Prime Mover May 2019

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May 2019

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Industry Fleet: Visy Logistics Customisation: K200 Twin Steer Feature: Goodyear DOR Personality: Darwin Port CEO

Innovation Fleet: HVP Plantations Feature: Dana BD70 SLS Test Drive: Scania P360 Rigid Final Mile: Fuso FG Canter

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

I S U Z U N S E R I E S. O U R M O S T F U E L - E F F I C I E N T L I G H T T R U C K.

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May 2019

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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.

MAY 2019 $11.00

ISSN 1838-2320

John Murphy | Managing Director

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

Luke Applebee | Managing Editor, Transport Group

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

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9 771838 232000

Industry Fleet: Visy Logistics Customisation: K200 Twin Steer Feature: Goodyear DOR Personality: Darwin Port CEO

Innovation Fleet: HVP Plantations Feature: Dana BD70 SLS Test Drive: Scania P360 Rigid Final Mile: Fuso FG Canter p r i m e m ove r m a g .co m .a u

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

managing director

John Murphy john.murphy@primecreative.com.au

editor William Craske

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

transport group

Luke Applebee luke.applebee@primecreative.com.au

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

Terry Wogan terry.wogan@primecreative.com.au

0417 474 752 advertising sales

business

Sarah Leptos

development sarah.leptos@primecreative.com.au manager

0403 485 140

William Craske | Editor

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

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

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

design

Kerry Pert, Madeline McCarty

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

design production

manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

head office 11-15 Buckhurst Street

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Sarah Leptos | Business Development Manager

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

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CONTENTS

Prime Mover May 2019

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38

62

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32

COVER STORY “Typically most of our bulk fleet and our main core of express vehicles are UD Trucks. It’s been the case for about seven years and there are now well over 100 UDs in the fleet.”

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FINDING ANOTHER GEAR

Prime Feature Stories FLEET FOCUS

32 Total Package The Luff family’s Border Express organisation is one of Australia’s largest privately-owned transport operations. Under direction of CEO Mostafa Kassaby, Border Express, continues to evolve through its dedication to being at least one step ahead.

38 From Small Things Big Things Grow Kenworth DAF in Adelaide worked closely with Pinnaroo Fertiliser Depot on a new Kenworth K200. For the South Australian agriculture supplier, the process of purchase, through to customisation and, finally delivery, has proven a memorable one.

42 Pilot Light In an age where half percentage gains for organisations can mean saving costs in the tens of thousands of dollars visibility across its transport operations is crucial to VISY Logistics.

TEST DRIVE

50 Driving Wheels The 8x2 rigid truck market has been coming to life in Australia as distribution operators look to rigid trucks that have the advantages of four axles without the disadvantages once

considered inherent in single drives. With its clever architecture this Scania New Truck Generation P360 delivers.

TRUCK AND TECH

56 Reading Between the Lines Tyre specialist, Goodyear, has invested in a new driver over reader system for application in the commercial vehicle market as it continues to deliver solutions that positively impact safety. through innovative tyre maintenance support.

Regular Run 08 From the Editor 10 Prime Mover News 72 Personality 74 Australian Road Transport Suppliers Association 77 Australian Trucking Association 78 Australian Logistics Council 79 National Road Transport Association 80 Truck Industry Council 81 Victorian Transport Association 82 Peter Shields’ Number Crunch

FROM THE EDITOR

Less than Zero

William Craske Editor

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It might be worth noting, and this has been said in worse democracies than our own, that no matter who assumes power this year in Federal Government, life, as it did prior, will continue on.

So too will industry despite all the economic forecasting, funding promises and alarmism that feeds, with help from politicians and their media cheerleaders, into the frenzy of an election cycle.

Recent history, in these inflammatory times, suggests whatever the result consent to it is unlikely should the side that finds itself subjugated to the role of opposition deign the victor its moral inferior. Gestures of bipartisanship have become, for now, all too rare among our politicians and pundit class, and largely the province, when they occur, of requiems attendant to natural disasters, community despair and tragedy.

Thankfully, among those in industry, with road transport currently something of an exemplar, the act of working together is alive and itself a necessary way forward to improving working conditions, delivering positive outcomes and implementing, when agreed upon, necessary reforms. A report issued by the National Truck Accident Research Centre last month confirmed fatalities involving commercial vehicles has dropped by 14 per cent over the past two years with predictions fatalities could be reduced even further to zero by as soon as 2032. In addition to this, an analysis of Australia’s largest database of major crashes involving heavy vehicles shows a downward trend, with the number of fatal truck accidents the lowest it has been in nearly two decades. This news is a welcome disruption for an industry that has worked hard in recent years to improve its standards of safety. Another conversation is underway around carbon emissions as governments, international bureaucracies and businesses, giddy with

the possibilities offered by new energy economies, help drive a movement to drastically reduce the impact of hydrocarbon of which the world, with its 7.5 billion population, is currently 84 per cent reliant. In the March edition of the Manhattan Institute, Mark P. Mills has delivered an extensive report covering the reality of such an ambition as seen through a glass darkly – the politicised invective, partisan science and Green New Deals and he makes the point that the promises of lowered costs and increasing efficiencies as seen in the kind of disruption produced by Silicon Valley in computing, communications and the digital age as a “core analogy glosses over profound differences, grounded in physics, between systems that produce energy and those that produce information.” The tech-driven revolution according to Mills, in a world where “increases in consumption, speed, or carrying capacity cause hardware to expand, not shrink,” will be determined not by clever software but, rather by the properties of nature in which the boundaries are always set by laws of gravity, inertia, friction, mass, and thermodynamics. It spells bad news for anyone all-in on Lithium batteries who expects the extraction and production of it to be carbon neutral. The politician, when it comes to policy, gets to gamble as they play with the money of others.

Leaders of industry have no such luxury and their problems of achieving sustainable growth, are not those of the politician, who covets votes and can do so, through quick fixes and bold slogans. But in a marketplace of values, as Douglas Murray puts it, meaningful ideas can’t be focus grouped overnight.

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PRIME NEWS

> VTA hails reform agenda at State Conference 2019 Following the successful VTA State Conference held at Silverwater Resort, Phillip Island, Victorian Transport Association CEO Peter Anderson has reflected on the extent to which the transport industry is embracing reforms to make it safer, more prosperous and attractive to work in.

Close to 200 operators, suppliers, regulators, legislators and other stakeholders gathered at the conference for two days of intensive learning about the reforms that will impact the industry this year.

“In recognition of the many changes being considered by our governments, our regulators and the various transport authorities tasked with governing our industry, Keep Up with Transport Reform was unashamedly the theme of our conference,” said Anderson. “Delegates benefited from updates from dignitaries such as Deputy Prime Minister and Minister for Transport, Infrastructure and Regional Development, the Hon Michael McCormack, Victorian Roads, Road Safety and TAC Minister, the Hon Jaala Pulford, and Shadow Federal Assistant Minister for Road Safety, Senator Glenn Sterle, who outlined their safety, transport and infrastructure priorities, both in government and in opposition.”

National Transport Commission Chief Planning Officer, Paul Davies, provided a timely update on the NTC-led review of Heavy Vehicle National Law (HVNL), and delegates also heard from National Heavy Vehicle Regulator (NHVR) CEO, Sal Petroccitto, about the regulator’s focus on ensuring the modern law is a factor in a safer and more productive industry.

Anderson said change was a regular theme throughout all the presentations.

“I was particularly struck by the consistent call to action by all the speakers for stakeholders to work constructively together for the good of our industry and, more importantly, the receptiveness of delegates to this important challenge,” said Anderson.

“The industry has certainly matured beyond an ‘us versus them’ mentality 10

m ay 2019

that was holding us back, and unnecessarily pitting stakeholders against each other, much to the detriment of all of us.”

Anderson said it was encouraging to note the openness of operators to accept the need for change and step up and take their rightful place as integral parts of the communities they serve.

“I sense a growing recognition from the industry of the need to embrace change for improvements to abound, and that building dialogue and understanding within the communities that we operate in is paramount to our industry coming out of the shadows and standing up as a proud member of society,” he said.

National Road Transport Association (NatRoad) CEO, Warren Clark, said he

enjoyed the 2019 VTA State Conference.

“Having the opportunity to engage with key industry influencers, to discuss key issues impacting the road transport industry, is invaluable to me. Industry associations need to come together and take collaborative action to achieve sustainable transport outcomes,” he said. “Following my discussion with VTA CEO Peter Anderson, we look forward to combining the strengths and areas of expertise of our associations as we work together to deliver positive outcomes for the road transport industry,” he said. “The knowledge shared among members and stakeholders will help make progress on issues that are important to both NatRoad and VTA as well as the sector as a whole.”

Warren Clark, Sal Petroccitto, Peter Anderson.

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PRIME NEWS

> IKEA commits to electric vehicles for Australian operation IKEA EVs are based on the Hino 300 series platform.

IKEA Australia has made the commitment to use only electric vehicles (EVs) by 2025. In partnership with its transport service providers IKEA will be the first home furnishing company in Australia to have last mile deliveries and assembly services carried out by electric vehicles and aims to reach a five per cent roll out by mid-2019, rising to ten per cent in 2020 and 100 per cent by the end of the 2025 financial year.

“At IKEA we want to drive positive change,” IKEA Australia Country Manager Jan Gardberg said at an event in Sydney.

“That’s why we are committed to achieving zero emissions from delivery vehicles and ensuring 100 per cent of our fleet will be electric vehicles.”

IKEA’s contractor ANC has already put into service a number of EVs based on the Hino 300 series platform equipped 12

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with SEA Electric drivelines.

The Hino 917 models have a GVM of 7,995kgs and a payload capacity of 4,274 kgs.

Maximum power is 125kW with continuous power of 80kW available.

Developments in battery and charging technology has provided the trucks with a range of up to 350km and a battery life expectation in excess of ten years.

Full charge takes up to six hours and is performed via a connection to a standard 32 amp three phase outlet similar to what is found in most factory units.

The inbuilt regenerative braking system assists in battery charging as well as reducing wear on braking components.

ANC Managing Director James Taylor said that the savings in fuel and maintenance costs should be able to offset the higher initial capital outlay after between four and five years.

Finn Dunleavy, ANC Implementation Manager has been involved with the IKEA EV project for more than three years and is pleased with the practical payload the trucks can achieve.

“Just over 4,200kgs with an eight-pallet truck is a really useful weight and we’ve actually been able to get up to four or five hundred kilograms of cargo more than a diesel equivalent. For the number crunchers that’s a nice win,” said Finn. “The impressive number is the maximum torque of 1,470Nm.” The trucks have so far been averaging 17-20 deliveries per day, covering up to 250 kilometres, and returning to the distribution centres with at least 20 per cent battery capacity remaining even after operating tailgate loaders and air conditioning systems.

IKEA and ANC aim to annually save 32,000kgs per truck of Co2 compared to diesel.

“ To deliver the BESTyou need the BEST TRUCK” “With 85,000 kilometres covered every day, we put our 150+ UD Trucks in some of the harshest places, and they work day in day out. We commit to being the best for our customers; to deliver the best, you need the best truck.”

Mark Tobin

Managing Director Followmont Transport

New 8-litre Quon now with up to 2 years FREE scheduled servicing* Offer ends 31st August 2019.

Going the Extra Mile To find out more, contact your UD Trucks dealer on 1300 BUY A UD or visit udtrucks.com.au/offers *2 years or 200,000 kms (whichever occurs first from date of delivery) free scheduled servicing is available at participating UD Trucks dealers for all new Quon 8-litre models purchased by 31 August 2019 and delivered by 31 December 2019. Scheduled servicing excludes fair wear and tear items and any additional work or components required. Not available in conjunction with any other offers or to fleet, gov’t and rental buyers. UD Trucks may change or extend this offer. Full terms, conditions and exclusions are available at udtrucks.com.au/offers.

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PRIME NEWS

> City of Belmont welcomes Western Australia’s first zero emissions recycling truck Western Australia will receive its first EV truck from SUEZ in June.

Waste and water management company SUEZ has selected the City of Belmont as the first site in Western Australia for its innovative new fully Electric Vehicle (EV) recycling truck.

SUEZ State General Manager WA Craig Barker said the EV truck, due for delivery in June, is the first of its kind for the company in Western Australia and will be a showcase for the future of waste collection.

“SUEZ is always looking for new ways to deliver services to customers,” said Barker.

“This new generation of waste collection vehicle is only now becoming available here, and we are keen to test this proven technology for our Belmont customers ahead of wider demand from our other council customers.”

The EV truck features an IVECO cab chassis fitted with an electric powered drive train built by SEA Electric in a 14

m ay 2019

SuperiorPak body.

A 230kWh battery provides more than 200 kilometre driving range before recharge and reportedly requires a simple 32-amp, three-phase outlet.

The side-loader EV truck will save approximately 35,000 litres of diesel per year noted SUEZ in a statement.

It estimates that the City residents will benefit from a further reduction in around 90 tonnes of carbon emissions.

City of Belmont Chief Executive Officer John Christie said the City was excited to be the first in Western Australia to benefit from SUEZ’s new EV truck.

“Reducing carbon emissions is a key element of our City’s Environment and Sustainability Strategy, and innovation in waste management is an important part of this,” said Christie. “We are delighted that SUEZ’s new zero emissions truck will lead our recycling collections and look forward to seeing it out servicing

the community while minimising our environmental impact,” he said. “The new EV truck will be collecting recycling from around the City of Belmont.”

In addition to generating zero emissions, the EV truck offers a huge range of benefits including no diesel or AdBlue fuel costs, minimal oil changes and significantly reduced maintenance.

“Improved braking also means brake pads only need to be replaced every two years, compared to quarterly changes in traditional diesel-powered side-lift trucks,” said Barker.

The side-lift EV truck offers the latest in electric/hydraulic waste collection and compaction and is capable of approximately 1200 lifts per day on a single charge.

SUEZ was awarded the collections contract for the City of Belmont in November 2018 and this month began the roll out of its new diesel fleet.

G500 punches above its weight Scania’s New Truck Generation G500 6x4 prime mover is a real surprise packet.

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PRIME NEWS

> Direct Freight reveals ultra-productive B-triple Interstate express freight company, Direct Freight Express, has displayed its new B-triple in a comprehensive demonstration of PerformanceBased Standards (PBS) approved combinations organised by the National Heavy Vehicle Regulator (NHVR) at Portland in Victoria.

In a similar vein to the B-quad combinations operated by Lamattina, the Direct Freight Express B-triple has been designed as a modular combination. This means it has the versatility to operate with maximum productivity in both the full combination at just under 42 metres overall length and with a gross combination mass (GCM) of 83 tonnes between Adelaide and Perth under Level 3 access.

Alternatively, by decoupling the tag trailer and operating as a B-double with Level 2 road access, the 30-metre combination will operate on the eastern seaboard under L2 access with a GCM of 63 tonnes.

Fresh from the highly successful PBS vehicle demonstration day at Portland, Chief Engineer at the NHVR, Les Bruzsa, was keen to extol the virtues of what is ostensibly the most productive

B-triple on the road today.

“This is a modular design and Southern Cross Trailers are doing this extremely well,” said Bruzsa. “It has the same modular operating ability as the B-quad which can be also run as a B-triple or B-double.”

This modularity is one of the stand out features of Direct Freight’s B-triple because unlike earlier B-triples, each trailer is the same length at 14.3 metres and each tri-axle group has a maximum load capacity of 20 tonnes.

With a train-like overall length of nearly 42 metres, the triple trailer combination has a height of 4.6-metres, with the curtain-sided double drop deck trailers configured to maximise cubic freight volume in its intended role transporting express post and time sensitive parcel freight.

All of the trailers utilise mezzanine decks which enable the transport of a staggering 120 pallets in doublestacked formation. This reduces to 84 pallets when in B-double guise.

Due to the absence of converter dollies, the roll-coupled B-triple configuration offers the multiple benefits of maximised payload space

while minimising turbulence and wind resistance between trailers. Other benefits of this design are said to include superior stability and tracking for improved road safety.

Furthermore, there are four self-steer axles across the combination, two on the rear two positions of the lead trailer and one each on the rearmost position of the middle and tag trailers.

The two on the lead trailer have electronic sensors which harmonise the respective wheel cut angles to minimise tyre scrub and sidewall deflection when turning at slow speeds. All of the steer axles have speed activated locking mechanisms which lock the wheels in the straight-ahead position above 40km/h to improve dynamic stability at higher speeds.

Each of the trailers rides on Stefair airbag suspension which is roadfriendly certified. The full disc electronic braking system (EBS) incorporates anti-lock (ABS) and stability program (ESP) to mitigate the risk of rollover in the event of a sudden manoeuvre.

To ensure compliance with routes, the unit is continuously monitored under the Intelligent Access Program (IAP).

The B-triple is approved at 83t gcm for Level 3 access between Adelaide and Perth.

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PRIME NEWS

> Heavy vehicle width limitations cost OEMs millions in Australia: NatRoad Governments according to the National Road Transport Association (NatRoad) should consider granting general access to heavy vehicles with widths of 2550mm and 2600mm in the case of refrigerated vehicles.

The current maximum width of 2500mm costs manufacturers up to $15-30 million a year to redesign their vehicles, a reduction of between 50 to 100mm than heavy vehicles in other major markets said NatRoad.

These restrictions further discourage uptake of the safer, cleaner model commercial vehicles available at a time when the industry is desperate to reduce the average age of the national heavy vehicle fleet.

Work on the repercussions of making the changes advanced by NatRoad and others is being currently conducted by Austroads.

In a statement on its website, NatRoad

acknowledged that under section 8 Heavy Vehicle (Vehicle Standards) National Regulation heavy vehicles were permitted to be 2550mm wide when taking into account load restraint.

“NatRoad believes that the arguments against the move to greater width flies in the face of available evidence,” the organisation said. “The arguments are that potential safety risks will arise because of reduced separation between vehicles and vulnerable road users such as cyclists. But the evidence shows that with greater width the capacity to install side underrun protection increases.

“These devices protect road users such as pedestrians and cyclists from slipping sideways under the wheels of trucks and trailers and may also improve the aerodynamic performance of heavy vehicles.”

