) levels.

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It’s a similar story with the all-round air suspension which delivers outstanding ride regardless of road surface quality.

Along with the supple ride comes well controlled damping making for surefooted cornering and general road poise.

HR VERSATILITY As tested, the P 360 has an eight-tonne payload aboard and is grossing about 24 tonnes. It has a tare weight of 16.16 tonnes and maximum gross vehicle and gross combination mass limits of 32.8 and 45 tonnes respectively.

With these figures in mind, the P 360 8x2 makes a compelling case as a versatile truck and dog or truck and pig alternative to a prime mover and semi-trailer combination for certain applications.

With virtually the same volume and weight capacities, albeit in two separate vehicles, the rigid has the advantage of running without the trailer at half the load capacity significantly more efficiently than a partially loaded semi.

Furthering this versatility, the availability of dog and pig fridge vans with doors at both ends and a fold-down ramp enabling drive-through fork access from trailer to truck eliminates the timeconsuming chore of unhitching the trailer to load and unload at docks.

Back to the test, and a left turn onto the M4 soon has the formidable bulk of the Blue Mountains looming ahead. With the relatively light payload the P 360 literally

romps up the long grade with just a momentary pause to drop one gear close to the summit.

The engine is a 9.0 litre five-cylinder with four valves per cylinder and a fixed geometry turbo. It produces 360hp (265kW) at 1900rpm and 1253lbft (1700Nm) of torque between 1050 and 1350rpm.

Euro-6 emissions level is achieved utilising Scania XPI Extra-High Pressure injection along with selective catalytic reduction (SCR) and a diesel particulate filter (DPF).

Power is fed to an Opticruise automated 12-speed GRS895R direct-drive ‘box featuring two additional crawler gears and a Scania R 3500 retarder.

The final drive ratio is a super-tall 3.08:1 and brakes are ABS/EBS7 discs with Advanced Emergency Braking.

The sleeper cab includes an electrohydraulic tilt system, 12cm side air deflectors and a 65cm roof mounted air deflector. On the inside resides a generously proportioned 800mm wide foam mattress.

As you would expect from Scania, safety features abound including driver and passenger roll-over side curtain airbags, steering wheel mounted driver’s airbag, automatic seat belt pre-tensioners on both seats and tilt/ telescopic adjustment for the steering column.

There’s also adaptive cruise control with active prediction mapping, electronic stability control, traction control, lane

TRUCKS ON TEST

departure warning with forward looking camera and rain sensing wipers. A manually operated emergency roof hatch is an excellent safety feature to enable occupants to exit the cab quickly in the event of a rollover or crash.

A suite of driving aids includes Eco-roll, hill hold, differential lock and the aforementioned load transfer system for the rear axles.

In the lighting department there are H7 halogen headlamps incorporating LED daytime running lights, fog lamps and cornering lights, along with LED tail lights.

Additional driver niceties include black leather upholstered seats, rear wall shelf, manual climate control air conditioning, USB ports in the dash and on the rear wall above the bunk, as well as Bluetooth connectivity and a premium sound system.

These features serve to make the trip across the Blue Mountains and back a very pleasant experience. Above all though, the satiny smooth and effortless performance of the 9.0 litre engine which was happy to idle along at just 900rpm in the 60 zones continued to impress.

This combined with the Opticruise transmission’s intuitive operation enabling full power at such low revs without down-changing gave the five-potter a decidedly ‘big-bore’ engine feel throughout the test.

Another notable highlight was the retarder which made light work of washing off speed approaching red lights and on the main descent down the mountain.

The remainder of the motorway run was smooth, quiet and comfortable, three attributes that make this truck an ideal place to spend the day or night. Entering and alighting the truck is also first class thanks to the wide, wellplaced steps.

All the low-rev running proved very beneficial for fuel consumption too, with the computer readout showing 4.2km/l (11.8mpg) at the end of the trip.

This really is the icing on the cake as it shows what combined fuel savings can be achieved by using one drive axle instead of two and tall gearing that keeps the torquey engine below 1500 revs under most operating conditions.

As previously mentioned, this 8x2 proves every bit as manoeuvrable as a 6x2 during metro delivery work and is equally at home cruising the highway doing a long-distance run.

Coupled with the ability to haul a trailer with a GCM the same as a semi-trailer, Scania’s P 360 8x2 would have to be one of the most versatile and fuel-efficient heavy-duty trucks available today.

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INDUSTRY ISSUE

Getting the New Law Right There is a process going on to reform the Heavy Vehicle National Law (HVNL) and the trucking industry is being asked to get involved in making sure it is a fit-for-purpose piece of legislation. Some of the stakeholders presented their views at the recent NatRoad Conference.

T

he reform of the HVNL it is an unusual event in federal and the state legislation. It is very rare for a law to be completely taken off the books and replaced with a completely new set of laws, after a period of direct consultation with the industry on which it is legislating.

Opportunities like these don’t come around very often and it is up to the trucking industry and its representatives to get stuck in with the consultation process, which is happening now, to see if a sensible workable law can be brought into being.

This reform process will be setting the agenda and the limitations within which the trucking industry have to work for at least the next 30 years. The current law is yet another iteration of a law which has been amended every few years for the past 85 years. The new law looks set to be a completely new 21st-century piece of legislation custom designed for purpose, if the consultation period is effective.

One of the stakeholders with the most to gain from this process is the National Heavy Vehicle Regulator (NHVR) itself.

The organisation was set up in what became a rushed scenario where a compromised HVNL was passed through the Queensland Parliament, enabling legislation with some derogations to be passed in the parliaments of the other states involved in being regulated by the NHVR. From the NHVR’s point of view it is constantly being held back by what it sees as flaws in the basic law which have the effect of working against what works best for the trucking industry.

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At the NatRoad Conference opening the Chair of the NHVR, Duncan Gay did not hold back in expressing his disdain for a law, one which his NSW Government Department, at the time, was involved in drafting.

