Prime Mover November 2022

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November 2022

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Silk Contract Logistics NO V E MB E R 2022

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Going the Distance

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ISSN 1838-2320

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Industry Fleet: Concrete Taxi Feature: Scott’s Refrigerated Transport Showcase: Safety Applications Personality: Karl Deppen

Innovation Carrier: Global Product Supply Management Bodies: COLAS Test Drive: Isuzu F Series Delivery: Lindenvel Group

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 75-89.

MAGAZINE

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November 2022

Silk Contract Logistics NOVEMBER 2022

MEET THE TEAM

Going the Distance

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

John Murphy | CEO

William Craske | Editor

Over the past two decades William has published widely on transport, logistics, politics, agriculture, cinema, music and sports He has held senior positions in marketing and publicity for multinational businesses in the entertainment industry and is the author of two plays and a book on Australian film history. Like many based in Melbourne he is in a prolonged transition of either returning or leaving.

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.

Peter White | Journalist

Having recently completed his Bachelor of Media and Communication (Media Industries) degree at La Trobe University, Peter brings a fresh perspective to Prime Mover.

Invaluable experience obtained during his time at upstart, La Trobe’s newsroom, has been supplemented by direct industry experience in a Council placement. Peter is looking forward to contributing to the magazine’s image as the leading publication for commercial road transport with his developed skills.

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

p rime mo v e r ma g .c o m.a u

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.

NOVEMBER 2022 $11.00

ISSN 1838-2320

9 771838 232000

10

Industry Fleet: Concrete Taxi Feature: Scott’s Refrigerated Transport Showcase: Safety Applications Personality: Karl Deppen

Innovation Carrier: GPSM Bodies: COLAS Test Drive: Isuzu F Series Delivery: Lindenval Group

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 75-89.

MAGAZINE

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

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

Luke Applebee luke.applebee@primecreative.com.au

senior feature writer

Peter Shields peter.shields@primecreative.com.au

business development manager

Ashley Blachford ashley.blachford@primecreative.com.au 0425 699 819

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

Kerry Pert , Louis Romero, Tom Anderson

journalists Peter White peter.white@primecreative.com.au

Anjali Behl anjali.behl@primecreative.com.au design production manager

Michelle Weston michelle.weston@primecreative.com.au

client success manager

Justine Nardone justine.nardone@primecreative.com.au

head office 379 Docklands Drive,

Docklands VIC 3008 enquiries@primecreative.com.au subscriptions

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

The right of refusal is reserved by the publisher.

Annual rates: AUS $110.00 (inc GST).

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articles

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

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

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

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

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

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

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

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CONTENTS

Prime Mover November 2022

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62

44

30

68

COVER STORY “We think our asset-right strategy is effective in this market. It allows us to provide those specialised pieces of equipment where we need to and then use a variable cost model to leverage up and down as you experience the peaks and troughs in the industry.”

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EAT YOURSELF FITTER

Prime Mover Feature Stories FLEET FOCUS 30 Going the Distance With plans to expand its national port-to-door capability, Silk Contract Logistics has invested in three new Volvo FM A-double sets as it eyes more organic growth and mergers and acquisitions.

36 Mixing it Up Concrete Taxi is a unique service which supplies concrete mixed on-site for trades and DIY sectors in amounts varying from 0.1 to 2 cubic meters, 24 hours a day, seven days a week.

40 Ports and All Global Product Supply Management runs its own transport division, making it a rare industry presence given its line of work.

Earlier this year it celebrated its 20th anniversary by investing in a showstopping new Kenworth T909 prime mover.

TRUCK & TECH 48 Makers Mark Rolling out a new group of Hino Hybrid service trucks, COLAS turned to vehicle body builder specialist, Hidrive, for its specialised design and manufacturing capabilities.

TEST DRIVE 62 Staying Ahead The Isuzu F Series is Australia’s largest selling range of medium duty trucks with more than 45 per cent of the category’s market share.

Regular Run 12 From the Editor 14 Prime Mover News 28 Mindset 66 Safety Applications & Tech Showcase 70 Personality 72 Prime Movers & Shakers 75 Delivery 90 ARTSA-I Life Members 92 Truck Industry Council 93 Victorian Transport Association 94 Peter Shields’ Number Crunch

FROM THE EDITOR

William Craske Editor As a kid I’d often be the first one to fall asleep during the main movie at the drivein and wake up just as the second on the double bill was starting. By then everyone else in the car was sleepy or drifting off and I’d be watching the opening credits of some low budget road movie on my own, riveted. Invariably, in my memory at least, this kind of film commenced with a pickup pulling a trailer across a vast landscape to the sounds of a plaintive, twanging guitar. The characters always seemed to be bail bondsman, truckers or bull riders on the rodeo circuit, drifting around the backcountry of rustbelt towns.

Their journeys evoked, in part, the huge interstate road trips my family embarked on for holidays or to visit family, squashed into the car, a cream VK Commodore, where blankets, pillows and clothes were piled up in the spaces children could not fit. At night, on the highway, Kenworth roadtrains ablaze in lights, roared by, before disappearing into the darkness.

These impressions last in the mind.

In the background of these motion pictures, which felt like a collection of scenes set in roadside diners, bars, truck stops and cinderblock motels, the

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distinct sounds of a Marty Robbins, Porter Wagoner or Patsy Cline could be heard.

Despite largely being background music, it captured the essence of those transitory environments and the characters who inhabited them, only the music conveyed what the characters seemed to be aching to say but couldn’t. The best country music, perhaps because it deals indirectly with leaving things behind, does this better than almost anything. “The song is the cheapest psychiatrist there is,” prolific outlaw country artist Billy Joe Shaver, whom Norm MacDonald called the greatest songwriter on the planet, once said. “I pretty much need one all the time.”

Writing songs as therapy, for many truck drivers, though isn’t an option. More than half the 1,400 truck drivers surveyed in the Driving Health Study by Monash University reported what has been categorised as severe psychological distress.

That’s something to be taken seriously given driving is the most common form of employment for men accounting for one male in 33.

“They frequently experience isolation and separation from loved ones, and the nature of long haul work in particular offers limited opportunities for incidental physical activity and good nutrition,” says Lead Researcher Dr Ross Iles. “This reveals a need for additional supports to ensure they can do their work safely – it’s our turn to keep them moving.”

The newly launched Australian Truck Radio is one platform that has answered the call by providing a soundtrack and

voice for the many drivers who may be out on the highways and backroads miles from anywhere familiar. What’s more it plays a range of country at night. Music, after all, is sometimes the best companion. He who sings, Miguel de Cervantes noted, frightens away his ills.

For many getting behind the wheel of a truck, especially working interstate, affords a modicum of independence from the corporate superstructures that are intertwined with normal working routines.

Country music and road travel work in natural tandem, as if in communion with the wide-open spaces. I’m sure Gram Parsons must have written a song about it. In subject matter, there’s not much distance country music hasn’t covered though admittedly it’s changed a lot since those drive-in movies of my youth.

Nowadays, the romance of the road in songs like Merle Haggard’s ‘White Line Fever’ and George Jones’ ‘Six Days on the Road’ has been impounded, it would seem, by love affairs with Ford F-150s.

Truck driving country lives, just in another guise. That said the likes of Tyler Childers, Sturgill Simpson and the Brothers Osborne, for those who still associate road trips with a Waylon Jennings and Townes Van Zandt, are keeping the flame alive. Who knows you might even hear it played on Australian Truck Radio.

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PRIME NEWS

> CNC Cartage buys rival, boosts fleet capacity Brisbane crane truck company, CNC Cartage Transport Solutions, has taken ownership of BSA Transport. The deal includes procurement of staff and multiple mobile assets.

It was officially completed in midSeptember after an independent evaluation. As part of the arrangement, CNC Cartage will receive an undisclosed quantity of commercial vehicles from BSA’s fleet in addition to several trailers.

A challenging environment for purchasing new trucks and finding staff to pilot them were key factors for CNC Cartage Director Chad Brown.

“For us the acquisition made for a really good fit,” he told Prime Mover. “Brian Anderson at BSA Transport decided the time was right to get out. We share many of the same suppliers and operate the same cranes. From our point of view, we needed vehicles, and we needed drivers.”

Both companies are steadfast in their brand loyalty to HMF cranes, making it an easy transition for CNC Cartage, who will need to make few modifications to the incoming vehicles.

The trucks which are not part of the deal failed to comply with the measures of CNC Cartage operations at present.

Brown said the 20 trucks that will be introduced to his fleet over the coming weeks are only a couple of years old and in excellent condition.

“These are the newest vehicles in the BSA Fleet including Hino 700s,” he said.

“We pretty much run all Hino now. Most of the trucks we’ve ordered over the last three years have been in a Hino.”

Also included in the mix of brands are two near-new DAF CF450s, a Volvo and UD prime movers, with the majority being Hino body trucks. The two new DAF prime movers have done less than 20,000 kilometres while the oldest truck acquired as part of the deal is from 2018.

“The majority of these vehicles are reasonably new,” said Brown. “I customarily only buy new trucks. I don’t buy second hand stuff.”

Adding the trucks to boost his fleet capacity was vital given CNC Cartage’s current workload and contracts.

“Without those trucks there’s definitely a shortfall in the market for all of the customers BSA Transport was servicing,” said Brown. “It was decided that we needed to service those guys somehow.

We’ve come to the point that we’re servicing most of the customers BSA had originally before the sale.”

A dedicated crane truck business primarily servicing southeast Queensland, BSA Transport has maintained a client base consisting of, but not limited to, steel frame and roofing manufacturers since its inception in 2004. Traditionally, the business has turned over its crane trucks every 10 to 11 years with around 750,000km on the odometer. Despite having excellent staff retention, finding new drivers, an ongoing challenge across the industry, is the

number one issue for an operation like CNC Cartage according to Brown.

“We have a really good retention rate but when we put on new trucks we need new drivers,” he said.

Some of the newly acquired vehicles will get the striking red and black wrap which is a signature to the CNC Cartage fleet. One of the new Hinos will figure prominently in the Convoy for Kids charity day this month.

Currently, CNC Cartage has another four new Hinos on order.

“Hino has been really good to us over the years, so we have stuck with those guys,” said Brown.

When COVID hit in 2020, Brown kept every one of his truck orders open. In hindsight it has proven advantageous for a business wholly reliant on a supply chain that has only become increasingly volatile this year.

“Everything still rolled through in our name,” he said. “COVID, if anything, was a real boost to us. The building industry didn’t shut down at all. We didn’t get hit in the first or second rounds of COVID. “Sure, we lost a driver here or there but nothing major. We’re feeling it more now than we did in 2020,” said Brown.

Most of the trucks CNC Cartage carry in the fleet are considered body trucks.

Operations now also utilise 12 prime movers with mounted cranes.

The company also runs a tracking system with live video on every truck for proof of delivery purposes.

Two of the BSA Transport units purchased as part of the acquisition made by CNC Cartage.

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VOT02

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We care passionately about the world we live in, and as the shift towards electric vehicles gathers pace, we are more committed than ever to driving progress.

We are thrilled to announce the launch of our all-electric medium duty truck range for Australian transport operators.

The new Volvo FL and FE Electric medium duty range meet the demand from society and customers for dramatic cuts in CO2 emissions. To simplify the transition to sustainable transportation, the trucks are offered together with service and support packages for electromobility needs.

We are proud to partner with you in the transition to an electric truck future.

Learn more by visitingwww.volvotrucks.com.au/electrictrucks.

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19/7/22 9:54 am

PRIME NEWS

>Coles Express to be acquired by Viva Energy Viva Energy Group Limited has announced that it will be acquiring Coles Express, creating the largest fuel and convenience network in Australia under a single retail operator. The acquisition is expected to complete in the first half of 2023 and will see the Shell brand continue to be retained.

Viva Energy CEO, Scott Wyatt, said the process will accelerate the company’s strategy to transition into a fully integrated fuel and convenience retailer while maintaining its position in the fast growing convenience segment.

“This is an exciting step for Viva Energy that will enable us to further extend our network, invest in new and innovative convenience offers across our stores, and enhance our loyalty and digital programs to simplify the way our customers transact with us,” he said. “By bringing our two businesses together we will be better placed to make the investments and

Coles Express will be integrated into a national network of 700 stores.

innovations which will be necessary to deliver more value to our customers and drive our future success.”

According to Wyatt, Viva Energy’s relationship with Coles spans almost 20 years, and he is delighted to continue it through this major step.

“Our nationwide network of more than 700 stores is ideally placed to meet these evolving needs and we are excited about the opportunity

to expand and grow our fuel and convenience business with the acquisition of Coles Express,” he said.

“While the Coles Express brand will eventually be replaced, customers will be able to continue to redeem their Coles Shopper Dockets and earn Flybuys points, and in time we plan to broaden the range of loyalty and digital offers to provide even more value to our customers.”

> Kings Transport to take delivery of 20 new Volvos Transport and logistics firm, Kings Transport, has deployed the first two trucks from an order of 20 from Volvo Trucks Australia. The first two prime movers are on their way to service industrial customers working in steel distribution throughout the Illawarra region in NSW. The remaining vehicles will be used to support the construction

industry allowing for the safe and efficient transport of steel and other construction materials according to Kings Transport CEO Barry Thompson.

“Volvo is the right choice for Kings as it aligns with our ‘Safety Always’ culture,” he said.

The order consists of nine Volvo FM 6×4 prime movers rated at 540 hp. There is The first Volvo prime movers are bound for Illawarra, NSW.

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also ten 450 hp Volvo FM 8x4s and one 450 hp Volvo FM 6×4 cab/chassis rigid.

Each vehicle is fitted with safety systems including departure warning, lane change support, driver alert sensing, autonomous braking, adaptive cruise control, forward collision warning and emergency braking.

“Additionally, the Volvo cabin provides exceptional ergonomics and comfort for all our drivers,” said Thompson. “Kings continues to grow its capability and actively invests in a safe and successful future for our customers.

“Our vision is to champion and foster strong partnerships with our customers by understanding how to best leverage our services to support their logistic requirements.”

The acquisition, according to Thompson, furthers Kings’ strategic roadmap to invest in driver first, safety always, sustainability and capability — all hallmarks of its company-wide policy.

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PRIME NEWS

> AdBlue crisis receives funding lifeline The Australian Federal Government has announced a $49.5 million package of measures to secure domestic supply of Diesel Exhaust Fluid (DEF). These precautionary measures, welcomed by industry, come as the transport sector faces future supply chain uncertainties.

According to Minister for Climate Change and Energy Chris Bowen, who made the announcement, the $49.5 million investment over four years provides a comprehensive package that will help shore up market resilience. The funding will establish an emergency stockpile of Technical Grade Urea (TGU) which is the critical component of DEF. It will also support sovereign manufacturing capability and increase much sought after transparency in the market.

The input that has made AdBlue scarce, urea, is also crucial for fertilisers that underpin global food production.

The move to build a DEF stockpile is also expected to help ensure the durability of Australia’s road transport industry given ongoing market volatility

surrounding DEF including AdBlue.

Critical to the operation of many trucking and other diesel vehicles, DEF lowers noxious emissions which are considered harmful to people and the environment.

“While the market is currently wellsupplied, we need to put in place measures to deliver certainty and provide back-up in case of disruption,” said Bowen. “We are also monitoring and engaging with industry to ensure the market is functioning properly and the supply chains are delivering.”

The package includes a government controlled strategic stockpile of 7500 tonnes of TGU providing an additional five weeks of supply beyond industry stock levels in case of a supply shortage. A competitive grants program to support sovereign capability and manufacturing projects that will look to produce TGU domestically was also announced.

The Federal Government will also seek collection of voluntary data provided by industry to enhance market awareness of TGU and DEF domestic stocks.

The majority of DEF in Australia is used in trucks, large passenger buses, diesel passenger vehicles, and some agricultural, mining and other off-road equipment. The National Road Transport Association has given a resounding thumbs-up to the Federal Government’s announcement according to NatRoad CEO Warren Clark.

“NatRoad has been relentless in its campaign for the Government to secure supplies of this essential product, without which most of the country’s trucks will shudder to a halt,” he said.

“This four-year funding package over four years will establish an emergency stockpile of Technical Grade Urea, the key ingredient of AdBlue.

“Equally important, it will help establish a new sovereign manufacturing capability with the imminent closure of the only local plant, and increase market transparency.”

Incitec Pivot, which plans on shutting its doors by year’s end, currently supplies around ten per cent of the Australian market for AdBlue.

> NHVR improves efficiency with combinations notice The National Heavy Vehicle Regulator (NHVR) has released its National Class 3 20m Long 3-axle Truck and 4-axle Dog Trailer Mass and Dimension Notice 2022 (No.1), which will allow operators to use this combination on approved networks without having to go through the Performance-Based Standards (PBS) approval process. Eligible vehicles under the notice will operate on Level One (up to mass 50.5 tonne) and Level Two (up to mass 57.5 tonne) networks.

NHVR CEO, Sal Petroccitto, said the notice was an important first step in helping to get safer and more productive vehicles on the road.

“With over 15 years knowledge and experience of hundreds of three-axle truck and four-axle dog combination designs, we are confident we can remove the need for them to go through the PBS 18

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assessment process,” he said. “Rigorous, tried-and-tested templates for these combinations have been developed through the PBS scheme, and the combinations operating under this notice will use these templates and adhere to the same strict safety standards.

“By moving these common, wellunderstood truck and dog trailer combinations out of the PBS scheme, we can reduce the regulatory and cost burden for industry, as well as allow PBS to focus on new vehicle innovation,” Petroccitto added. “As part of ongoing reform of the PBS scheme to ensure it remains fit for purpose, the NHVR will continue to work with industry to identify other combinations that can also be transitioned out of the scheme.”

Petroccitto explained that operators can still choose to operate these truck and

dog combinations under the existing PBS arrangements if preferred, or they can opt to use the new notice arrangements.

“The change does not affect the current access available to PBS operators of three-axle truck and four-axle dog combinations,” he said.

Heavy Vehicle Industry Australia (HVIA) Chief Executive, Todd Hacking, said the reform reflects the maturation of the PBS scheme.

“This move allows the scheme to get back to focusing on the next iteration of innovative vehicles, further enhancing productivity and safety,” he said. “Firstly, it will increase the level of productivity within the truck and dog fleet, while simultaneously removing the burden for both industry and the NHVR during the PBS assessment process of these combinations.”

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PRIME NEWS

> Freightlinx adds PBS Volvo FH 600hp to A-double fleet Central Coast container cartage specialist, Freightlinx, has added a new Volvo FH to its expanding A-double fleet. The business runs a respectable fleet of 25 commercial vehicles including B-doubles and sideloaders mainly across New South Wales.

Managing Director Adam Hale, who founded the company in 2004, runs Volvo FHs exclusively across his PerformanceBased Standards applications which can entail the vehicles moving two 40-foot containers from Port Botany to Newcastle, Newcastle to Canberra and from the wharf out to Hanwood near Griffith where the installation of a new solar farm is taking place.

“Volvo has been chosen for the safety aspect and reliability,” he said. “Though our basic servicing and other repairs is done inhouse we still rely heavily on Volvo for support,” said Hale.

“If something does go wrong, Volvo fix everything. You don’t have to go to

Freightlinx’s PBS-approved A-double.

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multiple manufacturers. They take care of us.”

Freightlinx launched its first A-double in November, 2019. In fact they started with two high productivity vehicles to be precise. Swayed, ever since then, by the many driver protective features and accident-mitigating technologies on the trucks, the business has chosen to stick with the Volvo FH opting for the same configuration of a three-metre wheelbase and 600 horsepower engine.

The latest addition delivers Euro VI rated performance with 470 kW peaking between 1500-1900 rpm through the I-Shift transmission, a 12-speed splitter and range gearbox with an automated gear changing system.

