Prime Mover April 2020

®

April 2020

Lindsay Transport

Cruising Paradise

APRIL 2020 $11.00

ISSN 1838-2320 03

9 771838 232000

Industry Fleet: Fleet Plant Hire Feature: 50 Years of Meritor Showcase: Valvoline HQ Personality: Simon O’Hara

Innovation Technology: Ctrack Executive Dashboard Fleet: KIM Transport Test Drive: Scania 7-litre Final Mile: Renault Trafic

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April 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.

Lindsay Transport

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.

Cruising Paradise

APRIL 2020 $11.00

ISSN 1838-2320

9 771838 232000

03

Industry Fleet: Fleet Plant Hire Feature: 50 Years of Meritor Showcase: Valvoline HQ Personality: Simon O’Hara

Innovation Technology: Ctrack Executive Dashboard Fleet: KIM Transport Test Drive: Scania 7-litre Final Mile: Renault Trafic

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

CONTENTS

Prime Mover April 2020

38 42

24

46

60

COVER STORY “In the early stages I was thinking of the DAF as primarily a local PUD truck but after we had been operating it for a while I could see it was also suitable for single trailer linehaul work.”

34

CITY HAUL

Prime Feature Stories FLEET FOCUS

24 Cruising Paradise Venerable freight specialist Lindsay Transport runs over 100 DAFs across its national operations, making it by far the biggest fleet for the brand in Australia. Widespread acceptance of the DAF has so far evaded it within the industry but that is all set to change with the launch of new Euro 6 DAF range which Lindsay Transport is currently evaluating at its Coffs Harbour base.

34 City Haul Melbourne-based Fleet Plant Hire operates in the booming construction sector where operational efficiency is key.

Reliability and value-for-money were prime factors in the company’s recent decision to acquire a fleet of Hino 700 Series tippers supplied by Prestige Hino.

TRUCK & TECH

46 Soldering On For the last five decades Meritor has been a consistent presence in the local market, adding much to the legacy of Australian manufacturing. This year it celebrates its 50th anniversary as a driveline components specialist.

50 Smells like Team Spirit Oil and lubricants specialist, Valvoline, is the oldest

trademarked company in Australia. In recent times the company has moved to lower its carbon output locally to coincide with several production line technological improvements it has made in just the past few years.

TEST DRIVE

56 Weigh to Go Scania ventures into the 7.0 litre category for the first time in decades with an appropriately spec’d P series which should get the attention of the market as well as the competition.

Regular Run 06 From the Editor 08 Prime Mover News 60 Final Mile 64 Personality 66 Prime Movers & Shakers 72 Australian Road Transport Suppliers’ Association 75 Australian Logistics Council 76 Truck Industry Council 77 Victorian Transport Association 78 Peter Shields’ Number Crunch

FROM THE EDITOR

Miracle Cures

William Craske Editor

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When we look back at the historical record, last month might be remembered for many things not in the least the buying storm that ensued when panicked consumers doubled down on toilet paper. In all the unforeseen events market economists might have been looking for on the radar of the global supply chain, it’s safe to say, this was not one of them.

With the image and necessary reminder of what Perestroika 2.0 would likely look like lingering on some ransacked supermarket shelves, those looking for a miracle cure to the big hit the economy took following the summer bushfires, I hasten to add, are going to be sorely disappointed by the offset the great toilet paper splurge of March 2019 will have provided.

Robert Musil observed in The Man Without Qualities that man(kind) was indisputably endowed with reason.

“The problem,” he added, “is only how he uses his reason in the company of others.” Indeed in a world so focused on triumph, resilience, as a quality, is also in short supply and much trickier to quantify. Endurance, unlike progress, is ongoing. Trucks carrying goods across the country might as well be the wind for all the recognition the average person affords them. Even so, the wind rustles the trees and the freight movements endure, weathering trends and disruption. Through Depression, wars, recession and even the more recent

Global Financial Crisis, road transport has found a way – with regular flood events and ongoing cycles of drought in between.

Know that if other industries, institutions and schools can afford to shut down, the supply chain cannot and, more to the point, won’t.

Despite growing uncertainty in regard to the residual effects of supply chain vulnerabilities the road transport industry will keep things moving. As it always has.

While the Institute for Integrated Economic Research Australia was right to issue a statement that said, as a matter of national security, Australia must develop “some level of sovereign capability” to safeguard supply, recent events have begun long overdue conversations among government, decision makers and industry. Once the toilet paper discussion runs its course perhaps we can get onto our limited oil reserves.

Nick Tosches, the great biographer of the cultural margins, who, for those acquainted with his many great books, Hellfire, Where Dead Voices Gather and Dino: Living High in the Dirty Business of Dreams, sadly passed on last year. In his liner notes to the rockabilly artist Hasil Adkins he wrote, “Like the bible and toilet paper the music of Hasil Adkins belongs in every household.”

While Adkins has yet to enter the zeitgeist, consider the debate on what remains essential adjourned for now.

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PRIME NEWS

> Volvo teases driver environment innovation on new heavy duty trucks Commercial vehicle manufacturer, Volvo Trucks, has introduced new versions of four heavy-duty trucks geared around improvements to safety, productivity and in-cab comforts and technology.

The models include the FH, FH16, FM and FMX which represent two thirds of deliveries performed by Volvo Trucks.

The FM and FMX receive new cabs with improved visibility and larger interiors increased by one cubic metre to provide drivers with more working room. By putting the driver in focus, Volvo aims to help customers recruit and retain the best drivers in developing new trucks that are safer, more efficient and more attractive working tools.

“We are really proud of this big forwardlooking investment. Our aim is to be our customers’ best business partner by making them even more competitive and help them attract the best drivers in an increasingly tough market,” says Roger Alm, President Volvo Trucks.

An expected growing demand for transport is putting pressure on the

availability of skilled drivers worldwide including Australia. Drivers, a focus of the truck launch, who handle their truck safely and efficiently are now seen as an invaluable asset to transport companies.

“Responsible driving behaviour can help reduce CO2 emissions and fuel costs, as well as helping reduce the risk of accidents, injury and unplanned downtime,” said Alm. “Our new trucks will help drivers work even more safely and productively and give our customers stronger arguments when competing to attract the best drivers.”

According to Volvo visibility has been enhanced by larger windows, a lowered door line and new mirrors. The popular linehaul FH model receives a new look with V-shaped headlights that have been moved outwards to align with the line of the cab doors which now feature the indicators which have been moved for aerodynamics.

Advanced safety features on the FH include descent control, a function that prevents unwanted acceleration on

downhill greades by setting a maximum speed and an improved Adaptive Cruise Control that now works at all speeds.

Volvo has increased the front-axle load capacity on the FH16.

In many markets, the Volvo FH and Volvo FM are available with the Euro 6 compliant gas-powered LNG engine that offers fuel efficiency and performance on par with that of Volvo’s equivalent diesel trucks, but with a far lower climate impact.

In a widely seen promotional video, Volvo has stacked the four vehicles on top of each other in a truck tower which is reportedly real.

The revamped Volvo FMX, which has a new 38-tonne bogie axle to carry the weight of the three other trucks, anchors the tower which stands 15 metres tall and weighs 58 metric tonnes.

It is understood the majority of the special effects, including the truck tower with Alm perched precariously on top of it, were shot outside of Gothenburg, Sweden late last year.

> Mack welcomes back new boss in Australia Volvo Group Australia (VGA) has named the replacement of the outgoing Dean Bestwick at Mack Trucks Australia. The position has been filled by Gary Bone who assumed the role of Vice President Sales Mack Trucks Australia, New Zealand and Oceania markets in March.

Formerly the CEO of Chesterfield Australia, Bone returns to a company and brand he knows well, having spent 16 years from 1997 with Mack Trucks and Volvo Group Australia.

Bone worked in multiple positions in the Group, including two years in the USA for Mack, before assuming the position of Senior Vice President Mack Trucks Australia.

He held the role between 2005 to 2008.

Bestwick has gained an internal promotion and will commence his new role as Regional Vice President Northeast Region for Mack Trucks in 8

a pr i l 2 020

Gary Bone.

North America in April 2020.

It will reunite him with former Volvo Group Australia President and CEO Peter Voorhoeve, who was promoted

to President Volvo Trucks North America in 2018.

Bone’s last tenure at Mack was incredibly successful as it coincided with growth in marketshare, customer satisfaction and employee satisfaction recorded throughout according to VGA. With an aptitude for customer success, Bone returns in time for the anticipated launch of the Mack Anthem expected to be made available for orders in Q3 this year.

“I am incredibly excited by the return of Gary Bone to Mack Trucks Australia,” said Volvo Group Australia President and CEO Martin Merrick.

“Gary has a great history with Mack and Volvo and I am convinced he is the right man to lead Mack forward in 2020 and beyond. His work with us in the past and his recent successes speak for themselves.”

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PRIME NEWS

> NHVR partners with Motorola on real time safety solutions As it pursues greater safety, situational awareness and productivity for its workers the National Heavy Vehicle Regulator (NHVR) has announced it is investing in a new mobile application with communications giant Motorola.

The new mobile application from Motorola Solutions will deliver vital information such as heavy vehicle registration numbers and driver’s licence details to NHVR safety and compliance officers while they are on the move. The National Heavy Vehicle Regulator (NHVR) administers a single set of laws for all heavy vehicles over 4.5 tonnes gross, to ensure the industry is compliant with standards for safety and regulatory performance.

NHVR Director of Information and Technology Mark Radovic described the new solution as a game changer, saying it would streamline, standardise and improve the way the organisation carries out on-road compliance nationally.

“Previously, complex daily tasks including calculating the weight of vehicles and issuing traffic infringement

notices was quite a manual process,” he said. “Now officers can complete these activities on-the-go via mobile devices and immediately send the information they capture in the field directly back to base.

“The application is helping our frontline personnel gain access to NHVR intelligence data. It allows them to work more efficiently which means they now have more time to target their engagements with heavy vehicle drivers out on the road and promote national safety.”

A desktop version of the application also enables supervisors and system administrators to monitor information and intelligence as it is captured in the field the NHVR said in a statement.

The mobile application will also help the NHVR meet goals in its Safety and Compliance Regulatory Platform program by integrating and centralising all key heavy vehicle operator information collected on-road, in the one place.

The holistic managed service will initially

run for three years with the potential to extend it beyond that to a total of seven years.

The mobile application was developed in partnership with NHVR by Gridstone, the application development firm that Motorola Solutions acquired in 2016.

Motorola Solutions Managing Director Con Balaskas, said the technology was designed to meet specific operational needs of NHVR’s officers while improving safety for all road users.

“By accessing key operational data whenever and wherever they need it, NHVR’s staff can manage their daily tasks more safely and efficiently,” he said. “For example, the solution quickly alerts officers to potentially dangerous issues involving vehicles and drivers.

This enables them to make timely, informed decisions while keeping themselves and community members safe,” Balaskas said.

The solution has already been rolled out in Victoria and will be expanded to the ACT, South Australia, Tasmania and Western Australia throughout 2020.

Motorola Solutions is expected to standardise how NHVR carries out on-road compliance.

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PRIME NEWS

> Latest DAF range offers new benchmarks in safety. driver comfort PACCAR Australia has revealed the new generation of the DAF CF and XF models, all of which feature a wide range of the latest safety features fitted as standard equipment. These include Adaptive Cruise Control, Forward Collision Warning, Lane Departure Warning, Vehicle Stability Control and an Advanced Emergency Braking System. A driver’s airbag, an integrated kerb-side blind spot camera and a revised exterior mirror position add to the safety package.

An updated interior and some subtle

New DAF CF and LF models have on-board driver coaching.

exterior design changes provide additional driver comfort as well as enhanced aerodynamics.

The New XF and CF also feature a completely new automatic and easy to operate HVAC system.

Power comes from the latest PACCAR MX-11 and MX-13 engines which have been re-engineered to maximise fuel efficiency through the use of a more efficient turbocharger, a new EGR system and a new valve actuation design.

Internal changes designed to improve thermal efficiency include

a new combustion system which incorporates new pistons, injectors and injection strategies, while higher compression ratios are employed.

New highly efficient variable speed cooling, steering and oil pumps are also used to achieve lower fuel consumption by decreasing parasitic load off the engine.

A new engine brake is also built into the engines’ design. Maximum braking power of the PACCAR MX-11 engine brake is 340 kW and maximum braking power of the MX13 is 360 kW and in the important 1,200 to 1,500 rpm range, braking power has increased up to thirty per cent.

The integration of a 30 per cent larger cooling system reduces the amount of time for the engine to use power to drive the fan.

DAF is the latest European OEM to install the ZF TraXon automated manual transmission which is available in 12 and 16 speeds. Rear axle ratios are essentially lower to take advantage of the available torque ranges created by the downspeeding of the engines.

THE ORIGINAL ENGINE OIL

> NSW family business takes out top Daimler dealer award Daimler has announced its 2019 Dealer of the Year awards with Murwillumbah Truck Centre taking out the top honours.

Located in Northern New South Wales, Murwillumbah Truck Centre has been regarded as a go-to location for Mercedes-Benz, Freightliner and Fuso in the region since it opened in 1981.

Josh Bedser accepted the prestigious Daimler Dealer of the Year award in Melbourne last week on behalf of his father and Dealer Principal, Steve Bedser. It was a bitter-sweet occasion, according to Daimler Truck and Bus, with, Bill Bedser, passing away the day before the award function was held at the Forum theatre.

Josh Bedser dedicated the award to his grandfather, who founded the business.

“Bill was hugely influential on our business and emphasised the value of community,” he said. “As the family business, we carry on this tradition of always investing in our people and the people in our region.”

The Daimler Dealer of the Year award honours the best performing dealer across the Mercedes-Benz, Freightliner and Fuso brands.

Daimler Truck and Bus President

Daniel Whitehead, Josh Bedser, Greg Lovrich, Stephen Downes

and CEO, Daniel Whitehead, said Murwillumbah Truck Centre, which opened a new dealership in Mayfield St last year, was a customer-oriented business.

“For decades, Murwillumbah Truck Centre has shown an unwavering commitment to its customers and is there for them at every stage of the ownership experience,” he said. “It is a family business with strong links to the local community and provides exceptional service across all three Daimler brands, making them a very

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worthy winner of this award.”

Murwillumbah Truck Centre also took out the Mercedes-Benz Trucks Regional Dealer of the Year award and Adam Bedser was announced as the Fuso Truck and Bus Service Manager of the Year in a landmark treble for the family business. Mercedes-Benz Metro Dealer of the Year award was presented to Dealer Principal, Kevin Purcell at Daimler Trucks Laverton.

The Freightliner Metro Dealer of the Year was taken out by Trucks and Trailers Auckland.

PRIME NEWS

> Queensland dealership scoops major gongs at Volvo awards Volvo Group Australia has announced the top echelon of dealers across its national network for 2019 at the annual Dealer Conference in Brisbane with a Mackay outlet scooping two of the top prizes. Crokers Truck Centre took out Regional Dealer of the Year and the National Customer Satisfaction Leader, one of the most coveted awards among dealerships.

The annual gala evening in which Truck Centre Western Australia (TCWA) Kewdale was named as the Volvo Group Metropolitan Dealer of the Year, occasioned a celebration of the results and hard work utilising 1400 employees at the company during 2019.

Volvo Group Australia President and CEO Martin Merrick and Volvo Trucks International Senior Vice President

Glen Croker and Ross Kynaston, Crokers Truck Centre, Mackay, Queensland.

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Per-Erik Lindström were present to personally congratulate each winner including long time Dealer Principal at Truck Centre Western Australia Kewdale, Phil Winkless.

“It’s a great honour to receive the award for Metropolitan Dealer of the Year,” he said.

“We are proud to be part of the VGA Dealer Network and the award is recognition for a year’s worth of hard work and customer commitment from our whole team. It will be tough but we will definitely be trying to go back to back in 2020,” Winkless said.

Metropolitan and regional dealers are awarded on criteria that measures overall success as a result of sales, customer satisfaction, and aftermarket service.

Included in the awards presented

was the Volvo Group Australia Services Incentive Program, rewarding dealerships on a points based system for their dedication to customers following the truck sale.

TCWA Kewdale were once again celebrated as they topped the points for metropolitan dealers, while Crokers completed a hat-trick for the night as they shared regional and rural honours with Webster Trucks Devenport according to Volvo Group Australia.

“Volvo Group is committed to being our customers’ number one partner of choice through offering a premium customer experience, and tonight we have recognised the dealers who have lived and breathed that philosophy for the last 12 months” said Merrick.

“Our customers drive us to deliver more and the team and I are committed to exceed our customers’ expectations in 2020 and beyond,” he said.

VGA Vice President Services and Retail Development Tom Conlon said 2019 was another record year for Volvo Group Australia, and the ceremony occasioned deserved recognition for the hard work of each dealer.

“Intrinsic to Volvo Group Australia’s success is our dealer network so it is fantastic that we dedicate a night to celebrating and recognising their achievements,” he said.

“All have achieved great results and the competition was intense, but the winners deserve a special mention and I would like to congratulate TCWA Kewdale and Crokers on a great 2019. I am looking forward to their success rolling on into 2020.”

Volvo Financial Services also presented a number of awards on the night to highlight individual and dealership achievements.

VFS Managing Director David McGuire presented Brett McAlister with the Regional Finance Manager of the Year award for his work with VGA affiliated dealerships in New South Wales, before VCV Sydney was awarded VFS Dealer of the Year.

