Prime Mover March 2020

®

March 2020

Silk Contract Logistics Levers of Power MARCH 2020 $11.00

ISSN 1838-2320 02

9 771838 232000

Industry Fleet: South Coast Concrete Crushing & Recycling Feature: Isuzu N Series Showcase: Spicer Select Personality: Joachim Rosenberg

Innovation Technology: Hino 500 Pre- Collision System Fleet: Australian Linehaul Services Test Drive: UD Quon 8x4 Final Mile: RAM 3500

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

SELECTED ISUZU N SERIES

Great deals on Australia’s No.1 * light truck.

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Visit isuzu.com.au

NLS AWD 4.5 GVM

NLR 4.5 GVM

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Promotion is only available on new selected N Series Isuzu Trucks from an Australian Isuzu Truck Dealerships between 1 January 2020 – 31 March 2020 (promotion period). This offer is not available in conjunction with any other offer, fleet and government purchasers are not eligible. Offer available only on selected new N series – NLR 45-150, NNR 45-150, NNR 45-150 CREW, NLS 45-150 AWD, NLS 45-150 AWD CREW. While stocks last. Visit isuzu.com.au for full terms and conditions. *According to T-Mark industry statistics. FSA/ISZ12680

®

March 2020

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.

Silk Contract Logistics Levers of Power

John Murphy | CEO

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.

MARCH 2020 $11.00

ISSN 1838-2320

9 771838 232000

02

Industry Fleet: South Coast Concrete Crushing & Recyling Feature: Isuzu N Series Showcase: Spicer Select Personality: Joachim Rosenberg

Innovation Technology: Hino 500 Pre Collision System Fleet: Australian Linehaul Services Test Drive: UD Quon 8x4 Final Mile: RAM 3500

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

ceo John Murphy john.murphy@primecreative.com.au editor William Craske

william.craske@primecreative.com.au

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.

managing editor,

transport group

Luke Applebee luke.applebee@primecreative.com.au

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

business

Ash Blachford

development ash.blachford@primecreative.com.au manager

0403 485 140

art director Blake Storey blake.storey@primecreative.com.au 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.

design production

manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

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.

Ashley Blachford | Business Development Manager

Handling placements for Prime Mover magazine, Ashley has a unique perspective on the world of truck building both domestically and internationally. Focused on delivering the best results for advertisers, Ashley works closely with the editorial team to ensure the best integration of brand messaging across both print and digital platforms.

www.primemovermag.com.au

Kerry Pert, Madeline McCarty,

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

Peter Shields | Senior Feature Writer

design

head office 11-15 Buckhurst Street

South Melbourne VIC 3205

P: 03 9690 8766

F: 03 9682 0044 enquiries@primecreative.com.au

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copyright

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

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

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

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

The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

SAFER THAT’S ANOTHER HINO

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*The driver remains solely responsible for driving safely. This safety system is a secondary aid to assist the driver and has limitation in recognition and performance.

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CONTENTS

32

Prime Mover March 2020

44

52 56

26

COVER STORY “What got us over the line was the warranty terms and conditions and essentially the support that was offered by Scania. In terms of the relationship that they built with us through the procurement process it gave us trust in them that they were going to stand by their product and they have.�

36

THE ASPHALT JUNGLE

Prime Feature Stories FLEET FOCUS

TEST DRIVE

26 Levers of Power

52 Wheels on the Ground

Port cartage provider, Silk Contract Logistics, must deliver to the highest standards for its customers. In turn, the company demands the very best of its partners in the provision of integrated logistics solutions and Scania, as a new supplier of commercial vehicles, has proven itself up to the challenge.

Considered by many to be the best Japanese heavy-duty truck to date, the UD Quon has sales success to show for it in the markets to which it is currently available. The addition of an 8x4 configuration from the factory will certainly add to its appeal.

32 Horizon’s West Australian Linehaul Services has entrusted Penske Commercial Vehicles to provide it with the same commercial vehicles and turbo engines that it requires to run parcels and general freight on an unrelenting schedule for its blue chip clientele for over 25 years.

TRUCK & TECH

40 Street Smart The Pre-Collision System fitted to the Hino 500 Series Standard Cab models enhances Hino’s reputation as a leader in the adoption of active safety technology in heavy vehicles.

48 Age Appropriate Driveline specialist Dana has launched a premium aftermarket parts line called Spicer Select. It offers operators of older commercial vehicles a cost-effective means of keeping their vehicles in peak operating condition.

Regular Run 08 From the Editor 10 Prime Mover News 56 Final Mile 62 Personality 68 Australian Road Transport Suppliers’ Association 70 Australian Trucking Association 71 Australian Logistics Council 72 Truck Industry Council 73 Victorian Transport Association 74 Peter Shields’ Number Crunch

FROM THE EDITOR

Ends and Means

William Craske Editor It’s true the unknowns outweigh the knowns in the pandemic 2019nCoV, more commonly referred to as the coronavirus, in which an entire province has been placed in quarantine or “sacrificed to save the world” as news site Bloomberg has chosen to slant it. The epicentre of the outbreak, the logistics hub of Wuhan, given its access to both the Yangtze and Han rivers, is going to disrupt global supply chains. That is beyond doubt. The question is by how much? Know that yesterday’s economic forecast has already been revised and today’s is about to be.

Initial estimates by UBS bank suggest service exports to China could be hurt by as much as a $1 billion in Australia.

China is Australia’s biggest trade partner

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and at present accounts for 29 per cent of our exports. The ANZ bank expects national GDP to be impacted by 0.5ppt.

Major universities have delayed the start of some classes by two weeks for 2020 as Australia’s $32 billion international student tertiary education industry looks to accommodate the thousands of Chinese students affected by escalating travel bans. Currently travel restrictions are in place on 48 million people. In Hubei province, hive like dormitories in which thousands of migrant workers from regional provinces are housed, some four to a room, are now empty or in lockdown as the manufacturing hiatus nears its threshold. This is bad news for many not in the least China who last year, as it transitions to a service economy, recorded its worst economic growth in 30 years.

The economic impact of the outbreak is currently beyond market realisation although if China’s sudden capitulation to US trade sanctions in which it will halve tariffs on US goods worth $75 billion might have sent bull market consultants to the pawn shop to get their crystal balls out of hock, the many dominos arisen consequent to shipping embargoes and factory lockdowns have yet to fall. In regard to the origins of the outbreak, speculation is rife. So too are the investments, according to Zhou Xiaochuan, former Chief of China’s central bank, who has pointed out the current financial risks hinge on a structural imbalance of violations to law and regulations. Since 2018 the financial

clout of the supply chain in China has been diminishing in lockstep with the profit structure. Two-thirds of profits made by the 3000-plus listed companies in the country have been taken by the finance sector and real estate. According to investment journalist Charles Hugh Smith, a consequential percentage of the supply chain companies in China are only viable due to expanding debt and speculation.

“Any disruption of this fragile balance between losing money manufacturing/ assembling but covering the losses with risky speculative gains will sink the companies,” he writes.

Niccolò Machiavelli is often credited – incorrectly – as Michael Anton has pointed out for having coined the line “the end justifies the means.” What he did say was where the deed accuses, the effect excuses. As the experimental drug remdesivir owned by Gilead is being rushed into clinical trials in China, the drawbridge, for now, is being raised on the world’s largest protectionist economy, over which the magnitude of inflows have justified an increasing bilateral deficit resultant from the migration of labour-intensive manufacturing to China approved by governments the world over. What kind of vacuum will be left in its place? Are we prepared for its impact? Which of our trade partners is likely to fill it? We have not begun to ask these questions much less debate them in this country. The US has started the conversation. Perhaps we should be part of it.

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SOUTH AUSTRALIA Scania Wingfield Tel: (08) 8406 0200 WESTERN AUSTRALIA Scania Kewdale Tel: (08) 9360 8500

Dean Cash Account Manager Scania Australia

PRIME NEWS

> Glen Cameron Group escalates commitment to Euro 6 Transport solutions specialist, Glen Cameron Group, has added to its growing fleet of Euro 6 rated commercial vehicles as it works towards adopting the latest in emissions reductions and fuel efficiency as a default standard for its entire fleet.

The Victorian-based national fleet has seen four new Mercedes-Benz Actros 2643s delivered for use in its demanding Melbourne metropolitan operations.

Each Actros 2643 comes with a full safety pack, sleeper cab, windshield guard and ergonomic entry with what is now iconic distinct yellow steps.

The Mercedes-Benz Euro 6 highefficiency engine is designed to reduce particulate matter by as much as 99 per cent and drastically limit the emission of nitrogen oxides by 97 per cent.

A further saving of more than seven per cent can be seen in fuel economy.

Daimler Truck & Bus Australia previously delivered four Euro 6 Actros 2643 trucks to Glen Cameron Group for its Coles account in June 2018.

Shane Coates Glen Cameron Group Asset Manager said he has been very pleased with the performance of the trucks having had ample time to evaluate their operation and efficiency in a testing application.

The latest 11-litre units also feature yellow and ‘Going Green’ signage.

Coates estimated that nearly 50 per cent of the company fleet in Victoria was now Euro 6 rated and in the next 12 months he expected that figure would rise as high as 95 per cent.

“We’ve placed a huge emphasis on replacing our older fleet and we’re going to continue to be active in reducing our impact on the environment while delivering the best service for our customers with the best equipment available,” he said.

As Japanese light vehicles were not yet rated for Euro 6 or its equivalent, the percentage of Euro 5 vehicles 10

m a r ch 2020

Four newly delivered MercedesBenz Actros 2643 prime movers.

transitioned to the latest European emissions standard at Glen Cameron Group would be lower, but the technology is coming, it’s not far away according to Coates.

“In the next 12 to 18 months I expect the percentage of trucks in our national fleet, which is also undergoing the same transition, will be at around 70 per cent in meeting with Euro 6 emissions standard engine technology,” he said. “For our size that’s a major commitment, transitioning to Euro 6 technology within a relatively short period.”

Glen Cameron Group operates over 1000 trucks and trailers across

the country with an average age of between three and three and a half years.

The median age of the average Australian fleet 4.5 tonne and above gross vehicle mass is nearly 14.7 years according to statistics released last year by the Truck Industry Council.

As part of its recent new year procurements Glen Cameron Group also took delivery of a pair of new Euro 6 Volvo FE 320s, earmarked for interstate pick-up and delivery.

These buckleless 14-pallet curtainsiders will replace existing Euro 4 and Euro 5 commercial vehicles at present working in the PUD division.

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5%

PRIME NEWS

> Vic Govt withdraws from proposed cleaner freight

The initiative would have necessitated cleaner trucks on inner city Melbourne roads.

The Cleaner Freight Initiative, created to lessen the impact of high emission commercial vehicles around the Port of Melbourne, has been abandoned by the Victorian State Government. In an issued statement the Maribyrnong Truck Action Group (MTAG) confirmed that it had regrettably withdrawn from the initiative developed in association with the Victorian Transport Association (VTA) over an 18 month period to provide a proposed Environmental Freight Zone and two-tiered curfews designed to incentivise cleaner

trucks on five key freight routes in the City of Maribyrnong.

This also included a speed reduction.

Among the other initiatives proposed in the scheme were driver training in community appreciation; conspicuity tape to improve visibility of dangerous goods vehicles; road works to improve safety at a number of intersections; and identification of danger hot spots across the City of Maribyrnong.

According to MTAG, the omission of previously agreed upon curfews for Williamstown Rd and Buckley St during the

Government’s announcement of the Smart Freight Partnership Inner West (SFPIW) in July was cause for concern.

With no written document provided, MTAG was left uncertain as to the final makeup of the package and the timeline for implementation it said in a statement online.

A series of negotiations regarding implementation of the SFPIW brought together the VTA, Freight Victoria, VicRoads and Maribyrnong Council and representatives of Jaala Pulford and

THE ORIGINAL ENGINE OIL

Minister Melissa Horne.

At a final meeting MTAG said it had been left with the impression the SFPIW would go ahead.

“We were promised a quick resolution, assured that it would get sorted out,” the group said. “Media interviews came and went and we focused on the positive side of things. The 50km/h speed limits were introduced and we were assured that curfews were not off the table, VicRoads just needed a bit more time to undertake traffic modelling.

“This was a bit hard to swallow knowing that VicRoads had had this initiative on their desks for 18 months, nevertheless we waited. And waited.”

Senior executives from Minister Pulford’s office according to MTAG at first provided updates but soon communication dropped off and requests for meetings were met with silence.

The proposed curfews were critical to the SFPIW MTAG said.

“Without curfews on all five streets, plans to incentivise cleaner trucks will not only fail, but will actually make the situation worse for thousands of residents,” the group said. “Not only would the trucks concentrate on those two streets, having a detrimental impact on those residents, there would also be an increased risk of

trucks crashing into the Napier St Bridge.”

MTAG said it was not an easy decision to pull out but could not attach its name to what it described as a “flawed plan”.

“We regret this lost opportunity to work with the freight industry and Government to implement an Australia first initiative and the most comprehensive plan ever put on the table to deal with the truck issue in the City of Maribyrnong,” the statement said. “We are proud of the initiative we put to Government and we thank the VTA, in particular CEO Peter Anderson, for the many hours spent with us in respectful negotiations.”

Meanwhile MTAG understands the Millers and Williamstown Red Corner Study remained in limbo after the Government had failed to provide an adequate response to the increasing number of trucks on both streets and complaints from residents and truck drivers as to the inadequate warning system on the Napier St Bridge, the site of a series of dangerous collisions.

It has also been reported that the VTA and the Maribyrnong Truck Action group were informed by the State Government that they would withdraw support for the initiative prior to Christmas.

Dubbed the Cleaner Freight Initiative, it would have helped reduce the 8 million

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trucks that enter the inner west of Melbourne every year and encouraged transport businesses to update their fleets with the latest low emissions engine technology by legislating the Euro 5 rating as a benchmark for certain curfews.

VTA CEO Peter Anderson said he was disappointed the Cleaner Freight Initiative was no longer going to proceed and that the people of the Inner West and transport businesses that use the local infrastructure would not be able to share the benefits of a unique collaboration between residents and industry.

“Regrettably, Victoria’s transport bureaucracy was resistant to and unable to support the many great initiatives that would have incentivised industry investment, improved community amenity and better managed the thousands of heavy vehicle movements that are necessary daily for the Port of Melbourne to function more productively,” he said.

“The movement of heavy vehicles in this area will continue to increase and the community issues will remain unchanged.

“The VTA will continue to work closely with all stakeholders to ensure heavy vehicle access to the Port of Melbourne is maintained, and that operators working in the area are mindful of safety and amenity concerns of residents,” Anderson said.

PRIME NEWS

Deakin University is behind the Hydrogen Transition Centre.

> Kenworth to partner on $20 million Hydrogen Transition Centre in Victoria Deakin University has announced it will pioneer an Australian first Hydrogen Transition Centre to help fuel cleaner, low emissions trucks in Victoria.

The centre to be established at Deakin’s Warrnambool campus in the state’s southwest, will partner with industry on the $20 million research and industry testing site according to Deakin Vice-Chancellor Professor Iain Martin.

“Freight trucking continues to grow here and overseas, and trucks are driving further, with heavier loads; all big challenges. The centre confirms Deakin’s commitment to the Warrnambool campus and the broader region, and when the HyceL@Warrnambool project is fully established it will create up to 200 fulltime jobs,” he said.

With $2 million in Federal Government research funding allocated to it, the Hydrogen Transition Centre will develop hydrogen fuel cells to work in tandem with electric vehicle technologies as 14

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part of the fast growing multi-billion dollar hydrogen market.

“The Federal Government investment will see our researchers partner with Australia’s leading truck manufacturer, Kenworth, as well as with industry leaders in hydrogen fuel-cells, electric vehicles and gas distribution,” said Martin.

It is understood PACCAR is poised to partner on HyceL@Warrnambool in which fuel-cells can create electricity from hydrogen and oxygen with water vapour the predominant emission.

An electric truck, using this technology, can create power while driving, to dispense with the frequent stops currently required of battery charging infrastructure.

“If successful, the enhanced technologies could be used by Kenworth trucks made here in Australia, as well as those made internationally by Kenworth’s parent company PACCAR – a US Fortune 500 company. The technologies can also be

applied to other heavy vehicles, such as buses, including those operated by Warrnambool Bus Lines,” Martin said.

According to Deakin the Hydrogen Transition Centre will put Victoria’s southwest at the heart of Australia’s work in hydrogen fuel-cell innovation and position the region well, to cashin as new markets for hydrogen technologies emerge in the international push for cleaner transport.

The global fuel-cell market is forecast to be worth more than $33 billion by 2024.

In addition to truck tech, the centre will also test hydrogen safety and distribution, including the potential for the safe transportation of hydrogen through natural gas pipes.

Long-term, the centre will also support the region to become a producer of socalled “green” hydrogen, an exportable commodity, made by using renewable electricity to split hydrogen and oxygen from water to create a new mode of energy storage.

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PRIME NEWS

> Hino grows marketshare, outperforms rivals in light duty category Hino Australia has defied difficult market trends locally by reporting positive sales results for the 2019 calendar year across all segments.

The commercial vehicle manufacturer was the only Japanese OEM to achieve such a result last year. Increasing its marketshare to 17.5 per cent, Hino affirmed that its brand was on the rise delivering 5,547 trucks and buses across Australia and outperformed its competition in the Light Duty category to increase its marketshare to 22.7 per cent, a rise of 1 per cent on 2018.

The launch of the all-new 500 Series Standard Cab helped buoy its results in the Medium Duty segment where it reported 5 per cent growth on the year previous. It now boasts 31.6 per cent share of the Medium Duty market.

In the Heavy Duty segment, Hino reported that it was the only brand to maintain sales and share in line with 2018. The successful results have been in part attributed to the customer focused business strategy, Hino Advantage, now in its fifth year the company said in a statement.

“Since the introduction of Hino Advantage, we have continued to outpace our competitors,” said Bill Gillespie, Hino Motor Sales Australia General Manager – Brand and Franchise Development.

“Along with our market leading products, our focus on programs and offerings to support our dealer network and establish

Hino saw growth across all segments.

long term ongoing relationships with our customers through our aftersales services has ensured that Hino has earned the reputation as a respected and reliable business partner,” he said.

“We know that, long after the truck has been handed over, customers want a partnership that continues to benefit and grow their business - Hino Advantage does just that.”

Gillespie explained last year’s success extended beyond sales with facility upgrades and builds and increased brand awareness through key sponsorship ventures as major factors in the brand’s continued success. The dealer network also saw upgrades and new facilities in either Mackay, Taree, Wodonga, Wagga, Lonsdale, Kalgoorlie, Newman, Onslow, Port Hedland and Alice Springs.