“The new truck, even though it is rated to the same horsepower seems to have a better power delivery,” said Hale. “In terms of its responsiveness in such a heavy-duty application it’s ready to go.”

The truck features the words ‘Comfortably

Numb’ in tribute to Pink Floyd fan Cairan ‘Shirl’ Joyce, a much beloved and long time employee at Freightlinx, who passed from cancer in February. Cairan’s son, Nathan, works in operations at the business.

The remainder of the Freightlinx fleet is compromised by Mack trucks and a lone Mercedes-Benz Actros.

Prior to establishing Freightlinx, Hale was the operations manager for a wastepaper company in which road transport commitments accounted for a large part of the role. He now heads up an operation with 47 staff and five subcontractor tow operators. Head office is located at Tugerrah on the Central Coast of NSW. In three years, the PBS domain has evolved pleasingly according to Hale, enabling Freightlinx to service much bigger projects, often found in out of the way places, which had been prohibitive under the original PBS route access network.

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PRIME NEWS

> Toll undertakes new hydrogen run for BOC Industrial gas company, BOC, has enlisted Toll to move green hydrogen in South Australia.

The task, performed by a Volvo FM, coupled with a dedicated hydrogen trailer, requires a 400km one way journey from the Tonsley Innovation Park south of Adelaide where the first state hydrogen electrolyser is based to Whyalla where it will be used at the BOC Gas Production plant. Here the hydrogen is injected into the BOC Gas Production Unit which is based on the GFG Steel Mill Plant.

Hydrogen helps in the production of high purity Argon which is used by the steel mill as well as BOC customers around metro and regional South Australia.

South Australian Premier and other dignitaries were on hand for the launch of the first road shipment which is part of an existing contract Toll maintains with long-time partner BOC. Toll currently operates 16 dedicated

trucks on BOC related projects in South Australia delivering all grades of gases from cylinders, SDS bulk, single bulk through to bulk double roadtrains.

Specialty dangerous goods equipment used by Toll’s dedicated DG arm is used to ensure it meets all requirements under the National Heavy Vehicle Regulator.

The customised hydrogen tube trailer holds up to 370kgs of hydrogen.

“We would like to congratulate the local Toll team lead by Ricky Pearce and Paul Sara in supporting the green hydrogen and sustainability agenda,” said Jamie Innes, BOC Industrial General Manager.

All scope of the work is captured under Toll’s heavy vehicle accreditation and in compliance with local council requirements.

“Our drivers are all trained in the safe delivery of all DG tasks required and all equipment is dedicated and designed to meet our customers requirements,” said Ricky Pearce, Toll Global Fuels & Gases.

> Serious truck accidents down: NTARC report A review of almost two decades of truck accident data by transport specialist insurer, NTI, has revealed a vast improvement in the trucking industry’s safety performance. NTI has just released the 2022 Major Accident Report from its National Truck Accident Research Centre (NTARC) and has analysed trends since 2005. It found while there’s been a 55 per cent increase in the number of trucks on the road and a 51 per cent rise in road freight volumes, the rate of serious truck accidents has not followed this trend.

Report author since 2019, Adam Gibson, said the data shows a combination of tighter government regulation and industry investment in safety, technology, professional development and leadership has improved road safety.

“We saw, for example, fatigue-related crashes fall by a massive 50 per cent the year after driving hours reforms and standardised logbooks were 22

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The Office of Hydrogen Power in South Australia was recently established to help accelerate the state’s highly anticipated green hydrogen industry. A $20 billion pipeline of renewable energy projects have been touted by the State Government as it aims to catalyse the creation of new jobs in the supply chain industries.

In the meantime the South Australian Government continues to identify concepts with the potential to reap the greatest benefit to what it has called a burgeoning green hydrogen industry according to Premier Peter Malinauskas, who was present at the departure of Toll’s Volvo FM. “It is clear our bold vision for hydrogen has captured the imagination of the world,” he said. “We have positioned our state as a world leader in renewable energy, and the green hydrogen industry is the next step as we head towards net zero carbon emissions.”

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braking systems (EBS) and electronic stability control (ESC).”

Gibson said outside of these positive trends, what remains as opportunities for improvement are Driver Error, Inappropriate Speed and Fatigue.

“Our data helps address what we need to change in drivers’ working environments to better support them and to deliver safer outcomes,” he added.

NTI Chief Sustainability Officer, Chris Hogarty said the industry and its supporting bodies have been transformative through working together and shifting to a safer and more sustainable way of operating.

“The Australian transport and logistics industry has made considerable progress nearing the last two decades,” he said.

We are committed to sustaining the momentum and creating safer conditions for all road users,” continued Hogarty.

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Adam Gibson.

introduced,” said Gibson. “They dropped from a high of 27.3 per cent in 2008 to a low of 8 per cent in 2020.”

The other key improvement was in crashes caused by inappropriate speed for the conditions.

“In 2009, inappropriate speed was the cause of almost one third of crashes (31.8 per cent) but encouragingly, that dropped to a record low of 12.5 per cent last year,” said Gibson.

“That’s likely related to Chain of Responsibility laws coupled with new safety technologies, including electronic

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

PRIME NEWS

> Penske announces Guild Master Technician winners Penske Australia & New Zealand has presented the 2022 Penske Guild Master Technician awards. Shannon Dickson and Bryce Bell have been recognised in the off-highway and on-highway categories, respectively. A leading hand from Kings Park, NSW, Dickson competed with five other offhighway finalists prior to being crowned the off-highway Master Technician.

Bell, a diesel technician from Perth, secured his second on-highway Master Technician award after competing against five other on-highway finalists.

Open to all Penske Guild members, the Master Technician contest saw participants from around Australia and New Zealand compete in qualification rounds prior to the final. The annual competition includes both general procedural tasks as well as advanced diagnostics scenarios, with finalists contending against the stopwatch.

“This year’s Penske Guild Master

Shannon Dickson with Bryce Bell.

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Technician skills and diagnostics contest was our most competitive yet,” said Kathy Bandounas, Group Learning & Development Manager at Penske Australia & New Zealand.

“Congratulations to Shannon and Bryce, as well as our other ten highlytalented participants who were pipped at the post.

“We’ve seen the skill level increase year-on-year, and the competition get tighter as the 12 competitors strive for the spoils.”

Encompassing Penske’s product portfolio of on- and off-highway brands, the breadth of the challenges undertaken by the finalists is indicative of the daily tasks a Penske technician undertakes.

Hamish Christie-Johnston, Penske Australia & New Zealand Managing Director, said the high level of ability demonstrated in the competition directly translated to the excellent

service delivered to customers.

“Our highly-skilled Master Technician finalists are indicative of our broader technician base at Penske and what we deliver to customers across our Australian and New Zealand branches,” he said. “Our staff live our company values of ownership, teamwork, integrity, care, and especially passion, which is evident in this competition.

“All our technicians, from our Penske Guild members to our most recent apprentices, have the opportunity to work on a wide range of products across our varied customer group.

“This diversity yields a significant opportunity for our team that provides personal growth and career fulfilment – and this is our Penske difference.”

As newly-crowned 2022 Master Technicians Dickson and Bell will enjoy trips overseas to Germany and the United States to visit the mtu and Detroit plants, respectively.

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GLOB AL NEWS

> New DAF takes out ‘International Truck of the Year 2023’ A new truck series for vocational and distribution transport has been recognised for setting a benchmark. The DAF New Generation XD series has been awarded the prestigious ‘International Truck of the Year 2023’ at the IAA Transportation trade show in Hanover, Germany. The XD series – including a full array of fully electric variants boasting reported ranges of over 500 kilometres on a single charge – was officially revealed at IAA Transportation.

Harald Seidel, President of DAF Trucks, received the award in person.

“Winning the International Truck of the Year Award 2023 is a wonderful recognition for our DAF employees and dealers,” he said.

“It proves that the premium DAF XD sets the new industry standard for customers in vocational and distribution applications, offering first-class safety, efficiency and driver comfort.”

Just last year, the New Generation DAF XF, XG and XG+ series for long haul and heavy transport was recognised as ‘International Truck of the Year 2022’.

Based on the International Truck of the Year (IToY) rules, the annual award is determined by a jury consisting of 24 commercial

The DAF New Generation XD range.

vehicle editors and senior journalists from Europe.

The jury’s job is to evaluate the truck introduced into the market in the previous 12 months that has made the most significant contribution to road transport efficiency according to several critical criteria, including technological innovation, comfort, safety, driveability, fuel economy, environmental ‘footprint’ and Total Cost of Ownership (TCO).

International Truck of the Year Chairman Gianenrico Griffini, speaking at the event, summed up the jury’s decision.

“With the introduction of the new XD series, DAF has delivered a state-ofthe-art distribution truck that sets a new benchmark in its class,” he said.

“The truck range significantly improves direct and indirect vision thus safety, a key factor for distribution vehicles. Also, the vehicle’s efficiency and driver comfort

are introducing a new standard in this segment.”

Griffini stressed that the IToY jury appreciated the driving position and the all-around enhanced visibility provided by a large, curved windscreen, side windows with low beltlines, and the optional kerbview window.

“These features – along with the corner view camera and the optional digital vision system that replaces the traditional main mirrors – improve safety of vulnerable road users in an impressive way,” said Griffini.

In addition, the 24 jury members also praised the performance of the new powertrains of the XD, featuring the PACCAR MX-11 engines with ZF TraXon automated gearbox and advanced predictive features.

The announcement of a series of brandnew, fully electric powertrains also reportedly impressed the jury committee.

> Volvo Trucks begins series production of heavy-duty electric trucks

Volvo’s Tuve Factory in Gothenburg.

Volvo Trucks has started series production of electric versions of Volvo FH, Volvo FM, and Volvo FMX trucks.

The company states these trucks can operate at a Gross Combination Weight (GCW) of 44 metric tonnes and the three models represent around two thirds of the company’s sales. The move has made Volvo the first global truck manufacturer to begin series production of the broadest heavy-duty electric truck 26

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line-up, with six electric truck models in series production globally.

“This is a milestone and proves that we are leading the transformation of the industry,” says Roger Alm, President of Volvo Trucks. “It’s less than two years ago since we showcased our heavy electric trucks for the very first time. Now we are ramping up volumes and will deliver these great trucks to customers all over Europe, and later on also to customers in Asia, Australia and Latin America.”

Series production of Volvo’s heaviest electric trucks will start in the Tuve factory in Gothenburg, Sweden and next year the factory in Ghent, Belgium will follow.

Volvo produces the electric trucks on the same line as its conventional trucks, which gives high production flexibility and

efficiency gains.

The batteries are supplied by Volvo Trucks’ new battery assembly plant in Ghent.

The demand for electric trucks is rapidly increasing in many markets, with one driving force being the need for transport buyers to shift to fossil-free transports in order to meet their sustainability goals. Volvo Trucks’ electric portfolio can cover around 45 per cent of all goods transported in Europe today, the company said in a statement.

“We have sold around 1,000 units of our heavy electric trucks and more than 2,600 of our electric trucks in total,” Alm added. “We expect volumes to increase significantly in the next few years. By 2030, at least 50 per cent of the trucks we sell globally should be electric.”

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SUPERANNUATION ENGINEER MINDSET MINDSET

ARE QUINS THE NEW QUADS? Much ink has been spilt in speculation regarding what Performance-Based Standards 2.0 might look like. Marcus Coleman delves into the fray.

Marcus Coleman Tiger Spider Managing Director, Marcus Coleman, has more than 19 years’ of engineering consultancy experience in the heavy vehicle industry working for transport operators, heavy vehicle manufacturers and government. He is a professional PBS assessor, registered Chartered Professional Engineer (CPEng), registered Professional Engineer of Queensland (RPEQ) and RVCS Agent.

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hanks so much for getting this sorted. Really appreciated here! We’re back on the road. Look forward to doing business with you again. Dan Jones.”

Not only was Dan back on the road, but with an additional 4.0 tonnes payload. The quin dog now carrying 41 tonnes CML compared to his previous quad dog which carried 37 tonnes. If Dan signs up for HML he will get an additional 5.5 tonnes (42.5 tonnes payload) with the quin.

The current PBS Scheme is already capable of delivering great outcomes.

Hopefully, this will not be upset with good intentioned changes by the National Heavy Vehicle Regulator with PBS 2.0.

OLD PBS quad dog.

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Late last month the National Heavy Vehicle Regulator (NHVR) released a notice which removes certain 20-metre truck and quad dogs from the PBS Scheme. There are no tyre, suspension, driveline or certification requirements.

Provided operators meet the Vehicle Specification Envelope (VSE) and Vehicle Safety Conditions (VSC) set out in the notice they can access PBS networks.

The notice was released in advance of the promised removal of tyres from the PBS scheme and more streamlined processing of approvals through the NHVR Portal.

Operators should be aware of limitations of the notice since many local road managers are excluded,

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including the Cities of Melbourne, Maribyrnong and roads managed by the Department of Environment, Land Water and Planning in Victoria. NSW and Queensland also have some nonparticipating councils, but over time this may change.

The dog trailer must have an Electronic Braking System (EBS) with rollover control. Queensland requires Intelligent Access Program (IAP), but the other participating states and territories, New South Wales, Victoria, South Australia and the ACT, only require road friendly suspensions or mass management accreditation for 50.5 tonnes on the PBS Level 1, and 57.5 tonnes on PBS Level 2 Networks.

Targeted at tippers, the Vehicle Specification Envelope includes a bin height of up to 3.0m or 3.3m, truck wheelbase between 4.5m and 5.8m and drawbar length between 3.3m and 5.6m along with limitations on trailer wheelbase, floor heights and tow coupling overhang.

It is not clear if body types like flat decks or tankers apply if payload or tank heights do not exceed the maximum floor heights and “bin” heights specified. Presumably, the NHVR will clarify details in the operators guide which accompanies the notice.

Currently, the guide only confirms that

vehicles carrying dangerous goods are not permitted.

The NHVR has been billing this notice, alongside some other procedural and process improvements as PBS 2.0. In addition to moving more popular vehicle types outside of PBS, the NHVR is proposing changes to how approvals are processed and a framework for developing new performance standards which could broaden the scope of exemptions that can be facilitated through the PBS Scheme.

Changes to the processing times for PBS would be welcome, but details of how this will be achieved are not clear. Much appears to rely on software automation through the NHVR portal. This sounds great in theory, but online portals developed by government do not cure excessive bureaucracy and the pedantic application of process.

We developed Hevi Spec to streamline the PBS process and it has allowed us to deliver much quicker turnaround times for PBS assessments and provide our customers with a tool to develop and test their own PBS ideas. We have also developed a catalogue of over 70 preapproved PBS Blueprint designs which can assist operators get on the road in a hurry.

For example, about three weeks ago, I was contacted by Dan Jones from Jones

Bulk Haulage who had just lost a quad dog trailer in an unfortunate accident.

The truck was fine, but a second-hand trailer was needed to get back on the road as fast as possible. A PBS approved 5-axle quin dog was available for sale in Victoria, but Dan needed to know if it was going to work, what weights he would get and how long it would take to get the approvals. We confirmed on the phone that Tiger Spider had a preapproved Blueprint for a 6x4 truck and 5-axle dog. When Dan sent through the existing PBS documentation a day later, using Hevi Spec, we input his vehicle details and confirmed he would get 63 tonnes HML on PBS Level 2 routes with the quin. Dan put down a deposit on the trailer and took possession the Monday of the following weekend which was a public holiday in NSW. On Tuesday Dan emailed our PBS Certifier Brendan Coleman and asked him to hurry up with the Certification,

by Thursday I received an email that read, “Thanks so much for getting this sorted. Really appreciated here! We’re back on the road. Look forward to doing business with you again. Dan Jones.”

It’s always a pleasure seeing our clients get great outcomes and being able to focus on what they do best, keeping Australian moving through efficient freight delivery.

New combination with PBSapproved quin dog.

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COVER STORY

DISTA N GOING THE

With plans to expand its national port-to-door capability, Silk Contract Logistics has invested in three new Volvo FM A-double sets as it eyes more organic growth and mergers and acquisitions.

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A NCE Silk’s three new Volvo FM prime movers.

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COVER STORY

Chris Pearce.

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ilk Contract Logistics (SCL) is part of ASX listed Silk Logistics Holdings (ASX: SLH). In September this year, SLH completed the acquisition of container and freight service provider Fremantle Freight & Storage (FFS). It came a few months after the acquisition of e-commerce, retail fulfilment and consumer fulfilment business, 101Warehousing. The latter buyout was driven off the back of COVID, where Silk saw a demand from its existing customer base to provide an online fulfilment capability that differed from traditional warehousing. The FFS acquisition was “strategically important” in that it would at once establish Silk’s port logistics capabilities in Western Australia and promote further revenue growth.

Port Logistics is one of Silk’s two key business divisions, the other one being Contract Logistics. Together, the two divisions are responsible for offering

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three distinct services – wharf cartage, warehousing and distribution.

Silk is not, however, buying assets to make it more visible insists Brendan Boyd, Co-Founder and Managing Director of the company.

“When we look at acquisitions, we look for businesses that have a strong reputation for service and are culturally aligned with us around service and safety,” he says. “They’ve got to be in sync with Silk’s culture and really able to execute the way we want to do business.”

Both FFS and 101Warehousing were on the same page with Silk on that front.

A major focus for the business, Brendan says, is positioning itself for outcomes providential to adding market share.

For the moment that can be achieved by building its capability within the portto-door market segment.

“That’s where our growth can come from,” he says. “We’re a $400 million

player in market segments that are of about $32 billion dollars, so we have lots of room for growth.”

In July last year, Silk was listed on the Australian Securities Exchange (ASX) with a $70 million Initial Public Offering (IPO). Despite the growth trajectory it has been on, particularly in the past five years, the company remains resolutely attached to its family business ethic. Brendan says some of its largest customers, which include FMCG, light industrial, food, specialised retail, and containerised agriculture, acknowledge that the Silk team is passionate about its service to its customers.

“We all share a very common set of values, which is, focus on safety, and our service to our customers. And that spirit of working together is an important part of the fabric of the business here.

We have got really good people and a really good way of doing things. We are passionate about the Silk Way of

Front view of the A-double set.

Rear view of the A-double set.

CIMC built and designed the A-double skel.

doing things and we hold that up as our banner in terms of what differentiates us in the market,” he says. “If you spoke to our customers, they would tell you that our people, not just me and the managers, but all our people go that extra mile to give the customers what they need. That, for me, is one of our key points of difference to the other players in the market. We still have that level of intimacy with our people and with our customers that just binds us all together perfectly.”

While attention for the business remains focused on enhancing its port-todoor services including the reverse trip operations of its agricultural and commodity customers, Silk is not interested in being all things to all people according to Brendan, who is confident the business is set to surpass its current port-to-door capability nationally with a technology layer that is as good as any in the market.

When it purchases vehicles Silk prefers to target specialised equipment.

“We’re not putting numbers on our expansion plans, we just want to continue to grow and continue to round out what we do, and we’re pretty excited about it,” he says.

A renewed focus on technology and improving processes and operations across all business units was, at Silk, a by-product of Brendan and Executive Director and Chief Customer Officer John Sood turning things around when they acquired the business in early 2014 as a management buyout with an aim to build a company that was distinct from the trends then happening in the market.

In what seemed like a tall order given the circumstances, the $70 million business was losing around $5 million annually.

“It was a reasonably bold decision for a couple of 50-year-olds, as we were at the time, to go ahead with the buyout,” recalls Brendan. “We started building a culture amongst our people around safety and service. Despite a couple of

changes of shareholders on the way, I think the journey is evidence of what is a tremendous group of people safely delivering a level of service to our customers which is, if not best in market, certainly something that appeals to customers and why they come through our door.”

