Prime Mover March 2019

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March 2019

Alllift Forklifts Lifting the Game

MARCH 2019 $11.00

ISSN 1838-2320

9 771838 232000

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Industry Fleet: Delta Group Launch: IVECO Stralis X-Way Feature: Western Star 4800 FXC Personality: Driver Trainer Hopkins Transport

Innovation Fleet: Fuel Distributors of Western Australia Industry Leader: Jan Pattison Test Drive: MAN TGX Final Mile: Hino 300 Series 616

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E

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March 2019

Alllift Forklifts Lifting the Game

MEET THE TEAM Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge.

MARCH 2019 $11.00

ISSN 1838-2320 03

John Murphy | Managing Director

John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.

Luke Applebee | Managing Editor, Transport Group

Luke has a background in copywriting and content marketing, working with a range of businesses from solar and engineering to freight forwarding and 3PL. With a special focus on digital marketing and content creation, Luke has a strong strategic edge and can draw on years of experience in social media campaign management.

9 771838 232000

Industry Fleet: Delta Group Launch: IVECO Stralis X-Way Feature: Western Star 4800 FXC Personality: Driver Trainer Hopkins Transport

Innovation Fleet: Fuel Distributors of Western Australia Industry Leader: Jan Pattinson Test Drive: MAN TGX Final Mile: Hino 300 Series 616

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E

managing director

John Murphy john.murphy@primecreative.com.au

editor William Craske

william.craske@primecreative.com.au managing editor,

transport group

Luke Applebee luke.applebee@primecreative.com.au

senior feature Peter Shields writer peter.shields@primecreative.com.au

Terry Wogan terry.wogan@primecreative.com.au

0417 474 752 advertising sales

business

Sarah Leptos

development sarah.leptos@primecreative.com.au manager

0403 485 140

William Craske | Editor

In his 15-year career as a journalist, William has reported knowledgeably on sports, entertainment and agriculture. He has held senior positions in marketing and publicity across theatrical and home entertainment, and also has experience in B2B content creation and social-media strategy for the logistics sector.

Peter Shields | Senior Feature Writer A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.

art director Michelle Weston michelle.weston@primecreative.com.au

design

Blake Storey, Kerry Pert, Madeline McCarty

journalist Paul Matthei paul.matthei@primecreative.com.au

publication co-ordinator

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

head office 11-15 Buckhurst Street

South Melbourne VIC 3205

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Sarah Leptos | Business Development Manager

Sarah comes from a corporate background, having worked very closely engaging and growing some of Australia’s small to medium sized businesses whilst working in financial services. She has experience in client relationship management and business development with a strong focus on investing time into improving client business growth.

www.primemovermag.com.au

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PRIME MOVER magazine is owned and published by Prime Creative Media.

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CONTENTS

Prime Mover March 2019

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30

48

52

26

COVER STORY “We can track our own kilometres, hours and truck servicing. It’s not just a cost issue, it’s a vital way of reducing the risk of our provision of service to our clients.”

36

X-WAY ON THE HIGHWAY

Prime Feature Stories FLEET FOCUS

26 Lifting the Game Forklifts are essential equipment in many industries for the efficient and safe handling of heavy items. Family owned Alllift Forklifts and Access Equipment has established itself as a leading operator in the business of providing lifting equipment.

30 The Right Stuff As a major player in construction and environmental management practices, Delta Group must adhere to the highest safety standards when purchasing equipment for the high-profile projects it contracts. In order to maintain these standards and total operating economy it often partners with companies on the cutting edge of innovation.

TRUCK AND TECH

36 X-Way on the Highway With the launch of its new Stralis X-Way, IVECO has set its sights on a larger piece of the heavy-duty rigid and single-trailer prime mover pie. Prime Mover spoke with Emiliano Foieri, IVECO Heavy Product Manager, to find out more about the truck and its development.

48 Ride the High Country Smart investments are imperative for subcontractors who operate commercial vehicles in construction for major

transport organisations. Dean Carr, a veteran of the concrete sector, understood this when he recently purchased a new Western Star prime mover which has immediately had a positive impact on his business.

TEST DRIVE

52 The Right MAN for the Job Seamless integration of its multiple electronic systems is just one of the many features of the current MAN TGX models.

Long steep climbs and descents undertaken during very hot weather show just how good the MAN is with its torquey engine’s delivery enhanced by a new transmission.

Regular Run 08 From the Editor 10 Prime Mover News 60 Personality 66 Australian Road Transport Suppliers Association 69 Australian Trucking Association 70 Australian Logistics Council 71 National Road Transport Association 72 Truck Industry Council 73 Victorian Transport Association 74 Peter Shields’ Number Crunch

FROM THE EDITOR

The Last Detail

William Craske Editor

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m a r c h 2 019

In last month’s Prime Mover, as part of our ‘Not by Accident’ feature on Australia Post, we reported on the national mail carrier’s plans to add another 1000 electric delivery vehicles (eDVs) to the 150 it already has in operation, making it the largest user of electric vehicles in the country. As it looks to remove more motorcycles from the road Australia Post is also investing in the eDVs to reduce its total carbon emissions by 25 per cent while increasing its parcel payload. More recently the United States Postal Service launched a fleet of all-electric delivery trucks in Fresno, California. The seven Ford E-450s are anticipated, as longterm investments, to cut emissions, save fuel and reduce running and maintenance costs.

Increasing demands on e-commerce are still being felt across the globe as freight companies, retailers and entrepreneurs adapt to the fast-changing landscape of last mile delivery. Just as processes, and processes of behaviours are being modified to improve safety and best practices, consumer behaviour is in turn affecting the freight task and this is perhaps never more evident in the growth of final mile which has reduced the average length of a truck trip by 37 per cent since 2000 according to a new US study. Truck trips, in that same period however, have risen. Courier jobs have begun to replace many of the lost store jobs as consumer purchasing has shifted from bricks and mortar to online.

Same day delivery, according to another study by Capgemini, as decentralised distribution encourages retailers to bring inventory closer to consumers, is also growing. The study found that 64 per cent of consumers were indifferent to whether delivery is made by a retail store’s employees, private individuals

and third-party couriers. As many as 89 per cent of retailers, according to the findings, were considering joining forces with other retailers to create a shared delivery platform for last mile delivery through crowdsourcing. Already in the UK online retailer Ocado is collaborating with companies in the US, France, Canada and Sweden to build automated customer fulfilment centres for processing and packing online orders. Target has already bought out same day delivery startup Shipt. The $550 million investment is the largest acquisition in the retail company’s history. Since October last year venture capital firms have invested $US3.5 billion in food and grocery delivery services. Walmart, Ford and Postmates have partnered to create a service using autonomous vehicles by 2021.

Regarded as the costliest link in the supply chain, final mile delivery was undergoing a major shift in its model as companies sought sustainable alternatives in absorbing costs that ate away at their profit margins. Capgemini’s study confirmed that as many as 89 per cent of retailers, who participated in the survey, were considering joining forces with other retailers to create a shared delivery platform for last mile delivery through crowdsourcing.

In Australia it’s already here. Melbournebased crowdsourcing startup Passel has invested in shoppers making final mile delivery as an extra task while they purchase goods. Should it prove successful it’s certain to radicalise the last mile marketplace and shift the conversation for transport companies going forward.

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PRIME NEWS

> Whiteline Transport’s Middleton recognised with career milestone Sharon Middleton has been named as part of the Australia Day Order of Australia honourees recently announced.

Along with 1,127 other Australians recognised for their outstanding work in the community, Middleton, a director at Whiteline Transport in Adelaide and the President of the South Australian Road Transport Association (SARTA) and Director of the Australian Trucking Association (ATA) has also established the mental health initiative Foundation Shine.

Middleton began her career in road transport in the 1980s and attributes her husband Bob Middleton for helping her understand the industry.

“Anyone that knows Bob will understand he is a hard task master and whilst that seemed tough at the time I’m thankful for this grassroots knowledge that is important no matter how the industry progresses,” she told Prime Mover.

“You can’t beat old school knowledge, but also being open to move with the times, especially as the industry evolved from single trailers to high productivity vehicles and accreditation that resulted in heaps of change especially in the early to mid ‘90s.”

Middleton said she was humbled by the recent recognition and made mention of the hard working salt-of-the -earth men and women who often go unsung in the industry.

“For 35 years I have just gone about what I do with no thought of reward of this kind,” she said. “It’s a very special thing to happen to me and encouragement to keep doing what I’m doing and a sign that I’m achieving things.”

She said when she started out the road transport industry was not promoted in schools and that very little had changed on that front despite the economic backbone it provides the nation.

“We need government to classify this aspect of the industry as a profession, create real entry pathways to it and acknowledge the work of men and women in it so it can be promoted as a real choice of career for 10

m a r c h 2019

Sharon Middleton.

school leavers,” said Middleton.

“Trucking underpins our economy and every day way of life – it’s important that the people delivering that service are acknowledged.”

Middleton recalled taking up the invitation of Locky McKinna, then chair of SARTA, to join the board as being a pivotal moment for her in 2002.

“Helping industry has helped me and I urge all operators of all sizes to join and support their associations because CEOs need the grassroots operational issues brought to their attention so they can effectively lobby and prosecute our cause,” said Middleton.

Since becoming president, according to Middleton, and working on the ATA General Council, the quarterly meetings where all jurisdictions are represented has been insightful in understanding issues on a national level while helping SARTA table them.

“Joining the ATA Board three years ago has given me a platform in which to convey grassroots issues as well,” she said.

Driving heavy vehicles from B-doubles, roadtrains and B-triples has made an immense difference to her own business while allowing Middleton to better relate to the needs of the drivers.

“We have regular tool box meetings and having a hands on understanding

is crucial. The team culture is enhanced and I love being out there with them doing the miles.”

At present, with Robyn May, the co-founder of Foundation Shine, Middleton hopes to raise awareness and acceptance for those suffering with and caring for mental illness and mental health. So far they have managed, with support from their small committee, to distribute $300,000.

“Since we started ten years ago we can see a lot of change in this space,” she said.

“We will continue to run events so we are able to assist organisations that are delivering vital care, but lack funding,” said Middleton.

“It is not easy because there are so many needy and worthy organisations that need help.”

As for what excites her currently about the road transport industry she is philosophical commenting that every day brings with it a new challenge.

“However, I would have to say that the review of the Heavy Vehicle National Law is most welcomed and all stake holders in industry have a vital opportunity to be part of that as the process goes along, so I say if you have views, but feel you have no voice, get onto your state based association to help deliver your message for you.”

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PRIME NEWS

> Mack Trucks launches Driving Australia Forward A new campaign has been launched by commercial vehicle manufacturer, Mack Trucks, it has announced.

The campaign, Driving Australia Forward, celebrates the working men and women who have helped build the Mack brand over the last 100 years, especially those in Australia, where the iconic trucks are manufactured in Brisbane.

‘Driving Australia Forward’ acknowledges the significant contribution truck drivers have played in shaping modern Australia.

With the current driver shortage soon set to reach a critical mass, the campaign will actively promote truck driving as a viable career path.

From the largest infrastructure projects to mining and growing ecommerce, road transport, as is made mentioned in the campaign, keeps the national economy going.

Without the trucking industry, according to statement issued by Mack Trucks, Australia would soon grind to a halt.

Dean Bestwick, Mack Trucks Vice President said the company was proud to feature the iconic song “Working Class Man” as part of 100 anniversary celebrations for the brand.

‘Driving Australia Forward’ has been launched to promote working class heroes in trucking.

“Australia relies on road freight. This campaign is a chance to celebrate the unsung heroes who drive the highways, from the outback to the cities, to keep the country moving,” he said. “Mack Trucks, with its Australian production facility and comprehensive network of service centres, is well placed to meet any future growth in road freight,” said

Bestwick. “However, as an industry we need to work together to look at solutions to issues such as driver shortages.

“Our Driving Australia Forward campaign will hopefully get people talking about the vital role trucking plays in the economy and help attract new ‘working class heroes’ into the industry.”

> Notable decline in national road toll A major decrease in fatalities on roads across the nation is the lowest it has been since 2014.

In a statement released by the Federal Government recent statistical analysis shows there were 78 fewer fatalities in 2018 marking a 6.4 per cent drop from the previous 12-month period.

It’s the lowest total for a 12-month period since August 2014.

The figures are collected and analysed by the Bureau of Infrastructure, Transport and Regional Economics (BITRE) using information provided by State and Territory transport agencies throughout Australia and the Australian Bureau of Statistics.

While New South Wales saw a 9 per 12

m a r c h 2019

cent decline compared with 2017, South Australia reported a 19 per cent drop the largest percentage of all the states with Victoria next with a 17.4 per cent decline.

Queensland recorded the same amount of fatalities as it had in 2017.

Both the Northern Territory and ACT each experienced increases.

The national figures suggest current law enforcement measures and better public awareness for road safety is working. Deputy Prime Minister Michael McCormack welcomed the reduction in road fatalities but warned all road users against complacency.

“A 6.4 per cent decline in road deaths last year should trigger a reason to ask how that performance can be

improved in 2019 and what more can we do to make a difference,” he said.

“One road death or accident is one too many and the release of these recent national road death figures should serve as a reminder to all road users and stakeholders, including all governments, to be ever vigilant and work harder to achieve improvements.

“The ultimate safety outcome we are all striving for is a target of zero road deaths and serious injuries in Australia.

“The Government takes road safety seriously and this is reflected in the ongoing work we are doing to prevent tragedies and make a real difference to ensure Australians can get home sooner and safer.”

> Boral’s aggregate spreader to improve road construction safety Building material company, Boral, has unveiled the Boral FMAS, a Forward Moving Aggregate Spreader, which reportedly revolutionises the method of spray seal road construction in Australia.

Until now, according to Boral, the process involved road crews working with reversing trucks that applied the aggregate through an elevated tipper body, increasing the safety risks to workers.

To improve safety and maximise visibility, the Boral FMAS disperses aggregate from the front of the truck via a conveyor belt and spreader box. Boral National Asset Manager – Asphalt, Stuart Partridge, said Boral designed and developed a Forward Moving Aggregate Spreader following a call to industry by the Victorian roads authority – VicRoads – as a result of a serious accident involving a VicRoads worker some years ago.

“Surfacing roads has remained one of

the most potentially challenging tasks faced by construction crews because of the nature of the material being used and the way that material is applied,” he said. “Rollover accidents, blind spots, and high reversing tippers that can be at risk of interfering with power lines or overhanging trees, are just some of the problems associated with the current range of spreaders.

“So, the task here was to come up with a solution to improve safety for road crews, including drivers, while at the same time making the process quicker, and more efficient with higher quality.”

IVECO Australia Managing Director, Bruce Healy, said the company was extremely excited at being involved in the development of Boral’s new Forward Moving Aggregate Spreader.

“Boral has shown innovation and forethought in researching and ultimately developing this vehicle

in line with the new industry safety standards in Australia,” said Healy. “As a local manufacturer with an extensive engineering centre in Melbourne, we were able to advise Boral on the best IVECO platform on which to build their vehicle – the Stralis AD 8x4 – and offer support during the development and build process.

“I’m confident that the new FMAS model will be well-received by the market.”

Boral FMAS.

> Linfox rises to the challenge of North QLD floods In order to combat the dire conditions in north Queensland, Linfox has announced it is harnessing road, rail and sea transport to bypass areas affected by heavy rains during an eventful start to its intermodal operations.

The logistics company established a control room at its Acacia Ridge rail terminal to replenish supermarkets and convenience stores cut-off by floods with the Bureau of Meteorology forecasting more rain was on the way.

“When weather events like these occur, you need to have multiple modes of transport seamlessly working together to ensure free flowing movement of goods”, said Glenn Ashton, Linfox Intermodal General Manager.

Linfox completed its acquisition of Aurizon’s Queensland Intermodal Business on Friday 1 February.

Referred to as a ‘hook and pull’ agreement, the arrangement between the two companies will see Aurizon provide locomotive and rail corridor access to

Linfox continues to work in flood affected regions.

Linfox as it continues to manage freight movements for its customers.

With the train line cut north of Mackay, Linfox has confirmed that it mobilised all available transport assets to ensure essential goods continue north via road and sea to the worst affected areas.

