Prime Mover September 2020

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September 2020

Visy Logistics New Wave SEPTEMBER 2020 $11.00

ISSN 1838-2320

9 771838 232000

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Industry Fleet: Midland Freight Feature: Canberra Sand and Gravel Spotlight: Aluminium Revolutionary Chassis Company Personality: Lisa Dolan

Innovation Fleet: O’Connor Haulage Technology: EuroPantech Test Drive: Mercedes-Benz New Actros Final Mile: Mitsubishi Express

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

ISUZU F SERIES

Choose the safety of #1. *

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* TIC Industry sales data YTD May 2020. Promotion is only available on new selected F Series Isuzu Truck from an Australian Isuzu Truck Dealership between 1 July 2020 - 30 September 2020 (promotion period). This offer is not available in conjunction with any other offer and fleet and government purchasers are not eligible. Offer available only on new F Series 4 Cylinder 4HK1 models only and while stocks last. Extended Care refers to, 5 Year Extended Warranty and is for 5 years from the date of first registration of the truck and includes 5 years free Roadside Assist, which is inclusive of the standard 3 year Warranty and Roadside Assist. Free first 12 month, 20,000km scheduled service must be conducted by an authorised Isuzu Truck Service Centre and within 12 months from registration date and excludes any wear and tear items and any additional work or components required.

Terms and conditions and exclusions apply, please consult your participating Isuzu Truck Dealer, or visit isuzu.com.au for further details. FSA/ISZ12772

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September 2020

MEET THE TEAM

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

Visy Logistics New Wave

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.

SEPTEMBER 2020 $11.00

ISSN 1838-2320

9 771838 232000

08

Industry Innovation Fleet: Midland Freight Fleet: O’Connor Haulage Feature: Canberra Sand & Gravel Technology: EuroPantech Spotlight: Aluminium Revolutionary Chassis Company Test Drive: Mercedes-Benz New Actros Personality: Lisa Dolan Final Mile: Mitsubishi Express

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

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

william.craske@primecreative.com.au

Luke Applebee | Managing Editor, Transport Group

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

managing editor,

transport group

Luke Applebee luke.applebee@primecreative.com.au

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

business

Ash Blachford

development ash.blachford@primecreative.com.au manager

0403 485 140

art director Blake Storey blake.storey@primecreative.com.au William Craske | Editor

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

design production

manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

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

Ashley Blachford | Business Development Manager

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

www.primemovermag.com.au

Kerry Pert, Madeline McCarty

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

Peter Shields | Senior Feature Writer

design

head office 11-15 Buckhurst Street

South Melbourne VIC 3205

P: 03 9690 8766

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

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articles

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copyright

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

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

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

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

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

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CONTENTS

Prime Mover September 2020

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52

34

56

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COVER STORY “Moving more with less, reducing emissions and providing greater value to our customers embodies our values. Our mission is to be a global leader in creating sustainable solutions for a better world.�

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ALL IN THE FAMILY

Prime Feature Stories FLEET FOCUS 24 New Wave Visy Logistics has embarked on a new high performance freight vehicle program which, for sheer scale, is perhaps the most ambitious investment seen in furthering interstate commercial linehaul productivity in some time.

46 In the Electric Midst In a win for Australian manufacturing, Sydney-based ARCC is building bus chassis featuring zero emission Dana electric drive components with locally produced bolt-together aluminium chassis members.

TEST DRIVE

30 All in the Family A pre-existing penchant for Toyota vehicles has blossomed into a full-blown appreciation for Hino trucks at Midland Freight, culminating in the recent delivery of a quartet of the brand’s new 500 Series Standard Cab medium duty offering.

52 Event Horizon The latest Mercedes-Benz Actros pioneers multiple technical innovations in the areas of safety, fuel efficiency and operator comfort.

34 Fuel Intentions O’Connor Haulage, a Sydney-based carrier, is already seeing a return on investment from the latest Euro 6 DAF CF 530s now operational on linehaul deliveries for a major client where the fuel economy gains are fast proving exceptional.

08 From the Editor 10 Prime Mover News 56 Final Mile 62 Personality 64 Prime Movers & Shakers 66 Australian Road Transport Suppliers’ Association 68 National Heavy Vehicle Regulator 71 Australian Logistics Council 72 Trucking Industry Council 73 Victorian Transport Association 74 Peter Shields’ Number Crunch

TRUCK & TECH 44 Paint it Black To satisfy the demands of an ever-growing customer base, Body Shop Paint Supplies has commissioned a new Isuzu with a custom body to showcase its wares to country Victorian trade and retail customers.

Regular Run

FROM THE EDITOR

Highway Kind

William Craske Editor

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se pt embe r 2020

The Sopranos is a show about how therapy is no viable substitute for effective policing. Of all the frank observations and cynical punditry I’ve heard made during the escalation of the pandemic in Australia that might be the one that has resonated the most in recent days. In times of despair humour leavens the gulf of uncertainty. There’s been no shortage of jokes, too. Perhaps, for sheer sagacity, the salesman who seeks a buyer for a broken barometer – “no pressure” – seems to sum up the moment in which our society saw fit to defer all wisdom to its expert class. The statues of Easter Island invite us to speculate awestruck on a deluge of reckoning supposedly beyond our comprehension. What kind of hubristic folly decimates such great cultures? Look around. Reminders are in our midst.

It might go some way to explaining how truck drivers, in no abundant supply themselves, were the subject of recent controversy, not of their own making.

As part of knee-jerk interstate policy they were asked to have had a COVID-19 test within seven days before crossing a border carrying desperately needed essential goods by decision-makers whose data, unlike those companies running the trucks, is exempt from audit.

Moral superiority is no replacement for competence.

In a time of unconstitutional executive orders it’s comforting to know industry bodies like the Australian Logistics Council and Victorian Transport Association are equipped to fight these battles on behalf of industry and community in lieu of stagnating democratic processes. New South Wales

absorbs up to 15,000 commercial vehicles from the south each day carrying 650,000 tonnes of freight. For those of you playing along at home inured to caseload hysteria, those are the numbers that matter most right now.

Disasters produced by the changing of values to paraphrase Balzac have ramifications far reaching (I’m looking at you 5 May 1789). The commercial road transport industry in Australia is world class. Our supply chain processes have been tested and refined.

This magazine exists to report on that constant undertaking of improvement, adjustment and discovery. There may be no better nor efficient way of sabotaging an essential service then by making it suddenly accountable to those that are not.

What populations fear, according to Pascal Bruckner, is simply dispossession.

Things happen that are beyond our control and yet we are asked to embrace them. All the while knowing men whose charity to the common good often act in their own interests.

Therapies of disenchantment, approved by the administrative state, cannot suffice as solutions for the ills of our world nor will they appease the cumulative mistakes made in service of the best of intentions. Let that be the formative change of understanding.

Like the old Chinese Cookie says, “the outcome you have waited for is assured.

Continue to persevere”.

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PRIME NEWS

> PACCAR set to add 120 new jobs in Bayswater While layoffs and enforced furloughs of staff are a sad reality this year, commercial vehicle builder, PACCAR Australia, announced it is set to buck the trend. In a boost for Australian manufacturing and the local economy, PACCAR Australia is in the process of recruiting more than 120 people for its Bayswater manufacturing facility.

Customer demand for trucks has driven the need for increased truck production in the coming months, resulting in growth in the factory workforce and related engineering and administrative support at its head office in Melbourne.

“The current operating environment globally is uncertain, and especially in Victoria at the moment, but we are immensely proud we are able to employ more people and support economic growth within the local community,” said Andrew Hadjikakou, PACCAR Australia Managing Director.

“We have been manufacturing

Flags fly above PACCAR’s Bayswater facility.

Kenworths in Australia for 49 years and the majority of our suppliers of component parts are small-to-medium businesses, many of whom are local to our factory,” he said.

The upshot for industry is when PACCAR increases its production, the attendant supply chain also increases production.

The flow on effect through PACCAR’s local partners, according to Hadjikakou, means many more people are affected than just the personnel it employs.

“We hope our customers understand when they buy from us, as an Australian manufacturer, the choice they make positively impacts the lives of many Australians,” he said. “The increase in staff is not only a great boost for the local economy, but it’s great for morale and we look forward to welcoming our new team members as they continue to join the business over the coming weeks.”

Despite the positive news, Hadjikakou said that COVID-19 had not left the company unscathed.

“Our operations team has worked to make manufacturing Kenworths and assembling DAFs at the plant in Melbourne safe for all workers according to the Government’s guidelines on social distancing and maintaining health standards,” he said.

> TWUSUPER taps industry titan for critical role

Brendan Hopley.

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Industry Super Fund provider, TWUSUPER, this week confirmed it had landed a former Victorian Transport Association President as its new National Employer Relationship Manager. The well-credentialled Brendan Hopley has taken up the executive position. With five decades of industry experience, Hopley brings with him an unrivalled network of relationships and knowledge of key industry figures, which TWUSUPER hopes it can take advantage of.

“There are very few people across Australia with transport industry experience and contacts comparable to Brendan Hopley,” said CEO of TWUSUPER Frank Sandy. “TWUSUPER is built by and for the transport industry and Brendan’s appointment only deepens that commitment to improve our services to members and participating employers.”

Hopley is himself a longstanding member of the Fund and a passionate believer in

its mission of helping people in transport enjoy a better retirement. He commenced working in the industry in the late 1960s, and held senior operational and management roles in Australia and Asia, culminating in his most recent position as Chief Operating Officer at Murphy Transport Solutions for the last 15 years.

“During my time in the industry I have seen a profound improvement in the retirement outcomes of transport workers,” Hopley said. “TWUSUPER has been the key to unlocking dignity and security in retirement for many thousands of my colleagues. The opportunity to help build an even stronger fund was too good to pass up.”

In addition to being a past president of the Victorian Transport Association, Hopley is a past section chair of the Chartered Institute of Logistics & Transport in Australia. At present he also serves as Vice President of ARTIO Victoria.

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PRIME NEWS

> ALDI prioritises staff safety, hygiene during pandemic A responsible and expansive focus on proactive hygiene practices has helped define the approach supermarket powerhouse ALDI has taken for its drivers. Now considered one of the big three supermarket retailers in the country, ALDI at present staffs more than 530 transport operators across Australia with drivers embarking from one of the company’s eight distribution centres (DCs) to deliver essential groceries to Australians, daily.

Given its national presence, transport operations for ALDI are committed to developing safe and efficient routes to reduce total kilometres and drive times according to Tremaine Spillane, Logistics Director, ALDI Australia.

“We have recently extended measures to protect our employees,” she said.

“Freight workers delivering into our distribution centres go through additional checks including temperature checking, symptom screening, and face masks for all drivers across New South Wales, Victoria, Queensland and South Australia.

We have also introduced new measures to limit interaction between drivers from different states.”

With COVID-19 caseloads flatlining in most states while Victoria continues to surge, the current environment across the country is still very fluid for logistics workers. Spillane said ALDI was fortunate to have an agile supply chain in which it

could work with its driver teams, asset base and valued business partners to make changes swiftly when needed.

“We have been able to have more flexibility in delivery times with the removal of curfews,” she said. “This has assisted the operation to be more sensitive to national supply chain delays.

We also introduced the use of safety pendants for drivers during the day and at night to ensure our teams felt safe in this new environment.”

Spillane told Prime Mover that the extensions for lifting curfew restrictions allowed the ALDI transport teams to readjust delivery timings and continue to deliver groceries into its stores.

“We are grateful for the local communities and councils who extended curfews for freight,” she said. “All of these new ways of working will be continually reviewed to establish whether they deliver ongoing safety and efficiency benefits for our supply chain.”

The business, according to Spillane, has also kept up-to-date with government implications, such as cross border travel to ensure any restrictions caused minimal disruption to the day-to-day roles of its transport operators.

“We have kept our transport teams informed on the changing situation to best prepare transport operators for any changes they may encounter,” she said.

“The volume of our operations continues

to fluctuate as developments occur, such as the recent lockdown in Metropolitan Melbourne and the Mitchell Shire region.

We are grateful that in recent months movement has stabilised as the nation has adjusted to current circumstances.”

ALDI prioritises safety and efficiency across its commercial vehicle fleet by maintaining one of the most modern fleets on the road. All new orders are compliant to the latest European emission standards (Euro 6) which are greater than Australian requirements. The average age of the ALDI commercial vehicle fleet is four years, which measures well against the average age of the Australian fleet at 14.8 years.

Each truck, usually a Mercedes-Benz or Scania, is equipped with safety features and low particulate emission technology.

Safety features include ABS, lane departure warning and adaptive cruise control. ALDI also confirmed that a new fleet management system is expected to be rolled out across its commercial vehicles in the next few months.

Telematics is relied on for fridge and engine fault reporting, integrated safe driving plans, fatigue management, cold chain compliance, dash cameras and live traffic updates. Fleet managers and drivers also consult telemetry data when it comes to the integration of fridge motor low range mode for noise in sensitive environments, Easydocs to

An ALDI Mercedes-Benz Actros leaves a distribution centre.

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store paper documents electronically and driver tablets with vehicle checklist to report faults.

“Telematics is one of the many investments we have made in our transport teams to ensure the highest standard of safety and efficiency for our transport operators,” said Spillane.

Following the onset of COVID-19 in March, ALDI recruited for roles across its network to ensure more Australians had access to everyday essentials.

“As we said at the time of peak purchasing, there was more than enough food to go around,” said Spillane.

“Australia’s primary producers and manufacturers are world class and they have been great partners in meeting the needs of Australians.”

Since then the company has been proactive in implementing preventative measures to protect the health and safety of staff on its extensive supply

chains. Each ALDI commercial vehicle operator now carries a hygiene pack in their prime mover. What’s more, personal protective equipment (PPE) was provided to its 13,500 employees across stores, warehouses and offices. This included gloves, hand sanitiser and masks which are now mandatory and must be worn in its NSW and Victorian DCs which have signs in place at key points in the employee’s journey to ensure best practice hygiene is front of mind. All machinery is cleaned prior to and after use with cleaning stations in multiple locations. Break rooms undergo extra cleaning before and after use.

“Personnel have specific working groups that they break with to ensure social distancing and contact tracing can be maintained effectively,” Spillane said.

According to Spillane, the key, throughout the pandemic, has been to share clear and concise messages to its employees

which includes an internal ALDI staff application that has been utilised to push important messaging to its 13,500 employees in real time.

“We have also used our online learning platform to educate our employees on the importance of hygiene practices and also increased our signage at key operational points for employees in our warehouses, offices and throughout our stores,” she said. “In stores, our focus is on social distancing to protect the health and safety of both our employees and customers.”

To protect employees, ALDI has installed clear screens and 1.5 metre social distancing floor markers at all checkouts, with hygiene stations now located at every store entrance. As is now common practice at many retail supermarket stores, antibacterial wipes are provided to clean trolley surfaces and hand sanitiser for customers to use before they enter any of its stores.

> NTI unpacks tanker accident research at NBTA webinar At the recent National Bulk Tanker Association webinar, National Transport Insurance Transport and Risk Engineer, Adam Gibson, spoke about the NTI’s latest accident investigation report. Gibson commenced with a graph that showed heavy vehicle involved fatalities per billion tonne-kilometre since 2003. The graph confirmed a steady downward trend from a high of between 1.5 and 2.0 deaths in 2003 to between 0.5 and 1.0 death in 2018.

“Around half to two thirds of people who lose their lives in these incidents are car drivers who are at fault,” said Gibson. “You can see over the long term there is a distinctly positive in the downward sense trend — fewer people are dying in incidents involving trucks for the given volume of freight we transport in Australia.

“Providing an international context is very interesting, and it suggests Australia has probably the safest road transport industry in the world.”

In Cause of Large Losses Over Time,

Gibson outlined a sharp increase in driver error effectuated losses.

“It’s basically gone from 20 to 40 per cent over a four-year period from 2015 to 2019 which is of great concern,” he said. “Looking inside of that, we have a real issue that we are not yet on top of inattention and distraction.”

Gibson pointed out that the statistics for driver error in bulk tanker related accidents, also at 40 per cent in 2019, virtually mirrored those of the overall mix of heavy vehicle driver error related losses.

“The one exception is inappropriate speed incidents which usually involve rollovers, and it’s not a great surprise due to the dynamics of tankers to see a higher level there,” said Gibson. He qualified this by noting the statistic in question referred to all bulk tankers including dry powder, non-Dangerous Goods (DG) and milk tankers.

“The DG sector has been the notable leader in the bulk tanker realm with its requirement for roll stability program (RSP) on the combinations which

dramatically reduces the incidence of inappropriate speed related losses.”

Another difference he noted was that the average large loss (over $50,000) incident cost for bulk tankers is $180,000 compared to $120,000 for all other vehicle categories.

Revisiting the inattention and distraction topic, Gibson said in recent years it had jumped from seven per cent to 14 per cent in terms of being deemed a contributing factor in large losses in a year.

“It’s hard to prove but it’s also hard not to feel that mobile phones and technology-based distractions are significantly driving that result, and again this applies similarly to the bulk tanker segment as to the overall heavy vehicle statistics,” he said.

Gibson suggested there was also a cultural issue in regard to mobile phone use while driving and that it remained socially acceptable to far too many people across the broader population.

NTARC and NTI released the 2020 accident investigation report in May. p r i m em ove r m a g . c o m . a u

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PRIME NEWS

> Fuso announces launch of all-electric eCanter in Australia Japanese commercial vehicle manufacturer, Fuso, will introduce the world’s first all-electric light truck in Australia next February. The near-silent eCanter, which produces zero exhaust pipe emissions, was first introduced in 2017 and is currently operating in the United States, Europe and Japan.

It was developed from the groundup using Daimler’s research and development might and has been extensively tested in harsh environments.

Fuso presented an eCanter at the 2019 Brisbane Truck Show and select Australian fleets subsequently trialed the ground-braking machine.

Daimler Truck and Bus Australia Pacific President and CEO, Daniel Whitehead, said the response from Australian customers towards the eCanter had been enthusiastic.

“The best light truck fleets in Australia have told us that safety and emissions reduction are absolutely critical for them,” he said.

