Prime Mover November 2021

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November 2021

Sullivan Logistics True West NOVEMBER 2021 $11.00

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Industry Fleet: Liberty Oil Feature: MGM Bulk Industry: Fennell Forestry Personality: Paul Illmer

Innovation Fleet: Nagle Transport Technology: Nundooka Station Test Drive: UD Quon 8x4 Delivery: Hyundai STARIA-LOAD

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

Delivery Magazine inside: Pages 63-73.

MAGAZINE

Anything & everything.

Brought to you

by Isuzu.

*According to T-Mark industry statistics. FSA/ISZ12934

There’s a simple reason that around one in four trucks on Australia’s roads is an Isuzu*. It’s because they deliver legendary reliability. And that’s why so many businesses trust them to deliver their cargo day-in, day-out, every day of the year.

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November 2021

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.

Sullivan Logistics

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.

True West NOVEMBER 2021 $11.00

ISSN 1838-2320

9 771838 232000

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Industry Fleet: Liberty Oil Feature: MGM Bulk Industry: Fennell Forestry Personality: Paul Illmer

Innovation Fleet: Nagle Transport Technology: Nundooka Station Test Drive: UD Quon 8x4 Delivery: Hyundai STARIA-LOAD

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

Delivery Magazine inside: Pages 59-69.

MAGAZINE

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

william.craske@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.

managing editor,

transport group

Luke Applebee luke.applebee@primecreative.com.au

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

business

Ashley Blachford

development ashley.blachford@primecreative.com.au manager

0425 699 819

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

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Michelle Weston michelle.weston@primecreative.com.au

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Justine Nardone justine.nardone@primecreative.com.au

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

Ashley Blachford | Business Development Manager

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

www.primemovermag.com.au

Kerry Pert, Aisling McComiskey

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Paul Matthei | Senior Journalist

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

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

CONTENTS

Prime Mover November 2021

58 38 34

46

24

COVER STORY “I’d never had many Hinos, but I think Hino at the moment has the ideal truck range in that 3-12 tonne category and they’re the best out there in my opinion.”

30

CIRCLE OF LIFE

Prime Feature Stories FLEET FOCUS 24 True West Sullivan Logistics provides overnight express parcel deliveries and total logistics solutions to many regions of Western Australia.

30 Circle of Life Nagle Transport, a well-established independent carrier in New South Wales, has introduced into its regional fleet the first of two DAF CF 530s from long-time ally Suttons Arncliffe.

34 Green Zone Timber products are at the heart of the Fennell family’s operation including linehaul across to Perth.

TRUCK & TECH 42 Outback Adventures A far western New South Wales cattle, sheep and goat station has invested in a new Kenworth T659 featuring Dana’s ultrarobust D52-190 drive axle set with a fulltime lube pump on the forward carrier.

46 Pumping Iron Operating quad roadtrains at the Roy Hill iron ore mine in Western Australia’s Pilbara region, MGM Bulk depends upon

the strength and reliability of JOST’s heavy-duty JSK39CS ballrace fifth wheel to keep the wheels turning day in and day out.

TEST DRIVE 54 Mixed Blessings UD provides a new choice for customers in the highly specialised concrete agitator sector

Regular Run 08 From the Editor 10 Prime Mover News 58 Personality 60 Prime Movers & Shakers 63 Delivery 74 ARTSA-I Life Members 76 National Heavy Vehicle Regulator 78 Healthy Heads in Trucks & Sheds 79 Australian Logistics Council 80 Trucking Industry Council 81 Victorian Transport Association 82 Peter Shields’ Number Crunch

FROM THE EDITOR

Follow the Money

William Craske Editor Industry often circles its wagons around its pet projects, political causes and interests to remind itself, as much as anyone, of its relevance. This is how we know, in the short term, what it wants us to think about. In the longer term it serves as preparation for what it wants us to accept.

To find out where the real activity is, regardless of the noise, follow the money.

The road freight industry is headed to driverless commercial vehicles, and it’s headed there – to judge by the seed capital and investments being made – fast.

Autonomous truck startups since 2019 have been the recipient of $USD11 billion. Self-driving tech firm Aurora is already integrating its Aurora Driver for an accelerated development program with PACCAR engineers on the Kenworth T680 and Peterbilt 579 platforms. More recently it announced a collaboration with FedEx on a linehaul program in Texas in which freight is moved on an 800km round trip between Dallas and Houston. These developments are ahead of Aurora going public later in the year through a merger with a blank-cheque firm at a pro-forma market capitalisation of $13 billion, that it hopes will raise another $2 billion

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in funding.

Self-driving truck startup, TuSimple, on the back of a public offering in April raised $USD1.35 billion. The company, which has operations in Tucson, Arizona and Shanghai and Beijing in China, is determined to achieve SAE Level 4 automated driving across its operations.

Along with the pilots it is running with UPS, TuSimple has signed a MOU with IVECO and is reportedly working on a custom-built vehicle with Navistar.

Fleet management company Ryder has already announced its plans to help driverless tech enterprise, Embark, launch a nationwide network of up to 100 transfer points that will be owned and operated by the autonomous commercial vehicle developer. Chinese owned Plus, which has Amazon as a stakeholder, is another to have joined the public markets. Waymo, a Google owned venture, and human guidance autonomous convoy company Locomation are both playing catch up.

That’s before we no doubt hear more from Einride, Uber, Gatik and Kodiak Robotics.

Trucking revenue in the United States in 2019 was USD$791.7 billion. The commuter rideshare market, once considered the ideal test bed for driverless vehicles, pales in comparison. In Australia road freight transport generates $47 billion yearly even before adding in the logistics component. Labour turnover for fleets each year accounts, on average, for more than $600,000, almost a third of total expenses. The unfavourable conditions facing commercial vehicle operators including mandatory

vaccinations is expected to see another 18 per cent of drivers quit or be forced out. That leaves a hole in a work force already forsaken skilled operators whose vulnerabilities wrought by successive union-management enterprise agreements, have hastened in the current model of casual and contract labour at the expense of permanent full-time jobs.

Autonomous vehicle technology naturally makes its own business case in this real-world environment. Even though the commercialisation of driverless trucks won’t likely be undertaken until 2024, the current situation of supply chain disruptions and therapeutic global governance, all but ensures there will be demand at the ready.

Driverless truck technology involves vehicle operation autonomously without human input or intervention given the right conditions — namely somewhere warm and sunny. Because of this it subsumes manpower rather than replaces it. Connected devices drive data for machine learning while course corrections, no matter how uncomfortable for traditional industry, are promised by artificial intelligence.

The question, at least for now, isn’t so much what will be appointed under the immensity of networked inventory but what won’t. At what point do humans get counted as part of the Internet of Things?

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PRIME NEWS

> Parliamentary inquiry hears Toll rejects Sydney toll roads Toll Group has instructed its drivers to avoid Sydney toll roads.

Multinational transport and logistics provider Toll Group is the latest road freight operator to boycott Sydney’s growing network of toll roads.

Exorbitant costs have been blamed for the embargo by trucking companies that now includes the country’s biggest freight operator.

A parliamentary inquiry heard that Toll Group had instructed its workforce to avoid toll roads reported the Transport Workers Union (TWU). According to the TWU the Toll Group had communicated the directive in a Toolbox Briefing document for their Woolworths site in Minchinbury, in May earlier this year.

In the document Toll Group said “in most cases, the cost of the toll roads outweighs any benefit we receive from using them”.

The TWU had accused the NSW Government and its infrastructure partner Transurban of compounding increases in tolls with NorthConnex requiring heavy vehicle operators incur a $25 toll each-way or risk a $194 fine for failing to do so.

“It’s clear that coercion is the only way the NSW Government and Transurban can get people to use their overpriced toll roads,” said TWU NSW State Secretary Richard Olsen.

“It doesn’t matter if you’re an ownerdriver trying to run a small business, or a massive multinational company like Toll Group, Sydney’s toll roads are simply too expensive” he said.

A move from such a major company like Toll Group was all the proof needed that Sydney’s toll roads have reached 10

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crisis point according to Olsen who suggested the burden placed on the transport industry left drivers with no choice but to boycott toll roads.

That had resulted in more trucks on suburban streets.

Nationals representative Wes Fang questioned the authenticity of the leaked document.

As far back as 2018, ACCC Chair Rod Sims, whose organisation in its capacity to regulate fair trading had failed to limit the toll road cartel, had admitted Transurban were “fairly close” to a monopoly position over toll roads in NSW. Since then the NSW Liberal-National Government had presided over an explosion in the number of privately owned toll roads in Sydney, with Transurban partially or fully owning every toll road in Sydney except the Sydney Harbour Bridge/Tunnel.

Over the next 40 years, the private companies owning Sydney’s toll roads are set to generate revenue that exceeds the build cost of the roads by more than six times in some cases according to the TWU. Transurban paid $11.1 billion for the purchase of NSW State Government’s remaining stake in WestConnex.

That brought its national portfolio of toll roads to 22.

During an opening address to NSW parliamentary inquiry into Tolling Regimes NatRoad CEO Warren said the average net profit margin of most of the organisation’s members during the same time had fallen to about 2.5

per cent, putting extreme pressure on people trying to feed their families and modernise their equipment.

He noted the current “ridiculous” situation in which some operators paid more in tolls for a four-hour round trip from Sydney’s Western Suburbs to the Northern Beaches than in driver wages.

“On WestConnex, for example, they increase by 4 per cent or the CPI – whichever is higher – We believe this increase has no relation to the actual cost of road repair and upkeep as the details are confidential. At most the increase should be CPI,” said Clark.

“The fact is that truck operators already pay more than car drivers for road maintenance through registration charges and fuel tax. These toll increases come around like clockwork, without the operators showing any evidence that promised efficiencies and improvements have been delivered,” he said.

Most truck operators were prevented from passing toll costs on to large customers due to contractual conditions that hold them responsible for these charges and even for unavoidable delays.

Clark referred to a news report that confirmed Transurban had made an 80 per cent return on its investment on WestConnex in the last year.

“This would tell me that Transurban can afford to give its truck industry customers a brea,” he said.

NatRoad was advocating for a solution to the current inequitable regime that involved the introduction of a variable toll rate that incentivises off-peak journeys, or gives discounts for multiple journeys; and the creation of an independent regulator to oversee and manage fair and transparent toll pricing.

“Variable truck toll rates for off-peak journeys, or discounts for multiple journeys are a very practical way of keeping trucks off suburban streets, improving environmental outcomes and making travel less congested and safer,” said Clark.

THE NEW D190 FULL TIME PUMP HAS ARRIVED D190

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PRIME NEWS

> Cahill Transport receives 100th Kenworth It’s been a period of celebration for family-owned and operated Cahill Transport which achieved its milestone 70th anniversary recently and has now taken delivery of its 100th Kenworth, a K200. The signwriting includes reference to both achievements in gold lettering and the rear of the cab features an image of Joe Cahill Jnr and his Ford semi-trailer which was the start of the Cahill Transport operation back in 1951.

Joe Jnr’s sons Mick and Dan have continued to build the business to this day. The Kenworth K200 2.3 metre sleeper is powered by a Cummins X15 rated at 550hp and 2,050 lb-ft which drives through an 18-speed Eaton UltraShift PLUS automated manual transmission.

The Kenworth is equipped with the latest Integrated Active Safety Systems which include Active Cruise Control with Braking, Highway Departure Warning and Braking, Collision Mitigation System with Multi Lane,

Kenworth K200 milestone vehicle.

Autonomous Emergency Braking and Lane Departure Warning.

Another safety feature is the Drivers side ACE (Active Cab Entry) which is an automated step system whereby a set of wide, non-slip steps deploy out beneath the door, and LED lights illuminate the cab foot wells. Full-length grab rails also make it safer to enter and exit the vehicle, by enabling vital three-

point contact to be maintained at all times. The cab’s interior is highlighted on the door trims and rear sleeper wall with ‘Cahill 100th’ embroidery and the dash features ‘Heritage’ Gauges with gold bezels.

Cahill’s Transport is a staunch PACCAR customer and in 2018 took delivery of the first Australian-produced DAF – a DAF CF85.

> Linfox launches EV for Woolworths Woolworths Group supply chain arm – Primary Connect – has partnered with Linfox to launch a new electric truck on Melbourne’s roads. Deployed to deliver fresh produce to Woolworths supermarkets, the refrigerated Volvo FL Electric vehicle is the third electric vehicle (EV) to join Primary Connect’s fleet. The newest addition to the fleet is one of only two of its kind currently operating in Australia.

Primary Connect and Linfox have partnered on the launch of the vehicle as part of a trial to explore opportunities for EVs in the supply chain and will be monitoring its performance over the coming months.

“We’re excited to deepen our investment in electric vehicles in partnership with Linfox, as we pave the way for a greener next-generation supply chain,” said Chris Brooks, Acting Managing Director of Primary Connect and Woolworths Group Chief 12

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Supply Chain Officer. “We supply more than 1,000 supermarkets across the country, and the ongoing development of electric heavy vehicles represents an opportunity for us to drive positive change on Australia’s roads. We will be watching the results of this trial closely with Linfox to understand how electric trucks can support our shift to a low carbon future in the years ahead.”

Linfox is a major freight partner to Primary Connect, providing distribution vehicles and drivers to support its fleet Australia-wide. In 2007, Linfox set out to cut its greenhouse gas emissions in half and achieved it according to Linfox Executive Chairman Peter Fox. “Linfox is proud to lead the way in the switch to electric vehicles in Australia’s logistics industry as we strive to meet our zero-emissions targets and support our customers to do the same,” he said. “With shared values, environmental considerations

are at the top of Linfox, Woolworths and Volvo’s agendas. It is sustainability partnerships like this that can drive big change.”

The electric truck will travel from Primary Connect’s Melbourne Fresh Distribution Centre to Woolworths supermarkets around the Melbourne metro area daily, emblazoned with a green livery bearing Woolworths’ lime power cable and Linfox’s GreenFox emblem. It can carry up to eight pallets of produce, allowing Woolworths to transport an average of around four tonnes in each trip. The EV can travel up to 200 kilometres on a single charge and has regeneration capability, allowing the battery to recharge each time the truck travels downhill or brakes. Primary Connect’s Melbourne Fresh Distribution Centre, where the truck will be based and recharged, has a Five Star Green Star rating from the Green Building Council of Australia.

510HP THERE WILL BE TORQUE TH E ALL- N EW S H OGU N 510

Introducing the all-new 13 Litre Shogun 510, the most powerful Japanese HD truck in Australia.

A truck that combines the best of Daimler technology with Japanese reliability, and a suite of class-leading safety features.

With 2500Nm available from just 800rpm the Shogun 510 delivers big torque for those with big jobs to do.

Available in prime-mover and tipper spec, the Shogun is not only the most powerful – but the safest – with Advanced Emergency Braking including pedestrian detection, lane departure warning, driver fatigue management and adaptive LED headlights – all covered by a class leading 5yr/500,000km warranty.

TO FIND OUT MORE ABOUT THE POWERFUL SHOGUN 510 AND ITS SUITE OF CLASS-LEADING SAFETY FEATURES VISIT FUSO.COM.AU

*Approximate figures. Detailed power/torque curve available on spec sheet.

PRIME NEWS

> DHL deploys 60 brand new high technology trucks DHL Supply Chain has announced the deployment of 60 new, purposebuilt temperature-controlled trucks to further strengthen its ability to manage healthcare shipments. This coincides with a recruitment drive to hire up to 50 new drivers, as well as an upskilling for existing drivers to enhance their knowledge about safety as well as product handling process.

The Fuso Canters will also be the first vehicles in the company’s history in Australia to steer away from the customary yellow branding. Validated for Australian conditions, the vehicles are painted with white paint to reflect sunlight, part of a set of specific protocols to ensure compliance while dealing with extremities in the Australian climate.

“The past year has underscored the importance of the Life Sciences and Healthcare industry and highlighted the complexity of pharmaceutical supply chains,” said Saul Resnick, CEO, DHL Supply Chain, Australia and New Zealand. “Innovative solutions, such as this, are crucial to ensure these supply chains remain resilient and healthcare products are delivered in a compliant, safe and reliable way.”

These trucks feature an Australianmade dual cab solution which supports label compliance and feature white DHL’s new Fuso Canters.

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paint instead of the customary DHL yellow and red for the colour’s ability to reflect sunlight and help keep the temperature as low as possible in the hot Australian sun.

To ensure label claim compliance as per the temperature instructions on the packaging of the product as prescribed by the manufacturer, an Australianmade dual temperature cab solution with two separate 2-8°C and 15-25°C temperature ranges is specified.

This solution is a first for the Australian market according to DHL. The company said it would ensure healthcare manufacturers would stay ahead of evolving compliance regulations.

The Fuso Canters are being progressively deployed to provide state-based solutions for the healthcare sector.

In New South Wales the process commenced in August and will continue through until Q1 2022. For Queensland and Victoria the rollout is scheduled for Q4 2021, with South Australia and Western Australia to follow Q1 2022.

“We have seen increased demand for our industry-leading temperature controlled storage solutions, and this investment in our transport network complements the dedicated

healthcare distribution centres we recently launched around Australia,” said Resnick.

The importance of maintaining cold chain continuously from manufacturer to the patient is paramount according to Feras Karem, Pharmacy 4 Less CEO. “At Pharmacy 4 Less, we are thrilled to work with DHL on ways we can use the new high technology trucks through the supply chain to keep striving for continuous improvement in what we deliver every day,,” he said. “The dual cab vehicles present an innovative way to address cold chain delivery, and open the door for DHL to work with Pharmacy 4 Less on some exciting future initiatives.”

In addition to the new vehicles, DHL will be debuting a new reusable packaging solution that eliminates products’ exposure to the external environment, ensuring that the correct temperature is maintained from vehicle to receiver.

The new packaging solution is fully re-usable and keeps products at 2-8 degrees for up to 30 minutes once it has left the active cooling environment of the vehicle. This is in addition to the range of environmentally friendly solutions which the company has rolled out to help meet its target of zero emissions by 2050.

DAF CF FRONT LOADER

Always Delivering on Productivity The DAF CF 340 FAD has been engineered and built in Australia to deliver a new low tare weight option specifically for the waste industry.

With a powerful and efficient MX-11 Euro 6 engine, and featuring a full suite of the latest safety technology, DAF is your perfect waste partner.

PURE EXCELLENCE

PRIME NEWS

> Nolan’s breaks the mould, buys Benz

One of three new Mercedes-Benz Actros 2663s delivered to Nolan’s.

Nolan’s Interstate Transport has welcomed three top-of-the-line Mercedes-Benz Actros 2663 prime movers to its fleet. Based in the Lockyer Valley west of Brisbane, the family business has traditionally run a mix of European and North American brands, but had not previously purchased a Mercedes-Benz truck.

The acquisition comes in the aftermath of a positive experience with an Actros demo that was provided by Daimler Trucks Brisbane. Four additional 2663 units will join the fleet over the next few months.

“We’ve had a long and fruitful relationship with Daimler Trucks Brisbane Sales Manager, Steve McDonald, who suggested we have a go with an Actros demo,” said Nolan’s Interstate Transport Director, Adrian ‘Flea’ Nolan, “We put it on and were really impressed.

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Outstanding fuel consumption was the biggest thing, but the drivers really liked it too, which is important,” he said.

The 2663 features a 16-litre inline six-cylinder engine brandishing 625hp (466kW) and 2,212lb/ft (3,000Nm) of torque while meeting the stringent Euro 6 emissions standard.