The assessment, according to NatRoad, of on-road performance for different

heavy vehicles shows additionally that the PBS variant of each particular heavy vehicle generally performs better in safety and efficiency terms than the corresponding vehicle subject to prescriptive standards.

For NatRoad the disappointing part of the work being undertaken is that it excludes assessing potential changes to vehicle mass.

It currently supported greater maximum steer axle loads or at least further research on the effects of taking that step when heavy vehicles use certain tyre types.

“The review of the Heavy Vehicle National Law which is now underway should mean that all of the basic building blocks of the current law, particularly about vehicle dimensions, should be under scrutiny,” NatRoad said. “A move to 2550mm maximum width should be embraced as part of the review if not sooner.”

> NHVR welcomes new NSW Transport and Roads Ministers The National Heavy Vehicle Regulator (NHVR) has welcomed the appointment of Minister Paul Toole and Minister Andrew Constance to key NSW roads and transport portfolios.

NHVR Chair, Duncan Gay, said the Regulator looked forward to continuing to work closely with the re-elected Berejiklian Government on a wide range of heavy vehicle reforms.

“The NHVR has had a constructive working relationship with Roads and

Maritime Services and I’m committed to continuing this relationship under the new teams,” said Gay. “On behalf of the board and staff of the NHVR I look forward to working with Paul and Andrew to deliver heavy vehicle safety and productivity programs across the state and the longer-term goal to transition NSW heavy vehicle services. With a number of large construction projects and significant freight movement within and passing through, NSW is a crucial part of our

national network.”

Toole was appointed Transport and Regional Roads Minister and Constance appointed Transport and Roads Minister.

Gay also thanked former Roads Minister, Melinda Pavey, who was appointed as Water, Property and Housing Minister.

“I would particularly like to acknowledge the hard work and close co-operation with Melinda and her strong support for ongoing heavy vehicle reform and wish her well in her new portfolio.”

Duncan Gay. 18

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KMAX: Up to 35% More MileAge *

In our industry, every kilometre comes at a cost. That’s why we created KMAX, a premium quality tyre underpinned by Goodyear’s tried and tested IntelliMax technology.

This proven technology provides up to 35% more mileage compared to previous designs, as well as tyres that perform reliably in wet or dry conditions, wear evenly over their lifetime and have the durability and resistance to cracking that Australian long-haul routes demand.

goodyear.com.au * Comparative tests made by Goodyear Innovative Center Luxembourg on size 315/80R22.5 between July 2011 and June 2013 show that new Goodyear KMAX S and KMAX D steer and drive tyres offer an improvement in mileage potential up to 30% and 35% respectively vs. Goodyear RHS II and RHD II + tyres.

PRIME NEWS

> Mercedes to debut SoloStar concept in Brisbane Mercedes-Benz has confirmed it will debut a new concept for truck cabs as part of its display at the Brisbane Truck Show.

Known as SoloStar, the spacious lounge cab is an innovative concept that will be showcased on the commercial vehicle manufacturer’s new generation truck.

Mercedes-Benz currently offers a fixed 750mm mattress on its large sleeper cab.

The new SoloStar concept, which premiered at the 2018 IAA Truck Show offers an even larger mattress and a lounge style plan so that the living space in the cab is maximised to create two distinct spaces for resting and sleeping.

When the bed is folded up against the wall, the driver can enjoy a corner lounge-style seat that rests in the back corner of the cab and opens up additional legroom.

During rest stops the lounge-style seat can be used by the driver or used as a

traditional passenger seat.

It folds forward to allow extra room for a large bed.

Mercedes-Benz has developed upon the European SoloStar concept, widening the bed to suit local requirements.

The Australian version has also been further developed to include a dual fridge set-up, which sits below a fixed table, as well as a row of cabinets mounted high on the back wall for optimum storage.

Mercedes-Benz Truck and Bus Australia Director Michael May said the new Generation Mercedes-Benz truck has been well received by drivers in Australia.

“We have received a lot of positive feedback about our current sleeper option and we thought we could expand on this and see what our customers think about the SoloStar Concept option, which delivers a larger bed as well as a cavernous rest option within

our existing cab,” he said.

“We think it is a great way to further increase driver comfort out on the road, without adding weight and we want to see whether it ticks all the boxes with our customers.”

Maximisation of the existing cab interior, according to the company, has not meant any changes have been required of the external structure of the cab.

This should provide an incentive for companies trying to keep down costs and avoid weight gains detrimental to productivity.

The integrity of the original cabin, which passes both the ECE-R29 crash test standard and the Swedish cab strength standard, has also been maintained.

SoloStar will be one of several attractions on the Mercedes-Benz stand at the Brisbane Truck Show at the Brisbane Convention and Exhibition Centre this month from May 16 to 19.

SoloStar offers a lounge style plan for long haul truckers 20

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THE ENGINE OIL THAT WORKS AS HARD AS YOU. Our customers depend on Shell Rimula to protect their fleet and equipment operating in the most challenging Australian conditions.

Shell Rimula has a proven reputation to deliver outstanding reliability and wear protection, whilst controlling acids and deposits with the potential to extend oil drain intervals.

Coupled with a comprehensive range of transmission, gearbox, hydraulic and diff oils as well as greases and coolants, our range of lubricants cover just about every application to keep your trucks working as hard as you do.

To find out more about Shell Rimula and other quality lubricants – call our local technical team on 1300 134 205 or visit Shell.com.au/Rimula

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PRIME NEWS

> Kenworth launches new T360 and T410 trucks

Kenworth T410.

Commercial vehicle manufacturer, PACCAR Australia, has made the 2.1m wide cab, launched on the Kenworth T610 model in December 2016, available on its new T360 and T410 models. The enhancements found in the T610 that include a roomier cab interior, improved visibilities and an advanced climate control system specifically engineered for Australian conditions, have been carried over to the new models.

Since its own launch the T610 has proved successful in the market and currently accounts for almost one third of the production at PACCAR’s Bayswater plant.

The new models feature a wide range of important enhancements including wider application flexibility through the shorter bumper-to-back-of-cab (BBC) length and improved safety features.

The tight turning circle and shorter BBC (a reduction of 100mm) measurements will make the T360 suitable to urban and intrastate operations.

Available in 6x4, 8x4 and 10x4 axle configurations the T360 and T360A (the agitator specification) offer optimum payload and maximum concrete carrying 22

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capabilities, respectively. The T360 models are available with the Cummins ISLe5 engine rated from 280 up to 400 horsepower and either an Allison 3000 or 4000 series transmission, as well as Eaton Manual or Eaton UltraShift Plus transmissions.

The all-new Kenworth T410 is four inches shorter than the current T409 and has the versatility to operate in vocational, intrastate and interstate distribution as a rigid, single or multi trailer configuration. With a set-back front axle and an optimal bumper-toback-of-cab dimension of 2,845mm (112 inches), the T410 can be rated up to 70 tonnes (GCM) making it suitable for PBS and tipper and dog operations.

The T410 offers a choice of three sleeper cab options, a 600mm aero, 760mm mid-roof and 860mm aero sleeper cab.

The PACCAR MX-13 is available in the T410 in either 460 or 510 horsepower ratings.

New to the Kenworth range and first to be offered in the new T410 is the PACCAR transmission.

In partnership with transmission giant Eaton the new ‘auto’ has been engineered from the outset as an automated manual transmission rather than an enhanced constant mesh gear box. The PACCAR transmission is a 12-speed and uses an aluminium main case and helical cut gearing.

It has a torque capacity of 1,850 lb/ ft and is rated to 50 tonnes GCM. For applications between 50 tonnes and 70 tonnes GCM, an Eaton Manual or UltraShift is available upon application.

“Feedback from customers with prototype T360 and T410 models has been extremely positive,” said Brad May, Director Sales and Marketing, PACCAR Australia. “Of paramount importance in delivering a new range is the need to maintain the exceptional performance, quality, durability and productivity for which Kenworth is renowned,” he said. “In combination with in-house design validation, the data and information gained from the real-world testing with customers in the Australian environment has delivered these outstanding new products.”

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PRIME NEWS

> ATA reveals trucking industry award winners The Australian Trucking Association has celebrated the achievements of Australia’s finest individuals and organisations in road transport at the 2019 National Trucking Industry Awards. As part of the Trucking Australia 2019 Foundation Sponsors Awards Gala Dinner in Perth, the ATA announced the award winners.

“The Gala Dinner and National Trucking Industry Awards are not only a highlight of the Trucking Australia conference, but the whole year,” said ATA Chair, Geoff Crouch. “These prestigious awards recognise those who have demonstrated exceptional dedication to the Australian trucking industry through their hard work and commitment. It’s important to celebrate those who go the extra mile and inspire others.”

Leigh Smart, director of Formula Chemicals, well-known for his positive approach and enthusiasm, has expanded the business he established in 1973 across four factories and employs more than 40 staff. He received the award for Outstanding Contribution to the Australian Trucking

Coralie Chapman.

Industry.

Bernard Forssman, the winner of the National Professional Driver of the Year, has driven for AFD/Directhaul for 25 years and been a part of the industry for more than 45 years.

Forssman carts aviation fuel along the

Leigh Smart.

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Stuart Highway and has driven more than 10 million kilometres incident-free.

Coralie Chapman was recognised as the National Trucking Industry Woman of the Year.

Chapman, who has been on the Transport Women Australia board since 2016, was made secretary in 2017 and was a finalist for the 2018 National Trucking Industry Woman of the Year award. She was a participant in the 2018 Daimler Truck and Bus Future Leaders’ Forum, where she developed a project to expand the media strategies of stakeholders to raise awareness of safety and the image of the industry.

Australian Furniture Removers Association was acknowledged with the National Training Excellence Award and Nolan’s Interstate Transport won the TruckSafe John Kelly Memorial Award.

“Our award recipients were extremely well-deserving, and I thank each winner for their contribution,” said Crouch. “I would also like to extend thanks to our award judging panel, led by former ATA Chair Trevor Martyn OAM.”

> Biofuel concept could offset Australia’s critically low oil reserves: Scania Electrification looms large on the horizon as an inevitability for medium range commercial vehicles especially in urban delivery applications, yet, the safe adaptation of it in long haul road transport is still, according to some leading engineers, Peter Hart among them, more than 30 years away.

While advancements in battery technology have come a long way in lithium-ion in recent years there remains a gap in the development of a 48-volt hybrid system for the biggest trucks on the road. Heavy vehicles maintain demanding duty cycles and current battery chemistry is not yet sufficient to handle it, meaning, at least in the interim, that an overhaul is necessary of our knowledge and understanding of the complex electrical designs at work on these vehicles before the next leap forward can safely occur.

New advances in emission reducing technology, in concert with governments of developed nations that are actively mandating to outlaw wide use of fossil fuels in heavy

Mikael Jansson.

vehicles, has opened up new markets for companies like Scania to offer its sustainability solutions one of which is renewable fuels.

As a company invested heavily in the provision of future solutions for transport sustainability, Scania, might be uniquely positioned to meet the challenge of reducing the carbon emissions of high output commercial vehicles as it has long offered a range of biofuel options across its V8 range including bioethanol, biodiesel and HVO (hydrogenated vegetable oil).

More recently it successfully tested a high tech V8 engine that was powered solely on synthetic biodiesel from waste products in partnership with Southern Fuels at its facility in Yarwun, Queensland – the first time such a trial had been successfully achieved in Australia.

Indeed biofuels could well have a significant and ongoing role beyond the next three decades as it is anticipated that hybrid power systems, using biodiesel and renewables derived from

other biosolids, will extend the working range of light and medium duty electric vehicles relying on batteries limited by capacity and charging stations as infrastructure continues to play catch up.

Even as Scania positions itself ahead of the curve and awaits lagging industry, the company notes that further investment in the biofuels industry would provide a bulwark against shortages to the national oil supply of which stocks are considered critically low in accordance with the International Energy Agency which mandates that countries hold a minimum of 90 days’ supply of liquid fuel reserves.

Australia currently relies on imports of crude oil and refined petrol with a reserve of around 22 days of diesel as last reported by the Department of Energy earlier this year.

Scania Australia Managing Director, Mikael Jansson, is aware of this, pointing to the shortages that leave the country vulnerable to instabilities in the Middle-East and the risks this could mean for national security.

“I believe biofuels will be important for Australia and it’s not just on the emissions side,” he said.

“On the security side biofuels can help Australia going forward as we have critical levels of diesel and petroleum in Australia at the moment.”

The Federal Government is facing a challenge according to Anthony King, Scania Sustainable Solutions Manager.

“We should have about 90 days stock of fuel and at the moment it is waning around the 20-day mark,” he said. “If we’re looking at biofuels as a future solution, basically circumstances tell us that we can use biofuels right now and government can use the diesel for their strategic positioning in geopolitical situations they are faced with. But it’s important for government to provide subsidies. It’s about incentives and it’s about policy.”

King insists something should be p r i m em over m a g . c o m . a u

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PRIME NEWS - SPECIAL REPORT

done immediately given Australia is a developed country with a strong economy but notes to date no such policy exists in regard to Euro 6 standards, an international industry specification supporting cleaner engine technology.

Although government policy in Australia has been slower than Scania would have liked, they might be encouraged by recent legislation introduced in California by Senator Nancy Skinner that would likely spell the end of diesel-fuelled commercial vehicles by 2050.

If passed, the bill which requires a 40 per cent reduction in greenhouse gas emissions (GHG) by 2030 and 80 per cent GHG reduction by 2050, would phase out diesel trucks and buses as the state looks to expedite widespread use of zero-emission vehicles.

A percentage of the state’s Greenhouse Gas Reduction, yet to be specified under the legislation, would be allocated each year to support the transition to clean-fuel commercial vehicles.

Besides marketing itself as one the most progressive of states in the US, California also, according to the American Lung Association, is home to seven of the ten most polluted areas in the country.

In Australia, where air quality hasn’t been exposed to the same volume of industrialisation as other parts of the world, no such initiative has been made incumbent on government. Even so, the improved technology platforms associated with Euro 6 rated engines are offering vast improvements in fuel efficiency, safety and total operating economy. This in itself is fast outdating commercial vehicles powered by Euro 4 equivalent and -below engines.

Nearly 90 per cent of the Scania vehicles sold locally, despite lack of government incentives, were equipped with Euro 6 technology. Since arriving from Sweden in 2017, Jansson has noticed a change in attitude towards sustainability and solutions in Australia but he wants to see more advances 26

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made to bridge the gap with Europe.

“For me to take away the older vehicles it must be an easy decision,” he said.

“Something needs to be put in place like it has been previously done in many countries globally. Just look at Asia and cities like Taiwan, Hong Kong and others. Taking away the really old trucks should be an easy step.”

Jansson believes vehicles that fall below Euro 5 won’t be safe enough to operate in modern cities as the volume to maintain the technology won’t survive globally.

When the Queensland Government announced the Advance Queensland Industry Attraction Fund SynBio, an affiliate of Southern Oil, took immediate advantage moving its operation north having formerly been based in New South Wales. Now it is conducting ongoing tests on bioethanol made from the waste water produced from sugar cane production, a process not without success already in Brazil for Scania.

It was the first trial of its kind by Scania in Australia with the synthetic renewable fuel using a standard diesel engine according to King. While the results have proven promising, the key takeaway from the evaluation is the fuel specification for which the company, once it has greater details, will align its engine.

“Nothing new has been done to the engine for this trial,” said Jansson.

“Our engines are already prepared to take biofuel but this blend of synthetic material is new for us. So we are monitoring that very closely including the wear and tear and the fuel consumption on that engine. This is a very interesting test and from it we can learn and specify a bit differently.”

Jansson said interest in biofuels is being generated in large part by Scania’s customers. As the general public becomes more aware of environmental challenges governments will be required to take greater notice.

“Partnerships are key,” said King.

“It’s about working together with government top down and working with fuel providers and customers and then working as a team to get this over

the line.”

Despite attracting interest from different stakeholders who have approached Scania for ongoing dialogue, Jansson has seen awareness occur at all levels of industry and his goal now is to speed up actions so that an agreement can be reached in order to secure government support and to scale it up. Part of that process has been creating the position of a Sustainability Solutions Manager occupied by Peter King, which aligns with the company’s core values.

“At Scania it’s about elimination of waste, efficiency and also when we talk about climate change and the environment it’s about respect around the individual,” he said. “What are we leaving behind as we journey through this pathway in life?”

Part of the ambition to drive a shift to more efficient, sustainable transport solutions is to enlighten governments so that there is a greater understanding of why sustainability is about making a difference according to King.

“That’s a key for us at Scania.

We’ve had many discussions in the biofutures department looking in that case predominantly at ethanol. We are working with those solutions on the ground. Sustainability offers an awareness as to how we position ourselves in the community, how we position ourselves in the country and how we position ourselves globally,” he said. “The elimination of waste is about better solutions. We’ve had meetings with various government departments showing them and creating the awareness of what we are doing.”

At present, King is, through ongoing discussions, seeing an increase in the local governments who are coming on board.

“They get it,” he said. “What is driving it, when you look at it from a federal government point of view it’s about policy and incentives once that changes everything else will change down the line.”

“We’re pushing biofuels first where Euro 6 becomes the default.”

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GLOB AL NEWS

> ZF acquires Wabco for $11B German transmission specialist, ZF Friedrichshafen, is merging with technology company, Wabco, as part of a €7 billion deal ($11 billion). Under the agreement, ZF will acquire all outstanding shares of Wabco in an all-cash transaction for an equity value of over $11 billion.

The transaction will bring together two global technology leaders serving original equipment manufacturers and fleets in the automotive and commercial vehicle industry, combining Wabco’s capabilities in commercial vehicle safety and efficiency, including technologies involved in vehicle dynamics control, active air suspension systems, and fleet management systems with ZF’s leading position in driveline and chassis technologies for cars and commercial vehicles.

“This is the right combination at the right price at the right time for Wabco,” said Wabco CEO and Chairman, Jacques Esculier. “We have a history of successful collaboration with ZF, including prototyping industry-first technologies, and the strategic fit between our two companies is compelling. After a thorough review, we are very pleased to announce a definitive agreement that we believe is in the best interest of Wabco shareholders.”