“We introduced Advanced Emergency Braking to the light truck class in Australia with Canter last year and now we will be first with a fully integrated

Fuso eCanter on show outside Federation Square.

manufacturer-developed electric truck,” said Whitehead.

The eCanter is an integrated Original Equipment Manufacturer product and this fact according to Whitehead is greatly appreciated by key customers.

“It’s quite simple to take a truck, swap out an engine and replace it with thirdparty motor and batteries if you want an electric truck in a hurry, but the Australian market is more mature than that,” he said.

Whitehead said thorough testing and development is imperative in the road transport industry.

“These trucks are performing essential services around the clock in rain, hail and shine, day in, day out, so it is critical customers have confidence that they continue to perform as promised,” he concluded.

Like all Canter 4x2 models, the eCanter is equipped with a long list of safety features including Advanced Emergency Braking, Lane Departure Warning, Electronic Stability Control, Hill Start assist, reversing camera and driver and passenger airbags. Fuso includes these key safety features at no extra cost to the customer.

> Australian trucking icon, K&S major shareholder fondly remembered National Road Transport Hall of Fame member, Ray Scott, a major shareholder in K&S Corporation, has died aged 70. An icon of the road transport industry, Scott was a respected operator, driver and presence in the Northern Territory where he regularly piloted 100-tonne multi-trailer combinations between Darwin, Tenant Creek, Alice Springs and Mount Gambier.

Son of trucking magnate Allan Scott AO, whose transport empire began in Mount Gambier in 1951, Ray Scott played a significant role in the transport industry sectors especially in roadtrain livestock and oil hauling. Scott founded his own company in the wake of his father’s death in 2008. Following 14

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in his father’s footsteps, Scott was also inducted into the National Road Transport Hall of Fame in 2013.

Roadmaster Haulage Founder Denis Robertson fondly remembered Scott as a very practical and hands-on operator.

“I recall when International Trucks Australia launched a new truck in Alice Springs, Ray was enlisted to do the demonstrations because he was so highly-skilled,” he said. “I also recall his father Allan saying that Ray was the best operator he had, being the most efficient on tyres, fuel and always keeping his trucks in perfect condition.

“As well as being a highly accomplished operator, Ray demonstrated great kindness, always lending a helping hand. He also had a

good sense of humour, often coming out with great one-liners.”

In an issued statement the Victorian Transport Association described Scott as an icon whose place within the sector will be hard to replicate.

“He was known by all to be honest, hard-working and generous in so many ways to everyone he would meet,” said Peter Anderson VTA CEO. “Ray loved his children and grandchildren and made sure that they always had his full attention. As a truck driver he was one of the best that our industry has ever produced. We will forever miss his dry sense of humour and cheeky smile.”

Scott passed peacefully with his family by his side 13 July after a long battle with cancer.

PRIME NEWS

> ABS Transport endores prominent OEM support initiative Daimler Trucks Elite Support has been given the thumbs up by leading Melbourne-based carrier ABS Transport.

The joint initiative by Daimler Truck and Bus and the Daimler Truck dealer network aims to deliver a new level of service for Mercedes-Benz, Freightliner and Fuso customers across Australia.

ABS Transport Director Terry Warn said Elite Support had clearly proven its value with the positive affect seen across his business operations. Of particular note to Warn was the Express Assessment feature, a service in which the dealer will communicate primary diagnosis, check parts availability, and provide an estimate of cost and repair time all within two hours of a service write-up.

“Being able to get such a quick response from the dealership has made the world of difference to us,” said Warn. “I’ve had other truck brands and I can tell you the support that we get for our Mercedes-Benz products is just incredible. It allows us to keep our trucks on the road for longer and continue to serve our customers.”

Warn, who started his career as a diesel mechanic at a truck dealership

ABS Transport runs nine MercedesBenz Actros trucks nationally.

in Dandenong before building ABS Transport with the help of his wife Celeste and three children Aaron, Shannon and Bianca, has been extremely pleased with his Actros models that are now in their third year of operation in his fleet. The fleet features nine Mercedes-Benz Actros in total.

“We analyse all the data very closely and the Mercedes-Benz trucks are extremely cost-effective and we are really pleased with them,” he said. “That combined with the support we receive means we will certainly be looking to stay with Mercedes-Benz when the time

is right to replace them.”

Although headquartered at Carrum Downs in Melbourne’s outer southern suburbs, the trucks run all over the country. They are mainly supported by two Elite Support certified dealerships; Daimler Trucks Somerton Melbourne’s north and Daimler Trucks Adelaide.

In order to qualify for Elite Support certification, dealers must meet 129 stringent criteria, which are based around consistent communication, robust parts availability and range of other measures designed to deliver a premium in-dealership experience.

> Heavy vehicle technology plan piques industry’s interest The National Heavy Vehicle Regulator (NHVR) has welcomed widespread industry support for a blueprint to support manufacturers and operators to incorporate the latest safety technology into new and existing heavy vehicles.

NHVR Chair, Duncan Gay, said the Vehicle Safety and Environmental Technology Uptake Plan (SETUP), launched last month, was crucial to give Australia’s heavy vehicle industry certainty when installing new safety technology.

“To have four leading Australian manufacturers plus industry groups attend the launch and support the plan highlights the value Australia’s heavy vehicle industry places in technology 16

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that boosts safety and productivity,” said Gay. “I also welcome the support of Daimler’s Daniel Whitehead, who said the plan was ‘a valuable contribution that has the potential to help the Australian transport industry operate more efficiently, cut emissions and ultimately reduce road accident trauma’.”

The NHVR’s Vehicle SETUP was developed following a survey of manufacturers in 2018, and is designed to meet the targets set out in the Federal Government’s National Road Safety Action Plan 2018-2020.

The plan will be delivered over five work packages, including better harmonisation of Australian vehicle

standards, better access to the latest vehicle technologies, ensuring appropriate in-service requirements and industry education about new and emerging technology. Australian Trucking Association President, David Smith, said the NHVR’s plan would bring out the best in Australia’s heavy vehicle industry which is renowned for its innovation.

“Our industry has always prided itself on using innovation and technology to overcome the type of operating conditions that are unique to Australia,” said Smith. “The ATA supports any moves to align our standards with global leaders, which will lead to more safety options for operators,” he said.

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PRIME NEWS

> New conditions for oversize loads on Toowoomba bypass

Access applications require a Traffic Management Plan on the Toowoomba Bypass.

Transport and Main Roads Queensland has issued a reminder that new conditions are in place for oversize loads on the Toowoomba Bypass.

According to TMR, these conditions are being introduced to ensure the movement of oversize loads are managed in a safe and efficient way, minimising the impact to operators whilst maintaining network efficiency for all road users. The new conditions state that transport operators with loads between 5.5m-7.0m in width and less than 102.5 tonnes Gross Combination Mass (GCM) must contact Broadspectrum on 07 4593 0001 at least one hour prior to travel on the Toowoomba Bypass, and must pull over at regular intervals to allow traffic to pass.

Loads between 5.5m-7.0m in width and greater than 102.5 tonnes GCM are subject to the same conditions with the additional condition that travel is only permitted between 8pm and 5am. Operators with loads exceeding 7.0m in width must adhere to all aforementioned conditions in addition to the condition that whilst in transit, 18

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communication via UHF Channel 40 must be maintained between Broadspectrum, the driver, pilot and Queensland Police escorts.

Furthermore, when following traffic builds up the driver is required to stop at the next available stopping bay to allow traffic to pass. TMR further states that operators with oversize loads exceeding 8.0m in width, 5.4m in height or 45m in length must submit a Traffic Management Plan (TMP) with any access application. Access applications will not be assessed without a TMP. Transport and Main Roads Queensland has issued a reminder that as of 20 July 2020, new conditions are in place for oversize loads on the Toowoomba Bypass. According to TMR, these conditions are being introduced to ensure the movement of oversize loads are managed in a safe and efficient way, minimising the impact to operators whilst maintaining network efficiency for all road users. The new conditions state that transport operators with loads between 5.5m-7.0m in width and less than 102.5 tonnes Gross Combination Mass (GCM) must contact

Broadspectrum on 07 4593 0001 at least one hour prior to travel on the Toowoomba Bypass, and must pull over at regular intervals to allow traffic to pass.

Loads between 5.5m-7.0m in width and greater than 102.5 tonnes GCM are subject to the same conditions with the additional condition that travel is only permitted between 8pm and 5am. Operators with loads exceeding 7.0m in width must adhere to all aforementioned conditions in addition to the condition that whilst in transit, communication via UHF Channel 40 must be maintained between Broadspectrum, the driver, pilot and Queensland Police escorts.

Furthermore, when following traffic builds up the driver is required to stop at the next available stopping bay to allow traffic to pass.

TMR further states that operators with oversize loads exceeding 8.0m in width, 5.4m in height or 45m in length must submit a Traffic Management Plan (TMP) with any access application.

Access applications will not be assessed without a TMP.

GLOB AL NEWS

> Major vehicle manufacturers embroiled in emissions probe More than 200,000 passenger and commercial vehicles are suspected to have suppressed emissions data by use of illegal devices in a case likely to have global implications. Sites in Switzerland, Germany and Italy have been searched as part of an international fraud investigation in which major truck and car makers are suspected of carrying defeat devices to mask detection of exhaust emissions in transit despite passing laboratory pollution tests according to prosecutors in Germany.

The illegal software is in contravention of European Union rules and was found on commercial diesel engines in use by Fiat and IVECO and in the passenger vehicles of Jeep, Alfa Romeo and Fiat. Offices of CNH Industrial, the parent company of IVECO, and Fiat Chrysler were raided as part of investigations focused on activities regarding Euro 5 and Euro 6 diesel engine standards between 2014 and 2019 and involve nine individuals residing in Italy.

In a statement Frankfurt prosecutors confirmed Multijet engines including 110 Multijet F1AE3481G, 115 Multijet

250A1000, 150 Multijet F1AE3481D and 180 Multijet F1CE3481E were part of an investigation co-ordinated by EUROJUST. It is understood the probe concentrates on the Fiat Family B engine range and more specifically the 1.3-litre Multijet, 1.6-litre Multijet and 2.0-litre Multijet of the EU5 and EU6 emission classes used in Alfa Romeo, Fiat and Jeep vehicles.

“While vehicles complied with NOx limits in the testing mode, the defeat devices are assumed to turn off the exhaustion cleaning in real driving,” prosecutors said. “The use of such defeat devices is banned.”

Although the vehicles passed pollution tests in a laboratory, they used software to largely switch off exhaust emissions filtering while driving on the road. Prosecutors are not bound by approvals granted by Italian regulators and can review the issue as they did five years ago with Volkwagen’s cars which had been certified illegimately by Germany’s transport authority.

The Fiat searches took place in the German states of Hesse and Baden-Wuerttemberg and the Italian region of Piedmont. Sites

CNH Industrial, parent company of IVECO is under investigation.

in Switzerland’s Thurgau canton, yet to be identified, were also raided. CNH Industrial confirmed that investigators had visited several of its sites after a request

by German magistrates and that it was cooperating fully with authorities. This is the latest scandal to hit the global automotive industry following a US investigation into Volkswagen AG in 2015 when the illegal manipulation of diesel engine emissions first became public.

> Navistar and TuSimple partner to bring autonomous trucks to market

Navistar has taken a minority stake in TuSimple.

North American commercial vehicle maker, Navistar, has announced a partnership with global self-driving technology company TuSimple. The two companies have entered into a strategic partnership to co-develop SAE Level 4 self-driving semis with production targeted by as early as 2024 when TuSimple plans to have national coverage. Following a successful technical relationship between the companies for more than two years, the agreement will 20

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also see Navistar take a minority stake in the San Diego-based TuSimple as it aims to transform the $1.1 trillion US trucking industry by enhancing safety, increasing efficiency and significantly reducing operating costs. According to TuSimple, the company is creating an autonomous network in three phases as it develops digital routes, terminals, and a monitoring system that tracks its commercial vehicles as it expands the reach of its locations. The company, at present, operates a fleet of 40 self-driving trucks in the US, shipping freight autonomously for companies such as UPS and Penske Truck Leasing between Phoenix and Tucson in Arizona and El Paso, Dallas, Houston and San Antonio in Texas.

“Autonomous technology is entering our industry and will have a profound impact on our customers’ businesses,” said Persio Lisboa, President and CEO, Navistar. “Navistar’s strategic partnership

with TuSimple positions us to be a leader in developing solutions for our customers by leveraging our organizations’ collective expertise to integrate our vehicle design and systems integration capabilities with TuSimple’s innovative autonomous technology. This announcement marks a significant milestone in our development journey with TuSimple and we look forward to furthering our relationship in the months to come,” he said.

The program between TuSimple and Navistar will ensure a fully integrated engineering solution that will be ready for mass-production using Navistar’s vehicle manufacturing capabilities. Customers will be able to purchase the fully autonomous trucks through Navistar’s traditional sales channels in the United States, Canada and Mexico. TuSimple plans to demonstrate completely driverless operations in 2021 and claims its autonomous freight network will be the world’s first for trucks.

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CULTURE MINDSETMINDSET SUPERANNUATION

CULTURE AND TECHNOLOGY DRIVE INNOVATION Peter Carney Peter Carney is Head of Innovation at Toll Group. He has a wealth of experience in the supply chain and logistics field with an interest in emerging technologies and creating value through the application of ICT technologies to business problems.

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Innovation is the product of technology and culture.

With the right technology and without the right mindset innovation is unlikely to be achieved.

I

often get asked what is innovation?

For some it’s invention, for others it’s fast following. For me, it’s doing new and better things, sooner. Inherent in this is leadership as well as a degree of risk — after all what is being tried might not work.

In the transport industry there are many areas of innovation. Fuelling this innovation is the need to be more cost efficient, improve safety, offer better service and reduce greenhouse gases.

Currently, there’s a lively debate about vehicle automation and to what extent trucks might become automated.

Another conversation is about new industry models such as ‘Uber’ for trucks. And for anything with wheels there is a lot of consideration being given to alternative fuels. Given time, all these developments will become part of our industry. The key for companies is not to spend too much time pondering whether things will happen but rather what their approach might be when it happens.

Ultimately, we are influenced by the markets that we seek to serve. All of them place a high importance on reducing greenhouse gases, and this is driving an interest in electric vehicles. For this reason, Toll trialled Fuso’s eCanter vehicles in Sydney to

learn first-hand about all electric vans.

The advantages of electric vehicles are they have no emissions, lower running costs and are quiet. We work in cities which are densely populated and congested. The trends forecast increased urbanisation with two thirds of the world’s population living in cities by 2050. Developing transport solutions that can service large cities is a challenge. Daimler, Volvo and Scania have been developing electric rigid trucks suitable for short range services.

An advantage of these is that they are quiet and can potentially operate inside current curfew periods.

Operating during these hours is desirable as it eases congestion for all road users, allows the trucks to operate more efficiently and provides a benefit to customers who may have pressure on their delivery docks.

A 2020 study by Austroads made some predictions about autonomous vehicles. It forecast that by 2030 nearly all light vehicles would be equipped with advanced driver assist features and of these, about 12 per cent would be capable of highway autonomous driving. The implications are significant for heavy vehicles.

Autonomous vehicles do not necessarily equate to driverless vehicles.

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It may be that such driver assistance will be found to be incredibly helpful to drivers, in much the same way as we consider anti-lock braking, emergency braking technologies and automatic transmissions are helpful.

Since 2018, all of Toll’s long haul vehicles have been fitted with fatigue management systems. These include driving facing cameras, forward facing cameras, alarms and vibration motors for seats. The systems are connected back to a central control centre which monitors all long haul vehicles Australiawide 24 hours, seven days a week.

The technology has had a profound impact on safety. Since the systems were fitted, we have not had a single roll over related to fatigue.

It’s not the systems but rather the culture

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that delivered the behavioural changes needed. The system provides managers with better empirical information to inform decision-making and drive the changes needed.

While no one can predict the future you can engage in conversations that can help shape it. The consulting firm, McKinsey and Company’s 2019 article, The Innovation Commitment reports that companies that pursue innovation outperform those that don’t. This is why Toll is actively pursuing innovation.

Innovation doesn’t happen in isolation, however, and so Toll participates in Urban Logistics Forums, the ALC’s Electric Vehicle Working Group, and works with Data61, to name a few. The advantage of developing an innovative culture in an organisation is that you are by default looking at far horizons and looking for signs of change.

It’s more likely than not you will detect these earlier than those who do not.

This enables us to be fast adopters as Toll was in the deployment of advanced AGV technologies in our latest large distribution centre in Melbourne. This technology is the core of an autonomous cell in the facility that will operate without human intervention, putting away and picking pallets in double deep storage racks. The facility also features automated dimensional compliance checkers for pallets and an automated battery changer, further improving its efficiency.

There is ambiguity in innovation as there is ambiguity in the future. It takes a bit of bravery and courage for companies to pursue that path. Leaders sometimes stumble. But with a bit of luck you don’t and you may end up doing new things sooner than the other guys.

Toll’s all electric Fuso eCanter during testing. p r i m em over m a g . c o m . a u

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COVER STORY

NEW 24

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The 30 metre long Volvo FH 600 and Vawdreybuilt trailer combinations undergo initial evaluatiion at Visy sites in Melbourne.

WAVE Moving away from its current standard B-double tautliner configuration to meet the future transport needs of its customers, Visy Logistics has embarked on a new high performance freight vehicle program which, for sheer scale, is perhaps the most ambitious investment seen in furthering interstate commercial linehaul productivity in some time. p r i m em over m a g . c o m . a u

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COVER STORY

L

eading packaging and resource recovery logistics provider, Visy Logistics has an expansive vision for its linehaul division. That vision began taking shape 18 months ago when its executive team initiated the ambitious plan of commissioning the build of a fleet of 50 high performance freight vehicles (HPFVs).

The first pair of National Heavy Vehicle Regulator (NHVR) approved A-doubles of an anticipated 16 sets due later in the year made their maiden voyage between Melbourne and Brisbane in July. Plans for a further 16 A-doubles are already in effect. These are anticipated to come online by midyear 2021, with a remaining 18 units scheduled for arrival by the end of next year.

