Diesel September 2020

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DEBUGGING THE TRUCKING INDUSTRY

T

hese days are certainly dark times and 2020 will not go down as many people’s favourite year. There is a lot of talk about the ‘new normal’ or the ‘new reality’, but, in many ways, the next few years were always going to be a new reality anyway.

The world is changing fast even without the intervention of something like the coronavirus. When we look at this year from a few years hence, there is likely to be many aspects of life which we will not even think about, things which feel really unusual right now.

Much more regular hand washing is probably going to feel perfectly normal in a few years’ time and we will forget we were ever surprisingly lax about the whole thing. Pretty much the same as the way we are now used to the idea that someone can open up the computer and check out exactly where we are and see how fast we are going, and then find out when we will reach our destination in our truck.

We don’t have to think back very far to a time where the most common mobile phone call a truck driver would receive was, “where the bloody hell are you?”, and not too many years before that, a fraught operations manager simply hoped the freight would arrive on time.

Just as a lack of good hand hygiene, living in crowded conditions and extensive global travel have left us open to a bug which managed to get around the world without us knowing in a matter of days, then the current technological climate has left us open to cyber attacks.

The fact that ransomware has existed for some time has been put to the back of our minds for quite a while. Instead we enjoyed the luxury of knowing where the freight is exactly, this second. The technology meant the invoice for a job could hit the customer’s email inbox three seconds after it was signed off for in the warehouse on the other side of the country.

The fact that the biggest transport company in Australia has been hit by two ransomware attacks in recent months should wake us all up very sharply. This is the cost of living in this brave new world of billions of bits of data flowing back and forth across the world every second.

This is a new reality, if data security is not front of mind and checked regularly, if everyone’s business systems can talk to everyone else’s without strict protocols which are updated rigorously, then there is a chance of a bug from anywhere in the world being able to get in and cause problems, and very expensive problems at that.

Someone running a transport business is not going to sit around for a year or so and wait for some computer nerd somewhere to come up with a bit of security software which will keep the cyber hackers from the door, for now. Much like we are not carrying on as normal, waiting for a scientist somewhere to develop a vaccine for COVID-19.

We have learned to live with the fact that hand cleanliness, face masks and social distancing are with us for the long haul. The days of the free flow of data, without the cost of constantly updating and developing new security systems simply to keep the business working, have gone forever.

I am afraid that cruise ship has sailed.

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ISSUE 118

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Contents A TRICKY LOAD TO HANDLE AND SECURE

Based at Benalla in North-Eastern Victoria, Jamesy’s Transport is a two-truck operation that carts pine posts and concrete feeding troughs for farmers and rural supply stores, a tricky load to handle and secure.

Paul Matthei reports.

26 THE OTHER MEDIUM DUTY FROM JAPAN

38 ANALYSING THE ANNUAL ACCIDENT DATA

UD Trucks are mounting a comeback in the Australian medium duty truck market with a new model, the Croner, leading the charge. Tim Giles takes one out on the roads of Brisbane to assess its potential.

The latest data about truck accidents around the country is going to be available yearly from now on. Diesel talks to the report’s author, Adam Gibson.

30 UD COMES TO THE EIGHT LEGGER PARTY

42 LOOKING FOR 21ST CENTURY RULES

It has been a long time coming, but another Japanese truck maker, UD comes to the eight legger party. This is a configuration which makes a lot of sense, but Australian Design Rules had limited its potential – until now.

A root and branch rewrite of the HVNL is taking place and after extensive consultation, the Regulatory Impact Statement released by the National Transport Commission sees the agency looking for 21st century rules to take the trucking industry forward.

34 HINO IS PUSHING THE ENVELOPE

46 BECOMING MORE CONNECTED

With the introduction of the updated 300 Series range, Hino is pushing the envelope on what light duty truck buyers can expect as standard on a truck that they buy.

The trucking world is waking up to the powerful opportunities available to the industry in terms of safety, productivity, planning and transparency, which can be gained by the interconnectivity possible.

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NEWS AND VIEWS

The Australian Government’s Heavy Vehicle Safety Initiative, another two highway heroes have been honoured as part of the Bridgestone Bandag Highway Guardian, a strategic partnership between TuSimple and Navistar, the Hino network has expanded to a Ballarat branch of Till Hino in regional Victoria, the Vehicle Safety and Environmental Technology Update Plan and action on owner driver mental health are all in the News and Views section of Diesel.

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NEW TRUCK FROM MAN IS A WINNER

Having spent a few hours behind the wheel of a new generation MAN TGX 26.640, Diesel’s European Correspondent, Will Shiers, reckons the new truck from MAN is a winner.

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HYDROGEN IS COMING OF AGE IN SWITZERLAND

Hydrogen has a long and unsuccessful history in the transport industry, but now hydrogen is coming of age in Switzerland. Here is a report on the innovative trucks From Martin Schatzmann, a commentator about the truck industry in Switzerland.

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KEEPING FREIGHT COOL IN BRISBANE

Tech Know visits the Carrier facility to see how the job of keeping freight cool in Brisbane is handled on a day to day basis.

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20 GETTING THE MIX RIGHT When European manufacturers work together with others, it seems they come to very similar conclusions about getting the mix right, especially when combining the best of Japan with the best of Europe. Diesel tests the new Fuso Shogun prime mover. www.dieselnews.com.au

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NEWS & VIEWS

SAFETY INITIATIVE FUNDING ANNOUNCED Round Five of the Australian Government’s Heavy Vehicle Safety Initiative has been announced and will provide 26 projects, aimed at saving lives and reducing road trauma, with a share of the latest $5.9 million to be pledged to the initiative.

Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development said innovative projects delivering safety benefits to the heavy vehicle industry and other road users would be funded.

“Projects being funded this round target key areas such as developing or testing innovative new technologies, mental health support for drivers, educational campaigns and muchneeded training and development,” said Michael McCormack, Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development.

“This includes funding for the recently launched Healthy Heads in Trucks and Sheds foundation to ramp up their work to improve the mental health of people in the heavy vehicle sector nationwide, from drivers right through to warehouse and distribution centre staff.

“Some of the technology-focused projects include testing next-generation

base tyres and trialling new mobile cameras under the National Safety Camera Network initiative to allow real-time monitoring for critical safety concerns like load limit compliance and driver fatigue.”

Some of the projects to get funding include one for the Australian Livestock and Rural Transporters Association designed to manage effluent in the livestock supply chain – an Industry Code of Practice Awareness Campaign.

The Australian Road Research Board is looking at the ‘Testing of Electronic Stability Technologies on Long Combination Vehicles’.

Lindsay Australia will receive funding to develop a risk assessment and prevention toolkit to mitigate and reduce Musculoskeletal Disorder injuries to heavy vehicle road transport drivers. The Queensland Trucking Association are being fund to raise awareness on heavy vehicle driver health and wellbeing and conduct physical health assessments to help improve heavy vehicle driver health and enhance road safety.

The National Heavy Vehicle Regulator has two projects included in the comprehensive list. One is for testing new Mobile Camera Technologies to facilitate

the monitoring and interception of highrisk operators, vehicles and journeys.

The other is Sharing the Road with Heavy Vehicles, which is creating a national educational and awareness campaign that targets learner drivers, P-platers and other young drivers.

NHVR CEO Sal Petroccitto said HVSI provided an opportunity for the regulator, who administers the program, to work with other safety-focused groups towards a common and critical goal.

“The HVSI program encourages community, industry and government groups right across the country to collaborate to create workable solutions to make our roads safer,” said Sal Petroccitto, NHVR CEO. “It’s an important demonstration of how working together and harnessing a breadth of knowledge and industry experience can achieve real and lasting results for heavy vehicle safety.

“While the HVSI has already delivered some great outcomes, we still have critical work to do to make our roads even safer, which is why I look forward to getting this next round of projects underway to keep driving the future of heavy vehicle safety right across the country.”

AUTONOMOUS INTERNATIONALS ON THEIR WAY After tying up a deal with TuSimple, the strategic partnership between the autonomous truck system developer and Navistar means that there will be autonomous Internationals on their way in the next few years.

The plan is to co-develop SAE Level 4 self-driving trucks targeted for production by 2024. The strategic partnership is the result of a successful technical relationship between the companies for more than two years. In addition, Navistar has taken a minority stake in TuSimple.

“Autonomous technology is entering our industry and will have a profound impact on our customers’ businesses,” said Persio Lisboa, President and CEO, Navistar.

“Navistar’s strategic partnership with TuSimple positions us to be a leader in developing solutions for our customers by leveraging our organisations’ collective expertise to integrate our vehicle design

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DIESEL September-October 2020

and systems integration capabilities with TuSimple’s innovative autonomous technology. This announcement marks a significant milestone in our development journey with TuSimple and we look forward to furthering our relationship in the months to come.”

The program between TuSimple and Navistar is planned to enable an integrated engineering solution that will be ready for mass-production using Navistar’s vehicle manufacturing capabilities. At that time customers are expected to be able to purchase the fully autonomous trucks through Navistar’s traditional sales channels in the United States, Canada and Mexico.

“TuSimple and Navistar began joint development of pre-production units in 2018 and now we are kicking-off a full go-to-market production program,” said Cheng Lu, President, TuSimple. “We are honoured to be partnered with Navistar. The

investment in TuSimple and the partnership with Navistar marks an important milestone for our company. With the combined expertise of Navistar and TuSimple, we have a clear path to commercialise selfdriving Class 8 trucks at scale.”

Last December, TuSimple announced results of a study conducted at the University of California San Diego that show the company’s autonomous driving technology reduced fuel consumption in heavy-duty trucks by 10 per cent when compared to traditional operations.

The company operates a fleet of 40 self-driving trucks in the U.S., shipping freight autonomously for companies such as UPS and McLane Company between Arizona and Texas. www.dieselnews.com.au/autonomoustrucks-may-be-closer-than-we-think/ TuSimple plans to demonstrate completely driverless operations in 2021.

NEWS & VIEWS

TWO HIGHWAY HEROES

Frasers Livestock Transport driver Jeff Clegg.

HIGHWAY HERO HONOURED Another highway hero has been honoured as part of the Bridgestone Bandag Highway Guardian. A livestock transporter was commended for his quick thinking and selfless response in saving the life of a motorist trapped in an overturned vehicle.

In June 2019, Frasers Livestock Transport driver Jeff Clegg was conducting a welfare check of his truck’s load outside of Woodenbong, NSW, when he saw an unusual glow in the distance. On investigation, Jeff came across a 4x4 in dense vegetation with the driver trapped inside.

After alerting emergency services, Jeff remained with the driver and comforted him, before assisting emergency responders once they arrived. Given the remoteness of the incident and condition of the driver, Jeff’s intervention is being praised as having saved the motorist’s life.

Bridgestone Australia & New Zealand Managing Director, Stephen Roche, says Jeff’s story is another example of truck drivers going above and beyond.

“Jeff Clegg is another unsung hero from the Australian trucking industry who has gone out of his way to assist someone in need,” said Stephen. “Congratulations Jeff on being named a Bridgestone Bandag Highway Guardian, and thank you for your quick thinking and selfless approach.”

The Bridgestone Bandag Highway Guardian accolade is presented in partnership with the Australian Trucking Association. It aims to honour those in the industry who are there in times of need.

According to ATA Chair, David Smith, the actions of Jeff exemplify the importance of a proactive approach to road safety.

“Jeff Clegg’s story is a prime example of drivers and transport operators contributing to safer roads,” said David.

“Well done Jeff on your appointment as a Bridgestone Bandag Highway Guardian.

By being proactive and conducting routine checks, a motorist was saved from what could have been a dire outcome. It’s a credit to Jeff’s diligence and commitment to his profession.”

Together with the ATA, Bridgestone and Bandag aims to find and honour drivers like Jeff Clegg.

HERO TRACKED DOWN ON FACEBOOK A transport driver who saved the life of a fellow truckie has been honoured as a Bridgestone Bandag Highway Guardian, a hero tracked down on Facebook.

Shoobridge Transport’s John Lee assisted at a major crash site in January 2018, coming to the aid of the trapped driver of an overturned truck that was leaking fuel and engulfed in flames.

After being rescued through the windscreen of the truck by John, the driver made a full recovery from minor injuries.

Following the incident, the driver’s wife set out on a quest to locate her husband’s hero and turned to social media to ensure he received the deserved recognition.

According to Bridgestone Australia & New Zealand Managing Director, Stephen Roche, John Lee is standout member of the Australian trucking community who represents the values of the accolade.

“The Bridgestone Bandag Highway Guardian accolade recognises truck drivers who have done incredible, selfless things, and we’re delighted to recognise John Lee with this award,” said Stephen.

“Bridgestone Bandag Highway Guardians tend to be humble, but we believe they deserve recognition. The lengths that went into locating John Lee highlights the impact his actions made and showcases the need to distinguish him properly. Congratulations John.”

Australian Trucking Association Chair, David Smith, believes John Lee’s story speaks to the character of many in the industry of going above and beyond in a humble fashion.

“Congratulations John Lee on being named the latest Bridgestone Bandag Highway Guardian and thank you for your selfless actions in saving a fellow industry member,” said David. “Every day, members of our industry do things to benefit others and don’t expect praise.

Those who go above and beyond are the unsung heroes and deserve to be recognised through the Bridgestone Bandag Highway Guardian award.”

Shoobridge Transport’s John Lee.

www.dieselnews.com.au

9

NEWS & VIEWS

EXPANSION OF THE HINO NETWORK Despite current economic conditions and COVID-19, an expansion of the Hino network has seen a strong second quarter for the newly-opened Ballarat branch of Till Hino Dealer Principal, Brad Till.

Till Hino in regional Victoria.

“As part of our constant appraisal of the Australian truck market, we identified an exciting opportunity to expand our dealership sales network into Ballarat, which is the third largest inland city in Australia, and located just over one hour north-west of Melbourne,” said Mr Bill Gillespie, General Manager of Brand and Franchise Development for Hino Australia.

“Given their excellent results in the Geelong market, Till Hino was the obvious choice to lead that expansion.

“Since their purchase of the Geelong dealership in 2017, the team at Till Hino led by Dealer Principal Brad Till has continually delivered an excellent experience for their customers, the results of which were apparent with their recent success at the 2020 Hino Dealer of the Year awards with the Regional Sales Excellence title,” he continued.

Till Hino’s brand new purpose-built

premises in Ballarat opened on March 2, 2020 with Rob Angus moving from the Geelong dealership in the General Manager role.

“To service the needs of our Ballarat customers, we launched an on-site service van there two years ago, opening a sales branch is a natural progression from this,” said Brad Till, Dealer Principal at Till Hino.

Till Hino has adapted to the challenges of COVID-19, they offer their customers contactless servicing and have increased their already high hygiene standards while ensuring a smooth sociallydistanced sales process.

“While there was an initial quiet period in early March, we increased our marketing efforts, which has resulted in the strongest ever sales month and second largest service month for our Geelong dealership,” said Brad. “Similarly, sales and service bookings have been strong in Ballarat.”

CERTAINTY WHEN INSTALLING NEW SAFETY TECHNOLOGY The recently announced Vehicle Safety and Environmental Technology Update Plan (SETUP) has outlined five work packages to give Australia’s heavy vehicle industry certainty when installing new safety technology. As part of the initiative he National Heavy Vehicle Regulator (NHVR) has released a blueprint to support manufacturers and operators to incorporate the latest safety technology into new and existing heavy vehicles.

The Plan is expected to help deliver commitment made as part of the National Road Safety Action Plan, including an increase in the deployment of Autonomous Emergency Braking (AEB), a better uptake of safer new and used vehicles and emerging vehicle technologies with high safety benefits and enable the introduction of safer, cleaner heavy freight vehicles by minimising regulatory barriers.

Based on consultation with several stakeholders, there are five work packages that will be progressed by the NHVR to increase/accelerate the uptake of vehicle safety and other technologies, with a focus on heavy freight vehicles.

One package will advocate for the

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DIESEL September-October 2020

increased harmonisation of Australian vehicle standards to allow for the latest designs from origin markets and the fitment of safety and environmental technology from those major market designs.

A second package will relax access and use limits for vehicles fitted with the latest environmental and vehicle safety technology.

The third will ensure in-service requirements maximise the benefits of mandated technology.