1970 – 2020

RUN WITH CONFIDENCE. Meritor’s heritage of building world-class axles stretches back more than 110 years. First as Timken Axle company and later as Rockwell Standard, we’ve been at the forefront of designing and manufacturing axles that are trusted as the first choice by some of the biggest names in the trucking world. It’s been 50 years since the first Australian-built axle rolled out of our Sunshine facility in Melbourne. While today’s axles have changed significantly to deliver increased efficiency and handle the greater payloads of modern trucks, Meritor maintains its high commitment to support trucks with axles that are designed, tested and proven to perform under Australian conditions. All 100 Meritor Australia employees extend thanks to customers for being a part of our success through the past 50 years. We look forward to another 50 years here in Australia. meritor.com

PRIME NEWS

>L ocal component producers shift from car to truck Automotive component manufacturers impacted by the demise of Australian car manufacturing are finding opportunities in other areas such as the local truck manufacturing industry. According to a government report released in February

by Minister for Industry, Science and Technology Karen Andrews, many supply chain companies which formerly supported car manufacturing in Australia remain in business, despite the closure of the ‘big three’ car manufacturing plants in this country.

The report – Australian Automotive Industry – Transition following the end of Australian motor vehicle production – states that close to 75 per cent of supply chain companies which supplied Ford, Toyota and Holden manufacturing plants prior to their respective closures in 2016 and 2017 remain in business.

Government support was found to have contributed to this, with those impacted by the transition supported by $380 million provided by federal, Victorian, and South Australian governments together with Holden, Ford, and Toyota.

“This report shows locally-owned businesses achieved the best results by drawing on existing skills to diversify and take advantage of new markets,” said Andrews.

Effective transition has seen the supply chain businesses moving into new sectors such as truck and bus manufacturing, as well as agriculture and medical technologies.

“For future growth, electric vehicle markets offer significant opportunities for businesses to participate further in global supply chains,” said Andrews.

“Our manufacturers also have strengths

in emerging areas of light weight components, battery recharging and cooling, and autonomous vehicle technologies.”

Meanwhile, Minister for Employment, Skills, Small and Family Business, Michaelia Cash, said the findings reinforce a recent report conducted by her own department, which found that 82 per cent of the affected workers were able to secure work and four per cent of these started their own business.

“The successful outcomes for car industry workers show what can be achieved when industry and government work together,” said Cash. “The support provided included tailored career advice, skills and training assistance, health and wellbeing initiatives and job search assistance through the Government’s Stronger Transitions package.”

>D aimler Trucks announces new inland NSW dealership network A new dealership network for customers of Mercedes-Benz, Freightliner and Fuso has been introduced in regional NSW to be headed up by a 25-year industry veteran.

The dealer network led by David Warren has opened across Albury, Wagga Wagga with Dubbo set to follow later in the year.

Warren, formerly with the PACCAR-aligned Inland Truck Centres network, will head

Daniel Whitehead, David Warren, Greg Lovrich.

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up the established sites in Albury and Wagga, where he is Dealer Principal and Owner, of the newly established dealership in Dubbo.

Daimler Truck and Bus Australia President and CEO, Daniel Whitehead, says Daimler Trucks customers in the area will benefit from the change.

“It is one thing to have the best trucks in

each class, but Daimler Trucks also needs to back them with the best dealership support,” he said. “Our customers in this vast area of rural New South Wales will now be able to expect a higher level of service than ever before from David’s high calibre team that is prepared to go out of its way to back our products and look after its customers.

“We’d like to extend a warm welcome to David and his team and thank them for the commitment to Daimler Trucks and its investment in our customers.”

Warren’s hiring coincides with advanced new heavy duty product from Daimler including the long awaited Freightliner Cascadia and the acclaimed Fuso Shogun.

“We are really looking forward to backing these fantastic new products and providing the kind of support our customers need to keep working and build their businesses,” he said.

“These are remarkable trucks that can save our customers money, keep them safe and comfortable and we are proud to be able to sell and support them as part of the Daimler Trucks family.”

PRIME NEWS

> New business unit to focus on innovation at Isuzu Isuzu Australia Limited (IAL) has created an Innovation business unit as it prepares for transformative disruptions in the marketplace.

Changes in both the global and domestic transport sectors has prompted the creation of a unit responsible for IAL’s future direction as it contends with four fundamental shifts in technology better known within the industry as CASE – connected, autonomous, shared and electric trucks.

Grant Cooper, who was appointed to the position of Head of Innovation in March last year, will oversee the department.

According to a statement from the commercial vehicle manufacturer, Cooper whose background in strategy consulting work is suited to solving problems and delivering growth through customer-led innovation, has been a key part of the IAL team for the past three years.

“Cooper brings with him a unique skill set to address the transport industry’s shifting foundation, having started his career in design and more recently completing an MBA at Melbourne

Business School,” Isuzu said.

Following the recent move to enter into a strategic alliance with Volvo Group and technology sharing arrangement with Honda R&D to jointly undertake fuel cell electric vehicle technology on commercial vehicles, Isuzu has expanded its focus on delivering its existing customer offerings as the market undergoes unprecedented change.

IAL Director and Chief Operating Officer, Andrew Harbison, described it as the progression of an already well-honed approach Isuzu takes towards product research and development.

“Innovation is at the core of what we do at IAL, and for many years now we’ve demonstrated a constant hunger to evolve and push the boundaries with our offering,” he said. “In the face of the industry’s CASE shift, it’s essential that we’re addressing customer’s real needs and satisfying those needs with products and services that are ‘fit for purpose’.

We don’t see merit in hastily introducing technologies that confuse or hinder a customer’s ability to get the job done—a pattern we’re seeing increasingly in the

marketplace.”

The new business unit will look at all elements of the impact of CASE across IAL from core products through to aftersales opportunities and services.

The programs according to Cooper will be centred around data-led business efficiency and alternate powertrains.

“When it comes to Connectivity, Isuzu must be flexible enough to serve our customers with the right data, in the right place at the right time to meet their specific business needs. A seamless user experience is key to achieving this,” he said. “Likewise, work continues apace with alternate powertrain technologies and, as we see it, all developments across product segments and customer applications share a common aim.”

He explained it was about having the right product/application fit that makes economic sense for IAL customers.

“The recent technology partnership announcements along with existing initiatives within our global network gives us strong arsenal to achieve this,” Cooper said.

> Hino recognises elite dealers at awards The top Hino dealers have been recognised in a ceremony involving 300 guests including Global Hino Motors Ltd Chairman Yasuhiko Ichihashi at the Sydney Hilton.

For the fifth straight year Prestige Hino Dandenong was named the Metropolitan Dealer of the Year. Dealer Principal Angelo Valerio was full of praise for his team. “Someone once said to me if you win one Dealer of the Year, it could be a fluke,” he said. “To win two in a row you’ve done something right and to win three in a row it’s no fluke and you’re definitely doing everything right,” said Valerio.

“So what does it mean when Prestige Hino wins its fifth consecutive Hino Dealer of the Year? What it means to me is we have achieved a critical mass of employees who have passionately 18

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embraced our vision for Prestige Hino to be the trucking partner of choice for Australian enterprise.

“I have always maintained that one individual doesn’t win awards, it’s an entire dealership team effort – what’s most exciting is that the team now does it effortlessly.”

West Orange Motors was awarded the Regional title.

Aaron Daniel, the Dealer Principal, was grateful for being recognised for a second time in three years.

“We are so happy to win this award at a time when regional areas are facing a crippling drought and tough economic conditions,” he said. “We would like to recognise our dedicated, hard-working staff and our customers for their continued loyalty.”

Adding to its accolades, Prestige Hino

won the Customer Experience – Sales category (Metropolitan) award and its National Fleet Sales Manager, Danny Timewell again won Salesperson of the Year, repeating his success from last year.

Pacific Hino (Cairns) won the regional equivalent for the Customer Experience – Sales category.

In the Customer Experience – Service category, Sydney’s Adtrans Hino won the Metropolitan honour for the second consecutive year and Jacob Hino of Wodonga was successful in the Regional category.

The Sales Excellence Metropolitan award went the way of WA Hino Sales & Service of Perth, which also won the Hino Financial Services award. Till Hino of Geelong, Victoria was awarded the Sales Excellence Regional Award.

> DAF names Dealer of the Year PACCAR has announced a Brown and Hurley dealership as the 2019 DAF Dealer of the Year with Brown and Hurley in Coffs Harbour honoured at PACCAR’s annual dealer event on the Gold Coast.

Dealer Principal Graham Sebbens, accepted the award representing a business recognised for excellence in truck sales, parts sales, service, finance and overall customer support.

The dealership was also named the 2019 Customer Excellence Champion for the third consecutive time.

Employing more than 400 staff across

nine branches throughout Queensland and northern New South Wales, Brown and Hurley Group is a wholly familyowned Australian company that has been operating in the Australian transport industry for more than 70 years.

“Key factors in the success of the dealership are its ability to be a consistently high performer over a long period and sustain a culture that focuses on delivering excellent DAF sales administration, parts and service along with exceptional DAF customer advocacy,” said Brad May, Director

Brad May, Justin Brooks, Chris Dziedzic, Andrew Hadjikakou.

Sales and Marketing PACCAR Australia.

“Brown and Hurley Kenworth DAF Coffs Harbour is an excellent example of a DAF dealer. Constantly exceeding their customers’ expectations, they strive to deliver the highest level of support across all areas of their business. They are a first class dealership and one that continuously invests in staff, equipment and facilities.”

Graham Sebbens, on behalf of the dealership, said the award was a group effort and the team had worked hard throughout the year to achieve the DAF Dealer of the Year title.

“What a year! What an amazing team with DAF products being the foremost in our minds for everybody at the dealership,” he said. “It’s a huge part of the future for our business, as it continues to grow yearon-year. DAF trucks are a great product and the prospect for us increasing sales and our customer base is exciting.”

Coffs Harbour is also the home of national freight carrier, Lindsay Transport.

It currently runs the largest fleet of DAF commercial vehicles in the country. See this month’s cover story for more.

> Penske names new boss amid rebrand The newly named Penske Australia has appointed a new managing director as it consolidates its brand in the local market it has recently announced.

Hamish Christie-Johnson was named as the new Managing Director. He was formerly in charge of Penske Power Systems looking after the Detroit, Allison Transmissions and MTU brands.

“I am excited to lead Penske Australia going forward,” Christie-Johnson said in a statement. “We have an outstanding team of people that are focused on delivering innovative solutions and improved service. I look forward to working with all of our customers and our dealer network to grow their businesses as well as our own.”

Effective 1 March, 2020, the rebranding of operations at an enterprise level now combines the Penske Power Systems

aegis and Penske Commercial Vehicles which has serviced customers of Western Star, MAN Truck & Bus and Dennis Eagle commercial vehicles.

“Since Penske first entered the Australian market in 2013 with Penske Commercial Vehicles, and then with Penske Power Systems, our focus has been on serving a broad range of customers,” said Randall Seymore, Penske Transportation Group International President. “The first step in improving our service offering was the appointment in recent years of Penske Power Systems as an authorised dealer of Penske Commercial Vehicles’ Western Star, MAN and Dennis Eagle truck brands across select locations.

We believe rebranding articulates the breadth of Penske’s capabilities and positions the company for

future development.”

The rebranding to Penske Australia follows the rebranding of Penske Power Systems and Penske Commercial Vehicles in New Zealand late last year to Penske New Zealand.

A Penske Australia spokesperson confirmed that Kevin Dennis Penske Commercial Vehicles On-Highway Managing Director would not be continuing at the company.

“Kevin Dennis has moved on from the Penske business and we wish him all the best,” the spokesperson said.

Penske Australia and Penske New Zealand are the operating divisions of Penske Transportation Group International, the local subsidiary of Penske Automotive Group, a U.S. based company that ranks #136 on the Fortune 500.

GLOB NEWS GLOB ALALNEWS

> MAN unveils first new gen trucks in 20 years German commercial vehicle manufacturer, MAN Truck & Bus, has launched its first new generation of trucks in 20 years with new versions of the MAN TGX, TGS, TGM or TGL unveiled in Bilbao, Spain. The trucks, painted in gold, were displayed at a media event with an aerodynamically improved vehicle to suit every on-road application between 7.5 tonnes and 46 tonnes gross vehicle mass.

An overhaul to its midrange D26 engine has seen a reduced exhaust gas recirculation rate whereby an electrical waste gate takes on the role of regulating the charging pressure, which makes it possible to raise the ignition pressure while reducing the fuel consumption even further.

MAN Truck & Bus also promised significant reductions in Co2 while boasting the latest technology in driver assistance, safety features and digital networking.

Turn assist has been newly developed to help prevent serious accidents in urban environments “MAN has involved customers and drivers in the development of the new MAN Truck Generation from the beginning, so that

their requirements could consistently be made part of the new vehicle,” MAN said in a statement.

By integrating direct charge-air cooling, the components of the low-temperature cooling system can be removed, for weight gains in the engine leading to added efficiency.

Improvements in thermal management also ensure that the thermal conditions for operation of the engine and exhaust gas aftertreatment are constant.

An electrically regulated exhaust throttle valve with position feedback, modifies the exhaust gas pressure and exhaust gas temperature quickly and precisely.

Thermal conditions are kept constant with a regulated coolant pump, the fan speed sensor and an optimised oil cooler with thermostat.

The cab shell, aside from some redesigned external panels, remains the same with the major changes having taken place inside the cab.

It now features a new dashboard and a pair of colour screens, neither of which are touchscreens and as MAN explains are not suitable for trucks given the difficulty of accurate operation while seated in an

air-suspended seat.

A new multifunction steering wheel features two banks of switches. Those on the left are for driving the truck, while the right ones are dedicated to infotainment.

Headlight, hazard light and door lock switches have been moved to the bottom of the driver’s door and are now operated from outside the truck when the door is open.

The front on the truck is supposed to resemble the face of a lion, in deference to the company logo.

Around 22,000 new item numbers were integrated into all departments and nearly 4,000,000 kilometres went into testing prior to the market launch.

Operators can expect to see eight per cent less in fuel consumption according to MAN. “For their sake, we need to be one step ahead of these changes with all their direct and indirect effects. This is a huge, but at the same time, extremely exciting task – it means that we need to think in different, new dimensions as the manufacturer of our products. We do this with our new truck generation,” said Joachim Drees, the MAN Chairman of the Executive Board MAN last launched new trucks in 2000.

> Traton offers $4.3B to purchase Navistar International Global truck group, Traton SE, has reportedly put in an unsolicited cash offer worth $4.3AUD billion to buy Navistar International Corporation.

It is understood that Navistar was carefully reviewing the proposal in which Volkswagen’s commercial vehicle subsidiary Traton, the umbrella company that includes both Scania and MAN, would acquire Navistar International Corporation

for around $35 a share.

Traton is already a 17 per cent stakeholder in Navistar International after it paid $256USD million for its stake in 2017.

The move instantly boosted the Navistar share price which was trading at $24 a share on the New York Stock Exchange before news broke of the offer.

Details have not yet emerged on what the deal would mean for the International truck International LoneStar.

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lineup and Navistar diesel engine group.

With a further six months of downturn ahead in the US manufacturing economy some industry pundits have anticipated Navistar would represent a good value buy this year.

As Volkswagen aims to offset manufacturing costs the deal looks like an appropriate fit.

Navistar, along with engine specialist Cummins and supplier Meritor announced thousands of job cuts late last year.

“There can be no assurance that any negotiations between Navistar and TRATON regarding this proposal will take place, and if such negotiations do take place, there can be no assurance that any transaction with TRATON will occur or be consummated,” the Illinois-based truck manufacturer said in a statement.

The Renewed Renault

TRAFIC READY TO WORK

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Every TRAFIC includes: • Efficient & powerful 2.0L twin turbo diesel engine • MediaNav with 7” touchscreen, Apple CarPlay® and Android® Auto • Dual sliding side doors & rear barn doors • Electronic Stability Control, rear parking sensors & camera, load-thru bulkhead

.#Offer is available to approved ABN registered business applicants of Renault Financial Services (Australian Credit Licence Number 391464) and for business purposes only. Maximum term 36 months. 3.9% APR. Terms, conditions and fees apply. Offer available on new MY20 Renault TRAFIC ordered between 02/01/2020 and 31/03/2020 and delivered by 31/03/2020. Premium paint available at additional cost. Excludes Government, Rental and National Fleet customers. Renault reserves the right to vary, extend or withdraw this offer. Not available in conjunction with any other offer. At participating dealers only. See Renault.com.au for eligible models.

SUPERANNUATION BRAND MINDSET MINDSET

DRIVEN BY A CUSTOMER FOCUS Kimberley Ruddock Kimberley Ruddock is the general manager of marketing for Penske Australia and Penske New Zealand.

Having joined Penske in 2009, Kim oversees all marketing functions of the business.

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H

ighly regarded globally for his transportation and motorsport business ventures, entrepreneur Roger Penske entered the Australian market in 2013 with Penske Commercial Vehicles, distributor of the Western Star Trucks, MAN Truck & Bus, and Dennis Eagle brands. This was closely followed by the launch of Penske Truck Rental in 2014, and the introduction of Penske Power Systems, distributor of the MTU, Detroit, and Allison Transmission engine and power system brands in 2015.

Despite Penske’s relatively short history in the Australian marketplace, our local operations have had the advantage of being able to leverage the experience and success of the global Penske diversified empire, which boasts $32 billion in revenue, 3,200 retail locations, a fleet of 300,000 rental, lease, and logistics trucks on the road, and 64,000 employees globally.

While Penske’s global businesses may be varied, there is one common philosophy that encapsulates all its operations: our customers come first.

To achieve this, Penske invests heavily in fostering its customer relationships, taking direct feedback into account as we make business decisions. For example, our MAN customers told us they were after more options in sleeper cabs for long haul applications. So last year we launched the all-new, incredibly spacious XXL cab in our innovative MAN TGX range. And for that added touch of exclusivity, customers can go one step further and order the deluxe

PerformanceLine range.

Customers of our bonneted, tough Western Star range told us they were after more efficiency, resulting in our introduction of the aerodynamicallydesigned, streamline 5800FE, a design which is perfectly suited to linehaul applications.