It’s a major statement in the road

Visy has already commissioned the first 16 high productivity vehicles.

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transport industry by any standard and is indicative of the innovations the executive leadership group at Visy has sought to push through its supply chain division, Visy Logistics.

Visy Linehaul and Regional Operations General Manager Lee Schmelich joined the company in early 2019. He had a common desire, along with Visy Logistics Executive General Manager Sean Richards, to reinvigorate the business.

Theirs was a vision aligning the logistics division with the parent company by emphasising existing company values.

High productivity vehicles, especially in a time of increasing disruption across the transport industry, represented a unique opportunity in which to execute this strategy according to Lee. “Moving more with less, reducing

emissions and providing greater value to our customers embodies our values,” he explains. “Our mission is to be a global leader in creating sustainable solutions for a better world.”

No major industry — commercial transport included — has been immune to technological disruption.

High performance freight vehicles, according to Lee, are its latest incarnation and will determine, like rideshare technology, artificial intelligence and automation before it, both the future of the road freight industry and the future needs of its customers.

Long regarded as the benchmark in linehaul trucking, the B-double is being redeemed, at least in Visy’s plans, by its first wave of A-double combinations.

The first wave are earmarked for operation on two lanes identified between Melbourne and Brisbane and Melbourne and Sydney (return), following a thorough assessment of the road access networks.

To ensure high productivity utilisation opportunities were realised, the team from Visy Logistics, working closely with specialist engineering consultants and its trailer manufacturing partner, Vawdrey, developed a design that satisfied vehicle requirements for network access in Victoria, New South Wales and Queensland, in addition to maximising the payload.

“Our A-Double design has been assessed by the NHVR against stringent performance criteria in the areas of safety and infrastructure impacts,” Lee says. “These criteria include lane keeping ability, high speed lane change maneuvering, low speed cornering performance and impacts to bridges and pavement surfaces.”

Overall, the designs represent a ten per cent safety improvement beyond existing vehicle designs for Visy Logistics, with no detriment to roads or infrastructure beyond conventional heavy vehicle design.

The Melbourne to Brisbane and Melbourne to Sydney (return) runs are core transit routes for any transport provider on the east coast of Australia.

But before Visy can advance its

Angela Kranjcic Visy Logistics GM Sales & Business Development with Lee Schmelich.

“Our A-double design has been assessed by the NHVR against stringent performance criteria in the areas of safety and infrastructure impacts.”

Lee Schmelich Visy Linehaul and Regional Operations General Manager

enterprise of first wave A-doubles across interstate lines it has inducted what Lee calls a “go slow” pilot program in which the 30 metre long truck and trailer combinations are evaluated over a short course at Visy sites in northwest Melbourne where site access, splitting, reversing loading and unloading will be carefully measured and monitored.

Eventually, Visy Logistics will aggregate additional units as it expands the fleet.

Auxiliary driver training has also been mandated in partnership with DECA, a division of Wodonga TAFE, where Visy

Logistics maintains a strong regional presence with two depots. The other being in Shepparton.

“The week before every two sets of A-doubles are brought on line, we’re taking the first two or three days with the driver and their new truck and trailer up to the DECA facility with some customised training with the actual equipment itself and taking all the learnings and the benefits from the professionals at DECA TAFE,” Lee says.

“We’re planning on doing this two at a time, every time we introduce another

piece of kit. The two new drivers will go through that training. We’ve also got our own internal driver trainer who focuses on the drivers and their interactions with the equipment and the sites.”

The driver trainer and some operations staff are also required to undergo the same training to better understand the specifics around the equipment.

Visy Logistics is very much aware that the size and scale of the new vehicle combinations will behave differently.

“The reality is once we put a driver behind the wheel we need them to be comfortable in what they’re doing and carting,” says Lee. “Our approach is always to put safety first, to make sure we cover all aspects of what is effective in our operations and what is safe for the driver and the general public.”

This includes close evaluation of access in and out of customer sites to ensure p r i m em over m a g . c o m . a u

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COVER STORY

A Visy Logistics A-double crosses the Bolte Bridge in Melbourne.

the sites can accommodate the longer vehicles. Once the process is embedded at low altitude and finessed the linehaul division will waste no time expediting to scale.

Trailer builder Vawdrey, who have contracted the production of the A-doubles, can turn around the first wave of 16 units within a month according to Lee. “Once all the components are in-country they can roll them off the production line as fast as we need them,” he says.

The majority of the Visy linehaul fleet is populated by Volvo FH 600s. New prime movers will eventually be purchased as part of the rollout, likely in time for when the second wave of HPFVs are introduced.

All prime movers comply with and exceed current ADR 80 emission standards. Cabin protection meets and exceeds UN ECE 29 crashworthiness and roll over standards, while front 28

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underrun protection complies with ADR 84 requirements.

Even though the 30 metre long A-Double exceeds the length of the 26 metre B-Double it is replacing, the reduced swept path dimensions are achieved via low speed cornering which allows for greatly improved site access.

Rigorous testing has been applied to the trailer combinations to ensure utmost safety and optimised centre of gravity across all load types.

Satisfying NHVR performance criteria with payload heights that exceed four metres presented a challenge given the high load centre of gravity.

Close collaboration between key engineering, trailer and component providers and Visy Logistics, however, has helped overcome such obstacles.

The ‘Wide Track’ A-double design allows for class-leading payload height and mass at gross combined weights more

than 80 tonnes.

Visy Logistics, according to Lee, wanted a game changing design that met its key criteria and Wide Track epitomised what the company was looking for.

“We went in with a mindset that we already knew what regulatory and safety requirements had to be met,” he says. “We wanted the equipment to be industry leading but without being over designed. We pride ourselves on creating greater value by doing things differently.”

As tall paper bundles are cylindrical and not palletised freight, they can be more difficult to load. Standing on end at 2.8 metres and weighing three tonnes makes it a not particularly forgiving product when it comes to load restraint and cornering. It’s imperative then that placement of the product is correct in the engineer’s design.

“These A-doubles have a high centre of gravity as the payload is unique,” says

Lee. “We had to make key decisions in terms of design of our equipment to meet the demands the product makes of the payload capacity. We’re approved for 81.5 tonnes.”

Working with the NHVR, Visy Logistics

Equipment Manager Glen Fulton has taken the lead on liaising with designers, approving bodies and road authorities to make sure the relevant criteria regarding the static roll threshold and the braking and cornering is all met.

Another first for the Visy HPFVs is the integration of new monitoring and sensor technology to ascertain trailer health in real-time, tyre pressure, brake wear and electrical systems. Much of it, according to Lee, will be new to the fleet.

“What we’re really trying to do is have these health checks in the system on all the key elements: suspension, tyre pressure, brakes, electronics. The system is linked to a control tower 24/7 so that if anything goes outside the parameters or settings we’ve got a call centre that can contact the driver to confirm if they are aware of the issue,” he says. “That will also generate escalation internally among my leadership team to the fleet controller and to the operations supervisor.”

Under this system the life of the equipment is also likely to be extended.

Mechanical ‘health checks’ will extend to braking and suspension, air pressures, tyre pressures, brake wear and electric stability interventions. The plan is to have third party monitoring outside of the scheduled servicing Visy currently adheres to as a way of ensuring the equipment is running to optimum expectations and within manufacturer’s limits at all times.

In addition to key information such

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as location, speed, distance and trip times, all critical mechanical systems will now be monitored 24/7 by roadside support vendors.

Should an issue arise, all vehicle health exceptions will be generated automatically and facilitate compliance with HVNR Regulations and Advanced Braking Systems requirements.

A new reversing camera system, not presently available in the B-double fleet, has also been allocated to the new A-doubles, along with Guardian driver fatigue technology from Seeing Machines. It’s part of a broader strategy according to Lee. “We want our drivers to have the best experience that they can,” he says. “We want to give them the best tools to do the best job that they can with the product and payload intact, safe and working the way that it should do.”

Within the linehaul fleet there is just under 100 prime movers. Until now 96 of these have been pulling B-doubles.

Visy Logistics is looking at a 20 to 25 per cent increase in payload productivity from the first wave of operating A-doubles.

“Effectively, with every four A-doubles, we remove one B-double,” says Lee. “So with the first 16 sets we’re taking four B-double sets off the road to move the equipment payload. It all adds to our mission of being a global leader in creating sustainable solutions for a better world.”

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FLEET FOCUS

ALL IN THE

FAMIL An opportunity eight years ago to buy their own freight business saw Paul and Emma Cavalot dive in boots and all. A pre-existing penchant for Toyota vehicles has blossomed into a fullblown appreciation for Hino trucks, culminating in the recent delivery of a quartet of the brand’s new 500 Series Standard Cab medium duty offering.

Midland Freight’s most recent investment is four Hino 500 Series trucks.

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Paul and Emma Cavalot.

M

Y

idland Freight was established in 1989 in the regional northeast Victorian city of Benalla.

In 2012, the original owners who were ready for retirement put the business on the market, a move that current owners Paul and Emma Cavalot saw as a golden opportunity to purchase their very own road freight business.

Both Paul and Emma had prior transport experience with Paul being a fitter by trade and then a truck driver while Emma had worked in administration and logistics roles for various transport companies.

“Following our marriage, we travelled Australia for a few years and Paul got work driving trucks, agitators and various mining machines in Western Australia,” Emma says. “After we got back from our travels and the opportunity to buy Midland Freight presented, we both said, ‘why not do it for ourselves?’”

The couple had already been assessing a few other business opportunities so the timing was right. But being a young couple with a young family finance was an issue according to Emma.

“The banks were not fully convinced we could get enough customers through the door,” she recalls. “A freight business seemed the best fit because Paul is into trucks and vehicles and I’d been running transport offices and doing logistics management roles, so it seemed the right decision to buy Midland Freight.”

When the Cavalots bought the business – with Paul as Director and Emma as Operations Manager – they had big dreams of where they wanted to take it; the fact that they started with a staff of four and now have 36 employees on the books suggests their ambitions have been realised.

“The first four years were really hard, and at that point we needed to make the decision whether to scale back to an owner-driver level or go for it and take the business to the next level,” Emma says. “We decided to go for it and the results speak for themselves.”

There are a number of factors, according to Emma, that have worked in their favour with building the business, not least what she describes as its ‘perfect’ location.

“We’re right on the Hume Highway smack bang between Melbourne and Albury with a direct link across to p r i m em over m a g . c o m . a u

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FLEET FOCUS

A curtainsider and three van bodies operate from home base in Benalla.

Shepparton where the trucks come through from Adelaide before heading north,” she says. “As the business grew more opportunities opened up to expand our network and if we didn’t physically go to a certain location it was easy for us to connect with another freight company that did service that area.”

A good indication of just how far the business has come in the last eight years can be gleaned from the large increase in the number and types of vehicles being operated.

When the Cavalots took the reins, the fleet comprised three vans and one eight-pallet truck. Fast forward to today — there are now 36 vehicles including 16 vans, a number of utes and around 15 trucks of various sizes ranging from light-rigid through to heavy-rigids with 12- to 14-pallet capacities.

While at this stage there are no plans to run semi-trailers, Emma says this might be a possibility in the future if the numbers stack up.

“My husband has been pushing my buttons about that,” she says. “I said, 32

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‘you find the contract and I’ll work out how we can buy the truck’. There have been a couple of opportunities in the past, but the timing wasn’t right. I think now we’re in a better position that if the right contract came up we might be able to manage it. We’ll see.”

Running any daily business is not without challenges. As a husband and wife team Emma and Paul make it work as they each fulfil complementary roles.

“As Director, Paul is very hands on and has been driving one of the trucks doing nightshift over the last few months since the COVID-19 pandemic took effect,” she says. “I manage the day-today running of the office and supervise the staff and together we make it work.

That’s what particularly appealed to us about this business – Paul with his strong mechanical knowledge and ability is fantastic at diagnosing and fault-finding any problems we have with the vehicles and driving them when necessary. On the other hand, I’m good at scheduling the logistics and with the management side of things which has

worked well for us. It hasn’t been an easy road by any means.”

Emma found it quite challenging being a female in her late 20s in the early days of the business with customers that were more accustomed to men doing the role she had taken on.

“Customers would sometimes look at me and say ‘where’s your husband’ or ‘who runs the show’ and I’d say ‘that’d be me’, but I don’t find it happens much these days because people are now generally more accepting of women in transport roles,” she says, adding that she is grateful for Paul’s mechanical background and knowledge when it comes to choosing the most suitable vehicles for the fleet.

On that note, she outlines the recent influx of four new Hino 500 Series trucks – including three with van bodies and a curtainsider.

Emma says prior to this the first Hino to join the fleet was a second-hand unit that came with a small transport business Midland Freight acquired about four years ago.

“It was a local vehicle that had been well maintained and it has given us good service ever since,” she says.

As for the latest four, Emma explains that they have replaced a number of hire trucks the company had been using for the past 18 months.

“Hiring trucks is a really expensive thing to do but we had a contract come to us virtually overnight, so we needed the trucks right away,” she says. “At the time we were also in the process of borrowing money to build a house, so it wasn’t feasible to buy new trucks. Having the house finance in place and the contract performing well enabled us to purchase the new trucks which was pretty cool.”

As for the reasons for specifying them, Emma says Paul did a lot of research and concluded that Hino was the best truck for the job.

The Hinos are used to carrying whitegoods, loading at a Melbourne warehouse and radiating out all over country Victoria and southern New South Wales. While the weights are not overly heavy, the less than ideal

condition of regional roads meant the rear air suspension equipped Hinos came out on top in the eyes of Cavalots.

“Paul test drove a few of the Japanese brands and kept coming back to Hino,” Emma says. “What really clinched the deal was when he found out Hino is part of the Toyota group – our family is Toyota-mad and Paul has a collection of old FJ40 series Landcruisers — so he knew they would have the quality and longevity we were looking for.”

The Cavalot’s Hino 500 Series FD 1126 X Long Air units feature Hendrickson HAS 200 airbag rear suspension and ride on a 5.5m wheelbase, significant features which, according to Emma, contribute to a superior ride on less than ideal country roads. This attribute is further enhanced by the standard inclusion of an ISRI 6860 NTS2 air-suspended driver’s chair.

She also says the drivers appreciate the punch from Hino’s torquey 5.1 litre AO5C-TC engines – which produce 260hp and 882Nm of torque – and the ease of driving afforded by the smoothshifting Allison 2500 Series six-speed automatic transmissions.

Given drivers might occupy the cab for 12 hours on a shift, safety and convenience features also rate highly with Emma. These include vehicle stability control including ABS, autonomous emergency braking, lane departure warning system, and adaptive cruise control.

In addition, there are also LED headlamps with integrated LED daytime running lights, driver’s airbag, reverse camera and a powerful engine brake (Jake brake) and exhaust brake combination that ensures safe hill descents with minimal service brake use.

Each of the trucks has a body length of 7.0m which Emma says enables space for ten pallets with some room left at the rear. Each also sports a full back door tail-lift for the purpose of loading and unloading the whitegoods.

The van bodied trucks have rails installed along each side at the correct

height for the whitegoods which ensures they can be strapped down securely for the journey. Meanwhile, the curtainsider has gates and load-rated curtains.

The drivers use heavy-duty whitegoods trolleys to unload the boxed whitegoods at retail outlets all over country Victoria and southern New South Wales.

According to Emma, the contract requires the utmost care of the products from loading at the factory through to delivery at the retailer’s premises, a responsibility which each of the drivers takes extremely seriously.

“We mostly do door-to-door deliveries which means the products are only handled once and ensures they arrive in pristine condition,” Emma says.

The whitegoods deliveries account for approximately half of the company’s work while the other half involves parcel deliveries for some of the major companies.

“Since COVID-19 started our parcel delivery work has gone bananas and it’s been a case of all hands on deck to manage the workload — hence the reason why Paul has been doing night shift driving on a regular basis,” she says. “The fact that all of our vehicles are sign written has made it easier when crossing the border as they are always waved through.”

As for further truck purchases, Emma says the plan is to add more Hinos to the fleet as business needs dictate.

“We’re still hiring two trucks at present which is not ideal,” she says. “When the new Hinos we have recently bought are run in we plan to base two in Melbourne and order another two from Jacob Hino so that we can hand back the hired units. Our new Hinos are doing everything right in terms of being a quiet, comfortable and powerful truck for our drivers who at times spend up to 12 hours per day driving them.

For us, driver satisfaction is of utmost importance, along with the reliability and durability of the Hinos that are hallmarks of the Toyota group that produces them.” p r i m em over m a g . c o m . a u

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FLEET FOCUS

Ashley O’Connor.

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FUEL

INTENTIONS O’Connor Haulage, a Sydney-based carrier, is already seeing a return on investment from the latest Euro 6 DAF CF 530s now operational on linehaul deliveries for a major client where the fuel economy gains are fast proving exceptional.

F

reight carrier, O’Connor Haulage, abides by a simple philosophy.

It will continue to improve until the needs of its customers, their customers and its vendors are met. Based in Fairfield East on the fringes of western Sydney, the company runs a fleet of 40 prime movers and 65 trailers and is testament to the hard work and vision of its eponymous Director Ashley O’Connor.

Having started out in the trucking industry in 1978 age 19, Ashley was raised around the trucks and heavy machinery his father Reg O’Connor owned and operated in the Goulburn region. His first job was as a subcontractor for Ron Finemore Transport. By 1996 he had gone out on his own and as business expansion dictated, Ashley migrated to warmer climes in Sydney, the same year the city hosted the Olympics.

The business prides itself on a loyal customer base and services all capital cities in Australia.

In June it took delivery of six new Euro 6 DAF CF 530s. All of which have so far been returning incredible fuel figures according to Ashley.

“It’s been nine weeks since inception and the results we’re getting on these DAFs is very impressive,” he says.

“Seeing those figures of 160 litres on the return trip to Albury certainly helped. I

knew Euro 6 would be good on fuel. But the fuel numbers have blown me away.”

