Prime Mover May 2022

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May 2022

Cameron Logistics Full Range

MAY 2022 $11.00

ISSN 1838-2320 04

9 771838 232000

Industry Fleet: Carter Heavy Haulage Feature: Tile Factory Outlet Showcase: Rentals, Leasing & Finance Personality: Tracey Baldwin

Innovation Fleet: Collins Transport Technology: Janus Electric Test Drive: Isuzu N Series Delivery: B dynamic

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 OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

Delivery Magazine inside: Pages 84-87.

MAGAZINE

When you’re building a business, reliability is everything.

Since Isuzu Trucks launched in Australia half a century ago, generations of businesses have relied on our trucks to deliver, day-in and day-out. As they’ve grown, we’ve grown along with them to become Australia’s number one truck brand. And we’ll be right here helping build businesses for a long time to come, because we know that reputations are riding on us. To find out how Isuzu can help you grow, visit isuzu.com.au

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May 2022

Cameron Logistics

MEET THE TEAM

Full Range

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.

John Murphy | CEO

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

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.

MAY 2022 $11.00

ISSN 1838-2320 04

9 771838 232000

Industry Fleet: Carter Heavy Haulage Feature: Tile Factory Outlet Showcase: Rentals, Leasing & Finance Personality: Tracey Baldwin

Innovation Fleet: Collins Transport Technology: Janus Electric Test Drive: Isuzu N Series Delivery: B dynamic

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 OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

Delivery Magazine inside: Pages 84-87.

MAGAZINE

ceo 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 writer

Peter Shields peter.shields@primecreative.com.au

business Ashley Blachford

development ashley.blachford@primecreative.com.au manager

0425 699 819 art director Blake Storey blake.storey@primecreative.com.au

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.

Paul Matthei | Senior Journalist

Starting out at the coalface, Paul completed a heavy vehicle and plant mechanic apprenticeship before transitioning into professional heavy vehicle driving where he became proficient operating semis and B-doubles. Some 17 years ago he made a giant leap into transport journalism and has been an ongoing contributor for several commercial road transport publications.

Ashley Blachford | Business Development Manager

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

www.primemovermag.com.au

design

Kerry Pert, Aisling McComiskey

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

South Melbourne VIC 3205

P: 03 9690 8766

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

subscriptions

03 9690 8766 subscriptions@primecreative.com.au Prime Mover magazine is available by subscription from the publisher.

The right of refusal is reserved by the publisher.

Annual rates: AUS $110.00 (inc GST).

For overseas subscriptions, airmail postage should be added to the subscription rate.

articles

All articles submitted for publication become the property of the publisher.

The Editor reserves the right to adjust any article to conform with the magazine format.

copyright

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

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

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

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

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

A SMALL STEP ON OUR PATH TO CHANGE FROM 2021, ALL CASTROL PRODUCTS WE SELL IN AUSTRALIA ARE

COMMITTED TO CARBON NEUTRALITY IN ACCORDANCE WITH PAS 2060** A SMALL STEP TOWARDS A MORE SUSTAINABLE FUTURE

* **

in accordance with PAS 2060, see www.castrol.com/cneutral for more information.

The C02e emissions are calculated in accordance with the Greenhouse Gas Protocol’s Product Life Cycle Standard and includes life cycle emissions. The demonstration of carbon neutrality will be assured by an Independent Third-Party and certified to BSI’s PAS 2060 carbon neutral specification. See www.castrol.com/cneutral for more information.

CONTENTS

Prime Mover May 2022

40

62

44

34

48

COVER STORY “Moving freight is easy, adding value beyond moving freight is hard.”

76

LIGHTS, CAMERA, ACTION.

Prime Mover Feature Stories FLEET FOCUS 34 Full Range A remarkable period of growth for Glen Cameron Group has been capped off with a new Victorian distribution contract it recently secured with Stramit, along with a fleet of heavy vehicles including its first Freightliner Cascadia.

40 Up to Speed A client-oriented approach to heavy haulage provides the template for Josh and Leonnie Carter as they create opportunities for diversification.

44 Precise Measurements Now more than ever, components such as differentials are being tailored for specific applications. Collins Transport has found Meritor’s pumpless MT23-165G drive axle to be a winner in its Kenworth linehaul prime mover fleet.

TRUCK & TECH 48 Believe the Hype Drivers for Tile Factory Outlet in Sydney are noticing serious improvements in productivity, safety and fatigue management with a pair of recently delivered UD Quon 8x4s.

62 Body Electric Janus Electric relies on the proven dependability of Dana TM4 propulsion systems for its unique electric truck conversions that are seeing a surge of interest from truck operators in Australia and around the globe.

TEST DRIVE 76 Lights, Camera, Action In late 2021 Isuzu released its smartest and safest N Series to date, packed with safety innovation and supported by a longer warranty period.

Regular Run 08 From the Editor 10 Prime Mover News 66 Rentals, Leasing & Finance Showcase 80 Personality 82 Prime Movers & Shakers 84 Delivery 88 ARTSA-I Life Members 90 Trucking Industry Council 92 Victorian Transport Association 94 Peter Shields’ Number Crunch

FROM THE EDITOR

William Craske Editor It’s not widespread knowledge that Shell, which celebrates its 121st year in Australia in 2022, had a cutting edge film unit 80 years ago, established to help explain some of the mechanical marvels of the age. Under the guidance of UK filmmaker John Grierson, Shell produced informative and entertaining films that highlighted the triumphs of how people overcame challenges in health, food and transport. John Heyer’s award-winning documentary The Back of Beyond (1954), perhaps our national cinema’s most well known best kept secret, was one of these.

Commissioned to capture the “essence of Australia,” The Back of Beyond accomplishes this anthropological inquiry in terms close to poetic.

Something of a stylised ethnographical reverie, the film charts the postal route of Tom Kruse, a Royal Mail carrier.

The viewer therein rides shotgun with the unflappable postie in the corroding Leyland Badger he pilots from Marree in South Australia to Queensland, some 517 kilometres along the unforgiving Birdsville Track.

This desolate habit is home to chanting

8

Afghani camel drivers, embittered solitary dingo hunters, and creatures from the prehistoric past. The lyrical commentary, written by poet Douglas Stewart, serves to inform as much as it does to set the rarefied mood.

“Who passes or perishes only the dingo knows,” offers the voice-over by William Henry Butler, in an anodyne observation worthy of the cult HBO travelogue Fishing with John.

It’s worth noting that the Simpson Desert, which had only been successfully crossed on foot by C.T. Madigan just 15 years earlier, suffices as the inhospitable neighbourhood in which Kruse conducts postal rounds that take up to a fortnight to complete.

Principal photography which began in 1951 took the best part of two years to finish. The same year it was released the film was the recipient of Best Documentary at the Venice Film Festival.

Heyer’s film is rightly considered to have extended the language of documentary filmmaking. While the subjects are real, the scenes (like some of the camera set-ups) are sometimes staged. The end result, however, is more Abbas Kiarostami than Alby Mangels. Several scenes like those at Kopperamanna Lutheran Mission and a swollen Cooper Creek are remarkable for the radical departure they make from the film’s already well-established,

albeit, enigmatic, documentary codes.

During its extended release The Back of Beyond is estimated to have attracted 750,000 people to screenings in this country alone. Long before his famous namesake, Tom Kruse enjoyed his own cult of personality.

Kruse, who probably lived long enough to see outback roadtrains in action, died in 2011. Today mail is largely distributed by plane across the cattle stations strewn across his old expansive postal run.

That same tyranny of distance presents challenges anew for those responsible for building the nation, a project that is ongoing, far reaching and unthinkable without those who helped pave the way as the Shell Film Unit served to remind us.

A recently proposed hydrogen heavy vehicle corridor will stretch the gamut of three separate states including the Pacific, Newell and Hume Highways, the latter which is estimated to carry some 40 per cent of the nation’s freight.

Should it prove viable, the project will likely be an awesome undertaking to behold. A film documenting its progress, what’s more, would certainly be compelling. Especially in the hands of Werner Herzog.

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PRIME NEWS

> Hydrogen refuelling corridor announced by states Australia’s first renewable hydrogen refuelling network for long haul trucks will be built along the nation’s busiest freight route it was confirmed in a historic announcement. The state governments of Victoria, NSW and Queensland confirmed that they were set to collaborate on the historic first step towards what they have described as ‘decarbonising the trucking industry.’

New South Wales and Victoria, as part of the memorandums of understanding, confirmed they had agreed to invest $20 million to build at least four renewable hydrogen refuelling stations between Sydney and Melbourne.

The funding will build the network and provide grants for Australia’s first long haul hydrogen fuel cell electric freight trucks – taking advantage of the greater efficiency for freight through fast refuelling, increased load capacity and range. The Victorian, NSW and Queensland Governments will collaborate on the development of the renewable hydrogen highway by 2026, focusing on the Hume Highway, the Pacific Highway and the Newell Highway.

In a statement issued to media, the Victorian Government referred to transport as one of Australia’s largest sources of greenhouse gas emissions, accounting for 25 per cent of Victoria’s total carbon footprint.

Renewable hydrogen showed strong potential, according to the statement, to be cost competitive with diesel which currently powers most of Victoria’s freight industry. The highway program is expected to unlock new markets and create new jobs, driving investment through regional and metropolitan areas along Australia’s eastern seaboard.

With 25 per cent of road traffic between Sydney and Melbourne comprised of freight, NatRoad CEO Warren Clark said the potential impact of today’s announcement was significant.

“We are years away from our industry transitioning to being fully fuelled by renewables and hydrogen is still to establish itself as a viable option but 10

may 2022

Hume Highway in Victoria.

this is an important first step,” said Clark. “Almost nine million tonnes of road freight are moved each way between Sydney and Melbourne alone – which is 1200 freight vehicle trips a day,” he continued. “Sydney–Brisbane road freight is more than 4 million tonnes, which equates to an average of 556 freight vehicle trips per day. And Melbourne–Brisbane road freight is more than 1.6 million tonnes, involving an average of 220 freight vehicle trips per day.”

Renewable hydrogen, according to NSW Minister for Energy and Environment, Matt Kean, will increasingly become a competitive zero emissions fuel option for the heavy transport sector, giving the trucking industry the opportunity to decarbonise their fleets.

“The governments of NSW, Victoria and Queensland are signing Memorandums of Understanding for the refuelling corridors, starting with the Hume Highway, the Pacific Highway and the Newell Highway,” he said.

FCAI Chief Executive Tony Weber said the project was an important step in preparing Australia’s eastern transport networks for a zero-emissions future.

“While this announcement is initially aimed at the trucking industry, it is a historic first step in preparing the

broader transport sector for large-scale renewable hydrogen use. It is great to see three state governments behind this program,” he said.

As renewable hydrogen is energy from renewable sources such as wind and solar which is then stored as hydrogen gas, there was, claimed Weber, potential for it, as a fuel source, to eventually be cost-competitive with diesel, which per VFACTS data, currently powers around one-third of Australia’s new vehicles.

“To prepare Australia for a zeroemissions transport future, more infrastructure investment such as this hydrogen project and leadership from governments at all levels will be needed.”

While some like Queensland Minister for Energy, Renewables and Hydrogen, Mick De Brenni viewed hydrogen as presenting an enormous opportunity for the State, including emissions reduction opportunities and fuel security benefits, NatRoad CEO Warren Clark recognised some of the real-world challenges that industry can expect to overcome in the short-term.

“Whoever wins the Federal election has a lot of work to do in terms of putting in place regulatory standards and incentives that encourage the uptake of renewable-powered heavy vehicles in a market that does not yet exist,” he said.

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PRIME NEWS

> Freight Lines Group acquires transport arm

Freight Lines Group triple roadtrain.

Freight Lines Group (FLG) has acquired the defined operations of an independent transport operator located in the Great Southern Region of Western Australia.

Under the agreement FLG will be responsible for Denmark Transport’s general transport arm.

The transition, which occurred late March, will see FLG increasing its services to the

Great Southern Region to accommodate the general freight transport operations that Denmark Transport used to provide including chiller and freezer transport.

Denmark Transport will still be carrying out some local float and bulk work as Denmark Transport as these operations are not part of the sale FLG confirmed in a statement.

FLG currently runs multiple daily services to and from Albany and will be expanding these services to include Denmark.

FLG also does on demand servicing for Denmark customers and said it plans to increase these services.

FLG has a large general freight yard in Albany where collection and pickup services will continue to be carried out.

Denmark Transport head office is based in the coastal town it takes its name from in the Great Southern Region of Western Australia.

Meanwhile, FLG teased that it would be invest even further on its bulk fleet this year to assist with moving commodities in Western Australia. This will involve delivery of ten Volvo specc’d B-triples.

> Linfox introduces electric trucks into Bunnings fleet Leading logistics and transport specialist, Linfox, has confirmed it is trialling new Fuso eCanters as part of its Bunnings contract. The two new all-electric trucks are part of ongoing evaluations Linfox is conducting, at present, with several of its customers — hardware giant, Bunnings, among them.

The Fuso eCanters will deliver home and lifestyle products to local stores in Melbourne’s southwest and will be powered by 100 per cent renewable electricity according to Linfox.

Based on anticipated usage, at least 60 tonnes of carbon dioxide equivalent emissions (CO2-e) can be avoided annually compared to the same size Euro 6 diesel powered truck.

“As leading Australian retailers continue to reduce reliance on traditional energy sources, Linfox is proud to support our customers’ ambitious sustainability targets,” Peter Fox, Linfox Executive Chairman said in an online statement.

“Act Sustainably is a key strategic driver in our Leading the Way 2025 business strategy, and this includes a growing fleet of electric vehicles replacing diesel powered vehicles on suburban transport routes,” he said. “Supply chain partners have an important role to play in the 12

may 2022

transition to renewable energy and the action we take now will determine our future and the future of generations to come.”

The electric vehicles form part of Bunnings’ sustainability strategy with a pledge to reach net zero Scope 1 and 2 emissions by 2030. The trial will assist Bunnings to assess methods of transitioning to lower emissions transport in its supply chain in the future.

Built by Daimler, the Fuso eCanter will recharge using a rapid charger at Bunnings’ Laverton distribution centre. It can be recharged to 80 per cent capacity in an hour using a 50kW rapid charger or fully charged in 90 minutes. Daimler Truck

Linfox’s Fuso eCanters.

and Bus Australia Pacific President and CEO, Daniel Whitehead, said the electric Fuso eCanter was perfectly suited to help Bunnings achieve its sustainability targets.

“We are thrilled Bunnings will use Linfox operated zero emission Fuso eCanters as part of its clear commitment to reduce carbon emissions and address climate change,” said Whitehead. “The eCanter is a practical workhorse and its full suite of active safety features, including Advanced Emergency Braking System (AEBS), allows fleets to look after the planet and their workers at the same time.”

Linfox now has six electric vehicles operational across Victoria and New South Wales.

COMMAND RESPECT THE SHOGUN RANGE

Respect is earned, not given. And for that reason, the Fuso Shogun range continues to provide some of the most powerful, fuel efficient and intuitively safe heavy duty trucks in Australia.

With a range of powertrains spanning from 360hp/1400Nm to a thundering 510hp/2500Nm, the Shogun draws on the latest in engine technology from Daimler backed by proven Japanese reliability. Available in 6x2, 6x4 and 8x4 rigid, as well as prime mover and tipper spec – there is a Shogun for every job.

As a Shogun driver, you get access to class leading safety including Advanced Emergency Braking with pedestrian detection, driver fatigue monitoring, active cruise control and adaptive LED headlights – all backed by Fuso’s classleading 5 year warranty as standard.

If you’ve got a challenge, we’ve got the Shogun for the Job.

TO FIND OUT MORE ABOUT THE FULL SHOGUN RANGE VISIT FUSO.COM.AU

PRIME NEWS

> IVECO celebrates best performing dealerships

Michael May with IVECO Brisbane dealer Geoff Buswell.

IVECO has recognised its highest performing dealerships for 2021. This year’s awards included categories for Metropolitan, Provincial, Rural and specialist Light Duty Dealerships, as well as for Parts and Service outlets, with judging taking into consideration vehicle and parts sales performance, servicing, customer satisfaction achievements as well as participation in training and marketing initiatives.

Winners for 2021 included several previous award recipients, and also introduced first-timers. The Metropolitan category was jointly awarded to IVECO Brisbane and Adtrans Truck Centre in Melbourne.

Honours in the Provincial category were also shared, with Newcastle IVECO and Widelands Group – Sunshine Coast, topping the 14

may 2022

score sheets.

The winner of the Rural category was Nowra Truck and Tractor Repairs in Bomaderry New South Wales, while the Light Duty Dealer of the Year accolade for sales, service and support of the IVECO Daily van and cab chassis range, went to Westar IVECO Daily in Melbourne.

Rounding out the 2021 awards was WB Truck N Trailer in Burnie Tasmania, who were the best performing Parts and Service Dealership.

IVECO Australia Managing Director, Michael May, said he was impressed with the dedication and resilience of the IVECO Dealer Network in 2021 amidst difficult operating conditions.

“As an organisation we navigated the drawn-out effects of COVID, and dealt with the subsequent supply chain

challenges that came as a result of temporary manufacturing shutdowns and health and safety protocols,” he said “More than ever our relationship with the Dealer Network was critical, and together we worked hard to overcome these challenges, achieving positive sales results and strong year-onyear growth, while at the same time supporting our customers to keep their fleets on the road and contributing to the growing freight task,” said May. “I congratulate all Dealer of the Year winners and thank them for the strong contribution they made to IVECO in 2021.”

IVECO also acknowledged long-time dealership, Bendigo Truck Centre, who recently marked its 25th anniversary as an IVECO Dealer.

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PRIME NEWS

> Qube provides wind farm transport, announces buy-back program Qube Bulk, Ports and Logistics alongside LCR Renewables have commenced work on the Dulacca Wind Farm project logistics providing stevedoring, storage, container management, specialised transport and cranage services. The first discharges for the project have commenced with the LCR and Qube teams working together to provide integrated logistics services.

In total, there will be 43 wind turbine units and these turbines are some of the largest to ever arrive in Australia.

Dulacca Wind Farm Project is located between Dulacca and Drillham in Queensland’s Western Downs area, approximately 250km west of the city of Toowoomba.

The Dulacca wind farm is expected to have an operational life of 30 years. Each of the 43 wind turbines will have a power

generating capacity of 4.2MW and the 180MW wind farm will generate enough electricity to power 124,000 Queensland homes.

Meanwhile, as disclosed at Qube Holdings Limited’s half-year results on 24 February 2022, and following completion of the Moorebank Logistics Park transaction, Qube intends to return up to $400 million of capital to shareholders over the remainder of FY22.

Qube announced an off-market buyback program of up to $400 million of Qube ordinary shares, conducted via a tender process.

“The completion of the sale of Moorebank Logistics Park, coupled with Qube’s strong financial performance in achieving record underlying earnings in FY21 and H1 FY22, have contributed to

a strong capital position, allowing us to announce this off-market Buy-Back,” Qube Managing Director, Paul Digney said in a statement.

The Board having carefully considered how best to return capital to shareholders, according to Qube Chairman Allan Davies, saw to it that the off-market Buy-Back was the most effective method at this time to return significant value to all its shareholders while optimising its capital structure.

“It enables a higher number of Qube shares to be bought back in a shorter timeframe and it reduces our share count faster than an on-market buy-back of Qube shares,” said Davies.

“In turn, a lower capital base and share count supports Qube’s future earnings per share and dividends per share, all things being equal.”

> Clenton’s hit with e-toll error The toll charging ‘scandal’ has intensified with heavy vehicle drivers not being repaid due to system errors and are instead only being offered credit.

Road user toll overcharges are reportedly not being paid out and are instead being held as credit according to testimony from affected drivers such as Kirk Scott.

Scott told Seven News that he had an overcharge of around $1,500 which was not refunded and at the time of his interview was sitting in his account as a credit.

Other drivers have been impacted by

significantly larger amounts.

Jason Clenton, the owner of Clenton’s Transport, was overcharged approx. $57,000.

“I don’t need a credit,” he said. “I need the money put back into our business account.”

Metropolitan Roads Minister, Natalie Ward, said by way of a response in Parliament that refunds to impacted customers would be refunded and that debit card customers were already refunded and advised it may take a day or two.

Clenton said that Transport for NSW advised he would not be receiving a refund of the entire amount; it will instead be held as credit.

“They are refusing to refund me as I have deactivated my E-toll account after which they stole a further $14,000.

“Pretty disgusting to say the least.”

This has fired up the broader conversation about ‘tollmania’ and the rise in toll costs following an estimate of more than 3,600 people being overcharged – and in some cases more than once.

> New freight transport Advisory Council launched in NSW A NSW Freight Transport Advisory Council (FTAC) has been launched.

NSW Minister for Regional Transport and Roads Sam Farraway said the new council would replace the Freight and Logistics Advisory Council (FLAC) and the Road Freight Industry Council (RFIC) and represent the entire freight chain across different transport modes as a single council.

16

“Freight is a priority for the NSW Government and this Council will be a place where members can exchange views and engage in frank and robust discussions directly with the Government,” said Farraway.

“The new body will not only discuss freight and supply chain issues, but provide input into other Government strategies, policies and projects,” he said.

“Industry insight will be critical to the success of our policy framework so we are looking for engaged leaders across the transport industry to be part of the new Council and invite them to lodge their interest.”