“Over the coming year I look forward to working with the trucking industry to position us to better meet future challenges,” said Duncan. “The vital need is for additional help for productivity, growing the industry In many areas the current law is, frankly, crap, says Duncan Gay.

safety culture, and incorporating new technologies.

“The opportunity is here for the NHVR and the industry to work with government on the next round of reforms. The most important one, the absolutely overriding one is getting the HVNL right. We can’t set up sensible changes to fatigue if we’re locked in to a law that won’t let us. Most, but not all, of the problems made by ourselves and others, particularly on

INDUSTRY ISSUE

Gary Mahon’s day job is as the CEO of the Queensland Trucking Association.

fatigue is because, in many areas, the current law is, frankly, crap.

“My message? Make sure that you don’t miss telling anyone who is on the HVNL reform committee, how important the law changes are to get a better system for fatigue. Unless the law is changed we can’t do it better. We are hamstrung by the law. Get that message to them, there are some good people on the committee. Remind them every chance you get.”

One member of the expert panel involved in the reform process and appointed to oversee the work of the National Transport Commission (NTC) in coming up with a reform proposal is Gary Mahon. His day job is as the CEO of the Queensland Trucking Association.

“We introduced logbooks in this country in 1938, 81 years ago. That was six years before we introduced mass production in ballpoint pens.

In 1963, we eliminated morse code at the post office and still we prevail

“OVER THE COMING YEAR I LOOK FORWARD TO WORKING WITH THE TRUCKING INDUSTRY TO POSITION US TO BETTER MEET FUTURE CHALLENGES...THE VITAL NEED IS FOR ADDITIONAL HELP FOR PRODUCTIVITY, GROWING THE INDUSTRY SAFETY CULTURE, AND INCORPORATING NEW TECHNOLOGIES.” with a logbook approach.

“What we need to do is embrace change, so that we go about this in a different way, so that we are contemporary and use technology to our advantage. We need to get in step with the times. Technology will be a step change for road safety and efficiency in this industry and we need to embrace it now, not at some time 20 or 30 years into the future.

“In terms of embracing change I cannot reinforce enough that you should

be engaging with your local members, with industry representatives, wherever there is an audience get that message across. You are not happy with the legislative arrangements that we have, that we have a wonderful opportunity with the review and we have high expectations of genuine reform.”

The trucking industry have enough problems trying to transport freight around Australia without carrying the legislation industry with it, reckons Gary.

When drivers get behind the wheel of a

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INDUSTRY ISSUE

truck they are expected to know about something in the order of 2,200 pages of legislation.

The reform process can be used to simplify the way fatigue is legislated and managed using modern technology.

Trucking represents about nine per cent of GDP in Australia and should be able to use its clout to push for reform which would actually change the paradigm.

“How many times have you been stood at the roadside or in your yard talking to an enforcement officer and when you say it’s a rabbit, he says it’s a duck,” said Gary. “Virtually every other day we have to try and interpret what is imposed upon us. What are the game changes?

Fatigue. We have been struggling with this concept for 81 years. We can lead and shape in this country, we don’t always have to follow. You all know that when you are out there and have been driving trucks, there have been days when you are two hours in and you really need to have a sleep, but you don’t because then you have to restart your clock.

“We’re not asking for more hours, we’re asking for flexibility. While12 hours and 14 hours in some circumstances may be fine, what you need this flexibility to compose your day. There is a lot of technology available today which can be utilised, none of it is acknowledged under the law. We are in 2019 and we’re managing with a concept that we came up with before we mass produced ballpoint pens. So flexibility in your day is a key message.

“Access and regional variation is also an issue. We have spent a gazillion dollars on the Melbourne to Sydney to Brisbane corridor in the last 30 years. The last change to a limited general access vehicle was in 1996. So, we have spent all that money on those high-calibre roads and yet there is no opportunity to being more efficient with better combinations.

These are fundamental elements which we need to reflect on, A-doubles our only four metres longer than a 26m B-Double.

They take two 40ft boxes and they give you a seamless transition from a ship to the destination.”

Gary sparked off a round of applause when he was talking about the lack of sufficient rest areas on our highways and suggesting a solution which might help drivers who cannot find a decent place to rest. The suggestion was too allow semi-trailers to be extended out

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“IN TERMS OF EMBRACING CHANGE I CANNOT REINFORCE ENOUGH THAT YOU SHOULD BE ENGAGING WITH YOUR LOCAL MEMBERS, WITH INDUSTRY REPRESENTATIVES, WHEREVER THERE IS AN AUDIENCE GET THAT MESSAGE ACROSS. YOU ARE NOT HAPPY WITH THE LEGISLATIVE ARRANGEMENTS THAT WE HAVE, THAT WE HAVE A WONDERFUL OPPORTUNITY WITH THE REVIEW AND WE HAVE HIGH EXPECTATIONS OF GENUINE REFORM.” to 20m long, as long as that extra metre was used to provide a better bunk and more comfortable living space for the driver when they do take the opportunity to rest.

“We implement the legislative framework we happened to have been given,” said Sal Petroccitto, NHVR CEO. “So it’s actually up to the trucking industry to fix that. I can put my position on the table, and we will. I think there have been elements in the last five years that have achieved some positive outcomes. Going from nine pieces of legislation down to one is a positive step.

“It can’t be national if it doesn’t include the other entities, you need to have a discussion around what works for this country. I don’t believe a one-sizefits-all does work, but I do believe that across the country safety is paramount, and a human life in one jurisdiction is no different to a human life in another jurisdiction. How you deliver on that is the discussion we all need to have.

“I think we have succeeded in reducing some of the obstacles that have occurred, by having an entity which is willing to have a robust discussion with the state agencies. We have achieved things in the last five years which wouldn’t have happened if you didn’t have the NHVR. A lot of the views that we are progressing are not very much different from the views in the industry, but we are also serving our masters, the ministers and state agencies.”