It sports a 12-speed Automated Manual Transmission (AMT) with a refined crawler function for comfortable low-speed manoeuvring.

The Nolan’s Interstate Transport Actros prime movers also feature the innovative Predictive Powertrain Control system, which uses topographic map data to enable the truck to anticipate terrain and select the optimum shift pattern and engine response for maximum fuel economy and performance.

Like all Actros models, the 2663 features the sophisticated Multimedia Cockpit

system, which consists of two large customisable tablet screens that present driver information in super crisp detail.

Nolan’s Interstate Transport places a high emphasis on safety, which has always been a key priority for Mercedes-Benz.

The Actros features the fifth generation Active Brake Assist radar/camera Advanced Emergency Braking System (AEBS), which can now automatically perform full emergency braking to a standstill for vehicles and pedestrians.

Mercedes-Benz has included the AEBS system as a standard feature on its Australian spec trucks for the last ten years, and the tradition continues with the new models.

All new Mercedes-Benz Actros models are fully supported by the dealerships with a complimentary Best Basic service plan that applies for 500,000km or five years, whichever comes first.

MERITOR® MT-14 SERIES

MERITOR MT-14X RUN WITH THE LEADER. The Meritor MT-14X™ tandem drive axle is Australian built to handle our toughest vocational applications such as concrete agitators, rigid tippers and refuse to name a few. Designed and engineered to be lightweight and durable, it represents the next evolution of our successful 145 series. Featuring a 20% larger inter-axle differential and optional driver-controlled diff lock, the MT-14X has the capability to handle higher torque loads of up to 2050 ft/lbs. If you need an axle that is as tough as the conditions your trucks work in, run with the MT-14X axle family.

meritor.com sales.sunshine@meritor.com

PRIME NEWS

> Valvoline and Cummins renew partnership

A pair of Kenworth K200s delivering Valvoline products.

A leading global lubricant supplier and the world’s largest independent manufacturer of engines and related components have announced a further five-year term for their longstanding marketing and technology partnership agreement. The partnership will see Valvoline and Cummins renew terms according to the agreement until 2026.

Under the arrangement, Cummins will endorse and recommend Valvoline’s Premium Blue engine oil for its heavyduty diesel engines and generators and will sell Valvoline products through its multiple channels worldwide.

Additionally, Cummins’ plants across the globe will use Valvoline-supplied lubricants and oils for the first fill of new engines and other day-to-day operations.

Since the mid-1990s, Valvoline and

Cummins have collaborated to develop lubricants for numerous heavy-duty applications, including fluids for vehicles powered by alternative fuels.

Additionally, and as a result of this partnership, many unique products have been developed, tested and launched in Australia and New Zealand, including Valvoline Premium Blue 7700, 7800, 8100 and 8600.

“The value of this partnership is about delivering optimal engine performance, protecting those engines for a long life and helping our customers lower their operating costs,” said Valvoline Inc. CEO, Sam Mitchell.

Valvoline Premium Blue is exclusively recommended and endorsed by Cummins and specially designed to provide advanced lubricant performance in diesel and gas engines

of all ages, including the latest low emission engines. All products are extensively tested in Cummins engines.

The relationship between Valvoline and Cummins began in 1994 when a marketing alliance was established in Australia. This was closely followed by a marketing and technical alliance in 1995 to leverage the two brands’ strengths to market heavy-duty lubricants in North America.

The relationship grew steadily over the years, emerging as a strong, global alliance between two of the best-known companies in their respective fields.

Today, Valvoline and Cummins continue their strong ties through this renewed marketing alliance, and also established joint ventures in emerging markets of India, Russia, Brazil and Argentina.

> Daimler announces 500hp Fuso for Australia A 13-litre Fuso Shogun has arrived in Australia. Producing a potent 510hp and 2500Nm, it will have a big torque advantage over the other Japanese trucks currently available in Australia.

In making the announcement last month Daimler Trucks confirmed the Shogun 510 will increase the breadth of the Fuso Shogun prime mover and rigid model range — a range that already includes 8-litre and 11-litre options.

Several years in the planning, the Shogun 510 was developed for Fuso 18

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Australia in response to requests from local customers for a true highperformance Japanese heavy duty B-Double capable truck.

The Daimler OM471 six-cylinder engine hits its maximum power at 1600rpm and its maximum torque is available from just 1100rpm for maximum driveability and efficiency according to the OEM. A Daimler 12-spead fully automated transmission (AMT) is paired with the Daimler OM471. The advanced six-cylinder unit, which features an

asymmetric turbocharger, meets stringent Euro 6 emissions standards, well in advance of Australian regulations.

Fuso engineers have carried out extensive testing of the Shogun 510 since 2017, including an outback Australian test of an initial prototype, durability testing in South Africa and an additional production-ready test in Australia and New Zealand.

Further details will be made available closer to the Shogun 510 launch.

> Charlesworth named as new CEO at Border Express Parcel express and logistics provider Border Express has appointed David Charlesworth as its CEO. Charlesworth is a highly experienced transport executive who joined Border Express in April 2021 as Executive General Manager – Projects and Transformation.

Charlesworth grew his extensive executive capabilities across transformation, strategy, operations, and customer experience during more than 17 years at global transport group TNT. He also has extensive last mile express experience supported by operational and asset utilisation in the transport sector.

Announcing Charlesworth’s appointment the Border Express board said it was excited about the next phase of the company’s journey under his leadership.

“Border Express will continue to make positive changes in a dynamic market environment where transport experience and knowledge will be paramount,” the

A UD Quon arrives at Border Express headquarters.

Board said in a statement. “We would like to take this opportunity to thank Ozan Kara for stepping into the role in an acting capacity over the past six months.

His efforts with the broader management

team have positioned the business strongly to take on the challenges of the 2022 year.”

Previous CEO Mostafa Kassaby left Border Express at the beginning of 2021.

> Roadtrains to receive full access on Newell Highway New South Wales has made the entire length of the Newell Highway accessible to roadtrain operators.

The announcement made in September is expected to allow road transport companies to unlock big efficiency gains for the movement of freight from border to border.

Minister for Regional Transport and Roads Paul Toole said providing endto-end access for all eligible vehicles up to 36.5m long and Performance Based Standards (PBS) Level 3 vehicles on the Newell was a huge win for the freight industry.

Road sign for the Newell Highway in New South Wales.

“This is a game changer for people moving product along one of our State’s most important freight corridors,” said Toole. “We trialled this expanded roadtrain access through the drought and again through last year’s bumper grain harvest and we know it provides significant productivity and safety gains, potentially reducing truck movements by as much as 40 per cent.”

Toole said gazetted access would now be available to all eligible vehicles up to 36.5 metres long along more than 1000 kilometres of highway including through Parkes, irrespective of the cargo carried.

“Parkes was the last section of the Newell where roadtrains were restricted but the trials we did with roadtrains to move fodder through drought and last year’s harvest has guided this change,” said Toole. “By granting roadtrains permanent access to the last remaining section of the highway without the need for a permit, it will improve the efficiency, sustainability and safety of freight transport in the region which is developing into an important freight hub.

“As we know, these higher productivity vehicles are able move as much as 63 per cent more freight per trip than a 26m B-double heavy vehicle, which means less trucks on our road, greater efficiency and reduced costs.”

NatRoad CEO Warren Clark congratulated the NSW Government for taking this important step for operators of Higher Productivity Vehicles.

“Initiatives that improve access for HPVs and make the freight task more efficient and safer are always welcome,” he said. p r im em ove r m a g . co m . a u

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GLOB AL NEWS

> Starship 2.0 enterprise yields phenomenal fuel figures A leading global fuel company has revealed that its high-efficiency Starship 2.0 semi-trailer demonstrator in the USA has garnered big gains in fuel economy and freight-tonne efficiency over its 2018 predecessor, Starship 1.0.

In a world where battery electric (BEV) and hydrogen fuel cell (HFC) technologies seem to be getting all the airplay, Shell is pushing back in an effort to demonstrate the potential for dramatic reductions in fuel consumption and CO2 emissions while still using diesel fuel.

Retracing the transcontinental voyage that Starship 1.0 took in 2018 from San Diego, California to Jacksonville, Florida, Starship 2.0 reportedly achieved 10.8mpg US (4.6km/litre) – a nearly 21per cent gain in fuel economy compared with Starship 1.0’s 8.94mpg US (3.8km/litre).

According to Shell, the average fuel consumption for a Class 8 North American tractor-trailer (semi-trailer) on linehaul is 6.4mpg US (2.7km/litre), which is roughly 40 per cent higher than Starship 2.0. A regional trip, which followed the long haul journey, was, according to Shell, even more impressive with nearly double the mpg and triple the freight-tonne efficiency of the US average. Both trips were monitored and verified by the North American Council for Freight Efficiency, Shell claimed.

In addition to impressive fuel economy gains, the company reported that Starship 2.0 can drop CO2 emissions in a big way.

“One of the most important metrics achieved by Shell Starship 2.0 is the potential reduction in CO2 emissions for the fleet industry,” the company said in a statement. “If every truck in North America was as efficient as the Shell Starship 2.0, this could mean a potential reduction in CO2 emissions for North America of 275 million tonnes annually. Shell freight-tonne efficiency, the rating that considers the energy or fuel required to move cargo based on weight, shot up for Starship 2.0 to 254 tonne-mpg compared to 178 tonnempg for Starship 1.0. Average freight-tonne efficiency for North American trucks is 72 tonne-mpg, a 71 per cent decline from Starship 2.0.”

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Shell Starship 2.0 undergoes cross-country evaluation.

The company added that Starship 2.0’s freight-tonne performance gains were even more impressive given it hauled 18 per cent more payload than Starship 1.0.

Both trucks transported artificial reefs to be used off Jacksonville’s Atlantic coast.

Starship 2.0’s load came in at 47,100 pounds (21.3 tonnes) while Starship 1.0’s reef material weighed in at 39,900 pounds (18.1 tonnes).

Though the two trucks look similar externally, Starship 2.0 came with some big changes including a 2020 Cummins X15 400 EX Efficiency Series engine paired with a 12-speed Eaton Endurant automated manual transmission (AMT).

“In essence, the only thing that has been retained from the original truck is the carbon fibre cab design because the aerodynamics of the cab could not be improved upon,” said Jeff Priborksy, Shell On-Highway Global Marketing Manager.

Meanwhile, Starship 2.0 Project Manager, Ryan Manthiri, explained that the truck’s stellar performance gains came as a result of a collaborative effort among various engineers and manufacturers, some of whom were present with Manthiri at the Advanced Clean Transportation Expo in Long Beach, California in early September.

At the Expo, Manthiri admitted to being surprised by the magnitude of

improvement in Starship 2.0 over the 2,340-mile (3,766km) trip compared with its predecessor.

“There were a lot of things we learned from the first truck,” he said. “However, the increase that we saw – 254 tonnemiles – I think that was a bit of a surprise in terms of just how big the efficiency improvement was.”

Shell’s Vice President of Global Lubricants and Fuels Technology, Selda Gunsel, said results with Starship 2.0 were exciting.

“I think we expected improvements because we used the latest version of the energy efficient Cummins engine and the Eaton transmission,” said Gunsel. “We also used our latest low-viscosity lubricants and we expected improvements through the new energy efficient tyres and other improvements with aerodynamics.”

Shell Starship 2.0 uses Shell Rotella T6 Ultra 5W-30 Full Synthetic engine oil which features a high temperature high shear (HTHS) viscosity formulation for reduced fuel consumption.

“When you’re running an experiment under real world conditions there are so many variables, so it’s really hard to predict what the result will be,” continued Gunsel. “But I have to admit that we were really excited; I think the results turned out better than we expected.”

> PACCAR announces industry-first driverless vehicle pilot PACCAR has announced a commercial pilot of autonomous trucks, the first collaboration of its kind between a truck manufacturer, an autonomous technology developer and a logistics provider. The truckmaker has teamed up with Aurora, a leading autonomous driving technology company, and FedEx, one of the largest transportation and logistics companies in the world on a linehaul project in Texas.

Kenworth and Peterbilt commercial vehicles configured with the Aurora autonomous Driver will haul FedEx loads between Dallas and Houston, a round trip of around 800 kms, along the I-45 corridor.

The trucks will operate autonomously, with a backup driver for additional safety.

“PACCAR is pleased to partner with industry leaders FedEx and Aurora on this innovative project,” said John Rich, PACCAR Chief Technology Officer.

It follows an announcement made in January earlier this year in which PACCAR

A FedEx Kenworth semi on the interstate.

announced a strategic alliance with Aurora to develop, test and commercialise autonomous Peterbilt and Kenworth trucks. The strategic alliance will integrate what PACCAR claims as being its stateof-the-art autonomous vehicle platform with the Aurora Driver to enhance the safety and operational efficiency of PACCAR’s customers.

“This new commercial pilot collaboration demonstrates the excellent progress that PACCAR and Aurora are making in our strategic alliance,” said Rich.

The two companies, according to Sterling Anderson, Aurora Chief Product Officer,

are leaders in their respective fields and as such possess critical and unique perspectives on how to develop and deploy safe, self-driving truck solutions for the road freight industry.

“This collaboration allows for the creation of a cohesive and integrated product and service,” Anderson said. “We believe there is no other credible way to deliver this complex and valuable technology at scale.”

In the joint statement FedEx Corporation Vice President Rebecca Yeung said FedEx is always anticipating what is next to be future-ready as a company built upon innovation.

“This is an exciting, industry-first collaboration that will work towards enhancing the logistics industry through safer, more efficient transportation of goods and we are pleased to collaborate with other industry leaders — Aurora and PACCAR — on this endeavor,” she said.

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AT THE CENTRE OF DIGITAL AUTOMOTI Brent Stafford Brent Stafford is Executive Director at Directed Electronics and is responsible for the automotive (OE) business. Directed is a tier 1 supplier of connected vehicle solutions to automotive manufacturers, commercial and fleet operators. Directed recently opened a state-of-the-art headquarters in the Melbourne Airport logistics precinct and now employs 150 people while growing into the APAC region.

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Directed has partnered with Hino Australia to design and develop Hino-Connect, which was recently announced as standard fitment on all new Hino 700 Series trucks.

F

or ten years, Directed has partnered with Hino Australia, and in 2018, we launched a smart multimedia unit which is now standard fitment on all Hino Australia trucks – it provides truck-specific information based on the vehicle’s configuration, lane use restrictions and real-time traffic information. Its solutions can be found in most trucks driving on Australian roads today and its telematics solutions are now in over 1800 fleets including Ambulance Victoria and Australia Post.

At Directed, we describe our business as digital enablement through connectivity.

For us, digital solutions are a catalyst for growth and operational transformation.

Our role is to provide the technology stack and analytics tools that create the ‘digital plug’ that connects the vehicle into the business of the customer purchasing the vehicle and into the network of dealerships that service the vehicle.

This is particularly important as trucks are now very technologically advanced and the very nature of vehicle ownership is evolving from one of selling vehicles, to now helping customers solve a business transport task, which can include ‘truck as a service’ fleet contracting.

In this way we are very different from a traditional aftermarket telematics provider. Our customer is the manufacturer and a large part of our service mix and engagement is designed around their needs.

As a local developer and manufacturer, we understand the local market needs and the application of comprehensive vehicle data in the Australian context.

The application of telematics in the vehicle build avoids the need to plug extra, costly uncontrolled hardware into the vehicle data systems.

Directed is one of the few connected solution providers globally that simultaneously supports vehicle OEMs that originate from North America, Europe and Japan and operate across multiple territories. This puts us at the centre of the global digital automotive revolution. It’s an exciting space and one that is ever evolving.

Today, there is a significant trend globally amongst vehicle manufacturers to see digitisation as a core part of their business, not as a service that sits alongside the vehicle like any other accessory.

There is also a need for local agility in their offerings that many find difficult to absorb as part of a ‘one size fits all’ global program. This creates

SPONSORED BY

THE GLOBAL VE REVOLUTION Directed’s smart multimedia unit relays alerts via the Hino-Connect system.

pathways for agile providers like us with a proven track record in delivering OEM grade solutions.

Our customers care about digital services that keep their vehicles operating efficiently while reducing downtime and operating costs. Downtime is a particular focus due to the lost revenue when a vehicle is off the road under repair.

Another dimension is creating digital services that help retain the vehicle in their services network.

In the Hino-Connect system, this means that in the unlikely event of a severe vehicle fault, an alert and remedy is delivered straight to the driver through the multimedia unit, and to the customer and Hino-Connect Specialist via email.

Fleet managers can then monitor how the fault is progressing through the Hino-Connect portal and liaison with Hino-Connect specialists.

We are very proud of having full in-house design and manufacture control of these usually unrelated elements of navigation system and telematics. Fragmented sourcing models would otherwise preclude the deep integration we have delivered with the vehicle, the fleet manager, and importantly, the driver, who often has to be the first to act in the chain.

Moving forward we will continue to embrace the multi-dimensional nature of connected vehicle technologies, and the new data sets these will produce.

This challenges the notion of traditional telematics thinking, which has been very much around a monolithic vehicle data pipe thereby limiting the way the data can be leveraged and shared particularly in mixed fleets or contractor fleets.

Modern vehicles have multiple SIM cards or multiple wireless technology communication pathways. For example,

in a Hino vehicle, maps are automatically updated via Wi-Fi seamlessly when a vehicle enters a dealership. We will be tracking high-value items onboard via Bluetooth and IoT devices. Future trucks will talk to each and share low latency information such as risk of collision via 5G connections. Our focus is to bring these disparate vehicle connection points under an integrated framework that create meaningful services for our OEM customers.

The ‘collective brain’, as we call it, has the vehicle and cloud working in unison to enhance vehicle safety and reduce fleet operating costs.

We also see a future driven by AI engines and analytics.

We are moving away from regular operational reporting to a more exception-based model.

We see this as a case of ‘Don’t simply tell me something — give me actionable insights, or better yet, take that action for me and advise me if it is not acted upon by the driver.’

This will be of critical importance for fleet managers who have to act as not only vehicle managers, but also driver and depot HR managers, and even accident investigators. Less data with more meaningful actionable insights is better.

There are plenty of exciting challenges ahead as a leading Australian manufacturer and we are delighted to continue to work with the world’s leading brands to deliver highlyvalued solutions. p r i m em over m a g . c o m . a u

23

Tim Sullivan behind the wheel of one of his Perth-based Hino 500 Series units.

cheaper priced tenderer had a serious effect on the then fledgling operation.

“I had eight people with me at that stage and regrettably had to let go the sub-contractor on the Esperance run and jump in a truck and do it myself,” he says. Despite the setback, this period was seen as an opportune one and Tim quickly shook himself off and spent a day knocking on doors in Kalgoorlie.

Due to his company’s already strong reputation for good service, within just a matter of weeks he was filling the truck which by now had plenty of additional space without the mail articles.

“Small customers became big ones because I could now cart more of their freight,” Tim says. “Ever since then, we have kept growing, to the point we now run two roadtrains each night to Kalgoorlie loaded mostly with parcel and palletised freight.

We’ll often also run single trailers of general freight in addition to the overnight express service.”

Tim always had the aspiration to get a

prime mover of some sort and at one point considered buying a semi which had existing work. Today the prime movers of choice are Mack Super-Liners with five in the fleet. Tim considers the reliability and drivability of the Macks as important factors in his choice of them and he has applied a similar philosophy in his choice of the rigid trucks.