While cabin environments and efficiency are among the key factors for customers in the heavy-duty market, safety is the utmost priority for our municipal and waste management customers, and this is where our Dennis Eagle range is truly in a class of its own.

With features such as one-step entry and exit cabs, tall and wide door openings, large glass areas for maximum visibility, and excellent mirror packages, truck operators and vulnerable road users, such as pedestrians and cyclists, are well protected.

The other side of Penske Australia’s product offering is engines and power systems. Greater efficiency and flexibility are in demand more than ever in both the on- and off-highway space. Boasting superior performance and reliability, and low whole-of-life costs, our MTU and Detroit brands are among the market leaders.

Recently we announced that, in addition to representing Rolls Royce Power Systems’ (RRPS) innovative and powerful MTU brand, Penske has added further capability to our power and propulsion solutions with the inclusion of RRPS’ medium speed Bergen engines.

Again, this decision was based on clear feedback from customers that they were seeking greater power options in the off-

SPONSORED BY

highway space.

On the Detroit side, last year we announced the introduction of Detroit’s most powerful on- highway engine ever, the DD16, which combines reliability with high performance, giving customers even greater power options.

In addition to being influenced by customers, broader industry changes impact our operations. In recent times, we have seen a shift towards a more transient truck driving workforce. Career truck drivers are not as commonplace as they were in the past, and this had led to growth in the adoption rates of our fully automatic Allison Transmission product range as less experienced drivers seek automated truck solutions.

SPONSORED BY

While maintaining an innovative product offering that is responsive to our customers’ demands is vital, it is not the only component of Penske’s customer service goals. The other component is our support. With 1,100 Penske staff located in 17 branches across Australia, 130 staff located across three branches in New Zealand, and 130 dealer locations, Penske is able to support its customers when they need it. Across every aspect of the customer relationship – our sales team, our dealer partners, our finance teams, our technical teams – we are firmly committed to delivering exceptional customer service.

It was with this commitment in mind that Penske decided to consolidate its Penske Commercial Vehicles and Penske Power Systems operations into a single Penske Australia entity. This followed a similar process that took place in our New Zealand operations late last year.

With so many synergies between the two arms of the business distributing the truck and power system brands, it was clear that this was the next step for us. By consolidating our operations, we will realise internal efficiencies driven by a single strategy and vision that will drive the delivery of our mandate to supply superior products and outstanding support to our customers.

In essence, this process commenced a few years ago; initially with appointment over the last few years of Penske Power Systems across select locations as an authorised dealer of the truck brands distributed by Penske Commercial Vehicles to complement the existing independent dealer network. We invested greatly in our Penske-owned branches ensuring we could not only continue to deliver customer service excellence to our existing engine and power system customers, but also operate successfully as a dealership, servicing our truck sales customers. This investment is reaping rewards with great results across these branches.

Secondly, we implemented a comprehensive customer satisfaction index program that tracks how our customers think we are doing. We receive daily feedback from customers at each of our branches, giving us timely and accurate feedback that allows us to implement changes and further improve our customer service delivery. Our customer satisfaction index program has also proved to be critical in the implementation of our Penske-owned branches as dealerships.

Looking to the future, we will maintain our focus on working hand-in-hand with our customers while also completing the implementation of the consolidation of our businesses to ensure we continue to deliver relevant products and services to our diverse customer base.

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

23

COVER STORY

CRUISING

PARA Venerable freight specialist Lindsay Transport operates over 100 DAFs across its national operations, making it the biggest fleet for the brand in Australia. Widespread acceptance of the DAF has so far evaded it within the industry but that is all set to change with the launch of new Euro 6 DAF range which Lindsay Transport is currently evaluating at its Coffs Harbour base.

Rob Dummer.

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DISE

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

25

COVER STORY

T

he Kenworth K-series cab-over has always been a tough act to follow in this country. Over the almost 50 years since the first K125CR ‘Grey Ghost’ left PACCAR’s Bayswater production line in early 1971, the K-series in its various guises and updates has amassed a broad spread of loyal followers throughout the Australian road transport fraternity.

When PACCAR acquired DAF in 1996, the Dutch brand was subsequently integrated into its local product portfolio, without the slightest suggestion that its cab-over DAF would compete directly with the stalwart cab-over Kenworth.

On the contrary, the DAF prime mover was progressively pitched as a complementary product eminently suited to a range of single trailer and B-double roles, the ultra heavy-duty applications where Kenworths have traditionally reigned supreme notwithstanding.

Long-time Kenworth operator Lindsay Transport wasn’t looking to replace its linehaul B-double Kenworths with DAFs when it started trialling the first DAF in its fleet in late 2015. Rather, the company was searching for the most suitable contender for mainly single trailer work, but with the capability to haul a B-double when necessary within its nationwide operation.

Testament to the product delivering on its promise, four years later there are now 101 DAFs clothed in the striking red and white Lindsay livery operating from various depots around Australia.

“Initially, we were looking for a local pick up and delivery (PUD) prime mover that could pull B-doubles,” explains Rob Dummer, Lindsay Transport General Manager Operations. “At the time, PACCAR had approached us with a view to initiating a trial of a DAF prime mover in our fleet. So after some discussions between ourselves, PACCAR and our local dealer Brown & Hurley around pricing and specifications, we were willing to give it a go.”

The first DAF CF prime mover to grace the Lindsay fleet was put into service in

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October 2015 and immediately proved its worth over the following months.

“We gave it a fair trial over the next few months in the busy period leading up to Christmas and it stood up to the work the way I was hoping it would,” Rob says, adding, “actually, it exceeded my expectations.”

Given the original DAF replaced a singledrive prime mover towing a 16-pallet tandem-axle trailer, it’s not difficult to see why the DAF CF 6x4 prime mover instantly gave the company a far broader scope in terms of the variety of applications for which it could be used.

“That was the spec they were able to give me and straight away it was a truck that I could use for three different applications instead of one,” Rob explains. “In the early stages I was thinking of the DAF as primarily a local PUD truck but after we had been operating it for a while I could see it was also suitable for single trailer linehaul work.”

In 2016 Lindsay Transport invested in additional units for its metropolitan depots where during a trial period they proved successful.

Rob was so impressed by those DAF CFs he decided to buy eight more units for one of the company’s semi-trailer linehaul operations between Sydney and Brisbane the following year. This entailed a multi-pickup fish run, stopping at a number of fishing co-ops from Taree on the NSW mid-north coast to the Queensland border.

“Prior to buying the DAFs for this application, we had generally used B-double prime movers that were a few years old and ready to be backed off from linehaul B-double work, but we found that buying the new DAFs for this role provided us with a number of benefits,” Rob recalls citing vastly improved manoeuvrability of the cab-over DAFs compared with the mostly conventional or bonneted trucks the company uses for linehaul B-double work.

“We mostly run bonneted prime movers on the highway B-double runs because they are depot-to-depot and the drivers

tend to prefer them over cab-overs for that type of work,” Rob says. “On the other hand, with the fish run there are tight loading docks to negotiate which is where the DAFs really shine.”

That first batch of eight DAFs has recently been replaced with new units for the fish run, with the initial ones given a second life on local PUD work which, again, is the forte of cab-overs. In this way, the DAFs are expected to have an effective life span of five to six years within the Lindsay fleet.

“With the stop-start type of work, the DAFs are great because they are easy for the drivers to get in and out of the cab and also the co-ops dotted along Lindsay Transport operates over 100 DAF trucks across Australia.

the NSW coast are not the most truckfriendly to get in and out of. It’s quite common for the drivers to have multiple pickups on the way down,” Rob says.

“The easier cab access of the DAF CF due to the lower cab was a huge thing for me because we have had far too many slips and falls out of trucks. Because our local and distribution work is now bigger than Ben Hur, it has become increasingly apparent in recent times that we needed to source the most ideal truck for this work. Having now operated the DAF CF for more than four years, I believe it fills the bill ideally for this part of our operations.”

Lindsay Transport recently moved into

the container carrying realm, with the DAF CFs proving ideal for towing skels loaded with boxes to and from the railheads and ports in the major capital cities where the company operates. Rail has become a major part of the business.

A recent expansion in late 2018 saw a new branch open in Perth, where a batch of four new DAF CFs have been acquired to manage the local work out west. Just over one year on and that number has already doubled to eight units.

In terms of driver acceptance, Rob says he hasn’t had any resistance from any of the drivers towards operating the DAFs. “I suppose there could have been a bit of a stigma in the beginning but once they

FAST FACT

New highly efficient variable speed cooling, steering and oil pumps are used to achieve lower fuel consumption by decreasing parasitic load off the PACCAR MX-13 engine.

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

27

COVER STORY

DAF is the latest European OEM to install the ZF TraXon automated manual transmission.

had driven them, they didn’t want to get out of them. The DAFs are so easy to drive, comfortable and manoeuvrable,” Rob says. “There hasn’t been a complaint from anyone which is quite an accolade for the DAF product.”

Lindsay Transport is one of the first transport outfits in the country to be invited to test a CF85 from the newly launched DAF Euro 6 range. Rob says while evaluation of the new unit is still in its infancy, it is showing an improvement in fuel economy and delivers outstanding comfort. The CF85 is powered by a 480hp-rated engine and matched with a 12-speed TraXon automated manual transmission (AMT). At present it pulls a single trailer on the fish run between Brisbane and Sydney.

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“I really can’t fault the previous model either, but the new one is a bit more handsome and it has that step up in technology to Euro 6 which is definitely a good thing,” he says, adding that the new model is noticeably quieter inside the cab.

Interestingly, not all of the DAFs in the fleet are prime movers, with Lindsay Transport having also invested in a number of 8x4 rigid CFs to bolster the operation.

“In 2017 we introduced the 8x4 CF with a 16-pallet refrigerated body which was a size previously unheard of on a rigid truck,” Rob says. “We service fruit depots all across Australia where we pick up two or three pallets from each farm. With a 6x4 in this type of operation it is easy

to go overweight on the steer axle when you load heavy pallets at the front. The 8x4 with load sharing eliminates this problem and the drivers are reporting manoeuvrability close to the previous 6x4 units.”

Another quality Rob appreciates between both the prime mover and rigid CF is a relatively low tare weight.

“With the 8x4 rigids and the 16-pallet bodies we still get a payload capacity of 16 tonnes which is very good for this type of vehicle,” he says.

The DAF 8x4 rigid count now stands at 21 after little more than two years from when the first unit was delivered. Rob says the numbers are at once due to the replacement of older trucks and new growth, as typified by the greenfield Perth site.

“In the early stages I was thinking of the DAF as primarily a local PUD truck but after we had been operating it for a while I could see it was also suitable for single trailer linehaul work.”

Rob Dummer Lindsay Transport General Manager Operations

The new DAF CF is powered by the latest PACCAR MX-13 Euro 6 engine.

Naturally, the dealer supplying the trucks – Brown & Hurley at Coffs Harbour – is a vital element in the supply of DAFs to Lindsay Transport.

The two companies have had a particularly close working relationship over many years, with Rob describing the assistance of Brown & Hurley Dealer Principal, Graham Sebbens, as instrumental in the process of specifying the best vehicles to meet Lindsay Transport’s needs.

According to Graham, the DAF CF variants including prime movers and rigids that the company has purchased since 2015 have been meeting expectations, and then some. All of the fitout and warranty work for Lindsay Transport is done at Brown & Hurley’s

Coffs Harbour dealership while the regular servicing and maintenance is done by Lindsay Transport at its Coffs Harbour workshop.

The relationship between the two companies began in the 1970s and Graham describes it as a business relationship and friendship between various members of both organisations spanning three generations on both sides.

Graham has been with Brown & Hurley for more than 30 years and has been involved with Lindsay Transport for all of those years, leading to strong bonds being created, particularly between himself and Rob. “The key to a mutually beneficial relationship is respect. A respect for

each other and also the businesses,” says Graham. “At Brown & Hurley we endeavour to fulfil the equipment requirement needs of Lindsay Transport and this is ongoing through discussion both personally and collectively so that we are always providing the right truck for the job.”

In a successful and longstanding haulage operation like Lindsay Transport, having the right product for each application is essential.

With the able assistance of Graham and the team at Brown & Hurley, Lindsay Transport has cemented DAF’s CF model as the ideal prime mover and rigid vehicle for its ever-expanding PUD distribution work across the operation. p r i m em over m a g . c o m . a u

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FLEET FOCUS

TRUE The initials in KIM Haulage represent Ken and Inga McClelland. Their specialty is bulk transport in which they use some innovative PBS combinations and state of the art technologies.

B

ased near the foot of the Blue Mountains at Londonderry in Western Sydney, KIM Haulage specialises in the transport of bulk materials using a modern fleet of Macks and Volvos coupled to some innovative trailing combinations under the Performance-Based Standards scheme.

A number of the KIM fleet are in Holchim livery as they are dedicated to transporting quarry products to that company’s batching plants in various locations throughout the Sydney basin. The KIM/ Holchim trucks usually travel as far as Salt Ash near Williamtown, Marulan in the

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Southern Highlands and Albion Park in the Illawarra region.

Other KIM Haulage trucks are employed in moving material to and from Sydney’s many tunnel and infrastructure projects.

Ken also has experience in bulk grain movements during harvest seasons.

Nine new Mack Granites with engines rated at 500hp were delivered at the beginning of 2020 bringing the fleet size to 35 trucks plus numerous trailers.

The advent of the Performance-Based Standards (PBS) scheme has changed not just how Ken operates his business, but has changed his purchasing methods as well,

particularly when it comes to his A-double combinations.

Previously the procedure was to buy a truck, put a body on it and add a new dog trailer and later replace the truck and keep the trailer.

“But that doesn’t look right with the nice shiny body on the truck and a tired looking trailer, whereas with an A-double we can just replace the prime mover,” says Ken. It’s not just about aesthetics, although Ken and his team take serious pride in the appearance of the fleet. Ken has been a perennial early adopter of technology

Ken McClelland.

GRIT and examines opportunities to improve operations within the industry with some inspired lateral thinking. Back in the days of cap tarps on tippers, Ken fitted his with stretch rubber rings to make the tarping easier for the drivers. He was one of the first to fit wind back tarps, initially using manual activation and progressing to electric operation.

Ken was also an early pioneer of disc brakes on trailers. Working closely with BPW Transpec, he even had EBS on a four-axle trailer with load sensing on the truck as far back as 2003. The ultimate solution after a couple of years of experimentation was to move to bigger 470mm diameter rotors rather than the original 370mm units.

Fitting cameras to trucks to increase drivers’ all round vision is not new, and Ken now installs the latest in multi-camera technology including hard drives with 2TB capacity to provide the capability to record up to four months of vision data.

When the left turn indicator is activated the display screen in the cab switches from a multi-screen view to display the largest possible image of the ‘blind spot’ on the truck’s kerb side. The current system costs around $5,500 per truck but Ken and his drivers regard them as good investments.

Images from the cameras are transmitted to the office and can be viewed live if necessary.

“From the various cameras we can see very clearly where the truck is situated within

its lane, and with the saved data no one can come back in a few months’ time and claim a driver failed to change lanes safely,” says Ken. “The drivers have a screen in the truck so they can see what I can see, other than from the forward-facing camera because they already have the same view out of the windscreen.”

Typical of Ken’s approach to safety is the fitment of front mounted mirrors.

“They were mandatory on a couple of jobs and while they might be ugly they provide a fantastic view. I’ve since put them on every single truck,” he explains.

Ken closely examined the PBS scheme for two years when it was first advocated and his decision to take it up was based predominantly on number crunching. p r i m em over m a g . c o m . a u

31

FLEET FOCUS

“Before I do anything I always sit down and work the numbers and make sure I can afford it before I even approach finance providers,” he says. “I do that because I don’t believe in wasting other people’s time and I have to be confident that it is going to work from my side.”

Since the advent of PBS, KIM Haulage has used Sloanebuilt Trailers and bodies. In all probability Ken had the first five-axle dog trailer in Sydney and also the first A-double combination.

“At the time there was big news about a tridrive truck and five-axle dog at just over 47 tonnes, yet two weeks later I had the first A-double on the road at 51.5 tonnes,” Ken recalls. “Sloanebuilt have always worked well with me and are definitely welladvanced in the area of PBS. The industry take-up of PBS early in the piece wasn’t very good and since then there has has been a lot of adaptation. For us, everything purchased since 2011 has been aimed at PBS applications.”

All trucks and trailers in the KIM fleet are equipped with alarms for the PTO and the hoists.

“I saw an over-height truck hit a tunnel and thought ‘this can’t happen to me because my trucks are only 3.5 metres high’. Then I saw a raised tipper hit one and thought: ‘how do I make sure that that doesn’t happen?’ I spoke to Sloanebuilt about putting the alarms on. I also went to Mack and got them to speed limit the trucks to 20 km/h when the PTO engaged.

After all of that if they do hit something it will only be at 20 km/h.”

Another issue peculiar to tippers is tailgate security, and again, several high profile incidents led Ken to question if things couldn’t be done better.

“How do I know tailgate is securely locked?” Ken asked himself. “It was OK in the old days with manual tailgates because we could see the handles. But modern tippers have air operated tailgate locks. Electric warnings are not the answer because if it doesn’t work for some reason the driver isn’t aware of the problem.”

The unsophisticated yet effective solution has been to have Sloanebuilt fit a small 32

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indicator arm which the drivers can easily see in their mirrors.

Trailer safety chains of the highest specification are utilised and Ken has developed a clever access panel to protect the electrical, air and hydraulic fittings in the area of the trailer connections.

Horizontal surfaces on truck and trailer bodies are kept to a minimum to avoid any build-up of material such as dirt and rocks that can eventually fall off and create a hazard for other drivers.

Ken currently runs two A-doubles. These have been set up to achieve maximum flexibility within the fleet.