The expert panel is being chaired

by Peter Harris who is a lifetime public servant, whose last role was as Chairman of the Productivity Commission. He now chairs an expert panel which includes Gary Mahon, as well as Sharon Middleton

of Whiteline Transport in South Australia, Andrew Ethell who was, for a long time, an executive in the Toll Group, Gary Liddle, formerly the CEO at VicRoads and Louise Bilato who is the Executive Officer at the Northern Territory Road Transport Association.

“We have got five members on the expert panel who are genuine experts,” said Peter. “I think the reason I am on the panel is because I was involved in the original reforms back in the 1980s and 90s when the FIRS, reform of the mass limits and the arrival of B-Doubles came along. I have come back for another bruising, I guess.

“The process really matters, we have had a lot of promises, nobody likes the current law, I haven’t found anyone yet.

The intent was good and we do have a national regulator. Now, the NTC is running a process which will only be successful if people are prepared to put down their response. Even if it is just to say that I would like to see the law say this or not that. It is the concepts and ideas that come directly out of the industry which will energise the NTC’s process. It’s not as if they couldn’t put down on paper a better version of the law, but it may not satisfy the needs of the industry if we don’t get a clear reflection from people in the trucking industry as individuals.

“If we don’t get that through the consultation process, we’re left with a bunch of ministers meeting who will sign off on something, but it won’t necessarily satisfy everybody. So, when you see the issues papers coming out from the NTC, just put down an idea on paper, or by emailing back to the process and tell them what you want to see changed.”

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DIESEL WORKSHOP

DIESEL WORKSHOP AT THE SHOW

E

very time the Brisbane Truck Show (BTS) comes around there are always a number of technical developments for trucking to go on show. This year’s BTS was no exception with the halls being lined with smart ideas and the latest technology.

This is the place at which the technology suppliers can show their wares and get feedback from the people who will be using it on a day-to-day basis.

The array of items being brought to market gets more diverse every year, with electronics playing a bigger and bigger part in the lives of those running trucks and those servicing them.

A CURE FOR THE DRIFTING SHOE

REMOVING HUBS AND ROTORS CAN BE MADE EASY

There was plenty of interested trucking folk gathering around a cure for the drifting show on a small stand in one of the many upstairs galleries at the BTS. The Tru-Shu team have come up with a simple solution to a perennial problem for truck workshops.

It’s one of those jobs which can be back breaking, but a display at BTS showed how removing hubs and rotors can be made easy with a specialised piece of equipment anyone can use.

The problem is caused as brake drums heat up and expand, forming a cone shape. The brake shoe then tends to drift outwards causing uneven wear and a tapering of the braking surface.

The Tru-Shu stops this happening as it fits directly to the existing brake shoe, physically stopping the outward movement of the brake shoe.

FRIGOBLOCK FROM THERMOKING On display from ThermoKing at the BTS was its Frigoblock offering. This suite of refrigerated units have been developed following the purchase of Frigoblock by Ingersoll Rand, Thermoking’s parent company. The have a lower carbon footprint with an improved ecological refrigerant.

The system was invented by South Australian machinery transport operator, Ken Pitt. He has been using the device on his own fleet, ASET, for several years. Ken has developed a series of customisation on his trucks to enable the trucks to transport the large agricultural machinery around the country. The TruShu has become a standard fit on the ASET fleet and Ken decided to offer the invention to the wider industry.

The BrakeMate system uses hydraulics to remove them from the vehicle. Those same hydraulics can then be used to separate hub and rotor. The equipment also includes a gadget for removing the calliper before removal. Using air over hydraulics, the system virtually eliminates the physical effort involved in an often difficult job.

Workshops using the system already are reporting a time saving of 50 per cent as well as the reduced risk of injury and the fact any workshop technician can handle the task. Each stage of the process has been catered for with specific equipment included for each stage in the process, including swapping the discs out.

The system is designed and manufactured in Melbourne. It is being manufactured and distributed by Tulip Corporation under license from the original inventor.

DIESEL WORKSHOP

NEW DRIVEHEAD FROM DANA At the BTS Dana launched the all new AU-70-SLS drivehead, which has been designed and manufactured locally for heavy haulage in Australia’s unique operating conditions.

The goal for Dana, in developing the new drivehead was to achieve 1.2 million kilometres as a benchmark for life-to-overhaul of its driveheads, The design also includes a forcefed lubrication system to increase protection of the critical components inside the differential and minimise wear in heavy-duty linehaul Australian applications.

One of the issues with differentials operating under extreme conditions, such as linehaul B-Double work, is heat build-up. The new Dana AU-70-SLS driveheads are found to be running up to 15°C cooler than conventional units under similar operating conditions.

“We’re seeing the improved thermal efficiency due to the fact that we’re running oil lines external of the carrier,” said Tony Robinson, Dana Australia Engineering Manager. “This potentially could provide the benefit of improved oil durability.

“In Australia, trucks are road speedlimited to 100km/h, so after a typical B-Double on a linehaul journey reaches 100km/h the engine is constantly bumping the speed limiter which simultaneously reduces the power then reapplies it on an ongoing basis. Every time this happens it sends a very mild load through to the drivehead which over long periods can lead to wear in gears and bearings and shorten the unit’s life.

“In the heavy haulage sector with Gross Combination Masses (GCM) above 140 tonnes road speed is usually no higher than 85km/h so bumping the limiter isn’t an issue but other wear factors due to the higher GCM come into play.

Dana’s 46K tandem drivehead is commonly used in B-double prime movers with GCM ratings of up to 70 tonnes and oil capacity of 19.1 litres.

At present there are 20 trucks fitted with the modified driveheads operating across Australia.

is achieved through 16 large M20 bolt ring gear fasteners, with a high capacity gearing and bearing system especially suited for high horsepower/torque engines.

The AU-70-SLS ratio coverage from 3.73 to 4.78 allows maximum performance for B-double application. With a large 17.7” hypoid gear set and bearing system, greater strength provides added durability.