In 2019, Hino ramped up its involvement in the Virgin Supercars Championship announcing a new three year sponsorship deal of the overall category and the extension of their sponsorship of the

Team 18 IRWIN Racing outfit.

“Supercars is hugely popular with our Dealer network, customers and fan base - our involvement not only provides for increased brand recognition but quality networking opportunities and is yet another value add for our customers,” said Gillespie. In 2019 Hino also introduced a series of seminars to assist with further training and education of its bodybuilder network and launched a new international recruitment program to address the national shortage of skilled heavy vehicle mechanics. The first group of successful candidates from the Philippines will begin their training in April.

For the eleventh consecutive year, Hino Motors Limited in Japan recognised the Australian Parts team, as Parts Department of the Year, while the Service Department took the same honour for the eighth year in a row.

“We are extremely proud of our progress and ability to adapt to the fast changing conditions of the market,” Gillespie said.

>T oll Group analysis finds one in five on-road fatalities due to ‘suicide by truck’ Transport and logistics company, Toll Group, has offered insights on ‘suicide by truck: a hidden occupational hazard’ at the Transport Research Board (TRB) in Washington, US. “In 2018 Toll analysed ten years worth of fatalities data involving every on-road fatality with which Toll was involved (but not necessarily responsible for),” Toll said in a statement.

“The analysis unearthed a surprising result: that one in five of our on-road 16

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fatalities is likely to be suicide by truck, that is, a third party intentionally placed themselves in the path of our vehicle with the intention of ending their lives. The near-misses are unquantified. Vehicular suicides are removed from the road toll and, being hidden, are not generating policy interest and response.

“Toll’s groundbreaking research is the first to consider suicide by truck as an occupational hazard in Australia. It subverts the current paradigm that all

road incidents are preventable.”

Toll claims it has suggested ways to tackle this “complex, multi-sectoral problem”.

The TRB is reported to provide innovative, research-based solutions to improve transportation. TRB is a program unit of the not-for-profit organisation, National Academy of Sciences, Engineering and Medicine.

TRB held its 99th annual meeting on 12-16 January.

PRIME NEWS

>V olvo strengthens regional ties to Western Truck Group Western Truck Group (WTG) has been appointed by Volvo Group Australia as its sales, parts and services dealer in four key regional cities the commercial vehicle manufacturer announced.

According to Volvo the transfer of ownership from VCV Rockhampton, Townsville, Cairns and Darwin to Western Truck Group will be effective 1 March, 2020.

The decision to transfer ownership to WTG, who has been part of the Volvo Group Australia dealer network since 2018, was put down to their experience in building and operating reliable transport solutions in regional areas.

“Volvo Group Australia is looking forward to a long term, sustainable partnership with WTG that looks to benefit all key stakeholders,” said Martin Merrick Volvo Group Australia President and CEO in a statement. “The expansion of WTG will allow for a strengthened network presence to service and support the Group’s extensive and important regional transport customer base,” he said.

Volvo already partners with WTG in Toowoomba, Mt Isa and Sunshine Coast dealerships in Queensland.

WTG has an extensive regional customer base.

A privately owned company, the Craig Black Group has been synonymous with the automotive industry in regional Queensland for more than 40 years.

The current relationships enjoyed between customers and the dealers will not be affected by the new arrangement according to Volvo who confirmed the same staff will, in large part, remain in operation across the same locations.

Volvo was quick to allay any fears that its high quality service and support in the locales would be compromised by the change in ownership assuring customers the two companies shared a synergy of values.

WTG Managing Director, Craig Black, said his business and people have

always focused on ‘customer first’, and the Group is excited to extend their partnership with VGA. “The professionalism, the focus on the customer and the shared values we have experienced in the time we have been a part of the Volvo Group Australia network have given me the confidence to take our investment to the next level,” he said.

“VGA customers can expect an even greater focus from myself and the team on delivering an outstanding customer experience for regional Queensland and Northern Territory,” said Black.

“In the short term we will be exploring opportunities to invest and develop dealer facilities to support business growth and additional customer service.”

>A mazon Flex exploits gig economy in expanding delivery network in Australia Global online retailer, Amazon, has announced the launch of Amazon Flex in Sydney and Melbourne, its last mile rideshare concept for part time delivery drivers. The gig economy model offers an opportunity for drivers with their own vehicles, to sign-up and complete a four hour delivery block delivering packages to its customers via an app.

A background verification process must be completed by budding courier drivers.

Amazon Flex will enable the company to expand its delivery network and ramp up last mile deliveries during peak times without having to invest in additional assets or infrastructure.

It is not known whether delivery vehicles will need to meet a minimum safety requirement although it understood 18

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drivers must have a four door vehicle and smartphone.

Sub-contract drivers or delivery partners as they have been dubbed by Amazon, will collect packages from pick up points in Sydney and Melbourne before making deliveries to customers. The Amazon Flex app scans packages at the pickup points, provides mapping for the most efficient route to travel and final confirmation of delivery including photos of packages once dropped off.

According to Amazon, delivery partners will know the estimated duration and minimum payment for each block in advance, and will receive payments weekly by direct deposit.

“Amazon Flex puts delivery partners in the driver’s seat, enabling them to earn

extra money with the flexibility to choose their own schedule. With visibility of how much they will be paid for a block before they accept it, delivery partners ensure their time on the road is well spent,” said Craig Fuller, Amazon Australia Director of Operations. “We are always looking at new ways to deliver convenience to customers.

As customer demand and delivery needs continue to grow in Australia, Amazon Flex gives us the agility to supplement the work we do with our existing carrier partners so we can speed up delivery times and respond to peaks in demand.”

“At Amazon we work backwards from the customer and, with our team of innovators, Amazon Flex give us the flexibility over time to unlock customer delivery benefits we haven’t even thought of yet,” he said.

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PRIME NEWS

> Winners named by Isuzu for truck of the year Commercial vehicle manufacturer, Isuzu Australia Limited, has made the winners of its annual Truck of the Year competition public. Project management and installation specialist, Powered Innovations was awarded the top prize for its NPR 65-190 for a mobile repair platform tasked with carrying electrical and mechanical equipment.

First nominated in October, Powered Innovations was adjudged as the N Series and overall Grand Prize winner. The Truck of the Year, which was first started in

1996, helps recognise Isuzu’s array of loyal customers who remain at the core of the company’s success according to Les Spaltman, Isuzu Australia Limited National Sales Manager.

“We couldn’t have achieved what we have without the backing of the Australian truck buyer,” he said. “Competitions such as Truck of the Year are a way for us to show our appreciation of our customers’ continued support of the brand,” said Spaltman.

“It’s also a nice platform that brings

Powered Innovations’ winning Isuzu NPR 65-190

together a community of like-minded truck owners who take pride in their trucks, which for many, are at the core of their businesses.”

A winner, according to Isuzu, is chosen each month from a pool of submitted entries, and the year’s monthly winners go into the yearly draw for the Grand Prize of $6,000 (Visa cash card).

Last year saw the introduction of the Series Prizes for the N Series, F Series and FX/FY Series and Giga truck models.

Each Series prize is to the tune of $1,000 in a Visa cash card.

Vac Truck Rentals was awarded the prize for the F Series category for its custom bodied FVZ 260-300.

Target Transport Services, an asphalt and profiling carting company took home the award for Best truck in the FX/FY Series for its FYX 350-350 Auto.

The Giga Series winner went to dangerous goods hauler Alpha Haulage.

AJ Hope & Sons, Allens Freight, Coachbiz, Extract or Blast and holidaymakers Graham & Robyn Butler all received monthly commendations.

>N HVR ushers in changes to improve field engagement The National Heavy Vehicle Regulator (NHVR) has announced it will change its structured engagement model to improve its field contact with regional working groups. With officers across Victoria, South Australia, Tasmania and the ACT, the change, as it seeks to increase engagement with the smaller end of the industry, will effectively allow it to operate without borders across the southern states.

NHVR Stakeholder Relations and Customer Experience Manager John Gilbert said he would like to focus on the 4.5 tonne to 10 tonne heavy vehicle operators no matter if it was at flower or meat markets.

“I want to ensure they are aware of their responsibilities under law,” he said. “As a modern regulator I want to lead the way when it comes to treating operators on the side of the road as a customer first.”

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Last year the Brisbane-based industry body conducted an internal project to better understand the NHVR’s customers. According to Gilbert the project has helped staff to understand that every one that engages with the NHVR is a customer and with that there were ongoing responsibilities and expectations to meet. The outcomes of the project are set to be rolled out during 2020 to all divisions of the NHVR. Gilbert said operators would, as a result of the project, receive a better customer experience to help them go about their day-to-day business. In 2019 the NHVR stakeholder team rolled out more than 30 information sessions in all participating states as part of its roadside information sessions or one of the many events the NHVR attended.

This included four truck information sessions across four states on one

day in September. Gilbert, who joined the NHVR in October, 2013 having previously held the role as Members Service Manager at the Victorian Transport Association, said the national day of engagement was a success as it allowed operators to talk to the team in a more relaxed environment.

“Some of this engagement has already led to changes and better wording of policy documents the NHVR has produced,” he said.

The key function of the NHVR stakeholder team is to ensure visibility for the organisation to industry and the wider community by encouraging people to talk directly to the NHVR to work on solutions.

Gilbert said there will always be a need for a modern regulator to have a stakeholder engagement team out on the road connecting with industry.

GLOB NEWS GLOB ALALNEWS

> Isuzu and Honda agree on hydrogen powertrain joint research Isuzu Australia’s parent company in Japan, Isuzu Motors, has announced it will pursue low-carbon and sustainable energy with Honda R&D in a research joint venture on using fuel cells for advanced powertrain technology.

In regard to motorised vehicles, Honda describes hydrogen fuel cells “the ultimate environmental technology” having been researching and developing fuel cell vehicles for the last 30 years.

Isuzu will test Honda’s fuel cell powertrain, which has been designed for passenger cars, in its commercial trucks as part of the two-year deal.

Previously the companies partnered in the early ‘90s when, under an agreement, Isuzu made a sport utility vehicles for Honda for the North American market.

Isuzu, whose advantages have long been in diesel engines, has been actively researching and developing various

powertains as it looks to promote the use of low-carbon and sustainable energy.

Its recent purchase of UD Trucks from Volvo Group helps it to bolster its resources and expertise in automation and electrification while helping it to accommodate a broader range of customer needs.

Honda released the fuel cellpowered Clarity passenger vehicle in 2016 In a joint media release the companies acknowledged there were issues that needed to be addressed to popularise the use of fuel cell and hydrogen energy including issues related to cost and infrastructure.

“These issues need to be tackled not only by individual companies but more expansively through industrywide initiatives.

“Against this backdrop, Isuzu was striving

Isuzu is exploring broader customer needs.

to expand its lineup of next-generation powertrains for heavy-duty trucks, and Honda was striving to expand application of its FC technologies beyond use for passenger vehicles, which will represent progress toward the realisation of a hydrogen society.

“Sharing the same technological research goals, the two companies reached an agreement to conduct joint research on heavy duty FC trucks.”

> Scania pioneers hydrogen powered trucks with ASKO As part of a major development for Scania, the commercial vehicle manufacturer has commenced operations of four hydrogen gas trucks with an electric driveline it announced last month. In partnership with Norwegian wholesaler ASKO, Scania is running the 6x2 vehicles, each with a gross vehicle mass of 26 tonnes, out of Trondheim in central Norway where ASKO’s gas station is based. The next phase of the venture is a pilot program, the first of its kind, which will form the basis of further research and development involving fuel cell trucks powered by hydrogen gas for the two companies.

Scania, per usual, is approaching the venture with its modular approach.The

One of Scania’s hydrogen gas trucks in Norway.

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internal combustion engine in the powertain on the four trucks is replaced by an electric machine, powered by electricity from fuel cells supplied with hydrogen using rechargeable batteries. It delivers 210 kW of continuous output with a 2-speed transmission generating 2200 Nm peak torque.

The range of operation has been estimated between 400 and 500 kilometres.

Standard components used in the hybrid trucks and buses that Scania already delivers make up the remainder of the powertrain.

“Scania continues to work with cutting edge technology that supports the shift to fossil free transport. An important part of this is done together with some of our most progressive partners, such as ASKO, in customer-near development”, says Karin Rådström, Scania Head of Sales and Marketing.

There is no one-size-fits-all-universal solution within electrification of heavy commercial vehicles.

As with the combustion engine-technology, Scania is working with its electrification

roadmap in the same way — a multifacetted approach with a broad range of solutions. To date, the company has researched and developed different kinds of bio-fuelled hybrid-electric technologies, as well as fully-electric vehicles. Scania’s battery electric bus was launched in 2019 and at present the company is working on electric vehicles that can be charged via electrified roads or through hydrogenpowered fuel cells as demonstrated by the progam with ASKO. According to Rådström, hydrogen gas remained an interesting option for long haulage electrified transport and in early tests the technology has shown it works well in a colder climate.

“We will continue to monitor the performance of these trucks closely. I also want to commend ASKO for taking early and bold steps to ensure a supply of hydrogen sourced from renewable sources and infrastructure for fuelling,” she said.

Rådström added ASKO proved itself as a “player who really take action to catalyse a shift toward sustainable transport.”

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We all have an interest in promoting and defending the transport industry as it is so vital to the economy and to our lives.

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may capture the media’s attention, these headlines overlook the way computerisation and robotics are starting to change the nature of work throughout supply chains.

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TWUSUPER CEO Frank Sandy. p r i m em over m a g . c o m . a u

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COVER STORY

LEVERS OF

PO Port cartage provider, Silk Contract Logistics, must deliver to the highest standards for its customers. In turn, the company demands the very best of its partners in the provision of integrated logistics solutions and Scania, as a new supplier of commercial vehicles, has proven itself up to the challenge.

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WER Silk has invested in a fleet of Scania R 650 V8s.

T

he process of how Silk Contract Logistics came to partner with Scania Australia is involved and worth telling.

It’s a story of a customer with a definitive task with which there would be no quick fix. When Silk were headed to the market

for a prime mover that could deliver the prerequisite power required of its roadtrains on the Toowoomba Range Crossing they had set, as a matter of necessity, high expectations of the OEMs approached in the request for proposal.

That there are 27 sites where over 380 Silk

employees are staffed says something to the magnitude of its growing operations, not to mention the demands made of it.

Silk Contract Logistics maintains a national presence with a head office in Melbourne. As a provider of integrated warehousing, distribution and supply p r i m em over m a g . c o m . a u

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COVER STORY

chain services, the company, depending on the financial insider you talk to, is headed for a share market listing later this year. Moveable assets are often assumed as part of appointed acquisitions, with at least one of these added annually since 2017 including Container Swinglift Services and more recently the 150 year old wharf carrier Rocke Bros last year.

By far the biggest move the company has made so far this year is the purchase of 13 roadtrain spec’d units manufactured and supplied by Scania. For Silk the procurement process was contingent on overcoming difficulties it had in keeping its commercial vehicles, assigned a notorious steep descent in southwestern Queensland between Toowoomba and Withcott, from being repeatedly sidelined. Here Silk marshalled together a list of requirements for the solution it sought in regard to extracting more power while increasing its equipment liability coverage. Upon going to market the company had set its budding OEM partners a challenge. Could it provide a warranty that would not limit engine hours and fuel use? Would it deliver the

Kip Sandercock.

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“We ended up 3.4 per cent better on fuel consumption than what they had forecast which was fantastic. To me that built a lot of confidence in how they operate and it built trust in the relationship after the sale because what they told us was the truth. It wasn’t sales pitch. It allowed us to believe in their brand and their people.”

Kip Sandercock Silk Contract Logistics National Transport Operations Manager

torque to contend with the demanding terrain? A significant set of failures with a prior set of roadtrain equipment had left Silk explicit as to what it would not entertain in a warranty. The company set about talking to every truck manufacturer in the country with the ability to deliver an order of 13 prime movers for roadtrain application according to Silk Contract Logistics National Transport Operations Manager Kip Sandercock.

“We ended up going through a process of evaluating the warranty conditions which are very important to us,” he says.

“We would not entertain limitations on

engine hours and fuel use which some manufacturers will say you are voiding your warranty if you do more than 2,000 hours or so many litres of fuel through the engine in 12 months. They also have a limitation on kilometres that was less than what we felt the safe operating life of the truck was.”

Silk was upfront in making this precondition known to all of its potential vendors. In response, Phil Mayfield, Scania’s appointed sales representative, got a flight up to Brisbane to spend the day with Silk to better understand the application. It made an immediate impression.

“No one else did that. We just got quotes emailed into us,” recalls Kip. “Phil came and sat with us and wanted to understand it. He then took me out to a Scania branch here in Richlands and we went through a truck and took it for a test drive.”

During the test drive Phil explained the technical aspects of how some of the features of the truck worked. Of particular importance to Kip was the operational function of the retarder and the cruise control. Under the Performance-Based Standards scheme its vehicles are tracked by the National Heavy Vehicle Regulator in terms of speed having been limited to 90 km/h for roadtrains in NSW and Queensland. According to Kip his team needed to be certain the equipment wouldn’t “run away” when it was on cruise. The scare quotes, given the torrid time the company had experienced with its equipment on the Toowoomba Range, are justified. After having been set up in manufacturer specification, in a particular gear on the settings of a particular

High Productivity Vehicle: Silk runs several Super Bs at its wharves.

retarder position, Silk’s prime movers had succumbed, too often, to the task. In a 33 month period it had blown up 17 diffs.

“Now the dealership gave us support at the time but the OEM stepped away from us saying the application was too harsh for their equipment so I needed to be sure in making the choice of the equipment we were going to operate had retardation methodology that meant the backlash in the diff wasn’t going to cause the diff to blow up,” Kip says.

Silk’s wasn’t the only equipment struggling on the Toowoomba Range descent.

Other carriers in Queensland had been experiencing, on the very same route, a similar problem. For Silk, this was not undue grounds to ensure it had warranty coverage that would protect it going forward. The warranty, as it was written for the trucks in essence, must provide full coverage of the drivetrain including engine, gearbox, diff and all associated running gear to be replaced irrespective of engine hours or fuel burn.

During its tender process, it left Silk with only two manufacturers who were able to meet their needs. When Silk went back to speak to both of them it was Scania that proposed a deal that demonstrated proof of concept with trucks on the ground already in use for other customers – competitors of Silk’s that it knew from industry information weren’t having issues

with diffs, which is to say, it was an entirely believable proposal.