Farraway said it made sense to bring industry experts together so that the freight industry could be viewed in its entirety, not segregated into different transport modes.

may 2022

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PRIME NEWS

> NSW hydrogen hubs receive enough funding to power 26,000 trucks More than $4 billion in potential investment has been proposed in response to a recent call for expressions of interest for the the Hunter and Illawarra Hydrogen Hubs.

The NSW Government expects the hydrogen hubs to be pivotal in helping the state scale up the emerging green hydrogen industry by working with industry to support innovation and minimise the cost of infrastructure.

It had originally committed $70 million to accelerate the development of Hydrogen Hubs in New South Wales, starting with the Hunter and Illawarra.

Acting Premier Paul Toole said huge commercial interest such as this shows how much the regions are set to benefit with renewable energy and new low carbon technologies.

“Hydrogen Hubs will provide huge economic benefits for the Hunter and Illawarra, helping to secure jobs of the future,” he said.

“It also represents a huge export potential for our state, with the international market for green hydrogen expected to meet 24 per cent of the global energy demand by 2050, estimated to be worth $900 billion,” said Toole.

Treasurer and Energy Minister Matt

Kean said the overwhelming response includes private sector plans to develop up to 5900MW of electrolyser capacity, more than eight times its initial 700MW target.

“The market has spoken. This is an overwhelming level of commercial interest and it shows our policies are sending the right signals to energy investors, making NSW the go-to state for energy investment,” said Kean.

“Twenty-one individual projects have told us they want to produce almost 268,000 tonnes of green hydrogen each year, which is enough to fuel 26,000 trucks. Hydrogen is integral to decarbonising many parts of the economy, including heavy industry and heavy transport,” said Kean.

At present CSIRO lists 86 Australian hydrogen-related projects with only seven currently operating, while the remainder are in different stages of development, planning or feasibility assessments. As a major gateway to and from Greater Sydney, the Port of Port Kembla has been at the centre of industry and transport for over a century and has a 30-year history in the generation of hydrogen, through the existing Coregas facility.

Steel giant BlueScope has already announced that it will invest $20 million in a new BlueScope Renewable Manufacturing Zone (BRMZ) at Port Kembla in the Illawarra.

Port Kembla’s proximity to Sydney is considered an advantage for fast and easy access to the largest transport market in NSW, as well as renewable energy stakeholders, key peak industry bodies and major events – providing a chance to connect, target and convert international investors into partners for NSW and the Illawarra.

NUW Energy is already capitalising on this proximity through a collaboration of researchers from UNSW Sydney, the University of Wollongong and the University of Newcastle.

Port Kembla is just an hour away from the new Western Sydney Airport.

The NSW Government has high hopes that the Illawarra Hydrogen Hub will leverage existing infrastructure for the production and distribution of hydrogen at Port Kembla, initially building and servicing domestic demand while delivering export capacity and capability by 2030.

Aerial view of trucks awaiting coal loads at Port Kembla.

18

may 2022

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PRIME NEWS

> Westport connected road concept released in WA

Kwinana Freeway will be upgraded as part of the Westport program.

The next major step in the Western Australia Government’s transformational Westport program has seen preliminary plans for the Anketell-Thomas Road Freight Corridor released today.

An early concept design demonstrates how the future container terminal in Kwinana’s Outer Harbour will connect with Tonkin Highway, providing an efficient Western Australian freight and supply chain network.

The concept includes four traffic lanes and grade-separations at key intersections to provide uninterrupted movement for freight vehicles, and better safety for drivers.

While the final concept is subject to further planning and consultation, the road corridor has been identified and a Planning Control Area (PCA) will be put in place to ensure proposed developments in the area support the future road freight corridor.

Under a PCA, any proposed developments will be referred to the WA Planning Commission for approval to consider how it interacts with the future freight corridor.

All landowners who may be affected by 20

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the proposed PCAs will be personally contacted by the Westport Office for further discussions, with this engagement being undertaken as early as possible.

The Westport team are engaging with stakeholders, landowners and the local community to progress the design and are seeking feedback. While planning and design of the road corridor is ongoing, Westport is continuing to consider how goods can move as efficiently as possible through a Landside Logistics Opportunity Study.

Working with industry stakeholders, the study will identify and recommend a shortlist of options to consider in the supply chain and integrated design process.

Westport is the State Government’s long-term program to investigate, plan and build a future port in Kwinana with integrated road and rail transport networks.

The 2021-22 State Budget included $400 million for the Westport program for strategic land acquisition and enabling works required for the development of a new port in the Kwinana industrial area. The transformation of Tonkin

Highway is already underway, with major construction works on the Tonkin Gap Project through Redcliffe.

Funding has already been allocated to upgrade three intersections – Hale Road, Welshpool Road and Kelvin Road – as well as to extend Tonkin Highway from Byford to Mundijong.

A number of interim upgrades are also planned for Thomas Road, over the next three years, to improve traffic safety and efficiency for the current traffic demands, while work continues to plan for the future freight corridor. Details of further investment on Thomas Road, as outlined in the Federal Budget, will also be revealed shortly. These including duplicating the road from Kwinana Freeway to Bombay Boulevard, installing street lighting from Bombay Boulevard to Kargotich Road, constructing dual lane roundabouts at the Thomas Road intersections with Nicholson Road and Kargotich Road and the already completed shoulder widening between Kwinana Freeway and Cumming Road.

“Westport is a once-in-a-lifetime project to deliver a new container port in Kwinana – it’s important we get it right,” said Transport and Ports Minister Rita Saffioti.

“Today’s announcement of the preliminary design of the new freight corridor is a big step forward for the project,” she said.

“The Anketell-Thomas Road freight corridor will be a key link, connecting the new container terminal in the Outer Harbour with Tonkin Highway and meeting the needs of the Kwinana industrial area as it continues to grow.

“The transformation of Tonkin Highway is already underway, with the Tonkin Gap project under construction, and funding allocated for upgrades to three key interchanges and the extension from Byford to Mundijong.

“Now that we have a preliminary road design, the Westport team will be out and about talking to the community, local residents and businesses about the next steps.”

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For over 85 years, UD Trucks have delivered ultimate dependability.

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PRIME NEWS

> Isuzu acknowledges best dealers for the year Isuzu has named the top dealers for 2021 in its national network and crowned a three-time winner. That honour went to South West Isuzu (WA) who was recognised with the 2021 National Dealer of the Year award. It’s the third win in three years for South West Isuzu who took out top honours in 2020 as a joint winner and in 2019.

The dealership also managed to take out the Service Dealer of the Year Award for the third year in a row, adding to their long history of honours as a top Isuzu dealership.

IAL Director and Chief Operating Officer, Andrew Harbison, congratulated South West Isuzu on an outstanding effort.

“It’s an honour to present our National Dealer of the Year Award to South West Isuzu again this year,” said Mr Harbison.

“To be recognised as a high performing Isuzu Trucks dealership, but also as Dealer of the Year and our Service Dealer of the Year for three consecutive years is an achievement like no other,” he said.

“Our congratulations on a fantastic result, particularly during what was not an easy operating climate in Western Australia last year.”

South West Isuzu Dealer Principal,

The team at South West Isuzu in Perth.

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Darren Sprigg, accepted the award on behalf of his team.

“I’m very happy to receive this award on behalf of South West Isuzu. It’s a great honour, particularly for the team here who deserve all the accolades on winning the award again,” he said.

“It’s always a close result between dealers competing in this program, so our congratulations also to Ballarat, Peel Valley and Gippsland Truck Centre on their Sales and Parts achievement — I hope everyone enjoys and appreciates this award as we do here at South West Isuzu,” said Spring.

“Although it was challenging doing business in many respects, and stock was always an issue during 2021, we had contingencies in place and were able to deliver well for our customers throughout the year.”

Despite the challenges, the market according to Spring, was seemingly going from strength to strength in Western Australia and for Isuzu nationally.

“It does feel good to be in the position of leading in Australia’s competitive truck segment,” he said.

“I always say you need a bit of luck in life and to win something like this, I suppose we have been lucky three times now,” Sprigg added.

“We are lucky with all the talented, reliable people we have working together, lucky to have our customers, and lucky to have a great field team from Isuzu here in Western Australia.”

For the 2021 Sales Dealer of the Year, Ballarat Isuzu (VIC) took home the award. No stranger to Isuzu’s Dealer of the Year program, the regional Victorian dealership has received a variety of prestigious awards from five of the past six years, including Dealer of the Year and Parts Dealer of the Year in 2020.

Joint winners Peel Valley Isuzu (NSW) and Gippsland Truck Centre (VIC) shared the coveted crown of Parts Dealer of the Year for 2021, a considerable achievement given local and international supply chain challenges.

“To our Sales Dealer of the Year, Ballarat Isuzu, a warm thank you and well done on navigating what was an interesting year for truck sales in Australia,” Harbison said.

“To our joint Parts Dealer of the Year winners, Peel Valley Isuzu and Gippsland Truck Centre, your drive, innovation and commitment to customer service is appreciated by all here at IAL,” he said.

“Congratulations on a job well done for all our winners.”

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tigerspider.com.au | (03) 9537 1027 | 106/181 St Kilda Rd, St Kilda VIC 3182

PRIME NEWS

> PACCAR joins launch of mental health roadshow

Andrew Hadjikakou.

Healthy Heads in Trucks & Sheds (HHTS) has launched a mental health outreach program, touring around the country in a medium rigid DAF LF. The vehicle was initiated by PACCAR Australia, its dealers and the Australian Trucking Association and now provides HHTS with the opportunity to reach truck drivers, warehouse and distribution centre staff, on mental health and wellbeing issues.

The Roadshow will take on 18 industry events across 2022, providing mental health support through resources developed by HHTS and promoting education materials tailored to the needs of the heavy vehicle and supply chain sector. The team will encourage the use of the free Healthy Heads App and will distribute pocket-sized handbooks with practical mental health and wellbeing tips.

“The announcement of the Roadshow comes with great excitement as it allows HHTS to connect with those in 24

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the industry who may not have access to the tools they need to take care of their mental health,” said Naomi Frauenfelder, HHTS CEO. “Our longterm ambition is to make mental health part of everyday conversation and the Roadshow provides HHTS with the means to help people in the sector feel more connected. It’s about stopping to have a chat and knowing where to turn when support is needed,” she said.

The Roadshow has been brought to life through significant backing from major industry partners including PACCAR Australia and Dealer Industry Fund, joining HHTS as a Foundational Sponsor.

As well as BP who will provide HHTS with access to their network with over 500 sites, in addition to their recent sponsorship. Crucial funding toward this initiative also comes from The National Heavy Vehicle Regulator (NHVR) via the Heavy Vehicle Safety Initiative, supported by the

Federal Government.

“At PACCAR we prioritise mental health as much as we do safety.

In partnering with HHTS as a Foundational Sponsor and contributing to the delivery of the Roadshow we are proud to show our commitment to better mental health and wellbeing for the wider transport and logistics industry,” said PACCAR Australia Managing Director Andrew Hadjikakou.

The Roadshow begins its tour in March, hosting events in Albury, Marulan and Gundagai at BP facilities.

Events will be free and open to anyone who works in road transport, warehousing and logistics.

“With close to half a million heavy vehicles on our roads, improving the mental health and wellbeing of everyone in the industry is a priority for the NHVR, and is pivotal in keeping all road users safe,” said NHVR CEO, Sal Petroccitto.

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PRIME NEWS

> AgForce pushes for concessional primary producer registration protection AgForce is urging members to play their part in helping ensure retention of primary producer vehicle registration concessions after a QCL front-page article in March raised issues of misuse by some producers who were allegedly competing with commercial operators.

In the article, Livestock and Rural Transporters Association of Queensland (LRTAQ) President Gerard Johnson suggested implementing measures like greater compliance enforcement. This

included putting a concessional signifier on the national heavy vehicle plate, limiting the concession to vehicles of 12 tonnes or less, or extending the scheme to all vehicles that exclusively carry primary produce.

The Department of Transport and Main Roads (TMR) had not observed significant non-compliance according to AgForce, who will look to engage further with LRTAQ and the TMR on the issues raised, as well as continue to put downward

pressure on transport costs.

“AgForce sees great benefit in the scheme and does not condone any abuse of the concession – the best way of seeing it is retained,” it said in an issued statement.

“We will firmly oppose any moves to reduce its value to industry.

“We encourage all concessional primary producer registration users to review the requirements of the scheme so that they are fully aware of their responsibilities.”

A rigid vehicle picks up produce in regional Australia.

> Direct Couriers adds ten trucks to fleet

Some of the new UD Quons.

An order of ten UD Quon prime movers will help bolster the fleet of freight carrier Direct Couriers. The first five of these have already been delivered as part of a recent expansion of its mobile assets to meet the ever-increasing demands it faces transporting goods by road all over Australia.

Direct Couriers services contracts with many of the biggest firms in the international freight forwarding industry, healthcare and medical industries along with major e-commerce players in the market place.

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Founded in 1983 with a few vans and cars that serviced advertising agencies around Sydney, today the company boasts a fleet of more than 1,200 drivers and vehicles, with more than 250 office staff in Sydney, Melbourne, Brisbane, Adelaide, Perth and Auckland in New Zealand.

“Our expansion over the past couple of years has been dramatic,” said Barry Reichman, Direct Couriers Managing Director. “To maintain our high level of service we urgently needed more vehicles on the road. We were in the market for ten new prime movers and UD Trucks made it easy for us to choose the Quon.”

The business works across a broad range of tasks including same-day metropolitan courier and taxi truck hire, e-commerce home delivery services, refrigerated transport and contract logistics.

An interstate linehaul service between Sydney and Melbourne requires the use of prime movers.

Adaptability for multiple tasks was one of the major requirements for Direct Couriers when it decided the UD Quon was the

right truck for the job.

It also meets the company’s emission standards requirements while demonstrating excellent fuel efficiency according to Reichman.

“The service agreement means we don’t have to worry about maintenance and reliability, because UD Trucks handle everything,” he said. “The agreement gives us zero downtime and predictable servicing costs, and best of all we can be certain that these Quons will be with us for many years to come and give us maximum value for money.”

In a difficult period for commercial vehicle orders across the globe, where container imports, manufacturing disruptions and chip shortages have delayed deliveries, Direct Couriers have secured they needed, when they needed it.

“UD Trucks were able to provide these vehicles when we needed them and have been great to work with and we’re looking forward to buying many more vehicles from UD Trucks into the future,” said Reichman.

PRIME NEWS

> Inland Freight Route receives major funding boost A Kalari roadtrain departs from Charters Towers.

A further $400 million has been unlocked by the Federal Government to upgrade the Inland Freight Route. Billed as the ‘Second Bruce Highway’, the 1,184-kilometre north-south route from Charters Towers in North Queensland to Mungindi on the New South Wales border is a nationally significant freight route. As a resources and agricultural powerhouse, Queensland is expected to benefit greatly from a better Inland Freight Route and in doing so will unlock more cotton, grain, cattle, fresh produce, coal, oil, gas and other valuable commodities for export.

“Our investment through the 202223 Budget builds on the $400 million committed in last year’s Budget, taking our total investment in the Inland Freight Route to $800 million through to 2030-31,” said Deputy Prime Minister Barnaby Joyce.

“This will deliver the upgrades needed to move trucks off the Bruce Highway and support the safe and efficient flow of goods and commodities from regional businesses to supermarkets and ports,” he said in a statement.

“As a reliable alternative to the Bruce Highway during wet weather events, the Inland Freight Route also ensures regional towns and communities can continue to receive essential goods and services.”

The Government’s investment, according to the announcement, will help deliver progressive upgrades, including realignments, overtaking lanes, flood resilience and drainage works, pavement 28

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widening and safety treatments.

These works will create more than 2,000 jobs, delivering an economic boost across Queensland, both now and into the future.

Joyce, who also serves as Minister for Infrastructure, Transport and Regional Development, said the Government is delivering the projects that will make Australia’s economy stronger.

“Improving key freight routes will drive the growth of regional industries that produce wealth, like our mining and agriculture sectors,” he said.

“To become as strong as possible as quickly as possible, we must sell more of the products that make our country wealthy and strong. “Slashing travel times for trucks mean the valuable commodities they carry can reach our ports more quickly and we get paid sooner. That is how our nation becomes as strong as possible as quickly as possible.”

Minister for Agriculture and Northern Australia David Littleproud said improving freight efficiency and productivity would drive growth for Queensland’s agriculture producers.

“This is a $400 million investment in the people of regional and rural Queensland to open up a wider corridor for their commercial benefit,” Minister Littleproud said. “It is about growing the economic pie and making sure the men and women on the land get a good sized slice of that pie.”

Federal Member for Capricornia Michelle Landry said upgrading the Inland Freight Route would be a game-changer for regional and rural areas in Queensland.

“This additional investment to upgrade the Inland Freight Route ensures regional and rural areas in Queensland continue to get goods and services into their towns,” said Landry. “Only the Coalition Government understands that an investment in our freight industry is an investment in Australia’s economy.”

Federal Member for Flynn Ken O’Dowd said the Inland Freight Route provides an important link to ports, boosting business for exporting industries.

“These upgrades will also better link Central Queensland to the southern states, ensuring the economic impact of the Inland Freight Route is felt far and wide,” O’Dowd said.

Special Envoy for Northern Australia and Senator for Queensland Susan McDonald said regional Queensland would be a big winner from the extra funding.

“The Coalition Government understands that regional areas are counting on a major economic boost by being able to get produce to markets more quickly, in greater volume and in better condition, especially when other routes are affected by flooding,” she said.

Since 2013, the Coalition Government has invested over $31.8 billion in 307 major projects across Queensland. This includes over $10 billion for priority upgrades to the Bruce Highway.

GLOB AL NEWS

> AO unveils first natural gas S-Way A delivery of ten striking new CNGpowered prime movers have gone into operation as part of an AO contract in the UK. The British electrical goods retailer is looking to reduce its carbon footprint across its commercial vehicle fleet. New IVECO S-WAY NP 4×2 units, the first in AO’s 129-strong trunking fleet to operate on natural gas, are part of the five-year, full-service contract hire agreement signed with fleet management and rental solutions specialist Fraikin. The vehicles run on compressed biomethane and replace older, diesel-powered trucks.

Utilising its industry expertise, Fraikin was able to highlight how the new IVECO trucks could provide a cost-effective solution with the right environmental credentials.

“We’re thrilled to welcome the new CNG vehicles into our UK trunking fleet and continue our successful partnership with Fraikin,” said David Ashwell, AO Logistics Managing Director. “At AO Logistics, we are always looking at ways to improve our operation in terms of both sustainability and fuel efficiency – trialling these new

IVECO S-Way.

IVECO tractor units is a fantastic step towards reducing our impact on the environment.”

Supplied in AO’s memorable green vinyl livery, the new vehicles will operate with both single and double deck trailers.

Carrying large appliances between the company’s depots in Crewe and North London, they are expected to clock up around 125,000 miles (201,100km) per year. Over the last two years, the retailer has increased its warehousing capacity by over 80 per cent to 1.5 million sq ft, rapidly growing its distribution network to over 25 depots across the UK. The new IVECO S-WAY NP reportedly boasts some of the most mature gas

driveline technology available on the market, enabling operators to dramatically reduce carbon emissions by up to 95 per cent when running on biomethane.

The new truck design boasts improved aerodynamics to help reduce drag and improve fuel efficiency. With large, 1,052-litre fuel tanks, the S-WAY NPs will be more than capable of handling their intended operational trunking routes, offering a range of up to 380 miles on a full tank.

“Having already supplied 63 tractor units into the fleet since the companies began working together in 2017, Fraikin has built up a solid understanding of AO’s business and are acutely aware of what is required from the vehicles it operates, as well as its wider environmental aims,” said Mark Guilfoyle, Fraikin Business Development Manager. In total, AO currently operates more than 1,000 commercial vehicles, including 3.5-tonne ultra-light weight home delivery vans supplied by Fraikin. If the new trucks prove to be a success, the company will look to replace more diesel-powered assets.

> UD Trucks appoints new president Kouji Maruyama.

UD Trucks has announced the appointment, effective April 1, of Kouji Maruyama (formerly Senior Vice President, Japan Sales) as company President.

He replaces Takamitsu Sakamaki who retired 31 March.

The proposed change was subject to the approval of the board of directors scheduled last March.

Kouji Maruyama, who will continue to serve as head of Japan Sales, will further drive the company’s Better Life purpose 30

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to become a sustainability leader in the commercial vehicle industry by 2025, supported by a four-pillar strategy: ‘Better for Logistics,’ ‘Better for the Planet,’ ‘Better for People,’ and ‘Better for Business.’

Together with stakeholders and partners, UD Trucks will strive, according to the statement, to make life better for people and the planet.

“Under the leadership of Kouji Maruyama, UD Trucks will grow the business while addressing the social and environmental challenges faced by society today and tomorrow,” said the company. “This will be done by strengthening the company’s diverse and inclusive culture, investment in innovation, and manufacturing capability.”

Kouji Maruyama joined UD Trucks in 1985, devoting the majority of his career to frontline sales, sales strategy, and marketing. In 2018, he was appointed to

Senior Vice President, Japan Sales.

Since then, he has led the company on a mission to be the truck brand of choice among customers.