Esculier said he was proud of Wabco’s track record since becoming a standalone public company nearly 12 years ago and that the company was mindful of long-range competitive forces and their potential implications of autonomous, electric and connected vehicles.

“It has become increasingly apparent that our industry will face a new level of strategic complexity and will attract new competition, including new entrants from outside the sector, able to bring unprecedented resources to the table,” he said. “This demands Wabco make critical choices in the role it will play

in the future industry value chain.

Furthermore, it is anticipated that significant inhouse investment and new alliances will be necessary to address the full scope of required technologies for these new domains.

“Considering these factors, we strongly believe this is the appropriate moment to be joining forces with ZF, providing access to critical technology and the global size and scale to de-risk the return on investment required as the industry transforms.”

The transaction, which has been unanimously approved by Wabco’s Board of Directors, is expected to close in early 2020. It is subject to approval by Wabco’s shareholders, customary closing conditions, and regulatory approvals.

ZF CEO, Wolf-Henning Scheider, believes that together with Wabco, the business can form the world’s leading integrated systems provider for commercial vehicle technology to create long-term value and security for its customers, employees and owners.

“For ZF the acquisition of a specialist and leader for commercial vehicle braking systems means adding a stable and growing business segment and enables our existing commercial vehicle division to expand its expertise in vehicle dynamics control,” he said.

> Toll introduces EVs to Japan Fleet Transport and logistics company, Toll, has welcomed the first two electric vehicles (EV) to be operated by Toll Express Japan. The light-duty all-electric trucks, manufactured by Daimler Trucks, are Fuso eCanters and will operate pickup and delivery services in Tokyo.

Engineered to meet demand for cleaner and quieter urban deliveries, the Fuso eCanters reportedly offer an economical and environmentally efficient supply chain solution along with added comfort and functionality for a seamless driver experience. Each of these Fuso eCanters are expected to deliver a saving of 16 tonnes of Co2 per year.

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With a payload capacity of three tonnes, the Fuso eCanter’s electric drivetrain incorporates six high voltage lithium-ion batteries, each storing 13.8 kilowatt hours at 370 volts. The Fuso eCanter’s top speed is limited to 80 km/h with a driving range of over 100km on a single charge.

President of Toll Group Operational Services, Peter Stokes, acknowledged that it was the partnership with Daimler and the incentives on offer in Japan that made the move to electric vehicles possible for Toll Express Japan.

“We’re investing in renewable energy solutions as part of our Smarter Green sustainability initiatives to provide industry-

leading outcomes for our customers,” he said. “In such a highly competitive industry, the deployment of electric vehicles in Tokyo will prove a key differentiator for Toll Express Japan.

“We are always looking at ways to drive efficiency across our operations and deliver add-value to our stakeholders. We’ve long identified electrification as an opportunity for Toll, following successful trials in Australia five years ago. Whilst electric vehicles can easily be integrated into our operations and handle freight effectively with positive feedback from our drivers, the main hurdle to date has been the economic case for them.”

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SYLVIA TERRY Sylvia Terry is Managing Director, Asset Finance at Commonwealth Bank of Australia and has been in the banking industry for the past 17 years. She oversees the Bank’s asset finance solutions for business customers of all sizes including the Bank’s own self-funded Energy Efficient Equipment Finance designed to support financing of energy efficient cars and equipment.

Sylvia is a current board member of AFIA, holds a MBA with AGSM, and Commerce / Law degrees with University of Sydney.

THE ENERGY IMPERATIVE RISING ENERGY COSTS ARE INCREASINGLY PLAYING INTO THE PURCHASING DECISIONS OF AUSTRALIAN BUSINESSES, WITH NEW, ENERGY-EFFICIENT EQUIPMENT PROVIDING OPPORTUNITIES FOR BUSINESS TO REDUCE THEIR OPERATING EXPENSES.

B

usinesses are often looking for ways to streamline their operating costs. And in recent years, rises in the costs of running equipment, transporting people and goods, and keeping the lights on, have put energy and fuel prices increasingly in the spotlight.

Between 2015 and 2017, wholesale electricity prices rose 130 per cent, resulting in a doubling of the price paid for electricity traded in the National Electricity Market (NEM). And while government intervention has seen gas prices ease over the past year, high overseas demand looks likely to keep putting upward pressure on prices.

Fuel and diesel prices have also been rising, with impacts on transport companies as well as those who rely on company vehicles. In the September quarter of 2018, retail petrol prices rose to four-year highs in Australia’s biggest cities. Meanwhile, diesel rose to its highest level in four years, adding to the running costs faced by Australian businesses.2 The impact of energy costs It’s therefore unsurprising that CommBank’s latest research has

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revealed that rising electricity costs are a key factor when looking to lease or buy new equipment. Among the survey participants, 90 per cent said that the cost of grid electricity was impacting their purchasing decisions.

Electricity was the most pressing energy consideration across all the focus sectors except transport. However, this trend was most pronounced for the health sector, with grid energy costs cited as a consideration by 100 per cent of health businesses in our survey. Agriculture was close behind at 97 per cent.

Most transport businesses in our survey (83 per cent) said they were impacted by the cost of grid electricity, but predictably were more concerned with the costs of fuel. Ninety per cent of these businesses said petrol and diesel costs were impacting their purchasing decisions.

Almost all surveyed transport companies (97 per cent) also reported being extremely influenced by the ongoing costs of parts and maintenance when purchasing new equipment. This was substantially higher than the average for all sectors (34 per cent).

Meanwhile, with much of Australia recently affected by drought, agriculture

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was highly focused on water efficiency and costs, with 96 per cent of surveyed businesses in this sector saying this would influence their purchasing decisions, compared with just over half (57 per cent) of businesses across all sectors.

Factoring in efficiency Against this backdrop, it’s unsurprising that CommBank’s research revealed that the move towards more efficient equipment is well underway. Just over a third (32 per cent) of businesses in our survey had already invested in energy and fuel-efficient equipment, with smaller businesses (between A$25-$150 million in earnings) leading the way (41 per cent).

For those already in the market, or considering accessing new equipment in the future, energy equipment is an important consideration. Across all our focus sectors, 56 per cent said their decisions were driven primarily by energy efficiency. A further 34 per cent said that they were engaging with energy efficiency when making decisions (but not as the primary driver).

Healthcare industries had the highest level of purchasing decisions driven primarily by ‘green’ or efficiency considerations at 75 per cent. Meanwhile construction lagged the other sectors, with just 37 per cent of decisions being made on green or efficiency grounds, according to our survey. Healthcare had the highest level of engagement of green and efficient considerations in decisionmaking, at 50 per cent compared with the average of 34 per cent.

The efficiency dividend Our research shows that there is a strong incentive for businesses to consider efficiency when choosing the equipment they need. Remarkably, those who have already made the move towards more

efficient equipment have already reaped a significant dividend, with these businesses reporting an average saving of 30 per cent on energy costs. This rose to 38 per cent saving for the largest companies (A$500 million+) in our survey.

As well as the direct financial benefits of lowering energy and fuel costs, more efficient equipment can have other positive benefits for the company – and more broadly across our society. By becoming more efficient in their use of resources, companies can reduce their impact on the planet – lowering pollution and greenhouse emissions.

Newer and more efficient equipment contributes toward a safer working environment and is often more ergonomically efficient than the equipment it replaces. This has the potential to reduce incidents in the

workplace, and their associated costs – as well as potentially lowering hospital admissions, disability support payments – and, critically, the personal impacts of workplace injuries.

It can also help ensure that businesses comply long-term with changing government regulations and industry standards.

Preparing for sustainable growth Finding new ways to be energy efficient – by embracing new technology and equipment, can be a pathway to achieving sustainable growth – and help to mitigate the risks of future rises in energy and fuel costs. And while barriers remain, it’s clear that the financial and non-financial benefits mean it will continue to grow in influence in purchasing decisions for years to come.

Newer and more efficient equipment contributes to safer work places.

This information has been prepared without considering your objectives, financial situation or needs and should not be relied upon as advice. You should before acting on the information, consider its appropriateness to your circumstances. Contact 13 2221 for further information. p r i m em over m a g . c o m . a u

31

COVER STORY

T O TA L

PACK

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AGE

THE LUFF FAMILY’S BORDER EXPRESS ORGANISATION IS ONE OF AUSTRALIA’S LARGEST PRIVATELY-OWNED TRANSPORT OPERATIONS. UNDER DIRECTION OF CEO MOSTAFA KASSABY, BORDER EXPRESS, CONTINUES TO EVOLVE THROUGH ITS DEDICATION TO BEING AT LEAST ONE STEP AHEAD.

T

he Australian transport market continues to undergo numerous changes and successful operators have to be on their ‘A’ game to merely survive, let alone prosper. A significant factor in the Border Express journey so far has been recognising that the company’s client base itself has evolved as well.

“There was a time about seven years ago when we weren’t much involved in parcels and were virtually 100 per cent bulk, yet today parcels account for around 35 per cent of the business,” says Mostafa Kassaby, Border Express CEO. “Previously we were probably carrying goods that many in the industry didn’t want to carry and today we are carrying products that many would be in envy of doing.”

Border Express initiated its parcel business in September 2014 and the rapid growth has been largely organic with no acquisitions of existing operations other than Ross Freight in NSW which was ultimately consolidated into Border Express in May 2018.

Border Express continues to perform a significant amount of traditional freight

that was the foundation of the business which Max Luff created in 1981 and still has ongoing contracts that the company has serviced for more than 30 years.

With the transition to more parcel deliveries the business has evolved to where it is today and significant changes have taken place affecting equipment, facilities, and even the service network.

Driving the organisation has required an understanding of not just what the market needs but also trying to get ahead of other market players.

Border Express is a place of continuous development which extends to the various equipment acquired to suit the current and future requirements.

“We didn’t have any electric mezzanine deck floors three years ago,” says Mostafa. “Today we have more than 20 because we look at what is efficient and what is safe.”

A similar philosophy extends to truck purchases where the current driver shortage affecting the entire industry was anticipated by Border Express management years ago.

“We haven’t bought a manual truck for seven years,” says Greg Maytom who is in p r i m em over m a g . c o m . a u

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COVER STORY

charge of Network and Infrastructure at Border Express and has the responsibility of overseeing the development of the organisation’s equipment requirements.

“Typically most of our bulk fleet and our main core of express vehicles are UD Trucks. It’s been the case for about seven years and there are now well over 100 UDs in the fleet.”

Both executives are impressed with the technologies available with the current model of the UD Quon ranging from its advanced safety features to the analytics available via the telematics systems.

“For us to reduce accidents as well as our Mostafa Kassaby, Border Express CEO.

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costs in maintenance these are the type of vehicles for us,” says Mostafa. “That’s why we’ve invested in UD trucks which has put us in a good position to be able to get good drivers into these vehicles and want to drive them.”

The Border Express fleet is largely company-owned and has quite regimented requirements for its subcontractors in terms of vehicle type and age. The sub-contract vehicles also carry the Border Express livery truck colours, with presentation and driver behaviour both important factors.

“It’s fair to say most sub-contractors in

the bulk fleet will go with UDs as well,” says Greg. “And not just for consistency.”

Last year the company, according to Mostafa, purchased a particular new UD truck with a new body with an electric mezzanine deck.

“The driver loved it so much he asked if he could buy it and become a subcontractor,” says Mostafa “That’s a real testament to that type of vehicle.”

The UDs are contributing to the rigorous management of compliance at Border Express which operates its own service workshops with support from the CMV dealerships from which they acquire

their UD Trucks.

“We’ve got a great relationship with CMV,” says Mostafa. “They come out onsite and do on-board training in the UDs and they spend a lot of time with us in the understanding of the equipment itself. CMV have really catapulted us to another level altogether and their support for Border Express has been fantastic. I have to give them a plug in that respect because the team there have done everything they possibly can to mentor us and to train us. It helps us feel comfortable from a Chain of Responsibility perspective that

“At the end of the day we are an Australian familyowned business and we are more than happy to continue to invest in Australia,” says Mostafa. “We don’t off-shore jobs or processes, unlike some of our competitors are starting to do.”

Mostafa Kassaby Border Express CEO

we are compliant and we believe they are advising us in the right way. Their partnership with us and support for our own national compliance team has given us a confidence we are doing the right things in this area.”

Greg agrees. He says the support of the UD Trucks factory through CMV cannot be underestimated.

“There is nothing I have asked for through CMV that the factory hasn’t helped us with particularly in configurations and specifications and different little things we have asked for throughout the journey they have supported. We certainly hope that continues,” he says.

Border Express has built its own new terminal facilities in Victoria and on the Gold Coast and early this year moved into its new company-owned purposebuilt premises at Tuggerah on the NSW

FAST FACT Max and Lynn Luff started Border Express in Albury in 1981 after operating a successful hardware business. Border Express now has more than 1,000 employees in Australia.

Central Coast. With the eastern seaboard covered Border Express has also entered into partnerships in regional South Australia and Western Australia which has resulted in a national service network.

Third party logistics (3PL) is also the subject of increased investment with major facilities at Barnawartha just outside of Border Express’ original base of Albury, as well as in Adelaide, Melbourne and Perth.

“At the end of the day we are an Australian family-owned business and we are more than happy to continue to invest in Australia,” says Mostafa.

“We don’t off-shore jobs or processes, unlike some of our competitors who are starting to do it. That includes our call centres and back of house services because once you hand over to an agent you lose some of your control and visibility.”

Mostafa’s preference has always been to keep jobs in Australia and that remains a focus point for future growth.

“We’ll probably double our business within the next five years so we need to have the right partners on board.

For example, we used to have our own forklifts, now we don’t have to because we hire them off Linde Material Handling. The industry is going through some significant change and if you’re not at the front of it and looking for different ways to evolve your business you’re going to get left behind.”

Mostafa sees a big challenge for infrastructure in Australia and the inability of the road network to reduce congestion and cites a simple metric of p r i m em over m a g . c o m . a u

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COVER STORY

Border Express embraces a culture of relentless improvement says Mostafa.

urban parcel delivery rates to illustrate the seriousness of the situation.

“The rate of average deliveries has come down significantly. In the past a driver doing parcels could do around 60 deliveries and now drivers can be doing as few as 40 during a shift. I think the government has greatly underestimated the net effect that is having on Australian transport businesses. Let’s be real about that. When you look at the telematics the rates have really come down, chewing up people’s time, fleet assets and fuel due to stops and starts through traffic. The government clearly needs to support the transport sector and understand the impacts of trucks sitting on the roads or we can quickly get from bad to worse.”

The evolution of Border Express hasn’t merely been about facilities and trucks. It’s been about the entire company embracing a culture of relentless improvement and a passionate commitment to high ideals. One of the values introduced into the organisation has been simply looking at being better every day.

“Seven years ago we had ‘committed to deliver’ as a position statement and I remember saying to the Board what are 36

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we committed to?” Mostafa recalls. “We need an exclamation mark on it and it is not just about delivering a parcel. We are committed to returning a phone call or an email and getting back to our people.

We are also committed to support our partners 100 per cent of the time, not 98, not 99. Only then the by-product is delivering the parcel. That’s what really shook the business up and it’s how we are with our business, our people, and our culture. We have to stay ahead of it

and we have got to be ruthless in that.”

Border Express hasn’t been immune from the universal shortage of competent drivers and has an active policy of internal advancement for employees who want to perform other functions.

Mostafa is also supportive of an industrywide approach to make working in road transport more appealing.

“The fact of the matter is we are an industry with a low attractiveness to some degree. We have to look at the young person who leaves school and doesn’t want to go to university and we have to ask how we make it attractive for the younger talent to come through the businesses. And that’s a question for every transport company. The industry is rapidly changing and it’s driven by technology with cutting edge tools and innovations and ideas that can provide opportunities to get ahead.”

Mostafa is excited about the future of Border Express and expects the growth rate to remain rapid without sacrificing service.

“Our bulk freight business has lead us into the parcel business. We’re serious about warehousing and now the parcel business will lead us into airfreight.

That’s our next succession as an organisation and it’s what our customers are telling us they are wanting from Border Express,” he says.

There are more than 100 UDs now in the Border Express fleet.

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FLEET FOCUS

FROM SMALL

THINGS

KENWORTH DAF IN ADELAIDE WORKED CLOSELY WITH PINNAROO FERTILISER DEPOT ON A NEW KENWORTH K200. FOR THE SOUTH AUSTRALIAN AGRICULTURE SUPPLIER, THE PROCESS OF PURCHASE, THROUGH TO CUSTOMISATION AND, FINALLY DELIVERY, HAS PROVEN A MEMORABLE ONE.

Heath Boseley.

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THINGS BIG

GROW H

eath Boseley and his wife, Rebecca run Pinnaroo Fertiliser Depot in the Southern Mallee. They deliver to commercial and family owned horticulture and broadacre farms across the sprawling Mallee region from the South Australian side of the border into North western Victoria. Heath and his wife took over the family business, founded by his parents in 1971, seven years ago. In the beginning, his father, Vincent, lugged 80-pound bags of fertiliser which were sewn up and delivered to local farms, many of which still grow carrots, onions and potatoes today. That process, four decades later, has drastically changed.

Carrying fertiliser is now done in bulk with a truck and dog trailer with a 485 and upwards horsepower prime mover. Having recently taken delivery of a Kenworth K200, Heath required a vehicle with enough power to increase his carrying capacity, but with the ability to negotiate the variable conditions of paddocks made dry by drought conditions, where he will leave one tonne bulk bags for farmers or refill fertiliser spreaders. In addition to this, he needed on-highway capability as he treks with regularity to Adelaide.

The twin steer Kenworth K200 1.7 metre day cab tows a threeaxle dog trailer. The combination is rated for 34 tonnes payload.

Prior to the purchase of the new vehicle, Heath says he was approved for 28 tonnes under Performance-Based Standards.

“That’s why I went to a twin steer as opposed to a single steer so I could get more in the truck,” he says. “Beforehand I could only get 11.5 tonne carrying capacity so it’s a necessary increase.”

Heath uses a Trout River live bottom ruck body with a rubber conveyor floor. The tub which holds 21 cubic metres, pivots at the front allowing the rear to raise up three metres from the ground using telescopic multistage hydraulic cylinders to enable transfer of the fertiliser into super spreaders he positions underneath it. Scales are used to measure a known quantity that he requires for individual customers to ensure he delivers the exact amount ordered.