“Their pricing was competitive and when we put together our total cost to operate, Scania came back with some better information around fuel use and what we could expect from it,” recalls Kip. “In colloquial terms, Scania commercial vehicles, were never parked up at the bottom of the Toowoomba Range crossing with the other roadtrains, ours included.”

Based on the weight and journey of the application in question, Scania delivered a fuel estimate which Kip plugged into a tool that evaluates factors crucial to evaluating Silk’s fuel burn.

“Working out what they told us and where we ended up made for some good reading,” Kip says. “We ended up 3.4 per cent better on fuel consumption than what they had forecast which was fantastic.

To me that built a lot of confidence in how they operate and it built trust in the relationship after the sale because what they told us was the truth. It wasn’t sales pitch. It allowed us to believe in their brand and their people.”

For Silk that represented a 12 per cent decrease in fuel consumption, a major improvement over the previous brand of truck it was using. As the Scania V8 offers more torque, it revs lower to produce its power, alleviating strain on the crankshaft from the pistons. With more cylinders it is

also limiting how many times the injectors open per minute, which is, in the case of a six cylinder engine, much higher.

“Because the cylinder has got to be bigger in a six and theres less cycles, it’s got a bigger explosion chain, for the same capacity 16-litre engine,” Kip says. “So you get more torque out of a V8 engine because you’ve got more push on the crankshaft and what that means you get your power lower down in the rev range so the engine can react more quickly to a change and therefore you’re not having to apply more RPM because more RPM means more fuel.”

A qualified mathematician who studied computer science at university, Kip is something of an anatomist for the finer details. He has previously worked at DB Schenker and Linfox in its Ports Logistics business, where he performed business development and operational roles and ended up working for John Sood, who was General Manager at the time, and now serves as a Director of Silk Contract Logistics. In the end Silk purchased a mix of Scania NTG R620s and R650s.

“Our procurement process was about building a model that eventually spat out an answer. It wasn’t an emotional decision but rather a numeric decision and what spat out the back end of it was a coin toss between the various manufacturers we had,” he says. “What got us over the line p r i m em over m a g . c o m . a u

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COVER STORY

Silk delivers upper limits in weight which is first-in class.

was the warranty terms and conditions and essentially the support that was offered

by Scania. In terms of the relationship that they built with us through the procurement process it gave us trust in them that they were going to stand by their product and they have.”

Managing Director Brendan Boyd says the new Scania fleet, critically, has enabled Silk to deliver a consistent and reliable service to its customers.

“There has been zero downtime on the new fleet, which has been a key factor in ensuring 100 per cent of our customer’s produce has met vessel departure times,” he says. “Despite the reality of the new bypass not meeting the promise - its longer in distance, inconsistent in grade and hard work on our fleet, despite the tolls – the Scania with its higher torque and performance has been critical in not impacting our service delivery.”

In 2011 Brendan joined Silk as General Manager under the ownership of Gresham.

Three years later he led a management buyout of the business and took on the role as Managing Director and has had the company on a trajectory of growth both organically and through acquisition ever since. Under Brendan and business partner John Sood, Silk is now regarded as one of 30

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Australia’s leading suppliers of innovative supply chain solutions.

“Scania has demonstrated itself to be a collaborative and professional partner,” says Brendan. “Silk endeavour to engage with partners who have a willingness to get in the trenches with us, understand our business and our challenges and who can contribute to winning solutions which we can then combine with our own IP to provide our customers with best in class solutions. Examples of this are our 29 Tonne capacity lifters and the Scania roadtrain fleet.”

Late last year Silk, as it looks to redefine its productivity, pioneered an innovation in maximising space in the hypercompetitive container transport sector. As sideloader containers exceed the on-road capacity of axle weights, given the triaxle and drive axle group are often on a limit point with spare capacity on the other, it has become an ongoing issue for many cartage operators. A sideloader application with a tare weight of 18 tonnes and gross concessional mass of 42.5 tonnes leaves capacity of 24.5 tonnes. With a 12.25 tonne restriction on the drive axle when the tare weight on the drive is minimised somewhere between four tonnes and five tonnes in order to meet compliance, the

operator must keep under eight tonnes payload on the drive axles and 16 tonnes on the triaxle according to John Sood, who also serves as Operations Director.

“Because the container is often retracted into the centre of the trailer the issue then comes from having the capacity reduced to 22 tonnes,” he says.

The backward weighed position of the sideloader caters for the reduction in capacity at general mass limits but as an operator proceeds to concessional mass limits, heavy mass limits and the Mass Important Management Scheme, the weight balance changes between the two axle groups.

Along with Silk Contract Logistics QLD Transport Manager Paul Yeoman, Kip sought a solution to reduce truck trips and speed up delivery time for its customers through long time partner Hammar.

The unit of choice to obtain these weights began with a standard Hammar 195 as it fit the 24 tonnes to 25 tonnes payload capability.

They also secured a lightweight prime mover as a chaser vehicle.

So that it had a thorough understanding of the range of positions required to be able to maximise the payloads, part of the project required a customised tool

to calculate the precise position for any weight of container and Silk turned to Hammar for its 160S Ultralight and the 110S for the type of multipurpose work undertaken. After working through some designs to reposition the turntables and weight reductions of the trucks to achieve its intended goal, Silk, in close collaboration with Hammar, managed to deliver upper limits in weight which is first-in class. Weight distribution such as this and how Silk has come to be able to compliantly transport such significant weights is a market-leading innovation and as such the IP could not be shared by the company. For one of its biggest national customers, a retailer, Silk has reduced the ‘Wharf to DC’ time in their business from

16 days with an incumbent to five days on 8000 containers annually across the Eastern Seaboard.

The capital required to procure the sideloaders and prime movers, along with the compliance to NHVAS (Mass and Maintenance), research and development is significant according to the company, but justified by the outcome.

While there has been little saving by way of cost, great benefits have been seen through an improved capacity with which more work is now achieved in the same timeframe.

In sum, it is fair to suggest that Silk has engineered a flexible solution that allows advanced insight into what limit is in place for each configuration as it allows

“Lowering Wharf to DC time gives our customers greater stock availability, ensuring saleability, lower inventory holding and revenue through the door quicker.”

Kip Sandercock Silk Contract Logistics National Transport Operations Manager

Brendan Boyd.

the setup to be compliant with the many elements of Chain of Responsibility, protecting employees, customers and the general public.

“Lowering Wharf to DC time gives our customers greater stock availability, ensuring saleability, lower inventory holding and revenue through the door quicker,” Kip says. “Additionally, but certainly not of lesser value is the development of our calculation tool which means we’re in a position to know what’s legal before we put it on the truck instead of after, eliminating the chance of overweight issues on the road.”

Silk itemises its current equipment from acquisition asset registers. When integrating new assets acquired as part of purchasing other businesses it draws on direct comparisons to existing equipment and existing applications. In some instances, according to Kip, where he learns that an acquired business has a piece of equipment that is still operating well they can promptly identify the bits of kit that are perhaps past their use for life.

Having a larger quantum of equipment across the country certainly helps.

“It might have too high a repair and maintenance percentage of revenue and we can then quit those to make sure we’re staying within services ranges that our customers need.” says Kip. “We can’t have trucks breaking down all the time so we need to make sure that we’ve got them on the road. And as they get older they tend to breakdown more often especially in the port operations where you spend so much time waiting.”

Road kilometres are not the adjudication of the expiry of a unit from useful service explains Kip. It’s engine hours.

“Engine hours multiplied by 80 gives you the effective road kilometres and you might have a truck that has done 400,000 kms which is not a lot in theory but it might have done 20,000 hours and if it’s done that many hours you’re talking about a 1.6 million km truck. Now you wouldn’t be putting that to service against your A1 best customers. We go through and identify the R&M record of a piece of equipment is not suitable for the service level we offer our customers and we replace it.” p r i m em over m a g . c o m . a u

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H O R I ZO N S Australian Linehaul Services has entrusted Penske Commercial Vehicles to provide it with the same commercial vehicles and turbo engines that it requires to run parcels and general freight on an unrelenting schedule for its blue chip clientele for more than 25 years.

W

estern Star trucks and the Detroit DD15 engines that power them have been something of constant for freight runner, Australian Linehaul Services, since 32

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the company was conceived by Steve Mangin as a Dandenong-based interstate operation in 2005. The uncommon practice of continuing with the same gear for so long is perhaps testament to the symbiotic relationship the company

shares with Penske Commercial Vehicles.

After all this time it has held firm in the belief that it receives the best equipment, built for purpose, with which to perform its tasks. Having found its legs with the Western Star 4800FXB model trucks for

Western Star 4800FXBs at the main depot in Dandenong.

WEST its relentless interstate schedule carting parcel freight and other goods for the likes of Border Express, Australia Post and Baby Bunting, the company has purchased in total 50 of these vehicles over the years. At present it operates 29 of the Detroit-powered trucks into most of the major metropolitan centres of Australia. In poker terms, you could say Australian Linehaul Services is all-in on Western Star.

National Operations Manager, Scott Campbell, has long been “Detroit mad” to use his phrase. It was the robustness of the DD15 14.8-litre 560hp engine that prompted him to recommend it as a product to his boss Steve, when he suggested adding trucks to the 13 sets of trailers they started out with. Four were soon purchased. That recommendation has proven prophetic to the degree the company has been unwavering its support

for the Penske brands ever since. Having such a blanket commitment to the same products year-in, year-out, has made it easier, according to Scott, for roadside servicing and driver training given the technical familiarity it encourages across the mid-size company.

“We’ve tried to keep it the same for a few reasons. Should a driver call up, stopped on the highway, to say they have a problem we can talk him through it,” p r i m em over m a g . c o m . a u

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FLEET FOCUS

he says. “The response from headquarters is standard across the board. For us it reduces critical downtime. Nine times out of ten we can tell him how to fix it right there on the side of the road. The trucks are all exactly the same in that regard. Oil filters are the same cost. Air filters are the same cost. It makes life, from an operational standpoint, simple so to speak.”

While this kind of commitment speaks to the reliability of the products, having the same equipment also provides for a suppleness in sharing intelligence and information that helps remove the headache of ill-timed and unscheduled servicing. The Western Star trucks have

a reputation of being a tough truck and according to Scott they certainly live up to it.

“This is about as robust a vehicle you could hope for. While they look the part it’s not just an aesthetic thing. It’s very much spec’d for Australian conditions. I can’t fault the ruggedness of the trucks.”

Visually, the snub-nose bonnet, dual vertical exhaust with polished stainless steel exhaust shield, chromed stack and setback Meritor forward axle, doesn’t hurt.

At the depot in Melbourne there are Western Stars parked up that have done close to two million kilometres. That sort of mileage is even more impressive when Australian Linehaul Services makes

it known that it has not even considered rebuilding any of these trucks. Some of the trucks have just ticked over 1.3 million kilometres. Scott attributes this to the quality of the Detroit engine.

“Not to cast aspersions on the other engine that we can buy for the Western Star 4800FXB but some of the commercial vehicles here have eclipsed a million kilometres on original turbo,” he says. “We can only achieve that on a Detroit engine.”

Brand loyalty does not go unrewarded.

In this case Australian Linehaul Services receives unparalleled access to Penske’s support network, which has been first class to date.

Australian Linehaul Services Director Steve Mangin.

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Dealership Patterson Cheney Keysborough, where the company purchases its vehicles, will if they don’t have a part in stock, take it off a new truck sitting on the lot.

“That’s the level of service that they give us. They don’t tell us the part is not available. They get one of their mechanics to get it off another truck,” says Scott.

“We don’t often get told tomorrow or next week. It’s usually ‘we’ll see you in 45 minutes.’”

Two of the mechanics at Australian Linehaul Services have undergone technical training where they were treated to a week-long course on the Detroit DD15 engine technology.

“We’ve bought 50 trucks all paired with the same engine,” Scott says. “If there’s any technical issues we have no trouble calling Penske’s Altona North branch and they’ll answer our questions, no drama, right away. They provide us with a priority service. There’s none of this we’ll call you back. They get a mechanic to investigate and they’re responding with a fix soon after on that same call.”

If there’s one indulgence he could entertain it would be to equip the Western Stars with a Detroit 8V92 engine to really get them “cracking” as Scott puts it.

Australian Linehaul Services runs the trucks to 40,000 kms between major scheduled servicing. They get a grease check-over every 10,000 kilometres. On site there is three mechanics, a truck washer and tyre fitter, Scott’s son Jake, who he calls a general roustabout. In 2017 he joined the team and roadside tyre expenses have dropped dramatically ever since. Australian Linehaul Services has been aligned with Michelin for the past five years, using their tyres exclusively on all of its moveable assets. Since Jake was trained by Michelin to fit, rotate and balance the tyres Craig says a monthly tyre bill of $10,000 has been reduced to $1500 and lower. Every tyre gets capped twice before it is phased out of the cycle.

Each truck completes about 250,000 kilometres a year. As a significant fleet

“The response from headquarters is standard across the board. For us it reduces critical downtime. Nine times out of ten we can tell him how to fix it right there on the side of the road.

The trucks are all exactly the same in that regard.

Oil filters are the same cost. Air filters are the same cost. It makes life, from an operational standpoint, simple so to speak.”

Scott Campbell National Operations Manager

of DD15s, Australian Linehaul Services are used as a test bed by Penske when it services the Western Stars. Between the heaviest trucks and those hauling lighter loads the fleet averages a respectable 1.89 kilometre per litre economy rating.

The company will soon start a program in which they will select ten of their trucks for rebuild. It will involve an in-chassis overhaul, new turbo, air-compressor and installing new heads. The trucks are then sent to Bayswater Diff Service where the Eaton gearboxes and diffs are evaluated.

Penske, says Scott, is offering a very competitive price.

The fleet is split into dedicated daily transit routes. Six vehicles in total work Melbourne to Sydney, Sydney to Melbourne, with another three trucks permanently assigned the Melbourne to Brisbane run. The remainder of the fleet is ad hoc, pending customer demand. These are alternated between Sydney, Adelaide and Brisbane from the main Melbourne depot. Australian Linehaul Services works on long term contracts, preferably, with blue-chip customers. These include, in addition to those already mentioned, VISY Logistics, Star Track, Deliver Group, Aqua Products and TIC. A subdued retail climate previous to the holidays is unlikely to affect the business like it might some other operations banking on a big Christmas period. In the current meandering economic climate, the flood of demand that begins in November,

only really arrived two weeks prior to the Christmas break according to Scott.

“We didn’t really have a busy season as we usually call it. For the last three months it’s been a feast one day and the next day will be famine,” he says. “We’re steady across the board. Our customers, generally, load us all year round.”

Depth of field matters. As a result, Australian Linehaul Services mitigates the seasonal boom or bust trend prevalent in the goods and services industries. Despite this, Scott was approached, per usual, by prospective clients looking for one-off freight fulfilments ahead of Christmas who ask him to name his price. He knocks them back.

“The clients who load me every day, all year around, if they want extra trucks then they get them first. The business was established to operate under that model from the very start.”

Customer loyalty, in accordance with this model, is reciprocated.

“We try to deal with blue chip customers where possible,” Scott says. “All we can offer them is service. We can’t offer them anything else. That’s what we try to do. That’s what we actually work really hard at.”

In amassing such a singular Western Star fleet, the business offers a rebuke to those transport companies that try and be all things to everyone. Here is a company who says we do one thing for our customers and we do it well. p r i m em over m a g . c o m . a u

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FLEET FOCUS

T H E A S P H A LT

JUNG

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LE T rucks of two different stripes help indicate the application and businesses that come under operational remit for Budd Green. He serves as General Manager for complementary NSWbased companies South Coast Concrete Crushing & Recycling (SCCCR) and JBG. The former has its own quarry; the

Keeping apace of fast changing industry is an imperative for civil and construction operations like SCCCR and JBG. A strengthening association with Mercedes-Benz Trucks has helped both NSWbased businesses deliver on important objectives in the criterion of safety and productivity across daily operations.

latter is a civil construction company whose raison d’être is the excavation and removal of spoil. While these businesses do feed each other, the companies independently service other areas. The quarry, located in Nowra, an hour drive south of Wollongong, doesn’t exclusively service JBG civil operations. Up to 50 per cent of its revenue is derived from

outside business. The quarry is licenced to receive concrete, and recycled masonry such as brick, tile and asphalt. Quarry pricing is made competitive for all civil companies in the local area who are undertaking their own works. In the interest of appropriate scales of economy other suppliers will be utilised if the civil works projects are not in close proximity

JBG required the extra horsepower an Actros 2658 supplies. p r i m em over m a g . c o m . a u

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FLEET FOCUS

to the quarry.

Three new Mercedes-Benz Actros 2658s have been added to the fleet for the removal and transportation of construction materials. JBG is represented in green livery while red denotes association with SCCCR. The remainder of the fleet, which naturally skews to tipper application, is mostly comprised of Japanese medium duty vehicles. Two of the new Actros trucks are replacing vehicles retired from the fleet. The addition of the Mercedes-Benz Actros, according to Budd, represents part of the continued evolution of the business as it adapts to an ever changing construction and civil works environment.

“There’s always ongoing improvements

A new Mercedes-Benz Actros 2658 in the JBG ‘green.’

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and adaptations that the business needs to accept and adapt in order to stay viable,” he says. “If you’re not willing to change then your business will be left behind as the world and environment changes. It’s as simple as that. For us the Mercedes is part of that.”

Along with the 580 horsepower and improved fuel economy, the safety package on the Actros features Antilock Braking systems (ABS), Proximity Control, Attention & Lane Assist and an Electronic Stability Program (ESP) with Lane Departure included as part of Active Brake Assist 4.

Budd took the Actros 2658 for a test drive 18 months ago. Within eight weeks Sloanebuilt had completed the

tipper bodies for the combination. It was, by most industry standards, a swift turnaround. QuickSilver lining was used on the trailers to accommodate lower tipping angles while roll stability has been employed to limit sway of the following trailers as the electronically controlled active dampers adjust to suit road conditions by counteracting rollover tendencies of dynamic loads on corners.

“Going around a left hand bend at speed you get slight braking on the inside wheels of the trailer which prevents tilt on the trailers to reduce risk of rollover,” says Budd. “That’s a particular innovation crucial for the work we do. I also think the in-cab scales and weights that hook up with the trailers are very useful for operations such as ours.”