The fourth will empower industry to make informed purchasing decisions and the fifth is intended to educate industry about vehicle safety and environmental technology.

“Heavy vehicle manufacturers are designing technology, both here locally and overseas, to improve safety and get drivers home safely,” said Scott Buchholz, Assistant Minister for Road Safety and Freight Transport. “This technology is available and I want to clear the way to encourage the use of that technology and make sure there are no regulatory barriers when it comes to manufacturers identifying and installing new systems.

“For example, lane departure warning, autonomous emergency braking systems and pedestrian and cyclist detection systems are all available, so let’s see them on more new vehicles.”

The NHVR’s Vehicle SETUP Plan was developed following a survey of manufacturers in 2018 and is designed to meet the targets set out in the Federal Government’s National Road Safety Action Plan 2018-2020.

NHVR CEO Sal Petroccitto said the plan would be delivered over five work packages, including better harmonisation of Australian vehicle standards, better access to the latest vehicle technologies, ensuring appropriate in-service requirements, and industry education about new and emerging technology.

“When we surveyed manufacturers, we saw that there was very little consistency when it comes to installing newer types of safety technology,” said Sal. “For example, stability control was included on 78 per cent of new vehicles, but fatigue monitoring systems were used on less than one in five, while lane keep assist featured on one in four new vehicles.”

NEWS & VIEWS

ACTION ON OWNER DRIVER MENTAL HEALTH An initiative has been announced to develop a program of action on owner driver health. OzHelp has received a grant under the National Heavy Vehicle Regulator (NHVR) Round 4 Heavy Vehicle Safety Initiative (HVSI).

The project will develop a Health, Wellness and Suicide Prevention Program for owner drivers in the transport industry across Australia.

This project will be developed over a 19-month period and will undertake research to identify the unique risk factors affecting truck drivers in Australia and how to design and make accessible practical supports to help drivers.

Suicide is a major cause of injuryrelated mortality in Australia; each year, approximately 3000 persons die due to suicide. The burden of suicide in rural and regional areas of Australia far exceeds the burden in metropolitan areas, and past research has identified

males involved in the transport industry as being at particularly high risk of poor physical health, poor mental health and suicide.

To reduce the occurrence of poor health and suicide among truck drivers, it is important to gain better understanding of individual, social, and environmental risk and protective factors that influence poor health and suicide in the transport industry.

Anyone aged 18 years or over is invited to participate in a working group to discuss the issues, barriers and potential solutions relating to poor physical health, poor mental health and suicide in the transport industry.

The working group members will be truck drivers, and discussions will be by phone. It is expected to take 20 to 30 minutes, during which participants will be asked to discuss their views about influences on physical health, mental health and suicide, how it

affects the truck drivers, barriers to accessing assistance, and looking for ways to ensure truck drivers at risk of developing poor health outcomes could be encouraged to seek help.

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NEWS & VIEWS

$8 MILLION FUNDING FOR IMPROVED TRUCK ACCESS In a move which will see local councils carry out and manage engineering assessments of their bridges and culverts, the Strategic Local Government Asset Assessment Project will see up to $8 million funding for improved truck access. To begin with, the project will include 12 councils nationwide in its pilot phase.

The project aims to identify the existing capacity of road infrastructure and share this information centrally, to inform heavy vehicle road access. Under the Heavy Vehicle National Law (HVNL), road managers have responsibility for heavy vehicle access to their road network.

This project will provide the resources to assist local government road managers in making decisions relating to heavy vehicle access on their road network infrastructure, specifically bridges and culverts.

“We’re looking forward to kicking off this work in the coming weeks with a diverse group of councils from right across the country,” said Sal Petroccitto, National Heavy Vehicle Regulator CEO. “The project will improve heavy vehicle access by identifying key heavy vehicle routes on local roads and assisting local governments with the management of their road asset data.

“It will also provide a central database that contains information on road assets making it easier for heavy vehicle operators to use routes that can accommodate them. By working with local councils, we can simplify

things, by improving the certainty of access for the wide range of vehicles that use our roads.”

The 12 local governments participating in the pilot are: •N SW – Bega Valley Shire Council, Cessnock City Council, Muswellbrook Shire Council •Q ueensland – Central Highlands Regional Council, Isaac Regional Council, Mackay Regional Council, Toowoomba Regional Council •S outh Australia – Barossa Council • Victoria – Glenelg Shire Council, City of Greater Dandenong, Pyrenees Shire Council • Western Australia – Town of Port Hedland “Our members want to be able to operate high productivity freight vehicles such as B-doubles on key local government roads to boost their productivity,” said Ben Maguire, Australian Trucking Association CEO. “Allowing trucks that can carry more freight reduces the number of trucks on the road and improves safety for everyone.

“These trucks often need permits to operate over defined routes, but trucking businesses don’t have enough information to apply for routes that take their trucks over bridges and culverts that are established as being able to take their weight.

“The result can be long delays as trucking businesses, the NHVR and local governments look at different routes to try to find one that works. Potentially, local governments may need to undertake

engineering assessments. This is expensive and adds even more delay. Sometimes, more than one trucking operator ends up paying for assessments of the same bridge.”

As a government partner, the NHVR works with over 400 road managers to obtain road manager decisions and provides a range of expert heavy vehicle resources to assist with the decision-making process.

This project will improve the available information about local government road assets, benefiting both road managers and heavy vehicle operators by: 1. Assisting local governments with engineering assessments of priority bridges and culverts, on key routes.

2. Supporting heavy vehicle operators by providing engineering assessments to inform route planning.

A LEVEL PLAYING FIELD FOR COURIERS AND ROAD FREIGHT The Australian Taxation Office (ATO) says it wants to level the playing field for couriers and road freight businesses during these difficult times.

“We are working to stop businesses gaining an unfair advantage that makes it harder for those who are doing the right thing,” said Peter Holt, ATO Assistant Commissioner. “It is now more important than ever we create a fair and equal system for businesses in the courier and road freight sector and one way is through the Taxable payments reporting system (TPRS).”

In 2018, the TPRS was expanded to include businesses that pay contractors to provide courier and delivery services on their behalf. It further expanded in 2019

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DIESEL September-October 2020

to include businesses that pay contractors to provide road freight services on their behalf. If a business pays contractors to provide courier or road freight services on its behalf, it need to record these payments (including cash payments) and check if it needs to lodge a Taxable payments annual report (TPAR) reporting these payments to the ATO. This applies even if courier or road freight services are just a part of the business. The ATO uses this information to check that contractors are reporting all their income as part of a fair and transparent tax system.

“Many businesses are offering new or expanded services, including courier

and delivery services in response to COVID-19 restrictions,” said Peter. “The information reported on the TPAR is used to make sure that contractors are reporting their correct income and paying the right amount of tax, so that honest businesses don’t lose out to those underdeclaring or not declaring income.”

Recording all payments made to contractors throughout the year will help businesses get it right and make it easier when the time comes to check if a business needs to lodge a TPAR. This information is usually on the invoices received from contractors and is the same information used to claim income tax deductions for the tax return and GST credits for the BAS.

WEIGHS LESS, WAY LESS. The Vector 1550 unit from Carrier is one of the lightest trailer refrigeration units on the market (712 kg) and operates with low noise emissions (71 dB). And while Vector 1550 units weigh less, they also offer way more.

Designed using the patented combination of a hermetic compressor with an economizer, it delivers a 40 percent increase in refrigeration capacity during pull down. As a result, Vector 1550 units deliver faster temperature pull down, reaching the desired set point up to 25 percent faster compared to conventional technology and with extremely precise temperature control (+/- 0.8°C).

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RURAL TRUCKING MATTERS

A TRICKY LOAD

TO HANDLEÂ AND SECURE

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DIESEL September-October 2020

RURAL TRUCKING MATTERS

Based at Benalla in North-Eastern Victoria, Jamesy’s Transport is a two-truck operation that carts pine posts and concrete feeding troughs for farmers and rural supply stores, a tricky load to handle and secure.

Paul Matthei caught up with company owner Andrew James who runs a tight ship, utilising the best in equipment to ensure the operation is as safe and efficient as possible.

O

ne of the distinct characteristics of ownerdrivers and small fleet operators is their ability to respond swiftly to changing conditions, be they market or equipmentbased changes, and modify their operations accordingly.

Unlike larger companies, which can, to a certain extent, ‘carry’ an underperforming area of the business temporarily, small fleets and one or twotruck operators need to be at the top of their game consistently. Their very survival depends upon it.

Andrew James is no stranger to operating trucks, having been an ownerdriver for 30 years and also having founded a company called North East Tilt Tray Hire about 20 years ago. The business boomed for a good few years with a national plant equipment hire company providing the bulk of the work, but that all changed virtually overnight, forcing Andrew to seek out other opportunities.

www.dieselnews.com.au

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RURAL TRUCKING MATTERS

“We were running floats and heavy-duty tilt trays and all was going swimmingly until our major client closed down its Benalla branch and moved everything to its Shepparton and Albury branches which were already covered for transport, leaving us high and dry,” says Andrew.

The change of business name to Jamesy’s Transport and purchase of a flat-top trailer saw Andrew venture into subcontracting work for some of the larger transport companies for a number of years until he found his current niche.

For the past five years he has been hauling the pine posts which today make up about 90 per cent of his work, with the remaining 10 per cent comprising the transport of concrete farm feed and water troughs that are manufactured at Kerang.

“Even if we only carted the posts we couldn’t use a conventional log trailer because the bolsters are far too high and too far apart for what we do,” explains Andrew. “So we engaged a local engineer who installed pockets for the bolsters in the coaming on the original flat-top at every cross member as a trial to see how it would work – and it

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DIESEL September-October 2020

has worked quite well.”

While Andrew’s original flat top trailer has done sterling service in the dual-purpose role, his dream was to acquire a new flat-top trailer with easily removeable bolsters and auto tensioning straps to make the job safer and easier.

Swan Hill-based specialty trailer builder Pumpa Manufacturing has recently made that dream of Andrew’s come true.

“What Pumpa came up with was superior to the original trailer,” says Andrew. “They took the ideas I gave them and massaged them to come up with this solution that has truly exceeded my expectations.”

POSTING A WINNER While to the uninitiated pine posts strapped into bundles might not seem too difficult to transport, Andrew says a number of factors conspire to make life difficult for the transporter, including settling of the load during transit, the deteriorating condition of country roads and the fact that the strapping holding the bundles together doesn’t always hold out until the destination is reached.

Andrew transports the loads of pine

posts either double or triple stacked on the specially designed flat-top trailer, with the removable bolsters designed to contain the posts in the event of bundle strapping failure.

The new trailer also features pneumatic self-tensioning load binders that continually self-adjust during transit to ensure the correct strap tension is maintained as the load settles.

Andrew says the new trailer with the special load restraint features provides peace of mind during the trips which include hauling the raw posts from Mount Gambier to Benalla where they are treated before being transported to the end users including rural and farm supply stores.

“Above everything, it gives us the reassurance that while we are travelling nothing is going to move,” says Andrew.

“These types of loads move all the time and the roads we travel on are getting rougher which means we need to have a system in place that ensures our loads are secure at all times. You’ve only got to hit a rough patch which makes the trailer wiggle its tail and the load will move.

“Also, the fact that we multi stack the

RURAL TRUCKING MATTERS

The new trailer also features pneumatic self-tensioning load binders that continually self-adjust during transit to ensure the correct strap tension is maintained as the load settles.

post packs amplifies the issue because the bottom bundles settle under the weight of the top ones allowing the straps to become loose.”

Andrew goes on to relate another factor that influences the ability to keep the bundles of raw posts securely restrained during the journey from Mount Gambier to Benalla.

“The raw pine posts I haul out of Mount Gambier are worse than the treated ones because they are bound up when they are moist and then they sit at the mill for a month or so until I pick them up, by which time they’ve dried out somewhat and the binding has slackened off a bit,” says Andrew. “Then, once they’ve been treated at Benalla, it swells them back up some. The point is that you can’t rely on the binding that holds the bundles together, meaning the bolsters and straps are of paramount importance for load security.”

It’s easy to appreciate Andrew’s enthusiasm for the pneumatic selftensioning straps on his new Pumpa trailer after he mentions that the conventional straps, due to the aforementioned vagaries of the

operation, required him to stop at least every 100km for re-tensioning. The productivity saving from not having to do this is a no-brainer.

As for where he delivers the treated pine posts, Andrew says rural stores dotted throughout country Victoria and southern New South Wales take the lion’s share, along with a proportion delivered directly to end users.

“At the present time we have a lot going straight to vineyards in the Riverina region around Griffith where they use them for making grapevine trellises,” explains Andrew. “We deliver to rural stores in every town on the Murray between Benalla and Swan Hill, south to Bendigo and north through the Myrtleford region up to Albury.

“We also cover many other towns in central and northern Victoria including Euroa, Seymour, Lancefield, Mansfield, Alexandra, Yea and Coldstream.”

POLE POSITION Jamesy’s Transport runs two semi-trailers doing the post hauling work with the trailers also used to cart concrete troughs used for cattle feed and water.

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RURAL TRUCKING MATTERS

Andrew James is no stranger to operating trucks, having been an owner-driver for 30 years.

“It’s more about service than anything else,” Andrew says, “I’ve been self-employed and buying transport equipment for 30 years and in that time I’ve always found overall service to be more important than purchase price.

“I expect long-term performance and durability from my equipment so for me quality is a big factor.”

This aspect of Andrew’s mindset is admirably demonstrated by the two prime movers he owns, a flash Kenworth T950 conventional powered by a Cummins N14 ‘Redhead’ and a Freightliner Argosy cab-over punched by a Detroit Diesel Series 60, with the extremely well presented 1997 model T950 serving as the flagship of the fleet.

“The T950 is an oldie but a goodie,” says Andrew. “The Argosy is a good truck too, being a cab-over it’s more manoeuvrable than the Kenny which means it’s better suited to some of the places we deliver to with tight access conditions.”

That said, Andrew says he is looking at upgrading the Argosy next year with its successor likely to be a Kenworth K200 cab-over.

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DIESEL September-October 2020

“We hardly ever travel on freeways so we need trucks that can handle the rougher conditions we encounter on a daily basis,” he says.

At the end of the day, according to Andrew, having durable and reliable equipment that’s designed to suit his operation is the number one priority.

With the new custom-built Pumpa trailer and Kenworth T950 prime mover,

“They also fitted custom built locker boxes under the tray which conveniently hold the bolsters when we’re not carrying the posts.”

Andrew reckons Jamesy’s Transport is well equipped to manage the workload of treated pine posts one day and concrete troughs the next in the safest and most efficient manner possible.

Having had the original flat-top trailer modified with the addition of bolsters to suit the post work, Andrew says it was a very pleasant experience engaging Pumpa to design and build the new trailer from the ground up to ideally suit the multi-purpose role.

“I approached four of the larger trailer builders before talking with Pumpa,” says Andrew. “I spoke with Jason at Pumpa who was happy to work with me and ensure the trailer was built exactly how I wanted it.”

“After comparing a few brands we found there wasn’t much difference in the purchase prices, but being based at Swan Hill, which is one of our delivery destinations, Pumpa is ideally located if anything needs attention, which means a lot to us.

“Pumpa listened to what I wanted and came up with an even better design than I had initially envisaged, with the removable and adjustable bolsters spaced at intervals along each side to suit the length of the posts we carry.

“I went to Pumpa with the ideas and they modified them into what works even better, and I couldn’t be happier with the outcome,” he said. “They also fitted custom built locker boxes under the tray which conveniently hold the bolsters when we’re not carrying the posts.”

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TRUCKS ON TEST

GETTING THE MIX RIGHT When European manufacturers work together with others, it seems they come to very similar conclusions about getting the mix right, especially when combining the best of Japan with the best of Europe.

Tim Giles tests the new Fuso Shogun prime mover.

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DIESEL September-October 2020

TRUCKS ON TEST

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TRUCKS ON TEST

T

he Australian trucking public first got a glimpse of the Fuso Shogun at last year’s Brisbane Truck Show. It was a new name for a radically changed truck compared to its predecessors. This is the culmination of the full Daimlerisation of the Fuso offering in Australia.

Traditionally, the Japanese have not fared that well in the heavier end of the truck market, especially in the prime mover segment. The requirements of the Japanese domestic market tend to create a design which works well as a heavy rigid truck or a relatively light prime mover.