Prior to buying the Kenworth K200, Heath researched which commercial vehicles were available, in the configuration he wanted, from other OEMs. Various phone calls lead him to speak with Mark Clements, the sales consultant at Kenworth DAF in Adelaide. Mark, according to Heath, listened carefully to his requirements and the twin-steer options he was considering

at the time. They soon agreed on the Kenworth K200. From that point onwards he was in contact with PACCAR Off Highway and Export Manager Phil Webb who wasted little time going to work in assessing the ‘nuts and bolts’ involved in spec’ing out the new truck. This was all before Heath had settled on the price and predelivery.

A revered 40-year veteran in the industry, Phil brought a wealth of knowledge to the table according to Heath. “He told me how much he was interested in the project and how he wanted to tweak the truck to my needs,” he recalls. “That for me, as we discussed the possibilities and the justification for why a customisation would benefit my operation, was enlightening.”

Phil would often call Heath and suggest ideas. Despite being

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Heath moved to a twin steer Kenworth K200 in order to increase his carrying capacity.

initially sceptical, Heath, soon warmed to the process which he says was a great experience.

“Being my first time working in this way on a new vehicle like the K200, I didn’t know how much they might want to change,” he says. “PACCAR were really good and adapted to changes without a problem. After speaking to them I was more than comfortable with the possibilities of what we could do and eventually did.”

Although the chassis length of the Kenworth K200 was the same as his previous vehicle, Heath said the position of the drive tyres needed to correlate with the hydraulic rams, which were fitted to the back and not the front, where they are customarily found. In consultation with Phil, Heath says they also played around with the exhaust and air intake, having it pushed hard up against the cab to allow as much room as possible for mounting the bins further forward. The 40

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PACCAR were really good and adapted to changes without a problem. After speaking to them I was more than comfortable with the possibilities of what we could do and eventually did.

Heath Boseley Pinnaroo Fertiliser Depot

idea behind it, as proposed by Phil, was so that Heath could take better advantage of the twin-steer now that there was more weight shifted forward on the axle rather than hanging behind it.

Modifying the air intake and exhaust was, for Heath, a significant suggestion in which Phil sat down and nutted out the idea and designed it accordingly.

“It was a comprehensive solution which benefited my operation including the other details we discussed like where to situate the mud guards and the cab-lift jack,” he says.

That fix alone provided by PACCAR has

helped increase his carrying capacity almost immediately. It’s something he could not have achieved with a single steer option.

“Because it’s a twin steer and given I was carrying 28 tonnes beforehand, and I’m now carrying 34 tonnes, I’m getting an 18 per cent increase in efficiencies which is a lot more tonnes delivered on less fuel and less wear and tear,” Heath says.

His first experience spec’ing out a truck from PACCAR, he says has been a good one.

The entire process from looking at the truck to having it delivered in his depot

with the bin built for it took around 18 months.

“I spoke with some other trucking companies who had been part of the PACCAR design process and they couldn’t speak more highly enough about it,” he says. “And neither can I.” The new Kenworth K200, according to Heath, removes the need for a loader or an elevator on the site.

“For deliveries, we’ve managed to get it down to a simple process where we can arrive, lift it up, unload and leave,” he says. “I was a bit worried at first about the twin steer and the manoeuvrability in paddocks.”

As the K200 has the same chassis length as his previous truck, he was concerned that the turning circle under load might have increased. He need not have worried.

Despite enduring drought in 2018 growers in the Mallee enjoyed reasonable

success having changed their practice to hay cutting by segregating paddocks, in which, come preharvest, the badly affected areas are cut for hay and the less affected areas are harvested for grain, according to Heath. Throughput is likely to be a little down as a result, but the industry is vibrant thanks to middleaged and younger farmers putting innovation and know-how to use with the horticulture market having bounced back from drought only two years prior when river water restrictions from the Murray-Darling Basin were lifted.

“That sector is fairly vibrant now with reasonable prices as well,” Heath says.

“We’ve come through that period of dry soils and low traction so hopefully the conditions don’t stay like this forever and the traction improves with the soil. I’m amazed how well the twin steer actually holds the road and how easy and manoeuvrable they are. Many

people have asked me the same thing about a twin steer and I think they’ll increase in favour, among operators as we go along.”

The driver appointment, Heath explains, is excellent on the Kenworth K200. He feels less fatigued when he finishes a long shift, another of the many improvements he has observed upgrading his prime mover.

“It’s definitely less taxing to operate,” he says. “I find the driver is not as tired getting out of this truck at the end of the day, unlike the previous vehicle.”

With Pinnaroo Fertiliser Depot showing growth and the experience of working with PACCAR and Kenworth DAF in Adelaide fresh in the memory, Heath is already contemplating the next truck.

“I’d definitely go back again. Once the piggy bank recovers that’s something I will definitely do in the future,” he says.

“From small things big things grow.”

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FLEET FOCUS

PILOT LIGHT BIG DATA PROMISES HALF PERCENTAGE GAINS FOR ORGANISATIONS THAT MIGHT MEAN REDUCING COSTS IN THE TENS OF THOUSANDS OF DOLLARS. FOR VISY LOGISTICS, VISIBILITY ACROSS ITS TRANSPORT OPERATIONS IS CRUCIAL AND ITS ONGOING ALLIANCE WITH SCANIA, INCLUDING A RECENT ORDER OF TEN P450 PRIME MOVERS, ATTESTS TO THE IMPORTANCE IT PLACES ON INFORMATION SHARING AND OPERATIONAL IMPROVEMENTS. 42

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Visy Logistics is taking part in a pilot program for the next generation Ecolution.

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n innovator in the packaging, paper and resource recovery industries, Visy regards sustainability as one of the pillars of its business. Operating in Australia for over 70 years, the company currently has over 120 sites across Australasia specialising in fully integrated, closed loop packaging and recycling solutions. For Visy, sustainability is fundamental to the central focus of its business, making its logistics affiliate a natural fit with Swedish commercial vehicle

manufacturer Scania. As a leader in renewable fuels and sustainable transport solutions, Scania, as a brand should resonate with eco-friendly industries in the brave new world of recycling, refuse management and circular economies.

Recently Visy Logistics added the clout of ten P450 6x4 prime movers to the growing fleet of trucks they have purchased from the commercial vehicle manufacturer. That now brings Visy Logistics’ total of Scania prime movers to well over 70, the additional assets to be utilised for the new Truganina facility in

northwest Melbourne.

Fitted at once with active and passive safety features, the Scanias are New Truck Generation (NTG) vehicles that feature side curtain rollover airbags, an enlarged windscreen and repositioned A-pillars and door mirror mounts to reduce blindspots and improve visibility in a crowded urban milieu. Various aero efficiencies are dialled into the cab shape on the Euro 6 emission compliant P450 for enhanced fuel efficiency when compared with previous generation commercial vehicles. An onboard Scania Communicator produces a constant stream of data regarding operation and driving style for both Scania and Visy to analyse.

Visy’s Truganina site is a state-of-theart facility incorporating a wealth of innovative manufacturing process and equipment which is progressively being introduced into company practices. Part of its commitment to new technologies sees it focus on an integration of next generation systems, automation and data analytics. Furthermore, Visy Logistics has just embarked on a pilot program of the latest generation of Ecolution from Scania. The vehicle management software, designed to lower fuel consumption and Co2 emissions, optimises Scania commercial vehicles with tailor driver management and an extended maintenance program. The Visy site in Truganina was selected as the first in Australia to run the new generation of Ecolution.

“In my understanding, Ecolution is a more realistic view to measure vehicle utilisation and sustainable metrics around consideration of the environment, the driver and obviously the economics of owning a fleet,” says Anton. “Having visibility of the fuel consumption and how we utilise vehicles in terms of the mileage and aligning our maintenance scheduling to it, we also have the visibility of how the drivers operate the vehicles in terms of driver behaviour which is essential.”

As part of its internal review process, Visy Logistics examines how the Scania fleet is being utilised by analysing p r i m em over m a g . c o m . a u

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monitored data that tracks over time the average trailer weight pulled by its vehicles. Anton says that data, in turn, is checked against the driver support scores and fuel consumption.

“All of this data is available to us by state or region and by specific vehicle model and gives us tracking over time so we are in constant pursuit of improving these metrics,” he says. “We look forward to piloting the Ecolution to see what the outcomes are from a driver standpoint.

We’ve seen good results in their score cards and from a driver perspective, our drivers are measured on regularly achieving more than 94 per cent of the system metrics as reported by the driver support system.”

Driver training, a service with increasing utility within the industry, is provided

by Scania as part of its standard package.

More recently, its driver trainers accompanied the operators of Scania vehicles for Visy Logistics on a national assessment and assistance program. It proved productive.

All Visy Logistics Scanias are approved for Performance-Based Standards.

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Fuel consumption, according to Keith Crawley, Visy Logistics State Operations Manager, is one of the key metrics most improved by better operation of the vehicles, and the gains they strive to make in this area, always come with safety in mind.

“If the driver is the most perfect driver then we’re going to get the best efficiencies out of our vehicles both operationally and financially,” he says.

“Fuel consumption, yes, is very important and also the fact that these vehicles basically tell us when maintenance is due. So the more efficiently and the more appropriately we handle the vehicles, the less opportunity we’re going to have to require repairs or anything beyond just the normal servicing requirements.”

As the new vehicles are assigned a metro detail which will reduce their mileage, Visy Logistics has opted for a five-year full maintenance lease arrangement with Scania. The company, according to Anton, arrived at a decision to bring down the age of its fleet in 2016.

“With an older fleet, your reliability factor drops and your repair costs becomes more of a risky issue. The predictability of that under the new arrangement is a lot better with a fixed monthly cost and we don’t get surprises at any given time because it’s all covered under maintenance,” he says.

“We moved to a model where we decided the maximum age of our vehicles would be five years and that they’d be changed every five years. That’s a critical component in terms of our Chain of Responsibility commitments as a business – that we have a fleet out there that creates a safe environment for other road users.”

Scania has been involved in the ongoing monthly meetings chaired by Keith helping to dissect the metrics and amplify any of the training updates that might be required. Only last week he was in discussion with one of his Melbourne drivers whose poor rating in the Driver Support Score was cause for concern. The operator, as it was soon discovered, had been driving in cruise control.

“There is a smarter cruise control option

“Fuel consumption, yes, is very important and also the fact that these vehicles basically tell us when maintenance is due. So the more efficiently and the more appropriately we handle the vehicles, the less opportunity we’re going to have to require repairs or anything beyond just the normal servicing requirements.”

Keith Crawley Visy Logistics State Operations Manager

that will actually have you sitting back five car lengths from the vehicle in front of you and being able to sense that so you don’t have to hit the brakes so severely,” Keith says. “The driver scores will now come up and the driver economics of that vehicle from our perspective will improve because the driver trainer has gone out with him and shown him how to do something slightly different even though he didn’t think he was doing anything wrong. That to me was the best example of when a score has come back and how those

exercises have improved operation.”

Scania driver trainer support is scheduled either annually or bi-annually, subject to the duty cycles of fleet operators at Visy Logistics.

Visy’s Australian-owned logistics arm of the business was established in 2006 and leverages the company’s considerable domestic and international supply chain. As it requires versatility across its transport operations, Visy Logistics regards the Scania P450 6x4 as having a varied role that will deliver the

efficiencies the business actively seeks across a range of applications. As Visy Logistics works closely with a number of customers requiring specialised equipment and services, the trucks are utilised to move heavier materials from tips and landfill environments. At present, the Scania fleet is also employed to pull 36 tonne B-double trailers laden with recycled paper products and in beverage applications for aluminium cans and plastic bottles. The Truganina prime movers are all fitted for PerformanceBased Standards.

“We found they work very effectively for all other applications and we also had no reason not to go to Scania for this new application,” says Keith. “The after sales service is more than adequate as they interact with us regularly and provide detail both electronically and in hard copy, and the ongoing meetings to make sure the fleet is operating to expectations.”

He adds, “Anecdotally I have not heard one negative comment from any of our drivers regarding the vehicles.”

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O N LY T H E

BRAV HVP PLANTATIONS RUNS SUSTAINABLE FORESTRY PROGRAMS ACROSS THE STATE OF VICTORIA. IT USES ISUZU COMMERCIAL VEHICLES AS PART OF ITS FIRST RESPONDER CREWS TO CONTROL FIRES AND EXTINGUISH BLAZES THAT MIGHT THREATEN ITS SIGNIFICANT RESOURCES IN PINE AND EUCALYPT PLANTATIONS.

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art of the fire management strategy of HVP Plantations, a private timber supplier based in Victoria, is to have a geographic spread of its plantation locations across the state. The company manages an estimated 245,000 hectares of land of which 165,000 hectares are devoted to pine and eucalypt plantations. Its largest region is in Gippsland although it harvests timber from southwest Victoria, the Otways through the Macedon Ranges up to the NSW border and across the Kinglake and Marysville region – communities devastated by the tragic Black Saturday bushfires in February 2009. HVP Plantations, not unlike many local businesses situated on burn sites affected that summer, knows firsthand the cost of those bushfires having lost ten per cent of its stock from fires around Kinglake and Marysville, Beechworth and Churchill. With seven fire brigades, the company works in close collaboration with the Country Fire Authority (CFA), forest fire management and local communities to reduce fire risks to the environment and also battle blazes. The threat of fire is highest in the aftermath of a protracted, low rainfall summer like the most recent one experienced across Victoria. Ruth Ryan is the Corporate Fire Manager for HVP Plantations. Her role is 46

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“If you were to stack our trucks next to a standard CFA truck you’ll notice ours have a much lower profile.

We also try and get our tanks as low and wide as possible for a lower centre of gravity when they’re working on steep hills and fire sites so that they’re not prone to rolling.”

Ruth Ryan Corporate Fire Manager for HVP Plantation

state wide, managed out of the Ballarat office, where she just recently monitored three simultaneous fires that threatened a rural residential area including the home of one of HVP Plantation’s contractors.

“Luckily, there was no threat to our plantations, but we were very close to sending resources out,” she says.

“One of the big dangers for fire crews after a hot dry summer is when a hot northwest wind is blowing and there’s

a south westerly change behind it. That south westerly change often comes with a strong wind change before we get moisture with it and you get quite a significant fire front on the eastern side of fires if you haven’t controlled it before the change comes through.”

Local fire crews overwhelmed the fires despite working in challenging terrain of native vegetation blocks and many small paddocks which make fire suppression difficult. Fires are monitored through VHF radios tuned to CFA frequencies to try and determine the proximity of the threat to HVP’s plantation resources. All of the company’s offices and vehicles are installed with VHF radio.

At present HVP operates 16 Isuzu commercial vehicles across Victoria.

Ruth, who purchases and specs out the trucks says the latest designs have been implemented so that the vehicles are built more akin to a standard CFA truck in back where water cannons, fire pumps and tanks are fitted.

“Because we’re working in forest with overhanging branches one of the things that we need to do is to try and make our trucks as streamlined as possible so nothing protrudes on the vehicle that can get wiped out by tree limbs,” she says. “If you were to stack our trucks next to a standard CFA truck you’ll notice ours have a much lower profile. We also

E Isuzu NPS 300 4x4 with 1700 litre tank.

try and get our tanks as low and wide as possible for a lower centre of gravity when they’re working on steep hills and fire sites so that they’re not prone to rolling. These are fairly major design features that we look for when we’re doing the build on the back of the chassis.”

HVP runs, in the majority, the Isuzu NFTS 139-260 model. It comes equipped with a stock standard fire tanker. SEM Fire and Rescue build to the specifications of HVP and these include the modifications required for mounting a 4,000 litre water tank and a large fire-fighting pump to enable crews to

pump water over long distances so they can do hose lays, in which connected lengths of fire hose and accessories cover the ground from the pumping unit to point of delivery, into remote areas of plantation. There’s also, additionally, a canon on the truck to reach burns high up in treetops. HVP also runs two of the smaller model Isuzu NPS 300 4x4. Its unique modifications include a 1700 litre tank and pump.

“Because they’re a smaller truck overall the NPS 300 is able to get into overgrown tracks and steeper country,” Ruth says. “For us it’s about having a really good 4x4 truck with capabilities

to traverse over really rough roads and tracks in the bush and steep inclines found in gullies and native environments.”

The NPS 300 design, widely adopted by a number of other forestry companies for the gains in agility it offers in tough terrain, has been used, in some cases, to replace Toyota Landcruiser slip-on units, which were handicapped by a deficiency in water carrying capacity and inadequate fire over protection. HVP has dedicated two units to its operations, with one in the northern region and the other working in Gippsland. Standard CFA country fire tankers are generally p r i m em over m a g . c o m . a u

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more suited for agricultural type application in open areas such as those under threat by a fast running grass fire and urban house fire suppression says Ruth.

“Theirs is more a utility type vehicle whereas ours are specifically concentrating on being forest fire trucks,” she says. “Our latest version on the FTS 139 is our own design with gross concessional mass (GCM) specific for forest fire fighting rather than your standard chassis.”

The company harvests over three million tonnes of timber per year. Radiata pine production is geared around making softwood for sawlogs destined for timber industries in Colac, Yarrum, Mt Gambier and Myrtleford and a few mills in NSW. The majority of it, according to Ruth, goes into housing frames and construction. Any timber that fails to meet size requirements for sawlogs will go into particle board, MDF plants, pulp and paper – for international export.

“Once an area has been harvested we actually turn it back into forest,” Ruth says. “We do some site preparation work and then we replant the trees often in the year following the harvest.”

Fast growing radiator pine is planted close together to encourage it to grow up and not out. New trees are usually put back in the ground 12 to 18 months following the final harvest of the forest.

Eucalypt, unlike the more versatile radiata pine, which will grow on poorer quality land, will take between 40 to 60 years and depends on high rainfall areas such as the La Trobe Valley.