He also spearheaded the introduction of UD Active Steering on the heavyduty Quon in 2021, a breakthrough technology that vastly improves the ease and accuracy of steering while reducing driver fatigue.

Departing President Takamitsu Sakamaki joined UD Trucks in 1980.

After gaining a wealth of experience across all manufacturing processes, from engine production to quality control, he became Senior Vice President of Production in 2016 and President of UD Trucks in 2018.

He also was instrumental in overseeing the integration of production technology from UD Trucks former parent company, Volvo Group.

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FUNDING THE GAP Frank Sandy Frank Sandy, CEO of TWUSUPER has been with the fund since 2005. His previous roles have involved managing both finance and human resources.

Frank is a CPA and has a Degree in Business Studies in accounting as well as a wealth of experience in finance and superannuation.

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Transport workers can be subject to early retirement given the labour-intensive nature of the work leaving many with a big hole to fill between the end of work and receiving an Aged Pension.

H

ow Much Super is Enough? Understandably this is a question our people get asked a lot and it’s a challenge to answer, but worth unpacking. Our Australian retirement system is based on three pillars: a means-tested Age Pension, compulsory superannuation savings, and voluntary private savings both inside and outside the superannuation system.

The question of how much super do you need has to take into account other assets, lifestyle, spending patterns, and unknowns such as variations in how long we all live — it’s not so straightforward. If you own a house or have it substantially paid-off close to retirement, that’s an important step in security.

Homeowners have potential lockedup value which could be accessed via downsizing or other means. Some are fortunate enough to have other additional significant assets.

For the many Australians who are renting, and are close to retirement, the situation is difficult. While the property boom has increased the value of homeowners and investor assets, the sheer demand for property, particularly regionally, has seen vacancies dry up and rents increase dramatically. This has severe implications for those renting and surviving on the Pension as

the primary or only source of income.

There are parts of Australia that are still relatively affordable to rent, but the distances from infrastructure, friends and family are considerations. The Government does provide some rental assistance based on eligibility, but it’s a nominal amount compared to the costs of rental.

In addition to the normal variations in personal wealth, people in transport have particular issues to consider. The physical nature of driving for many years or working in a manual capacity means eventually injury or time take a toll on the body. Our insurance claim records for the past financial year show the three highest claims areas are: • Musculoskeletal (54.4 per cent) • Mental health (8.2 per cent) • Spinal Injuries (8.2 per cent) I highlight these statistics as they tell a story of why many people in the T&L industry have to retire earlier than they would have hoped.

The Age Pension kicks in at 67, so the gap between when people can physically work or have to stop could be a number of years. People in management or logistics may also find themselves subject to technology or skills deficits which could also result in an earlier retirement. Clearly this has implications for those who must

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fund a ‘gap’ between stopping work and receiving an Aged Pension.

That’s a big hole to fill and can drain super quickly.

Even for those who are relatively well off and have substantial savings in and outside superannuation, knowing how much do you need before retiring should consider a number of variables: • Your lifestyle expectations • Your spending patterns •L ikely longevity in age (an impossible question).

For some people, they can live on a relatively modest budget, while others have different expectations such as overseas holidays, fine dining or other luxuries.

Some people are good at delayed gratification, others not so.

The way you invest is also another key factor, being too conservative or

playing the markets can have different risks. Which means there is no simple answer. We do have guidelines based on normal costs of living from a modest living to those who want a more ‘comfortable’ lifestyle. But the reality is that each person’s situation is so different that online tools may give a false sense of hope, or despair. Living on the Age Pension is a challenge if it’s the only source of income, even if you own a home. For most Australians, a combination of the Age Pension, in full or part, supplemented with a superannuation income stream that will provide enough income to see them through retirement.

No matter what your current circumstances, it’s worth considering getting financial advice from a qualified person who has your best interests at heart. They will need to understand your individual situation, your hopes,

financial situation, and lifestyle factors.

At TWUSUPER, we have a range of options to suggest if you want to speak to someone or we can also offer workplace education sessions that can cover the basics, as well some strategies to grow super.

Finally, I should mention insurance death (life cover) and permanent disablement cover which is included with most superannuation funds to help protect individuals and families.

Our insurance cover is tailored for transport people and covers all occupations, which is not the case with many policies. It’s an important topic, so please visit our website if you are not aware of the implications for you or your people.

After all, none of us knows what’s ahead, but we can plan and balance the needs of today against those of the future.

Living on the Age Pension is a challenge if it is a sole income. p r im e m ove r m a g . c o m . a u

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COVER STORY

FULL

RANG Freightliner Cascadia B-double makes short work of Melbourne’s Eastern Freeway extension.

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A remarkable period of growth for Glen Cameron Group has been capped off with a new Victorian distribution contract it recently secured with Stramit, along with a fleet of heavy vehicles including its first Freightliner Cascadia.

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eeping insulated from the supply chain disruptions that commonly roil markets is the latest, in a long line, of challenges that have beset road transport players, whose revenue diversification, amid two years of turbulence, is being put to the test like never before. For the Glen Cameron Group, the last 12 months, has, as if in direct rebuff to the ipso facto obstacles of inflation, heightened geopolitical tensions, natural disasters and COVID-affected freight movements, enjoyed what amounts to an unrivalled period of success in its 47year history.

In a little over a year the Glen Cameron Group has expanded its depots, commercial vehicle fleet, customer portfolio and unveiled a brand new $20 million Cameron Interstate complex — a facility in Sydney with 6,200 metres of under-cover space on 30,000m2 site where 60 employees are supported by 65 contractors who look after an average of 25 B-doubles of freight every 24 hours. All of which, moreover, is within immediate proximity to key connecting arterials.

Road freight has increased eight-fold, from an approximate 26 billion tonne kilometres in 1970–71 to around 203 billion tonne kilometres in 2015–16. By 2040, should it remain on course for average annual growth of 2 per cent per annum, road freight volumes are projected by the Bureau of Infrastructure, Transport and Regional Economics to grow by 56 per cent.

Heavily dependent on road freight, the construction sector comprises around 30 per cent of total road freight tonnages.

For any serious business adjacent to the building industry having the right transport partner is not optional. Some companies, as the booming construction and building materials supply realm advances, are catching the drift.

Total dwelling approvals increased by some 23 per cent year-on-year according to figures released by the Australian Bureau of Statistics’, with private housing approvals 42 per cent higher than they were August 2019. p r im e m ove r m a g . c o m . a u

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COVER STORY

For Cameron Logistics, a major growth area of the Glen Cameron Group business, landing a major contract with Stramit, a building materials supplier and manufacturer, is a significant event and should be cause for celebration by both parties. It alone reflects the foresight of timely investments in the twin tenets of physical infrastructure and production.

That said, contracts in the freight world of any magnitude are not an overnight event in the making. The toil of the distant past paves the way forward ­— often right now. Not unlike most longstanding family businesses the Stramit pedigree is involved and multigenerational. It dates back to the 1890s, for an indication of how far the company has come on its journey.

A signature move, however, in 1989, when KH Stramit and Amatek Building Products joined forced, set in motion its current ownership model. That merger resulted in the company becoming one of the country’s largest steel roll formers across a national network — a network it expects to bolster and make truly panoramic through its new partnership with Cameron Logistics.

Stramit, which is no stranger to swift growth itself, opened a new Taurean 7,000m2 facility at Knoxfield in 2018, in addition to an R&D facility in New South Wales unveiled the same year.

Its expansion is very much tied to its transportation partners as its business needs evolve. This is where Glen Cameron Group comes in.

“Having long-term partners like Cameron is key as we embark on this journey together,” says Malcolm Thomas, Stramit Sales & Operations Planning Manager. “We went on a very extensive evaluation process before appointing Cameron as our logistics provider for Victoria. As our business seeks to add innovative products into new competitive markets, a partner like Cameron will work with us to achieve the best logistics outcomes and of course safety is critical.”

An additional fleet of around 70 trucks and specialised trailers were acquired to 36

may 2022

Side view of the Cascadia cab entry.

distribute the Stramit roofing, shed kits and roller door products. There was also a requirement for a linehaul B-double service to run the nine-hour Melbourne to Sydney leg, return.

As part of the contractual arrangement, Cameron Logistics purchased a new Freightliner Cascadia with a 36-inch walk in sleeper suited for the task.

Several Vawdrey Titeliner trailers were also commissioned especially for the job. The new Vawdrey B-double Titeliners feature unmissable Stramit product images on the curtains. Greg Morris, Glen Cameron Group National Fleet Manager, opted for a new 13-litre Freightliner Cascadia 116, with alloy bullbar incorporating LED driver light and ice pack cabin cooler, to pull the trailer set after careful consideration was given to benchmarks he commonly associates with his extensive linehaul operations.

“Fuel, driver comfort and the latest technology including all of the Mercedes-Benz safety features that we have become accustomed to over the years,” he says of the decision. “The safety features in these trucks now

have progressed so much over the last five years.”

Par for the course, the newest Freightliner will also be nationally maintained under a Daimler full maintenance contract for the duration of its cycle in the Cameron business.

Several new Cascadias have been evaluated by Greg and his team over the last 12 months with more already on order. JOST sensor top turntables have been fitted to the newest Cascadias as mandatory across the fleet.

“We have been a customer of JOST for over 30 years,” says Greg, who has been with the Cameron’s organisation since 2011. “They always provide us with great support and make great products — especially the JSK 42.”

The truck comes with adaptive cruise control, lane assist and “extraordinary”, per Greg, brake assist technology along with intelligent high beam, making it the first vehicle in the fleet equipped with this technology.

These safety features are also pivotal to the customer who naturally wants its products moved with the best road transport technology available in the

Front view of the Cascadia 36inch walk in sleeper cab.

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COVER STORY

market. For Malcolm, that provides what he calls a big measure of comfort.

“The new Freightliner Cascadia purchased by Cameron Logistics is a terrific example of this,” says Malcolm.

“The safety features on the vehicle really took me by surprise. For me personally, if I am out sharing the road in my car, with my family with these big trucks, the minimum standard comes down to knowing that we are part of, and contribute to, the best safety features possible with a truck like this and knowing that it is maintained to the highest service standard under the Cameron service regime.”

Learning about the latest emission standards currently embraced by the market has been another of the vehicle’s redeeming qualities according to Malcolm.

“The Detroit motor, for example, boasts the latest Green House Gas protocol

17 US standard which even exceeds Euro 6 engine standards,” he says.

“This is important to know. Across our business we are also seeking sensible environmental targets, so with Cameron’s now distributing our products we are looking forward to doing this better as we modernise the Stramit fleet. Trucks with safety and environmental features like this will absolutely play a big part in what we do in our business into the future.”

As standard Cameron Logistics specify Hendrickson HXL 7 INTRAAX suspension and axles with a 1.2 million kilometrewarranty. Included are the TransKing Tightwinder winches and Quickstrap MK II. The Quickstrap system eliminates, according to Shane Coates, Glen Cameron Group Asset Manager, the need for drivers to climb steps so that they can pass or throw straps over the load.

“It can now be done safely with little

effort from the ground using this system,” he says. “The driver just hooks the load binder strap into the Quickstrap using an extension pole and then pulls the strap across the load from the other side of the vehicle.”

Aside from the inherent efficiencies involved in their use, the TransKing winches, according to Greg, are most of all safe and make for a great initiative.

“As a process, it requires less effort of the driver to realise more down force than a standard drum winch,” he says. “The cantilever winch handle and clockwise rotation of the tensioner is devised to greatly reduce the risk of drivers slipping and hitting their face on the side of the vehicle. We now standardise the Quickstrap and Tightwinder product across our entire fleet.”

Having secured the Stramit contract for the next five years, Founder and Managing Director, Glen Cameron is pleased by the

“The new Freightliner Cascadia purchased by Cameron is a terrific example of this. The safety features on the vehicle really took me by surprise.

For me personally, if I am out sharing the road in my car, with my family with these big trucks, the minimum standard comes down to knowing that we are part of, and contribute to, the best safety features possible with a truck like this and knowing that it is maintained to the highest service standard under the Cameron service regime.”

Malcolm Thomas Stramit Sales & Operations Planning Manager

38

m ay 2 0 22

design of the Cameron Logistics livery together with the Stramit advertising on the trailers.

“Not only is it representative but speaks to the partnership with Stramit.

Displaying both of our brands together to the market is a great way to do business with our customers,” he says. “What a great outcome.”

As a combination, the truck and trailers do little to harm the reputation of an iconic industry player renowned for the presentation of its equipment. In fact, it only enhances it. Effective deployment of new mobile assets instils, and understandably so, greater confidence around the sector.

Branding around the Glen Cameron Group business is distinctive. With the addition of the new Freightliner, it can be argued that it has gone to another level.

The adoption of a uniform approach in its highway presence, going back to the

late ‘80s, conveys across the business, fleet and key partners, an awareness that its brand vision aligns with competency, customer service and growth. These rolling billboards, in contrast to the images of decline of many cities as they return from lockdown hibernation, indicate a thriving business despite two years of headwinds from economic forces outside of its control. These challenges for Glen Cameron Group have been met with market readiness primed by solid groundwork.

After 47 years of business, Glen notes the same values hold true today from the advice he received from his father, Ed Cameron, when he was first starting out.

“Ed said, ‘take care of the customer and the rest will follow,’” Glen recalls. “That is, if a customer has a good experience, they will return. Some of our customers have been with us for 30-plus years. But equally we can’t do that without good

suppliers.”

Both Daimler and Vawdrey have, according to Glen, also been an integral part of that journey.

“They have been loyal and valued suppliers for us in excess of 20 years,” he says. “Moving freight is easy, adding value beyond moving freight is hard.”

In addition to protecting a recognised and highly regarded brand, the focus is on ensuring the business delivers the very best service to all of its customers while supporting its valued suppliers and giving its drivers the very best and safest equipment available.

“If we don’t do things like that, then we are just another carrier and that’s not what our customers want,” Glen says. “At the end of the day it’s all about relationships. Relationships with our suppliers, with our customers and of course our people, all working together to do it better and more safely.”

Freightliner Cascadia 116 in full flight. p r im e m ove r m a g . c o m . a u

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FLEET FOCUS

Kenworth Legend 900.

UP TO

SPEED A client-oriented approach to heavy haulage provides the template for Josh and Leonnie Carter as they create opportunities for diversification.

A

s Josh Carter was growing up, when he wasn’t competitively racing BMX bikes, he was with his grandfather Ken learning the intricacies of heavy haulage from a man who had the reputation of being a master in that particular specialised sector of the industry.

Josh completed his mechanic’s apprenticeship at the Gilbert and Roach dealership in Newcastle, working on Kenworth and Isuzu trucks and while still a third year apprentice he gained his heavy vehicle licence and worked 40

may 2022

permanent night shift as a mechanic combined with driving a truck and dog or a float for his grandfather during the day. Josh eventually finished his trade and went to work for his grandparents full time for most of the next ten years, gaining valuable experience driving trucks and dogs, and operating heavy haulage floats. Ken Carter was 82 years old when he finished driving and retired.

During a holiday break in Queensland around that time Josh, with the moral and financial support of then girlfriend Leonnie, decided to purchase

a Kenworth K104 rigid tipper from his grandfather which was converted to a prime mover and put to work with a hired driver and trailer, mainly carrying steel. That same K104 is still operating in the Carter fleet today, a strong testament to the Carter service and maintenance regimes.

“I didn’t know anything about trucks when I first met Josh,” says Leonnie. “I came home from Queensland and said to Mum: ‘You know that new boyfriend I’ve been dating for about six months?

Well, we’ve set up a business and I’ve bought a $100,000 truck.’”

The couple’s recollection is that cocktails, pizza and a Keith Urban concert were involved in what has proved to be a good decision. Leonnie recognised Josh’s exceptional work ethic, which was demonstrated when, despite being on leave, his phone kept ringing with calls from clients.

“When you have a business the hardest thing to get is your clientele,” says Leonnie, who supported the concept of creating their own business. Today the Carter Heavy Haulage operation runs a fleet of Kenworth trucks performing heavy haulage tasks as well as some diversification including bitumen tankers.

The truck which Josh drives is a Kenworth Legend 900 which has a GCM rating of 163.5 tonnes, and he is excited about taking delivery of a new Legend SAR around mid-year.

A Kenworth T359 8x4 tilt tray provides good grounding for newer drivers to gain experience in critical areas such as load restraint and provides the opportunities for them to learn how to drive the various machines such as profilers and excavators which have to be loaded before being transported.

“The drivers have to be signed off on each piece of plant they carry,” says Leonnie who has helped develop a comprehensive, yet workable, instruction manual. At Carter Heavy Haulage safety and compliance are key factors in the company’s overall service offering with Donna Hunter filling the role of compliance manager, drawing upon her experience in road and rail transport along with her formal qualifications including a Diploma in Workplace Health and Safety, plus she has Chain of Responsibility and Fatigue Management certification.

Josh takes a cerebral approach when assisting drivers new to heavy haulage.

“I ask them to think about where they’re going to park the truck in order to load a machine,” he says. “If they can get off the main road and go down a side street it’s much safer but they then need to be able to get back out. I encourage that forward-

thinking mentality.”

Three of the current team of drivers are also former Kenworth mechanics who obtained their qualifications at Gilbert and Roach.

“All the guys when they work here it means something to them, they’re part of the family and fit in with the culture here and share the passion to do this type of work,” says Josh. “What we do is not for everyone and not everyone can do it. It’s hard work, long hours, and can be hard on families.”

process to diversify the client base, Josh and Leonnie looked further afield and realised there were opportunities as far away as Western Australia so they obtained the accreditations required for the Over Size and Over Mass permits in that state, as well as NHVAS mass accreditation in their home state of NSW. Some of the Western Australian work involves 25-metre lengths of rail track on extendable trailers from Sydney to the mines in the Pilbara region plus

Leonnie and Josh Carter.

Much of the work performed by Carter Heavy Haulage involves the transportation of mining and roadmaking machinery such as bitumen pavers and road profilers, frequently in challenging situations such as moving 45 tonne excavators into and out of the Newcastle Foreshore precinct during construction associated with the establishment of the racetrack for the city’s annual Supercars race.

The extensive roadworks required for the upgrade of the Pacific Highway involved Carter Heavy Haulage relocating on-site washeries and crushing plants to locations where mountains were literally being moved.

To strengthen the overall viability of the company by embarking on the

general freight items transported on Carter roadtrains. The work in the west has become consistent with at least one roadtrain per month, sometimes two.

A trip to Karratha is usually a 12- or 13day turnaround and upon their return the drivers usually get two days off straight away to spend time with family.

“I don’t like them working through the early hours of the morning especially doing long distance work, and the rule is, if you’re going west it’s sun up to sun down,” says Josh. “I don’t want them working until midnight going across the Nullarbor.”

It’s not simply a fatigue issue as wildlife and stray stock can pose additional hazards in the darkness and a damaged truck can be expensive to have repaired p r im e m ove r m a g . c o m . a u

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FLEET FOCUS

or towed in such remote areas.

“We can’t do this on our own and we understand that,” says Leonnie. “Josh is certainly driven but it’s the team that we have built that has helped get us to where we are today.”

A novel area of diversification, which Leonnie initiated a couple of years ago during periods of lockdown-related home schooling, is the Carter Heavy Haulage-branded range of merchandise.

Its mostly promoted and sold online, with purchasers in countries such as the USA and Canada.

When asked about his devotion to the Kenworth brand, Josh’s reply is instant: “Because it’s the best you can buy.”

He has a similar affinity for the Drake floats.

“They’re Australian made and are a very good company to deal with. Kenworths are built for what we do,” Josh explains.

“They don’t fall apart, and they’re

Kenworth K200.

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may 2022

easy to fix. With the Kenworth dealer network, you can usually get a truck fixed anywhere when our guys can’t fix it themselves.”

The availability of spare parts in remote areas is a vital part of the support which Josh appreciates. In the heavy haulage sector fuel efficiency is generally a long way down the wish list of essentials, yet Josh is happy with the rates of fuel burn achieved by the Cummins engines when hauling some exceptionally heavy loads.

“Any issues are sorted with one phone call. The new Cummins engines are as good as you can get and any of our major engine work apart from servicing is carried out by Cummins in Newcastle where I know many of the guys from when I was a mechanic myself,” he says. “They provide us awesome service and usually get a truck back to us within a day.”

In addition to the tilt tray and Josh’s Legend 900, other Kenworth’s in Carter’s colours include a T409SAR, big and small cab K200s, a T609, T659 and the original K104. Trailing equipment includes Tieman B-double bitumen tankers and a variety of Drake floats including the latest addition of a Drake 5x8 swing wing unit and 8x8 platform unit capable of leads weighing up to 125 tonnes.

Josh’s own abilities as a driver have been recognised by him being declared the Professional Driver of the Year by Road Freight New South Wales in both 2018 and 2019. Josh remains typically humble about the awards and Leonnie adds her own special support in validation of Josh’s achievements.

“With the amount of passion he has for the industry, to get recognised with something like that is a huge achievement and I think it fits him,” she says.

FLEET FOCUS

PRECISE MEASUREMENTS

Now more than ever, components such as differentials are being tailored for specific applications. Collins Transport has found Meritor’s pumpless MT23-165G drive axle to be a winner in its Kenworth linehaul prime mover fleet.