This works in Japan and sells well there, but Australians are looking for something designed to handle longer distances and ticking a few more of our boxes when it comes to sophistication.

Both the Daimler Trucks organisation and Volvo are involved with a Japanese truck maker. Daimler fully owns Fuso Trucks and Volvo is developing trucks for UD, even after recently selling the brand to Isuzu.

The two global giants seem to have come to very similar conclusions when integrating the Japanese heavy duty truck into a global truck maker and pulling componentry from all over the world. They have both decided Australian truck buyers are very happy with the basic chassis design of their Japanese heavy trucks, but are looking for more sophistication in the driveline and electronics involved.

An 11-litre engine based on a European original, coupled with a European AMT, seems to be the preferred option. Add to that all of the latest safety equipment and electronic control and monitoring found at the top end of the truck market.

For the Fuso Shogun this means the power comes from the Fuso OM470-T4 engine at 10.7 litres. This puts out 455hp (335kW) at 1600 rpm and has a torque rating of 2200Nm (1622 ft lb) at 1100rpm.

The OM470 is a tried and true engine out of the Mercedes Benz camp which has been used in many of the brand’s trucks in recent years. Another version of the engine is sold as the Detroit DD11 in the US market. It retains maximum power across a range from under 1500 to over 1800 rpm and the flat top of the torque curve extends for 1000rpm out to 1500rpm.

These figures tell us there is a great deal of flexibility in the performance of this engine. The fact that maximum power takes over just as maximum torque begins to fade and the rev levels increase means this truck is up to the job – even as a 11-litre tasked with doing a job previously handled by a 13-litre.

One of the contributing factors to enabling this set-up to handle the task at hand is the use of an excellent AMT. The transmission being used here is the Fuso Automated Manual G230-12, developed from the gearbox found in Mercedes Benz as the Powershift and as the Detroit DT12 in the Freightliner product.

The entertainment system is clearly ‘last generation’ following behind those offered in the latest trucks elsewhere in the Daimler stable.

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DIESEL September-October 2020

TRUCK ON TEST Pulling a loaded semi-trailer, Diesel took the new Fuso prime mover for a test drive around and down along the country roads of South East Queensland, climbing to some of the higher points of the Dividing Range around the Bunya Mountains, before following the course of the Brisbane River as it winds its way down Blackbutt and along through Esk, before meeting the urban sprawl of Brisbane around Ipswich. Then it was a quick run West to see how the driveline dealt with the long steady climb up the new Toowoomba Range Crossing.

The descent from Blackbutt showed the advantages of going with this European style driveline. The combination of a threelevel compression brake on the engine as well as the traditional Japanese engine brake meant it was possible to cruise comfortably down the grade with the transmission set to manual.

By changing down manually until the truck was comfortable, it was possible to descend without the feet on any pedals.

On this particular grade, 1700rpm at 35km/h was a sweet spot, the driveline was taking the strain and the foot brake was in the back pocket for any unexpected events.

The last pull was up the new Toowoomba Bypass, built to replace the

TRUCKS ON TEST

punishing Toowoomba Range Crossing.

This is a long, steady climb, with several changes in gradient. It is unremitting, but not steep enough to force the transmission to the lowest gear for climbing. This is the kind of climb where any weakness in torque or gear-changing is easy to detect.

As the truck got into the climb it settled down to 40km/h at 1500rpm in the ninth gear. It felt comfortable and well capable of handling the task with an even pull. We know this 11-litre is a torquey little engine in the same ball park as competitor EuroJapanese engines of the same size.

The model in this test uses a relatively short differential ratio at 4.625:1, and is set up for intrastate work at best. 100 km/h at over 1800rpm is not line haul specification.

In fact, it is likely this truck will spend a lot of its life in metropolitan areas handling one or two trailers around the big city. This is the area of expertise to which it is suited and what it has been designed for.

Nevertheless, the new technologies now included in the package do have an effect on the functioning of the truck. Rolling down through the Brisbane Valley, there were many occasions where the eco-roll function in the Adaptive Cruise Control came into play effectively. On a couple of occasions, the tachometer needle sat at 500 rpm for several kilometres, with the AMT’s clutch held open.

The latest iteration of eco-roll appears to be a lot less conservative than the system when it first appeared on European trucks.

Clearly, the data from millions of kilometres with the system has allowed it to learn, more precisely when it can and cannot disengage the driveline to save fuel.

Letting this smarter version of ecoroll do its job rolling in countryside like the Brisbane Valley shows its strength.

This experience is not likely to happen very often, particularly with a driver on a deadline. But, by giving the system its head and refraining from touching anything but the steering wheel, it is possible to get kilometre after kilometre of low fuel-use rolling.

The downwards side of an incline built up enough speed to get the truck up the other side without triggering the system to take over and get back up to speed.

Admittedly, this did mean the truck was sometimes only doing 60 or so at the top of the rise, but it would repeat this pattern until the uphill sections got too steep for the rolling to continue. Then the

cruise control kicked back in and we were on our merry way again. Quite a bit of fuel saved there.

RIDING SHOGUN From first sight the Shogun looks different enough from its predecessors, but not too dissimilar. The aerodynamic engineers have been busy ironing out the imperfections and improving air flow with subtle changes to the shape. The truck’s new impression is aided by the use of a sharp blue paint job, a change from the usual white Japanese prime mover. This look is a vast improvement on the red and black camo look used on the first evaluation truck in 2019.

Looking around inside the cabin, the layout is very familiar. Fuso has always

gone with a flat set of lockers and pockets across the top of the engine cover. There are places to put odds and ends and others to store more substantial items. There’s a tray which fits a work diary and another where pens, phones, etc. can live. The provision of round drink holders seems to be lacking, but there are some square ones which should fit the bill.

The entertainment system is clearly ‘last generation’ following behind those offered in the latest trucks elsewhere in the Daimler stable. The information screen directly in front of the driver is relatively small, but reassuringly comprehensive. This is the window into the inner workings of the substantial computing included in the Shogun. A short test drive just isn’t long enough to investigate its options fully.

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TRUCKS ON TEST

On the road, steering is positive and, from the point of view of the driver, this truck has a firm ride, something common across the spectrum of Japanese heavy trucks, when compared to the longdistance highway prime movers with a European background.

This firmness can be somewhat overcome by increasing the softness setting on the air suspended seat. The driver deals with the firmer feel by adjusting the seat to take out the worst of the bumps. This adjustment is not too responsive and the driver ends up with the choice of quite firm or quite soft, with not much in between.

The items that any driver will notice in the new truck, which make their life easier, are those aspects imported from the Benz product. There is a very modern steering wheel with all of the control buttons close to the driver’s thumbs.

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DIESEL September-October 2020

The layout is now common across Daimler. The entertainment system and phone controls sit on the left, while the right has the cruise control suite’s buttons. This is becoming a layout in most new trucks coming into this part of the market New trucks are almost all being offered with close to the full suite of bells and whistles, ABS and EBS of course, but also Advanced Emergency Braking (AEBS) and Adaptive Cruise Control (ACC).

There’s also Active Attention Assist with the system monitoring driver input on the wheel or pedals to look for any fatigue-like symptoms. There is Electronic Stability Program (ESP) as standard and Lane Departure Warning System (LDWS) as well.

Of course, in a test situation like this, it is difficult to gauge the effect of these technologies’ inclusion, but as these systems become more commonplace and,

increasingly, fitted as standard, the industry will become even more familiar with them.

The point at which there is no need to mention their inclusion may be closer than we think. It is not necessary to include the fact the braking system uses full air, dual circuit with Fuso taper rollers. Perhaps the inclusion of AEB, ESP and LDWS will also not need to be remarked upon in the not too distant future.

In fact, this is a typical Japanese heavy.

The difference, this time around, are all of those aspects of design and build introduced from the Daimler Group. The same could be said of those trucks built in Japan from the Volvo world, and the other two main Japanese truck makers are going through the process of introducing these more ‘European’ aspects of truck design, especially at the heavier end of the market.

With the introduction of these different influences in truck design, we are heading to a position where the technology in trucks is converging. The distinction between a US, European and Japanese truck in terms of the systems on offer is becoming less and less visible. Truck design is becoming more homogeneous and the global differences less distinct.

The trick here is not the technologies themselves, but the way they are put together, the way they are integrated into the overall truck system. As most of these modern heavy trucks come with a lot of the available bells and whistles, it is often in the driver interface where the cultural differences between Japan, Europe and the US can be found.

The way these systems connect with the driver tend to be least sophisticated in the Japanese product. This is understandable since the way trucks are designed and built for their domestic market is as a commodity and a functional tool in a business.

This is precisely how this new Shogun appears: As a useful functional tool in a business and not as a truck which is going to get any prospective driver excited about spending their working life behind the wheel.

At the end of the day, the Fuso designers have brought all of the goodies the latest electronics and safety technologies can bring to a truck, without losing the typical solid feel of a heavy duty Japanese truck.

A utilitarian truck has been developed to include all that the modern truck designer wants to add to the mix.

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TRUCKS ON TEST

THE OTHER MEDIUM DUTY FROM

JAPAN

UD Trucks are mounting a comeback in the Australian medium duty truck market with a new model, the Croner, leading the charge. Tim Giles takes one out on the roads of Brisbane to assess its potential.

T

he medium duty truck market in Australia is dominated by the Japanese truck brands, which consistently represent around 90 per cent of truck sales between eight and 16 tonnes GCM. In the last couple of years, UD has reduced sales of trucks in this segment as there was a gap between the last of the Condor models delivered into Australia and the arrival, this year, of the new Croner.

This new model sees the UD brand move away from the lower end of the medium duty sector and push a little further into the lighter end of the heavy duty market. Where the Condor came in with an MK, PK and PD configuration, Croner is simply PK and PD. Both of these models are, essentially, the same truck. One is configured as a 4x2 and the other as a 6x2. These models’ introduction means that UD Trucks now has a range in Australia which can compete from the 15 tonne GVM Croner four wheeler through the 24 tonne GVM Croner and then on up through the weight scale to include the Quon with 8-litre engine 6x2 and 6x4, the 11-litre engine powered 8x4 rigid and 6x4 rigid and prime mover.

UD seem to have decided to leave the lower GVM end of the medium duty market to the white-hot competition between Isuzu, Hino and Fuso. The company is looking to its traditional core market as a fleet truck in metro and intrastate distribution, plus giving itself the ability to successfully tender for the lucrative and long running Australia Post 4x2 and 6x2 market.

The truck on test for Diesel this time around is the 4x2 Croner with a driveline which is the same throughout

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DIESEL September-October 2020

the Croner offering, the 280hp (206kW) at 2200rpm 7.7-litre GH8E, which puts out 1,050Nm (774 ft lb) of torque. This proved to be a strong performer in the heavier Quon models tested by Diesel, so it makes easy work of sitting in a 4x2 chassis.

Sitting behind this engine is another proven performer: The Allison 3000 Series six speed fully automatic transmission. If any truck wants to compete in this segment of the market, this has become close to a standard option. In fact, on the Croner, it’s the only option. With 5.57:1 rear axle ratio, this equates to 1800rpm at 100km/h.

Out on the road, the performance of the engine, especially when coupled with the Allison box, makes life so easy for the driver. The pedals are simply stop and go buttons and the driveline just does the rest. When approaching red traffic lights, the driver simply takes the foot off the gas and pulls on the exhaust brake. The transmission does the rest, pushing up the revs to use the retardation.

This kind of set-up is ideal for the kind of work this truck will be asked to do all of its life, racing from traffic light to traffic light to keep up with a busy delivery schedule. The driver can concentrate on all of the other things they need to be aware of and not be changing gears to keep momentum up. Even the worst drivers end up driving this smoothly.

FROM THE DRIVER’S SEAT The basic controls for the driver seem well laid out and pretty simple. There is little clutter of unnecessary switches around the driver. The information

TRUCKS ON TEST

available on the information screen is relatively rudimentary, but this is the smallest and most basic truck sold as part of the Volvo Group.

It does come with cruise control, however, this is controlled on the left hand steering wheel stalk, along with the indicators and lights. On the right, the driver has the exhaust brake stalk along with wiper control.

The control for the Allison is simply a button pad mounted on the engine cover. This is a much better arrangement than that used by some other truck makers with a large stick control where

“THE CRONER REMAINS AS AN OUTLIER IN THE WORLD OF VOLVO GROUP TRUCKS, BUT STILL HOLDS ONTO THE KIND OF BASIC INTEGRITY WHICH HAS BEEN ASSOCIATED WITH THE UD BRAND FOR QUITE SOME TIME.” the gear stick used to be – which unnecessarily impedes cross cab access.

That said, the number of times the driver needs to access the controls are minimal, only stopping and starting and then when reversing the truck.

As a basic model, this truck has multiplex electrical system with a CANbus, but it is not the latest generation like that available in the heavier UD and Volvo models. It has a body builder connection module and other items

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TRUCKS ON TEST

The Croner uses the 280hp (206kW) at 2200rpm 7.7 litre GH8E engine, which puts out 1,050Nm (774 ft lb) of torque.

which this kind of truck needs, but not nothing like the advanced electronics available elsewhere.

The truck can be connected to the Volvo Dynafleet telematics system and this test truck has a USB socket to the driver’s right into which the driver can plug their identification toggle to enable the system to record their activity.

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DIESEL September-October 2020

The same toggle can be used to record across all of the brands in the Volvo Group which use the Dynafleet system.

The entertainment system has the ability to fit four cameras and is built on the Android platform, enabling it to run apps developed for use on the system.

The storage provisions in the cabin are regulation, but usually well positioned.

For some reason the Croner does not always come with an integrated seat belt in the driver’s seat. There is also a B pillar fixture available with an adjustable fixture on the pillar. This doesn’t seem to quite fit with the usual Volvo Group safety philosophy elsewhere.

Overall, this truck looks like it can do the job for which it was designed with no problems and give the driver a decent experience while doing so.

This part of the market does prefer the more basic truck, probably because the price point is a vital part of the sales strategy in this particularly competitive market sector.

The Croner remains as an outlier in the world of Volvo Group trucks, but still holds onto the kind of basic integrity which has been associated with the UD brand for quite some time. The designers have resisted the temptation to create something with too much sophistication, but also come up with a specification which can do the job, and still have plenty of capacity left in its back pocket.

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TRUCK DEVELOPMENT

UD COMES TO THE EIGHT LEGGER PARTY 30

DIESEL September-October 2020

TRUCK DEVELOPMENT

It has been a long time coming, but another Japanese truck maker, UD comes to the eight legger party. This is a configuration which makes a lot of sense, but Australian Design Rules had limited its potential – until now.

W

ith the introduction of the 8x4 Quon from UD Trucks, the Australian truck market is seeing the full extent of the Japanese truck maker come to fruition, as part of the Volvo Group. Development dollars have been spent over the years getting a Volvo, then a Mack and now a UD to meet the unique load sharing requirements for twin steer trucks under the Australian Design Rules (ADR).

The ADR says a twin steer must have a load sharing suspension in order to comply. Australia is the only country in the world to make this stipulation and this has meant the truck makers of the world have been unwilling to throw too many development dollars in this direction when it is only needed in one country.

The rules on axle weights are also designed to work against the use of twin steers on our roads. A single steer axle can be loaded to 6.5 tonnes in most

The safety and telematics packages which comes as standard on all product emanating from the Volvo Group means this truck is at the leading edge of the kind of high tech being introduced into Australia’s truck fleets.

cases, but two steer axles can max out at just eleven tonnes as a pair.

This rule is enforced in most states, but in the exception, Western Australia, the number of twin steer trucks are considerably higher, without extra damage to road surfaces or safety concerns. In fact, in many cases the twin steer option can be argued to be the safer option, providing inherent stability and minimising issues around steer tyre blow-outs.

Having said this, the constant striving for productivity and flexibility in fleets has seen the 8x4 growing in popularity and there are even a few 8x2 knocking about as well. This has developed

despite the attitude of regulators. An extra tonne on the twin steer would start to make two front axles much more attractive.

By introducing the 8x4 now UD is arriving in a market in which it has not competed before with a fully formed truck with a lot of potential customers’ boxes ticked from the outset. The safety and telematics packages which comes as standard on all product emanating from the Volvo Group means this truck is at the leading edge of the kind of high tech being introduced into Australia’s truck fleets.