“We have more than 100 trucks working in the flood zone to deliver goods to

stores,” said Ashton. “We’re using inland routes to access far north Queensland, but it’s slow going due to the conditions on the roads.”

Linfox was also utilising a barge, according to Ashton, to haul customer freight from Mackay to flood affected communities.

Mt Isa was one of the towns hit hardest by the extreme conditions with all major roads to the east closed due to flooding.

In response, Linfox assigned a triple road train to deliver groceries from Adelaide to access Mt Isa from the west.

“It’s important to get essential goods through, but safety is always top of mind, especially when operating in adverse conditions,” said Ashton. “The new Linfox/Aurizon partnership has demonstrated the strength of having multiple modes of transport at our disposal. We knew that this partnership would help Queenslanders, but we didn’t know it would only take a few days to show its worth.” p r i m em over m a g . c o m . a u

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PRIME NEWS

> Isuzu’s Taylor calls time on stellar career Isuzu Australia (IAL) has announced that its Director and Chief Executive Officer, Phil Taylor, has retired. Taylor’s journey with IAL began in Queensland in the early 1990s, where he managed several roles in fleet and retail sales and worked tirelessly to grow the breadth and reach of Isuzu’s Queensland dealer network.

Then 18 years ago he made the move to a national position based at Isuzu’s Port Melbourne head office. With an eminent career at IAL spanning 28 years, Taylor’s long-term vision for improved performance and his indefatigable passion for great products have been instrumental in IAL remaining undefeated as the overall top-selling truck brand in Australia for every year of the last three decades.

Taylor’s guidance has been

Phil Taylor.

complemented by an efficient leadership team in Melbourne, navigating IAL through many triumphs and milestones.

“Every successful business is only as good as the people behind it,” said Taylor.

“The position IAL finds itself in now is the result of many incredible minds, whose commitment to the company’s vision is the reason for our long-term success.

“I leave this industry at a time of great

change. Technology is set to dominate the automotive industry in ways we never thought possible and I am comfortable that IAL has the firm plans in place to capitalise on the anticipated change it will bring. For mine, it’s teamwork that will remain a key factor in continuing to strengthen IAL into the future.

“It’s been a hell of ride, and I’m extremely grateful for the opportunity,” he said.

IAL Managing Director, Hiroko Yaguchi, regards Taylor’s leadership as one that has bolstered Isuzu’s presence both locally and on the world stage.

“Phil’s tenure with IAL can quite rightly be described as world-class,” said Yaguchi.

“He’s helped to elevate the brand in Australia into an operation the rest of the Isuzu world looks to for best practice on a number of fronts.”

> HVNL review seeks improvements to safety A review of the Heavy Vehicle National Law (HVNL) approved by Transport and Infrastructure Council of Federal, State and Territory Ministers will consider improvements to the recent terms of reference submitted by the National Transport Commission (NTC).

These included amendments to enhance safety and productivity in response to the newly announced National Road Safety Governance review.

Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack said the NTC’s terms of reference reflect a consensus that the HVNL is overly prescriptive and complicated and falls short of being truly national in its current form.

“It is now widely accepted that while the first iteration of the HVNL in 2012 was an improvement on the previous multijurisdictional situation, it now needs to be comprehensively overhauled,” said McCormack.

“Extensive consultations will be held with stakeholders as part of the review including trucking industry 14

m a r c h 2019

representatives and related industries, policy and law enforcement agencies, the National Heavy Vehicle Regulator, all three tiers of government and members of the Australian community.”

“To support and help guide the review, an expert panel chaired by the recently retired Chairman of the Productivity Commission, Peter Harris, and including representatives from the trucking industry and Infrastructure Australia, has also been appointed.”

McCormack said the NTC would consider industry feedback and focus its investigation on key priority areas, including safe and efficient access, enhanced fatigue management, accreditation for safer operations and telematics, technology and data.

The views of heavy vehicle operators in Australia needed to be taken into account when replacement legislation was drafted according to McCormack.

Rural and regional stakeholders would be part of any consultation by the NTC, as would those in urban areas.

“The review will complement other Government priorities such as the

development of the National Freight and Supply Chain Strategy and the recently announced National Road Safety Governance review,” said McCormack.

“Members of the Transport and Infrastructure Council of Ministers are looking forward to receiving the NTC’s first set of recommendations near the end of this year,” he said.

“This review complements the Liberal and Nationals Government’s $75 billion infrastructure investment plan which aims to help all Australians get home sooner and safer, with road safety improvements a key priority.”

“This $75 billion plan delivers major investments in congestion-busting infrastructure for our cities and in ensuring the safety and efficiency of key links to and within regional Australia are improved for all road users, to a standard that supports the demands of our growing national economy.”

“Thanks to strong budget and financial management, the Federal Government is able to deliver this $75 billion investment plan through projects big and small, throughout the nation.”

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PRIME NEWS

> Vale: Ian Bruce Freightliner pioneer A leading force at Freightliner, Ian Bruce, has passed away.

A recent announcement was made by the Daimler Truck & Bus group honouring the career of Bruce, who worked as a sales and marketing executive at MercedesBenz Commercial Vehicles in Mulgrave, Victoria.

Instrumental in bringing the Freightliner brand to Australia, Bruce pushed for the company to invest in a right-hand drive truck program resulting in a pair of FLC prototypes being built and sent to

Australia for testing.

In 1989 Freightliner launched the second generation FLC 112 in righthand drive, proving popular with customers and cementing the brand in Australia.

His career began in 1938 with H.W. Taylor Motor car accessories.

After serving an apprenticeship at the Commonwealth Aircraft Corporation Bruce worked for, among others, GM Holden, Ansett, Cummins, Caltex, Kenworth and International Harvester.

He retired not long after the Freightliner

FLC 112 was introduced to the market, having seen his vision come to fruition.

Daimler Truck and Bus CEO and President, Daniel Whitehead, paid tribute to Ian this week.

“Ian identified the massive potential of the Freightliner brand in Australia and dedicated eight years of his working life to bring it here,” he said.

“We are very grateful to Ian for his role in introducing Freightliner to Australian customers and are determined to continue his legacy.”

Bruce is survived by his wife Betty.

> Hay run hero helps farmers with Coronado Burrumbuttock Hay Runners, an initiative organised by Brendan Farrell, has taken delivery of a Coronado 122.

The Freightliner model had been lent to Farrell ahead of his hay run in the Queensland outback to help droughtaffected farmers over summer.

An owner-driver, Farrell has used the Coronado 122 for the 15th Burrumbuttock Hay Run on Australia Day in Quilpie and surrounding areas of South West Queensland.

A fleet of 300 volunteer truck drivers delivered an estimated 10,000 large hay bales.

According to Steve Downes, Freightliner Australia Director, the commercial vehicle manufacturer was keen to organise a truck for Farrell when it heard his own two older trucks were off the road.

“When we heard he was having truck trouble, it was a no-brainer to help him out with a Freightliner for a few

months. We know the Coronado is tough enough to do this important work and we know Brendan will love driving it,” said Downes.

The 15-litre Coronado has been built to road train specifications and is fitted with an 18-speed Eaton manual and large bullbar.

“It is so comfortable to drive, and to sleep in. I’m doing a lot of kilometres, so it’s important to be able to get a good rest when I pull up,” said Farrell.

Brendan Farrell.

16

m a r c h 2019

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PRIME NEWS

> Heart of Australia to receive $12M funding boost

Dr Rolf Gomes.

North Queenslanders will now be able to access a mobile cardiology service with the Liberal National Government announcing $12 million in funding to Heart of Australia.

Funding will support two mobile specialist clinics and help to provide a third service which will service Northern Queensland and the Cape, bringing the total number communities serviced by Heart of Australia across Queensland from 16 to 25.

Member for Dawson, George Christensen, said Australians living in regional, rural and remote Queensland will be able to step on board the mobile clinics and get appropriate and timely care.

“This is a great win for Dawson, and I have been advocating for greater access to specialised health services in our area,” said Christensen. “The Heart of Australia mobile cardiology service has had a significant impact on reducing the severity and incidence of cardiovascular disease since 18

m a r c h 2019

2014. Remote and very remote areas of Australia have heart disease hospitalisation and death rates 30 per cent higher than in major cities.”

Funding will be provided over three years from 1 July 2019 to significantly increase the reach and scope of these vital services. The service supports investigation, diagnosis and consultation facilities, host telemedicine consultations, teleconferencing in addition to creating more jobs.

Heart of Australia services will reportedly be expanded to nine new locations including Richmond, Weipa, Cooktown, Sarina, Palm Island, Biloela, Childers, Proserpine and Ayr. Minister for Health, Greg Hunt, said the announcement was about saving lives and protecting lives.

“The Liberal National Government recognises that Australians living in rural and remote locations often don’t have access to the health services and professional care found in our major cities,” said Hunt. “The mobile specialist

clinics aim to deliver around 930 clinic days a year, see up to 18,000 patients and will give 24 specialist education sessions a year. When the three mobile specialist clinics are operating, they will service 25 communities each month across Queensland.”

The $12 million will improve a wide range of outreach health services to communities in need in north east Queensland, including cardiology, endocrinology, sleep medicine, psychiatry, geriatric medicine, immunology, general medicine, neurology, gastroenterology and gynaecology.

Diagnostic medical equipment will also be supported including cardiac stress testing, ECG monitoring, 24 hour heart rhythm-monitoring, cardiac ultrasound, colposcopy, sleep apnoea testing and device fitting, nerve conduction studies, liver fibroscan, respiratory function, respiratory function testing, 24 hour blood pressure monitoring and telehealth services.

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PRIME NEWS

> New B-double notice to deliver productivity benefits: NHVR A new National Class 2 Heavy Vehicle B-double Notice having commenced last month, will deliver productivity benefits for the 19,000 B-doubles operating across Australia, according to the National Heavy Vehicle Regulator (NHVR).

NHVR Freight and Supply Chain Productivity Executive Director, Peter

Caprioli, said the new Notice would align B-double requirements across states and territories, including general access for 50-tonne, 19-metre vehicles, which are commonly used to transport fuel.

“The Notice has reduced the number of conditions imposed by jurisdictions and creates a national B-double network for

The Notice reduces the conditions imposed by jurisdictions.

vehicles which move almost half of all freight,” he said. “This means an increase in mass for general access in South Australia from 42.5 tonnes to 50 tonnes, while general access in Tasmania will remain for 21-metre B-doubles.

“The Notice will align B-double access with a three-axle rigid truck towing a fouraxle trailer, which has had general access at 50 tonnes for several years.

“The new Notice also provides general access bridge formulae for all general access B-double operations,” he said.

The new Notice is part of the current round of the NHVR’s National Harmonisation Program which includes the National Class 1 Agricultural Notice and National Class 2 Road Train Notice.

The NHVR completed consultation on B-double access with state governments in mid-2018 and has reportedly received consent to operate on local road networks with a few exceptions.

> Hino appoints new president in Australia Commercial vehicle manufacturer, Hino Australia, has appointed Sam “Takashi” Suda to the role of President and Chief Operating Officer.

An automotive and truck industry stalwart, Suda joins Hino Australia from Japan where he held the position of General Manager, Asia & Oceania Division.

Steve Lotter, Hino Australia Chairman and Chief Executive Officer said Suda had joined the team at an exciting time for the business as it coincides with the launch of the 500 Series Standard Cab. “With a career that spans 36 years at Hino and its parent company Toyota, including senior management roles in Australia and America, Sam is well positioned to join the Hino Australia leadership team,” he said.

“Sam has well-rounded experience in many areas of the business, and is already familiar with the Australian trucking industry.”

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Suda’s previous roles at Hino include Senior Vice President, Hino Motor Sales USA Inc. and General Manager, Middle East & South East Asia Department, Hino Motors, Ltd.

Sam “Takeshi” Suda.

From 2007-2011, he held the position of Director Toyota Motor Corporation Australia, following 24 years in various senior roles at Toyota Motor Corporation in Japan and Italy.

“I am thrilled to be back in Australia and to be officially joining the Hino Australia family,” said Suda.

“The strength of Hino Australia’s results in 2018 has given the business an excellent platform to begin the year on.

“I look forward to working with the team as we welcome new models, continue our single-minded focus on the customer and drive the business further.”

Suda replaces Sean (Shunichi) Takahashi who returns to Hino Motors Limited in Japan after five successful years with Hino Australia, where he spearheaded its increased focus on providing total support for Hino customers.

Suda officially commenced his role 1 February, 2019.

For more information contact Dana on 1300 00 DANA or visit us at www.Dana.com.au Find us on

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GLOB AL NEWS

> Daimler invests half a billion in automated trucks Commercial vehicle manufacturer, Daimler Trucks & Buses, has signalled its plans to commit $784 million to bring Level 4 automated trucks to the road in the next decade. The global initiative is expected to create 200 new jobs as Daimler skips the intermediate step of conditionally automated driving regarded as Level 3, which still requires intervention by an operator on defined areas and between defined hubs.

In an issued statement Daimler said Level 4 promises greater advantages in efficiency and productivity for its truck customers.

The launch of the partially automated Freightliner Cascadia this year with Detroit Assurance 5.0 incorporating Active Lane Assist, follows on from its pioneering Freightliner Inspiration Truck, the first automated commercial vehicle to be approved for a road licence in the US. Martin Daum, Member of the Board of Management of Daimler AG said the company was taking automated trucking to the next level beginning with the launch of the Freightliner Cascadia 2019.

“Highly automated trucks will improve safety, boost the performance of logistics and offer a great value proposition to our customers – and thus contribute considerably to a sustainable future of transportation,” he said.

Daimler Trucks is already bringing partially automated driving features into series production. This also includes Active Drive Assist on the Mercedes-Benz Actros and FUSO Super Great.

Detroit Assurance 5.0/Active Drive Assist makes partially automated driving possible in all speed ranges for the first time in a series production truck unlike systems that only work above a certain speed. The new system can independently brake, accelerate and steer.

Active lateral control and the connection of longitudinal or lateral control in all speed ranges are new, according to Daimler, following the fusion of radar and camera information.

“We are excited to be part of a company that is investing so much in driver assistance technologies that will help our customers in the real world,” said Freightliner Australia Director, Steve Downes. “We look forward to introducing some of the features showcased in Las Vegas to Australia with the Freightliner Cascadia next year.

“We are confident it will set new standards for safety and connectivity in the Australian market.”

Freightliner will confirm the detail of its leading safety and connectivity package closer to the launch of the new Cascadia, which is currently undergoing extensive Australian testing.

Freightliner Cascadia.

> PACCAR builds on zero emission vehicles after Las Vegas showcase Following its exhibition of three new zero emission commercial vehicles in January, PACCAR has announced its intentions to be a leader in developing alternative powertrain commercial vehicles.

In Las Vegas at the Consumer Electric Show (CES) 2019 PACCAR, as part of its display, unveiled battery-electric heavy vehicles in which a battery-electric Peterbilt 579EV, a battery-electric Peterbilt 220EV and its hydrogen fuel cell electric Kenworth T680 developed in partnership with Toyota, hinted at future directions for the commercial vehicle manufacturer.

The PACCAR booth offered consumers a 22

m a r ch 2019

preview of customer operational efficiency including next generation driver assistance systems, truck platooning and in-cab human-machine interfaces.

At present Kenworth, Peterbilt and DAF are field-testing battery-electric hydrogen fuel cell and hybrid powertrain vehicles with customers in North America and Europe.

According to PACCAR, these zero emission trucks are designed for a range of customer applications, including over-the-road goods transportation, port operations and urban distribution. Kyle Quinn, PACCAR Chief Technology Officer said PACCAR was investing in the latest

technology across its portfolio of industryleading products and services.

“The PACCAR Innovation Center in Silicon Valley, California enhances the company’s access to emerging technologies and talent from around the world,” he said.

“CES is an outstanding forum to showcase PACCAR’s advanced engineering leadership.”

“PACCAR is excited about the opportunity to create the next generation of powertrains that are environmentallyfriendly and enhance our customers’ operations,” said Landon Sproull, PACCAR Vice President.

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THE INSURANCE MINDSET

Iain Sharples Iain Sharples is National Manager, Marine and Transport Liability at Zurich Financial Services Australia and has been in the insurance industry for the past two decades. He works with freight forwarders, logistics operators, port, terminals, charterers, marina operators and ship repairers to manage their marine liability.