“We’ve been trialling the system for nearly two years and the results have been very positive,” said Tony. “Our earliest units have done 650,000km and we’ve disassembled a couple and found negligible wear in the critical areas.”

Leveraging core capabilities, Dana Australia sourced a specialised gerotor pump from its Brevini subsidiary, and integrated and modified to suit commercial vehicle applications. This system provides enhanced lubrication throughout the PDU to reduce friction and wear, and at the same time cooling the lubricant.

HENDRICKSON ON SHOW An event like the BTS is an opportunity to see the breadth of what Hendrickson have on offer in terms of truck and trailing suspension and axle solutions.

As part of a product improvement program to increase the durability of the driveheads, the AU-70-SLS has been built and designed locally from premium materials sourced to increase its durability including forged, heat-treated steel and new aluminium components.

FULL RANGE FROM MERITOR The large crown wheel on Dana D170 family, including the AU-70-SLS provides maximum strength and higher power density while reduced driveline torsion helps limit vibration and wear. A high clamp load for reliable performance

Meritor’s drivetrain components made an impressive display at the BTS. The brand is synonymous with Australian trucking, providing core components for a number of brands built here in Australia and imported.

DIESEL WORKSHOP

PUSHING OUT THE OIL DRAINS When a new oil is being developed it is not until it has been trialled in the real world and in realistic conditions that its effectiveness is proven. The latest Vecton formula from Castrol has been running with Gilbert’s Transport Service across Central Australia and AHG Refrigerated Logistics on long remote haul routes.

N

ew oil technology is making it possible to extend all oil drains out too much longer distances. However, when a task is heavy and distances are long it is important to make sure the oil in the engine will retain its integrity well past the proposed 80,000km oil drain limit.

The process of engine development continues apace, as elsewhere in the world, exhaust gas emission limits continue to reduce in areas like North America, Japan and Europe, as well as growing economies like China’s. As with all of this new technology it creates issues for other component suppliers.

One of the major components in any diesel engine is its oil. It is the component which helps improve engine efficiency and longevity and one which it is vital to get right on the part of the operator of the truck.

We are seeing Euro-6 and US EPA exhaust emission rules continue to further constrain NOx, particulates emissions and, now, carbon dioxide emissions. The parameters within which any engine must perform become tighter and tighter. This means the design of the engine oil also has to live within tighter parameters.

This was certainly the case for Castrol in the development of their Vecton Long drain CK-4/E9 oil for the next generation of engines. The new oil needed to meet the API CJ-4 standard as well as pass a couple of aeration and oxidation tests from Caterpillar and Volvo.

IN THE REAL WORLD In introducing this oil into Australia, the harsher and heavier conditions we endure have meant any new oil has to undergo some stringent testing. This is to ensure the

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DIESEL July-August 2019

performance specified still works when trucks are running at masses up to 140 tonnes and at a much higher fuel burn rate than is the case in the US or in Europe.

As part of the new oil’s introduction into Australia, the CK-4 oil was tested with two fleets. Gilberts Transport Service runs triple road trains up and down the Stuart Highway from Adelaide to Darwin in round trips up to 7,000km. AHG Refrigerated Logistics have a number of regular runs in remote areas also handling road train work in tough hot conditions.

“Our main run is up to Darwin with the heat the big killer, regularly hitting 45 to 50 degrees into the Territory,” says Peter Gilbert, Managing Director Gilbert’s Transport Service. “We’ve relied on Castrol engine oils to help manage this for over 20 years, so when they suggested we test their new Castrol Vecton Long Drain we were happy to help. We started with 20,000km drain intervals but soon saw we could push it further, to over 35,000km. So we get six Darwin return runs between drains, and the longer intervals mean maintenance savings and easier scheduling.”

The 18 month testing period saw Castrol work with these two fleets, selected for the severe conditions under which their trucks worked, in terms of masses, ambient temperatures and distances covered. A total of 24 trucks were involved with a broad selection of engine manufacturers, all running in remote areas.

“Our fleet travels over some of the toughest tracks in the country, so when Castrol asked us to test a new diesel engine oil, we had no hesitation in taking part,” says Glen Stephan, National Fleet Manager, AHG Refrigerated Logistics. “We were able to achieve 80,000km oil drains compared to 60,000km with our previous oil. As a

result, we’ve gone up on oil drains, while service costs, down time and cost per kilometre are down.”

Oil drain intervals were extended out to 80,000km to see how the oil stood up to these tough conditions. Extensive oil sampling was used to keep a sharp eye on the key indicators of oil integrity.

These are Total Base Number, Total Acid Number, Kinematic Viscosity, soot and various metal levels, and they give an indication to researchers about the oil’s progress in terms of oxidation, viscosity, aeration and wear.

Testing showed the acid build up in the oil was kept down to a level avoiding corrosive wear of engine parts. The Total Acid Number (TAN) remained constant for the full distance and well below the OEM recommended limit. The Total Base Number, which indicates the level of ingredients used to reduce acidity, showed a steady decline over 80,000km, but was still well above the necessary level at triple the TAN level before the next oil change.

Over time, soot and sludge can thicken oil or mechanical shear can thin the oil, reducing viscosity. In the trial the viscosity level held steady over the whole 80,000km, rising slightly over the period. Testing also looks for traces of metals, through engine wear. Iron, copper and lead levels did increase over the oil drain period, but at such a low level as to remain far below the recommended limit.

“As part of the team that tested Castrol Vecton, I was amazed at the results,” says Greg Schubert, a test driver on behalf of Scott’s Refrigerated Logistics. “While 80,000km is our new benchmark, we know that the oil will stand up for far longer.

It means truck down time and cost per kilometre are both reduced.”

DIESEL WORKSHOP

MAXIMISING THE LIFE OF COMPONENTS

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imple maintenance regimes and regular checks can be useful tools to an operator maximising the life of components. It is possible to get well beyond the two year warranty provided on all Jost tipping cylinders.

