PowerTorque May/June 2021

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IT HAS ALWAYS BEEN A GIG ECONOMY

I

n recent years, with the advent of businesses like Uber, there is a lot of talk about the casualisation of work and the development of a ‘gig’ economy, but for many in the trucking industry, it has always been a gig economy.

Employment in the trucking industry is rarely very secure, unless you are working in one of the national fleets which have long term contracts and plenty of them. Even if you work for one of the smaller fleets with very good contracts, it only takes one thing to go sour and an operation can collapse like a house of cards. We only have to look at the effect of the Mona Vale tanker crash on the fortunes of the Cootes fleet.

The vast majority of people working in the industry are driving in relatively small fleets. Often these fleets have one good major customer and then add in other work to make it all happen. This is pretty sustainable, but margins will always be tight and there are plenty of predatory operators looking for good paying work.

Admittedly, the life of a truck driver is a lot less precarious than it was in the past. The drive towards safety and compliance, and regulation like the Chain of Responsibility does make the customer think twice about just going with the operator who asks for the lowest rate. It has meant the end for the marginal players.

However, margins are still tight. The trucking industry survives, in the main, on turnover to profit ratios which would be regarded as impossible to live with in most other industry sectors. The proof of the pudding is the number of times equity funds have got involved in successful road transport businesses, tried to run them for ten years before on-selling and had to give up halfway through the process to try and protect their capital.

So here we are, living on the edge in what feels like a hand-to-mouth existence most of the time. The surprising thing is to see how many people thrive on this kind of a business model, once small operators who have won big contracts to develop strong fleets.

However, there is still always an element of risk. When there is an element of risk there is always a need for plenty of casual drivers and intermittent sub-contractors.

This is the reality for many operations lower down the food chain, picking up the pieces in and around the more lucrative contracts, handling the work the company drivers would struggle to complete consistently.

It often seems like a tough struggle from the outside, but many of these owner/ operators and small fleets have survived for a long time, sometimes by the skin of their teeth, but they have made money and kept going. This grassroots level of the trucking industry is what keeps Australia moving and greases the wheels in order for the big boys to make the big profits.

Does that sound familiar in the modern ride sharing 2020s? Yes, the trucking industry of Australia is the original gig economy.

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ISSUE 122

Contents

20

WALKING TO LIGHTEN THE LOAD

As an operator, Ken Beggs puts a lot of thought into just how to run and equip his business. Hauling stock feed over long distances means tare weight and fuel consumption are the most important considerations.

14

40

DRIVING VOLVO INTO THE FUTURE

Juggling three divergent truck brands and getting them through the pandemic was the task last year and this year has not been easy for an organisation like Volvo Group. Now, the task is all about driving Volvo into the future. Tim Giles speaks to the leadership team about the challenges and forward plans.

26 AN AGITATOR FROM UD TRUCKS With the introduction of the 8x4 Quon, it was the first opportunity for UD Trucks to offer a viable agitator to the market, which has now arrived. PowerTorque took the opportunity to take one out for a spin around Brisbane.

34

ONE OF THE GREAT ALLROUNDERS

Hailing from the small rural town of Corryong in north eastern Victoria, S & K Whitehead Earthmov-ing plays a pivotal role in keeping the surrounding farmlands, National Parks and roads in order, Paul Matthei checks them out.

SIX OF ONE, HALF A DOZEN OF THE OTHER

Unlike many transport operators, Joe Joseph, Managing Director of JD Refrigerated Transport, wasn’t born into the industry.

But that hasn’t stopped him from growing a highly successful refrigerated transport business and now comparing the respective merits of both Mercedes-Benz and Kenworth prime movers in his line-haul B-double operation.

48 BUILDING TRAILERS TO THE MAX As a dominant player in the trailer manufacturing sector in Australia, MaxiTrans continues to grow and develop its offering to the Australian trucking industry. PowerTorque sat down with MaxiTrans CEO and Managing Director Dean Jenkins to talk about how the trailer business is travelling.

64 GETTING RID OF THE LOGBOOK The truck driving community may finally be getting rid of the logbook, but only if they start using the electronic work diary.

PowerTorque tests one of them out in the real world.

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Standard Issue 08 NEWS AND VIEWS The first production of electric trucks, a consignor being prosecuted under CoR regulations, growing interest in alternatives to traditional diesel power, concern that there is a better focus on road safety needed, International Trucks to become part of the Volkswagen empire, Christian Levin announced as the new Scania CEO, Iveco Euro 6 Accos join the Cleanaway fleet, all of this and more, in PowerTorque news.

32

A RESPONSIBLE PATH TO FAIR COST RECOVERY

The Australian Livestock and Rural Transporters Association is looking for some radical improve-ments in the Road User Charge regime.

60

INDUSTRY ISSUES

Topics important across the industry are discussed and explanations sought by the National Heavy Vehicle Regulator, the Australian Trucking Association and National Transport Insurance.

72

BEHIND THE WHEEL OF THE SCANIA 770S

As he becomes the UK’s first journalist behind the wheel of the Scania 770S, PowerTorque’s European Correspondent, Will Shiers, drives the world’s most powerful production truck, but can’t help feeling that it’s missing something.

76 KENWORTH PROGRAM TO IMPROVE FUEL ECONOMY After a refresh in 2017, Paccar in the US started a five-year Kenworth program to improve fuel economy and add features, technology and comfort to the early iteration of the T680 model. The result is the T680 Next Generation that was revealed early in 2021.

78

TECHKNOW

This time around TechKnow finds out more about a fully hydraulic platform lift with a completely vertical rise without any horizontal offset, certain factors that require attention when checking oil levels in Meritor drive axles, how a regular pivot bush inspection is an important part of air suspension maintenance routine and Australia’s first biodegradable, plant based, environmentally conscious, ultra-high performance shock absorber fluid.

52

90 COLD CHAIN

THE SHOW MUST GO ON

Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC) looks at the blame game in the cold

It seems like a long time since the last Brisbane Truck Show, the pandemic period has sometimes felt like a lifetime, but as they say in showbiz, ‘The show must go on’.

chain.

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7

NEWS & VIEWS

FIRST PRODUCTION OF ELECTRIC TRUCKS Melbourne based company, SEA Electric, has commenced the first production of electric trucks at commercial volume levels in Australia, with the first of the vehicles currently on the SEA Electric production line in Melbourne.

Two SEA Electric-badged vehicles, the SEA 300 and SEA 500, based on the Hino 500 Series and Hino 300 Series models, are now available for purchase.

The trucks are propelled by SEA Electric’s SEA-Drive Power-System, which is available in various performance and range packages to suit applications from 4.5 tonne car licence vehicles through to 22.5 tonne 3 axle trucks.

Previously only available as a retrofit option for existing diesel vehicles, the trucks are assembled from Semi Knocked Down (SKD) kits, complete with a fully integrated SEA-Drive Power-System from new.

According to SEA, real world testing of in-service vehicles that travel up to 1000 kilometres per week has revealed daily recharging costs of less than $14 per day using standard off-peak electricity prices of 15c per kWh. The SEA-Drive Power-System has an upgradable plug and play architecture, which can be charged using 415V 3-phase power via the truck’s standard on-board charging equipment, with optional DC fast charging also available.

The fast charging option enables a charging rate four times faster than

standard, and offers range extending topups during lunch hour or vehicle loading.

From an operational perspective, lower maintenance and running costs are possible, with diesel consumption eliminated and fewer moving parts minimising service costs.

The trucks are currently on sale from

15 fully accredited SEA Electric dealers nationwide that can also provide service and parts support, including any work carried out under the standard threeyear warranty.

Roadside Assistance will be available via NTI for the life of the warranty period.

CONSIGNOR PROSECUTED UNDER COR The National Heavy Vehicle Regulator (NHVR) has announced that there is a consignor being prosecuted under CoR regulations. The NHVR charged a Victorian company with serious safety offences after a truck toppled onto a pedestrian island crossing.

The heavy vehicle was loaded with a shipping container carrying 26 tonnes of imported timber plywood products when it rolled over in Dandenong on November 11, 2019.

The load’s consignor has been charged with exposing drivers, unloaders and members of the public to the risk of death or serious injury by failing to comply with sections 26G and

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POWERTORQUE May/June 2021

26H of the Heavy Vehicle National Law. The case is the first prosecution of a consignor by the NHVR following the 2018 amendment of the Heavy Vehicle National Law which made all parties in the supply chain part of the Chain of Responsibility, with a shared duty to ensure the safety of transport activities.

NHVR Executive Director Statutory Compliance, Ray Hassall, said the law was now clear that everyone involved in heavy vehicle transport had a shared responsibility to ensure the safety of workers and the public.

“This was a serious incident that the NHVR will allege was caused by multiple breaches of safety laws,”

said Ray. The NHVR will allege the consignor failed to comply with loading and restraint requirements, failed to advise an overseas supplier of Australian safety regulations, failed to have any restraint system in place in the container, and failed to advise the driver and operator how the load was packed.

It will be further alleged that the consignor had failed to take these measures since June 2017, during which time 189 containers were transported without any restraint.

No one was injured in the November 2019 rollover.

NEWS & VIEWS

BETTER FOCUS ON ROAD SAFETY NEEDED NatRoad has been analysing the the National Road Safety Strategy from the Office of Road Safety and is concerned that there is a better focus on road safety needed, specifically around heavy vehicles. NatRoad has lodged a submission on the draft National Road Safety Strategy for 2021-30.

“The submission was based on extensive member feedback,” said Warren Clark, NatRoad CEO. “Every member was emailed a copy and we received both emails and phone calls in response. In addition, an expert working group oversaw the content and messages in the submission.

“Currently, around 1,200 people are killed each year on our roads, and almost 40,000 are seriously injured.

The draft Strategy for 2021-30 sets targets to reduce these numbers over the next 10 years, setting us on the path to achieving Vision Zero (zero deaths and serious injuries) by 2050. NatRoad supports these targets and road safety is a high priority.

“The draft Strategy is unfortunately inadequate when it comes to dealing with heavy vehicle strategy. The emphasis in the Strategy on the consequences of a crash with a heavy vehicle rather than on other critical factors has led members to conclude that the Strategy is skewed unfavourably against the sector.

“Australia needs to embrace a better on-road culture. A culture that respects and understands that heavy vehicles

Warren Clark, NatRoad CEO. have a critically important place on the road. The pandemic has shown that freight must be preferenced. Passenger and light vehicle interaction with heavy vehicles need a renewed focus by road safety regulators, with dedicated and separate freight corridors given priority.

This could, in part, be addressed through public awareness campaigns and driver education programs for new and existing licence holders. Member feedback is that more emphasis on treatments that separate heavy vehicles from other road users and giving better access to freight vehicles are

vital reforms.

“A very frequent element of member feedback was that a better road safety culture cannot be fostered where the vast majority of at-fault accidents are caused by light vehicle drivers. There must be greater education about the correct way to drive when heavy vehicles are also on the road. Members say that in a system that is moving to zero harm, setting aside fault is believed to be misconceived.

“NatRoad looks forward to discussing its concerns with the Office of Road Safety.”

NEWS & VIEWS

MAJOR DAIMLER TRUCKS DEAL WITH CUMMINS IS ANNOUNCED

More repositioning in the face of growing interest in alternatives to traditional diesel power sees a major Daimler Trucks deal with Cummins. The global truck maker and the largest independent engine manufacturer, Cummins, have signed a memorandum of understanding establishing a global strategic partnership for medium-duty engine systems.

The announcement also stated that other opportunities for collaboration are also being evaluated.

Under the new deal, Cummins will invest in the development of mediumduty engine systems for Daimler Trucks and Buses and the global production and delivery of medium-duty engines by Cummins for Daimler Trucks and Buses will begin after 2025.

“We are pleased to announce this important strategic partnership with Daimler to provide the medium-duty engine systems for Daimler Trucks and Buses in global markets,” said Tom Linebarger, Chairman and CEO, Cummins. “Our partnership is a terrific opportunity for both companies to be more competitive, drive global innovation, expand offerings to customers and reduce emissions.

“We are looking forward to working with Daimler on this and exploring other potential opportunities to grow our

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POWERTORQUE May/June 2021

respective companies. As the leading independent global power solutions provider, Cummins is committed to ensuring any customer anywhere has the right solution by offering them a broad range of power solutions from advanced diesel, near-zero natural gas, fully electric, hydrogen and other technologies.”

Cummins will establish an engine plant within the current Mercedes-Benz engine facility in Mannheim, Germany.

The facility will utilise existing resources to produce medium-duty engines compliant with the Euro 7 emissions standard for Mercedes-Benz. Cummins has also committed to using its existing footprint and production and supply chain networks in all other regions for use in other Daimler Trucks’ brands, including those of Daimler Trucks North America.

“The memorandum of understanding between Daimler Truck and Cummins makes engine production at the Mannheim location fit for the future and at the same time strengthens our competitiveness,” said Martin Daum, Chairman of the Board of Management at Daimler Truck and member of the Board of Management at Daimler.

“With the changeover to Euro 7, we would have to invest considerable resources in the further development of

our medium-duty engines. We are now freeing up these funds to focus them on the technologies that are crucial to our long-term corporate success in the transformation of our industry.”

Daimler has said it anticipates the partnership with Cummins will enable the company to increase and accelerate its development efforts on alternative and emerging technologies, including nondiesel engines.

The global group will focus on the further progression of zero-emission drive technologies as well as further development of commercial heavyduty drivetrains. The production of the current medium-duty engine generation

by Daimler will end with the start of production of the Cummins engines at Mannheim. In a next step, the partners say they will evaluate a broader global strategic cooperation through identifying potential synergies in areas such as powertrain components and engine system components.

The Daimler heavy-duty engine platform for the heavy-duty vehicle segment of Daimler Trucks and Buses will remain in the Daimler Truck portfolio.

This engine family will continue to be manufactured by the production network in Mannheim and Detroit, Michigan and fitted in heavy-duty trucks.

NEWS & VIEWS

INTERNATIONAL TRUCKS WILL BECOME PART OF THE VOLKSWAGEN EMPIRE Shareholders in Navistar voted for International Trucks to become part of the Volkswagen empire. The decision sees the Traton Group, which includes Scania, MAN and Volkswagen’s commercial vehicle arm, becoming a global truck manufacturer with its manufacturing and market penetration now including North America, the one piece of the jigsaw missing, until now.

Navistar, owners of the International Truck brand, held its annual meeting of stockholders and the vote approved Traton’s proposal to acquire all of the outstanding common shares of Navistar at a price of US$44.50 per share in cash.

Navistar has said it continues to expect that the transaction will be completed in mid-2021.

The decision comes at the end of an extended rocky period for the International brand in the US. In this

period, Australia also saw two relaunches of the International Truck brand, and a third by proxy, when Caterpillar launched here using the International platform and manufacturing facilities.

In the early 2000s, International were number one in heavy duty truck sales in the US and flying. Freightliner were a distant second, nothing could go wrong, but it did.

Firstly, International got into cashflow problems, which kept its financial position under a cloud for several years.

Then a series of rudimentary errors in design, plus some questionable decisions in the face of the increasingly tight exhaust emissions regulations, which were imposed upon the US truck makers in 2002 and 2010, led to International getting itself into deeper trouble, getting fined and losing major market share.