“I use the two 685hp Mack SuperLiner prime movers with short bogie trailers and some dog trailers as I run on everything else so I can put any one of my fleet dogs

Blind spot cameras are part of a $5,500 system installed on each truck.

back there,” he says. “If a prime mover is off the road, for any reason, it’s a simple as hiring another prime mover equipped with hydraulics.”

Not that Kim Haulage has many breakdowns. Engine oil services on the Macks are performed at 33,000 km intervals with a C-service every third service. Ken acknowledges that this could probably be extended but draws confidence in making it very straight forward to remember when a service is due and ensure that everything is completed correctly. Oil sampling and testing is carried out as part of every service.

KIM Haulage has two truck mechanics who mostly work nights when the trucks are off the road and are supported by a service vehicle equipped with an electrohydraulic crane and a full complement of tools and spares. Wheel nut indicators are employed and in addition there is a system whereby, if a mechanic has a wheel off for any reason, he places a notice in the cab indicating to the driver the affected wheels, so the driver knows to recheck the tension the next day.

A drawbar crack test is carried out every month on every trailer. Anderson plugs

KIM Haulage prefers the Mack mDrive and Volvo I-Shift automated transmissions.

are installed on every truck to make jump starting safe and easy should a flat battery situation be encountered. Ken is a strong advocate of central tyre inflation systems and has been specifying the Vigia system for all new trailers as it keeps all tyres at the same pressure. Although the puncture rate remains relatively unchanged, by keeping tyres inflated at even pressures the incidence of blow outs, should there be a leak, has been significantly reduced.

Ken is dedicated to the Mack mDrive and Volvo I-Shift automated manual transmissions.

“The only vehicles I have with clutch pedals other than my own cars is a couple of HiLux work utes,” he admits.

Each Mack has been configured so when

stopped and the ‘M’ button on the transmission control panel is pushed it selects first gear. The reason for this typical procedure is to tip the trailer first, then the truck body. Between those two actions the transmission may think the entire combination is empty so automatically engages second or third gear when all the driver wants to do is creep forward between drops.

“If it was a manual the driver would select first, so the mDrive does the same, making it easier on the driver and the driveline,” Ken says.

An access panel protects the electrical, air and hydraulic fittings.

All purchases made since 2011 have been made with PBS in mind.

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

33

FLEET FOCUS

CITY

HAUL Melbourne-based Fleet Plant Hire operates in the booming construction sector where operational efficiency is key. Reliability and value-for-money were prime factors in the company’s recent decision to acquire a fleet of Hino 700 Series tippers supplied by Prestige Hino.

T

here’s a necessary factor that’s fundamental to any business, large or small, across the entire economy – profit.

Without it, there’s little point even having a business. In simple terms, the quality and consistency of goods or services provided by any business needs to be deemed by the consumer as

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worthy of the asking price. The resultant competition between providers to best supply the needs of consumers results in keen pricing in the marketplace. This factor also has multiple layers, whereby the provider of a service such as a plant hire company needs to acquire capital equipment including trucks that enable it to deliver its services at a high standard

and cost effectively.

From this it can be deduced that the most cost-effective trucks are those that will deliver the goods in terms of working day-in, day-out for a quantifiable period of time with minimal downtime, while also retaining a healthy residual value when the time comes to upgrade. In short, the whole-

of-life cost of the vehicle from purchase to disposal has to stack up.

Another important element to many businesses, again using truck operation as an example, is the obligation of being a good corporate citizen by engaging equipment that is as safe as possible for both the operator and the community at large.

All these thoughts and more were coursing through the mind of Chris West, the Managing Director of Fleet Plant Hire, during the lead-up to the purchase of the company’s first fleet of tipper and three-axle dog combinations.

The company was established in 1996 to help supply the equipment needs of civil construction and earthworks companies across greater Melbourne. Chris has been at the helm since 1998. In that time projects have included basement

excavations, removal of spoil from where railway level crossings were replaced with flyovers at Blackburn, Heatherdale and St Albans, as well as tunnel spoil removal from the Melbourne Metro project, to name a few.

Prior to buying the fleet of Hino trucks, contractors with their own equipment were engaged to do all the work.

However, as Chris explains, the company reasoned the burgeoning and ongoing construction boom in Melbourne warranted a change of tack.

“Considering the boom Melbourne is currently experiencing and our projected workload, we decided to implement a longer-term strategy to augment our operation which was previously 100 per cent contractor based,” Chris says. “We knew there was going to be a chronic shortage of vehicles for the task, and we

also knew some of our competitors were buying their own trucks to supplement their contractor fleets.”

The company does a lot of work in and around the city where there are many vulnerable road users such as pedestrians and cyclists. Each of the Hino trucks is fitted with a collision avoidance system called Mobileye to minimise the possibility of collisions. In addition to pedestrian collision warning up to 2.0 seconds ahead and forward collision warning up to 2.7 seconds ahead, the system also includes lane departure warning and headway monitoring with tailgating warning. After going through the process of comparing a variety of truck brands, Chris says Hino stood out in a number of different ways.

“From a value-for-money perspective we felt that Hino stood out and they Each Hino 700 has Mobileye fitted to minimise the possibility of collisions.

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

35

FLEET FOCUS

John Pollifrone NEMA VIC Transport Manager.

were able to offer us the special safety equipment we needed to ensure we were competitive and meeting the obligations of our contracts,” he says.

The afterhours servicing of the vehicles offered by Prestige Hino was also of significant benefit for Fleet Plant Hire according to Chris.

“Our aim was to have the vehicles on the road potentially 24/7,” Chris says. “That they service the vehicles at night and they have a ute available for the drivers to take home while their trucks are being serviced makes things a lot easier for everyone.”

Initial contact with Hino ensued after a friend of Chris’, also in the civil construction industry, met Prestige Hino General Sales Manager Danny Timewell, at an industry event. Danny then made contact with Chris. The process from that 36

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initial meeting until the sales order was signed was itself a two year undertaking.

“We started communicating and Danny as well as Prestige Hino Dealer Principal, Angelo Valerio, came up with a pretty good scenario for us,” Chris says. “The whole process took a while, but we got there in the end.”

According to Danny Timewell, finding out exactly what the customer requires for their particular application is the most important aspect of any truck sale.

“We pride ourselves on being a one-stopshop and making the process of buying a truck as painless as possible,” Danny says. “Chris went with our financing option as well so the whole process was as straightforward as it could be.”

It’s a sentiment echoed by Angelo Valerio, who reiterates that it took close to two years of engagement with Chris

and the team at Fleet Plant Hire before the deal was done.

“It’s one of the longest relationshipbuilding exercises I’ve been on for a while,” Angelo says with a smile.

“It was all about helping Chris to understand where our product fitted within the competitor range and, above all, ensuring he got the right truck for the task. To us, selling a solution and assisting the customer by tailoring the solution to their individual needs is the most important part of selling trucks.

We’ve proven this by being awarded Australian Hino Dealer of the Year for five years running.”

As previously alluded to, the ten Hino trucks that recently went into service for Fleet Plant Hire are highly specified to not only perform their duties at the highest capacity, but also to ensure the

Angelo Valerio and Danny Timewell at Prestige Hino.

safety of their drivers and the general public – particularly pedestrians and cyclists – within the urban environment in which they largely operate.

The trucks are 700 Series FS 2848 tandem drive units with 480hp (353kW) of power matched with 2,157Nm (1,591lbft) of torque. This feeds into a 16-speed ZF automated manual transmission (AMT) featuring the brakesaving Intarder auxiliary braking system.

On the steer axle the suspension uses parabolic leaf springs while the tandem drive assembly relies on air suspension with a capacity rating of 21 tonnes.

Both drive axles feature cross locks that are combined with the inter-axle differential lock and give these vehicles formidable traction on the often muddy job sites they negotiate on a daily basis.

Alloy rims and a dress kit provide a

striking appearance while a Groeneveld auto-greasing system ensures vital moving parts are adequately lubricated at all times while the vehicles are working.

Safety features abound including not one but two reversing cameras, a park brake alarm that sounds the horn if the driver opens the door without engaging the park brake, a reverse ‘squawker’, two roof-mounted LED beacon lights and a lane change assist kit. There’s also the previously mentioned Mobileye Advanced Driver Assistance System mounted at the front exterior corner of each truck that is linked to the vehicle’s GPS for added safety and convenience.

The truck tipper bodies and three-axle dog trailers were built and installed by Kilsythbased Hercules Engineering and the combinations delivered ready to work by Prestige Hino. A comprehensive five-year/

800,000km warranty was also furnished on the new commercial vehicles.

Every safety requirement of his company, according to Chris West, was met by Danny and Angelo at Prestige Hino whose pursuit of excellence was unrelenting.

“We wanted to be recognised as having vehicles that exceeded industry requirements in terms of safety,” Chris said. “We decided to go with Hino because they clearly demonstrated the ability to supply everything we needed in a cost-effective package.

“This combined with the outstanding warranty and after-hours servicing regime gave us confidence that we would receive a good return on our investment, with the assurance of ultimate uptime for the next three to five years of operation.” p r i m em over m a g . c o m . a u

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FLEET FOCUS

A MOST WANTED

MAN MAN TGX D38.

Melbourne-based asphalt and civil works specialist, Elite Roads, prides itself on delivering cutting edge customer service. To ensure it maintains exceptional response times, the company relies on MAN Truck &Â Bus commercial vehicles.

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T

he very mechanism of road construction and repair calls for 12-hour shifts day and night, so that work-flow must, where possible, remain unbroken.

Timing is everything for companies like Elite Roads, a civil construction business that runs a full service of profiling, asphalting and road repairs across metropolitan Melbourne. The task of delivering on each project can be challenging given windows are often narrow and road crews need to be well co-ordinated.

Elite Roads is a start-up made good by Managing Director Deon Coote, who launched the business in 2012 after 15 years working for others in the civil construction industry where he gathered a wealth of knowledge and contacts to resource when the time was right to go out on his own. The business has grown quickly. A total of 60 staff are employed day and night. Deon, by his own admission, supports the site managers when required and is responsible for ensuring the jobs go ahead with minimal delays. This includes

overseeing the contracts for the award sections applicable to each new project.

Melbourne is a hot bed for overdue road upgrades, rail level crossing removals and infrastructural augmentations.

Elite Roads, at present, works across all three areas. It also has contracts on the West Gate Tunnel project and the Federal Governments Blackspot Removal Program. The company’s steady growth, according to Deon, can be ascribed to its quality of service offering.

“For us it’s about giving the customers what they want and when they want it,” he says. “We try and cater to their needs in a streamlined and prompt manner.”

One of the areas it has made major inroads to facilitate greater gains across the business has been job-to-office reporting.

“The communication between site and office is critical for us. We identified that as an area with which we could facilitate gains in productivity and reduce delays,” Deon says. “Ultimately, the customer is the first to benefit from this. If there’s any issue it can be rectified straight away.”

The flow of production is considered crucial and managers are engaged in anticipating potential threats that might create obstacles or stem operations. With clients that include VicRoads, Major Projects Victoria and local councils, the pressure to perform is constant.

Even so, each project is not without its challenges. Pavement issues are bound to crop up. Operations must factor in obstacles whether unforeseen or not on a 24-hour cycle to cope with the hours of availability. Shifts are generally 12 hours.

Moving fast is key.

“We’ve developed tools that can report on the job quite quickly,” says Deon.

“There’s purpose-built software that we’ve developed that can provide live updates on what we’re in the midst of doing. If there happens to be any problem, it can be photographed and put into a document and sent through to the client to get an answer so that the job maintains progress. We’re pretty innovative with our electronic processes.”

Asphalt laying is an industry in demand during times like these in which there is heavy investment in infrastructure projects around Victoria. Elite Roads maintains six MAN trucks in its civil construction fleet. Five of these are MAN TGS 26.540s coupled with Trout River livebottom trailers, now synonymous with the daily and safe transportation of asphalt and road base.

A more recent shift in the construction and civil works industries has been informed by the growing popularity of walking floor trailers. It has, through the ease of use, convenience and drastically improved efficiencies, come at the

expense of semi tippers.

Unlike a tipper and dog trailer there’s no need to unhook the livebottom trailer as it can be backed directly into position. Deon estimates this alone saves 20 minutes each time. For this task the MAN TGS 26.540s have excellent manoeuvring capabilities around the work sites.

Livebottom Trout River trailers are best defined by a hydraulic conveyor belt on the floor that discharges the load at a measured rate to minimise accidents and spills to provide added flexibility as unloading can be done under power lines, high foliage and overpasses. After traveling through Europe, Deon settled on MAN commercial vehicles having repeatedly seen the trucks on the road on civil construction projects not unlike those he oversees in Melbourne. He wasted no time looking into the trucks, initially struck by the competitive package as far as price point and reliability goes. Strong sales, especially in Europe to respected transport outfits working on big scale infrastructure jobs, helped to make up his mind as to what he needed.

“That gave me confidence that the overall package was well priced and reliable,” he says. “I needed a truck that was versatile and capable of handling the load bearing without missing a beat every day, every week, every month. On repetitive

Three MAN TGS 2654s with livebottom trailers.

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39

FLEET FOCUS

short haul the MAN is a workhorse that meets our foremost considerations and reliability, given the demanding and ongoing nature of our work, is top of the list.”

The MAN TGS trucks are loaded at two Alex Fraser locations in Laverton, for jobs in the North and northwest, and Dandenong in the Southeast. A higher powered MAN TGX D38 coupled to a low loader plant trailer is relied upon to haul the excavators, asphalt pavers, rollers and other equipment required on site.

According to Deon, the asphalt trucks have made a noticeable difference in Elite Roads taking greater control of operating efficiencies and evading costly shutdowns in production.

“That means having the product there on time when you need it. The MANs are a type of truck that delivers value to our business. As there’s no tipping now we don’t have to worry about powerlines Elite Roads restricts asphalt payloads to 27 tonnes.

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or hitting anything overhead on the work site. So there’s a huge safety benefit as well,” he says. “Spills in which the asphalt falls in front of the machine can often cause disruptions to the paving.

When there’s a pile of product it requires a clean-up and needs to be transferred back into the hopper. That in itself can create unwanted bumps on the finished surface of the asphalt. It all takes time.”

The ease of unloading and then returning to the asphalt quarry for the next load and coming back accelerates an increase in deliveries in the same duration of hours.

Payloads are restricted to 27 tonnes.

“Under this scheme the operation is much smoother,” Deon says. “Everything is automated. The truck driver doesn’t even have to get out of the truck.”

Deon expects to see a lot of growth in the industry over the next five years given the vast array of funded major projects

in Victoria. The company is currently also working on tram super stop projects where accessible points are created to allow more people to get on and off trams in Melbourne. This involves rerouting tram works to create these stops.

Elite Roads is a versatile business and it needs to be in this era of mobility and revenue diversification. This was built into the operation early according to Deon.

“It’s certainly something the guys have become accustomed to. One day they’ll be working on a freeway, next day they might be working in a car park. From different extremes they’ve come to adapt,” he says. “All staff sign on to a daily tool box to understand the safety requirements as the work environments bring with them different considerations and change with regularity. It’s another reason for having chosen the MAN vehicles.”

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TRUCK & TECH

EASY RIDER

Providing a first-class ‘limousine’ service for equines is the name of the game for Hann’s Horse Transport. Key to this is a new MercedesBenz Actros chosen for a variety of reasons, not least its ability to afford a ‘magic carpet’ ride for its highly valued passengers.

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A

s one of the more specialised and niche branches of the incredibly diverse road transport sphere, boutique horse transport operations tend to be small one, two or three truck concerns that work on a high degree of trust between operator and clients.

The reasons for this are obvious, given the precious nature of the cargo.

Put another way, these operators are entrusted with the safe and low-stress carriage of often prize-winning show

jumpers and harness racing horses, frequently over long distances, so ensuring they arrive at their destination in pristine condition is an absolute imperative.

As such, it’s a must that operators are fair dinkum horse people who have an affinity with the animals in their care and an unequivocal understanding that their wellbeing is the highest priority.

Tim Shute is one such person. Tim, along with his wife Rebecca, owns and operates Hann’s Horse Transport

However, by the time Tim started working for him in 2009 the Adelaide harness racing scene was on the wane.

Sensing an opportunity to broaden their horizons, Tim and Rebecca decided to buy the business in 2014, proceeding to expand operations and branching out into the eastern states and across a number of disciplines including show jumping.

“We don’t really operate on the back of the thoroughbred industry like the bigger operators,” Tim says. “Our client base is mostly the private owners in the performance horse and hobbyist markets including show jumping, endurance riding and show horses. Both my wife and I have been around horses forever – which is what you need to be able to effectively run a business like this.”

As a successful show jumper in his youth, Tim believes he was destined to work in the horse transport industry because he enjoyed taking the horses to events just as much as competing.

Interestingly, and perhaps somewhat unusually, he has an equal passion for both horses and horsepower, which is probably close to a perfect synergy considering the business he operates.

As such, when it came time to upgrade from the previous 4x2 to a larger 6x2 truck, he knew exactly what he wanted, and, most importantly, needed.

“I’ve always loved trucks and a nice European cab-over is pretty much as good as it gets for this line of work,” Tim says. “After Mercedes-Benz launched the new Actros prime mover I straight away liked the look of them so I started reading up all about them and eagerly awaited the release of the rigid version.”

After speaking with Tim Blackstock, one of the sales executives at Daimler Trucks Huntingwood (western Sydney), Tim better understood the cost savings over the life of the vehicle due to various factors including the free scheduled servicing for the first 500,000km being offered at the time.

“As we average around 200,000km annually, we were able to bank on free servicing for the first two and a half years of ownership,” he recalls. “Tim Blackstock also emphasised the superior fuel economy of the Actros which we

Mercedes-Benz Actros 2635 L 6x2.

from their home base at Lethbridge near Geelong and cater for clients in Victoria, South Australia, New South Wales and the Australian Capital Territory. They also have a longstanding arrangement with a similarly reputable transporter who handles the Queensland work.