In New South Wales the terrain, where the new DAFs have been assigned, varies greatly. Each of the regions can differ demonstrably in topography, wind resistance, climate, traffic congestion or a combination of the aforementioned factors that customarily affect truck performance. Of the new units, one has been assigned a B-double leg returning to Sydney daily from the ACT. The others are pulling single trailers from Lismore to Bateman’s Bay, as far west as Armidale, Tamworth, Dubbo and throughout the Riverina. Fuel economy is the final frontier as far as Ashley is concerned when it comes to efficiency gains. It remains the area, at present, his team has been most invested in hence the latest acquisitions.

“Fuel is one of the few places you can still save,” he said. “These Euro 6 DAFs stack up. The drivers absolutely love them. In fact, you can’t get the drivers out of them. Ultimately, a whole range of things swayed me to buying them.”

Indeed fuel economy, a crucial factor for a linehaul transport operation looking for gains in overhead costs, have delivered on what was promised by the dealer.

According to Workshop Manager Danny Jackson, the DAF CF 530s have proven

themselves right out of the gate. On a run loaded to Albury in which the DAF delivered a fuel burn rating of 3.01 km/litre it was a staggering 30 per cent better than the truck we had customarily assigned to the route.

“For us that equates to around $120,000 a year in total fuel savings. On that maiden voyage to Albury the figures it returned made it a tough prospect to argue against,” he says. “You wouldn’t have dreamed of it ten years ago.”

These are the first DAF commercial vehicles introduced into the fleet and the new 13-litre PACCAR MX-13 530hp engine, the highest spec available in the new Euro 6 range, packs extra grunt.

Notwithstanding the down-speeding now afforded the engine, it delivers more torque at lower revs thanks in part to the Variable Geometry Turbocharger but drinks considerably less. An elite TraXon automated manual transmission from ZF helps accelerate gear changes from the 16-speed transmission.

In addition to the noteworthy attributes incorporated into the drivetrain, driver acceptance has also been encouraged by an updated interior design according to O’Connor Haulage General Manager Susan Jackson.

“The drivers, who are more accustomed to the American trucks, might have been skeptical at first but are now major p r i m em over m a g . c o m . a u

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FLEET FOCUS

converts,” she says. “They love the comfort, ride, features and power.”

Gilbert& Roach Huntingwood Kenworth DAF dealer Lloyd Moran has a longstanding relationship with O’Connor Haulage now entering its 17th consecutive year. It began with several Freightliners. When Lloyd moved to selling Kenworth trucks, as a testament to the friendship, Ashley moved with him.

“I’m not sure what sold the trucks better Lloyd or the Kenworth products” Ashley jokes. “Every time he comes to me with a quote, I remind him that I have a pencil sharpener and an eraser to sharpen his prices. In all sincerity, however, Lloyd is a good friend who happens to be down to earth, reliable and an honest salesman.”

Relationships are key to the business which has an enduring association with Fantastic Furniture that goes back to when Ashley was providing rigid trucks

for home deliveries in the Australian Capital Territory circa 1998. Today he is one of its major suppliers. He counts, among the company’s many milestones over the last 20 years, having won several awards from Fantastic Furniture including Outstanding Customer Service of the Year and Supply Chain Manager of the Year as two of his fondest achievements. Ashley includes appointing Susan to the position of General Manager as another.

Just over 12 years ago, she walked into the company office to help out for fewer than a couple of designated hours each day. She now, as they say, runs the show.

“I never thought it would turn out like this,” Susan says. “It’s been a long and memorable journey working for such a humble business owner. After working beside Ashley for a little while I set myself a goal which was to earn his trust and prove to him that women could pretty much do anything.”

“Our employees are very important to us and contribute greatly in the way they help us achieve our goals.”

Susan Jackson O’Connor Haulage General Manager

O’Connor Haulage moved its regional operations to Sydney in 2000.

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Aside from the support she received from Ashley, Susan says perseverance, patience, strength and courage are the qualities most integral for women to become successful in such a traditionally male dominated environment.

“After so many years I have finally achieved my goal and can proudly say that I am the General Manager of such a great family owned business,” she says. “It is a tough industry to work in no doubt, but after having Ashley as a boss, mentor and someone I look up to, working in transport has made me who I am today.”

The new regulatory environment post COVID-19 has proven challenging for many road transport businesses. To that degree, O’Connor Haulage is no different, adjusting its hygiene practices

and social distancing among staff and operators to ensure safety protocols are up to date and prioritised.

“COVID has been a very testing time for us as well as the rest of the world. It’s a timely reminder that without trucks, Australia stops,” she says. “It has also taught us the importance of looking out for the safety and wellbeing of one another to ensure we pull through these uncertain times.”

For the past ten years O’Connor Haulage has been accredited under the National Heavy Vehicle Accreditation Scheme and is currently a member of Natroad and Transport Women Australia. In that time Ashley has seen it transition to digital integration from a pen and paper operation, embrace Chain of

Responsibility regulations and support Women in Transport initiatives.

Driver training is an area of particular importance to Ashley, who supports the inexperienced drivers by having them start in metro operations before building them up to regional work and progressing the drivers eventually to long haul.

“Having driven and now as a manager I am able to understand and provide support to all of my drivers,” he says.

“Our employees are very important to us and contribute greatly in the way they help us achieve our goals.”

Further driver support is provided by DAF Trucks Australia on delivery of the trucks, with the service focusing on the most fuel-efficient way to drive these Euro 6 trucks. Management, whose

fathoming of how opportunities at the company has likely, in some way, accounted for their own development, advocates the core values embodied in organisational and personal growth.

Susan, who is married to Workshop Manager Danny, instills, where she can, what she appreciates about the company to new staff.

“One of the first things I tell our employees is that O’Connor Haulage is a family-owned business. Everyone here is treated like family,” she says. “Here you are not a number. Your role in this company matters and impacts us as a whole.”

Susan adds, “The harder you strive for excellence, the greater the achievement will feel.”

One of six new Euro 6 DAF CF 530s purchased by O’Connor Haulage.

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FLEET FOCUS

SAND ON THE

RUN Canberra Sand and Gravel specialises in the supply of construction and landscaping materials to the thriving nation’s capital.

Freightliner Coronado with dog trailer.

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T

he city of Canberra is continually evolving due to multiple commercial and residential construction projects. Only a century ago the area was little more than some extensive sheep paddocks. Today Canberra is a very modern city and the focus of the legislative, judiciary and executive functions of the Australian Government.

According to the Bureau of Statistics, almost one third of the Canberra workforce is employed in the public administration and safety sector. As Australia grows it becomes necessary for the public service to grow as well, which naturally adds to the population of Canberra and the surrounding areas. This growing local population requires service and retail industries along with the infrastructure necessary to support them.

Canberra Sand and Gravel (CSG) has been a key supplier of construction and landscape materials for Canberra’s development since 1960. Over the years CSG has being able to provide a diverse range of services to the Canberra and surrounding communities ranging from retail supply of products from its three landscape centres located in the suburbs of Hume, Belconnen and Mitchell, to its expertise in commercial construction excavations and the supply of construction and landscape materials.

The supply of washed sand used for the manufacture of concrete has grown to currently be the biggest sector in the CSG operation.

“We supply around half of the concrete sand used in the ACT and with our three landscape centres we are the area’s biggest landscape materials supplier,” says CSG Managing Director Wayne Gregory. “We have progressively grown our business over the last 60 years and we put our success down to our people and building great customer relations. We’ve seen it too many times when businesses expand rapidly and they don’t have the capacity to properly control what they are doing and eventually end up going into liquidation.”

Canberra Sand and Gravel’s operational capacity is mostly centred on Canberra and the immediate local region. If residential building activity slows then so does the demand for those products associated with it, yet, with a high level of government-led civil construction continuously happening in the national capital, the overall demand is usually well balanced.

CSG has deliberately aimed to incorporate a degree of vertical integration in its operations. It was a partner in the construction of a large apartment complex in the suburb of Dickson, where it excavated and removed 70,000 cubic metres of material which, due to its clay base was able to be redeployed as rubbish tip cover. All the concrete (about 20,000 cubic metres) used in the construction of the project was delivered from concrete companies using CSG supplied washed sand.

CSG also provided the materials for the project’s extensive landscaping. A significant benefit of this type of business is that it can be repetitive, rather than a once in a generation opportunity such as was provided by the construction of the Canberra light rail system or the once in

a lifetime New Parliament House project which was completed in 1988.

Landscaping products provided by CSG include various sands, soils, gravels, and mulches. The diversity of the overall business is such that if any sector slows down, something else will pick up.

“A perfect example is COVID-19 situation,” says Operations Manager James Gregory. “The retail/domestic market is generally quieter going into the winter months however with people staying at home, they are taking the opportunity to re-do their gardens and our landscaping centre’s operations haven’t stopped. I thought people would be saving their money because of the concern about the jobs situation, but anything to do with domestic landscaping is very busy.”

CSG has a long standing policy of not having a special allegiance to any one truck manufacturer, with purchasing decisions made on what is the best vehicle available at the time for particular applications rather than being a badge choice. The result is a late-model truck fleet which is quite diverse with American, European and Japanese brands represented.

James Gregory, driver Peter Gawthorn, Steve Trevillian.

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

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FLEET FOCUS

The mixed fleet includes Mack Tridents, a new SuperLiner and Kenworth T610 SARs.

“We can get close to 40 tonnes on them as opposed to 32 tonnes on a three-axle dog combination,” says James. “That weight difference picks up an additional load per day per truck.”

James Gregory Canberra Sand and Gravel Operations Manager

One Freightliner is connected to a quad axle dog trailer, with two other Freightliners towing tri-axle dogs. There are a couple of Mack Tridents with quad dogs and Kenworth T610 SARs in similar configurations. Spread across various facets of the CSG operation are Volvo trucks, excavators and loaders and a wellmaintained Volvo N12 is still a valued part of the fleet. A selection of Hino tippers operate out of the landscape centres. The most recent arrival has been a Mack SuperLiner with a quad dog which was chosen to celebrate the loyalty of employee, Peter Gawthorn, who has clocked up 30 years of service.

“The SuperLiner is his dream truck and he wants to finish his career in that 40

sept embe r 2020

truck,” says James. The cornerstone on which the company is built is a core of loyal employees and subcontractors, some who have worked with CSG for over 40 years.

“We are very proud that we have numerous employees celebrating milestones of 30 years, 20 years and ten years of employment with our company,” says James.

There are many and various roles within CSG and each person regardless of what role they fill is an important link to ensure the business operates efficiently.

At least 40 per cent of employees have been with CSG for ten years which contributes to its foundation of offering job security.

Developments in truck technology have been taken up by CSG management.

“Regardless of brand, any truck I buy now is an auto,” says James. ‘’When we had manual transmissions we were forever repairing clutches and diffs particularly with our single axle tippers in our landscape centres and I don’t think we’ve done a single one since we went to automatics in them.”

The approach works for the bigger trucks as well and even the newest Kenworth’s have automated manual transmissions.

“A lot of applicants for driving jobs are only licenced for synchro or auto and not for RoadRanger boxes,” says James. “So it helps if we can put them straight into an automatic truck and we’ve had good driver acceptance of that.”

The advent of the Performance-Based Standards (PBS) scheme has also led to safety and efficiency improvements for operations at the company. Semi-trailers have since gone out of favour due to the rollover risks involved during tipping.

“A lot of the semi-trailers aren’t working anymore in the industry because they are considered dangerous and we won’t allow

semi- trailers to tip at our own facilities,” says Production Manager Steve Trevillian.

The use of the PBS quad dogs translates to significant improvements in efficiency for trucks operating out of CSG’s Bungendore sand quarry.

“We can get close to 40 tonnes on them as opposed to 32 tonnes on a three-axle dog combination,” says James. “That weight difference picks up an additional load per day, per truck.”

Canberra’s wide roads, large radius roundabouts and broad intersections certainly make operations of the big trucks easier.

“It’s pretty rare that we can’t get a quad dog onto any civil construction sites around here and if it’s an issue we can unhook the trailer anyway,” says James.

Unlike the trucks, there is one preferred supplier for truck tipping bodies and

trailers which is Muscat Trailers.

“Troy Muscat makes it easy because he understands what we want to do and he gets the combination sorted for maximum efficiency” says James.

“Whatever the brand of truck involved, we send him the specifications and ask what can he do. With the Kenworths we were able to achieve 40 tonne payloads, while with Freightliners around the same at 39.5 tonnes,” says James. “From our point of view Troy is very proactive and delivers a very high-quality product.”

CSG has the capability to sell a single bag of sand or to deliver 10,000 tonnes of sand. The company utilises modern equipment and proven techniques to keep up with the requirement of Canberra’s constant demand for its products and services.

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TRUCK & TECH

Multi Information Display and 6.5-inch high definition, touch screen multimedia unit with smart steering wheel.

READY FOR ANYTHING

Safety, efficiency and capability are the standout factors for the new Hino 300 Series.

H

ino Australia obviously has good reasons to be optimistic about the Australian economy continuing to drive light truck sales, and has pushed ahead with the launch of the new 300 Series despite the challenges of doing so in the current economic landscape. The Australian Light Duty truck market grew 49 per cent in the period 2014-2019 and the 300 Series currently accounts for 58 per cent of Hino’s sales. The launch comes as Hino achieved its best, ever, monthly result (752 new trucks during June 2020).

The new 300 Series has an expanded range of more than 60 models including Standard Cab, Wide Cab and Wide Crew Cab configurations and covers GVM ratings from 4.5 tonnes to 8.5 tonnes. Its pulling power has also been improved with the standard towing capacity now up to 3.5 tonnes.

Hino first entered the light-duty truck market in Australia in 2000 with the Dutro and launched the 300 Series in 2011. The new 2020 300 Series features Hino SmartSafe, a comprehensive safety package with advanced driver-assist technology which provides an active focus in protecting the lives of drivers, passengers and other road users.

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Vehicle Stability Control (VSC) has been a feature of the Hino 300 Series for the past decade and the addition of Hino SmartSafe in this latest 300 Series allows Hino to be able to lay claim to the safest Japanese light-duty trucks in Australia by incorporating a suite of systems which until now have been more in the realm of heavy duty European trucks and top of the range passenger vehicles. New active safety systems are standard on the new Hino 300 Series 4x2 model range and include a Pre-Collision Safety System (PCS), Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), as well as Lane Departure Warning System (LDWS).

PCS and PD can detect a potential collision with another vehicle or pedestrian using a combination of radar technology and an image sensor (camera) to continuously scan the road in front of the truck. PCS assists the driver to actively minimise the type of accidents which too often occur through poor vision, driver distraction or poor judgement. The system is particularly useful in avoiding common nose-totail accidents by calculating the risk of a collision and warning the driver both audibly and visually on the LCD Multi

Information Display located within the revised instrument cluster.

If the driver fails to react to the imminent danger, PCS can, as a last resort, autonomously apply the brakes in order to minimise the vehicle’s speed and subsequent damage due to impact or even assist the driver to avoid the collision altogether.

The Lane Departure Warning System (LDWS) similarly alerts the driver visually and audibly if the truck is deviating from its lane without the turn indicators being engaged.

Other safety features carried over from the previous 300 Series models include dual SRS airbags, four-wheel ventilated disc brakes, Electronic Brake force Distribution (EBD) and a wide view high definition reversing camera with infra-red night vision and microphone.

The 300 Series Cab has been tested to the UN ECE R-29 cab strength certification and features narrow A-pillars which ensure a nearly uninterrupted forward view. Daytime Running Lamps (DRLs) along with the PCS radar in the bumper and an updated grille help to distinguish the new Hino 300 Series from its predecessor.

The Hino 300 now has a ‘smart’ steering

wheel with controls to operate both the Multi Information Display and the 6.5-inch high definition, touch screen multimedia unit which is the same as fitted across the entire Hino range of light, medium and heavy-duty trucks.

The unit is capable of connecting up to four multi-position cameras, in addition to AM/FM and DAB+ digital radio, Bluetooth music streaming and mobile phone connectivity with voice dialling. The unit uses an Android operating system, and Wi-Fi connectivity provides the benefit of over-the-air software updates. Options for the multimedia unit include a digital video camera recorder (DVR), tyre pressure monitoring system, and truck-specific satellite navigation that takes into consideration parameters of the truck such as weight and height.

Hino 300 Series customers have the choice of four litre or five litre commonrail turbo-diesel engines, which meet Euro 5 emission standards by incorporating exhaust gas recirculation and a diesel particulate filter. The Hino engines have improvements to the fuel and engine control systems, a new cooling fan and a multi-V drive belt, as well as changes to the filtration, air intake and redesigned piston crowns. In Standard Cab applications the 4.0 litre engine produces 150hp and 420Nm of torque, and in Wide Cab trucks the specification is 165hp and 464Nm. The 5.0 litre engines produce 189hp and 510Nm of torque when mated to the six speed overdrive manual transmission, while in the 721 and 921 Wide cab models fitted with the automatic transmission, a class-topping 205hp/600Nm specification is available.

Hino is currently the only Japanese truck manufacturer to offer a true automatic transmission across its entire 4x2 light-duty model range with the key advantages of superior start-ability and take-off plus no torque interruptions between gear shifts.

“All of these benefits mean car-licenced

drivers can easily take the wheel of a light-duty truck,” says Daniel Petrovski, Hino Australia’s Manager of Product Strategy. “Currently almost 80 per cent of our Light Duty 4x2 sales are automatics and given the current driver shortage, and the changing market, this is a figure we expect to increase.”

The Aisin A465HD automatic transmission available in the 721 and 921 models has received improvements to the torque converter design, and its lock up and shift logic has changed, resulting in improved drivability, transmission kick-down and hill climbing performance. If the driver wants full control, sequential shifting is possible with a manual gear selection button located on the gear selector.

Standard Cab models have the option of a five-speed manual gearbox and in the Wide Cab variants a Hino six-speed manual gearbox option is available.

Both boxes have a wider gear ratio spread to improve fuel efficiency and gradeability, and an increase in the PTO size and capability.