Since then the brand has remained strong in the medium duty market, but has seen its US heavy duty market share decimated, with Freightliner now making up around 40 per cent of sales.

At the same time, in Europe, Volkswagen engineered a merger between Scania and MAN, quickly followed by the formation of a global group to include its South American truck manufacturing arm, by the German automotive giant.

Volkswagen renamed the group as Traton and took on Andreas Renschler as CEO, expecting him to replicate his creation of the global Daimler Trucks organisation. He has been at the helm of Traton pursuing the final piece of the puzzle, Navistar, for a number of years and seems to have finally created a fourth global truck manufacturing group to rival Daimler, Volvo and Paccar.

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NEWS & VIEWS

NEW SCANIA BOSS INSTALLED Changes at the top for truck maker, Scania, have seen Christian Levin announced as the new CEO of the Swedish truck manufacturer. The Scania Board appointed Levin to the role from May 1, 2021.

Christian Levin was a member of the Executive Board of Traton and COO of the Traton Group. He has more than 20 years of experience working at Scania. In addition to his new function at Scania, Levin will remain member of the Executive Board of Traton.

Levin succeeds Henrik Henriksson, who is leaving Scania after 23 years and more than five years as the CEO, to join H2 Green Steel, a new venture that aims to start production of fossil-free steel by 2024.

“We regret that Henrik Henriksson is leaving Scania and the Traton family, but we are also proud that he will take on such a great new challenge, a perfect match for his unique expertise as a sustainability leader,” said Matthias Gründler, CEO of Traton and Chairman of the Board of Directors of Scania.

Christian Levin, Scania CEO. “Our industry will also benefit greatly from fossil-free steel, and Traton will follow this venture with interest.

Fortunately, we could not ask for a better-suited successor than Christian Levin. His experience and knowledge of both the industry and Scania is a

perfect fit and will safeguard Scania’s commitment to sustainability and boost its transformation journey.”

Christian Levin joined Traton in 2019.

He began his career at Scania in 1994 as a management trainee and has held several managerial positions since then. Levin has very broad international professional experience and holds a Master of Science in Mechanical Engineering from the Royal Institute of Technology in Stockholm. He was Executive Vice President and Head of Sales and Marketing at Scania before joining Traton.

“It is a very special honour for me to become CEO of Scania, the company that had such a tremendous influence on my life and career,” said Levin. “With the passionate global team at Scania, I will work hard to further drive the shift towards a sustainable transport system.

As a strong brand of the Traton GROUP, we will continue Henrik’s successful work and create a world of mobility that is better for business, society and the environment.”

IVECO GO WEST A new Iveco dealership facility in Brisbane has opened to replace the former facility in Rocklea, Brisbane. The new dealership is located at 20 Westgate Street, Wacol, within the city’s new truck hub corridor, sitting on a 22,000m² site with approximately 7,000m² of warehousing, office and service facilities.

The facility includes a fully refurbished 20 bay workshop with two drive-through

B-Double service pits, which allows ‘no unhitch’ truck and trailer servicing of larger combination trucks.

The workshop features the latest servicing equipment and diagnostic tools as well as a brake roller tester with shaker, allowing Iveco’s factory-trained technicians to efficiently diagnose, service and repair the full Iveco vehicle range and trailing equipment.

SCANIA GO WEST

Scania Australia has just turned the first sod on its latest branch development: its second company-owned branch in NSW, which will be operating from Wonderland Drive, Eastern Creek from later this year.

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POWERTORQUE May/June 2021

“We’re adding a second companyowned sales and service location in Sydney to cope with the increasing demand for our products and services in NSW over the past five-to-eight years, and

also to be able to accommodate the future growth that is pivotal to our continuing success in Australia,” said Sean Corby, Scania Regional Executive Manager for New South Wales and Victoria.

The new workshops have eight workbays including three inspection pits, along with a bespoke wash-bay, and a full complement of vehicle testing equipment including shakers and rollers for assessing suspension, braking and steering components.

LATEST IVECO EURO 6 ACCOS JOIN THE CLEANAWAY FLEET A long standing relationship between Cleanaway and the Iveco organisation looks set to continue as the latest Iveco Euro 6 Accos join the Cleanaway fleet. Cleanaway has been a user of the previous model Acco trucks for many years and has now committed to the new Acco with the acquisition of 23 6x4 units, to fill a new City of Wyndham refuse collection contract in Melbourne’s south west.

The trucks are all equipped with Bucher Municipal sideloader compactor bodies comprising 14 22m³ capacity units for waste, three 22m³ units for organics and a further six 35m³ bodies for recyclables.

A 25-year veteran of the logistics industry, Cleanaway Municipal Contracts Manager, Peter Buissink, is responsible for overseeing the new fleet and said that the Euro 6 Acco models provided many benefits for the company.

“The combination of Euro 6 emission performance and long list of safety features is very attractive for Cleanaway,” said Peter. “These features are next level, and as well as ensuring Cleanaway is operating in the safest and most sustainable way possible, having the latest truck fleet also helps generate new business.”

The latest Accos are powered by an Iveco 8.7l engine producing 310hp and 1,300Nm of torque (higher output 360hp/1,650Nm engines are also

available). Emission control is handled

by Iveco’s Hi-SCR technology which features a single after treatment system with passive diesel particulate filter that doesn’t require regeneration downtime.

The driveline includes the Allison Generation Five, six-speed fully automatic transmission and Meritor rear axle with driver controlled diff locks.

In the area of safety, the new Acco comes with a number of features as standard, this includes Adaptive Cruise Control, Advanced Emergency Braking, Electronic Stability Program, front and rear disc brakes and daytime running lamps.

Additional equipment such as Lane Departure Warning (which Cleanaway opted for), Driver Attention Support and a Tyre Pressure Monitoring System are also available as an option.

“The way these trucks drive on the road is beautiful, according to the comments we’ve received from our drivers,” said Peter. “They mention the comfort, how quiet the cabin is and how great the air conditioning works, these are all important factors in creating an attractive working environment for them.

“The trucks are also equipped with nine cameras that provide both live monitoring as well as historical monitoring, this is useful to validate customer complaints of missed bins which form part of contract KPIs.”

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TRUCK DEVELOPMENT

DRIVING VOLVO

INTO THE FUT

Juggling three divergent truck brands and getting them through the pandemic was the task last year, and this year has not been easy for an organisation like Volvo Group.

Now, the task is all about driving Volvo into the future. Tim Giles speaks to the leadership team about the challenges and forward plans.

A new cabin for the FM truck range, updating the design to match the FH.

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POWERTORQUE May/June 2021

TRUCK DEVELOPMENT

URE T

he Volvo Group Australia world includes three very divergent brands. There’s the cool Scandinavian philosophy demonstrated in Volvo Trucks, the somewhat hotter enthusiasm and tradition behind the Mack Trucks brand and then the practical and pragmatic Japanese philosophy from UD Trucks.

The project over the past twenty years has been to bring all of these disparate items in under one roof to produce a coherent offering to the Australian truck market. It has been difficult at times and the tensions were clear in the early stages of the process, as the different world views clashed heads.

Out of this period has emerged a Volvo Group which does have a singular take on the way to build and support trucks, but one which has been accepted by buyers of all three brands. The cultural hurdles have been jumped and it is possible for the three differing ways of building a truck to exist in the same organisation. Compromises have been made on all sides.

At the end of this journey the VGA retains a strong presence in the big four of the global truck manufacturing scene alongside Daimler, Paccar and, more latterly, Volkswagen, under the Traton banner.

This global philosophy has been replicated here in Australia with the organisation headquartered at its relatively new HQ in Wacol, QLD, just around the corner from the factory where the Volvos and Macks for the Australia truck market are made.

“2020, what a year,” says Martin Merrick, Volvo Group Australia President. “Like any manufacturing business we faced a few hurdles over the past twelve months. Our supply chains have been challenged at times, production stopped for three weeks and even our headquarters building was

The Anthem model itself will be replacing the Granite model.

closed for some time.”

“We have entered 2021 in a very strong position and will continue to invest in what really matters to support our people, our customers, local manufacturing, the Australian transport industry and society at large.

“We are on a journey towards zero emissions transport solutions by 2040, and our journey has started in Australia. That said, the internal combustion engine will be with us here in Australia for a very long time to come.”

2021 is going to be a busy year for all three brands. For Mack the introduction of the Anthem is a major step forward and integrating that technology across all of the models is going keep the brand at the forefront of the North American truck market.

Volvo are going through a major refresh of all its trucks and release the new-shape FM as well as making the next technology step forward throughout the range. There are also electric Volvo models on trial here.

For UD this period is one of consolidating the changes of the last few years, with the new Quon bedding in and the Croner beginning to make its way in the

Australian trucking landscape. The brand is also starting to fill gaps in its offering, and this year’s addition is the 8x4 Quon, long promised and finally here.

MACK ANTHEM IN AUSTRALIA The first appearance of the Mack Anthem model in Australia has been some time coming, but it is here now and on the road.

The Anthem model itself will be replacing the Granite model, but also represents an upgrade for the larger Trident and Superliner models, integrating the Anthem systems and design into a much-upgraded pair of models.

“We will continue to invest in the Mack offering to ensure we remain competitive with our product, safety technology and emission standards,” says Martin. “To make this happen, I presented a compelling business case to our colleagues in North America, and Mack Trucks International has committed to invest $100 million in the Mack range over the next three years, and that’s on top of what we have today.

“In addition to developing our hard product offering we will continue to develop our Mack Total Solutions offering, such as Mack Financial Services, service

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TRUCK DEVELOPMENT

agreements and connected services to improve total cost of ownership for our customers. Our goal is to improve maximum uptime for our customers through advanced solutions.

“Volvo Group has over one million connected assets globally. Mack’s uptime and productivity solutions combine intelligent software, driver assisted truck technologies and more to help our customers keep their trucks and businesses moving forward. In Australia, this technology is backed up by a network second to none with over 130 service points and over 1,000 highly trained technicians.”

Mack has partnered with the Bendix in its latest offering of the Mack Anthem and the Anthem-based evolutionary update of the other Mack models, fitting the Bendix Wingman safety system as standard. The safety suite includes the ECE R29 certified cabin and integrated FUPS, Road Stability Advantage, Blindspotter, as well as the aforementioned and fully integrated Wingman Fusion system.

All of the cabin interiors have been fully updated in the Anthem style including the flat-bottomed steering wheel, which,

surprisingly, does not have a driver’s airbag as an add-on to the other state-of-the-art safety systems. Predictive cruise control is also included in the new offering.

“Safety is our number one priority,” says Martin, when asked about not fitting airbags. “We are on a journey to ensure we have zero accidents. We are focusing now on preventing collisions. Of course, I would say that airbag will come, but we are on that journey. We have the $100 million development funds, all I can say is, watch this space.”

EURO 6 VOLVO INTRODUCED This year has seen the introduction of the new Euro 6 range from Volvo. The biggest change has been the introduction of a new cabin for the FM truck range, updating the design to match the FH cabin, introduced some years ago. This means the windows are larger and the A pillars are thinner, aiding visibility.

The FH range has been upgraded using the current cab design, including the XXL sleeper, as well. There is a new digital dashboard and upgraded electronics all round. The new models have enhanced

safety features and adaptive cruise control, developing beyond the systems on the previous models.

“Volvo Group globally will continue to invest in more climate friendly solutions,” says Gary Bone, Vice President Volvo Truck Sales. “We will, of course, benefit from that investment here in Australia. In Europe this year, Volvo Trucks will open the order books to a complete heavy range with electric drivelines and volume production will start in 2022. While diesel will continue to play a continuing role in the Australian truck market and we will be turning every stone to improve fuel efficiency, we are also exploring and investing in alternative fuels and electro-mobility.

“Our primary task is to ease the transition to electrified vehicle by offering holistic solutions that include route planning, correctly specified vehicles, making sure we have an effective charging infrastructure, plus financing and services to go along with this amazing new product.”

UD MOVING FORWARD With the arrival of the 8x4 version of the UD Quon (see page 26) there is now a UD

The FH range has been upgraded using the current cab design.

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POWERTORQUE May/June 2021

THE BUSINESS OF SAFETY

We’re all in the business of safety.

Working safely has never been more important. No matter who you are – a driver, team leader, fleet manager or CEO – we’re all in the business of safety, every day.

NTI has teamed up with the NHVR as part of its Heavy Vehicle Safety Initiative to bring you tips and tools at nti.com.au/better-business-hub. Our experts, alongside your industry peers, break down the important information you need to face the challenges of your role.

NTI PRESENTS

NTI PRESENTS

So head online to nti.com.au/better-business-hub and make safety a priority.

NTI’s The Business of Safety is funded by the NHVR’s Heavy Vehicle Safety Initiative, supported by the Australian Government.

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

TRUCK DEVELOPMENT

Martin Merrick, Volvo Group Australia President.

Lauren Downs, Vice President Sales UD Trucks Australia.

Gary Bone, Vice President Volvo Truck Sales.

Paul Illmer, Vice President Sales Strategy and Support.

model to fit in most segments of the heavy duty truck sector with the choice of 11 and 8 litre engines as power plants. Meanwhile the Croner is able to handle several high volume sectors in the medium duty truck market.

“Not only did UD Trucks have its best year ever in 2020, we also had some great wins,” says Lauren Downs, Vice President Sales UD Trucks Australia, who moved across from the bus side of the VGA business in May 2020. “The UD brand is on an upward trajectory. If we look at the heavy duty segment, last year, UD was one of only two brands to increase sales volumes by three per cent.”

UD Trucks is now transitioning across out of the Volvo Group globally passing into ownership by Isuzu. The ramifications of these changes is not quite clear at the moment, but we can be sure that UD will continue to sold in Australia by the Volvo Group.

“This agreement is not just a clearcut sale, it has been signed for the next 20 years,” says Lauren. “The way the agreement works will be different in

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different markets. Japan will see the first development of joint technology. In other markets UD will be the importers of Volvo product.

“Here in Australia the changes will be limited, because both brands are strong in their own right. VGA will be the sole importer and distributor of UD product in Australia. Our personnel will remain and there are currently no plans to change the UD product offered to the market. Isuzu will remain a direct competitor.”

FUTURE DEVELOPMENT Group Trucks Technology (GTT) is the part of the Volvo business working on projects to develop future product, designing, building and testing new technologies into the Volvo Group truck mix. The GTT team in Australia are part of a 6,000 strong global team.

Led by Jeff Hammane, as Vice President GTT, the local team is working on new developments for the global group, but also on technologies to suit the Australian truck market “Here in Australia, where we add value is by putting the customer at the centre, we

work with the customer directly,” says Jeff.

“We can build up the best idea of what we need to deliver.”

Side-by side with the GTT team working to move the VGA product forward is a team seeking to answer questions from the customer base on future power options on the trucks offered to market by VGA. “When it comes talking about our transformation to low carbon, it’s not just battery electric we are looking at,” says Paul Illmer, Vice President Sales Strategy and Support. “There was a tipping point in the last six months with people talking about hydrogen in this country. It was a topic on the periphery and then, all of a sudden we received a lot of enquiry from customers around what will hydrogen powered trucks look like.

“We are also looking at biodiesel.