The latest release from UD Trucks is an 8x4 with a few target markets. The obvious one is the concrete agitator segment, which is always looking for a lighter and safer option. Then there’s the waste market with front loaders needing twin steers to remain legal and a constant search for low tare with flexible chassis dimensions to fit a body onto. There is also some demand in distribution with a diminishing load pushing more and more weight over the front axle(s).

“We have targeted this truck mostly for construction, waste and distribution,” says David Roset, UD Trucks Product Manager. “For the eight litre models, we have a mix of specs, using the shortest wheelbase and the Allison transmission, but for the longer wheelbase we will be looking at waste industry front loaders and tipper applications. The longest wheelbase for the eight litre will be for

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TRUCK DEVELOPMENT

distribution with a 14 pallet body option.

“The 11 litre is a very good fit for mining specifications. On the shorter wheelbase it is a good base for a powerful tipper.

“We think that 80 per cent of the new owners of these UD Quon 8x4 trucks will be completely new to UD Trucks,” says David. “I, myself, think that safety is one of the major points about this new Quon.

“We have the radar and camera at the

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DIESEL September-October 2020

front of the truck, in UD language, the TrafficEye, in plain English this is active cruise control, automatic emergency braking as well as lane departure warning. There is also stability control and brake blending.”

The truck has an eight inch touch screen with all of the bells and whistles we have come to expect from a modern truck in this electronics-driven age.

Surprisingly, UD has not gone whole

heartedly down the integrated seatbelt route. The option is available, but so is the option to have seatbelt fixed to the B-pillar.

The transom window in the passenger door comes as standard on the 8x4 Quon, a safety feature needed for a truck spending a good deal of its time in busy traffic conditions. There is also a window in the side of the cabin behind the B-pillar to enhance visibility and often

TRUCK DEVELOPMENT

needed in waste operations.

A tight turning circle is another aspect which is found on many customer wishlists in the segments this truck is aimed at, and it is provided here.

The UD Quon 8x4 will be available in three different models, the two models with the 11 litre engine are in the country now, but the eight litre is expected to arrive later in the year. The model nomenclature has CG indicating 8x4

The ADR says a twin steer must have a load sharing suspension in order to comply.

followed by 30 or 32 indicating GCM and 360, 390 or 420 indicating engine power.

The eight litre GH8 engine puts out 357hp (263kW) at 2200rpm and produces 1428Nm (1055 ft lb) of torque at 1200rpm. This engine will be fitted in the lighter model, the CG 30 360, which will be available in three wheelbases, 5700mm, 5200mm and 4500mm. The last of these aimed specifically at the concrete agitator market.

The two models fitted with the 11 litre GH11 engine are the CG 32 390, at 390hp (287kW) at 1600rpm and 1750Nm (1290 ft lb) at 900rpm and the CG 32 420 with 420hp (309kW) on tap as well as 1900Nm (1401 ft lb) of torque at 950rpm.

The two larger models are only available in the two longer wheelbases, 5200 and 5700mm.

All of the trucks are available with the Escot-VI AMT, with its Volvo Group, I-shift, M-drive background. The lighter truck with the eight litre engine will also have the Allison 3200 Series fully auto transmission as an option, again aiming squarely at the agitator buyer.

Clearly with the concrete market in mind, the development target for the 4500mm wheelbase CG 30 360 was to come up with a bare chassis cab with a tare of eight tonnes. This gets the truck in the ballpark that the concrete operations are looking for. The chassis is also prepared with an L-shaped bracket

enabling it to be fitted with a frameless agitator bowl, in a similar design to that employed on the Mack Metroliner.

The front suspension is a load sharing parabolic twin steer design, with a choice of eight bag air or a leaf suspension on the rear.

In this UD Quon 8x4 we see a transitional vehicle as the global structure of UD Trucks transforms over the next few years. According to the current UD team, very little will change from the point of view of the truck buyer.

They will still go into a dealership selling Volvo, Mack and UD where all of the brands will be represented.

Future developments may, however, be changed. This Quon was designed by a team in UD Trucks and also part of the Volvo Group of companies. The next iteration of a truck like this is not going to be quite the same. The team will still be in UD and have access to some Volvo technology, but the global ownership will be in the hands of Isuzu and decisions will be made to benefit the two brands, Isuzu and UD. How these changes are likely to play out over time is anyone’s guess. What we do know is the latest set of Quons to hit the market have seen the brand break new ground and reach new heights as a result of the introduction of the latest technology and well-pitched specifications.

www.dieselnews.com.au

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TRUCK DEVELOPMENT

HINO IS PUSHING THE ENVELOPE With the introduction of the updated 300 Series range, Hino is pushing the envelope on what light duty truck buyers can expect as standard on a truck that they buy.

H

ino has delivered a new level of features and performance at the lower end weight range with the release of its 300 Series light duty truck. The new range features what Hino terms as SmartSafe – a comprehensive safety package with advanced driver-assist technology that takes an active focus in protecting the life of drivers, passengers and other road users.

This launch continues a number of initiatives which Hino has taken in recent years to stay ahead of the game.

The truck maker has long been the number two in sales in the Australian truck market and continues to outrank its rivals, especially Isuzu, at every new iteration of its models.

As we saw with the new 500 Series last year, Hino has access to all of the latest sophisticated safety systems from the Toyota catalogue and is introducing state-of-the-art safety systems to keep

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the models ahead of all of their Japanese rivals in electronics sophistication.

The kind of equipment now being included in a small Hino truck is comparable to the kind of safety system we are seeing fitted in the latest top of the range European heavy duty prime mover, where the development costs of such systems can be absorbed into the cost of a much more expensive bit of kit.

“Hino SmartSafe includes a PreCollision System (PCS) with Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Lane Departure Warning System (LDWS), in addition to the already extensive list of standard safety features such as Vehicle Stability Control (VSC) and Reverse Camera,” says Daniel Petrovski, Manager of Product Strategy for Hino Australia.

“At Hino, we have lifted the bar in regards to the standard safety specifications that Australian customers should expect from a Japanese-built

truck. Starting in 2011, the Hino 300 Series was the first Japanese-built light duty truck to include the life-saving feature of VSC. “Similarly, Hino was also the first Japanese manufacturer to offer VSC and PCS in the medium-duty market, with the launch of the new 500 Series Standard Cab in early 2019. It should come as no surprise that we have continued with this trend, by introducing Hino SmartSafe and choosing the most comprehensive safety package available for our new 300 Series models.”

The Pre-Collision System has a forward facing camera and radar to detect potential collisions with another vehicle, or a pedestrian. It continuously scans the road in front of the truck and is particularly useful in avoiding nose-to-tail collisions.

The PCS detects the vehicle ahead and an algorithm continuously calculates risk of a collision and will warn the

TRUCK DEVELOPMENT

The 721 is fitted with the five litre J05E-UJ engine with 205hp (151kW) on tap with 600Nm (442 ft lb) of torque.

driver both audibly and visually if a collision is deemed to be likely.

In the eventuality of the driver not reacting to the warning, PCS can apply emergency braking to reduce speed and avoid a collision.

Other safety features include dual SRS airbags, four-wheel ventilated disc brakes, and UN ECE R-29 cab strength certification.

The inclusion of this safety suite does up the ante in this sector of the truck market, but from the outside, the trucks look little changed with an update on the grille giving the game away, hiding the fact that there is a lot more going on under the skin.

introduction of the new 721 model.

The 721 is fitted with the 5-litre J05EUJ engine with 205hp (151kW) on tap with 600Nm (442 ft lb) of torque. This power unit is matched to the six-speed double overdrive automatic transmission, with a towing capacity of 3.5 tonnes.

The range also includes the current 4-litre N04C engine which puts out 150hp (110kW) of power, with torque rated at 420Nm (310 ft lb), also available coupled with the automatic transmission. This is the engine choice

in the 616 models, which come in standard, wide and crew cab variants.

These models can also be specified at a car license GVM of 4.5 tonnes or a light rigid licensed 5.5-tonne GVM. If the 616 model is specified with the manual option, also a six-speed double overdrive box, the power rating available is higher at 165hp (121kW) with 464Nm (342 ft lb) of torque on tap.

There are also four models available as a hybrid. Hino is still the only truck supplier of this technology in Australia and the company is set on persisting with it. The four models are the 616 standard and wide cabs, the 716 wide cab and the 916, which has a GVM of 8.5 tonnes, taking it into medium duty truck territory.

Technical changes to the hybrid system have seen the engine go to Euro6 emission levels by using improved fuel injection, EGR, a DPF and SCR. The battery in the new truck is around 25kg lighter than the last generation. Hino does not expect to increase the numbers sold, which currently run at around 50 per year.

On the new hybrid, the common-rail injected engine produces 150hp and 470Nm of torque, which is delivered, in combination with the electric motor, from as low as 1000rpm.

“When maximum torque is available at such low rpm, fuel use is minimised,” says Daniel. “The revised automated

IMPROVED PERFORMANCE As Hino releases the new 300 Series Light duty truck, there is also an improvement in performance from the new trucks, with a new model being introduced for those looking for even more oomph. Hino claims to offer Australia’s most powerful Japanese-built light duty truck range and this claim has been further advanced with the

Inside the cabin the driver now has access to the multimedia unit introduced by Hino in the 500 Series launch last year.

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TRUCK DEVELOPMENT

transmission is now a six-speed instead of the five-speed in the previous model and is coupled directly to the electric motor.

“The additional gear and the wider ratio spread enable the engine to spend longer in its most efficient rpm, resulting in maximum driving efficiencies. The hybrid system continuously seeks to supplement the diesel power delivery with electric power into the driveline. It is constantly switching between diesel engine drive only; a combination of both electric motor and diesel engine drive; and can also use electric drive only in certain situations.”

Inside the cabin the driver now has access to the multimedia unit introduced

by Hino in the 500 Series launch last year. This includes a 6.5 inch touch screen which gives the driver access to the high level of functionality available.

The system can be connected to four cameras, as well as a full suite of radio, music streaming and phone connectivity. The system runs on the Android platform and many apps are currently available. More should come on stream in the future, which can run or monitor various functions in the truck or for the driver. These include items like connections to tyre pressure

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monitoring systems. Further options can be expected to appear in the next couple of years.

Overall, most of the changes to the 300 Series introduced this time around by Hino are little more than an update. However, it is the introduction of a comprehensive suite of cutting-edge safety systems which tells us this is more than just a facelift. It is a statement of intent from the Japanese truck maker.

These changes also make this new model launch a likely precursor to many truck launches we may expect in the future. It is likely that the number of changes in the hard metal of a truck will become less important, while a major step forward may simply be upgrading electronic hardware, or software. Or even improved integration and co-operation between existing systems.

Proud to be part of the industry. nti.com.au Insurance products are provided by National Transport Insurance, a joint venture of the insurers Insurance Australia Limited trading as CGU Insurance ABN 11 000 016 722 AFSL 227681 and AAI Limited Trading as Vero Insurance ABN 48 005 297 807 AFSL 230859 each holding a 50% share. National Transport Insurance is administered on behalf of the insurers by its manager NTI Limited ABN 84 000 746 109 AFSL 237246.

INDUSTRY ISSUE

ANNUAL ACCIDENT DATA ANALYSING THE

The latest data about truck accidents around the country is going to be available yearly from now on. Diesel talks to the report’s Author, Adam Gibson.

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he trucking industry can look forward to keeping up to date with issues around truck safety more regularly from now on as the National Truck Accident Research Centre (NTARC) will be bringing out its Major Accident Report annually, as opposed to biannually. The full 2020 report has now been released and, in fact, in the last issue of Diesel, we previewed the preliminary fatigue related results for our Fatigue Special report.

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The report uses the data gathered by National Transport Insurance (NTI) on all major accidents that go through its system.

A major accident is defined as one costing over $50,000, and NTI recorded 848 of these in 2019, a large enough sample to get a real picture of what is going on out there on our roads.

The precision of these reports is being improved all the time. In the past, data collection was more difficult and the report only appeared every two years. NTARC

has also updated its procedures and data structures to better fit with the way police and transport departments around Australia record incidents.

A number of headline figures stand out in the report. Between 2017 and 2019, the frequency of accidents dropped from one in 400 to one in 500. There was a sharp increase in accidents caused by distraction and inattention. There was an increase in truck driver deaths, no NTI-insured drivers had died in 2017 and this was not the case in 2019.

Driver error was deemed to be the cause in 39 per cent of all incidents, it was 29.6 per cent in 2017. Number one error was driver inattention, the second was following too close and the third was inappropriate vehicle positioning, such as cutting corners etc.

The decrease in the number of accidents caused by inappropriate speed has continued. It was nearly 28 per cent of incidents back in 2013 and had dropped to 14 per cent by 2019.

These top three causes represent over 80 per cent of all cases of driver error included in the figures.

Going against a trend of the past decade, the number of incidents caused by fire has crept back above ten per cent. This has been a stubborn issue which seems to persist despite efforts by the industry. An interesting change in the figures shows an increased share being caused by wheelend fires, rising from 33 percent to nearly 50 per cent of non-impact fires. The second worst reason was in engine bay/cabin fires at 31.8 per cent. With the wheel-end fires,

INDUSTRY ISSUE

Truck driver deaths by cause.

tyres were the top cause. Bearings came in at number two and brakes were the third, causing 15 per cent of the incidents.

“We saw a slight increase in fires as a proportion of all events, it went from eight per cent to ten per cent. It rose on the back of wheel end fires and not on engine bay fires,” says Adam Gibson, NTI Transport and Logistics Risk Engineer.

“Even when we look at engine bay/ cabin fires, it’s still 55 per cent electrical fires and it’s still, overwhelmingly, starter motor power cables.

“If I could have operations managers or workshops fix two problems in trucking to do with fires, it would be putting in place some sort of inspection regime around the starter motor power cable – to make sure it’s well protected and well supported – as well as something about wheel ends. Either go to preset bearings or do something about brake hoses and chambers. Tyres are the biggest slice, we had a bunch of tyrerelated wheel end fires.”

Interestingly, drivers under 25 were over represented in incidents involving inattention. One third of accidents

Fire incidents by sub-cause.

involving this age group were caused by distraction of some kind.

“The biggest surprise we have found from operators we know are using fatigue detection technology is that although they put the systems in for fatigue, the wakeup call is around mobile phone usage,” says Adam. “Some of the tech is very good at detecting people looking down at their phones on their lap.”

“Fatigue is still the leading cause of injuries and deaths. The results are slightly less consistent, but slightly improved, when compared to previous reports. As with our previous report, it is the largest cause of our insured drivers losing their lives.”

What this study hasn’t been able to get a handle on yet is the overall effect of the inclusion of fatigue management technology in trucks on the accident data. the amount of data available is not large enough for 2019, but Adam is expecting the numbers to be significant enough in the 2020 data to draw some initial conclusions.

The report compares the numbers of crashes caused by fatigue in each state with freight volumes in each state to make a fair comparison between them. South

Wheel end fires by source.

Australia has fatigue related incidents at double the rate of the national average. By the same metric, the state which suffers the least from this problem is Victoria, with numbers at one third of those nationally.

ANALYSING FIGURES The class of truck being driven has different issues when included in these figures. Although multiple combinations larger than B-double only make up 11 per cent of trucks involved in incidents, they made up almost 26 per cent of those involving fatigue. For B-doubles, the problem is not quite so bad, but although they make up 21.5 per cent of trucks involved in the figures, they represent over 32 per cent of those in fatigue accidents.

The regularly quoted statistic that states that 80 per cent of all fatal crashes between a car and a truck are caused by the car is borne out yet again by the 2019 figures.

On the other hand, when looking at car and truck crashes which did not involve a fatality, the truck was at fault 60.5 per cent of the time.

Mechanical failures have consistently stayed around the five per cent mark, with a blip in 2017 which saw the numbers jump up to seven per cent. However, steer tyres do make up 52.9 per cent of these incidents, plus 5.9 per cent of the incidents were caused by damage to other tyres.

Interestingly, there were no incidents recorded in the statistics in rigid trucks, caused by mechanical failure.

As the years go by, this report has become more useful in pulling together exactly what is happening out on our roads and bringing the industry’s attention to the issues on which it needs to concentrate to avoid accidents and improve safety outcomes on the highway.