The new Hino Hybrid electric-diesel

model meets Euro VI emission standards and is available in four variants: the 616 Standard and Wide Cab car-licenced models through to the 716 Wide Cab and the 916 Wide Cab, which has a maximum Gross Vehicle Mass (GVM) of 8.5 tonnes. The Hino Hybrid retains its parallel electric-diesel design and continues to use the Toyota Groupsourced nickel metal hydride battery, which is used in over 15 million hybrid vehicles worldwide. About 50 Hino Hybrids have been selling in Australia each year and this is expected to increase due to the potential savings on fuel costs as well as the environmental kudos for high profile fleets.

All of the new 2020 Hino 300 Series models come with a 3 year or 100,000km standard warranty and the option of extending the warranty to five years.

Hino has opened many doors previously closed to Japanese trucks with the inclusion of a similar suite of safety systems in its 500 Series. It can be expected that the availability of such vital technology will be important to the sales of this Light Duty 300 Series.

At present 80 per cent of Hino’s Light Duty 4x2 sales are automatics. p r i m em over m a g . c o m . a u

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TRUCK & TECH

PAINT I T BLACK To satisfy the demands of an ever-growing customer base, Body Shop Paint Supplies at Shepparton has commissioned a new Isuzu with a custom body to showcase its wares to country Victorian trade and retail customers.

A

n effective marketing strategy is the cornerstone of any successful business. Finding the ideal medium to get the product in front of the target audience is paramount.

For Steve Brown, Director of Body Shop Paint Supplies, that ideal medium is a light-duty Isuzu NQR 87-190 AMT truck fitted with an Alltruck Bodies custombuilt van body. Displayed inside the walk-in mobile showroom is a full array

of the company’s products for customers to view as the vehicle circulates around country Victoria.

Having started the business from scratch, Steve along with his wife and their two young children moved from the Gold Coast to Shepparton three and a half years ago when an opportunity arose to become the distributor for Valspar and De Beer products in country Victoria. Prior to this, Steve worked for Valspar and De Beer as Technical Trainer

Isuzu NQR 87-190.

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in Queensland.

“I was covering Queensland, Tasmania and Asia which meant I was travelling for basically six months each year and I was sick of being away from home for all that time,” Steve recalls. “I approached the CEO of Valspar about starting up a distributorship and he informed me that Darwin and regional Victoria were the only territories available. We did a tour of the Victorian region and decided that was the place for us.”

The huge area Steve covers encompasses Castlemaine to Swan Hill, Wangaratta, Shepparton and Seymour as well as Cobram, Echuca and Bendigo.

Initially the mobile showroom was contained in a Renault Master van, but according to Steve, rapid business growth soon dictated the need for more expansive rolling real estate.

“We put on a sales rep who is based at Bendigo and he said straight up, ‘I can’t sell out of a van, I need a truck’, so we set about working out the best setup for the job,” he says. “He wanted it to be similar to a Snap-On tool truck where everything is displayed in racks for the customers to walk in and view. It’s basically a shop on wheels so he can invoice the customers and there’s an EFTPOS machine and a printer that runs on solar power.”

Visiting customers’ sites often leads to additional sales, according to Steve.

“He’ll pull up to a panel shop and take

The five metre long customised body was redesigned to lighten the load on the steer axle.

an order and then one of the employees will rock up to buy some supplies for a weekend job, for example,” he says.

“While he can’t mix paint in the truck, he relays the order back to the store and we do the mixing and freight it to the customer.”

As for the truck, it’s an Isuzu NQR 87190 AMT that Steve had painted in the company’s signature black before the body was installed.

“Our corporate logo is black, along with the Master van and the shopfront, so it made sense to continue this theme with the truck,” Steve says. “The body was too hard to paint so Fleetmark vinyl wrapped it instead, which turned out very well indeed.”

Key to Steve’s purchasing decision was the advice he received from a friend who works as a diesel mechanic for a hire company servicing the mining industry in Gladstone.

“Of 80 trucks comprising versions of three Japanese brands including Isuzu, my mate reckons the Isuzus are noticeably absent from the workshop more so than the other brands,” Steve says. “He told me while they obviously need the regular servicing, from his experience they do tend to keep going for

“The body was too hard to paint so Fleetmark vinyl wrapped it instead, which turned out very well indeed.”

Steve Brown Director Body Shop Paint Supplies

longer in the whole scheme of things.”

After settling on Isuzu, Steve says he was advised to contact Debra Hollingsworth, Truck Sales Consultant at Isuzu dealer Westar at the northern Melbourne suburb of Campbellfield.

“I sent her the plans we had for the five-metre long body and she told us it wouldn’t work because there would be too much weight on the steer axle,” Steve says. “She had it redesigned with an extra half a metre at the rear which took 250kg off the steer axle and gave us an extra half a metre of body length as a bonus.

It was so helpful to have that specialist advice from Debra. I’m a spray painter by trade so I don’t have the expertise in designing truck bodies and needed that assistance. Overall I’m very happy with the service that Westar has given us — they helped with the whole package including overseeing the build and fitting of the body by Alltruck Bodies.”

Steve says his sales rep is also more than happy with the Isuzu, particularly with the ride comfort and the convenience of the automated manual transmission (AMT), both of which make for relaxed cruising over the lengthy distances travelled each day. There’s only one thing Steve wants to add to the truck — a bullbar.

“We have already cleaned up a kangaroo which did $5,000 worth of damage,” he says.

Overall, Steve says he’s pleased to have chosen the new Isuzu rather than a second-hand unit he was originally contemplating buying.

“The Isuzu is a strong and reliable truck and we’ve set it up with a body that ideally suits our business needs,” he says. “We anticipate a long and trouble-free life from the outfit that will continue to meet our needs for years to come.” p r i m em over m a g . c o m . a u

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TRUCK & TECH

IN THE ELECTRIC

MIDST

In a win for Australian manufacturing and a potential game-changer for commercial road transport, Sydney-based ARCC is building bus chassis featuring zero emission Dana electric drive components with locally produced bolt-together aluminium chassis members.

I

Bolted modular aluminium chassis with electric driveline components from Dana.

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n the steady march towards what seems certain to eventually become an all-electric future in the public transport realm, Aluminium Revolutionary Chassis Company (ARCC) has chosen internationally acclaimed automotive component manufacturer Dana to supply electric driveline components for its revolutionary bus chassis.

ARCC is owned by Peter Murley who for the past 20 years has been involved in all aspects of the bus industry both in Australia and overseas.

He spent a decade growing the Australian subsidiary of the Gemilang Group of Companies, which is currently the largest body builder of electric buses in Australia. In 2019, Peter realised the importance of localisation and sought to move bus assembly back to Australia. He subsequently purchased back all shares to become wholly Australian owned.

Gemilang Australia is Ballarat-based and operates with offices in Glendenning NSW and Keysborough VIC. Peter has been pivotal to the growth of Gemilang’s aluminium buses in the Australian and New Zealand markets.

Beginning with the manufacture of two buses for the Australian market in 2010, the company has grown considerably to the point where over 80 buses were

produced for the local market in 2018.

Realising that the move to zero emission public transport was coming in 2015, he built Australia’s first BYD electric bus and is currently the largest body builder of electric buses in Australia.

It was Peter’s quest for continuous development and improvement of bus bodies, along with a passion to maximise the potential of Australian manufacturing, that ignited the spark for ARCC, which was founded in 2015.

He wanted to prove that a light weight, aluminium chassis could be a durable alternative to welded steel chassis.

Peter subsequently recruited Sarah Forbes as Executive Manager to oversee all aspects of strategic planning, general operations and financial management.

Sarah began her working life as a commercial litigator in Perth, but after meeting Peter was soon convinced that the bus industry is far more exciting than any court room.

“When I initially spoke with Peter, he relayed his vision of wanting to electrify public transport using world-leading electric driveline components and a bolted modular aluminium chassis, something I’d never heard about before,” Sarah says.

“I thought it sounded like a great idea, so I quit my job and came aboard with

ARCC and haven’t looked back.”

Sarah says it was around this time that Australian car manufacturing was on the way out and she found it fascinating that ARCC had come up with the bolttogether chassis concept which didn’t rely on the expertise of welders in the manufacturing process.

“I found it really interesting that they were doing something different and taking a punt as, at that stage, there wasn’t a great deal of interest in electrification, but it seems to be paying off now, which is great,” she says.

In terms of uptake of the company’s buses, Sarah says the New South Wales government is committed to decarbonising its bus fleet with Minister Constance announcing in October 2019 that NSW would seek to transition the entire NSW fleet of 8,000 contract buses to fully electric buses.

“Without reliance on a local manufacturer, I don’t think this would be possible in the Australian bus industry because volumes are so small in comparison with Europe and the USA,” she says.

Without certainty of volumes, global manufacturers, according to Sarah, were not necessarily incentivised to adapt their zero-emission technology to the righthand drive and 2.5m wide configuration required by Australian legislation in such a small market. The European and US width limit for buses is 2.55m which equates to an additional 50mm overall width compared to the Australian limit.

“We’ve designed a product that is 2.5m wide and made for Australian conditions with the electrical capacity to power the heating and cooling requirements demanded by the Australian climate, which creates a big draw on the batteries,” Sarah says. There are two electrification methods readily available, she notes. These are rechargeable battery electric and hydrogen fuel cell electric and ARCC is developing both systems.

“We’ve developed the battery electric version side by side with a hydrogen fuel cell electric chassis that are due for

The chassis is designed to accomodate both battery electric and hydrogen fuel cell versions.

completion Q3 2021. We’ve designed the chassis so that everything – including the Dana electric drive components – is essentially the same on both versions.

There is a space behind the Rear axle, allocated to batteries for either the full battery electric model or the Hydrogen fuel cell model, the chemistry of the batter packs vary between the two models,” explains Sarah.

The rest of the Batteries for the all battery bus are located on the roof along with the air conditioner unit. ARCC’s fuel cell buses have the hydrogen storage tanks, the fuel cell, cooling system and air conditioning located in the roof space which means any leakage will vent to the atmosphere rather than potentially permeating the bus interior.

This is in contrast to some overseas models which have the fuel cell situated beneath the floor or in the body cavity.

“When we first started out, we were looking at using a larger Ballard fuel cell which was an 85kW unit but we’ve since switched to the new 70kW unit which is more modular and compact — supplied

by Ballard,” Sarah says. “Technology is quickly changing and we’ve seen a similar progression with the batteries. As technology improves they are becoming smaller and lighter also.”

Speaking about the decision to use Dana electric drive components, Sarah says ARCC was drawn to the manufacturer because the Dana Spicer axles were an

ideal fit with what the company was trying to achieve — durable, light weight and from a reputable global company.

“The overall goal was to achieve a tare weight of under 10 tonnes by using the bolted aluminium chassis and 16-tonne rated Dana drive axle with rear-mounted Dana TM4 electric motor. This compares with a standard diesel-powered steel chassis bus that tares between 11 and 12 tonnes,” Sarah says. “Dana is a reputable company with a long-standing history of producing high quality driveline products, and the company has also been instrumental in developing the electric drive components that ideally suit the applications we are developing.

In Australia buses have a lifespan ranging from 18 to 25 years so our goal is to ensure every component used is backed by a reputable company that will be around to support the vehicles over this lengthy lifespan. With Dana, we are confident that this requirement will be met.”

As the electrification of all types of vehicles continues apace, ARCC is playing its part as a valued Australian manufacturer, producing innovative light tare aluminium bus chassis, powered by Dana electric drive motors and axles, that could well shape the future of public transport in this country. It remains to be seen what effect these developments will have on commercial vehicles in the road transport industry. p r i m em over m a g . c o m . a u

47

TRUCK & TECH

PALE

RIDER An ambitious truck project through EuroPantech, unlike anything on the highways right now, has seized upon SAF-Holland quality componentry and expertise to help deliver on its bespoke design.

I

t began in part as an unresolved issue. The impulse to improve fuel efficiencies on a 28-pallet van previously designed for another company. The brainchild of company owner Dave Murphy, EuropeanPantech’s 33-pallet super trailer combination promises to reduce everything from time consumption, fuel burn and fatigue inducing tasks. The streamlined and imposing truck and trailer combination features a highly engineered and aerodynamically enhanced Kenworth T610 with a better class of purpose-built van particularly suited to east coast linehaul.

As part of its mission statement the company, it said, would import European vans into Australia to provide a superior cold chain delivery vessel in accordance with Level 2 PerformanceBased Standards.

However, the process was, as might be expected for such a unique build, not without complexities.

Weight and length regulations along with width considerations for creating and cooling a high performance 28-pallet van, previously designed

by Dave and presently in vogue with interstate carriers of perishable goods, was prohibitive to meeting criteria for the PBS Level 2 road network.

After much research and ongoing discussions with Marcus Coleman at high productivity vehicle consultancy firm, Tiger Spider, Dave discovered that a 48

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33-pallet van no longer than 24.5 metres in length would be permitted under the requirements of PBS Level 2. Now he could push the envelope.

“Originally it was conceived with a cabover as that was industry standard,” he recalls. “By that stage it was a 32-pallet van with aero efficiency.

Right from the get-go it was all about efficiency.”

The concept, even in its embryonic stages, hinged on facilitating a worthwhile commercial payload but without having to split the trailers, a practice common to the more customary B-double combination often employed for cold chain interstate work.

This necessity brought Dave to PACCAR and more specifically, Kenworth, as he again envisaged having the combination pulled by a K200 prime mover.

After discussions with Mike Dozier, PACCAR Vice President and Phil Webb, then PACCAR Chief Engineer, it was determined that the components from different models would be used within the 26 metre limitation.

Eventually they settled on a Kenworth T610 prime mover paired with a Cummins X15. It features an aerodynamically optimised front bumper, hood and cab design replete with full aero kit, a priority to attain the desired low speed swept path.

It’s geared to run at lower revs with a downsped drivetrain.

According to Dave, he wanted to

avoid the frustrations that plague some manufacturers when it comes to weighing up different combinations.

“A rear steer quad 20-metre van is useless as it’s impossible to get the weights right.

If you’re moving weighted product that you can’t swap or mix or change around then you don’t get the advantage of that van. It weighs out over the drive,” he says. “So you need that quad-axle to steer. There were also certain other issues with a 20 metre van in a PBS Level 1 combination. I then started exploring Level 2 road network and the parameters it involved. This new combination was born out of that.”

The unique boat tail design permits an extra space for a single pallet at the rear where bi-fold doors, built as part of the bespoke design, allow for improved forklift access.

“The opportunity for someone to drop a trailer, for someone to hurt themselves, winding legs down, all those issues go away with this trailer because it’s one dock, one trailer, one person backing it in,” Dave says. “So it goes beyond the efficiency of the truck.”

Between unloading and loading a B-double and EuroPantech’s latest super trailer, there’s over an hour difference, at a conservative estimation, claims Dave.

The difference, seen during initial timed trials in Sydney, is closer to an hour and 23 minutes.

At an overall length of 24.5 metres, the combination incorporates full length

SAF-Holland’s tyre pressure monitoring system has reduced rolling resistance.

side skirts in a shiny quicksilver finish.

The materials for the van have been sourced from Italy with superior quality skins, resin and foam. Dave claims these are the best that money can buy. Walls are 50mm thick and finished under a hot press.

The model closest to the van he wanted was a Scandinavian design. Northern European builds, however, are heavy, weighing around 18-tonnes with an extra steer axle. Dave needed something lighter and pursued it doggedly, according to his efficiency objectives, eventually delivering a build at 12.8 tonnes including the diesel fridge.

“I’m ecstatic we’ve got it down under 13 tonnes which means it can carry five tonnes more freight,” he says.

“Often in Australian panel you will see some flaws because it’s made in a vacuum wrap and inexact resin on every component can result in low and high spots on one side. Under hot press

there’s no swelling to the wall.”

A typical van in Australia that has an aluminium fixing plate at the bottom and the top makes it difficult to extract maximal thermal efficiencies explains Dave.

“That fixing plate has a 100 bolts of rivets in it so you’re looking at between 13- and 15mm of the width of that componentry on the outside of the wall so that’s what you lose in internal capacity within that wall over and above that,” he says. “My idea was to have a van with internal componentry which is flush on the inside walls and a flush outside wall so that the wall can be made as far within spec and as wide as possible. And that’s happened.”

Dave expects the vehicle combination will be a gamechanger in the Australian market. But to achieve it he was committed to exploring and exploiting every efficiency possible.

Choosing the lightest weights on

each component feasible was itself an underlying factor in the decision-making process including the drive axles and suspension systems. At this point SAFHolland got involved.

The commercial vehicle equipment specialist provided self-steer rear and front axles with dual lift. These were modified by its engineering department to suit the design as the axle spacing was crucial given the limited room available.

Given the componentry of the lift goes out front of the steer axle, in order to make that work SAF-Holland, through Engineering Manager Nemanja Miletic, had to reengineer a large enough gap once the airbag was inflated.

“So that airbag of the lift axle fits really close to the airbag of the fixed axle between the third and fourth axles,” explains Dave. “SAF-Holland Australia came up with a solution for that and then sent it to SAF Europe to get approval for what they had designed p r i m em over m a g . c o m . a u

49

TRUCK & TECH

FAST FACT

Patent applied for Australian Complete Patent Application Number 201726146. The design of this trailer is subject to the protection of said Patent Application.

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here. Then we went forth and put it on the trailer. It’s worked well in that it does what its needed to do.”

SAF-Hollands Intradisc CD design is reportedly the lightest disc brake on the market. Modified to suit challenging Australian conditions it requires inspection and, as a palpable convenience, not much else. With a six year/1 million km warranty it represents for freight operators a great return on investment (ROI).

“Without a visual inspection of the brakes I can get monitoring to tell me issues,” Dave says. “I’ve got one grease nipple with extended greaselines to all the steer axles that need to be greased once a month. That essentially is all the maintenance required on the trailer barring an annual inspection that needs to be done.”

The bearing brakes componentry is essentially maintenance resilient as Dave describes it.

“There’s not a requirement to have that trailer in over a pit. Every couple of weeks to every month having to grease it and having to do other things other than

that one grease nipple it’s so simple,” he says. “It rings true because the steer axles at over 30 kilometres an hour get locked in so they’re not steering anyway.