At current, he runs 11 Hino rigids in the Perth metropolitan area mostly performing day time pick-ups as well as occasional short haul country jobs. Ten of the Hinos are curtainsiders plus there is a flat top. Throughout the course of building the business Tim has utilised various Japanese trucks and now seems settled with what the Hino range has to offer.

“I’d never had many Hinos, but I think Hino at the moment has the ideal truck range in that 3-12 tonne category and they’re the best out there in my opinion,” he says.

Another Hino will also be added to the

Kalgoorlie operation. The current Hino fleet includes eight FC, FD and FE 500 Series Standard Cabs models.

Tim and his family are long-time supporters of the Fremantle Dockers and in the past few years have leveraged their enthusiasm to become increasingly involved at various levels of sponsorship support with the payback of valuable exposure for the transport businesses and the networking opportunities which come with being associated with the team. Several of the trailers have their curtains emblazoned with Fremantle Dockers imagery which creates a positive response from children pumping their arms to simulate the air horns as well as Dockers fans wanting selfies with the truck.

In 2020, Tim demonstrated his passion for the team by personally taking a load of their gear across the nation to the Gold Coast where the Fremantle Dockers were temporarily relocating the high-performance centre in response to the difficulties forced p r i m em over m a g . c o m . a u

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COVER STORY

upon the AFL by COVID-19. The load included everything they would need to feel at home at the Gold Coast, including training and gym equipment, medical supplies and IT requirements as well as the baggage for the players and staff, including ten guitars.

“The COVID-19 pandemic is something we’ve all had to deal with,” says Tim. “AFL is a big passion of mine and our company so we decided to make the offer to take the gear across. I think it’s fairly important, everyone’s going to be away from home and if everyone can be comfortable, we hope that benefits everyone and the team.”

As a way of giving back to the Fremantle and wider Western Australian communities Tim also provides transport and logistical support for the club’s annual trek into the Kimberly region where the focus is on assisting the development of young local

The Hino FD is one of 11 now in metro operations for the company.

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“I’d never had many Hinos, but I think Hino at the moment has the ideal truck range in that 3-12 tonne category and they’re the best out there in my opinion.”

Tim Sullivan Sullivan Logistics

people and participating in the AFL 9s competition.

Emus and football teams aside, Sullivan Logistics has the capabilities to transport anything from an envelope to parcels to pallets including ‘ugly freight’ as Tim describes some of the awkward items they shift, often associated with mining equipment. Although Sullivan Logistics doesn’t provide traditional heavy haulage services, the drop decks with ramps can be used to transport over-sized loads of up to 3.5 metres wide and weighing up to 22 tonnes.

Destinations are not limited to those on

the regular overnight routes and Sullivan Logistics will transport dedicated loads on demand anywhere with Western Australia. These items are usually plant and machinery going to mine sites or to farmers.

Tim still drives the occasional trip himself and will put his hand up for jobs such as fulfilling a contract for ten loads into Kalgoorlie.

“I enjoy being able to go for a drive and still be hands-on in that side of the business,” he says. “It’s also great that our customers see that you still enjoy working in the business.”

FLEET FOCUS

LIFE CIRCLE OF

Nagle Transport, a well-established independent carrier in New South Wales, has introduced into its regional fleet the first of two DAF CF 530s from long-time ally Suttons Arncliffe.

T

DAF CF 530 with Amber LED daytime running lights.

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he community of Orange in the Central West of New South Wales is graced with elegant architectural reminders of its charming heritage. A junction site since 1885 when the Broken Hill train line was initially branched from Main West, the town is nestled into lower lying slopes of surrounding alpine and today makes for a picture postcard as if were encased in perpetual autumn.

The locally based Nagle Transport has been a major road transport player in the area, stemming from its ability to deliver general freight from the railyards throughout the Central West for well over half a century. That also makes it one of the oldest carriers working in the region. Its main remit is general freight — specifically standard and oversized pallets, cartons, air conditioning and passenger car tyres. From Orange the business services Sydney, Dubbo, Mudgee, Parkes, Forbes, Cowra, Young and nearby Bathurst, Lithgow, Blayney, Molong and Wellington daily.

Originally founded by Pat Nagle, the business is now run by his son Robert Nagle alongside his wife Kelly with 17 staff and 19 commercial vehicles at his disposal. These are split between Kenworth

in the heavy-duty category and Isuzus in the light and medium segment with a handful of new LDV vans.

“We’ve got vehicles going in all directions,” says Robert. “As a company we tend to duck under the radar, but we’re well established in the region.”

The business, according to Robert, has had, to date, two identifiable growth periods. The first was resultant from when it commenced moving groceries out of Bathurst. Not unlike many familyowned road transport outfits during the early 1990s, the business grew again with investments made across its commercial vehicle fleet to sustain the rise in work from new customers.

Home base in Orange also includes the main depot where there is also a workshop, by the name of Orange City Mechanical, which is open to the public for heavy vehicle repairs. Although prime movers are regularly dispatched to Dubbo and Mudgee, it is to and from Sydney that the bigger 6x4s are chiefly relied upon.

The imposing Blue Mountains to the east are an ongoing challenge for operators of heavy vehicles and especially B-doubles.

Given the steep grades often can overheat equipment these vehicle combinations must be split up and rerouted through the flatter terrain near Goulburn as the

maximum vehicle length across certain parts is restricted to 19 metres.

Enter the Euro 6 rated DAF CF 530, which is ideally equipped to haul single trailers across the Blue Mountains. Horsepower of the PACCAR MX-13 measures around 390 kW and the 2,600 Nm of available torque sits in a comfortable range of 1,000 to 1,400rpm making it well suited to climbs, serpentine mountain passages and sharp descents.

A mutual understanding with long time dealership partner Suttons Arncliffe was the catalyst for Nagle Transport investing in the new DAF CF 530s. Suttons’ aftersales services have been a major factor in its decision-making process over the years says Robert.

“It’s a good partnership with Suttons Arncliff. They look after us,” he explains.

“We get the spare parts and any questions we need answered promptly.”

The relationship goes back nearly three decades. Its ongoing basis is predicated on three certain qualities: service, price and advice.

“Suttons have always given me vehicles at the right price. With that comes good service. We have a considerable footprint of vehicles which warrants a workshop to go with that. But Suttons also help us in that area as well,” says Robert.

“They’ve always got someone to reach out to us as far as it goes for the DAFs or Kenworths.They are very helpful when it comes to assisting our mechanics in any way they can.”

To keep on top of the fleet, the Orangebased workshop converses on a regular basis with the Suttons team.

“Spare parts are a big factor for our operations. Suttons aftersales services were instrumental in us taking on the new DAF CF 530s,” Robert recalls. “We like to partner up with companies that are likeminded. We pride ourselves on service and are drawn to working with other companies who are that way inclined. We rely on Suttons not only for a lot of the spare parts but it’s also the knowledge that they are able to impart to us.”

A crucial point of contact for the Nagle Transport team is Suttons Trucks Arncliffe General Sales Manager Adam Lewis. A fully fledged mechanic previously, Adam knows the PACCAR product insideout, which gives him a mighty edge according to Robert.

“Adam is a real winner for the knowledge he can provide. You can go around a lot of truck salespeople, who don’t really know their product,” says Robert. “With these blokes they do know their stuff because they grow from the mechanical side

Out on the road in Orange, New South Wales. p r i m em over m a g . c o m . a u

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FLEET FOCUS

The Euro 6 rated DAF incorporates leading-edge design features.

upwards which is ideal, given they know what it is they’re selling.”

Having helped steer Robert to the other side of PACCAR given his long and continued association with Kenworth, Adam proved insightful in regard to the new DAF CF 530s and the advantages they might offer his daily linehaul operation in and out of Sydney.

The first DAF CF 530 has been operational in the fleet for four months. While it is still being evaluated over the long term, the team at Nagle Transport are already impressed with fuel consumption numbers and the drivers are enthusiastic about its comfort and appointments. A driver’s airbag, an integrated kerbside blind spot camera and a revised exterior mirror position are all part of the standard safety package which includes Forward Collision Warning, Lane Departure Warning, Adaptive Cruise Control, Vehicle Stability Control and an Advanced Emergency Braking System.

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The second DAF just joined the fleet; its appearance, in part, is designed to evoke a Kenworth K200, incidentally one of the two trucks the new DAFs are replacing under a resale arrangement. Given the trips the Kenworth K200s were matched with, and the work required of them, it was tough to justify the vehicles.

“As much as I love the K200s and could have just as easily kept them it was a bit of overkill given the task,” says Robert.

“You achieve good value back from a truck like that. Not only for the work they’ve provided but also a value at the end of their operational service for us where we’re closer to owning them.”

Turning over the mobile assets in accordance with contractual obligations and the trends of a business balancing the momentary demand with longer term goals is part of a renewed focus to generate greater value where possible.

“What we never used to do was get value out of our vehicles beforehand. By that I

mean we would run them and run them and run them and at the end of the day they were worth nothing. Now we are concentrating more on the turnaround for the end part knowing that a Kenworth has good resale value and we pick it up at both ends. You get a good life out of them and then at the end of their time you trade them in and turn them over again.”

Suttons has also helped manage the process of the trade-in, finding a suitable new home for the Kenworth K200s which had been maintained extremely well by the Nagle Transport workshop.

“They have been an integral part in that.

Suttons changed my mindset on that front for sure. The way that they mix it all up as far as trade-in goes they just make it work for you,” explains Robert. “A lot of people tend to just drive it and drive it and service it and service it until it’s worth nothing to anybody and then leave it out in the paddock and instead of turning it back over and giving it a second use for other

drivers. One of the trucks we sold went up to a bloke in Port Macquarie who owns a transport company up there. I’ve since spoken to him and he loves it as he should because it’s a bloody beautiful truck. But he’s pulling B-doubles up the coast. It will be good for him and so it’s another life for that vehicle.”

Navigating the highways in and out of Sydney, Australia’s biggest city, requires enhanced manoeuvrability. The DAF CF 530 does this much easier than a bigger truck but still maintains a firm degree of power and responsiveness. In the cab interior, an ergonomic design helps maximise the driver’s attention to the road through the larger windscreen and windows. Noise has been reduced to a minimum while the customisable dash layout with interchangeable switches allows the driver to configure it to their individual needs.

“As a product, again, you don’t lose the prestige of a K200 when you jump back into a DAF. We find the DAFs are in a lower price bracket, but this doesn’t mean you’re sacrificing in comfort. The whole drive of the truck is really good,” says Robert.

“The drivers love them. They are easy to drive, reliable and comfortable as well. It’s a positive for a business when you’ve got drivers driving in all sorts of situations.

In and around Sydney and western New South Wales. My drivers have got a bit of everything to contend with. Mountains.

Linehaul. The fringes of the outback.”

Glenn Davidson Suttons Arncliffe Sales Manager – DAF, after an introductory visit to Orange has developed a close relationship with Nagle Transport in the longstanding tradition of the partnership that already exists between the two businesses.

“Like I said we try and partner up with likeminded companies,” says Robert.

“We’ve been with some very valued customers for a long time. Some have even been with us for over 20 years. We’ve helped them in the Central West for many years. That’s the whole circle of life out this way. If you give good service, you’re going to run a successful business.”

For Robert, the back-up service they receive, and also provide clients remains

a key point of difference, no matter the environment or era.

“There’s not a terrible lot of people who actually offer it,” says Robert. “By way of comparison I just bought a RAM from Melbourne and the aftersales service was nothing compared to what Suttons provide.

The aftersales service is important because we run a business off the back of it.”

Nagle Transport also provide overnight Hotshots for anybody and everybody including mining crews in the Central West of NSW who can’t afford downtime in their business. Despite the challenges COVID-19 has presented the business, the flexibility of its operational input has, in turn, offered it many timely reprieves.

“The diverse nature of the general freight game can mean what you lose in one section you pick up somewhere else,” explains Robert. “That’s been our experience so far. Yes, we’ve lost a degree of work, however, it comes back in through other areas. We partner up with another transport company based out of Sydney.

They’ve just come on board as a new customer. They do a lot of air conditioners for a major air conditioning provider.

We’ve just started to help them out with that. It’s nice work and the people we deal

with are great. The people who own that company are much the same as ourselves, in that they keep a nice clean vehicle, they offer a really good service and they’re proud of it.”

According to Robert, the Euro 6 DAF CF 530s are handling a notorious stretch of road for heavy vehicles, especially on approach to Orange, with relative ease.

The vehicles, what’s more, are showing noticeable fuel savings though the data sample to date is small.

“We haven’t completely worked them out as far as the actual fuel burn settings but there are noticeable savings there already,” says Robert. “We can see it.

Buying the parts directly off Suttons is a lot easier as a transitional process with our mechanic talking directly to theirs. It’s a whole myriad of things. I would say it is a complete relationship.”

For Nagle Transport it’s never just about the sale of the vehicle. It’s about the maintenance, the operational knowledge and getting the best of its own people and partners.

“We like to run a bit of a flagship for Suttons to show if the vehicle does the job,” says Robert. “Why wouldn’t you support it?”

The DAF CF 530s are on single trailer assignments over the rugged Blue Mountains.

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

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GREEN ZONE T

Timber products are at the heart of the Fennell family’s operation including linehaul across to Perth.

he region known as the Green Triangle spans the border area between the states of South Australia and Victoria and provides good road access to Melbourne and Adelaide. The Green Triangle covers an area of 6 million hectares and includes almost 20 per cent of Australia’s forestry plantations. Timber processing activities are mainly around the Mount Gambier district in South

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Australia, as well as Portland in Victoria which also provides the region’s port for export shipping.

Fennell Forestry has been providing timber harvesting services from its Mount Gambier base since 1991 including the harvesting of hardwoods and softwoods and the delivery of logs to various mills in the southeast of South Australia for processing. The ‘forest fleet’ consists mainly of Kenworth

A-Double and B-Double combinations.

As well as to local mills, logs are also delivered across the Victorian border to mills in Colac and Portland. During recent years the Fennell Freightlines transport division has been expanded to include regular deliveries of finished timber products to Adelaide and Perth using 630hp Mercedes Benz Actros 2663 prime movers connected to ABtriple combinations.

Val and Graham Fennell and Ronnie Nilsson started a relatively small operation in 1991 with a contract with Forestry SA. Graham alongside long term employee and workshop manager John Bignell were both honoured with induction into the National Road Transport Hall of Fame in 2015.

Celebrating 30 years in 2021, the Fennell Forestry Group remains family owned.

After several successful succession strategies, Val and Graham’s daughter Wendy Fennell holds the position of Managing Director and sole owner.

During her ‘gap year’ in 1993, Wendy worked alongside her father in the business doing everything from fixing harvesting machines to washing trucks, before attending university to obtain her Bachelor of Accounting.

“It was handy having a real business while I was studying for my degree and as it was then a new business I was able to implement structures as we went,” says Wendy. While she was attending university Wendy obtained her B-double licence.

“We introduced two B-double units.

Dad and I would drive them on night shift to get in the extra volume we needed,” she says.

Fennell Freightlines moved into the linehaul side of the business as a way of

diversifying and is currently operating two 36.5metre A-B triples at 108 tonnes gross on the Perth run. Another Actros A-B triple is utilised for deliveries to Adelaide and is converted to a log trailer set for the return journey to be able to carry logs back from Monarto in South Australia to the Timberlink mill in Tarpeena in the Limestone Coast region.

“We’ve always gone with Kenworth in forestry work because of their suitability

so other than the contract servicing of the Actros prime movers, is able to perform all of their own maintenance and repairs in-house. The Actros trucks are well equipped for the long haul across the Nullarbor with roof mounted long range driving lights and bullbars fitted with integrated LED light bars.

Fennell Forestry has earned its success in an industry with many unique challenges by ensuring it is consistently

“There is so much risk associated with the industry we need to be doing it in the safest and best possible way. We deliver reliability and an assurance that our clients are engaging with an organisation dedicated to provide that level of service every time at the highest standard. ” Wendy Fennell Fennell Forestry Managing Director

for the task and their durability. They stand the test of time. For the linehaul application, we wanted the fuel economy of a Mercedes-Benz and we needed a cab over truck because of the length dimensions.”

The Mercedes-Benz Actros prime movers are on maintenance contract. Fennell Forestry operates its own full workshop,

providing quality service in both transport and in harvest operations.

“There is so much risk associated with the industry we need to be doing it in the safest and best possible way,” says Wendy. “We deliver reliability and an assurance that our clients are engaging with an organisation dedicated to provide that level of service every time at p r i m em over m a g . c o m . a u

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FLEET FOCUS

“We’ve got a COVID-19 plan in place and we’re pretty isolated here. Truck drivers are fundamentally isolated although there are some new challenges arising at the moment with borders, but in forestry we are very isolated so it’s easy to mitigate the risk.”

Wendy Fennell Fennell Forestry Managing Director

the highest standard. We’ve always stuck with that. There have been times when we have come up against customers wanting the cheapest supplier, but usually we have the ability to ride the cycle and it comes back around when they see in the end the value for money proposition is what we provide.”

COVID-19 has interrupted the Fennellinitiated annual Truck Pull Challenge

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which involves teams of six competing by pulling a 23.5 tonne B-double for 100 metres. The Challenge came about when Wendy was training for a Tough Mudder competition and was looking for a way to raise money for charity.

“I woke up one morning and thought I wonder if we could pull a B-double,” she says. “So we started with just one team and seeing if we could move an empty

B-double and it just grew momentum from there. It built into a competition where local contractors would form teams. Even Kenworth put in a team. It’s a good way to give back and raise money for charity at fun events.”

So, what’s it like pulling a B-double with just five other people?

“It’s a very slow hard burn,” Wendy says.

“Your lungs are burning and your calves are just about on fire and it’s brought a few people undone, but it’s a lot of fun.”

While it has forced the cancellation of the last two Challenge events, COVID-19 has not had too much of an effect on day-today operations.

“We’ve got a COVID-19 plan in place.

Truck drivers are fundamentally isolated although there are some new challenges arising at the moment with borders. In forestry we are very isolated so it’s easy to mitigate the risk,” says Wendy.

As a way of establishing a pathway for future growth the Fennell organisation is involved in a program to address the universal shortage of skilled labour supply and the ability to introduce and train new people, whether into transport or the forestry operations. As well as promoting the industries to school leavers, Fennell Forestry is participating in a pilot program to train drivers straight to B-double standards without having to wait 12 months from obtaining their Heavy Combination credentials. The intent, if the scheme is granted final approval, is to open more opportunities for both staff and employer.

“I’ve always had the policy of employing the person and training the skill,” says Wendy. “When you’ve got to wait 12 months it becomes difficult. Currently there is a huge pressure on wages and when you’re running small margins it’s

really difficult to attract and pay good people when the mining industry can pay so much more, yet we have similar skill sets in the forestry industry to mining.

Forestry work, however, does provide a better work-life balance because they get to be at home every night and are able to work and have their family life at the same time.”

In practice, the training program will be quite a costly investment in that the person being trained and the applications are made via the company rather than individuals.

“It’s about using the qualified drivers in your fleet, the good drivers with the experience to supervise for a large number of hours until the trainees are competent. It’s about competencybased training and getting trained in all aspects of the driving job including loading, unloading, and load restraint

requirements until they are competent.