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THE CHAIN OF RESPONSIBILITY THAT ANCHORS OUR INDUSTRY In the late 1990s, aquatic-themed LEGO pieces started washing up on the beaches in Cornwall. First it was plastic octopi, then cutlasses, scuba-gear, rigging nets and tiny plastic spear guns. Locals gathered to collect them, and neighbours competed to find the rarest ones (green dragons, in case you’re wondering). The question they were all asking each other was, ‘Where on earth is all this LEGO coming from?’

The answer was lying twenty miles off the British coast. Far under the waves, a broken shipping container resting on the sea bed was emitting a steady flow of five million pieces of LEGO. It was just one of sixty containers swept overboard by a rogue wave that tipped the cargo ship Tokio Express 60 degrees one way, then 40 degrees back as it carried its cargo towards New York.

The Tokio Express Lego incident took place at about the same time that I joined the insurance industry, and my imagination was captured by the appearance of these nautically-themed toys. Up until that point, I had never given a thought to the supply chain and network of agreements that carry goods from warehouses onto ships and then

onto the shelves of my local stores. Or, in this case, into the Atlantic Ocean.

Global shipping has made it possible for goods to be delivered around the world.

Incidents like the one experienced by Tokio Express highlight how waves can wreak havoc on transport routes but it might just as easily have been a truck crash, a rollover, a warehouse fire or a train derailment. Sellers and buyers will suffer from loss or damage to their goods as a result. That’s why transport insurance isn’t just desirable – it’s a critical part of our industry. And it’s becoming more and more important as fundamental shifts in customer and government expectations continue to change the way our industry operates.

Back in the days of the Tokio Express, most customers had their own warehousing and distribution operations. Or, if they used a transport operator, the operator’s job would be to simply pick up a container from one place and deliver it to another, with liability for any damage done to goods in transit severely limited or excluded.

Now, in efforts to increase profitability, customers are replacing their logistics departments with agreements with

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transport operators – along with the expectation that operators will take on more of the risk and manage every step of the distribution process.

This shift in focus is presenting our industry with multimillion-dollar opportunities, but it’s also putting considerable pressure on transport operators in a variety of ways.

Firstly, the increase in liability means operators now need to think carefully about whether each new agreement they take on is profitable for them. It may not be worth the risk to accept the same level of liability for smaller, one-off shipments from irregular customers as for larger, repeat-business contract customers.

Secondly, if operators choose to mitigate their increase in liability by making agreements with contractors and sub-contractors, they need to be sure

they’re not breaching any regulatory requirements around unfair contracts and are maintaining a reasonable level of risk transfer between all involved. They also need to make sure their contracts don’t take on liability for liquidated damages, or consequential costs, as these can lead to ongoing claims and disputes.

Lastly, operators also need to comply with increasing regulatory requirements.

Over the past 10 years, the government has focused on reducing fatalities and injuries through road incidents by imposing mandatory laws for how heavy vehicles can operate, with the aim of protecting drivers from fatigue. While extremely important, this can make it difficult to balance customer expectations with what is best for drivers and compliant with government regulations.

The inter-connected logistics chain across

land and sea means this is an issue for all transport providers, not just those who specialise in road transport.

The risks for our industry in this current environment of constant change are considerable – but so are the opportunities. That’s why it’s important to partner with an insurer that understands how to balance these competing needs, while being realistic about what is achievable. The right insurer can help customers get their products into consumer’s hands by any reasonable means – provided the contract matches customer, operator and sub-contractor needs – while protecting operators from the risk of something going terribly wrong. That goes for air, land and sea . . . because even though the chances of another Tokio Express incident are low, we never know when another rogue wave will send a customers’ goods being washed, wave by wave, onto the shores of the world’s beaches. p r i m em over m a g . c o m . a u

25

COVER STORY

LIFTING THE

GAME Bruce Kretchmer, Alllift Forklifts NSW Managing Director.

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The Sydney operation has 700 pieces of access equipment.

FORKLIFTS ARE ESSENTIAL EQUIPMENT IN MANY INDUSTRIES FOR THE EFFICIENT AND SAFE HANDLING OF HEAVY ITEMS. FAMILY OWNED ALLLIFT FORKLIFTS AND ACCESS EQUIPMENT HAS ESTABLISHED ITSELF AS A LEADING OPERATOR IN THE BUSINESS OF PROVIDING LIFTING EQUIPMENT AND USES ITS OWN FLEET OF DISTINCTIVE ISUZU TRUCKS TO TRANSPORT UNITS BETWEEN LOCATIONS.

T

he business of providing forklifts to Australian industries has traditionally been vertically integrated with manufacturers also closely involved in the sales and service functions. This situation is fine provided customers are comfortable being brand specific.

The concept of offering a range of lifting equipment drawn from across the spectrum of original equipment manufacturers (OEM) brands has provided independent organisations Alllift Forklifts with the opportunity to offer their clients the equipment most applicable to their needs regardless of the manufacturer.

It’s not enough to provide the equipment for sale or hire as this is a very service orientated industry and it has been in this area where Alllift has built its strong reputation. Bruce

Kretchmer established the company in 1998 and was joined by his son Dean in 2010. The extensive fleet of late model forklifts has been developed over time to include rough terrain all-wheel drive units suitable for use at building sites as well as access equipment such as boom lifts and scissor lift work platforms.

Other hire equipment includes compressors, generators, lighting towers and site sheds, all of which require an efficient transport solution to get them to and from the customers’ locations.

Alllift has recently been appointed as the Australian importer and distributor of Italian manufactured Magni telescopic handlers which will provide an entirely new aspect to the operation.

Service can vary from delivering equipment on time to performing onsite maintenance and repairs. The delivery is handled by Alllift’s own fleet

of three Isuzu tilt trays. The decision was made early to obtain and operate their own trucks rather than taking on the services of sub-contractors and the preference for having their own trucks extends beyond the obvious cost saving issues. The distinctive Isuzu’s and their drivers are essentially the ‘face’ of the Alllift business and management is very mindful that the truck’s presence on the road and at their clients’ premises are an important factor in their overall marketing.

“It puts us in the driver’s seat,” says Alllift’s NSW State Manager Mark Gillespie who has been with the company since 2011. “We can track our own kilometres, hours and truck servicing. It’s not just a cost issue, it’s a vital way of reducing the risk of our provision of service to our clients. Along with our sales reps, our truck drivers p r i m em over m a g . c o m . a u

27

COVER STORY

are the face of Alllift and having a nice looking truck and the guy unloading the equipment who appears to really care about what they are doing is very important to us.”

It was a deliberate choice to break away from the standard kitchen appliance white cab paint when opting for the distinctive black and orange livery that adorns the Isuzus and it has delivered additional benefits.

“When we started with our own trucks they were made to look good in the black and orange and clients would often ask if we could provide other equipment such as scissor lifts,” says Mark. “The Sydney operation now has around 700 pieces of access equipment such as elevated work platforms and much of that growth came from the response to the trucks.”

The pride in the appearance of the company trucks and vans is evident in their presentation and gets noticed by clients and the public as well, although

at least one motorist has suggested that bland is better.

“We had a guy call up and complain that the chrome on the toolboxes was too shiny and was a hazard to other drivers,” says Mark. “He was serious.”

Alllift sells both new and refurbished equipment and has adapted to changes in the warehousing industry which has evolved over the past couple of decades with operators changing from forklift owners to forklift hirers. Accepting medium and long term leasing or hiring contracts from Alllift takes away most of the negative issues associated with owning such equipment and transfers much of the responsibility to Alllift which has the extensive industry expertise to manage customers’ requirements whether for a single unit or multiple forklifts.

“When you hire something its 100 per cent tax deductible and you know exactly what you are paying,” says Mark.

“The forklift comes with service and all

maintenance. If a machine breaks down or blows up, guess what? We repair it or swap it out at no cost. It lets them focus on their own business and they don’t have to worry about money for items like service or breakdowns or tyres.”

From the depot located close to Sydney’s geographic centre in Rydalmere, six technicians use a fleet of Renault vans to perform the onsite day to day servicing, breakdowns and maintenance of the 1,000-plus pieces of equipment that Alllift has placed with clients.

“At the end of the day it’s all about customer service and we feel very strongly about it,” says Mark.

Each unit is serviced at least every three months to maintain safety and to prevent breakdowns. The service schedule is arranged to suit the client.

The service vans are operated by experts who are mostly allocated to look after a set group of clients’ machines to maintain consistency by being familiar with each client’s specific needs. After

The majority of equipment available for hire is less than three years old.

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hours and weekend servicing and repairs are also part of the Alllift’s offer.

The service fleet is being progressively updated to Renault Trafic vans as the incumbent Hyundai iLoad’s approach their 300,000 kilometre mark.

A significant proportion of the business involves supplying lifting equipment for warehousing operations, often with 12 to 14 pieces at each warehouse. The majority of the equipment available for hire is less than three years old.

Freight companies are also big users of forklift equipment and a number of Sydney’s largest transport and courier operations utilise the services of Alllift.

Interstate expansion has added three staff at the Wacol branch in Brisbane and eight at Melbourne in the suburb of Dandenong. There are 36 people based in Sydney.

The decision to purchase Isuzu tilt tray trucks was principally made by Dean Kretchmer who took into account input from the company’s own drivers regarding factors such as ease of entry and egress of the cabs and tight turning circles.

Smaller equipment is handled with a 12 tonne GVM Isuzu FSD and a 14 tonne Isuzu FXL. As larger machines were added to the Alllift line-up there became a need for a bigger truck to carry them. Consequently the pride of the fleet is now a twin-steer Isuzu FYJ. It has a 30,000kg GVM and can handle Alllift’s largest pieces of equipment as well as multiple smaller units which adds to the eight wheeler’s efficiency.

“Isuzu have been great,” says Mark.

“With the delivery of each truck they have spent a few hours with us to go over the finer points of its operation and how to get the best from it.”

The trucks are working all day so reliability is a key factor. The local Isuzu dealership is responsive in arranging servicing sometimes at short notice which is appreciated by the Alllift team.

“The biggest challenge we have from a transport perspective is meeting deadlines and getting machines to customers on time,” says Mark. “We’ll make up to ten deliveries at the one

Alllift has been appointed the Australian importer and distributor of Magni telescopic handlers.

“When we started with our own trucks they were made to look good in the black and orange and clients would often ask if we could provide other equipment such as scissor lifts... The Sydney operation now has around 700 pieces of access equipment such as elevated work platforms and much of that growth came from the response to the trucks.”

Mark Gillespie Alllift’s NSW State Manager

time, so payload is also important.”

As a consequence of those quick deliveries the turnaround of returned machines is also an important factor.

Alllift’s own workshop is geared to have units returning from hire serviced, refurbished and ready for loading back onto an Isuzu to go to the next client.

In the short term rental business, the policy is to get details and a quote to a potential customer with a genuine sense of urgency, and once the quote is accepted to deliver the ready-to-go piece or pieces of equipment as soon as practicable for all parties.

“For example, call us at 2.00pm today and we’ll have it there at the latest midmorning tomorrow,” says Mark.

Alllift’s comprehensive menu-based website provides an up to date source of information to the industries it serves.

Alllift also provides training and

licencing for the equipment it provides.

A recent addition is the provision of a forklift and driver combination designed for customers who only have a very occasional need for such a service or for regular clients who have a short term requirement for forklift operations in excess of their normal capacity.

Alllift Forklifts and Access Equipment has achieved the critical business size where it is big enough to compete with the OEM-owned operations and provide an exceptional level of service, yet compact enough to really know its clients individually. The investment in plant, equipment, trucks and people gives it the capacity to meet at once demand highs and lows without sacrificing the strong ethic of exceptional service delivery and ensures that the best years are still ahead. p r i m em over m a g . c o m . a u

29

FLEET FOCUS

THE

RIGHT

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STUFF

AS A MAJOR PLAYER IN CONSTRUCTION AND ENVIRONMENTAL MANAGEMENT PRACTICES, DELTA GROUP MUST ADHERE TO THE HIGHEST SAFETY STANDARDS WHEN PURCHASING EQUIPMENT FOR THE HIGH-PROFILE PROJECTS IT CONTRACTS. IN ORDER TO MAINTAIN THESE STANDARDS AND TOTAL OPERATING ECONOMY IT OFTEN PARTNERS WITH COMPANIES ON THE CUTTING EDGE OF INNOVATION. COMMERCIAL VEHICLE MANUFACTURER SCANIA IS ONE OF THEM.

A

Delta Group use 6-32 Hook and Craneable skip bins.

ubiquitous presence for anyone in a major city who works or lives near an imposing civil engineering project, Delta Group, has been an enduring force for nearly 40 years in construction, demolition and waste management in Australia. Founded in 1978, the company operates the largest privately owned fleet of specialised plant and equipment in the country. Trucks are purpose-built and purchased on contract maintenance programs such as the one it has arranged with Scania, who currently supplies the business with 15 commercial vehicles of the more than 100 it has on the road on any given day. The bulk of the Scanias are R Series V8s and G Series, mainly assembled as truck and dog, with some additional rigid trucks.

Delta Group operates a dedicated Waste Transfer Station in Port Melbourne and its trucks move construction and demolition waste using 6-32 cubic metre Hook and Craneable skip bins for a range of projects in residential and commercial industries.

The company is no stranger to iconic developments in infrastructure having worked on the Canberra International Airport, Melbourne Docklands, Melbourne

Convention Centre and South Wharf Development, MCG, Stadium Australia and Federation Square, to name a few.

More recently it was engaged to design and deliver a single source project management solution by Lendlease in the $1.5 Billion redevelopment of Sydney’s Darling Harbour and subsequent work on the Sydney Metro City. More recently, the Southwest rail project and the Gold Coast Monorail demolition were shortlisted, the company mentions, in the 2018 World Demolition Awards.

As it separates building and construction waste to reduce waste to landfill by recycling and reusing as much as four million tonnes of construction debris each year, Delta Group employs Green Star accredited materials tracking management and reporting systems to satisfy commercial and industrial project needs with its purpose-built off-site facilities.

In addition to its waste transfer stations and concrete and timber recycling, Delta Group recycles scrap metal and manages a recycled timber outlet.

Daily logistical tasks, according to Dominic Santullo, General Manager Recycling Logistics, involves the servicing of the internal business across the delivery p r i m em over m a g . c o m . a u

31

FLEET FOCUS

Dominic Santullo, General Manager Recycling Logistics.

“You notice the added comfort when you get into the truck. They’ve got a fridge, Bluetooth.

Having automatic transmissions it’s a lot easier on the driver. It feels good to drive. The guys get out of them at the end of day and they’re fresh.

Or as fresh as you can be after 10 hours behind the wheel.”

Dominic Santullo General Manager Recycling Logistics

of recycled materials to myriad locations throughout wider Melbourne, as well as Australia wide.

“Our trucks, more often than not, work around the metro areas in our capital cities where the demolition and civil construction operations of the business 32

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are often located,” he says. “In Victoria, they also work out of quarries, landfills and deliver road safe materials to new developments, roads, subdivisions, you name it. The Scanias essentially go out to any project to do with civil works where road base is required.”

The Melbourne Cricket Ground, the tenth largest sporting stadium in the world, has undergone two major renovations both of which Deltra Group were a part of. The more recent of the two involved a complex civil works programme with demolition and bulk excavation of the Members’, Ponsford and Olympic grandstands, bringing the stadium capacity to over 100,000.

Retention works for a new, at the time, two level basement area under the stands and the hallowed playing surface also involved re-laying the stadium’s turf.

Since then the MCG has hosted the 2006 Commonwealth Games and a World Cup Cricket Final. Dominic says working on the project remains one of the highlights of his professional career.

“Being a Melbourne boy and working on the MCG is something you don’t forget

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FLEET FOCUS

Scania commercial vehicles excel in metro congestion and also en route to remote construction zones.

in a hurry,” Dominic says. “It’s obviously a landmark in Australia and overseas and recognised as a prominent part of the skyline.”

Dominic, despite being only 44, young for a company veteran, has been at Delta Group for 23 years. Having started out as a commercial vehicle driver it has held him in good stead for understanding trucks and the latest in heavy vehicle technologies.

“I begun here at a young age and worked my way up,” he says. “In that time, I’ve watched the business grow over the years.

It’s a family owned business and you’re treated as such. The Delta Group name is known all around Australia so the jobs are big and the work is always interesting.”