There has been some good activity in New Zealand on that and liquefied natural gas is still on offer, and we are looking to see if there are any opportunities to deploy that locally.”

In Australia, the trial of two electric Volvo FL trucks in the Linfox Bevchain fleet will take place over six months. The trucks are fitted with eight pallet bodies and run a 600volt electric power system though a Volvo two speed transmission. The data from the trial will feed into the future Volvo offering to the market.

Predicting the future is always an imprecise science but preparing for the future is a vital part of any organisation’s planning regime. For Volvo this seems to be well in-hand but the variables are many.

How fast the transition over to low emission technology happens will be one of those factors. A change in Government policy could see a steep acceleration in demand for technologies like electric power.

Another factor is how the change in ownership of UD Trucks will play out in a fiercely competitive truck market in which all four Japanese truck makers stand toeto-toe and match specifications precisely.

One possibility may see UD stick to the heavier end of the truck market, while Isuzu concentrate to the medium and light duty.

For Mack the situation is less volatile, simply because the market for US trucks is more tradition-based and less likely to be seeking change. However, by introducing the higher level technology which come along with the Anthem, the brand is pushing forward.

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As an operator, Ken Beggs puts a lot of thought into just how to run and equip his business. Hauling stock feed over long distances means tare weight and fuel consumption are the most important considerations.

B

ased out of Mildura, the Beggs Bulk operation concentrates on hauling stock feed out of the local area up to the cattle feedlots of Queensland. This sees the trucks handling a regular round trip up to nearly 3000km on a regular basis. Most of the loads come out of the Mildura area, but others can come from a couple of locations, just over the border in South Australia.

“I am trying something different with these trailers I have at the moment,” says Ken. “I am trying to find the one percenter stuff and get a one or two tonne advantage, and these Thinwall trailers are about a tonne lighter than anything else in Australia. They also come with a five year structural warranty.

“I am trying to keep ahead of the game, I just keep innovating. If you find a good

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POWERTORQUE May/June 2021

product and you just stick with it, the competition don’t just match what you’ve got, they come back with something better.

You’ve just got to keep trying to find a better way to do the job, to stay ahead the pack.”

Currently, the A-double Thinwall set, with Keith Walking Floors can run at the same maximum GCM on the whole route from Mildura to Queensland and at higher mass limits most of the time, increasingly so, over time. The overall GCM can run up to just over 91 tonnes, but in fact the loads rarely get up to this limit, because the stock feed carried is relatively light.

With a cabover prime mover and two 45-foot trailers the

whole combination measures 34 metres long. However, the 36.5 metre length limit means that although two 48-foot trailers would fit inside the envelope. The regulations do not allow 48-foot trailers in an A-double.

Changes in the nature of the stock feed Ken is carting means that the overall

LOAD SPACE

THE LOAD

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LOAD SPACE

payload is not as heavy as it was in the past, with a resulting lower income. However, he reckons he has more than made up for this reduction, with improvement in fuel economy.

“This new generation Scania I have now has got incredible fuel economy,” says Ken. “I did have a 730hp for some time and it did have some awesome horsepower, but to feed all of those horses it costs a bit more.

This one is what they call a smart truck, it reads the roads and reads the hills, so it knows what gear to select.

“I have been getting around 1.85 to 1.9 km/L with an 85-tonne road train. I am still scratching my head, I am pretty anal with my figures and it is just an awesome amount of fuel. I know that the driving score that the system puts up is around 97 to 100 per cent all of the time. In fact, the scoring system is not that good for road trains, it is OK for semis and B-doubles, but I have worked out how to get higher scores.”

“As long as you accept that these have a completely different way of being driven from the American trucks, they reward you with lower running costs.”

AN EARLY START IN TRUCKING Ken got an early start in trucking and bought his first truck when he was eighteen. He got involved with hauling hay and other rural contracting tasks. At the time, there was also a lot of work for a flat-top hauling fruit out of the Shepparton

region.

By the the time he was 21 he had four employees and had bought a farm and things were going well. Unfortunately, he had a motor bike accident on the farm, breaking bones in his neck.

This put a stop to everything at that point and Ken was actually quadriplegic for a while, before coming good. By his midthirties he realised his injuries were not going to allow him to return to his previous lifestyle.

By the time he was in his forties, he had an agricultural science and an accounting degree and began working in the banking industry. His was dealing with the large corporate loan business in rural areas, for ANZ. He later moved on to Rabobank, working to develop its rural areas business in South Australia.

“I got to 55 and because I had been in some senior roles and had to, at times, get rid of some employees, I found it difficult as, to me, they were people,” says Ken. “I was supposed to put pressure on them to get them to go, some would leave, other would have a break down and others, you just had to put them off.

“When I got to 55, I began feeling the same pressure and decided I didn’t want to play their stupid game and thought, ‘I’m out of here’. I pulled the pin, retired for five minutes and then got back into trucks, which I really love.”

13 years later, he is still enjoying the

trucking game. He had begun by working out of the Wangaratta area, initially working as a tow operator, easing back into the industry, getting a handle on costs and the way modern trucking works.

Later, he began hauling agricultural products, like grain and fertiliser, all over Victoria, South Australia, New South Wales and South East Queensland. AB-triples came into the equation eight years ago, but only on limited routes in NSW, working with a plethora of different permits.

Ken was one of the first trucking operators in Victoria to get an AB-triple on the roads in that state. Getting though the bureaucracy took a long hard grind and then it took two years to get his subbie onto the system.

“I was forever butting heads with bureaucracy and opening up roads, arguing why they should open up more routes,” says Ken. “Then I began pushing the limits in Victoria. It took me about 18 months, after trying many ways to try and ‘skin the cat’ as they say.”

Eventually, he got to the point where the trucks could load in Victoria and get all of the way into Queensland. Late last year the point finally arrived when the Newell Highway was finally open to his trucks for the length of the Newell Highway from Victoria to Queensland. The changes meant the trucks no longer had to use the longer route up through Cobar and Bourke to get into Queensland.

“I am trying something different with these trailers I have at the moment,” says Ken Beggs.

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POWERTORQUE May/June 2021

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LOAD SPACE

KEEPING IT SIMPLE AND LIGHT The Thinwall trailer brand originated in Canada, and the brand has been picked up by Bruce Rock Engineering, after the original Australian production facility closed in early 2020. The company’s hopper trailers are now being built by BRE here in Australia and the trailer builder is currently tooling up for the production of the Thinwall walking floor models in this country.

Keith Walking Floors are used in the trailers and operators report that the system is the fastest of all of the walking floor options. This is combined with a Thinwall design which is claimed to be the lightest trailer in its class.

The walking floor equipment weighs much less than any hydraulic tipping equipment.

The trailers are full aluminium construction and the horizontally welded side planks are designed to give the trailer a long lifespan. The monocoque construction is fully welded giving the trailer the required rigidity and strength without the need for a full chassis.

This design allows the designers of the trailer to run the dimensions out to the maximum height and length allowable and maximise cubic capacity. As a result this kind of set up is the preferred solution for operators concentrating on low density bulk movements like wood chip and some stock feed. Each trailer in the Beggs’ A-double set has a capacity around 98 cubic metres.

It will take 6.5 minutes to unload each trailer and Ken also uses the CleanSweep tarp system which uses the Walking Floor to move out of the trailer with the load, keeping the walls and floor clean. Once the trailer has been unloaded the clean tarp is winched back into position to the front of the trailer.

Lighter weight bulk and specialist operators will use this same technology, but farmers will not buy these kinds of technologies as they cost more and need full-time utilisation to make the capital expenditure worthwhile.

The Keith Walking Floor used in Ken’s trailers are the lighter type available to reduce tare for a stock feed with a lower density, the heavier duty floors have fewer but much thicker planks.

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POWERTORQUE May/June 2021

The Beggs Bulk operation concentrates on hauling stock feed out of the local area up to the cattle feedlots of Queensland.

“It seems to be getting easier to get access these days,” says Ken. “When I was trying to get into Victoria, they wanted an engineer’s swept path drawing, a theoretical drawing, which doesn’t stand up in real life. I insisted with VicRoads that I would not get the drawings done, but I convinced them to let me do a road trial.

“They had two cars fitted out with cameras and a drone. Once I got them to agree to follow me and attempt one particularly tight roundabout in Mildura, they had the audacity to tell me they had a tow truck waiting there for when I got the trailers hung up.

“I told them I would be able to go though it without touching the white fog lines. They told me road trains can’t do that, but of course I did, and they asked me to turn around, come back and do it again.

It’s simple, because of the tri-axle dolly the trailers tend to run up into the corners better than with the bogeys.”

He then got a permit for the road, but only in one direction. Since then the roundabout itself has been rebuilt to handle road trains in both directions. An intersection through which Ken now runs an A-double combination.

HOW TO DEAL WITH BUREAUCRACY “In my days at the bank, I learned how to deal with bureaucracy and so I learnt, you can’t go butting heads with them,” says Ken. “You’ve go to kind of get in the drafting pen with them and then steer them in the direction you want them to go.”

Initially, South Australia would not allow a tri-axle dolly on the truck. They wanted Ken to lift the central axle of the three and

chain it up in order to run on the state’s roads.

Getting permission to run with a seventonne front axle weight in Victoria, South Australia and NSW, with super single tyres, like the allowance in Queensland, was another project which has worked out for Ken, but there is one more issue.

“The next thing we need to push is the fact that with my A-double set-up I can run the front axle up to to seven tonnes, but if unhook that second trailer, I am only allowed 6.5 tonnes,” says Ken. “What the hell has changed? Someone’s going to have to do the work for them to allow seven tonnes on super singles on semis and B-doubles, as well.”

Engagement with the industry associations is also an important issue for Ken and he has been involved for some time with the Livestock, Bulk and Rural Carriers Association as well as NatRoad.

“It’s very important that you stay involved and support them,” says Ken. “The LBRCA have been real movers and shakers in the industry opening up routes to the East of the Newell.

“The old Road and Traffic Authority had little dynasties everywhere and and it was the same on the maritime side. Duncan Gay (Former NSW Freight Minister and now National Heavy Vehicle Regulator Chair), he got in there, broke it apart and turned it into the Roads and Maritime Services (RMS) and that’s when things started opening up, when they got rid of those dynasties.”

Ken currently runs an A-double set himself and he has engaged a subbie who runs two AB-triple tipper combinations as part of the same operation.

LOAD SPACE

With a cabover prime mover and two 45-foot trailers the whole combination measures 34 metres long.

The work seems to be consistent and relatively predictable, although hauling agricultural products will always throw you a curve ball every now and then. The demand from the feedlots tends to be relatively steady and they prefer to acquire most of their inputs via traders.

“I’ve teamed up with a couple of

traders and they do the trading and I do the transport,” says Ken. “It’s turned out to be a really good symbiotic relationship, which works really well for both of us. We give and take a bit, sometimes they will be making a bit more profit and give me extra on the freight and others are a bit tight, so we come to an agreement on a lower price.”

Looking to the future, Ken has his youngest son joining him this year and there is a Volvo prime mover and another A-double Thinwall trailer set with the Keith Walking Floor coming onto the road. The task is growing for the operation and there will plenty of work to keep all four trucks busy.

TRUCKS ON TEST

AN AGI FROM UD TRUCKS With the introduction of the 8x4 Quon, it was the first opportunity for UD Trucks to offer a viable agitator to the market, which has now duly arrived. Tim Giles took the opportunity to take one out for a spin around Brisbane.

T

he development of a truck to suit the concrete suppliers of Australia is a complex and time consuming task for truck manufacturers. Often this time and effort is only made worthwhile if one of the big players, the Borals, Hansons etc of this world like the product and can order in relatively large numbers.

However, this is a lucrative part of

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POWERTORQUE May/June 2021

the truck market and the end of the old Acco from Iveco meant everyone with an 8x4 has been circling to try and pick up market share. Isuzu jumped into the market with the FY model some years ago, the initial burst in sales of the model has slowed, but the lessons have been learned in a tough market and Isuzu are back on the front foot.

Now it’s the turn of UD to have a

crack at the target. The Volvo Group, as a whole, have plenty of experience in this sector with the Mack Metroliner being one of the best performers in this space.

The concrete companies have different preferences, some prefer bonneted trucks, others cabovers and some are agnostic.

The UD Quon, at 8x4 and fitted with an agitator bowl, is the Volvo

TRUCKS ON TEST

TATOR Group’s offering to those who are looking at cabovers. The UD tends to be considerably lighter than the Volvo Trucks option at this size and is the obvious choice to dip a toe in the water.

The prime considerations when speccing an agitator are tare weight, durability and, of course, price. Another aspect to consider is the ability to keep the chassis height low to reduce the static rollover threshold of the unit when a fully loaded agitator bowl is mounted. The truck must also be highly manoeuvrable with positive and tight steering essential to get the trucks in and out of difficult sites.

THE QUON 8X4 Walking up to the Quon 8x4, it certainly looks the part, the proportions are right and the truck seems relatively low to the ground. Of course, lengthwise it has to meet the exacting requirements of the concrete companies and have the chassis space to fit all of the required equipment.

This Quon 8x4 does look like it will qualify to compete in the agitator race.

There are also some factors which will give it a little bit of an edge. One of these is the punchy eight litre engine, the GH8F, which comes out of the Volvo Group catalogue, but is built in Japan.

When driving the truck, it is hard to believe this is ‘just’ an eight litre.

The engine puts out 357hp (263kW) at 2200rpm and, more importantly has 1428Nm (1055 ft lb) of torque on tap from 1200rpm and across the flattopped torque curve to 1600rpm. On this test the response from the engine was excellent with the fully loaded agitator accelerating away from intersections with ease from a little gentle pressure with the right foot.

One of the elements which makes this driving experience is the Allison 3200

Series automatic transmission, which has to be standard equipment on just about every agitator in Australia. The multiplication of torque does make life easier for the driver, and the electronic control system on the modern auto seems intuitive as it reacts to the data from the truck’s CANbus.

This is a first for UD in a Quon truck. In the past, Quon has come with an ESCOT VI AMT (UD’s version of the I-Shift), but if you want to get into the agitator market, you have to offer the Allison.

Unfortunately, including the Allison does mean that adaptive cruise control is not available. This is hardly going to be an issue for operations which spend most of the time on urban roads in the middle of the day. The truck does still have a standard cruise control and the automatic emergency braking which is becoming more and more prevalent in modern trucks.

Pulling on the engine brake gives the driver two levels of retardation.

Activating the engine brake tells the Allison gearbox to start down-shifting and speed is washed off quickly, even at high GVM.

LOOKING AT SAFETY One innovation, which has been a long time coming, is an integrated seat belt.

This type of thing has long been standard on models from other manufacturers, especially the Europeans. Historically, UD has been tardy in bringing in good quality air suspended seats with integrated seat belts, but on this model, and now on all Quon trucks, they have made it in the end.

The Quon is fitted with a serious entertainment unit. The basic unit fits into a double DIN space, but the screen is bigger and has to extend above the dashboard to fit . The eight inch screen

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TRUCKS ON TEST

It even has a throwback CD slot for those drivers still living in the nineties.

Driving the Quon around the streets of Brisbane and through a number of different types of road conditions demonstrated the good overall stability of the design.