The business was first started in Adelaide in the early 1970s by a harness racing aficionado who built it up based on the patronage of fellow harness racers in the southern state.

Hann’s Horse Transport averages 200,000kms annually. p r i m em over m a g . c o m . a u

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have verified over the first year of its operation. So due to the lower cost of ownership we’re actually in front compared to the previous truck even though it was smaller and much cheaper to buy.”

He mentions that when the truck is loaded to a gross vehicle mass (GVM) of 18 to 19 tonnes when leaving Geelong it averages 4.4km/litre (12.4mpg) – an impressive figure for that amount of weight – over the trip from Geelong to Sydney via Canberra with multiple deliveries along the way.

“It’s better on fuel than the single drive truck we owned previously which had the same power but obviously carried less weight,” he explains.

Tim ended up buying the Actros 2635 L 6x2 through Daimler Trucks Huntingwood which might seem a little odd given his base near Geelong; however, he explains the decision was based on sound and logical reasoning.

“Since I do one trip to Sydney every week I organise to have the bulk of the servicing done while I’m there and I figured if the truck is going to be mostly serviced there I might as well buy it there as well,” he says.

In addition to a trip to Sydney once a week, Tim also does a single trip to Adelaide per week, with both journeys usually completed on the same days each week.

“We have a large casual base as well as a lot of regular clients – in any one week we are generally dealing with 40 to 50 owners,” Tim says.

Working closely with Tim Blackstock to ensure the specifications were spoton for his needs Tim says the chassis was lengthened to accommodate the premium 10-horse body built and neatly integrated with the truck by Premier Floats at Geelong.

One of the challenges with chassis extensions, particularly with European trucks, is that it throws more weight onto the steer axle. Mindful of this, Tim says he specified a 355hp rated engine mated with an eight-speed PowerShift 44

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Tim Shute.

automated manual transmission (AMT) which he finds sensationally smoothshifting – a hugely important factor when transporting horses.

He says while the horsepower rating is adequate for his operation, he would have preferred a higher output, however this was not possible because it would have put the steer axle weight too close to the 6.5-tonne limit. Tim agrees that a rise in the Australian steer axle limit to seven tonnes would be a sensible development, enabling him to have a welcome boost in power in his future trucks.

Seeking the ultimate in comfort for both his precious cargo and himself,

Tim specified air suspension on all three axles, with the rear suspension including a pressure differential system that is driver selected when extra traction is required. An imperative for 6x2 vehicles, this increases the pressure in the drive axle airbags while proportionally reducing pressure in the tag axle bags, thus imposing considerably more weight on the drive for improved traction in slippery conditions or on soft ground.

“This function gets used all the time, without it we simply couldn’t get by,” Tim says, adding that the reduced fuel consumption and lower maintenance requirements make the 6x2 arrangement a good option for the business.

The chassis was lengthened to accommodate a 10-horse body.

As for other features he likes about the truck, Tim reckons the driver’s seat is among the best in the business.

“While I haven’t driven every Euro truck, I’m led to believe the Benz has the best driver’s seat in the market and I tend to agree,” he says. “Comfort all round is high, particularly with the large degree of adjustment on the steering wheel – it’s easy to find exactly the right position to suit your individual needs.”

Tim also likes the all-round visibility from the driver’s seat and the large rear-view mirrors, although he says he will be keen to have the Mirror Cam setup – which eliminates the forward blind spots caused by the external mirror heads – on the next Benz he buys.

Meanwhile, a new Fuso Fighter 12-tonne truck has just joined the Mercedes to take care of the local work while its big brother does the highway hauls. According to Tim, a newly employed driver will swap between the two trucks to enable him to spend a bit less time on the road.

The new driver has extensive experience in horse transportation which Tim emphasises is vital with this line of work.

“It’s something you need to grow up with to really understand the various nuances that always need to be kept front-of-mind in this type of operation,” he says. “We aim to keep the business at a manageable size and employ only the best equipment and suitably experienced people so we can keep providing an absolutely top-class service to our valued clients.” p r i m em over m a g . c o m . a u

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TRUCK & TECH

SOLDERING For the last five decades Meritor has been a consistent presence in the local market, adding much to the legacy of Australian manufacturing.

This year it celebrates its 50th anniversary as a driveline components specialist.

I

n many ways the modern history of Australian trucking runs parallel with the presence of Rockwell and Meritor, as it later became known, in the local market. It first opened its doors as a producer of driveline parts in 1970.

The axle assemblies produced by Rockwell for its first customer locally, International Trucks based out of the Dandenong site now occupied by IVECO, were completely built at its Sunshine plant. It’s here crown wheels and pinions were cut on specialised machinery and later treated. It’s also here where axle housing assemblies were also moulded into shape and welded.

Over the years the customers grew even if the volumes were, by today’s standards, relatively small. Under the Rockwell aegis, axle assemblies were supplied to Ford for the Louisville truck built in Melbourne.

It also delivered to Mercedes-Benz and Freightliner, who were assembling trucks under the same roof in Mulgrave, Western Star in Brisbane and the original equipment manufacturers, who continue to build trucks in the country today, such as Kenworth in Bayswater, Mack in Wacol and stable mate Volvo, before it began importing its own drivetrain assemblies.

As it celebrates 50 years in Australia, Meritor, whose parent company is based in Michigan, has built a reputation for Australianising the imported product

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ON

it sources from around the globe and enhances, through a dedicated in-house engineering department, to better adapt to the rugged Australian conditions.

Its most popular drive-axle model series, the RT46160, a tandem drive-axle, is sold all over the world and is specified for Mack, IVECO, Kenworth, Freightliner, Western Star and DAF trucks. Built at Meritor’s plant in Sunshine, an enclave of Melbourne’s western suburbs, the RT46160 is a robust upgrade on the same tandem drive-axle that arrives here on imported vehicles. According to Renzo Barone, Meritor Territory Manager – Truck, the company invests in a localised approach to provide products tested and validated to meet the Australian customer and unique environment.

“Our welding procedures are more robust,” he says. “We’re flexible enough to be able to offer solutions like these enhancements as opposed to a huge manufacturing plant that doesn’t have our flexibility.”

The road transport environment has undergone many changes in the time Renzo has been at Meritor. Remnants of the company’s manufacturing glory days were still present at the facility and in use when Renzo started out. First imported into Australia in 1922, the Gleason, a gear cutting machine, was used to cut crown wheels and pinions from blanks without

gear teeth into correct ratios and lap them to be assembled to a differential carrier.

Another major process undertaken in the facility was friction welding in which the wheel ends, often referred to as a spindle, were friction welded into the housing.

That would entail the spindle ends of the housing, spun at rapid speeds, being forced into an opening. The friction from a stationary object forced into a spinning object created the weld.

“That process is still performed today

by Meritor’s other production houses around the world but that was done in-house here back in the day,” Renzo says. “I was right on the cusp of that.

When I started out we really didn’t have a computerised system for anything really and it was only very basic email that we used as far as computers were concerned.

It was a lot more hands on with far more paperwork back then. The majority of what we do now of course is now via electronics and computers.”

A cornerstone of the manufacturing facility was the popular heavy duty suspension known as the Rockwell 6 Rod. It was common across most of the local commercial vehicle manufacturing and popular notably in roadtrain and logging applications. Kenworth, Western Star and Mack all specified it.

When Western Star discontinued manufacturing trucks in Australia, the

David Cole, Meritor Managing Director.

vehicles it built in Canada and later Portland, Oregon, for the Australian market, where the Rockwell 6 Rod was very much in demand, necessitated its export to North America. The suspension was then fitted onto the Western Star trucks before the vehicles were shipped back to Australia. That ceased around 2011 according to Renzo.

“That was an interesting time building the assemblies out of here shipping them to the US and then having them come back again,” he says. “It was a niche market but it was indicative of our adaptability and service capabilities for

the needs of the market.”

In the mid ‘90s Isuzu were looking for a vehicle that would meet the light tare requirements of the Australian industry without relinquishing any of its durability. Long renowned to have good quality heavy duty components, Isuzu, however struggled to reduce these in weight says Renzo. As a result, Meritor was appointed as its supplier of axles for export to Japan. Product initially came out of the Melbourne facility but as an involvement in supplying some Mack components continued to grow a facility in Wacol, Brisbane was established

to service both brands. It lasted up until 2014.

Meritor has also previously supplied a hub reduction axle to Mitsubishi in Japan.

“It’s encouraging today to see we still supply Meritor components within the Mack vehicles even though they continue to have their own drivetrain components,” Renzo says. “Meritor has been synonymous with Mack for many years.”

In November, Renzo will have been with Meritor 28 years. He arrived at the company on 4 November 1992, recruited p r i m em over m a g . c o m . a u

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TRUCK & TECH

Renzo Barone.

by Mal Grumont from the Australian Capital Territory where he was working as a service manager at a Ford Truck dealership in Belconnen. Grumont, who at the time was the Meritor Sales Manager, soon became a mentor and influential figure in Renzo’s career.

“He took me under his wing, took me all over the place and introduced me to customers at the coal face,” he says.

On these rounds Renzo met with fleet owners, end-users and dealers. Mal, according to Renzo, taught him nearly everything he knows about the business.

“Mal was a font of knowledge. He had such a positive impact on operations and me along with Graham Hall.”

Hall had himself started out on the shop floor and worked his way up, no less, to Managing Director. He literally grew up within the business.

“Graham knew many of the larger fleet owners and operators personally. We still have very good relationships today between our vehicle manufacturers, dealer network and end users,” says Renzo. “He was instrumental in creating that.”

A majority of the equipment used during that golden era of manufacturing was shipped to India, where it is still in operation making the same axles today that were made in Melbourne up until the late 1980s. Behind the facility is another building almost identical in size, that was sold off when Meritor scaled down from a fully operational manufacturing plant to an assembly facility in 1988. At one stage both buildings employed nearly 400 workers 48

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across day and night shifts with a café run by dedicated full time staff. A worker could get a sit down meal at any time of the day.

Now the remaining site is largely automated and augmented by overhead cranes which keep manual handling, which was widespread during the factory heyday, to a minimum.

“Those manual handling processes you don’t see today especially with the rise of health and safety parameters. It would have been hard yakka with the air conditioning facilities next to none,” Renzo says. “The welders suffered most during summer.

There was a lot more welding going on back then.”

In December 2018 the entire roof was replaced for a cost over $1 million, adding insulation and new lighting.

These days the Sunshine site serves as a semi-assembly plant where it will dispatch steer axles, differentials, axle assemblies, drive axles and brake components. It is complemented by an aftermarket distribution warehouse nearby in Derrimut where a brake riveting process also takes place.

In addition to investment in the Sunshine facility, Meritor recently added balancing capability to the product line, which was a process that up until recently was outsourced. For David Cole, Meritor Managing Director, the company continues to build on its core capabilities.

“We saw an opportunity to gain better control of product quality, with an advanced balancing process” he says.

“We are excited to be doing further

manufacturing in Australia, alongside our existing axle capability”.

Multiple changes to the business and the building itself reflect how Meritor has adapted to changing economic conditions in Australia and the imperative to increase volumes across its broadening product portfolio. David, who returned to the company just over a year ago after being with Meritor in Asia Pacific between 2008-2011, says a shift to the cabover European designed commercial vehicles in the industry has necessitated a shift in the product development of the business while also ensuring the flexibility of manufacturing processes.

“We’ve taken a more global perspective on products for the market here,” he says. “With access to these global product capabilities, we can offer a more comprehensive portfolio of products and solutions to our customers with emphasis on service and support, which ultimately makes it easier for customers to focus on their businesses. Our product focus remains on reliability, efficiency, and niche application solutions for Australian conditions”.

As a publicly listed company, Meritor must deliver on shareholder expectations.

Some of its strategic acquisitions in the past year include Transpower and Axletech among others.

The purchase of California-based Transpower represents investment in having a battery and electronic systems with fully integrated capability.

“This acquisition complements the work that Meritor has been leading on axle electrification” David says. “You see significant advancement of electrification across all of the OEMs especially in the last 18 months, and the pace of project development and investment only continues to accelerate. At Meritor, this advancement is about evolution and revolution, and we are excited with the acquisition of Transpower as it enables us to provide a complete electric drivetrain system capability for our customers under the Meritor Blue Horizon brand.”

Brought back into the Meritor fold, Axletech, a specialist in off highway, defence, mining, material handling and

agricultural sectors, satisfies the need for greater diversification in the industrial area as truck volumes come down globally.

“Diversification into these industrial segments is complementary to the cyclic nature of the heavy duty truck markets, and it’s certainly an area that Meritor has a proven capability already” David says. “We only see positive opportunities to expand this product portfolio and capability in Australia”.

Under Meritor’s current M2022 global strategic plan, the company is taking a longer term view for Australia according to David.

“Having seen the challenges faced by the local automotive industry of recent years, we need to remain agile to these changes in the market and our customers, and continue to improve productivity, innovation and make the right strategic investments,” David explains. “As the market in Australia here comes off the high of 2018, it’s important that we adapt and make these changes in our business and continue to bring our customers new and innovative products and solutions”.

Meritor has been quick to embrace electrification, announcing recently it will partner with Kenworth on electric powertrain development for its T680E model Class 8 battery-electric vehicles in North America on a short-hood day cab.

One of the big transitions in full effect at Meritor is the emphasis placed on health and safety in recent years. When put against its global operations, the Australian

organisation ranks, says Renzo, near the top of all of its international facilities for its safety record.

“We pride ourselves on being one of the safest Meritor facilities in the world. That’s always paramount. The facility itself has been streamlined a lot since I’ve been here,” he says. “It’s a great place to work. The long tenured staff are testament to that.”

Stability at the organisation has always been reflected in the impressive service time of the staff.

As that old guard has been gradually replaced by a new generation of employees Renzo is now considered one of the veterans.

Welder, Nick Saflekas, has been at the Sunshine plant even longer. He commenced working at Meritor in 1972 in the furnace tasked with heat treating raw materials. All of it, in stifling hot conditions, lowered by hand. It was hard work but not without exhilaration.

“Back then there was over 400 staff,” he recalls. “We were running at full capacity.

There was a lot going on. For a young guy it was exciting.”

A few years later he applied for a position as a second class welder. At the time he was working 12 hour shifts during the day and attending night school where he was learning his new trade. Nick got the job over two other applicants. He was eventually promoted to team leader. It remains one of his fondest memories.

“I never expected it. It was a great honour.

There were never any problems with the

boys. They were good to me,” he recalls.

When Meritor stopped making tri-axles he eventually changed sections moving to the housing lane. This year marks his 48th at the company.

“When you stay in the one place you get to learn more,” he says. “That’s what happened with me.”

The rich albeit capricious history of manufacturing in Australia has seen some iconic brands, long considered formidable players in the market, fall by the wayside. As once powerful industries like the automotive sector in the country previously insulated by tariffs and subsidies, have slowly succumbed to rising costs, unflattering exchange rates and outsourcing offered by better economies of scale under free trade agreements, commercial vehicle componentry and trailer manufacturing companies, forge ahead enduringly. And in doing so they keep alive the memory of the incalculable and meaningful hours of sweat that helped go into building the country. Meritor is one of them.

On the carrier line for differentials at the Sunshine facility there’s a hydraulic press with a small plaque on the assembly. It honours Ivan Gangur, another long term employee who retired in 2018 after 45 years of service. The plaque commemorates his time at the company and the section he staffed. It includes the date of his retirement – 22 December 2018 – and notes the ratio changes he performed. The number is well over 10,000.

Meritor’s Sunshine facility.

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SMELLS LIKE T

SPIRI Oil and lubricants specialist, Valvoline, is the oldest trademarked company in Australia. In recent times the company has moved to lower its carbon output locally to coincide with several production line technological improvements it has made in just the past few years.

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V

alvoline’s storied history begins in 1866 when, as a producer of petroleum based lubricant for steam engines, it flourished as the rail network expanded in the United States. But it wasn’t until Valvoline became the recommended oil for the Ford Model T, the world’s first mass produced car, that the sudden increasing demand carried it overseas. Trademarked in 1873, the brand arrived in Australia in 1901 where it was distributed by Jerimah Carrigan and his family until 1958 when the company

established a warehouse and head office in Sydney. A facility in Adelaide soon followed in 1959 before the company moved into other parts of the country.

Valvoline now maintains a national footprint with facilities in Melbourne, Brisbane, Perth and Newcastle in addition to a strong third-party network and sites in Auckland and Christchurch.

David Pye, Valvoline Australia Supply Chain Director, was instrumental in increasing Valvoline’s presence across the Tasman into New Zealand and has helped

EAM

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oversee a raft of recent innovations and infrastructural modifications that have taken place at the main facility in Wetherill Park in Sydney. In 2007 the Valvoline production facility underwent an $8 million upgrade as part of the company’s growing commitment to local production and sustainable practices. This included the installation of solar panels and underground separators.

“We’ve continued to reinvest in our local production facility over the years,” says David. “As the majority of products for both the Australian and New Zealand markets are locally manufactured from the one production site it is important that we make it as flexible a facility as possible so that we are able to continue producing the ever-increasing volume required.”

A few years ago, the entire yard – the 6,000m² building sits on three acres – was completely re-concreted to accommodate 15 new bulk tanks. A new laboratory was added along with a fully automated 20-litre drum filling machine. More recently two automatic case over packers were installed along with digital vision systems, checking every bottle, which then feeds to an ABB Robot palletising cell.

David, who has been with Valvoline 29 years, has seen many changes to the production line and the product mix.

When he started out the bottles were handpacked with about half a dozen to a dozen pallets completed in a day. Following these recent installations Valvoline now produce closer to 50 pallets a shift.