All of the trees are planted by hand and measure to around 1100 trees per hectare. When the pine starts to mature at 12 years every fifth row will be removed. A thinning of the bays, to help maximise production, allows the remaining trees to grow again as they benefit from surplus nutrients and water. This process for the softwood trees continues until a final harvest at

which point the radiata pine is 30 years old. Ruth says HVP is responsible for managing fire on its land but legislation permits the company to respond to fires outside of its own properties. As it operates in emergency situations, Ruth says the technology it uses must be reliable, serviceable and simple.

“If things go wrong in the bush the crew must have a fair go at fixing it,” she says. “For us it’s not about being dazzled by technology and blindly adopting it. It’s about how does it fit in?

Is it simple enough to work under very rough conditions?”

In the middle of summer when conditions are at their driest many of the roads and tracks HVP accesses with its vehicles get extremely dusty. The dust according to Ruth can be worse than fog with visibility limited to a couple of metres at best.

“So if things are not dust proof and adaptable to those sort of conditions, they’ve got to be tough and you’ve got SEM Fire and Rescue build the Isuzu NFTS 139-260s to HVP specifications.

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Having integrated an in-truck navigational system, HVP is looking at integrating maps into the system as its resources span across the state and the company will dispatch its people between regions during major fires. water involved so you’ve got to have something that is pretty resilient,” she says. “We do keep an eye on the technology and where it’s appropriate we will adapt to it but it’s also about, for instance, having a manual override if say, the electronics doesn’t work or if dust gets in and this all drastically fails then you have another manual way of doing it which is pretty important for the protection of our people.”

Having integrated an in-truck navigational system, HVP is looking at integrating maps into the system as its resources span across the state and the company will dispatch its people between regions during major fires.

Reversing cameras are another necessary feature of the Isuzu vehicles given the crews operate trucks on the side of ravines in thickets of bushland and the equipment loads hamper the rearward vision especially in dense smoke. All trucks come with crew protection systems, a spray system that envelopes the truck if it happens to get trapped in a burn over predicament explains Ruth.

“If a crew get caught in fire the spray system ejects water over the truck and there’s also radiant heat shields inside the cab,” she says. “These are a series of very thick curtains with an aluminium foil on the outside to protect the crew from radiant heat.”

Tested in the bush, where trucks have been subjected to a burn over, the system has been developed between the fire services and CSIRO. The newer trucks use a one button start to activate the pump sprays. Some of the other features designed to accommodate the most urgent of scenarios include electric rewind hose reels and LED lighting fitted to the new truck lockers. Efficiencies in life and death situations are essential.

Ruth grew up on a farm in Pyalong.

Located in central Victoria, the tiny, one pub town, with its sun-bleached picket fences often gathering disintegrating gum leaves, is in summer, ever present with reminders of the threat of fire.

It’s here she developed her passion for science and working in the outdoors, which she has since brought to a career in silviculture and forestry.

She says even though the big brunt of fires lasts between one and two days it’s the clean-up, requiring 70 people and up to 14 bulldozers, that takes weeks.

To that extent, HVP will encircle the suppressed fire with a track as close as possible to the burnt edge. Sometimes that means putting more fire back into the area to do a backburn to ensure there’s more ‘black’ inside the fire edge so there’s nothing further to burn – otherwise pockets of unburnt country can flare up when the conditions deteriorate. According to Ruth, 95 per cent of firefighting is not actually putting

Ruth Ryan, HVP Corporate Fire Manager.

water on flames.

“It’s about finding the hot spots in the dirt and the dust and the charcoal and making sure that they’re out and finding the hollow trees that are still burning and attending to those,” she says. “Most people see firefighting as the flames and the big red trucks but it’s the dirty dusty work behind there that really takes a long time and is essentially the biggest part of fire-fighting especially forest firefighting where you’ve got so many different complex fuels to consider compared to grass fires.”

HVP manages 245,000 hectares and works in co-operation with the CFA and local communities.

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TEST DRIVE

DRIVING THE 8X2 RIGID TRUCK MARKET HAS BEEN COMING TO LIFE IN AUSTRALIA AS DISTRIBUTION OPERATORS LOOK TO RIGID TRUCKS THAT HAVE THE ADVANTAGES OF FOUR AXLES WITHOUT THE DISADVANTAGES ONCE CONSIDERED INHERENT IN SINGLE DRIVES. WITH CLEVER ARCHITECTURE AND THE LATEST TECHNOLOGIES THIS SCANIA NEW TRUCK GENERATION P360 DELIVERS WIN-WIN RESULTS.

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cania launched its New Truck Generation in Australia just over a year ago and as expected in the period since the majority of focus has been on its prime mover Asymmetric crank pin pitch counteracts vibrations on the five cylinder engine.

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range. Which is quite understandable as that involves big driver-friendly cabs, innovative yet well-developed technologies and powerful drivetrains right up to the 730hp V8.

Tasks involving metropolitan and regional freight distribution are not necessarily centred on high and mighty long haul prime movers and Scania’s P series fits the requirements of an

WHEELS increasing number of local operators who perform such functions as supermarket and beverage deliveries.

Available as a rigid and as a prime mover the new Scania P series cabin is set low and forward on the chassis and access is via only two steps which is great if you’re in and out of the cab multiple times per shift. The driver’s position is also located slightly forward and to the right than the previous models and combined with the narrow ‘A’ pillars provides great

almost-180 degree vision. Although this test truck doesn’t have it, Scania now have the option of a transom window inserted into the lower portion of the passenger side door. This enhances the driver’s ability to see if cyclists or pedestrians have positioned themselves alongside the front of the truck in situations such as being stopped at traffic lights.

This particular truck has been specified with consideration of its role in assessment by potential customers as well as specialist media so logically the cab’s interior is equipped to the standard of a luxury corner office rather than a working truck. Don’t get me wrong – it’s very much appreciated and why shouldn’t local drivers be as spoiled as their longhaul brethren with features such as premium leather seats? This is officially a sleeper cab and features a foam mattress that is 800mm wide at its maximum but is narrower in the areas behind the seats.

Staying with the luxury interior theme the premium media unit has a colour screen, great GPS functions and a very straightforward Bluetooth connection for smartphones. There is a 12-volt outlet in dash plus a USB port and auxiliary audio sockets which provide options for charging accessories such as phones and tablets. A good-sized fridge is accessed by either sliding the drawer out between the seats or lifting the bunk base. The fridge drawer isn’t too deep so that all of the

FAST FACT In addition to the 9.0 litre five-cylinder engine the Scania P-series is available with an array of 13.0-litre six cylinder engines. A new 7.0-litre lightweight six-cylinder engine is also available, with power outputs of 220hp, 250hp and 280hp.

contents are displayed for easy pickings.

The GPS has the Scania Active Prediction Mapping which is a form of machine learning that is especially handy in having the truck select the right gear for any particular point on a previously travelled route while still taking the vehicle’s current gross weight into account. The adage ‘the truck can’t see the top of the hill’ no longer applies as the predictive abilities of the system achieve such fuel and time saving functions holding a gear and avoiding an unnecessary down shift close to the crest of a hill. Combined with the Active Cruise Control and Lane Departure Warning systems this takes driver support to the next level.

The Australian version of the Scania New Truck Generation includes such safety features as driver and passenger side curtain airbags plus a driver airbag located on the steering wheel. Other safety related items include rain sensitive wiper activation. Seeing and being seen is accomplished with halogen headlamps, LED running and clearance lamps plus LED fog lamps and cornering lights.

Some of the more, subtle, changes of the NTG P Series include having the light switches located on the driver’s door along with the controls for mirrors and windows.

The nine litre engine has Scania’s innovative five cylinder configuration with internal balance shafts to cancel out any harmonic vibrations. Rated at 360hp at 1,900rpm the engine produces an impressive maximum torque for an engine of this size of 1,700Nm between 1,050rpm and 1,350 rpm. Exhaust emissions control is achieved using SCR AdBlue after-treatment and a diesel particulate filter.

The engine has revised engine management software and mechanical changes include upgraded combustion p r i m em over m a g . c o m . a u

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TEST DRIVE

Switches close to the diff controls activate the lifting of the non-driven tag axle.

chambers. Cooling for the engine oil is now thermostatically controlled, which delivers a significant one per cent fuel consumption saving because the oil can now be kept warmer and at its optimum low viscosity which reduces internal friction and drag. Additionally, the cooling fan now has a larger diameter and is mounted on, and directly driven by, the crankshaft. In addition to making a contribution to improved fuel consumption the new fan design improves cooling capacity, which means the engine maintains a higher working temperature. Other changes that contribute to the fuel savings include increasing the compression ratio from 18.0:1 to 19.0:1.

A five-cylinder engine is available in 280hp, 320hp and 360hp in both Euro 5 and Euro 6 compliance. The Scania five-cylinder family essentially uses the same technology and design as its six-cylinder, 12.7-litre sibling. The balance shafts and the introduction of asymmetric crank pin pitch (ACPP) to counteract the inherent tendency of five-cylinder engines to vibrate means that the range now runs as smoothly and quietly as a six cylinder engine. Its natural client base includes customers who want power and low fuel consumption but, due to weight considerations, don’t want to go all the way to a six-cylinder engine.

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In addition to the engine exhaust brake this truck is equipped with the Scania R3500 retarder which is so effective that the all disc service brakes are hardly being used at all in normal circumstances.

Attached to the engine is Scania’s familiar 12-speed direct drive Opticruise transmission with two crawler gears.

The driver can select from three modes of transmission control: Standard, Economy and Power. We travel most of our combined highway and urban test in the Economy setting taking full advantage of the engine’s torque characteristics driving through the 3.08:1 rear axle as well as the Eco-roll coasting function which activates on downhill sections of highway travel and disengages the engine from the driveline allowing the truck to ‘coast’.

A large rotary switch on the dash controls the diff lock and traction control override and provides quick activation when required. Both functions are automatically returned to their normal operations once the truck is travelling above 30km/h.

A challenge for operators of this type of mostly urban delivery truck is often not knowing in advance the likely weight of the payload or how it may vary with multiple pick-ups and deliveries. Weight across both rear axles can be adjusted pneumatically by changing the pressure

in the suspension’s air bags to provide an even spread in normal circumstances or extra weight on the drive wheels if momentary traction is an issue. This is done using buttons on the dash and can be monitored on the driver’s information screen. This screen in the NGT models is larger than previously and has a high-resolution display.

Other switches located close to the diff controls activate the complete lifting of the non-driven tag axle if the weight of the load allows it.

Another advantage of the 8x2 configuration is the tare weight saving due to having a beam tag axle when compared with a bogie drive arrangement which would include not just a much heavier rear axle with its differential components but the weight of the axle shafts, the jack shaft and power divider as well.

The addition of the second steer axle allows 11 tonnes across both front axles and the implementation of the combined leaf spring and air bag front suspension delivers excellent ride characteristics on good and not so good roads and has the advantage of not having the need for a complex and heavy mechanical load sharing mechanism.

Practical applications are numerous for the 8x2 configuration of the Scania P Series including load capacity, manoeuvrability, exceptional driver comfort, and fuel efficiency. Scania also offer a board suite of vehicle monitoring and maintenance contracts which will add to the appeal.

FAST FACT The Scania New Truck Generation five-cylinder engines are capable of fuel efficiency improvements of around three per cent when compared with the previous model of this 9.0 litre engine.

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FINAL MILE

FINDING ANOTHER GEAR

THE 4X4 VERSIONS OF THE FUSO CANTER HAVE THE ABILITY TO PROVIDE ACCESS TO DIFFICULT LOCATIONS FOR EMERGENCY SERVICES, REMOTE WORKERS AND SERIOUS ADVENTURERS.

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he rough terrain and wet conditions in a Victorian wilderness area present no obstacles to the two versions of the Fuso FG Canter 4x4 as we do our best to find the trucks’ limits. With 110kW of power and 370Nm of torque from their four cylinder engines the 4x4 Canter models have their abilities further enhanced thanks to the two speed transfer case which returned to the Canter a few years ago after a brief period of being a straight five speed. Japan took some convincing about the necessity of having the extra gearbox and the persistence of the Australian engineers and sales people is rewarded in having the significantly improved flexibility that such a transmission can provide.

The engine uses a variable geometry turbo to ensure there is adequate boost right across the rev range and the maximum torque of 370Nm is spread from 1,350-2840rpm. The broad range

of the torque delivery contributes to the Canter’s higher load capabilities and proves the advantage of using a ‘truck’ engine when compared to the usually narrower torque band available from most 4WD utes which use engines derived from passenger applications.

Four-wheel drive and low range are electrically engaged using dash mounted switches. Four-wheel drive can be selected at any speed without depressing the clutch pedal but the Canter needs to be stationary to switch to low range in the transfer case. This doesn’t really present an issue as the truck needs to be stopped anyway to be able to manually lock the free-wheeling front hubs. The reinforced front axle has some solid protection for the drive shaft CV joints while the rear differential has a limited slip centre.

As we head further into the bush we are negotiating steeper and rougher ascents yet we are able to concentrate on steering to The Fuso Canter has been enhanced by a two speed transfer case.

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choose the best line because all the while we have the right foot completely off the throttle. This involves a different style of off-road driving and instead of aggressively attacking the steep sections we use first or second gear and allow the electronic engine control to prevent the truck from stalling as the Canter steadily picks its way through the troughs and bumps.

Handling similar washed-out downhill sections is best accomplished using low range and second or third gear with the exhaust brake activated and allowing the Canter to hold its own pace. If necessary the brakes can be applied hard without regard to de-clutching as the engine won’t stall. The four wheel drum brakes feature Electronic Brake Force Distribution in addition to the hill

The four wheel drum brakes feature Electronic Brake Force Distribution.

holder function which relieves the strain on both the driveline and the driver and avoids wheel spin.

The Canter’s electrical system is 12volt which is a benefit when fitting accessories and also in integrating the Canter into a mixed fleet. Airbags for the driver and passenger are standard but can be deleted along with the central locking and electric windows in the ‘fire services delete pack’ as a safety consideration for emergency service personnel who regularly travel through active fire grounds. A reversing camera is standard equipment.

The crew cab version seats seven with up to four people enjoying the voluminous space of the rear section of the cab.

Access across the cab in the front is

afforded additional ease due to the gear lever being dash mounted rather than located on the centre console.

The design and engineering of the Canter 4x4’s step frame chassis provides for maximum clearance when travelling off road while maintaining a low rear frame height for practical access to whatever style of body is fitted. This design also results in relatively low tare weights which are conducive to the fitment of heavier equipment such as pumps and water tanks. The Bridgestone tyres fitted to both test vehicles feature an aggressive tread pattern to maximise traction in the rough while remaining not too noisy on sealed surfaces.

Travelling on the roughest of tracks demonstrates the effectiveness of the

Canter 4x4’s long travel leaf springs and dual action shock absorbers as well as the driver’s suspended seat which has adjustable damping to cater for drivers weighing between 70 and 110 kilograms.

Returning to some sealed roads the Canter 4x4 performs in a manner much similar to its 4x2 brethren other than having a broader range of vision due to the higher suspension and cab position.

A surprise is the short wheelbase single cab model’s remarkable turning circle of just 11.4 metres which is impressive for a 4x4 truck given the front wheel turn angle is usually compromised by the restrictions of universal joints. The Canter’s use of constant velocity (CV) joints is a contributing factor to its nimble abilities. p r i m em over m a g . c o m . a u

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READING

THE LINES TYRE SPECIALIST, GOODYEAR, HAS INVESTED IN A NEW DRIVE OVER READER SYSTEM FOR APPLICATION IN THE COMMERCIAL VEHICLE MARKET AS IT CONTINUES TO DELIVER SOLUTIONS THAT POSITIVELY IMPACT SAFETY THROUGH INNOVATIVE TYRE MAINTENANCE SUPPORT.

C

ommercial trucks are designed and built to be moving. For this to occur many parts need to function correctly.

A key component is the tyres as well as the air inside of them. Checking tyres for pressures has always been a manual job. The checks are relatively straight forward but it can quickly become time consuming and difficult to manage on a large scale. Considering this, Goodyear has been investing in the development of Drive over Readers

(DOR) for commercial trucks. A DOR is a system that measures the tyre that drives over it. Having easy access to this information has many benefits for fleets including improved visibility of fleet tyre condition; targeted service actions; simplified compliance activity; insight into vehicle weights and load distribution; and lower fleet costs and improved tyre performance.

German company, Ventech Systems, developed the system and has installed units throughout Europe. For many years

Goodyear had partnered with Ventech to further develop the product and in 2017 acquired the company outright.

The DOR is designed to be installed at a fleet depot or other commonly travelled area. Trucks need to simply drive over the reader in a straight line and at a steady speed up to 18 kmph. No sensors or equipment need to be installed in the tyre or wheel.

As each tyre contacts the reader an optical system and laser is used to determine the tread depth. Multiple readings are taken

Tyre pressure is calculated by measuring the weight and imprint of each tyre.

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BETWEEN over the full width of the tyre which are combined to determine the tread depth of each groove. The software automatically recognises and rejects items that may interfere with it such as wear bar indicators or trapped stones.

Tyre pressure is calculated by measuring the weight and footprint of each tyre.

Sensors are used to weight the tyre and build a two-dimensional pressure map of the footprint as it rolls over. This information is used to calculate the internal air pressure; and the process works equally well with single or dual tyres and for a wide variety of tyre sizes.

This can provide greater insight into other aspect of the vehicle such as load distribution and condition of suspension components.

The measured data is assigned to a vehicle either by automatic number plate recognition or via wireless RFID tags. The results from the Drive over Reader are then sent to the workshop or tyre service provider and any actions required are automatically identified.

Feedback can also be displayed to the driver directly with the use of a road side display. Regular readings from a DOR will help fleets better understand

their tyres and how to get the most from them. Reliable tread depth information allows tyre removal points to be closer to the wear bars bringing a direct value benefit. The information will help support tyre maintenance which has a positive impact on safety, reliability and rolling resistance.

According to Goodyear, it is focused on using technology to improve the value of its products and services. The Drive over Reader is one of the new ways in which it can ensure that it delivers the best solutions to its commercial fleet customers.

NEW ROAD INFRASTRUCTURE MANAGEMENT APP COMING SOON Road Infrastructure Management (RIM) is a new application of the National Telematics Framework.

RIM introduces a new way of collecting road use data through telematics, which can improve road maintenance, planning and investment decisions.