Each Mercedes-Benz Actros travels up to 300 kilometres a day, delivering to construction sites usually within a 25 kilometre radius. The trucks will venture out as far as 100 km away depending on the account. The extra horsepower was a prerequisite to help carry an increased payload of 37 tonnes. Gross vehicle mass is now 56.5 tonnes for a 19 metre combination under Performance-Based Standards (PBS), as the Japanese trucks in the fleet have not been spec’d for the weight requirement. Under the Heavy Vehicle National Law both JBG and SCCCR must abide by restrictions on the length for a cabover under the scheme without being registered for the fatigue management. Cabovers are preferable given the raw loads and tight spaces for deliveries. Bonneted trucks, according to Budd are not suitable for the application.

“The Mercedes-Benz cabover gives us good access and visibility into steep and undulating terrain,” he says. “Cab layout and the comfort and efficiencies it offers for operators is first class for mine. It makes it easier for the drivers to spend longer days in the cabs which helps make them more alert to their surrounds.”

Operating across sectors that are heavily regulated and controlled, JBG is heavily involved in demolition and it manages asbestos removal. In NSW the EPA runs a waste tracking requirement for asbestos removal especially for disposal on site.

Budd Green.

Those trucks are all required by law to be registered with the EPA. “As a business we have all the appropriate asbestos and demolition licences which is required for moving and hauling that gear,” says Budd. “We’ve been involved in a number of rehabilitation projects and remediation projects over the last few years.”

The EPA manages a program called Waste Locate which requires lodgement of a consignment number for each of the loads. Equipment must be up to grade. Safety, once again, is a major focus. Many checks also go into the management of the tarping system deployed on the tippers. JBG prefers waterproof tarps to ensure the load is secure for the surrounding environment and people.

As General Manager of two businesses Budd says he is essentially responsible for everything operational across both. He first joined the quarry business 25 years ago while still in high school having manned a sledgehammer before moving up to the heavy machinery. He has a Heavy Rigid licence. For the last seven years JBG has taken part in a fundraising convoy sponsored by Illawarra radio station I98FM. Budd again this year will drive one of the trucks.

He likens the new Mercedes-Benz Actros to driving a car in HR mode.

“With a lot of their safety aspects and performance improvements it makes for a compelling product in this current age,” Budd says. “Mercedes-Benz is not one to undersell their fuel efficiency. I’m happy to say it has been as advertised.

It’s very good.”

He has yet to receive a complaint from any of his regular drivers.

“They all think they’re fantastic to be honest. Part of that has been getting people adapted who may have been resistant to change,” Budd explains.

“Part of that is communication and part of that is reinforcing what’s required while keeping abreast of the changing environment, whether that’s regulatory reforms, safety expectations or new technology.”

Over 20 years ago when they started developing the red colour scheme for the brand, SCCCR made a decision that there would a future market for recycling materials retrieved from their sundry demolition projects.

At the time the market, as it runs downstream of culture, had started to follow suit.

“We wanted to be in line with making the appropriate changes to stay viable,” he says. “Our brand needed to stand out and part of that was marketing ourselves.

These new trucks continue to help us do that.”

The new commercial vehicles mark a concerted effort by the business to adjust its focus from the demands of today for the tasks tomorrow will bring with it.

SCCCR operates a quarry out of Nowra, NSW. p r i m em over m a g . c o m . a u

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TRUCK & TECH

PCS detects the object ahead via the Safety Eye camera and radar.

STREE T

S M A R T The Pre-Collision System fitted to the Hino 500 Series Standard Cab models enhances Hino’s reputation as a leader in the adoption of active safety technology in heavy vehicles.

T

he foundation of most electronic vehicle safety systems is Vehicle Stability Control (VSC). Hino has had VSC in the 300 Series since 2011, the 500 Series Wide Cab since 2017 and the 300 Series 4x4 range since 2018.

When it released the latest Hino 500 Series Standard Cab range in 2019, Hino maintained VSC as a factoryfitted inclusion and ramped up the safety offering even further with the introduction of the pre-collision system

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as standard equipment.

Pursuing its own engineering mantra that ‘safety is not an option’ when it was launched on the Australian market in late 2018, the Hino 500 Series Standard Cab was the first Japanese truck locally to offer the Pre-Collision System (PCS) which includes Safety Eye, Pedestrian Detection and Autonomous Emergency Braking. The range also is equipped with Adaptive Cruise Control and a Lane Departure Warning System. The main functions of this next level in active

safety technology use a combination of radar and camera technology to detect obstacles in front of the truck, such as other vehicles and pedestrians. The use of both types of sensing apparatus is important as the radar will generally only identify metallic objects and the camera is necessary to pick up on pedestrians as well as cyclists and motorcyclists. PCS continually scans the road in front of the truck and assists the driver to actively minimise the type of nose-to-tail accidents that unfortunately

PCS includes Safety Eye, Pedestrian Detection and Autonomous Emergency Braking.

If the PCS determines that a collision is possible, the system will warn the driver and in some cases, apply the truck brakes autonomously in order to stop the vehicle before a collision occurs. regularly occur on the roads through reasons of distraction, poor visibility or poor judgement on the part of the driver or others.

If the PCS determines that a collision is possible, the system will warn the driver and in some cases, apply the truck brakes autonomously in order to stop the vehicle before a collision occurs. In such circumstances, the PCS detects the object ahead via the Safety Eye camera and radar. It warns the driver with both audible and visual alarms using

the truck’s multi-function display and speakers. If the driver fails to react to the identified imminent danger, PCS can, as a last resort, engage the Autonomous Emergency Braking (AEB) system to apply the brakes to reduce the vehicle’s speed and by doing so minimise subsequent damage in the event of an accident. In many circumstances the integrated systems can assist the driver to avoid a collision altogether.

Once alerted, the driver applies the brake pedal and the braking and

stability systems combine in assisting to reduce speed sufficiently to avoid impact or to allow the driver to decide to change lanes if it is safe to do so.

Heavy autonomous brake applications are only initiated as a last resort due to the Hino’s impressive stopping capabilities quite probably exceeding those of a following vehicle which, for now anyway, is unlikely to be fitted with a similar system.

“A common accident scenario that we believe PCS will reduce is a rear-end collision with another vehicle – for instance, on a single lane road where the driver may not notice that the vehicle ahead is slowing or already at a standstill says,” Daniel Petrovski, Hino Manager of Product Planning in Australia.

Another Hino safety feature, Adaptive p r i m em over m a g . c o m . a u

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TRUCK & TECH

PCS can also engage with AEB.

Camera and radar hardware is developed by Toyota.

Local engineers have developed an innovative measuring system in order to ensure the best possible calibration before trucks go to customers.

This involves a specially marked mat which is rolled out in front of the vehicle and incorporates a fixed object which must be identified by the PCS. Cruise Control (ACC), is effective at maintaining a set distance between the truck and the next vehicle in front, and can come into play quite noticeably when ascending hills by detecting a slower vehicle ahead and reducing engine power in order to maintain the set distance as determined by the driver. The engine brake may also be activated to reduce speed if required.

The AEB is even more effective thanks to the true Jacob’s-style of engine brake which operates in conjunction with the conventional exhaust brake on the 500 Series Standard Cabs.

The camera and radar hardware have been developed by Hino’s parent 42

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Toyota which provides Hino with access to high volume and durable proven components. The software has been developed by Hino specifically to suit trucks and is constantly being improved to meet the technical challenge inherent in using such systems in commercial vehicles. Data messages relating to imminent collisions travel through the vehicle’s Controller Area Network (CAN) as the number one priority.

One of the technical challenges regarding the application of this technology into heavy commercial vehicles is the requirement to cater for many different loading conditions which commonly causes changes to

the angle of the chassis. This can be exacerbated due to different bodies, wheelbases and weights which, in turn, can alter the angle of the PCS radar and camera units mounted at the front and affects their effective ranges.

The PCS on each truck is calibrated as a cab-chassis at the Hino factory in Japan. Following its arrival in Australia where it is fitted with a body and any other equipment such as cranes, it is recalibrated by the Hino selling dealer to ensure the camera and radar are focused to ensure the most effective distance between the front of the truck and any objects likely to be construed as potential impact points.

Local engineers have developed an innovative measuring system in order to ensure the best possible calibration before trucks go to customers. This involves a specially marked mat which is rolled out in front of the vehicle and incorporates a fixed object which must be identified by the PCS. This calibration system avoids every dealership needing to measure and permanently mark out a sizable area of

workshop floor.

The Hino 500 Standard Cab has a high definition reversing camera with a night vision function plus a rear mounted microphone connected to the cab’s audio system which activates when reverse gear is selected. The screen on the multi-media display can also handle up to three additional cameras with the units monitoring the sides of the truck automatically activated by the indicators to assist in blind spot elimination. The microphone incorporated in the main camera enables voice instructions to be communicated to the driver, informing them of any hazards which may not be immediately visible.

The integrated safety functions such as VSC mostly operate unobtrusively beneath the surface and systems such as the ACC help to make the driver’s task easier and contribute to less stress caused by other vehicles switching into the same lane and then inexplicably decreasing their speed. It’s reassuring

to know the truck will automatically slow down if the driver’s attention is momentarily elsewhere such as checking the mirrors.

Current technology identifies objects such as vehicles and people but has not yet reached the point of identifying livestock or native fauna. This isn’t so much a size issue but is related to unpredictability of animals when formulating the algorithms required to set in motion the appropriate responses of the vehicle to which the PCS is fitted.

Even though it operates in the background, driver awareness of how the PCS functions is crucial given, similarly to other safety systems such as ABS, it is important that drivers don’t become over confident and rely too heavily on the technology to make up for any shortcomings of their own. Knowing that the truck and its systems will do its best to avoid collisions, drivers should not be distracted by getting involved in activities such as texting when driving.

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TRUCK & TECH

LIGHT TRUCK

A D VA N TA G E S Against the backdrop of challenging urban operating environments, ease of use, driver access and safety, as well as whole-of-life costs, figure heavily for small business owners who require a light duty truck. Specifically designed to match these demands Isuzu’s N Series warrants serious consideration.

B

2 Brothers has moved away from utes in favour of Isuzu N Series.

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ooming city populations and globalised markets mean Australia’s ever-expanding urban freight economy is charging forward at full tilt. From retail to restaurants, fashion to fresh food and parcel delivery, evolving consumer shopping habits have transformed Australia’s urban road freight task into an unrelenting, 24/7, fast-track service.

Change in this space has never presented itself more rapidly than right now, with this acceleration driving the evolution of business models across multiple sectors and industries.

The outcome—a lot of hardworking Australian businesses closely considering the intersection of their transport offering and their productivity goals very carefully.

Their deliberations will include pitting the virtues of procuring one of the many utilities or vans inundating the market, against tapping into the advantages of

fit-for- purpose, light-duty trucks. With payload, drivability and towing capacity advantages key considerations in any drive for increased business efficiency, light trucks continue to present a compelling argument for adoption.

The Truck Industry Council (TIC) charts Australian light-duty truck sales every month and considers the segment to entail trucks with a gross vehicle mass (GVM) of between 3,501 kg and 8,000 kg.

Breaking down this GVM range further: operators with a standard car driver’s licence can operate light-duty trucks with a GVM of up to 4,500 kg. This means greater access for more drivers and improved overall flexibility from a resourcing standpoint.

Alongside numerous wheelbase variants, many (predominantly Japanese) truck OEMs also offer a choice of factorybacked, pre-bodied turnkey truck ranges, most notably including trade, freight

“The work can be very heavy, starting and stopping through the city, with 70 or so stops, and the NLR 45-150 is nimble enough for that.”

Dave Ong Brothers Brewery Founder

and tipper applications. Adding to the immediacy and convenience of this market segment, transmission options have evolved somewhat to offer twopedal guises, namely full automatic or automated manual transmissions (AMT), with the latter proven to offer the economy and efficiency of a manual transmission, coupled with the drivability of a fully automatic set-up. The creativity of truck body builders knows few bounds these days, so it’s only our imagination limiting us when it comes to meeting the need at hand. Be it last mile freight, food trucks, refrigerated vans or pre-bodied

solutions, if it can be imagined, it can likely be built on the chassis rails of a light truck.

The market has spoken, especially in Australia, when it comes to pre-bodied solutions. Manufacturers, led by Isuzu Trucks, now offer a wide range of offthe-line body configurations, with the majority finding a home in the light truck segment. Extremely popular with the trade and construction sector, these trucks are exclusively designed for specific applications. Be it a tipper, a bodied field service vehicle or a fully spec’d freight solution, these trucks are ready to work p r i m em over m a g . c o m . a u

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TRUCK & TECH

OzHarvest uses trucks across a range of urban environs.

immediately, without the lengthy wait for a body build.

Dave Ong, 2 Brothers Brewery Founder, started out using utes but has since adopted an NLR 45-150 as he chased efficiencies for his business.

“We started out with utes, but they had limited loading capacity and poor visibility,” he says. “The work can be very heavy, starting and stopping through the city, with 70 or so stops, and the NLR 45150 is nimble enough for that.”

He adds, “You can parallel park the NLR, which is great.”

Isuzu Trucks Australia likens the N Series range as the origin of Australia’s light truck revolution.

With over 100 models available in the light duty segment alone, the Isuzu N Series line-up spans a GVM range of 4,500 kg–8,700 kg, the latter falling outside the TIC light-duty segment parameters.

Three engine types prevail throughout the N Series, starting with Isuzu’s 4JJ1-TCS diesel engine at 110 kW (148 HP) @ 2,800 RPM, and rounding out with the star of the range, the 4HK1-TCC, producing 140 kW (188 HP) @ 2,600 RPM. According to Amy Cobb, OzHarvest Queensland State Manager, her trucks 46

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“Our Isuzu trucks dart around town.The trucks offer great visibility in traffic and around tight city corners. Our drivers also love the great turning circle.”

Amy Cobb OzHarvest Queensland State Manager

operate in all types of settings from shopping centre loading docks to airport logistics hangars and suburban neighbourhood outreach centres.

“Our Isuzu trucks dart around town,” she says. “The trucks offer great visibility in traffic and around tight city corners. Our drivers also love the great turning circle.

Within the N Series, these proven engine types are mated to several truck transmission options, including a 5-speed manual, Isuzu’s AMT, or AMT with Torque Converter. It’s important to note here, too, that these are truck transmissions, built specifically for truck applications—with the longevity and robust nature to match.

Driver safety is a priority too.

All N Series cabs are built to internationally recognised ECE-R29 cab strength safety standards. Further safety

high points across the majority of the range include ABS brakes, ASR (Anti-Skid Regulator), Isuzu Electronic Stability Control (some models), SRS driver and passenger airbags, and cruise control as standard.

“Our drivers love how easy it is to load the Isuzu trucks from loading docks as well as the fact that they can stand up fully in the refrigerated compartment,” says Amy. So whether it’s loading brew for the masses or fresh produce to feed those less fortunate, Isuzu Trucks’ N Series range delivers for those serious about getting the job done while building genuine efficiencies into their business trajectory.

“We test drove a bunch of other products, but for that size and loading capacity, the AMT, the price and reliability—we went with the Isuzu trucks,” David says.

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TRUCK & TECH

AGE

APPROP Driveline specialist Dana has launched a premium aftermarket parts line called Spicer Select. It offers operators of older commercial vehicles a cost-effective means of keeping their vehicles in peak operating condition.

T

he lifespan of a typical heavy commercial vehicle nowadays follows a fairly logical pattern, starting with a hectic work schedule for the first five or so years and then gradually scaling back over the next ten years at which point its effective life is generally considered to be finished.

Some rank outsiders might struggle on to 20-plus years in roles such as farm duties, but for most transport businesses commercial viability dictates the need for trucks to be turned over on a regular

basis to ensure consistent reliability and compliance with the latest emissions and safety requirements.

Many new trucks now come with fiveyear warranties and fixed-price servicing schedules which enable operators to accurately predict the whole-of-life cost over that period, making it an attractive proposition for many to upgrade to new units at five-year intervals.

At this point the vehicle may have covered 500,000km, for example, but given the high standards of modern engineering, a

Spicer Select U-joint.

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Spicer Select: centre bearing.

well maintained and operated mediumduty truck can often manage a lifespan of 1,000,000km or more.

It’s operators of these ‘second life’ vehicles that Dana is committed to catering for with its new Spicer Select range.

Obviously as trucks get older more maintenance is required and the continued viable operation of such vehicles depends upon the availability of quality replacement parts that will go the distance while not costing an arm and a leg to purchase.

As a leading global provider of driveline systems and parts, Dana has the ability to leverage economies of scale in order to sell parts that have been manufactured to its stringent standards at a price that makes using an older truck for certain applications a worthwhile proposition.

Dana currently services the light- and heavy-duty segments, however, Spicer Select introduces the company’s product offering to the medium-duty category, a

RIATE As a leading global provider of driveline systems and parts, Dana has the ability to leverage economies of scale in order to sell parts that have been manufactured to its stringent standards at a price that makes using an older truck for certain applications a worthwhile proposition. segment it has until now, been unable to provide for.

In its home market of the USA Dana has already released the Spicer Select range of products aimed at comparably aged vehicles under a different monicker. The product portfolio is also designed to cater for the mostly ‘home grown’ mediumduty US brands including Freightliner, International and Kenworth.

In contrast, the Spicer Select offering has been specifically tailored to Australia’s virtually all-Japanese medium-duty market.

It is a Tier 2 (purple) product that Dana describes as a premium aftermarket brand of spare parts that can be used as an alternative to OEM (original equipment manufacturer) parts.

Set to be launched in April and

Dana is catering to operators of ‘second life’ vehicles.

subsequently expanded over the following months, Spicer Select drivetrain products are ideal for ageing vehicles that still have useful life left in them.

Dana says the Spicer Select portfolio in Australia will include a broad product offering across a diverse range of driveline related components including complete driveshaft assemblies, as well as individual related components such as yokes, centre bearings, universal joints, strap kits and differential carrier bearing kits.

The product is aimed at smaller fleets and

owner-operators who have one or two trucks, many of whom make a conscious decision to buy cost-effective spare parts but also need the peace of mind that said parts are backed and supported by a reputable company such as Dana.

On this front, Dana describes its Spicer Select products as purposefully engineered to provide quality and performance for vehicles beyond the OE warranty period, specifically in cases where vehicle duty cycles and life expectancy may not warrant the extra expense of OE parts. p r i m em over m a g . c o m . a u

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TRUCK & TECH

AdBlue is clear, non-flammable liquid made from nitrogen, hydrogen, carbon and oxygen.

BECOMING THE NEW

NORM

Supplementary Catalytic Reduction emission control systems are likely to increase in their takeup as global emission regulations become progressively tighter. At the core of SCR is a product known variously as AdBlue or DEF.