The numbers, moreover, back this up.

In the last three years, Silk has won annualised new revenues of about $100 million — largely from customers who only want to work with the Silk Group.

Brendan assigns credit here to the certainty its service model, with its technology overlay, provides customers.

The business is growing year-onyear, with Silk reporting a revenue of $394.7 million in FY22, which marks a 22.1 per cent growth on the previous corresponding period, and underlying NPAT of $15.8 million, an increase of 45 per cent.

“We’ve got a significant market share p r im e m ove r m a g . c o m . a u

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of the containers moving around Australia,” says Chris Pearce, Operations & Maintenance Manager, Port Logistics Business Division. “Our depots are strategically located in metropolitan areas of Melbourne, which underpins our ability to service our customers in all locations. We’ve now got 258 trailers and 63 prime movers in our Rocke Brothers operation, and we leverage off a large pool of subcontractors often engaging between 85 and 110 subcontractors per day. On the Silk Contract Logistics side, after the recent addition of the three new Volvo FM prime movers and CIMC A-double trailers, we now have ten prime movers and 17 specialised trailers, and around 85 subcontractors working per day. We have depots across Victoria, New South Wales, Queensland, and Western Australia.”

Chris Pearce at the CIMC facility in Cranbourne.

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Under a Class 2 vehicle permit of up to 85.5 tonnes, the Euro V Volvo FMs are powered by a 540hp engine to pull PBSapproved A-doubles both ways between the port in Melbourne to Dandenong where the SCL depot is located, and out to the western suburbs, returning to the wharf.

Boasting the latest in truck technology and driver comfort, the prime movers are, as a part of an array of strengths, simple to operate.

“The safety features on the prime movers are fabulous. I drove one out to Dandenong and it was as easy as steering a car,” says Chris. “The visibility from the cabin is exceptional. The safety features now embedded into the European trucks make driving a lot less stressful than it was just a few years back.”

One of the new, appealing features

for drivers of the Volvo FM540 is Volvo Dynamic Steering. It combines conventional hydraulic power steering with an electric motor that’s fitted to the steering gear. By processing input from multiple sensors, the system works out where the truck is going and the driver’s intention. The motor is controlled 2,000 times every second to correct unintentional steering movements and provide extra steering torque when needed.

Chris, who has been with SCL since 2010, has driven trucks over many years, engaged in evaluating drivers and equipment. These evolutionary changes are noticeable.

Silk, across the two businesses in Victoria, now runs in the majority CMV Truck & Bus product with 43 Volvo prime movers and 20 Mack vehicles in the fleet.

Silk now runs 43 Volvo prime movers across its Victorian operations.

“The Volvos are, from an operational perspective, easy to drive and capable of meeting the requirements of our operation,” Chris says. “The drivers absolutely love them.”

Silk operates what they call an assetright strategy. As a fleet keystone, it favours a model that leans on rental/ leases and transport contractors rather than buying basic operating equipment.

However, where specialised equipment is not available for rent or the company sees financial benefits in purchasing specialised gear and high productivity vehicles, it does make that investment.

“The rental model gives us the ability to flex up and down, but when it comes to buying,” Chris says, “we only target specialised equipment.”

Silk management, for now, isn’t interested in buying equipment for the sake of buying equipment. As Brendan defines it, if the assets are specialised and can be optimally utilised, then they’ll make the investment as was the case with these three new high productivity vehicles. This way they can allow for the business to drive efficiency in operations.

“We think our asset-right strategy is

effective in this market,” he says. “It allows us to provide those specialised pieces of equipment where we need to and then use a variable cost model to leverage up and down as you experience the peaks and troughs in the industry.

We are a highly cash generative business and this strategy is important for us and our shareholders because it allows us to reinvest in the business.”

With over 46 years of experience in the industry, Chris, as part of his current role, supports Brendan and John in mentoring some of the younger team members by passing down the knowledge and experience gained over a lifetime in transport logistics. Indeed, the company, according to Brendan, is determined to provide learning and growth opportunities for its people. One thing he often tells the new team members is that they will never be bored in the industry.

“We’re fortunate to still consider ourselves a family business,” says Brendan. “We really try and create opportunities within our business for people to encourage career progression.”

The current management team is represented by people who have fresh perspectives for business improvement

and growth while staying aligned with Silk’s values.

“We have some great new people on board, a lot of history and the foresight of Brendan and John to drive us forward,” Chris says. “We are a progressive business and we’re a leading operator in the market with key people like Brendon Pentland, who is the Chief Financial Officer, Matthew Hannah, who is the Chief Information Officer, Nicole Sullivan, who is the Chief People Officer, Paul Spottiswood, who is Chief Corporate Development Officer, and Dani Aquilina, who joined us earlier this year as the Chief Operating Officer.”

Silk is currently exploring opportunities in Adelaide and other major cities to leverage its service offering in the port logistics space. It is also looking for opportunities to scale up its distribution offer for its customers.

“The journey so far has been one of significant growth, with a major focus on our customers and people,” says Brendan. “But we don’t intend to stop here. We’re going to continue to look for further M&A growth, as well as organic growth. We are excited for the future of Silk.” p r im e m ove r m a g . c o m . a u

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FLEET FOCUS

MIXI N Concrete Taxi is a unique service which supplies concrete mixed on-site for trades and DIY sectors in amounts varying from 0.1 to 2 cubic meters, 24 hours a day, seven days a week.

B

ased on a design created by a frustrated engineer and the inability to access small quantities of concrete out of hours, the Concrete Taxi system was first set up in Perth, Western Australia.

Since then it has extended to other areas of Australia including Brisbane and Sydney through the implementation of a franchise system. Concrete Taxi isn’t like a normal agitator truck which delivers concrete in a pre-determined quantity sourced from a batching plant. The unique concept of Concrete Taxi involves custom mixing of concrete on site using aggregate and water carried on the truck along with the appropriate amount of cement to achieve the concrete strength each client requires.

The Concrete Taxi concept has numerous advantages for smaller jobs involving concrete, including a cost benefit which outweighs the cost of buying bags of cement and gravel, transporting to a job site, and allocating time to mix the concrete. The alternatives are either mixing, using a small portable mixer or getting a big agitator truck to come to the site. The Concrete Taxi service also eliminates associated problems such as disposal fees and wait times. A miscalculation in the volume required does not present a problem if it falls short. By this same token, wastage is happily avoided if too much concrete has been mixed. This leaves tradespeople on

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site to concentrate on other, productive tasks, more suited to their own skill sets.

A mixer unit attached to the back of truck is a Concrete Taxi proprietary design made in Brisbane to the company’s specifications and drawings and is specifically designed to fit on a Hino 500 Series FC chassis. Over time, developments in equipment have led to a more optimised service which has resulted in steady growth with 23 trucks at present operating nationally and an additional four new Hinos currently under construction. Concrete Taxi is, currently, seeking more operators for the Sydney, Canberra, Newcastle, and Adelaide markets.

“The growth is due to offering our key value propositions to our customers through a strategic market approach, whilst making the service more tailored to our customers as the service becomes more known to tradespeople,” says Jarrod Coleman, Concrete Taxi’s National Marketing Communications Manager.

“Jobs like fences, driveway extensions, patio or shed slabs also increase the property value so doing these smaller jobs around the house goes a long way to adding value.”

Trades and DIY are the two major market categories Concrete Taxi at present aims its service. The split is approximately 60/40 to trades such as carpenters, concreters, plumbers, and pool installers.

“The two markets are very different,” says

Wayne Andrews.

I NG

IT UP

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CEO Paul Cherniakov. “Tradespeople are very transactional and they like this service because it saves them a lot of time. They can just get the job done for their client and then get out. It’s a convenience thing which saves them time. It’s a major convenience for the DIY sector as well because home renovators don’t want to be doing the whole process themselves.”

Due to the Concrete Taxi operators performing such tasks every day, they can provide advice and expertise as well as assess the job to estimate the quantities required.

“A lot of our operators come from the transport or construction industries, and some from the customer service industry,” says Paul. “Operating our machines is not very difficult from a technical point of view.”

Concrete Taxi has 23 Hino 500s fitted with a mixer unit of proprietary design.

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Conventional agitators mix, deliver and pour. Concrete Taxi operators take the time with their customers to explain what they need and allocate time on site inclusive of the price to provide a higher level of customer service.

“More than ever, once people use the Concrete Taxi service, they never ever consider mixing concrete again,” says Jarrod. “In addition to the time and convenience factors, we allocate specific amounts of time on-site according to the size of the job, which is at no additional cost to our customers. Also, our mix on-site service allows us to mix to our customers’ desired requirements, eliminating the need for disposal fees.”

The trucks are based on the Hino 500 Series FC 1124 model which has a Gross Vehicle Mass of 11-tonnes which suits the application perfectly as it allows the

trucks to carry the necessary ingredients to make approximately two cubic metres of concrete, although most of Concrete Taxi’s jobs are less than that.

“This is a perfect model size for us”, says Paul. “We have generally found Hino to be very reliable trucks and have a 2004 model still on the road and a couple of 2006 Hinos and they have given us very few problems over this time.”

The older models are at the moment being replaced with newer versions.

“Keep in mind our trucks operate in very tough conditions and they are generally fully loaded at all times,” explains Paul.

“They have to cope with hot conditions,

suburban hills and rough worksites, yet they never let us down. I am genuinely very happy with Hino as the choice of chassis.”

Trucks are designed so axle loads are not exceeded. The chassis is shortened at the rear as part of the fitment of the patented mixer unit which is hydraulically operated from a pump driven by the gearbox’s PTO. Rust is a common problem encountered by conventional concrete agitator trucks, but not with the Concrete Taxi design.

“Our ingredients are dry and we’re not getting water all over the chassis,” says Paul.

As a part of the overall package, franchisees are provided with a fully fitted out vehicle. Ingredients like cement and aggregate are sourced using local businesses such as landscape supply yards.

“Because we don’t operate out of batching plants, we can easily have the products on board our trucks and we fill up each afternoon and have it ready to go the next morning,” says Paul. “It doesn’t go off because it’s dry.”

Brisbane-based franchisee Wayne Andrews moved away from a career as a bricklayer around five years ago.

“I researched everything for three to

four months prior to committing to a franchise,” he says, notably impressed with the business model. “As an ownerdriver you can do quite nicely out of it and if we’re on the road all day every day they’re making good money too. Anyone who’s keen can hook in and do quite well out of it, especially if they’re prepared to work extra hours and Saturdays.”

The nation’s building boom means occasionally Concrete Taxi operators are doing bigger jobs because people are desperate to get concrete.

“I can’t see that changing in the near future with the Olympics coming up here,” says Wayne.

Hino 500 Series FC 1124 model.

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

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PORTS

AND ALL Global Product Supply Management runs its own transport division, making it a rare industry presence given its line of work. Earlier this year it celebrated its 20th anniversary by investing in a showstopping new Kenworth T909 prime mover.

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any businesses in the ultra-competitive freight forwarding segment outsource their road transport needs to a third party.

Sydney-based freight forwarder, Global Product Supply Management (GPSM) incorporates a bespoke fleet of commercial vehicles, 12 in all, moving containers from Port Botany to its yard and for clients around the state, making it something of an exception to the rule.

Outside of Sydney, where the company employs around 50 people, it employs a traditional model with subcontractors working under the GPSM banner.

This year marks the twentieth for the company locally. It was founded in 2002

by Bill Alexiou and Lisa Harriott both of whom remain directors today. Bill and Lisa had previously worked together at another freight forwarding company.

Combined, the leaders at the company, including other senior managers, amounts to well over 140 years. In an era of crippling supply chains and skyrocketing operational costs, GPSM is in an enviable position that it can

The GPSM 20th anniversary Kenworth T909.

draw upon every one of those years of experience.

The name of the business derives from its inaugurated model of helping importers better manage the supply of their products, not just their shipments.

“We felt that the customer service for that last mile was almost more important than getting it here on a ship,” says Bill. For a while there the business dabbled in opening an interstate office which, ultimately, wasn’t pursued when it was decided Sydney operations alone had more than enough opportunities and electronic lodgements to cater for all interstate customers.

Six years into its existence GPSM did purchase a small husband and wife transport business.

“They basically had two trucks and from that we built it up only to satisfy the needs of our clients so we focused on that as a key driver to improve service,” recalls Bill. “We didn’t want to get too big. With transport there’s always something happening — fines, accidents, drivers off. You’re throwing money at it all the time. It’s a very hungry capital-intensive beast, but it’s a beast our customers need us to manage and manage well.”

The business prides itself on its interactions with suppliers. Instead of servicing customers just on the purchase order level, particular emphasis is placed on the type of products being shipped.

It differs somewhat from most freight forwarding models in which the shipper, once they know when the goods are ready, simply retrieve the goods to ship them out. GPSM, as Bill explains, goes one step back in the process by providing efficiencies for clients in man hours to manage those purchase orders.

“Some companies report we are saving them one or two people in manpower because of what we’re doing for them,” he says. “Our clients are very happy with our delivery targets that we meet and our KPIs. We’re very much proactive when it comes to communications with our clients which I think is very important. We’re finding we’re getting a lot of referrals because other

businesses, which aren’t so proactive and are more reactive when it comes to communication, are getting found out due to the breakdowns in supply chains globally.”

Many companies on the GPSM radar are asking their peers in the same segment for recommendations in the wake of being let down by their providers. The resulting trend for GPSM, according to Bill, is a lot of additional business.

“That will continue so we’re looking to keep on doing what we’re doing. It’s a successful model,” he says. “If we’re going to do anything it’s going to be involving our technology side which will be ramped up so we can be even more efficient and bring those efficiencies through automation to our clients.”

The fleet consists of mainly prime movers, most of which are 600 horsepower Volvo FHs, with a pair of Tautliners assigned to LCL air freight, a 450hp Volvo FM and a new Kenworth T909. The Kenworth, which is pulling A-doubles from the wharf at Port Botany, making it unique in Sydney alone for its individual specification, has been added as a commemorative vehicle to recognise the company’s 20th anniversary. Because it is ferrying A-double skels between the port and Eastern Creek, the only Kenworth of its kind to do so, the vehicle has needed to undergo several modifications through its design and build stages.

The 30-metre allowance in Sydney nominally prohibits bonneted American trucks like this from operating in such an applications on the wharf.

Designed in collaboration with Gilbert and Roach to ensure it met the requirement, the Kenworth T909 has undergone a host of interesting changes including a shorter wheelbase so that the front of the skel could be shifted all the way forward. A day-cab was also imperative.

The air tanks on the chassis had to be moved to the rear as there was no room under the chassis for them to go in the usual spots.

The 7-inch chrome exhaust stacks have been shorted to 4-metres from 4.2m p r i m e m ove r m a g . c o m . a u

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to ensure the truck has no challenges accessing service stations.

GPSM provides daily services to Lithgow, Newcastle and the Central Coast. The trucks, for those familiar with the topography, therefore, venture over mountains, sometimes three times a day.

As a challenge it poses little issue for the Volvos working regional and interstate linehaul.

“I’m really happy with the fleet we’ve got,” says Rob Sullivan, GPSM Transport Governance & Compliance Manager.

“It’s diverse and we’ve got a good variety of trailers and services from the dock.

A lot of trailers we’ve investing in are interchangeable. There’s rollback skels and lift-on, lift-off Carrier Eco-Drive GenSets. For the size of the fleet I’m really proud of the volume of work it does.”

Finding drivers is an ongoing hurdle industrywide. For smaller fleets there are inherent challenges when absences hit.

Keeping the mobile assets active can be difficult especially given the procession of containers coming into the country.

In order to attract more talent, GPSM is offering its drivers a finder’s bonus for any personnel they bring on who stay for at least three months.

“The driver who comes on board gets

a bonus and the driver who found him gets a bonus,” says Bill. “The other big problem we’ve got in the sector is empty container parks. A lot of the places are full. Sydney Ports has introduced a penalty system for shipping lines to make sure they get rid of the empties.

From what I’ve heard from people that are in the know, shipping lines find ways to get around that. Transport companies are being told, ‘sorry, we’re not taking any more,’ and are trying to find somewhere else to go. Who pays for that? There’s a lot of that that is impacting the transport industry as well.”

Freight forwarders had fallen prey to shipping three containers, say from Europe, in lieu that they might not receive one every month. This contributed to lack of space on vessels and a dearth of empty containers according to Bill.

“But by the time the thing gets here you’re still hoping that you’re going to get rid of those three containers,” he says. “Then you find you’ve got one still sitting on the shelves.”

As rail represents a big part of the daily business processes, affording it more efficiencies across the operation, GPSM uses the LINX unimodal system

regularly. Shipping rates have fallen drastically over the last few months.

Moving a container in the Pacific is down to USD$2260 in October from nearly USD$13,700 back in January.

“That’s an indicator that demand is not there like it was,” says Bill. “We’re in our peak season. We should be getting peak season surcharges and all sorts of stuff but we’re not. If anything we’re seeing that rates, across numerous origins, are starting to fall. I think China is down around 50 per cent on rates for 20s and 40s to where it was. A 20 foot container maybe a year ago was between $5000 to $6000 USD. If interest rates continue to be pushed as a dampener for demand globally, we might find that it will, in itself, push freight rates down even further.”

Interest rate hikes, for the time being, continue apace. Bill is concerned that the Reserve Bank of Australia (RBA) is not allowing the interest rate increases enough time to filter through to the economy.

“It’s a very blunt instrument,” he says.

“No one has given adequate time to see what the impact of all of these things will be. How long will it be before the RBA is going to have to correct course and drop them again?”

GPSM’s Volvo prime movers in action.

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FLEET FOCUS

COAST R

Mercedes-Benz Actros loaded with steel.

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T RIDER

The New South Wales Central Coast continues to experience exceptional growth in terms of population and local enterprises. Coastal Transport Services provides a dynamic solution to the area’s transport requirements.

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oastal Transport Services (CTS) was established by Ray Graetz in 1986 to provide general freight services to the burgeoning area located midway between Sydney and Newcastle. Ray’s team, headed by General Manager Graham Ryall, have taken the business to new levels by pursuing diversity in a number of strategic directions. Head Office is located at Warnervale on the Central Coast, just a few hundred metres from the M1 Motorway which links Sydney and Newcastle. The purpose-built facility includes a Roads and Maritime Services accredited heavy vehicle workshop, pallet racked warehouse space, a 140-tonne public weigh bridge and an automatic truck wash capable of accommodating B-doubles. Several years ago, another depot was established in the Western Sydney industrial suburb of Wetherill Park which includes extensive warehouse and hardstand storage areas.

Although there are benefits for a transport operation being in such a strong growing location, the intention has been to limit the exposure of having to rely totally upon the organic growth of the traditional general freight associated with groceries and residential construction. Consequently, CTS has expanded its offering by providing services in several specialised areas including over-length steel and concrete beams and the transport of pre-cast concrete wall panels. These two functions have required investment in

additional equipment such as extendable and drop deck trailers and truck mounted cranes.

The more traditional Tautliners are kept busy handling groceries for the major retailers as well as for locally-based manufacturers Mars and Sanitarium Foods, as well as general freight including building products.

Within the business there has been an increased focus on technology with its accompanying systems and processes.

“We were once a very paper based organisation from planning right through to the consignment notes and how we closed out jobs in our system,” says Graham. “We are moving a lot more towards being a paperless operation and job planning is all done electronically with the allocations communicated via mobile phones to drivers. Our drivers are more adaptable to it because everyone’s got a mobile phone so there is a lot less resistance to that type of technology.”

The application used caters for notifications of arrival and departure times at delivery and pick-up addresses as well as electronic proofs of delivery.

CTS drivers rarely do long distance jobs. The aim is for every driver, where possible, to be back at their own home each night.