O

ver the years, the development of truck differentials eventually led to the inclusion of a lube pump in the interests of providing superior lubrication of the inter-axle differential (IAD) located at the top of the front diff housing in tandem drive assemblies. This was deemed desirable for trucks in vocational applications where lower speeds mean less splash lubrication reaches the IAD compared to highway operation, potentially reducing its lifespan.

It was also assumed, apparently with something of a one-size-fits-all mindset, that this system would indeed improve the lubrication and lifespan of diffs in on-highway trucks, but subsequent operator experiences have proven this

to not be the case. What they discovered is that the extra friction caused by the forced-feed circulation of the oil heats it to a higher temperature during long haul trips. This combined with high ambient temperatures can be detrimental to the life of the oil and, in turn, the internal components of the differential assembly.

In other words, when a truck is travelling consistently at highway speeds, splash lubrication of the IAD is more than adequate and a lube pump is not required.

Based at the Adelaide suburb of Wingfield, Collins Transport is a familyowned and operated concern founded in 1965 by John Collins.

John started with a Dodge five-tonne tray truck that he drove himself,

carrying produce between Adelaide and Melbourne. From that time forward John and the company he spawned have been committed to a philosophy of treating customers’ businesses as their own: Providing a consistently high level of service by using the most suitable equipment and employing professionals with equally high standards and work ethics.

Today the company specialises in the temperature-controlled transport and storage of a full range of perishable products of every temperature variation including ambient, chilled and frozen.

With John’s sons Neil and Craig now at the helm, the company maintains an efficient and safe linehaul service primarily between the capital cities of Adelaide, Melbourne and Sydney. John

Collins Transport workshop.

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may 2022

remains actively involved in the business and is often found behind the wheel of a truck, picking up or delivering a local load or performing a change-over.

One of Collins Transport’s valued employees is Carl Hamilton, National Workshop Manager based at the Adelaide head office, working alongside of Ryan Collins, whom has become a wealth of knowledge of the Meritor product. Together they run a professional workshop with well suited technicians. Carl has been in this role since 2020 and has extensive experience in similar roles with other large transport companies dating back more than 20 years. His modus operandi, in synch with that of the company’s, is to get the absolute best performance, efficiency and longevity from every piece of equipment.

It’s for this reason that he’s been specifying Meritor MT23-165G pumpless drive axles in every new Kenworth the company has bought over the last 12 months or so. And he says this practice will continue for the foreseeable future.

Carl explains that the diffs are factoryfilled by Kenworth with Castrol Dynadrive which is a long-drain synthetically fortified 80W-90 oil with 200,000km drain intervals. Importantly, this eliminates the requirement for the standard 10,000km first drain of the diff oil.

“We have been using the MT23-165G for some time now and probably the biggest difference we have noticed between it and the Meritor RT46-160 carriers on our older trucks is much lower operating temperatures on linehaul B-double and B-triple work,” Carl states.

While he accepts that in theory the new pumpless carrier should provide a small fuel saving, he says this is very hard to quantify due to variable factors such as load and prevailing climatic conditions.

“On average our Kenworth prime movers do around 400,000km per annum, but I could not say that we have noticed any improvement in fuel efficiency to date,” he says.

On the topic of longevity of the new carriers, Carl says there has been one

small hiccup, but only with one diff which tends to suggest it may be an isolated quality control issue.

“We utilise scheduled oil sampling for all oils in the trucks and this picked up high metal content in the oil of one diff carrier at 300,000km,” Carl says.

“Meritor was very proactive and quickly organised for a new unit to be installed under warranty. Upon tearing down the diff it was found to have excessive wear

explains Carl.

“We store all the results on file for each vehicle and if we discover anything out of the ordinary driveline wise, we pull it out and take a look,” he says. “We are huge on preventative maintenance and huge on full utilisation so if we pick up a problem through oil sampling we bring the vehicle into the workshop, remove the suspect component and replace it with an identical item we have in stock Meritor MT23-165G pumpless drive axle.

of the thrust washer on the pinion.

“We’re not sure at this stage whether or not it’s a one-off occurrence because the others haven’t done enough kilometres yet, but we are confident that Meritor can sort it out because the company has always done its utmost to look after us,” he says.

Oil sampling is a bit like a benchmark for the company as it provides an early warning system to help avert the catastrophic failures that can occur in components if an issue goes unaddressed

to get it back on the road as soon as possible.”

The company holds around $1 million dollars-worth of spare parts in stock to ensure continuity and efficiency in the servicing of the fleet. The workshop operates around the clock, with a lot of the work done between midnight and 6.00am.

“At those times we can’t source spare parts so we need to ensure we have whatever parts we might need in stock, and these are then replenished later in p r im e m ove r m a g . c o m . a u

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Kenworth K200 cab over during a scheduled maintenance check.

the day when the suppliers are open,” Carl says.

The company has a full-time crew of highly skilled mechanics that carry out the maintenance and repairs, including rebuilding the components such as gearboxes and diffs which are then put into stock, ready for the next time they are needed.

“This is a necessary strategy that enables the prime movers to average around 400,000km per annum, giving us the maximum utilisation required by the business,” Carl says, adding that the 46

may 2022

company has around 140 linehaul and a further 40 or so local units.

An important factor in the company’s performance, according to Carl, is the brand of prime mover which in the linehaul fleet is almost entirely Kenworth.

Most of the fleet comprises K200 cab overs, although there are still a number of K108s and K104Bs kicking on, some with over four million clicks on the clock. The company also runs a handful of T909 and T610SAR conventional models.

In the local fleet, DAF – also part of the PACCAR portfolio along with Kenworth

– dominates and Carl has good things to say about the Dutch marque that is now assembled at PACCAR’s Bayswater (Vic) manufacturing plant.

“We’ve been steadily increasing the number of DAFs in our local fleet over the past few years and we have them in a mix of eight-wheel rigids and prime movers,” he says. “The DAFs are proving to be excellent local trucks and in my estimation are an ideal truck for our short haul and regional operations.”

In wrapping up, Carl says he cannot stress enough the importance of strong

relationships with key personnel at the various suppliers, including Meritor, that manufacture the components that keep the wheels turning in the Collins Transport operations.

“Meritor as a company is excellent to deal with and our Territory Manager, Renzo Barone, has been super helpful, particularly with any issues we’ve encountered like the previously mentioned premature thrust washer wear in one of the new carriers,” Carl says. “I also revealed earlier that there are two mottos that we live by in this business – preventative maintenance and maximum utilisation.

“With the aid of Meritor and our other valued equipment suppliers, we are able to keep both of these factors at peak levels to ensure the most efficient and profitable operation of Collins Transport.” cummins.com.au

TRUCK & TECH

John Perri.

BELIEVE THE HYPE 48

may 2022

Drivers for Tile Factory Outlet in Sydney are noticing serious improvements in productivity, safety and fatigue management with a pair of recently delivered UD Quon 8x4s.

S

carcity of supply during the recent era of lockdown economics has for importers foreshadowed dramatic rises in container prices — too dramatic for some. Many wholesalers, subsequently, have chosen to scale back on orders for their product lines leaving them, at least in the short-term, at the mercy of the market and low on stock. Tile Factory Outlet (TFO) was not one of these.

Through shrewd planning the business, despite ocean freight fees soaring over the last 18 months, is sitting pretty having backed its direct-to-customer model.

As an importer/wholesaler, TFO eschews the showroom model allowing it to focus on stock levels even in an environment not particularly conducive to it. Instead of buttoning down the hatches like many of its rival competitors have done, TFO was importing additional stock in spite of the prohibitive outlays. There was, after all, a national housing boom underway.

Owners Len and Maria Franco, who source the latest quality tiles and natural stone coming direct from suppliers in Spain, Turkey, India, Italy and China, base their business in Smithfield near the Cumberland Highway, making it easily accessible by road for commercial vehicles of which they rely on several subcontractors to distribute their products around the greater metropolitan area of Sydney and beyond. Since moving to the location in 2009 the business has evolved from what was essentially a clearance house to the largest single tile store in Australia.

For dispatching customer orders of ceramic and porcelain bathroom tiles as well as pavers for outdoor areas, a pair of new UD Quon 8x4s have been enlisted.

John Perri, Secureload Sydney, is a veteran of the transport industry. He purchased the

The 8x4 UD Quons with the Moffett mounted forklifts.

UD Quon last November and the move has proven something of a revelation. A random encounter last year in the yard with a driver who suggested he consider UD persuaded him to take a closer look.

Up until that point John had mainly driven Hinos including many years as a driver trainer. As parts were always readily available, he had no reason to look beyond it.

“I only knew that brand,” he recalls.

Following some deliberation John organised a test drive in a UD Quon.

“After driving it and meeting the UD sales representative Craig Aller, I fell in love with the vehicle,” he recalls.

A self-described family man, John enjoys driving and knows his way around a truck.

For 15 years he worked as a driver trainer and assessor at his father’s driving school.

That predated a stint at the Roads & Traffic Authority where he spent a majority of time as a heavy vehicle testing officer and clocked hundreds of hours training new drivers, at an affiliated training organisation, to become company drivers at the likes of Busways, Forest Coach Lines and Veolia.

When an opportunity presented itself through his father-in-law, Len Franco, to drive for TFO as a contractor, he jumped at it, purchasing an old Hino GH with a front mounted Palfinger crane. It wasn’t long before business started to take off.

Things changed again for John in 2021 when he was introduced to the UD Quon.

He works as part of a team of drivers who

are dispatched on customer deliveries by a central computer that generates the sale to each driver.

“When you decide you need your two pallets of tiles which is too heavy to move by car as it’s 300kg plus, one of us gets the allocation,” he says. “If we can’t do the job we’ve been allocated it goes to the next driver. We don’t have to advertise. We just have to be ambassadors and drive our trucks safely and deliver on time.”

Elevate Transport driver, David Pustaj, also provides contract services for TFO. In March he seized an opportune moment and purchased a new UD Quon 8x4 upon John’s recommendation. The UD CG420, like John’s, comes with a tray and Moffett mounted forklift. His delivery regime is similar, mainly around the urban precinct with the occasional foray into the Blue Mountains, Illawarra area or Central Coast.

Previous to this vehicle David operated a crane truck. The differences are pronounced. The 8x4 facilitates a major gain in payload. Opting for a longer wheelbase of 5200mm makes it ideal for use in this application, whereby the truck, during deliveries, can be parked out on the street and the forklift is used for site access. No crane required. No idling. No worries.

The twin-steer with rear air suspension and parabolic leaf springs on the front axle ensure it glides over Sydney’s many new major motorways and is comfortable to drive on unsealed roads, an issue for p r im e m ove r m a g . c o m . a u

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commercial vehicle drivers following recent weather events.

“Most of the gravel roads in regional areas are now rutted after all the rain we’ve had,” says David. “The eight airbags on the Quon rear suspension make these trips much more comfortable than they probably should be. It feels like I’m sitting in my own Ford Ranger.”

High-tensile single skin steel has been applied in the chassis construction to help achieve the vehicle’s improved low tare weight. The 14-pallet tray holds a gross weight of 13.5 tonnes.

“With the extra payload I’m getting to more jobs,” he says. “That alone has made the UD a winner.”

In the previous truck David was limited to a six-speed manual transmission.

Nor did he have any of the active safety features the UD is equipped with. Traction control, Lane departure warning and precollision warning are three he appreciates navigating the city traffic.

“The UD, when it’s loaded, knows exactly what gear it needs to be in,” he says.

“It’s as smooth as butter. On the freeway the pre-collision warning calculates the distance between me and cars in real-time as the radar adapts. There’s a lot to like about it.”

Approaching 5,000km David is nearing his first service. John, however, is already up to 35,000km having had more time

The new Quons at Tile Factory Outlet in Sydney.

50

may 2022

to subject the vehicle to further scrutiny.

Another advantage of the 8x4 twin-steer bogie drive are the standard diff locks. A low centre of gravity is also a significant contributor to stabilising load sharing on the suspension system for the steer axles.

As the engine is off when John is using the forklift, he is not burning fuel. On the last truck John was accustomed to sitting at 1000rpm while the crane was in operation.

The tank on the UD is rarely topped up during the week and is proving, with the Moffett now employed on site, much more economical. The average pallet of tiles weighs around 1.2 tonnes. That, for John’s UD Quon, equates to 12 pallets which he carries with peace of mind knowing he’s compliant within his axle weights.

Depending on the size of the storage at hand John can put between six to nine pallets in a customer’s garage. He can charge a premium, too, as customers prefer the convenience and added security of knowing their tiles are inside their home.

“I can’t do that with a crane,” says John.

“Now I’ve got more energy when it comes to the afternoon whereas with the old truck and set-up I would have been up and down on the swings, depending on times, in the heat and it leaves you exhausted.

He adds, “I would never go back to a crane.”

The forklift has also eliminated the need to enter driveways in the truck so having

more wheels on the UD Quon 8x4 is, by no means, an inconvenience.

The nature of the work means the transition between jobs tend to be shorter.

This does increase idle and traffic time, but John is on and off the M4 and M5 frequently which reduces allotted time spent in transition. In the main part this is suburb-to-suburb commuting via one of the main arteries.

“I’m using around 36 litres per 100 hundred kilometres,” says John. “The AdBlue lasts a bit longer than a month depending on the scheduling of jobs and travel involved.”

Despite the higher bowser costs at the minute, the UD Quon is consuming around 1.7 litres of AdBlue per 100 kms.

John considers it more than reasonable.

“It probably could do with a splitter in it or an extra six gears to make it even more economical,” he says. “But it’s a joy to drive. The technology in it and cab space are fantastic.”

The 8-litre UD Quon, according to John, functions as his own fatigue mitigation tool. He advances the 12-speed AMT transmission as a case in point.

“The ESCOT that I’m using leaves you still busy. You can’t treat it like an automatic.

You can’t get lazy in it,” he says.

“So you’re still active and challenged as a driver but at the right times. I think it probably helps with fatigue rather than just driving as an afterthought, foot on the accelerator, foot on the brake.

“You’re actually challenged at times to wake up and think about how are we going to approach this hill. Do I drop it back two gears? And so I like the ESCOT. That was what was sold to me. I could have gone Allison, but Craig suggested, for what I’m doing in the truck, the ESCOT was really going to suit the job.”

Because it is such a comfortable ride, John is not only more alert, but by the end of a hard day on the road, much more agreeable.

Proper fatigue management therefore means, at the very least, he has more time for customers.

“In the old truck by late afternoon I would be tired,” he says. “Hardly bubbly with time to talk to journalists.”

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TRUCK & TECH

WHY

SAF?

A company pumped to reach its goal of becoming the go-to choice for industry professionals.

That’s SAF-Holland Australia today. With a strong leadership team, the equipment specialist is driven to further improve its already market-leading product range. The aim: To offer a more dependable and wider range of products for the Australian market.

T

he SAF-Holland Group is one of the world’s leading international manufacturers of chassis-related assemblies and components for trailers, trucks and buses. The company produces global market-leading products such as axle and suspension systems, fifth wheels, coupling systems, kingpins and landing legs, under the brands SAF, Holland, V.Orlandi, Neway, KLL and York. SAFHolland is continually working on producing innovative components and systems that function to engineer the customer’s road to success.

“At SAF-Holland, we are proud to be a part of this industry,” says SAF-Holland Australia Managing Director, Mario Colosimo.

“We have excellent suppliers, 52

may 2022

manufacturers, transport company operators – all of whom make this a fun industry to work in. We are a new management team in Australia, so this

SAF Intradrum suspension.

company will feel different from what it has been in the past, while holding on to our values, continuing to be peoplefocussed and staying on top of our

Neway AD369 Tridem suspension.

constant drive to improve.

“We’ve got a very good product range.

Some of our products are at peak optimisation, while others are in various stages of continuous development.

We offer class leading truck and trailer suspensions in the market currently.

While we’re proud of our products, we’re constantly looking at our product range and making improvements where needed. In the past two years we’ve made some great strides in that area, and it will hold us in good stead in the future. We are poised to become the industry’s first choice when people are looking for a solutions partner.”

SAF-Holland’s use of a range of innovative manufacturing processes, practical application techniques and intelligent material mixes have helped raise the industry standard in Australia.

These cutting-edge technologies help customers in the truck and trailer industry achieve more operational efficiency, enhance safety and increase uptime.

“I can’t think of a competitor that offers the range we do,” says SAF-Holland

SAF Intradisc plus Integral air suspension system with disc brake.

Australia Sales Director, Stephen Vranesic.

“If you’re buying truck and trailer combinations, look no further than SAF-Holland. We have everything from truck suspensions, trailer axles and suspensions, fifth wheels, kinpins, couplings, landing legs and more.”

The Neway product portfolio covers single, tandem and tridem configurations for heavy vehicle operators. It offers superior traction and braking performance according to Stephen.

“The Neway product line is defined by trouble free operation,” says Stephen. “It is designed to take on the most rugged vocational vehicle applications.”

SAF-Holland offers extensive aftersales support to customers through dedicated services and guidance across over 500 retailers and 30 authorised service centres in Australia and New Zealand.

The company offers a vast range of spare parts, tools, service offerings that make the operation of its products as efficient as possible and reduce the potential p r im e m ove r m a g . c o m . a u

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Holland 3510-150 Fifth Wheel.

downtime to a minimum.

SAF-Holland has products that fit all applications – semi-trailers, A-doubles, B-doubles, road train A-triples, super quads and truck and dog combinations.

However, the company understands that many unique applications need very specific solutions, therefore its team is ready to answer calls and technical queries from customers trying to find the best fit for their business needs.

“SAF-Holland Australia has a good foundation to build upon,” Mario

says. “We have an experienced and knowledgeable team, with the right attitude to drive the business forward.

We’re very customer focussed Our company’s aim, not just here in Australia but also in Europe, is to take direction from the customer and offer them what they need to make their operations more efficient with less downtime.”

Stephen believes Mario’s vision for the business, his leadership skills and over 35 years’ experience in sales, supply and manufacturing of road transport

equipment and componentry will pave the way for greater success for SAFHolland in the near future.

“I’ve known Mario for a long time, as have many of our customers,” Stephen says.

“Mario’s excellent leadership skills, his level of expertise, his strong industry experience will influence the way he steers our ship and helps SAF-Holland become the business partner of choice for the industry, and to give the industry those solutions they need to excel.”

NEWAY

York Duratrac air suspension.

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Neway product line has been around for many decades and it just works.

• Trouble free operation • I t is designed to take on the most rugged vocational vehicle applications • S ingle, tandem and tridem configurations • S uperior traction and braking performance

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TRUCK & TECH

A

BULLISH FUTURE

Meritor is ramping up efforts to capture a larger slice of the electrified global truck component market. The company is building on the success of its traditional MTT-14X drive axle and has recently moved into full production of the electric equivalent — the 14Xe ePowertrain solution for Original Equipment Manufacturers like PACCAR.

M

eritor has long been renowned for its expertise in producing some of the toughest and most durable axles and drivelines on the planet.

As part of its Blue Horizon strategy, to capture the rapidly developing electrification market, the company is evolving its core components – such as the MT-14X drive axle – into new products that also include electric drive units, control modules, inverters and power and battery management systems in order to meet the needs of the future.

In fact, Meritor says it’s MT-14X epowertrain platform can cover around 60 per cent of current on-highway truck axle applications making it a prime candidate to develop further as the electric drive marches forward.

The result of this is the MT-14Xe which capitalises on the modular capacity of the standard axle while elevating it to the level required for a new generation

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of electric trucks.

The company has noted that electrification represents a risk, due in part to vertical integration by Original Equipment Manufacturers (OEMs), and that scale is required during the transition to electrification. Expectations are that an elongated global truck cycle will continue through 2025 and that the company plans to generate $USD1.5B of electrification revenue in 2030. This will be split between Heavy Duty, Transit (bus), and Medium Duty, with Meritor citing the latter as a category with potential for significant growth.

In fact, the company commenced production of its 14Xe ePowertrain, which can be adapted to fit various powertrain needs based on vehicle application and duty cycle spanning Classes Five (medium duty) to Eight (heavy duty).

The 14Xe ePowertrain is a fully integrated, all-electric drive system that

is claimed to be the first and, at this stage, only integrated electric powertrain being produced for Class Eight trucks in North America.

“Our 14Xe ePowertrain has been thoroughly tested doing real world miles hauling heavy loads in various conditions and multiple applications,” says Chris Villavarayan, Meritor Chief Executive Officer and President. “This new product enables us to offer the industry a proven, all-electric, zero emissions solution.”

The 14Xe ePowertrain, which is produced at Meritor’s manufacturing facility in Asheville, North Carolina, is designed to provide efficiency, performance, weight savings and enhanced space utilisation.

It is based on Meritor’s proven 14X axle housing, which maintains existing axle mounting locations and hardware for ease of OEM integration.

The modular design enables the

Meritor 14Xe ePowertrain.

interchangeability of key components, including electric motors, transmissions, gearing, brakes, wheel ends and housings to suit individual customer specifications.

Meritor’s electric drive solutions for an evolving market encompass three distinct architectures including Remote Mount Direct Drive, Remote Mount Multi-Speed and ePowertrain Fully Integrated.

The company states that advantages of the first option are its speed to market and lowest initial cost. These advantages are also common to the second option, although it’s also said to be more efficient than the direct drive format.

However, according to Meritor, its fully integrated ePowertrain is the superior solution of the three because it offers the highest efficiency, more battery space and lower weight.