They still sit the same test, but they come out of the program knowing all of the aspects that are required to operate a B-double safely, whereas when you simply go for your licence those other components of the job aren’t taken into account. It’s important especially with forestry operations where offroad driving is a factor as well. They need to have experience in that and it does produce a better driver.”

Wendy has found the scheme to be receiving good acceptance from the mature drivers who are willing to put their hand up to be supervising drivers. Wendy confesses she enjoyed driving herself, but the demands of her managerial role take precedence on her available time.

“I leave it to the experts to do now,” she says.

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FLEET FOCUS

MARAT An Australian-owned and operated company that’s been in business for more than a quarter of a century, Liberty Oil appreciates the value of a supremely comfortable and quiet cab environment in minimising the fatigue of its drivers. It’s for this reason, among others, that the company recently began upgrading some of its fleet with MAN prime movers.

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iberty oil is a fuel and oil distributor that operates around the clock to ensure petroleum products that are the lifeblood of society are available when and where they are required. The company has a broad customer base including retail fuel stations, farmers and commercial businesses, to name a few.

All up there are about 80 trucks in the fleet covering the entire spectrum from rigids to triple-trailer roadtrain prime movers that operate all over the country.

Having acquired the first MAN TGS 540 L Cab in November 2020, another eight were added to the fleet throughout 2021.

As a company that views safety as being of utmost importance and also highly

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values the skills and commitment of its drivers, Liberty Oil wanted a brand of prime mover that ticked all the boxes in terms of safety, comfort and fatigue reduction measures.

It’s for this reason, says Darren Karslake, National Operations and Fleet Manager at Liberty Oil, that the company has chosen to invest in MAN power.

“My initial experience with MAN trucks was through the relationship between Shell V-Power Racing and Penske which put me in contact with Shannon Mair, Penske Australia’s Head of Fleet,” Darren says. “Shannon showed me some of the MANs and I really liked what I saw in terms of the full-on safety and comfort features they come standard with.”

From a driver’s perspective, Darren says the MANs are hard to beat. The drivers are pleased that they are not fighting with them all day. It means, importantly, at the end of a long shift that they’re not worn out from the experience.

“Our drivers can be on the road for up to 12 hours a day and their feedback is that the MAN trucks provide a level of comfort that is close to the same as driving their own car for the day,” Darren says.

Operations require the company to deliver fuel to a wide variety of customers ranging from retail service stations, commercial businesses and rural or farming properties, to refuelling trains and boats. Liberty aims for an

HON old-school business approach by striving to conduct in-person meetings with customers as much as possible.

However, according to Darren, traditional business values do not prevent the team at Liberty from investing in the latest in technological advancements when it comes to the trucks that move its products.

“We purchased our first MAN from the Penske Australia national fleet team in November 2020 and we now have five in our fleet,” he says. “We have three at our depots in Victoria and two at our Queensland depots.”

The Penske national fleet team,

supported by the company’s Brisbane branch, has been very helpful and easy to work with.

“We also deal with Westar Truck Centre in Melbourne. With both organisations we have experienced all-around good communication and assistance,” Darren enthuses. “Some of our vehicles travel hundreds of kilometres a day, while others may do less, but there is always consistent use of the pumping equipment across the board.”

Penske, in Darren’s estimation, has been proficient at specifying the right vehicles to suit the application and ensuring every detail is spot on.

MAN “Penske offers fuel tanker setups, with the MAN trucks fitted with Liquip pumping and metering equipment to provide the most efficient management of our fuel haulage operations,” he says. “We know we can trust Penske to provide the best equipment for our needs and the highest quality service and support.”

The relatively light tare weight of the MAN TGS 26.540 L Cab model enables a higher payload which translates to greater volume and better flexibility in the movement of product. While Darren agrees this is an important consideration, he stresses that driver

MAN TGS 540 L Cab.

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FLEET FOCUS

Scott Prossor, Liberty Oil Area Manager Bowen & Whitsundays.

welfare always takes precedence in the company’s eyes.

“A low tare weight is always a positive when looking for the maximum payloads, however, that’s not our top priority,” he explains. “Our business is heavily focused on the safety of our drivers. Without a constant eye on safety and the wellbeing of our drivers, we have no service to provide.”

It’s a view with which Scott Prossor, Depot and Area Manager for Liberty Oil in Bowen and the Whitsundays, is in wholehearted agreeance.

“Ensuring our drivers are safe at all times is far and away the highest priority in our operations,” Scott says. “Our drivers do about 500 to 600km each day on the road and the MAN trucks’ controls and features mean safety is maintained at the highest level. For example, our drivers receive alerts when they get too close to a vehicle in front thanks to the radar and camera that are part of the automatic braking system called Electronic 40

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Brake Assist.”

Scott’s region is primarily coastal with many of the trips being from the depot to the fuel terminal and then delivering to farms in the surrounding districts which often means bumpy, off-road conditions for the trucks.

In addition to safety, the MAN fleet also has a number of inherent features that provide an extra-comfy ride including a quiet and ergonomic cab interior that helps minimise driver fatigue.

“The new MAN vehicle is like a new toy to play with here in our yard,” Scott says with a laugh. “It’s a significant upgrade from the older truck models. The biggest talking point from our drivers has been that the new gear is much more comfortable over longer distances and smoother for off-road hauling.”

The MAN TGS 26.540 L Cab prime movers in the Liberty Oil fleet are ideally suited to local, regional and interstate operations pulling single semi-trailer and B-double tanker configurations.

Sporting a 70-tonne Gross Combination Mass (GCM) rating, they are powered

by MAN’s D26 13-litre inline sixcylinder engine featuring common-rail injection and twin turbochargers with intercooling. The engine produces 540hp (397kW) and 2,500Nm (1,850lb/ft) of torque and complies with Euro 5 emissions standards using AdBlue as part of a Selective Catalytic Reduction (SCR) system. Feeding from the engine is a 12-speed automated manual transmission (AMT) which is said to help the trucks deliver market-leading fuel efficiency without sacrificing power or driver comfort.

The L sleeper cab provides a generous berth measuring 2,240mm wide and 2,280mm long beneath in which resides a slide-out refrigerator.

On-board telematics provides a host of information including live vehicle tracking, historical location and trip data, fuel economy and driver behaviour reports. There is also Bluetooth

connection enabling hands-free phone use.

Other standard driver assistance and safety features include disc brakes with electronic braking and anti-lock braking (EBS and ABS) in addition to an important accident mitigation system called Electronic Brake Assist. EBA uses a radar and camera to constantly monitor the distance between the truck and the vehicle ahead, alerting the driver both visually and acoustically if the distance narrows, indicating the vehicle in front is slowing. If the driver fails to react to the warning by applying the brakes, automatic emergency braking is deployed to rapidly slow the truck and thus prevent a high-speed collision.

During emergency braking, an emergency stopping signal (ESS) is activated in addition to the brake lights. The hazard light system signals the emergency situation to surrounding vehicles by an increasing flashing frequency thereby reducing the risk of a rear-end collision.

Auxiliary braking comes courtesy of MAN’s Brakematic automatically modulated engine brake which helps maintain a safe velocity on steep descents without overuse of the primary braking system. Anti-Slip Regulator (traction control), Hill Start Aid, and Electronic Stability Program are also part of the standard package.

Liberty Oil’s TGS 540s ride on a 3,875mm wheelbase and feature twin rectangular fuel tanks with a combined

capacity of 1,200 litres and an 85-litre AdBlue tank.

Completing the package are polished aluminium Front Under-Run Protection System (FUPS)-compliant bullbars with LED light bars to ensure optimum nighttime visibility.

As for how long the company plans to keep the MANs, Darren says they will most likely be run for eight years on constant day and night work before being moved to a less demanding role, say Monday to Friday day shift, for the

following few years.

“We’ll generally keep our local and regional prime movers for ten years before we change them over while our long distance and roadtrain prime movers are usually changed out at five years after they’ve done around one million kilometres,” Darren says. “We’re on an upgrade journey now and while we won’t be going to a single brand entirely, we expect MAN TGS 540 prime movers will make up a significant proportion of our fleet.”

Rated to 70t GCM the new MAN is powered by a D26 13-litre inline six-cylinder engine.

TRUCK & TECH

OUTBACK ADVENTURES

A far western New South Wales cattle, sheep and goat station has invested in a new Kenworth T659 featuring Dana’s ultra-robust D52-190 drive axle set with a full-time lube pump on the forward carrier.

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he weights are substantial, the distances vast and the sparsely vegetated desert landscape swelters under summer temperatures that can see the mercury reaching up to 50C. The combination of these three factors can play havoc with a trucking operation that’s not suitably equipped for the task.

But for Nundooka Station near Broken Hill and their new Kenworth T659, specified with the heavy-duty complete Dana Spicer package – D2000F steer axle, D52-190 tandem drive axle with dual diff locks, SPL250 driveline and front and rear drum 42

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brakes – it’s all in a day’s work.

This is far western New South Wales where only the tough survive and home to Nundooka Station’s owner, Mark O’Connor, for his entire life.

“I was born and raised about 70km east of Tibooburra in the far northwest of the state where my father owned a block of land,” Mark explains. “Then we shifted to a property south of Tibooburra in 1973 and we bought Nundooka Station, where we are now, in 1982.”

For the average city slicker, the description of a ‘block’ of land might conjure up thoughts of a quarter acre, but seasoned outback dwellers like

Mark O’Connor tend to have a vastly different perspective.

Mark and his wife actually own three properties. In addition to Nundooka Station, which covers 85,000 hectares (210,040 acres) north of Broken Hill, they also own two ‘small’ properties comprising an 8,903 hectare (22,000 acre) parcel adjoining the Bogan River south of Brewarrina where they run cattle, along with 750 hectares (1,853 acres) of farming land at Ouyen near Mildura in northwest Victoria. With its relatively high annual rainfall, the Ouyen farm is used to grow hay for the livestock raised on Nundooka Station

Kenworth T659 specified with heavy-duty Dana Spicer package.

and at Brewarrina, with two Kenworths – a T658 and the new T659 – employed to cart the hay a distance of around 500km between the properties.

Another primary duty for the Kenworths is stock carting – including cattle, sheep and goats – where the animals are transported in convertible 4x2 stock crates that can carry either two decks of cattle or four decks of sheep or goats.

“We subby for livestock haulier Yunta Transport in South Australia which is owned by Craig Dillon and this keeps our new Kenworth pretty busy,” Mark explains. “Craig also helps us out if we have more than one roadtrain load of our own livestock to transport at the one time.”

Mark owns two sets of B-double stock crates and a dolly which he says provides ultimate versatility as they can also be mixed and matched in a variety of combinations including

double roadtrain and AB triple. As such, the driver of the new Kenworth, Mikey Brown, gets plenty of practice hooking and unhooking to form the various combinations.

“We have a Truck Art 4x2 B-double set that we bought new in 2018 and a Byrne set we’ve owned since 2005,” Mark says – adding that Truck Art did a great job of listening to what he wanted and providing exemplary attention to detail in the build.

Turning to the trucks, Mark says he has had a terrific run from his 12-year-old Kenworth T658 – also fitted with Dana 52-190 drive axles – which left him in no doubt that the new T659 should be similarly equipped.

Mark’s history with Kenworth trucks actually stretches back to a 1976 model SAR that he owned and drove in earlier times, and he believes the T65 series is a natural progression

Bernie, Mark and Lisa O’Connor. p r i m em over m a g . c o m . a u

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TRUCK & TECH

“I think Danas are very good diffs and the run we’ve had from our T658 is phenomenal...

They’ve kept that truck on the road doing what it needs to do – making us money – and I’m expecting a similar run from the new T659.”

Mark O’Connor Nundooka Station Owner

from the original SAR. “Prior to buying the T658 I asked some Kenworth people their opinion on the best model to buy and they told me that of all the Kenworth models the T65s had the least amount of warranty work carried out on them,” he says.

“That model has been around since 1987 and considering the engineering and testing that has gone into it, I don’t think you can go past it.”

It’s a similar story with the Dana rear end, with Mark saying the 52-190 tandem drive set in the T658 has provided sterling service and he expects

Moving feedstock a distance of 500km between Ouyen, Nundooka Station and Brewarrina.

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the same from the new truck. He tells the story of deciding to replace the diff centres in the T658 at 1.6 million kilometres and being amazed that they still looked as good as new.

“We are the fourth owner of that truck and it had done triple roadtrain work for much of its life before we bought it,” Mark says. “But when we pulled the diff centres out, they looked as though they could easily do another 1.6 million kilometres. I think we wasted our dough changing them out, to be honest.”

The keys to such a trouble-free long life are in the design and metallurgy,

both of which Dana has perfected over many, many years of building some of the most rugged rear axles to handle the toughest of applications in heavy-duty trucking the world over.

For instance, the D52-190 has extra-wide faced gear teeth and super-duty bearings for maximum durability in high weight/ high torque applications. It also comes with a selection of ratios proven to be ideal for Australia’s higher GCM applications, making the job easier, safer and more user friendly.

Mark chose the 4.78 ratio for the new truck as he and his driver were happy with that ratio in the T658.

“The T658 has 4.78 ratio diffs which puts the revs up a bit at 100km/h but because Mikey does some triple and a fair bit of double roadtrain work, we both agree this is the ideal ratio for that sort of hard yakka, and so we ordered the new T659 with the same ratio,” he explains.

Not all components on both trucks are

The Kenworth T659 is regularly tested in harsh desert conditions.

the same though, and Mark mentions that the new truck rides on Hendrickson PRIMAAX EX PAX 522 (52,000lb) air suspension as opposed to the T658’s SixRod mechanical suspension.

“Stock carters love the Six-Rod suspension because it stands up well in the corners, but we reckon this Hendrickson airbag does the job just as well and we needed to go down the airbag path because of all the various road regulations,” Mark says. “It’s also a lot friendlier on the driver, truck and the stockcrate – a rough back end rattles the crap out of the gates, ramps and other movable parts on the crates.”

Other features of the new T659, that was delivered by Mildura Truck Centre, are a Cummins X15 SCR E5 engine producing 550hp and 2,050lb/ft of torque feeding into a manual shift 18-speed Eaton RTLO 22918B transmission.

The truck also has some ‘old-school’ cool touches including red spider wheel hubs with white steel rims and matching red painted cylindrical steel fuel tanks on both sides, blending nicely with the traditional looking white cab sporting a 50-inch high-rise Aerodyne sleeper.

Bendigo-based Trans Air & Electrics worked their magic on the truck, equipping it with an Icepack ES air conditioner, with the power unit mounted beside large upright custom toolboxes with twin doors on a rugged steel rack behind the cab. They also fitted a set of heavy-duty rubber roadtrain guards over the drive wheels and a water tank with a slide-out tap.

Inside the 50-inch sleeper resides a microwave oven in a custom-built cupboard, a TV, Bushman 50-litre upright fridge and a Redarc 2,000W pure sine wave inverter.

All up, Mark says he couldn’t be happier with his new Dana driven Kenworth and its complete Dana package with full-time lube pump. He says he is keen to see how well this setup works keeping the front diff cooler during the forthcoming summer months, as it also incorporates an air-to-oil cooler in front of the radiator through which the oil is pumped in a circuit to and from the forward diff carrier.

Meanwhile, Mark’s son is getting close to being able to gain his MC licence and the plan is that he will drive the older T658 when this is accomplished.

“I think Danas are very good diffs and the run we’ve had from our T658 is phenomenal,” Mark says. “They’ve kept that truck on the road doing what it needs to do – making us money – and I’m expecting a similar run from the new T659.” p r i m em over m a g . c o m . a u

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PUMP Operating quad roadtrains carting iron ore in Western Australia’s Pilbara region, MGM Bulk depends upon the strength and reliability of JOST’s heavy-duty JSK39CS ball-race fifth wheel to keep the wheels turning day in and day out.

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he sparsely populated and mineral-rich Pilbara region brings to mind the comic twist of the classic AC/DC song, “It’s a long way to the shop if you want a sausage roll.”

Just like the band itself, running equipment has to be built super tough to take years of beatings remote from anywhere and, what’s more, keep coming back for more. This includes the prime movers, trailers and, of course, the couplings that secure the

A new Kenworth C509.

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combinations as a unit.

JOST Australia has a long history of building transport components that go the distance under arduous conditions and it’s for this very reason that companies like MGM Bulk continue to use its products. In short, it makes sound business sense.

MGM Bulk traces its roots back to the 1950s when Mario Giacci and his family founded a small transport and logistics business at Bunbury in Western Australia.

Over the ensuing years it grew into a

national business called Giacci Bros.

In 2004, Mario Giacci also founded MGM Group, with his daughter Giuditta (Giudi) and son Michael. Over the next decade MGM Group expanded its operations, equipment and resources to become a large established business in its own right.

After the sale of Giacci Bros to a public listed company in 2014, MGM added a bulk division to the group known as MGM Bulk, which has experienced significant growth over the last few years,

ING I R O N providing bulk haulage and material handling services to a wide range of mining clients all over WA. The company currently manages the logistics of mineral sands, iron ore, lithium, salt, copper concentrate, timber, gravel, limestone and sand. The full fleet of trucks – ranging from semi-trailers to ultra quads – is fitted with driver monitoring technology that includes MTData and DSSI (Seeing Machines).

Trailing equipment includes side-tippers, end-tippers, Tautliners, flat decks and tankers.

MGM Bulk is currently in the middle of a significant fleet expansion program, with 32 new tri-drive Kenworth C509 prime movers having been delivered from November 2020 to July 2021.

Longevity is key in this operation, with MGM Bulk Fleet Manager, Allan Thomas, saying the original C509s the company bought in 2016 now have around 34,000 hours of operation under their belts and

are still going strong.

Some of the new units have replaced earlier C509s, although the bulk are additional to cater for business growth.

A further batch of 19 units are expected to be delivered in the second half of 2021 and into early 2022.

Speaking about the JOST JSK39CS fifth wheels installed on the C509s, Allan Thomas says JOST fifth wheels have been a permanent fixture in the MGM Group since the component company opened its Australian operations in 1995.

“When JOST first moved into Australia we started using their products and they’ve stood the test of time, so we’ve kept using them,” Allan says.

“Wherever we can specify JOST components such as turntables and

landing legs that’s what we use.”

JOST’s JSK39CS heavy-duty fifth wheel is specifically designed for arduous applications including mining, stock crate, fridge van, forestry and other offroad applications. It has a D-Value of 275kN and an imposed load capacity of 26 tonnes. Adding to its longevity are replaceable steel wear plates which bolt onto the top plate. After reaching a minimum thickness limit, the wear plates can be simply unbolted and replaced with new units, thus giving the top plate a virtually unlimited lifespan.

Other robust features include manual adjustment of the locking mechanism which provides high reliability and extends the lifecycle of the mechanism.

There are also rubber cushion pad

JOST JSK39CS fifth wheel.

The JOST fifth wheel boasts a D-Value of 275kN. p r i m em over m a g . c o m . a u

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TRUCK & TECH

One of MGM Bulk’s Pilbara roadtrains in action.

mounts which allow a degree of lateral flex of the top plate to help even out the top plate loading and reduce the stresses imposed on the entire unit.

The JOST fifth wheels, according to Allan, have a very long lifespan if they are maintained correctly. He also says the process of maintaining and refurbishing them is straightforward, with replacement parts and repair kits readily available, even for the earlier units.

“We have some very old units that we have repaired with new jaws and locking bar kits – I’ve never yet seen one thrown in the bin,” he says. “They are userfriendly and very safe, I believe.”