“Maintenance is an important part of ensuring that Jost components perform adequately for a long lifespan,” says David Green, Jost National Products Manager Hydraulics.

“For example, Jost cylinders are easy to maintain as they just need to be inspected on a regular basis to make sure there is sufficient lubrication supplied to the trunnion pins and clevis.

Well-maintained cylinders will not wear out prematurely.”

Simple checks can ensure operators get the most life out of their Jost Hydraulic cylinder. Jost cylinders and hoists are used throughout Australia, often in the harshest environments in the country, also suitable for PBS applications such as 4, 5 and 6 axle dog.

Jost tipping cylinders feature larger barrel diameters that enable high tipping capacities. Shayne Moore, Moore Trailers Joint Managing Director, emphasises that oversize trunnions at 65mm on the classic 183 series cylinder for extra strength are an important consideration, too.

“With any tipping trailer, a lot of stress is placed on the trunnion when tipping on uneven ground,” says Shayne.

“The oversize feature and stronger feet can give a customer more peace of mind when tipping.”

Moore Trailers is a family owned business, based in Pittsworth, Queensland, and has been in operation for 31 years. Shayne confirms that demand for specialised road transport equipment continues to rise, and the trailer builder is currently working on a new 15,000-square-metre facility to triple productivity in the near future.

“We manufacture a lot of different tipper models – bulk tippers, tipping skels, hooklift tippers, tipping bodies – and all of these require specific length and capacities,” says Shayne. “Jost’s range of hydraulic equipment meets all of our requirements.”

Moore Trailers demonstrated a 30’ TOA drop chassis, custom specced for Eastwells Haulage, at the 2019 Brisbane Truck Show. It was fitted with a Jost 183-4-5860C cylinder specifically de-stroked to meet special tipping requirements for a shorter model.

2 YEARS WORRY-FREE WITH OUR 24 MONTHS / 500,000KM WARRANTY* ON FITTED PARTS

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It covers repair or replacement of parts and even consequential damages.

See it as a warranty on your business. *Limitations apply: 2 years (24 months) / 500,000km.

For full terms and conditions visit volvotrucks.com.au

DIESEL WORKSHOP

ATA DELIVERS NEW IDEAS AND REAL SKILLS Chair of the Australian Trucking Association, Geoff Crouch discusses the TMC program and objectives.

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or more than 20 years the Australian Trucking Association (ATA), PACCAR and its dealer network have collaborated to present the annual Technical and Maintenance Conference (TMC) – one of Australia’s longest running technical conferences.

Our industry is changing fast, so in 2018 we were excited to relaunch as the Technology and Maintenance Conference, revising the program to include an increased focus on technology, as well as the key issues of safety, productivity, environment, costs and careers.

TMC is a must-attend event for technology and maintenance professionals in the trucking industry and brings together maintenance technicians, apprentices, fleet managers and technical fleet professionals.

Delegates will have the opportunity to embrace new ideas, while developing and maintaining real skills.

TMC 2019 will give delegates the opportunity to learn industry best practice through an interactive program of technical sessions, compliance and information forums, job-specific presentations, and practical workshops.

TMC is the ideal opportunity to build professional networks and develop relationships with suppliers, operators and technicians in the industry through exciting networking sessions and the PACCAR Parts Fun Night – a conference highlight.

TMC brings together a wide range of industry suppliers and brands, displaying the latest products and services in the exhibition space. Delegates will also have an exclusive opportunity to get hands-on with trucking technology in the interactive workshop zone.

Whether you’re running a workshop or finalising your apprenticeship, TMC 2019 will benefit your business and your own career.

TMC is also a time to celebrate industry excellence, at the Castrol

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Vecton Awards Dinner.

Each year, the ATA recognises an individual or organisation’s technical innovation and achievement within the Australian trucking industry, with the Castrol Vecton Industry Achievement Award.

The dinner also honours technical and maintenance excellence in the workshop with the Craig Roseneder Award. This prestigious award is a long-standing tradition of TMC and celebrates the professionalism of the men and women in the trucking industry’s workshops.

Each year, this award highlights the amazing calibre of people who work behind the scenes to keep our trucks safe on the road.

The winner of this award will not only receive national recognition for their outstanding achievement, they also receive

a fully paid trip to Atlanta, Georgia, USA to attend the US Technology and Maintenance Council’s 2019 Annual Meeting and Transportation Technology Exhibition.

Nominations for the Craig Roseneder award are now open, and I urge everyone in the trucking industry to nominate someone great.

There are so many amazing men and women in the trucking industry, and I’m sure we all know someone who would be deserving of this award.

TMC 2019 will be held from Monday 14 to Wednesday 16 October at the Kangan Institute’s Automotive Centre of Excellence, Melbourne Docklands.

Secure your space and register now at www.truck.net.au/TMC Nominate someone great for the 2019 Craig Roseneder Award at www.truck.net. au/CR19

DIESEL WORKSHOP

WHEEL BEARING ADJUSTMENT

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oose wheel bearings can cause adverse effects such as; negative camber, irregular tyre wear, tapered wear on brake shoes, premature hub seal failure, and persistent ABS faults. Even though these symptoms may take some time to develop, you may still have a problem if the wheel bearings are out of adjustment.

Please note that the following instructions are general in nature.

Actual wheel end inspections should be performed as per the equipment manufacturer’s service manual.

INSPECTION TIPS It is important to know that rocking the wheel with a lever or iron bar may be a good way to check relative movement, but it is not a good indicator of end play. When applying force to a pry bar underneath the wheel, we’re combining end play and spindle wear which is then multiplied by the diameter of the wheel.

These factors will affect the amount of movement seen at the wheel end. For this reason, it is highly recommended to remove the wheels and hubcap, and then use a dial indicator.