As Dominic likes to get behind the wheel of a prime mover to keep in touch with its latest capabilities, he recently piloted an R Cab Scania V8 from Brooklyn in Melbourne’s west to the Western Treatment Plant. It involved, on a wet summer day, negotiating busy local roads, highway and going off road.

“It happened to rain, a heavy downpour, which made conditions interesting.We got to the site where the roads were unsealed.

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“It’s like a family owned business and you’re treated like family. The Delta Group name is known all around Australia so the jobs are big and the work is always interesting.”

Dominic Santullo General Manager Recycling Logistics

Being clay roads they were slippery. We were loaded to 56.5 tonne and had to use the cross locks and traction control on the truck,” he recalls. “At one stage there we thought we were going to get stuck, but the truck performed well. It just ploughed through the mud and got out without an issue.”

According to Dominic the Scania R Cab delivers on power. The ease of braking and all-round driveability provides for its operator, a superior driving experience.

“You notice the added comfort when you get into the truck,” he says. “They’ve got a fridge, Bluetooth. Having automatic transmissions it’s a lot easier on the driver.

It feels good to drive. The guys get out of them at the end of day and they’re fresh.

Or as fresh as you can be after 10 hours

behind the wheel.”

If the trucks of today, he considers, were like the trucks he drove back when he started out he might still be driving one full time. The engine retarders, for one example, are one of the most pleasing aspects of the new features on the Scania R Cab says Dominic.

“If you drive these trucks properly you don’t even need to touch the brakes until the last second,” he explains. “For that in itself your brakes just last forever.

Drivers all get scored during operations and that includes scoring the driver in anticipation, acceleration and that’s good for us knowing how they perform in these vehicles.”

As Delta Group have committed to a Scania maintenance program their

monthly costs are fixed. This covers service and preventative maintenance, predicated as it is on total kilometres amassed.

“For us we know what our fixed costs are per month and that excludes any damage.

Given our estimates it’s been spot on,” he says. “As it is, the Scania tells you when you need to come back for your next service.

The computerised system in the truck reports back to Scania who then, in turn, alert the team at Delta when the truck is due for a service.”

The high safety standards required of the business make the Scanias a great fit says Dominic.

“We do a lot of CBD driving and we’re constantly going into town with truck and dog trailers and we’re going down laneways and reversing into off-streets so visibility is everything,” he says. “We’ve got reverse cameras and reverse alarms and there’s cameras on the rigids and the tailgates so you can see what’s going on. We’ve got to look at the safety of the driver and people

around the truck.”

The bigger, arching windscreens counteract blindspots, which is another crucial feature given Melbourne’s increasingly busy roads.

“The volume of traffic on the road has multiplied beyond belief in the last five years. You used to be able to get up early in the morning and hit the road and have a good run. Now people all have the same idea. There’s also a whole lot of activity, infrastructure going ahead,” he says. “That can mean more time in the truck for the driver and another reason why the features of the best commercial vehicles are so important. The Scania is very quiet and with all the controls and functions there’s so much to like about the truck.”

Fuel economy, Dominic says, remains one of the key selling points of the Scania vehicles although there’s an even bigger picture to consider.

“The R Cab has excellent reliability and reliable fuel economy but it’s the Scania total operating economy that delivers our business what we need.”

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TRUCK & TECH

X- W AY O N T H E

HIGHWAY WITH THE LAUNCH OF ITS NEW STRALIS X-WAY, IVECO HAS SET ITS SIGHTS ON A LARGER PIECE OF THE HEAVY-DUTY RIGID AND SINGLE-TRAILER PRIME MOVER PIE. PRIME MOVER SPOKE WITH EMILIANO FOIERI, IVECO’S LOCAL PRODUCT MANAGER – HEAVY, TO FIND OUT MORE ABOUT THE TRUCK AND ITS DEVELOPMENT. IVECO Stralis X-Way.

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he original Stralis was launched to much fanfare in Australia some 15 years ago. Since then, and with a number of upgrades, it has achieved moderate sales success but somehow never quite reached the potential for which its maker had intended.

Keen to remedy the situation, IVECO has introduced the Stralis X-Way Euro 6. As the title suggests, this truck is something of a cross-over prime mover, with beefy specifications that see it slotting neatly between the existing Stralis AS-L Euro 5 and the off-road Trakker range. IVECO describes it as

suitable for light off-road missions.

The X-Way range comprises the 6x4 AD/ AT and 6x4 AS prime movers as well as 6x4 AD/AT, 8x4 AD/AT and 8x4 AS rigids. The prime movers feature gross vehicle masses (GVM) of 25 tonnes and gross combination masses (GCM) of 45 tonnes while the rigids range between 25 and 30 tonnes GVM and 40 to 45 tonnes GCM. Higher GCMs are available across all models on application.

All prime mover models are equipped with rear 8-bag Electronically Controlled Air Suspension (ECAS) and front parabolic leaf springs. Rigid variants use the same rear suspension plus there’s front ECAS suspension on the 8x4 models. Mechanical rear suspension with standard front parabolic springs is an option on the 6x4 AD/AT versions.

Cab options include ‘Day’ (AD), ‘Sleeper’ (AT) and ‘High Roof Sleeper’ (AS) for prime mover and rigid models while wheelbase options are 3,900 and 4,200mm for prime movers and 5,720, 5,800, 6,300 and 6,500mm for rigids.

The range has three distinct engines – Cursor 9, 11 and 13. Each features a 2200 bar (31,900psi) multiple injection per cycle common-rail fuel system along with re-profiled pistons and new rings said to lower tangential load to reduce friction without increasing engine oil consumption.

The engines meet the stringent Euro 6 measure through the use of IVECO’s Hi-eSCR (selective catalytic reduction)

system featuring a passive DPF (diesel particulate filter).

IVECO claims key benefits of Hi-eSCR include: no combustion by-products back into the cylinders; no additional cooling requirements; long intervals between DPF regeneration events, more power and torque density and lower specific fuel consumption (g/kWh).

The new engine range begins with the Cursor 9, an 8.7 litre unit developing 360hp between 1,600 and 2,200rpm and 1,650Nm of torque between 1,200 and 1,530 rpm.

In regard to the Cursor 11, an 11.1 litre engine, it develops 460hp between 1,500 and 1,900rpm and 2,150Nm of torque from an extremely low 925 to 1,500 rpm.

The Cursor 13, a 12.9 litre unit produces 510hp between 1,600 and 1,900rpm and 2,300Nm of torque from a low 900 to 1,525 rpm.

Emiliano Foieri, IVECO Australia and New Zealand Heavy Product Manager joined Fiat Powertrain in early 2004 after graduating from university with an electrical engineering degree. A few years later he transferred to IVECO and was charged with a Product Support role for all IVECO vehicles sold into Africa and the Middle East.

In 2013 he moved to Australia and took up a Product Support role with IVECO, a position he held for nearly three years before being promoted to his current role.

LED lights feature front and rear. p r i m em over m a g . c o m . a u

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X-Way dash and cab trim are installed in the Dandenong factory.

When Prime Mover spoke with him, Emiliano was keen to elaborate on the circumstances surrounding the development and testing of the X-Way specifically for harsh Australian operating environments and how it differs from previous Stralis iterations.

“Clearly the Australian X-Way, assembled in Dandenong (Vic), is the brother of the global product produced in Madrid that was launched in Europe in late 2017,” Emiliano says.

“After local testing of IVECO Euro 6 products prior to the X-Way launch, the recommendations of the Engineering Departments in Dandenong and Europe, as well as the axle and transmission suppliers, was that the X-Way needed to include the most robust components available.

“Therefore, it was specified with a higher capacity cooling package, stronger transmission and axles and a bigger catalytic muffler compared to European equivalents. It also features 7.7mm thick chassis rails compared to the 6.7mm rails on the standard Stralis.”

Another change, Emiliano says, is that unlike previous Stralis variants where the cab came from Europe fully trimmed and furnished, the X-Way cab 38

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“For the first time now we are building the cab from scratch and that means we are learning how to assemble the components and make necessary changes to adapt them to suit Australian road conditions, which I know are much harsher than in Europe. I believe this will improve our quality control and customer satisfaction in this vital area.”

Emiliano Foieri IVECO Australia and New Zealand Heavy Product Manager

is imported as a bare shell with the dash and trim installed at Dandenong.

“For the first time now we are building the cab from scratch and that means we are learning how to assemble the components and make necessary changes to adapt them to suit Australian road conditions, which I know are much harsher than in Europe. I believe this will improve our quality control and customer satisfaction in this vital area,” he says.

This is a critical point and, provided IVECO gets it right, one that could result in markedly increased sales of the X-Way compared to previous Stralis offerings.

Put plainly, there’s nothing drivers detest

more than an incessant rattle from the dash while driving.

“The X-Way development has seen the greatest collaboration between the engineering departments in Australia and Europe in the history of Iveco,” Emiliano adds. “We have included all the safety systems available in the European X-Way in the Australian models and believe we have a package that will eminently suit Australian operators.”

In sum, if IVECO can eliminate niggly issues with dash integrity such as those that plagued previous Stralis units then X-Way should have a bright future in the Australian market.

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GREAT DEALS AND COMPETITIVE FINANCE ACROSS THE ENTIRE 2018 PLATED RANGE INCLUDING EUROCARGO & ACCO! Offer ends 30th April 2019. For your nearest IVECO Dealer call 1800 4 IVECO or visit www.iveco.com.au Terms & Conditions apply. Offer available at participating Iveco Dealers only. Excludes Government, Motorhome and Fleet Buyers.*5 year/200,000 km factory warranty (3 year/200,000 km new vehicle warranty plus 2 years extended warranty) and 2 years/80,000km free servicing is available on all Daily models invoiced and paid for before 30th April 2019. Excludes Daily 4x4 models. Factory warranty and free servicing commences from date of purchase. ^ Iveco branded $3000 Visa card is only available on 2018 plated Stralis models invoiced and paid for before 30th April 2018. For further information see full terms and conditions at www.iveco.com.au or contact your local Iveco Dealer.

TRUCK & TECH

GOING

STEADY LONG HAUL SPECIALIST FUEL DISTRIBUTORS OF WESTERN AUSTRALIA IN PARTNERSHIP WITH PACCAR AUSTRALIA AGREED TO A COMPREHENSIVE TWO-YEAR TRIAL OF A DAF XF105 TO DETERMINE IF IT COULD MEET THE CHALLENGE OF SERVICING ITS DEPOTS ACROSS THE BIGGEST STATE IN AUSTRALIA. AS THE COMPANY CARRIES COMBUSTIBLE DANGEROUS GOODS LONG DISTANCES IT NEEDS A STEADY PLATFORM AND THE DAF PROVED ITSELF TOÂ BE A RESILIENT WORKHORSE.

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elivering fuel across a state the combined size of Alaska and Texas in hot, rugged conditions is a challenge at the best of times for heavy vehicle manufacturers and transport companies. Fuel Distributors of Western Australia, a carrier and distributor for Puma Energy, runs daily between mining depots in Geraldton in the north, Kalgoorlie in the east and Esperance in the south from its main facility in the Perth suburb of Kwinana.

In Western Australia, where commercial vehicle operators work in the upper bracket of combination mass limits, there’s perhaps not many more daunting tasks asked of drivers who are navigating distances of 600 kilometres rated at over 94 tonnes gross concessional mass (GCM).

Fuel Distributors of Western Australia run a fleet of 55 trailers and 39 trucks of various makes and models. More nominally, for the purpose of fulfilling its fuel deliveries it relies on its fleet to

haul five- and six-axle A-B doubles and dog trailers. In 2015, Graham Lock, the Fleet and Workshop Manager at Fuel Distributors of Western Australia, was approached by CJD Perth to trial a DAF prime mover, specifically an XF105 on one of its regular commercial linehaul assignments. The XF105 is powered by the PACCAR MX engine producing 1850 lb-ft of torque from a 13-litre engine, however the standard GCM rating is 70 tonne, Graham recalls. In the fuel road transport industry in Western Australia

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commercial vehicles are required to carry upwards of 88 tonnes. That often means balancing 23 tonnes on the triaxle, 17.5 tonne on the driveshaft and another 17.5 tonne on the dollies.

“So I told them it would have to be 88 tonne rated or it wouldn’t be any good to us,” he says.

Once the evaluation was underway, CJD performed regular scheduled inspections of the running gear, monitoring wear on the components to check how the DAF XF105 was handling the gruelling conditions.

“We ran the vehicle every day at 94.5 tonnes and I must say it did a great job,” Graham says. “It would go anywhere a pocket roadtrain in a six-axle dog application would go.”

The same driver was employed during the review period to ensure the daily journey was both familiar and data was not skewed by too many different variables. According to Graham, the results in fuel efficiency were most pleasing.

“Running on 510 horsepower I thought she might be a bit slower and may not get the fuel economy we were looking for but the DAF certainly did get it and it wasn’t slow either,” he says. “It achieved a 1.7 kilometres per litre in fuel burn.

That’s very good for 94.5 tonne prime mover with a 13-litre engine.”

Having been more accustomed to the results he had previously seen in fuel economy from the bigger 15-litre engines propelling Kenworths, Graham says he was pleasantly surprised by the results the DAF XF105 was producing.

“It did the job week in and week out,” he says. “Four years on and it’s still doing the same job today as it did when we first trialled the vehicle.”

Some 486,000 kilometres later, running between Wagin, Pingelly and a new depot in Cunderdin, the DAF has certainly had its work cut out for it.

Aside from some oil testing for different OEMs over the years, Fuel Distributors of Western Australia has never, according to Graham, completed comprehensive testing of this scope over such an 42

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extended trial period.

The business, which was founded in 1999 by General Manager Craig Burrows and celebrates its twentieth anniversary this year, has since purchased two more

XF105s once DAF confirmed it would rate the trucks at 88.5 tonne GCM. The DAF eight-bag Electronically Controlled Air Suspension (ECAS) is a vital component for heavy vehicles especially

“It did the job week in and week out. Four years on and it’s still doing the same job today as it did when we first trialled the vehicle. We committed to buying it under the provision it stayed at a rating of 94 tonnes.”

Graham Lock Fleet and Workshop Manager at Fuel Distributors of Western Australia

those that operate in and out of farms, all of it done at high idle, while the hydraulics are being driven by a power take-off (PTO) pump.

“It’s probably the most stable platform for fuel haul,” says Graham in reference to the ECAS. “Theirs is a bit lighter than most and that’s important for a business like ours as well.”

Recently DAF trucks introduced tandem drive axles with ECAS on all their prime movers in Australia. Paul Wilson, Sales Manager CJD Perth says it makes the already formidable product specification even superior.

“The DAF suspension in combination with the DAF 1360T rear axles provides us with the flexibility to deliver greater than 70 tonne GCM ratings to specific applications such as Graham’s without the need to modify the vehicle,” he says/ “Being able to raise and lower the rear suspension by as much as 220mm via the ECAS remote control unit makes hooking up

All DAF prime mover models feature axle load monitoring and ABS and EBS as standard.

trailers far easier and safer for drivers, and makes positioning trailers perfectly in loading bays a breeze.”

All DAF prime mover models are now available with disc brakes all-round, along with axle load monitoring in addition to ABS and EBS as standard according to Paul.

“Inter axle and cross axle differential locks are fitted to get you out of trouble should more traction be required, and driveability is further enhanced with the hill hold feature,” he says.

At present Fuel Distributors of Western Australia is running another DAF; a CF85 8x4 rigid configured for urban application.

“It’s a beautiful truck to drive, the driveability is first rate with a very responsive engine.” says Graham.

Over the past 11 years Graham has helped establish a workshop on-site. Prior to that equipment was sent out for servicing and repairs. The company also runs a second workshop in the nearby industrial area of Naval Base, where it repairs its tankers. Since he began working at Fuel Distributors of Western Australia the business has nearly quadrupled in size.

DAF and the team at CJD Perth have helped grow it.

According to Graham, having the best products in the world is all for nothing if the customer is not taken care of. “They may as well not have it,” he says. “DAF is a great truck at a good price and CJD Perth really look after us. They’ve gone out of their way to make sure we are happy.”