A sharp rise in fires ten years ago reported in the NTARC reports of the time led to a lot of work to reduce the risk of fires, resulting in lower levels of fire incidents in the years since. These are the kinds of tangible outcomes that this reporting system can enable.

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RURAL TRUCKING MATTERS

HEAVY VEHICLE LAW REFORM;

HAVE WE MISSED THE MARK?

I

n June 2020 the National Transport Commission (NTC) released the longawaited consultation regulatory impact statement (RIS) on the review of the heavy vehicle national law (HVNL). This review promised to be a ‘root and branch’ look at a law that fundamentally hasn’t changed in decades. So, has it hit to mark?

Can we expect real change?

Well, firstly, you can’t fault the NTC in their consultation process. There was plenty of promotion and opportunities to have a say. The RIS is based on more than 250 formal submissions and 350 informal submissions received in workshops, email or online. After extensive discussions with our members the Australian Livestock and Rural Transporters Association (ALRTA) lodged a formal submission to NTC on behalf of our six state associations and 700 grass roots members that included 108 recommendations.

It appears that NTC has listened to industry and government. The RIS contains more than 40 different options covering all facets of the law including access, fatigue, vehicle design, technology, accreditation, primary duties and chain of responsibility.

If you are a fan of technology there is a lot to like. The NTC claim both industry and governments want the HVNL to recognise new technology as an alternative means of compliance. It would be fair to say that the current law assumes a paper-based environment and the amount of paperwork drivers must carry is bordering on the ridiculous. Anything that promises to reduce this paper burden will be a relief to many.

But not everyone is a fan of technology.

There was a rigorous debate in the rural sector about whether or not to support

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voluntary electronic work diaries (EWD).

While some saw EWDs as an easy way of reducing book keeping errors that attract disproportionately large fines, others saw it as the ‘thin edge of the wedge’ with a ‘big brother’ real time monitoring and tracking system sure to follow – and they may be right.

The RIS proposes to enable the HVNL to be flexible in recognising the adoption of new technologies to manage safety risk. For example, ‘seeing eye machines’ could become an alternative to prescriptive fatigue rules and road access could be improved with real time tracking technologies. And you guessed it, there are already prominent government and industry players calling for these to become mandatory – but only if the rest of the rules are ‘right’.

Which brings us to fatigue and access.

Drivers almost universally say that the current HVNL forces them to drive when tired and rest when they’re not. Who is going to stop a truck to sleep in it when you could be home in 20 minutes? Overly prescriptive rules, coupled with a chronic lack of rest areas with decent amenities, frustrate productivity and can make some situations less safe.

The RIS examines options including simplified counting rules, simplified record keeping, moving to a risk-based system, widening the scope of regulated vehicles, applying new rules to high-risk drivers, improved assessment of fitnessfor-duty and of course using technology to monitor fatigue in real time and mandating electronic records.

The RIS similarly includes a range of options for improving road access for

higher productivity vehicles. Some of these include increasing GML to CML limits, marginally increasing vehicle length, modifying vehicle classes, decision deeming, independent review processes and recognising official maps in law.

While most of the proposals would be an improvement there is nothing that fundamentally changes the current access system. It is still the same vehicles requiring the same approvals from the same authorities in the same timeframes. Even if all of the options were applied together it would not remove B-double access to the farm gate from the permit system.

It is critically important to get fatigue and access right. Although the RIS does not include a cost : benefit analysis, it has always been clear that most of the safety benefits will come from better fatigue management and most of the productivity benefits will come from improved access.

ALRTA’s early assessment is that the RIS is not bold enough in recognising higher productivity vehicles as the modern standard in rural areas. B-doubles were novel decades ago and so permits made sense. Stock crates at 4.6m are also standard and used almost universally. It is time to recognise these changes and re-cast the access system so that ‘normal’ vehicles can undertake ‘normal’ tasks without unnecessary regulation.

If governments neglect this once in a generation opportunity to fix fatigue and access, Australia may also miss the boat on a technology-based revolution in heavy vehicle regulation, or worse, it could be the same old law but with big brother watching you.

INDUSTRY ISSUE

LOOKING FOR 21ST CENTURY RULES A root and branch rewrite of the Heavy Vehicle National Law is taking place and after extensive consultation, the Regulatory Impact Statement released by the National Transport Commission sees the agency looking for 21st century rules to take the trucking industry forward.

I

f there is one thing all of the stakeholders around the development of the all-new Heavy Vehicle National Law (HVNL) can agree on, it is that the current law is inadequate to cope with the kind of regulation needed to take the trucking industry into the future, as technology and changing demands recalibrate the way the industry sector will function.

The process started some time ago with the National Transport Commission (NTC) being tasked with drafting a completely new law as the inadequacies of the current HVNL became more apparent. The current regime was cobbled together as the government

“ACCORDING TO HVNL 2.0, THE FUTURE HVNL SHOULD BE A MODERN LAW THAT PROVIDES A FLEXIBLE, RISK-BASED REGULATORY FRAMEWORK TO ENSURE THE SAFE AND EFFICIENT OPERATION OF HEAVY VEHICLES ON AUSTRALIAN ROADS.” tried to unify rules around the time of the founding of the National Heavy Vehicle Regulator and those rules turned out to be exactly what they are, an inadequate compromise.

When the transport ministers of Australia decided to ask the NTC to come up with a new set of rules back in

November 2018, they were not asking for a change in the basic principles behind the law, but instead, were asking for, ‘reforms that could improve the effectiveness of the HVNL’.

During the first consultation period, an expert panel was created to sift through submissions and to advise the

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INDUSTRY ISSUE

“AS LONG AS THE WAY THE OPERATION IS RUN AND EQUIPPED MEETS THE DUTIES LAID OUT IN THE HVNL AROUND PUBLIC SAFETY, PUBLIC AMENITY, ENVIRONMENTAL AND INFRASTRUCTURE IMPACTS, PRODUCTIVITY, EFFICIENCY AND INNOVATION, THE WAY THOSE RULES ARE MET WILL BE DOWN TO AUTHORITIES LIKE THE NHVR.” NTC about how any new law would be able to achieve that aim. Representing the trucking industry on that panel were South Australian trucking operator, Sharon Middleton as well as Gary Mahon, CEO at the Queensland Trucking Association and Louise Bilato, who performs a similar role in the Northern Territory.

After the first consultation period ended, the NTC drafted a long and complex document, the Consultation Regulation Impact Statement (RIS), a paper which runs out to 192 pages.

This document is being pored over by stakeholders who are being invited to

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make submissions to the NTC before the final drafting of the new law takes place.

Submissions have to reach the NTC by October 25, 2020.

This is the document which many, in both the authorities and those representing the trucking industry’s interests, will be ploughing through to get a handle on how the future HVNL may affect their interests.

For the rest of us, the job of trying to get a full sense of the implications of all of the bureaucratic language being used may be above our pay scale. For those with a shorter attention span, the NTC have also published a 24-page HVNL 2.0

scenario document which is aimed at showing the industry what the new law could, but does not have to, look like.

According to HVNL 2.0, the future HVNL should be a modern law that provides a flexible, risk-based regulatory framework to ensure the safe and efficient operation of heavy vehicles on Australian roads. It should also empower industry and government to take advantage of future innovation and technology opportunities to improve safety and reduce costs to benefit the community, industry and governments.

This emphasis on taking a risk-based approach to regulation is a mantra we have been hearing from the NHVR in recent years and points to a more collaborative approach to the problem rather than the adversarial philosophy behind the law in the past.

“Most stakeholders told us that what the law regulates should remain largely the same in the broader regulatory context, and that the problems with the HVNL relate to the methods of the law and how it regulates heavy vehicles,” says HVNL 2.0.

On the subject of operator accreditation, the approach is to look

INDUSTRY ISSUE

at mutual recognition on the part of the various accreditation schemes. On the sticky topic of access, the principle is set out for the rules to seek notices and as-of-right authorisation for vehicles to use certain routes and reserve more difficult-to-get permits only for special cases. This would be an extension of what has been happening for some classes of trucks in recent years, but does embed the concept in the basic law.

The future envisaged in this document sees a world with multiple layers of assurance. Some operators will be able to live in a landscape similar to the current regime with simple rules and limits. The paper also envisages more layers of assurance for operators willing to go further down the accreditation and assurance track, in return for higher productivity vehicles or working practices.

The emphasis is planned to be on risk-based regulation, where the HVNL uses the standards operators should meet on – things like assurance, hours rules, mass and dimension, vehicle

standards and livestock handling.

These standards themselves will not be included in the law. They will be able to be amended by ministerial sign off.

There is also room to increase the use of codes of practice to set parameters for industry behaviour.

The way it will work in this case and in many other areas which it covers, is that duties on the part of those involved will be set out in the HVNL. However, regulations, standards and codes of practice, which can be amended and improved easily, will be designed as options enabling operators to comply with those duties.

The scenario envisaged will create a new regulatory landscape, with the operator able to choose a route to compliance. At the most basic level, they could run combinations based on the prescriptive rules and masses, working under a simple standard hours-type arrangement.

At the other end of the spectrum, an operator could fit approved (by the NHVR) fatigue mitigation technology

to run a more innovative driving hours regime. They could also fit monitoring equipment, also certified by the NHVR to provide route and mass assurance to the road authorities in return for running at higher masses where possible.

As long as the way the operation is run and equipped meets the duties laid out in the HVNL around public safety, public amenity, environmental and infrastructure impacts, productivity, efficiency and innovation, the way those rules are met will be down to authorities like the NHVR. The authorities will have the ability to change these parameters over time to keep up with a developing trucking industry and the needs of a changing economic landscape.

These basic principles are not currently set in stone and stakeholders wishing to make a comment or suggestion, based on the information in HVNL 2.0 (available at https://buff. ly/3ioQoLH) or the longer RIS (available at https://buff.ly/3abIO4d) need to get their submissions into the NTC before October 25, 2020.

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INDUSTRY ISSUE

IMPACT OF THE

Coronavirus Pandemic The ongoing impact of the coronavirus pandemic has been incredibly disruptive to the heavy vehicle industry, with 2020 presenting challenges few of us anticipated.

T

hrough this disruption, the heavy vehicle industry has continued to demonstrate how integral it is to our national economy and the everyday lives of almost all Australians.

In learning to work within the confines of health restrictions, our industry has shown how willing it is to change, innovate and adapt to the new circumstances that we are facing.

The majority of industry has taken to these changes admirably, quickly incorporating cabin hygiene, extra PPE and face-mask protocol into truckie safety briefings and being flexible as things change. For an industry that is

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heavily paper-based there has been a commendable willingness to work through the ever – changing border and permit systems and to use digital technology to ensure drivers have the right passes, at the right times.

This readiness to embrace digital change didn’t come as a surprise to me, having seen the exciting things being implemented across the industry to enhance both safety and productivity on our roads.

The embrace of technology by industry is increasingly prevalent, from adoption of innovative fatigue-detection technology to the ever-improving feats being achieved

by new PBS approved vehicles.

We recently celebrated 10,000 innovative PBS heavy vehicle combinations hitting Australian roads, demonstrating the success of the world-leading PBS scheme.

PBS-approved combinations now make up one-in-five new relevant vehicle types (vehicles with a corresponding PBS combination) more than double that of five years ago.

This increase has led to improved safety outcomes, such as 46 per cent fewer crashes when compared with conventional vehicles, and productivity gains of up to 30 per cent by reducing truck trips on our roads.

INDUSTRY ISSUE

The continued growth of the PBS scheme shows industry’s appetite for more modern technology, and the desire to be safer and more innovative operators. At the NHVR, we are committed to continuing the success of the scheme, including building a second-generation PBS regulatory framework.

This PBS 2.0 will focus on streamlining access and approval decisions for PBS vehicles, ensuring national and local policy settings are able to support the uptake and adoption of safer and more productive vehicles, rather than discourage them.

While we are supporting the industry to be more technology-driven, that focus is also internal.

We know that technology can make the NHVR smarter and more efficient for the benefit of the whole industry and I want to ensure that we take advantage of any opportunity in this space.

As the pandemic began to escalate, we took a look at the resources we already had at our disposal and thought about how we could use them to fit the changing times.

For example the NHVR Route Planner, which has become an important and evolving part of our digital resources, now has a new map layer that includes open service centres and truck-friendly COVID19 testing centres, providing simple access

to national information about amenities and essential health services while drivers are on the road.

We also recently completed the roll out of our Regulatory Compliance Mobility Solution (RCMS) to our safety and compliance officers in South Australia, Tasmania and the ACT, which has already been implemented successfully in Victoria.

The RCMS replaces the current paper-based system, allowing our officers to make better, more informed decisions in a more efficient way, keeping

roads safe for all users.

The RCMS program has improved productivity and efficiency at the roadside in Victoria and operators will start to see these improvements flow on to other states.

For example, the technology will make records available immediately to authorised officers in other locations and over time low-risk operators and vehicles will experience fewer and shorter intercepts and a more seamless experience across state and territory boundaries.

This emphasis on risk-based regulation and enforcement is a crucial focus for the NHVR and technology plays a critical role in how we achieve that goal.

Whether it’s through targeted operations or proactively working with businesses to prevent incidents before they happen, we are increasingly using intelligence to inform intervention in the supply chain based on risk.

Across the board, we are acknowledging those operators that consistently prioritise safety and concentrating on those that present risks to other road users, ultimately delivering a better, safer industry for everyone.

As we move through a year that has thrown up some of the biggest challenges our industry and our country have ever faced, the NHVR is here to support and work with operators to innovate and come out of this stronger than ever.

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CONVERGENCE

Becoming More Connected The trucking world is waking up to the powerful opportunities available to the industry in terms of safety, productivity, planning and transparency, which can be gained by the interconnectivity possible from systems communicating, in real time, across the truck, the operating base, the customer and with the surrounding infrastructure.

A

s business systems, truck telematics and smart software generate more and more useable data for every aspect of the trucking industry. There is now a trend where the need for in-cabin convergence is coming to the fore. There is often a range of electronic devices all working independently in a truck and the next stage in development will see these technologies converging to a greater extent.

It is not a matter of ‘if’ these systems will converge, but a matter of ‘when’ they will converge. The fragmented nature of the electronics fitted in different trucks, fleets and industry sectors means the process of integration and convergence could take a number of twists and turns on the way to the ‘nirvana’ of a single integrated data flow from the truck, to the

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operator and from there into the various business systems involved.

Simply put, we are looking at a future where there will not be five black boxes with five SIMs in a truck, all talking to a different system online. Instead, what is now a black box will be a series of apps on a single interface, where smarts can feed data to other control systems as well as online to other management systems. Data will be available wherever it is needed, in real time, all the time.

The concept of convergence will also go way beyond the reduction in the number of black boxes in the cabin. There is also the convergence of the data that all of these different pieces of equipment pump out constantly. Yes, vehicle data may be going to the maintenance department back at base and the driver behaviour data to

those in charge of safety and compliance, but contained in that flow is a massive amount of data which the business can use elsewhere.

This will be another stage of convergence in which the data from the truck converges with the data travelling around within the business system of the operation. This is where artificial intelligence should create another major step forward in its effectiveness.

Utilising all of the data flows around a trucking operation, business intelligence will be able to identify behaviours and trends way before they would become obvious to the casual observer. In this way, the data convergence becomes a teaching tool for an overall system which can pursue the targets set by the management.

In this first part of an ongoing series

CONVERGENCE

of articles, Diesel looks at the front end of this data flow, the truck and trailer themselves. This is where a lot of the raw data is generated which affects a large part of the parameters on which the business model is based.

The costs are examined as the data flows from the truck itself, the fuel use and maintenance requirements. There is also the drivers and their behaviour, which can affect other areas of the business.

The simple location of the truck is also a valuable tool in the business as the operation knows exactly where its assets and the freight are at any point in time.

Adding in other simple functions like geofencing enables automatic processes to take the place of a lot of paper shuffling.

Combining the location data with load sensing systems fitted on the truck and trailer can also give road authorities the peace of mind to allow higher masses to be carried in some cases. This process is very piecemeal at the moment, but developments in the Heavy Vehicle National Law could make load and location assurance a useful productivity tool.

COMPUTING POWER The amount of computing power fitted into a truck as a matter of course has multiplied considerably in recent years. the amount of data flying around in a CANbus on a Euro6 truck is many times greater than that used in its Euro5 predecessor.