Heavy vehicle operators will soon have an opportunity to opt in to the RIM app.

Through RIM, road infrastructure managers can: • Get de-identified telematics data about heavy vehicle use on the road network • Make better investment decisions on road use through specialised reports

Vehicle data to TCA TCA de-identifies vehicle data TCA publishes road use reports

• Have a single point of access for valuable telematics road use data.

Visit TCA’s website for further information: www.tca.gov.au/new-applications Look out for more information on RIM, or talk to us – p r i m em over m a g . c o m . a u call TCA directly on (03) 8601 4600.

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DRIVEHEAD

REVIS DRIVELINE COMPONENT MANUFACTURER DANA IS MAKING BIG STRIDES IN INSTILLING ULTRA-DURABILITY INTO ITS AUSTRALIAN-SPEC HEAVY-DUTY TANDEM-AXLE DRIVEHEADS. THIS IS LARGELY DUE TO THE RECENT DEVELOPMENT OF AN INNOVATIVE FORCE-FED LUBRICATION SYSTEM.

T

he trucking industry is such a competitive industry that operators simply cannot afford not to get the maximum mileage out of each and every component. Durability remains the key aspirational goal in which to measure product for heavy duty application.

Dana is well aware of this and also the fact that Australian operating conditions are much tougher than other parts of the world. As a result, the company has worked tirelessly to develop ways to improve durability under the harshest conditions. The BD70 SLS (B-Double 70T self-lubricating system), a force-fed lubrication system locally designed, is currently being developed for its Australian drivehead units. It’s yet another important step in automotive product development that has been going on since the formative years of the

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automobile in the late 19th and early 20th centuries, and a mammoth amount of technical development and progress has taken place.

The crude and clunky designs of yesteryear were slowly but surely refined, culminating in the technically advanced masterpieces of engineering and design we are spoiled with today.

Among the goals pushing development are improved safety and increased longevity of components, the latter being the driving force for much progress in metallurgical techniques and lubricant developments.

One of the significant revolutions in car engine design early last century involved the introduction of force-fed lubrication where a pump pressurises and circulates the oil through a series of galleries within the crankcase, cylinder head and other components to ensure

the continuous and targeted application of the life-giving lubricant.

Prior to this engine lubrication was achieved by a ‘hit and miss’ approach known as splash-feed and executed by dippers located on the crankshaft that dipped into the sump oil every revolution and flung it skywards in the hope that enough would rain down on the various components and seep in between the bearing surfaces to reduce metal-to-metal contact. Not surprisingly, engines of that era didn’t have an overlylong life expectancy.

Other vehicle components like transmissions and differentials have continued to be lubricated in a similar fashion, although the action of gears rotating in oil does a far better job of distributing the lubricant to where it’s needed. While heavy-duty truck components like differentials and power

ITED

FAST FACT Dana has developed a force-fed lubrication system for its tandemaxle BD70 SLS drivehead that is designed to considerably increase In-service life.

dividers continue to be successfully lubricated in this manner in many applications, manufacturers like Dana realise that heavy haulage under Australian operating conditions puts added stress on driveline components compared to Europe or North America.

Factors like high gross combination masses, long hauls, relatively fast operating speeds and high ambient temperatures all conspire to put enormous pressure on these components and the oil protecting and lubricating them.

In extreme circumstances this can result in life-to-overhaul intervals being reduced due to the inability of the oil to keep doing its job under

these conditions.

The situation has been further exacerbated in recent times by downspeeding where taller final drive ratios are employed to reduce engine RPM at cruising speed in the quest for optimised fuel economy. This puts greater stresses on internal components like bearings and gears and shafts.

In searching for a solution, it’s possible the driveline engineers might have had a similar ‘light-bulb’ moment to their counterparts developing the early engines: ‘We need to find a way to pressure-feed the oil directly to the critical bearing and gear surfaces….’

In Dana’s case, the responsibility to develop this initiative fell to the company’s Australian Engineering Manager, Tony Robinson.

Tony is quick to point out that this is a product improvement program with the aim of increasing durability of the driveheads as operational demands increase. He says it’s part of Dana’s strategy to ensure its products have a minimum one-million plus kilometre first life.

“This is a product improvement initiative that will ensure a longer service life for our driveheads, particularly under severe operating conditions,” Tony p r i m em over m a g . c o m . a u

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says. He then proceeds to outline a feature peculiar to Australian truck operation that puts subtle and recurring stress loading on the drivehead assembly of linehaul trucks.

“In Australia trucks are road speed limited to 100km/h. So after a typical B-double on a linehaul journey reaches 100km/h the engine is constantly bumping the speed limiter which simultaneously reduces the power then reapplies it on an ongoing basis. Every time this happens it sends a very mild load through to the drivehead which over long periods can lead to wear in gears and bearings and shorten the unit’s life,” he says. “In the heavy haulage sector with gross combination masses (GCM) above 140 tonnes road speed is usually no higher than 85km/h so bumping the limiter isn’t an issue but other wear factors due to the higher GCM come into play.

“So our focus was to address potential concerns with long-term durability of our products. We want to consistently achieve 1.2 million kilometres as the benchmark for life-to-overhaul of our driveheads. For this reason we started looking at what we could do to better lubricate the critical components inside the differential to minimise wear caused by the various stresses and enhance long term durability.”

Tony explains that one of the critical systems of the drivehead is the power divider unit (PDU) which transfers drive through the forward drivehead to the input of the rear diff. This complex transference of torque is achieved by an interaxle differential on the front driveheads’ input shaft to a helical cut gear set which by design is prone to wear due to the road speed governing if not well lubricated. This is one of the key areas where the force-fed lubrication system has improved longevity of its PDU system.

Dana’s BD70 tandem drivehead is commonly used in B-double prime movers with GCM ratings of up to 70 tonnes. According to Tony, this is the product on which the force-fed lubrication system is being trialled. He says there are currently 20 trucks fitted with the modified driveheads operating across Australia in B-double applications.

“We’ve been trialling the system for nearly two years and the results have been very 60

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positive,” Tony says. “Our earliest units have done 450,000km and we’ve disassembled a couple and found negligible wear in the critical areas.”

One of the issues with differentials operating under extreme conditions such as linehaul B-double work is heat buildup. With the relatively small amount of oil contained within the diff housing and limited heat transfer from the housing, diff oil temperatures can reach as high as 130 ‘C degrees in high ambient temps. Over prolonged periods this can degrade the oil and also lead to inadequate lubrication for the vital parts due to thinning of the oil.

According to Tony, the pressure-fed lubricated driveheads are generally running up to 15 degrees Celsius cooler than conventional units under similar operating conditions.

“We’re seeing the improved thermal efficiency due to the fact that we’re running oil lines external of the carrier,” he says.

“This potentially could provide the benefit of improved oil durability.”

Another benefit of the design is that the pump draws the oil through a 40-micron stainless steel gauze filter which is easily removed and cleaned when changing the oil. This type of filtration is not possible with a conventional splash-fed differential.

Tony says the simplicity of design was an

FAST FACT Australia has much harsher operating conditions than Europe and North America. This is the reason why Dana Australia tailors its driveline products to suit the local environment. important factor in developing the system which is solely for the Australian market.

“We redesigned our existing carrier with the relevant porting and with provision to mount the pump, which is driven from the pinion nut,” Tony says. “So as soon as the truck starts to move, oil is continually being pumped through the system,” he says. “We’ve tried to be as innovative as we can with the design of the system because obviously with the relatively small Australian sales volumes we have to make it cost effective and viable.”

Summing up, Dana’s pressure-fed lubrication of the drivehead is a great example of Aussie ingenuity coming to the fore in the quest for improved durability and long-term performance of the product.

It demonstrates the desire of Dana to keep improving its products in line with the demands of an industry that operates on slim profit margins and needs its equipment to last as long as possible.

THE SCIENCE BEHIND MODERN FUELS ADVERTISE IN OUR JULY 2019 PROMOTIONAL FEATURE. It’s safe to say that without the fuel and oil industry’s engineering prowess, our economy would come to a grinding halt – but no product is the same. Due to rapidly evolving engine technology and an ever-changing legislative landscape, the right fuel and oil choice can make an enormous contribution to running a lean and efficient transport business.

In our July 2019 edition, Prime Mover will help Australia’s fleet sector make informed purchasing decisions and take the guesswork out of the equation when pulling up at the pump.

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Industry Fleet: Visy Logistics Customisation: K200 Twin Steer Feature: Goodyear DOR Personality: Darwin Port CEO

Innovation Fleet: HVP Plantations Feature: Dana BD70 SLS Test Drive: Scania P360 Rigid Final Mile: Fuso FG Canter pr imemover mag.com.au

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TRUCK & TECH

TICK THIS BOX TWO OF THE TRUCKS PRIME MOVER HAS DRIVEN DURING THE FIRST QUARTER OF 2019 ARE FROM DIFFERENT MANUFACTURERS YET SHARE A COMMON MAJOR COMPONENT OF THEIR DRIVELINES WITH THE ZF TRAXON TRANSMISSION.

I

t’s one of the most advanced heavyduty transmissions to be developed in recent years and the ZF TraXon arrived on the Australian market in the MAN TGX D38 without a lot of fanfare at the end of 2016. It is now available in other MAN models and is the transmission of choice for IVECO’S Australian built Stralis X-way.

Of significance is the TraXon’s modular design, allowing different OEMs to incorporate, depending upon the intended application, a choice of dry clutch, dual clutch, hydraulic torque convertor, or even a 120kW/1,000Nm hybrid-electric motor drive. The basic architecture of the TraXon allows for torque ranges in direct drive up to 2,800Nm, and in overdrive models up to 3,500Nm. The mechanical efficiency of the twin countershaft TraXon transfers the power and torque produced by the engine to the driven axle(s) with virtually no loss and ZF are able to claim a 99.7 per cent mechanical efficiency from the direct drive versions.

For quite some time ZF has been collaborating with its engine manufacturer clients including Iveco, MAN and DAF in the development of the transmission to suit the different

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HiTroniX transmission.

characteristics of Euro 6 engines.

IVECO refers to its version of the 12-speed direct drive TraXon as the ‘HiTroniX’ and its installation in the Stralis X-Way has only added to the ‘Aussie’ Stralis’s performance and appeal.

Depending upon the weight and the incline it will start off in first, second or third gear, with a higher ratio being the default selection due to the contribution to fuel economy. Upshifts under power

are very quick and smooth including the range change between sixth and seventh gears. Down changes under power are also lightning-quick with only infinitesimal disruption to the power delivery when climbing.

The MAN TGX we drive is specified to suit the requirements of the Penske Truck Rental fleet and consequently the transmission is configured to always start off in first gear regardless of load

or incline. Here the philosophy suggests protection of the driveline provides better value than a slight improvement in fuel efficiency achieved by starting off in a higher gear. In practice the TraXon in the TGX usually starts upshifting almost immediately, often before the drive wheels have made a single rotation.

The sound reducing effects of the all new transmission housing combined with improved designs for the moving internal components contribute to a noise reduction of six decibels compared to the previous ZF Eurotronic. Driving the two examples of TraXons (MAN TGX 26.540 and IVECO Stralis X-Way C13 510) we have to focus to realise that the whining noise usually associated with truck transmissions is almost non evident.

Each manufacturer has taken a different approach to controls for the gearboxes with the X-Way using dash mounted push switches for forward, neutral and reverse, while the TGX uses a rotary switch located low on the centre of the dash to perform the same functions. Both use a steering column mounted stalk for manual over-riding of gear shifts. For fleet operators both manufacturers have an option that disables manual shifting.

The X-Way version of the Traxon has the ‘Ecoroll’ function which disconnects the driveline to allow coasting and is automatically activated a surprising amount of the time on our SydneyMelbourne trip driving us along using ‘free’ kinetic energy while the engine idles. Ecoroll can be used with the cruise control either on or off and is operational between 50 and 92 km/h.

The particular MAN we drive doesn’t have ‘EfficientRoll’ (MAN-speak for the drive disabling function) but it is available as an option.

Both versions have crawler ratios in forward and reverse which, when selected, also limit engine torque making slow speed manoeuvring and trailer hook ups safer and easier. The X-Way has a ‘Rocking’ mode which

should appeal to trucks working in the construction industry. When rocking mode is selected the clutch is disengaged by simply releasing the accelerator pedal allowing the truck to roll back and reengages when the accelerator is pressed again, in order to recover traction on slippery surfaces.

This ZF TraXon transmission complements the smooth overall performance of the MAN TGX. It also provides the IVECO X-Way with the transmission performance it deserves to be on an equal footing with other European truck manufacturers and their well-developed proprietary transmissions.

FAST FACT We look forward to driving a locally delivered truck fitted with the ZF ‘PreVision’ system which uses GPS to factor in uphill and downhill gradients in advance for the selection of the ideal shift points for the TraXon. The TraXon can also be equipped with ZF’s Intarder hydraulic retardation system which, depending upon the application, can exert up to a massive 4,000Nm of driveline braking force.

IVECO Stralis X-Way.

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THE FUTURE OF TRANSPORT I N N O VAT I O N I S A R R I V I N G AT T H E 2 0 1 9

BRISBANE TRUCK SHOW THE ROAD TO THE BRISBANE TRUCK SHOW IS SHORTENING BY THE DAY, WITH ALL THE EXCITEMENT SET TO KICK OFF IN MAY. THIS YEAR WILL BE A SHOWCASE FOR ALL THE LATEST AND GREATEST TRANSPORT TECHNOLOGY SOLUTIONS AS THE INDUSTRY LOOKS TOWARDS THE FUTURE OF TRUCKING ACCORDING TO TELETRAC NAVMAN. BUT BEHIND THE NEW TECH, TRUCKS AND TRAILERS ON DISPLAY, GAME-CHANGING CONVERSATIONS WILL BE HAPPENING BEYOND THE SHOW FLOOR.

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he road transport industry is going through great change, defined by a growing need for safety. Calls for better visibility, driver protection and compliance legislation are already driving much-needed industry conversations. As trucking becomes increasingly digital, these issues will become even more important – and technology will be an essential preventative tool.

Creating a system of total safety New infrastructure, legislation and technology integration are now the core pillars of change for the industry. Chain of Responsibility regulations, which champion a system of obligation within

the transport chain, have pushed driver safety into the spotlight.

At the same time, the complexity of Australian law has sparked calls for a review of all national transport infrastructure – including state legislation, fatigue, roadside rest stops and accessrestricted roads. With these core pillars in focus, fleet management technologies like Electronic Work Diaries (EWDs) and job dispatch and management tools are now much-needed solutions.

Historically, the transport industry has been purely reactive – but programs such as NatRoad’s Conference and Queensland Trucking Australia’s sessions, taking place during the Brisbane Truck Show, present a chance to change this. The collaborative

JOST Fifth Wheel JSK 37 The “industry standard” available in a wide range of configurations

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conference is designed to address transport innovation and its links to safety and sustainability – including how innovation will change businesses.

It presents a unique opportunity to improve operating standards from the ground up, encouraging conversations that are backed by the power of prominent industry voices. It’s also an opportunity to see the power of new technology-based solutions in action, with several prominent organisations showcasing their latest innovations and ideas at the truck show.

The power of innovative technology According to a recent Berg Insight report, the fleet management market in

Australia and New Zealand is expected to grow to nearly 1.7 million active units by 2022. With operators turning to new, innovative technology to tackle business challenges, the market is now growing by 16.4 per cent annually.

But while the transport industry is committed to improving driver safety, there’s still a resistance to change and a lack of understanding surrounding these technologies.

The compliance and fleet management tech showcased at the Brisbane Truck Show will highlight the growing need to encourage a culture of safety. EWDs, big data, analytics and jobs scheduling platforms will soon accompany drivers as essential safety tools and are already creating a proactive risk management culture in compliant, forwardthinking businesses.

One of the core risks these solutions address is fatigue, which has the same effect on drivers as two standard drinks, and increases the possibility of a fatality in the event of a crash. With EWDs implemented across a fleet, managers can get instant feedback on the current fatigue status of drivers, as well as

EWDs help drivers to adhere to compliance legislation.

historic views, reporting and alerts. Not only does an EWD empower drivers to manage and understand fatigue, it also helps them adhere to compliance legislation and get home safely after a job is done.

Access to specific fatigue data also enables businesses to schedule jobs accurately, as well as identify potential deficiencies with current schedules, inaccuracies in record keeping, or

the need for driver training. Paired with a freight management system, a well-rounded compliance and fleet management solution creates a comprehensive safety system to encourage greater overall safety in fleets.

Growing this culture of safety in the workplace lets managers identify any existing challenges that need to be overcome in addition to protecting their fleet.

JSK 37 CW/EW with Lubetronic

Technical data Type

Type JSK 37C

King pin

2” / 50mm

Imposed Load

JSK 37 CZS/CWS Sensor Coupling

20,000kg

D-value

190kN

CRN

41876

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

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TRUCK & TECH

Revolutionising jobs and the task at hand Being able to understand fleets comprehensively and plan workloads based on accurate and timely information will change how the transport industry operates going forward. With a focus on improving safety, data is king, and analytics will enable monitoring of driver behaviour as well as improve routes and delivery schedules, optimising business efficiencies.

The jobs of the future will be safer and smarter. Freight management systems

New technology enables businesses to keep track of their responsibilities.

The jobs of the future will be safer and smarter.

Freight management systems and job scheduling tools connect drivers to the back-office in real time, and as the industry becomes defined by upcoming driver shortages, the need for safer workplace practices will increase. and job scheduling tools connect drivers to the back-office in real time, and as the industry becomes defined by upcoming driver shortages, the need for safer

workplace practices will increase.

These systems allow managers to schedule jobs according to customer requirements, as well as easily track delivery and pickups. Another key benefit is visibility.

With these systems in place, drivers can be easily located and communicated with, making jobs easier to schedule and change on the fly.

As supply chains become more complex, introducing telematics and job management tools will help operators manage responsibilities efficiently and integrate all necessary processes. The Brisbane Truck Show will let drivers get hands-on with new technology and see its potential firsthand.

These are the technologies that will define our industry, and enable businesses to keep track of their responsibilities, protect their drivers, and maintain their fleets.