With the wheels off and prior to taking measurements, spinning the hub and

listening for unusual bearing noises will help determine if further inspection is needed. It is also a good opportunity to check the hub seal for leaks. Major leaks or splatter should be addressed immediately while slight weeping can be cleaned up and monitored. After inspection, always clean the excess dirt and dust from the seal area on the hub and spindle to ensure the build-up does not cause excessive seal wear.

MEASUREMENT PREPARATION Prior to removing the hub cap, it is important to clean the surrounding area to prevent grease contamination. With the hubcap removed, thoroughly clean the gasket material from the hub surface, taking

care not to contaminate the grease. Spin the hub five full revolutions to ensure the bearings are fully seated. Attach the dial indicator’s magnetic base to the spindle then verify the plunger is centred between the bolt holes and reads at least 0.1524 mm (0.006”) of free movement in each direction.

At this point zero the dial indicator.

END PLAY MEASUREMENTS While holding the hub at the 3 and 9 o’clock positions, push in and slightly rotate the hub in both directions, maintaining the plunger between the bolt holes until the dial indicator reading is steady. Record the reading. Hold the hub in the same positions and pull out in the same manner as previously described. Record the reading. Calculate the difference between both recorded readings to determine end play and record the value.

The industry standard is 0.127 mm (0.005”).

END PLAY ADJUSTMENT If end play is within the specification, then no action is required. If end play is greater than 0.127 mm (0.005”) then do not place the unit back into service. If out of specification and there are no other issues with the bearings or seal, tighten the spindle nut to remove the excessive end play and retake the measurements.

Continue to adjust end play until it is within specification. Once completed.

Replenish any lost grease and install the hubcap with a new gasket.

www.dieselnews.com.au

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GOING GLOBAL

Photo credits: Tom Lee, Graham Tonks and Will Shiers

LOW ENTRY ON THE STREETS OF LONDON Going Global’s European Correspondent, Will Shiers, explores the UK’s growing demand for low-entry cabs, and gets behind the wheel of the market-leading Mercedes-Benz Econic.

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ondon’s streets are centuries old. Back in the day some of the narrowest lanes in the city were barely wide enough to accommodate two passing horse and carts, and are woefully inadequate for today’s heavy traffic. Yet, for some reason London Mayor Sadiq Khan and his predecessor Boris Johnson, seem to think it’s alright for cars, trucks and buses to share what little tarmac there is with thousands of cyclists.

Both men have been actively promoting cycling, both as a way of

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commuting, and for healthy living. While I’m the first to appreciate the merits of pedal-power, and regularly take to two wheels myself, I firmly believe that encouraging the activity in a congested city like London is wholly irresponsible.

If London had the space to properly segregate cyclists from motorists, like Amsterdam does, it would be a different story. But it doesn’t!

Instead, Transport for London (TfL), the local government body responsible for the transport system in Greater London, appears to think it’s acceptable

to paint blue cycle lanes across some of the capital’s busiest intersections and hope for the best. If you ask me, it’s no different to painting a zebra crossing on a motorway!

No prizes for guessing that as cycling has become more popular, accident rates have risen. And according to TfL, between 2015 and 2017, trucks were disproportionately involved in fatal collisions with cyclists (63 per cent) on London’s streets, despite only making up four per cent of the overall miles driven in the city.

GOING GLOBAL

Clearly any cyclist death is a tragedy that must be avoided at all costs, and any sane person can appreciate that something must be done to tackle the issue. In my humble opinion, both parties need to take responsibility for their actions.

I’m no expert, but based on my limited experience of driving trucks in London, I reckon cyclist education is key. A frightening number of them insist on cycling on the nearside of leftturning vehicles, apparently oblivious to the dangers.

I’ve also witnessed them holding on to the sides of moving trucks, and even carrying bikes over the drawbar couplings of stationary vehicles. But if I dare to suggest that a simple cycling proficiency test be introduced I’m lambasted on social media. Once I made the mistake of saying that the UK should go down the same route as Australia and make cycle helmets mandatory. You should have read the abusive comments I received, some of the words used to describe me would have made a sailor blush!

No, instead, responsibility seems to have fallen squarely on truck operators.

Later this year London will introduce the world’s first Direct Vision Standard (DVS) for trucks, aimed squarely at improving the safety of vulnerable road users. It forms part of the mayor’s Vision Zero approach to eliminating all deaths and serious injuries from London’s roads by 2041.

The scheme will rate trucks over 12 tonnes from zero to five stars according to the level of direct vision a driver has from the cab. From 26 October, 2020, trucks with a zero-star rating will be banned from entering London unless they have obtained a Safe System permit. This allows operators of zerorated trucks to enter the capital by retrofitting approved safety equipment, such as sensors, camera systems and visual warnings.

From 26 October, 2024, rules will tighten to only allow three-star rated trucks and above to enter London without a Safe System permit. As a consequence, for the first time to my knowledge, local politicians are actually influencing truck design.

Not only do most truck makers now offer optional glazed sections in the lower half of passenger doors in order to

Europe’s market-leading Mercedes-Benz Econic

“LATER THIS YEAR LONDON WILL INTRODUCE THE WORLD’S FIRST DIRECT VISION STANDARD (DVS) FOR TRUCKS, AIMED SQUARELY AT IMPROVING THE SAFETY OF VULNERABLE ROAD USERS. IT FORMS PART OF THE MAYOR’S VISION ZERO APPROACH TO ELIMINATING ALL DEATHS AND SERIOUS INJURIES FROM LONDON’S ROADS BY 2041.” improve kerbside visibility, but low-entry trucks are being adapted for a variety of applications. Not too long ago these vehicles were used solely for refuse collection, but now they’re increasingly seen on London’s streets with tipper, skip-loader, hook-loader, fridge and box bodies on the back.

Currently the four players are Dennis Eagle, Volvo, Scania (see box-outs) and Mercedes-Benz, with the latter being the clear market leader. Last year the Mercedes Econic notched-up 900 sales in the UK, making it more popular than its Atego sibling. The truck is available in a variety of axle configurations, including 4x2, 6x2, 8x4 and 8x4 tridem. Late last year fruit and vegetable supplier Reynolds added the first Econic artics to its London fleet.