The truck system is no longer a central ECU with a multiplexed wiring harness.

It is a series of computing modes around the truck working together to run all of the control systems. Running the vehicle is only a small part of the system’s capability.

The modern truck has a lot more going on under the hood than that.

The modern European prime mover, and now, the latest US truck models, have enough capacity to fulfil many more functions than simply running the truck and telling us where the truck is and how fast it is going.

This level of sophistication is used

in Europe and more recently in North America to run a full business system out of the truck. For a subscription, the truck’s computing power will run a complete business system, compatible with operation control systems back at base and able to provide a data flow for areas like maintenance, compliance and other parts of the business.

One example of this kind of system is the one fitted in trucks sold by the Volvo Group. The system may have a different name in different brands, but it is essentially the same one customised to reflect the Volvo, Mack and UD Trucks brand identity.

The basic Dynafleet system has been a part of the Volvo offering for quite some time and each new model release sees a major jump in the telematics’ capabilities.

The telematics provided can vary in price depending on the amount of data being processed and sent from the truck to the operator’s computer systems.

Basic data about how the truck and driver have performed is communicated back to base. Adding in positioning increases the cost, enabling options like ring fencing and notifications about exactly where the truck is and when.

There is an option known as RFMS, which is less detailed and suitable for less sophisticated business systems. This level can often be used by an operator to demonstrate compliance with the rules, but it concentrates less on driver behaviour, while not costing as much as the more complex options, which also use considerably more data.

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CONVERGENCE

The next cab off the rank for Volvo and its electronic offering will be Volvo Connect. This is not a system which introduces even more data, but is a portal through which the operator, driver or scheduler can see what’s going on in all of the Volvo Group trucks in its fleet. This will be arriving next year in Australia, offering what amounts to an improved and customisable interface between the operators and their trucks.

This kind of system is currently available in all of the European truck brands to some degree. The functionality is certainly built into the trucks because European customers demand it. Some brands here is Australia choose to offer the full suite to their customers while others have chosen not to use that capacity at this time, supposedly having decided that the Australian market does not have sufficient demand for this kind of product at this time.

There is likely to be more consolidation of data in the truck as time goes by but for some operators, the inbuilt truck system has a couple of disadvantages: It does not work in mixed fleets with different brands and it cannot be integrated with some other systems in the truck or back at base.

In fact, in the past, Scania had developed a system known as Interactor, which was designed to be open for the use of third-party applications related

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DIESEL September-October 2020

to the truck. However, the design was dropped after Scania found that the kind of things operators wanted to do with the system were so task and operator specific it would be impossible to include options in one system that the broader trucking industry would need.

BLACK BOXES IN THE CABIN Many fleets have specific needs to be met by whatever telematics or monitoring solution they are using and often each one of these equates to more black boxes in the cabin. However, convergence is also happening in this part of the industry.

Systems like the one produced by CombineIT are currently a standalone product, with a driver tablet or phone app as the interface in the truck, but the strength of the system is in the back office applications which pull data down from the tablet and push data back to it. It is simply a web-based freight management system creating consignment notes, taking customer orders as well informing dispatch and job pricing.

This system can also be integrated into other parts of the business, interfacing with accounting software like Xero and customer relationship management applications. The operator’s customer can also access the data on their own business systems, if required.

CombineIT have also gone one stage

further and been able to integrate the system with the larger MTData telematics platform, where the functionality of the CombineIT system can piggyback on the MTData equipment. This is where some real convergence can begin, where, what is currently a piece of hardware with its own SIM card and communication channel becomes an app on the main platform and is still able to fulfil the same function for which it is designed and useful for the operator.

This kind of convergence may have been available to the larger fleets for some time, because they are big enough to be designing their own systems and building in the functionality their large fleet requires.

For the smaller fleets, which make up the vast majority of trucks plying their trade on our roads, the solution has to be different. This is where solution providers like CombineIT, and others, can come in. Apps specifically suited to the task or safety concerns the operator is involved with, can be added to some basic recording and tracking devices in order to create the quality of data flow into the operation to improve productivity and safety.

Similar integration is taking place between the various safety systems that can be fitted in the truck cabin. Each system may be able to be fitted with its own functionality in the cabin, but from the

CONVERGENCE

point of view of the operator, it is preferable to package them in a way where they use common platforms for communication.

Currently, DriveRisk are also working in the mining industry and can work together with other safety system suppliers to cover all the bases.

“We have a number of partnerships with companies supplying to the mining sector,” says Craig Forbes of DriveRisk. “We have an agreement with one of our customers where we are putting in a full advanced driver assistance system with breathalysers, seat belt sensors, driver alerts, fatigue management, vibrating seat pads all talking to each other. We are also a partner with the Mobileye organisation.

“All of that information needs to go somewhere, so we have developed a system which takes all of the information from all of the safety systems, from everybody, and throws it into one dashboard, so the customer can see all of it in one place.

“We are even going deeper than that.

Having different systems in the cab is

one thing, having them talk to each other is another, and extracting the data is a further opportunity. The question we are starting to ask is what are you doing with that data? It needs to be ranked and stacked, based on a critical occurrence.

What are the priorities for addressing all of the information you are getting from all of these devices?

“We should be able to go deeper into the data and work out what are the ongoing issues and what are you doing about them. Is there a process so that these issues do not reoccur? In terms of in-cab convergence, nirvana’s a wonderful thing, but with them all talking to each other, what is the customer doing with the data?”

Data in the truck, becomes data in the operations system and in the client’s systems. Just having the data isn’t enough, the operation needs to analyse it in order to get some value from it.

“You could almost ask yourself, what is our industry,” says Patrik Tharna, Scania National Aftersales Manager. “Are we in the trucking industry? Or are we in some

new space where logistics and trucking are all coming together? We have to look for convergence within this eco-system.

“In this space, there’s some very specific trends that we can identify.

Everything is going to be connected, there will be electrification and things will be autonomous. There will be new business opportunities for new players who weren’t active in this space in the past.”

CONVERGENCE

Trailer Telematics:

Information Integration The ongoing advancement of information technology for trucking applications is providing an increasingly integrated solution where a large number of parameters relating to trailer operation and load integrity can be monitored remotely using a device or screen. Paul Matthei looks at some examples of where this new data is being used.

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DIESEL September-October 2020

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G

one are the days when every individual aspect of truck operation that requires close observation needed to be monitored using an individual system for each element.

The modern CANbus system of communication enables all facets of truck operation including but not limited to GPS tracking, axle weights and temperature control of refrigerated trailers to be monitored via a device or computer screen.

A great example is the new Loadman App-based onboard weighing system which is compatible with Android devices. The system Loadman offers is a Garmin Fleet 790 Tablet which, in addition to being the seven-inch capacitive touch display for the Loadman scale system, incorporates reverse camera input, truck-specific GPS navigation, dash cam and Bluetooth connectivity for mobile phones. It is also possible to use the system for GPS tracking, subject to compatibility with

“IN REGARD TO REFRIGERATED TRANSPORT EQUIPMENT, THERMO KING HAS A LONG AND SUCCESSFUL HISTORY IN THIS COUNTRY AND TK’S BLUEBOX TELEMATICS SYSTEM IS DESIGNED TO IMPROVE THE LEVEL OF REAL-TIME INTELLIGENCE AVAILABLE TO DRIVERS AND FLEET MANAGERS IN RESPECT OF TEMPERATURE CONTROL AND THE CONDITION OF REFRIGERATION EQUIPMENT.” the tracking company.

According to Loadman Managing Director, Frank Parker, the system has graphics applicable for all rigid trucks with up to and including five axles, with the font colour automatically changing to red when the truck is overloaded.

“With the App-based system, we no longer need to install the typical screen we have always used as a display,” says Frank. “With rigid trucks there is a direct connection from the applicable sensors into a two-channel – one for the

steer and one for the drive axle group – CAN Coder which connects directly to the tablet display.”

Frank goes on to explain that removing the meter and replacing it with the Garmin tablet does not significantly change the cost of the system in rigid truck applications, although he stresses that multi-combination vehicles require an additional interface component.

“The App enables calibration and other setup and troubleshooting functions to be completed using the tablet screen,

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CONVERGENCE

with access to the system controlled by password protection,” says Frank.

THERMO DYNAMIC In regard to refrigerated transport equipment, Thermo King (TK) has a long and suc-cessful history in this country and TK’s BlueBox telematics system is designed to im-prove the level of realtime intelligence available to drivers and fleet managers in respect of temperature control and the condition of refrigeration equipment.

The system comes standard on the TK SLXi platform of trailer refrigeration units, offer-ing access to the raw data needed to help improve both fleet efficiency and the quality of delivered cargo. To access the data, operators only need theTK Reefer app, which is a free of charge app that enables remote Bluetooth connectivity to TK SLXi units.

ON THE PULSE Braking Specialist WABCO offers a trailer telematic solution called TX-TrailerPulse.

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DIESEL September-October 2020

This is a system that links up with the Trailer Electronic Braking System (TEBS) elec-tronic control unit (ECU) and reads braking information and then feeds the information to the Cloud for companies to access it.

Directly connected to the TEBS, the solution captures and processes TEBS and trailer diagnostics data via the webbased TX-TRAILERFIT portal, which assesses the tech-nical health of the trailer and can provide, for example, root cause indication and repair hints.

Additionally, operators can monitor the TEBS use over a trailer’s lifetime and check critical TEBS events. Health and diagnostics insights can be shared easily and securely with workshops and service partners, building a digitally connected repair and mainte-nance chain which can create a direct positive impact on the total uptime of fleet vehicles.

Besides providing the same information in the back office as a technician would access with a physical readout in the workshop,

TX-TRAILERPULSE makes the data available remotely and in real time.

Specifically, the solution can zoom in on trailer details, providing, amongst others, the trailer brand, model, EBS type and axle configuration. As for diagnostics data, TX-TRAILERPULSE processes the diagnostics code history as recorded by the Operating Data Recorder (ODR) that addresses topics related to maintenance and uptime management, specifically highlighting events such as tilt alerts, insufficient tyre pressures, roll stability (RSS) events, warning lamps, supply pressure warnings, wheel-speed sensor, demand pressure sensor and axle load sensor data.

The occurrence of any new Diagnostic Trouble Code (DTC) or EBS warning lamp forces a new read-out of ODR data and results in a constantly updated trailer health score for each vehicle.

A historical overview of these error codes and warning alerts in the TX-TRAILERFIT portal allows for determining patterns or reoccurrences

CONVERGENCE

of technical issues.

Taking DTCs and contextual data into consideration, a health score is generated for each individual asset of a fleet, allowing the fleet operator to better prioritise maintenance activities, and to act preventively on any degradation of a trailer health score.

Fleets can securely share these overviews with workshops, allowing accelerated repair and maintenance by improving the communication flow throughout the service chain regarding trailer health, its generated error codes and diagnostics data.

Therefore, workshops can be better prepared to perform analysis, to determine the best course of action and make prompt decisions, and to be practically prepared by the time the trailer arrives.

CARRIER CONTROL Drilling further into the refrigerated transport sphere reveals a similar level of sophistication exemplified by Carrier

Transicold’s eSolutions platform, which also enables op-erators to intelligently monitor connected refrigeration systems from anywhere in the world.

The system provides vital information for producers, drivers, transport managers and retailers on the products being transported and the vehicles transporting them. Accessible via desktop, smartphone or tablet, the eSolutions software offers operators 24/7 ac-cess to valuable data on their refrigeration systems, including: • Remote temperature monitoring • Two-way operational management and control • Capability in-depth service and utilisation reports • Geo-fencing • Operational alarms There are two eSolutions service packages options, Access and Premium.

The Access package supplies fleet managers with the relevant features for their business, including temperature monitoring, geo-localisation, service and utilisation reports. The Premium package additionally provides the possibility to control the unit at a distance and gives additional access to functions relating to service and regulation.

Each package is fully accessible through a standard web browser

and includes the installation of the box embedded into the refrigeration unit to collect, share and analyse all cold chain data.

According to Carrier Transicold, reefer telematics can help food processors, trucking operations and grocery retail operations maintain endto-end cold chain integrity. The company says more fleets are taking advantage of telematics systems to control transport refrigeration equipment from a central location, including changing cargo temperature profiles and set points, and making adjustments as needed whilst the cargo is in transit.

These systems also enable customers to apply telematics capabilities to provide records for tracking and traceability purposes. Fleets can remotely and intelligently monitor and download temperature data reports from anywhere in the world via a desktop, smartphone or tablet, and share information with key cold chain stakeholders without having to collect data onsite at the point of delivery. This provides vital information for producers, drivers, transport managers and retailers on the products being transported and the vehicles transporting them.

According to Carrier Transicold, the additional demands COVID-19 has

“With the App-based system, we no longer need to install the typical screen we have always used as a display.”

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placed on cold-chain networks have been met by these systems in assuring consistent supply availability for the likes of supermarkets and other retail food outlets during the pandemic.

Greater connectivity can improve efficiency and reduce waste for the entire cold chain, helping food and pharmaceuticals safely reach the consumers who need them. It can also help transport operators better manage shifts in demand, like those recently seen between food service and food retail.

THE CRUCIAL LINK An operator who appreciates the value of Carrier Transicold’s eSolutions technology in ensuring cold chain integrity is Simon Fraser, owner of Link Cold Storage and Transport based at Wangaratta in country Victoria.

The company runs a fleet of refrigerated semi-trailers and delivery vans servicing clients in Victoria and New South Wales, transporting the likes of hanging meat as well as chilled and frozen palletised products.

Having certification for food transportation standards including HACCP, Australian Government Department of Agriculture and Water Resources and PrimeSafe, Simon says the ability to constantly monitor the temperature in each trailer and van is crucial to the operation of the business.

“It certainly gives you more power and control within the business because you’re eliminating the mistakes that people can make,” says Simon. “It enables you to have more than one set of eyes watching one truck, one fridge and one temperature, in our game temperature is everything.”

Simon explains that in addition to temperature monitoring he uses Carrier Transicold’s eSolutions to glean information such as geographical location and as an early warning system for potential problems that could pop up.

“It also gives us peace of mind in that we can prove to customers that while their product was in our care the correct temperature was consistently maintained,” he says. “We can send that information to the client in PDF form and it puts their mind at ease.”

Conversely, Simon says, it provides a record of accountability along the cold chain, particularly in the case of a product

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DIESEL September-October 2020

not being within its correct temperature range when picked up.

“In that case we can prove to the customer that the product was hot when it was loaded, and we have done this with a customer who subsequently accepted that this wasn’t our fault. This can be proven on the spot, before the truck even gets home, which instantly takes the doubt out of the situation.”

According to Simon, the information also enables the company to help its customers with their product handling procedures, given the temperature information at the point of loading is readily available.

“For our peace of mind, we quite often download the information and have a look at what’s happening with our loads and if we see a discrepancy we can talk with the customer and help

them improve their practices. It helps us work with our customers to get the best results for everyone.”

The company’s Volvo prime movers are equipped with Dynafleet monitoring systems which track the vehicles and also provide operational data on how the vehicle is being driven.

CONVERGENCE The data captured on trailer health is intended to also enable fleet operators to more easily comply with regional or national regulations related to road safety.

Whether it be monitoring axle weights, trailer refrigeration temperatures or tyre pressures, the latest technology in trailer telematics enables these and many more data sets to be monitored by operators via a computer screen or device from any location in the world.

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GOING GLOBAL

NEW TRUCK FROM MAN IS A

WINNER

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DIESEL September-October 2020

GOING GLOBAL

Having spent a few hours behind the wheel of a new generation MAN TGX 26.640, Diesel’s European Correspondent, Will Shiers, reckons the new truck from MAN is a winner.

K

im Kardashian could have been doing naked star jumps in the truck park I pulled into, and nobody would have noticed or cared! That’s because all eyes were firmly on me, or rather the new MAN TGX 26.640 I was driving.

At the launch of the new truck in Bilbao, Spain, in February, some social media pundits were quick to criticise the new generation TGXs for not utilising a new cab.

They reckoned a make-over wasn’t enough, and that the trucks didn’t look significantly different. Well, if the reaction I received while driving the first right-hand-drive example in the UK was anything to go by, they’re definitely wrong.