The way they are constructed, too, means they need very little maintenance on them which is brilliant.”

Maintenance reductions and improved weights all add up to a longevity of product life. According to Dave he installed Wabco’s iABS to work as the brain to ensure all the components are working cohesively together. Through SAF-Holland’s tyre pressure monitoring system he has reduced rolling resistance for even tyre wear and to mitigate against punctures.

SAF-Holland also provided support with design and installation of its Tire Pilot to ensure the two steer axles with lift function were performing at an optimum.

Given the larger gradients on the Australian road network, rolling resistance weight can exceed aerodynamic considerations as a factor when drilling down through the minutiae of additional efficiency gains.

The combination features a SAFHolland aluminium fifth wheel.

“We get a much better benefit out of having stiffer walled tyres and to that degree we would do a lot better by having super single trailers and trucks,” Dave says. “That’s coming. It’s a challenge. It’s an advantage in having steer axles. It’s a disadvantage in having super steer axles and trying to maximise length to get maximized pallets on.”

The Tire Pilot runs on componentry that expels air from the truck into a small pump that builds greater air pressure then it is receiving. That in turn allows for it to build tyre pressure at 100psi.

“Traditionally you can’t do that,” Dave says. “It’s very smart and SAF-Holland provided great support helping me to resolve how best to activate the system at the point of installation.”

Crucial information was shared by SAF-Holland during the build on time, without delay. This allowed Dave and his team to understand the bigger picture, even as it changed. These decisions were made to complete the relevant simulations in the computer monitoring, an essential process for weighing up the benefits of different

componentry choices.

For Nemanja, as Dave observes, there was no challenge that wasn’t something that they could work towards.

“I can’t fault SAF. They’ve been great in their can-do approach. They have provided insights and sage advice on the right wheels. They don’t take no for an answer. In my experience, there’s only ever solutions to a problem. When I called up they were onto it that day or the next. It was good to have Nemanja on hand for support.”

As Australia is predominantly a B-double configured country for linehaul, aluminium turntables are not usually part of the conversation for interstate operators given they don’t have the same longevity in that application as the steel counterparts. Operators therefore are often happy to compromise on the weight disadvantages on a traditional fifth wheel in the knowledge it won’t fatigue as fast explains Dave. But in the case of a single trailer the decision to utilise a SAF-Holland aluminium fifth wheel he says makes sense.

“I’m going to show when you’ve got a

truck that doesn’t need to be unhooked all the time that this aluminium turntable is going to be as durable as a normal fifth wheel component on a B-double combination,” he says.

“Without having to carry around that extra weight everywhere I foresee it being a major advantage over time.”

The super single trailer combination, with its wider spread of axles, enhanced stability and fuel efficiencies, Dave, anticipates will be an obvious advantage to the whole industry. Outside the cold chain sphere, he foresees bulk fluid tankers, tippers and livestock operations, with their variance in combination sizes all benefiting from the smaller componentry of a super single trailer at correct concessional mass limits (CML). The wider track will also be more forgiving on highways as these units won’t use the same part of the road as fuel carriage equipment meaning greater longevity for road surfaces, which is good for governments.

To date, the majority of the testing on the EuroPantech truck and trailer combination has been done running empty, as it’s easier to make happen.

The gains in contrast to B-double combinations Dave has run in the past from Sydney and Brisbane pale in comparison. He estimates at present the truck is extracting something akin to a 20 per cent advantage in fuel economy.

“Anyone with a B-double knows that the fatigue factor is not only a man wrecker but an equipment wrecker. It’s no fault of a guy who’s running out of time to get the job done that he’s tired. He’s hooking up a trailer and he’s tugging on leads to ensure he’s done his pump test and he’s going over his pre-trip checks.

It’s really hard on B-double equipment that needs to be hooked and unhooked all the time,” he says. “There’s going to be a big savings for operators. Everyone will see a saving from super single truck and trailer combinations. Remember, you don’t make your money when you buy the truck. It’s when you put it on the trailer and how long you put it in service for. It’s those costs on the way through that will count.”

TEST DRIVE

Mercedes-Benz New Actros with MirrorCam technology on an outback run.

EVENT H

O

The latest Mercedes-Benz Actros pioneers multiple technical innovations in the areas of safety, fuel efficiency and operator comfort.

D

uring our previous drive of the latest Mercedes-Benz Actros back in 2019, we were mainly focused (pun intended) on the innovative MirrorCam feature for the obvious reasons of it improving safety and fuel efficiency.

But there is much more to this latest big German truck than its technically advanced rear vision system so during a more recent drive we drag our attention away from the virtual mirrors and take in some of the many other features that the latest Actros has to offer.

Whereas during our initial foray in a MirrorCam Merc it took 15 or 20 minutes to lose our fascination with the vertical television screens mounted on the insides

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of the A pillars, on this occasion the use of MirrorCam immediately feels natural when travelling in a forward direction.

It is only when we need to reverse the combination that the realisation occurs of just how good this system is.

Typically, the trucks involved in media and operator road tests have been loaded up with most of the available options in order to showcase what the vehicles can offer, and in the case of the Actros it can be expected that most purchasers will be availing themselves particularly to the safety-related features which may not be included as standard offerings.

Of most interest during this drive is what Mercedes-Benz calls Predictive Powertrain Control (PPC) which operates

by establishing a ‘digital horizon’ using 3D imaging and satellite tracking in real time. The PPC actually plans for what the truck will be doing up to two kilometres in advance by knowing the topography of the road plus the vehicle combination’s weight. This information enables PPC to plan ahead so that it can maximise momentum and optimise gear selection.

In practice, it may even drop a gear earlier than what might ordinarily be expected to enable the truck to climb a hill in the most time efficient manner and all the while obtaining the maximum possible fuel economy. A conventional cruise control may tend to hold a truck in a higher gear because it isn’t aware of the extent of the hill being negotiated. PPC

R I Z O N may accelerate the truck at the bottom of a climb to improve momentum and result in less overall gear changes which will translate into saving fuel.

Drivers operating trucks equipped with basic cruise control learn how to maximise fuel efficiency by manually suspending the operation of the cruise control at strategic points of the journey, especially when approaching, or passing, over hill crests. Driver trainers for some time have explained this as being because ‘the truck doesn’t know where the top of the hill is.’ Well, with PPC, now the truck does!

From the driver’s standpoint the operation of the PPC is very subtle as it integrates various optimised operations of the engine and the Powershift 3 transmission and harvests the truck’s kinetic energy to reduce unnecessary

acceleration, gear shifts and braking to result in maximum fuel efficiency without sacrificing point to point times.

PPC operates in conjunction with the cruise control at speeds between 25 and 100 km/h and an indicator light is illuminated on the dash when PPC is in action. As with MirrorCam, it takes a little while to get used to the different experience that PPC brings with it, such as backing off the throttle or even upshifting back into a higher gear slightly before the actual apex of a crest.

The opportunities for the PPC’s active interventions are not restricted to gradients as the mapping takes note of approaching intersections and roundabouts and the system anticipates and makes adjustments accordingly.

Many of the features of the new Actros’s Multimedia cockpit can be operated

from the smart steering wheel which has now become even smarter with controls similar to smartphone touch screens and only requiring a light stroke to activate their various functions. The buttons on the right hand side operate the cruise control and the primary instrument display which is immediately in front of the driver, and the left hand controls are for the audio and phone systems as well as for the touch screen secondary display mounted to the left of the dash.

The screens are clear and sharp and can be custom configured from being as simple as a speedo and tacho, to multiple readouts of various vehicle functions and metrics. ‘Soft’ and ‘hard’ switches can be configured to operate functions such as driving lights and tipper switches.

Now with an electronic parking brake, which releases when the driver applies p r i m em over m a g . c o m . a u

53

TEST DRIVE

The key fob can initiate a sequential lighting check function for pre-drive checks.

the accelerator, its automatically applied if driver’s door opens while the Actros is stationary with the engine running to avoid the hazardous situation of a driver leaving the cab without manually applying the brakes. When the engine is switched off the park brake also applies itself automatically. In a crossover feature from passenger vehicles, the Actros’s key fob only needs to be anywhere inside the cab to enable a push button keyless start.

The fob can also initiate a sequential lighting check function as part of the pre-drive checks. The intelligence extends to the lights themselves which feature Bi Xenon and LED bulbs in the headlights which also incorporate cornering lights.

Automatic headlamps and rain sensitive wipers are among the available options.

Our test truck has the optional inductive charging pad for smartphones on top of the dash which incorporates a handy clamp to keep the phone in place.

Safety is enhanced by Mercedes-Benz Active Brake Assist 5 which is the latest development of the Autonomous Emergency Braking system and utilises radar and high definition cameras to identify other vehicles and moving pedestrians and calculates if a collision in imminent. In conjunction with visible and audible warnings the system can autonomously apply partial or full emergency braking to prevent, or reduce the severity of, a potential collision.

The Actros is available with 14 cabin variants, with two roof shapes and three engine tunnel configurations (320mm, 170mm, and a level floor).

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Modern drivers’ seats are expected to be comfortable with plenty of adjustments, and Mercedes-Benz have taken things even further with the optional SoloStar Concept which features a reclining armchair and foot-rest in the space where a traditional passenger seat would be located. Its intention is to provide a very comfortable area in which the driver can relax and stretch out between stints at the wheel. Considerable effort has gone

into the design and function of the cab’s interior lighting which can be adjusted to suit driving, resting or sleeping. The bunk is equipped with a locally-sourced 110mm inner-spring mattress instead of the European foam item.

In the typical 6x4 prime mover configuration the Actros is available with the Euro VI 13 litre engine in a 390kW (530hp) specification, and the 16 litre (also Euro VI) can be had in either 425kW (578hp) or 460kW (625hp) outputs.

Mercedes-Benz has performed an outstanding job of integrating the various electronic systems into this new Actros, and in a parallel with modern aircraft, the intelligence found in today’s trucks undoubtedly makes them safer, more fuel efficient and easier to drive.

A consequence of this abundance of electronics is the absolute requirement for drivers to be properly educated and made familiar with the methods of coaxing the optimum operation from what are increasingly complex vehicles.

Headlights come with Bi Xenon and LED bulbs.

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FINAL MILE

Rear barn doors are fitted with 85 degree and 160 degree stops as well as dual wipers.

EXPRESS Y O U R S E L F

The Mitsubishi Express was a popular van until it ceased production in 2014. After a six-year hiatus the Express badge is making a comeback.

T

he 2021 Mitsubishi Express is manufactured by Renault in France and is a product of the global Renault-NissanMitsubishi alliance and is essentially a restyled Renault Trafic. Available in Australia in both short and long wheelbase versions, the Express also comes with a choice of two engines as well as manual and automated transmissions.

The Mitsubishi Express adds another viable option to the healthy Australian van market for couriers and tradies and the automated transmission versions should also find interest in the rental vehicle category.

The Mitsubishi Express is available with a 1.6L twin turbo diesel engine or a 56

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2.0L single turbo diesel engine. The 1.6L engine delivers 103kW of power and 340Nm of torque and is only available with a six-speed manual transmission.

A six-speed dual clutch automated manual transmission is standard with the 2.0L diesel which punches out 125kW of power and 380Nm of torque.

The advantages of the dual clutch transmission include fuel efficiency and Co2 emissions similar to an equivalent manual vehicle, coupled with the convenience and safety of an automatic.

Our test vehicle is a long wheelbase 2.0 litre with the automated transmission which impresses with its ultra-fast and smooth shifting which is a product of the dual clutch technology. The driver has the

option to use the gear selector as a sporty sequential transmission if they so desire and manually clicking back a gear or two on steep descents helps control the speed.

All versions of the Express are front wheel drive which influences the turning circles of 11.8 metres for the short wheelbase and 13.2 metres for the long wheelbase models.

Access to the load space is through sliding doors located on each side and the glazed rear barn doors which are fitted with 85 degree and 160 degree stops as well as dual wipers. The rear bumper has an integrated step to enable easier loading and unloading and the rear floor has a sturdy looking vinyl mat and plenty of load anchors.

The load area volume is 5.2 cubic metres in the short wheelbase models and 6.0 cubic metres in the long wheelbase versions with Gross Vehicle Mass ratings up to 3,070 kgs.

Long load items such as pipes or timber up to 4.5 metres in length can be accommodated in the long wheelbase models by accessing space beneath the passenger seat and into the foot well, although this feature is negated if a cargo barrier is fitted.

The Express has seating for three adults and the driver’s seat has a retractable armrest and manual height and lumbar adjustments. The steering wheel has height and reach adjustments so almost any driver can make themselves comfortable. Front seat belt pretensioners are included in the standard package and there are five airbags: driver and passenger front and curtain airbags, in addition to a driver thorax airbag.

The standard audio unit is enabled for Bluetooth and USB connection, providing hands free telephone operation and music streaming and there is an integrated smartphone cradle which caters for standard sized phones. Device charging can be achieved using the 12-volt socket as well as another USB connection on the top of the dash.

Standard features include cruise control and the Express also has a handy adjustable speed limiter which helps the

The Express comes with a handy adjustable speed limiter.

driver comply with varying speed zones such as those located near schools. The fuel saving automatic engine ‘stop and go’ system can be deactivated via a switch on the dash but we find its operation to be smooth without eating up any time so having the engine shut off when stationary at places such as traffic lights is a benefit rather than a nuisance. The hill start assist operates by holding the brakes for up to two seconds to give the driver time to move their foot from one pedal to another and works in both manual and automatic versions.

Also standard are rear parking sensors and the automated transmission models also receive a rear view camera which displays on a small screen located in the centre rear vision mirror.

Safety systems include four wheel disc brakes with Antilock Braking Systems (ABS), Electronic Stability Control (ESC), Electronic Brakeforce Distribution (EBD) and traction control plus the automatic models receive fog lamps, dusk sensing automatic headlights and rain sensing windscreen wipers.

The fuel tank has an 80-litre capacity and the AdBlue tank holds 25 litres which means it doesn’t need to be topped up every time the Express is at the diesel pump.

The original Mitsubishi Express L300 vans were very successful and examples can still be seen around the country often covered in colorful graffiti as they continue to be a transport of choice for back packers. With its solid European heritage this new Express has the potential to become as much of a legend as its original namesake.

FAST FACT

All versions of the Express are front wheel drive.

Mitsubishi will launch the Express with its standard five year/100,000 km warranty. p r i m em over m a g . c o m . a u

57

INSURANCE SHOWC ASE

ACTIVE MEASURES In its ongoing pursuit of greater agility, NTI is set to rollout several innovative products to deliver a compelling offering for freight carriers and transport customers.

W

hen National Transport Insurance (NTI) talks about sustainability, what it is referring to is strategic sustainability. For the last six years the road freight and logistics insurance specialist has been exploring avenues to enhance its partnership with industry so that its offering is incontrovertible. The path to enhancing its own sustainability, the NTI executive group determined, was intertwined with the success of its customers. In order to strengthen its relationships it would need to improve synergies across critical areas like safety, efficiency and operations so that the meaningful outcomes delivered for these businesses would, in turn, also make them more sustainable. It was a powerful incentive.

NTI’s Business Health Check can help harness enhanced safety culture.

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According to Chris Hogarty NTI Chief Sustainability Officer, this established a foundation of belief as the business introduces a range of new products.

“Startups have been extremely successful when competing with large incumbent corporates by taking a product direct to market and then by quickly learning from the customer as to what they enjoy and dislike about it,” he says. “From there they ditch what doesn’t work and add more to what works. This process happens very quickly.”

Born from this was NTI’s Business Health Check, which facilitates a diagnosis from an NTI expert across a range of different areas of a business such as operations, technology and culture. It also gives the customer an understanding of where there might be a range of disconnects within a business and highlights each.

In addition to this, Traction, a recent acquisition, is a 360 degree feedback tool that enables leadership in transport companies to better understand how all staff feel about safety.

“It uncovers if that company is delivering on its safety procedures and creates a platform for continuous improvement,” says Chris. “Traction itself assesses companies across 15 different areas by measuring the likes of training processes, quality of communications, effectiveness of incident reporting for recording investigations for incidents and hazards.”

Traction also provides insights into a company culture, say if it rewards unnecessary risk-taking or fosters doing the right thing. The tool is then managed in a way that it sets about demonstrating how best to close the

gaps. While the Health Check facilitates a broader view of operations, Traction allows NTI to go even deeper for its customers.

In light of the NTARC Accident Report, which summarises what drives some of the large loss claims, the company has partnered with driver monitoring specialist, Seeing Machines, as recognition for the role fatigue plays in incidents. NTI now expands the coverage of those operators who use the Seeing Machines technology by reducing their excesses and as an endorsement that its customers are doing the right thing in terms of risk management.

“As our customers made an investment in safety we had to try and find some way to recognise that,” Chris says.

“Seeing Machines is proven technology.

We know through MUARC and Ron Finemore Transport that they have seen significant reductions in fatigue events.”

As NTI launches these new innovations it wants its customers to know it is testing the waters for the right reasons.

Inspired by the approach of innovative startups it is prepared during the stage of proof of concept to fail fast to learn fast and iterate.

“Many corporates have struggled with the fact that disrupters have come into their industries. Quite often large businesses are change resistant,” Chris says. “We’ve been really focused on our organisational agility. We’re going to start trying some new things. We’re going to be working really closely with customers, and it’s going to be a bit different. But it’s about taking what we do well today into the future.”

Proud to be part of the industry. nti.com.au Insurance products are provided by National Transport Insurance, a joint venture of the insurers Insurance Australia Limited trading as CGU Insurance ABN 11 000 016 722 AFSL 227681 and AAI Limited Trading as Vero Insurance ABN 48 005 297 807 AFSL 230859 each holding a 50% share. National Transport Insurance is administered on behalf of the insurers by its manager NTI Limited ABN 84 000 746 109 AFSL 237246.

INSURANCE SHOWC ASE

COVER

DEEP

When it comes to claiming on insurance businesses are often too quick to pull the trigger.

Ausure Horizon makes the case that a long-term approach to an insurance program is always the best policy.