In the early days, as David recalls it, there was only two pack sizes Valvoline would have to provide to fulfil the needs of its automotive and transport customers.

Now, with a burgeoning product mix, it handles anything from a 200ml bottle to intermediate bulk containers (IBC) while also having load out capabilities for their tanker fleet, loading ISO tankers or other interstate bulk tankers.

“The product mix is crazy now. Every passenger car and every car company have their own and different grades of oil,” he says. “That’s probably the real difference. It was very simple in the early days.”

David Pye.

In those early days, Valvoline was, as a brand, etching its own place in Australian pop culture, thanks in part to the golden dulcet tones of the popular syndicated radio announcer John Laws, who signed on as ambassador for the company’s memorable TV and radio ads in 1990.

David was just starting out as the catchphrase “Valvoline, you know what I mean,” brought brand awareness to households all over the country.

“In those early days there were only a couple of motor oils at 20W-50 and a couple of diesel oils. That was basically it.

In today’s market we formulate lubricants tailored to vehicles and machinery that come from across the globe. We’re producing around 100 different products in as many as seven different pack sizes. It’s complex.”

The most recent upgrades to the Wetherill Park facility have also been prompted to ensure ongoing compliance as well as improve plant efficiencies.

“It’s important we give our customers a better-quality product while also giving the team who work daily at the plant improvements in ergonomics and general wellbeing,” says David.

Staff regularly receive hearing tests and filters collect samples to monitor any particles and fumes employees might be subjected to. New drainage has gone into the site on a new building where there is p r i m em over m a g . c o m . a u

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both clean water drains and dirty water drains. Anything that is classed as dirty water goes to a separator to pits in the ground and then it is discharged and tested by a third party before it is sent off site.

“At Valvoline we are as environmentally friendly as possible,” David says. “With an ever-expanding global footprint Valvoline is very big on sustainability. We adhere to all standards and regulations but also look for additional ways for the business to act in an environmentally responsible manner.”

Valvoline recycles as much as it can. It is a member of the Australian Packaging Covenant, a group that encourages its members to reduce their environmental footprint. Even though it is an oil company Valvoline washes all of its rags. According to David the company separates 93 per cent of all its waste. As the remainder cannot be recycled, it is incinerated.

Well over 90 per cent of waste gets sorted out and designated for later, appropriate disposal.

“We do environmental monitoring.

Anything that we discharge or anything that we do on site is all done in accordance with the latest regulations.” says David.

All product samples are recorded in adherence to ISO 40001 under responsible care for the environment and people.

“It’s comprehensive and covers most of

everything on the site,” David explains.

“Everything that is manufactured needs to be tested to ensure the product going into every Valvoline bottle meets the specifications and standards we claim. A retained sample is kept and then once it is tested by our onsite laboratory it is given the OK to be packed off. These samples are kept onsite and even re-tested later to confirm our products not only meet the specifications Valvoline claim, but also the longevity.”

A new laboratory was added to the Valvoline facility in 2014. It’s certified to ISO 9001 by the National Association of Testing Authorities (NATA), an authority that provides independent assurance of technical competence through a proven network of best practice industry experts.

NATA provides assessment, accreditation and training services to laboratories and technical facilities. Its role is to serve the national and public interest, by ensuring that organisations comply with relevant international and Australian standards.

Valvoline is one of only a handful of lubricant suppliers with such an accreditation.

Valvoline Australia, according to David, is also about to move from 18001 to 45001 accreditation for the latest safety regulations. In the interests of reaching its own compliance targets, reducing its emissions and for the health of its workers, A new laboratory was added in 2014.

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Valvoline has additionally converted its warehouse forklifts from diesel to electric.

“This move is Valvoline looking to improve on our environmental and carbon footprint,” he says. “These new forklifts work hand in hand with our solar panels.”

Like David, many of the staff have been employed at Valvoline for more than a decade, an advantage in keeping familiar with each new product as it has been added in a supply chain sense. First hired on as a blender when he started out, David began in what is called the ‘snake pit’, where formulations for oil and lubricants are blended by hoses.

It’s exceedingly rare these days in the modern transactional work force, where employees often come and go, for someone to work their way up to an executive position from the ground floor of the same company. On that front David is something of an aberration. Through hard work and part-time study, he has risen up the ranks promoted from leading hand, production planner, production manager and eventually to Director of Supply Chain, the role he has currently held for the past five years.

David says, by way of advice for anyone starting out in the industry, a willingness to learn and commitment to upskilling will help them go a long way.

“Not many people can say they’ve gone from the low end to a top end job and I’m lucky to call myself one of them,” he says.

“You have to go out and supplement your education. You also have to be willing to learn new things on top of the job itself. I was fortunate that I had a very good boss.

He took me under his wing. He was very good in trying to help you and help make you better. When you deal with someone like that who is very good to you it makes it that much easier.”

That boss was Peter Fitzgerald. He passed away in 2017.

“He was a very good man, very well liked within the business and he was a long term employee, too,” David says. “I owe a lot to him. If you’re willing to start somewhere and stick it out there’ll be opportunities in time. I’ve been fortunate.

It’s a very good company to work for.”

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TRUCK & TECH

LIVE FEEDBACK

The recently launched Executive Dashboard from fleet management specialist Ctrack simplifies the access and analysis of multiple metrics for senior management and fleet managers of road transport companies so that operational efficiencies can be found both on-road and in the office.

Executive Dashboard.

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dvancements in software integration and data management are now such that fleet management systems are widely considered an indispensable tool for fleet managers as they look to leverage data in an era of mobile commerce and network bandwidth. Global fleet management specialist Ctrack has launched the Executive Dashboard, a summarised view of fleet management data as part of its business intelligence engine that enables the user to analyse multiple metrics in charts and tables at a glance. As part of Inseego Corp, a leading provider of SaaS and IoT solutions, Ctrack is a global brand and its Executive Dashboard is part of Ctrack Online, the company’s existing software platform. It offers user-friendly 54

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navigation of key metrics that commonly impact the bottom line of transport businesses. Driver behaviours, utilisation and other vital telematics data often referenced to identify and minimise the likes of harsh braking and cornering events or unassigned drive time, can be amplified and pored over through easy to read charts and graphs.

As it can be time-consuming to identify the root causes and the cumulative effects of unnecessary costs, the Executive Dashboard, according to Dale Kingston, Ctrack Technical and Product Lead, can reduce the time managers typically spend having to sift through hundreds of pages of PDF reports as they look to disclose trends in risk reduction and greater fuel efficiency.

“The Executive Dashboard caters for

different metrics across any fleet type or size,” he says. “Drop downs on side displays can help the user drill down on fleet information and isolate the sequence of events that contribute to driver scores.”

Any abnormalities repeated in driver behaviour are recorded in detail making it ideal for use by executives and the higher management team who are upskilling staff in search of greater productivity and safety compliance. Driver scores factor in acceleration, braking, cornering, speeding, idling and kilometres driven, among other relevant behaviours. Key criteria from which drivers are to be measured can be cross-referenced with working hours to provide nuanced statistical reporting and an additional layer of evaluation.

“That’s a big piece that I think a lot of fleets may be missing,” says Dale. “Which one of the drivers is the most at risk?”

Data on idling hours can reveal excessive fuel burning, for instance, on a hot day when a driver might be more likely to indulge in the comforts of air conditioning or when an engine is left running while a delivery is being made.

Speeding incidents are measured across three categories. A category one confirms when a vehicle has exceeded the speed limit by between 0-10 kilometres. Each category increases in ten kilometre

increments. Summaries accumulate data according to days, weeks and months.

Business and private settings can be configured for trip allocations to help determine usage outside of business hours. As it’s all gradable on the same tool, the Executive Dashboard helps with maximising the use of assets across multiple territories, an advantage for businesses juggling multiple lease plans in which vehicles not in use can be redeployed or sold off.

“The Executive Dashboard allows for highly detailed main metrics so that decisions that pertain to meeting daily targets and key performance indicators can be made very quickly,” says Dale.

“That way fleet managers know when and where vehicles need to be reviewed

as a priority and what discussions need to be undertaken.”

Ctrack now offers a drill-down capability on individual vehicle and driver detail in a couple of clicks. The Executive Dashboard’s

powerful business intelligence engine also calculates meaningful and like-forlike comparisons, so road transport and logistics organisations can effectively view and compare data trends.

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TEST DRIVE

WEIGH TO GO

Scania ventures into the 7.0 litre category for the first time in decades with an appropriately spec’d P-series which should get the attention of the market as well as the competition.

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t’s now more than 50 years since the introduction of the Scania V8 engine which, along with some big six and five cylinder engines, has helped the Swedish manufacturer gain solid ground in the heavy duty categories. The introduction of a 7.0 litre combination (actually a 6.7) shows that Scania is intent upon widening its market appeal by entering into a category much lighter than it has participated in for a long time.

The upper end of medium duty sector has been traditionally dominated by Japanese brands and the logical and likely strategy is to promote the lighter capacity Scania trucks to fleets that already utilise bigger

engine variants of the same brand. This can be assisted by the fact that Scania owns and operates the majority of its dealers in this country.

Among the essential parameters for urban and regional distribution operators are factors such as fuel consumption, payload, driver environment, reliability and total cost of ownership. These are vital across the industry and not just to existing Scania owners just as the inherent availability of European engineering finesse and vehicle refinement should see the 7.0 litre P series added to fleet shopping lists for trucks with a GVM of up to 26 tonnes.

The six cylinder DC07 engine has a 6.7 litre The 12-speed Opticruise transmission has two additional crawler gears.

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The audio system includes digital radio and Bluetooth streaming and phone connections.

capacity and the basic architecture has its origins in the Cummins B Series engine, which has been a reliable installation in bus applications as well as large American SUVs such as certain models of the Dodge RAM. The Cummins B series also provides the basis of the PACCAR PX-7 used in some DAF trucks. While the basic design of the long motor is from Cummins, Scania engineering is responsible for many components including the manifolds, a new fixed geometry turbo, ECU and Scania’s in-house exhaust gas after-treatment system.

It is interesting to note that Scania’s parent Volkswagen Group, through its Traton truck division, encouraged its Swedish manufacturer to embark upon a different course in association with Cummins to develop the new engine rather than take what was potentially an easier route by adopting the existing MAN 6.9-litre D0836 engine from the German member of the Traton stable.

The relationship born from the ScaniaCummins XPI fuel injection system joint venture has apparently been successful for all parties to a large degree and in this application has managed to avoid turning to EGR (and that particular technology’s

acknowledged shortcomings) in order to meet the Euro 6 emission standards.

The 7.0-litre is able to meet the stringent Euro 6 criteria (which is still some years away before being mandated in Australia) utilising SCR AdBlue injection and a Diesel Particulate Filter. Average AdBlue consumption is claimed to be around seven per cent of diesel burn.

The use of Scania’s own engine management systems has resulted in a seamless integration with the rest of the driveline particularly the Opticruise automated manual transmission. The 12-speed Opticruise transmission has two additional crawler gears and Economy, Standard and Power modes and is activated by the familiar stalk lever on the right hand side of the multi-adjustable steering column.

The 7.0 litre engine continues Scania’s drive across all of its engine families towards ensuring usable torque is abundantly available at low engine revs. In typical Scania style the various horsepower outputs are matched with maximum torque being available from as low as 1,050 rpm all the way through to 1,600 rpm, providing excellent driveability and the potential to keep the engine’s revs

as low as possible to suit the immediate situation of load and road and to save fuel. Low friction oil is specified to reduce internal friction losses at the same time as ensuring component protection and longevity. For the local market the 7.0 litre is available in 220hp, 250hp and 380hp outputs and when fitted to the P series has a GCM of 26 tonnes and will be offered in 4x2, 6x2 and 6x4 configurations.

The 3.07:1 final drive ratio allows the engine to be running at just over at 1600 rpm at 100 kph. In local testing, running both empty and with a payload of 9,500kg, and on both urban roads and freeways, the 280hp version of the engine returned an average of 3.5km per litre. As an example of Scania’s commitment to shift towards more sustainable transport solutions, the new engine is certified for the use with 100 per cent HVO (Hydrotreated Vegetable Oil), a biofuel which gives a carbon dioxide reduction of up to 90 per cent when compared with conventional diesel.

Using an engine with more compact overall dimensions translates to lesser intrusion into the cab and has permitted the use of the Scania G series cab floor in the P series cab, which results in the lower engine hump and therefore creating more cabin p r i m em over m a g . c o m . a u

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Quality fittings ensure rattles are significantly reduced.

volume. The additional space has allowed the use of the same storage compartments as the larger G series cabs and some additional options for layouts with rear storage and bunks. A refrigerated storage compartment is standard and a welcome asset for drivers.

The interior of the Scania P cab is one of the most ergonomic on the market and the dash design and placement of the controls arguably exceed the brief of being driver friendly. The use of large screens for the digital dashboard displays reduce the momentary time that the driver needs to take attention away from the surroundings to check the gauges. The Scania high standards are carried over to the audio system which includes digital radio and Bluetooth streaming and phone connections.

This is a working truck and the considerations for the driver extend to the large fold out desk on the passenger side of the dash which has sufficient room to spread out paperwork around an open laptop. The driver and passenger both ride comfortably on air suspended seats and the expected Scania quality of fittings and finish result in a noticeable lack of squeaks and rattles and the noise, vibration and harshness levels within the cab are similar to the other Scania models which puts them on par with many European luxury cars.

During its last decade, the development of Scania’s Next Truck Generation, of which the current P series is a member, involved a serious focus on safety. Consequently, 58

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there is a driver’s airbag located on the steering wheel plus Scania’s unique curtain airbags to provide additional rollover protection for both driver and passenger plus seat belt pre-tensioners for both occupants. Advanced Emergency Braking, Electronic Stability Control and Lane Departure Warning systems are all standard equipment. The two stage exhaust brake provides 88kW of braking force to the driveline at 2,500rpm. Ben Nye, National Product Manager for Trucks at Scania Australia explains much effort has gone into ensuring the effectiveness of the overall braking package which uses discs rather than the drum brake systems found on some other brands in similar weight categories.

“Because of Scania’s modular systems we have the same brake components as bigger trucks,” says Ben. “So when you’re pulling

up at say 22.5 tonnes with the same braking package as a large prime mover, it stops well and you feel confident.”

The fitment of front and rear air suspension permits the inclusion of the on-board weighing system with a truck graphic on the information screen with digital confirmation of the load on each axle. Maintaining legal weight especially on the front axle can be a challenge for operators of urban distribution and civil construction vehicles and the lighter weight of the 7.0 litre engine contributes up to an extra 360 kgs of payload when compared to the larger Scania 9.0 litre five cylinder engine fitted to a P series.

The latest design of front suspension utilises two airbags and helper springs and provides almost a car-like ride.

“The 7.0 litre will give us new strength in the lighter applications,” says Dean Dal Santo, Director of Truck Sales at Scania Australia. “We will continue to offer our proven and popular 9.0 litre engine in the P series which is ideally suited to offering heavier twin-steer and 6x4 applications.

Our goal is always to support our customers’ profitability and using Scania’s modular system allows us to offer so many engines and ensure that we always give customers the best total operating economy.”

The tare weight and category may be lighter but everything else about the 7.0 litre P series contains Scania’s heavy-duty engineering and other features optimised for lighter-duty roles.

Fitted to the P series the 7.0 litre has a GCM of 26 tonnes.

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FINAL MILE

A U T O M AT I C U P D AT E

Renault Trafic.

Available here since 2015, the Renault Trafic has frequently been Australia’s top-selling manual mid-sized van. The recent arrival of an automated transmission should widen its scope.

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FAST FACT

Despite being available only in a manual transmission until now, the Renault Trafic is the French automotive company’s second most popular vehicle in Australia after the Koleos.

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here strong demand for automatic transmissions exists, so too will opportunities for the Renault Trafic, especially for courier businesses, government authorities and rental fleets. Introducing what Renault calls the Efficient Dual Clutch (EDC) transmission, if you thought it was merely a manual box with a computer and some robotic servos performing the shifts you would be sorely mistaken. A sophisticated F1 inspired pre-select dual clutch transmission with six speeds, it has been sourced from the sporty Renault Megane hatchback and the advantages of the dual clutch transmission include fuel consumption and Co2 emissions equivalent to a manual vehicle coupled with the convenience and safety of an

automatic. The official fuel consumption rate is 7.3 litres per 100 kilometres.

Computer controlled, the two clutches are each linked to three gears with one clutch handling the odd ratios and the other the even gears. Within the transmission the dual dry clutches permit the preselection of the next gear in sequence so that it is fully engaged before its clutch takes up and the other clutch associated with the previous gear is disengaged. The result is a claimed shift time of just 290 milliseconds when changing either up or changing down. This translates to a very smooth transition between each gear change and continuous torque delivery to the drive wheels.

The transmission’s electronic control unit receives input from numerous vehicle sensors and is programmed with algorithms that ensure the appropriate

gear is being selected and is best suited to the current conditions. Overall, the operation remains smooth under all circumstances of load, incline and throttle position as the EDC takes advantage of the engine’s 380Nm of torque. The EDC is decisive in its selections and adapts to suit the current load and driver’s style. There is also a hill start assist function which holds the brakes on for two seconds after the brake pedal is released allowing the driver to swap their right foot from the brake to the accelerator pedal without having concern about rolling back.

The engine is new as well and is only available in combination with the EDC. The 2.0 litre turbo four cylinder diesel meets Euro 6 emission standards and produces 125kW at 3500 rpm and 380Nm of torque from as low as 1500 rpm and makes this Trafic the most powerful in class.

The 2.0 litre/EDC driveline is available in the new ‘mid-spec’ Trafic Premium in both short and long wheelbase models, as well as the long wheelbase Crew Lifestyle six seater.