These days, everyone seems to be a truck designer, and thanks to the likes of Facebook, Twitter and Instagram, they have a platform for expressing their views. Hunt long and hard and you will of course find some positive comments relating to a new truck launch, but for some reason it’s those keyboard warriors with complaints that always seem to shout the loudest. Ahead of this first drive, I decided to look at some of the criticisms levied on the new generation TG range, just to see if any were justified.

What else could they be wrong about?

THE EXTERIOR Yes, this is the same basic cab shell that first saw the light of day in 2000 (albeit re-engineered to meet the safety requirements of the directive UNECE R29.03), but it looks radically different.

And besides, there’s nothing wrong with

refreshing an existing cab. It certainly hasn’t done Paccar any harm anyway.

So, what has MAN done to it? Well for starters, the whole design has been sharpened up, with a lot more attention to air flow. There’s a new air dam at the bottom of the cab, redesigned air deflectors at the side, and a new air intake for cooling. It’s out with the old shiny grille, and in with a new matt version.

The headlights have been redesigned too, and in the case of my test vehicle (which had the optional ‘Light and Visibility Plus’ safety package), included all exterior lights in LED technology. The package also adds rain-sensitive windscreen wipers, automatic headlights, and Headlight Assist (which automatically dips when it detects oncoming vehicles). The front end is supposed to resemble a lion’s face – hence the golden launch colour.

There are changes to the side of the cab too, with revised door aerodynamics. This has been done to lower the air pressure, and direct dirt and grime below the windows and door handles. There are three instead of five aerodomes (MAN’s name for the horizontal styling moulds towards the rear of the cab), and in front of them is a fake black window.

The truck is slightly more slippery than before, and MAN claims an eight per cent enhancement in fuel economy over its predecessor. But, it’s important to stress that this isn’t a direct comparison, with the bulk of the improvement coming from an earlier move from Euro-6 step C to Euro6 step D engines.

Engine: D38 15.2-litre, 6-cylinder Euro-6d Power: 631hp at 1,800rpm Torque: 3,000Nm at 900rpm – 1,400rpm

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GOING GLOBAL

future, which will no doubt ruffle a few feathers on social media.

The new TGX is a relaxing vehicle to drive, helped by a superb seating position, and in the case of this truck, a richly-equipped interior.

My test truck was the flagship 26.640, featuring the largest GX cab (or XXL in old money).

INSIDE STORY Access to the TGX has been improved, thanks to doors that now open to 90 degrees, and repositioned steps. The new EasyControl buttons, located inside the bottom of the driver’s door, are a neat feature. These are operated from outside the cab, and can be configured to suit each driver’s specific requirements.

The lion’s share of MAN’s investment has clearly gone on the interior. It’s quite simply unrecognisable from the truck it replaces.

For starters, the old mechanical handbrake, which used to be inexplicably located on the floor behind the driver’s left shoulder, has been replaced by a dashmounted electronic version. For me, this is a massive improvement.

Gone is the old XXL’s coach-like oversized windscreen. Although this was universally disliked, incredibly I read one comment from a driver saying he preferred it because of the improved visibility it offered. Well unless he’s freakishly tall, or sitting on the top bunk to drive, I struggle to see how this could possibly be an issue.

Likewise, there’s a handful of people complaining that the small side windows and the upper windows in the top of the biggest cab have been deleted, this despite the fact that drivers frequently tinted or filled them in. Even with considerably less glazing than before, the GX cab is still a light and airy environment.

“I bet it’s still got a bus steering wheel,” read one social media comment at the launch. Well yes, the larger wheel is still available, but my test truck had

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DIESEL September-October 2020

ON THE ROAD

the new smaller one, which is part of the ComfortSteering option. It’s a fantastic feature, allowing effortless steering for low-speed manoeuvres, while firmingup at speed.

The dashboard is completely new, and now slopes downwards towards the windscreen. Needless to say, the haters will complain that their cigarette packets slide out of reach now, and ignore the fact that direct vision has been considerably improved as a result of the new profile.

I suggest putting them elsewhere, there is, after all, 1,148 litres of storage space to choose from.

And on the subject of visibility, MAN has chosen to keep conventional mirrors, at least for the time being. But they’re slimmer now, and they’ve been moved rearwards, reducing the blindspot on the approach to junctions. There are plans to offer a camera and screen option in the

On my three-hour drive, I was amazed by just how much attention the TGX attracted from other truck drivers. Heads turned, hands waved, and I even got a nod of approval from a Scania V8 driver. To put all this into context, the previous week I drove a new generation Volvo FH. Without a doubt a fantastic truck, but I didn’t get anywhere near this much of a reaction from other drivers.

The TGX is packed with new features. In addition to a digital instrument cluster, with its crisp and well-organised display, is a small colour screen set into the dashboard towards the driver’s left. This isn’t touchscreen, which will no doubt displease some people. But before you take to social media to vent your frustrations, there’s a very good reason for this.

As MAN points out, it could very easily have gone down the same route as rival Mercedes-Benz and borrowed a touchscreen from any of the VW Group car brands, but instead, chose to develop its own truck-specific screen. It says the reasoning behind this costlier decision is that touchscreens aren’t particularly user-friendly when a driver is bouncing around on an air-suspended seat.

Instead MAN has developed the SmartSelect control, a pair of push-button rotating dials, which allows the driver to navigate through the various menus with ease. At the truck’s launch, there was some concern that while this would feel natural for right-handed drivers in left-hand-drive

GOING GLOBAL

trucks, it would be awkward for those piloting right-hookers.

Well I’m right-handed, and can confirm that it felt completely natural to use. And because of the positioning of the screen in the top of the dashboard, I barely had to take my eyes off the road. It’s really intuitive too. In fact, there’s nothing about this truck that you wouldn’t be able to get to grips with after a decent vehicle handover.

It strikes me that MAN hasn’t introduced new technology for the sake of it. Instead, it’s simply moved with the times. Of course, there are older drivers who tend to resist any technological advances, but fortunately they tend not to use social media!

The new truck generation drivelines all remain unchanged, which is a good thing. In the case of the TGX this means D15, D26 or D38, with horsepower ranging from 330hp to 640hp. All three-axle prime movers are matched to the TipMatic (ZF TraXon) two-pedal gearbox. It’s quick and decisive, with absolutely no dithering while swapping gears.

This particular vehicle had a new low-friction drive-axle, with a taller 2.31 rear-axle ratio. When coupled with the new EfficientCruise, it contributes to that claimed fuel economy improvement.

The new TGX is a relaxing vehicle to drive, helped by a superb seating position, and in the case of this truck, a

MAN has clearly listened to drivers’ complaints, and ticked them off one by one in the design process. The result is an incredibly driver-friendly vehicle.

richly-equipped interior. With arm-rest down, cooled seat on and adaptive cruise control engaged, this is about as good as truck driving gets.

The adaptive cruise even works in stop-start traffic now. Braking is smooth and gradual, and unlike earlier systems, it doesn’t anchor-up when faster cars cut in front of you on their way to the slip road.

Likewise, when you press the resume button, there is no immediate changing down of gear, triggered by a mad panic to get back up to speed. Instead, no matter whether you are in Power or Efficiency mode, the acceleration is smooth and

refined. But make no mistake, if you prod the throttle with a little urgency, you are rewarded with a punchy and immediate response.

The D38 is quite a high-revving engine, and doesn’t lug like the D26. And if you select the power mode, it holds gears for an additional 100rpm. As you’d expect with 640hp on tap, hills pose very little challenge at 44 tonnes. Only once on my drive did it drop a gear on a motorway incline, but the speedometer needle didn’t even flicker.

The TGX isn’t a particularly quiet truck.

But before you Tweet your disgust, let me explain that this is a very good thing indeed. The 15.2-litre D38 may not have as much power as the Volvo FH16, but in my opinion it sounds so much better. Put a serious hill in its path, give it some welly, and enjoy hearing the lion roar.

I reckon MAN has done a great job with new truck. It’s clearly listened to drivers’ complaints, and ticked them off one by one in the design process. The result is an incredibly driver-friendly vehicle.

As for those outspoken social media pundits, for all I know, half of them probably aren’t even old enough to drive. I bet they’d have noticed Ms Kardashian’s’s truck stop antics!

TECHNICAL SPECIFICATION Model: MAN TGX 26.640 6x2 mid-lift Engine: D38 15.2-litre, 6-cylinder Euro-6d Power: 631hp at 1,800rpm Torque: 3,000Nm at 900rpm – 1,400rpm Transmission:MAN 12-speed TipMatic (ZF TraXon) GVW: 44 tonnes

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LEFT

GOING GLOBAL With the circular economy established Hyundai is shipping the first 10 customer trucks to Switzerland.

HYDROGEN IS COMING OF AGE IN SWITZERLAND Hydrogen has a long and unsuccessful history in the transport industry, but now hydrogen is coming of age in Switzerland. Here is a report on the innovative trucks from Martin Schatzmann, a commentator about the truck industry in Switzerland.

T

wo years after its initial presentation at IAA Truck Show in Hannover in 2018, the joint project between the Swiss startup H2 Energy, Hyundai Truck and Bus, and several other important local players in road transport and logistics is entering its reality phase.

Truck makers and energy providers have been reluctant for some time around the issue of hydrogen. However, not so long ago, a shift in perspective occurred, and now many major players have decided to turn to hydrogen and fuel cell power. There is still some time to go before the full realisation of this fuel becomes a reality as most of the plans are not expected to see tangible results until 2025 and beyond.

This is PAGE not so in Switzerland.

HAND

Uncharacteristically, the Swiss are moving faster than the rest of the pack, thanks to a long and relentless effort by the small startup H2 Energy in Zurich.

There is a major problem associated with introducing and deploying hydrogen and fuel cell vehicles. With no service stations, there are no vehicles, and with no vehicles, there are no service stations.

The question is, which one will take the necessary first step?

The beauty of the project in Switzerland comes from the effort put into bringing together all involved parties, from the truck maker to hydrogen production to transport companies and service station chains, in order to create an environment for everybody to be able to make a profit and to make the project happen for

everyone at the same time.

It was for this reason that the Jury of the International Truck of the Year honoured the joint venture Hyundai Hydrogen Mobility with the Truck Innovation Award 2020, an award which ITOY granted last November for the first time in the group’s existence.

The push from Hyundai Hydrogen Mobility (HHM) and the Swiss enterprises involved to create a circular economy for hydrogen in the transportation sector is paying off for all parties now.

After the opening on July 7, the first commercial service station dispensing hydrogen was inaugurated. Five additional stations will follow along the main traffic axis east west in the country, making it six, or possibly seven stations between Lake Constance and Lake Geneva.

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GOING GLOBAL

More stations are already in the planning stage and by 2023 the hydrogensupply should reach a nationwide level.

Unlike other countries, in Switzerland no one asked for government incentives to deploy the technology and infrastructure, because all Swiss players are convinced that only commercial orientation will assure continued success for such a project.

H2 Mobility Switzerland combines all the major service station operators, many big Swiss transport companies and major retailers, In other words, all those who will use the hydrogen and the trucks.

The first vehicle arrived on February 18 in the country.

This Hyundai Xcient Fuel Cell is not yet a customer’s truck but is being used

by Hyundai to run tests and to complete test drives. This helps to finalise different calibrations of the truck before serial production starts on a big scale. This kind of testing is essential to achieve the technical matching of vehicle and infrastructure, aligning the necessary protocols between the trucks and the filling stations.

At the same time as the inauguration of the new service stations, Hyundai was shipping the first 10 Xcient Fuel Cell trucks for customer use on their way from South Korea to Switzerland. These trucks will start running in daily operations by the end of September. By the end of the year, a total of 50 customer trucks are expected to be running in Switzerland. Another 150 trucks are planned for 2021 and the plan provides a total of 1600 Xcient Fuel Cell trucks to be deployed in Switzerland by the end of 2025.

The supply of green hydrogen is provided by the joint venture Hydrospider.

The first electrolyser (max power two MW) has been up and running at the hydroelectric power station in Goesgen HAND PAGE since April and it produces up to 300

The first Hyundai Xcient Fuel Cell in Switzerland leaving the new filling station in St.Gallen. By the end of February 2021, seven stations will be lined up between Lake Geneva and Lake Constance.

tonnes of green hydrogen per year. This is enough to supply 40 to 50 fuel cell trucks or theoretically up to 1700 fuel cell automobiles. A second production facility is on its way and it should be operational in about one year’s time.

It is essential for the Swiss project that the trucks remain under the ownership of Hyundai Hydrogen Mobility. The costs are being charged on a pay-per-use basis.

Transport companies and retailers negotiate their specific transportation tasks with HHM. After this negotiation HHM fixes a specific price per kilometre, which includes the hydrogen and all service and support of the trucks.

The service-stations allocate the filling costs not to the transport company but directly to HHM. This procedure allows a precise calculation of the total cost of ownership (TCO) for the trucking operations and helps to forecast the quantity of hydrogen which will be needed.

In addition, the service-stations negotiate the purchase price for hydrogen with Hydrospider and they resell it including a reasonable surcharge to HHM. To become

New Alemlube Automatic Lubrication System

profitable, and despite the high initial costs a filling station needs no more than seven to eight trucks to be based at their station.

All filling stations are not only equipped with nozzles for the 350 bar pressure fittings used by trucks, but also with nozzles up to 700 bar pressure for cars. This prepares the ground for fuel cell cars in Switzerland.

The key for this commercial oriented project lays in the Heavy Goods Vehicle Tax (LSVA) in Switzerland, which is waived for trucks with zero emissions. The rebate from this emission tax equates to a substantial amount of money, allowing Hyundai to balance the higher cost of the new technology of the fuel cell trucks and bring the TCO to a position on a par with a traditional diesel truck.

Other countries in Europe are using a Heavy Goods Vehicle Tax as a way to get the necessary commercial advantage as there is in Switzerland. A project has already started in Norway with the joint venture Green H2 Norway. The game changer in Norway is the lower production cost of hydrogen because of the very low hydro-electricity price.

TECH KNOW

KEEPING FREIGHT

COOL IN BRISBANE

Tech Know visits the Carrier facility to see how the job of keeping freight cool in Brisbane is handled on a day-to-day basis.

H

ere in Australia, though we may not realise it, refrigerated units have to work in the harshest conditions they experience anywhere in the world. This means keeping the wheels of refrigerated distribution turning is one of those tasks that has to be done, and done well.

Carrier Transicold is a part of the global Carrier organisation, which supplies HVAC, refrigeration, fire, security and building automation technologies all over the world.

The company’s integrated network of support begins at the factory and ends with the end customer.

Altogether, Carrier employs around 50 people around Australia, with many fulfilling maintenance roles in the company’s facilities. Tech Know visited the Carrier facility in Brisbane to see how the system works.

Carrier’s customers in different states look for different kinds of services.

Most Queensland customers prefer all

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DIESEL September-October 2020

maintenance work to be done on their own site, while Victorian customers prefer to drop a trailer of rigid into the Carrier workshop for repair. The Sydney operation has an even spread of customers across both preferences.

The Melbourne operation is one of the largest, as this is also where brand new units destined for the Victoria-based trailer manufacturers are stored. The Sydney operation is the main location for parts warehousing, with the city only an overnight delivery away from most of the Carrier locations around the country.

Carrier’s technicians need to know how to handle all of the latest technology, while also at times working on units as old as 20 years or more. As we know, all levels of technology have moved forward dramatically over this period, but the technicians need to be ready for any kind of problem.

The skilled Carrier technicians have access to the global Carrier network with

the latest diagnostic tools, software updates and factory service bulletins, with the Field Service system giving them instant access to unit history and fleet data as well as manuals and any technical resources required. Using iPhones as their interface, they can also supply the data specific to the fridge on which they are working, including service history and any faults which have been detected. The system also handles job allocation and keeps the managers and customers up to date on job progress.

Some refrigeration units may only get any attention when there is a problem, while, at the other end of the scale, some may well get serviced more than necessary to enable the maintenance intervals to tie into the maintenance needs of the trailer to which they are fitted. From Carrier’s point of view, normal maintenance is needed every 3000 hours or 24 months, whichever comes around first.

Preventative maintenance is the name of the game with these refrigerated units. In

DIESEL WORKSHOP

the latest generation of units, they include machine learning able to flag potential problems by monitoring the unit all of the time. This gives Carrier the ability to swap components out early any avoid unforeseen breakdowns.