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POWERTORQUE May/June 2021

is more than enough to be seen easily by the driver. The system provides just about everything most drivers would ever need and more. It even has a throwback CD slot for those drivers still living in the nineties.

The safety systems do come up with warning buzzers as the truck is driving along and alongside this the reason for the warning will be flashing up on the screen. There are two schools of thought on this kind of safety equipment. One is the more traditional truck driver reaction, trying to work out how to turn the audio warnings off, letting the driver drive how they want. The other is to take heed of the warnings and amend driving behaviour to the point where the warnings don’t continually flash up. The second being the preferred option for the owner of the truck and an excellent training method.

Another aspect of concrete agitator design which is always important is stability. The bowl and ancillary equipment sit quite high, leading to a high centre of gravity for the truck. This problem is mitigated in this model by using low profile tyres to reduce overall height and the combination of a load sharing long parabolic springs front suspension and solid and reliable eight bag rear air suspension, which is used across the Volvo Group.

Driving the Quon around the streets of Brisbane and through a number of different types of road conditions demonstrated the good overall stability of the design. Sometimes, tight turns or difficult road cambers can give the driver a hint of instability, that certainly wasn’t the case in this truck.

The turning circle is also quite impressive, a vital part of getting

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Driving the Quon around the streets of Brisbane and through a number of different types of road conditions demonstrated the good overall stability of the design.

agitators in and out of difficult delivery situations. This tells us this design will also perform well in other delivery and collection situations, like the waste industry, where applications like front loaders and hook lifts also need to be

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POWERTORQUE May/June 2021

stable and highly manoeuvrable.

Visibility in the truck is improved in this model with the inclusion of transom windows low down in the passenger door and rear quarter light windows behind the seat on both sides of the truck.

Both of these prove useful in traffic and reversing in tight situations.

UD, with the Quon, has improved its position as a Japanese made truck in the heavy duty sector. It has developed a model with all of the qualities we expect from the Japanese, but with many of the sophisticated offerings we get from trucks from the European market included.

The overall effect is of a modern safe and capable truck. Yes, it has all of the bells and whistles required in a modern fleet truck, but it also has that UD solidity and tough feel we are used to from a Japanese truck maker. The inclusion of some creature comforts is also something which makes life a little easier, things like air suspended seats with an integrated seat belt should be a minimum requirement in any new truck and UD have, finally, got the message.

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RURAL TRUCKING MATTERS

A RESPONSIBLE PATH TO FAIR COST RECOVERY The Australian Livestock and Rural Transporters Association is looking for some radical improvements in the Road User Charge regime.

I

t is practically unheard of for an industry association to ask governments to increase charges, but that’s exactly what ALRTA has done, and it is exactly what we need. If we don’t increase heavy vehicle registration and Road User Charges by 2.5 per cent in 202122, we are lighting the fuse on a charging bomb likely to blow up in our faces.

It’s been a rough couple of years.

Droughts, bushfires, pandemics and now floods. It looks like Armageddon. Yet, rural road transport has faced these challenges and held up well. We are rightly recognised as ‘essential services’ and allowed, even encouraged, to supply transport services necessary to sow crops, reap crops, feed livestock, supply meat, milk and fruit and generally keep supermarket panic buyers at bay. Most rural transport operators are doing OK, all things considered.

In recent years, governments have embarked on a record road infrastructure spend. In fact, State and Territory investment in road infrastructure increased by 20 per cent between 2016-17 and 2019-20. The Australian Government is spending $110b over 10 years and has fast-tracked a $1.5b infrastructure stimulus package in response to COVID-19. For some years, ALRTA has called on governments to increase spending on local roads by at least $1b. Recently, our prayers were answered with a commitment of $1.5b for local road and community infrastructure projects.

ALRTA members report a demonstrable increase in road works on regional freight routes around Australia. We do however have concerns regarding the lack consultation with the ALRTA or our state associations about the nature and quality

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POWERTORQUE May/June 2021

of regional road works. Given that our members pay for the road works, we ought to have some say in how our money is spent.

Our industry operates on a cost recovery model. Governments build the roads and industry pays for a proportion of heavy vehicle related road expenditure via vehicle registration charges and the Road User Charge under the PAYGO model.

Periodically, the PAYGO model is subject to review. Back in 2014-15, governments refused to implement a 6.3 per cent charging decrease and instead froze charges to allow expenditure to catch up.

This led to several years of over-charging of industry, but expenditure did catch up in 2017-18. Yet, charges have since remained frozen, in part because a planned increase of 2.5 per cent in 2020-21 was abandoned due to COVID-19. Cumulative over-charging and under-charging of our industry is now approximately equal. The ledger is square.

It is time for fair cost recovery to resume.

However, with charges frozen for so long while road expenditure continued to increase, there is now a revenue shortfall of 13.4 per cent. This starting point presents challenges when the aim is to balance revenue against heavy vehicle road expenditure.

BUT WHY SHOULD YOU CARE IF GOVERNMENT CHARGES ARE TOO LOW? The reality is that the longer we delay a charging increase, the larger that increase has to be.

If road expenditure continues to increase by 2.5 per cent annually, it would already take four years to ‘close the gap’ if heavy

vehicle charges were also increased by five per cent annually, or seven years if charges were increased by four per cent annually.

We can either bite the bullet now and ease into it, or we will have to face large and sustained increases year on year for the foreseeable future.

By historical standards, a 2.5 per cent increase is actually quite low. Between 200809 and 2013-14, charges were increased by a minimum of 2.4 per cent, right up to 6.8 per cent and even a whopping 10.4 per cent in a single year. Increases of this size are hard to pass on to customers and can be enough to put struggling operators out of business.

It is also important to recognise that abandoning fair cost recovery under the PAYGO model would place us at the mercy of governments that want to introduce a more complex forward-looking cost base and telematics-based charging system.

Industry is working hard to ensure that any new charging model is demand-driven, improves spending oversight, includes independent decision-making and does not impose more cost and red-tape for operators. Meanwhile, governments want to retain final say on all decisions. PAYGO must remain viable until a suitable replacement can be agreed.

Asking governments to increase charges by 2.5 per cent next year is the responsible course of action. ALRTA has also recommended that governments accelerate work on multi-year price pathing scenarios so we can return to fair cost recovery in a reasonable period without reducing necessary infrastructure spending or threatening the viability of road transport businesses.

RURAL TRUCKING MATTERS

ALL

One of the Great

Hailing from the small rural town of Corryong in north eastern Victoria, S & K Whitehead Earthmoving plays a pivotal role in keeping the surrounding farmlands, National Parks and roads in order. A fleet of mainly Kenworth trucks including a T409 and a new T410SAR tipper are part of a formidable force that keeps the operation ticking over, Paul Matthei finds out more.

T

he Upper Murray town of Corryong is nestled in the heart of one of Australia’s most picturesque and geographically diverse regions. Located in the far north eastern corner of Victoria near the pristine upper reaches of the mighty Murray, the town also resides in the foothills of the western escarpment of the NSW Alps.

As such, the ambient temperatures fluctuate dramatically throughout the year from sweltering summers to shivering winters, the latter largely thanks to the town’s relative proximity to the snowcovered peaks of the Victorian and NSW High Country.

A popular tourist destination, Corryong has a number of attractions including The Man from Snowy River museum that was established in honour of Jack Riley, the man whose legendary act of horseback heroism in the mid-1880s inspired Banjo Patterson to write the ubiquitous poem detailing his incredible ride.

The town is also home to Simon and Kim Whitehead, owners of S & K Whitehead Earthmoving, who have an undeniable and far-reaching respect for the region and its people, and who are proud to play their part in providing a reliable and efficient service that literally moves the earth for the close-knit community.

For example, in the aftermath of the ferocious fires that tore through eastern Victoria in early 2020, the company was called upon to carry out remediation work, particularly after heavy rain fell in the following months and washed away much soil left exposed by the ravaging effects of the fires.

“The recovery from the fires, then the floods and whatever else has turned

34

POWERTORQUE May/June 2021

up since has given us plenty of ongoing work,” says Simon Whitehead. “In fact, I would say that 2020 was our busiest year yet.

“Because the countryside was razed bare by the fires it had no holding ability and during subsequent heavy rain events the water tore down the hillsides and washed huge amounts of material over paddocks, roads and into culverts. It really made a huge mess.

“I know of people up this way who have cleaned up two or three times since the fires, we’d been in there with dump trucks and removed rocks from all over their paddocks, then a few weeks later we were back there doing the same thing all over again.”

Simon tells us that his company is very versatile and undertakes a wide range of operations for various entities in eastern Victoria and southern New South Wales.

“We’re not just doing the one thing: We work for dairy and beef producers up here and because we straddle the border we contract for government agencies like National Parks, Snowy Valley Council and Towong Shire this side of the border,” says Simon.

“We also work for the Department of Environment, Land, Water and Planning when they’re chasing fires around the place and we do track-work to give access for logging trucks to get into the bush.”

Simon adds that he also owns a gravel pit as a complementary arm of the business that adds significant value to the operation.

“We do 25mm and 40mm road base that’s used for re-sheeting gravel access roads for the likes of dairy farms that receive milk tankers on a daily basis,”

RURAL TRUCKING MATTERS

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35

RURAL TRUCKING MATTERS

says Simon, adding that most of the time the gravel is carted by the company’s own trucks unless things get really busy, in which case Simon can call on a number of mates with trucks to subcontract for him.

As the conversation turns to trucks, Simon mentions that the company currently has six, including two older Western Star 4964 models, one a tipper and the other a water cart.

Four Kenworths of varying descriptions round out the fleet. There’s a newly acquired T410SAR and a T409 bought in late 2019, both of which are rigid tippers pulling three-axle super dog trailers. Then there is a late model T659 that pulls the float and a 2004 model C15 Cat-powered T950 that Simon is clearly fond of but that he admits is getting a bit long in the tooth and will probably be replaced before too long.

“That was our float truck for quite a few years until we bought the T659,” he says.

“We then converted the 950 into a rigid tipper and it pulls a tri-axle pig tipper behind it.”

Asked if he’ll be sorry to see the C15

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POWERTORQUE May/June 2021

go, Simon replies, “Yeah, for sure, those engines are bombproof. If you keep them serviced they just keep going and they pull like you wouldn’t believe.”

He proceeds to tell the story of how he came to own the T950, saying it was originally sold new to a Tasmanian logging outfit and somehow ended up back on the mainland where Simon bought it with 480,000km on the clock.

“I was driving it home and it boiled like a kettle and blew the dipstick out so I thought I’d bought a dud,” he says. “I took it to WesTrac (Caterpillar dealer) and they took the sump off, pressurised the cooling system and found that the water pump seal had failed because the truck had been sitting around for a while and was leaking coolant into the sump.

“They fixed that, changed the oil out twice and apart from regular servicing I haven’t had to touch the engine since. It has now clocked nearly 800,000km.”

As the conversation turns to the new T410SAR supplied by Twin City Truck Centre at Wodonga, Simon says he is very pleased with the whole package

including the tipping body built by Nixons Engineering at Wagga Wagga.

The truck is powered by a 12.9-litre PACCAR MX-13 engine producing 510hp (375kW) from 1,500 to 1,900rpm and 1,850lb/ft (2,500Nm) of torque between 1,000 and 1,410rpm.

It features Selective Catalytic Reduction (SCR) providing Euro 5 emissions compliance and the simple yet robust functionality of an Eaton 18-speed manual transmission. Suspension consists of taper-leaf front and airbag rear, the latter supporting a Meritor tandem drive assembly.

Speaking about the new unit and Kenworths in general, Simon says he prefers the brand because they are well designed and built to last.

“The T410SAR is an ideal unit for what we do, either as a rigid tipper on its own or combined with a three-axle super-dog trailer,” he says, adding that the power and torque outputs of the MX-13 engine are ample for the combination which is an important factor considering the hilly terrain in which his trucks operate.

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RURAL TRUCKING MATTERS

“The recovery from the fires, then the floods and whatever else has turned up since has given us plenty of ongoing work,” says Simon Whitehead.

“Most of our work is generally within a 250km radius of Corryong, but that includes the Snowy Mountains region of NSW and the Victorian High Country, both of which have some steep climbs to negotiate.

Simon is also impressed with the ride of the T410SAR, saying he reckons it rides a little better than the T409, “which might have something to do with the more set forward positioning of the steer axle,” says Simon.

Interestingly, he says the forward set steer axle is the reason why the tipping body is positioned further rearward, ensuring optimum weight distribution between all axles. That said, Simon shares that he teaches his drivers and operators to always load the trucks at the rear first so that the load tapers toward the front to eliminate the possibility of overloading the steer axle.

“I’ve had people commenting online that the body is sitting too high and there’s too much gap between the body and cab, but there is good reasoning behind this,” says Simon. “The wider gap between the body and cab is so we don’t overload the steer axle and the body sits up higher off the chassis so the tailgate doesn’t foul the trailer drawbar when the body is tipped right up.

“I like the Kenworths because

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POWERTORQUE May/June 2021

everything is built properly on them – they’re a proper truck. I have a stock carting mate who goes to some pretty wild places and all his trucks are Kenworths.”

Simon reveals that he has visited the Paccar production facility at Bayswater in Melbourne and was fascinated to see the Kenworths being built. It was an

experience, he says, that enhanced his opinion that they are an exceptionally wellbuilt piece of machinery.

“It’s unbelievable to think that in two days they start from two chassis rails laying on the deck and then everything is bolted on to make a fully operational truck that’s driven off the line, that’s pretty impressive,” says Simon.

“It’s a real plus that they are built here, we need to keep our local manufacturing going. It’s a truck that’s built tough to handle tough Australian conditions. You could buy a cheaper brand of truck but when you need to cash it in no one will give you anything for it.

“Whereas if you’re looking to buy an old T950 in good nick, for example, you won’t find one for less than $100,000, especially if it has a Cat engine in it.”

As the conversation draws to a close, it’s easy to conclude that Simon Whitehead has a deep affinity for his team of talented drivers and the Kenworth trucks that have helped him sustain a successful business in recent years.

Having the ability to cater for the diverse earthmoving, clearing and road maintenance needs of the regional community surrounding Corryong definitely makes S & K Whitehead Earthmoving one of the great allrounders in the highly competitive Australian trucking industry.

“The wider gap between the body and cab is so we don’t overload the steer axle and the body sits up higher off the chassis so the tailgate doesn’t foul the trailer drawbar,” says Simon.

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OPERATOR PROFILE

writes

SIX OF ONE,

Half a Dozen of the Other Unlike many transport operators, Joe Joseph, Managing Director of JD Refrigerated Transport, wasn’t born into the industry. But that hasn’t stopped him from growing a highly successful refrigerated transport business and now comparing the respective merits of both MercedesBenz and Kenworth prime movers in his line-haul B-double operation, writes Paul Matthei.

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POWERTORQUE May/June 2021

J

oe Joseph has an interesting career history for the owner of a trucking firm.

He was an accountant with Ernst and Young and spent 20 years in consumer goods and was also in the private equity space in Sydney. However, the native Queenslander wanted a move back to the Sunny State so that their kids could grow up with their cousins in Brisbane.

In 2011, he seized an opportunity to start a small refrigerated transport business in Brisbane that he explains was totally different to the operation he runs today.