MGM Bulk has three branches in WA including its head office at Picton near 48

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Bunbury, a branch in Perth and the largest depot at Port Hedland from where the big gear operates. In fact, there are over 60 super- and ultraquad combinations pulled by the Kenworth C509s with gross combination masses (GCM) of 195 and 210 tonnes respectively, along with respective payload capacities of 140 and 150 tonnes.

The tri-drive Kenworth C509 is ideally suited to hauling these colossal weights, featuring Cummins X15 engines rated at 600hp (459kW) at 1,800rpm and 2,050lb/ft (2,779Nm) of torque at 1,200rpm.

Along with its loyal adherence to Kenworth trucks and JOST fifth wheels,

MGM Bulk has also stuck firmly with Bruce Rock Engineering (BRE) sidetippers and dollies which make up all the quad roadtrain combinations in the northwest operation.

As for the drivers, the company has not been immune from the industry-wide shortage of skilled operators.

JOST Australia, along with its highly durable fifth wheels and landing legs, have served the company extremely well for more than 25 years. In an operation where harsh operating conditions and high weights dictate the need for ultrarobust equipment, Allan contends that the company has never had any cause to re-evaluate its dedication to a brand it knows and trusts.

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TRUCK & TECH

SETTLING SCORES Why driver scorecards are the best fleet management tool you’re not using.

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river safety remains one of the biggest challenges across Australia’s transport and logistics industry. A 2019 report by the National Transport Insurance company found the number of truck driver fatalities more than doubled that year compared to any year over the past decade. For operators this means ensuring the safety of a working fleet must be their number one priority. At the same time, Teletrac Navman recognises that managers and operators have a whole lot of other goals to manage including keeping costs down, which is always close to top of the list, as unnecessary fuel use and inefficient equipment use eat away at budgets. Driver scorecards, for their part, allow transport companies and freight operators to stay on top of drivers’ habits while tackling behaviours that are impacting the crucial bottom line.

But unless you happen to be sitting 50

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in the cabin 24/7, knowing how vehicles are being used on the road is difficult. Driver scorecard solutions collect data from in-vehicle telematics to provide a high-level overview of how each driver is going within the fleet management system. Anything from speeding and harsh usage (be it braking or acceleration) to idle time and over revving is easily viewable via a comprehensive module. Teletrac Navman’s Scorecard gives operators the ability to analyse fleet-wide trends and poor habits across the business. For example, you can keep an eye on individual metrics to see where each driver excels and create personalised coaching for areas that need improvement. If, having discovered that most of the fleet is driving at unsafe speeds, real information can be used to inform and update training initiatives across the whole business, including during induction to ensure new staff

don’t fall into bad habits.

Better driving leads to better returns.

When drivers are behind the wheel of their trucks with poor driving behaviour, this doesn’t just put safety in jeopardy, but leads to unnecessary fuel use, more unplanned maintenance, and slower return on investment on expensive assets — vehicles and machinery aren’t cheap! By identifying trends that lead to excessive fuel use and stopping them as they arise, businesses will save thousands of dollars each year according to Teletrac Navman.

“Our 2019 benchmark report found that on average, 9.5 per cent of businesses saw a reduction in fuel costs after monitoring usage since installing telematics,” says Leigh Farrow, Teletrac Navman, Transport Solution Specialist.

“Depending on the size of the fleet, that can be in the tens, and even hundreds, of thousands.”

Driver scorecards, by way of further

“Our 2019 benchmark report found that on average, 9.5 per cent of businesses saw a reduction in fuel costs after monitoring usage since installing telematics. Depending on the size of the fleet, that can be in the tens, and even hundreds, of thousands.”

Leigh Farrow Teletrac Navman, Transport Solution Specialist

example, provide an easy visualisation of how vehicles are used, offering insights about the physical condition of the fleet.

If one or two trucks get used harshly, it makes sense to service these vehicles more frequently than other trucks.

“By monitoring each truck’s performance, you can keep a close eye on upkeep to ensure optimal performance and get the best ROI from your fleet,” says Leigh.

Creating healthy competition among drivers is proving to be another avenue for which management can unlock advantages in this area. The concept of gamification – taking elements of games like competition and point scoring – is nothing new, but it does wonders for motivating drivers to tackle fleet-wide challenges. Further ensuring drivers understand it’s not a penalty system is important according to Leigh.

“You’re aiming to improve behaviour, not punish,” he says. “You can decide which behaviours positively or negatively impact a driver’s scorecard, or which metric is the strategic to improve in the business.”

If speeding is a recurring issue, managers may put more of an emphasis on this than other behaviours. By setting a timeframe drivers can have something to aim for. This is then amplified when drivers are rewarded for having the highest score through incentives such as gift cards or a week of paid leave, or being allowed to drive their favourite vehicle.

“Be sure to regularly share results with the team to create and sustain their motivation to kick bad habits,” Leigh recommends. “By using driver data to inform your safety training initiative and individual targets, you’ll create an on-going culture of safety while driving down costs.” p r i m em over m a g . c o m . a u

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INDUSTRY

YOUR NAME IN

LIGHTS There’s indirect costs of not managing fatigue. It’s vital for transport companies to have a communications plan in place should they be impacted by an accident.

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’ve seen my fair share of accidents involving vehicles and trucks,” says veteran journalist and communications expert Kim Skubris.

As a police reporter over the last three decades, Kim attended plenty of fatiguerelated incidents and saw how they affected individuals and businesses alike.

She also saw first-hand how companies that handled their aftermath poorly tended to suffer worse consequences over a longer period. Her message to 52

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transport companies is simple: Have a communications plan in place before an incident happens.

What can go wrong? Industry is familiar with fatigue incidents’ immediate impacts. Trucks and trailers and cargos are damaged. Drivers and pedestrians and road users may be hurt. But the full effect can be much more significant and take much longer to be felt.

Kim says that nowadays, news about crashes and other incidents, even near

misses, can be in the public eye almost instantly. From dashboard cameras to mobile phones, video recorders are everywhere.

“When I started, back in the nineties, by the time you got to an accident and took a few shots, most of the action had already happened,” she says. “But these days, everyone is a potential news journalist or reporter because pretty much everyone carries a phone that has broadcast capabilities.”

Kim Skubris.

Communication is critical.

“Most businesses have bad news at some point,” Kim says. “Bad news doesn’t necessarily become national headlines, but my critical advice is do not put your head in the sand when it comes to communications.

“Whether it’s your staff or your stakeholders or the media, they will fill a void with scuttlebutt and rumour,” adds Kim. “And that’s only going to be damaging to you.”

Most in the industry are familiar with the incident involving Cootes Transport.

In October 2013, a fatal crash in Sydney set in motion a chain of events which eventually saw both Cootes and its parent company, McAleese, liquidated.

Neither was it a fatigue-related incident.

It was found, however, that Cootes safety culture was not as developed as it could have been to prevent such an incident.

Consequently, the company was held responsible for the chain of events which led to the fatality. At the time it was also observed that the company was unable to handle enquiries from the media on the topic of the incident. This inability

NTI has teamed up with the NHVR to bring safety tips and tools to industry.

further highlighted other business inadequacies.

“I can’t find one comment from the parent company in that critical first 24 hours where they expressed sympathy for the victims’ families and loved ones,” notes Kim. “Never say ‘no comment’”.

To the media ‘no comment’, according to Kim, is a red rag to a bull “‘No comment’ to the staff looks like you don’t care,” she says. “‘No comment’ to authorities insinuates you might not be on top of things.”

Again, Kim emphasises that the key is to have a communications plan before you need it. What does a communications plan look like?

A communications plan doesn’t need to be a massive document. It simply

members of your employees, business partners and others,” Kim says.

This highlights another important point: only designated and authorised people should speak to the media. In smaller companies the owner or managing director is likely to be the only such person. But in larger companies it’s prudent to have more than one spokesperson, to ensure they’re not overwhelmed if an incident occurs.

Finally, Kim says there needs to be a chain of command as spokespeople.

“And you need a chain of command on who is going to filter the message,” she says, to ensure communications are confident and consistent.

If it hasn’t already been done, engage a public relations or crisis

“When I started, back in the nineties, by the time you got to an accident and took a few shots, most of the action had already happened,” she says. “But these days, everyone is a potential news journalist or reporter because pretty much everyone carries a phone that has broadcast capabilities.”

Kim Skubris Veteran Journalist and Communications Expert.

needs to specify who will speak on the company’s behalf and give some guidelines on what to say.

“It doesn’t matter whether you’re a small family business or a multi-million-dollar operation with employees around the country,” Kim explains. “The first thing to consider is who is going to be the first port of call, who is the person that’s going to take control of the situation. It’s most likely going to be the boss, but you need someone who will take the call.”

It’s therefore vitally important for a business to have someone who has had media training so they can talk to the press and answer questions with confidence.

“In the event of an issue, this person can then surround themselves with people who can field the information and the calls from possibly concerned family

communications expert as part of regular business. They’ll help to create a plan and advise on messaging ahead of time. If an incident does occur, they’ll provide assistance in managing its aftermath.

There are lots of options available around media training and it’s definitely worth the investment for any business.

The final word: have the first word.

For transport businesses suddenly thrust into the spotlight, be proactive with your communications rather than waiting for the media to come calling.

You don’t want to be reactive; rather, you should seek to drive the narrative and – as far as you can – influence how the story is told.

“You can express sympathy without admitting liability,” Kim says. “You should always have something to say.” p r i m em over m a g . c o m . a u

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TEST DRIVE

MIXED

BLESSINGS UD provides a new choice for customers in the highly specialised concrete agitator sector.

S

ince its introduction in Japan in 2017 the UD Quon has helped redefine the expectations of Japanese trucks. Specifically engineered to suit the needs of operators in the agitator and waste sectors, this 8x4 configuration of the Quon has put UD firmly on track to capitalise on the opportunity to significantly expand its share of the Australian Heavy-Duty market.

Underpinned by its Volvo-based driveline and electronic architecture combined with Japanese production capabilities, the 8x4 version of the Quon actually had its genesis here in Australia.

Recently retired Vice President of Sales

The long-awaited 8x4 agitator offering by UD for the local market.

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for UD in Australia, Mark Strambi and then local UD Product Manager Neil Carey set about the project in consultation with David Moore, UD Vice President – Technology Product Project, and Chief Project Manager for UD Trucks, Takayuki Tsuchiya, the latter two being based in Japan.

Weight factors, both tare and distribution across the axles when loaded, are critical to successful 8x4 applications and there was a significant level of dialogue and consultation with local engineers and operators as the project advanced. A low centre of gravity is also a significant contributor to the stability and safety of agitator

trucks. That has been taken into account as well.

The 8x4 UD Quon CG30 360’s specifications have been optimised for the Australian and New Zealand markets including the use of high-tensile single skin steel in the chassis to achieve the required low tare weight. The use of the single rails also reduces the possibility of corrosion which can be a common affliction on agitator trucks built with double skinned rails. Using single rails has also contributed to keeping the 8x4 Quon’s tare weight for the 4500mm wheelbase cab-chassis close to 8,000 kg.

The chassis rails have been engineered with angle brackets included to facilitate

The UD Quon CG30 360 boasts an impressive turning circle.

the installation of frameless agitator bowls which assist in lowering the centre of gravity and contributing to the lower tare weight of a ready to work truck. The Quon 8x4 is also available in longer wheelbases of 5200mm and 5700mm making it suitable for other applications such as crane trucks, hook lifts, front bin lifts and tippers. The 4500mm wheelbase is the common industry standard for agitator applications in this country and at full steering lock the Quon exhibits a very tight turning radius of just 8.74m.

The longer wheelbase models have the option of the 8.0- and 11-litre engines while the shorter 4500mm version, mainly suited to agitator applications, is only available in the 8.0 litre variant.

However, on our test drive the 263kW engine (approximately 360hp at 2200rpm) proves to be more than capable by quickly accelerating to the speed limit and holding on well when going up hills despite being loaded to a gross of 27 tonnes. The performance is enhanced by the Gen 5 double overdrive Allison 3200 Series full automatic transmission making the most from the engine’s 1,428Nm of torque which is at its peak at 1200rpm. The engine has a rear access for a PTO with both DIN and SAE interfaces and the Allison has PTO access at the convenient ‘1.00 o’clock’ position.

This is the first installation globally of an Allison transmission behind the 8.0-litre UD engine in a Quon and in practice the combination of these two major components seems to be well matched

with every change being smooth and predictable and there is no driveline vibration detectable. The transmission is controlled by the familiar Allison touch pad mounted on the console in a convenient position for the driver.

The transmission is programmed to enable downshifting to maximise the

UD are definitely on a winner with this comprehensive package which will tick all of the required boxes for the booming concrete supply sector. effectiveness of the two-stage exhaust/ engine brake by increasing exhaust pressure. The diffs have cross locks which is essential for agitator work.

The 8.0-litre engine meets the Japanese pPNLT emission standard which is the equivalent of Euro 6. The UD ESCOT-VI which is the UD version of the 12-speed Volvo I-Shift automated manual transmission is available as an option.

The installation of the AMT adds another 1,500kgs to the truck’s allowable GVM. The detailed planning of the Quon 8x4 extends to having factory pre-wiring for rotating beacon lights and automatically switching on the hazard lights when reverse gear is selected.

The test truck is fitted with a 7.6 cubic

metre ATT Hydraulic Transit mixer and with water and fuel tanks, all full, comes across the scales with a tare weight of just 11,510 kg, which provides for sizable payloads due to the 28,500kg GVM. To enable legal and safe distribution of weight a load sharing suspension system for the steer axles is required. In common with similar set-ups used in Volvo and Mack eight wheelers the Quon uses parabolic leaf springs at the front.

There is an existing twin-steer air suspension set up available for Quon in Japan but it only has a load capacity of ten tonnes due to its use of smaller axle spindles. The Australian specification is for 13 tonnes so the local spec eightwheel Volvo has provided much of the engineering hardware for the Quon.

As part of the global Volvo Group, the UD engineers were able to access the CAST (Common Architecture and Technology) system for items such as battery boxes and the fuel and air tanks from other divisions of the group.

The location and fitment of these components have been specifically carried out to optimise agitator applications. The rear suspension now has the option of leaf springs although our test unit has the eight airbag arrangement which provides increased stability and an improved ride. It is also fractionally lighter and has been engineered with large capacity airlines and valves on the suspension which provides more effective electronic stability control (ESC).

The Quon cab is spacious, comfortable and attractive with the mostly black

A 190 litre fuel tank is adequate for agitator applications. p r i m em over m a g . c o m . a u

55

TEST DRIVE

During the test drive the UD Quon was loaded to a gross of 27 tonnes.

surfaces complemented by silver highlights. The driver rides on an airsuspended seat which has adjustments for shock damping, seat back recline, height control, and lumbar support as well as an ajustable arm rest.

Kerbside vision is enhanced with the use of the transom window located in the lower section of the passenger’s door, with the addition of rear facing cameras mounted on the mirrors on each side.

The standard safety package includes electronically controlled disc braking on all four wheels, Electronic Stability Control, Lane Departure Warning, Emergency Braking and Automatic Hill Start Assist (HSA). The UD version of adaptive cruise control is called Traffic Eye and uses radar to detect the vehicle 56

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in front and maintain a fixed distance from it. The radar, in conjunction with the forward-facing camera, is also integral in the Quon’s Emergency Braking System which initially warns the driver of a potential collision with the vehicle in front. If the likelihood of an impact increases the brakes are automatically applied in order to avoid a collision or at least minimise damage if it proves totally unavoidable. The cruise control functions are controlled by a switch panel located on the left side of the steering wheel. A similar control pad on the right side of the wheel controls the various displays available on the instrument panel’s 5-inch LCD information screen.

Daily checks are carried out without the need to lift the cab. Accessing the fluid

levels are achieved by lifting the front panel. More comprehensive servicing and maintenance operations are assisted by the good access available to the engine area due to the cab tilting to 65 degrees.

Agitator trucks are typically used in metropolitan areas and usually return to their depots at the conclusion of each shift, so it was unnecessary to incorporate long range fuel tanks and the 190-litre alloy unit should prove more than adequate in an agitator application. The longer wheelbase 8x4 models are fitted with 400-litre tanks.

The best businesses pick their battles wisely. UD are definitely on a winner with this comprehensive package which will tick all of the required boxes for the booming concrete supply sector.

7 APRIL 2022

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A Volvo FH autonomous mining truck operating for Brønnøy Kalk AS in Norway.

ROLE

CALL

In all probability the internal combustion engine will be dominant for some years and Volvo globally is on a journey towards fossil-free transport solutions by 2040.

I

n early 2021 Paul Illmer was appointed to the newly created role of Vice President Emerging Technology and Business Development at Volvo Group Australia.

Paul previously was Vice President Sales Strategy and Support. More recently, smart mobility advisor Tim Camilleri has been recruited to the position of E-Mobility Solutions Manager.

Prime Mover: Can you provide an overview of the functions of your new role?

Paul Illmer: I now focus on emerging technology and under that umbrella is electric and hydrogen energy as well as automation. I’ll be acting as a conduit between the market here and the various brand HQs. I’ve been fortunate in my previous roles to form a global network of people I can connect with fairly 58

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quickly when it comes to making sure that Australia is absolutely aligned when it comes to new technology. The other thing is being astutely aware of how the Volvo Group works when it comes to bringing an idea to market.

PM: Do you expect a transition involving alternative fossil fuels such as gas or even manufactured fuels like biodiesel, or is there going to be a jump direct to electric and hydrogen?

PI: We’re still going to be reliant upon diesel for a period of time and we don’t have an end date for the diesel engine because we know in heavier applications, and in some remote locations, the diesel engine will certainly play a part for many years to come.

However, we do see a shift from the diesel fuel that we have today and the energy source to be a more sustainable

product such as renewable diesel or synthetic diesel.

PM: Australia is yet to mandate Euro 6 emission standards. Is it being left up to the industry to clean up our air?

TC: The availability of Euro 6 vehicles on the market right now is a strong incentive. We’ve got a lot of partners and businesses who are interested in converting to Euro 6 so there is probably a strong enough push coming from industry, but there is always a place for the government to play as well. There is enough buy-in and strength coming from industry and it would be good to see everyone on the same page and pushing forward to the same goal but I think we’ll eventually get there anyway.

PM: The Volvo Group has always been a leader in new

Tim Camilleri and Paul Illmer.

technologies. What’s next?

PI: What you will see is a real push for Level 5 autonomous vehicle platforms operating in confined spaces. This is where companies like Volvo are able to come and test and learn and take those learnings into future product road maps. The starting point will most likely be autonomy in controlled spaces like mines, ports, terminals and those environments where we know we can deploy autonomous technology safely in line with our corporate values and I don’t think it’s too far away. The Bronnoy mine in Norway is a good example of what is possible. It will be more collaboration between companies like Volvo, and maybe the telcos, when it comes to creating the communications environment for autonomous vehicles.

PM: Is communication between vehicles and infrastructure an area where both safety and efficiency have benefits?

Tim Camilleri: The vehicles themselves can be autonomous but can also take information from the infrastructure around them, which could be as simple as detecting a red traffic light over the crest of a hill. As we progress towards Level 5 on-road we will start to see more where we are not just relying upon the vehicle and its sensors to do the work, we’re getting information from the surrounding infrastructure.