“Safety and compliance have always been a strong focus for us and have put a lot more resources into it particularly during the past two years,” says Graham.

This includes the appointment of a full-time compliance and safety officer p r im e m ove r m a g . c o m . a u

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Coastal Transport Services head office at Warnervale on the Central Coast, NSW.

who monitors work diaries and time sheets and makes certain the internal auditing is always up to date. CTS was an early member of TruckSafe and as an indication of the ‘belt and braces’ approach to safety the company also subscribes to the National Heavy Vehicle Accreditation Scheme operated by the National Heavy Vehicle Regulator.

“It’s a good indication in terms of the seriousness we take towards the safety compliance,” says Graham.

The business has the philosophy of turning trucks over every seven to ten years. The nature of the operations is that this happens while the trucks have comparatively very low mileage, usually around the 700,000-kilometre mark.

This policy avoids the need for major rebuilds and the accelerated replacement program in recent times has contributed to ensuring the fleet is modern and is attractive to drivers, so they feel refreshed at the end of their shifts.

Historically, CTS has had a lot of American trucks but in recent years has moved more towards European products.

“While that’s probably brought with it a 46

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bit of apprehension from the old school drivers, once they get into a Volvo they never turn back because it’s so much more comfortable,” says Graham. “Our transport manager Kyle Elphinstone is very strong on features that are beneficial for the driver and seeks feedback from the drivers on the trucks we order.”

Input into the process of making decisions about new trucks can be as wide-ranging as the image of the prime movers to the placement of tool boxes.

While the majority of the prime movers currently are from Volvo, two 510hp Mercedes-Benz Actros prime movers are regarded as the pride of the fleet.

The Actros’s are high specification and are equipped with the innovative MirrorCam system.

“The drivers love them and the fuel economy from them is phenomenal,” says Graham. “I can see us having more of those Mercedes-Benz as we go forward. Volvo is the dominant make of vehicle over the past five years, and we haven’t regretted that decision. They’ve been a good truck with good support so I can see us ordering a number more into

the future from Volvo. At the moment, it’s just about the wait time.”

Most of the rigid trucks in the fleet are Isuzus.

CTS has experienced the recent extended delivery times for new trucks which is being felt industry wide. During 2021 there was an urgent need for an additional two prime movers and the only ones which could be sourced quickly were Freightliner Coronados, a model which was already used within the CTS fleet and had provided good service.

Tautliners continue to have high utilisation transporting regular freight, bringing it occasionally in contrast with the activity associated with some of the flat top and extendable trailers which can be intense at the peaks although they can sometimes sit in the yard between clients’ projects.

The Central Coast was once reliant upon agriculture and its position as a ‘dormitory suburb’ for commuters travelling to Sydney each day. Over the past couple of decades, the area has seen rapid expansion of residential

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MirrorCam 510hp Mercedes-Benz Actros.

investment along with an increasing number of national and local industries making the region their base. Major retail projects in the region are another source of opportunity for CTS. The lockdown of the construction industry at the height of COVID had an effect on some sections of the overall CTS business and underlined the importance of the diversification which had been pursued over the past few years. The expanded and diverse range of service offerings has meant CTS has been involved in a number of non-traditional projects including making a number of deliveries for a Halloween event at Sydney’s iconic Luna Park, and the movement of multiple containers of fashion clothing for an international clothing brand as it renovates and restyles its Central Coast stores.

In line with most in the industry, CTS faces the challenge of having the drivers required to keep the operation running as it grows. As a local employer CTS has gained the reputation as a good place to work, with a number of drivers being at the business from its early beginnings. The limitation of availability of experienced technicians for the workshop has recently resulted in CTS looking to overseas recruitment.

The expanded fleet now exceeds 80 trucks and prime movers including sub-contractors, and more than 100 trailers, so service and maintenance are regarded as crucial to keep the vehicles working in a safe and efficient manner. Along with its success as a provider of value for money transport and warehousing logistical services, Coastal Transport Services continues to be a dynamic organisation maintaining exceptionally high levels of ethical, environmental and safety standards.

Scan to learn more

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MAR MAKERS

TRUCK & TECH

Rolling out a new group of Hino Hybrid service trucks, COLAS turned to vehicle body builder specialist, Hidrive, for its specialised design and manufacturing capabilities.

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oad and infrastructure giant, COLAS, provides high quality materials to build and maintain pavements through an expanding network of aggregate, bitumen and asphalt production facilities across Australia. Its state-based contracting businesses service asphalt and spray sealing with an enormous fleet of tipper and spreader trucks, asphalt sprayers, skid steer loaders, combination rollers, tandem rollers, wheel rollers and micro-pavers.

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Add to this shuttle buggies, walking floor trailers, Tieman tri-axle tankers, some 130 utility vehicles, nearly 50 4x4 passenger vehicles, several Manitou telehandlers, 21 forklifts, 23 Hino 500 Series FG1628s and more than 20 prime movers of different makes. These myriad assets all require regular upkeep and servicing. The workshop and servicing department, two areas COLAS continues to bolster with additional resources, are naturally vital for the business. As part of this expanding

service department the company has introduced five new 716 Hino Hybrids.

COLAS prioritises, where available, the cleanest and greenest trucks in the

ARK Australian market, as it insists on Euro VI engine or equivalent vehicle emissions standards as part of its commercial vehicle policy. Fuel economy is of critical importance on the Hinos which are expected to cover some territory, operating up and down the east coast of Australia mainly between Brisbane and Sydney, in varying conditions.

The six-speed Hino Hybrids feature an AMT transmission with power steering and exhaust brakes — factory standard features.

Just as safety remains a major focus of the business all vehicles have been fitted with lane departure warning systems, forward facing

and rear facing cameras and radar reversing alarms. Hino City in Sydney supplied the trucks, each of which is kitted out with a bullbar, and tools housed in boxes with sliding drawers. Such additions have proved, however, mere appetisers in light of what was set to come.

Because the five trucks are specified for breakdowns and repairs, they have required considerable options. The operators of the vehicles, who are COLAS technicians, need to carry a range of equipment once they’re out on the road.

That means having drop sides, inverters for a refrigerator, a generator, air compressors and gas bottle storage, among other functions according to COLAS National

Equipment Manager, Andrew Hughes who turned to Hidrive, a body building specialist, for these specifications.

“After considering our options it was clearly apparent that Hidrive has a formidable track record and capability to build what we needed according to our time frames,” he recalls.

The project would need to be completed in under eight weeks.

As COLAS prefers to do most of its servicing back at the workshop in Tomago, the new Hino Hybrids had to be well equipped to handle repairs on site. It was necessary, just for starters, that the five trucks each had a welder, gas bottle and inverter for charging refrigerators and tools.

A pair of the new Hino Hybrids with Hidrive’s specially designed and built bodies.

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Hidrive’s modular approach delivered the new low emission COLAS mobile assets uniformity.

“Most of the tools now run on batteries with pneumatic gear largely a thing of the past,” explains Andrew. “We wanted to make these vehicles mobile workshops for our service technicians. From socket sets to air compressors, we even decked them out with 3/4 drive rattle guns from Milwaukee.”

All told, $170,000 was additionally invested in the vehicles including $20,000 just in hand tools.

The industry sector for truck mounted service bodies is fast evolving. Australianowned Hidrive, which operates under certification ISO9001, a globally recognised quality management system, rapidly evolves with it. With a nationwide footprint, the business was founded in Western Australia in 1993. Its ability to vertically integrate business processes gives it control across design, manufacture, installation and service, and helps it continue to attract new customers from a range of organisations across Australia.

COLAS is one of them. The Hino Hybrids marks its first project with COLAS. The design team were tasked with creating a layout that was both practical and userfriendly according to Russell Lacey, Hidrive 50

n ove mbe r 2022

Commercial Sales Manager who oversaw much of the project.

“Once we found out what the trucks were being used for and the equipment that Colas wanted integrated the aim was to get the balance right to keep it within axle capacities to achieve the maximum payload with a minimum body weight.”

Here’s how it works. Hidrive, using its design and manufacturing system at its facility in Goulburn, NSW, draws up and fabricates the body to suit. The bodies, which are made from aluminium, accommodate extra payload capacity as they are much lighter.

One of the key requirements for Hidrive was to fit a 1200mm x 1200mm pallet space in the rear to carry parts and secure it properly with easy access to the back while still having room for a crane. Traditional body builders usually wait until the truck arrives, measure it up and then start building the body onto the truck. Hidrive have turned that on its head by making everything in advance. As they use CAD drawings of the truck on their designs and accessories, there is no experimenting. Any guesswork is removed from the process through digitally ensuring the service

body weight balances. At a practical level, Hidrive only needs a truck for two weeks, not two months. For the customer, this ensures they are on the road sooner, and not paying for a truck that can’t be used.

The build of the service body passes through five stop gates. The first involves confirming the components and componentry cutting. The next stop gate is the fabrication of the subframe chassis.

After this, painting and sealing takes place and is followed by the internal fit-out and electrical. The integration of the service body to the vehicle is the next step in the process.

City Hino’s Bevan Joseph, who was part of the process, was pleased to hear that production ran smoothly without any delays for COLAS. “They have fitted far more than what the truck normally has. Hidrive offers a great range of options in their body build and COLAS have basically ticked for every option.” he says. “It’s a beautiful system as to how they work their bodies.”

Of the alterations made to finalise the process, Hidrive needed to modify the exhaust on the welder to ensure that there was no heat transfer that could pose a

Five 716 Hino Hybrids were part of the project.

safety hazard. “It’s the last 2 per cent in the finer details that makes the difference” says Russell. “They made sure it was going to work and that COLAS were happy with the positioning in case they might want to alter anything, even slightly.”

Working on a hybrid vehicle, as might be expected, entailed certain modifications.

These mainly prompted decisions around the battery positions and how they might impact the placement of underbody storage. A few adjustments were noteworthy.

“It was a matter of where we placed the underbody storage boxes,” recalls Russell.

“They needed to be out of the way of the batteries that take up the majority of one side. There may have also been some chassis adjustments.”

A short interval during the eight-week production resulted in Andrew and his team at COLAS visiting the Goulburn facility to assess progress and approve some of the final adjustments. During the build Andrew received weekly progress reports.

“It was very reassuring not only to observe how they did everything but to see how personnel and individual departments

run through their checks so nothing in the building process is missed,” he says. “Once they got the vehicles at the workshop things happened really fast. They can turn around a build in a few weeks. The way they are going they will be turning them around in days.”

Part of the COLAS brief required the five Hino Hybrid vehicles to have consistency of visual impact. In other words, being built from scratch the vehicle design needed to be repeatable and factor in the versatile configurations so all five trucks were completed with a uniform look.

Because Hidrive follows a proprietary modular structure every truck features the same drawers, compartments and fittings.

“It’s all made the same and it all opens and closes the same,” says Russell.

“Supposing they want to order another truck, we can deliver the same thing and it wouldn’t be any different than the ones they have already had delivered from us.”

That very consistency across the builds achieved from the Hidrive process has flowed directly into service bodies made for new Toyota HiLuxes COLAS has recently introduced into operations in Queensland. The COLAS mechanics

that will operate these cab chassis utes consulted directly with Hidrive on the builds. Andrew received the drawings and approved the cost.

“It all went smoothly,” says Andrew. “As the workshop grows, we’ll look to work with Hidrive especially on our workshop type equipment that is dedicated to maintenance.”

The Hino Hybrids have now been in the field for four months working mostly on residential streets where COLAS is doing spray seal jobs for councils in Dubbo and the Blue Mountains. They’re hard to miss painted in an aerospace orange. It’s an automotive paint that Hidrive uses to match the cabin of the truck.

“The whole thing has a visual impact in itself,” says Russell. “You don’t see service bodies around as good as ours. Not that I’m trying to blow our own trumpet. But it’s a fact.”

Andrew, it would seem, wholeheartedly agrees.

“Obviously we do like quality, and we don’t buy cheap stuff because we want it to last,” he says. “We haven’t had any problems with the trucks — the whole experience has been a good one.” p r im e m ove r m a g . c o m . a u

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E AT YO U R S E L F

FITTER A Viva Energy and Scott’s Refrigerated Logistics campaign is helping over 1000 drivers boost wellbeing and safety.

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ife as a fleet driver – particularly long haul – poses both physical and mental health challenges.

Hours of sedentary driving followed by intense bursts of heavy lifting. Delivery schedules that may require driving through the night.

Isolation and loneliness due to extended time away from home.

It’s taxing work that requires nutritional food, but it’s a challenge to maintain a healthy diet on the road. Quick-grab options like meat pies and fries are often the default go-to.

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Viva Energy and Scott’s Refrigerated Logistics have teamed up to tackle the issue head-on with the Fuel Your Body campaign. Emma Stuart, Group Health, Safety, Security, and Environment Manager at Viva Energy, has been working closely with leading fleet organisations, so she sees the challenges faced by drivers first-hand.

“Because they’re on the move and the hours they’re doing, it’s difficult to prepare and take food with them,” she says. “Food sources along freight routes may be limited, particularly for long

haul drivers. If you compare the fast food and convenience foods against the range of choices most of us get to make everyday, it’s no wonder eating can be a trap.”

Emma says the stereotypical driver lifestyle is not promoting heart health and good choices.

“Drivers are sitting for long periods of time,” she says. “They’re not getting access to the right foods in a consistent way. This impacts cholesterol, rates of type 2 diabetes, heart disease, stroke and cancer. It really ups the health risks

Viva Energy and Scott’s Refrigerated Logistics staff at the launch of Fuel Your Body.

for drivers.”

Research into the field suggests healthier drivers are also safer drivers. The personal wellbeing of the drivers isn’t the only consideration. Looking after drivers, in general terms, often correlates to a safer transport environment for all.

“Safe driving is a huge consideration because our drivers are driving around tankers full of fuel. There’s nothing more important than them being well rested and physically well to do that task,” says Emma. “A lot of support through the pandemic has been around mental wellbeing. It’s critical for drivers to have their head in the game in a job that has some risk.”

The focus is also on improving physical health via nutrition. What drivers eat impacts their sleep and energy levels and reduces the risk of health episodes like heart attack or stroke behind the wheel.

The impacts of the COVID-19 pandemic and related supply chain pressures have added new demands to the existing challenges of fleet driving. According to Emma, some drivers have left the

industry because of these pressures, which in turn puts more pressure on the drivers who remain.

“There’s been a real shift – the pandemic has been a wake-up call for drivers for their physical and mental health,” she says. “The last few years have dramatically changed what is important to people. Five years ago, it would have been a real struggle to have this conversation. But the conversation has changed, and so have attitudes. People are more interested in looking after themselves.”

Viva Energy and Scott’s Refrigerated Logistics have partnered on the Fuel Your Body campaign to keep the conversation around healthy eating going.

The Fuel your Body campaign provides Scott’s drivers with support and education to empower them to make healthier choices on the road according to Ammie Ballard, Scott’s Refrigerated Logistics Head of Health and Wellbeing.

“At Scott’s we have taken a holistic approach to supporting improved health and wellbeing for our people through

our health and wellbeing framework,” she says. “This framework encourages our people to care for their minds, their bodies, and our workplaces, ultimately, we aim to create a culture of care, happier and more engaged employees who are able to have longevity in their roles throughout their career.”

The campaign forms one part of the foundation in what is a holistic and ongoing series of initiatives and changes to inform and support drivers in accessing healthier meals on the road at the company.

“With the commencement of this program, we have concurrently begun providing healthier food options in our depots, driver rest and accommodation areas,” says Ammie. “Our employees will have opportunities to engage in one-onone nutritional support and advice, meal plans and education around fuelling your body with the right types of food at the right time.

The more Viva Energy can do to help promote good choices, the better, insists Emma. p r im e m ove r m a g . c o m . a u

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The cooler bags contained nutritious foods.

“Fuel Your Body is aligned with our overall wellbeing strategy, which centres around three pillars: physical, emotional and social wellbeing,” she explains. “For physical wellbeing, our current focus is healthy eating and managing fatigue.

These are all critical for fleet drivers.”

Scott’s Refrigerated Logistics was an obvious choice of partner for Emma, thanks, in part, to their industry reputation as being ahead of the game with worker health and wellbeing.

“Our goal is to build momentum throughout our driver community by highlighting and sharing driver feedback and positive examples of drivers prioritising their health and nutrition,” says Ammie, who foresees more fleets ready to become proactive when it comes to health initiatives for drivers.

“There are already great examples of where transport companies and industry partners are supporting drivers in this area, however there is still a lot of work to be done,” she says. “It really requires a whole of industry approach to achieve the desired change and to support our drivers in improving their health and wellbeing.”

There are, of course, other positives to be drawn from this. For one, it makes good business sense to support drivers to stay fit and well, and ensure, moreover, their longevity within the organisation.

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Each of the 1000 cooler bags contained an information card on the campaign.

“At Viva Energy, we’re very much driven by our people, too,” she says. “So it’s rewarding to run a campaign together where we can really focus on helping people to make safer, healthier choices.”

Fuel Your Body is about inspiring new healthy eating habits by providing cooler bags filled with healthy options to fuel drivers for the long haul. Nutritious foods available at servos and truck stops were chosen so drivers could refill their bags on the road.

“We packed over 1000 cooler bags full of nutritious foods like tins of tuna, microwavable rice cups, protein bars, plain popcorn and water bottles,” says Emma. “When you walk into servos you do see rows of chips and lollies – but these snack bags highlight that there are healthy choices to be found.”

In this respect, small changes can have a big impact on health. Fuel Your Body, as part of its aims, sets out to have a lasting effect by inspiring realistic but powerful changes to daily eating habits.

Emma says if it feels like a chore, or deprivation, it won’t stick. Choices must fit into the driver’s lifestyle, rather than set unrealistic expectations.

“From an emotional wellbeing point of view, it’s about people supporting people to make good choices and not to be too hard on themselves,” she says. “They can

get there gradually through changing some of their habits.”

The 80/20 rule here applies according to Emma. If 80 per cent of the food we eat is healthy and minimally processed, 20 per cent can be a variety of ‘special’ foods we like as a treat. It’s good news, no doubt, for fans of meat pies, providing it isn’t a dietary staple.

Ultimately, small changes make a big difference. For starters, cutting out soft drinks and drinking eight glasses of water every day, avoiding fried food, and choosing fresh fruit, vegetables and nut snacks.

Understanding that food should be used as fuel while driving to maintain energy levels and keep drivers alert is essential. The long-term health benefits are clear. Adults who eat a healthy diet live longer and have a lower risk of obesity, heart disease, type 2 diabetes and certain cancers.

If Emma had a choice as to what people should remove from their daily diet to improve their health, it would be, without hesitation, soft drinks.

“I’ve seen myself how much it can improve physical wellbeing by just cutting out soft drinks,” she says. “That’s a good place to start. If we inspire drivers to make that kind of change, then Fuel Your Body has been a success.”

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TRUCK & TECH

SUPP

STRUCTURES

Reliability and responsibility underpin Dana’s commitment to keeping customers on the road. In keeping with this mission is the appointment of a new product support manager.

A

Stephen Du Toit.

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s part of a strategic investment in people that understand the transport industry, Stephen Du Toit has joined Dana Australia as its new Product Support and Warranty Manager.

With a history of dedication to customer service and expertise in warranty, he is the ideal candidate to bring Dana’s reputation for customer service and excellence to all new heights. Stephen joined the trailer suspension and axle specialist, BPW Axles, where he grew up in South Africa 25 years ago. Ten years later he relocated to its Australian branch where he remained for 14 years as the Customer Service and Training Manager until now.

“I decided that I quite liked the idea of another challenge,” he says. “So, after 24 years with BPW, I decided to leave and join Dana where I have been engaged as the Product Support and Warranty Manager.”