When it comes to specifications of the 14Xe ePowertrain, the core axle components – what Meritor terms its Legacy Content – includes either a fabricated or cast steel housing to suit conventional or independent suspension. A wide range of differential ratios is available ranging from 2.67 to 6.57:1.

Wheel ends are available in either standard or hub reduction along with disc or drum brakes.

Meritor has vast experience in producing these core driveline components stretching back 110 years. Today the company reportedly produces more than eight million gears annually including helical, spur, worm, straight bevel, spiral bevel, hypoid and amboid at facilities in North America, South America, Europe, India and China.

Over the years Meritor has continuously refined its gear manufacturing and metallurgical processes – including precision and near-net forging, machining, grinding, heat treatment, case hardening and testing – in order to optimise efficiency, power density and noise control.

It is this wealth of core gear manufacturing expertise that enables the company to leverage efficiencies in its differentiated ePowertrain solutions.

To transform the core Legacy Content MT-14X axle with its high efficiency hypoid gearing into the 14Xe, Meritor incorporates an electric motor with application-specific continuous power/ peak torque outputs of either 150kW/ 1,000Nm, 180kW/ 1,000Nm or 200kW/

1,100Nm. Transmission choices include fully integrated planetary one- or two-speed or dual countershaft two- or three-speed units.

An inverter with base application software and controls works in harmony with a Power Control Module (PCM) which features transmission shift control logic along with pedal and efficiency mapping.

At this stage Meritor has supplied the electric powertrain for more than 180 vehicles produced by a range of OEMs across various market segments. These include heavy-duty prime movers, refuse trucks, terminal tractors, school buses and reach stackers.

PACCAR is a prominent player in the heavy-duty and refuse sectors in North America and Meritor is the primary supplier of battery electric systems including power control and accessory system (PCAS) and ePowertrain for Peterbilt 579EV and 520EV as well as Kenworth T680E models.

Closer to home, Meritor has collaborated with PACCAR in Australia to develop the conventional MT-4014X tandem drive axle assembly used in the DAF CF340 8x4 that is custom p r im e m ove r m a g . c o m . a u

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designed and built for front loading waste applications.

The big news with this development is that around 500kg has been pared from the vehicle’s tare weight.

According to Adam Carroll, Meritor Australia’s Marketing and Product Manager, the MT-14X axle has been the most widely used axle sold into the heavy duty truck market in the USA since it’s release and was subsequently introduced to Australian Kenworth variants several years ago. Now, fitting this drive axle assembly to the DAF CF 340 for waste applications has served to make the vehicle competitive with other brands in this segment.

DAF CF 340 8x4 fitted with the Meritor MT-14X.

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“The extra weight in the DAF tandem drive assembly is due to the European specification which works well in the European markets where tare weight is not so critical,” Adam explains. “However, the Australian market is similar to the US in that tare weights need to be kept to a minimum in order to optimise payload capacity. This is certainly the case in the 8x4 front loader waste segment in Australia.”

The weight was reduced by using Kenworth Airglide suspension grafted onto the Meritor MT-14X tandem drive assembly which also underwent modifications to enable the use of DAF

European-spec wheel ends with 335mm Pitch Circle Diameter (PCD) stud pattern and Meritor disc brake assemblies in place of the typical Kenworth drum-braked 285mm PCD wheel ends.

The end result was a phenomenal weight saving of around 500kg, without any sacrifice in performance or durability.

“This collaboration really showcases the prowess and flexibility of Meritor’s local engineering and manufacturing capabilities,” says Adam. “As we embrace the shift to electrification we expect to be able to add even more value, configuring and adapting our epowertrain solutions to suit our unique local applications.

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TRUCK & TECH

DAUNTING

PROSP E Tiger Spider’s Marcus Coleman considers what a new era for Australian road transport will mean for future generations.

I

t’s been said that we’re living in the exponential age, so that the rate of change gets faster year upon year. For most of my professional life, whilst we’ve had economic ups and downs, the world has generally been stable. I have dim recollections of the cold war and a period of high inflation when a child growing up in the late seventies and eighties. But while alive, one could hardly say that I lived through those times. My grandfathers lived during the Second World War although they didn’t serve on the front line. One was on the farm working to feed the nation and the other an engineer making weapons at the Maribyrnong ordnance factory. The farmer maintained a stable of over 30 Clydesdales working the land in Maffra, the engineer worked on configuring the radar system for the Bofors gun, ensuring the anti-aircraft autocannons hit their target if Japanese fighters came over the horizon.

I’ve always thought about how much the world changed during the lives of my now passed grandfathers. It’s hard to fathom the fact that I’ve probably witnessed more significant change than both and my children will probably witness double again. I was born in the late seventies but remember the milk man jogging behind an unmanned horse and cart, dashing door to door delivering milk in re-usable glass bottles. Until now it’s been a slow burn.

Change has been constant, and while there have been significant geopolitical

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events like 9/11 and the global financial crisis, we’ve been able to muddle through with life rolling on essentially the same. Post-Pandemic, Russia’s invasion of Ukraine and with diesel prices over $2.30 at last fill, one does sense a tectonic shift in the global order.

Many believe it’s the fourth turning as Generation Y ascends and the last of the silent generation pass away, an event that happens every 80-100 years. The internet is full of prophecy and much of it is compelling, predicting the decline of the American empire and the rise of China.

We’re all impacted by these significant macroeconomic trends, but what does it really mean for the transport industry?

Just over 100 years ago, in 1920, the 1941 km Princes Hwy was opened to connect Adelaide, Melbourne and Sydney. The Sturt Highway came in 1933, the Bruce in 1934, the Hume fully sealed by 1940, the Eyre opened in 1942 and the North-West Coastal Highway in 1944. The National Highway network along with the demands and constraints on rail and shipping associated with World War II kick-started the era of Australian trucking. Linfox was founded in 1956 and the first Kenworth was imported into Australia in 1960.

The UNECE Vehicle Standards were formed with the 1958 Agreement and Australian Design Rules came into force with the 1989 Motor Vehicle Standards Act. State-based regulations and enforcement of truck size and axle weight limits began getting serious in

Marcus Coleman, Tiger Spider Managing Director.

the 1970s. We’ve since seen PBS and other regulatory reforms shape the transport industry.

However, the overarching paradigm of on highway diesel truck has not changed significantly since inception some 80 years ago. Change has been on the horizon for decades as have concerns about environment and climate change.

During my time in the industry there’s been a long list of new technologies attempting to shake up the industry and supplant the diesel engine. As a young engineer I worked on Permodrive, a regenerative drive shaft which stored braking energy in a hydraulic accumulator to improve fuel efficiency.

It generated a lot of interest and startup capital, but the dream ended when the Rudd government withdrew R&D funding. We’ve also seen CNG and LNG vehicles come and go with little success.

While the transport industry has continually innovated, it demands

P ECTS cost effective and reliable vehicles and those industry stalwarts that have lived throughout this incredible period of change have, perhaps correctly, concluded that zero emission and autonomous vehicles would not occur in their lifetime.

There was a massive road infrastructure boom between 1920 and 1944. There are essentially no living Australians who remember a time prior to the national highway system. The Big Build underway will see billions in new highways and tunnels through our capital cities and, by 2040 hopefully the thousands of bridges built to support the vast Australian road network will have been upgraded to modern standards.

Infrastructure and regulatory reforms to enable autonomous vehicles on our roads is a topic of debate globally. With Australian mining companies using these vehicles in controlled environments for some time we’ve had a chance to lead the way. However, rolling this out onto public roads is still a daunting prospect with the limitations of vehicle control without human interaction and the legal accountability of such systems on the road proving a high hurdle to leap.

Recent incidents with passive vehicle automation being blamed for hit and run accidents provide an example of the difficulties to overcome.

Stronger roads and bridges are needed to support the higher axle weights of

electric trucks and buses. We need a network of electric fast-charging and hydrogen refuelling stations. Our roads need to be upgraded to be smoother, with fewer potholes, sealed shoulders, safety barriers, better lighting, consistent line marking to safely accommodate autonomous vehicles. The first Diesel truck was available in 1908 but the trucking industry didn’t take off until after national highway infrastructure was in place and two world wars were fought and won.

Hopefully we can avoid World War III and just get on with the business of building the infrastructure for the next century and herald in a new era of Australian Road Transport.

A multi-combination roadtrain crosses a bridge in Western Australia. p r im e m ove r m a g . c o m . a u

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BODY

ELE C

Janus Electric relies on the proven dependability of Dana TM4 propulsion systems for its unique electric truck conversions that are seeing a surge of interest from truck operators in Australia and around the globe.

T

he push is on to gradually diminish and eventually eliminate the gargantuan role of the time-honoured internal combustion engine (ICE), replacing it with electric motors. One of the biggest challenges with electrifying long haul trucks is providing the sustainable power necessary for lengthy inter-capital or transcontinental journeys.

With charging truck batteries in situ and en route being prohibitively time consuming, why not have a truck with an exchangeable battery that can be easily removed by a forklift and replaced with a fully charged item, with the whole process taking just a few minutes?

This was the thinking of Lex Forsyth and Bevan Dooley, who co-founded Janus Electric based at Berkeley Vale on the Central Coast of New South Wales in 2019.

These two men head up an operation that is literally changing the face of trucking in Australia. Starting with a conventional (bonneted) prime mover, the company removes the diesel engine and associated componentry such as fuel tanks and installs a Dana TM4 electric motor/inverter which couples directly to the truck’s existing automated manual transmission (AMT).

Lex Forsyth, General Manager of Janus Electric, points out that the beauty of the Janus conversion is that the existing 62

may 2022

driveline from the transmission back remains untouched. Furthermore, he maintains, the cost of converting a diesel-powered prime mover into a Janus Electric unit is around the same as rebuilding the diesel engine.

Another salient point is that the electric motor/inverter takes up much less space than a 15-litre diesel engine, which means solutions work in both cab over and bonneted trucks. The transition to the Janus Side Battery (JSB) enables one battery to fit all trucks and no modification to the cab or bonnet of the truck having to be converted.

“We are using the Dana TM4 SUMO products in both the 350kW and the new 540kW version and we have a number of fleets that have signed up with us to convert their existing trucks,” Lex says.

The Dana TM4 SUMO HD produces peak power of 250-370kW and maximum torque of 2,700-4,000Nm, while the TM4 SUMO HP has peak power of 540kW and maximum torque of 2,500Nm. Lex explains that the technology Janus is using in its conversions, including the Dana TM4 motors, is a proven and tested formula.

“There are about 130,000 of these motors operating around the world in various applications, and we have simply taken the Dana TM4 technology

and put it into a really smart solution to reduce the carbon footprint of transport in this country,” Lex says, adding, “We are focused on getting Australian transport to carbon zero as soon as possible; not in 2030, 2040 or 2050 — it can be done now.”

It’s well documented that there are two pathways to achieving electric power of trucks: hydrogen fuel cell and battery electric. According to Lex, battery electric is the best option.

“Bevan and I sat down in late 2019 and crunched the numbers on hydrogen but we just couldn’t make it stack up as a viable option. If it had, we would have a hydrogen solution today,” he says. “The battery electric vehicle and the electric motor/inverter that Dana provides us makes it stack up from a cost/benefit analysis viewpoint.”

Further to this, Lex says Janus works on the principle of not overcomplicating the design and working with the truck manufacturers to produce the best result.

“At present we are using two of the Original Equipment Manufacturer (OEM) AMTs, but we plan to eventually build our own transmission that will better integrate with the electric motor,” he says.

Perhaps the most important aspect of the Janus design for long haul trucking is the exchangeable battery packs. The

E CTRIC company envisions having a network of recharging stations at strategic locations along Australia’s major freight routes that will ensure electric trucks are not left stranded with insufficient range to complete the journey.

As such, the company is heavily involved with initiating the recharging network as critical infrastructure to enable the

success of its electric truck conversions.

“You must understand the whole picture with this sort of initiative, if you don’t it can really cause some problems for the fleet operators,” Lex says. “For example, you can’t just go to mass electrification with a plug-in solution because it can black out the grids.”

Lex says he saw this phenomenon

first-hand when he visited Amsterdam in 2019.

“Amsterdam has the highest number of electric vehicles per capita of population in the world and they had to relay their electricity grid to cope with the peak demand in the late afternoon when everyone plugs in to recharge,” he says, adding, “If every truck depot in Australia

A Western Star 4800 converted by Janus.

p r im e m ove r m a g . c o m . a u

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installed a fast charger, we would have exactly the same problem here.”

To avert this issue, Lex explains, the Janus solution is to switch off the charging of its batteries during the peak demand periods. He says that this is possible because the trucks aren’t parked up to be charged, rather the batteries are charged out of the vehicle and then are ready to be exchanged when needed.

Another advantage of the Janus system, Lex points out, is that future advances in battery technology can be incorporated to reduce battery weight, which translates to a reduction in all-important tare weight.

“In the last three months, just through evolutionary changes in battery cell technology, we’ve managed to pull one-tonne of weight from the

batteries,” Lex says.

Another advantage Janus has is that the batteries don’t need to be fast charged, which means longer battery life and full capacity charging.

“Fast charging is fantastic, but you only get about 60 per cent of the charge capacity into the battery and the process tends to shorten the life of the cells,” Lex remarks.

Returning to the reasons why Janus Electric has partnered with Dana TM4 for its electric motor/inverter needs, Lex says the great thing about Dana is that it is a turn-key solution.

“It’s a great product which is very easy to work with and the after-sales service and support from the Dana people including the engineering team is fantastic,” Lex enthuses. “They have provided a very

reliable, simple and easy solution for us to move forward with and being a robust, tried and tested product, we know it will stand the test of time.”

Lex says that Dana TM4 has shown Janus Electric great commitment and support.

“They’ve shown us great support and loyalty and we intend to return the favour by using their products exclusively now and into the future,” he says.

In the final wrap-up, it would seem the mutually beneficial partnership between Janus Electric and Dana TM4 has enabled the development of a ground-breaking solution for the viable electrification of long-distance heavyweight truck movements, both in this country and abroad.

The Janus Conversion Module JCM350 utilising the Dana TM4.

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RENTALS, LEASING & FINANCE SHOWC ASE

STEERING

RIGHT Sydney Commercial Finance is making things happen quickly for transport operators who need finance on the run.

M

oving with speed is not just critical in the movement of freight and infrastructure projects. In the world of finance, having urgent response time for customers can be the difference between them accessing equipment for work that cannot wait. Sydney Commercial Finance (SCF), a start-up financial brokerage, is steadily putting together a growing list of impressed road transport clients. One of the ways it is achieving great outcomes for its customers is by making a process, not known for its convenience, as easy as possible.

“We understand people don’t get into what they’re doing so they will have to shuffle through multiple documents and spend time speaking with banks that may or may not get back to them in a finite period of time,” says Anthony Rahme, SFC Director. “People in the transport industry run great businesses and we want to work with really good businesses. But they’re not in the finance space in the same way that I wouldn’t be expected to jump into one of their trucks and do a good job.”

The team at SCF are all trained to adapt to different tasks as they come to hand.

As a business it does not shy away from doing more than just equipment finance or being locked into acquiring funds for transport work.

“It means that we can take a broader look at where the customer is and where they want to be,” says Anthony. “Maybe they want to sell some assets or build up their cash reserves for the next three years so they can acquire a business in the refrigeration space in order to diversify. If 66

may 2022

you only do equipment finance, you can’t see these other things.”

SCF also funds secured and unsecured business loans, commercial property and property development deals.

With a background in financial planning, Anthony is well versed in consulting with dynamic businesses. The view he takes for his client base is this: Where are you now? Where are you going? Where would you like to be? How do we get you where you’d like to be?

As it has the same credit considerations as any bank, SCF can perform those tasks internally, effectively predetermining whether the lender is going to accept or decline the deal. This is also part of how SCF decides upon which lender to take each deal to.

“Where a lender might go through a number of stakeholders to determine an outcome, we can bypass that process and do it far more quickly,” says Anthony. “All of those steps are done internally. We can predetermine if it will go to a bank, which bank and what the rates will be all before they would hear back from their business manager from one of the large banks.”

For transport operators dealing directly with a bank, the process involves rounds of documentation over several weeks all of which will need to be chased up, often with a banker they have never met before.

“That’s part of the advisory aspect of the business,” says Anthony. “Turnaround time is a huge factor.”

Speed of response, as Jacques Lotter found out, is one of its advantages. Tempus Civil Consulting handles waste and spoil disposal, construction demolition

removal and is active in most of the big infrastructure jobs underway in Sydney. At present they are removing the tunnel spoil from the M6 as part of the Stage 1 project which involves using a lot of transport contractors. Tempus Civil Consulting, according to Jacques, is currently in the process of building up its own fleet so it isn’t as dependent on as many subcontractors.

“With the new trucks we’ve just received Anthony pushed hard to get some good deals for us which were much better than what I could get at my personal bank,” he says. “He talks me through the best financial options available to us. He then presents the best price. It’s very easy.

Otherwise, it takes away time from me that would interfere with me running my own business.”

Jacques recently had a new Mack Trident quad-dog delivered, with assistance from SCF, who has subsequently completed the financing of two newly acquired Mack Anthems. The trailers for both are being built in Brisbane.

Anthony Rahme.

“Once I tell him what we need and give him that information he’s quick on responding and notifies me straight away on what I need to submit and once everything is with him, he deals with everybody,” says Jacques. “I don’t have to do anything. He deals with my accountant. He deals with the truck supplier, who he has a previous relationship with ,which makes it a lot easier.”

In the cut and thrust of daily driving with its long hours, finding the time for many drivers to access funds when they are looking to expand or go out on their own can be tough. Financial planning is, after all, a job in itself.

George Ghobrial of SGK Logistics, who specialises in container cartage in the dynamic segment of bulk grain vessels in Western Australia, has been using Anthony’s services for the last five years.

“I’ve always been impressed with the way Anthony has operated,” he says. “He helps where he can in every sort of aspect – even for our subcontractors.”

SGK Logistics uses multiple prime movers across the Volvo and Scania brands.

A newer entrant for the SGK fleet was purchasing a prime mover, also a much larger truck than they had previously owned, with two grain tipper trailers at the ready as it was grain season. It proved no problem for SCF given the hard and fast deadline.

“For guys starting their own business Anthony provides different ways to come up with a deposit — so that they can transition into buying their own trucks,” says George. “He doesn’t charge heavily on fees. He’s always within reach and available the same day and provides comprehensive options on getting equipment or lease loans.”

Through its more personal touch, SCF is aiming to grow with partners that are also exemplars of best practice in their industry.

“We are happy to battle against the odds to get them in a good position,” Anthony says. “The mission for us is to put the customer’s needs first. Sometimes the best outcome is not about getting them

the best rate. Sometimes it’s about getting them the best deal as quickly as possible.

Sometimes, the best deal might not be the fastest one. Sometimes the best deal involves how to plan for the expansion they are working towards over five years. Or it’s the acquisition of another business.”

For SCF helping smaller road transport outfits is an important part of the job especially if they are displeased by their current experiences in the marketplace.

With that said, the business also works with larger sized operators who have existing loan facilities with a major bank, but might be are debt-capped on their spending, which is to say they are growing faster than their bank is prepared to lend them money. SCF has a range of solutions for those types of businesses as well.

“There’s no hierarchy that separates clients according to spend or investment.

Everyone is treated equally. Everyone’s business is equally important to us as it is to them,” says Anthony. “We do our jobs well so it makes their jobs easier.” p r im e m ove r m a g . c o m . a u

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RENTALS, LEASING & FINANCE SHOWC ASE

Fuso Shogun.

THERMAL EFFECTS

Eurocold has teamed up with Fuso for flexible rentals of Shogun refrigerated trucks.

E

urocold offers a range of long-term refrigerated truck rentals that give customers the flexibility to grow their business. The Brisbane-based company has more than 30 years of research and development experience in the refrigerated transport business and builds the best refrigerated solutions for sale or long-term rental. More recently, Eurocold teamed up with Fuso to offer the ultimate Fuso Shogun refrigerated delivery truck along with a comprehensive support package for rental periods of one year or longer.

Flexibility is built-in and customers can change their requirements after 12 months, with just three-months notice.

The Fuso Shogun is a new heavy-duty truck packed full of Daimler Truck technology, including advanced 8-litre and 11-litre engines, fully automated transmissions and a full-suite of active safety features designed to keep drivers safe.

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The Eurocold Shogun is available with a premium Eurocold refrigerated body that can be customised to suit every customer with options of tailgates, divider walls and roller doors. It is available in 12- or 14-pallet specification, with customers able to choose from single-steer and twinsteer models.

The Eurocold refrigerated truck rental package is comprehensive, allowing customers to get on with the job. This includes truck servicing, carried out by qualified Daimler Truck technicians using genuine parts, and fridge servicing, as well as windscreen and tyre replacements. Customers can rest assured knowing they have 24/7 roadside assistance and customer support and Vision Trak truck and fridge monitoring with a unique customer login. The Eurocold Shogun package also includes high quality signwriting to ensure the truck looks like a customer truck.

Eurocold is the exclusive distributor of ISOKIT Isothermal Solutions temperature controlled premium bodies and only uses premium Carrier fridge technology. It offers a full range of refrigerated transport vehicles including everything from utes and small trucks through to the large 14-pallet models such as the Fuso Shogun unit.