D

eath and taxes aside, there is one other certainty in the life of a business owner.

Insurance is a minefield. It is complicated, often frustrating and a significant annual expense. For many in the transport and plant and machinery space, now is as challenging a time as ever.

But while many of these businesses are owned by specialists in their field, they often still rely on ‘generalist’ brokers to protect their operations.

After 15 years insuring road transport businesses, David Summers decided to start the niche firm Ausure Horizon two years ago. Since then his team has experienced exceptional growth, and with a solid foundation of clients, some of which go back decades, David understands that the success of his business is directly linked to the success of his clients.

“Our focus is to provide peace of mind for our customers. This is especially important in the current market where clients are being heavily penalised for every claim” he says. “The days of blanket ‘cookie cutter’ policies are long gone as a viable insurance product.”

Now, more than ever it’s as important to risk manage the premium as it is to risk manage the assets. For some freight carriers 2020 has been one of their busiest years on record. But for transport businesses in hospitality and events, trucks have likely been laid up for some time.

This is another area that Ausure Horizon can provide options to ensure businesses are not burdened with unnecessary costs for vehicles that are not generating an income.

“It shouldn’t be a matter of getting a 60

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quote from three brokers who package up their standard offerings, but rather engaging a specialist who understands the nuances of how to effectively tailor a personalised insurance program,” David says. “Great brokers work extremely closely with their clients to understand their business and their financial capabilities to take on risk by applying the right amount of insurance to the most critical exposures. There are more options on how you structure a transport policy than you may think. You could have a ‘burner’ which is like a deposit premium, which is adjustable, based on claims. There’s a ‘claims experience discount’ that rewards businesses with a percentage of their premium back following a low claim year. Then there is an ‘aggregate premium’ where the owner consents to wear all the claim costs during a policy to an agreed limit before the insurer steps in to help in those unfortunate years that claim costs begin to escalate. It’s not straight forward.”

The same holds true of claim management, where a culmination of small claims can often be as detrimental as several large losses according to David.

“If a business has made two small claims early in their policy period it becomes increasingly important to be mindful what future losses will mean for premiums years down the track,” he says. “It’s no longer a case of ‘set it and forget it.’ There needs to be an open dialogue between the business owner and their broker that extends beyond an annual review, rolled over cover and an invoice.”

David acknowledges that insurance can be a begrudging purchase.

“We understand why. You’re paying up

Ausure Horizon understands the importance of being there when it counts.

front for a product that protects against the unexpected. You then receive a document that probably contains 98 pages full of conditions and exclusions” he explains. “In essence you’re paying for something you hope doesn’t happen.

But peace of mind is invaluable. From our standpoint, cover needs to be broad and reliable, with premiums that are as competitive as possible.”

A third-generation business owner himself, David understands the needs of businesses evolve over time and that maintaining long-lasting relationships hinges on being there when it counts.

“This year has highlighted that things can change quickly. Events such as COVID-19 can catch businesses by surprise, and a policy that was suitable at renewal may not continue to react as you expect as the industry adapts.” he says. “It’s times like these that show the importance of having a proactive broker that really understands the unique challenges and opportunities faced by the trucking industry fighting in your corner.”

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FLEET FOCUS

FORMULA Human Resources and Compliance Manager at Formula Chemicals, Lisa Dolan, talks education, chain of responsibility and her journey to Sydney, NSW. Originally from a small county located on the west coast of Ireland, Lisa Dolan moved to Australia in 2015.

She is currently a participant in the 2020 Teletrac Navman Driving Change Diversity program.

PM: What prepared you for a career in road transport on the other side of the world from your home?

LD: I studied for my Bachelor of Law (LLB) degree which led me to a Master of Science (MSc) in Human Resource Management.

PM: What are your main functions at Formula Chemicals?

LD: My primary role is to look after the health and wellbeing of our employees – making sure they are safe and have the tools and equipment to do their jobs along with all the necessary training. I also look after the compliance element of the business including the internal and external truck maintenance audits.

PM: Do you have a particular approach to compliance?

LD: We are always monitoring our policies and procedures to find more efficient ways to perform and streamline daily tasks. We focus very heavily on training and, importantly, re-fresher training to ensure all our staff have the knowledge and skillset for the task at hand. A strong safety culture is built on quality training and it is vital for us that we give this opportunity to learn to everyone. It’s also important to communicate and listen to one another so we have regular toolbox meetings 62

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Lisa Dolan.

during which we can talk through and explain the company expectations on safety and listen to feedback and ideas our employees may have. Technology also plays a vital role in our compliance.

The telematics and the data it produces are very powerful tools in promoting safety. Collecting and analysing this data means we can help drive efficiencies in the business and also address wider industry issues.

PM: Has the COVID situation created special challenges?

LD: 2020 has been one of the most challenging years for Australian manufacturing and transport industries and it is important we all support one another. COVID-19 has put an

unprecedented amount of pressure on some companies and industries. Here at Formula Chemicals we are fortunate to be an essential service and we also manufacture a range of hand sanitiser and sanitiser spray so it has not just been business as usual for us and involved implementing our own COVID-19 policy with strict adherence to government guidelines in relation to social distancing, hand washing and sanitising.

One of the industry’s biggest challenges is the importation of non-complying foreign products which can result in extremely competitive pricing. This leads to Australian-made, Australian-owned products not making it to market which would support local people and local jobs including truck drivers.

FOR

SAFETY

PM: Do truck drivers receive enough recognition for what they do?

LD: The transport industry is a very desirable career path and I think in some respect there can be a very stereotypical attitude that it merely involves ‘moving pallets’ or just ‘driving a truck’. Being a truck driver is a profession that is heavily regulated and involves a lot of training and education.

Truck drivers carry a great responsibility for themselves and everyone they interact with and I think it is important that this is recognised. An ageing workforce is a challenge for the industry yet there are some real pathways to long term careers and it’s important that the younger generation are educated about all the different aspects of working in these industries from being the Allocator, to the Compliance Manager, to the Operations Manager.

Our Managing Director Leigh Smart is also the Chairman of Road Freight

NSW which, alongside TAFE and other government bodies, are currently working on a project titled ‘Transport and Logistics School-Based Traineeship Program’ which is based around highlighting the transport industry as a career choice for both boys and girls. Women have been traditionally underrepresented in this industry but in more recent times we are seeing more women involved. That makes me hopeful for the future.

PM: A point of difference for Formula Chemicals is you operate your own fleet to transport the products you manufacture. Does this present any particular challenges?

LD: We specialise in the transportation of Dangerous Goods so our challenges are ensuring our complete workforce is trained in how to handle dangerous goods. Our transport manager, allocators and drivers all have Dangerous Goods

licences. I am passionate about refresher training which needs to be scheduled in a timely manner. Having completed the dangerous goods licence myself, I know first-hand there is a lot of important information to absorb and retain PM: Have the changes to the Chain of Responsibility regulations affected the operations at Formula Chemicals?

LD: Chain of Responsibility has really put a focus on the legal responsibility of all parties in the supply chain to ensure there are no breaches and all parties must manage their risks effectively.

This has been challenging at times but it is important we support everyone in the chain by speaking with other operators to share knowledge and resources to eliminate or minimise public risks and constantly review our own compliance in relation to Chain of Responsibility laws.

John Ah-Lin Tuilagi Transport Manager, Lisa Dolan, Shane McLoughlin Production Manager. p r i m em over m a g . c o m . a u

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PRIME MOVERS & SHAKERS

BORN INTO

TRUCKING Debra Hollingsworth has been immersed in the trucking industry from the time she could walk. From tarping her father’s trailers as a little tacker to selling Isuzu trucks as she does today, Debra has a truckload of stories to tell.

F

rom an early age it was evident to those close to her that Debra would likely pursue a career in the trucking industry. After all, she has been around them her entire life. Her parents had trucks and from a young age she accompanied her father in the truck to the wharves when the Painters and Dockers union strife was at its turbulent peak in the late ‘70s and early ‘80s.

“I got to see a lot of things,” she recalls.

“As a subbie Dad would be hauling scrap metal one day and Coca-Cola or huge rolls of paper the next.”

It was her job to tarp the rolls of paper which were sitting on their ends on the trailer.

“There were gaps between each of the rolls and as I was rolling out the tarp I slipped down into one of the gaps and I remember the forklift driver saying, Debra Hollingsworth.

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‘Geoff, your daughter’s just disappeared’.”

Debra’s father, Geoff, passed away last year, and the memories she has of spending time riding in the truck with him in her youth will remain with her always.

Her first job after leaving school at age 17 was at a truck accessories shop called Truck Bits Australia in Dandenong. She took to the work with gusto and recalls an enjoyable challenge of finding a replacement air filter when there was no part number on the original, simply by cross referencing dimensions.

“I worked there for 11 years and left because I needed more of a challenge, taking up a position with Truckline where I became involved with selling what are known in the business as ‘hard parts’ — components like diffs, gearboxes, bearing kits and brake parts,” she says.

Some years later she made the large leap into selling trucks at the Melbourne International dealership, starting in the parts department and then moving across to sales of UD trucks. This lasted for eight months then in early 2003 she was promptly poached by Patterson Cheney Isuzu at Dandenong, which became the starting point for a long career selling Isuzu trucks.

Following a lengthy stint with ‘Pattos’ at Dandenong, she spent some time with an Isuzu dealership in northeast country Victoria before settling at Westar in Campbellfield three years ago.

“I was with Patterson Cheney Dandenong for 11 years then made a ‘tree change’ move to Euroa and was working for Taig

Debra grew up riding in her father’s truck on runs to the wharves in Melbourne.

“When you get to the end of a build and you’re only out by 20 or 30kg it’s awesome because a weighbridge can be out by those amounts anyway.

It’s great to be able to deliver what you promise — or even better.”

Debra Hollingsworth Westar Truck Centre Sales Consultant

Bros now known as North East Isuzu at Shepparton,” Debra says. “During these early years I was also driving semis at night, delivering live chickens and doing loads for my Dad on weekends delivering concrete panels into the city.”

Notwithstanding what appears to be an insatiable appetite for challenges, Debra says she very much enjoys spec’ing trucks for unusual applications.

“It comes down to attention to detail,” she says. “Over the years I’ve been involved with some quite unusual trucks that have been ordered. Probably one of the weirdest trucks I’ve ever sold was a ‘fish feeder’ to a trout farming operation in Alexandra. It was a little Isuzu with a hopper on the back and nozzles that would shoot the feed pellets out across the pond. Another memorable one was a vacuum excavation truck with the body imported from the USA —meaning

I had to spend hours converting all the US measurements and weights to metric. When the body came out and we installed it to the truck I discovered I was 80kg under with the weight. Then I realised it had a water tank that held 80 litres so it turned out I was right on the money which I was pretty chuffed about.”

Debra says she has built a database of information in terms of dimensions and weights of every truck she has sold which she updated every six months.

This, she explains, has helped her with subsequent builds because it enables accurate determination of the weights of the bodies on a per metre basis.

“When you get to the end of a build and you’re only out by 20 or 30kg it’s awesome because a weighbridge can be out by those amounts anyway. It’s great to be able to deliver what you promise — or even better,” she says.

Seeing the buyer chuffed with the end result is the part of the job she enjoys the most.

Upon reflection, Debra says her career is not something for which she made a conscious decision to pursue, but rather a gradual evolution that has been unfolding since her childhood. Her desire to surmount new frontiers and challenges has led, no matter the job at hand, to an organic career progression.

“I remember while I was selling ‘S&G’ at Truck Bits making the comment, ‘One day I would like to sell the whole truck and not just bits of it’,” she says. “It was just a fleeting line and at the time I probably thought it wouldn’t actually happen, but it did happen!”

There’s a sense of pride she feels as a woman, making it in an industry that was very much male dominated when she started.

“I’ve done the hard yards, having started out in the late ‘80s when women in the transport industry were just unheard of,” she says. “I had to stand my ground at times and have worked hard to earn the respect of others, but through it all I’m proud of what I’ve achieved and happy to have been something of a trailblazer to show other women what can be achieved if you have the passion and commitment to follow your dreams.” p r i m em over m a g . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE

Vehicle Loading Cranes

PETER HART

T

his article considers the design, installation and operating requirements that apply to Vehicle Loading Cranes (VLCs). These cranes are commonly installed on flat decks trucks and trailers and they are primarily used for loading and unloading the vehicle.

Increasingly VLCs are used for erection of small structures or moving materials on the ground. VLCs can usually slew, which means there is a risk of tipping over the vehicle if the load is too heavy and too far to the side. At least two stabiliser legs are needed.

All VSLs have a tonne-meter load rating, which is the maximum safe load (T) at maximum reach from the crane centreline (M). For example, the maximum stable lift might be 1000kg at a reach of 10m, which is a 10 t-m rating. The SWL is a different rating. SWL is the technically permissible lift. Cranes with an SWL exceeding 10t are prescribed equipment and the crane manufacturer must have an approval from an Australian work-safety authority. Most VLCs are not prescribed equipment.

VSLs will usually have several hydraulic extensions to achieve the desired reach. Crane innovation is producing stronger and lighter cranes with fewer extensions. About half of VLCs are positioned just behind the cabin, which is the most stable location, but the weight can overload the front axle.

The chassis reinforcements must be 66

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carefully designed to avoid twisting failure between the transmission mounts and the crane mounts. Half of VLCs are located at the rear, which is the less stable location and a cross-braced subframe is needed that is integrated with the rear suspension reinforcements.

Both vehicle standards regulations and the work safety regulations apply to cranes on trucks and trailers. Anyone who owns and operates a VLC must understand the rules and obey them to keep the considerable risks that exist, under control.

There are two relevant Australian Standards, which are: AS1418:2014, Part 11, Vehicle loading cranes and AS 2550:2016 Part 11: Safe use – Vehicle Loading Cranes. Australian Standards are not the law unless they are specified in a regulation. So, what is the law?

Vehicle loading cranes are not regulated by the Heavy Vehicle (Vehicle Standards) National Regulation (2020) or the Australian Design Rules. VLCs are seldom provided as an original vehicle equipment (OEM) option. Therefore, nearly all VLCs on Australian roads have been installed as a modification. The national heavy vehicle modification code, VSB6 is relevant (in participating jurisdictions). The relevant sections in VSB6 are: Section J1, Body Mounting and Section R1, Vehicle Mounted Lifting Systems. A modification plate showing these codes, that was issued by an Accredited Vehicle Examiner (AVE) is mandatory.

VSB6 Section J1 considers the strength of the mounting arrangement and whether the loads that the crane applies to the chassis (and outriggers) have adequate safety. Stabiliser legs are always needed, and two are integrated into the crane design by the manufacturer.

Note that wheels should remain on the ground when the stabilisers are deployed to restrain and anchor the vehicle. VSB6 Section R1 of VSB6 is applicable to vehicle loading cranes with a tonne-meter rating between 1 and 150mt. It requires that the crane comply with an Australian Standard AS1418 but does not specify the latest standard, which is dated 2014. VSB6 Section R1 specifies a minimum chassis strength Factor of Safety (FoS) of 3 generally and an FoS of 5 at point-load locations, such as the crane mount, based on vertical loading. Slewing cranes also produce torsional loads in the chassis that must be considered.

AS 1418.11:2014 is applicable to the crane module and not the installation.

The stability requirement in VSB6 Section R1 is interpreted to be that the rated load never exceeds 80 per cent of the tipping load at every lifting position. Calculations are required.

AS1418.11:2014 is aligned with the European Standard EN12999:2011, so European-manufactured cranes will likely be acceptable in Australia.

Crane manufacturers always provide a load-reach diagram at the control panel. These diagrams are general and determined by the crane manufacturer, not the truck manufacturer. The installer must ensure that the truck is adequate for the loading chart.

Vehicle Loading Cranes that were manufactured over the past decade or so have an electronic supervision system that implements movements and limits crane operation. The controller receives information from the operator panel and sensors that monitor extension, slew angle, elevation and rope tension to implement the lift in a safe manner according to pre-programmed lifting

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Vehicle Loading Crane mounted onto the subframe using four heavy clamp bolts.

limits. It must be set-up by an accredited person. VLCs with an electronic controller will not tolerate overloading.

Operators replacing an older nonsupervised crane with a new one might need a higher rating to provide tolerance for marginal operating conditions. The supervisory system must be set-up by an accredited person when the crane is installed.

State-of-the-art controllers also measure the weight on the stabiliser legs and their extension lengths.

The crane stability may be actively

controlled. This will include derating or preventing lifting if the vehicle is tilted in any direction by more than the recommended maximum of five degrees.

AS 2550.11:2016 has significant recommendations for VLC owners. It requires: 1 - an emergency stop at each control station; 2 - guards around hoses to protect the operator at each control station in the event of a hose rupture; 3 - burst valve protection at each cylinder; 4 - safety-related modifications recommended by the crane manufacturer to be implemented; 5 –

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protections against the operator being crushed at the control station; 6 – a level indicator is needed at each fixed control station; 7 – stabiliser extensions must have a mechanical lock when being transported; 8 – a warning device must be installed in the cabin to indicate when the stabiliser extensions are not locked; 9 – controls must be identified; 10 – written operating instructions are needed; 11 – every year the crane must be examined by an accredited person; 12 - automatic protection and data logging are needed. AS 2550.11:2016 is not referenced in VSB6 Section R. However, it is referenced, in jurisdictional OH&S codes of practice. Work safety authorities will expect it to be followed by VLC operators; especially if something goes wrong. The AVE and crane assessor might also have to justify why a certificate was issued.

The operator of a VLC with a TM rating exceeding 10t-m must be licenced. The National Heavy Vehicle Inspection Manual, which identifies roadworthiness requirements, has no crane inspection requirements. The crane safety inspection requirements in AS2550.11:2016 are probably not mandated in regulations; however, OH&S regulations require cranes to be kept safe. Servicing according to AS2550.11:2016 or the crane manufacturer’s recommendations for service inspections provides evidence of compliance. At the very least, crane operators should have the VLC serviced annually and should plan for a major service involving dismantling the crane and having it ultrasonically crack-tested every ten years. High-usage cranes require more frequent servicing.