Now in charge of the customer service department, warranty department and product support department, Stephen’s role is as varied as much as it is immersed in responsibilities for the determination of product warranty claims, developing and delivering in-field training, preparing service and parts documentation, as well as managing the customer service team.

A company’s success depends on more

P ORT than just the solutions it provides or the services it can offer. Behind every standout company is an exceptional sales team that connects with customers on every level.

Dana’s aftermarket sales team is the go-to for companies looking for parts as it has many years of experience in the field. The OEM heavy-duty team is recognised not just for their experience but also their passion and commitment to keeping the customer on the road according to Stephen.

“Our sales team has many years of experience in the industry, and it is well-known and well-respected,” he says. “They are highly knowledgeable, they have a broad range of experience to draw upon between them — it doesn’t go unrecognised.

“Customers value the trust they have developed over many years with our team and the great service they provide.”

Customer trust, after all, is just like any other trust between people notes Stephen.

“It is not given, and it can’t be faked,” he says. “It’s only earned over time and through every interaction a customer has with your business.”

Dana’s main focus at the moment, according to Stephen, is to maintain a consistently high level of customer support and product support.

“While we cannot always be perfect, we will do everything in our power to be of the best assistance, and I am committed to delivering the best service our customers can expect,” he says. “What every customer wants fundamentally is good reliability and good value for money, and you have to be there to

“While we cannot always be perfect, we will do everything in our power to be of the best assistance, and I am committed to delivering the best service our customers can expect,” he says.

“What every customer wants fundamentally is good reliability and good value for money, and you have to be there to help should problems arise.

When something goes wrong you have to keep them informed, do as much as possible to assist them and support them every step of the way.” help should problems arise. When something goes wrong you have to keep them informed, do as much as possible to assist them and support them every step of the way.”

Another key priority for Stephen is technical product and service training, which he believes is sorely lacking in many parts of the Australian industry today. Mechanics aren’t always getting the correct training according to Stephen because some of the warranty claims he receives are simply due to incorrect maintenance procedures.

“This impacts our customers’ businesses the worst as their equipment isn’t doing its job or a truck doesn’t end up back on the road as quickly as it could have, but it also impacts our relationships with the OEM and their distribution supply chain,” he explains.

Stephen realised how transformative training can be and the effect it has on people’s lives while teaching high school students many years ago.

“My aim in this role is twofold,” he says.

“To improve the training Dana provides to our customers at every level, and to consistently provide customers and their workshops with reliable product support.”

There are a lot of older heavy vehicles still being used in Australia. The average age, owing to this, is much higher than the rest of the world.

“As they are replaced, I believe that customers who are aware of the latest available technologies will take advantage of them, and so we will see more sophisticated vehicles on the road that will provide customers better returns on their investment,” says Stephen. “The Dana sales team drive product improvements locally really well. The company has learnt a lot of things and we have implemented a lot of things.”

He adds, “We firmly believe that the customer is getting a product that is designed to suit their requirements.” p r im e m ove r m a g . c o m . a u

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INDUSTRY

THE

In the German city of Hanover, across some 270,000 square metres of exhibition area, the IAA TRANSPORTATION event is held making it the largest of its type in the world.

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he numbers are astounding.

Beginning with 1,402 exhibitors from 42 countries and a total of 230 national and international speakers. Almost a quarter of a million visitors hail from 72 different countries. A showcase of technical innovations, developments and concepts for tomorrow’s climate-neutral mobility, IAA TRANSPORTATION 2022 was much more than a truck show. Exhibitors provided information across the entire logistics spectrum ranging from trucks to cargo bikes and delivery vans to parcel drones.

This year’s event was heavily geared around low and zero emission 58

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transportation. Many of the global innovations on show focused on the electrification and climate neutrality of the drive train.

The OEM vehicle manufacturers presented a huge variety of electric and fuel cell-based drives as well as hydrogen combustion engines. There was also an evident trend involving replacement kits that enable the diesel drives fitted in buses and trucks to be replaced by a new battery drive system. This concept will enable haulage companies and local transport companies to modernise their existing vehicle fleets during ongoing operations. Bodywork and trailer exhibitors also presented a wide range of innovations which included electrified

trailer axles and lightweight trailers that will reduce the towing vehicle’s energy requirements.

The battery-electric eActros LongHaul long-distance truck unveiled by Daimler proved a highlight of the show. The German manufacturer first announced the 40-tonne truck back in 2020 and the ‘concept prototype’ was shown to the public here for the first time exactly two years later. The eActros LongHaul was displayed indicative of the ‘design theme’ of the series-production vehicle and the initial prototypes are already undergoing intensive testing. Locally, the eActros LongHaul will be tested on public roads later this year, with near- production prototypes available

SHOW

to be provided to customers for realworld use testing during 2023, with series production planned for 2024.

On a single battery charge the eActros LongHaul will have a range of around 500 kilometers. The e-truck will enable high-performance charging – or socalled “megawatt charging” which can take the battery charge from 20 per cent to 80 per cent in just 30 minutes.

Also displayed was an Actros powered by a hydrogen fuel cell from industry leader CellCentric which is also working closely with other European OEMs to develop hydrogen powered vehicles which are considered the future for higher weight long haul applications such as in Australia.

The eEconic waste truck fits well into the requirement for silent urban operations.

Also featuring on the Daimler display was the next generation Fuso

DAF XD Electric.

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INDUSTRY

Bosch eDistanceTruck powertrain concept.

Chassis view of new Mercedes-Benz eActros.

cellcentric new fuel cell system generation.

eCanter which had been unveiled just weeks previously in Japan. Fuso has adopted the eAxle concept in the Next Generation eCanter, integrating the motor with the rear axle and allowing for a more compact drivetrain structure.

The Next Generation eCanter line-up includes approximately 80 variants for overseas markets to address a wider range of logistics needs. In addition to the current 7.5 tonne (GVW) model, the new vehicle comes in weight classes ranging from 5 tonnes to 8 tonnes for Japanese customers, and starts from the 4 tonne class for overseas models. The cab variation has also been expanded with a 2,130mm wide cab in addition 60

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Cummins new fuel agnostic X-series platform.

to the standard cab width (1,700mm).

With the Next Generation eCanter, Fuso is introducing a new modular concept for the batteries. The vehicle can house one to three batteries, based on the wheelbase. The vehicles equipped with a single battery with a rated capacity of 41 kWh can drive approximately 80 kilometres on one charge, while those with two batteries can be driven for approximately 140 km, and those with three batteries around 200 km.

The new model is also equipped with the “ePTO” power take-off unit which enables special purpose applications for customers wishing to operate their eCanter with a tipper, rear crane, or

climate-controlled van body, among other various options.

Engine manufacturer Cummins showcased its engine strategy and its fuel-agnostic approach in both its heavy- and medium-duty engine line-ups. In addition to the Cummins fuel cell, the new fuel-agnostic engine platforms will feature a series of engines that are derived from a common base engine–below the head gasket of each engine and will largely have similar components. Above the head gasket it will have different components for different fuel types.

Each engine version will operate using a different, single fuel and these will

Mercedes-Benz GenH2 fuel cell truck.

Ford electric truck prototype.

MAN eTGM.

Mercedes-Benz eActros LongHaul.

be purpose-built at the factory, so no switching fuel types once the engine is manufactured. This new design approach will be applied across the company’s B-, L- and X-Series engine portfolios, which will be available for diesel, natural gas and hydrogen. The engine platform will begin rolling out in 2024.

Electrical and diesel component manufacturer, Bosch, had its own light and heavy concepts for electric trucks on display while global transmission specialist Allison had its own line up of eAxles, as did Eaton.

At the extensive DAF display the emphasis was on electrification and hydrogen without forgetting about

conventional diesel.

The MAN eTruck appeared to receive a lot of interest. as did the Hyzon.

IVECO featured a CNG powered S-Way prime mover as well as the latest developments in its joint venture with Nikola including fitting an eAxle driveline. Of note, the Italian concept for a 4x4 ute received some favourable comments from the Aussies attending.

There were numerous familiar looking vehicles presented by Chinese and other Asian manufacturers such as Quantron and E-Van, mostly powered by eAxles, including a 8x4 agitator truck known as the Han-Van whose grille badge could have been mistaken for that found on

vehicles from a well-known French manufacturer. British manufacturer Tevva also had a range of electric and hydrogen trucks on display.

Significantly, Volvo did not have one internal combustion engine (ICE) powered vehicle on its stand.

Accomplished CNG and LNG technology provider, Westport, displayed its hydrogen powered prime mover which was obviously a de-badged Volvo FH. In addition to diesel and electric power, Scania had its new Opticruise transmission.

Meanwhile, Ford trucks, which are manufactured in Turkey, offered their own take on electrification. p r im e m ove r m a g . c o m . a u

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TEST DRIVE

S TAY I N G

AHEAD The Isuzu F Series is Australia’s largest selling range of medium duty trucks with more than 45 per cent of the category’s market share.

I

suzu has been building trucks since 1920 when the Japanese manufacturer formed a joint venture with the Wolseley car company of the UK to produce passenger vehicles as well as a 1.5 tonne truck. This year marks Isuzu’s 50th anniversary in Australia and the 36th year it has held the number one position for unit sales in the Australian market.

This latest F Series medium duty offering demonstrates Isuzu’s continuous focus on innovation with the dual goals of logistics optimisation and the progressive implementation of a future carbon neutral strategy which meets the needs and expectations of a wide range of customers. Isuzu has commissioned extensive research into the local road transport industry and has used the market knowledge gained from that to capitalise upon what has been a substantial shift in buyer behaviours and the resultant volume trends. A key outcome has been the expansion of the ready to work (RTW) range aimed at a segment of the market which benefits from a higher level of standardisation in order to maximise the overall efficiency of the trucks’ manufacture process and ongoing operation.

The complexity of, particularly, the electronics-based safety systems on modern trucks can make modifications an expensive and time consuming proposition, so pursuing bespoke and complicated transport solutions involving procedures such as changing wheel bases or adding an additional axle are now

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pretty much off the agenda.

A prime example of this factory ‘packaging’ is the Isuzu F Series Freight Pack range which spreads across five models, three power ratings all with two pedal operation, and is available in 10, 12 or 14 pallet variants, all with their one pallet width side gate design. As proof of the resulting benefits for both manufacturer and customer, Isuzu says the volume has tripled the 14 pallet FVL 6x2 model.

Following on from the launch of the Light Duty N series in November 2021, the extensive suite of safety features which make up Isuzu’s Advanced Driver Assistance System (ADAS) has been seamlessly incorporated into the Medium Duty F Series range in a combination of advanced safety technology and comprehensive aftersales support, which happens to complete the package.

Isuzu’s offering of complete ownership packages help make owning and operating the trucks as easy as driving them. To wit, a number of major changes have taken place across warranties and after sales support, key factors in lowering the total cost of ownership.

Isuzu clearly has a lot of confidence in the quality of its trucks and their ready to work bodies by offering an industry leading warranty program of up to six years on many models. The roadside assistance package extends beyond mechanical issues and even covers the flat tyres and locked-in keys functions normally associated with the services provided passenger car automobile clubs.

FVZ 240 300 6x4.

When considered across the entire F Series range, the warranty provisions may seem a little complicated, but in the final analysis the details applicable to each model are exceptionally generous including tailored support for harsh applications such as agitators, garbage compactors and 4x4 trucks used off highway.

Customers will appreciate the comfort and ease of use of this new F Series.

The dash is dominated by the new large format touch screen of the next generation MyIsuzu Co-pilot 10.1inch AV screen which is angled slightly

towards the driver and proves intuitive to use. It factors in the convenience of smartphone mirroring integration for both Apple iOS and Android handheld devices. Featuring a full HD screen plus 32 GB of onboard storage and AM/FM/ DAB+ radio functions, the unit also has the ability to access internet radio applications via smartphone connection.

There are two USB ports with USB3.0 for system connection and charging, and a smartphone storage pocket with optional wireless charging function available.

WiFi connectivity and on-screen owner’s

manuals for both the truck and the AV system reduce the complexity for even the most novice operator.

The F Series rigid models are available in four- or six-cylinder engines with outputs ranging from 210PS (154kW) to 300PS (221kW). There are also numerous options for transmissions including six and nine speed manuals, Allison automatics and Isuzu’s innovative and effective six-speed torque convertor-driven automated manual transmission.

The engines meet the current Euro V emission standards with the use of

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TEST DRIVE

The FVZ 240 300 6x4 alloy tipper has a GVM of 24 tonnes.

Exhaust Gas Recirculation (EGR) and a Diesel Oxidation Catalyst (DOC). The use of the DOC provides greater simplicity for body builders as well as operators, while the EGR not only reduces emissions, but also delivers improved driveability and enhanced engine braking. The absence of a diesel particulate filter and AdBlue system keeps operation and maintenance simple, without the additional costs of using AdBlue fluid.

We are given the opportunity to participate in an extensive drive program featuring a number of different models and although the weather is dismal with leaden skies and frequent heavy rain bursts, the various Isuzu trucks are easy to spot with their LED position marker lights. As the day begins to darken the LED low beams combined with halogen high beams provide an excellent intensity and spread in lighting up the road ahead, even through the swirling rain. Our drive takes us southwest of Melbourne, past Geelong, and on to the Portarlington and Torquay areas providing a wide variety of roads including some unsealed sections.

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The only three pedal truck along on this drive program is the FSR140 260 factory tipper which features a manual sixspeed transmission which, along with its clutch, is light and precise to operate. The models equipped with the Knorr-Bremse Electronic Braking Systems (EBS) provide an additional level of driver confidence with the brake pedal having the same consistent level of feel regardless of load or road conditions.

The twin-steer Isuzu FY is available in 8x4 and a 10x4 configuration with a lift up lazy axle. The FY has been designed to suit the Australian agitator market and incorporates a broad selection of models, transmissions, wheelbases, axles, and air or mechanical suspensions to allow the tailoring to suit specific applications such as agitator, bin-lift, concrete pumper, and crane trucks. The agitator model participating in this drive program features the Isuzu Live Drive PTO to operate the barrel, with a digital control system featuring a kerb and channel function. The agitator and its associated equipment is mounted using an Isuzu

approved body outrigger system which not only saves weight but produces a much more stable and safer truck. With a GVM of 30,000kgs this “agi” is powered by the 9.8-litre 350PS/1422Nm engine and the Allison 4430 six speed automatic is complemented by the industry standard Hendrickson HAS461 rear suspension.

Included for our driving pleasure is the FVZ 240 300 6x4 alloy tipper with has a GVM of 24 tonnes and a handy GCM of 36 tonnes should a trailer be attached.

The 7.8-litre 300PS/981NM engine drives through an Allison 3500 six speed full automatic to Meritor rear axles mounted on Isuzu’s own six rod leaf spring suspension. This specification is all about traction and articulation combined with safety to suit construction and mining applications.

Loaded with technology, especially the Advanced Driver Assistance System (ADAS), in combination with proven driveline and suspension components, the latest Isuzu F Series is likely to continue as the front runner in the Australian Medium Duty sector.

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SAFETY APPLIC ATIONS & TECHNOLOGY SHOWC ASE

NEXT LEVEL

LEARNING Ron Finemore Transport has partnered with team-based microlearning platform, Yarno, to promote better learning engagement with their drivers.

T

asked with administering greater compliance protocols, road transport companies are often challenged with a paradoxical situation — educate and update drivers in a classroom environment that takes them off the road where they are needed most. Having them sit in a meeting, even for short sessions, is difficult to justify when the pressure of delivering goods is paramount and mounting. This was a stumbling block the team at Ron Finemore Transport (RFT) knew only too well in 2017 as it sought to integrate a flexible learning platform that would help it to obtain better engagement with

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its commercial vehicle operators without eating into crucial operational hours.

According to Shane Tucker, Ron Finemore Transport’s Safety, Operational Risk & Compliance Manager, the company understood it had to find an appropriate balance between these two priorities that were competing for the one thing nobody could afford to spare — time.

“Like many businesses in commercial road transport, we want a highly mobile workforce. But delivering training and trying to bring drivers up to speed on legislative requirements and CoR just wasn’t working for us and we couldn’t get proper engagement,” he recalls. “We considered a number of platforms but they all had very stock standard learning material and so we looked to how we could customise something to suit our needs where we could give flexible training that related to our equipment and company-specific procedures.”

Company founder, Ron Finemore, through an existing relationship, recommended Yarno as a potential solution. A tech platform that interweaves learning science, gamification, and microlearning principles to help teams learn more, in less time.

Yarno does this by delivering small doses of knowledge at the most crucial points in the learning process. For Shane, what became immediately apparent about it was the ease of use. Information delivery could be tailored in campaigns via short, attention-grabbing quiz questions.

“It turns the learning into a game and the drivers are really learning without realising it,” says Shane. “Drivers would see an overall score of who has got the most questions right, who got the questions right on the first attempt, who has got the

longest winning streak or which team or individual is at the top of the leaderboard.”

He adds, “The other real strength of it is, if someone doesn’t get the question right, they get an explanation of the correct answer and they get that coaching there and then at the time.”

Yarno allows RFT drivers to engage in three points of learning. It enables the drivertrainers to inform, demonstrate, and then measure that learning individually and across the team. In this context, training that is both repeatable and, above all, recordable, makes sense.

Having the ability to target a campaign about fatigue management, coupling and uncoupling, and load restraint, with particular relevance to the type of freight it was moving, soon made it obvious Yarno was a superior tool for driver training and development at RFT. By 2018 it was in full use as a platform of choice across the organisation.

Yarno offers two types of campaigns.

A ‘burst campaign’ is a short, one-off campaign involving a few questions related to the same subject. These short engagements of five minutes might ask a driver to answer five to ten questions one morning. The other type of campaign is an ‘embed campaign’, where learners answer two to three questions each day, over an overage of 15 working days. An ‘embed campaign’ is used to introduce learners to new information, identify knowledge and compliance gaps, and most importantly reinforce previously learned knowledge over time.

“It actually challenges the person by having slightly different formats on the questions,” says Shane.

A driver trainer can trigger a Yarno burst

or embed campaign to up-skill the driver in any areas they might need to address. Knowledge gaps are quickly identified and filled through this targeted approach so any problems are immediately addressed. When it comes to operational compliance it helps ensure the correct process is followed in the future and a record of the training is logged in the platform dashboard. Over the last 12 months, RFT saw an average of 25 per cent improvement from first to second question attempt.

The Yarno application is mainly visualbased. Questions are often presented using graphic representations. For this reason, Shane was skeptical, at first, concerned that the drivers, many of whom are in their 50s and older, might not be tech-savvy enough to take advantage of the benefits inherent in the format.

“I was really surprised by the level of engagement we saw,” says Shane. “Having a scoreboard meant it became a bit of an in-house competition between different friends and teams. If a driver couldn’t login to the system, they were quick to come and see us because they didn’t want to get left behind.”

Younger drivers, whom the industry is eager to attract, can’t simply download the type of invaluable experience that goes into 20 years of driving trucks interstate. Yarno can also help here by drip-feeding some of the technical and safety expertise that is usually acquired over a long career.

“It exposes them in a very compact way to all the elements of their task,” explains Shane. “As long as you follow that up with engagement and welfare checks. If they have any questions or if they’ve seen anything through the Yarno campaign that they don’t understand, they can come and ask questions and you can give them that support.”

To that degree, more importantly, Yarno is a conversation starter. Quite often questions are ambiguous to encourage the driver to think about the answer. Certain they had the question right when it was incorrect, drivers will seek out trainers to discern where they went wrong. For Shane,

it’s about coaching and correcting insofar as it helps build a culture of interaction with the safety team or the driver trainer team — engaging with them isn’t a disciplinarian action, it’s a learning.

“Yarno has really helped us break down those barriers,” he says. “People think if they’re talking to one of the trainers it’s because they’ve done something wrong. No, you can come and talk to them because you genuinely want to learn more.”