The latest fridges have changed over from the conventional set up, where the small diesel engine on a fridge unit would run the fridge and generate electricity to run the fans. Now, with the Vector design, a diesel generator supplies electric power to run a fully electrified cooling and fan system. With this simplified system, the costs of maintaining fridge units has dropped dramatically.

Carrier Transicold workshopsintegrated service network covers a large part of Australia with service centres strategically located close to main roads, industrial centres and transportation hubs.

Customers access help through Carrier Transicold’s OneCALL 24-hour nationwide emergency service.

Carrier Field Service systems gives customs easy access to their fleet data with

a customised portal. When combined with Carrier eSolutions telematics, along with temperature monitoring and GPS tracking, it also provides important maintenance information such as unit engine hours and other important data.

The connectivity available in a modern

fridge unit means that the Carrier operatives can contact any of the latest generation units and pull down any of the required data about the service history and condition of the unit. The data flow can be used to give the operator and the Carrier technicians a heads up about any potential problems.

In terms of maintenance agreements, Carrier has developed a tiered service model offering customers a range of options to meet the particular needs of their business.

The basic Core tier is a maintenance scheme developed for customers who have a warranty, but in the long term will probably carry out most of the maintenance on the fridges themselves.

Stepping up to the Enhance level of contract maintenance is more akin to the kind of contract maintenance system used by many operators for their trucks. There is a monthly fee based on the type of work the fridge units are required do and what their maintenance requirements are.

The Elite maintenance plan offers the most comprehensive service available to Carrier customers and it is said to have one purpose, which is to provide customers with complete peace of mind.

Carrier will manage the customer’s maintenance program for them. In fact, what is happening at this level of support, is that Carrier is actually managing the fridge unit for the customer. It is monitored and that data is analysed to look for early signs of any possible issues with the aim of making preventative interventions to keep the fridge unit running most efficiently and reliably.

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TECH KNOW

GETTING TO KNOW YOUR

BRAKES

Trucks, trailers and buses demand a lot from their brake components as they have to perform in the toughest of applications. Meritor is one of the few foundation brake manufacturers that can offer a complete portfolio of air disc, hydraulic disc and air drum brakes.

O

ne of the most popular brake set-ups in Australia is the Meritor Q-Plus brake. Here are some tips on how to get the best out of this braking system.

The Q-Plus shoe is designed to contact the centre of the shoe at the new lining condition. This designed “crown” is necessary to control brake torque.

Due to tolerance stack ups, the crown is designed to contact the drum first.

This condition will exist until the linings wear to the drum’s inside diameter over several brake applications.

This is often called “bedding”, “burnishing” or “green lining condition”.

Once the bedding is complete, a full contact will exist between the lining and the drum.

A “bedding-In” process in accordance with the Australian Air Brake Code Of Practice is required whenever new linings, brake shoes and or brake drums are replace to achieve good brake performance.

BRAKE MAINTENANCE AND DIAGNOSTICS The point at which the brakes need to be relined is when the lining thickness reaches 0.25 inch (6.3mm) at the thinnest point. To avoid damage to the components, rivets must not touch the drum.

Meritor recommends that you replace the springs, rollers, camshaft and anchor pins at each reline. Check the drum and perform major inspection when you reline the brakes.

Check the up-and-down and sideto-side end play of the camshaft to determine if you must replace the camshaft bushings. If the total movement is more than 0.03 inch (0.76 mm),

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DIESEL September-October 2020

replace the bushings.

If axial end play exceeds 0.06 inch (1.52mm), remove the snap ring and add an appropriate number of spacing washers between the slack adjuster and the snap ring. Correct specification is 0.005 – 0.06 inch (0.127 – 1.52mm).

Brake force imbalance will result in premature lining and drum wear from the brakes being over-worked. Brake imbalance can be defined as each brake in a vehicle or a combination vehicle not doing its equal share of the braking.

Brake imbalance can be caused by pneumatic imbalance, well-adjusted and poorly-adjusted brakes, incorrect lining mix for the application, using the trailer brakes to stop the combination vehicle, worn foundation components, etc.

A defective brake, (out-of-service) is defined as brake with one or more of the following conditions: - Lining cracks or voids over 1/16 inch (2mm) in width observable

at the lining edge.

- Cracks that exceed 1.5 inch (38mm) in length.

- Missing portions of a lining segment such that a fastener is exposed when viewed from the lining edge.

- Cracks extending across the lining face through the lining edges.

- Loose lining segments.

- Complete lining segment missing.

DIESEL WORKSHOP

TRW:

The True Experts in Braking

A

vailable through ZF Services Australia, the TRW brake pad line up sets a new standard for commercial vehicle braking, with an expert range transforming the premium end of the replacement aftermarket.

With a reputation earned through 100 years of OE quality components across the automotive spectrum, ZF’s current TRW offering, features a selection of commercial vehicle brake pads, suitable for most popular makes of truck, bus and trailer.

“ZF Aftermarket with its TRW product brand has developed a worldwide topflight reputation for their superior braking products, recently we have expanded our offering within passenger car with all applications finding favour with local workshops,” said Steve Borg, Business Development Manager for TRW. “TRW’s intimate knowledge of the field results in braking components that not only show the way in terms of safety, but also for ease of installation by technicians.

“With the input of 6,000 experts, engineers and designers worldwide, TRW brake pads are formulated with advanced friction materials for improved efficiency, which results in a product that has been verified in independent tests to outperform comparable OE parts.

“For workshops, TRW brake pads from ZF Aftermarket come complete with all necessary accessories and instructions in the one kit for quick and simple installation.

“What’s more, the disc pads are fully compatible with the latest anti-lock braking systems, where applicable.”

Since brake discs started to supersede drum brakes in the commercial vehicle market during the 1980s, TRW has been at the forefront of developing specialist products that lead the replacement parts aftermarket.

For instance, the patented backing plates specific to the heavy vehicle market produced in-house by TRW, resulting in significant improvements in the shear and material contraction properties of the pads.

Years of expert input has seen friction materials developed that have a high resistance to brake fade, while also featuring

the ability to recover quickly when wet, at the same time providing the driver braking force that is consistently proportional to the pressure applied on the pedal.

Much of the research and development comes off the back of extensive product testing, with three key areas focussed on, including high performance testing of bedding-in behaviour and brake fade, alpine simulations on long downhill sections, and dynamometer testing in conjunction with benchmarking to the ECE R90 homologation standard.

Via independent analysis carried out by leading German applied research organisation, the Fraunhofer-Gesellschaft, ZF’s TRW products proved to outlast the competition in extreme conditions, including OE products.

TRW brake pads produced using Powder Adhesive Technology, which bonds the pad to the carrier plate without the use of solvent-based adhesives.

By using powder, a total of 150 tonnes of solvents are eliminated from the manufacturing process each year, a process which earned ZF the Partslife environmental award for 2019.

To find the TRW brake pad kit from ZF Aftermarket that is ideal for your application, check out the TRW website at www.aftermarket.zf.com/au/trw with the range complimented by all necessary consumables, including fluids, greases and brake cleaning products. services, and a worldwide service network has made ZF a sought-after partner and number two in the global automotive aftermarket.

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TECH KNOW

Let’s Talk About Air Supply No, we’re not talking about the Australian 80s pop band. Let’s talk about air supply, as the crucial link between the driver’s brake pedal and the trailer braking system.

W

ith extended truck service schedules and greater vehicle reliability, it becomes easy to overlook what used to be a daily chore for drivers, that is, checking the air supply is dry and without leaks.

The demands on the truck air supply has increased over the years with more axles and longer trailers. When you add additional functionality, such as a tyre pressure inflation system, lift axles, steer axles and supplementary equipment, that load gets even greater. It becomes a challenge to provide clean, dry air at sufficient pressure through these extended circuits to enable correct operation of these various systems.

COMPRESSOR The compressor is the starting point for the air supply system. It needs to be able to supply enough air pressure and flow to ensure all systems can operate correctly. The drive belt, air filter, lubrication and air dryer cartridge all need regular checking and replacement where necessary.

Trailers having difficulties with air springs, or associated systems, should have the pressure checked at the rearmost point on the trailer system when it is connected to the truck and in operation. That is when the system is raising the suspension.

Often, the pressure at the truck’s compressor is nowhere near the pressure reaching the last axle on the trailer.

The system must be checked for air leaks, kinked or damaged air lines. If everything is in serviceable condition, a simple solution to a low available air pressure may be to raise the pressure setting of the compressor. However, that is not always possible, especially on

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DIESEL September-October 2020

an older truck, and even then, it may not overcome insufficient air volume capacity from older air pumps. In these cases, a new air compressor with higher flow rate and/or higher pressure setting would be advisable.

CONTAMINATION The air system should be checked regularly for contamination by oil or moisture. Traces of oil coming from the compressor are normal, but it must not be any greater than that. Moisture in the system is difficult to eliminate entirely. However, most moisture should be removed by the dryer and regular (daily) drainage of the air supply tank.

Most trucks now use automatic drain

valves but the operation of these needs to be checked regularly. The system air dryer should be inspected or replaced at regular intervals.

It is important to rectify any problems quickly or it will result in corrosion in brake valves, brake chambers and other pneumatic systems. Lift axle control valves and advanced automatic tyre pressure control systems, such as Hendrickson TIREMAAX PRO, are particularly susceptible to dust and moisture contamination.

Regular checking, cleaning and examination is a vital part of regular air supply maintenance. It is important to remember that the driver also plays a vital part in these precautions.

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TECH KNOW

THE SWEET SPOT: A HOT TIP FOR OPERATIONAL EFFICIENCY With economic recovery a key focus for the latter months of 2020, many businesses will be looking outward for opportunities to maximise operational potential, while getting back to business.

I

n an ever-competitive truck market, selecting equipment that is specifically designed for the application at hand, and which can be put to work without hesitation, is critically important for buyers.

THE CHALLENGE At this point in time, a large portion of those buyers are plying their wares in the trade and construction industry. The effects of the pandemic have placed renewed demand on this sector, with many participants taking advantage of government stimulus measures and choosing to ‘pull the trigger’ on upgraded equipment.

Challenges in this rugged application are common across the country. Payload, manoeuvrability, and access key amongst them.

The lion’s share of construction and trade work takes place in our densely populated cities and built areas. Margins are shrinking, sites are getting tighter and tighter, and the call for efficiencies on all these fronts is ever-growing.

Purchasing a truck is a significant investment in time and money for business owners, so ticking the box on the aforementioned items is a ground level requirement. Above all, the equipment must be fit-for-purpose.

THE SOLUTION To this end, Isuzu Trucks has long recognised the need for a light-duty, factory backed tipper with increased payload capacity and improved manoeuvrability.

The recent introduction of the NMR

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DIESEL September-October 2020

60/45-150 Tipper and NMR 60/45-150 TriTipper to the market is a timely response this growing market demand. Both variants are available with a Torque Converter Automated Manual Transmission (TC-AMT) or a manual transmission, offering complete flexibility and driver access.

Critically, the NMR 60-150 Tipper and Tri-Tipper models offer operators additional payload, whilst preserving an efficient, compact footprint.

Purposefully designed with compact dimensions, the NMR Tipper and TriTipper models allow for the navigation of cramped construction sites and material yards, with operators also gaining the benefits of increased payload and the resultant operational efficiency.

Isuzu’s ECE-R29 compliant narrow-cab design delivers attentive ergonomics, including class-leading frontal and peripheral visibility and a complete safety suite, including driver/ passenger airbags with seatbelt pretensioners. The models also include Isuzu’s Electronic Stability Control (IESC), Anti-lock Braking System (ABS), Anti-Skid Regulator (ASR) and HillStart Assist (HSA) for manual models.

The NMR Tipper and Tri-Tipper models feature a high-quality, Shinmaywa-built steel tipping body with cubic capacity of 2.0 m3, while the innovative Tri-Tipper variant has the capacity to tip the load to the rear, left or right.

Isuzu Tippers and Tri-Tipper bodies also come standard with an array of features, including rope rails, non-slip side steps and an auto-release body lockdown hook and two-way tailgate. The truck and tipper body, along with all genuine OEM

and Isuzu parts and componentry, are covered by the brand’s 3-year warranty*.

OPERATIONAL ADVANTAGES The NMR Tipper and Tri-Tipper models are available in two GVM ratings—6,000 kg and a 4,500 kg option for car license drivers.

Powered by the 4JJ1-TCS Isuzu engine, rated at 150 PS (110 kW) @ 2,800 rpm and 375 Nm @ 1,600 – 2,800 rpm, both the NMR Tipper and Tri-Tipper offer a combination of performance and economy.

NMR Tipper and Tri-Tipper models are available with Isuzu’s Torque-Converter Automated Manual Transmission (TC-AMT), further enhancing durability and parts longevity. *For warranty terms and conditions please visit: https://isuzu.com.au/caresupport/warranty/

Isuzu’s ECE-R29 compliant narrow-cab design delivers attentive ergonomics.

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TECH KNOW

UNDERSTANDING

FIFTH WHEEL COUPLINGS There are several critical safety aspects to heavy vehicle combinations, one of which is couplings and understanding fifth wheel couplings is vital to the safety and efficiency of a trucking fleet. Bob Woodward, Chief Engineer, Australian Trucking Association, explains.

T

oo often fifth wheel couplings are taken for granted because of familiarity. However, if those critical safety items are functioning normally, and in accordance with requirements, regardless of what else may happen, the vehicle can be brought to a safe stop.

Mechanical couplings that connect vehicle units, prime mover to trailer, or trailer to trailer have been developed to facilitate interchangeability and accordingly, standards have been developed to ensure connectivity compatibility of the various coupling types.

The most common mechanical coupling used in multi-vehicle combinations is the fifth wheel and kingpin. But these are available in

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DIESEL September-October 2020

several sizes two inch, three inch and 3.5 inch, check the fifth wheel and the kingpin.

Coupling and uncoupling also varies from operation to operation, from once a month or once a week, to as much as eight times in a single day. The more often coupling and uncoupling occurs, the greater possibility of a critical aspect being overlooked.

To combat this and assist operators with their procedures, the ATA’s Industry Technical Council has developed the Fifth Wheel Coupling and Uncoupling Guidelines Technical Advisory Procedure (TAP).

The TAP is a set of guidelines that provides a consistent, clear and safe procedure for coupling and uncoupling prime movers and semitrailers using fifth wheel couplings, and addresses several key factors including technical and safety considerations, visual inspections, and coupling and uncoupling procedure.

The TAP was created by an expert Industry Technical Council working group, before review by the ITC and approval from the ATA General Council.

Developed by the industry, for the industry, the TAP was created to meet the needs of operators and fill the gaps in the vehicle standards.

Fifth wheels allow quick coupling and uncoupling of semi-trailers, provide articulation for the combination, and

provide additional stability and support to the semi-trailer. Where a fifth wheel is specially designed to have a turntable base as an integral part, the term ‘fifth wheel assembly’ includes that turntable base, and does not include the skid plate and kingpin, which are parts of the semi-trailer.

All procedures demand consistency, following an uninterrupted routine with an understanding of the importance and relevance of each step, and it is recommended that only one person undertakes the coupling or uncoupling procedure to prevent missing critical steps.

The Fifth Wheel Coupling and Uncoupling Guidelines TAP is now freely accessible on the ATA website, and designed to help those who unsure of technical interpretations, how to best meet their compliance requirements, or work as efficiently as possible.

Not only does the suite of ATA ITC Technical Advisory Procedures provide informative guidance and advice to industry members, companies also use the material to improve their current practices and for training purposes.

To view the Fifth Wheel Coupling and Uncoupling Guidelines TAP, go to www.truck.net.au/resource-library/ fifth-wheel-coupling-and-uncouplingguidelines, or to find out more about the Industry Technical Council at www.truck.net.au.

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features a comprehensive safety package with driver assist technology that takes an active focus in protecting your life and

the lives of other road users. The Hino safety package includes a Pre-Collision System. If the system detects the possibility

of a collision with a vehicle in front, using radar and image sensors, it will warn you to apply the brakes. If you don’t respond, the truck can brake autonomously. Safety comes standard with the new Hino 300 Series. Find out more at hino.com.au.

*Active safety systems are an aid to assist the driver and have performance limitations. The image used is for representation purposes only and actual product may vary. Please refer to owner’s manual for system operations and functionality.