It’s effectively another set of eyes. An example is the Emergency Vehicle Priority system which is very effective

but if we move forward from that, not just the emergency vehicles but other vehicles can influence green light wavethroughs and also become the mobile sensors themselves. Rather than having to rely on in-ground sensors every ten metres we’ve got mobile sensors in the vehicles able to do the same job.

PM: Is the cost of development of future energy and future technology such that no manufacturing group can go it alone?

PI: That’s a really timely question and there are two ways that we describe it in the Group. First, ‘partnership is the new leadership’. Second, is ‘to make or buy decisions’. The cost of R&D for these new technologies is expensive and we want to bring these solutions to market as soon as possible, primarily from a sustainability perspective and the reduced reliance upon fossil fuels.

We are also in this position where we have two different R&D streams. One is ensuring the product platform we have today is further refined and we don’t lose focus of that, and then we’ve got this other R&D stream with the emerging technologies which requires a lot of capital input and also a lot of competence.

PM: Has the BevChain trial of Volvo electric trucks created much interest from the wider industry in Australia?

PI: It’s been hard to keep up with the demand for information and there is a lot of interest around our electrification

projects. The BevChain trial is performing very well and we’ve learned a lot from it. The way we work with this new technology means we won’t just dump trucks into the market and walk away, the sales process is very different between ourselves and the customers.

We start with a pre-study with route configurations to make sure the truck is going into the right application. At the same time we build them a program of safety training for the operator, the company, emergency services, the dealer and anybody who will interact with the vehicles. We are certainly talking to a broad range of operators around some opportunities at the moment.

PM: Most of the electrification technology we have seen so far has been in light to medium vehicles.

When will we see some heavy EVs here such as the 60 tonne GVM Volvo being trialled with DHL in Europe?

PI: The technology around the batteries and their energy density will continue to improve. Tim is leading the way here for Volvo Group with factors such as re-charging. Once we move from battery electric to hydrogen fuel cells that scenario then completely opens the door for a range of other use cases and applications in Australia.

TC: We’ve got a maturity in numbers when it comes to zero emission vehicles and we are seeing some quite interesting applications with our trials being a success. If put into the right use cases these vehicles excel but given the unique freight task in Australia there is going to be a mix going forward.

PI: The thing we have learned in this technology is there are no gimmicks and there are no short cuts. We feel that the best way to bring this product to market is with strong consultation and business relationships. It’s a huge shift for our industry, and it’s a huge shift for our customers and we need to do the heavy lifting as a manufacturer and make sure we conduct our business in this industry in a really trust-based way and de-risk the transition for customers. p r i m em over m a g . c o m . a u

59

PRIME MOVERS & SHAKERS

PEOPLE

FIRST

Linfox President Consumer and Healthcare Group, Kylie Fraser has been named a Mentor of the Year finalist in the 2021 Women in Industry Awards.

W

ith an extensive career in freight and logistics, Kylie Fraser is currently responsible for Linfox’s fast-moving consumer goods (FMCG) and healthcare customers in Australia, which involves developing end-to-end supply chain solutions for many of the world’s best-known consumer brands and healthcare organisations.

After leaving school Kylie’s first role was with Rapid Transport, then a division of the Mayne Nickless 60

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group. She was based at head office in an administration role, but soon after commencing transferred to an operational site.

“I think I was too noisy for head office”, Kylie says.

The move ignited an interest and subsequent life-long passion for warehousing and transport. This was quickly recognised by management and Kylie became the company’s youngest site supervisor.

“I didn’t enjoy school at all, and when I went into operations it was as if

I’d found where I was meant to be,” Kylie says about joining the transport industry. “The world of operations and everything within it resonated with me, and I loved that no two days were ever the same. That’s still the case, thirty years on.”

Relying mostly on her own initiative, Kylie rapidly developed her own leadership skills.

“I never had a formal or even informal mentor myself, which is probably why I am now so passionate about mentorship,” she said.

Being the youngest person and only female on site may have been isolating for Kylie, yet she seized the opportunity.

“At the time it never dawned on me that I was different or that I wouldn’t be afforded opportunities as a female,” she recalls. “I always believed that working hard would get me where I needed to go, and opportunities continued to come my way. To be honest, I’ve been very blessed and have never been in a situation where gender has been a challenge for any opportunity I’ve been given.”

The relationship with Linfox began when the company acquired Mayne Nickless transport operations. Kylie’s career continued to progress under the new ownership, and she eventually became a national manager looking after some of the larger FMCG clients, many of which are still her customers today. She was later appointed Vice President of Operations for the FMCG division.

“I had just returned from maternity leave and Kathryn Fagg was President of FMCG at the time. She was an absolute inspiration and has been an unbelievable influence in my career, particularly when I went to BevChain,” Kylie explains. “Kathryn nominated me for the position and her words of encouragement, ‘you can do this, I believe in you’, gave me the resolve to accept the role.”

Despite some initial misgivings and even admitting to a little self-doubt, in 2011 Kylie took over as CEO of Linfox’s BevChain, where she oversaw the business doubling in size during the first

four years of her tenure.

“Being holistically accountable for something was a definite game-changer for me,” Kylie says in reference to the overall management function which came with the position she held until 2017, when she returned to Linfox.

“When it comes to mentoring, I always reinforce that people don’t recommend you if they think you’re going to fail. It’s an indication that person backs you and wants you to succeed.”

Upon further reflection, Kylie acknowledges she has had the good fortune in working for many good leaders over the years. Of course some have been less than great.

“My leadership style has been more influenced by the latter, as I never wanted to be that type of leader,” she quips.

Kylie views the transport industry rising to COVID-19 challenges as a watershed response with the last two years having taught the wider community how important the supply chain is.

“Without it, countries break down.

There is a new-found appreciation for the truck driver, forklift driver, warehouse team and transport team,” she says. “These people keep our country going and are literally putting food on the plates of millions of families and households around the country.”

She adds, “Our experience throughout the pandemic provides an opportunity for us to refresh and rebrand the importance of logistics.”

Kylie completed her MBA in December 2020 after studying part-time for four years. She saw those studies as yet another avenue to grow her network, expand her thinking and to meet people outside her day-to-day business activities. As an industry leader, Kylie keeps an eye on the post-pandemic future while ensuring current demands are met for business and operational innovation during this period of constant change.

“What post-pandemic supply chains will look like presents a challenge and an exciting opportunity at the same time.

“Agility, consistency, quality and safety

are critical for supply chains to respond to changing demands and influences, many of which can be largely out of anyone’s control,” says Kylie.

Looking to the future, Kylie sees investment in technology and automation as a way that businesses can adapt to and mitigate some COVID-19 challenges and, furthermore, maintain or even improve speed to market for customers. She acknowledges that recruiting people for current and future industry requirements will, however, bring with it some challenges.

“People are critical to the success of any business and there are lots of opportunities for great team members in our industry right now. Linfox does a fantastic job of attracting, developing and retaining the best people, bringing rich and diverse backgrounds and perspectives to the business,” Kylie says.

“We are also proud of our strong and successful graduate program.”

The future and the talent coming through the business is nevertheless exciting according to Kylie.

“These young people have so many opportunities, it’s exciting to be them in our industry and our world today,” she says. Equally, Kylie sees there are additional levers to attract and retain talented people with advances in industry safety, automation, technology and increasingly important environmental commitments.

“Customers have always expected us to be at the table on safety, and they definitely want us there now with shared sustainability programs and goals as well,” she says. “That is another big, important shift for our industry.”

Kylie Fraser may have progressed a considerable way from tallying driver run sheets, yet she remains connected to the grassroots of her industry.

“If I’m having a not-so-good day, I go straight to a site and head for a walk into the warehouse to talk and laugh with our people,” she says.

“A good day for me is a day out in operations – that’s just food for the soul and I come back with an ‘I can do anything’ mindset.” p r i m em over m a g . c o m . a u

61

OILS, FUELS & LUBRICANTS ADVERTISE IN OUR FEBRUARY 2022 PRODUCT SHOWCASE ON TRUCK LEASING AND RENTALS. Reducing fuel costs remains one of the final frontiers in which transport operators can still find those crucial extra gains. Stricter emission regulations, unpredictable fuel prices, advanced engine systems and growing competition continue to challenge the global commercial transportation industry. The Australian market itself poses a unique set of driving conditions for road transport fleets. Do you have a product specifically formulated for a variety of engine applications across heavy and light trucks? Can your product offering help prolong the life of equipment and help operators get the most out of the drivetrain?

Be part of Prime Mover’s product showcase in February as we offer a platform in which to present your lubricants and oils to a market hungry to find that ultimate edge over the competition.

Prime Mover offers an opportunity for businesses to present their products and solutions in this unique space.

BOOKING DEADLINE

17 DECEMBER 2021 ®

November 2021

Sullivan Logistics True West NOVEMBER 2021 $11.00

ISSN 1838-2320

9 771838 232000

10

Industry Fleet: Liberty Oil Feature: MGM Bulk Industry: Fennell Forestry Personality: Paul Illmer

Innovation Fleet: Nagle Transport Technology: Nundooka Station Test Drive: UD Quon 8x4 Delivery: Hyundai STARIA-LOAD

T H E P E O P L E & P R O D U C T S T H AT M A K E T R A N S P O RT M OV E AUSTRALIA’S GUIDE TO UTES, VANS, LIGHT TRUCKS & PEOPLE MOVERS

Delivery Magazine inside: Pages 59-69.

MAGAZINE

TO BOOK IN PRIME MOVER CONTACT ASHLEY BLACHFORD NOW ASHLEY.BLACHFORD@PRIMECREATIVE.COM.AU | 0425 699 819

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

www.deliverymagazine.com.au ISSUE 103 NOV 2021

A BIGGER SPLASH

HYUNDAI STARIA-LOAD RAM 2500 LARAMIE | MAZDA BT-50 SP

NOV

CONTENTS

21

Welcome to Delivery…

70 DELIVERY NEWS

66

LATEST FROM THE INDUSTRY

FINAL MILE

68

A BIGGER SPLASH

Hyundai’s iLoad replacement following increases made to its cargo capacity and passenger car levels of comfort, driveability and refinement, is both bigger and better.

ON SITE

70

FULL BLAST

RAM Trucks Australia’s new RAM 2500 Laramie model out-powers, out-tows and out-hauls just about every other pick-up available in this country.

LAUNCH PAD

72

NEW VARIANTS

Mazda, after closer alignment with Isuzu, has expanded its BT-50 range which is poised to go on sale in Australia in January 2022 the automaker confirmed.

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n ove m be r 2021

“Chaos,” noted comedian Steve Martin, “in the midst of chaos isn’t funny, but chaos in the midst of order is.” Those working in and around the last mile delivery sector are about to have their sense of humour tested even further to judge by the impacts the current environment is having on supply chain. The Australian Food & Grocery Council (AFGC) has warned the impact on grocery supplies could be similar to what is being seen across the United Kingdom. Major retailers in the UK were experiencing the lowest stock levels on hand since 1983. Australians have already been told to brace for Christmas shortages with 20 months of shipping disruptions resulting in part from pandemictriggered overseas factory shutdowns, port congestion and shipping container and labour shortages. The United States Postal Service recently suspended package services to Australia in response to case number outbreaks here.

Regime-approved media consensus likens supply chains rather than governments, who have hit their debt ceilings after locking down and printing money they shouldn’t have, as the culprit. Remember the ship that got stuck in the Suez Canal? Yep, that’s being scapegoated, as some financial sceptics warned at the time, in the narrative being shifted around inflation.

Delays on all kinds of products will in turn inflate prices with a giant backlog only contributing to increasing demand that cannot be met despite the best efforts of freight forwarders, logistics firms and transport specialists. One of these, Verus Global, is only two years into business, turned over $76 million in FY21, an 81 per cent year-on-year spike from the FY20 financial year. The 25-year-old CEO Jackson Meyer, a Forbes 30 Under 30 alumni, has not wasted time in adopting new technology as part of an ambition to be a leading freight forwarding disrupter. In addition to rapidly establishing a presence in Australia, Hong Kong, mainland China and the UK, Verus Global has launched Fickle, a global data analysis and visualisation platform as a solution for companies to manage and evolve their freight forwarding operations in real time.

Meyer is rolling out a virtual shopping experience for one of Australia’s largest retailers. Users will be able to walk into stores virtually, all while shopping from their living rooms. The experience is said to befit the current state of events with lockdowns across most of Australia. Unfortunately, the virtual world doesn’t move goods any quicker. But it consolidates ongoing demand. That’s funny — just not ha ha funny.

RENAULT MASTER it’s my business it’s my van

“They look great on the road and they are great for business” “I have a fleet of Renault Masters. I started my business in 2002 with 5 Renault Masters. I now have more than 40 across Australia. They look great on the road and they are great for business. There’s loads of storage throughout and tech keeps us connected. Both rear doors open and you can load a pallet straight in. We love the way our signage looks on the van. You can’t miss us on the road!”

Peter, Cowan Restoration Services renault.com.au

NEWS

X1 TRANSFORMER LAUNCHED BY ACE EV

X1 Transformer.

Australian electric vehicle manufacturer ACE EV Group has launched its new X1 Transformer modular platform. The Transformer’s modular architecture offers interchangeable modules for long and short wheelbase, high and low roof, van and ute, and can change modules in just 15 minutes.

ACE EV Managing Director and CoFounder Greg McGarvie said the X1 was aimed at major fleets around the world as an integrated energy, transport and communications system.

“We are a focused energy and software

company with a Mobile Energy Management System that delivers new ways for energy and transport to work together,” he said. “For busy freight companies with their major distribution centres, the X1 enables them to fit a prepacked module straight onto its electric platform and be on its way in 15 minutes.

“One platform can carry whatever cargo module is required – van or ute, high or low roof – so it is constantly earning its keep, whatever each individual freight mission may be.”

A key feature of the X1 Transformer platform is advanced V2G (vehicle-togrid) technology which connects it via the Cloud to telematics, software updates, emergency power and ACE’s pioneering Smart Energy Wallet.

McGarvie said ACE EV had won $5 million in Federal Government funding through the strong advocacy of Senator Rex Patrick for an energy management trial to start early next year using the X1

Transformer as its test platform.

“Our Advanced Australian Vehicle To Grid (AAV2G) project will deliver bi-directional transfer between vehicle, building and grid with integrated on-board energy metering,” he said. “The system will enable the X1 Transformer to power an entire home or business, with the vehicle battery storing energy from rooftop solar cells or from the grid,” said McGarvie.

“It can charge when the sun shines, provide night-time energy needs, supply emergency power when needed, feed back into the grid – and, of course, run the vehicle itself.

“We intend to have X1 Transformer trial vehicles on the road this November, with a view to beginning full-scale systems testing in April next year.”

The launch was hosted online by the Society of Automotive Engineers – Australasia (SAE-A), the Asia Pacific professional body for automotive and mobility engineering.

ACCC STUDY FINDS PETROL PRICES LOWEST IN 22 YEARS Average retail petrol prices in 2020–21 in Australia’s five largest cities were the lowest in 22 years in real inflationadjusted terms, according to the ACCC’s latest petrol monitoring report.

The report looks at Australian petrol prices in the 2020–21 financial year and the June quarter 2021. Annual average retail prices in 2020–21 in Sydney, Melbourne, Brisbane, Adelaide and Perth were 129.7 cents per litre (cpl), a decrease of 4.9 cpl from 2019–20 (134.6 cpl). In real terms, the last time annual average retail prices were lower than this was in 1998–99 when they were 115.0 cpl.

“Low average petrol prices in the last financial year have come after prices reached record lows around the onset of the COVID-19 pandemic,” ACCC Chair Rod Sims said.

In 2020–21, taxes were the largest component of the price of petrol in the five largest cities, and greater 66

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than the cost of refined petrol. Taxes accounted for 42 per cent of the price, while the international price of refined petrol accounted for 39 per cent. The COVID-19 restrictions on travel and economic activity in Australia imposed in mid-March 2020 meant that there was significantly less petrol purchased from retail sites. In 2020–21, annual petrol sales volumes were around 11 per cent lower than in 2018–19, before the impact of COVID-19.

“The pandemic has had an enormous impact on demand for petrol in Australia, going back to March last year and this has influenced retail prices and gross retail margins,” Sims said.

Movements in Australia’s retail petrol prices largely mirror movements in international refined petrol prices, which generally follow international crude oil prices. The major influences on crude oil prices in the past year were agreements made by the Organisation

of the Petroleum Exporting Countries cartel to cut crude oil production, and the impact on demand of the COVID-19 pandemic.

“Australian petrol prices reflect international refined petrol prices so when prices go up in the Asia Pacific region, motorists in Australia pay more for fuel,” Sims said.

In 2020–21, average petrol prices across the more than 190 regional locations monitored by the ACCC were 127.6 cpl, which was 2.1 cpl lower than average prices in the 5 largest cities (129.7 cpl).

“Historically, regional Australians have paid more for petrol than motorists in the five largest cities, so four consecutive quarters of lower prices in the regions is significant,” said Sims.

Possible reasons for this include fewer lockdowns in the regions, and regional retail petrol prices reacting slower to international price increases.

COURIERSPLEASE FORECASTS 30 PER CENT GROWTH FOR DECEMBER QUARTER Parcel delivery service CouriersPlease is forecasting a second parcel boom before Christmas. The e-commerce boom of 2020 has continued well into 2021 and this year, between the months of March and May, CouriersPlease experienced an 80 per cent spike in parcel volumes compared with the previous year.

October to December is the peak period for the logistics industry, given the popularity of major shopping events such as Black Friday and Cyber Monday, as well as Christmas shopping. CouriersPlease reports its parcel volumes grew to more than 4.6 million in the final quarter of 2019, an increase of just 1 per cent (52,000 parcels) on the 2019 September quarter.

However, during the 2020 December quarter, CouriersPlease handled more than 8 million parcels, amounting to a significant 71 per cent growth on

the 2019 December quarter. This year CouriersPlease says it is well on its way to surpassing its 2020 December quarter volumes, already delivering more than 5.6 million parcels in just eight weeks. As a result, the company expects a further 30 per cent growth in the December quarter compared with the same period last year. This is about 2.4 million more parcels than the company delivered during the last December quarter, and 122 per cent (5.7 million parcels) more than the 2019 December quarter.

“We’ve continued to experience a surge in parcel volumes and the current lockdowns have seen volumes soar to the levels we see during peak periods,” said Phil Reid, CouriersPlease Chief Operations Officer. “Since last year’s boom, we expanded the business rapidly, doubling our franchisee network and hiring hundreds more

A CouriersPlease van in Melbourne.

delivery drivers. However, volumes continue to soar to record levels, and a second parcel boom this November and December is inevitable. We are preparing for a more than 30 per cent increase in volumes during this period and have already started recruiting more warehouse staff and delivery drivers where possible.”

NEW MODELS AND UPGRADES HERALDED FOR POPULAR D-MAX UTE Isuzu UTE Australia (IUA) has announced a stronger presence for its D-Max onetonne ute, with new variants, a new engine option and customer-driven upgrades slated for introduction with the upcoming 2022 (22MY) range. Due to arrive in IUA dealerships in the firstquarter of 2022, the updated range is, according to IUA, its most comprehensive starting lineup to date – introducing updates based on feedback received from customers and the media over the past year.

“Preliminary specifications of the 2022 D-Max range are incredibly exciting with

D-Max will fast track new models in Q1 2022.

a new engine, new models and updates fast-tracked to meet Australian customer demand,” said Isuzu UTE Australia Managing Director, Hiroyasu Sato. “It’s the feedback from our customers that has been the driving force in introducing these updates, and we are proud to expand on the proven D-Max recipe that has solidified its place in many Australian driveways.”