Yarno is also proving worthwhile for the veteran drivers who have a wealth of experience but can be hard to pin down, given they are usually in the most demand for work.

“Yarno can help identify if there’s a change in equipment, a change in process or if there’s a new technique around say temperature control units,” Shane explains.

“It helps us touch base with those more experienced drivers but not to be too intrusive. With this way of learning they don’t feel like ‘I’ve been doing this for 30 years and now you’re dragging me into a classroom.’ It’s more about here’s a couple of questions and you’re freshened up and you know what’s going on.”

So successful has Yarno proven, the platform is now being used in RFT’s driver induction process. Drivers inducted with Yarno all perform higher in their driver assessments one year later, largely attributed to greater retention of information. The ability to leverage cognitive science insights to driver training content, according to Shane, makes for greater transparency when it comes to gaps in knowledge on the chain of responsibility.

“If they don’t respond or we don’t get an answer we’ll have a driver-trainer follow

up one-on-one and that may include coming in for a practical refresher session on whatever the topic is,” he says. “But we certainly get insight from how they’re travelling from using Yarno.”

When Yarno was first integrated into driver training, RFT rolled out a targeted campaign relevant to its fuel delivery wing, a major service it provides key accounts.

Using Yarno helped deliver a major outcome in the reduction in overall risks of having a crossover and near-misses as drivers better understood individual components in the process.

“Yarno allowed us to identify and target key areas such as disconnecting the airlines correctly,” recalls Shane. “Understanding the use of what a locking jaw looks like when it’s fully engaged. It was to deepen the knowledge the driver had. They weren’t following a process because it was a process. It helped them understand why a step in the process was critical.”

In this regard RFT were trying to instil into its people that a process is not to be followed for the sake of the process but rather because of an understanding as to why it was ultimately going to keep them safe.

RFT has, subsequently, expanded how it applies Yarno in the business since it was first successfully introduced. But has it removed the need for gathering drivers together in classrooms?

“It’s greatly reduced it,” says Shane. “There’s still the benefit of having a standout toolbox meeting. We still use other methods through safety alerts, information sharing, but this is certainly a significant part of how we confirm the drivers have the knowledge that we’re comfortable with. It’s probably replaced 80 to 85 per cent of our classroom training.” p r im e m ove r m a g . c o m . a u

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SAFETY APPLIC ATIONS & TECHNOLOGY SHOWC ASE

INTELL I DESIGN

AI-powered smart dashcams are not just prioritising driver safety but also proving beneficial for business.

Chris L’Ecluse.

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n 2022, many organisations face challenges with improving productivity and profitability while simultaneously retaining their best workers. The pandemic, lockdowns and working from home have drastically changed the workforce in every industry.

However, businesses in the road transport industry have faced these same issues for years. Still today, driver safety remains the first of the priorities. Recently, the Transport Workers Union National Secretary Michael Kaine reported that the industry is under pressure, with transport workers and employers calling for reform to ensure fair and safe conditions.

The question is: how can businesses that are working under strain put the safety of drivers first while keeping operations moving productively?

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An option of increasing importance among fleets with the evidence to support its continued uptake is smart technology where the aim of driving a safety first culture is already embedded in the product.

The biggest problem truck drivers often face is that they’re on their own for long stretches of time. In most workplaces, there are generally colleagues around to offer assistance. Professional drivers don’t have that second pair of eyes to tell them when they might be making a mistake or to provide a helping hand.

This is why, according to Chris L’Ecluse, Teletrac Navman Customer Success Specialist, leaning into digital transformation and implementing technological aids in fleets and vehicles is crucial to reducing risk — it supports

drivers and becomes their second set of eyes.

“Dashcams equipped with AI can fill that need,” he says. “Unlike traditional dashcams used by general road users, dashcams equipped with AI can read situations in and around the vehicle, such as picking out road signs and identifying distracted driving.”

An audible, in-cab alarm sounds off to the driver if the AI detects dangerous driving behaviours – like a driver using a phone or following too closely to the vehicle in front – to encourage a return to safe driving. Alerts help drivers respond quickly to avoid potentially dangerous scenarios and empower the driver to develop safer driving habits, in turn helping them be more productive within their workspace.

Driver coaching is also recognised as an area that helps transport businesses deliver long-term safety improvements.

While short-term safety improvements like alerts are important steps to prioritise driver safety, businesses need more to ensure drivers are safe in the long term says Chris.

“Supporting workers with ongoing, proactive training is key in any industry to help employees stay safe and productive in their roles,” he says. “For anyone in the transport industry, driver coaching is essential. Driver coaching programs can be bolstered with the data collected from the built-in driver coaching application in the AI dashcam.

It points out areas for improvement and

L IGENT identifies positive driving practices to reward the driver.”

The system, by its design, encourages drivers to do the right thing by recognising when drivers improve and awarding points when it identifies safe driving behaviours like slowing down for merging vehicles or driving within speed limits.

Businesses can then use the information from the system to train their drivers in the areas that require improving, creating individualised training opportunities based on real data for each driver.

“The data removes any potential for heated discussions and helps the driver focus on improving ingrained driving behaviours they may not know how to tackle on their own or even realise they had,” explains Chris.

The benefits of a safety-aware business can extend across the entire operation of a company. Improved safety, health and wellbeing go hand-in-hand with increased job satisfaction, higher performance, and greater productivity.

Businesses, according to Chris, will build the foundation for increased individual,

team, and organisational resilience, enabling them to offer customers a reliable service.

“By being able to also detect positive behaviours, you can reinforce and reward good habits as you see them and create a healthy culture of safety in the business,” he says. “To ensure business success when resources are stretched thin, making the most of assets is vital – and the transport industry’s greatest assets are its drivers. By prioritising their safety, businesses can prepare for the long haul.”

Detecting positive behaviours in drivers can lead to rewards and a healthy culture.

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PERSONALITY

JOURNEYM A The boss of Mitsubishi Fuso Truck and Bus Corporation, Karl Deppen, has worked in key markets and across a range of international territories as a long-time leader and respected executive for the Daimler Group.

K

arl Deppen joined the Daimler Group in 1990. Having held various management positions mostly with a focus on commercial vehicles, he has worked in the USA, Turkey, Japan, Brazil and China.

Since December 2021, Karl has been a Member of the Board of Daimler Trucks and President and CEO of Mitsubishi Fuso Truck and Bus Corporation.

Prime Mover: The Fuso eCanter is now in its second generation. Are there plans to do something about electrifying Medium Duty trucks such as the Fuso Fighter?

Karl Deppen: That is a discussion we are currently having. We see a very clear need to extend the line-up in Medium Duty and Heavy Duty segments for zero emission transportation. However, the technical path is more difficult to determine in the Medium Duty

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segment, which is smaller in scale and highly competitive, so we are currently assessing whether we go electric or hydrogen as solutions. It depends also on the infrastructure development in the various markets so that’s currently under assessment. So, bear with us, it’s too early to make any specific announcement but rest assured we are certainly watching how we proceed in the Medium Duty segment.

PM: Currently, all eCanter production is done at Tramagal in Portugal.

Will manufacture be moving to the Asian region?

KD: That will be one of the changes we intend to make. We are designating the European plant mainly to the European market and we also see that the demand is justifying that. We want to also designate other markets with deliveries from Japan.

PM: How critical is the infrastructure for electric vehicles?

KD: The infrastructure is really part of the overall equation and no matter which market we look at we always need three ingredients to be in place.

One is the product availability, second is the infrastructure and the third is to make it an appealing business case for the customer in comparison to diesel. In many countries we still have vehicles with Euro II, III, IV or V standards with very different engine technologies and very different price points. We see in many countries there are some infrastructure challenges which is why, with the eCanter, we have a very appealing offer because it is capable of utilising a nation’s existing network which makes it much easier to charge it, maybe with some sacrifice on the timing, but usually the vehicle is in the depot overnight. Usually the

M AN AC charging is sufficient to get to a usable range for the next day, which is different from Medium Duty or Heavy Duty trucks where much more charging energy is needed and the demand on the grid is much higher. With the push for electric mobility around the world, infrastructure development will proceed and move forward. The eCanter can at least operate with the existing infrastructure. This is why we put a lot of emphasis on the consulting part in the e-mobility solution package because we know that customers have a hard time to organise the charging infrastructure.

We want to share our experience with our customers because if everyone has to learn it by themselves it’s a long trail, but we can add value there by consulting on the grid as well.

PM: One third of eCanter sales is in Japan. With respect to this next generation model how much of that share will be in Japan?

KD: This is actually something we are quite excited about. When we did the world premiere in September in Japan,

we received very positive feedback from our customers. So we expect the time is right now to make the switch to electromobility in Japan. We also see a big pick-up in Europe and also from other markets around the world.

I think the overall structure could be quite similar because we see the market picking up in Japan, but we also see the market picking up elsewhere. There is a lot of interest in emission-free urban transportation and this is why we should confirm the product is right, the timing is right and the maturity of the product is great. This is not a start-up. There is no trial and error. This is a solid truck ready for use for customers around the world.

This drives our confidence that probably the same ratio will prevail.

PM: The eActros Long Haul has raised the bar for e-mobility with a range up to 500 kilometres. Is there a plan to extend the range of the latest eCanter?

KD: In Japan, from a technology point of view, it is not so clear whether it will be Battery Electric or Hydrogen based solutions which prevail. In Europe the tractor-trailer combination is the mainstream configuration of Heavy Duty trucks, whereas in Japan we have quite different production considerations with 8x4 and 6x4 rigid truck concepts which create some packaging and technology challenges. The other part is the charging infrastructure needed for a Heavy Duty truck for up to 1mW charging leaves some concerns in the short-term.

Daimler has previously announced that in Europe, the USA and Japan we aim to have zero emissions by 2039. This is unwavering and unconditional. However, we see different things in the different markets and this is why we are now so excited about the eCanter to see what the reception will be for the product. Then based upon that we will determine the recommendations for the Medium and Heavy line up.

PM: In Australia the business model for the eCanter has been to lease the

product as a package. Has that been the case in other markets and do you anticipate a change in the future?

KD: Basically, the method we have applied in all of the markets is to lease the first-generation vehicles. But in the new generation we go pretty much to the full range of different financing and leasing options the customers are used to. Additionally, we have catered for packages to combine things such as the charger, the vehicle, the maintenance and servicing support. In Japan we also offer energy contracts. It’s a bit market dependent, so for Australia what we are discussing is how are we going to open the flexibility for customers to find the package which works for them. The key is to be flexible and responsive. I think we have proven that in the past. The common denominator around the world has been countries committing to the Paris Accord and therefore setting out targets for CO2 emissions reductions.

And this is what we are aiming to support, whether it be in battery electric or hydrogen, and we will be flexible in achieving that.

PM: What are the prerequisites to facilitate 1mW charging on highways such as in Australia?

KD: The key questions are who’s bringing the infrastructure? What are the typical routes and what are the typical places where on a main road charging would be necessary? And then what are the capabilities and the technical limitations of the grid? The eActros Long Haul is capable of 1mW charging but can also work with 300 to 400kW but even that is still not available in many countries.

In Europe, Daimler Trucks engages with Volvo Group and Traton Group to build this infrastructure because we see there is not enough facilities in the industry and we had to be the driving force. Australia probably has some specific challenges given its sheer size and the long distances and the other thing is the heavy loads. It makes a big difference if you have 70 or 80 tonnes. p r im e m ove r m a g . c o m . a u

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PRIME MOVERS & SHAKERS

WIRE T O TA L LY

Power lines present a real danger and need to be front of mind for operators of trucks especially tippers, crane trucks and stock transporters.

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len ‘Cookie’ Cook is an electricity safety specialist with Energy Queensland who is on a mission to ensure people in the transport industry are aware of the risks associated with operating in the vicinity of high voltage power lines. An electrician for more than 30 years, ‘Cookie’ (his preferred moniker) is passionate about power line safety awareness and in his role as a senior safety inspector has performed more than 300 electric shock investigations including, sadly, a number of fatalities. In this role he is often first on scene to numerous accidental contacts with power lines where people have been seriously injured or killed.

“People don’t realise you don’t have to actually touch the power line,” says Cookie. “Get close enough, it will arc or jump and it will get you, and it happens in an instant.”

There have been 21 fatalities involving power lines since 2019 in Australia and New Zealand. Cookie’s own statistics show that 90 per cent of all electrocutions involve power lines and there is an average of ten accidental contacts with powerlines every day just in Australia.

“Most people are really lucky when they hit them with machinery - it’s

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the machinery which gets damaged and not the person,” he says. “When you’re in your home you’ve got safety switches and the technology which will protect you if it’s in place. Power line protections don’t work like that and if you hit a power line it could kill you and that’s why powerlines are put out of reach, but over time things such as trucks and trailers have become larger.

The damage happens in a split second and when it arcs the temperature is Glen Cook.

30,000 degrees Celsius. The surface of the sun is 5,000 degrees Celsius, so it’s six times the heat of the surface of the sun and a tremendous release of energy.”

Cookie found that many people who survived such incidents later say they knew the wires were there but just didn’t “see” them, which can be attributed to a human condition known as ‘inattentional blindness’.

“Our eyes and our brain absolutely

RED do not work like the video camera in a phone and we will not pick up everything in our sphere of vision,” he explains. “The brain lies to you and it’s trained you not to worry about power lines because power lines are built to a height to be out of our everyday lives. But once you get into a vehicle of sufficient height it’s a different story”.

Cookie drew upon his own knowledge of the electrical industry and had contact with people in agricultural, construction and aviation industries to ascertain what their challenges were in relation to electricity wires. Trucks and trailers don’t normally hit overhead power lines, instead they mainly sideswipe ground based infrastructure such as poles and stabiliser wires and frequently don’t even realise they’ve hit them and just continue on their way. If a vehicle comes in contact with power wires Cookie says the most important point to remember is to stay in the vehicle as it is unlikely to burn or explode.

“So STAY, CALL 000, and WAIT for help,” he says. “You’re like a bird on a wire if you stay within the machine or vehicle, but if you get out it can get you.”

The minimum height for high voltage wires is 6.7m. According to Cookie, if you stand on the catwalk, on top of a 4.6 metre stock crate, the power lines are going to be just above your head.

“High voltage clearance over a paddock is only 5.5 metres which is the same height as low voltage in town,” he says.

“People are potentially only 900mm

from a high voltage power line in a paddock or at a loading ramp. That’s how dangerous it can be to get up on the catwalk in the wrong spot, or operate excavators, cranes or tippers.”

Most regulations require keeping at least three metres from power lines unless the person has specific training so anyone working near power lines within the exclusion zone should have a safety observer watching them.

Cookie maintains knowledge is the best defence when it comes to electricity and he and the small team he works with realised that education was the key to reducing the incidents and drew upon the success of the ‘Dial Before You Dig’ campaigns.

“It’s a paradox because if it’s underground you have to plan because you literally can’t see the cable, so you dial before you dig,” he says. He felt an app showing all power lines using a geospatial mapping platform would be the most effective tool.

The concept was then further developed into the ‘Look Up and Live’ app which shows power lines, exclusion zones and identifies the owners of the electrical infrastructure, as well as details such as the serial numbers of each pole and it is now available at www.lookupandlive. com. To date, all of Queensland, New South Wales and South Australia are included and the app can be used to determine areas on a property where drivers shouldn’t unload or operate truck mounted cranes.

Cookie says the Look Up and Live app is more than a catchy slogan and has been instrumental in changing behaviours.

For starters, it has driven down incidents in the agricultural sector by 50 per cent in the last five years, and in aviation by 75 per cent. He is hoping for similar results in transport.

Cookie’s main aim is to give industry people the opportunity to perform a simple risk assessment and the Look Up and Live app can dramatically, as intended, reduce the risk of an incident occurring.

“The beauty of the app is you can check it before you get there, so when you arrive you can see where the poles and high voltage wires are,” he says. “You can put everything together because you’ve looked at an image on your phone. So you’re doing a bit of a risk assessment without knowing you’re doing a risk assessment”.

A talented musician, Cookie has reworked a Billy Joel hit into “He didn’t see the wire” as part of an approach he uses during his presentations. It’s intended to cut through and create awareness of a serious situation which can have tragic consequences.

Glen Cook’s enthusiasm and passion, more so, have been instrumental in he and his team receiving numerous industry awards including the 2020 Australian Health and Safety Professional of the Year and the 2021 Safety Award at the Queensland Community Achievement Awards. p r im e m ove r m a g . c o m . a u

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A

YOUR NATIONAL STATION 24/7 Scan and LISTEN NOW

“As someone who grew up around the trucking industry here in Australia and still, I love what I do both here in Australia and overseas with the industry. I know just how important it is for truckies to have a voice in this huge mobile community that carries the nation 24/7. What Australian Truck Radio is building is a really great thing for the trucking industry. I very much look forward to contributing and supporting what they do at Australian Truck Radio, which I reckon will make a real difference to hard-working Aussie Truckies.”

Jayne Denham Singer/Song Writer www.jaynedenham.com

For advertising opportunities contact peter.hockings@primecreative.com.au or call +61 410 334 371

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

www.deliverymagazine.com.au ISSUE 114 NOV 2022

RENAULT TRAFIC

THROUGH THE LOOKING GLASS ZERO EMISSION VEHICLES | LDV EV LINEUP

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CONTENTS

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DELIVERY NEWS

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LATEST FROM THE INDUSTRY

RIDING SHOTGUN

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THROUGH THE LOOKING GLASS

Project management company, Lindenvel Group, relies on a small fleet of Renault Trafic vans for its expanding operational needs.

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FUTURE TENSE

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EXHAUSTING THE PAST

A transition to an electric vehicle platform might allow light commercial vehicles, still one of the most effective methods of transportation for goods and people around the world, to drastically escalate productivity levels.

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LAUNCH PAD

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STATEMENT OF INTENT

Three new electric vehicles from LDV, fit for commercial usage, arrive in November with Australia’s first electric ute among them.

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NEW

RENAULT TRAFIC big space for big things

the longest loading length in its category: up to 4.15m best in class driving range available to order now

OVERSEAS MODEL SHOWN

renault.com.au

DELIVERY NEWS

RENAULT LAUNCHES NEW TRAFIC A redesigned front end, updated safety features and improved equipment levels help define the new Renault Trafic.

Considered more of a facelift to the previous Trafic than a next generation upgrade, the vehicle promises to bring commercial buyers enhanced levels of comfort and technology and improved towing capabilities.

“New Trafic is designed to bring Australians a highly capable addition to their business, with a confident new look and car-like comfort and convenience,” said Glen Sealey, General Manager, Renault Australia.

“We’ve also worked hard to ensure businesses are kept on the road longer, because the cost of a vehicle doesn’t stop after purchase, so we’ve ensured Trafic customers have a hardworking, yet efficient, powertrain backed by an extensive five-year/200,000km warranty, Capped Price Servicing and long 30,000km service intervals,” he said.

“Every aspect of New Trafic is designed to keep your business moving.”

After more than four decades in production and 2.2 million sold globally, Australia has become the largest market for Trafic outside of Europe. Locally, the long-established Renault Trafic family is becoming a real success story for its distribution parent Ateco Group.

New Trafic is available in eight different

The new Renault Trafic.

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configurations, with a choice of Short Wheelbase (SWB) and Long Wheelbase (LWB) Van, as well as a six-seat LWB Trafic Crew Van. Three equipment levels see the SWB and LWB van offered in Pro and Premium, while the Crew Van is available in Pro and Lifestyle variants.

All models bring a dynamic new exterior with redesigned front-end incorporating C-shaped LED headlights, sleeker bumper, new horizontal bonnet and upright grille with chrome inserts.