Family-owned ISOKIT was established in Italy in 1992 and is known for its durable refrigerated bodies that are 18 per cent lighter than its nearest competitor in Australia, freeing up around 300kg of additional payload.

Eurocold units boast the best K factor number, meaning the units require the least amount of energy to drop the temperature inside the unit. It is another way of measuring the thermal efficiency of the combination.

Eurocold Chief Executive Officer, Avraam Solomon, says the company is committed to offering its customers the best refrigerated trucks available.

“Eurocold works with the best suppliers to ensure our customers have access to the highest quality refrigerated transport solutions,” he says. “Using Fuso, Carrier and ISOKIT means we have the best supplier from each field and our customers benefit.”

The Shogun, as Avraam sees it, is an excellent model for use as a Eurocold refrigerated truck.

“The Shogun is perfect for this application thanks to its full suite of active safety features, its proven reliability and the advanced engine and transmission packages,” he says.

“Customers really do appreciate the strong performance of the Shogun.”

The competitive price to purchase and run the Shogun models is also a key selling point as it allows Eurocold to pass on the savings to its customers.

Solomon says the Eurocold solution is not the cheapest, but customers want a high-quality refrigerated truck that is reliable so they can get on with doing business.

“Our high-quality trucks and flexible rental arrangements mean that our customers don’t need to worry about the truck and can instead focus on serving their customers and growing their business,” he says.

The flexibility of the Eurocold rental business also endears it to customers.

“If you go and get a chattel mortgage for five years from a bank, you can’t ask to change it if your business conditions change after a year or so,” Avraam says.

“But demand can change. Customers might need smaller trucks or larger trucks, more or less trucks, depending on market conditions and our flexible rental solutions allows for that. Our customers appreciate it.”

The Eurocold Shogun models use advanced Daimler Truck six-cylinder engines. The single steer Shogun uses an 8-litre unit, while the twin-steer unit uses an 11-litre engine. Both engines deliver torque from very low down in the rev range for optimal drivability.

Meanwhile, the Shogun meets strict Euro 6 emissions standards, ahead of the current Euro 5 standard enforced in

Australia. The two-pedal fully automated 12-speed transmission delivers fast and smooth shifts and is very easy to use. It features a powerful three-stage engine brake.

The Eurocold Shogun models are supported through the Daimler Truck Australian dealership network across Australia.

“Having the Daimler Truck network supporting these units is a massive plus and means our customers will be looked after wherever they are operating,” Avraam says.

Safety is also a high priority at Fuso and each Shogun includes Advanced Emergency Braking System (AEBS) and Active Sideguard Assist (ASA). ASA uses radar to detect a vehicle, cyclist, pedestrian or any physical obstruction on the passenger side blind spot. When the truck is turning left or moving into a lane to the left it issues a warning.

In addition to the warning, it can now also initiate braking in order to avoid or

mitigate a collision or impact at speeds of up to 15km/h.

The latest generation AEBS uses camera and radar camera technology to provide enhanced pedestrian sensing capability, making it able to completely stop for a moving pedestrian in the event the driver does not respond to an audible warning. Adaptive cruise control, which automatically keeps a set distance to the vehicles in front makes life easier for the driver, especially in stop/start traffic.

A Hill Start System (HSS) assistance function takes some stress out of the drive, along with Intelligent Headlight Control, which automatically turns on and off the truck’s highbeam function in response to traffic and is standard.

Daytime LED running lamps, positioned below the main headlight assembly are also standard.

The ergonomic Shogun interior features a push button start button and a 7-inch high-resolution touch-screen centre display with easy to reach controls.

ISOKIT supplies Eurocold’s premium refrigerated bodies. p r im e m ove r m a g . c o m . a u

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RENTALS, LEASING & FINANCE SHOWC ASE

A DAF CF 530 undergoes diagnostic tests.

GL AD TO BE OF

SERVICE As the number of new truck deliveries grows month on month, PacLease Australia continues to add contract maintenance agreements to help give customers that added piece of mind.

I

n mid-2020, PacLease re-launched their contract maintenance offering, with more options available to customers. The updated offering consists of three maintenance levels, Standard, Advanced and Premium.

The Standard package includes oildrain services at a set rate with intervals determined by the application of a customer’s usage, the Advanced package provides the addition of driveline repairs including engine, transmission, diffs and axles, while the Premium package is like a hamburger with the lot that covers everything.

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“Our team endeavours to work with our customer base to assist in selecting the best option for their business model”, says PacLease Australia General Manager, Andrew Molnar. At all times, PacLease’s number one priority is getting to know its customers’ needs and providing a tailored solution that suits their business models.

“That’s the benefit of the PacLease national network,” says Andrew. “We are able to locally monitor our customers’ needs at each of our 26 branches on a month-by-month basis which enables us to respond quickly and adjust contracts

to suit changes in circumstances. Our local teams work with PACCAR Financial and PacLease regional managers in each state and territory, which gives us comprehensive coverage nationally via the extensive PACCAR dealer network.”

Furthermore, plenty of customers are using PACCAR Financial as a traditional funding method and then attaching a contract maintenance program to the finance contract. As a result, the customer has the benefit of a fixed monthly cost with the added advantages of owning the truck after it has been paid off and receiving the

Kenworth T360 is one of the premium products PacLease can offer its customers.

Government’s tax benefits.

Dedicated fleet managers monitor the vehicle mileage to allow PacLease to help schedule services. PacLease thereby, according to Andrew, can maintain the vehicle as required, with the option of a backup vehicle in the case of breakdowns or accidental damage. This way the customer has limited exposure to the vagaries of unscheduled downtime.

“PacLease gives operators the flexibility to choose the most suitable option for their business model, either leasing or a chattel mortgage with PACCAR Financial along with the addition of a contract maintenance agreement,” he says.

Boasting one of the largest commercial heavy vehicle rental fleets in Australia, PacLease has multiple equipment offerings across the Kenworth and DAF range from 26 locations. With demand on the road transport network increasing in recent years, PacLease can offer rentals from a day to a year to assist keeping road transport businesses on the road. PacLease units can be fitted with hydraulics and dangerous goods fit-ups

to ensure they have a vehicle to meet most applications.

One of the biggest factors affecting road transport in the past 12 months has been lead times on new vehicles for operators.

In an attempt to promote growth in 2022, PacLease has successfully obtained sufficient stock of the Kenworth and DAF product to continue to supply their rental fleets, as well as to support their sales teams in the continued growth of the full-service lease business.

“In an endeavour to stick to our core values of supporting the rental market with a premium product and modern fleet, PacLease has managed to secure Kenworth and DAF stock throughout 2022 to update and grow our rental fleet without sacrificing our premium quality offering,” says Andrew. The stock numbers will also allow PacLease to promote its already successful full-service lease offering.

During 2021, PacLease launched a DAF CF 530 24/48-month lease program to great success.

“The 2021 DAF lease program gave

fleet operators a taste of full-service leasing without the normal longer-term commitment associated with leasing,” says Andrew. “With the fleet we have set aside to grow the full-service lease portfolio in 2022. We believe we will be able to convert some traditional outright purchase fleets that may have a need to update their fleet, or add additional vehicles but may not have access to them due to increased lead times.”

PacLease is a global commercial truck leasing company that provides customised full-service lease, rental and contract maintenance programs for Kenworth and DAF trucks. Designed to meet the specific needs of customers, the company’s service offering also includes vehicle upkeep, 24/7 roadside assist and flexible lease structures.

PacLease’s direct connection with Kenworth, DAF and PACCAR, according to the company, means its customers receive premium equipment and services which have been thoroughly tested and assessed for suitability for the needs of each and every customer. p r im e m ove r m a g . c o m . a u

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COLD FRONT

Set to celebrate its 30th anniversary later this year, Scully RSV, Australia’s largest dedicated refrigerated truck and trailer hire business, is, thanks to its deeply entrenched relationships, always market-ready.

L

asting relationships with key partners and the longevity of its manufacturing base has kept Scully RSV in good stead no matter the flux of external influences that can impact the economy and, by extension, its customers.

Based in the Archerfield area of Brisbane, the company is a stalwart of the truck and trailer hire segment, providing

A Scully refrigerated body with Carrier unit.

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dedicated refrigerated leasing across a range of products from one-tonne utes to interstate specc’d B-double combinations.

Using the latest Carrier and Thermo King refrigeration units, Scully RSV enjoys, given the breadth of its fleet, the ability to supply bespoke product to the hire market. Its two major chassis providers Isuzu and Hino supply a range of rigid vehicles from 2- to 14-pallets and everything in between.

“Working right across the gamut we are able to meet the needs of the most diverse customer base and provide trailer configurations as well,” says Scott Davidson, Scully RSV Managing Director.

“Certainly, in the rigid truck body we’ve got the ability to meet those needs on a short- and long-term basis. We’ve a proven flexibility with the depth of our bench I suppose.”

Part of that depth means also accommodating the one-tonne utility vehicle sector with Hiluxes supplied by its other partner in Toyota.

Entering its 30th year of operation, the Scully customer portfolio encompasses a truly national footprint and includes the largest of logistics and 3PL providers in the country and scales down to the smallest startup venture that needs a refrigerated vehicle.

Now with two facilities in its hometown of Brisbane, Scully RSV has, in recent years, expanded down the east coast with depots in Melbourne and Sydney.

Given the current economic climate in which a business might be more reluctant than usual to commit to owning mobile assets, not knowing if a surge in work will last, Scully RSV offers great flexibility in determining whether an operator requires a unit for one or two days, a week or a fiveyear engagement.

“If their workload increases they can increase vehicle size, they can go from a two-pallet up to a six-pallet or eight-pallet if their work expands and conversely if that work drops off it certainly enables them to hand that vehicle back at the end of the hire agreement,” says Scott. “Offering our customer base flexibility in terms of vehicle size and length of tenure is a key pillar of what we do, and we enable our customers to focus on their core business and we take all of the noise away from the transaction.”

On this front, Scully RSV will manage the service, maintenance and the insurance.

All of it goes through a cutting-edge digital platform which is about to be augmented by an innovative telematics system that is currently in the process of being rolled out across the entire fleet. This according to Scott makes it a one-stop shop.

“Customers that way come in and have a very simple transaction process and then they’ve got flexibility to scale as their business peaks and troughs,” he says. “Our platform enables our vehicles to plug and play with any of the suite of products that are out there in the marketplace.”

Operationally, with 24/7 callout support in place, all scheduled maintenance for truck, trailer and fridges is carried out by OEMs in the truck space or by a dedicated

Scully RSV handmakes the refrigerated bodies at its Brisbane facility.

national provider. Scully RSV offers a replacement vehicle should a vehicle, for any reason or length or time, encounter an issue. As Scott sees it, the customer should have full confidence in knowing that Scully’s vehicles comply with the highest national heavy vehicle standards (HVIS).

“That’s something we take very seriously within our role of chain of responsibility,” he says.

Scully RSV was well placed to accommodate the increases in both food deliveries in last mile logistics and the shuttling of ambient freight to distribution centres, as supermarkets have tried to stay on top of demand during two years of lockdowns. Through the COVID period the food services category, a large customer pool for Scully RSV, has undergone a major re-emergence.

“It’s a market we have a lot of exposure to,” says Scott. “We’ve been able to flex with that market as it’s grown. We’ve seen phenomenal demand through Valentine’s Day and into Mother’s Day with florists and associated sectors. More broadly, last mile deliveries are picking up pace again.”

Post-COVID demand, meanwhile, shows no signs of abating. Despite the throttle of imports on commercial vehicles and parts, Scully RSV according to Scott, remains in a strong position thanks in large part to the longevity of its strategic alliances.

“Those entrenched relationships over 30 years certainly put us at the forefront of our OEM partner’s purchasing patterns,”

he says. “We have very solid banks of inventory right through 2022 into 2023 which enables us to meet the short- and long-term demands of our customer base.

We still handmake these vehicles with a team of highly skilled craftsmen.”

Old and new customers, more recently in response to the impact of floods across the east coast of Australia, have sought out Scully to provide immediate solutions in a period of business crisis.

“One of the true benefits of our hire business is that ability to meet immediate and urgent demand,” says Scott. “We’ve been able to pick up some fantastic new customers and also support our existing customers as they’ve needed us to keep vehicles on the road in that really valuable crisis time. That’s something we really thrive on.”

Scully RSV has also been able to help out on a number of social endeavours where third parties have required short-term hire, not only for delivery, but for storage when stock in commercial kitchens, disrupted by floods, was under threat.

“People used our assets under these challenging circumstances also for shortterm immediate storage,” says Scott.

As for the next phase of the business, Scott explains there are more sites under consideration for expansion. This includes Western Australia.

“It won’t be long before we’re on the West Coast and able to support our growing market out there,” he says. p r im e m ove r m a g . c o m . a u

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RENTALS, LEASING & FINANCE SHOWC ASE

AGREED

VALUES Daimler Truck Financial Services is the only truck financier that offers a guaranteed buyback product and it is available across three Daimler Truck brands.

D

aimler Truck Financial Services is solely-focused on the commercial vehicle business and its wide range of finance solutions are built on the knowledge that operating a fleet of trucks or buses is very different to running a fleet of passenger vehicles.

As the exclusive provider of financial solutions for Mercedes-Benz Trucks, Freightliner and Fuso trucks and buses in Australia, Daimler Truck Financial Services has extensive knowledge of the local freight industry.

The products and services have been developed in consultation with customers over the years. Many

truck customers were keen to have a guaranteed buyback promise and the peace of mind and certainty it would provide their business. They also wanted flexibility because, as anyone in the freight business knows, things can change quickly, especially in turbulent times. With this in mind, Daimler Truck Financial Services came up with a unique product called Daimler Guaranteed Buy Back. As the name suggests, the central premise of this finance product is that Daimler Truck Financial Services will honour an agreed value of the vehicle at the end of the term. This is a great feature for many customers, but the benefits of

Daimler Truck Financial Services is the exclusive provider of financial services for Mercedes-Benz, Freightliner or Fuso trucks.

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the Guaranteed Buy Back product go beyond this central element.

Customers also have flexibility to respond to the business conditions and make the choice that is right for their business. At the end of the term, customers can choose to either return the vehicle and walk away, trade in the vehicle and upgrade to the latest model or keep the truck and simply refinance or pay out the agreed remaining amount.

“There simply is no other product in the industry that offers all the benefits of the Daimler Guaranteed Buy Back,” says Daimler Truck Financial Services Chief Executive Officer, Craig Cubitt.

“We are prepared to back Daimler Truck products and give customers peace of mind as well as the unmatched flexibility of the Guaranteed Buy Back product. It allows our customers to get on with growing their businesses efficiently and profitably.”

There are some conditions, of course.

For example, if the customer chooses to trade or hand back the truck, it must meet the Fair Wear and Tear conditions.

Be sure to call 1300 243 052 or visit www.daimlertrucks.com.au/finance for more information.

Daimler Truck Financial Services also offers a suite of other finance options that have been developed specifically for business customers. These include an Asset Loan, Asset-Hire Purchase, Operating Lease and Finance Lease.

The customer can choose from a wide variety of financial products tailored to their business requirements. Daimler Truck Financial Services understands how busy customers are and have developed a service called Fast Track Finance that makes finance approvals a far less time-consuming process.

The Fast Track finance program gives customers the convenience of a streamlined credit approval process with no need for income verification.

Craig Cubitt.

As a specialised truck financier, Daimler Truck Financial Services makes it easier and faster to obtain credit on MercedesBenz, Freightliner or Fuso truck for up to $350,000.

Knowing its customers and the logistics business is key at Daimler Truck Financial Services, says Craig.

“We are a truly customer-focused organisation that puts our truck customers at the centre of everything we do,” he says. “Our position as a standalone finance company focused solely on trucks means we can serve our truck customers better than anyone.”

Daimler Trucks covers all segments of the road freight industry in Australia with advanced solutions across the light, medium and heavy-duty segments supported by a vast dealership network.

Japan’s Fuso range starts off with the iconic Canter, which has been helping Australians get the job done for more than 50 years and moves up to the larger Euro 6 Fighter and Shogun models.

Last year, it became the first truckmaker with an original equipment manufacturer all-electric truck with the eCanter, which is now in service with Australia Post, Centurion, Lion and Bunnings. It has also lead the market by making advanced safety features standard across the light-, medium- and heavy-duty truck classes, as well as on its recently updated Fuso light bus.

Freightliner builds America’s best-selling

heavy-duty truck, the Cascadia, which is now winning over Australians. It is the only bonneted truck with fully integrated advanced safety technology and also features the advanced Detroit engine and transmission package that make it a fuel economy champion.

Able to optimise economy using GPS and topographical information to ensure the truck is always in the right gear, the Cascadia is proving its efficiency around Australia, while raising comfort levels with a range of comfortable sleeper cabs starting off with 36-inches through to a cavernous 60-inch option.

Mercedes-Benz Trucks offers a range of technically advanced models from the Atego medium duty urban expert and Econic waste hauler through to the Arocs and Actros heavy-duty leaders. The Actros is a common sight on Australian highways thanks to it legendary efficiency, comfort and advanced safety features. Highlights include latest generation engine and transmission technology, including the range-topping 13-litre and 16-litre six-cylinders are a key strength, along with a clever 12-speed fully-automated transmission (AMT). Actros models are at the front of the pack with features such as the Multimedia Cockpit, which features two 10-inch high-resolution screens that ensure all the information and control a driver could need is at their fingertips. p r im e m ove r m a g . c o m . a u

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LIGHTS, CAMERA, ACTION In late 2021 Isuzu released its smartest and safest N Series to date, packed with safety innovation and supported by a longer warranty period.

Isuzu N Series crew cab changing lanes in Port Melbourne.

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I

suzu has been selling trucks in Australia for 50 years, the last 33 as the number one in terms of unit volume. The 2021 sales result of 10,175 new Isuzu trucks was a 23 per cent increase for the brand from the previous year and significantly, this was achieved in a market which itself grew 20 per cent overall, underscoring Isuzu’s increased market share. The milestone 250,000th

Isuzu sold in Australia was delivered in February 2022.

It’s been a challenging couple of years in which to be launching new truck products and it’s refreshing to be able to actually get behind the wheel and speak with the Isuzu people in person instead of dealing with the shortcomings of two-dimensional online events. The Australian market is obviously important and respected by the

head office in Japan, with proof strongly evident in the new Light Duty N Series which currently offers 61 cab-chassis and 35 Ready-to-Work models. The Isuzu N Series is available in various wide and narrow cab configurations, as well as crew cab and 4x4 models intended for specific applications.

In addition to the usual safety features, such as driver and passenger airbags, seatbelt pre-tensioners, and anti-lock brakes now expected in trucks, this latest N Series incorporates the Isuzu Intelligent Safety Suite and Advanced Driver Assistance Systems (ADAS).

At the centre of the ADAS is the Hitachi stereo camera hardware which is similar to human eyesight as the dual optical camera sensor provides the ability to sense in 3D and with depth perception.

The camera is fitted in a binnacle located at the upper centre of the dash to enable superior coverage and is similar to those fitted to Subaru and Isuzu D-Max and MuX vehicles. The dual camera system has received preference over the single camera and radar combination more

commonly seen on medium and heavy trucks. The cameras’ location on top of the dash instead of at the upper level of the windscreen provides a better field of vision particularly for low objects such as children and bollards. The ADAS also incorporates systems such as Forward Collision Warning, Advanced Emergency Braking, the Distance Warning System which has four settings determined by the driver, and Lane Departure Warning which has two settings and is effective above 60 km/h.

Forward Collison Warning and Autonomous Emergency Braking are arguably the most important of the systems. Conventional cruise control is standard although the Isuzu Intelligent Safety Suite does not yet include Adaptive Cruise Control, and neither do its Japanese light duty competition. Perhaps that’s a feature being kept up their sleeves for a future release as the hardware is already there.

An innovation which will be new to many drivers is Isuzu’s Traffic Movement Warning system. It monitors stationary

vehicles in front of the truck, and if the vehicle immediately ahead moves away more than a set distance without the truck itself moving, a warning will be activated in case the driver has been distracted.

Another feature similar to those found in modern passenger vehicles are the automatic headlights which operate in two stages: dusk switching on front and rear parking lamps, and darkness activating the head- and taillights. To prevent draining the battery all lights are extinguished automatically by removing the key.

Many of the ADAS settings are customisable to suit a particular driving style and once on the road the various active and passive safety systems are hardly noticeable and under normal circumstances any interventions are subtle.

The object of the ADAS is to support drivers unobtrusively during regular operation by providing an extra set of “eyes” on the road, a foot on the brake, or in the worst-case scenarios, be the barrier between serious injury or even death in the event of an incident by potentially mitigating the severity of an impact by

The Hitachi stereo camera is a highlight of the Advanced Driver Assistance Systems. p r im e m ove r m a g . c o m . a u

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All new N Series has seen the factory warranty extended to six years.

quickly reducing the speed of the truck.

Moving forward, Isuzu is committed to have a full carbon neutral line up by 2040 and will be accelerating the sales of electric vehicles during the preceding decade. Isuzu, at present, has a number of relationships with other original equipment suppliers including Honda and the fuel cell powertrain Honda is developing. There is also a key technical partnership with the Volvo Group (Isuzu is well into the process of purchasing UD Trucks from Volvo) and there is the Cummins-Isuzu collaboration which was established in 2019.