So, what’s the Econic like to drive?

I recently had a stint behind the wheel of an 1830L 4x2 18-tonne Hyva skip-loader to find out.

BEHIND THE WHEEL The Econic looks like a cross between a garbage truck and a coach. It’s fair to say that its low-slung appearance makes it stand out from the crowd. While this is good news for image-conscious operators, who want their customers to see how serious they take vulnerable

TECHNICAL SPECIFICATION Model: Econic 1830 L 4x2 rigid chassis Cab: High Roof low-entry Engine: OM936 7.7-litre Euro-6 Power: 299hp Torque: 1,200Nm Transmission: PowerShift 3 12-speed Tyres: 315/80R22.5 GVW: 18,000kg Fuel/AdBlue tank: 200-litre/25-litre Body: Hyvalift NG2012 XL Skiploader

www.dieselnews.com.au

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GOING GLOBAL

Owned by Europe’s largest refuse collection vehicle manufacturer Terberg RosRoca Group, Dennis Eagle has been quick to realise the potential of its low-entry cab. The 8x4 tridem tipper shown here is an example of he growing number of variants appearing on the capital’s streets.

road user safety, some drivers aren’t convinced by its external appearance.

“I would rather carry the load on my back than drive that,” said one social media pundit when I posted pictures of it on Twitter. But let’s not forget that it looks like this for a reason, to give the driver the ultimate in visibility.

Thanks to its low ride height, access to the Econic is superb. The driver’s door opens to 90-degrees, which means you can enter and exit the truck without first having to shift the steering wheel out of the way. That said, cross-cab access is a breeze, so a far more sensible option is to use the fully glazed concertina bustype passenger door instead. There are buttons inside and outside the truck to

Launched last year, the L-series is Scania’s first serious contender in the low-entry market. While the lion’s share of its sales will be in municipal, it is also expected to prove popular in London’s construction sector. At the truck’s launch in Sweden, I was sat next to a Dutch journalist. When the presenter explained that the new lorry was likely to prove popular in London, where cycle safety is a big issue, he looked totally bemused. He told me that despite Amsterdam having 1 million bicycles, and 60 per cent of trips in the inner city taking place on bikes, there is zero demand for low-entry cabs.

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open it, and when pressed the vehicle automatically kneels by 40mm.

The cab’s interior is cavernous, but I can’t help but think that Mercedes hasn’t made the best use of all that space, and storage is woefully inadequate.

While one of the crew seats has been removed, there are still two left. What skip truck carries three people?

As for the dashboard, while the steering wheel, dials and switchgear are from the previous generation of Actros (current generation in Australia), and indeed look great, other elements do not live up to the plush standards I have become accustomed to on Mercedes’ commercial vehicles.

The dashboard has an abundance of

lowest bidder plastics, and the driver’s door trim feels nasty. A particularly low point is the pen-holder blanking plate, which covers the absent controls for the Allison transmission. Mercedes will argue that this interior is built to take some serious punishment, and I don’t doubt this claim for a minute. However, the new roles it is finding itself in are not as arduous as kerbside waste collection.

Sitting so low down, and surrounded by all that glass, it’s no surprise that the Econic’s visibility is second to none. The folding passenger door is excellent, and provides a completely unrestricted view of the kerbside. And because the passenger seat is set so far back, unlike with glazed doors in regular cabs, the co-driver’s legs don’t obstruct the view.

The mirrors are good too, and the one on the nearside uses short arms, meaning there is far less chance of whacking a pedestrian on the back of the head.

The downside to all the glass is that the cab can get very hot. It is however fitted with air conditioning as standard. I am impressed with the massive electric windscreen blind, which is controlled by buttons on the driver’s door, however there are annoying gaps on the edges of the windscreen.

Driving the Econic is an incredibly relaxing experience. Visibility is amazing, which takes so much of the stress out of operating in the urban environment. Initially the truck was only offered with the Allison fully automated gearbox, which is ideal for the municipal sector, but not much else. However, Mercedes now offers it with its respected PowerShift3 automated manual, which

GOING GLOBAL

has transformed the driving experience for the better. In fact, this is one of the easiest, most pleasant truck driving experiences I have had in a long time.

And it’s not only in town where the truck excels. A couple of junctions on the M1 motorway reveal that it’s just as much at home cruising at 90 km/h, as it is interacting with cyclists and pedestrians in town centres.

Although this truck got a slating on social media, it’s interesting to note that the bulk of the negative comments I received came from drivers tramping in flagship prime movers. And, of course they’re going to be negative when comparing an Econic with the likes of an Actros. However, those drivers who actually have inner city multidrop experience, interact with cyclists and get in and out of their truck 20 or so times a day, have a whole different take on the truck. “It’s the ideal truck for around town. I drive one every day, and it’s fantastic,” commented one.

And I am inclined to agree.

Volvo has offered the FE Low Entry Cab (LEC) for a decade, but sales have increased steadily in recent years. This Swedish registered car transporter recently took part in Commercial Motor magazine first low-entry group test.

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PROOF OF DELIVERY

Driver Comforts From Renault The design of most Renault product will always look a little quirky. The company doesn’t go for the conventional if it can demonstrate a little style or introduce a little Gallic ingenuity. This is the case, even in the work horse, Master van, which POD took for a test drive.

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he Renault Master van has been with us for sometime now and is a relatively familiar sight on our streets. This is the largest commercial vehicle Renault sell here in Australia and it has had some successes, including an Australia Post contract. It is regarded as a European-style van which will be effective in the kinds of tasks for which it has been designed.

Actually, for all vehicles working in these segments like the distribution industry the vehicle must be easy to drive, car-like, otherwise they will not receive acceptance. Most people who drive a van like this will have little experience of anything as large and need to feel secure when driving. This is one of the reasons why some operators

It is possible to have six cups of coffee on the go at the same time in a Renault Master, without spilling a drop.