An upgraded interior brings a premium car-like feel, featuring new dashboard and gear lever designs, full-width horizontal trim detail and continued best-in-class storage space of up to 84.2 litres and best-in-class headroom.

New Trafic, according to Renault, has been holistically designed to ensure it has the features businesses need while keeping the cost of ownership down.

Safety and technology upgrades include active emergency braking system as well as adaptive cruise control, blind spot monitoring, lane departure warning and traffic sign recognition.

Automatic high and low beam for the LED headlights offer a 20 per cent increase in beam range over the previous generation. A new full colour 8.0-inch Easy Link display offers the latest in connectivity and usability to customers.

While Apple CarPlay and Android Auto connectivity, DAB, Bluetooth and USB connectivity are standard on all models with Qi wireless smartphone charging available on Premium and Lifestyle Trafic for the first time. New Trafic’s cabin tech and convenience is part of a comfortable, refined driving experience that brings car-like cabin comfort with high levels of safety equipment. Every New Trafic is powered by a 2.0-litre turbo diesel engine with a choice of sixspeed manual or Electronic Dual Clutch (EDC) automatic transmissions.

The powertrain produces a potent 125kW/380Nm which combined with the six-speed manual version is capable of 7.2L/100km and when paired with the EDC uses as little as 6.5L/100km. This efficiency combines with a large 80-litre fuel tank to bring extended range for fewer fuel stops, saving both time and money.

New Trafic also brings a versatile payload of up to 1,280kg and up to 2.5-tonne towing capability, combined with a best-in-class 4.15m load length accessed by standard dual-sliding side doors and rear barn doors on Premium versions.

Renault provides a 30,000km/12-month service intervals to keep last mile logistics fleets and operators on the road longer.

NEW FORD E-TRANSIT CUSTOM INCOMING Ford will soon introduce the new E-Transit Custom, the all-electric version van which forms part of the brand’s plan for at least five electrified vehicles in showrooms by the end of 2024.

Australian-spec vehicles will feature a 160 kW motor that delivers 415 Nm of torque, which is rotated 90 degrees to maximise load space and reduce weight and complexity, and is fitted directly to the vehicle’s floor, removing the need for a dedicated subframe.

The E-Transit uses a vapour-injected heat pump technology to heat and cool the cabin, fitted as standard to all vehicles. This new system is designed to deliver improved energy efficiency for optimum driving range.

A new brake-by-wire system is also included with the new model – the system blends friction braking with regenerative braking that harvests energy during deceleration to top up the battery for extra driving range. Drivers

Ford’s E-Transit Custom.

can stop the van without using the brake pedal when in one-pedal drive mode, and the system is designed to use the friction brakes quickly enough to prevent the discs from rusting or pitting.

Ford Motor Company CEO, Jim Farley, said the E-Transit Custom’s new EV powertrain was designed to help small businesses and tradespeople to make the switch to electric.

“Our customers made Transit Custom the most popular commercial vehicle in Europe, and we’ve listened to those customers for well over 50 years,” he said. “The new E-Transit Custom was designed and engineered to meet their

needs – a Transit for the new era, but one that can still get its hands dirty when a job needs doing.”

The E-Transit Custom’s 400-volt, 74 kWh useable battery pack uses advanced 81.2 Ah pouch cells shared with the Ford F-150 Lightning, which enables a targeted range of 380 km and 124 kW fast-charging ability.

The 11 kW AC three-phase onboard charger is capable of fully recharging the battery in 7.2 hours, and the E-Transit Custom supports DC fast charging up to 124 kW for a 15-80 per cent recharge in 41 minutes.

To make loading cargo and accessing the cab easier, the load floor has been lowered by 100 mm compared to the outgoing Transit Custom.

All Transit Custom variants will be built

by Ford Otosan – Ford’s joint venture in Turkey, and the all-electric E-Transit Custom will join Ford Australia’s line-up in 2024.

DHL EXPRESS SET TO RAISE PRICES DHL Express has announced price adjustments that will take effect on 1 January 2023. The average increase in Australia will be 7.9 per cent when compared to 2022.

Prices, according to DHL Express, are adjusted on an annual basis, taking into consideration inflation and currency dynamics as well as administrative costs related to regulatory and security measures.

These measures are being regularly updated by national and international authorities in each of the more than 220 countries and territories that DHL Express serves.

“So far, 2022 has been another turbulent year with a volatile market environment challenging global trade.

However, we have proven our ability to offer stable and reliable services to our customers globally,” said Gary Edstein, CEO and Senior Vice President, DHL Express Australia.

“With the annual price adjustment, we are able to invest in our infrastructure

and technology to ensure resilient, sustainable, and world-class customer solutions.”

Edstein said this included state-of-theart aircraft and vehicles, in addition to expanding its hubs and gateways to meet increasing customer demand.

Further investments in sustainable

solutions, such as sustainable aviation fuel and electric vehicles were also cited by Edstein.

Price adjustments are contingent upon local conditions and will vary from country to country, applying to all customers where contracts allow the company confirmed in a statement.

A DHL delivery driver in Sydney.

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DELIVERY NEWS

Mercedes-Benz eVito Panel Van and eVito Tourer.

MERCEDES-BENZ VANS INTRODUCES ALL-ELECTRIC MODELS TO AUSTRALIA Mercedes-Benz Vans Australia has introduced the new eVito range, comprising the work-focused eVito Panel Van and the eVito Tourer, an eight-seat people mover. The new eVito pairing marks the first time that Mercedes-Benz Vans has offered its Australian customers not one, but two EV alternatives, adding extra momentum to the company’s goal to offer electrified models across its entire range. The eVito Panel Van, according to Mercedes-Benz Vans Australia, provides its customers with the option to tangibly reduce their running and maintenance costs, but also creates a powerful marketing tool to demonstrate their commitment to operating sustainably.

The eVito Tourer will be the first allelectric eight-seat people mover to enter the Australian passenger and commercial vehicle market. Equipped with a more powerful electric motor sending 150 kW and 365 Nm to the front wheels, the eVito Tourer 80

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is characterised by having power consumption of 26.15 kW/h per 100km which gives the vehicle an exceptional indicative touring range of up to 421 km (NEDC) between recharges.

Formerly known as the Valente, the eVito Tourer is expected to be joined later this year by the all-electric EQV, a luxurious seven-seat people mover designed from the ground up by Mercedes-EQ to serve the discerning needs of both families and luxuryfocused business customers.

The eVito Panel Van solely utilises an electric motor, sending 85kW of power and 360Nm of torque from the 60 kW/h battery pack to the front wheels via a single-speed transmission.

With 100 per cent of torque available from a standing start, drivers should see smooth acceleration and improved tractability in stop-start urban traffic.

Energy consumption is estimated at 27.36 kW/h per 100km, equating to an

estimated driving range of up to 262 km (NEDC) between recharging. This makes the eVito Panel Van an ideal companion for inner urban delivery loops. Charging time from 0-100 per cent using Alternating Current (AC) with a charging power of 11kW is estimated to take approximately 6.5 hours. A Direct Current (DC) fast charger (80 kW) can top up the battery pack from 10 per cent to 80 per cent in as little as 35 minutes.

The DC option offers speed, while AC is more cost-effective for overnight charging. Either method utilises the vehicle’s inbuilt Type 2 (CCS) charging system.

The eVito Panel Van and eVito Tourer both require servicing only every 12 months or 40,000 km (whichever occurs first), and are covered by 24hour roadside assistance support.

The standard warranty covers each vehicle for five years or 250,000 km, and the battery for eight years or 160,000 km.

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RIDING SHOTGUN

THROUGH THE LOOKING GLASS

Project management company, Lindenvel, relies on a small fleet of Renault Trafic vans for its expanding operational needs.

Cameron Vella.

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t the northern, coastal end of the Hawkesbury River in Gosford, some 76 kilometres from Sydney, Lindenvel Group, a project management and retail fitout firm, situates its head office. The business got its start back in 2000 when owner, Shane Vella, having worked in a site supervisory role at a retail, commercial and residential construction company, struck out on his own.

That company now employs a team of close to 50 people who provide tailored solutions for project management in construction, contract administration and commercial retail.

“We look after big shops essentially with what we call retail fitouts,” says Cameron Vella, Senior Project Manager.

“There’s a lot of project management work we do as well. A client commonly will come to us to refit the whole store.”

Lindenvel works with many household retailers and property management groups across Australia such as QBD Books, Colliers International, Boost Juice, Bunnings, Amcal, Athlete’s Foot, Ray White, Westfield, Stockland, Priceline, Lincraft and many others. In addition to showcasing the brands on these retail projects, fitouts optimise retail space with efficient layouts that are visually appealing and functional for the customer experience. Working nationwide, the business is now established in each state. Travel, sometimes over vast distances, is required by team members. Cameron, Shane’s son, relies on a crew he has worked with for many years. He prefers to keep it “lean and keen,” having noticed distinct advantages in mobility, managerial engagement and quality of workmanship.

“I’ve got a good crew who I fall upon when I need to,” he says. “Running lean and keen also gives me the option that I can work nationally and not have the guys here, locally, get sent away from their families all the time, as well.

We’re conscious of that running our business.”

Alliances with professionals are maintained across a range of fields so that Lindenvel can provide a one stop shop for as many project needs as possible. As part of a recent commercial vehicle refresh, the company upgraded its vans with three new Renault Trafics. Prior to this the team were operating Toyota HiAces, a brand that had been in use since the company began two decades ago.

“Those vehicles were starting to look a bit tired and dated,” says Cameron.

“That’s not what we’re about as a business. Image is important. We want to look professional.”

Once the decision to upgrade the vehicles was made Cameron assessed what was available by running through all the specifications, sizes and capacities on the market. The Renault, he says, fits the bill.

“The lengths are right and the flap in back is pretty handy for the long timbers we can stow up behind the seat,” he says. “That’s pretty neat. That was a key consideration.

Timber lengths of up to 4.5 metres in the long-wheelbase model, can be stored into the passenger side firewall through a flap that opens up on the Trafic. This kind of flexibility, more tellingly, is at a premium for a business like Lindenvel that offers its customers a range of services.

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RIDING SHOTGUN

Cameron Vella retrieves a spirit level from the Trafic.

we need to be flexible,” says Cameron.

“Our main subcontractors have got boxes and tools for their main setup when they’re travelling. In the main the vans remain empty with general tools, so we’ve got the option to carry materials anywhere we need to go.”

Much is asked of the Renault Trafics which aren’t just moving around the Central Coast according to Cameron.

One of the vans was dispatched recently to Ipswich, an 860-kilometre journey. Big fitouts are also underway in Narellan southwest of Sydney and Robina on the Gold Coast which will also require attendance by the Lindenvel team. A short drive for the business is at least nine hours given they have several national clients that 84

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they look after.

“From our point of view the fuel economy is exceptional,” says Shane.

“We’re getting around 7.4 litres per 100 kilometres. It helps to reduce our total cost of ownership which is another reason why the Renault stood out for us.”

The 2.0 litre turbo four-cylinder diesel engine meets Euro 6 emission standards and produces 125kW at 3500 rpm and 380Nm of torque from as low as 1500 rpm. With power to spare, the Trafic features a computer controlled dual-clutch transmission with each clutch wed to three gears.

One clutch handles the odd ratios while the other the even gears.

Within the transmission the dual dry

clutches permit the pre-selection of the next gear in sequence so that it is fully engaged before its clutch takes up and the other clutch associated with the previous gear is disengaged.

Shifting times of just 290 milliseconds are produced as a result, no matter if changing up or changing down, making for a seamless transition between each gear change and, crucially, continuous torque delivery to the drive wheels.

“The engine is great. It goes pretty quick for a van,” says Cameron. “It’s definitely got some punch in it. We can fully load it with our tools. On the weekend we can chuck the boat on the back and take that for a tow as well.”

7.0-inch touchscreen infotainment system..

Smart phone integration through Apple Carplay, Bluetooth and USB connectivity in the Renault enables Shane to operate effectively, without compromise, when outside of the office.

“One of the best attributes of the Renault is it’s so quiet. It’s very noticeable,” he says. “For me I need to be able to talk to staff and customers wherever I am. I will have architects calling me and they will need an answer straight away or I will need to give direction to the boys on site.

If I’m travelling to the next job, I can give them the answers that they need.

So that’s important. In that way the Renault is a mobile office and work van as well.”

Google Maps and satellite navigation

are constantly running. Having a good infotainment system is itself a big part of the experience for Cameron and the team. They have told him so. At present Lindenvel is in the later stages on refitting a medical centre. The project has taken around 12 months to complete. It has involved a full design package and development application for it to pass through council including construction certification. The vans, which feature an eye-catching logo, have been delivering steel reo bar for concreting to the site which has been prepped for drainage.

The Lindenvel logo incorporates a prominent V (for Vella, the family name), evoked in a Renaissance stained glass window design. It continues to garner

feedback wherever the fleet travels according to Cameron.

“We always get stopped no matter where we go,” he says. “People are always asking ‘what do you guys do?’ People tell us they love our logo.

Which is great.”

The interior of the office is adorned with the real thing, a large stained glass window for which plenty of Gosford natural light filters through.

As the business continues to grow, Lindenvel will look to grow the fleet with Renault Trafics when the time is right.

“I don’t have another car. The Trafic is the work car, the family car, the beach car,” says Shane. “It’s comfortable and quiet. Even the wife likes driving it.” d e live r y m a g a z ine . c o m . a u

85

FUTURE TENSE

EXHAUSTING THE PAST Light commercial vehicles commonly known as vans, power businesses and economies around the world. While they remain an effective method of transportation for goods and people, a transition to an electric vehicle platform might allow them to drastically escalate productivity levels.

V

ans are commonly recognised for being key players in logistics chains.

By facilitating efficient last mile deliveries while contributing to the provision of services, they often play a vital role in sustainable urban mobility and logistics plans. However, by introducing more electric models into fleets, the envelope of efficiency they currently offer can potentially be pushed even further – bringing a number of benefits to businesses around the world according to an ACEA Position Paper – The Role of Light Commercial Vehicles in Sustainable Urban Mobility and Logistics Plans.

Van manufacturers in Europe, explains the Paper, are fully committed to achieving EU climate neutrality targets, with technologies and products in place to facilitate the transition to low and zero-emission mobility. But the authors note that there are several conditions needed to achieve the mass electrification of vans in cities where they are most prevalent.

Low and zero-emission vehicles (ZEVs) are already entering the EU market and the number of zero-emission models available will increase rapidly over the coming years. As a result, providing sufficient charging and refuelling infrastructure will be key for accommodating electrified commercial vehicles. As ACEA outlines, vans

86

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have a major impact on the economic power, quality of life, accessibility and attractiveness of urban precincts. As well as being used to transport goods, they are also vital for the delivery of services and they contribute to better urban freight distribution through better enforcement of loading and unloading rules, adapted infrastructure and expanded delivery-time slots. However, while increasing the presence of EVs in fleets and communities is a top priority for manufacturers and operators alike, some countries aren’t performing as well as others in the race to zero emissions.

According to The National Transport Commission’s (NTC) Carbon Dioxide Emissions Intensity for New Australian Light Vehicles Report for 2021, Australia is falling behind other countries. Emissions fell by 2 per cent in 2021 despite battery electric vehicles sales tripling and plug-in hybrid EV sales doubling.

NTC’s yearly report suggests that increased sales of SUVs and utes are tempering Australia’s overall improvement in reducing tailpipe emissions. Of all its new passenger cars sold last year, 45 per cent had an emissions intensity of 160g/km or less when compared to 90 per cent of all new cars sold in Europe.

The International Energy Agency revealed that only 2.8 per cent of 2021

car sales in Australia were electric.

While this figure was 17 per cent in Europe, 16 per cent in China, five per cent in the United States and 4.4 per cent in New Zealand.

An increase in sales of EV LCVs with better grams per kilometre ratings, will see countries with similar figures to Australia even up the odds.

According to the ‘Australian Bureau of Statistics Motor Vehicle Census,

Australia 31 Jan 2021’, there were 23,000 EV registrations on Australian roads during 2021 which included 20,095 electric passenger vehicles 2,706 electric motorcycles and 327 EVs classified as “other”, which includes articulated trucks, buses, campervans, heavy rigid trucks, light rigid trucks, non-freight carrying trucks and light commercial vehicles.

If more of the vans on our roads were electric, several advantages would come to the tables or workbenches of fleets around the country. In addition to promising improved efficiency gains for operators and fleets, electric vans will be cheaper to maintain with lower running costs, and most importantly, they will contribute significantly to Australia’s EV emissions performance.

As the transport sector is one of the biggest sources of greenhouse gas emissions, many state governments are taking big steps to encourage the introduction of EVs into fleets.

A point in case. The New South Wales Government is currently working to help the state transition to EVs and get the transport sector – which

accounts for almost 20 per cent of total emissions – to a target of net zero emissions by 2050.

As a result, it is investing $105 million into the Drive electric NSW EV fleets incentive, which aims to help organisations accelerate their shift to EVs and reduce emissions. The incentive will also support the purchase of battery electric vehicles (BEVs) or fuel cell electric vehicles (FCEVs), with additional funds available for smart base charging.

The first two rounds of the incentive have been completed which will see more than 851 BEVs hitting NSW roads.

Victoria’s transport industry accounts for 25 per cent of the state’s total carbon emissions, and the government is working to accelerate the adoption of ZEVs to ensure a timely transition to net zero emissions by 2050.

The state is aiming for half of all light vehicle sales in Victoria to be ZEVs by 2030, and to have a fully decarbonised road transport sector by 2050. The Zero Emissions Vehicle Roadmap, as it has been dubbed, is supported by a $100 million package of policies

and programs, that it hopes will help it to lead the country in the adoption of ZEVs. The package includes $46 million for Australia’s first public Zero Emissions Vehicle Subsidy Program which will provide individual subsidies at the point of purchase of more than 20,000 ZEVs, $19 million to accelerate the roll-out of EV charging infrastructure across regional Victoria and support the charging of EV fleets, $10 million to replace 400 vehicles in the Victorian Government Fleet (VicFleet) with ZEVs, $5 million to establish a Commercial Sector Zero Emissions Vehicle Innovation Fund, and $298,000 for an ‘EV-readiness’ in new buildings study.

For the moment, raising awareness of the benefits that come with using EV vehicles is contingent on support that is being heavily subsidised by taxpayers. As automakers continue to launch new product and more electric LCVs increase their presence in Australia, at the end of 2023 a hope remains that the market by then might already be for consumers and fleets alike — highly persuasive.

Electric vehicle concept.

d e live r y m a g a z ine . c o m . a u

87

LAUNCH PAD

STATEMENT OF INTENT Three new electric vehicles from LDV will arrive in November including Australia’s first electric ute.

T

he Australian auto industry is, according to Dinesh Chinnappa, General Manager of LDV Australia, at a crucial pivot point and embarking on a journey many countries commenced years ago. LDV, as its latest launch suggests, wants to be at the forefront of this journey for commercial vehicles. Indeed, the arrival of Australia’s first electric ute, eT60, the eDeliver 9 large van, and the Mifa 9 luxury electric people mover go some way of verifying the claim made by LDV that it has moved from challenger brand to innovator brand.

“With 92 dealers across the country it’s important we continue to lay the key building blocks for the brand’s future,” says Dinesh. “Which is why we’re excited to announce the upcoming arrival of Australia’s first electric ute, eT60, the eDeliver 9 large van, and the Mifa 9 luxury electric people mover.”

The news first announced by LDV in late September is considered a significant moment for the Chinese brand since it first launched locally in 2014. It’s a fundamental change in product strategy as LDV, once synonymous with value-driven motoring, looks to set the agenda for commercial electric vehicles in Australia. This will include the marketfirst electric ute eT60, category-leading large electric van eDeliver 9 and electric people mover Mifa 9.