Isuzu’s almost perennial market dominance in the country can be attributed to various factors including the brand’s reputation for reliability and strong aftermarket support which keep existing clients coming back for more.

Total cost of ownership is influenced by economy, performance, efficiency and safety which collectively lead to a properly specified Isuzu model being the right truck for a particular application. In the markets where the N Series dominates, Isuzu has always been about providing the best transport solution, often where the truck is a tool of a business yet transport not always at the core of the business. This ethos is now further enhanced with the factory warranty which has been expanded to six years or 250,000 kilometres, plus six years of 24-hour roadside assistance on the new N Series 4x2 models. The factory warranty also extends to three years on the bodies fitted to the popular Ready to Work range. Isuzu offers a range of comprehensive service agreements and extended care options to assist operators 78

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to keep on top of maintenance and compliance with advance knowledge of operating costs.

Due to increased industry demand and supply chain limitations, many Australian truck body builders are pushing forward scheduled body design work, often well before a customer’s truck has arrived or even been shipped. Isuzu’s Product Engineering Development Centre has been utilising a three-dimensional CAD (Computer Aided Design) system to enable even better preparation for body builders. Having millimeter perfect 3D CAD modelling in hand before the truck has arrived means a body, and the all-important mounting system can be designed and manufactured well in advance. The process can include 3D printing allowing for the rapid prototyping and proof of concept for components as simple as a body mount outrigger which can be easily tested at full scale.

Inside the cab’s additional updates in the new range there is an interior revamp in seat cover material. There are numerous storage facilities and drink holders and even a specifically designed holder for the fuel card. NPR and NQR models are equipped with automatic climate control and other models in the N Series can be optioned up from their manual HVAC systems at extra cost. Behind the dashboard is a new CAN converter circuit and connector, making it a simple exercise to fit a fleet management or telematics system.

Isuzu does a great job with its heated mirrors which are mounted in a forward position on the doors and, from driver’s perspective, align with A pillar so that

at intersections and roundabouts there is less interruption of view to the front and sides without compromising rear vision. The doors themselves have received additional reinforcement in the form of anti-intrusion bars. Superior occupant protection is achieved due to the cab meeting the UN ECE-R29 rating. An audible and visual cab tilt warning is a new addition which alerts the driver if the cab is not correctly locked down. There is also a motorhome spec where the cab does not tilt, with access to the mechanicals via a floor hatch.

Power options start with a 3.0-litre 110kW engine with 375Nm of torque, through to a 5.2 litre rated either at 114kW/419Nm or 140kW/513Nm. In addition to fiveand six speed manual gearboxes, Isuzu provides options for automated manual transmissions (AMT) including the unique AMT with a torque convertor which moves even closer to car based operation due to its ‘park’ position for the transmission selector. The AMTs have been tweaked to deliver an improved smoothness, most noticeable when the engine is “blipped” automatically when the transmission is down shifting to better match engine and road speeds.

All new N Series trucks receive at least 500 kg increases in towing capacity, which adds weight (pun intended) to the argument of using an Isuzu N Series light truck in place of an overloaded conventional ute. Some models are capable of towing 4,500kg using a factory tow bar. The upgrades in the Isuzu Light Duty range will be complimented later in 2022 with new models in the Medium and Heavy Duty line ups.

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PERSONALITY

PA RT A N D

PARCEL In an industry which is customarily male-dominated, CouriersPlease demonstrates that gender is much less important than ability and leadership.

T

he Australian Bureau of Statistics lists that 78 per cent of the workers in the transport, postal and warehousing industry are male. Against this figure, 56 per cent of the senior leadership team at CouriersPlease are women, including three of its five state managers, one of whom is Queensland State Manager Tracey Baldwin. Tracey is the company’s first female state manager. She directs a team of ten operational managers and is ultimately responsible for over 220 franchisees and 75 staff across five depots. The female leaders at CouriersPlease are proving they are more than well equipped for their tasks in a challenging and complex industry in which they ensure the swift delivery of millions of parcels to households and businesses across the country, while also keeping essential workers safe.

Prime Mover: What got you interested in transport?

Tracey Baldwin: I virtually fell into transport after I moved from Sydney to Brisbane in 1996 and got a sales support role with a large freight forwarder. I’ve stayed in transport ever since.

PM: What are some of the challenges in operating a large courier provider such as CourierPlease?

TB: The unpredictability. It’s the curve balls that get thrown at you and you must be ready to flex with them. As an example, linehaul may run smoothly for months then suddenly you’ll have a late arrival, breakdowns or weather 80

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Tracey Baldwin.

events such as the recent floods, which will create service delays. Leading up to last Christmas our linehaul volume increased by 55 per cent on the Melbourne to Brisbane leg which limited linehaul availability. In instances such as these I work together with my operational leaders on structuring a plan to minimise delays. Safety is our Number One priority at CouriersPlease and is a large focus for me in my role.

I regularly visit our five depots across the state to ensure we’re identifying any potential hazards and we are implementing process improvements to help reduce accidents. For instance, we have been able to remove ‘shared’ zones and moved to ‘total exclusion’

zones for employees in most depots where forklifts and other machinery are being used.

With the onset of COVID over the past two years another challenge we were presented with has been the rules and regulations changing almost on a weekly basis, so we had to adapt and pivot quickly. We had to ensure that clear communication was sent to our five depots, so everyone understood why and what was changing, and then making certain the same message was delivered to the fleet. Overall, it worked very well.

PM: CouriersPlease appears to encourage gender inclusiveness. Is this a deliberate company culture?

TB: Gender inclusivity is an organic part of the culture here, supported by policies such as paid parental leave and flexible work arrangements. From the ground up we have a high level of diversity. In the three and a half years I have been here, there have been many changes which have happened for the better and it’s demonstrated in the number of branded customers that have partnered with us. In any transport company things continue to change and you’ve got to keep agile and continue to prioritise safety, KPIs, and enhanced reporting so we can better manage the fleet. At the moment we have 12 key projects we are working on. That level of commitment comes with a good support team in head office. They are very engaging, very accessible and work as one team.

Although we’re owned by Singapore Post and we are a corporate entity, we still have a family culture about us.

PM: What are some of the other factors you’ve had to address?

TB: The lockdowns stopped us from being able to visit existing and potential

customers to gain new business, as well as retain and increase new business. This did not deter my sales team who showed that working from home did not restrict their goals, with my Business Development Manager and Account Manager both ranking number one in the country, showing we can work from home and the productivity doesn’t drop. The floods have been another challenge. Fortunately, no employee has lost their home or been injured, but there was a number of staff and franchisees who simply couldn’t get into the depot because of the road closures.

PM: CouriersPlease operates on a different business model to many others in the industry. Has that contributed to the overall success?

TB: Being a franchise model it’s their own business so our franchisees are invested.

We’ve had some franchisees who have doubled the value of their run and we’ve had one who actually tripled the value of their run because they’ve worked hard with our sales team to gain additional customers. Knowing their run is an asset,

some build their run so much they’ll put on a second driver and van to manage the volume they have gained.

PM: What have been some notable recent changes in the parcel industry?

TB: It wasn’t an unexpected change but I think the B2C (Business to Consumer) deliveries have just gone through the roof with Queensland volume alone increasing by 35 per cent year-on-year.

Consumers want to know when to expect their parcels, so we’ve improved scanning to enable them to rack their parcel through every step of the journey. This visibility for our customers gives them a better experience and reduces the calls to our call centre because they can see where their parcel is.

Another change is the size of our vehicles.

Previously, CouriersPlease generally had been one tonne vans, however with the increased volume the fleet has moved to two tonne vans for larger capacity with the exception of our Brisbane CBD and Surfers Paradise vans where low roof car parks can’t accommodate a two tonne high top van.

Drivers and franchisees within the growing CouriersPlease network.

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PRIME MOVERS & SHAKERS

ROLE WITH IT

As the National Service Manager at Isuzu Australia Limited, Brett Stewart oversees the aftercare and service arm of Australia’s biggest selling truck brand.

B

rett Stewart either thanks or blames his grandfather for his inspiration to decide upon a career in the realm of car and truck servicing.

“He was pretty handy on the tools and from a young age he had me swinging spanners”, recalls Brett, who is currently the National Service Manager at Isuzu Australia Limited (IAL). “He gave me a hand in learning how to do things and how to fix stuff properly. It really did give me a good grounding in understanding that whole mechanical side of the industry.”

After qualifying as an automotive mechanic, Brett fulfilled his ambition to move on to become a truck mechanic and continued to draw upon the mechanical empathy he had instilled in him as a child. Brett, however, ultimately transitioned from the workshop to the four-walls of an office which he concedes presented a steep learning curve at the time, but also provided him the opportunity to broaden his horizons and increase his expertise in the industry.

For some time he had a role managing the maintenance for several major concrete companies on the Sunshine Coast in Queensland. Following this, Brett returned home to Geelong to take up a similar position with a national transport company fleet.

Prior to his current role as National

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Service Manager at Isuzu, Brett was National Service Technical Manager where the main activity was identifying product issues and working with Isuzu in Japan to either come up with solutions or potentially resolve reworks or recalls.

“In that role I certainly needed to have an in-depth technical understanding of how things work on trucks,” he says. “I spent a long part of my career working in OEM workshops and also in truck repair workshops and fleet workshops which provided great experience across the industry. I had to have a good handle on what the challenges are for, say, a fleet customer compared to the challenges found in a retail workshop or as against the differences found in an OEM workshop.”

In his mechanic days, Brett wanted to obtain a broader understanding of the truck service industry and progressed through a number of roles.

“Whenever an opportunity came up to look after a different part of the business, whether that be in the fleet or the retail side, I’d jump on those chances and that led me to a more deskbased position,” he opines.

Having joined Isuzu Australia limited ten years ago, Brett came on board first as a technical consultant providing support via the telephone to the entire dealer network. Being the only person for a whole network was a challenge

and again he drew upon his in-depth technical understanding of diagnostics and how electronics and mechanicals components work.

Coinciding with the release of the new N Series, Isuzu announced that the range’s warranty would be extended to an industry leading six years or 250,000 kilometres. This extraordinarily long warranty may be good for the marketers, but Brett considers it a validation of how the brand can capitalise on its commitment to quality and its ‘reliability is everything’ ethos which extends beyond the physical vehicles and goes to the level of support IAL provides to not just its dealers, but its customers as well.

“There are certainly a few factors to the reasoning behind why we decided to move to that longer warranty. From where I sit in the company, one of the best things I have found at Isuzu is their level of customer support. It’s one of the things which attracted me to the business in the first place. We’re all focused towards the customer at Isuzu and that’s not just a tag line, and honestly it’s what has kept me at Isuzu.”

Brett explains some of the reasoning behind the decision to double the warranty period.

“Over the years, and often well beyond the warranty periods, we were supporting our customers extremely well anyway. We wanted to crystallise

Brett Stewart.

that with an offering that we can put up on the wall so to speak, and say this is how much we back our product. Not just that it, shows the level of customer support that we are willing to provide and it was also about providing peace of mind for the customer for that first life-cycle ownership period to make sure they had the confidence in the product and they knew that the factory was there to look after them for that period.

It’s something that we’d always done anyway but it hadn’t been put up on the wall.”

The development of electric vehicles (EVs) and hydrogen fuel cell electric vehicles (HFCEVs) will ultimately result in a paradigm shift in vehicle servicing and Brett and his team are cognisant of the impending changes “You can see in the whole EV space there is going to be very little maintenance on those vehicles in the

future and depending on how those products get rolled into the market, whether that’s under a lease program or a true ownership model, there is always going to be a level of diagnostic activities that need to happen on those vehicles because they’ll still have components such as electronics modules. There will be a level of training that will need to be pushed out to our dealer network to make sure we are upskilling the technicians in the field. The next question is when is that going to happen because we are still selling pretty much 100 per cent internal combustion (ICE) vehicles at the moment and the average life for an Australian truck is 13 to 14 years.

“My opinion is that ICE will still be a huge segment for the next 20 to 30 years. Certainly EVs and HFCEVs will creep into that space. There’s a big unknown about that timeline. There

certainly will be a level of upskilling required within the network and you see that in the car industry already with the upskilling of car mechanics. The truck industry always lags a little bit behind the car industry and there are different challenges with factors such as loads.”

Brett Stewart remains conscious of his roots as an apprentice and appreciates the varied journey of his professional life.

“You realise pretty quickly that the reason you can have success in those more corporate and managerial roles is because of all that experience you’ve had in the workshop and working right alongside people on the front line of service,” he says. “If you were to tell me when I was a first year apprentice sweeping the workshop floor that I’d be National Service Manager for the biggest selling brand in Australia I would have laughed at you.” p r im e m ove r m a g . c o m . a u

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NEWS

FINAL REPORT TABLED ON ROAD SAFETY INQUIRY The Joint Select Committee on Road Safety today tabled the final report for its Inquiry into Road Safety. The report examines factors contributing to fatal and serious injuries on Australian roads and considers opportunities to improve road safety outcomes through measures which: support the design, construction, and maintenance of high-quality road infrastructure that minimises the likelihood and severity of road crashes; encourage the uptake of modern vehicles fitted with proven safety features; effectively manage speeds to safe levels and deter unsafe behaviours; ensure all road users are equipped with the knowledge and skills to identify and respond appropriately to road safety risks; embed road safety as part of ‘business as usual’ in public and private sector organisations; promote safety for gig economy participants who use the road as a workplace; enhance road safety in the heavy vehicle sector;

and contribute to effective post-crash response and trauma support.

The report also identifies a need for effective leadership and oversight in relation to road safety at the national level, noting that efforts to improve road safety in the past have been stymied by poor governance, a lack of clearly defined responsibilities for reducing road trauma, and failures to report progress towards set targets in a meaningful way.

In addition, the report highlights the importance of high-quality research and reliable, accurate data to understanding the road safety environment and to the design, implementation, and evaluation of innovative measures to improve road safety outcomes. The report includes 61 recommendations relating to these matters.

“Road trauma touches the lives of all Australians, whether as victims of a road crash or as family members, friends, first responders, or members of the

wider community,” said Committee Chair, Darren Chester. “The causes of road trauma are complex and demand innovative solutions supported by strong leadership, reliable, accurate data, and high-quality research. The committee’s report outlines a series of measures that may be taken to improve road safety in the short term, while also highlighting some of the steps that should be taken if we are to achieve sustainable reductions in road trauma in the future.”

While the committee’s report outlines several areas where road safety can be enhanced, it was crucial, according to Chester, that governments at all levels take responsibility.

“As this report coincides with the federal Budget, the committee also calls on the Government to invest in safety for all Australians by committing sustainable funding to measures which reduce deaths and serious injuries on our roads,” he said.

STARIA LANDS ANOTHER DESIGN AWARD Hyundai Motor Company confirmed its STARIA multi-purpose vehicle (MPV) has won the ‘Best of the Best’ accolade at the Red Dot Award: Product Design 2022. The Best of the Best is awarded for groundbreaking design and is the highest title in the competition.

STARIA took the honour in the Cars & Motorcycles category, further reinforcing Hyundai’s global competitiveness in product design.

Since its launch last year, STARIA has won several accolades for its design excellence and product innovation.

STARIA received the honour in the transportation category of the 2021 GOOD DESIGN Awards.

“STARIA is Hyundai’s new MPV lineup crafted with the ‘inside-out’ design approach that has surely opened up a new mobility era for all,” said SangYup Lee, Executive Vice President, Head of Hyundai Global Design Centre.

“Our design team has put their passion into this product, working 84

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closely with our world-class modellers and engineers to make the dream come true.”

STARIA boasts a strikingly futuristic and mysterious exterior that resembles a space shuttle. A single stroke running from front to rear is reminiscent of the curve of light that illuminates the Earth’s horizon at sunrise when viewed from space.

The cruise ship-inspired interior delivers

a luxurious look and unique atmosphere that focuses on the driver’s convenience and passengers’ comfort.

The lowered beltlines and panoramic side windows improve overall visibility and create a feeling of openness. This sense of spaciousness, inspired by traditional Korean ‘hanok’ architecture, allows passengers to feel as if the outside scenes are an extension of the vehicle interior.

Hosted by Design Zentrum Nordrhein Westfalen in Germany, Red Dot Award is one of the world’s largest design competitions.

The award breaks down into three different disciplines: Product Design, Brand & Communication Design, and Design Concept, to better appraise the diversity in the field of design.

The Red Dot Award: Product Design sets out to find the year’s best marketready products that are aesthetically appealing, functional, smart or innovative.

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“I In b o Yo

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FORD F-150 ANNOUNCED FOR AUSTRALIA Ford Australia has announced that a right-hand drive, local remanufacturing program with RMA Automotive Holdings, will bring the Ford F-150 to Australia.

Ford Australia has engaged RMA Automotive to give Australian consumers access to America’s best-selling vehicle with arrival of the F-150 scheduled for mid-2023. Part of Ford F-Series, the F-150 has earned its stripes as a member of America’s top-selling truck line thanks to its exceptional performance, towing, cargo capacity, safety and technology.

Ultimately, demand from vocal Ford customers in Australia proved overwhelming.

“We’ve listened hard to fans and dealers and found a way to bring F-150 to Australia. As the pinnacle of ‘Built Ford Tough’, it will give our customers even more choice when they’re in the market for a pick-up. We just can’t wait to unleash it,” said Andrew Birkic, Ford Australia and New Zealand President and

CEO. “F-150 has been part of F-Series, America’s best-selling vehicle line for the past 40 years, with more than 40 million F-Series Trucks produced to date. With such a local fan base, and with full-size truck sales in Australia tripling in recent years, we just knew we had to find a way to bring it back to Australia.”

Leading the only Ford program of its kind globally, Ford Australia has engaged engineering specialist RMA Automotive to remanufacture Australian-delivered F-150s to right-hand drive, meeting all applicable Australian Design Rules and safety regulations.

F-150 will be available alongside the full Ford vehicle range throughout Ford’s nationwide dealer network.

With Ranger’s position as Australia’s best-selling 4×4, Ford Australia said its strength in commercial vehicles is clear, but customers have also been vocal about their desire to see F-150 in local dealerships. It was this feedback, and

the growth of the full-size truck segment in Australia, that has led to the return of F-150 to the Australian market.

“Whenever I speak to our dealers, they tell me that customers consistently ask about F-150, ask when it is coming, so I am very proud to now be able to say it’s heading our way,” said Birkic. “There are just so many passionate F-150 fans out there and we’re all thrilled to be able to bring this iconic truck to our roads with locally remanufactured right hand drive models.”

Working in conjunction with their US counterparts, Ford Australia’s product development engineers will collaborate with RMA Automotive to ensure a seamless ‘Built Ford Tough’ conversion.

RMA Automotive has more than 30 years of engineering expertise, and is considered one of the world’s leading suppliers of modified vehicles, with over 100,000 modified Ford vehicles delivered globally to date.

RENAULT MASTER it’s my business it’s my van

“They look great on the road and they are great for business” “I have a fleet of Renault Masters. I started my business in 2002 with 5 Renault Masters.

I now have more than 40 across Australia. They look great on the road and they are great for business. There’s loads of storage throughout and tech keeps us connected. Both rear doors open and you can load a pallet straight in. We love the way our signage looks on the van.

You can’t miss us on the road!”

Peter, Cowan Restoration Services

renault.com.au

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ON SITE

ON THE SAME PAGE Distribution outsourcing has surged amid the recent e-commerce boom.

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apid changes to longstanding delivery models have been one of many changes the COVID crisis has wrought on online businesses. Online merchants across the country were, in response to driving growth and escalating customer demand, outsourcing distribution and logistics at unprecedented rates.

According to figures reported on

by Australia Post nearly 5.4 million households purchased products online each month in 2021. With more than four in five households at a 12.3 per cent year-on-year growth, that adds up to 39 per cent more households shopping online than in 2019.

The B dynamic logistics floor during a toolbox meeting on COVID safety protocols.

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In 2020 e-commerce was calculated at almost 2 per cent of Australia’s GDP. Online sales grew by as much as 31.8 per cent during the 2020/21 financial year as businesses had little choice but to capitalise on sales growth.

Book retailer Dymocks, who saw significant increases in sales as consumers during lockdown rediscovered reading, was one of them. Driven by a diminished scope of leisure activities, hard copy book sales boomed during COVID, so much so that Dymocks, had to scale up its fulfilment operations with the assistance of a third-party logistics provider, B dynamic.

B dynamic, who distributes over 100

local and international brands to customers across Australia, already has established contracts in place with the likes of ALDI, Costco and Procter & Gamble.

In the new e-commerce environment, many retailers have had to outsource their warehousing, pick-and-pack, assembly and fulfilment work to third party logistics (3PL) businesses especially during the pandemic in order to handle increases in sales according to Jam Pathirana, B dynamic CEO and Founder.

“When businesses like Dymocks are quick thinking and flexible, they respond to changes as they happen,” he said. “This rapid response is the key

to their success. This is why brands such as Dymocks have boomed during COVID as they have moved quickly to harness the opportunity to meet the changing needs of the community during the pandemic.”

Increases in sales of self-help, motivation and cooking-type books as well as games and puzzles skyrocketed as people looked for something to do.

Adult fiction, according to Dymocks, was its fastest growing category.

“In 2021, book sales increased by double digits, despite foot traffic to stores clearly being impacted by lockdowns and restrictions,” says Mark Newman, Dymocks Managing Director.