F

ollowing a United Nations conference held in Rio de Janeiro in Brazil in 1992 now known as the Earth Summit, a number of countries considered what could be done to ensure the sustainability of the planet, and reducing emissions from motor vehicles was quickly targeted as a way to improve air quality. Subsequently the European Union introduced the Euro 1 emission standards that same year and ever more stringent emission targets have been regularly rolled out ever since. To meet those standards engine manufacturers have since employed a variety of technical and chemical technologies in order to clean up exhaust pollution.

Exhaust emission control for diesel 50

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engines is a balancing act as ultra-high injection pressures and high combustion temperatures may contribute to reduce particulate matter (PM) but they also create an increase in harmful oxides of nitrogen (NOx). Conversely, reducing the NOx usually creates more particulate matter. The Supplementary Catalytic Reduction (SCR) process was originally invented and patented in the U.S. in 1959 and its first applications were primarily limited to reducing nitric acid emissions from industrial furnace stacks. The first application of the process to a power station was in Japan in 1978.

The first SCR system using urea for heavy vehicles was unveiled at the Tokyo Motor Show by UD Trucks in 2004. Termed FLENDS (Final Low Emission New Diesel

System) the technology was rapidly taken up by other engine manufacturers and appeared on the Australian scene in 2006 with the introduction of the equivalent of Euro 4 emission regulations (ADR 80/02). In the lead up to the introduction of the stricter standards in Europe, North America, and Japan, various engine manufacturers took diverse approaches to cleaning up their exhausts – some went the way of cooled EGR (exhaust gas recirculation), Caterpillar came up with the complex twin turbo ACERT concept, while most of the Europeans adopted the supplementary catalytic reduction (SCR) method of after-treatment in the exhaust system itself.

SCR involves the injection of ammonia in the form of urea into the exhaust system

in order to convert dangerous oxides of nitrogen to gases that are less harmful to people and the environment. Urea is also used in agriculture as a fertiliser and is the preference to straight ammonia in vehicles due to the safety concerns associated with the transportation and storage of pure ammonia.

The urea product is often referred to in Australia and Europe as AdBlue, which is a bit of a misnomer as it is neither an additive nor is it blue. The term ‘AdBlue’ is actually a registered trademark of the German Association of the Automotive Industry which licenses the term to various manufacturers. Elsewhere, particularly in North America, the product is also commonly known as

DEF (Diesel Emission Fluid). Regardless of the terminology, the product is an organic compound made up of nitrogen, hydrogen, carbon and oxygen and is a clear, non-toxic, non-flammable liquid comprising of a mixture of 32.5 per cent urea (which is a compound of nitrogen) and 67.5 per cent de-ionised water The chemical formula is NH²(2CO). It’s also synthetic and is not made from animal urine as claimed in some early urban myths.

Vehicles with SCR technology have a separate tank filled with DEF in addition to one or more diesel tanks. The DEF is injected into the exhaust system in metered doses downstream of the engine prior to the SCR catalyst, usually at a

SCR involves the injection of ammonia in the form of urea into the exhaust system in order to convert dangerous oxides of nitrogen to gases that are less harmful to people and the environment.

The Euro 1 emission standard was introduced in 1992 following Earth Summit.

rate of 3-5 per cent of diesel use. At high temperatures in the exhaust system the DEF decomposes into ammonia and carbon dioxide. Helped along by a catalyst in the exhaust system (typically oxides of metals such as vanadium and titanium) the undesirable nitrogen oxide (NOx) which is produced in the internal combustion process reacts chemically with the ammonia and is converted into nitrogen and water vapour. Thanks to the heat inherent in the exhaust system the water is quickly vaporised and emitted from the exhaust as steam.

Nitrogen makes up 78 per cent of the earth’s atmosphere.

Urea in its normal form consists of white crystals and if DEF loses its water content, the urea becomes solid again which explains the white crystallisation sometimes found around tank fillers. Due to its high water content, DEF will freeze at -11°C making it a good fit for operating in the Australian climate. Upon thawing at higher temperatures the product returns to its usable state. It is corrosive to many metals used in automotive applications including carbon steels, iron, zinc, nickel, copper, aluminium and magnesium so care must be taken with any spills which are best cleaned up with plenty of warm water.

Early on it was sometimes difficult to source DEF even in metropolitan areas and some operators took to carrying a 20-litre drum as a back-up in case adequate supplies could not be sourced along the highways. Fortunately, this distribution situation has since improved significantly and product is readily available at almost all retail refuelling facilities, as well as parts suppliers. The price of the product has also reduced significantly as volumes and competition have increased.

Australia currently lags behind many other developed nations which have already adopted emission standards equivalent to Euro 6. A number of Euro 6 vehicles are currently available in Australia even though our current minimum standard of ADR80/03 is based on Euro 5 regulations as we wait for the right local political climate to see Euro 6 become mandated. p r i m em over m a g . c o m . a u

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TEST DRIVE

WHEELS ON THE Considered by many to be the best Japanese heavy-duty truck to date, the UD Quon has sales success to show for it in the markets to which it is currently available. The addition of an 8x4 configuration from the factory will certainly add to its appeal.

T

he UD Quon is a sophisticated truck and has quickly been accepted by the local market and Australian sales numbers were bolstered late last year with an order from Linfox for 120 of the 6x4 CD 25 360 Quon’s for its BevChain division.

After its Japanese launch in 2017 the UD engineering development team turned

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their attention to opportunities to expand the Quon offer outside of Japan with an 8x4 into markets such as Australia, New Zealand and South Africa.

“The main driver for this project has been what are the opportunities to expand the Quon offer outside of Japan and the 8x4 sector showed the biggest numbers in terms of opportunity,” says David Moore,

UD’s Vice President – Technology Product Project at the Ageo facility outside of Tokyo.

After intensive research, including extensive dialog with Australian engineers and operators it was officially decided by the Product Decision Body in 2018 to go ahead with the project which was logically titled ‘8x4 load share Australia’.

Tare weight is a critical factor with most 8x4 applications and weight became both a challenge and a goal for the UD team. Initially there was a theoretical tare weight of nine tonnes, which local UD boss Mark Strambi and the Australian team felt was too much, recognising the market would only accept a tare weight very close to eight tonnes. The first

GROUND challenge was meeting the overall target for tare weight and the second was to address the weight distribution on the shorter 4500mm wheelbase which has become the standard for agitator trucks in Australia. The Japanese market typically specifies longer wheelbases of 5000mm and 5200mm for this application.

It is commendable that UD engineers have managed to pare the tare weight down to 8,005kgs (a mere 5kgs over the eight tonne target) without compromising durability. The non-use of inner chassis liners has avoided the weight and corrosion issues that typically affect double skinned rails.

Coming up with a twin-steer loadshare front-end involves much more than just drilling holes and bolting on components. As part of the global Volvo Group, the UD engineers in Japan were able to turn to the CAST (Common Architecture Shared Technology) for items such as fuel tanks and battery boxes from other parts of the group. Access to the CAST proprietary components means

UD Quon 8x4.

Wheelbases of 5000mm, 5700mm are offered for crane, waste and cold carrying applications.

proven items as well as a financial benefit as the development costs have already been amortised.

There is an existing twin-steer air suspension configuration available for Quon in Japan but it only has a load capacity of ten tonnes. The availability of a full air front and rear suspension may have the desirable advantage of being capable of incorporating onboard weighing, but the Japanese setup is optimised for a ten tonne capacity and uses smaller axle spindles, so the Australian spec eight-wheel Volvo provided much of the inspiration.

The decision was made to use a leaf setup on the front with an eight bag air suspension at the rear. A leaf rear suspension was also considered but getting to a road friendly solution proved a challenge. Air suspension while providing more stability and an improved ride, is also fractionally lighter and has proven itself in roadtrain applications

at GVWs of more than 100 tonnes. The 8x4 CG Quon has been engineered with large capacity airlines and valves on the suspension which provides more effective electronic stability control (ESC).

Agitator trucks are typically used in metropolitan areas and usually return to their depots at night, so it was unnecessary to incorporate long range fuel tanks and the 200-litre alloy unit should prove more than adequate.

While UD logically have their eyes on the agitator business which continues to grow in an otherwise constricting market, there are other transport sectors suitable for the 8x4 configuration such as crane trucks and refrigerated transport. To cater for these and similar applications additional wheelbases of 5000mm and 5700mm will be available for Australia.

At this point UD says there are no plans for a 8x4 short wheelbase prime mover or a 10x4 rigid chassis which would probably require a double skinned chassis. p r i m em over m a g . c o m . a u

53

TEST DRIVE

Takayuki Tsuchiya and David Moore in Japan.

To its credit UD Trucks has not taken a position of producing what they believe is the best truck (at a price) and have engaged a more consultative acceptance of customer’s needs across various markets.

“Other brands have trucks out there because customers want those trucks,” said UD Trucks Australia’s Brand Manager at the time, Tracy Griffin (who has since taken on a similar role at Volvo Trucks).

“It’s not so much saying a competitor has a certain truck and that’s what we need, it’s about recognising the customer has a need for a certain product and having customer conversations rather than responding to a competitor,” she says.

David Moore agrees.

“This was a project where we didn’t just talk about being outward-looking, we actually did something in consulting with various potential customers,” he says.

From those first conversations in the early stages, features such as factory fitted angle brackets have been implemented to facilitate the mounting of frameless agitator units.

Testing an unloaded cab-chassis on a 54

m a r ch 2020

closed track near Tokyo only provides a glimpse of how this truck will ultimately perform in the real world, but during our factory visit we take the opportunity to have a steer anyway and found little, if anything, to fault. This is a working specification pre-production unit and is not all prettied up like a road version although it does sport the same Alcoa alloy wheels as the local Quons. It has all the familiar features of a Quon with excellent access and comfortable seating position and the same smart steering wheel.

This is the first installation of an Allison transmission coupled to the eight-litre engine in a Quon. The transmission is controlled by the familiar Allison touchpad mounted on the console in a convenient position for the driver.

We are impressed at how well the auto and engine work together and the effectiveness of the two stage exhaust/ engine brake will be enhanced by the downshifting of the transmission to maintain exhaust pressure.

Other thoughtful inclusions are pre-

wiring for a parking brake alarm and a beacon light is as simple as plug-and-play with the wiring harness already located in the roof.

FOOTNOTE: In the days prior to last Christmas, Volvo Group announced that it had signed a MoU with Isuzu to create a ‘strategic alliance’ involving the sale of the global UD Trucks business to the Japanese manufacturer. Local management have stressed that as far as the recent ‘Australianisation’ of Croner and the development of the Quon 8x4 for the local market are concerned the situation remains ‘business as usual’ and the planned rollouts will still take place. It is perhaps more than a little ironic that there is wide acknowledgement across the industry that the potential market gap left by the cessation of local manufacture of the ubiquitous Iveco AACO would be ripe for the picking by the successful Isuzu FY range. The introduction of the Quon CG 8x4 may prove an added complication to the situation where UD use a badge-engineered Isuzu as the replacement for the Condor in the Japanese domestic market.

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DELIVERY THERE ARE MANY WAYS TO OPERATE A TRANSPORT BUSINESS IN AUSTRALIA, BUT THE FRANCHISE MODEL IS STILL COMPARATIVELY RARE. MOOREBANK-BASED PACK & SEND HAS PERFECTED THE CONCEPT. Interview by Sebastian Grote

FAST FACT

According to Pack & Send CEO, Michael Paul, the company’s franchise model is key to ensuring a ‘premium service’ experience. “Our franchisees are our movers and shakers. They’re the faces of the overall business, and of their individual businesses too. As members of the communities they service, they play an integral role in the local marketing of Pack & Send,” he says. In contrast, the role of the franchisor is to provide franchisees with a solid foundation of business systems, or “small business with the tools of a big business,” as Michael puts it.

34

feb r ua r y 2 0 1 6

Q: Pack & Send has been around for a while now. Is the 2016 business still comparable to the one 22 years ago – for example, is parcel delivery still the core of the business?

A: The Pack & Send business has changed tremendously since 1993. We started it before the notion of e-commerce, or even the Internet, was in the vernacular, so there has been a significant shift in the way we function. But our mission has always been the same – providing convenient access to a wide range of solutions when sending anything, anywhere.

The types of services we can offer are now more varied, though – from traditional

domestic and international import and export work to more modern services, like supporting eBay and online retailers in delivering their products to customers.

Q: How did the parcel delivery industry change since the early days? With Toll IPEC, Star Track and emerging online services like Sendle on the scene, the competition must be fierce.

A: The parcel delivery industry has evolved with the times. For example, customers today expect that a fundamental requirement of parcel delivery services is an online ‘track and trace’ function that provides a real time delivery status.

When we started in 1993, no parcel carrier in Australia had that capability as the technology wasn’t yet in place. You had to phone the carrier to find out exactly where your parcel was – and you usually got a response the next day.

In the early days, deliveries were also primarily B2B and very few deliveries were made to households. The growth of e-commerce has changed that, with significantly more B2C deliveries.

In line with that, the competition has also changed – for example, where Pack & Send once relied either on customers walking in store or phoning us to send their goods, we are now developing new and

The truck brand of choice at QFS is Hino, mostly the wide body 500 Series with 260 horsepower engines and Allison automatic transmissions. is the extensive and ever increasing range of gourmet items that it has available including boutique nonalcoholic beverages. The beverage sector is a growing market and drinks now account for around 10 per cent of sales with almost 700 different beverage products available. The warehouse holds bay after bay of food service products that are not readily available in retail supermarkets and are required by catering, hospitality and cooked food outlets.

One of the advantages of expanding the beverage business is the opportunity to cross sell food service products to those on the beverage customers’ base.

“With beverages we don’t deal with the chef as we often do with food products,” says Brian Saharin, QFS General Manager. “Instead we deal with the front of house.” This opens the possibility to provide ancillary items such as napkins, coasters and straws and

customers who were predominantly beverage clients are now able to obtain food service products as well. This also translates into the opportunity for traditional food customers to amalgamate their beverage and food orders.

QFS Company Director Guy Politi says that there is a trend in demand towards some higher quality food and beverages. “It can be tomato paste from Italy or cooking oil from Malaysia. We import a lot of quality gourmet products such as flour, rice and confectionery,” Guy says.

The truck brand of choice at QFS is Hino, mostly the wide body 500 Series with 260 horsepower engines and Allison automatic transmissions. Trucks that have entered the QFS fleet as assets of various business acquisitions will be progressively replaced with more Hinos to join the 39 Hinos that are already in the fleet. The decision to adopt Hino as

hen company CEO Frank DePasquale established Quality Food Services (QFS) in 1988 the two main products were lasagne and hot dogs and were mostly sold to school canteens. Today QFS has a range of over 7,000 products, which it delivers to businesses such as restaurants, 26

december 2018

pubs, clubs, hotels, cafes, and aged care facilities. And QFS continues to supply a wide range of products to approximately 800 schools. Providing direct service to an area extending from Cooroy on the Sunshine Coast to Ballina in northern New South Wales, and west to Toowoomba, QFS is also involved in providing food services to remote

mining camps using sub-contractors.

During late 2018, in order to handle the volume and to cater for future growth, QFS moved into its purpose designed and built warehouse and administration facility located in Pinkenba in close vicinity to Brisbane Airport. By being directly under the flight path the location presented some unique challenges in

BEST

AUSTRAL ASIAN

03

A N D

TRA ILE R

TRAILER BUILDER

AN D

BOD Y

TO SUPPORT AUSTRALIA’S GROWING FREIGHT TASK, KRUEGER TRANSPORT EQUIPMENT HAS JUST PUT THE FINISHING TOUCHES ON A NEW PBS B-DOUBLE REFRIGERATED DOUBLE DROP DECK COMBINATION.

FOR AUSTRALIA POST, SAFETY IS AT THE HEART OF ALL OF ITS OPERATIONS, AND THE SAFETY OF ITS PEOPLE COMES FIRST. WITH ITS LATEST DELIVERY OF B-DOUBLES FROM VAWDREY AUSTRALIA, THE COMPANY IS TAKING THIS MESSAGE TO THE STREETS, AIMING TO SPREAD THE WORD AND ENCOURAGE SAFE DRIVER HABITS AMONG ROAD USERS AROUND THE NATION.

Krueger Transport Equipment is a trailer manufacturer with a distinct sense for key

The next logical step, he adds, is the launch

zero. Its new ‘Stay alert – There’s a life riding

and Sydney and Melbourne.

on it’ campaign is urging the public to be

“There is a large number of posties on

“PBS is a trending topic in transport and

was all about pushing the innovation

every operator is either getting on board

bar higher, which meant reducing the

of letters and parcels to millions of people

with high productivity vehicle design or at

to provide them with the best support on that journey, we’ve dedicated ourselves to Drawing on ample experience in PBS vehicle

can be. In 2012 for example, Australia Post began implementing anti-lock brakes and stability control across the fleet. “We use Volvo prime movers which we consider to be the safest on the market. The prime movers have anti lock brakes and stability control, so it makes sense to pair that with a trailer that

The freight task of Australia Post is enormous. The company sends millions

growing our PBS offering.”

never waivered, with the business constantly taking advantage of developing safety technologies to ensure its fleet is as safe as

of a refrigerated double version of the best selling model. “This is a first for us,” says Grant. “Designing this combination

least strongly considering adding that type

support and work within those areas as well, and Vawdrey does just that,” adds Terry.

industry trends, and Performance-Based

of equipment to their fleet,” says National

N E W S

Australia Post’s commitment to safety has

Standards (PBS) is no exception.

Sales Manager, Grant Krueger. “To be able

E Q U I P M E N T

TEC HN OLO GY

Spreading the word

PBS is a trending topic in transport and every operator is either getting on board with high productivity vehicle design or at least strongly considering adding that type of equipment to their fleet.

we wanted to offer our customers even

allows for maximum cubic, full-height

maximise freight capacity and also minimise

more vigilant in a bid to curb the number of posties injured on their motorcycles at

motorcycles. And there are many injuries

work, encouraging drivers to slow down and

that are occurring on a regular basis.

remove distractions while they are behind

has the same capabilities,” says Terry.

Vawdrey has built more than half of the national Australia Post fleet.

the road every day, delivering our mail on

across Australia and around the world.

Australia Post, together with its StarTrack business, operates a fleet comprised of Krueger’s latest PBS build is a hybrid between a standard curtain-sider in the front and a refirgerated one in the back, both PBS-optimised for maximum payload.

Australia Post has decided to use these new

As well as ensuring its fleet is built to the highest safety standards, reliability is paramount too. “And that’s part of the

National Manager of Fleet for the Australia Post Group.

based around the safety features they can incorporate into our equipment, the large

reason we use the manufacturers we use.