Confidence is no doubt high. LDV is backed by SAIC, one of the 88

n ove mbe r 2022

world’s largest OEMs with extensive experience as an electric vehicle manufacturer in, arguably, the fastest moving EV market in the world.

“The global auto market is undergoing its most significant revolution in decades,” continues Dinesh. “Every major OEM is committed to developing electric vehicles, but what is less spoken about is the growing influence of China’s EV market on the rest of the world – and we in Australia are now benefiting from that influence with the arrival of eT60, eDeliver 9 and Mifa 9.”

In the first half of 2022, 2.4 million EVs were delivered to customers in China, more than double the total annual new car market in Australia. EVs now account for 26 per cent of all car sales in China, and 57 per cent of global EV sales.

“China is moving ahead in electrifying its transport industry and it’s bringing the rest of the world – including Australia – with it,” says Dinesh. “So LDV is well-placed to take advantage of this new model EV roll-out.”

The all-new LDV eT60, Australia’s first fully electric ute, headlines the new product slate. Based on the successful T60 model, which has been embraced by local consumers to the tune of 22,092 units since its market inception, the eT60 brings, according to LDV Australia, the highly specified, valuefocused ute into the EV space.

It will initially be offered in 4x2 double cab guise, powered by an 88.5kWh lithium-ion battery pack, with a

range, as advertised, of up to 330km.

Charging from 5-100 per cent using an 11kw charger takes approximately nine hours, while the eT60’s DC fastcharging capability will charge from 20 to 80 per cent in approximately 45 minutes.

The LDV eDeliver 9, represents the first electric large van from the brand. In two short years the ICE variant, the Deliver 9, has become the number-one selling large van in Australia, delivering 3915 units since launch, resulting in 12.2 per cent market share year-todate. On those figures alone it already has much to live up to.

LDV believes the eDeliver 9 builds on

this reputation. The automaker has made it available in a long wheelbase with mid- and high-roof variants, along with cab chassis options. The vans are powered by an 88.5kWH lithium-ion battery back and capable of 280km (WLTP, based on mid roof model).

This makes the eDeliver 9 an ideal partner in last mile delivery situations according to LDV. Charging time for the eDeliver 9 via a 3-phase AC charger takes approximately nine hours with a maximum charge rate of 11kw, while DC fast-charging takes approximately 45 minutes to go from 20-80 per cent charge at a maximum rate of 80kw.

The LDV Mifa 9, a luxury electric people mover, seats up to seven people. It will arrive in three variants and is expected to secure a 5-Star Euro NCAP rating as it features autonomous emergency braking, adaptive cruise control, rear collision warning system, lane departure

LDV eT60.

warning, lane change assist, emergency lane keep assist, electronic stability control and fatigue reminder.

Mifa 9 is powered by a 90kWh lithium-ion battery delivering a WLTP combined range of up to 440km depending on the variant.

Charging time for the Mifa 9 via an

11kw charger takes approximately 8.5 hours, while DC fast-charging takes approximately 36 minutes to charge from 20-80 per cent full.

In less than eight years, LDV has not wasted time signalling its intentions as a brand hungry for market share, at least for the short-haul, locally.

LDV’s eDeliver 9 large van.. d e live r y m a g a z ine . c o m . a u

89

INSIGHT | VICTORIAN TRANSPORT ASSOCIATION INSTITUTE

PETER HART

T

his is the third article I have written this year about dog trailer safety (May ’22 and June ’22). I recently investigated a serious failure of a hydraulic lifting cylinder on a 4-axle tip-trailer. The new cylinder came apart at the second stage when the trailer was discharging about 20 tonnes of rocky fill. The metal cylinder swelled at a thin section corresponding with a pressure ring. The swelling indicated that the hydraulic pressure greatly exceeded the rated pressure of the cylinder. But why? Fortunately no

The failed lifting cylinder.

90

de c e mbe r 2018 n ove 2022

A dog of a trailer one was killed, but it could have been different. The trailer owner had recently upgraded from a 3-axle tip-trailer. Fouraxle tip-trailers are now acceptable under notice - that is, outside the PBS scheme - so he could pull the new trailer behind his 2013 truck without engineering review.

Tests on the tip-truck showed that the hydraulic pressure available to be sent to the tip-trailer could be 220 Bar or more when the driver was resting his foot on the throttle. The proof pressure level of the cylinder on the tip-trailer is 190 Bar,

so I knew there was an incompatibility.

I looked in the relevant Australian Standard, AS 1418:8-2008 Cranes, hoists and winches, Special purpose vehicles – Section 4, tip-truck hoisting systems. I wanted to understand how the hydraulic compatibility was specified. I didn’t find it. The maximum hydraulic pressure that can be supplied from a tip-truck to a tiptrailer is not specified.

Hydraulic oil pressure is generated by a pump that is driven by the engine PTO. Hydraulic control systems can be open-centre or closed-centre. Opencentre systems have continuous flow and intermittent pressure. With the pump turning, oil is pumped through a central open path in the control valve and back to the reservoir. If the directional control valve is operated, flow is diverted into the cylinder load. Closed-centre system have intermittent flow and continuous pressure. If the directional control is operated, a pathway to the cylinder is revealed and simultaneously pressure signal information is delivered to the pump from the directional valve, signalling the pump to produce flow.

Both types of hydraulic systems can be used on tip-trucks and tip-trailers. Most Australian hydraulic systems for tip-trucks and tip-trailers are open-centre system so oil flow is bypassed to the tank unless the cylinders are being filled.

The root cause of the cylinder failure seen in Figure 1 is that the tip-truck put out excessive hydraulic pressure to the

ARTSA-I LIFE MEMBERS

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The hydraulic hose connection to the failed five-stage hydraulic cylinder.

trailer. Because of the additional load, the cylinder on the four-axle dog trailer has a larger diameter than on the old three-axle dog trailer. The proof pressure of all the cylinders is 190 Bar. The burst pressure based on material limits is higher for the smaller diameter cylinder than the larger diameter cylinder, because it has a smaller diameter, but with the same wall thickness. The smaller cylinder could take the pressure of 220 + Bar the tip-truck can put out, but the larger cylinder could not!

A serious failure resulted and the trailer bin fell down. It could plausibly have killed someone, but didn’t, this time.

Hydraulic pressure compatibility is not guaranteed by technical standards because the standards (based on AS1418) do not consider the interconnection of different systems. Valves have emerged such as the OP-22 tipper open-centre valve that provide a useful flow rate and pressure limit for tip-truck and tip-trailer compatibility. But there are other valves in use that put out excessive pressures, possibly only for short periods. Standards do not specify maximum hydraulic pressure. This is obviously a problem.

There were three factors that contributed to the failure of the lifting cylinder on this new four-axle top-trailer. Firstly, the

hydraulic pressure from the tip-truck was high. Second, the burst pressure on the trailer lift cylinder was relatively low. I estimate it was 260 Bar, which is a Factor of Safety based on the proof pressure of 260/190 = 1.37, which is low. Thirdly, the trailer was manufactured without any burst and over-pressure valve on the tiptrailer cylinder. Such protection is a basic safety requirement. It again indicates that tip-trailers are being built and plated with Federal approvals, that do not comply with basic safety principles that should come out of a hazard and risk assessment.

PROPOSALS 1. I ntroduce a new design rule for vehicles containing plant equipment that requires a Hazard & Risk Assessment to be done in prescribed format. This should explain how risks are classified and controlled.

2. Add the HRA to the modification code VSB 6.

3. Australia should work towards an ‘AE’ marking system similar to the European ‘CE’ mark requirements.

Hose burst protection is a fundamental requirement for lifting cylinders. If the flexible hose that supplies the cylinder should fail, the hydraulic oil will be released forcefully and the cylinder will come down hard and fast. To protect against such a failure, a burst valve must be used. There are two types. One type is a restrictor, which is described as a ‘velocity fuse’. It slows the oil release down. The second type is a tipper safety valve, which shuts off flow when the pressure across the valve is above limit.

Safety valves can also be obtained that provide cylinder pressure protection.

However, they can only be used on the tip-truck because they need a reservoir to received oil bypass. I have written previously about the complete disconnect that exists between the Federal vehicle standards rules (ADRs) and the state and territory plant-equipment safety rules. Here is another example where the rules are not adequate to protect the community. So how can the safety of tiptrailer safety be improved? My proposals are in the text box.

Dr Peter Hart, ARTSA-I Life Member p r im e m ove r m a g . c o m . a u

91

INSIGHT | TRUCK INDUSTRY COUNCIL

A new record beckons TONY MCMULLAN

A

s we enter the last couple of months of 2022, new truck sales continue apace. In fact, short of a major calamity, we are set to break the previous all-time new heavy vehicle sales record in Australia.

That record stands at 41,628 trucks and heavy van sales set in 2018. The industry came very close to breaking that mark last year with 41,404 new heavy vehicle sales, falling just 224 trucks short of the 2018 record.

Year-to-date 2022 sales are tracking six per cent up over 2018 and 2021 deliveries, hence a new record beckons.

In fact, the Truck Industry Council (TIC) expects sales at the end of 2022 will fall between 43,000 and 44,000 new trucks and heavy vans. Comfortably eclipsing the previous high mark. This would be quite an achievement in a federal election year that led to a change of government, when typically, businesses delay new vehicle purchases and their fleet replacement plans, waiting to determine how the economic landscape will playout with new leaders in our nation’s capital. Truck manufacturers also continue to deal with the crippling local and global supply chain issues that have hindered the supply of locally manufactured and fully imported trucks throughout the past couple of years, largely, as a result of COVID-19.

Further, with increasing interest rates being deployed by the Reserve Bank of Australia to kerb increasing inflation, our 92

n ove mbe r 2022

economy is cooling, generally a sign that new truck orders and sales will start to slow. This will likely be the case in the new year, however with healthy order banks in place from earlier in 2022, we are unlikely to witness a slowing of new heavy vehicle deliveries in the remaining couple of months of this year.

It is worth taking a quick look at the sales results by segment to gain a better picture of how our heavy vehicle market grew in 2022, compared to the near record year of 2021. Year-to-date heavy duty truck sales are well up this year, +16 percent over those of 2021. The medium duty truck segment has also seen positive growth this year, up four per cent over 2021 sales thus far. While the light duty truck sector continues to perform very well, up 12 per cent yearto-date over 2021 results. However, it has been a poor year for heavy van sales in Australia, with new van deliveries down a substantial 27 per cent over sales from last year, primarily due to supply issues out of Europe.

The good news is that with more new heavy vehicles being put onto our roads in 2022, than in any other previous year, we witness more trucks and heavy vans with the latest safety features, more fuel efficient engines and drivelines, better exhaust emission performance and more higher productivity vehicles.

These safer, greener, cleaner and more productive trucks offer all road users improved heavy vehicle safety; they offer all Australians cleaner air to breathe, and they offer operators potential productivity benefits and reduced

operating costs. However, due to poor sales in the ten years following the Global Financial Crisis, 2008 to 2017 inclusive, we witnessed the age of the Australian truck fleet steadily grow older, from 14.4 years in 2008 to 15.0 years average age in 2017, the increase in age compounded by the nation’s freight task that continues to grow year-on-year. The bad news is that fleet replacement has not kept pace with this freight growth.

While record, or near record sales in 2018 and 2021 and again this year are a starting point, it will in fact take more than a decade of year-on-year record sales for the truck park to return to 14.4 years average age, a number that is twice that of most European countries. A number, that we as a nation, should not be proud of.

So why do I mention this, when many might expect celebrations are in order for a pending new record sales? The answer is simple: the Australian road toll is too high and heavy vehicles are over-represented in those crashes. This is partly to do with the fact that the older trucks in our nation’s truck fleet do not feature the advanced safety features found in newer trucks. TIC and our members are very conscious that more work must be done to improve heavy vehicle road safety in the years ahead and reducing the average age of the Australian truck park is a key enabler of better heavy vehicle safety outcomes.

Tony McMullan CEO, Truck Industry Council

VICTORIAN TRANSPORT ASSOCIATION | INSIGHT

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Industry welcomes minimum standards commitment

PETER ANDERSON STUART ST CLAIR

R

ecently, I had the privilege to attend a unique roundtable gathering of industry associations, trade unions, major transport operators, freight customers and academics, for important discussions ahead of the Commonwealth’s Jobs & Skills Summit.

Wearing my ARTIO (Australian Road Transport Industry Organisation) Secretary and VTA CEO hats, it was an honour to represent these two key stakeholders on the important issue of minimum standards, and continue our consistent advocacy for a safe, sustainable, and fair road transport industry.

In some ways the roundtable was an unlikely gathering of traditional opponents and competitors – rarely do you get groups like Coles, Woolworths, Uber, Doordash, Linfox, Toll and the TWU – to name but a few – together in the same room without there being significant points of difference. But when it comes to attaining safety, sustainability and fairness in road transport, it’s pleasing that we all had a common goal because we understand these things aren’t mutually exclusive, and that they’re vital for Australia’s economic future and the safety of transport workers and road users.

The pandemic has educated Australians about the indispensable nature of road transport supply chains for a functioning society. They now have a better appreciation of the heroic role our

industry and its workers have played in recent years. However, this appreciation doesn’t change the fact that there are unique challenges facing our sector, from road safety risks with potentially fatal consequences for workers, through to competitive pressures that can force transport operators to operate at below cost recovery. At the same time, the legal framework has not kept pace with changes in the industry including the rise of the on-demand ‘gig’ economy and new types of work arrangements.

The broad, new industry coalition that emerged from the roundtable is now constructively calling for Government action through two key Senate inquiries.

The recommendations of the ‘Without Trucks Australia Stops’ Sterle Report and, following the recent findings of the Select Committee on Job Security, agreements reached between unions and on demand platforms, confirm the need for reform for road transport gig economy workers.

These parties are engaged in ongoing work to define specific enforceable standards which should apply to this sector.

We’re calling on the Government to ensure road transport participants can operate supply chains that are safe, sustainable and viable; provide operators and online aggregators with regulatory certainty, flexibility and a level playing field; and ensure that transport workers appropriately benefit.

To achieve this, the Commonwealth needs to investigate a range of options, which may include resourcing an independent body to establish and maintain minimum standards by traditional transport operations and emerging gig economy delivery and

rideshare transport work, promote best practice supply and contract chain industry standards, resolve disputes, ensure transport workers can access and contribute to an effective collective voice; convene specialist industry advisory groups to provide advice and recommendations; and provide appropriate enforcement to ensure standards and objectives are met.

As I said at the conclusion of the roundtable discussions, transport clients, employers, workers and now even some gig economy disruptors are all calling for the security of enforceable industry standards, with our unity showing how critical it is for the Government to act.

Pandemic pressures, flooding and global unrest have demonstrated how important transport is and how volatile supply chains have become. It’s in the best interests of the entire community to have a system that can support a viable transport industry. Having constructively met to develop this unified position, it was encouraging prior to the start of the Jobs & Skills Summit to hear federal employment minister and leader of the house, Tony Burke, undertake to set minimum standards for transport workers through the Fair Work Commission. We welcome the government’s commitment – through the minister – to take on board the issues articulated by our coalition roundtable, and draft regulation and legislation that will go a long way towards attaining the safe, sustainable and fair road transport industry we need.

Peter Anderson CEO, VTA p r im e m ove r m a g . c o m . a u

93

PETER SHIELDS’ NUMBER CRUNCH

Making Bank than for the same month last year (+17.5 per cent) and the YTD accrual of 11,805 is 1,253 more than at the same point during 2021 (+11.9 per cent). Retail remains strong, in spite of interventions from both Government and the RBA to reach for the retarder lever on the economy. Combined with the prospects of major infrastructure works such as the $12 billion allocated for the hydro project in Queensland, demand for new trucks should continue for some time.

The end of Q3, 2022 brought with it the prospect of an ‘interesting’ final financial period of the year. A succession of interest rate rises initiated by the Reserve Bank of Australia (RBA) may have produced the desired effects on putting the brakes on inflation, but many commentators have pointed out the anomaly of taking household income and handing it to the banks during a time when there has been little or no growth in wages since the pandemic began in early 2020. There will affect spending, yet retail and the industries which support it, such as transport, are gearing up for yet another bumper Christmas. For example, Australia Post usually hires 5,000 to 7,000 temporary casual workers to handle the increased demand for mail and parcel deliveries in the lead up to Christmas and the long-term labour shortage won’t help in fulfilling this requirement. Australia Post has also committed to Net Zero Emissions by 2050 and already operates the largest fleet of electric vehicles in the country.

Australia lags behind many other countries in the take up of electric vehicles with one in three car leases in the UK an electric vehicle, but the trend seems to be slowly increasing here. In September, 7,247 battery electric vehicles were sold; more than hybrid and plug-in-hybrid combined (5,141) according to Automotive Industries Chief Executive, Tony Weber. “Year-to-date, 21,771 battery electric vehicles have been sold,” he says. “While the overall market share of battery electric vehicles remains low (2.7 per cent), there is a clear market trend towards zero emission technology.”

The overwhelming majority are passenger vehicles. If, however, Europe and the USA are any indication, electric commercial vehicles are well and truly on their way to these shores.

Truck sales totalled 3,431 during September according to the Truck Industry Council, only five units less than during August, yet 322 more than in September 2021 (+10.3 per cent). The overall result is possibly starting to show the impact of Hino’s self-imposed ‘trading halt’ as it resolves its emission reporting issues and the brand slipped from its’ perennial second place behind Isuzu in terms of unit sales. The year-to-date accrual of 28,288 units is 13.2 per cent more than for the first three quarters of last year. Heavy Duty trucks accounted for 1,279 units, which was 6.7 per cent more than in September 2021, which indicates that growth in the category is slowing as supply continues to be a challenge. Year-to-date, 10,487 Heavy Duty units have been sold, up 1,483 on the same period last year (+16.3 per cent). Medium Duty sales remained steady at 673 units, up only 23 on the previous September (+3.5 per cent) with the YTD maintaining a healthy 10.0 per cent growth. The Light Duty category achieved 1,479 units during September, 220 more 94

n ove mbe r 2022

Sept-22

YTD

Change

ISUZU

1288

9642

32.1%

HINO

432

4745

1.2%

FUSO

468

3604

4.3%

KENWORTH

230

2141

8.6%

VOLVO

228

1640

36.7%

MERCEDES-BENZ

98

1007

-23.4%

IVECO

131

988

-2.9%

UD TRUCKS

123

881

69.7%

SCANIA

105

799

-5.8%

MACK

53

552

34.0%

DAF

76

463

-0.2%

FIAT

46

367

-12.6%

FREIGHTLINER

42

361

25.3%

RENAULT

54

285

99.3%

MAN

7

267

8.5%

HYUNDAI

20

202

18.1%

WESTERN STAR

6

178

-34.6%

VOLKSWAGEN

7

66

164.0%

FORD

4

44

-70.5%

DENNIS EAGLE

13

43

-52.7%

SEA ELECTRIC

0

11

INTERNATIONAL

2

-90.5%

CAB CHASSIS/PRIME

3431

28288

13.1%

M-B VANS

179

1522

-24.5%

RENAULT VANS

94

1049

19.2%

VOLKSWAGEN VANS

121

568

-34.5%

IVECO VANS

82

338

7.6%

FORD VANS

8

318

-66.5%

FIAT VANS

13

152

-60.0%

VANS

497

3947

-27.0%

TOTAL

3928

32235

6.0%

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Fleet Savings and Carbon Footprint Calculator Discover how switching your engine oil could help your fleet generate cost and carbon savings.

N O V E M B E R 2 0 22

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DESTINATION

CARBON NEUTRAL

TRY THE CALCULATOR HERE www.shell.com.au/savingscalculator or scan the QR code

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Heavy Duty Diesel Engine Oil