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BETTER ALL OVER

DURING A RECENT TRIP TO JAPAN WITH HINO, WE HAD AN OPPORTUNITY TO DRIVE THE NEW HINO 500 SERIES STANDARD CAB SOME FIVE MONTHS BEFORE THE AUSTRALIAN LAUNCH. ON FIRST IMPRESSIONS, IT’S BEEN IMPROVED IN ALMOST EVERY AREA COMPARED TO ITS PREDECESSOR.

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t’s been a monumental 15 years in the making for Hino’s all-new 500 Series Standard Cab medium-duty truck. In that time Hino engineers have had ample opportunity to revamp and revise every aspect of the vehicle from the tyres to the tip of the antenna.

As such, the truck has been packed to the gunnels with just about every active and passive safety feature known to

mankind, prompting Hino to claim the 500 Series Standard Cab boasts the most comprehensive active safety package ever offered by a Japanese manufacturer in the Australian medium-duty truck market.

This is big news in the global truck world as it exemplifies just how determined the Japanese manufacturers are to go toe-totoe with the European makers in terms of technological and safety developments.

This is an area the Japanese have largely lagged behind their Continental counterparts in years gone by.

Not anymore, judging by the standard suite of safety kit on Hino’s new 500 Series, which is nothing short of allencompassing. Indeed, many mainstream passenger cars don’t have this level of standard safety equipment.

Headlining the substantial leap forward

The Hino 500 complies with Japan’s stringent Post New Long Term regulations.

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is the Pre-Collision System (PCS) which includes Autonomous Emergency Braking (AEB), Pedestrian Detection (PD) and Safety Eye (SE). Added to these are Adaptive Cruise Control (ACC), Lane Departure Warning (LDW) and Vehicle Stability Control (VSC) which incorporates Anti-Lock Braking (ABS) and Traction Control (TC).

The A05 engine has three power ratings depending on the model. FC 1124 and FD 1124 models have the A05-TE delivering 240hp (177kW) at 2300rpm and 794Nm of torque at 1400rpm; the A05-TD in the FE1424 Crew variants with the same 240hp is accompanied by a higher torque rating of 833Nm at 1400rpm; and the A05-TC endows the FD 1126 and FE 1426 with 260hp (191kW) at 2300rpm and a barnstorming 882Nm at 1400rpm.

A noteworthy feature is the standard fitment of a Jacobs engine brake or ‘Jake Brake’ across the range, providing firstclass engine braking capability. According to Hino this is another first for a Japanese medium-duty truck under 15 tonnes gross vehicle mass (GVM). The Jake Brake is supplemented by a traditional exhaust brake and descent speed control.

And the firsts keep coming with the 500 Series claimed to set a new benchmark in emissions reduction for medium-duty Japanese trucks by complying with Japan’s stringent post Post New Long Term regulation that is equivalent to the Euro 6 standard not due to be implemented in Australia for a number of years.

“Fundamental to achieving the emissions reductions is the exhaust gas aftertreatment containing both Selective Catalytic Reduction (SCR) and Diesel Particulate Reduction (DPR) systems,” explains Daniel Petrovski, Hino Australia’s Manager of Product Strategy.

“These two proven emissions reduction solutions have been fitted to thousands of Hino trucks sold in Australia since 2011.”

Meeting emissions regulations ahead of time is just one facet of Hino’s overarching commitment to environmental care, Daniel continues.

“We have also produced a truck made of materials that will allow at least 95 per

The new A05 engine range has been endowed with prodigious torque output.

“We have also produced a truck made of materials that will allow at least 95 per cent (by weight) to be recycled at the end of its life. Furthermore, at our Koga (Japan) plant, we have adopted many environmental initiatives including rainwater harvesting, water recycling and the use of geothermal ventilation for climate control within the factory.”

Daniel Petrovski Hino Australia’s Manager of Product Strategy

cent (by weight) to be recycled at the end of its life,” he says.

“Furthermore, at our Koga (Japan) plant where the 500 Series is produced, we have adopted many environmental initiatives including rainwater harvesting, water recycling and the use of geothermal ventilation for climate control within the factory.”

Moving on to transmissions, the quintessential Allison 2500 six-speed automatic is now available across the 500 Series Standard Cab range, cementing its position as the preferred transmission choice for many operators.

Manual transmissions continue to be

available with a six-speed unit fitted as standard to the FC and FD models, while the FE now comes with a seven-speed pudding stirrer, giving it one more cog than its rivals.

FD and FE customers also have the option of a Hino automated manual transmission (AMT) in six- and sevenspeed variants respectively. The AMT is something of a ‘hybrid’ transmission, combining the best features of both manual and torque converter automatics.

It is essentially a manual box with computer-controlled or robotised actuators facilitating clutch and gear shifting functions. p r i m em over m a g . c o m . a u

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Track work In Japan last November Prime Mover was given the opportunity to drive a mix of moderately loaded Aussie and Japanesespec units to provide us with an initial feel for the product. The drive program followed on from the demonstration of Hino’s autonomous emergency braking system that’s standard on the new 500 Series models. This involved the journalists riding in a truck driven by a Hino employee on the test track.

A life-size simulation of a small car was positioned on the track and the truck driver, maintaining a steady 50km/h, drove straight towards it without backing off on the accelerator.

About 40 metres from a potential impact the warning lights flashed and an alarm sounded. Then at the 20 metre mark the brakes automatically applied and the truck was brought to a swift stop about five metres from the stationary car.

And the driver’s foot hadn’t so much as touched the brake pedal!

It was an incredibly impressive display, proving the immeasurable value of

a safety system with the potential to prevent many injuries and fatalities in the future.

After lunch it was our turn to get behind the wheels of four different versions of the new 500 Series Standard Cab featuring each of the three transmission options, namely manual, automated manual and Allison automatic.

Our first stint was in an automated manual (AMT) unit which immediately impressed with its smooth, quick up-shifts and intuitive, progressive downshifts when decelerating. Despite being on a flat track, the brake-saving potential of the combined retardation from the exhaust and Jake brake was clearly evident.

Also impressive were the comfort and support provided by the well contoured Isri suspension seat, in addition to the spacious cab ambience and hi-tech instrument panel. In particular, the liquid crystal display (LCD) featuring green shading when driving fuel efficiently which morphs into blue when accelerating makes it easy for the operator

to strive for an economical driving style.

Next up was the Allison automatic equipped version which also impressed with crisp, quick shifts providing outstanding acceleration for a mediumduty truck. Also helping here was the prodigious torque output with which the new A05 engine range has been endowed.

As with its AMT sibling, the auto also progressively downshifts on deceleration to maximise the engine braking potential.

Finally we jumped into the manual shift version which felt decidedly ‘old school’ compared to the self-shifters. The gear stick had a rubbery and somewhat imprecise action which didn’t make for an inspiring drive. With sales of manual trucks continuing to dwindle, it’s fitting that the majority of development and fine-tuning efforts have gone into the auto and AMT iterations.

We look forward to providing further insights into the new range following the upcoming local launch that will involve a far more comprehensive drive program on home soil.

Hino test track at Hamura in Japan.

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TRUCK & TECH

RIDE THE

HIGH CO SMART INVESTMENTS ARE IMPERATIVE FOR SUBCONTRACTORS WHO OPERATE COMMERCIAL VEHICLES IN CONSTRUCTION FOR MAJOR TRANSPORT ORGANISATIONS. DEAN CARR, A VETERAN OF THE CONCRETE SECTOR, UNDERSTOOD THIS WHEN HE RECENTLY PURCHASED A NEW WESTERN STAR PRIME MOVER WHICH HAS HAD AN IMMEDIATE POSITIVE IMPACT ON HIS BUSINESS.

I

n summer when the fierce northerly takes hold, locals in Bacchus Marsh don’t mistake the swirling sand above the quarries for smoke despite the threat of bushfire. The area is parched to a cinder and as the gusting wind is playing havoc with the dust visibility is reduced.

Low lying properties located flush against the encroaching bushland stand little to no chance in the path of a fire front should one spark in the Lerderderg Gorge. Most locals, in light of this recent heatwave, are aware of this as the threat for now persists. The region, as dry as it is this time of year, is perhaps better known for its market gardens and orchards, and for Dean Carr, a subcontractor at Hanson, it’s long been home.

After sandpits were discovered along Gisborne Road during the 1970s most of the big players in concrete and construction, names like Boral, Mountain View and Hanson, soon followed with operations. Each maintains excavations at sites nearby, an hour journey west of the city for those coming from Melbourne.

Huge loads of sand are destined for civil engineering and infrastructure projects in the metropolitan region where Dean, who has purchased a Western Star 4800FXC tipper with a BTE aluminium body, will often find himself dispatched. He has had the Western Star just over a week.

It’s his first.

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The three-axle dog trailer is built to PBS specification and the sloped bonnet houses a Detroit DD-15 inline six-cylinder engine. Previous to the Western Star he owned another American prime mover for close to 11 years. Having arrived at the decision to purchase a new commercial vehicle required weighing up body builds, engine warranties and a host of other pros and cons. Eventually, as passed by the Westar dealership in Derrimut – a location familiar to him after hundreds of trips over the years – he ventured inside.

“I’d been told by two colleagues that Western Stars were very good trucks and that at the very least I should have a look at one. So I did,” Dean says. “They seemed to be a superior build, put together probably how trucks should be put together.”

Despite sacrificing some payload on the heavier Western Star, the exterior components have, for those like Dean actively pursuing greater longevity in their equipment, been assembled and fitted with robust design.

“You can see it in the plumbing. A lot of thought and care has gone into all the major airlines. Everything is bracketed up well,” he says. “There’s just that superior finish that my last truck didn’t have.

There’s a difference in price but at the end of the day the Western Star stands up to the task much better.”

When Dean, 59, decided he still had a few good years left as a driver, he was left to determine whether it was worth keeping up the good standards of the old truck or whether he invested additional capital to insure it had some resale value. A new truck, it was decided, would see him out.

“I’m sacrificing payload to ensure when it comes time to sell it, it’s basically the same unit just with more kilometres,” he says. “The end of life of this product is a long way off.”

As it required a 4.5 metre body, the Western Star 4800 was sourced from Sydney. With the longer wheelbase it measures, according to Dean, at 5.6 metres in length making it substantially larger than his previous ride. But it’s no less manoeuvrable, if anything, he gets into the tight spots better, with vehicle access sacrificed often at concrete plants in the interest of maximising facility capacity onsite.

“We cart finished product into subdivisions for Hanson’s on behalf of their customers. At first, I thought manoeuvrability might be compromised with the longer wheelbase given some of the places I have to get into but there was no problem,” he says. “Concrete plants aren’t known for their generosity of space for tipping but given the agility of the Western Star that hasn’t been an issue at all.”

UNTRY Western Star 4800 FXC tipper with three-axle dog trailer.

Although employed as a long-time casual for Hanson, Dean works most days notwithstanding a major downpour of rain, which will affect the schedule given the nature of the material he is working with.

“They keep us going every day and they are very good to work for,” he says. “It’s been five years now.”

According to Dean diesel is in the blood.

His father, Bob Carr, also worked in concrete, having operated a tipper for many years. Dean got his start with Don Watson Transport, a major interstate transport company, working his way up to operations manager before entering construction. He was officially 18 when he drove his first truck. Unofficially, like

many others raised in and around the road transport industry, he got to learn about them in the yard and through the other drivers as a teenager, the type of exposure envied by newcomers to the industry in this day and age.

“Don Watson was a great ambassador for young drivers and incredibly supportive to me when I was learning about the industry,” Dean says.

The first truck he was driving was a Ford 700 with single axle tip trailer. Although Dean has driven an array of commercial vehicles, he has a special affinity for American prime movers.

In order to facilitate the extra payload on the Western Star 4800 FXC he needed to get it approved by Performance-Based

Standards. He currently has the permit but is waiting to get access on the network of local shire and council roads. A general access permit, he says, will allow him to increase payload to 49.5 tonne.

With dual stacks, the Western Star according to Dean is discreet even when fully loaded, working between Werribee and the Hanson quarry in Bacchus Marsh.

“Even without having the sleeper on it I reckon it would be super quiet,” he says.

“With the windows up you can hardly hear it running.”

Dean approves of the in-cab vision which he considers exceptional. Quaking under heavy load is minimal.

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because of the vibration. There’s no squeaks or rattles in the vehicle. I’m not on the highway all the time and getting into some of the crossovers can be pretty rough,” he says. “The suspension works a treat. It’s been spec’d with cross-locks and diff-locks on all axles.”

Despite calling himself a “casual” driver who avoids, where he can, having to put too much effort into operating the truck, Dean opts for a manual gearbox. The Detroit engine naturally suits his style as it less thirsty down low.

“I’ve got one thing in mind and that’s to get as much out of it as possible with fuel economy,” he says. “My thinking is long term. I don’t want to have to do anything to it over the weekend if I can help it where you might have to fix something.”

Dean says he was attracted to the Detroit engine and the market-leading warranty package that came with it. It’s an extremely competitive offering for a subcontractor in his position with little interest in the mid-life cycle of a bigger engine which might mean a heavy outlay of capital on an extended warranty.

“Even with a few kilometres on a Detroit motor I know operators who have sent them to Penske Power Systems to have

“With the windows up you can hardly hear it running.”

some work done on them and, when it’s ready, Penske will just hand them the keys, no squabbling. It’s done,” he says.

“Detroit has a good name and I know a lot of people with Detroit engines who swear by them.”

He adds, “That swayed me a fair bit.”

Since he bought the Western Star, he’s had in his own words, “a heap of people have climbed over it” to examine the interior.

He’s rapt with the finish and the build provided by BTE. “I’m really pleased with it. It looks great.

I’ve received a lot of enthusiastic comments about it. Most ask how long I’ve had the truck for and where I got it from,” he says.

While working with Hanson it’s important to have a vehicle up to speed. Most modern outfits require new equipment to the latest performance and safety standards. Dean expects it will be his last truck.

“I think it will see me out. But when I sell it it’ll have plenty of years of work left in it,” he says. “I didn’t have any second thoughts on buying it.”

Dean Carr and his wife Bernadette.

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TEST DRIVE

THE RIG

MAN FOR THE JOB SEAMLESS INTEGRATION OF ITS MULTIPLE ELECTRONIC SYSTEMS IS JUST ONE OF THE MANY FEATURES OF THE CURRENT MAN TGX MODELS. LONG STEEP CLIMBS AND DESCENTS UNDERTAKEN DURING VERY HOT WEATHER SHOW JUST HOW GOOD THE MAN IS WITH ITS TORQUEY ENGINE’S DELIVERY ENHANCED BY A NEW TRANSMISSION.

G

rossing just over 58 tonnes and rated at 540hp our test vehicle is the rental spec TGX that fits well with fleets due to its straight forward operation and impressive fuel efficiency. This particular unit has the high roof sleeper XLX cab which provides just under two metres of internal floor to roof height and an almost perfectly flat floor with just a 20-odd mm platform directly over the engine area.

Safety focussed systems abound in the TGX and if all else fails and a collision is unavoidable the cab is located on energy absorbing mounts which in major impact allow the cab to move rearward along the chassis up to 740mm thereby absorbing significant energy and helping to protect the occupants.

Recent upgrades to the TGX range include the now larger 42-litre fridge mounted on kitchen drawer type sliders allowing it to be easily tucked away below the bunk and leaving more floor area clear. Storage areas abound including an under-bunk space which can be accessed from outside on the kerb side.

The dash has had a revamp with the various switches now placed in groups according to the functions they control.

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The rotary style transmission selector is now located low on dash which helps keep dirt, dust and spilled liquids out of its workings and it’s a logical move to have it close to switches for the power divider and diff locks. There are multiple locations available for any extra switches. The global application of the TGX is evident and there is a switch to change the digital speedo from kph to mph. Functions such as start-of-trip checks of the engine oil level and all lights are carried out electronically from the driver’s seat.

The changed position of the transmission selector leaves the control levers for the parking brake and the trailer brakes on a compact centre console that doesn’t impinge on much floor space.

The cab’s interior is tastefully highlighted with some satin trim panels that resemble brushed aluminium on the doors, dash and steering wheel which is a stylish change from the faux carbon fibre of previous models and adds a touch of distinction. The locally installed inner-spring mattress on the lower bunk is as big as they get in Australian trucks and the sleeper area has great lighting including a flexible reading lamp plus a panel of controls

for the air-conditioning.