The industry focus has shifted towards safety and ensuring compliance with current regulations is essential – in fact, it will define a business’ success and lasting reputation in the industry.

What comes next?

These conversations need to happen now. Businesses must recognise their responsibilities when it comes to driver safety and commit to improving all aspects of their safety processes. The Brisbane Truck Show is set to highlight the changes needed and provide a clear path for all businesses. Safety is an investment that gives back, and has long-term, practical benefits – it might even save a life. To protect the safety of everyone on the road, it’s crucial that we all get on board. p r i m em over m a g . c o m . a u

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PRIME MOVERS & SHAKERS

THE

SHAW THING AS A FOURTH GENERATION MEMBER OF A FAMILY TRUCKING BUSINESS, ROZ SHAW, NOW HOLDS THE ROLE OF NATIONAL HEAD OF TRANSPORT AT GALLAGHER INSURANCE BROKERS. DESPITE BEING LAUDED IN THE INDUSTRY FOR HER 35 YEARS OF SERVICE, SHE CONSIDERS HERSELF THE PRODUCT OF A HUMBLE CLOSE-KNIT COMMUNITY.

B

orn into a transport business operating family, Roz Shaw says her connection with the industry runs deep. These strong foundations have helped her recently advance her career with a transport-related role in the insurance realm.

“I was basically born on a forklift,” Roz Shaw quips, in response to a question about her time in the industry. “My great grandfather started our family’s transport business in 1921, so I am a fourthgeneration trucking baby.”

Roz grew up in the depo with both her parents working in the business. Her

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playground, she recalls, was the shed that doubled as an office in Rocklea near Brisbane.

“Often I would spend hours on the forklift or crane with Dad overseeing me. As I got older, I started helping with tasks and eventually driving forklifts and trucks around the yard, helping to load freight,” she says. “We were always at the depot before and after school and I would often turn up at school with grease on my leg or even my school hat. It was definitely a natural progression to start working in the business as it was an exciting place and I knew what to do there.”

As her knowledge of the industry grew, Roz became well versed in the managerial and human resources facets of the family business, which by then entailed eight transport depots, two truck-stops and a ferry business.

“This meant I was continually dealing with depot managers, site managers, a chief financial officer and a risk manager,” she explains. “Most of the dealings at this level are with issues that managers are having with staff, along with contract issues with customers and any audits we are going through with our customers. That was on top of the whole workshop situation where

I was liaising with workshop managers in regards to breakdowns and their issues and concerns. We also had a board in place so I was dealing with the chairman and other shareholders, being my sisters.”

While there’s every suggestion she fulfils all the requirements of a human dynamo, still Roz expresses an appreciation for the earlier days when things were less complicated and there was more time for her to do the ‘grass roots’ things she grew up enjoying.

“Things were very different when the business was smaller and I was dealing directly with drivers and had time to be more hands-on,” she says. “At that time I was on the phone a great deal organising loads, dealing directly with customers and ensuring the administration was up to scratch.

“Although the work in this sized business is more intense and involves more physical hours, it is, in some ways, easier than dealing with managers at arm’s-length and having to travel to multiple depots.”

Roz’s extensive experience in the family business, spanning more than 35 years, stood her in good stead for the next step in her career which has raised the bar yet again. She embarked on this new trajectory in mid-2018.

“In my current role as National Head of Transport for Gallagher Insurance Brokers, my role is very different. I am a liaison between brokers as clients, an advocate for the transport industry and a spokesperson for Gallagher in the transport space. I am privileged to be able to again work with other transport operators without the additional responsibility of having to run my own transport business.”

Despite having a lengthy and successful history in the industry, Roz remains humble about her achievements, saying she was gobsmacked when presented with a major industry award seven years ago.

“Winning the Australian Trucking Association’s Trucking Woman of the Year award in 2012 was definitely a highlight,” she says. “I really didn’t think I had any chance to win, so I told my husband to stay at home! He was so disappointed not being there. The camaraderie

between all of the women who have won the award over the past eight years is amazing. They are all so capable and wonderful and not one of them thinks they deserve the award, which is so typical of the trucking fraternity.”

When asked what she thinks is the best thing about the transport industry, Roz says she can’t narrow it down to just one thing.

“The fact that every day is different, challenging and actually exciting is something other industries don’t have. I have never heard anyone in transport say they were bored,” Roz says. “The other thing is the family feel of the industry.

Over 35 years in the industry I can count on one hand the people I have met who didn’t treat me with respect and humility.

We truly are a close-knit community and work well together.”

As for what could be improved, Roz believes most in the industry are striving to do the best job they can, safely and caring for customers’ goods. However, she thinks more needs to be done to ensure the long-term viability of trucking businesses.

“Everyone is talking about the fact that rates are too low, there’s increasingly more red tape and less profitability. The entire industry must genuinely work on making sure rates are sustainable, that there is a minimum rate structure put in place. We can’t blame others. We must work together to fix the issue so the entire industry can operate profitably and safely. Look at the plumbing industry – they still compete but I’ve never seen a cheap plumber!”

Asked what female-driven

events in commercial road transport mean to her, Roz’s response was measured.

“Although I am not a big fan of creating “female-centric” agendas, the events I currently attend in the transport industry are about removing some of the barriers to enable more females to enter the industry,” she says. “That’s not necessarily because there are no opportunities. It’s quite often simply about helping women to understand this is a great industry and they can definitely be an important part of it in any role in which they choose to participate.”

She adds, “I believe most men in the transport industry are keen to enable involvement by more women and are great supporters of these events.”

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

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EXHIBITION SPACE NOW ON SALE 1ST - 3RD AP R I L 2 02 0 ME LBOUR NE CO NVENT IO N & EXHI BITI O N CENTRE

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MIKE HUGHES IS THE VICE PRESIDENT OF LANDBRIDGE GROUP, WHICH AMONGST OTHER ACTIVITIES IS THE OPERATOR OF DARWIN PORT. TERRY O’CONNOR IS THE CEO OF DARWIN PORT. IN AN EXCLUSIVE CONVERSATION WITH PRIME MOVER THEY OFFER SOME INSIGHTS INTO THE FUTURE ACTIVITIES INVOLVING THE PORT FROM A ROAD TRANSPORT ASPECT. PM: Is rail the main intermodal to and from the port?

TO: The majority of the bulk manganese for export comes via rail but we certainly are transporting by road mineral sands at the rate of about 100,000 tonnes per year at the moment with the potential to grow to 300,000 tonnes. The Core Lithium mine will be another potentially large road transport based operation. At this point we’re not sure if it’s 500,000 tonnes or even a million tonnes per year.

Cattle exports are a big part of what we do and we have a lot of cattle trucks coming in. As well, we have feed coming in by sea from Western Australia that is then trucked out to the stations in the Territory.

MH: As we move away from things like iron ore and coal to minerals such as lithium it involves much smaller volumes due to much smaller mines. It’s moving towards going out in containers rather than the traditional bulk ships and that also lends itself more to road transport to get it here.

TO: The Sea Dragon aquaculture project has huge potential for road freight as well. That’s a long leg and a lot of truck movements to move about 100,000 tonnes of prawns from Kununurra to Darwin each year. It’s also a two way supply chain and for every tonne of prawns that comes out there are a couple of tonnes of items like feed and diesel that has to be trucked in.

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The reality is that the investment in roads needs to be quite strong because those roads are going to bring that product to market even if potentially it is taken by road as far as Katherine and then put on the rail to Darwin PM: Is it important to identify and preserve freight corridors?

Terry: Darwin is unique as it has amazingly good road and rail corridors. Maintaining and protecting those corridors is vitally important and the government is aware of this.

PM: Now that the Ichthys LNG gas facility is complete, what’s the next big thing for Darwin?

MH: The port obviously follows the economy of the mines, agriculture, oil and gas and it’s about us jointly stimulating new projects. Our approach is to go to the sea farms or go to a lithium mine or whatever it is and talk to them about their supply chain. A lot of the new mines are smaller so building significant infrastructure in their own right is not something they can afford. So we can look for a way in which we can assist in finding a cost effective supply chain that works for them and makes the project get off the ground. We also work pretty closely with the government and we’re prepared to make investments

Mike Hughes.

in the supply chain if that can help get a project up and running.

PM: Is there competition between road and rail for access to the port?

TO: The competition is always going to be there. The rail has some limitation on its axle weight and the obvious advantage of the truck freight is it can deliver to the door.

PM: How big a truck combination can the port handle?

TO: We take triple road trains all the time.

Triples actually run the circuit from the bulk ore stockpiles to the ship loaders.

We’ve had quads in there as well. Our good

SIDE The Core Lithium mine is expected to transport by road up to million tonnes a year to Darwin Port.

road access gives us the ability to handle these bigger trucks. When we are loading bulk ore and cattle at the same time but onto different vessels we’ve got a triple road train every three and a half minutes.

It’s a busy place when those things are happening.

MH: There’s a natural place where rail plays and a natural place where the road transport fits in.

PM: What’s the vision for the next ten years?

TO: For us the NT will continue to grow around the mineral and gas sectors. It’s a bit of an unknown at present but we are very positive about on-shore gas. I think that will drive the NT economy if it realises even 20 per cent of its potential. It will be a game changer for lots and lots of things and not just in Darwin but for much of the area north of Tennant Creek. There will be new export markets that will become very apparent in the next five to ten years from projects like the Kununurra sea farming and Ord River cotton.

MH: The experience the Territory has just had with Ichthys project is a classic off-shore gas development. It was $50 billion spent in four years and it was huge in terms of employment but it was mostly FIFO (First in, first out). The on-shore gas business is completely 180 degrees opposite. It’s $X billion spent year-in and year-out for 50 years. What it does is put into place significant infrastructure including roads and it puts permanent jobs into local communities. For somewhere like the Territory it’s such an obvious and really beneficial industry because it will build infrastructure and sustainable businesses over time. It makes it much easier to build local capability because businesses are being built that have to last for 50 years not for three years. The bonus is the new infrastructure also gets used by agriculture.

TO: Things like drought will still affect farmers but the towns are better insulated because they’ve got the gas operations.

That now gives them the resilience to ride out the climate as it swings around.

Terry O’Connor.

FAST FACT Freight totalling 2.505 million tonnes was handled through the Darwin Port in 2017-18, up from the 1.709 million tonnes during the previous financial year. p r i m em over m a g . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

ARTSA reinvents itself

A

fter 11 years I have stepped aside and ARTSA has elected Martin Toomey as our next Chair. Martin Toomey and his new Executive are in the process of reinventing ARTSA. It is exciting! Members of the 2019 Executive are shown in the photo box. They are some of our industry’s new leaders.

Greg Rowe has taken over from Rob Perkins as Executive Officer. Greg is exVicRoads and also runs a small consulting company. He has been contributing to ARTSA over a number of years and is the right person to take over from Rob, who will continue to manage ARTSA Data and some other expanding activities at ARTSA. There are a lot of industry associations in the heavy transport sector. Some represent the operators, some the freight forwarders, some the mechanics, some the truck suppliers, some the suppliers and some vocational sectors. There is cross-over, competition and not a lot of collaboration.

ARTSA has adopted a policy of actively co-operation with other associations. That is, ARTSA will actively seek association partners when it holds an event. This is challenging in a sector where there is little history of collaboration. However things need to change and ARTSA intends on acting as a change agent. There is so much to do in our dynamic industry that associations must co-ordinate their activities and co-operate so we can deliver influence and benefits for our industry.

This is a major challenge for association ARTSA life members 2018.

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ARTSA new Executive 2019.

boards in adapting to a new future.

There are four ‘divisions’ within the new ARTSA: Member Services, ARTSA Institute, ARTSA Data and ARTSA Life Members.

They are illustrated in the diagram.

In 2019 ARTSA will launch the ARTSA Institute. This visionary development will allow ARTSA to train new leaders and to identify and investigate the key issues facing all sectors of the heavy vehicle logistics sector. ARTSA Institute will seek sponsorship from industry companies and from government agencies. In return, ARTSA Institute will put new leaders into teams and have them investigate significant issues or challenges that have been identified as key influences on our industries future. ARTSA wants to be able to influence the outcomes.

The sponsors will play a key role in identifying the topics that could be investigated. Sponsors will be briefed by teams as the projects proceed. The facilities of ARTSA Data will be available to ARTSA

Institute. Thereby insights will be gained from the data. Additionally, the ARTSA Life Members group will also be put in touch with the Institute participants and this will help guide them as they research significant topics.

ARTSA Data is now in its 6th year. It will continue to provide vehicle-fleet reports and analysis to about 30 membersubscribers. We are about to refresh our RVCS reports and I anticipate that we will add engineering information, such as ratings data to the component-level reports (SARN and CRN approvals guide).

That is, we will generate a useful guide to new vehicles for sales, marketing and engineering interests.

ARTSA Data produces a range of industry reports. The key data available to us includes: 1. Vehicle make, VIN, model and charge code (VIN gives country of manufacture).

2. Postcode of registration.

3. GVM, GCM and axle ratings.

4. Body type.

5. Year of manufacture.

6. Registration status: State, registered, lapsed, retired, never registered.

7. RVCS approval number (added by ARTSA).

ARTSA Data will continue to be managed

by Rob Perkins. Rob has been ARTSA’s Executive Director for more than 20 years. His extraordinary contribution to ARTSA is keenly acknowledged by the ARTSA Executive and membership.

He is widely known in operator and government circles and his superb

ARTSA TECHNIC AL COLUMN

Powered by organisational skills and insights have underpinned ARTSA’s successes.

ARTSA has recognised people who have made a major contribution to our industry as ARTSA Life Members as well as to ARTSA. Our Life Members group is shown in the photo box. ARTSA has changed its rules to allow individuals to join. I expect that ARTSA will introduce ‘fellow member’ as well as ‘individual member’ grades in the second half of the year. We want to provide a path for careerlong involvement with an Association. We are working on a training accreditation for individuals. This hopefully will be co-ordinated with training that other Associations do. ARTSA Training will

ARTSA life members 2017.

again be held in October 2019.

ARTSA will run a joint meeting at the Brisbane Truck Show with the National Bulk Tankers Association. Expect an update of the PBS vehicle report and a new report

about IAP uptake. ARTSA will also run a major symposium on tuck and trailer fires in Sydney on 15 September. Exciting plans indeed! For more details visit www.artsa.com.au

MEMBER SERVICES

ARTSA INSTITUTE

Purpose:

ARTSA LIFE MEMBERS

Purpose:

Purpose:

• Use data to inform

Purpose:

• Keep members informed.

• Develop relationships.

• Advocate for change.

Activities: • General meetings • Technical Working Groups

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• Train the next generation of industry leaders.

• Identify and investigate major issues and trends.

• Develop forward thinking proposals.

ARTSA DATA the membership and government about trends.

Scope:

• Keep experienced people engaged with the industry.

• Put experienced people

• NEVDIS Data

in touch with developing

• RVCS Approvals data

leaders.

• PBS data

• Acts as a sounding board for

• Add value to ARTSA DATA.

• IAP Data

• Change Proposals

Activities:

• Freight task data.

Activities:

• Conferences

• Three major review projects

Activities:

• Informal get togethers • Interaction with ARTSA Institute participants.

• Representations

• Industry training

for groups to work on.

• Commercial reports

• Social functions

Members are invited to help

• ARTSA DATA Day

select the projects.

• Reports to government on

• Social media 2019 development: To provide a development path for individuals. This could

• Three annual group projects (10 participants).

• Working sessions are

an ad-hoc basis • Public articles • Investigation reports that

ARTSA.

• Presentations to conferences and to government reference group meetings Structure:

involve participation in a

organised with the ARTSA

are requested by ARTSA

Overseen by Executive sub-

structured training program

Life Members Group

Institute

committee.

• Results are presented to an

2019 developments:

Life Members invited after

annual conference / dinner.

Publish a subscription

nomination by an Executive

newsletter that summarises

member and investigation by

the trends and understandings

the L M Exec sub-committee

that arise from ARTSA Data.

Functions:

This to include sales, economic

One Life Members dinner

Structure:

and usage trends.

awards night per year.

have some role in sub-

Reports to the Executive.

Publish some regular fleet

2019 Development:

committee that oversees an

Overseen by Executive sub-

sector reports.

Active interaction with the

aspect of ARTSA activities

committee.

and participation in ARTSA Institute investigation teams.

Structure: • Organised by Executive Officer • Overseen by Executive • Each Executive Member to

• Reports are made available to ARTSA members.

• One or two other training courses are run each year.

ARTSA Institute

Activities are guided by an Advisory p r i m em over m a g . c o m . a u

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We’ve got your back.

Join your association today at www.truck.net.au/associations

afra

Australian Furniture Removers Association

Authorised by Ben Maguire, Australian Trucking Association, 25 National Circuit, Forrest

AUSTRALIAN TRUCKING ASSOCIATION | INSIGHT

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A responsible management solution – strengthening the chain

FERDIE KROON

A

re you up to date with the latest chain of responsibility requirements? TruckSafe is, and we can help you get up to speed too.

TruckSafe is a world-class business and risk management system that aims to improve the safety and professionalism of trucking operators nationwide.

In a recent report into heavy vehicle accreditation schemes by Peter Medlock, TruckSafe was identified as a comprehensive and robust scheme, and was praised for its bestpractice systems.

The Australian Government set up the review after the ATA lodged a formal complaint to the Commonwealth Treasury about the competitive neutrality breaches involved in NHVAS. It is government policy that members of schemes like TruckSafe should get the same regulator benefits as those in government schemes – but they still don’t.

For years, customers and operators have looked to TruckSafe as a strong accreditation system. Thanks to AEI Transport Insurance, TruckSafe has been recognising the efforts of our longstanding members, distributing 15 and 20 year TruckSafe awards. These awards recognise the commitment of our members in implementing the program to foster a strong culture of safety in every part of their business.

Among those longstanding members

there is Gerard Johnson Transport, who joined in 1997. Gerard Johnson says he joined the program because it gave confidence of compliance and showed suppliers they were a reliable company.

TruckSafe makes sure all the bases are covered and keeps you updated with industry change.

And as we know, the trucking industry is constantly changing. Last year, we saw big changes to truck safety laws and the introduction of the new master industry code of practice.