We choose suppliers that we believe are the

over 16,500 pieces of equipment, including

the wheel.

trailers to spread our road safety message

Vawdrey has built more than half of the

volumes they are capable of producing and

best in their category,” Terry adds. “Australia

prime movers, rigids, vans, motorcycles and

Australia Post’s recent trailer order of 10

to the public, serving as a reminder to help

national Australia Post trailer fleet, and is the

their ability to satisfy all of our requirements.

Post has a great partnership with Vawdrey.

approximately 4,500 trailers.

new B-doubles from Vawdrey, delivered in

keep our motorcyclists safe. These are the

manufacturer of choice when it comes to

“Vawdrey is quite a progressive company

They are very accessible and understand our

A number of posties are injured in motor

September, are serving as mobile billboards,

first trailers to wear this new safety message,

tautliners. It’s a business partnership that has

from a safety and an innovation perspective.

requirements. If I need trailers produced in a

vehicle accidents each week – and Australia

spreading this message as they travel along

but people can expect to see a lot more of it

stood the test of time, extending for more

They are always pushing the boundaries

hurry, they always try and accommodate that

Post aims to bring that number down to

their routes between Brisbane and Sydney,

in coming months,” explains Terry Bickerton,

than 30 years.

in terms of what can be done. They are

wherever possible.

design – Krueger has built numerous PBS-

tare weight of the trailer and giving fleet

that operators can use to ramp up payloads.

more space and flexibility, making for a

loading, with the ability to achieve general

downtime, with daily loading and unloading

“Vawdrey understands our business

a very progressive business with regards

The longevity of the Vawdrey product is also

approved skels, curtain-siders and B-double drop decks, as well as Super B-doubles

operators more clearance space to work with inside and out.”

It has a cubic capacity of 190m³, with 75m³ in the A and 116m³ in the B-trailer.

solid productivity plus. We again use our 36-pallet, 4.6m design as a base, which

loads and mass loading without the usual

going much faster,” he explains.

and Australia Post understands theirs,

to producing higher productivity and PBS

testament to the build quality. We do very

in the past – one model that has been in particularly high demand recently is the company’s 36-pallet, high-cubic double

Krueger’s PBS refrigerated double drop deck B-double measures 4.6 metres high and 2.5m wide, allowing for excess cubic space

Grant explains, “Under the PBS framework,

drop deck B-double with mezzanine decks, Grant says.

10 per cent payload reduction.”

trailers. With more and more online orders, our freight task continues to grow, so we are

little work to the trailers apart from regular maintenance. And on the flip side, when

timeframe perspective,” adds Terry. “Safety

moving very large volumes of product.”

a trailer comes to the end of its life in our

idea of what freight will be on board, how

is our number one core value and we don’t

Thanks to PBS, Australia Post has been

fleet, a Vawdrey trailer maintains great resale

introducing a growing number of higher

value too.”

version, says Grant, with the A-trailer

compromise on it. That’s part of the reason

non-refrigerated and the B-trailer set-up

frequently the trailers are used and what

as a refrigerated curtain-sider. According

roads the drivers will use. Information like

we only purchase equipment from major

productivity vehicles into the fleet. “This sort

this is crucial when building any trailer that

manufacturers. We choose our suppliers

of innovation means we can move more freight with less vehicles, helping to get

upgrades to both the A and B-trailer for

runs on PBS.”

the hybrid unit. “Both trailers feature

Going forward, Krueger’s focus will be

more vehicles off the road. We work within

on adding to its portfolio across the

the limits of what the current legislation

the front deck and 100mm on the rear

board, while also solidifying its position

allows, but we need manufacturers that can

lower decks, ed.), allowing for extra loading

as a PBS powerhouse. “Krueger is all and high productivity transport solutions and that’s what the new PBS B-double refrigerated double drop deck

division sheets between the drops of the

combination represents,” Grant adds. “The

trailer to this build to provide additional air

unit is designed to deliver huge productivity gains that will help increase a company’s

side shifting pallets. They also provide load

profit margins. For maximum safety, we

restraint when braking.”

have also added our patent pending, OHS-

Regardless of the set-up, the PBS

friendly Self Lifting Gate system.”

refrigerated combination will generate high volume freight operators heading into 2016, Grant predicts. “The bottom line is this combination is designed to

Contact Vawdrey Australia 1-53 Quantum Close Dandenong South VIC 3175 Ph: 03 9797 3700 Web: www.vawdrey.com.au

about developing effective, efficient

for the customer, particularly for forklift drivers loading pallets,” he notes.

plenty of excitement amongst many

Trailer Magazine DECEMBER 15

a productivity perspective and from a

unit, we’ll have our engineers sit down with them, or visit their facilities, to get an

to Grant, Krueger has made significant

30

in terms of what we can achieve from

“With each customer that orders a PBS

One of the first customers to embrace the new design has ordered a hybrid

flow and circulation and assist operators in

p r i memover mag. c om. au

9

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TRA S IHL O ER AND BODY TE WC CHNOLO ASI GY NG THE VER Y B EST AUS TRA LAS IAN

“In addition, we have fitted perforated

Hino 500 series with a 260hp engine.

201

INNOV ATION

High cubic combination

QUALITY FOOD SERVICES IS BASED IN BRISBANE AND PROVIDES THE IMPORTANT LINK BETWEEN FOOD AND BEVERAGE MANUFACTURERS AND THEIR WHOLESALE CUSTOMERS. HINO’S WIDE BODY 500 TRUCKS ARE THEIR VEHICLES OF CHOICE FOR THE EXPANDING DELIVERY FLEET.

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VERY

space that provides more loading capacity

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order to comply with more than the usual Commonwealth, State and local regulations and has resulted in an ultrahigh technology facility that is covered by 69 safety and security cameras and extensive on-site fire detection and fire fighting systems. The authorities are anxious to prevent any incidents that could affect the operation of the airport so there is a continuous sampling of air to detect any smoke and the entire fire and security system is tamper monitored. The warehouse has nine robotic doors, which will open in the event of a fire to vent any smoke.

The warehouse has a footprint of 11,000 square metres of which 50 per cent is refrigerated in four different temperature zones using a very efficient refrigeration plant that utilises ammonia rather than the more common Freon. The move from QFS’s previous premises in Stafford required 5,000 pallets to be moved in a 72 hour period and as the QFS fleet needed to continue to deliver goods to customers, contractors were engaged to handle the 120 trailer loads of products.

A distinct point of difference between QFS and other food service suppliers

URC

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tarting off with a single office in Parramatta, NSW, Pack & Send has evolved into a national delivery heavyweight that can draw on more than 100 service centres Australiawide and was recognised as the Australian Franchisor of the Year in 2007 by PricewaterhouseCoopers and the Franchise Council of Australia. Now also present in the United Kingdom and New Zealand, Pack & Send is considered a leading force in the transport franchise game. Prime Mover met founder Michael Paul, who has been serving as CEO of the company since its incorporation in February 1993.

IND

MAXIMUM CGHAAIN INSREA L C G ST BUILDINGINTHKEINBE INDUST TION R

9 201 ber

Contact Krueger Transport Equipment 275 Fitzgerald Road Derrimut VIC 3030 Ph: 03 9366 2133 Web: www.krueger.com.au

www.trailermag.com.au

Terry Bickerton, Paul Vawdrey and James Dixon.

31

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Trailer Magazine NOVEMBER 18

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PRIME MOVER and TRAILER are Australia’s most-read monthly news resources for the commercial road transport industry covering all facets of our industry from bitumen to boardroom. Subscribe today to get access to award-winning reporting and thought-provoking insight — 22 times a year — from the most acclaimed journalists in the country.

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37

FINAL MILE

WHEN

BIGGER CAN MEAN BETTER

In creating a niche market for professionally converted right hand drive American pick-ups, RAM Trucks has become an Australian success story even while local passenger vehicle manufacturing continues its decline.

T

here is little doubt Australians love their utes, from the iconic Holden utes of days past to the ubiquitous Toyota HiLux and Ford Ranger models that dominate the current new vehicle market. Wellknown vehicle distributor Ateco Group recognised the strong demand for larger US-style ‘pick-ups’ locally and set about

Ram 1500 comes with 5.7-litre Hemi V8.

56

m a r ch 2020

initiating the necessary processes to be able to bring to market right hand drive versions which have the same factory quality as those available in countries where left hand drive is the norm. The

brand of choice is the RAM, although sometimes referred to as a ‘Dodge’ RAM which is not technically correct as parent company Fiat Chrysler Automobiles (FCA) dropped the Dodge nomenclature

for anything other than passenger vehicles back in 2009 and set up the RAM brand as a stand-alone operation. Success has followed with around 50,000 RAM trucks now sold each month in the USA. The Australian market is well catered for with Ateco as the local distributor utilising the capabilities of the Walkinshaw Group to perform the right hand drive conversions. Walkinshaw is able to draw upon its extensive experience and expertise in modifying new Holdens to the level of them delivering supercar performance with outstanding luxury. It is evident the same level of no-compromise engineering execution has been focused on the RAM vehicles. The local operation employs more than 250 people directly with additional flow on via local suppliers.

The Ateco Group has since invested over $100m in tools, equipment, inventory, and stock to enable product development, quality and conformity with the requirements of the parent company, the stringent local ADR regulations, and high consumer expectations.

Much more than utes on steroids, RAM Trucks have been carving out their own sizable local market niche by offering size, power, comfort and safety.

There are currently three models in the local line-up: the RAM 1500, 2500 and 3500. RAM Trucks Australia began converting left-hand drive heavy duty 2500 and 3500 models into righthand drive vehicles in late 2015. With potential for greater volumes the RAM 1500 range was launched here in July 2018 and is powered by a petrol 5.7-litre Hemi V8 producing 291kW and 556Nm of torque connected to an eight-speed automatic transmission.

Power for the 2500 and 3500 variants comes in the form of a Cummins 6.7 litre turbo diesel which produces 276kW of power and an impressive 1,084Nm of torque. Each is paired with a six-speed automatic transmission, while the four wheel drive capabilities are provided by a Borg-Warner transfer case with electronic ‘shift on the fly’ operation.

Towing capacities range from 3.5 tonnes

Rambox cargo management system can be used as a cooler.

up to 6.9 tonnes, adding to the versatility of the RAM range.

Projected RAM Truck sales for 2020 are almost 3,000 units in Australia and New Zealand. Demand is such that the remanufacturing operation has commenced 24 hour operations with three shifts per day.

RAM Trucks are covered by a three year/100,000km warranty including roadside assistance and are available via a local dealer network which has grown to currently number 50 outlets nationwide.

While the RAM 2500 and 3500 share many things in design, engineering and performance, there are a few critical differences that define the purposes to which their owners plan to put them.

Basically the 2500 is designed for owners who will use the towing capabilities on an occasional basis and will be running the vehicle less often fully laden. For this reason, it has coil springs at the rear providing a softer ride. The RAM 3500 is designed for owners for whom towing and carry major payloads for the majority of the time will be their main use and it is fitted with a Hotchkiss leaf

spring rear suspension to meet these demands. To maximise this ability, the RAM 3500 is available in two versions, one rated for a car driving licence and a second version rated for light rigid truck licence which allows a higher payload as well as the 6.9 tonne towing capability.

Two tub lengths are available on the 2500 and 3500 models: 1.92 metres and 2.43 metres. Also available is the ‘Rambox’ cargo management system which incorporates illuminated, lockable, durable and drainable storage areas incorporated into the side rails of the cargo tub providing an ideal secure location for expensive tools and sporting equipment. The ‘Rambox’, when filled with ice, can also be used as a drinks cooler and has a capacity of up to 243 litres on each side.

The Australian vehicle manufacturing landscape has appeared somewhat bleak for the past few years, other than the stoic truck manufacturers such as IVECO, PACCAR and Volvo Group. It was, however, cause for celebration when the 5,000th RAM truck rolled off its production line in Melbourne just prior to last Christmas. p r i m em over m a g . c o m . a u

57

COMMUNITY

ROAD

WARRIORS

As regional communities around Australia come to terms with the devastation of the summer bushfires, LINX Cargo Care Group has partnered with some Victorian-based transport companies to support ongoing relief with a hay convoy.

F

or farm communities and tourist towns left to assess the damage of recent bushfires throughout Australia, the recovery will be ongoing. As will be the required relief effort, long after the news cycle moves onto something else. Forestry-aligned logistics company, C3, a subsidiary of LINX Cargo Care Group, has partaken in one of a series of truck convoys, organised by road transport companies, who have volunteered precious resources and staff, to help out farmers struggling from fires and drought around the country.

C3 drivers, Stuart Clark and Peter Keem, joined 29 other local truck operators in running 1500 round bales of hay from Portland to farms near fire-ravaged East Gippsland in Victoria. The 530-kilometre journey completed last month saw C3 itself deliver 220 bales of hay with a pair of Mercedes-Benz Actros 2653s coupled with B-doubles kindly loaned to the cause

by C3 partner, Force 8. All 31 trucks were welcomed in Bairnsdale with a police escort. It was an emotional journey for those involved according to Hayley Elkington C3 Forestry Manager.

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“For the many volunteers who gladly gave up their weekend to be part of such an important initiative it was pleasing to see it come together so well and very humbling at the same time,” she says.

“The reaction of people in these areas laid to waste by fire and drought and their appreciation upon arrival of the hay was an experience that will stay with us.”

A former captain in the Australian Army, deployed in 2017 to Iraq for six months, Elkington has experience in dealing with complex logistics with a skillset suited to the ever-changing environment of forestry. She was previously with Roads Maritime Services in Sydney. Driver Stuart Clark, whose son Dale Clark also piloted a truck along with stablemate Jason Cambell, at transport specialist Mibus Bros, says the response from the Portland community, where he is based, has been overwhelming.

“There were more donors than we could have hoped for and we had to get more trucks with all the hay we ended up with from local businesses,” he said.

The welcome the drivers were given by locals from farming communities like

Buchan South, according to Clark, made it all worthwhile.

“We were ecstatic with how the whole event went and I was very proud to be part of it,” he says.

As is so often the case with logistical endeavours of this nature, there were many unsung heroes. One of which was Warrnambool owner-operator Edward White, who organised the convoy.

As part of ongoing drought and fire relief efforts provided by LINX Cargo Care Group, C3 is supporting forestry customers to find salvage solutions for plantations of burnt timber in NSW and Victoria. LINX Port Services at Western Port, VIC, has already joined forces with its customer BlueScope, to assist the Australian Defence Force and emergency services receive and care for the evacuated 1,092 people and pets from Mallacoota in early January.

Elkington adds, “Following these devastating fires it’s a focus for our group to help where we can and contribute to communities in need and communities in which we operate during this challenging time.”

GETTING A HANDLE ON BIG DATA ADVERTISE IN OUR MAY 2020 PROMOTIONAL FEATURE. Telematics technology has evolved from buzzword to business tool in less than a decade, and yet there is still a widespread lack of understanding as to what it can and can’t do. Instead of just tracking and tracing cargo, modern telematics can use big data to facilitate shrewd business decisions, in the ongoing orchestration of specialised equipment often pushed to capacity. As the ’black box’ is evolving, Prime Mover is providing you with a forum to demonstrate where you can bring value to today’s increasingly demanding transport community in which key insights can and should be disseminated from superior monitoring of vehicle performance, maintenance and application for total operating economy improvements.

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INDUSTRY

Policy and regulatory reforms are expected to be a major focus.

ALC FORUM 2020:

YO U R F U T U R E I N F O C U S The ALC Forum 2020 program is set to examine the challenges and opportunities for the freight sector nationwide in productivity, safety and building a sustainable workforce. Attendees can expect to hear from leading political figures, researchers and key industry leaders as they share their perspectives on emerging trends in freight movement

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uccess in any business starts and ends with the extent to which an organisation meets the expectations and needs of its customers. As headwinds increase across our industry it has never been more important to grasp rapidly evolving client needs and position our businesses to deliver. From the “where is it now?” demands of individual e-commerce customers to the increasingly sophisticated expectations of largescale clients, we must find ways to meet the demands of customers that are increasingly attuned to rapid delivery, and unforgiving of those who prove unable to provide it. An estimated 80 per cent of Australians now engage in some degree of online shopping, and that figure is expected to continue growing exponentially. For the logistics industry, a singular challenge associated with this growth is that household consumers increasingly expect delivery to be part of 60

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the advertised price. Already, around 65 per cent of purchases come with ‘free’ shipping, and research suggests that close to 60 per cent of Australians will abandon an online shopping cart if presented with higher-than-anticipated delivery costs when checking out.

At the same time, the personal ethics of consumers – particularly among younger cohorts – are influencing purchase decisions. Today, customers actively seek out information regarding the freshness and provenance of the food on their tables. This is especially true of increasingly sophisticated markets in South East Asia; a region that Australian producers are geographically well-placed to service.

These consumers also want to feel reassured that the products they use in their day-to-day lives have been transported to them in a way that minimises environmental impacts, from packaging to pollution, from

Deputy Prime Minister Michael McCormack.

waste reduction to carbon emissions.

Responding to and reconciling these competing demands – better and faster services at lower environmental and dollar cost – are an enormous challenge for the logistics industry.

Successfully and efficiently meeting the challenge begins with focusing on

the future and ensuring that Australia is equipped with high quality freight transport infrastructure that embraces technology and facilitates the faster, safer and greener movement of freight through supply chains, whether it is destined for domestic consumers or for export markets.

It is rare for a genuine ‘greenfields’ opportunity for a globally-significant freight and logistics hub to emerge in a major Australian city. Yet, that is precisely what is now emerging in Western Sydney – and the Australian Logistics Council is preparing to showcase it as part of ALC Forum 2020.

For the first time, we will present the nation’s premier logistics industry event in this flourishing economic region that is already home to one in ten Australians – and is set to attract another half a million residents by 2031.

On 18-19 March, ALC Forum 2020 will connect business leaders, government representatives, investors, infrastructure owners, educational institutions and leading logistics companies with the business opportunities that now abound in Western Sydney through Australia’s supply chains.

With freight infrastructure including the Moorebank Intermodal Terminal and Western Sydney Airport set to transform supply chains, ALC Forum 2020 is your chance to connect with those who are designing the future – and make sure your business understands what that future means for you.

With an estimated two thirds of the world’s population within half a day’s flight from Western Sydney, the new airport is set to become a key gateway for Australian producers taking their goods to emerging international markets.

ALC Forum 2020 will explore how some of the best-practice approaches to planning, building and optimising freight infrastructure in Western Sydney can be deployed across other parts of Australia, enhancing the efficiency, safety, sustainability and resilience of the national supply chain.