The EDC versions have slightly lower payload and braked towing ratings and the long-wheelbase version can carry 1250kg and tow up to 1630kg, with the 103kW six-speed manual long-wheelbase able to carry 1,274kg and tow 2,000kg.

Cubic capacities are 5.2 cubic metres

The Trafic range includes front and lateral curtain airbags as standard.

for the SWB and 6.0 cubing metres on the LWB versions. A Trafic feature which adds to its flexibility for tradies who need to carry materials such as pipes or timber up to 4.5 metres in length (in the LWB models) are the flaps in the bulkhead that allow the items to be slipped through as far as the passenger side firewall. There are up to 18 tiedown points in the load area and barn doors are fitted to all except the 85kW Pro (which has a lifting tailgate). The barn doors open to 180 degrees to provide access for a forklift. A standard Australian pallet fits comfortably

Cubic capacity ranges from 5.2 to 6.0 cubic metres.

between the wheel arches, Other Trafic models in the current range include the Trafic Pro in either SWB or LWB powered by a 1.6 litre engine with a single turbo developing 85kW and driving through a conventional six speed manual. In addition to the EDC/125kW package the Trafic Premium can be had with a twin turbo engine that makes 103kW with the same six speed manual transmission.

As well as the EDC, also borrowed from the Renault sedan and SUV range are the now-signature C-shaped daytime running lights. Australian Trafic’s are equipped with dusk sensing automatic LED headlamps which provide up to 50 per cent more light on high beam and 20 per cent on low beam – a definite benefit for illuminating regional roads.

The Trafic range includes front and lateral curtain airbags as standard safety equipment. Standard warranty is 3 years/100,000km and can be extended to 5 years/200,000 for an additional fee.

The servicing interval is 30,000 kms or at least every 12 months.

The market is becoming more familiar with, and consequently more accepting of, the type of innovative driveline componentry that the Trafic models, fitted with the EDC transmission, offer. It seems that Renault have another winner. p r i m em over m a g . c o m . a u

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SHOP TORQUE

Scheduled services in modern trucking are now more sophisticated than ever and for freight movers, desperate to extract further gains in operations, a critical part of the ongoing battle fought to lower overall running costs.

F

inding solutions to the perennial challenge of reducing overall running costs for fleets continues to evolve. Following the launch of the New Truck Generation in Australia, commercial vehicle manufacturer, Scania, has been leading the way by offering service contracts under the Scheduled Maintenance with

Flexible Plans initiative in which vehicle technology is mined for its data to accurately determine when a truck needs to be serviced.

Smart servicing for road transport businesses is routine practice critical to crunching numbers on the use and performance of assets that can’t afford to be sidelined for long. Scania recognises More than 400,000 Scania vehicles are connected electronically worldwide.

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the necessity to help maximise uptime for customers through advanced driveline sensors, safety systems and extended oil drain intervals to mitigate against potential mechanical inservice damage.

Scheduled Maintenance with Flexible Plans, according to Jason Grech, Scania Australia Aftersales National Technical Support Manager, calculates servicing requirements based not only on time and distance travelled but payloads carried and route topography.

“In this way trucks that are pulling heavy loads up and down hills all day get serviced with a different frequency to trucks that are cruising the interstate highways day and night, with high cube low weight payloads,” he says.

“Scheduling a service for a modern truck is a lot more sophisticated than just making a mark on the calendar or occasionally checking the odometer.”

As the digitalisation of vehicle monitoring in real-time has been instrumental in reducing overall running costs, many fleets both large and small have adopted the concept, as they come to understand the many benefits it can deliver.

It’s also crucial to have the best technicians available to service vehicles when customers need it. Scania uses

Scania holds a global skills competition in 40 countries.

factory-supplied training courses and is constantly updating its teams on the latest technology.

“We’re also supplied with the latest electronic and mechanical tools to diagnosis as quickly as possible problems when they occur,” says Jason. “With more than 400,000 Scania vehicles worldwide connected electronically, we can understand component wear profiles and take preventative action earlier, again to avoid unplanned breakdowns in service.”

In order to combat diesel technician shortages, Scania Australia is taking on 30 apprentice technicians across its service network in 2020 as part of its future investment. It remains the biggest intake of apprentices ever at the company in Australia according to Jason, with the successful trainees selected from a pool of 400 applicants, which he believes underlines the need

Scania has taken on 30 apprentice technicians across its service network.

for more apprentice places across the industry.

“Scania also holds a bi-annual global skills competition in 40 countries and 1600 workshops called Top Team, which puts teams of technicians, parts

interpreters and customer service representatives to the test,” he says.

“I’m proud to have been involved as a competitor and team manager for more than ten years and I can say with certainty that our team and our customers definitively benefit from the Top Team experiences.”

The competition is reportedly fierce and the winners, feted at a final in Sweden, know they are the best in the world.

Jason already has two global victories to his name. He says the benefits are obvious in every workshop through greater teamwork, higher confidence and increased knowledge. Ultimately, it results in getting Scania trucks back on the road that much more efficiently.

“A visit to a Scania workshop delivers much more than fresh oil and new filters.

It’s a chance to have your truck examined by the best and brightest in the Scania world, ensuring the health of your truck and your business,” he says. p r i m em over m a g . c o m . a u

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PERSONALITY

CARRYING THE

COST As a ‘through state’ New South Wales has more truck movements than any other Australian state. Road Freight NSW is the peak industry organisation representing large and small trucking operators. It has also worked with TfNSW and ARRB to support telematics and data collection for dangerous goods. The CEO is Simon O’Hara.

PM: When we last spoke about three years ago you talked about the work that had gone into the value proposition of belonging to RFNSW and its close relationship with Roads and Maritime Services. In light of recent restructures with RMS merging with Transport for NSW has the relationship changed?

SO’H: If anything, that relationship has borne fruit as we have continued to engage positively with them, worked through some pretty contentious issues and come to some mutually agreeable solutions. The close collaboration between us and TfNSW is not just window dressing.

Simon O’Hara.

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PM: What have been some of the achievements?

SO’H: We have achieved a good result for the 40km/h slow down laws that now combine a more common sense approach for our truck drivers when they see the flashing lights from emergency services. Another example is the new formalised Container Freight Station notice, which had expired for a number of years earlier. We worked with RMS and TfNSW and made sure we had a binding gazetted notice that actually set out where the container freight stations were within the port. With axle weights on roads we’ve also been able to

achieve something really positive there in terms of containers that might be slightly overweight on the axles. We now have notices that combine safety with flexibility for operators. Additionally we have made good use of flat racks and approvals for our operators and their use around the Port.

Trucks waiting in line to get into empty container parks are being charged late fees.

PM: Does RFNSW work with other entities?

SO’H: There are a number of stakeholders such as the NHVR which we have worked with to genuinely attempt to improve the industry, to get more valid information for all involved, and to cut red tape for our members such as we are seeing in Newcastle with our OSOM operators.

PM: What other issues are you currently looking to tackle?

SO’H: Matters such as our members being able to check more regularly the demerit points their drivers have.

There is a liability component, because if a driver loses their licence over the weekend, comes into work on Monday, says nothing about it, then our member has a person driving a heavy vehicle who is unlicensed. There are a lot of implications there such as civil and CoR issues. We’d like to see it streamlined because there are now more responsibilities to be addressed. We are currently engaging with TfNSW and the Australian Border Force around underbond containers and the jurisdictions and laws which are in play and what happens in certain scenarios. These can be complex issues and we’re looking for clarity for the industry which will require productive working relationships with bodies such as TfNSW to help us achieve that.

PM: Port container fees seem to be a constant issue for the industry. How did the situation come about?

SO’H: There is a power dynamic between the stevedores and the shipping lines and it used to be that the stevedores had the power to be able to decide what prices were and what

went into contracts. Because of the consolidations of the shipping lines that power dynamic seems to have changed.

This situation first emerged in late 2016 and prior to that at Port Botany there were no infrastructure fees or surcharges.

We’ve recently had a 54 per cent increase levied by Patricks and every six months more increases roll through.

PM: Does it affect only inbound containers?

SO’H: The additional charges affect the export of goods as well. We have country members involved in the export of grain and with the drought making things difficult enough, they have to sell into competitive international markets.

Putting a charge and continually raising it on an export container makes it more difficult for the exporter.

PM: Is the management of empty containers an issue?

SO’H: We have ridiculous situations where trucks going into the empty container parks (ECP) can be charged a late fee while they are waiting in line to get in. We’ve also got members who are returning empty containers to one location and while on their journey in, or even waiting in line at the ECP, they

get a redirection notice and have to take the container somewhere else. And conceivably they can be charged a late fee there as well. The situation is just chaotic and our members are carrying the cost.

PM: What needs to happen?

SO’H: The NSW state government should act and take some leadership on this with some regulating of these sort of charges so we get some equity back in the system. Otherwise we’re going to have fees continue to grow and there’ll be other new fees applied unchecked.

We need some binding regulation to ensure it’s transparent, effective and there is some sort of system in place that ensures we get value for money.

PM: Andrew Constance is the NSW Transport Minister. Does he need to become involved?

SO’H: We invite the Minister to come for a ride in one of our member’s trucks and come out through Port Botany or out to Western Sydney and see what our members do day in and day out. We appreciate that he’s got his hands full in his electorate due to the bushfires but when he’s back on board the invitation is there. p r i m em over m a g . c o m . a u

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PRIME MOVERS & SHAKERS

TA K I N G I T TO T H E

STRE The National Heavy Vehicle Regulator is taking significant steps in its effort to be regarded as more than a faceless bureaucracy.

John Gilbert.

F

ollowing his distinguished 22-year career in the Australian military, John Gilbert OAM spent the next decade using his skills and experience in a number of roles with registered training organisations and as the member services officer at the Victorian Transport Association (VTA). For the past six years John has filled the role of Manager of Stakeholder Relations and Customer Experience for the National Heavy Vehicle Regulator (NHVR) where he has been particularly active in engaging with all levels of industry and government in the take up of the broader NHVR

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policies around safety and productivity in the road transport industry.

John has recruited a team of specialists who promote engagement at the local ‘grass roots’ level. He and his team have become familiar faces at numerous industry forums and conferences and have embarked on an innovative strategy of arranging roadside ‘information sessions’ at truck stops to engage directly with transport drivers who are out on the road.

To maximise the opportunities for contact these truck stop sessions are often held at different hours including through to midnight or 2.00am, the hours many truck

drivers really work.

Interestingly, through these activities it has become clear there are a wide range of commercial vehicle operators who may not realise they come under the auspices of the Heavy Vehicle National Law (HVNL).

“There is a cross section of people in the category starting at the 4.5 tonne minimum GVW such as market gardeners, landscapers, horse transporters, and parts distributors who may not yet be aware they have responsibilities under the HVNL and CoR (Chain of Responsibility) regulation,” says John.

These are operators who don’t necessarily belong to any associations or groups and could slip through the cracks which is why the NHVR is actively seeking them out by holding roadside information sessions in an attempt to engage with more of those operators as well as transport operators in general.

As the Regulator it’s about information and education according to John. He says it’s about making drivers aware that they actually come under the HVNL. “It’s about listening to them and then working with them to understand their responsibilities. Roadside information days are a fantastic opportunity for drivers to just drop in and talk about a range of issues,” he says. “Our people are professional, well presented and happy to listen to all concerns. Drivers should never be hesitant to come up to us and ask if they are filling out their logbook correctly.

ETS We get that quite regularly and it’s our role to assist.”

According to John, the overarching requirement for his team members is to be good communicators.

“I’m very proud of my team. They do a wonderful job out there talking to people including at ‘toolbox’ sessions. Any organisation that runs a ‘toolbox’ and wants us to come along and talk about what we are doing as the Regulator, if we can fit it into the schedule we’ll be there.”

The NHVR engagement team have taken on a task that every professional driver will applaud and support: addressing the impact of caravans on the road, especially at rest stops.

“A lot of truck drivers don’t realise that we are out talking to caravaners at their own shows and advising them they have to be aware about taking up parking bays required by truck drivers,” he says.

“Much of what we hear on the side of the

road from truck drivers is in relation to caravaners because it is a concern if a driver needs to take a rest break and can’t park because of the caravans. We need to get the message out and we are trying to do exactly that.”

The NHVR has now had its display at two caravan ‘roundups’ and more are planned according to John.

“We explain to them the fatigue management rules truck drivers have to follow and why it is so important not to take over truck stops and to leave space for truck drivers,” he says. “All of those sessions have been really well received and we found some caravaners didn’t realise that a truck driver had a law to comply with when it comes to his or her fatigue.”

John is delighted with the positive relationship that has developed between truck drivers and NHVR personnel in South Australia, Tasmania, Victoria and the ACT – the states that to date have ‘transitioned’

to having NHVR officers perform roadside intercepts. A core value of the NHVR people is to treat truck operators as ‘customers’.

“A customer should have a good experience from any interaction, even if they ultimately get ‘pinged’. In those states drivers can see a definite difference in attitude. They are treated professionally, spoken to politely and our officers are more than happy to explain about ways of rectifying anything picked up on the side of the road. I think they do a wonderful job out there talking to people.”

John and his team are mindful that communication has to work two ways in order to be effective.

“At the end of the day it’s about us talking to a driver, and listening to the driver and bringing that information back to the NHVR. It’s a long journey but when we respect drivers and recognise they are doing a job we’ll see the results in attitude changes across the board.”

Recent NHVR Community Engagement Day.

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

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The Victorian Transport Association has partnered with Goodyear Dunlop and DriveRisk to launch the Driver Salute program.

O

n-road safety demonstrated each and every day, lawfully and with consideration for other road users, no matter the conditions, will receive long overdue recognition under an initiative pioneered by the Victorian Transport Association (VTA). Co-sponsored by Goodyear Dunlop and DriveRisk, the Driver Salute program, will acknowledge drivers who display consistency of best practice while putting some positive perspective on what drivers do on a daily basis. To say commercial vehicle operators are underrated is itself an understatement.

In Victoria nearly 5,000 truck drivers are currently needed to meet industry shortfalls. Up to ten per cent of these alone are for tipper truck operations on growing infrastructure programs.

Meanwhile, for those working on assignment day in, day out, safely every week, every month for years on end, without fanfare, the VTA will recognise an unsung hero on a bi-monthly basis.

In addition to promoting the industry’s quintessential quiet achievers, the criteria for the award also includes appreciation for those drivers who might have had a poor history in the past but have since embraced the safety culture and taken

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Driver Salute will acknowledge a truck operator on a bi-monthly basis.

measures to actively improve their performance. This also includes a dramatic turn-around in attitude in working on driver skills and habits.

It’s not just best practice the VTA is looking for but a consistency of best practice from drivers who perform safely and often do so time and again with little reward or recognition.

VTA CEO Peter Anderson says the initiative has been created to promote driver safety, drivers with great long term safety records and what he refers to as a normal routine.

“This program isn’t about the exception.

It’s not about pushing the pram away from the speeding truck,” he says. “We need to acknowledge and report about those people who do a normal job and do it properly. So many people in our industry do exactly that every day. What we don’t do is acknowledge those people. This is more about people who are in our industry that do the job that we expect of them.”

Under the Driver Salute program, Victorian-based transport operators that deploy DriveRisk video technology and telematics in their fleets can submit in-cabin footage or profiles of drivers demonstrating sustained best-practice safety behaviour in the course of their duties. Eligibility for the award extends

to entrants that have been assessed by DriveRisk’s DriveCam solution as having the lowest risk score over the previous six to 12 months and entrants who, over a given period, have achieved the largest risk decrease as assessed by the DriveCam technology, and entrants who can clearly demonstrate having a long term low risk driving record using alternative auditable evidence. Consistent low risk scores reported through DriveCam help to verify driver performance.

Owen Neochi, DriveRisk Chief Operating Officer said DriveRisk operates on helping protect drivers by making them aware of their skills and awareness to stay safe, alert and engaged.

“The supporting video footage is used to coach the drivers in the same manner that professional sports people do to assess and improve the performance of their players,” he said. “With this combination of risk assessment and coaching DriveCam promotes a proactive approach to safety which results in preventing on-road incidents.”

Safe businesses, according to Neochi, are productive businesses.

“We all acknowledge that driving is one of the riskiest activities that most of us ever do,” Neochi said.

The submissions will be reviewed by an independent panel of judges from the VTA, DriveRisk, Goodyear and Dunlop Tyres, and the National Heavy Vehicle Regulator (NHVR), which will bring an independence to the process of verifying reputable and worthwhile efforts by drivers under consideration for the award.

Winners go in the running for an annual Driver Salute award to be presented at the end of the year.

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2020

15-17 September 2020

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William Inglis Hotel, Sydney Contact: Tony Francis | 0422 088 350 | tony.francis@primecreative.com.au

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Wisdom of the old freights might arise. You are likely to reconnect with a previous employer through a supplier or customer relationship.

Humans tend to over-estimate the pace of change in the short-term (one to two years) and grossly underestimate the pace of change over longer timespans (ten years or more). Keep continuously learning or else you will know less in the next ten years than you know now!

PETER HART

T

HE OLD FREIGHTS I am getting old! 100 articles old. My first article was in April 2011. I’ve learned a few things along the way, and I have the urge to share some of what I have learned with you. Of course, many of you know a lot more than I do. Keeping that in mind, I decided to ask some friends, who are ARTSA Life Members, to give me their responses to two questions: 1 Tell me about a significant experience, opinion or wisdom you want the younger generation to understand; and 2 Tell me one or more things that should change in the road transport freight sector for its long-term sustainability, safety and community benefit.

Here is my precis of their responses: DEAR YOUNGER GENERATION: Don’t compromise your principles even when its politically expedient to do so. In time, integrity wins through.

Don’t only focus on one specialist area or subject. Aim to be knowledgeable and/ or proficient in many things. It will help your career.

Putting your hand up for the challenging job will help you achieve career success.

Never burn your bridges. The Australian road-transport industry is relatively small.