The large diameter steering wheel has plenty of adjustment and the driver’s elbows can rest on the fold down armrests of the Isri seat and remain close to the ten to two position. There is also a padded section on both doors that provides a comfortable elbow rest and flips up to reveal a handy storage area for pens, change and other miscellaneous items. The size of the wheel contributes a smoothness to fine adjustments of the steering and delivers to the driver an excellent feel for the road. The 320

HT

MAN TGX with high roof sleeper XLX cab.

kilometre circuit we are taking on this trip has a varied quality to its surfaces and the MAN’s steering remains positive in all conditions.

Another advantage of the wheel’s size is the large buttons on it which control various functions including the Bluetooth telephone connection and the scrolling through the multiple information screens available on the coloured four-inch LCD display in the centre of the instrument panel. The screen can also be configured as a digital speedometer to complement the analogue instrument.

Another upgrade is the fitting of adjustable cup holders in the middle of the dash which come with bottle pockets moulded into the door trims.

The climate controlled air-conditioning keeps the voluminous cabin interior at a constant 22 degrees despite the outside temperature gauge showing 37 degrees during the drive. To test the effectiveness of the cooling we adjust the thermostat down to 18 degrees which quickly makes us wish we’d brought along a jacket. Good heating is expected in European vehicles, sometimes at the

expense of cooling capacity and for the extreme weather conditions found in Australia the TGX provides a working environment that supports the comfort and well-being of the driver.

Our test truck is powered by the MAN 12.5-litre D26 engine rated at 540hp at 1,900 rpm with a maximum torque of 2,500Nm from a stump pulling 1,050 rpm through to 1,350rpm. A 480hp/2,300Nm version is also available, as is the 10.5 litre engine in either 400hp or 380hp if the task doesn’t involve big weights.

The airbag rear suspension has four bags p r i m em over m a g . c o m . a u

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TEST DRIVE

Tasteful highlights adorn the MAN TGX interior.

per axle and delivers an impressively smooth ride which is great for the driver and a benefit in applications such as stock transport.

The most significant difference in the driveline is the ZF TraXon transmission which in the MAN application is referred to as the TipMatic2 which retains the 12 speeds of the previously equipped AS Tronic transmission but everything else has been changed. The TraXon has a modular design which will see it adapted across a variety of European manufactured trucks. MAN is the first truck brand to offer the TraXon to the Australian market.

The transmission in this test truck is configured to start off in first gear and then very quickly upshifts and skips some gears if possible. The rapid speed of the shifts allows the engine to stay within its maximum torque band even when negotiating steep uphill grades.

Final drive ratio is 4.11:1 which delivers a good compromise between fuel economy and maximising the application of the 2,500Nm of torque.

The transmission fitted to this 540hp engine doesn’t have the EfficientRoll driveline disconnection feature activated which would have allowed it to ‘coast’ in certain circumstances to save fuel. The transmission has crawler positions in forward and reverse which limits engine torque making 54

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manoeuvring safer and easier.

Three stage engine brake works best above 2,000rpm and uses the same steering column mounted lever as the manual override for the transmission which is handy when holding back speed on descents such as the Toowoomba Range. The system is very effective and there is the option of adding an Intarder to the transmission.

The MAN BrakeMatic brake management system co-ordinates the electronic braking system’s service brakes with the engine brake and has settings to adapt to regular or emergency situations.

Doors, dash and steering wheel benefit from stylish brushed aluminium satin trim.

The Easystart or hill hold function provides peace of mind especially when starting off uphill in heavy traffic and reduces the stress on driver and driveline while the automated clutch takes up the strain. This provides the driver with a one second delay before the service brakes are released after switching the right foot from the brake pedal to the accelerator.

Our test circuit takes us from Brisbane up Cunningham’s Gap to Warwick, along the New England Highway to Toowoomba and then back towards Brisbane for a total of around 320 kilometres. Not the longest of trips but one certainly with a wide variety of road and traffic conditions.

Roadworks mean that we get no run up to tackle the long and steep climb to the top of Cunningham’s Gap but the low down torque of the TGX’s engine and the swift shifting of the transmission lets us cruise up using fifth, sixth and seventh gears.

The whole of life cost of an MAN with this specification is enhanced with up to 70,000k service intervals and an extended life beyond 800,000k for exhaust system particulate filters. The MAN TGX is essentially a very easy truck to drive and its numerous systems integrate very well to simplify the driver’s task rather than complicate it.

MONITORING OPERATIONS IN REAL TIME ADVERTISE IN OUR MAY 2019 PROMOTIONAL FEATURE. Heavy vehicle operation now necessitates the ability to keep accurate records in order to comply with reporting requirements. Quantifying the areas a business might gain its advantages has fast become the domain of mining data. The technology of telematics remains a mandatory business practice for road transport fleets as they continue the ongoing quest to discover and amplify that, which is now considered crucially measurable. Telematics offer businesses benefits beyond the realm of safety, including fuel costs, improved levels of productivity and the capacity to offer customers visibility and enhanced tracking of their consignments. The May Promotional Feature in Prime Mover will showcase this now vital area of business.

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Industry Fleet: Delta Group Launch: IVECO Stralis X-Way Feature: Western Star 4800 FXC Personality: Driver Trainer Hopkins Transport

Innovation Fleet: Fuel Distributors of Western Australia Industry Leader: Jan Pattinson Test Drive: MAN TGX Final Mile: Hino 300 Series 616

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M O V E

TO BOOK IN PRIME MOVER CONTACT SARAH LEPTOS NOW SARAH.LEPTOS@PRIMECREATIVE.COM.AU | 0403 485 140

FINAL MILE

HERE’S A

GOOD TIP

Hino 300 Series 616 Factory Tipper.

LIGHT DUTY TIPPERS ARE VERY VERSATILE VEHICLES AND THEIR BROAD RANGE OF APPLICATIONS IS REFLECTED BY THEIR POPULARITY IN THE MARKET. THE HINO 300 SERIES 616 FACTORY TIPPER IS LOADED WITH ENOUGH FEATURES TO ENSURE ITS PLACE AS A GENUINE STANDOUT.

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he Hino 300 factory tipper line up is extensive and ranges up to the 8.5 tonne GVM model 917 and also includes several crew cab variants.

We’ve driven the manual version of the Hino 300 wide cab 616 tipper some time ago and while that’s quite a good vehicle the six-speed Aisan automatic transmission in this model puts it in a different class altogether despite having 15 less horsepower. The use of a torque

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convertor instead of a clutch provides an equalising factor that means that the extra power certainly isn’t missed in situations including starting on an incline with a full load on board. The double overdrive auto shifts up and down between ratios smoothly and a button on the selector can be activated to lock out top gear to avoid shuttling between fifth and sixth in situations such as towing a trailer. The advantages of a full auto over a manual or even an

automated manual transmission include the smoothness in both up and down shifts and the speed at which those shifts are made.

A transmission selector lever cleverly folds flat to improve access across the interior cab. The selector incorporates a ‘park’ position that locks the driveline in a similar way to passenger vehicle automatics and augments the driveline mounted parking brake.

Although factory tippers in the gross

vehicle mass (GVM) range occupied by the Hino 616 are principally designed for relatively short trips the Hino has quite a number of driver focussed comforts including the driver’s seat which has a wide range of adjustment and is suspended using torsion bars and an opposing magnetic damping system.

The windows are electric with a one touch auto-down on the driver’s side to minimise the length of time needed to have a hand off the steering wheel.

Being the Wide Cab model there is adequate room for three adults and the driver and outside passenger have air bag protection and the centre seat back folds flat to provide useful work bench for paperwork, laptop or tablet. A relatively dark cloth is used for the upholstery which is more practical than the dolphin grey found in many other light trucks.

The cab floor is covered with a heavyduty rubber type covering which will wear well in addition to isolating sound.

The steel tipper body has a 2.1 cubic metre capacity with 370mm high drop sides and a length of 3.1 metres and is operated by an underbody hydraulic hoist mechanism powered by the transmission mounted PTO pump. The body tips to a maximum of 60 degrees.

The hoist functions are controlled by a long lever mounted close to the A pillar that facilitates the driver being able to stand outside the cab and observe the depositing of the load.

The standard GVM of the 616 is 4,495 kgs to accommodate passenger car licences and allows about 1,500kgs of payload. For holders of at least Light Rigid credentials a 5,500 kgs GVM can be certified which allows for an extra tonne of payload.

Hino have been the first light truck manufacturer to incorporate Vehicle Stability Control across a range and the 300 series also has anti-lock four wheel disc brakes with electronic brake force distribution (EBD) and traction control which is appreciated in vehicles such as this tipper which are required to regularly venture off sealed surfaces.

Emissions from the four cylinder diesel

Hino have been the first light truck manufacturer to incorporate Vehicle Stability Control across a range and the 300 series also has anti-lock four wheel disc brakes with electronic brake force distribution (EBD) and traction control which is appreciated in vehicles such as this tipper which are required to regularly venture off sealed surfaces.

A full auto transmission allows for seamless up and down shifts.

engine are managed by a catalytic convertor with a diesel particulate filter.

The DPR’s accumulation of exhaust particles is monitored by a bar gauge on the dash and there is a button to select a manual ‘burn’ if required, however, the Hino system is now so refined that the DPF looks after itself with no need for

driver input.

The optional factory fitted tow bar has robust safety chain points and the dealer fitted retractable sand tarp will keep the council rangers happy. Other goodies include a reversing camera with rear microphone connected to the familiar multimedia unit on the dash.

One standout feature is the 9.8 metre turning circle which makes performing U-turns even on residential streets a one step process. Our test vehicle is loaded with just over a tonne of sand and has no difficulties keeping up with suburban traffic. The front suspension can be had in either a beam axle with leaf spring arrangement or the better riding independent front suspension which employs coil springs.

There is a value in purchasing a factory tipper instead of engineering a local body to an imported cab chassis, especially due to the fact that the one factory backed warranty extends to the body and the hydraulics. If your business involves delivering small bulk loads then Hino have a 300 Series tipper model to suit.

Standard GVM accommodates car licences and 1,500 kg payload.

p r i m em over m a g . c o m . a u

57

PRIME MOVERS AND SHAKERS

CHANGING LANES

JAN PATTISON IS THE HEAVY VEHICLE POLICY ADVISOR FOR THE QUEENSLAND TRUCKING ASSOCIATION. SINCE 2001 SHE HAS PROVIDED SUPPORT AND INFORMATION TO MEMBERS, LIAISING WITH VARIOUS GOVERNMENT DEPARTMENTS AND PARTICIPATING IN WORKING GROUPS, COMMITTEES AND PROJECTS – WHICH SHE CONTINUES TO DO TODAY.

J

an Pattison’s introduction to the road transport industry happened through meeting her husband over 30 years ago. At the time he was a small business owner/operator running a single truck long haul.

“This saw me learn very quickly that there was a lot more to the road freight industry than just loading trucks, delivering freight and keeping your truck clean,” Jan says. “A very steep learning curve and limited resources come to mind as I recall trying to understand complex heavy vehicle laws pertaining to running a small owner/driver business.”

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Not wanting to start on the back foot, Jan attended a number of industry meetings organised by the Road Transport Forum (RTF) now the Australian Trucking Association (ATA), who were at the time talking about ‘self- regulation schemes’ and lifting the professional profile of the industry.

“Around this time I met a few other owner-drivers who encouraged me to have a go at representing them on the ATA Council. So I decided to take the plunge with this leading me to represent small operators on the Team 200 project (now TruckSafe) and the Queensland

Transport Fatigue Management Pilot (FMP), which is now Advanced Fatigue management or AFM, via our owner/ driver business,” she says.

Jan started work with the Queensland Trucking Association (QTA) in 2001. Up until three years ago her days involved managing compliance, accreditation, financial tasks and all the administrative responsibilities of the owner/driver business – in addition to working with the QTA, attending industry meetings, liaising with government bodies, assisting QTA members with information and addressing issues on behalf of members.

Jan explains. “No two days are the same for me and there are always industry issues to address.”

Asked to elaborate on a highlight in her career thus far, Jan says a standout moment was in 2010 when she received the ATA Australian Trucking Woman of the Year Award.

“It was incredible to have been recognised for my contribution to the industry as a small transport operator participating in industry safety projects, fatigue research, accreditation trials and working with other freight companies and governments implementing industry changes,” she recalls. “It was – and still is – a great honour to have been recognised alongside the past, current and future women who receive this award.”

“For me personally, the industry is a way of life.”

“After more than three decades working full-time, we decided it was time to make a change and closed our owner/ driver business,” she recalls. “I am still working part time with the QTA, busy with industry and member enquiries, and assisting operators to sort through issues affecting their businesses. My partner now drives long distance part-time for a transport company.”

Jan still represents transport operators on the TruckSafe Industry Accreditation Council (TIAC), reviewing audits and making recommendations on operators’ applications for entry or renewal of accreditation in the TruckSafe Industry Accreditation Scheme (TIAS).

“TIAC also makes recommendations to the TruckSafe Board in relation to improvement of TruckSafe standards,”

who I am,” she says. “The best thing is about the opportunities and what you do with them.”

Like any industry there’s a long list of ways, according to Jan, in which to better it. These include better incentives to operate modern and innovative vehicles, better facilities for drivers including rest areas, food and amenities. For her roads and access can both be improved while removing red tape and facilitating a national harmonisation of regulations.

“In fairness, the industry has improved over the years through the efforts of many.

There have been a lot of changes and these changes will continue,” she says.

“Anyone can contribute to improving the industry by getting involved and having their say.”

“The QTA holds an annual International Women’s Day breakfast celebrating women in March,” Jan says. “The event has become a popular sell out, attracting women from a diverse career range in the industry.”

Jan Pattison Heavy Vehicle Policy Advisor for the Queensland Trucking Association

Never having considered herself as just a woman in the industry Jan cites many of the strong and capable females leading projects, mentoring, training and running businesses in such a tough industry.

“The QTA holds an annual International Women’s Day breakfast celebrating women in March,” Jan says. “The event has become a popular sell out, attracting women from a diverse career range in the industry.”

The question of what she considers to be the best thing about the transport industry draws another emphatic response from Jan. “For me personally, the best thing has been how the industry is a way of life.

Being part of the industry has not been about a job or a career and it has never been only work. It’s what I do and

Jan Pattison. p r i m em over m a g . c o m . a u

59

PERSONALITY Dean Clarke.

TA K I N G

SAFETY S E R I O U S LY

DRAWING IN PART UPON HIS EXPERIENCES AS A POLICE OFFICER AND A ROADTRAIN OPERATOR, DEAN CLARKE, DRIVER TRAINER AT HOPKINS TRANSPORT AUSTRALIA, HAS ESTABLISHED A NATIONAL AWARD WINNING DRIVER TRAINING PROGRAM THAT DELIVERS TANGIBLE SAFETY BENEFITS AS WELL AS A HEALTHIER BOTTOM LINE. PM: How did you get involved in training?

DC: Not long after I started driving here at Hopkins Transport Australia in Tamworth I was asked to do some informal training. It was a bit haphazard, with no real structure. I wouldn’t see guys for three months and then I’d spend all my time getting them back to square one.

I thought if I could spend a continuous period with each driver it would be more effective, so I took the initiative to 60

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put together a comprehensive training program. I approached Geoff and Steve Hopkins with my proposal and it all went from there. I give credit to them for believing in me.

PM: What was your inspiration?

DC: I could see that a lot of basic skills were lacking. I wanted people to be able to do more than just enough to get their licence, and ideally to have some real world experience before then.

Many companies seem to have a shortterm outlook and too often have driver trainers in name only. I’m strongly against that. Hopkins Transport wanted immediate impact rather than wait on the wider industry and government bodies to come up with solutions to the driver shortage. The initial aim was to make our drivers better and safer, not necessarily improve fuel economy and maintenance costs. That’s been the cream on top.

PM: Have you achieved some good results in those two areas?

DC: Since starting the program in October 2016 fuel consumption across the fleet has improved 23 per cent and maintenance costs have gone down by 43 per cent. And that was with no new units. Our average driver age has also dropped from almost 50 years to 43.4 through getting younger people employed.

PM: How do you pick the ‘right’ driver?