The SX grade adds three new variants: SX Space Cab Chassis 4×2 Auto, powered by the existing 3.0-litre turbodiesel engine; and two SX Single Cab Chassis 4×2 variants. These two feature as standard Isuzu’s new-to-Australia RZ4E-TC 1.9-litre turbo-diesel engine paired with either a six-speed manual or six-speed automatic transmission.

Generating 110kW of power and a generous 350Nm of torque, the RZ4ETC has reportedly earned its stripes in overseas markets for its supreme fuel efficiency and quiet, refined operation.

Braked towing capacities of the RZ4E-

powered SX Single Cab Chassis 4×2 Manual and Auto are 2,800kg and 3,000kg respectively. Both are available with a 2,550mm-long tray constructed of either alloy or steel. The 4JJ3-TCX 3.0-litre turbo-diesel engine boasting 140kW and 450Nm is optional in SX Single Cab Chassis 4×2 units and standard in all other D-Max variants.

For those requiring more cabin space, the new SX Space Cab Chassis 4×2 Auto joins the 22MY range. Powered by the 3.0-litre engine, it features rear wing cabin doors and a 2,100mm-long alloy or steel tray. Developed on feedback from customers, IUA is set to add two new mid-spec variants to the 2022 starting roster. Available in the crew cab chassis configuration, the LS-M Crew Cab Chassis 4×4 Auto and LS-U Crew Cab Chassis 4×4 Auto are both powered by the proven 4JJ3-TCX 3.0-litre turbo-diesel engine with 4×4 Terrain Command and rear diff-lock, and feature a 1,800mm-long alloy or steel tray. d el i ver ym aga z ine . c o m . a u

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BIG

FINAL MILE

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Hyundai’s iLoad replacement is both bigger and better.

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ncreased cargo capacity and passenger car levels of comfort, driveability and refinement are among Hyundai’s claims regarding its new STARIA-LOAD commercial van that went on sale locally in September priced from $45,740. It will be available in either two-seat van or five-seat crew van

The STARIA-LOAD incorporates an all new front wheel drive from Hyundai.

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configurations, with the option of a one-piece lift up tailgate or twin vertically split rear barn doors.

STARIA-LOAD is all-new from the ground up, based upon the same N3 passenger car platform as the 2021 Santa Fe. According to Hyundai, this platform is lighter and more rigid than the outgoing iLoad, which combined

with a new front-wheel-drive (FWD) layout, provides car-like refinement, handling and ride quality.

While the drive has moved from the rear to the front wheels, a solid rear axle and leaf spring rear suspension have been retained to manage heavy loads reliably, while the new platform and powertrain have enabled an

GER increase in braked towing capacity to 2.5 tonnes.

Hyundai said STARIA-LOAD’s new platform and layout has not only increased cargo volume, but also made the space more usable, increasing key dimensions for a cargo area that can comfortably fit two Australian pallets or three Euro pallets, with an increased sliding door opening width for side forklift access.

Every dimension of the new vehicle is increased compared with its predecessor, along with a lower loading height. As well as easier loading and unloading, the lowered floor provides 96mm of extra interior height for head room and taller items.

There are also eight tie-down points throughout, a variety of mounting points for accessories and felt board trim in key areas where objects may damage the walls.

Power comes from a 2.2-litre CRDi

STARIA-LOAD fits two standard Australian pallets in an enlarged cargo area.

SPLASH

(common-rail direct-injection) turbodiesel – delivering strong figures of 130kW at 3,800rpm and 430Nm of torque in a wide band between 1,500 and 2,500rpm – mated to an eightspeed automatic transmission.

Hyundai claimed a fuel consumption figure of 14.3km/l (40.4mpg) but didn’t specify under what conditions this figure is achieved.

Standard safety features abound including seven airbags including front centre – three more than iLoad – and Electronic Parking Brake with auto hold.

There are also a number of all-around visibility aids including Rear Cross Traffic Alert, Blind Spot Collision Avoidance Assist and Surround View

Monitor (lift-up tailgate versions only).

The list goes on to include Parking Distance Warning – front and rear, Intelligent Speed Limit Assist, Lane Keeping Assist, Forward Collision Avoidance, Smart Cruise Control and Driver Attention Warning.

Occupant comfort and convenience are also well catered for with leather appointed steering wheel and shift lever, black cloth seats, dash storage and front ceiling trays, Qi wireless smart phone charger and an 8.0-inch touchscreen multimedia display with multiple Bluetooth connection along with wireless Apple CarPlay and Android Auto compatibility.

STARIA-LOAD rides on 17-inch steel wheels and includes a full-size spare.

Twin vertically split rear barn doors improve access. d el i ver ym aga z ine . c o m . a u

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FULL ON SITE

BLAST RAM Trucks Australia’s new RAM 2500 Laramie model outpowers, out-tows and out-hauls just about every other pick-up available in this country.

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he RAM 2500 is now available in Australia following the same design, homologation, and manufacture processes that the recent RAM 1500 DT underwent including 50,000 hours of pre-build development, 80,000kms of rolling road testing, 50,000km of real-world road driving, and a 20,000km full vehicle durability test, all of which result in a very capable vehicle.

Power is provided by a 6.7-litre inline six-cylinder Cummins turbo diesel engine delivering 276kW at 2,800rpm and an impressive 1,152Nm of torque at just 1,700 rpm. These ratings at first may seem excessive but provide for a maximum braked towing capacity of up to 8.0 tonnes as well as a payload of up to 835kgs in the 1.9-metre-long ute tub. Of course, there are several prerequisites to be able to permit that

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level of towed weight under various state regulations including a gooseneck hitch and air brakes on the trailer.

This latest RAM 2500 projects a more integrated appearance than its predecessor with a much larger and more aggressive front grille opening and the front bumper is cut with larger openings, providing greater airflow to the largest turbo intercooler RAM has ever adapted to its heavy-duty pickups. The front air dam helps mould the aerodynamics while full LED headlights make for a distinctive front end.

Inside, the new instrument panel combines a strong, structurally interlocking appearance, pushing the central controls up and toward the driver providing improved overall access to various controls.

The centre dash features a 12-inch reconfigurable touchscreen with tailormade graphics and state-of-the-art

connectivity. Personalisation is made easy with the new split screen, allowing two different applications such as Apple CarPlay or Android Auto and the heater and air conditioner controls, or one application, such as navigation across the entire 12-inch touchscreen.

A 360-degree surround-view camera with trailer reverse guidance provides a single display view of both sides of a trailer to assist drivers in manoeuvring towing setups. There is also a second rear-view camera integrated in the centre high-mount stop lamp (cargoview camera) to monitor payload in the bed and can also be used to align trailers.

The dash features a 7-inch, fullcolour, 3D animation-capable driver information display, with reconfigurable function that enables RAM drivers to personalise information inside the instrument cluster. The Alpine

10-Speaker Premium Audio System, including sub-woofer, will keep passengers entertained while an active noise cancellation system and acoustic glass reduce ambient cabin sounds by nearly 10 decibels from earlier models.

The new HVAC system features 30 per cent more air flow with lower noise levels, including larger front defroster vents for better performance. In-duct electric heating elements help speed cabin warm-up on cold days.

The Cummins engine has undergone a number of upgrades including the cylinder block being cast from compacted graphite iron, and a new cast-iron cylinder head with revised exhaust valves, springs, and rocker arms. Matched to the engine’s power is a significantly upgraded version of the 68RFE six-speed automatic transmission and a BorgWarner electronic ‘shift on the fly’ transfer case, giving 2WD, 2WD High, Neutral and 4WD Low. New front and rear axles have been engineered to improve durability, handle the payloads and towing capabilities, minimise noise, and take advantage of opportunities to optimise weight.

Underpinning the RAM 2500 is a new steel frame with six separate cross members plus fully boxed rear rails for optimal strength and mass efficiency. The use of lightweight materials in the frame, powertrain

Driver information display is 3D animation-capable.

A much larger grille has been integrated into the design of the new Laramie variant.

and the aluminium bonnet has reduced overall weight by up to 64kgs compared with the previous model.

The rear-axle structural cross member has provisions for gooseneck hitches and has been upgraded for 2021 to accommodate the increased towing capacity. The fuel tank has a capacity of 117 litres.

The RAM 2500 has Frequency Response Damping (FRD) shock absorbers for all four 18 -inch polished alloy wheels which assist in providing a smooth ride regardless of the weight of any load. The valves of FRD shocks

automatically adjust for the type of vertical wheel input, allowing the 2500 to have passenger car-like suspension for handling, and a supple suspension for rough terrain. Progressive springs and upgraded bushings have been integrated into the suspension system, including a five-link coil suspension at the rear which delivers better loadcarrying characteristics and improved articulation over obstacles when compared to a conventional leafspring system.

The upgraded braking system features changes to the callipers, booster and master cylinder which, combined with a larger-ratio pedal swing, provide a more confident and powerful braking performance with little effort from the driver to enable shorter stopping distances.

The RAM 2500’s multiple safety and security systems include Adaptive Cruise Control, Forward Collision Warning with Active Braking, Trailer Sway Control, Lane Departure Warning, Blind Spot Monitoring with Rear Cross Path, and Trailer Detection.

The new RAM 2500 has a 3 year/100,000km warranty including roadside assistance and will be joined in Australia in the coming months by the next generation RAM 3500. d el i ver ym aga z ine . c o m . a u

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LAUNCH PAD

The BT-50 XS comes with 1.9 litre turbo diesel engine.

VA RI A N TS

The expanded Mazda BT-50 range will go on sale in Australia in January 2022

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t was l aunched as the ‘Brand-

New’ Mazda BT-50 in mid-2020 when Mazda moved away from being in some form of partnership with Ford (or was it the other way?) and aligned itself closer to Isuzu. A factor in the new alliance has been the use of the Isuzu 3.0 litre engine in the BT-50 which delivers 140kW of power and a maximum torque of 450Nm. These specifications are only slightly lower than the 3.2 litre fivecylinder engine used in earlier models of the BT-50. The 147kW and 470Nm five cylinder still powers the Ford Ranger.

This third generation Mazda BT-50 has already achieved solid sales success in the local market and had sold 10,914 units in Australia by the end of August 2021, a whopping 58.6 72

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per cent increase on the same period last year. Naturally, this has convinced Mazda Australia to secure additional supply from the remainder of 2021’s production schedule. An addition to the BT-50 range is the new SP model which takes up a position above the already well appointed BT-50 GT Dual Cab pickup model. The factoryproduced BT-50 SP uses a combination of black and dark grey exterior features to give a sporty exterior appeal. In addition to the already highly specified GT’s heated front seats and autodimming interior mirror, the SP package includes satin black 18-inch alloys teamed with gloss back wheel flares and a manually operated roller tonneau cover and a tub liner. The SP is only available as a 4x4 dual cab pickup. The

BT-50 SP is powered by the 3.0-litre turbocharged four-cylinder diesel engine. Buyers have the choice of a six-speed automatic or a six-speed manual transmission and all 3.0 litre models of the BT-50 have a 3,500kg towing capacity.

At the other end of the scale is the new entry-level BT-50 XS range which is available in three styles: a 4x2 single cab chassis, a 4x2 dual cab pickup and a 4x4 dual cab pickup. Power for the XS comes from a new (to Mazda) 1.9 litre turbo diesel engine which can be found in the sibling Isuzu D-Max SX cab-chassis models. Producing 110kW of power and 350Nm of torque the smaller engine remains capable of towing up to three tonnes. All models of the XS are fitted with the six- speed automatic transmission and the sixspeed manual option available in the Isuzu sister vehicle is not on Mazda’s list (for now).

Touted as the BT-50 base model, the XS has plenty of comfort and safety features including LED headlights, a 7-inch touchscreen media unit with Apple CarPlay and Android Auto plus digital radio, as well as a reversing camera.

The XS is fitted with steel wheels instead of the 17-inch alloys found on the next level XT, with its key equipment otherwise being identical to the existing 3.0 litre XT models.

Both the BT-50 XS and XT automatic variants have adaptive cruise control (ACC) with a fuel saving stop and go engine function. A switchable locking rear differential is standard on the

4x4 models, as is hill descent control.

Automatic high beam, autonomous emergency braking, blind spot monitoring, lane keeping assist and rear cross traffic alert are also standard with the XS. The XTR grade has been the bestselling of the BT-50 range since its introduction with a mix of rugged capability, an extensive list of standard features and a strong complement of safety items.

A new dual cab-chassis XTR variant has been added to the line-up alongside the existing XTR dual cab pickups. Available as a 4x4 with six speed automatic transmission and the

3.0 litre engine, the XTR dual cabchassis can be fitted with a variety of tray bodies to suit a buyer’s particular requirements.

The BT-50 Thunder continues to head the Mazda pickup range and the package includes a single hoop steel front bullbar, a Lightforce dual row LED light bar, plus a sports bar in the pickup bed which is fitted with a tub liner and also features an electric roller tonneau cover.

Mazda’s continued evolvement of the BT-50 with new models at both ends of the specifications spectrum indicates the manufacturer is in strong sync with its market.

Mazda BT-50 SP offers sporty exterior features. d el i ver ym aga z ine . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE

COLIN WHITE

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eading an industry magazine of the recent retirement of an industry identity took my mind back to meeting him early in the 1980s and the state of the industry back then. It was certainly a different world for me as a new member of the engineering department at Kenworth Trucks and the trucks were very different to those with which we are familiar now.

In the early ‘80s the ‘standard’ fleet linehaul truck was a COE that had an engine rated at around 300hp, a ninespeed transmission, bias ply tyres, was restricted to a regulated maximum overall length of 16.5m and could not gross more than 38.5 tonnes. The common front suspension had a stiff 52” multileaf spring, and the tandem drive axles rode on a walking beam suspension.

Not conducive to a good ride for the driver, particularly as cab suspension was nonexistent at the time.

Brake systems were dual circuit, but the third Edition ADRs 35/00 and 38/00 had not been promulgated and did not come fully into force until 1988. Meanwhile, anti-lock brakes had not been released and were not mentioned in those ADRs. Another problem confronting operators was fitting enough fuel capacity on these short wheelbase prime movers. There was simply not much space within the wheelbase for more than a pair of 550 litre tanks which were constrained by the ADR tests in force at the time to be cylindrical. These tanks had to withstand 74

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Truck development over 40 years being dropped from 9m onto its corner without leakage afterwards! The offending ADR17/00 was withdrawn in 2005 and since then the use of rectangular tanks which were not able to pass the drop test has become the norm, even on conventional bonneted model prime movers.

In 1985 NAASRA, (now Austroads) released their report “Review of Road Vehicle Limits” (RORVL) which changed the world as we knew it. The review was far reaching and investigated road damage caused by repeated passes of heavy truck traffic, related costs and surveyed weights of the vehicles using roadside weighing equipment. While today’s trucks are generally compliant with axle load limits, back then, overloading by significant amounts was not uncommon, so any review of load limits had to include these roadside checks. The recommendations (later adopted by the States’ road authorities) increased axle load limits to those used today under General Mass Limits conditions. Additionally, the bridge formulas were changed and included axle spacing tables for B-double combinations.

This set the scene for adoption of B-doubles across the country and setting up systems for CML and HML operation and the PBS system.

In the late ‘80s truck development continued with suppliers and manufacturers responding to a competitive market with the first electronically controlled diesel fuel

injection systems being offered. While they were in some cases relatively crude electromagnetic actuators controlling fuel racks of the injection pump, the market quickly moved to camshaft driven electronically controlled diesel injectors.

The major challenge for these systems for the truck manufacturers was incorporating the electronic control components and harnesses into the architecture of the wiring systems. Control modules of the time had limited computing and memory capacity, so some systems had ECMs mounted in the cab as well on the engine. There was also perhaps some caution on the durability of these early ECMs if mounted to the harsh hot vibrating environment of a diesel engine. Initial customer wariness and caution quickly was overcome by the performance of these engines both from output and reliability aspects. And we are now familiar with ECMs mounted to the engine block as common practice. New engines designed from the ground up around electronic fuel systems emerged, such as the Detroit Series 60, Cummins’ Signature range and more from both the US and European suppliers all of which offered improved performance and fuel economy. But what was driving all this development? Operators were looking for a business advantage, but the engine manufacturers were being forced to change by global modifications to engine emissions regulation. Up until 1996, when ADR70 (Euro 1) came into force,

ARTSA-I LIFE MEMBERS

Powered by engine emissions were only controlled by the ADR30 smoke control rule, but by then more stringent rules were in force overseas and engines meeting those rules made their way here. While emission regulations became more stringent it would have been expected that fuel economy would be impacted, but in practice the opposite was the case and fuel economy has continued to improve.

Competition between suppliers has driven them to offer their most recent emission level engines, ahead of the ADR in force, to meet customer demand for cleaner or the ‘cleanest’ engines. One manufacturer even ran advertising using a white cloth held at the end of the exhaust pipe to demonstrate the absence of soot in the “clean” exhaust.

But of course, engines were not the only things changing. Trucks and trailers soon adopted air suspensions to take advantage of their improved roll stiffness, and better ride in all load conditions.

And innovative operators collaborated with trailer builders to take advantage of the changed regulations to maximise payload capacity both in increased mass and deck length. Further innovations have been adopted ahead of regulations to improve safety and reliability that include automated manual transmissions, wider adoption of fully automatic transmissions

in light and medium segments for distribution applications, and trailer EBS (TEBS) with roll stability systems. Truck electronic stability systems also crept into the market, surprisingly initially in the bottom end light duty market segment.

And electronic stability control became widely available in all segments before regulators acted to mandate it. In fact, in my view, most developments in the industry were driven by customer demand for reduced costs and improved efficiency of operation, not regulations or ADRs. So the road transport industry now operates sophisticated vehicles with complex electronic systems, and diesel powertrains which provide reliable high productivity services to the country. And that productivity is growing continually with the growth of specialised combinations operating under Performance-Based Standards approvals.

And what of the future? With the world and eventually Australia decarbonising, the transport industry is going to face enormous changes and the trucks of the future will likely have a variety of drivetrains powering them. Will a decarbonised industry be able to operate trucks at the high gross masses we accept now as the norm? Or will rail become more important part of the interstate transport mix? Looking at overseas trends,

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not only are EV solutions being proposed, but carbon neutral systems using renewable methane gas and biodiesel are becoming common. But I believe these are transitional solutions.

In all likelihood, there will be a variety of solutions for the different transport tasks.

Already full battery EV solutions are being introduced for light and medium duty trucks that operate in pickup and delivery operations in our cities. There, the usual daily distance before return to base is around 200km, an achievable range for those EVs. But what about longer distance trips? The concept of fast charging stations may be workable for passenger cars, but recharging trucks would be a timeconsuming process. Australia is heading towards a hydrogen economy, and heavy transport may well have an electric motor drivetrain powered by hydrogen driven fuel cells. There are still a lot of questions and problems to work through, and the transport industry will have to face massive changes in equipment, training and operations on the way to a non-diesel powered future.

Colin White, Commercial Vehicle Engineering Consultant, ARTSA-i Life Member

B-double with Xperion CNG containers. p r i m em over m a g . c o m . a u

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INSIGHT | VICTORIAN TRANSPORT ASSOCIATION

SAL PETROCCITTO

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mplementing a Safety Management System (SMS) to better manage the safety of your operations is a great way to attract new business and ensure you remain compliant with heavy vehicle safety laws. The benefits of an SMS to the safety of your people and the people you do business with, are immeasurable.