You can never know what opportunities 72

ade p rciel mbe 2020 r 2018

Always fill the diesel fuel tank at the end of the day. This minimises the volume of the air space and reduces the amount of water condensation in the fuel. Thinking about consequences beforehand avoids later problems.

Give the driver full respect. The driver knows a lot about the ride, road handling and efficiency of his/her truck. When you are problem solving, ask the driver first!

Experience matters.

Always put yourself in the customer’s shoes. The other guy’s point of view should be valuable to you, so think about it and find it out. Different people know different things. It is a great skill to be able to learn from others.

Experience counts. A driver who can start a 200 tonne roadtrain without spinning the wheels has a skill that should be respected. A young engineer who can apply the start-ability formula probably wouldn’t get it started!

Learn from others. Attaining maturity should always involve recognising the lived experience of others and learning from them.

A lot has been achieved. It seems just yesterday we made the first 23m B-double. We put crude ABS brakes on it, used non-asbestos brake linings and put it onto airbags. Now we have worldclass 26m B-doubles, sophisticated EBS braking which has proven its reliability and multi-volt LED lighting which has

revolutionised visibility of vehicles.

People achieve more together if they know and trust each other. Regardless of status, education, responsibility or personality, strive to achieve “common ground”. This leads to long-term collaboration. Seek to understand others; how they tick, what excites them, what will make them successful and what their personal interests are. This is crucial to building collaboration.

There are two ways to play a par-3 golf hole. 1 Attack the hole. 2 Aim for consistent and measured performance.

The second approach is more likely to be satisfying and ultimately successful. Golf is a bit like life. Aim for consistency and reliability.

Generally, if you enjoy what you do you will be good at it. If you are good at it you will enjoy doing it!

Safety matters. “I saw a hoist fail on a tipping semi-trailer. It dropped a loaded container onto the skel and completely destroyed it and most of the primemover.” Now we have anti-burst valves.

Tippers older than five years probably do not have hydraulic burst protection.

Beware.

Chain of responsibilities exist everywhere. We have a responsibility to consider the effects of our actions on different sectors and to behave well, even if it is not a legal obligation.

It’s a balance between understanding the past and understanding the changes that are shaping the future.

Young people have a lot to offer. They are our hope!

DEAR INDUSTRY AND GOVERNMENT LEADERS: We can and should reduce our harmful polluting emissions. New technologies can be cleaner than older technologies. The community deserves

ARTSA TECHNIC AL COLUMN

Powered by news technologies so we can make the air cleaner and safer.

Financial incentives are needed to speedup the introduction of new, safer, cleaner and more efficient trucks. Finding ways to get very old trucks and trailers off the roads should be an imperative. Newer heavy vehicles have fewer crashes than old trucks and they carry more tonnes to reduce kilometres. The additional community cost of an old semi combination is about $30k/year. Maybe registration charges should increase each year with vehicle age. A carrot and stick approach is needed.

Best practice is often hard to market!

Cost is important but best practice is more important because it leads to safety, efficiency and avoids foul ups. Our industry should continually recognise best practice and recognise its practitioners.

Disruptive technologies are changing the freight sector – it is an emerging sector.

Often poor packing and stacking practices are being adopted to lower costs and better utilise space. Labour is often poorly paid. While efficiency is important, so is the quality of the logistics service. We need best practice by the disruptors.

Our industry always needs to reform.

The reform that allowed 26m long B-doubles has delivered safety and

productivity benefits. It was worth fighting for. The industry should always be agitating for reform.

There should always be a safety or environmental benefit given to the community in return for improved ratings and flexibility for operators.

Electric drives are coming fast. Australia is not adopting fast enough. The widespread introduction of battery or hybrid powered electric drives on light and medium duty trucks is close. Range extender technologies that use electric motors are coming for heavy vehicles.

Electric drives will produce challenges for workshops, for the accountants and for the regulators. We are not well prepared.

Heavy vehicle driver training is inadequate. It is too short and does not cover difficult situations. A broader range of experiences are needed during the training stage. Career status is needed for drivers with proven ability and safe practices.

Our industry does not share learnings from safety incidents. Serious safety incidents should be investigated, and the learnings made public in a timely way.

The rail and aviator sectors have formal mechanisms to investigate incidents and share the results. Why doesn’t road transport? Legal considerations tend to dominate thinking after a serious incident. The coronial process is generally

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slow, and the industry has often moved on by the time the incident is publicly explained.

In-service policing of design rules seems to be lacking. Obvious items are exhaust mufflers and tailpipes (noise, backpressure and emission compliance).

Excessive lighting is commonplace, and it causes glare problems. External sun visors seem to be blocking windscreen vision.

The road transport industry should work at improving its reputation. We should aspire to achieve the reputation of fire-fighters and emergency-service folk.

To do this our industry needs to identify values it will uphold and suppress bad role models. There is no place for corporate spin or for self-congratulations.

Inconsistent decisions by states, territories and commonwealth governments cost the industry. While the NHVR is making progress, there is lot more to be achieved.

I am very pleased with these responses.

There is a lot of humanity and concern for our community in them. I hope that you found something here that helps you in your career and life.

Dr. Peter Hart, ARTSA The 100 articles are available at www.arsta.com.au/articles

Some of the contributing ARTSA Life Members. p r i m em over m a g . c o m . a u

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KIRK CONINGHAM

I

t’s reasonable to say that many Australians have experienced a challenging beginning to 2020, and the flow on effects are likely to affect our industry in a variety of ways over the months ahead. The bushfires that burned through vast swathes of the continent had a devastating impact on families, local communities and businesses.

The immediate scale of the tragedy is recorded in lives and homes lost and understandably, that is where the initial focus of recovery efforts has been.

Yet in some respects, that is only the beginning of the story. With the fires now extinguished and the immediate physical threat having passed, it is becoming apparent that recovery efforts – and the cost of those efforts – will be significant. These costs will include significant repairs that will have to be undertaken to repair damaged transport infrastructure in regional communities, particularly road and bridge infrastructure that facilitates the efficient and safe movement of road freight.

Throughout the early weeks of this year, ALC has been participating in regular industry discussions convened by the Deputy Prime Minister and Minister for Transport, Infrastructure and Regional Development, Hon. Michael McCormack MP, which are focused on providing industry advice and assistance to the Federal Government in shaping its recovery response to the fire crisis.

As the fires burned, it was inspiring to

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Learning the lessons of a challenging summer see Australia’s freight logistics industry once again showing its determination, professionalism and generosity as our professionals worked around the clock to get supplies to affected communities and provide practical assistance on the ground to those most in need.

This included truck convoys that took food, water and other essential supplies to affected communities, transported livestock feed, conveyed shipping containers to assist with storage of donated goods in fire-ravaged regional communities and provided direct logistical support to teams of firefighters as they battled the blazes.

What was already a difficult beginning to 2020 is now being further compounded by the challenges associated with the coronavirus. As in the case of the fires, the initial focus is on protecting lives through containment and quarantine efforts. Yet, as with the fires, once the immediate threat is contained, there will be significant economic effects to consider.

Logistics companies are at the forefront of getting goods into and out of Australia, whether by air or through our ports. The road freight sector plays a critically important role in getting that freight to customers, or to the point of export. The disruptive effects of an episode like the coronavirus have obvious flow-on effects across the whole supply chain – and these will need to be managed effectively and responsibly.

Over recent weeks, experts have warned that the ongoing restrictions on the movement of goods and people in China – our largest trading partner – are likely to adversely impact Australia’s agricultural exports. The effects are also being felt in other export sectors, including minerals and resources.

On the other side of the coin, restrictions on the departure of vessels from China means those importing goods to Australia – and road transport businesses which supply them – are also likely to feel a slowdown.

Improving the resilience of Australia’s supply chains to withstand the effects of natural disasters and international events was clearly identified in the National Fright and Supply Chain Strategy released last year.

It was a theme echoed in the 2020 Infrastructure Priority List released by Infrastructure Australia in February.

The updated list placed a renewed emphasis on enhancing the capacity of national infrastructure to cope with disruptive events – whether they be as a result of natural disasters or through other unexpected events such as global epidemics or terrorism.

The first weeks of 2020 have provided stark examples of why our governments must join with industry in acting more urgently to address that challenge.

Kirk Coningham CEO, ALC p r i m em over m a g . c o m . a u

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TONY MCMULLAN PETER ANDERSON

D

efining where you want to go in life can be very important. It has many potential connotations in the road freight sector. It can be as simple as defining your next freight pick-up or drop-off point, or if you will pardon the pun, looking down the road a little further, where you see yourself or your business in this industry in ten or more years’ time. Often when setting a goal, you may not have a clear vision of how you will achieve it, however one will typically have a path to start out on and be open minded to make objective decisions along that path as you seek out your ambition. Those decisions may take you down a path, or paths, that you never imagined, but that is just part of the journey and those with an enquiring mindset and who are willing to embrace change will reach, or even exceed, their goals.

Based on the above open minded philosophy, it is with a certain degree of frustration that I and many in the automotive industry look upon proclamations from an increasing number of overseas nations announcing plans to ban the internal combustion engine within their borders by a certain date in the future. The most recent was Britain, announcing a ban on diesel and petrol vehicles by 2035. Instantly that limits the pathways that can be travelled in the quest to reduce carbon emissions, potentially eliminating

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Defining the goal some very effective strategies and technologies. There now appears little doubt that the world needs to contain its Co2 emissions, however banning specific technologies should not be the mechanism used. Goals and timelines should be defined and then let the scientists and engineers work on the technical solutions to reach those required outcomes. At the moment there is no clear pathway, no one specific solution, to reducing Co2 emissions in the road transport sector.

In Australia the problems are arguably greater than for many international countries, the sheer size and remoteness of many of our freight tasks, our sparse rural population, extremes in climate and limited services and infrastructure outside of our cities and major towns, all play a significant part in where, how and when freight is moved. If you were to ban the diesel engine as a useable pathway, much of that freight simply could not be delivered.

Along with the current well-known alternative transport power sources such as battery electric and hydrogen fuel cells that can lead to zero emission outcomes, there are other technologies that can reduce, or even eliminate, truck Co2 emissions if the earth-to-earth impact is considered. However, many of these alternate technologies rely on keeping the internal combustion engine, something that many countries want to ban. Sustainable fuels, known as “carbon-neutral re-use of Co2” are a good example. Carbon is captured out

of the atmosphere and is converted into fuel using renewable electricity. There are also carbon neutral biodiesel fuels made from plants. As the plant grows it absorbs and captures carbon from the atmosphere. High school science: all plants need Co2 to survive, it is a key ingredient in their photosynthesis process. The crop is eventually harvested and the plant material converted into a fuel. Notably, these sustainable fuels look, feel and can be used in the same way as diesel or petrol, however they can be 100 per cent carbon neutral. As such, these fuels could use our existing infrastructure. Stored in existing fuel depots, transported by our existing fuel tankers, purchased and dispensed at our existing fuel stations and importantly, used in our vehicles with minimal, or no, adaption. However, if cars and trucks as we know them now, are banned by governments, these carbon neutral pathways could not be utilised.

It should not be governments’ role to try and pick winners. No technology should be ruled in nor any out, as we seek to find a better carbon balance for our planet. The Truck Industry Council calls upon all levels of Australian government to define appropriate environmental goals and to resist the temptation to ban specific technologies. In doing so, let industry develop the most appropriate future road freight solutions for our country.

Tony McMullan CEO, Truck Industry Council

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Protecting our people – transport’s greatest asset PETER ANDERSON

T

here is no doubt that road congestion frustrates all road users, but the heavy vehicle driver endures more than just issues around consistently high traffic volumes and the pressure this puts on them to meet deadlines and exceed customer expectations. The pressures of the heavy vehicle driver on today’s roads is enormous. Time schedules, low levels of remuneration and a payment system based upon volume and not the degree of effort, knowledge and skill, is common and does not reflect the effort and competency the individual must display on a consistent basis to be a professional driver.

Heavy vehicle drivers contend with issues of rejection, personal abuse and denigration of the value that they provide in their service to the broader community.

As an industry, we need to do more to discourage this behaviour and protect our greatest assets – our people.

Heavy vehicle drivers suffer disadvantage and rejection on an hourly and daily basis through negative interactions from other road users.

Constantly maligned for being slow and cumbersome, these drivers work under extreme pressure to maintain the safety of their vehicle and other road users.

However, the heavy vehicle driver can feel isolated and excluded from having an equal voice, understanding and acceptance as an equal member of the broader community.

The physical dynamics between a large

heavy vehicle and a small passenger one are vastly different and their nimbleness on the road, completely poles apart. The heavy vehicle driver is aware of these factors all of the time and is constantly working to ensure that they are fluid, efficient and safe on our roads.

Representing some 20 per cent of road users the heavy vehicle industry is the greater user of the road networks based upon the repetitive nature of its work.

Route work and scheduled deliveries are normal requirements and travelling over the same road is commonplace.

Yet the drivers are still openly abused on the road and intimidated by drivers that insist that there is no place for heavy vehicles on our roads. There is growing recognition this attitude has on the mental wellbeing of heavy vehicle drivers with these issues sadly growing at an accelerated rate.

Additionally, exclusion in the planning of land development, infrastructure development and road management continue to plague and retard the true integration of truck drivers into our community.

Placing bike lanes on highways and separating large heavy vehicles by nothing more than a white line, does not give the heavy vehicle driver confidence and reassurance when faced with adverse conditions and pressure points in the road system.

The discrimination continues whenever a council allocates a curfew on public roads. By declaring that all heavy vehicles have a negative impact on the community in this way the heavy vehicle driver is automatically lambasted and

held in disregard by all members of the broader community.

The road transport industry is an equal member of the community. It has a right to equal consideration, experience, opportunities and respect from the broader community that it serves.

The discrimination by road managers, councils and other transport groups is rampant and detrimental to the health and wellbeing of all heavy vehicle drivers. These are normal and good people with families trying to make a living professionally.

The Victorian Transport Association represents these drivers and the operators that employ them, and is working to drive awareness, acceptance and improvement of the heavy vehicle industry and the value to the standard of living that it provides to all Victorians.

Heavy vehicle licencing review, driver recognition programs, environmental integration with the community, the building of minimum standard of operations, education and upskilling, mental health programs and the consistent advocacy to the politicians and decision makers that there needs to be a stronger recognition of the issues confronting the heavy vehicle industry.

The heavy vehicle industry demands and is deserving of equality and to be treated fairly by all stakeholders. These are the principals the VTA consistently and proudly advocates for in our interactions for the betterment of conditions for the men and women of our industry.

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

77

PETER SHIELDS’ NUMBER CRUNCH

Exile and main turnaround from January’s total of just 319. The February result helped improve the year-to-date from -19.4 per cent at the end of January to -8.8 per cent a month later.

With a couple of brands selling just a single truck each during February the attention will be on some rationalisation, some innovative marketing and some effective government stimulus measures.

Feb-20

Most areas of the Australian economy have been suffering from an assault of pestilences of almost Biblical proportions.

Drought, fires and global sickness have been strong influencing factors in the economy’s failure to thrive in recent months.

Lack of wage growth, well documented of late, has meant for consumers deficient additional spending money to inject back into what is essentially a stalled economy. It’s no wonder that some long- established retailers are pulling down their shutters and calling in the receivers. Every store closure has an effect back along the logistics chain and upon the transport industry.

While the economy waits for the Federal Government to do something, on the surface the Reserve Banks’s record interest rate cuts should be making borrowing for new equipment look attractive, but operators need to have the work in place to use it and the assurance they will get paid at least a survivable rate and then be paid on time. The lack of industry confidence is evident in the new truck sales statistics released by the Truck Industry Council at the end of February which verify just 2,001 new truck units sold for the month, 382 less than in February last year (-16.0 per cent). This shows a continuation of the trend from the beginning of the year with the year-to-date accrual of 4,300 units showing a contraction of 15.5 per cent.

The Heavy Duty sector scored 777 new units during February, 97 less than in February 2019 (-11.1 per cent) and accounted for 38.8 per cent of the market total. A total of 478 Medium Duty trucks were added during the month, 68 less than in February last year (-12.4 per cent).

Light Duty trucks continued to exhibit a significant slow-down with 746 new units compared with 962 last February – down 216 units (-22.4 per cent). The year-to-date total of 1,256 is 474 units less than for the first two months on 2019 (-27.4 per cent).

At least the Heavy Van category maintained some indication of minimal growth with 447 units which was only three more vans than during the previous February yet suggests a strong 78

a pr il 2020

% Change YOY

ISUZU

606

-4.7%

HINO

364

-24.1%

FUSO

230

-4.3%

VOLVO

147

-19.5%

KENWORTH

121

-34.4%

IVECO

117

19.8%

SCANIA

88

13.7%

MERCEDES-BENZ

79

-29.7%

MACK

48

-42.8%

MAN

35

-44.7%

UD TRUCKS

41

-10.7%

FIAT

33

40.8%

DAF

33

18.8%

FREIGHTLINER

14

-16.7%

RENAULT

10

-58.7%

WESTERN STAR

17

-56.4%

HYUNDAI

9

-23.8%

DENNIS EAGLE

1

350.0%

VOLKSWAGEN

4

600.0%

FORD

3

-82.6%

INTERNATIONAL

1

-78.6%

2001

-15.5%

M-B VANS

196

7.8%

FORD VANS

101

4.8%

VOLKSWAGEN VANS

65

28.2%

RENAULT VANS

49

-46.6%

FIAT VANS

19

-25.7%

IVECO VANS

17

-41.5%

447

-8.8%

2448

-14.4%

CAB CHASSIS/PRIME

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

*

*Based on severity bands obtained using min/max fuel burn categorisations from 9 different American & European OEMs

www.castrol.com/severitytest

MAXIMISE YOUR DRAIN INTERVAL MAXIMISE YOUR PROFIT