I am grateful to Jim Whittle of WestTrans for helping with this article.

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

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

SAL PETROCCITTO

I

n the heavy vehicle industry it’s common to hear the phrase “without trucks, Australia stops”.

Throughout 2020 during the COVID-19 crisis, the industry has again proven this is true, thoroughly earning the status of essential workers.

Whether it’s making sure supermarket shelves are stocked, transporting critical medical and hygiene supplies to support health workers or keeping important industries like construction and energy moving, our industry has been on the frontline of the coronavirus pandemic.

The second wave of the coronavirus, which, at the time of writing, is significantly impacting Victoria and beginning to cause concern in other states, has reminded us that Australia is not out of the woods. This global pandemic has brought significant social, economic and logistical impacts to virtually every industry and many of our communities. We are all confronting a new normal and our industry is not immune.

The industry, governments and the NHVR have implemented a number of measures designed to ensure the heavy vehicle industry can continue to operate safely and efficiently through these challenges.

If this year has taught us anything, it’s that we need to learn from our experiences and ensure we don’t fall back into the way things have always 68

de c eembe sept mbe rr 2018 2020

Adjusting to our new normal – what have we learnt? been done. Our challenge is now creating a culture that embraces change to enable our industry to operate effectively; just like the National Cabinet is changing the way governments operate — we need to do the same.

For me, engaging directly and regularly with industry and government partners has allowed us to collectively progress solutions in an agile manner. It has demonstrated that we can achieve improved outcomes in days, not years and there is no reason this model of engagement can’t continue moving forward.

One of the clear initial impacts of the virus was getting freight to supermarkets across the country. As key players in the supply chain, getting trucks moving as efficiently as possible was critical. The NHVR worked with a number of state governments to implement relaxations of curfews to allow freight movement across broader time periods and outside of peak travel times. The NHVR also agreed to waive restrictions on all curfew permits, except those related to safety and access, to move general freight and grocery deliveries as part of the national response to coronavirus.

At the time of writing, we’ve extended the curfew relaxation out until 21 September 2020. Moving forward, it’s sensible to consider implementing this flexibility more permanently for the longer term. The pandemic has also

highlighted the key freight routes that are critical for the movement of essential supplies and the importance of ensuring these routes can be accessed by higher productivity vehicles. It’s a priority to ensure going forward that infrastructure funding is targeted at upgrades and replacements along these key routes such as the Hume Highway.

The NHVR also made changes that minimised the need for face-to-face audits for operators in the National Heavy Vehicle Accreditation Scheme (NHVAS). We’ve also allowed heavy vehicle drivers operating under Advanced Fatigue Management (AFM) or Basic Fatigue Management (BFM) to continue to drive with an expired driver medical (unless high risk), until they can practicably obtain one. We’ve had great feedback about the remote accreditation changes and will look at how we can deliver more remote engagement into the future.

With additional restrictions around social distancing and food service impacting service stations across all states and territories, we received a lot of concerns about access to amenities.

We worked with major service stations companies and industry organisations to keep facilities open for drivers. We also developed a map of service stations, integrated with our route planner, so that drivers could quickly and easily understand what facilities are available.

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Over the coming months and years, as things likely continue to fluctuate, we will keep this information updated so that drivers know where they can go.

We’re working closely with the Commonwealth to continue to establish national consistency, including in the requirements for cross border heavy vehicle movements (both state and local government) through the use of common forms and permits to ensure the continued timely movement of freight. This would be an extremely positive outcome for the industry, given

the fact that we will continue to be dealing with this pandemic for months and years to come.

We recently released a series of COVID-19 quick guides, checklists and templates as part of the NHVR’s Safety Management System suite, at the request of operators. This material can be easily modified to include company information and add additional topics that are specific to businesses, including any recent safety incidents and lessons learned.

Ultimately at the NHVR, our mission is

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a safer, more productive heavy vehicle industry for everyone, especially as we navigate this new normal. To achieve that goal we need input from everyone across the industry, because we know we don’t have the monopoly on good ideas.

I am always keen to hear from drivers, operators, road managers and anyone else in the industry about things we can do to improve. So if you’ve got a great idea, please get in touch. Stay safe.

Sal Petroccitto, CEO, NVHR

The NHVR agreed to waive restrictions on curfew permits as part of its response to COVID-19.

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

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Collaboration and consistency key to managing COVID-19 KIRK CONINGHAM

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he COVID-19 pandemic has required all of us to deal with scenarios and situations that were hard or even impossible to anticipate. Of course, the freight and logistics industry has long-held concerns about some of the complexities that arise from having to comply with multiple regulatory regimes as freight crosses the border from one state or territory into another. Yet the closure of those same borders at the onset of the pandemic has forced the industry to confront and adapt to a whole new set of requirements. The fast-moving nature of the COVID-19 challenge has also required governments and regulatory authorities to move speedily — and in some instances, this has led to the imposition of rules that are simply incompatible with the realities of freight transport.

Perhaps, unsurprisingly, there were missteps by various authorities in the early stages of the pandemic over practical matters such as ensuring truck rest stops remained open and accessible to drivers. This showed there was need for a multi-jurisdictional agreement that could provide clarity and certainty for the industry as it sought to keep delivering for communities despite the disruptions caused by COVID-19.

Consequently, over several months ALC worked with its members, regulatory authorities and allied industry groups to build support among governments

for a nationally-consistent approach that will protect the health of the freight transport sector’s workforce and the wider community, while still ensuring that our industry can get the job done.

Those efforts bore fruit in late July when the National Cabinet gave its endorsement to a Domestic Border Control Freight Movement Protocol.

The protocol was endorsed by chief health officers from all state and territories and clearly outlines measures that all states and territories agree will allow freight to move safely and efficiently across borders.

This includes a number of commonsense measures which ALC has pursued throughout the pandemic, including the ‘waive through’ of freight vehicles at borders, standardising the duration of border crossing permits, mutual recognition of COVIDsafe work plans developed in other jurisdictions and not requiring truck drivers or rail crews to quarantine or self-isolate when crossing borders if they have not developed COVID-19 symptoms.

Obtaining agreement to this protocol was only possible because our industry has been able to clearly and convincingly demonstrate its commitment to COVIDsafe practices to governments nationwide.

In particular, the members of ALC’s Safety Committee played a pivotal role by offering compelling examples of the extensive efforts being undertaken by major freight and logistics companies to make their operations COVIDsafe. This gave policymakers added confidence

that our industry takes its obligations seriously and understands the importance of COVIDsafe behavior in protecting the wider community.

The importance of having COVID testing available for freight workers frequently crossing borders is also recognised, and the protocol calls for states and territories to offer ‘pop up’ testing facilities in appropriate locations, ensure testing requirements are risk-focused and agree a nationally-consistent set of requirements for the frequency of tests if such tests are to me made a condition of border-crossings.

Importantly, the protocol also requires authorities to consult with industry to understand the effect and impacts of potential changes ahead of any new directions being put in place.

This made it especially disappointing when, less than a week after the protocol was agreed, some jurisdictions disregarded its provisions by imposing changes to border crossing requirements without adequate consultation or even notice to industry. The protocol can only deliver its intended outcomes if all parties – governments, regulators and industry – adhere to its terms, most particularly around the need for consultation and consistency.

The swift reaction from industry against poorly-designed and impractical bordercrossing requirements will have amplified the message for governments. During this crisis, collaboration is not merely desirable, but essential.

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

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INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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Federal Government COVID-19 stimulus incentives explained

TONY MCMULLAN PETER ANDERSON

T

he month of June each year always results in a spike for new truck sales in Australia, as recorded in the Truck Industry Council’s T-Mark truck sales data that is produced each month. This spike is hardly surprising given that June signifies the end of the fiscal year Down Under. However, somewhat surprising was the June peak this year, given the drought, bushfires and the continuing COVID-19 pandemic, many businesses have done it tough, some very tough, during the 2019/2020 financial year, so it could be expected that this year’s peak might have been significantly lower than most. Perhaps more aligned with post Global Financial Crisis results where new truck sales were down some 30 per cent over the best years. The June 2020 result was a shock, a much better result than was anticipated. The best monthly sales EVER recorded in Australia, with new truck sales eclipsing the previous best monthly result, that of June 2018, by almost ten per cent.

So why such a good result in these uncertain times? TIC believes that the answer lies in the Federal Government’s COVID-19 stimulus incentives. The government was quick to raise the instant asset write-off incentive to $150,000 earlier this year when it was obvious that COVID-19 was impacting our economy and threating jobs across our nation. The incentive applies to a single purchase of a piece of equipment, for example a small, or medium size 72

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truck, for companies with an aggregated turnover of less than $500 million per year. This incentive saw many organisations taking up this Federal Government offer before 30 June, with T-Mark data showing a surge in Light Truck and van sales running up to financial year end. Sales at the bottom end of the Medium Truck sector were also buoyed as a result of this incentive.

However, T-Mark data showed that larger, more expensive Medium and Heavy truck sales, were not encouraged by this incentive. The good news for smaller new truck buyers is that the government has now extended the $150,000 instant asset write-off incentive until 31 December 2020.

Perhaps not as well known, nor understood, or used, is the Federal Government’s Accelerated Depreciation incentive, also introduced back in March this year. However, unlike the instant asset write-off incentive, no financial limit applies to the item being purchased. This incentive also applies to companies with an aggregated turnover of less than $500 million per year (with a higher depreciation allowance for companies with a yearly turnover of less than $10 million) purchasing new, not second-hand, equipment, with a unit cost over $150,000. The item must be first used for a taxable purpose on, or after 12 March 2020 and before the 30 June 2021. The best way to explain how this incentive works is by way of a couple of examples: Example 1: Best Transport Pty Ltd has an aggregated turnover of $8 million for the 2020–21 income year. On 1 November 2020 they purchase a new

truck for $260,000, exclusive of GST, for use in their business. Under past tax arrangements they would depreciate the truck using general small business pool depreciation, that allows a 15 per cent deduction of the asset’s value. This would lead to a tax deduction of $39,000 for the 2020–21 income year. Under the new accelerated depreciation, Best Transport Pty Ltd can instead claim a deduction of 57.5 per cent when the truck is added to the pool, leading to a deduction of $149,500 for the 2020–21 income year.

Example 2: Choice Freight Pty Ltd has an aggregated turnover of $200 million for the 2020–21 income year. On 1 February 2021 they purchase a new truck for $400,000, exclusive of GST, for use in their business. Under past tax arrangements they could claim 26.7 per cent depreciation when using the diminishing value method (based on the asset’s capped effective life of 7.5 years).

Under the new accelerated depreciation, Choice Freight Pty Ltd can claim a depreciation deduction of $253,400 in the 2020–21 income year. This consists of 50 per cent of the truck’s value under the new accelerated depreciation ($200,000) plus 26.7 per cent of the remaining $200,000 under existing depreciation rules ($53,400).

To find out if your company is eligible for either of these government incentives to purchase a new truck, speak to your accountant, or financial advisor. There has never been a better time to purchase a new (government incentivised) Small, Medium, or Heavy truck!

Tony McMullan CEO, Truck Industry Council

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Celebrating transport more important than ever

PETER ANDERSON

S

eptember is typically one of the busiest months for the Victorian Transport Association as we gear up for one of the transport industry’s biggest events on the calendar.

It’s around this time that women and men from our sector are dusting off their dinner suits and shopping for new evening gowns in readiness for the Australian Freight Industry Awards and celebrating the achievements of our great industry over the past 12 months.

Coronavirus may have diminished our capacity to gather in large numbers to celebrate the awards, but it certainly hasn’t diminished our ability to acknowledge the incredible efforts of operators, transport workers and suppliers of our industry. In fact, celebrating transport operators and their achievements is arguably more important than ever in view of the phenomenal efforts of our industry to operate safely, efficiently and productively during a global pandemic.

So just as coronavirus hasn’t prevented the freight industry from carrying out its essential work, it certainly won’t prevent us from showcasing the achievements of the past year. As they say, the show must go on!

If you haven’t already done so I would encourage you to participate in this great celebration by nominating for the awards and joining our virtual presentation on Sunday 20 September.

We invite members and freight and

logistics companies and suppliers to nominate for any of the seven categories being contested including Female Leadership Award (sponsored by Viva Energy Australia), Personality of the Year Award (sponsored by CMV Truck & Bus), Investment in People Award (sponsored by Logical Staffing Solutions), Application of Technology Award (sponsored by Transport Certification Australia), Young Achiever Award (sponsored by Daimler Truck & Bus), Best Practice Safety Award (sponsored by Gallagher), and Sustainable Environment Award (sponsored by NTI).

These awards are a terrific way of showcasing the outstanding contribution of freight and logistics operators, and most importantly their people, to our industry, our economy and our high standards of living.

Coronavirus has amplified this vital contribution by demonstrating the value of our industry and its workers to people all over Australia. Confined to their homes during lockdown, Australians have relied on us to deliver their groceries and other essential goods, and they have seen first-hand supply chains in action as operators and their customers rallied to re-stock depleted shelves in the face of unprecedented consumer demand.

It’s critical that we continue to remind Australians of how essential we are as an industry, and the Australian Freight Industry Awards are an effective and influential way of showcasing our great achievements, so we urge you to get involved.

Equally important is celebrating these achievements, which the VTA’s gala AFIA dinner and presentation has so successfully done for over 30 years.

I invite you to register for our virtual AFIA presentation celebration from 7.308.45pm on Sunday 20 September, where we will livestream our announcement of the winners of each of our seven award categories and present them with their Australian Freight Industry Award.

This is a significant forum for recognising excellence and outstanding achievements and we’re hoping for as many people as possible to register for this free event and raise a glass in support of their fellow transport workers.

In keeping with previous presentations, the VTA is organising a number of high-profile musical performances to entertain viewers on the livestream — as previous attendees would attest to, the AFIAs wouldn’t be complete without a song or two!

You can nominate for an award and register for the free livestream presentation at www.afiawards.com.au I would also like to acknowledge and thank TWUSUPER and Viva Energy Australia for their generous support of the AFIAs over many years as our major sponsors, as well as the individual award category sponsors mentioned before. Like many recognition programs and events, these awards rely on sponsorship to be effectively run, and we really appreciate the value and contribution of all our sponsors to making these awards as successful as they are.

I look forward to sharing details of this year’s AFIA winners and hope you can join us in a few weeks for our livestream celebration of our industry, and the people who make it great.

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

73

PETER SHIELDS’ NUMBER CRUNCH

Strange Days along with the component supply industries which support it, is an essential industry and provisions should be made to ensure production continues at facilities based in Victoria. The supply of spare parts and service components for the entire nation for a significant number of brands could also have been affected as the restrictions situation develops.

July is historically a ‘hangover’ month after the frenzy of sales which typically leads up to the end of every financial year. This year has proved to be no different according to new truck and van statistics compiled by the Truck Industry Council that show a total of 2,341 new trucks and 550 new vans being sold during the month of July. July was never expected to exceed June’s 3,614 trucks and 1,006 vans which was regarded as the ‘best month ever’ in terms of total sales.

July posted some more modest results with 3,341 trucks and 550 vans. Compared with the same month in 2019, trucks were down 13.7 per cent (360 units) while vans achieved an additional 11.6 per cent (57 units). Year-to-date comparisons to the end of July show 2020’s truck sales of 15,780 to be 2,636 less than for the same period last year (-14.3 per cent) and van sales of 3,559 to be down 108 units (-2.9 per cent).

Heavy Duty trucks during July showed 782 units which was down 253 (-24.4 per cent) on the previous July. The year-to-date accrual of 5,701 is 1,756 less than in the first seven months of last year (-23.5 per cent).

The Australian government’s decision to extend the COVIDdriven taxation benefits through to the end of 2020 will provide significant encouragement for the Heavy Duty sector in particular and confidence in increasing demand has been demonstrated by PACCAR which announced at the end of July it was adding 120 to the workforce at its Kenworth manufacturing facility and the DAF assembly line in Bayswater, Victoria.

The Medium Duty sector showed 570 units for the month, down 62 on last July (-9.8 per cent). The year-to-date total of 4,407 was 572 less than at the end of the previous July (-13.0 per cent).

Light Duty trucks fared a little better than the categories for larger trucks with July’s 989 being only 45 less than for July 2019 (-4.3 per cent) and the year so far statistic at 6,244 was 308 less (-4.7 per cent).

As Victoria moved into Stage 4 lockdown during the early days of August industry bodies were quick to let the Andrews Government know that truck manufacturing and assembly, 74

sept embe r 2020

June-20

% Change YOY

ISUZU

724

-6.8%

HINO

456

-4.2%

FUSO

309

-7.0%

VOLVO

156

-14.1%

KENWORTH

144

-28.3%

IVECO

114

-14.2%

MERCEDES-BENZ

97

-32.9%

SCANIA

68

-27.3%

MACK

43

-33.3%

UD TRUCKS

48

-12.8%

DAF

37

6.9%

FIAT

41

-0.4%

MAN

18

-64.2%

WESTERN STAR

17

-19.7%

FREIGHTLINER

21

-22.9%

RENAULT

21

-31.7%

HYUNDAI

11

6.5%

FORD

7

-41.3%

VOLKSWAGEN

5

200.0%

DENNIS EAGLE

0

-55.6%

INTERNATIONAL

4

-18.2%

CAB CHASSIS/PRIME

2341

-14.3%

M-B VANS

185

-13.5%

FORD VANS

65

18.5%

VOLKSWAGEN VANS

118

31.5%

RENAULT VANS

100

-4.7%

IVECO VANS

57

-7.9%

FIAT VANS

25

-42.5%

VANS

550

-2.9%

TOTAL

2891

-12.4%

Behind the people who keep Australia moving Everything we do, every day, relies on the people who literally keep Australia moving. From the fresh food in our supermarkets and the petrol in our cars, to delivering our online shopping purchases and keeping our essential services stocked. None of this would happen without transport workers.

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

1800 222 071 twusuper.com.au

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. 56419

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Contact us on 1300 134 205 or visit Shell.com.au/Rimula to find out more about Shell Rimula and the range of transport lubricants to ensure your fleet keeps going when the going gets tough.