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these vans to a small truck, as the drivers can sometimes be phased by a very basic truck’s design.

What we are dealing with here is a basic load carrying space, which has to have all of the comforts you would associate with a family car in the cabin. There are certain levels of comfort and convenience which are expected these days.

Underneath about we have a 110 kW turbo diesel engine coupled to an Automated Manual Transmission (AMT) which is remarkably easy to drive, once you realise that it is an AMT and has to be treated accordingly. This could cause issues and Renault will need to back up any sales with full instructions on how to use this AMT.

Anyone familiar with a torque converter auto in a car would be confused by this box. It actually does change gear, so the driver has to modulate the accelerator to a certain extent to make sure the changes are swift and effective. For someone like me who is experienced with AMTs at the heavier end of the truck market, this is a no-brainer but for someone stepping out of a Holden Commodore it might be an issue.

As a work vehicle is a working vehicle, the driver environment is important.

POD assessed this van from the point of view of the driver accommodation and what it does for someone who has to live and work in this space.

The van the door opens the full height of the van. As the driver gets in, there are no grab handles on either pillar. The drive simply has to grab the steering wheel and pull themselves in. This is okay, but I wonder whether fleets might look at this as being a problem. On the passenger side (the driver’s side in Europe), there is a grab handle above the door, but not on the driver’s side. Clearly, ingress and egress is not an issue in this part of the commercial vehicle market.

In the door itself there is a welldesigned double pocket/bin. This is large enough to fill the step footwell when the door is closed. The rear section can fit two large drink bottles and the front section, although not quite as big, is still really substantial.

Above this and towards the front of the van in the door is another substantial pocket. This storage is excellent and ideal for drivers who will be travelling around all day, getting in and out of the

PROOF OF DELIVERY

This is the largest commercial vehicle Renault sell here in Australia and it has had some successes, including an Australia Post contract.

www.dieselnews.com.au

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PROOF OF DELIVERY

van and may need to take odds and ends with them.

There is quite a rake on the windscreen, so this means there is a big distance between the top of the dashboard and the windscreen itself. In this space the designers have placed a series recesses which are half covered, making them into useful sloping pockets accessible by the driver. They come in various sizes and will be useful places to keep paperwork, tablets, sandwiches, torches etc. There is also a small recess to hold fuel and toll cards for the driver, plus a small one to hold coins for parking meters. This will be useful until we are expected pay all parking fees online.

There are also two shelves overhead, above the driver and passenger seats.

The sun-visors fold down from them onto the windscreen. For some reason the shelves have large slots in them.

Perhaps this is so that the driver can see if there is anything on the shelf, looking from below?

The van is fitted with an interior rearview mirror, but it is also fitted with three seats. Luckily, the middle seat does fold down so that the driver can actually see through window in the cargo barrier and out through the window in the rear door. When the seat is up all the driver can see is the headrest on the seat.

The best mirror on the vehicle is hidden from sight most of the time. It is actually only visible when you pull down the passenger side sun-visor. At first glance it looks like a mirror to help your passenger put on make up, but it is actually an excellent safety feature.

The mirror is quite convex and once it’s flipped down provides the driver with a view into a blindspot area on the passenger side, which is invisible either through the passenger door window or the wing mirror. This is ideal when the van is entering from a side street which, at an angle where it is very difficult to see traffic coming from the left.

MINIMALIST DASHBOARD This is a minimalist dashboard with just a few switches and dials. Navigating across the dashboard from the A-pillar the first thing we find is a hole in the top of the dash, ideal to put my morning coffee, safely within reach. The reversing alarm can be turned on and off here and the headlights adjusted if the van

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Centrally in the dashboard there is a screen for the entertainment system.

is carrying a heavy load. There is more storage, a small pocket with enough room for mobile phone. Below this is another large pocket.

A simple display right in front of the driver is visible through the steering wheel. Speedometer and tachometer are joined by several indicators for the speed limiter or cruise control. Below this is a very small message screen. The driver can choose what it displays. There’s a fuel and temperature gauge, plus another small screen with a representation of the van showing if any doors are open.

It also displays transmission mode and current gear. When the AMT is put into loaded mode, a small kilogram sign appears on the screen reminder driver.

This loaded mode changes the shift pattern to keep the RPM levels higher and make swifter changes. In this mode the fluid clutch locks up much quicker.

Unusually, there is no park position on the transmission controller. It is either in drive or neutral. The driver needs to park up, engage handbrake and then move the controller into first gear, to park securely.

To the left of the steering wheel is a stumpy little controller for the indicators.

On the right a larger stalk controls wipers and can scroll through options on the small information screen. Here we also find the Renault-only radio controller which is hidden behind the steering wheel. Different, but something Renault has persevered with for many years. The buttons on the steering wheel are there just to modulate the speed controls both

speed limit and cruise control.

Centrally in the dashboard there is a screen for the entertainment system.

The Master comes with Apple Play so it became an interface for the iPhone.

The screen is also used by the reversing camera with coloured guides which prove to be quite precise in enabling the driver to get van at the right distance from a loading position.

Underneath this, and to the left of the transmission controller, is some more substantial storage. The top shelf has two drinks holders and below this is a very large bin. Unfortunately, if the central seat is folded down this large bin is almost impossible to access. Further to the left of this is a large glove box with another storage recess above it, which is also quite substantial.

Now we turn around and look at the seating arrangements. As mentioned before, the middle seat does fold down and here there is more storage including two more drinks holders. There is also a very interesting swivel desk/laptop holder. This is one of those typical quirky Renault fittings. Quite practical but also a little odd.

Overall the cabin felt relatively roomy and would make a decent working environment. There’s enough room to store quite a bit of odds and ends.

The big plus is the proliferation of cupholders. It is possible to have six cups of coffee on the go at the same time in a Renault Master, without spilling a drop.

This must be some kind of record.

IT’S MY BUSINESS IT’S MY VAN

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