DC: We have a ‘no dickhead’ policy, no ‘know-it-alls’ or ‘big-timers’. If they’re not looking after the equipment the lack of mechanical empathy can flow on to others. If someone applies for a job I don’t really care so much about how well they can drive. I look for good attitude. We mostly hire HR licensed drivers and train them up. The training truck is purposely and relatively under powered (450hp) so they have to do a lot of gear changing and think well ahead.

PM: Where did you start with your program?

DC: One of the first things we addressed was getting everyone to perform basic tasks the same way. For example, we have standardised procedures for coupling trailers. If a major fleet with hundreds of trucks has one trailer dropped per week it might result in $2,000 damage, then that’s $100,000 in a year. Small damages can add up to big bills.

from the older ones because I have been around for a while. You have to persevere with them – a classic example is our Queensland manager. A mature lady with grown-up kids who had never driven a truck before beginning our program, who was initially very reluctant. She now has her HR licence. Her self-belief and confidence levels have improved immensely, she is one of the best operators we’ve got. It empowers people.

PM: Hopkins Transport Australia specialises in a very specific area of livestock transport, namely dayold chicks. Can your program be applied elsewhere?

DC: There’s no reason why the program can’t be rolled out industry wide. It works. It’s not weight specific. Other companies mightn’t get a 43 per cent reduction in maintenance costs, but even ten or 20 per cent is a good saving.

Why spend up to a million dollars on equipment but nothing on teaching the driver how to operate it to the level the owners expect?

PM: How serious has management got to be?

DC: Geoff Hopkins has taught me ‘if it’s hard, its right’. You can’t be an effective driver trainer sitting in the office. You can’t get the results without doing the

hard yards with the drivers and spending time in the trucks with them. I ride along regularly on long trips to Sydney and Queensland. I don’t have a desk at the company office. You have to build relationships with your drivers and you can only deal with so many. I reckon the ratio should be about 20 drivers per trainer, much as we have at Hopkins.

You’ve got to be an educator, trainer, mentor and counsellor. Sometimes you’ve got to give them some tough love. I believe my background with police work helped equip me for what I do now.

PM: From an overall industry perspective what do you want to see happen?

DC: We must do everything we can to make sure everyone gets home safely every night. If we are serious about road safety we have to start with effective driver education. There should be financial incentives related to good training, such as reduced registration, payroll tax and insurance. We need a pathway for young people to become good drivers via an apprenticeship scheme. Let’s make it professional. Every other trade has apprentices. For such a high-risk occupation to not have some sort of formal education program in place is amateurish. We are playing with people’s lives and training is the future.

“You can’t be an effective driver trainer sitting in the office.”

PM: Isn’t a lot of what you advocate merely common sense?

DC: Unfortunately, common sense is not all that common, though what we do is not rocket science. It’s about repeating basic, safe procedures over and over so it becomes automatic. My method is old school and purposely low-tech. Training and attitude are vital as the operator of the vehicle is still human. All of the technology in the world can’t stop the laws of physics.

PM: Was there much push back from drivers?

DC: I’m at the age (42) where I can relate to the young blokes and I’ve got respect p r i m em over m a g . c o m . a u

61

PROMOTIONAL FEATURE

T E L E C O M M U N I C AT I O N S

XRS: THE FUTURE OF UHF A NEW AUSTRALIAN-MADE RADIO PLATFORM FROM GME, THE XRS SERIES, OFFERS ADAPTABLE AND RUGGED IN-CAB TECHNOLOGY FOR TRUCK OPERATORS. THIS NEW GENERATION OF CONNECTED UHF CB RADIOS ALLOWS ACCESS TO THE ENTIRE AUSTRALIAN AND NEW ZEALAND REGISTERED ANALOGUE FREQUENCY DATABASE WITH THE ADDED ADVANTAGE OF APP CONTROL.

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arine electronics and radio communications company, GME, has supplied products and services in use by State Emergency, Fire, Ambulance and Highway Patrols for 50 years. In the 1990s GME launched the TX4000 series of mobile radios, a gamechanger in the market of Australian UHF radios. Today GME telemetry and data radio equipment, according to the company, is introducing new levels of efficiency in farming, viticulture and now commercial road transport.

Any improvement made to the driver experience, no matter how incremental, has the potential to increase performance, by virtue of providing the operator a better way in which to do their job. In the bigger scheme of the supply chain, transport companies know that those elusive one per cent gains in efficiency add up over time. Telecommunication technology is a domain of increasing importance to commercial vehicle operators who

repeat long hours across demanding schedules often on long haul in remote locations. In the world of in-cab radio technology XRS Connect Location Services, one of the new features of the XRS Series from GME, offers with each transmission the facility of reception, display and sending a GPS location.

This new level of connectivity through Bluetooth Smart technology can engage a smartphone or a tablet device. For truckers it means being able to maintain updates and continuity of contact with home base and other drivers despite being hundreds of kilometres removed from the nearest town.

Software is upgradable via the apps, so that users are always up to date with the latest features and technology. The user, choosing from either pre-defined or user-defined statuses, can send, receive and display a short text ‘status’ on the tail of transmissions.

Missing transmissions, an issue for operators who are in and out of the cabin all day and drivers plagued by

noisy cabins, is a thing of the past. As part of the most recent update made to XRS, all voice transmissions received from other radios can be recorded through the XRS Connect Voice Playback, one of the brand new features available for the XRS Connect range of UHF CB Radios. The first 30 seconds of each received transmission is recorded and stored by the XRS Connect Voice Playback. It offers a total recording time of 12 minutes and is available in every XRS model through XRS Connect and XRS Location Services apps.

The XRS Connect range features a professional grade speaker microphone with a 2-watt speaker. All buttons are customisable. The high contrast OLED screen, what’s more, has antiglare display.

GME has confirmed it is committed to releasing a minimum of one new upgrade for XRS every year. This will ensure, according to the company, its users will always have access to the latest technology available.

XRS Series can receive, display and send a GPS location.

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WHEREVER LIFE TAKES YOU,

TAKE GME.

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SAVE THE DATE

1 ST - 3 RD APR I L 2020 ME L B O U R N E CO N VE N T IO N & E XH I B I T I O N C E N T R E

SUSTAINABILITY | AUTOMATION

I N D U ST RY 4 . 0 | E - CO M M E R C E

INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

The National Telematics Framework & Intelligent Access Program

PETER ANDERSON

A

ustralia can claim to be the world leader in the application of telematics to heavy vehicles. This achievement has arisen because of the work of the Transport Certification Agency (TCA). The TCA was established

by Australian state and territory governments to address public policy needs arising from application of telematics to heavy vehicles.

Telematics refers to the capture of operational data in the vehicle and the transfer of that data into a computer program that can analyse it and produce reports. The operational data could include data about vehicle speed, location, time, configuration and driver identification. In the future it might also report data obtained from road infrastructure and other vehicles. The reports could be used for regulatory compliance, business efficiency, fleet records, or safety performance. The possibilities will grow as vehicles and infra-structure ‘get-smarter’. In fact, the location and conditions applying to automatic safety interventions by Electronic Stability Control systems can easily be monitored because the events are usually broadcast on the vehicle CAN bus.

The National Telematics Framework (NTF) that the TCA has developed provides the definitions, business rules, technical standards, operating procedures and certification that 66

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allows all participants to trust data obtained using telematic equipment and to understand the limits to data access that exist. In other words, to establish consistency and trust between participants. These participants are fleet operators, telematics equipment manufacturers, service providers and regulators.

The Australian National Telematics Framework is internationally recognised as world’s best practice and is the basis for International Standard ISO 15638. The significance of this is that a competitive advantage has been established for Australian manufactures and software developers of telematics equipment. Just as PBS provides a competitive advantage to Australian vehicle manufacturers, so does the NTF. In summary, the TCA has developed procedures that allow government to rely upon the data that comes from telematic equipment in trucks. Therefore, government can have confidence that agreements that it makes with transport operators can be substantiated.

Consequently, Australian operators can argue for and establish agreements with government for road access and operating conditions that provide a competitive advantage.

The NTF is the basis for operation of the Intelligent Access Program (IAP), Intelligent Speed Compliance (ISC) and Speed Management (ISM) and Intelligent Mass Management. Fatigue Management is being added to the NTF. The TCA has developed a draft technical specification for the Electronic Work Diary. Refer to the TCA website for detailed information.

The Intelligent Access Program (IAP)

can be imposed as a condition of a permit or notice by a state and territory road manager. IAP is administered by the NHVR. In a nutshell, an IAP vehicle must have an In-Vehicle Unit (IVU) that monitors (at least) time, speed, and location. Most IAP vehicles also monitor mass. An independent service provider, who must be accredited by the TCA, obtains the data via the airwaves and determines whether the vehicle has complied with the agreed operating conditions. The service provider is obliged to provide compliance reports, which are usually an exception report, to government according to the operator’s agreement with government. The operator can also contract for provision of operating reports from the provider that are useful to the business and of no regulatory interest to government.

Heavy vehicles that operate on heavy mass limits (HML) routes at HML axle limits are required to operate under IAP (with Mass Management) in NSW and Queensland. Other states and territories do not mandate IAP for HML vehicles.

They may require it for individual heavy applications depending upon the routes nominated and the bridges to be crossed.

In October 2018 the TCA announced there were 5,000 vehicles enrolled in IAP. This is a minute fraction of heavy-duty vehicles registered in Australia. Perhaps twenty times this number have mass monitoring equipment in place outside the IAP scheme. Vehicles that operate in HML jurisdictions outside NSW and Queensland must be in the national mass management scheme (NHVAS), which requires mass measurement.

New South Wales also has an access program for heavy construction

CHAIRMAN’S TECHNIC AL COLUMN | INSIGHT

Powered by

NATIONAL TELEMATICS FRAMEWORK ECOSYSTEM Regulatory, contractual and/or commercial data and value exchange

Buyers or users of Framework offerings and applications (operators, drivers, end-users)

PROVIDERS

TCA

PROVIDERS Interfaces for the Framework (telematics and intelligent technology service providers)

CONSUMERS

tio n

TCA or k

PRODUCERS Creators of Framework offerings and applications (government bodies, regulators, private sector)

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vehicles called SPECTS. The available SPECTS routes stretch from Kiama to Newcastle to Penrith. The maximum published laden weight is 57.5t for a 4-axle truck towing a 4-axle dog trailer.

For comparison, this configuration can legally travel at 43.5 t under Concessional Mass Limits. HML is only available via SPECTS in NSW. The SPECTS vehicle requirements are: 1.PBS approval. 2. Road Friendly Suspensions on non-steering axles. 3.

Electronic Stability Control (ESC) on motive vehicles manufactured after 1 January 2017. 4. Roll over control on trailers manufactured after 1 Jan 2017.

5. Blind spot mirrors. 6. Reversing lights on both the truck and the trailer. 7.

Retro-reflective tape to provide a vehicle contour outline. 8. A ‘smart’ reversing alarm that adjusts noise level appropriate for the environment on both truck and trailer. 9. At least Euro 5 engine emissions. 10. Operation under IAP in NSW. 11. On-board mass management linked to IAP. All this is sounding onerous however, most of these features are routine on new vehicles. Many operators go out of their way to avoid signing up for IAP. The Australian Standard for road traffic bridge strength, AS 5100.7:2017 is used by road managers to assess the structural risk to road bridges of vehicle floes. The latest revision incorporates reduced traffic load factors for vehicles monitored through IAP, which includes mass management. Consequently, IAP operators can argue that higher axle loads can be applied to IAP vehicles.

This remains unfinished business. That is, there is a case for reviewing the HML limits for vehicles that operate

news

COMMERCIAL ROAD TRANSPORT

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under IAP. The road owners would probably disagree because they assume a ‘fourth-power relationship’ between truck weight and road damage. For example, a five per cent overload causes a 22 per cent increase in road damage.

There is some controversy about pavement damage models.

Mass measurement is a key aspect of IAP. There are several accredited weighing systems that can be found on the TCA website. A module is required on each vehicle in a combination. Weight is calculated based upon a surrogate measurement on each suspension. This is either airbag suspension pressures or axle beam deflection (strain). The TCA specification requires no worse than two per cent accuracy, which can only be achieved with great care for detail. A two-point calibration is advisable so that (at least) two load points are accurately calibrated when setting up the system.

Airbag suspension pressures are relatively easy to measure using precision air pressure transducers. Air bag pressures are common on one side of the axle group and one sensor is needed to measure the pressure. If the truck or trailer has two levelling valves, two

Administrator of the Framework and governance of participants

pressure transducers will be needed.

Changing the ride height of the vehicle after calibration is a no-no because this changes the shape of the airbags under a given load and will affect the accuracy.

Inaccuracies may also arise when measurements are made on slopes.

The technology needed to achieve IAP status is significant and costly. At present many operators regard the productivity benefits as marginal considering the outlay and on-going monitoring costs.

However, there are good business reasons for embracing telematics into fleet operation. Knowing where vehicles are, how long they have been driving and what is on board are now fundamental to efficient business operation. Therefore, operators should have a telematics plan and then decide how road access allowances from governments can also be achieved. Government should always be conscious of both the carrot and the stick. There has to be a clear benefit to the operator community to take up telematics technology. It’s not just about enforcement!

Dr Peter Hart Chairman, ARTSA p r i m em over m a g . c o m . a u

67

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Finding our industry’s future leaders

BEN MAGUIRE

B

usiness is changing fast, and the Australian trucking industry is determined to stay ahead of this constant “white-water.” Issues facing industry aren’t the same as they were twenty years ago, and operators must change to keep up with technological, social and political disruption. To address these challenges, our industry is investing in a new generation of leaders.

Proudly partnering with Daimler Truck and Bus Australia Pacific, the Australian Trucking Association has delivered a program that nurtures the development of Australia’s transport industry leaders: The 2019 Daimler Truck and Bus Future Leaders’ Forum.

The career-defining professional development program was delivered to 14 people representing Daimler, ATA member associations and the ATA’s safety accreditation scheme, TruckSafe.

The 2019 leaders come from a range of backgrounds and roles including business analytics, driver training, logistics, and compliance and finance, representing the various aspects of the transport industry.

In November 2018, the Daimler Future Leaders gathered in Canberra to take part in two days of intensive workshops and lobbying meetings with Federal politicians at Parliament House.

The program was enhanced by the professional services and input of expert mentors in the policy, communications and leadership fields.

Head of the School of Politics and

International Relations at the Australian National University, Dr Andrew Banfield, joined participants to provide an overview of government and the industry landscape before the leaders sat in on Senate Question Time, had a formal lunch with Senator Jim Molan and held lobbying meetings with members of the coalition and opposition parties.

The time at Parliament House was invaluable.

The Daimler Future Leaders used the lobbying meetings as a chance to discuss key industry issues of autonomous emergency braking, truck driver licensing and fuel emergency legislation. As a result of these meetings, the ATA was then invited to appear at a Senate committee hearing to dive deeper into these issues.

As the Australian trucking industry evolves, so will our leaders. A real highlight for the group was a presentation

by Commodore Robert Morrison who shared his perspective of leading the HMAS Manoora’s challenging voyage to Nauru, and the leadership tips he developed throughout his career.

To equip the leaders with the skills needed to represent the industry and articulate their messages, well-known journalist and communications expert Anne Fulwood provided media and communications training, as well as one-on-one interview mentorship. These skills will enable our Future Leaders to represent themselves, their businesses and the industry professionally and confidently.

As part of the program each leader has commenced work on a specialised project that focuses on a key industry issue. Some of these projects explore ecommerce, driver training and retention, industry attraction, succession planning, compliance, and implementation of technology systems.

These projects were given a kick-start with

the help of CEO of Wisdom Learning Rod Hattch. Rod provided insight into project management, how to apply contemporary leadership skills and how to overcome project challenges and barriers.

Over the coming months the leaders will work to refine their projects before presenting at the ATA’s Trucking Australia conference in April 2019.

I was impressed by the passion each leader displayed during their time in Canberra and the commitment to ensure the trucking industry remains sustainable, professional and viable. I look forward to the outcomes of each project and delving further into each at the conference.

Trucking Australia 2019 is an amazing opportunity for the Daimler Future Leaders to share their projects and insight with the wider trucking industry and gain valuable feedback. This is their chance to discuss the challenges we all face as an industry and be supported in their endeavours to make a difference.