In challenging times that may lead to operators becoming confused and frustrated, TruckSafe plays an important role in providing members with confidence of compliance.

To bring TruckSafe into line with strengthened duties in the Heavy Vehicle National Law and the master industry code of practice, we have developed a new set of standards. These new standards will come into force for accredited TruckSafe members on 1 October 2019 and deliver a new era of safety accreditation.

At the ATA’s Trucking Australia conference held in Perth earlier this year, we took a close look at the standards and how they will deliver master code and chain of responsibility compliance. This was a chance for trucking operators and business to find out how they will be affected by the standards and how they can benefit business.

Delegates heard from TruckSafe director Julie Russell, who gave an indepth insight into how operatros can upgrade their systems from the 2017 standard to the 2019 standards, with

“To bring TruckSafe into line with strengthened duties in the Heavy Vehicle National Law and the master industry code of practice, we have developed a new set of standards.

Ferdie Kroon Chair, TruckSafe

real life tips and tricks.

The session also saw Coles National Transport Safety Manager David Clark show how industry customers can benefit from using TruckSafe operators, while TruckSafe auditor Stuart Williams took a deep-dive into what the auditors will be looking out for.

The new standards will deliver significant and measurable benefits to members including client confidence, increased productivity, improved safety outcomes, cost savings and business management solutions.

Are you ready for the new standards?

Make sure you’re covered. Join TruckSafe today.

For more information about TruckSafe or to become an accredited member, head to www.trucksafe.com.au Ferdie Kroon Chair, TruckSafe p r i m em over m a g . c o m . a u

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INSIGHT | VICTORIAN AUSTRALIANTRANSPORT LOGISTICS ASSOCIATION COUNCIL

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Planning that delivers

KIRK CONINGHAM PETER ANDERSON

I

t is no surprise that population growth – and the pressures it imposes on transport infrastructure – has been a focal point in this federal election campaign. As Australians view some of the economic challenges now bearing down upon us – housing affordability, worsening traffic congestion and slow wages growth – it’s easy to point to population growth as the cause of all our ills.

As is often the case, the truth is somewhat more complex.

It is more accurate to say that the issues outlined above are not symptoms of population growth so much as they are consequences of a failure to properly plan for population growth. This is equally true of many challenges that confront those in the heavy vehicle sector on a daily basis, such as bans on particular routes, noise curfews and, of course, congestion.

All these things can be traced back to a consistent failure by governments – at all levels and over many decades – to incorporate freight movement into their planning policies.

Freight is no less essential to the day-today lives of Australians than a reliable supply of potable water or electricity.

Without the freight logistics industry, most Australian households could not feed or clothe themselves, much less maintain a comfortable standard of living.

Regrettably, this reality is not being reflected in the way our governments deal with freight issues. Most Australian jurisdictions still do not have a dedicated 78

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minister for freight. This lack of direct accountability within government for a key economic sector has obvious flowon consequences.

Too often freight priorities run a poor second to residential priorities in planning decisions, and many of our planning systems fail to properly acknowledge the vital role of freight efficiency in establishing liveable communities.

This situation must change if Australia is to successfully meet its growing freight task and satisfy the demands of consumers who increasingly expect faster delivery and lower shipping costs.

In ALC’s view, now is the time for the Federal Government to demonstrate national leadership. By using incentive payments and leveraging its existing constitutional powers, the Federal Government can drive the establishment of a consistent national approach to planning to give freight the focus it deserves.

During ALC Forum 2019, held in Melbourne in early March, ALC released the third in its series of Discussion Papers on the development and implementation of a National Freight and Supply Chain Strategy.

Don’t Box Us In sets out how the Federal Government can take a more active role to drive better planning outcomes for freight logistics operators and ensure that freight movement is properly embedded in our planning systems.

Although planning is primarily a matter for state and local governments, there is capacity for the federal government to act. Indeed, there are precedents for such action.

In the 1990s, the Federal Government made incentive payments to state and territory governments that undertook economic reforms as part of National Competition Policy. More recently, the Federal Government has offered incentive payments to the NSW Government and relevant local governments to support reforms that will accelerate housing supply

in Western Sydney.

In the lead-up to the Federal Election, the Labor Opposition has also signalled it is open to the use of incentive payments as part of its proposed COAG Economic Reform Council.

Given both sides of politics acknowledge the effectiveness of incentive payments in delivering reform, ALC has suggested this approach be adopted to encourage state and local governments to adopt freight-friendly planning practices. Further, the Constitution provides the Federal Government with the capacity to provide grants – known as ‘specific purpose payments’ – to states and territories, attaching such conditions as it sees fit.

Such payments are often used by the Federal Government to invest in areas over which it has no formal constitutional authority, including health, school education and road funding initiatives.

Don’t Box Us In suggests that this mechanism should be used to ensure that state governments receiving funding support for transport infrastructure do not then impose restrictions on that infrastructure that inhibit efficient freight movement. This would include limiting access to roads for heavy vehicles and noise curfews.

Ensuring our planning systems and the regulation of freight infrastructure promote the efficient and safe movement of freight is crucial if we are to serve our communities and ensure Australia remains globally competitive.

This demands leadership. The Federal Government should not be afraid to use the constitutional powers already available to it to promote this outcome and ensure that freight movement is appropriately and consistently prioritised by governments at all levels.

Kirk Coningham CEO, Australian Logistics Council

NATIONAL ROAD TRANSPORT ASSOCIATION | INSIGHT

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WARREN CLARK

I

f your business employs staff in the trucking industry, modern awards are important for you to understand. It is unlawful to employ someone on conditions less than set out in the applicable modern award and the National Employment Standards. Any changes to the modern awards that increase employment costs such as wages and allowances can have a strong effect on your business’ bottom line. For this reason, NatRoad has been an active participant in modern award litigation since the review of all modern awards started in 2014. That modern award review will continue throughout most of 2019. It has been a slow, painful process that has taken up the resources of everyone who has participated. Representing the interests of road transport employers across Australia has been at the centre of all NatRoad work on modern awards.

NatRoad was one of the many that thought the process was too resource intensive, too cumbersome and should stop after the first review. There are other provisions in the legislation which mean awards can be changed so a formal review process that is constant was not needed. Government listened.

On 12 December 2018, the section of the Fair Work Act covering the four yearly review was repealed with effect from 1 January 2018. This means that there will not be any more four yearly reviews of modern awards, but the Fair

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Modern transport awards due to be restructured by end 2019 “Throughout the current review of modern awards, unions have been pushing changes that would enhance employee rights and entitlements which NatRoad has opposed. Whilst many of these changes have good intentions, they often come at great cost to business operations.”

Warren Clark CEO, Natroad

Work Commission will complete the current four-year review (that has taken five years), likely in November this year.

Throughout the current review of modern awards, unions have been pushing changes that would enhance employee rights and entitlements which NatRoad has opposed. Whilst many of these changes have good intentions, they often come at great cost to business operations. One of the examples of where this has occurred is in getting a clawback from an employee when they resign without giving adequate notice.

We fought to preserve this employer right and employers retain the right to get back a maximum of a week’s wages from employees where they don’t give sufficient notice on resignation.

After the current award review is completed the transport modern awards will change mostly to include a number of small matters and to have some of the provisions re-cast in simpler language and set out in a clearer format. A major

change for the long-distance transport award is the introduction of part-time provisions. Despite all of the litigation around award provisions, they still don’t make good bedtime reading. NatRoad will be holding education sessions to let people know in detail about the changes that have occurred and the practical effects of those changes.

NatRoad will continue to fight costly Award changes that could impact your operation. We’ll also represent your interests by pushing to keep the awards straight-forward and opposing changes that are overly prescriptive and complex.

If there are award provisions that just don’t work for you NatRoad can also assist with putting in place individual flexibility arrangements or an enterprise agreement that better suits your company’s operations.

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

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INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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Australian Governments need to take a WIDER view of the world

TONY MCMULLAN PETER ANDERSON

W

hen it comes to maximum vehicle width Australia is in a very exclusive, but not envied, position, being just one of six countries on the planet where maximum vehicle width is restricted to 2.5m. The others in the “2.5m club” are Argentina, Japan, Lebanon, Morocco and South Korea. Even our Kiwi cousins across the ditch, ditched 2.5m in favour of 2.55m a couple of years ago now. The Truck Industry Council (TIC) has long called upon Australian governments to revise our vehicle dimension standards to align with the more globally accepted maximum width of 2.55m.

So why is 50mm is such an issue? The answer is directly related to Australia’s position in the world hierarchy of annual truck sales and despite record new truck sales in Australia last year, Australia represented just 0.8 percent of global truck production in 2018.

However, with almost 80 per cent of new heavy duty trucks sold in Australia each year imported directly, or being derived from truck designs, from markets where the maximum vehicle width is 2.55m or greater, most of the big trucks sold in our market must be redesigned to suit our unique width regulations. That 50mm, the height of a credit card, is actually a very big deal.

The widest parts of a truck typically include, bumpers, bodywork and aerodynamic devices; exhaust 80

m ay 2019

aftertreatment systems; fuel and AdBlue tanks; access steps and grab handles; and the wheels and tyres, whose width is governed by the axles they are bolted to. It is these parts that have to be redesigned and specifically manufactured to fit into Australia’s unique 2.5m width envelope. This redesign, retooling and sourcing of unique parts for Australian models cost money, a lot of money.

Government has estimated that making the current range of trucks that are available in Australia meet our restrictive vehicle width limits is costing truck manufacturers between $15 -$30 million per year. That is for the trucks that actually make it to our roads. There are, however, a number of other broarder effects that need be considered in vehicle width debate. For a start, if a vehicle has to be redesigned from its source market to be brought to Australia, then substantial local sales are required to offset those development costs and make the business case stack up financially. For models where lower sales are expected, then the project simply does not get the green light. Then there is the case of new model releases in source markets, again these trucks need to be redesigned and adjusted to suit Australian width limits.

Invariably this leads to significant delays before those new trucks, with their latest safety and environmental technologies, are offered for sale here. Finally, there are a number of emerging advanced safety technologies that are currently available, or that are being developed in overseas markets, that rely on sensors placed on the outermost extremities of the vehicle.

Many of these systems are designed to provide safety benefits to vulnerable road users. In some cases, it is economically

not justifiable to re-engineer these features for a low volume market with a 2.5m width limit. The upshot of the above, is that those new trucks with their latest safety and environmental features get left in their home market, or the features are removed for Australia because the cost of re-engineering simply cannot be justified. At the very least, there are significant delays in bringing trucks with these features and systems to our shores.

Our current Australian Design Rules (ADRs) actually allow additional maximum width for load restraint on a truck, tie downs, curtainsider buckles, chains, etc. These can be up to 2.55m in width. This has posed no known or quantifiable safety risk, yet our law makers continue to push back on allowing trucks to be this width overall, costing industry millions of dollars each year and slowing the uptake of trucks with advanced safety and environmental features.

TIC believes that Australia must align with international dimensional regulations to take full advantage of globally developed truck models equipped with the latest safety and environmental technologies. This alignment should start with a move to 2.55m maximum vehicle, with the Department of Infrastructure Regional Development and Cities to make recommendations to the Transport and Infrastructure Council, within COAG, to approve as soon as possible.

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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Industry embraces transport reform

PETER ANDERSON

I

n the immediate aftermath of the resoundingly successful VTA State Conference, it’s worth reflecting on the extent to which our great transport industry, and the men and women behind it, are embracing reforms to make it safer, more prosperous, and attractive to work in.

Close to 200 operators, suppliers, regulators, legislators and other stakeholders gathered at the end of March at Silverwater Resort, Phillip Island, for two days of intensive learning about the reforms that will impact our industry this year and next.

In recognition of the many changes being considered by our governments, our regulators and the various transport authorities tasked with governing our industry, Keep Up With Transport Reform was unashamedly the theme of our conference.

Delegates benefited from timely updates from dignitaries such as Deputy Prime Minister and Minister for Transport, Infrastructure and Regional Development, the Hon Michael McCormack, Victorian Roads, Road Safety and TAC Minister, the Hon Jaala Pulford, and Shadow Federal Assistant Minister for Road Safety, Senator Glenn Sterle, who outlined their safety, transport and infrastructure priorities, both in government and in opposition.

National Transport Commission Chief Planning Officer Paul Davies provided a timely update on the NTC-led review

of National Heavy Vehicle Law, and we also heard from NHVR CEO Sal Petroccitto about the regulator’s focus on ensuring the modern law is a factor in a safer and more productive industry.

Change was indeed a regular theme throughout all the presentations.

But I was particularly struck by the consistent call to action by all the speakers for stakeholders to work constructively together for the good of our industry and, more importantly, the receptiveness of delegates to this important challenge.

The industry has certainly matured beyond an ‘us versus them’ mentality that was holding us back, and unnecessarily pitting stakeholders against each other, much to the detriment of all of us.

As I expressed in opening remarks to the conference, as an industry we are at a juncture where we need to be united in values and outcomes such as productivity, efficiency and safety, with the next few years an awakening for so many transport businesses of so many different shapes and sizes.

This sentiment was echoed by stakeholders that some may have previously thought unlikely to subscribe to the notion that employers and employees – and their representative groups – can work together constructively together to achieve great things.

It was in this vein that Transport Workers’ Union National Secretary Michael Kaine articulated the pressure that both operators and drivers face in a commercial world where deadlines are paramount and everywhere.

His impassioned plea for striking a balance on industrial relations and landing on acceptable

minimum standards resonated with many delegates.

On balance it was encouraging to note the openness of operators to accept the need for change and step up and take our rightful place as an integral part of the communities within which we exist and serve.

I sense a growing recognition from the industry of the need to embrace change for improvements to abound, and that building dialogue and understanding within the communities that we operate in is paramount to our industry coming out of the shadows and standing up as a proud member of society.

As my fellow industry association colleagues are aware, conferences like these involve an enormous amount of time and preparation and require the support of sponsors to make them happen.

Particular thanks to our major sponsor TWU Super who go out of their way to support and get involved in all aspects of the VTA and the transport industry, as well as our many other support sponsors who are so generous with their time and resources.

Planning is already well underway for our next seminar, this time focussing on our ports and waterways and their place in the supply chain. Port Outlook brings together all the major stakeholders from the Victorian ports, stevedoring and associated agencies on Tuesday, 28 March for an important update. For further program information and to register, visit www.vta.com.au

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

81

PETER SHIELDS’ NUMBER CRUNCH

Running Against the Wind elections traditionally can have cooling effects on demand for new commercial vehicles as some buyers adopt a ‘wait and see’ approach when considering making often sizeable investments in new equipment. Most of those influences will be resolved during the second quarter of 2019 and the continued success of the Heavy Duty sector is an indicator of the resilience of the new truck industry which makes it still possible to have its results return to positive growth overall as the year progresses.

The demand for new trucks during March continued to cool slightly in all categories except the Heavy Duty sector when the statistics released by the Truck Industry Council are examined.

A total of 2,790 new truck sales were registered during March 2019, 120 less than in March last year which is a slow down of 4.1 per cent (-120 cab chassis and prime movers). The yearto-date result for the first quarter of 2019 is 6,972 units which is 274 less trucks than for the March quarter in 2018 or a reduction of 3.8 per cent.

As it has throughout the first quarter of 2019 the Heavy Duty sector has gone slightly against the overall trend and the category’s March result of 1,185 is 11 more than in March last year. The first quarter total of 2,915 is 12 units more than for the first three months of last year which may be just a 0.4 per cent increase but is significant as the category that has the highest investment per unit continues to keep pace with 2018’s record results.

Medium Duty trucks achieved 654 sales during March, which is 88 less than for March 2018 (-11.9 per cent) and the total for the March quarter of 1,651 is a cumulative total of 117 less then for the same three months last year (-6.6 per cent).

The Light Duty category delivered 53 trucks less than it did in March 2018 (941 vs 994) for a result that is down 5.3 per cent month-on-month. The year-to-date total of 2,406 is 169 less than for the same period last year (-6.5 per cent).

Heavy Duty vans recorded 506 sales in March, 31 less than in March 2018 and the accrued year-to-date result of 1,346 is 83 units less than the 1,429 of last year, a result of -5.8 per cent.

The combined sales of all categories resulted in a 3,296 total for the month which is 151 less vehicles then last march (-4.4 per cent). When comparing the year-on-year March quarters, 2019’s total of 8,318 is 357 less this year (-4.1 per cent).

Federal budgets, federal elections and to some extent even state 82

m ay 2019

Mar-19

YTD

% Change

ISUZU

728

1855

-7.5%

HINO

457

1224

3.6%

FUSO

404

841

-3.0%

KENWORTH

209

572

3.8%

VOLVO

203

501

24.3%

MERCEDES-BENZ

142

334

-4.8%

IVECO

112

289

-35.5%

MACK

111

256

4.5%

SCANIA

115

246

54.7%

MAN

87

237

-34.2%

UD TRUCKS

68

152

-17.4%

FIAT

40

89

-9.2%

RENAULT

23

86

132.4%

WESTERN STAR

24

79

1.3%

DAF

24

72

-18.2%

FREIGHTLINER

16

52

-50.0%

FORD

14

37

37.0%

HYUNDAI

10

31

138.5%

INTERNATIONAL

2

16

6.7%

2

-90.0%

DENNIS EAGLE VOLKSWAGEN

1

1

0.0%

CAB CHASSIS/PRIME

2790

6972

-3.8%

M-B VANS

196

491

-10.6%

RENAULT VANS

94

272

-20.2%

FORD VANS

95

242

-0.4%

VOLKSWAGEN VANS

57

142

18.3%

FIAT VANS

39

109

-0.9%

IVECO VANS

25

90

36.4%

506

1346

-5.8%

3296

8318

-4.1%

TOTAL

More than just parts With more choice from the world’s leading brands, Ashdown-Ingram has the parts you need to keep your fleet moving.

We can help your business with: • Vendor rationalization programs • Range consolidation activities • OE Alternative supply options • Inventory standardization recommendations • Strategic sourcing programs • Fleet profiling and packaging opportunities For more information on Ashdown-Ingram’s range of heavy duty fleet applications visit www.ashdown-ingram.com.au to contact your nearest Ashdown-Ingram branch.

R