“We started out with a small fleet of three-pallet Fuso Canter trucks doing home deliveries and we did that successfully for three of four years before I realised it was a race to the bottom,” says Joe. “We found we were getting undercut here, there and everywhere by people who could afford to buy a $40,000 three-pallet truck and were prepared to work for below the award wage.”

Not one to let the grass grow under his feet, Joe says he took note of the bigger trucks coming in to deliver to one of his customers and subsequently decided to put a proposition to them.

“I knew we had all the core competencies in refrigerated transport, so I went to our client and asked them if they’d let me get my head under the hood,” says Joe. “I told them we could consolidate their freight, save them a bit of money and deliver a better service, and sure enough it worked, which was the catalyst we needed to transition away from the smaller trucks and into the bigger ones, that I had initially seen as a barrier to entry when I started.”

One of the clever things Joe did after coming from a senior position in consumer goods was that after gaining his MC licence he spent six months driving rigids and semis full time in order to learn about transport from the ground up. This stood him in good stead when it came time to

OPERATOR PROFILE

start building the fleet of heavy rigid trucks and prime movers he now operates.

“Knowing what I knew from the other side of the fence was probably enough to start with,” says Joe. “Operating the truck for six months gave me a solid grounding with all the technology that underpins our business today not only our fully integrated transport management system but also the hand-held technology in every single truck we now operate.”

Joe explains that every proof of delivery (POD) is electronically captured and beamed up to the Cloud in real time for the client to access, along with satellite tracking and temperature monitoring. Quite literally nothing is left to chance.

“We also have wireless core probes in every vehicle and trailer that are put into the product to track the core temperature for the entire journey,” Joe says. “That all stemmed from my experience on the road and I had this mentality of crawl, walk, run; build the foundation strong and then grow a sustainable business, which is exactly how it’s turned out.

FIRM FOUNDATIONS Joe adds that part of his recipe for success is about structuring the business correctly from senior management to office staff and drivers.

“We have a six-member strong management team and we hired an

experienced senior transport person about two years ago, which has helped us take the gloves off a bit more and position the business for growth,” says Joe. Today, there are 21 trucks in the fleet, roughly a 50-50 split between heavy rigids and heavy/multi-combinations including two B-doubles, 13 rigids and six semis.

Interestingly, the two new B-double prime movers, a Mercedes-Benz 2663 Mirrorless and a Kenworth T610SAR, are being pitted against each other on a regular 2300km round trip to north Queensland in a bid to ascertain which brand is most suitable for this aspect of the company’s operations.

With both coupled to impressive-looking

OPERATOR PROFILE

Joe Joseph, Managing Director of JD Refrigerated Transport

new FTE refrigerated trailer combinations, the T610SAR is actually the first Kenworth to join the JD fleet, with the six semi-trailers hauled by Mercedes-Benz 2653 prime movers.

The B-doubles run on alternate legs between Brisbane and Bowen hauling fresh produce to the Brisbane markets, where JD Refrigerated Transport has a storage facility and depot, returning to Bowen loaded with equipment. They also do a run down to Glen Innes in northern New South Wales.

For this long-distance work Joe decided it was the right time to invest in a B-double hauler from Australia’s leading heavy-duty brand to see how it stacks up against the high-tech Mercedes-Benz product.

“I’d always wanted a Kenworth and I thought, if ever we’re going to try one of their trucks, then now is the time,” says Joe. Not only the first Kenworth, the T610SAR is also the first bonneted American truck purchased by the business. It features a subtle but effective change of livery, with a reversal of the striking colour scheme in the company’s unique blue and white regalia provided by Fleet Imaging.

“Ever since it arrived the feedback has been fantastic,” says Joe. “Our best form of advertising is a well-maintained fleet and

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POWERTORQUE May/June 2021

our team of passionate drivers. They take great pride in keeping the fleet looking sharp, which is our greatest billboard.”

With that said, Joe also has high praise for the new 2663 Mirrorless which is the seventh Mercedes-Benz in his operation.

“The entire team at Daimler Brisbane went out of their way in the early days to support our business as we grew,” says Joe. “In fact, they’ve done such a great job that after having six Mercedes-Benz prime movers I’m very pleased to have purchased my seventh.”

While Joe acknowledges that there are plenty of sales people and transport operators who are happy to share their views on the great debate over supremacy between European and North American prime movers, he wants to find out for himself just how they compare on the linehaul B-double runs.

“We’re running both vehicles on exactly the same route to assess their operational efficiency, driver satisfaction, safety and fuel economy and we’ll be able to line up all of these different operational parameters like for like,” says Joe. “The time for talking is over. I’ve listened to the sales guys and I’ve heard everything in theory. Now I want to line the two trucks up side-by-side and make up my own mind based on real world conditions.”

Joe says he is super proud of the two new B-double combinations which will be kept busy working around the clock, racking up around 250,000km annually.

“They’re high cube trailers with each combination carrying 34 pallet spaces of produce,” says Joe. “FTE has delivered a terrific final product and I couldn’t be happier with the outcome.”

“There’s a massive amount of work that has gone into specifying these new combinations, both behind the scenes and throughout the growth of the business,” he says. “We needed to make sure they were exactly right for our needs.”

CARRYING THE LOAD Joe says the other six 22-pallet semi-trailers in the fleet are a mixture of MaxiCUBE and FTE and that he is equally satisfied with both brands and the service provided by their respective Brisbane dealerships.

Common features on both brands of trailer include BPW axles and suspension, another product of which Joe is keen to sing the praises as a non-negotiable for him.

“I don’t have a transport background

and I’m not mechanically minded, but I do have a simple philosophy for our equipment purchases that we partner with the best suppliers to ensure our equipment is second to none in terms of reliability and uptime,” says Joe. “When I was first looking to buy trailers, I spoke with a few experienced operators who each focussed in on certain components that they deemed the best ones to have, and unanimously BPW axles and suspension was one of them.

That was good enough for me.

“All of our trucks and trailers are under full service and maintenance contracts and with the trailers we also do preventative maintenance on a monthly or bi-monthly basis which includes cosmetic maintenance to ensure they are always looking their best.

As I previously mentioned, we take a lot of pride in the appearance of our fleet.”

While the prime movers are serviced by the dealers, Iceman at Murarrie is responsible for the trailer and fridge maintenance and according to Joe is doing an excellent job.

He says that while his past preference has been for Thermo King fridge plants, he has recently acquired 10 new heavy rigid Isuzu trucks fitted with Carrier fridges.

Equally high on Joe’s priority list is the safety of his drivers and the general public, and it’s for this reason that, as a member of the Queensland Trucking Association, JD Refrigerated Transport signed up to the Eyes on Fatigue project last year.

Initially the company had two trucks fitted with the Guardian fatigue management technology from Seeing Machines for evaluation purposes.

“These trucks have forward-facing, sideview and rear cameras,” says Joe. “Following the successful trial we have fitted them across the entire line-haul fleet and to some of the local trucks also.”

Joe explains that apart from the obvious safety and insurance benefits, the company can monitor the trucks at the point of delivery.

“For instance, if a truck is at a supermarket DC and we don’t know exactly where it is, then we pull up one of the cameras and watch the vehicle backing onto the dock,” says Joe.

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OPERATOR PROFILE

Joe, seen the company’s freight task rise by nearly 10 per cent.

He says, however, that the sector is limited in how much it can scale up to meet these surges in demand, given the seasonal nature of planting and harvesting of produce.

As part of Covid-19 risk mitigation, JD Refrigerated Transport put into place exclusion zones so drivers weren’t crossing paths and scheduled staggered start times.

The company also prohibited personal handovers of paper manifests.

According to Joe, due to not knowing what to expect, the first week operating under the new conditions caused by the pandemic were daunting. But by the second week the team, proud to be providing an essential service, really hit their straps.

“Our team really stepped up and the management team stayed close, we were on the frontlines so to speak and I think they appreciated that as well,” says Joe. “Some of the practices that we’ve been forced through necessity to mandate across the business will stay with us for some time.”

As a result of the current and changing economic and social climate, the dynamics of the industry are also changing. For home delivery services it’s something of a perfect storm, as both companies and consumers once reticent to try this new-fangled shopping style have done so or are about to, according to Joe. “You’ve got wholesalers, where it was taboo to bypass the retailer and go direct Today, there are 21 trucks in the fleet, roughly a 50-50 split between heavy rigids and heavy/multi-combinations.

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POWERTORQUE May/June 2021

to the consumer, that are now doing just that,” says Joe. “I don’t know a wholesale business that isn’t trying a direct into the home service right now. Life as we knew it has changed.”

And wholesale businesses that would traditionally supply pubs, clubs, hotels, cruise ships and restaurants and have lost upwards of 70 per cent of their business are looking elsewhere.

“They’ve had to,” says Joe, pointing out that prepared boxes of fruit and vegetables are going out from wholesale outfits straight into the home. The model is changing and with it the rulebook has gone out the window.

“Necessity, they say, is the mother of invention,” says Joe. “If you take 70 per cent of someone’s business away overnight, you are forcing them to look at these other avenues just to survive.

“These new routes to market and other innovative new business channels won’t simply disappear and will undoubtedly change the landscape post Covid-19. If you want to look for a silver lining in this situation that might be it.”

Joe points to the previous exponential growth in the export sector, which has been hit hardest by freight embargoes and travel restrictions.

“I feel for a lot of businesses that have been putting big efforts into this area,” says Joe. “The loss of momentum will make it harder for them to bounce back as quickly.

For some of our clients cruise ships were

a major source of income. They’ve now copped a broadside during this as well. It’s hard to know what will happen.

“I’ve been saying this for the last 15 years: Size is no longer what determines your ability to survive in business. It’s actually your agility which is more important in this day and age. Whether it be the advancement in technology, our changing environment or the evolution of our global marketplace, disruption is rife.

The ability to turn on a dime is crucial. You need to be able to react instantly.”

Further to this, Joe maintains that he doesn’t want to grow his business just for the sake of it.

“My strategy is that it’s more important what I say no to than what I say yes to,” says Joe. “We know the three or four things we can do really well and in doing so we can add to the business without creating unnecessary complexity. So, as long as we stick to this principle we can scale accordingly and be geared up for sustainable growth.”

Meanwhile, according to Joe, both the Mercedes-Benz 2663 and Kenworth T610SAR prime movers are doing an admirable job, with the drivers split 50-50 between their preference for one brand or the other.

“Half of the drivers like the Benz and the other half like the Kenny, it’s just human nature and personal preference, I guess, but both brands are doing the job equally well,” says Joe.

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LOAD SPACE

BUILDING TRAILERS TO THE MAX As a dominant player in the trailer manufacturing sector in Australia, MaxiTrans continues to grow and develop its offering to the Australian trucking industry.

PowerTorque sat down with MaxiTrans CEO and Managing Director Dean Jenkins to talk about how the trailer business is travelling.

T

he effects of the pandemic on operations like MaxiTRANS have made life difficult for the operation to function as it should. The trucking industry has been very busy simply keeping the economy going and needing the equipment to do it. At the same time, the lockdowns and distancing

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POWERTORQUE May/June 2021

regulations to minimise the risk of the virus spreading have made actually manufacturing and repairing the trailers and bodies a much more complex process.

“The last six months have a been a particularly trying time for us as an industry,” says Dean. “Both for the heavy vehicle manufacturing side, but also for our

customers.”

Dean has been in his role with the trailer maker for the past four years. Originally an aeronautical engineer, he worked for the Government Aircraft Factories in Melbourne before taking on a series of roles in Qantas, eventually running the engineering and supply chain side of the business.

LOAD SPACE

Later, he worked for UGL in its train manufacturing business and then had a stint in Scotland working for the Weir Group, which is a global provider of engineering solutions for the resources and power industries.

A return to Australia to make sure his children were brought up as Australians saw Dean move to his current role at MaxiTRANS. This was like a return to his roots, as he had grown up in Ballarat, home of Freighter Trailers and MaxiTRANS’ main manufacturing facility.

SOUND BUSINESS “MaxiTRANS has great people and when I

joined the basic business was sound,” says Dean. “We spent the first two years getting the company’s IT system right and then the next two working with a slowdown in the 18 months before Covid-19 happened.

“We had to take some pretty hard decisions and take some people out of the business. It was tough times for everyone. It was probably a combination of a severe drought, as we are quite exposed to agriculture, and then a series of infrastructure project delays.

“70 per cent of our sales are to people with less than 15 trailers and they make decisions based on confidence. Before the pandemic, there was a lot of concern about the future, which slowed things down, especially on the East Coast.”

In the period after the start of the pandemic and the announcement of the JobKeeper payment there was a lot of uncertainty for the company. The market was confused and MaxiTRANS were facing some daunting decisions, making calculations about survival.

“If it wasn’t for JobKeeper, I think we would still be here, but we would be a completely different business,” says Dean.

“It enabled us to take a step back, to take a deep breath, tell our workforce they had jobs and would be able to work through the issue together. That really helped.

“Then with the asset write-off on the back of that, it helped to generate a bit of momentum and a bit of demand. So, we had JobKeeper as a back stop, but then we started to get orders coming in. Because the first phase was planned to the end of June we experienced a big rush with an extra 100 trailers ordered in the period.

“We were lucky, across our four plants, we only had four stand-down days across the whole period. That’s what JobKeeper was for. It helped us and our staff, it helped our suppliers. We also had one service centre in Dandenong which went to three days a week for around ten weeks. We were lucky, and are classed as an essential industry, which was important in Victoria during that period.”

Stable demand returned and as the situation had settled down by August/ September as trailer buyers, who had remained busy throughout, began to understand what the pandemic trucking industry would look like. The freight task adapted as import/export volumes changed and domestic freight realigned to the newnormal, with the modal mix changed.

MaxiTrans CEO and Managing Director Dean Jenkins.

THE NEW NORMAL According to Dean, by October last year the MaxiTRANS customers had grasped the situation would remain like this for the long term and had to adapt to the new environment. After the lockdown in Victoria ended the economy seemed to get an extra kick and all of the suppliers to the trucking industry have found themselves busy coping with high demand for products.

“Are we running at record rates?” asks Dean. “The answer is no, but we are running at average numbers and we are coming off of really low numbers. That base reset we had at the start of Covid, as we all reduced our cost bases and JobKeeper helped us keep our numbers up, mean that now average numbers feel pretty good.

“Another thing which has helped us to keep going is our parts business. It is half of our business now, in profit terms. That’s a very stable business for us. It has helped our customers and, as a business, we have been lucky.”

This means the MaxiTRANS business, as a whole, is on a sound footing and Dean is looking for steady growth out of the current situation in a controlled manner.

The truck and trailer market seem to be going through a steady growth phase at the moment, and MaxiTRANS just wants to grow with the demand.

This growth equates to the business

www.powertorque.com.au

47

LOAD SPACE

The trailer market is being buoyed by confidence in the trucking industry at the moment.

taking on an extra 25 people each month.

These new employees have been spread throughout MaxiTRANS, but most have been on the manufacturing side. Sourcing these number of personnel at the right quality is a challenge for the organisation. In fact, according to Dean, planned growth may be slowed by the fact that MaxiTRANS find recruitment hard at the moment.

“We are starting to see some cost inflation,” says Dean. “The international

“JobKeeper enabled us to take a step back, to take a deep breath, tell our workforce they had jobs.”