“In addition, our online business also saw substantial growth, as those who were shopping online at Dymocks were shopping with a purpose.”

One of the key challenges for B dynamic was not only its ability to respond to the massive demand but how it adapted in meeting customer expectations.

“Our Warehouse management systems didn’t have the ability to scale for the demand and it was set-up to support Business-to-business (B2B) clients and moving to support the Business to consumer (B2C) model was a whole new ball game,” says Jam. “Over the past 18 months we have developed an intermediate platform to provide us with the flexibility and scalability to expand, regardless of the work, health and safety platform we use. This helped us connect to multiple e-commerce platforms using API integrations and several other file transfer formats, providing our business with a competitive advantage.”

B dynamic manages order processing with over 50 customer e-commerce stores. Order dispatch, as a result, has been reduced from within 48 hours to within two hours of receiving an order.

The biggest changes in the market have been speed of delivery, a major differentiator between winning a sale or losing a sale says Jam, who is

Jam Pathirana.

looking to enable his retail partners to win sales based on delivery. This way repeat sales can better ensue through customer retention.

With a blow out in the increase of e-commerce trade, transport activities increased by 300 per cent over the past 18 months for the business.

It uses third party transport partners for its last mile delivery including Direct Freight Express, TNT, Hunter Express, DSE and Australia Post for smaller parcels, nationally.

In the 4PL freight services space, Jam foresees the trend of third party logistics companies using specialised transport companies for freight continuing due to the inherent dynamics of the transport requirements.

“We manage the fulfilment of ALDI online business,” he says. “No one transport company can deliver all their products as the products vary in type and size from books to TVs and fridges.

They need them delivered to metro, regional and country areas.”

Large businesses have often struggled to adapt to changes swiftly, which can significantly impact their business

as their existing supply chain often lacks the agility needed to solve such challenges.

The pandemic, according to Jam, has changed all of that.

“B dynamic is working with mediumand large-sized organisations in Australia such as Universal Music and Dymocks to deliver supply chain logistic solutions, specialising in e-commerce distribution,” he explains.

Dettol distribution, as an example, became problematic in response to the COVID crisis as Reckitt Benckiser’s existing supply chain did not have the flexibility required of it to cope with soaring demand at such short notice.

“They reached out to us for support and we successfully delivered that solution for Reckitt Benckiser with distribution of Dettol to many nontraditional channels such as Cricket Australia, Air BnB and Mirvac shopping centres,” recalls Jam. “We are focusing on providing flexibility to our customers enabling them to take on new opportunities in the market place and we work innovatively to solve challenges and achieve success for our customers.” d e live r y m a g a z ine . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE

Accelerating better decisions

MARTIN TOOMEY

S

ince 2019 ARTSA has been reforming itself into an industry think tank. By doing this it will provide a much-needed transport industry service of seeking to accelerate better decisions through data interrogation. As an industry association, many readers would have known of ARTSA as the Australian Road Transport Suppliers Association. We had members who represented component suppliers and we were seen as a technical advisory group with highly skilled and knowledgeable members. In May 2019 Dr Peter Hart wrote a detailed article on this page entitled “ARTSA Reinvents Itself.” Two years on and that reinvention is well underway.

We are now known as the ARTSA Institute and our original members have since transitioned to other associations, mainly the Heavy Vehicle Industry Association (HVIA), a national body

Tableau dashboard analytics.

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that has a strong focus on advocacy, training and of course organising the Brisbane Truck Show. I think this change has worked out for the best. HVIA are a well led association, with excellent governance and have a keen interest in seeing a thriving Australian transport industry. Meanwhile ARTSA-i has grown a pipeline of projects and research opportunities that are pulling together teams made up of ARTSA life members, industry suppliers, young engineers, other industry associations and the Commonwealth to deliver much needed and useful programs.

As the newly formed ARTSA Institute (ARTSA-i), we are ready to assist industry players to face the challenges and shifts that are likely to occur at pace. Whilst it may be said that ‘data is the new oil’, we have a view that oil, in its crude form, is not a useful substance at all unless it is refined into something more practical.

The value of this refining process is to create insights from the data that otherwise would not be found or would be revealed only when it’s too late.

One source of data that ARTSA-i use is called the NEVDIS data. It is supplied to us through a contract with Austroads and the data reveals a lot of information about the road transport fleet that we can present in many ways. Like the oil analogy, the NEVDIS data in its raw unrefined state, is not useful at all. But, with applied algorithms and many practical filters, the data becomes a

genuine source of insights. The data reveals registered vehicles over 4.5 tonne and the corresponding trailer car parc.

It can be interrogated to uncover where the car parc is located, the age profile, the country of manufacture or the country of technology that the vehicles have adopted, such as Japanese, European or American. Some assumptions can be applied to the data to estimate emissions by area, down to post codes, or to look more deeply into vehicle applications.

The data can be viewed through software tools like Tableau analytics to really bring it to life. Any supplier to the industry would recognise the value that accessing the ARTSA-i data could bring to their organisation.

As we start to see commercial vehicle platforms transition away from fossil fuels, we will no doubt see many new suppliers enter the industry. The traditional field of mechanical engineers and diesel mechanics will still be relied upon but will need to learn new skills and at the same time some new trades will emerge. Driveline electronics, hydrogen fuel cells, batteries and charging technologies will all play a key role in the everyday transport fleet of the future. Being able to make a well timed and better decision will provide competitive advantages as well as speed up the modernisation of the industry.

ARTSA-i wants to assist suppliers to navigate how best to adopt these new technologies and when. Under high demand, a new generation of engineers will enter the industry with an entirely new skill set. To be of use they will need to be mentored and given exposure to the industry and we want to offer them opportunities to work on real time funded projects alongside industry experts and ARTSA-i life members.

ARTSA-i invites potential project sponsors and partners to start a discussion with us to understand if we can help you to navigate a pathway into the industry or to grow your presence within it. Bring us an idea to test or a

ARTSA-I LIFE MEMBERS

Powered by strategy to navigate and we will structure a team to work on it. One case in point is the current project that is tasked with revisiting the safety of couplings on high performance vehicles. You may have already read some media releases on this important project already? Through the Commonwealth Heavy Vehicle Safety Initiative funding ARTSA-i are the applicant for this project that brings together the resources and experience of the ATA, HVIA, TIC and ARTSA, along with an array of subject matter experts and industry players. For the young generation engineers that will be involved in the road testing and dynamic laboratory testing, this will be a significant milestone in their careers.

By background, the first time this work was undertaken was in 1987 by Dr Peter Sweatman, an Australian engineer who went on to become Chairman of ARTSA and is now a life member of the ARTSA-i.

Peter’s work was ground-breaking at the time as it provided D Value standards for vehicles up to 125t. At that time this was in preparation for B-doubles to be approved on roads in Australia. Our project plans to build upon this work and to provide evidence-based guidance to support engineers, regulators and fleet managers so that couplings can be safely specified, inspected and maintained.

Australia has always been a world leader in high GCM and we are already seeing heavy high productivity vehicles on the road with PBS approvals above 125t with quad roadtrain combination types in particular. Today in Europe the maximum GCM that I know of is in Finland with 76t and Sweden 74t, so both are well inside the 125t research

by Sweatman. Another Australian icon in this space is Bob Pearson, also a life member of ARTSA-i and a contributor to this page last year. Bob wrote about the ‘Implementation of High Performance Freight Vehicles in Latin American Countries’ and how high performance freight vehicles (HPFVs) had been on the agenda for most Latin American countries, but the work was being driven by private companies that had achieved a varied level of success reaching

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BAA quad trailer combination.

operational legislation. We are fortunate that in Australia we have a legislative framework in place with the PBS scheme to allow for a structured implementation of high mass combinations.

Within our project, understanding the role that inertia plays in dynamic forces, versus manoeuvring forces, and the forces of traction and braking will all be explored in Australia on Australian roads with a few cattle grids, causeways and bumps thrown in for good measure. As well as the topography, other variables are at play when trying to gauge the stresses on a coupling, such as axle loads, suspension type being air or leaf spring, tyres and draw bar lengths can all contribute to the overall measurable forces on a combination vehicle. Testing this on a BAA quad combination, for example, will be ground-breaking work and I can’t help but sense that the knowledge gained in Australia will be of an international relevance, particularly as we enter the next emissions wave of

decarbonising transport. Fewer vehicles that are longer, heavier and more productive will have an important role to play in the overall decarbonisation of transport and it will be Australian research that helps to support this endeavour.

ASRTA-i wishes to be at the forefront of the heavy vehicle transport industries willingness to adopt an Australian solution to a global issue. Our doors are open to partnerships, collaborations, shared research and data services. We are particularly proud of our reputation and heritage of being a “useful” body that wants to see the acceleration of better decisions and welcome your interest in our institute.

If you have a project that you would like to discuss, please contact me directly chair@artsa.com.au

Martin Toomey, Chair, ARTSA-i p r im e m ove r m a g . c o m . a u

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INSIGHT | TRUCK INDUSTRY COUNCIL

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Is Australia’s push for hydrogen powered transport the right way?

TONY MCMULLAN PETER ANDERSON

T

here has been a lot of discussions about the use of hydrogen as a fuel for heavy vehicle transport and trucks in particular. Recent government announcements regarding the east coast hydrogen highway, are a case in point.

The three eastern seaboard states recently announced that they will band together to make a start on a project to build a “renewable hydrogen” highway, with the state governments of New South Wales, Queensland and Victoria signing an agreement to develop hydrogen refuelling infrastructure for heavy trucking. A memorandum of understanding signed in March 2022 is for the development of a hydrogen refuelling network for heavy transport and logistics by 2026.

Work will centre on the Newell Highway, that links Queensland and Victoria, the Hume Highway between New South Wales (NSW) and Victoria, and the Pacific Highway between Queensland and NSW. The project will start with the Hume Hydrogen Highway grant program that is run by the NSW and Victorian governments.

Both states have committed $10 million each, which is sufficient for at least four refuelling stations along the Hume. These should support 25 hydrogen-powered long haul heavy freight vehicles a day. So not a full-scale commercial solution, but rather more an initial infrastructure to support hydrogen truck trials.

NSW Minister for Energy Matt Kean said the project on Australia’s busiest road 90

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freight routes was a significant step in the decarbonising the heavy transport industry.

He added that renewable hydrogen “will increasingly become a competitive zero emissions fuel option for our heavy transport sector.”

Queensland Minister for Energy, Renewables, and Hydrogen Mick de Brenni said the collaboration presented fuel security opportunities, “when you consider the impacts of the COVID pandemic and international conflicts, it’s clear Australia must achieve energy independence, to shield our nation from foreign companies and foreign powers.”

Similarly, the Victorian Minister for Energy, Environment, and Climate Change Lily D’Ambrosio said, “this historic collaboration between Victoria, New South Wales and Queensland will revolutionise Australia’s busiest freight corridor, lighting a pathway to a zeroemissions transport sector.”

So all good you might think. And while the Truck Industry Council (TIC) is fully supportive of decarbonising Australia’s road transport industry, we question just how realistic the hydrogen highway will be. Granted, refuelling infrastructure is critical to the uptake of this technology and those with a long memory will remember the push for natural gas trucks over a decade ago. Back then the operating cost justifications worked out, there was a number of natural gas trucks available, however the concept ultimately failed due to a lack of refuelling infrastructure. With plans set in motion for the refuelling stations along these major highways, that leaves suitable trucks and a ready supply of economically priced hydrogen fuel to be found, in order for this initiative to be viable.

A global perspective paints a telling picture. There is only one major truck manufacture who has a commercially

available hydrogen truck for sale and that truck is not for sale in Australia. There are other smaller organisations who claim to be able to offer hydrogen trucks and there are other H2 trucks under development, but it is too early to tell when a range of hydrogen trucks will be available for general purchase.

Then there is the issue of the hydrogen fuel itself. Only approximately one per cent of all hydrogen produced globally is ‘green’, that is carbon neutral. Leaving the other 99 per cent as ‘grey’ or ‘brown’ hydrogen produced, using fossil fuels that is more CO2 intensive than burning diesel in a conventional truck engine. Then there is the cost of ‘green’ hydrogen. The general belief is that hydrogen needs to be at about AU$2 per kilogram for the fuel to be competitive with diesel. California currently has the largest automotive hydrogen refuelling network in the world, however the average price of ‘green’ hydrogen for a fuel cell vehicle there is approximately AU$16 per kilogram.

The point I make is simply this, Government initiatives are welcome however they must be accompanied by facts and the details. Hydrogen may be the future, but that future is probably 10 to 20 years away. Australia needs a realistic plan to get to that point and that requires looking at the mandating of Euro 6 and equivalent technologies, the use of bio and carbon neutral synthetic drop-in fuels, diesel/electric hybrid trucks and other ‘stepping stone’ technologies that will provide meaningful levels of decarbonising in the short- to mid-term.

After all, transport carbon neutrality by 2050 is a pathway to zero emissions not a light switch event.

Tony McMullan CEO, Truck Industry Council

TELEMATICS TECHNOLOGY ADVERTISE IN OUR JULY 2022 PRODUCT SHOWCASE ON EFFICIENCIES AND APPLICATIONS. The capture of operational data in the vehicle and the transfer of that data into a computer program that can analyse it and produce reports has made telematics one of the critical tools of road freight movements. It’s a gamechanger for enhancing operational efficiencies such as fuel cost reductions, maintenance planning and even data integration from all parts of the business. Telematics technology has evolved from buzzword to business tool in little over a decade as its improved capabilities can provide insights on everything from axle loads, geofencing, tyre pressure, inventory and much more in the important domain of total operating economy improvements. Prime Mover is providing you with a forum to demonstrate how you can bring value to today’s increasingly demanding transport community by showing how key insights can and should be disseminated from hard working mobile assets.

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Industry Fleet: Carter Heavy Haulage Feature: Tile Factory Outlet Showcase: Rentals, Leasing & Finance Personality: Tracey Baldwin

Innovation Fleet: Collins Transport Technology: Janus Electric Test Drive: Isuzu N Series Delivery: B dynamic

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 OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

Delivery Magazine inside: Pages 84-87.

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Women win with new driver training funding

PETER ANDERSON STUART ST CLAIR

A

ttracting and training new people to the transport industry continues to be a major focus for the VTA, with labour shortages crippling operators and adding to an already stressed supply chain. Indeed, the labour crisis in transport was one of the most talked about issues at our March State Conference, with speakers and delegates putting their heads together to devise solutions for this escalating problem.

One of the strategies the VTA has been pushing for some time is to look to cohorts that traditionally are not aligned with freight and logistics, albeit for no good reason. Women – and in particular women over 45 – were identified as a particular cohort to target, with many women looking for second careers or returning to the workforce after raising children. So, we were thrilled to be able to kick off the Conference on a very positive note, with the Victorian Minister for Freight and Ports, Melissa Horne, joining us at Phillip Island to announce $3 million in funding for the VTA to train and place new workers to jobs in transport.

The Freight Industry Training for Jobseekers Project will create 125 jobs in the transport and logistics industry, providing a sustainable training and employment pathway into Heavy Vehicle Driving, Forklift Driving and Warehousing roles.

Through the program, priority groups 92

may 2022

such as women, women over 45, and older participants, will undertake training and will be provided with minimum 12-month employment on commencement into the project. The Project will increase the reach of the industry in securing suitable employees to meet existing workforce shortfalls and ensure it is well positioned for the growing freight task. This funding and these new transport jobs will go a long way towards addressing labour shortages operators face, and of course is consistent with our efforts to increase participation rates among women in the transport industry.

Building on the success of the VTA Driver Delivery program, which has trained and placed over 200 new drivers into well-paying long-term jobs in transport, the program will make a meaningful contribution to growing our workforce and reducing pressure on operators that are desperate for help.

We acknowledge and thank the Victorian Government for continuing to listen and respond to the needs of the freight industry across a myriad of issues that transport operators are confronting. The State Conference was a terrific opportunity to discuss many of these issues, with a particular focus on how higher fuel costs and rising interest rates – coupled with labour shortages – are impacting operators.

The message from speakers, from a variety of backgrounds, was clear and is one that the VTA has been expressing for many months, which is that operators cannot ignore rising costs within their businesses. The Federal Minister for Assistant Minister for Freight Transport Scott Buchholz was

especially blunt, cautioning operators at the Conference who didn’t act on these rising costs that they would likely be out of business within a year.

Inflationary pressures are expected to be felt throughout the whole economy over the months ahead, with the Reserve Bank tasked with trying to keep a lid on inflation through the economic levers at its disposal.

Higher interest rates will inevitably be one of these levers, which will lead to cost hikes for everyone. The challenge for operators will be to build these increases into their cost models, so that customers and eventually consumers are also exposed to higher prices.

The VTA maintains many resources on fuel pricing to assist members in understanding how price fluctuations might impact their business.

These items can help operators to create cost models that accurately forecast how their businesses will be impacted by price fluctuations, and what must change in their pricing to address it.

They are a VTA ‘members only’ benefit, and I would urge you to contact our secretariat on 03 9646 8590 for information on how to access it.

Let’s continue working together over the confronting months ahead to devise strategies and tactics to build resiliency into our industry. We’ve worked admirably during COVID to keep Australians fed and fuelled, and now is not the time to take the foot off the accelerator with some of the headwinds we face.

Peter Anderson CEO, VTA

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PETER SHIELDS’ NUMBER CRUNCH

Elective Courses accounted for 1,428 units in March, taking the quarterly accrual to 3,219 units, an increase of 8.3 per cent over the first three months of 2021. The Heavy Van sector has failed to produce similar results.

An outcome, anecdotally observed, as being due to a combination of the tempering of demand coupled with a shortage of supply of some models. Although 162 additional units up over the February result, the 438 new vans attributed to March sales leaves the category at -35.7 per cent for the year so far with only one brand, Renault, in positive territory compared with last year.

This year, Australia has experienced a first quarter like no other.

The influences of the pandemic on the community and the economy will take years to fully realise and react to, and the effects of the Russian invasion of Ukraine are being mostly felt here at the bowser. On the upside the Department of Industry, Science, Energy and Resources expects Australia’s resources and energy export earnings for 2021-22 to reach a record $425 billion. As recently as December it had forecast that export earnings would be just $379 billion for the current financial year and much of the additional revenue since identified can be attributed, again, to the invasion of Ukraine which reportedly has brought about a sharp rise in the global price of coal and LNG. Additionally, under the new free-trade agreement between Australia and India the Federal Government expects Australia’s exports to India to rise by at least $45 billion by 2035. The most critical number for Australia during May is 75, which is the number of seats required for a majority government in the House of Representatives. As expected, the Morrison government led in with an election-friendly budget, short on taxes and big on infrastructure project announcements. Arguably the most controversial action was to reduce by half the fuel excise for six months. This may be great news for operators of passenger vehicles but will only have a marginal net benefit on the road transport industry which previously claimed back the difference between the pre-budget excise rate of 44.2 cents per litre and 26.4 cents per litre Road User Charge (RUC) as part of the fuel tax credits (FTC) arrangements. The Government is not changing the existing RUC arrangements for heavy vehicles travelling on public roads, and the temporary reduction in fuel excise will provide a net benefit for heavy vehicle operators of just 4.3 cents per litre which is unlikely to have much effect on supermarket prices.

A change in government, or confirmation of the incumbent, is unlikely to influence the inevitable rise in interest rates as the global macro-economic is shaped by a much larger hand than ours’.

Australian new truck sales continued to power ahead during March and the Truck Industry Council reports 3,359 new units being sold, and resulting in growth of 14.7 per cent at the end of the March Quarter when compared against the same period in 2021.

The Heavy Duty category increased by 20.2 per cent (210 units) compared with the month of March last year and the year-to-date total at the end of the March Quarter of 3,012 units was up 23.6 per cent (+575 units). Medium Duty truck sales increased by 12.9 per cent on a quarter versus quarter comparison and Light Duty trucks 94

may 2022

Mar-22

YTD

Change

ISUZU

1057

2450

20.5%

HINO

615

1405

6.0%

FUSO

435

1111

20.1%

KENWORTH

272

648

30.4%

VOLVO

179

455

40.0%

IVECO

153

324

10.6%

MERCEDES-BENZ

123

248

-35.9%

UD TRUCKS

85

201

60.8%

MACK

90

200

68.1%

FIAT

66

158

23.4%

SCANIA

59

158

-27.5%

DAF

62

128

34.7%

FREIGHTLINER

38

94

4.4%

MAN

43

88

44.3%

WESTERN STAR

26

73

15.9%

RENAULT

20

48

14.3%

HYUNDAI

14

48

-20.0%

VOLKSWAGEN

13

23

130.0%

FORD

6

11

-69.4%

DENNIS EAGLE

1

6

-77.8%

SEA ELECTRIC

2

3

0.0%

2

-77.8%

INTERNATIONAL CAB CHASSIS/PRIME

3359

7882

14.7%

M-B VANS

155

359

-12.2%

RENAULT VANS

95

206

33.8%

VOLKSWAGEN VANS

64

131

-53.4%

FORD VANS

79

118

-71.5%

FIAT VANS

27

64

-43.4%

IVECO VANS

18

57

-32.1%

VANS

438

935

-35.7%

TOTAL

3797

8817

5.9%

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Choose the fund that’s got you covered If you work in transport, choose TWUSUPER.

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

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TWUS 7267

6/8/21 10:36 am

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