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Safety Management Systems – the smart move for businesses Last year, the NHVR conducted a Heavy Vehicle Industry Safety Survey, with topics including safety risk management, safety assurance, safety promotion and training, and frequency and review of safety practices.

Almost 4,000 stakeholders provided responses and insights as part of the survey, leading to the NHVR

implementing and enhancing its safety programs and initiatives – including our SMS toolkit. Pleasingly, the survey revealed almost two-thirds of industry have a basic SMS in place, however, the number of drivers aware their company had an SMS was only 50 per cent.

To improve this outcome, we have overhauled our suite of Safety

NATIONAL HEAVY VEHICLE REGULATOR | INSIGHT

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Management System material to focus on providing tools to operators to make SMS part of day-today business and help encourage important safety conversations with staff and customers.

The NHVR’s 9-step SMS Roadmap released in August, can be accessed via a user-friendly web page on our website. It’s free and will help to make workplaces and people safe and secure – no matter what role you play in the Chain.

The Roadmap provides a step-by-step process that is scalable to business size.

It provides targeted advice based on whether your company is just starting out SMS development, needs to add elements to an existing approach, or requires greater effectiveness from an already documented system.

We know the Covid toolbox talk kit we produced to help freight operators reduce the spread of Coronavirus

and manage mental health of freight workers was useful for industry and we have ensured there are a number of tool box talks just like this in our Roadmap. You’ll also find detailed steps to implement necessary organisational structures, accountabilities, policies and procedures.

As part of the current review of heavy vehicle laws, the NHVR is advocating for a risk-based national assurance safety framework, underpinned by operators using a scalable SMS. The framework needs to encourage and empower industry investment in safety, by providing flexibility for those operators that demonstrate improved safety practices.

In the meantime, the NHVR is continuously working to ensure the best advice, tools, resources and management systems are available online, and our safety systems and

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stakeholder engagement teams regularly speak with organisations to assist them with developing an SMS. As Australia’s heavy vehicle industry grows, I encourage everyone to take some time to either review your existing SMS, or to put one in place. After all, the safety of your staff and services are the highest priority.

For information on the NHVR’s SMS, including quick guides, templates, worked examples and toolbox talks, head to www.nhvr.gov.au/sms

Sal Petroccitto CEO, NHVR

THE BENEFITS OF AN SMS FOR BUSINESSES INCLUDE:

• A safe work environment for employees, customers, contractors and the public • Better managed safety duties and obligations under the HVNL • An employer of choice and preferred supplier to customers • Increased efficiency and informed decisions • Resources available for the most critical areas that have an impact on safety • Reduced costs associated with incidents and accidents p r i m em over m a g . c o m . a u

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INSIGHT | HEALTHY HEADS IN TRUCKS & SHEDS

GEOFF CROUCH

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ur willingness to speak up on mental health concerns has evolved rapidly over the past five years. When I first entered this industry thirty years ago, people simply didn’t talk about personal or work inflicted challenges and doing so was deemed to be inappropriate. When an issue came to the surface it was swept under the rug and we moved on with minimal intervention. As I reflect on this mentality, I can recognise the prevalence of stigma and how it negatively impacted help-seeking behaviour. Back then, stigma wasn’t recognised and mental health was not at all part of our lexicon. Like our industry, mental health knows no borders.

Throughout life we all move up and down the mental health continuum depending on what is happening around us. Those who work in the logistics sector, from drivers, forklift operators, pickers and packers, fleet schedulers, administrative staff and others, all face a unique set of challenges and as a result, a tailored approach to building resilience and adequate support mechanisms is vital.

From a personal perspective, I became increasingly aware that discussions around rising mental health concerns were coming up more frequently around the time that I was Chair of the Australian Trucking Association (ATA). In response to these emerging conversations, the ATA facilitated a mental health focused session at our 2019 annual conference, looking

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Like our industry, mental health has no borders at how the industry could move forward and drive positive mental health and wellbeing outcomes across the sector. This event attracted an unprecedented turnout, with attendees spilling out of the room to listen in.

It was at this moment that it became abundantly clear, people in our sector are not just focused on fuel economy, fleet maintenance, fatigue management, and regulation. These are all important dayto-day jobs and responsibilities, but the mental wellbeing of people in the sector was clearly a significant area of concern.

Conference delegates concluded that the industry should endorse a unified approach to addressing the key industry-specific mental health and wellbeing risk factors.

People at all levels of the sector wanted to see an initiative with no boundaries, no borders and that spoke directly to our people.

Two years on, I am proud to see that the road transport, warehousing and logistics industries have a dedicated national Foundation aimed at promoting prevention and understanding of mental health issues.

That Foundation is Healthy Heads in Trucks & Sheds (HHTS).

In taking the time to listen to those who make up this essential industry we are now able to deliver targeted support for everyone across the sector, from owneroperators, small to medium businesses and larger corporations.

As a Board Member of HHTS, I am proud

to have been on the journey to building an industry that values psychological safety as much as it does physical safety. With a unified effort, ongoing commitment to share information and providing tailored support, our industry will see great improvements. Going forward I see many more opportunities to make meaningful change across industry culture, not only to reduce stigma around mental health but also our efforts to celebrate true diversity and inclusion.

There are wonderful career prospects in our remarkable Australian transport industry, which should be open to anyone regardless of their background. It’s often said that there is no silver bullet to solve every problem, but the small steps we take today will go a long way to ensuring this industry is one that people are proud to be a part of in the future. Seeing where we are today alone, makes all the effort so far worthwhile.

Geoff Crouch, Executive Director, Ron Crouch Transport

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Australia’s supply chain path out of lockdown BRAD WILLIAMS

T

he last 18 months has taught us that early planning measures and national consistency are critical to minimising the impact on the supply chain. Industry needs a pragmatic and clear path forward from health officials to ensure that essential goods and services can continue to be delivered to increasingly expectant consumers. The inconsistent application of the national freight protocol and the understandably cautious approach by state health officials has had a big impact on supply chain organisations and their employees. They have managed to keep the economy moving despite a myriad of permits, rules, testing and vaccination requirements.

As the vaccination rates increase across the country and state premiers publicise their intentions of lifting lockdowns, we need health departments to engage the industry and finalise their planning. As we’ve seen from international examples, ‘living with the virus’ means there will be inevitable outbreaks that spread through the community into supply chain networks.

While it is only some states declaring plans to reopen currently, similar approaches will undoubtedly be adopted in all jurisdictions across Australia in the coming months.

This means that industry needs leadership from the National Cabinet process to avoid inconsistency, confusion, and further disruptions as we begin the journey to COVID-normal.

The ongoing pandemic has seen the unsung heroes of the supply chain resiliently adapting to the ever-changing requirements to meet compliance demands, resulting in operational challenges, confusion, and frustration.

By prioritising consultation and collaboration with industry, coupled with 18 months of experience and a considered risk management plan, the National Cabinet can put in place a clear and practical path out of lockdown that includes the critical supply chain network across Australia.

The path could include creating a risk management profile in consultation with governments and industry, assisting to increase compliance whilst reducing administrative burden.

As community and government risk appetite for opening the economy grows, alongside increase in community vaccination rates, risk management approaches need to also adapt.

A national industry safety management system could include: • e nsuring freight and supply chain workers have completed appropriate inductions and training to ensure workers understand and follow COVID safe practices •p romotion of vaccination to the workforce • r egular COVID safe communications •u se of government funded Rapid Antigen Testing where appropriate as a proactive measure to limit workplace transmission •w orkforce ‘bubbles’ and regular deep cleaning of premises.

The path also needs to include a national approach to the management of close and casual contacts for fully vaccinated employees. Australia’s supply chain cannot weather large cohorts of the workforce being stood down in isolation as a result of being a close or casual contact.

ALC suggests the path for vaccinated employees exposed to COVID positive contacts should be to isolate until a negative PCR test result is returned.

However, they should not have to isolate for 14 days as per the current requirement in most jurisdictions. Government funded Rapid Antigen Testing could be administered as a replacement for isolating at the start of each shift, as a proactive measure.

Finally, as more of the economy opens up, the requirement for permits for interstate and intrastate freight movements will need to be reconsidered. If a business has an approved COVID-safe plan and adequate staff safety measures in place, this should remove this administrative requirement.

National planning and alignment are needed now to allow supply chain businesses to plan, adjust, and optimise their operations to continue to meet community needs.

Our path out of lockdown hinges on achieving a national and harmonised approach. Getting the path right will be a little bumpy but ultimately manageable.

However, getting it wrong could mean a rocky road to freedom.

Brad Williams CEO, ALC p r i m em over m a g . c o m . a u

79

INSIGHT | TRUCK VICTORIAN INDUSTRY TRANSPORT COUNCIL ASSOCIATION

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Death, taxes and low emission vehicles

TONY MCMULLAN PETER ANDERSON

I

n 1789, America’s founding father, Benjamin Franklin, wrote what was probably his last great quote, saying “…in this world, nothing is certain except death and taxes”. If I may be so bold as to suggest, that in 2021, Franklin’s famous quote could be expanded to, “… in this world, nothing is certain except death, taxes and low emission vehicles”.

Irrespective of your political affiliations, the global implementation of low and zero emission vehicles is no longer a question of ‘if’, but ‘when’. These vehicles will be deployed on mass and Australia will be very much part of that roll-out.

In a number of my Prime Mover columns this year, I have discussed some of the challenges that the world and specifically Australia will face adopting these low carbon vehicle technologies. While there will be speed bumps that slow the implementation in some instances, the overwhelming groundswell of movement is towards a low, or zero, emission future in the road transport industry, as it is in most other industries and sectors. I have highlighted that the Truck Industry Council (TIC) and our members, the truck manufacturers and importers, remain agnostic regarding the types of technologies that will be developed and deployed to provide a sustainable low, or net zero emission, road transport future.

Due to Australia’s expansive and diverse road transport needs, it is unrealistic to think that we can move completely, nor necessarily quickly, to a low carbon future 80

n ove mbe r 2021

in our industry. It is also not feasible to believe that there will be one single technology that can be deployed to replace diesel powered trucks, rather a mix of technological measures will be required.

These include, but are not limited to, carbon neutral bio and synthetic fuels, hybrid drivelines, battery and hydrogen electric vehicles and carbon offsetting.

Probably the next obvious question to ask is: Where do we start this new journey? To answer this, I will refer to a three-week, 13 truck, trial and study recently conducted by the North American Council for Freight Efficiency (NACFE) and non-profit, clean energy research organisation RMI. The truck trial was the latest incarnation of the NACFE Run on Less program and was the first ever ‘all electric’ version, dubbed Run on Less - Electric (RoL-E). The aim of the trial was to highlight the best possible current use of electric freight vehicles in the USA and Canada and to show what the most innovative fleets can accomplish in the real world, delivering real freight to real customers, in terms of fuel economy, freight efficiency and reducing greenhouse gas emissions. A further goal was to showcase the benefits as well as highlight and discuss the challenges of electric trucks.

“The interest in electric vehicles is spreading across North America as more companies recognise the value of zeroemission solutions,” said Mike Roeth, Executive Director of NACFE. RoL-E, 2021, focused on currently viable electric freight trucks and tasks in North America and chose four quite specific road freight sectors. Two of which would have current applicably in Australia. These being, three light duty trucks in the 4,500kg to 8,900kg GVM range, completing metro distribution

freight pickup and delivery tasks for trial participants including DHL. While in the 9,000kg to 12,000kg GVM segment, three medium duty 4x2 pan bodied trucks were successfully deployed in heavier urban freight distribution tasks.

The third sector, that has more limited relevance in Australia, were two prime movers used for wharf to distribution centre container haulage. I say this would have less relevance here, because many Australian operators use B-doubles for this task, while in the US only semi-trailers are allowed. The fourth application trialled in RoL-E, 2021, would struggle in Australia due to the questionable ability of an electric prime mover to tow a B-double combination in regional haul applications. It may have worked for the four semis in the USA trials, however our high GCM requirements would limit range to distances too short to be practical.

One of the contributing factors that makes electric truck metro distribution and short haul prime mover tasks a commercially viable proposition in America, is the various and significant, state based financial incentives on offer there. This is not the case here in Australia, with incentives, at best, limited to reductions in stamp duty and registration fees. These meagre cost offsets do little to persuade operators to roll the dice and become early adopters of such new technology.

Australian governments, at all levels, could and should, be doing more to attract operators to a low and zero emission future.

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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Wharf carriers overlooked in PoM supply chain study PETER ANDERSON

R

ecently, the Port of Melbourne (PoM) launched its Container Logistics Supply Chain Study (CLCS), mapping out container movements to and from the port. The report helps to fully understand trends in the location of imports and exports, growth areas and to inform transport planning, land use planning and community amenity considerations.

There is certainly much detail, data and commentary in the report, much of which is irrefutable. However, the Victorian Transport Association is worried by what the report did not say. It was very encouraging to see the growth of Twenty Foot Unit (TEU) containers through the port over the last ten years from 2009-2019. A 40 per cent increase to three million TEU through the port with 94 per cent of imports destined to Melbourne metro (37 per cent west/27 per cent southeast/16 per cent north) is also welcome news. Also, there is a growth in the implementation of larger heavy vehicles with Super B and A Doubles making up to 40 per cent of the port related transport fleet in groundbased supply chain. The report initiates a very positive approach, as it would being supplied by the private port operator.

However, disappointingly the road-based supply chain has again been placed at the bottom of the process with many issues overlooked and not discussed.

Firstly, vehicle utilisation through the stevedores is poor. With a 50 per

cent or less utilisation factor there are added trips with containers being made within the port precinct and related areas. The barriers to more balanced loading sit with the stevedores and the shipping companies, and not the road transport operators. While the quayside activities operate 24/7, the landbased infrastructure does not. Under the current systems and parameters, it is almost impossible to improve utilisation percentages of the port by road operators.

Secondly, opening times do not match PoM activities. Empty container parks are usually only open during a ten-hour day Monday to Friday, with customers usually cutting off dispatch and receival by 3.00pm Monday to Friday. The Port, however, is open and counting time 24/7. While the Port requires all operators to use the three-day collection window and at call receival process from the stevedores and shipping companies, the ability to match the processes in the most efficient way is quickly overlooked.

Again, the road carrier takes up the slack and makes sure that requirements are met at a higher cost.

Thirdly, staging of containers in carriers’ yards has now become standard process.

The operational figures are closer to 95 per cent of TEU and are staged through at least one transport depot, if not more, after pick up and before delivery into the stevedore. This process, which can see containers lifted up to ten times through the land side process, contributes to a downturn in productivity, an increase in cost and greater exposure to community amenity concerns. It is a major issue that

is not being addressed by the port supply chain stakeholders and one upon which they take advantage.

The last issue is the poor rail utilisation statistics. A drop in freight moved by rail volumes from 12 per cent to 7 per cent in ten years is an indictment on all of the rhetoric regarding reduced cost, greater efficiency and community concerns.

Rail is a major mover of freight, but the intermodal system has not developed as the volumes increased. A prime example of this is the fact that VICT have been at Webb Dock for nearly ten years and the prospect of a rail connection to service this huge facility is still 10-20 years away.

The above issues may seem focused and concentrated but they are indicators of where the port supply chain is failing.

It is one thing to improve the port and attract greater numbers of ships but the increase in volumes still need to get to and from warehouses and customers in the most efficient manner.

The wharf carrier sector of the port supply chain has carried the capital cost of increased volumes through the port.

Apart from the inclusion of VICT and the introduction of Containerchain, there have been no infrastructure or process improvements over the past ten years.

With such little reference and acknowledgement to the reform needed in the road supply chain within the port, the wharf carrier sector continues to suffer, bear the cost and battle against opposing stakeholders.

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

81

PETER SHIELDS’ NUMBER CRUNCH

Make the Switch ‘behind the scenes’ it remains intriguing that the Morrison Government is yet to make a commitment to the introduction of new exhaust emission standards equivalent to Euro 6. Most manufacturers already have Euro 6 compliant vehicles in their catalogues, and many are available here already. It would make political sense to be seen making at least the token environmental gesture of flicking the Euro 6 switch at a time when the truck market is so strong.

As most Australian states are beginning to take tentative steps to emerge from lockdown, according to the sales figures from the Truck Industry Council, the demand for new commercial vehicles has maintained the almost frenetic rate of growth which has been on display throughout 2021. During September, 109 new trucks and prime movers were sold, 156 more than during the previous month of August (+5.3 per cent) and an astounding 955 more units than during the same month last year (+44.3 per cent). The year-to-date accrual at the end of September reached 25,016, which shows an additional 4,753 trucks sold compared with the end of the September Quarter last year (+23.5 per cent) and edging ever closer to 2018’s all-time annual record. At the end of August, it was 4.8 per cent in arrears of 2018’s progressive total, and at the end of September the gap had narrowed to just 3.8 per cent. It seems that stock availability, which is starting to bite for some manufacturers, may be the only impediment to achieving record results for 2021.

It certainly won’t be because of an absence of demand from the market.

The Heavy-Duty category cracked the 1,200 barrier with exactly that number of units for September, 295 more than September 2020 (+32.6 per cent) and shifting the year-to-date total to 9,104 which shows an additional 1,677 HD trucks sold during the first three quarters of 2021 (+22.6 per cent).

The Medium-Duty sector had a solid September result as well, with the 650 new units showing an increase of 133 over September 2020 (25.7 per cent) and taking the year-to-date total to 5,360, an increase of 524 trucks compared with the end of last year’s third quarter (+10.8 per cent).

Light-Duty trucks recorded a total of 1,259 during September, an increase of 352 compared with September 2020 (38.8 per cent).

The year-to-date total of 10,552 shows an increase of 2,552 (+31.9 per cent).

A total of 576 large vans joined the nation’s delivery fleets during September, 47 more than in the same month last year (+8.9 per cent) and the accrual at the end of the month of 5,405 shows an increase of 855 so far in 2020 (+18.8 per cent).

Although there is some evidence of a lot of work being done 82

n ove m be r 2021

Sept-21

YTD

% Change YOY

ISUZU

887

7300

19.5%

HINO

501

4689

23.3%

FUSO

467

3454

37.3%

KENWORTH

269

1972

49.8%

MERCEDES-BENZ

153

1315

54.2%

VOLVO

165

1200

-13.1%

IVECO

133

1017

4.4%

SCANIA

96

848

33.8%

UD TRUCKS

66

519

16.4%

DAF

85

464

35.3%

MACK

57

420

19.7%

FIAT

34

412

-22.6%

WESTERN STAR

48

288

62.7%

FREIGHTLINER

31

272

50.3%

MAN

43

246

-6.1%

HYUNDAI

20

171

98.8%

FORD

20

149

144.3%

RENAULT

28

143

14.4%

DENNIS EAGLE

4

91

116.7%

VOLKSWAGEN

1

25

-34.2%

INTERNATIONAL

1

21

-40.0%

CAB CHASSIS/PRIME

3109

25016

23.5%

M-B VANS

223

2016

21.2%

FORD VANS

10

948

32.4%

VOLKSWAGEN VANS

106

880

-1.2%

RENAULT VANS

67

867

3.1%

FIAT VANS

72

380

79.2%

IVECO VANS

98

314

38.9%

VANS

576

5405

18.8%

TOTAL

3685

30421

22.6%

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