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supply chain is a bit of a disaster and it creates challenges for all of us. Like all Australian trailer manufacturers, we get axles from China, Europe and the US and it is actually Europe and the US which have the biggest issues, from the supply point of view.

“There is a supply/demand challenge in Australia at the moment. Everyone slowed down a lot and then no-one was prepared for the uptick, which has happened. Then overlay international supply chain issues for everyone, plus port issues as well. Over the next six months I think there will be a bit of cost inflation around, led by raw materials.”

The trailer market is being buoyed by confidence in the trucking industry at the moment, however the nature of the market has changed. The trend to increased demand for curtain-siders has become much more pronounced in the last six months. At the same time the skel market is relatively quiet.

There has been a lot more interest in trailers designed to help with compliance for operators. Operators, especially the larger ones are buying trailers which make compliance easier. This trend is also being reflected in the truck market with more and compliance and safety equipment being fitted and specified.

“The other complexity which is out there

is the whole Performance Based Standards (PBS) process,” says Dean. “The number of trailers built in Australia has been pretty consistent for quite a period of time. The freight movements go up but the number of trailers does not, because of PBS. What’s happening is operators are getting more freight per trailer.

“It’s a bit of a broken process, to be honest. We have customers, who have done all the right things, have trailers which they have paid for and then they sit in our yard for months. Associations are trying to get a way forward on this, they are trying but not to the efficiencies our customers expect” “It’s a challenge for the industry, and while it remains a challenge for the industry, it will hold back investment.”

Any modal shift from road to rail may take a lot longer than has been predicted, reckons Dean. Any freight moving to rail is likely to be offset by the overall growth in the freight task, meaning the trucking industry will continue to expand.

FINDING TALENT “People remain a challenge for us at MaxiTRANS, as they do for everyone else,” says Dean. “I think that we as an industry have an issue with mental health. We do a lot of work with our people around RUOK Day, and we’re pretty passionate about it.

“We’ve got a job problem, positively,

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LOAD SPACE

“The number of trailers built in Australia has been pretty consistent for quite a period of time.

The freight movements go up but the number of trailers does not, because of PBS.”

we have got 10 per cent females in our workforce. This means we are only actively sourcing people from 50 per cent of the population. We are putting in place recruitment programs which might help us identify and train some suitable females and grow this percentage within our business”.

“Recruiting a diverse work force is only half the job, because if you have a bad culture, one which isn’t inclusive and diverse, then you lose them again. Our short-term initiative is about the cultural piece. We are running a series of programs

around inclusion and trust. To us, a trusting workplace is a much more inclusive workplace.”

There is no point in going to market to find an inclusive work force, if the current workforce isn’t ready to accept any people, male or female from diverse backgrounds.

Ensuring the organisation is ready to receive new people is the first stage of the program.

One of the initiatives already in train is a Certificate ll program, set up as a welding camp over a number of weeks. Young people can come along and have a go.

Then if they enjoy it, they can apply for a job. These programs are already attracting a more diverse group of hopefuls than the conventional recruitment strategy.

The students learn to weld, building a trailer, in a safe environment. This program has been running for a year and has had some success, identifying people who have the right mind set to train up into the skilled workforce. This runs alongside longer-term relationships with the schools and universities, especially in the Ballarat area close to the main MaxiTRANS manufacturing plant.

QUEENSLAND EXPANSION FOR MAXITRANS A new 14,303m2 facility at Carole Park, in Ipswich Queensland has been officially opened by the Queensland Deputy Premier Steven Miles. The new site adds to the MaxiTRANS’s existing Australian manufacturing footprint across Metropolitan and Regional Victoria.

“The new Carole Park facility is an exciting expansion for MaxiTRANS which will provide greater safety, flexibility, efficiency and quality outcomes for our business and our customers,” says Dean Jenkins, MaxiTRANS Managing Director and CEO. “Designed to match the equipment levels and standard processes available at Ballarat, Carole Park will provide greater capacity to the MaxiTRANS Group and will allow us to continue to better serve our customers with the ability to cover any total market growth.”

“The existing manufacturing site in Richlands predominantly produced bulk transport trailers. This new facility has the ability to also manufacture Freighter product too, allowing us to diversify our manufacturing capability.”

The existing workforce is anticipated to double, with the current 70 staff moving to the new facility and up to 70 new operational jobs expected to be created over the next five years. This creation of up to 70 new jobs owes thanks to Queensland Government support as part of Unite and Recover, an initiative designed to support Queensland jobs and industry through the COVID-19 pandemic.

“With the help of the Queensland Government, we have a new facility that gives us more scope and flexibility to expand our Australian manufacturing capability, as well as further bolster our aftersales support here in Queensland,” says Dean.

The new facilrity will also open up opportunities for local TAFEs and universities to work with MaxiTRANS to provide specialised inhouse training and skills development programs.

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POWERTORQUE May/June 2021

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TRUCK SHOW

THE SHOW

MUST GO ON It seems like a long time since the last Brisbane Truck Show, the pandemic period has sometimes felt like a lifetime, but as they say in showbiz, ‘The show must go on’.

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here has been uncertainty for everyone in the past 14 months, we could only guess what the future would bring. Borders have closed, borders have opened, cities have locked down and opened up again, planning any event was a nightmare and plans could be stopped in their tracks at any point.

This is the situation the Heavy Vehicle Industry Association was faced with last year when deciding whether the Brisbane Truck Show would go on as usual in May 2021. As this story is being written the event will take place on May 13 and run until May 16 at the Brisbane Convention Centre.

Planning, in the times of a pandemic, has meant contingencies have had to be developed to cope with a situation where events elsewhere could overtake this particular event. However, the philosophy of those around the show has been one of working towards the best result, but planning for possible roadblocks in the lead up to the event.

WHAT CAN WE EXPECT TO SEE AT THE SHOW? The Brisbane Show has become more than

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just the event in the Brisbane Convention & Exhibition Centre and there will be truck and trailer displays set up across Brisbane, complementing those already held by Brisbane Truck Show exhibitors and show partners, all captured under the umbrella of Australian Heavy Vehicle Industry Week.

According to the HVIA, there will be more trucks and trailers on display at South Bank parklands and more again in the CBD. Also included in this year’s event is a Future Fuels & Sustainability Hub in which show-goers can start to get a handle on the kinds of low emissions solutions which will be infiltrating the trucking industry in an effort to improve emissions performance.

The 2021 HVIA National Apprentice Challenge will be taking place as part of BTS21. It is an opportunity for heavy vehicle mechanical apprentices to challenge themselves and others in a demonstration of technical skills. The ‘hands-on’ competition will be staged live at BTS21.

Teams of two apprentices will be selected to represent each of HVIA’s three National Regions: Eastern Region – QLD, NSW & ACT, Southern Region – VIC, TAS &

TRUCK SHOW

SA and North/Western Region – NT & WA. Each of the regional teams will work on one of two identical Isuzu FX-series prime movers to identify and rectify a series of programmed faults as the clock ticks down.

The winning team will be the one which first successfully identifies and repairs all faults or the team that rectifies the most faults within the allotted time frame. This is a competition which is open to heavy vehicle mechanical apprentices employed in the heavy vehicle industry

TRUCKS ON SHOW Those heading to the truck show in 2021 are not going to be treated to the wide range of new truck models we were treated to at the 2019 show. The truck industry is in a different part of the cycle and complete new ranges are some time off for most truck manufacturers.

However, we can expect plenty of displays telling us about the new technologies growing in the truck world.

There is a lot of interest in electric trucks and we can expect to see several different examples of these kinds of vehicles. We

can also expect component manufacturers to emphasise their equipment in this area, look out for electric rear axles from several of the players.

There are unlikely to be many examples of hydrogen powered trucks, either fuel cell or internal combustion powered, but expect plenty of people willing to talk about the technology which will begin rolling out into the future.

There will be a few truck models which will be making their first appearance at the BTS. One of these will be the Kenworth T401SAR, a model which combines the

traditional bonneted style so strongly associated with the brand, with a new cabin design. The new cabin brings with it a much more sophisticated electronic system, one capable of powering the kinds of control and safety systems modern truck buyers are beginning to specify.

The other half of the Paccar offering in Australia, DAF, also have a range of Euro 6 trucks, which were launched early in 2020, just before the pandemic hit. The new Paccar MX11 engine is now included in the range, bringing a lighter and pretty torquey 11 litre engine to the DAF stable.

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TRUCK SHOW

The Kenworth T401SAR, a model which combines the traditional bonneted style so strongly associated with the brand, with a new cabin design.

For all of these trucks it will be their first appearance at the show and a chance for many to get up close and personal with these trucks on the DAF Trucks section of the Paccar stand.

This year is also the year when Paccar is celebrating 50 years since the start of Kenworth truck production at their Bayswater Plant in Victoria. This year has also seen the production of the 70,000th Kenworth truck in Australia and is also the year in which top Kenworth dealer Brown and Hurley celebrates 75 years since the company started.

Across the aisle at the Daimler Trucks stand, we can expect to see the full range from the three brands. This will include some examples of the Freightliner Cascadia which is now running on our roads, following the display of evaluation models we saw at the last BTS. Daimler’s European brand, Mercedes Benz will always have an example of some form of cutting edge technology on display, last time around it was the mirrorless truck with the hi-tech all LCD screen dashboard.

At the cutting edge and leading the

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charge, quite literally, will be the latest technological leap from Fuso. The eCanter was just a concept the last time around, but now it is the real thing. Having just undergone an Australian test program, the eCanter logged important information about the performance of the truck running fully loaded at its 7.5 tonne GVM capacity around the clock, as well as data related to its recharging. The truck will be launched to the market in the lead up to BTS21 and will be on display.

Iveco now have the new Acco model on the roads of Australia, after its debut at the last Brisbane Show. This will be an opportunity to see how the model has developed as well as seeing variants of the other offerings from the Iveco range. There is likely to be an X-Way B-double prime mover on show with a higher horsepower rating than we normally expect from the Italian truck maker.

X-Way has been performing well for Iveco and demonstrating good fuel economy results. There will also be a new Eurocargo variant to check out and a new iteration within the Daily van and cab

chassis range.

The Penske organisation will be displaying its Western Star, MAN and Detroit brands, with a Western Star 4800 and 4900 on display alongside the MAN TGX and TGM models. The engines on display from Detroit will include the DD13, DD15 and the top of the range DD16.

Lower down the weight range there will be a number of the smaller players in the Australian truck market showing their wares. Hyundai will have an example of the trucks it offers in the light and medium duty segments of the market. Also on show will be all-terrain specialist Tatra.

The growing interest in all things electric will see three of the electric players vying for attention alongside the example on the Fuso stand. This will be the second appearance by SEA Electric at the BTS, but a lot has changed for the Melbourne-based start-up. The company has been retrofitting electric power systems in trucks for some time, but, more recently, launched its own brand models, which are Hino models acquired as ‘gliders’ (without engines), fitted with an

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TRUCK SHOW

electric driveline and badged as SEA. The operation has also been gaining traction in the US truck market, with several major partners.

There are two other electric truck brands flagged to appear at BTS21. JAC rises from the dead to reappear as a an electric truck supplier and EV Automotive are also set for an appearance, but its website tells us the development of a right hand drive electric van has been put on hold.

A WIDE VARIETY OF DISPLAYS The decision on the part of some truck manufacturers not to appear at this year’s BTS may mean there is more space for the trailer and component manufacturers to show their wares.

For MaxiTRANS, the 75th anniversary of

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Freighter trailers will be celebrated. The trailer maker will also display the wide range of the company’s freight solutions across a full gambit of Australia’s transport requirements including Maxi-CUBE, Lusty EMS, Hamelex White, Trout River and AZMEB. Also on display is MaxiTRANS’ national retail parts brand, MaxiPARTS, showcasing the wide range of truck and trailer parts, which further demonstrates the aftermarket support offered to customers via our national network.

Hendrickson will be showcasing its latest truck and trailer suspensions with three new products. There’s the ZMD shockless trailer air suspension technology, a system which eliminates shock absorbers from the maintenance equation by integrating the damping function into the air spring.

There’s also the COMPOSILITE EX, a next generation steerable lift axle which is a solution for 10x4 applications. Also Hendrickson has purchased Motor Wheel from Stemco so will now be showing Crewson slack adjusters and CentriFuse lightweight brake drums.

At the centre of the ZF stand will be the company’s TraXon transmission. The transmission mates a basic high-tech automatic transmission with various settingoff and shift modules. TraXon is said to offer fuel savings through its use of operational efficiencies and refined driving experience, throughout its GPS-based connectivity.

ZF Services Australia will also showcase the latest products from WABCO, the newest addition to the ZF family. Displayed will be WABCO’s latest Trailer Electronic Braking Systems (TEBS) along with a range of accessory systems packaged under the Intelligent Trailer Program (ITP) banner.

WABCO’s TEBS and ITP systems not only increase trailer safety and stability, but also offer rich data and connectivity solutions that improve fleet’s operations and efficiency.

Another focus for ZF this year will be its aftermarket component lines, with displays focusing on its product brands, LEMFÖRDER, SACHS and TRW. LEMFÖRDER chassis and steering components can be used as direct replacements, or to up-spec trucks to increase payloads, reduce fuel consumption and optimise driver dynamics. SACHS shock absorbers are manufactured to original-equipment specifications and fit a wide range of trucks and commercial vehicles, plus trailers, and there’s even a range of units to suspend the driver’s cab.

One of the smaller stands which garnered a lot of interest at the last BTS was Tru-Shu, showing its simple solution to uneven brake shoe wear. Not only will this brake maintenance solution be on display again, but, inventor, Ken Pitt, will have a couple more bright ideas to make life in the truck workshop a little easier.

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TRUCK DEVELOPMENT

Isuzu’s Ready-To-Work Range – More Than Just A Truck Over three decades of market leadership in any industry affords you a prized vantage point to truly understand the needs and wants of your customer base.

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his is certainly the case for Isuzu Trucks, with 32 consecutive years at the top of the Australian truck market and the country’s largest truck dealer footprint.

With over 160 models across the model line-up, the brand prides itself on understanding Australian customers’ desires, and in turn, responds by supplying products that are reliable, durable and efficient.

FACTS AND FIGURES Confirming this intimate synergy between customer, dealer and OEM, Isuzu Trucks recently commissioned the largest ever Australian road transport survey - The Future of Trucking Report: The Road Ahead (FoT).

Sampling feedback from over 1,000 Australian road transport fleets and operators, the findings revealed a myriad of business inputs facing transport businesses and their bearing on overall profitability.

Staying on top of it all is a task that requires close attention, vigilance, the desire to continue learning - as well as a hunger to find new, better ways of doing things.

One of the key FoT findings showed that 64 per cent of Aussie fleets believe ‘lifetime,’ or total cost of ownership (TCO) costs are more important to consider than upfront purchase costs.

These include a range of other fleet operating and TCO costs such as fleet servicing and maintenance.

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HORSES FOR COURSES A key pillar to a shrewd TCO approach is understanding and managing appropriate resource allocation.

Specifying an efficient, applicationspecific solution remains at the core of this approach. It is an ethos Isuzu Trucks has taken and thoughtfully refined over a 32-year tenure at the top.