Other elements of the ALC Forum 2020 program are set to examine the challenges

Successfully and efficiently meeting the challenge begins with focusing on the future and ensuring that Australia is equipped with high quality freight transport infrastructure that embraces technology and facilitates the faster, safer and greener movement of freight through supply chains, whether it is destined for domestic consumers or for export markets. and opportunities for the freight sector nationwide in productivity, safety and building a sustainable workforce. By attending, you’ll hear insights from leading political figures, researchers and key industry leaders as they share their perspectives on emerging trends in freight movement and discuss the policy and regulatory reforms needed to accommodate a freight task that will increase by 35 per cent by 2040.

The program will also drill down to examine specific issues relevant to freight movement across all modes – road, rail, maritime/ports and air - as well as diving into policy matters that cut across

all forms of freight transport, including competition policy, land use planning and the impact technology is having on day-to-day operations.

ALC Forum 2020 is the one industry event that connects the whole supply chain at the most senior levels – service providers, infrastructure owners, investors and customers.

If you only make one investment in the future of your business or career in 2020, this should be it! Be part of the conversation that sets the future of your industry.

Visit www.austlogistics.com.au/ ALCForum2020 today to secure your place.

ALC Forum 2020 promises to connect business leaders, investors and government officials. p r i m em over m a g . c o m . a u

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PERSONALITY

SHIFTING THE NEEDLE

Joachim Rosenberg is Chairman and Representative Director of UD Trucks and Executive Board member of the Volvo Group. He holds master’s degrees in Engineering, Economics and Business and has been with the Volvo Group since 2005. Prime Mover spoke with him in Japan.

PM: Where does Australia fit into the UD Trucks universe?

JR: Clearly, Australia and New Zealand are very important markets and we try pretty hard to improve ourselves. As a group, we enjoy 30 per cent of the Heavy Duty segment and at UD Trucks we have been focusing in the last few years on trying to strengthen our position in the Heavy Duty part of the market. It takes a long time to shift the needle and we have made a very concerted effort product-wise, network-wise, and in local marketing to make it happen. Customer satisfaction is key.

Joachim Rosenberg.

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PM: What are UD Trucks’ overall aims in the Australian market?

JR: I sincerely believe that the UD brand in Australia should be at double digits marketshare. Now, does that take one or two years? No, it doesn’t. Do we have the offering, the network and most importantly do we have the people to make that happen? Absolutely. A key to reaching that is the 8x4 segment. If you do the math on how big the Japanese share of that particular segment is and you say you want to come out with a reasonable share of that segment, you can see that actually equates to double digit market share. That’s where we should be.

And when that happens you get more trucks on the road, you get the brand more clearly into peoples’ consciousness.

Under Mark Strambi’s leadership, the brand has strengthened its position and we see that when we do surveys: image

wise, customer satisfaction. I think we have great relations with a number of the big key customers.

PM: Is the 8x4 sector really that important?

JR: Yes, yes. Essentially, it’s not so complicated. Where are the Japanese playing? How do we address that as UD Trucks? I think that what you see when you do that analysis you’d have to do the 8x4 well if you want a strong market position.

So the case is there and we are confident.

PM: What are your expectations with the Quon in the 8x4 sector?

JR: The expectations are high (laughs).

We have very high expectations and there are good reasons for that. First of all, as a group we have had historically, and have now, a good understanding of that application. Secondly, that particular application in recent years has tended to shift towards a Japanese-dominated segment. So thirdly, why wouldn’t we use our application knowledge and our technical availabilities to develop an offering that is perfectly suited for that segment? Of course there is a business case and I am comfortable and confident that we will make that case happen and we will even surpass it. It’s not what is keeping me up at night. The offering is so strong I believe it will ‘fly’.

PM: What strengths does being part of the Volvo Group provide?

JR: It gives us some leverage and it is important that we contribute a number of solutions as do the other brands which makes our CAST (Common Architecture Shared Technology) concept possible to grow.

It’s like a phone system: if you’re the only guy in Australia that has a phone it’s not so interesting. But the more it grows and the more you can all use the same system, the more value there is for everyone. This is a differentiator because we have spent time, as a group since 2001, building this setup. Every time you add a new sister or brother to the family because of the length of the product cycles in our industry it takes time to make it

happen. Take UD Trucks as an example.

The company was made part of the Volvo family in 2006-7 and the next generation was 2010 with basically the group engine and group gearbox. Everything else was still Nissan Diesel’s legacy.

PM: Will we see the Group 13-litre engine in a UD? JR: [Laughs]. Every time that question comes up I respond with ‘I can’t comment on future developments’. But what I can say is that Australia is a market where we are investing. And I think that’s clear. And we want to go deep, and we want to go broad.

We have the 11-litre, we have the 8-litre, and we’re bringing out the Croner. If there is a business case in the future to broaden that range even further it will happen. We won’t shy away from that.

PM: For the Japanese market you source some trucks from competitor OEMs. Is it simply badge engineering?

JR: There are a number of features which are unique to the Japanese market.

Developing a truck in that Medium Duty segment at the PNLT (Post New Long Term) emission standard, and also safety features and some other items, considering our historical position we have made the call that we are better off to reinvest our

money in making sure that we have Heavy Duty covered (which is the core of our strategy in Japan) and to source some Medium Duty from other players.

I’m pretty confident now five years later after that decision was taken that it was the right call.

POST SCRIPT: It seems somewhat ironic that within weeks of our chat with Joachim Rosenbeg the Volvo Group and Isuzu Motors signed a non-binding Memorandum of Understanding with the intent to form a strategic alliance which was announced as a technology partnership and will involve ownership of the complete UD Trucks business globally being transferred from the Volvo Group to Isuzu Motors. In addition, the Volvo Group and Isuzu Motors have awarded each other private importerships in selected markets, including Australia. As Joachim Rosenberg alluded in our interview, UD has for some time been sourcing certain models for its Japanese domestic market from other OEMs – namely Isuzu (about 1,500 units pa) and Fuso (about 200 units pa). Locally, Volvo Group Australia insists nothing will change in the setup for the Australian market or for customers in the Australian market. Volvo Group Australia will continue to distribute the UD brand and support the UD Trucks Australia customers and dealer business partners.

Joachim at Linfox for a recent handover event. p r i m em over m a g . c o m . a u

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PRIME MOVERS & SHAKERS

BOTH SIDES OF THE

SAFETY STORY Huge urban projects in major cities present a unique set of problems where trucks are working closely with vulnerable people such as pedestrians, cyclists and motor cyclists. Specialist Safety Advisor Bronwyn Haden has been an instrumental figure in working with road transport contractors to co-ordinate a best practice for the mitigation of risks.

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peaking at the ATA’s Technical and Maintenance Conference in Melbourne late last year specialist safety officer at Rail Projects Victoria, Bronwyn Hayden explained the multi-layered approach which has been taken by the management of Melbourne’s massive Metro Tunnel project to improve the mutual safety of truck operators and the public.

Bronwyn Haden.

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With a due delivery date in 2025, the enormous project encompasses two nine kilometre twin rail tunnels under the City of Melbourne as well as five new stations in an inner CBD area which will connect to the existing rail network. The scale of the project involves the removal and relocation of huge volumes of spoil as well as the transport of construction materials including ready-mix concrete,

much of it in constrained urban environments with close proximities to other traffic and vulnerable people such as pedestrians, cyclists and motor cyclists.

One initiative has been to incorporate a number of safety related clauses into operator contracts.

“One of the things in the contract is compliance with the national heavy vehicle and safety laws,” says Bronwyn.

“We have also taken the opportunity to include some additional safety features such as side under-runs, front, rear and side blind spots and if possible to eliminate risk but at least to minimise harm. Also equipment fitted that helps left hand turns. We know that left hand turns, particularly with trucks on tight corners in urban environments, have an increased interactional capability for vulnerable road users especially cyclists and pedestrians on sidewalks.”

Such a big project over a long period of time has provided the opportunity to look at contract wording and to work with industry to lift the safety standards around trucks’ operations and also to educate the public about the unique challenges that truck drivers face.

“That includes more signage on the trucks and to help people who share the road everyday but don’t necessarily understand what trucks do,” says Bronwyn. “How they turn, turning circles, blind spots and the considerations they need to keep in mind, not just what their own movements are on the road are.”

Project management has also taken the opportunity to ask for extra training for operators.

Eastern Plant Hire has transitioned its fleet to the contract requirements of Metro Tunnel.

Traditionally, driver training doesn’t include on-road awareness for other road users according to Bronwyn.

“We have been taking the opportunity to start raising the awareness of some of the behaviours that we do see in pedestrians, motorcyclists and cyclists. They have their own philosophies around sharing the road. One of our requirements is making sure contractors, including their sub-contractors and sub-contractors of sub-contractors, undergo training and professional development covering the safety of vulnerable road users and on road hazard awareness,” she says.

Melbourne operator, Eastern Plant Hire, gets singled out by Bronwyn for its efforts to increase safety.

“I’ll give them a rap as they have done a really good job as one of our subbies for the Metro Tunnel,” she says.

“To date they have fitted over 300 vehicles with side under run protection and blind spot protection, fitted over 300 vehicles with their in-vehicle monitoring system and have rolled out left side audible alarms which are an auditory signal for cyclists on the side of the truck warning it is about to turn left.”

Eastern Plant Hire have also contributed to online and face-to-face inductions and has made good headway in terms of transitioning their fleet, which is largely sub-contractor based, into the additional contract requirements. Mutual trust is required, Bronwyn acknowledges, in

order to make the necessary changes.

“Whenever you make a change in an industry no one wants to be the first to do it – it does take a little bit of trust to go out and be first and that’s where EPH have done that admirably,” she says.

An advantage of infrastructure programs such as the Metro Tunnel and the airport rail is the extensive construction time allows for great opportunities for industry and authorities to actually pair up and to understand both sides of the safety story.

“There’s a very valid point from industry around what transition looks like.

We know some of our older heavy vehicles have a greater compliance gap, particularly some of the Americanstyle with snouts [bonnets]. Often requirements are passed on through contractor down to sub-contractor layer but not well explained. It’s really important for us to get that message across as to what it is, so funding and contract can actually allow that buffer for transition to compliance. Transition doesn’t happen overnight but if we make moves as an industry to work out what it looks like for different people, by the end of a long period of infrastructure works there is an opportunity to keep that legacy going.”

Applying some of the benefits of a more consistent approach for contractors and truck operators comes with additional costs yet also delivers some non-safety

related dividends.

“When we take trucks off the road, whether it be for driver training or truck standards uplift, we know that we lose productivity,” Bronwyn says. “The Metro Tunnel is a suite of very large infrastructure programs so if you work on infrastructure programs it’s nice to know when you go over to the next job the same requirements are in place instead of different requirements for different jobs. This helps reduce costs due to duplication.”

The philosophy is to ultimately have safer trucks, roads, intersections and work sites and some recognition for the safest operators, which from a commercial point of view certainly has some attractiveness when tendering for new work. There is also the recognition that the facts about truck and vulnerable public safety need to be marketed with messages supporting the leverage of public-industry communications.

“We also support some opportunities for the public to understand the drivers’ perspective. We’ve organised a couple of ‘swapping seats’ experiences including events at Federation Square in the CBD and at the universities where we allow the public to climb into a truck and talk with a real driver and understand what blind spots are. I think that’s really important and the feedback is many people are unaware what a blind spot actually is on the truck.” p r i m em over m a g . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

Absorbing the shock

PETER HART

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hock absorbers in good condition are important to road safety and comfort. This article explains some basics of hydraulic shock absorbers that are used on heavy vehicles. Shock absorbers provide damping in suspensions and in some steering systems. Old style stacked-leaf spring suspensions are damped by the friction between the spring leaves, and do not have shock absorbers. Stacked leaf spring suspensions produce a harsher ride than airbag or parabolic spring suspensions, which use shock absorbers.

Shock absorbers used on heavy vehicles are generally sealed and not adjustable.

In contrast, shock absorbers used on lighter-duty trucks may be. Some shock absorber offerings for trucks with GVM

Force (N) Compression : Rebound ~ 3:1

up to about 7 tonnes can be adjusted by turning the top eye through 180° or 360° to alter the adjustment of the fluid openings in the internal plunger.

Soft, Medium and Firm adjustments are available.

Shocks are tuned to the suspension geometry. If they are leaning forward, the characteristics are chosen for that orientation. Uninformed substitution of the shock absorber is likely to change the suspension response. For this reason, the road friendly suspension certification rests on replacing a worn shock absorber with the original specification. Use of adjustable shock absorbers will also affect both the certification and ride quality. By the way, it does not follow that a suspension design that meets the road-friendly technical standard (Vehicle Standards Bulletin No 6) will necessarily produce a comfortable ride. The road and the driver’s rear-end are in different locations!

Suspension engineers have their own terminology. Jounce means bump.

Jounce condition is the most compressed condition. It is the limit of compression.

Suspension blocks or stops are designed

Energy loss. The greater the stroke, the greater the heating

Compression Rebound

Velocity (m/s)

Typical form of the response of a truck shock absorber. The performance difference between Rebound and Compression modes can be less for trailer shock absorbers.

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to prevent suspension slam or shock absorber damage. Rebound is the response of the suspension after being jounced. Oscillation is rhythmic or irregular movements up and down.

Suspension damping is provided to minimise jounce and rebound oscillations. Unsprung Weight is the total weight of the wheels, tyres and axles below the suspension. Unsprung weight falls into holes on the road and it makes the suspension work as it travels on rough roads. The suspension’s role is to minimise the transmission of these vibrations to the Sprung Weight. The level of Unsprung weight is a factor in this success.

Heavy vehicle shock absorbers are usually softer in compression than in rebound so that shock forces into the chassis rails are minimised. This is called asymmetric damping. There is an optimum damping level for ride quality, and this can be at odds with the damping required for road friendliness, so the damping is mainly provided on the rebound stroke. Asymmetric damping factors of up to 5 may be used. This characteristic is achieved by changing the restriction of the plunger(s) to oil travel depending on direction and speed of travel.

Some shock absorbers also contain a gas space, so the oil pressure compresses gas in a sealed compartment. Others have an inner and outer tube design that allows oil to be forced through a second fixed valve at the bottom, so the oil pressure works against trapped gas in the outer tube. The diagram shows the cross section of a typical heavy-duty vehicle shock absorber.

Suspensions are typically designed around the shock absorber length. As the shock absorber in many suspensions limit the rebound travel, using a longer shock absorber may result in damage

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to suspension components, such as air springs pulling apart. The shock absorber must not limit the jounce travel of the suspension, because the shock absorber will be crushed, or the mount will fail.

Shock absorber mounts must be carefully designed with a strength factor of safety of at least three. The bushes add some flexibility, which is essential because the shock absorber mounts at top and bottom are moving out of sync.

There are pros and cons in the choice or bushing material between urethane and rubber. Rubber is usually softer, and it provides damping and vibration isolation. Urethane has become the preferred bushing material over rubber because of its toughness and longevity.

Urethane also provides a more direct road feel and is easier to install than rubber bushes because of its toughness.

Follow the suspension manufacturers recommendations with bush choice.

Loss of damping will result in greater magnitude oscillations. I recently drove beside a tri-axle group on an A-trailer that had the centre wheels oscillating noticeably more than the other two.

Shock absorber failure is indicated. In the extreme case, a wheel might lift off the road. So how can you tell if the shock absorber is worn out? It is difficult to make this assessment based on the ability or inability to move the shock absorber by hand.

Misting of shock absorbers is often misdiagnosed as failure. Shock absorber rod seals rely on a thin film of oil to keep the seal lubricated. If the internal oil is hot, a thin coating of hot oil becomes exposed outside when the shock absorber is compressed. The oil evaporates and some of it condenses onto the cooler outside shocker body.

This is normal misting. Over time the film will collect dust and grime.

In contrast, seal failure results in oil

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Cross-section of a heavy-duty hydraulic shock absorber with gas compression.

dribbles or streams from the upper seal. Oil dripping occurs. To check the condition without removing the shock absorber, raise the chassis to full suspension travel and inspect the full length for leakage.

A visual inspection of the in-situ shock absorber might reveal oil leakage; loose, bent or broken mounting bolts; deteriorated or missing mount bushes; broken or damaged dust shield; body tents or bends. Any of these observations require remediation and probably replacement of the shock absorber.

The National Heavy Vehicle Inspection Manual (see NHVR website), which is an authoritative document, lists all the above as reasons for rejection. Note that superficial surface cracks on rubber or urethane bushes can be tolerated.

Shock absorbers absorb vibration energy.

They heat up. A working shock absorber will be warm or hot to touch after driving on sealed roads. On an unsealed road, shock absorber outer body temperature might reach an extreme temperature of 175°C. Road testing of shock absorbers is easily done. Drive the laden or unladen vehicle for about 15 minutes on a road with moderate imperfections. Within a few minutes of the road test, check the shock absorber temperatures using a non-contact (infra-red) heat gun. Use the frame steel temperature as reference. Cold shock absorbers probably need to be replaced.

Remove the cold shock absorber and shake it – the sound of free metal parts rattling may be heard. By the way, the greater the oil volume and the greater the outer surface area, the lower should be the temperature.

Suspensions are non-linear mechanical systems so their road friendliness and ride-comfort performance changes with mass, speed and road profiles.

Adjustable damping characteristics could allow on-the-road tuning of suspension performance. Electric shock absorbers are often talked about but are still a long way off being robust enough and stiff enough for heavy-vehicle use. The principle is that a powerful magnet (or solenoid) moves inside a coil. Thereby current is pushed through the electrical load connected to the coil. The electrical load can be changed depending upon conditions. The current level needed to produce useful damping on a heavy truck is hundreds of amps. Albeit it is a low voltage. However, the management of such currents is expensive and the energy that could be scavenged is probably not worth the complication. A successful electric shock absorber will probably also have a hydraulic sub-system.

I am grateful to Hendrickson Australia for providing some of the information in this article.

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

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INSIGHT | AUSTRALIAN TRUCKING ASSOCIATION

Trucking Australia – where industry meets

GEOFF CROUCH

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he Australian Trucking industry is changing, and we need to be prepared. We are faced with new national truck laws, advancements in technology and social change – changing the way we do business, work and live. We must adapt or else we’ll fall behind those that do. To place industry in a position to embrace this change and prepare for the future, the Australian Trucking Association is bringing thought leaders, entrepreneurial innovators, industry icons and international speakers together where industry meets, at Trucking Australia 2020 in Cairns this April.