Held in Perth from 3-5 April, Trucking Australia 2019 is a chance to discover how Western Australian trucking differs from the rest of the country, build professional networks, celebrate industry excellence and join the discussion on important issues we are all facing such as truck driver licensing, heavy vehicle rest areas and regulation changes.

This is your chance to join the nation’s trucking operators and industry stakeholders as we tackle the big issues – together.

Register for Trucking Australia 2019 now to take advantage of discounted airfares and accommodation.

Head to www.truckingaustralia.com.au Ben Maguire CEO, Australian Trucking Association p r i m em over m a g . c o m . a u

69

INSIGHT | VICTORIAN AUSTRALIANTRANSPORT LOGISTICS ASSOCIATION COUNCIL

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Governments must lead by example on safety

KIRK CONINGHAM PETER ANDERSON

T

he logo of the Australian Logistics Council highlights our organisation’s mission as the pursuit of supply chain efficiency and safety.

The two concepts are given equal prominence for the simple reason that they are inextricably linked. A supply chain that is not safe can never be efficient.

Accidents – whether they occur in the workplace, in the warehouse or on the road – cause delays, contribute to increased business costs and cause harm to the freight logistics industry’s most valuable asset – its people.

Consequently, Australia’s major freight logistics companies are all committed to providing safe workplaces for their employees and to ensuring safety risks are responsibly and effectively managed.

Maintaining and continuously improving safety standards not only makes good business sense it also fulfils industry’s commitment to achieve a safe supply chain for all Australians including the travelling public.

Regular readers of Prime Mover will recall that in November 2018, ALC and the Australian Trucking Association (ATA) released an industry-wide Master Code for heavy vehicle safety, designed to provide all parties within the supply chain with the sort of practical guidance they need to meet their Chain of Responsibility (CoR) obligations under the Heavy Vehicle National Law (HVNL).

With the Master Code now registered by 70

m a r ch 2019

the National Heavy Vehicle Regulator, all parties with CoR obligations can be confident there is an authoritative source of information available that sets out the safety risks they need to manage, and provides suggestions that will permit them to do so.

Yet, effective industry leadership is not merely about launching a document and hoping that industry participants will find their own way to it. The importance of safety must be continually reinforced by ensuring awareness and compliance with safety requirements are a core focus for all those working in the industry.

Accordingly, ALC is proactively working with its members to ensure that we identify opportunities for the Master Code to make a genuine difference to safety outcomes.

One such opportunity is to use government procurement practices to lift the profile of safety matters.

Given the number of heavy vehicles used in the day-to-day provision of government services and in the delivery of major infrastructure projects, requiring compliance with the Master Code would be a clear way for all governments to demonstrate leadership and commitment to best practice in heavy vehicle safety.

Over recent weeks, ALC has been discussing these matters with senior ministerial and departmental figures around Australia, highlighting the potential of the Master Code to make certain that heavy vehicle safety is given the prominence it deserves when governments award contracts.

Building Master Code compliance into procurement arrangements would deliver a number of benefits for governments and for the wider community.

Firstly, it will give governments themselves confidence that those to whom they award contracts are complying with their

CoR obligations and have appropriate safety management systems in place. This is critical in protecting taxpayers from costly litigation, as well as promoting the physical safety of the industry’s workers and all road users.

Next, it will raise the profile of CoR and safety within the industry, as those heavy vehicle operators looking to win government contracts understand they must comply with the Master Code. This will be particularly important to promote awareness and compliance among smaller operators and in regional communities.

Finally, building Master Code compliance into government procurement arrangements is a powerful demonstration to the wider community that their governments are taking heavy vehicle safety seriously – leading by example in ensuring that safety is a prime consideration in the awarding of contracts.

Taking this step would not impose especially onerous requirements on either governments or on heavy vehicle operators. After all, the Master Code simply allows parties to ensure they are doing the things they need to be doing to meet their legal obligations when it comes to heavy vehicle safety.

Compliance with the law shouldn’t be regarded as a ‘burden’, but rather as an essential part of everyday business practice.

Requiring those seeking government contracts to demonstrate they are doing the right thing by meeting their obligations around heavy vehicle safety is a critical step in maintaining a positive profile for the industry – and ensuring a process of continuous improvement when it comes to safety matters.

Kirk Coningham CEO, Australian Logistics Council

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atRoad has praised the Government for launching a review of who should be responsible for road safety

in Australia.

The terms of reference for the review into road safety governance were recently released by the Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack.

The review will examine existing road safety arrangements in all jurisdictions including roles and responsibilities within and across local, state, territory and federal government.

The Review will examine whether Australia has the appropriate governance arrangements in place to deliver the commitments made by governments to mainstream road safety in line with the Safe System Approach of working towards safe roads, safe vehicles, safe people and safe speeds. The Review will also identify how the Australian Government can work in partnership with state, territory and local governments to bring down the number of road deaths and serious injuries.

The path to a better road safety outcome is paved by evidence-based research and we need to know a lot more about the causes of heavy vehicle fatal crashes so that effective policies for a better outcome that saves lives can be introduced.

Government agencies must make a commitment to the more effective

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Road Deaths: Governance Review a good start “The path to a better road safety outcome is paved by evidence-based research and we need to know a lot more about the causes of heavy vehicle fatal crashes so that effective policies for a better outcome that saves lives can be introduced.”

Warren Clark CEO, Natroad

collection of and easier access to information provided by accident investigations. At the same time, greater scrutiny of the causes of those accidents is needed.

The heavy vehicle industry is expanding in line with the expansion of Australia’s freight task. Road transport is the primary mode of transport for non-bulk freight in Australia. Yet despite this expansion, data from the Bureau of Infrastructure, Transport and Regional Economics shows that, over the decade to 2016, national rates of fatal crashes involving heavy vehicles per registration fell substantially.

For articulated truck fatal crashes, the reduction was 50 per cent, for heavy rigid truck fatal crashes the reduction was 11.9 per cent. This improvement must continue and better planning and policy formulation must be a priority for government.

A government agency should be given power to promptly and fully investigate

serious truck accidents and to share the results and recommendations publicly so that all industry participants can take the appropriate action to reduce the road toll.

That role should also encompass better research on trends and causal factors.

Currently, both data and research are inadequate to formulate benchmarks.

That must change and a government agency that is created or re-structured must take on that task.

NatRoad has a deep commitment to improving road safety. Reducing road deaths should be a goal which the community embraces and which Government endorses and promotes. This review is a good start to that process so that leadership comes from a government agency that only has road safety improvement as a primary goal.

Warren Clark CEO, NatRoad p r i m em over m a g . c o m . a u

71

INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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The Hype around vehicle autonomy slows as reality prevails

TONY MCMULLAN PETER ANDERSON

O

ver the past couple of years, it seems that hardly a week has gone by without an article somewhere in the media about the demise of the human driven car and truck, both in Australia and globally. During this period the Truck Industry Council (TIC) has maintained that autonomous technology has not developed to the degree portrayed by the general media and that in fact on-road fully autonomous vehicles are some years away yet.

In recent times the hype around autonomous trucks has slowed, perhaps as those not so well informed persons beating the autonomy drum realise that the driverless trucks they predicted would be flooding our roads ‘by 2020’, are in fact much further away than their headline grabbing and sensationalised stories suggested. TIC has always cautioned that there was a considerable disconnect between the technology development that is required to deliver full vehicle autonomy, versus the somewhat outrageous claims that were being suggested by many in the mainstream media.

While the hype surrounding autonomous vehicles wanes a little, those same media outlets are now predicting the imminent death of diesel engined trucks, to be replaced by electric powered freight movers. Again, the timelines some are predicting are simply not realistic given the current level of technology that exists 72

m a r ch 2019

for electric powered heavy vehicles and the infrastructure that would be needed to support the ‘mass take-up’ of such trucks on our roads. Globally the sales of alternative powered trucks, electric, hybrid and various gas types, is approximately 2 per cent, and not increasing significantly year-on-year. In Australia the take up rate is considerably less. In 2018 just 51 alternatively powered new trucks were sold out of 41,628 new trucks. That is just 0.12 per cent, about one seventeenth of the global average. TIC is forecasting that the mass take up of alternative powered trucks is some way off in Australia.……

Let’s take a closer look at one particular autonomous vehicle technology that has received wide spread media attention, that of truck platooning.

Many in the media have championed truck platooning as the holy grail for interstate trucking. These are trucks using electronic autonomous and connected vehicle systems that enable the very close slipstreaming of two, or more trucks, safely, to produce significant gains in fuel economy. Of course Australian transport operators have long realised the economic benefits of running multiple trailers close together, but we have used a far simpler approach, just mechanically couple them up. We call them B-doubles, B-triples and two, three and four trailer roadtrains! Now the world’s largest heavy vehicle manufacture, Daimler, has announced publicly that they will not pursue truck platooning technology.

The company has been developing and testing platooning in Europe and America for a number of years with the original belief, that particularly in the United States, there would be operator benefits.

However, results show that fuel savings, “are less than expected” even in perfect platooning conditions “and that those savings are further diminished when

the platoon gets disconnected and the trucks must accelerate to reconnect”, said Martin Daum, head of the Daimler’s Truck and Bus divisions, recently. “At least for US long-distance applications, analysis currently shows no business case for customers driving platoons with new, highly aerodynamic trucks,” he said.

Daum did confirm that “Daimler Trucks will, of course, remain committed to all partner projects that are still ongoing.”

This outcome has not surprised TIC. TIC members will continue to bring to market vehicles and technologies that will enhance road safety for heavy vehicle operators and all road users, with Electronic Stability Control (ESC), Autonomous Emergency Braking Systems (AEBS) and Lane Departure technologies being some recent examples. Truck manufacturers will continue to deliver the cleanest possible engine technologies to enhance environmental outcomes that will benefit all Australians, such as Euro VI and equivalents and of course trucks with systems and technologies that deliver bottom line enhancing outcomes for truck operators. A good example of this are the latest Co2 reducing driveline systems that have been developed internationally with Euro VI and equivalent engines, delivering better fuel economy and the resultant fuel savings for their owners. However, these future technologies will only be brought to market after they have been thoroughly tested and proven for Australian operating conditions. Such timeframes may be notably longer than the unrealistic timings suggested by some, who are looking more for a sensationalised media headline, rather than reality.

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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Training critical for operator prosperity

PETER ANDERSON

T

raining and education continue to be a major focus for the freight and logistics industry as we strive to attain even higher standards and levels of professionalism.

Industry groups like the Victorian Transport Association (VTA) have long recognised the value in encouraging their membership to ensure staff possess the necessary practical skills and qualifications, because there are obvious dividends to be had in the form of productivity gains and cost savings.

Training has been a part of the VTA’s DNA for many years and is most certainly something that will continue to be a key focus for us going forward.

In conjunction with the Victorian Government we were thrilled that the Driver Delivery program we commenced over two years ago to help transition former automotive industry workers to a new career in transport has been extended.

For an industry like ours that is experiencing driver shortages, this program will make a significant contribution to attracting new people and, more importantly, ensure they have the necessary knowledge and skills to be an effective team member from day one on the job.

With the re-election of the Andrews Labor Government in Victoria late last year the industry can expect $4 million in funding over the next four years

to train new drivers, with the aim of attracting 800 candidates. This will make a noticeable difference and we look forward to helping recruit and train the next generation of heavy vehicle drivers.

I am also pleased to confirm the VTA, in conjunction with Victoria Polytechnic is once again offering its highlyacclaimed Cadetship Program in 2019.

The program is a nationally recognised qualification and can be the stepping stone to a Diploma or Degree.

The VTA Cadetship has operated for the past seven years and in that time has provided over 80 young candidates the opportunity to launch their transport and logistics careers.

This program is delivered through a unique blended learning program that matches young and motivated individuals with specific transport companies and delivers a Certificate IV in Transport and Logistics (TLI42106).

The course gives the individual the opportunity to continue work responsibilities and at the same time study for an industry qualification with little interruption from either entity. The blended learning program enables the individual to study at their own pace and in their own environment and to connect with like-minded candidates.

It’s important to attract young people into our dynamic industry and this is one very positive way that the VTA facilities this pathway for both candidates and its member organisations. Adult learning is all about the content of the course being relevant and applicable to the ‘real’ world. The VTA believes it achieves this with the VTA Cadetship Program and this is evident from the feedback from our recent candidates. Comments from previous graduates include:

“Everything we were taught during the course was useful. The course covered enough different aspects of logistics without being too broad. My overall experience was positive, I learnt a lot and was exposed to many aspects of logistics that I never would have been exposed to otherwise and I was able to make friends in all aspects of the industry. The course structure was just right to balance work commitments with learning commitments.” –Joseph Bontorno “The teachers were great and the VTA was very supportive of all the cadets. The course structure was just right to balance work commitments with learning commitments.” – Jessica Cassar There are also many benefits for employers and these include: reduced cost and financial support due to Government funding and the VTA’s management of all administrative elements; delivering long term, hardworking employees who produce consistently high levels of competency and knowledge; and an opportunity to develop either a new or existing employee both personally and professionally.

The VTA is proud of the Program and encourages all members to seriously consider this opportunity as part of their strategic ‘People’ business plan. It is an ideal way to recruit and attract a young, positive and motivated person into your business and into our terrific industry.

For more details about Driver Delivery, the VTA Cadetship Program and the numerous other VTA training programs I encourage you to visit our website at www.vta.com.au Peter Anderson CEO, Victorian Transport Association p r i m em over m a g . c o m . a u

73

PETER SHIELDS’ NUMBER CRUNCH

A New Beginning is genuinely high in most camps that while 2019 may not quite reach the record-destroying heights of last year, it’s still going to be a very good year indeed for most.

By the time the Brisbane Truck Show opens its doors in May the introduction of new models and new technologies will add a boost to the market that it mightn’t even need, but will gratefully accept.

January is typically a quiet month for the sales of new trucks and vans. At play are various factors that affect purchases and these can include the lower number of business days due to public holidays, decision makers (both buyers and sellers) taking annual leave and the closure of some component suppliers for several weeks.

There is also the premise that some manufacturers bring forward sales in a flurry of activity during December to make the balance sheets look good at the end of the calendar year. This can be a serious issue for foreign based entities whose fiscal year ends on December 31, not June 30 as it is here. The temptation to plunder sales from the first couple of months of a new year must sometimes be tempting to executives who want to display a better result now in the fervent hope that the rest of the coming year will more than make up the slack created by mortgaging those new year sales.

That makes Isuzu’s January result even more commendable since, while the modest 489 units for January is close to half what they do during the other eleven months of the year, 2019’s result is actually up 2.5 per cent (12 trucks) on January 2018. This comes after Isuzu celebrated an unbroken 30 year grip on the number one position in Australian truck sales and capped it with an annual result exceeding 10,000 trucks. 2018 provided retiring Isuzu Director and CEO Phil Taylor with an exclamation point at the conclusion of his career and the January sales indicated that the Isuzu juggernaut will continue to rack up results as 2019 unfolds.

Looking at any month in isolation is not an empirical way to predict trends and January’s 1,800 trucks only needed another 38 to be line ball on last year. Any one of the top ten brands can pick that up in just one fleet order so confidence 74

m a rc h 2019

Jan-19

Change

ISUZU

489

2.5%

HINO

333

6.1%

FUSO

178

-11.4%

KENWORTH

177

8.6%

VOLVO

142

91.9%

IVECO

71

-40.3%

MACK

62

0.0%

SCANIA

59

145.8%

MAN

57

-47.7%

MERCEDES-BENZ

56

-43.4%

UD TRUCKS

46

7.0%

FIAT

33

57.1%

WESTERN STAR

29

20.8%

RENAULT

21

50.0%

DAF

17

0.0%

FREIGHTLINER

12

-62.5%

HYUNDAI

8

33.3%

FORD

7

-12.5%

INTERNATIONAL

2

-80.0%

DENNIS EAGLE

1

-94.7%

CAB CHASSIS/PRIME

1800

-2.0%

M-B VANS

173

4.2%

FORD VANS

51

-22.7%

VOLKSWAGEN VANS

19

-29.6%

FIAT VANS

35

16.7%

IVECO VANS

31

93.8%

RENAULT VANS

87

3.6%

VOLKSWAGEN VANS

26

8.2%

IVECO VANS

25

2.2%

RENAULT VANS

87

3.6%

VANS

396

1.8%

TOTAL

2196

-1.3%