From the opportunity cost of passing up work when suitable vehicles are unavailable, to trucks facing downtime due to harsh driving on unsuitable terrain ensuring the right equipment is specified for the task at hand is simply critical.

Well specified vehicles mean wellmanaged compliance, reduced downtime and, ultimately, dollar savings from an efficiently performing piece of equipment.

READY AND RARING This is where Isuzu’s pioneering Ready-toWork range once again comes to the fore.

First to market back in 2003 and covering a plethora of trade and related industry applications, Isuzu’s Ready-toWork formula represents quality, efficiency and reliability.

TIPPERS With options aplenty, Isuzu’s Tipper line-up has a broad GVM span, from carlicence 4,500kg units, through to the larger 14,000kg GVM FSR 140-260 Tipper.

With no less than 18 models in the bestselling range, each vehicle is built

tough with both versatility and rugged functionality top of mind. Added to this is the peace of mind of having a Japanese quality-built tipper body with a full factory warranty.

With multiple transmission options on offer as well, a good swathe of everyday materials handling tasks are aptly covered by this broad and unrivalled line-up.

FREIGHTPACK Complementing and building on the popularity of the light-duty N Series Vanpack ethos, the growing Freightpack range was officially previewed in 2019.

Again, responding to customer demand and prevailing requirements of the Australian freight task, the F Series Freightpack line-up (including FRR, FSR and FVL models) delivers more solutions, more options for Australian freight operators and greater economic efficiencies for those with road transport as their main game.

Variants across the Freightpack range include three engine variants (240 PS, 260 PS and 300PS), both Automatic and Automated Manual Transmission (AMT) variants, and a range of pre-bodied curtain side solutions covering 10, 12 and 14 pallet configurations.

TRADEPACK Following in the legacy of the first Tradepack model released back in 2003, Isuzu’s popular Tradepack range is all about efficiency, adaptability and

TRUCK DEVELOPMENT

productivity.

With the flexibility of either short or medium wheelbase options, the Tradepack range has been created to meet the diverse requirements of modern Australian trades - from landscaping and concreting, through to carpentry, plumbing and everything in between.

Short wheelbase (SWB) models include a pre-bodied 3.45-metre-long heavyduty aluminium tray, yet still maintains a turning circle tighter than many of the best-selling utilities currently on the market. SWB Tradepack models can also be parked in the local hardware carpark or a standard residential parking space or driveway.

There’s a choice of either the 4,500kg GVM rating for car licence operation, or a 5,500kg GVM rat-ing for increased payload. All Isuzu Tradepack models are equipped with the renowned 5.2 Litre Isuzu 4HK1-TCN engine producing 114 kW @ 2,600 rpm and 419 Nm @ 1,600 – 2,600 rpm, sharply executing an efficient combination of power, capacity and practicality.

TRAYPACK This jack of all trades typifies the adaptability of Isuzu’s enduring RTW range.

From transporting kegs of beer around town, to carting specialised de-icing equipment up in the alpine country, Isuzu’s Traypack range is as versatile as it is capable.

The Traypack has long been known as a one-stop-shop for trades, with the same tight turning circle and nimble handling as a utility, but a greater payload, truck-tough dependability and Isuzu’s

renowned reliability.

A flexible short wheelbase model bookends the range, with a 3.1metre-long heavy-duty aluminium tray, or a medium wheelbase with a generous 4.5 metrelong tray. All are backed up by a GVM of 4,500 kg – meaning the Traypack has impressive payload and all the pulling power an ambitious tradie could need.

SERVICEPACK A real win for tradespeople, councils and service techs in the market for a work or field service vehicle, Isuzu’s Servicepack range is the perfect fit-for-purpose solution.

Again, options are aplenty, with Servicepack variants beginning with the narrow cab 4,500kg GVM NLR 45-150 4x2, and rounding-out with the highly capable NPS 75-155 AMT 4x4.

Drivers can be confident their vehicle has the capability of carrying their load legally, and in turn, the vehicle is designed to have the handling and control to match.

Equipped with the expected safety items including, driver and passenger SRS seat belt pretensioner load limiting seatbelts on driver and passenger seats, Anti-Lock Braking System (ABS), Anti-Skid Regulator (ASR) and an ECE-R29 cab strength compliance plus Isuzu Stability Control System (IESC) on select models.

The strength of the pre-bodied Servicepack range lies in its flexible storage capabilities and central locking system, which have all been developed for customer convenience, security and maximum productivity output. All supported by a national bumper to bumper warranty.

VANPACK The introduction of the Vanpack in 2017 is a classic example of market demand dictating and directing locally developed last mile delivery solutions.

Isuzu’s Ready-to-Work NNR 45-150 AMT Vanpack is the outcome, with a GVM of 4,500kg and an Isuzu’s acclaimed 4JJ1-TCS engine coupled with an ISUZU TC-AMT to maximise efficiency.

The Vanpack boasts an Australian designed and assembled 18.5 cubic metre van body, featuring four tethering points per side, double rear barn doors, rear grab handles and non-slip rear steps.

INTERSECTING PRIORITIES As the above suggests, when it comes to application specificity, the weight of evidence in support of an Isuzu RTW product is immense.

From last mile delivery tasks, through to trade, service and multi-tasking applications, the breadth of choice, configuration and application specific nature of the RTW range cannot be challenged.

As operators and fleets begin to shape a more complete picture of their total cost of ownership equation, smarter purchasing and allocation decisions become inevitable.

It’s Isuzu mission then to deliver an optimum total cost of ownership balance through proven products that adds genuine business efficiencies. This both from a productivity point of view and in terms of ongoing service and aftersales support.

Finally, all of this must be delivered, whilst adding value to the operator’s business and ensuring that the right tool is specified for the job.

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INDUSTRY ISSUE

A National Health Check

FOR HEAVY This month the National Heavy Vehicle Regulator will launch the second National Roadworthiness Survey (NRS), following on from the inaugural survey in 2016, says Sal Petroccitto, NHVR CEO.

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Sal Petroccitto, NHVR CEO

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ver the next 12 weeks, around 8,000 heavy vehicles will be inspected by the NHVR and our partner agencies in every state and territory in the nation.

The NRS will allow us to assess the mechanical condition of Australia’s heavy vehicle fleet and help shape future initiatives to improve the safety and productivity of the industry.

These are important goals, not just for the NHVR, but for the whole transport industry, the broader supply chain and the Australian public.

I appreciate the survey may cause some disruption for the drivers and operators whose vehicles are stopped, so the officers will carry out inspections as efficiently as possible.

Each vehicle will undergo a detailed visual inspection and some mechanical

testing by authorised officers using inspection trailers and brake-testing equipment.

We promise that once a vehicle has been inspected, it will not be inspected again in this NRS. The NHVR is aware of supply chain demands and that drivers work to tight schedules, so I thank all businesses and individuals who will be impacted by the survey for their co-operation with our officers.

That assistance will give the NHVR important insights into how the heavy vehicle fleet has changed since the first survey, known as the National Roadworthiness Baseline Survey, was undertaken in 2016.

That survey inspected 7,130 vehicles across all states and territories apart from Western Australia. This time WA vehicles will be included in the

VEHICLES

inspections.

The data collected in the baseline survey has already proved its worth.

In March, National Transport Insurance (NTI) released the results of a study that combined data from the National Roadworthiness Baseline Survey and the NTARC Major Accident Investigation Report.

The study confirmed that operators who effectively maintain their vehicles are less likely to be involved in an incident.

The report found there was a 29 per cent increase in the frequency and a 22 per cent increase in the cost of claims for transport companies with poorly maintained couplings.

For wheel and tyre defects, the frequency of claims was 32 per cent higher than the baseline while the costs were 26 per cent higher.

The findings weren’t a great surprise, but until now there has been little evidence to prove a definite link

between vehicle maintenance and major incidents.

The NTI research is just one way in which the baseline survey is providing us with a greater understanding of the link between a safe vehicle and road safety.

The 2021 National Roadworthiness Survey will take that understanding to the next level.

The results will allow the NHVR to assess the impact of safety initiatives implemented since 2016 and identify the areas that need more focus.

And we won’t be keeping the information to ourselves.

The results from the NRS will be publicly released and made available to jurisdictions and industry bodies with an interest in heavy vehicle safety.

The NHVR knows that we cannot improve heavy vehicle safety by ourselves.

I thank you in advance for your cooperation on this important safety initiative.

DAILY STEPS TO KEEP VEHICLES SAFE The NHVR is urging heavy vehicle operators to use a Daily Safety Checklist as a regular part of their pre-trip routine.

The checklist is a series of simple steps that every driver should undertake daily that align with the National Heavy Vehicle Inspection Manual.

A daily visual inspection should only take a few minutes and gives drivers peace of mind ahead of their journey.

Each checklist should include checking brakes, couplings, wheels, tyres and hubs, structure and body condition, lights and reflectors, mirrors, windscreens and windows, and the engine, driveline and exhaust.

Lists can be expanded and tailored to suit an operator’s business.

For more information on Daily Safety Checklists visit www.nhvr.gov.au/ dailycheck

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INDUSTRY ISSUE

DELIVERING ON DRIVER HEALTH Melissa Weller is the Australian Trucking Association’s Safety, Health and Wellbeing Director and addresses concerns about delivering on driver health.

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esults from the latest Driving Health Study from Monash University show us that truck driver health in Australia is poor, with drivers more likely to be overweight and be diagnosed with more chronic health conditions than the general population.

The survey of nearly 1,400 drivers found more than half to be categorised as obese, with more than a third reporting to have diagnosed back problems and high blood pressure. The survey also found that nearly 20 per cent of respondents had been diagnosed with mental health conditions such as depression and anxiety in the last year.

Of those who experienced a mental health condition, 38.2 per cent said

are fit and healthy, and that workplace health and safety requirements are being met. It requires that accredited members’ drivers complete regular driver medical examinations, with drivers 50 years and over required to have a yearly medical.

Additionally, TruckSafe accredited operators are required to have driver health and a fitness for duty policies and practical procedures.

Ensuring driver safety at work is also a focus in the TruckSafe standards. By having safe and trusted procedures our members report that they see less stress in their workplace and experience less staff turnover. Our employees are our biggest asset. We must put looking after them first.

There are countless examples of how

“I HAD A DRIVER WHO WAS GETTING CONSTANT HEADACHES,” SAID PAUL FELLOWS, FELLOWS BULK HAULAGE DIRECTOR. “WHEN HE WENT IN FOR HIS TRUCKSAFE MEDICAL IT WAS DISCOVERED HE HAD SKY-HIGH BLOOD PRESSURE AND WE WERE ABLE TO TAKE HIM OFF THE ROAD.” their workplace caused it or made it worse (SuperFriend Transport, Postal and Warehousing Profile Report, July 2020). These findings are unacceptable, so our industry must focus on solutions and better support our workforce to be mentally and physically healthier.

Comprehensive accreditation standards like TruckSafe are already making a difference for accredited operators’ employees.

By industry, for industry, TruckSafe is a robust system that improves the safety and professionalism of trucking operators nationwide, from business and risk management to driver health and wellbeing.

Our driver health and wellbeing standard is in place to ensure all drivers

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TruckSafe’s driver health and wellbeing standard has raised the bar for driver safety and delivered real outcomes for operators, as one of our members Fellows Bulk Haulage notes.

“I had a driver who was getting constant headaches,” said Paul Fellows, Fellows Bulk Haulage Director. “When he went in for his TruckSafe medical it was discovered he had sky-high blood pressure and we were able to take him off the road. Another driver went for his TruckSafe medical and the doctor discovered a melanoma, which was promptly removed.”

Not only do these driver medicals ensure truck drivers are fit to drive and be safe on the road, they also play an enormous and key role in maintaining staff

health and wellbeing generally, in each of these cases they have saved lives.

Driver health isn’t only about physical wellbeing, it also encompasses mental health. As an industry, trucking has made great strides in improving mental health support and resources, most recently with the establishment of the Healthy Heads in Trucks and Sheds (HHTS) foundation.

With the support of industry and a strong national mental health and wellbeing strategy, HHTS aims to increase the number of people trained in mental health at transport and logistics facilities, standardise policies and regulation at these facilities, and help everyone in in the industry be healthier from a diet and mental health perspective.

On a more localised level, the ATA’s member associations are leading the way in improving driver health outcomes.

The Queensland Trucking Association’s ‘Driving Better Health’ initiative is focused on promoting practical, small steps towards a substantial change in overall lifestyle choices of truck drivers.

Meanwhile, the Victorian Transport Association’s ‘HeadFit BusinessFit’ program is designed to create a positive workplace environment in employer companies by building workplace cultures, positive leadership, systems and process and individual support into transport and logistics organisations.

TruckSafe, Healthy Heads in Trucks and Sheds, and industry association initiatives are all examples of national and statebased action the industry is taking to improve driver health and wellbeing.

The findings in the Monash report are not reflective of where we want to be as an industry, but there is a lot of work being done to make things better. With the support of our peers, governments, and the wider community, we can achieve our goal of making a truck driver’s workplace a safer and healthier space for all.

To find out more about TruckSafe or to join, head to www.trucksafe.com.au

INDUSTRY ISSUE

SOLVING OPERATIONAL PROBLEMS WITH TECHNOLOGY: A FIVE STEP PLAN

H

as your business ever adopted a new technology that didn’t deliver the expected benefits?

New technology doesn’t have to be a problem. Some companies, like Queensland-based Followmont Transport, have a history of successful technology rollouts. What makes the difference?

Thinking ahead and committing enough resources to get the job done properly, according to Mark Tobin, Followmont’s CEO. “You have to be willing to grab a certain per cent of profit and put it back into making your business a better business,” says Mark.

Whether you’re looking at vehiclebased safety devices or business management software, it’s worth stepping back from day-to-day operations and decide where you want your business to be heading. Without this technology plan, you risk ending up with a hodge-podge of unconnected systems.

Consider these five steps when solving your operational problems with technology: 1. What are your goals?

2. Where are your operational problems?

3. What is the right tech?

4. How do you get it into your business?

5. How do you measure success?

WHAT ARE YOUR GOALS? Start by spending time working ‘on’ your business rather than ‘in’ your business.

What problems do you want to solve for your customers? This could be speedy delivery, transporting fragile or hard-tomove goods, or long-haul transport. Your plan should focus on technologies that will help achieve your goals.

WHERE ARE YOUR OPERATIONAL PROBLEMS? It’s also essential to be clear on what operational problem you’re solving. For example, you want to reduce on-road incidents. Are they occurring because you are experiencing equipment failures?

Are scheduling problems causing drivers to take risks? Or are drivers being put in unfamiliar situations or taking on new types of cargo?

“You’ve got to get your foundations right at the start,” says Mark. “You have to understand your problems before you start thinking about solutions.”

Customer reviews, driver feedback and on-road incidents can give good insight into where things may be going wrong

WHAT IS THE RIGHT TECH? Once you have a handle on the problem and the business goal, go to market and

see what’s available.

Price is important but keep the bigger picture in mind. “Don’t go for the low end,” says Mark. Instead, invest in the system that will deliver the results you want in the short term and value over the long-term.

Compatibility is another critical factor.

The best solution in the world might not work for you if it can’t share data with your other systems. Also consider ease of use, licensing fees, and the resources and time needed to bring the technology into your business.