Delivering global thinking with a regional connection, Trucking Australia will connect the trucking industry and provide a platform for the development of positive discussion and real solutions to the issues we face. It will inspire innovation, foster collaboration and encourage delegates to embrace new ways of thinking.

The ATA is extremely pleased to welcome former Managing Director of Toll Group, Michael Byrne, to the Brighter Business Lunch. Michael will share his journey to becoming an industry business leader, the lessons he learnt along the way, and how to make a real impact.

Safety management mythbuster Greg Smith will join delegates to explore the question: does safety administration make workplaces more dangerous? Examining safety bureaucracy and the safety paradox it creates, Greg will help delegates 70

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understand the limits of paper-based safety management systems and, more importantly, the threats those systems present to safety.

Following the launch of the inaugural ATA and Teletrac Navman Driving Change Diversity Program, the conference welcomes diversity champion and program ambassador Wayne Herbert. Wayne will explore the proven benefits of diversity in the workplace and share the outcomes of the ground-breaking Driving Change initiative before introducing the program participants – trucking’s newest diversity champions.

Joining Michael, Greg and Wayne are award winning journalist Megan Woodward, emergency preparedness expert Robyn Neilson, ‘attitude doctor’ Dr Tom Mulholland, and communications guru Anne Fulwood, who will lead our Meet the Industry’s Future Leaders session.

Trucking Australia 2020 will also see the return of Trucking Q&A with Tony Jones, which proved a huge success after its launch in 2019. The hard-hitting discussion forum engaged delegates and the wider industry, who were able to contribute to the panel discussion by submitting questions prior to the conference, ask questions directly during the session, or share their views online in real time as we livestreamed the session across Facebook. I am pleased that we will be bringing this session and Tony Jones to Cairns where we will have an even more powerful discussion as we tackle the real issues that affect operators on a daily basis.

In developing the conference program, we were pleased to collaborate with ATA member the Queensland Trucking Association. The QTA will be delivering a series of Smart Business Seminars that have

a focus on business finance, technology and training. Open to all delegates, these sessions will provide practical advice and helpful tips that can be implemented into your business immediately.

While Trucking Australia is a time for robust discussion, it’s also a time to celebrate what makes our industry great and build positive relationships.

The ATA is committed to recognising outstanding individuals and businesses each year at our Foundation Sponsors Gala Awards Dinner, where we acknowledge the high standard of professionalism and passion of industry members through the National Trucking Industry Awards.

Trucking is essential to the Australian way of life and is connected to every industry.

It’s important we recognise those who inspire others and make a positive impact.

Always a highlight of Trucking Australia is the Kenworth Legends Lunch, bringing trucking stalwarts together to share their journeys, successes and hopes for the future. Like the Kenworth brand, the Kenworth Legends are people who have shown inspirations strength, perseverance and success throughout Australia’s trucking industry.

I invite you to join us in Cairns to make your voice heard, build your network and celebrate industry excellence. Don’t miss your opportunity to connect, collaborate and share your experience with industry.

This is your chance to make a difference.

Trucking Australia 2020 will be held in Cairns from 1-3 April.

To view the conference program or register, head to www.truckingaustralia.com.au Geoff Crouch Chair, ATA

AUSTRALIAN LOGISTICS COUNCIL | INSIGHT

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Rearview mirror isn’t the only one we need to look in KIRK CONINGHAM

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he ageing of Australia’s workforce is a whole-ofeconomy challenge, but it is particularly acute in the road transport sector. A large-scale industry survey conducted in 2016 found the average age of a truck driver in Australia is 47, with more recent industry estimates putting that number closer to 50 years of age, with just 15 per cent of drivers estimated to be below the age of 30.

If not addressed, looming workforce shortages will lead to higher costs in the freight transport sector – and these will ultimately be reflected in higher prices paid for goods by consumers and businesses. By extension, this means the industry needs to attract younger workers to its ranks. But it is a mistake to think this will simply happen of its own accord. Some industry participants have noted that driving heavy vehicles is not seen as an attractive career choice, particularly for school leavers.

There is ample research available which indicates the millennial generation of workers is more mobile and more likely to change jobs and industries than any of their forebears. A 2016 survey undertaken by Gallup noted that 21 per cent of millennials had left their job to do something else within the preceding 12 months – a figure three times higher than that for non-millennials. More strikingly, the same research reported that six in ten millennials say they are open to new job opportunities outside their current organisation – again, far higher than

figures reported for other cohorts.

On the face of it, this should be positive news for the heavy vehicle sector. However, the fact that younger workers are willing to take a look at other industries will only be of benefit if they like what they see.

The unfortunate reality is that the heavy vehicle sector suffers from a continuing perception problem around its ability to welcome female participants to its workforce, as well as those from diverse cultural backgrounds.

This is a considerable barrier to the attraction and retention of younger workers, who make their career choices (at least in part) on an organisation’s commitment to gender equity and diversity.

As well as dealing with diversity issues, the sector’s workforce must also address the fact that the increasing influence of technology in the operation of heavy vehicles will demand a broader range of skills than may have previously been applicable in the industry.

Although these efforts must be industry-led, there is certainly scope for governments to play a greater role in making certain the transport sector’s workforce is prepared for a changing world. Many industry participants continue to note that the transport sector has not received appropriate levels of attention when it comes to skills and training support, especially in comparison to the hospitality, retail and human services sectors.

As part of the National Freight and Supply Chain Strategy, the Commonwealth Government has undertaken to develop a new Transport Sector Skills Strategy, in

partnership with industry.

In its pre-Budget submission to the Federal Government, ALC has emphasised that the development of this Strategy must take particular account of workforce shortages being experienced by the heavy vehicle sector, and that the Federal Government must prioritise an increase in training opportunities available to those wishing to enter its workforce.

This includes supporting education and awareness campaigns that combat stereotypes about the nature of the industry, and which prioritise the recruitment of new workforce participants from diverse backgrounds.

ALC has also called on the Federal Government to place a greater emphasis on the importance of enhanced mental health outcomes amongst industry participants.

Industry led programs such as Healthy Heads in Trucks and Sheds (the development of which is being led by Woolworths) exemplify a proactive approach in this area.

ALC has recommended that governments should provide greater levels of recognition and support to such industry-led initiatives where they exist.

Attracting a younger more diverse workforce for our heavy vehicle sector going forward will require a different approach to engaging potential recruits.

ALC is committed to playing its part by combating stereotypes about the industry and highlighting the impact technology and innovation are having and aligning these with the skills and ambitions of new workforce participants.

Kirk Coningham CEO, ALC 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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Clearing the air

TONY MCMULLAN PETER ANDERSON

V

ehicle emission zones are not new. The United Kingdom first introduced the city of London emission zone back in February 2008 for trucks and busses over 3.5tonnes gross vehicle mass. Then those vehicles needed to be Euro III or later. Over the years the scheme has gradually tightened, in January 2012 Euro IV or later was the minimum requirement and then in April 2019 London announced a plan for the world’s toughest vehicle emissions standard in central London to help reduce toxic air pollution and protect public health. From October 2020, commercial vehicles over 3.5 tonnes will need to meet Euro VI standards or face a charge of £100 (AU$193) per day to access London. This much publicised Ultra Low Emission Zone (ULEZ) will be introduced to help address London’s toxic air health crisis that currently leads to thousands of premature deaths annually, and increases the risk of asthma, cancer and dementia.

Around the globe there are many other examples of Low Emission Zones (LEZ), Germany has no fewer than 47 LEZs in operation or in planning, other European countries that have LEZs include, Belgium, Denmark, Finland, France, Italy, Netherlands, Norway, Portugal, Spain, Sweden. In Asia, Japan, Singapore and even China have LEZs in force in areas where historically high vehicle pollution does, or has, existed. While in the United States of America, the State of California 72

m a r ch 2020

was one of the first regions in the world to introduce LEZs for trucks and busses, firstly in Los Angeles and then in other Californian cities. Many of these LEZs tend to work differently. Some totally ban older emission trucks from specified areas and apply heavy fines, or even vehicle deregistration, for repeat offenders, while other schemes allow more polluting vehicles access, however charge a significant entrance fee or tax, making continued long term access less attractive to operators of old polluting vehicles. The common themes and outcomes that all LEZs have are, newer vehicles accessing these areas, less pollution and better health outcomes for residents, workers and passers-by in these districts.

The Truck Industry Council (TIC) has been a long-time advocate for reducing the age of our Australian truck fleet, pointing out to State and Federal government here the negative impacts that an old truck fleet has on road safety outcomes, road freight productivity, the environment and in particular the adverse health impacts for all Australians. Hence TIC was pleased to hear that a road access curfew proposed jointly by the Victorian Transport Association (VTA) and the Maribyrnong Truck Action Group (MTAG) was going to be introduced in Victoria.

In July 2019, the Andrews government in conjunction with VicRoads, the VTA, MTAG and the Maribyrnong City Council, announced plans for the Smart Freight Partnership – Inner West.

The government release included, “An Australian-first package of cleaner freight and road safety actions”, part of which includes an “Environment Freight Zone established in Melbourne’s inner west”.

The initiative, while introducing new curfews for certain trucks, encourages the

uptake of cleaner vehicles to deliver safer conditions for drivers and residents as a way of counteracting those restrictions.

Principally the incentives were to be increased road access times for newer, cleaner, safer trucks. Trucks manufactured on or after January 1, 2010 that meet stricter emission control standards (Australian Design Rule 80/03 or Euro V and equivalents) would have three hours more access on weekdays than pre-2010 trucks and two hours more time on Saturdays. “The curfew changes were aimed to strike a balance for the local community and transport operators by addressing concerns about safety, noise and air quality, while keeping freight moving effectively”, the Victorian government said at the time.

Pre-Christmas 2019, the parties to the agreement were informed by the Victorian State Government that it would not go ahead with the Smart Freight Initiative.

Details of why the plan has been scrapped appear sketchy at best, however VTA chief executive Peter Anderson, has pointed the blame at Victorian public servants.

“To me the biggest stumbling block isn’t the government ... it’s the ability to be able to be supported by the bureaucracy.

They’re the ones stopping this, it’s not the Ministers,” he said.

This is an extremely disappointing outcome. An opportunity to improve road freight vehicle safety and environmental outcomes in a community crying out for assistance has been scuttled, seemingly by the inability of the bureaucracy to deliver on the wishes of their masters, elected Ministers. If this proves to be the case, a worrying precedent has been set.

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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Encouraging signs for landside port operators PETER ANDERSON

C

ost pressures have dominated conversations for landside freight operators servicing the Port of Melbourne and elsewhere over the past two years, as they grapple with managing the consequences of higher business costs that have impacted supply chains everywhere. This comes in the face of soaring demand pressures for all operators due to population growth, lower inflationary pressures on consumer goods, and the proliferation of online shopping.

Managing increased demand was the theme of our just-held State Conference at Silverwater Resort, and was the subject of robust discussions amongst operators and other industry stakeholders.

The VTA has been steadfast with its advice to operators that higher costs must be passed through the supply to avoid threats to jobs, future investment and the viability of the business. Ultimately it is the end consumer that must pay for procuring goods and services.

So, it is with relief and optimism that we welcome two key initiatives that point to signs of relief for landside port operators.

Firstly, a plan announced by Victorian Freight and Ports Minister Melissa Horne for a $125 million investment to build on-dock rail at the Port of Melbourne is welcome news for landside operators. The plan is intended to make rail transport more competitive, reduce the cost of the port supply chain, and reduce truck congestion at the entrance to the port.

When the Victorian Government leased the Port of Melbourne in 2016 there was hope and scepticism from the transport industry, as a new vision, culture and resource was introduced by the new Lonsdale consortium owners.

There was optimism that productivity gains would secure Melbourne as the freight capital of Australia, spurred on by promises from the government that ongoing development of the port would enhance its reputation as the leading port in Australia.

So, announcements like those from Minister Horne for significant investments in new infrastructure like on-dock rail is welcome news for an industry desperate for productivity gains to offset higher trading and business costs. While improving rail access to the Port of Melbourne was a legislated condition of its lease, its delivery will help to improve rail freight across Victoria.

We are also pleased the Andrews Labor Government is supporting the Port Rail Shuttle Network connecting freight hubs in Melbourne’s north and west to the port, new intermodal terminals planned at Truganina and Beveridge, new automated signalling for faster rail freight to GeelongPort and improvements in the regional rail freight network. Secondly, a draft of a Deloitte Port Pricing and Access Review Summary commissioned by the Victorian Government after petitioning by the VTA has confirmed costs for the transport sector are rising and having a flow-on effect throughout the state’s economy. The report reinforces the view long advocated by the VTA that action must be taken to ensure productivity

improvements are realised at the Port of Melbourne and to secure the Port’s position as Australia’s largest.

It also recommended there is no compelling case for economic regulation of stevedore charges at the Port of Melbourne at this time. The Government has indicated it will hold off making formal decisions about the report’s recommendations until later in the year and after the ACCC releases its Annual Container Stevedore Monitoring Report.

The year ahead will deliver important outcomes that we hope will further ease cost exposures for landside operators and which are out of their control. We anxiously await the ACCC review of Part X of the Competition and Consumer Act 2010, along with the Victorian Government’s response, which must deliver greater pricing transparency and efficiencies for operators at the port. The VTA Landside Improvement Strategy addresses issues confronting operators at the port with commonsense recommendations and solutions. While it is being considered by the Government it delivers on ensuring that the Port of Melbourne grows in its productivity and efficiency, and that the wharf carrier sector is not taken advantage of in the future. We look forward to working in close partnership with the Government and other key stakeholders to ensure these projects deliver maximum return for the road, rail and sea freight operators that use them, and in turn the people of Victoria.

Peter Anderson CEO, VTA p r i m em over m a g . c o m . a u

73

PETER SHIELDS’ NUMBER CRUNCH

Ad Meliora profile retailers forced to cut back or even close their doors after a disappointing Christmas sales period. Most list the online shopping revolution as a major contributing factor to their collective demise, which conversely can present a realisable opportunity for road transport involved in parcel delivery. But as uncertainty continues to rise on the international trade front especially in regard to events in China, there are still too many unknowns in play. As to how they might impact our markets much will depend on the nature and restrictions of activity in the coming months.

Jan-20

Extrapolating any one particular month’s sales results in order to identify trends applicable to a longer period can be risky, even more so if the month being used as the basis for conjuring up a quarterly or even annual prediction happens to be January. January is typically a quiet month for the sales of new transport equipment with numerous factors at play including the lowest monthly number of business days due to Christmas, New Year and Australia Day public holidays, which presents challenges for dealers and ancillary component suppliers. The industry might not shut down completely but sections of it definitely appear to switch to hibernation mode in the follow on from Christmas Eve. With this in mind, truck sales for January 2020, according to the statistics released in early February by the Truck Industry Council, are down by 14.8 per cent on the previous January ( -267) to 1,533 units. The Heavy Duty sector is responsible for the biggest slice of the somewhat smaller pie and contributed 588 units, 180 less than during the previous January (-23.4 per cent).

Medium Duty sales remained quite steady and are relatively much stronger at 435 units, which is only six less than for January 2019 (-1.4 per cent). Light Duty achieved sales of 510 new units, 81 less than for the same month last year (-13.7 per cent). The wind back in sales is also reflected in the large van sector which, at 319 units for January, is down 19.4 per cent on last year (-77 vans).

Coming off a record result in 2018, the full year for 2019 showed some very solid results for most manufacturers, giving little reason for despair yet, and the ‘off the record’ sentiment of most of the industry people we have spoken with regarding January’s statistics is that, while granted it’s a slow start, 2020 already exhibits a lot of promise in the form of new people in new roles, new models, new technologies and a gradually improving Australian economy. Order books, particularly for suppliers to the Heavy and Medium sectors, are supposedly indicating a good first two quarters for this year.

The federal and state governments are expected to get their cheque books out and boost the economy with a number of big infrastructure projects during the year, all of which will require trucks (and even more trucks) to make them happen. Retail is acknowledged as suffering and there have been some high 74

m a rc h 2020

% Change YOY

ISUZU

468

-4.3%

HINO

218

-34.5%

FUSO

188

5.6%

KENWORTH

117

-33.9%

IVECO

95

33.8%

VOLVO

93

-34.5%

SCANIA

61

3.4%

MERCEDES-BENZ

57

1.8%

MAN

48

-15.8%

FIAT

36

9.1%

MACK

35

-43.5%

UD TRUCKS

34

-26.1%

DAF

24

41.2%

FREIGHTLINER

16

33.3%

RENAULT

16

-23.8%

DENNIS EAGLE

8

700.0%

WESTERN STAR

7

-75.9%

HYUNDAI

7

-12.5%

VOLKSWAGEN

2

0.0%

INTERNATIONAL

2

0.0%

FORD

1

-85.7%

1533

-14.8%

122

-29.5%

FORD VANS

53

3.9%

RENAULT VANS

46

-47.1%

VOLKSWAGEN VANS

44

131.5%

FIAT VANS

33

-5.7%

IVECO VANS

21

-32.3%

319

-19.4%

1852

-15.7%

CAB CHASSIS/PRIME M-B VANS

TOTAL

Behind the people who keep Australia moving Everything we do, every day, relies on the people who literally keep Australia moving. From the fresh food in our supermarkets, to the petrol in our cars, from the school bus, to the train you catch to work, even your holiday travel. None of it would happen without transport workers.

And behind them is TWUSUPER, the industry super fund for the people who look after you.

1800 222 071 twusuper.com.au SUPERRATINGS GOLD 2019 MYCHOICE SUPER

SUPERRATINGS GOLD 2019 PENSION

TWU Nominees Pty Ltd, ABN 67 002 835 412, AFSL 239163, is the trustee of TWUSUPER ABN 77 343 563 307 and the issuer of interests in it. 55621

*

“At Scott’s Refrigerated Logistics, our fleet of over 600 prime movers travels over some of the toughest tracks in the country, so when our long-standing partner Castrol asked us to test a new diesel engine oil, we had no hesitation in taking part.

“The new oil was Castrol VECTON Long Drain. We were able to achieve 80,000km oil drains compared to 60,000kms with our previous oil. As a result, we’ve gone up on oil drains, while service costs, down time and cost per kilometre are down.

“You shouldn’t forget that Castrol VECTON is Australia’s first certified carbon neutral engine oil.

It’s another way partnership with Castrol keeps our business a step ahead.”

GLEN STEPHAN, National Fleet Manager, Scott’s Refrigerated Logistics *Based on severity bands obtained using min/max fuel burn categorisations from 9 different American & European OEMs

bptargetneutral.com www.castrol.com.au/severitytest

MAXIMISE YOUR DRAIN INTERVAL MAXIMISE YOUR PROFIT