HOW DO YOU GET IT INTO YOUR BUSINESS? Successful adoption relies on your team’s ability and willingness to use the tech.

Mark is a big believer in training and he employs professionals to keep his team up to date. That might not be a practical solution for your business, so take advantage of any training and support your technology vendors might provide.

“I’ve seen projects go off track because the organisation didn’t support them, and the staff didn’t understand what they were trying to achieve.” says Mark.

Training builds ability, and equally important is helping your team adapt to the change. Keep them informed of what’s going on, explain why you’re investing in the tech and show how it will benefit them in their roles.

HOW DO YOU KNOW IF YOUR NEW TECHNOLOGY IS ACHIEVING YOUR GOALS? Spend some time picking the right metrics and measurements. They might be as simple as fewer on-road incidents or more positive customer feedback.

Pick metrics you can gather quickly or your technology can give you. Dedicate time every month to look at the data.

Regular evaluations will help you identify what’s working well and what needs improving.

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Getting Rid of the

LOGBOOK The truck driving community may finally be getting rid of the logbook, but only if they start using the electronic work diary.

PowerTorque tests one of them out in the real world.

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T

he road to an effective electronic work diary (EWD) has been long and winding, and looks like continuing in a similar vein for some time. The National Heavy Vehicle Regulator is running the process of approving EWDs for use by drivers, but it’s been a long time between the initial announcement of the EWD and the technology actually becoming available as a compliance tool.

One of the problems has been the fact that many telematics suppliers have been supplying an EWD for some time, but these

were not designed to meet the standards set by the NHVR for a work record which has legal standing in a roadside enforcement check.

The requirement from the NHVR was for an EWD which meets all of the requirements in place for the current work diary. This means any EWD has to be regarded as and function as a legal document which will stand up in a court of law. This adds several layers of complexity onto a simple EWD built into a telematics program for an operator to use to check compliance and inform payroll.

CONVERGENCE

To date, there are four EWDs approved by the NHVR. These are from MTData, Netstar Australia, Step Global and Teletrac Navman.

The offering by MTData uses the Talon and Swift Samsung Galaxy Active Tab Samsung Galaxy Active Tab 2. Drivers can record their work and rest hours by pressing a button on the Talon driver screen instead of manually calculating various time periods as part of the integrated telematic package supplied by MTData.

The EWD from Netstar Australia, the Netstar EWD Garmin Fleet 7XX Series, functions as a part of the Netstar telematics systems fitted into a number of fleets.

Teletrac Navman’s EWD solution is called Sentinel with a real-time dashboard of fatigue information and driver hour status, and this is powered by the AI delivered in TN360, Teletrac Navman’s new software platform.

While these first three are parts of a

broader telematics platform which will deliver a number of diverse services and sets of data for a trucking operator, it is the Step Global solution, Smart eDriver which is the outlier.

This is not a hardware solution but, instead an app on a mobile phone or tablet.

At the moment the app is approved by the NHVR to run on a specified list of devices, but this list is likely to extend over time.

Unfortunately, the app only functions on Android devices, but Step Global say there will be an IOS version available quite soon.

Because the Smart eDriver app is an android app this makes it a useful add-on for some of the other telematics providers in the marketplace, who are able to add the functionality of an EWD to their existing offering to customers by including the app in the package of the existing box in the truck cabin.

Assuming the driver has a compatible mobile phone (there are 12 devices currently listed by the NHVR as being

approved with Smart eDriver), the first step in the process is to set up an account for the operator and then for each individual driver. In the case of an owner/driver the process is the same, except that they are entered first as an organisation and then as a driver, with separate confirmation emails.

There is a relatively simple process, filling in a few details with ABN, driver license number etc.

Once registered an email arrives to invite the driver to log on online and set the ball rolling. The app itself can be downloaded from the Google Play (and later from the Apple App Store). Before you get to play with the app itself there is a training process. This is a matter of sitting through instructions on how to use the app and then answering ten questions correctly.

Then it’s simple a matter of logging in

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CONVERGENCE

on the app and the driver’s information is automatically filled out within the application.

From the operators point of view, the portal allows them to manage the drivers in the fleet. Drivers can be added or delinked, but the operator will still have access to relevant data on that driver’s activity.

The EWD is the property of the driver, in much the same way as the current work diary belongs to them. All the operator needs is to have access to the data. The act of paying for the use of the system for one

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month, means the driver is also paying for Step Global to store the data for three years.

Record access is free for the operator, the payment is for the functionality of the EWD and the storage of the data.

Drivers can be linked to multiple operators at the same time. The driver then simply selects which operator associated with their profile they are driving for on any particular day. From the operator’s point of view they can access the driver’s records for all of the hours they log in as working for that particular operator.

An operator can have an account and all drivers associated with them, plus it is also possible to enter the system as a solo driver.

Down the track a contractor will be able to register and link themselves with all of the operators they do work for.

After that we will see the arrival of a part time driver registration.This will suit those who do not drive all year round. It will be useful for those who work as a driver seasonally or truck magazine journalists who test drive trucks sporadically, when they are available. For this kind of registration the driver will pay a small monthly fee and then so much per day when the EWD gets used.

Down the track there will also be an agricultural license where a driver can prebook a period of a particular number of days, when they may need to record their driving during harvest, when they will actually need a work diary.

Drivers with the Smart eDriver are supposed to go to their local transport authority to get their work diary cancelled, so that they cannot run two separate work diaries.

As a driver it is possible to edit the record shown in the chart on the device, the device does record the amendment, but also keeps the original entry. When a compliance officer is checking the device, there is a ‘show all’ button which lets them see all of the different versions of any entry.

Actually using the Smart eDriver does make life a lot easier as a driver. It already knows the date, who you are and where you are. It’s simply a matter of entering the rego of the truck and the odometer reading. After that the driver just has to remember to press the button to move from rest to work, and then remember to press the rest button when it is time to rest.

Whilst working, the app gives you a constant read out about how many hours you have left in the day and also how long until you need to take a break. If you make a mistake, it is simply a matter of amending the record, but you need to remember that all versions of the record are still in the system and can be accessed.

At the end of the working day, the driver simply enters the odometer reading and then hits the button which ends the day and the system does the rest. All good so far, the next issue is what happens at a roadside check and whether the officer can read an EWD, or whether you have made a mistake in pressing the right buttons to make the diary true and compliant.

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CONVERGENCE

USING SAFETY IOT FOR A POSITIVE VALUE TO NOISE RATIO WHAT IS IOT? Internet of Things or IoT is one of the new buzz words floating around in the technology space. It basically refers to any device that can send or receive data via the internet in an automated manner.

These devices tend to be centred around a singular purpose. Think of a tyre pressure sensor or temperature sensor in a refrigerated compartment, it allows for the acquisition of up-to-date information, that would not readily be available without human interaction.

WHAT IS IOT USED FOR? There are two main purposes: • Gathering data to centralise and aggregate the information to create a larger system.

• Facilitating several IoT devices to talk to each other to create more functionality.

In the transport world, an IoT device is something on the vehicle that can transmit and receive information, such as sending vehicle location or receiving routing information.

DriveCam is an example of an IoT device. It collects data about the vehicle, driver and its environment and sends this back to a central point via a secure and encrypted mobile internet connection to provide a holistic view of on road and in-cab operations. DriveRisk aggregates the data and use analytics, machine vision and artificial intelligence capabilities to provide risk analysis to

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present meaningful reports and insights to improve driver safety.

WHY WOULD YOU USE IOT? It’s a great way to manage remote assets.

Be that from an operational performance perspective – on time delivery, route optimisation and maintaining schedules etc. DriveRisk’s perspective is IoT allows our advanced technologies such as Machine Vision and Artificial Intelligence to manage and monitor driver performance and behavioural aspects of the driving task. This means addressing on-road risk to improve driver safety. This aligns with Safety Management Systems enabling you to meet your Chain of Responsibility (CoR) obligations. This is a great demonstration of the value the IoT can provide a transport operator.

Security is a big issue for IoT devices.

It is reasonably easy to get a device connected to the internet, provide data and be controlled, but it is an entirely different matter to ensure that only the appropriate people have access to it.

DriveCam manages the required security and DriveRisk can assist your business to set up the appropriate policies around this to complete the picture. The previous issue of Power Torque on cyber security provides details.

HOW DO YOU BENEFIT FROM IOT? The “value to noise” ratio needs to be considered. In other words - is this giving

me useful information that I can use in a meaningful way to enhance the safety and profit outcomes of my business? If there is a data overload, will this information provide a value proposition or will the value be lost in the overwhelming volume of information.

This is the critical element to be considered in the decision-making process.

In a valuable system, the data gives you real time insights and tangible gains in safety. Your IoT data feed now uncovers potential hazards and risk that you would be historically blind to. This new capacity to reduce your risk footprint will automatically improve profitability. The decision-making process to invest in IoT changes as you are now dealing with valuable information that will have immediate and long-term impacts on operational safety outcomes. This allows you to differentiate your business from competitors giving you an edge in the transport game.

DriveCam as an IoT device provides insightful data in a secure fashion that allows you to make better decisions about your business - improving the safety and profitability. DriveCam maximises the signal to noise ratio by using intelligent predictive algorithms that provide insightful data specific to the human aspect of your transport operation.

IoT has an important place in transport now and in the future, but like all technologies, selecting the right one that provides real value and does it in a cost and time effective manner.

CONVERGENCE

How You Can Support Your Drivers to Improve Health and Wellbeing Australia’s transport industry has struggled with a serious mental health crisis for some time. And drivers are starting to feel the pinch more than ever, both physically and mentally. staff the chance to speak openly needs to be prioritised. Set the example by speaking first.

There should be a flow of information from management to staff. Employee assistance programs, and other forms of assistance need to be business as usual, not unusual.

REDUCING ISOLATION

N

ew studies from Monash University and OzHelp Foundation have revealed that 80 per cent of Australian truckies are either overweight or obese, with one third suffering from multiple chronic health conditions.

It’s time that driver’s wellbeing became a top priority for all companies with employees on the road. Here’s what you can do to get started.

TIME MANAGEMENT Long hours are taking a toll and it’s easy to forget the cost of pushing people to breaking point. Prioritising rest breaks for drivers and ensuring breaks between trips are necessary steps in tackling driver exhaustion.

By managing road hours and ensuring that drivers aren’t being worked into the ground, you can show staff that their wellbeing is important.

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WORKPLACE CULTURE A focus on safety and wellbeing begins at the top. Without a commitment from leaders, there’s less chance of buy-in from others.

That’s why building a workplace culture that focuses on health and safety is important. Identifying events and activities that negatively impact drivers means you can mitigate them.

And instead of just monitoring driver data, use it improve driver safety and wellbeing through teaching sessions.

Organisations that live and breathe health and safety make it easier for staff to recognise the importance of looking after themselves, and each other.

OPEN COMMUNICATION Talking openly and honestly is crucial to drive change for the better.

It’s not easy to talk mental health.

Barriers to discussing it still exist. Giving

Australia is a big place, and with vast distances to travel drivers can find themselves on the road for days at a time.

Managers and support staff must take on a leadership role when it comes to reducing the isolation of drivers on long haul trips.

Encouraging socialisation, even if it’s through something as simple as a phone call, can make all the difference for people otherwise isolated a lot of the time.

EMPLOYEE INITIATIVES Another way of encouraging healthier employees is through employee initiatives.

Enshrining initiatives that instil good health and wellness can bring workers into the fold and give them control their own health narratives.

Taking the time to introduce fitness challenges or supporting national awareness days can normalise subjects that still carry a stigma.

One in two Australian truck drivers reports some level of psychological distress, and almost a third report being diagnosed with three or more health conditions. Transport managers need to take the lead in providing all staff with the frameworks, capabilities and confidence they need to make health a high priority.

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GOING GLOBAL

BEHIND THE WHEEL OF THE SCANIA 770S

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GOING GLOBAL

As he becomes the UK’s first journalist behind the wheel of the Scania 770S, PowerTorque’s European Correspondent, Will Shiers, drives the world’s most powerful production truck, but can’t help feeling that it’s missing something.

W

hile half the world’s truck driving population would give their eye teeth to be in my position, I’m totally indifferent. You see, while I appreciate the technical merits of Scania’s legendary V8 engine, and understand the incredible passion it evokes amongst drivers, I don’t like the whole razzmatazz that comes with it or understand why everyone that drives one feels the urge to announce it to the world.

It seems to be a prerequisite to wear the branded clothing, to cover the exterior with massive V8 logos, to ruin the slippery exterior with countless light bars, and of course to hang some tasteless 1970s-style curtains inside the cab. Some of them look like they’ve been covered in glue and driven through a truck accessory shop at full pelt!

And it’s with this attitude that I wait outside Cobham Services, a truck stop located on London’s M25 orbital motorway, for the new 770S to turn up. It’s the world’s most powerful production truck, but I’m fully expecting every driver in the truck park to realise that the second it turns up, after all, as it’s bound to stickered to that affect.

But I’m wrong! In fact, when it arrives, I almost miss it. It’s plain white, in fact, dare I say subtle? So, this is what they look like when they come out of the factory then?

While I’m doing my walk-round check, a Scania R580 pulls up next to me. The driver jumps out and walks right past my truck without even a cursory glance. I suppress a sudden urge to tell him it’s a 770S. I bet he’d have noticed if I’d been wearing a baseball cap!

Instead, I take a closer look at the exterior, and soon realise why the R580 driver failed to clock what he’d parked next to. Other than a discreet ‘770’ badge, the only other tell-tale signs, as to what this is, are a tasteful stainless-steel strip above the visor, and a dark grey (Epic Black) grille, instead of the usual brilliant black one that features on lesser V8s. Of course, it has the usual V8 enhancements too, like a chrome exhaust pipe, chrome door handle, V8 mudflaps and a V8 badge on the grille.

Having climbed the four well-staggered steps, I discover that the discretion continues inside the cab too.

Entering a Scania S-series is a bit like opening the door to a 5-star hotel room.

You know you’re in something special. The cab is dominated by high-end, soft-touch, dark plastics. Whereas the latest Volvo FH16 gets splashes of garish orange, the S-series’ interior is punctuated by red piping and stitching.

Not even the 10 V8 logos I spot in here (including the key fob) detract from the grown up, feeling of sophistication that this serene interior exudes. Even the illuminated red V8 on the back wall is small and discreet. Whereas an FH16 screams ‘look at me, I’m a flagship truck’, this S-series gently whispers the same message into your ear.

The dashboard design is cool and classic, yet at the same time modern. And

unlike in the latest Mercedes-Benz Actros, you don’t need to play with games consoles, to immediately decipher how the dials and controls work.

Manoeuvring around the truck park, I immediately notice the Electrically Assisted Steering. The amount of assistance it gives is proportional to the speed of the vehicle, which means it’s incredibly light and pleasant at low speed.

Heading out onto the motorway I pass another Scania V8, and again the driver fails to clock me. Now I’m beginning to wish that I had a few light bars with which to announce my importance, and that the illuminated V8 behind me was 10 times bigger and brighter than it is.

I’m shocked at just how effortlessly this 44-tonner gets up to speed, block-changing on the slip road, and in top gear by the time I join the carriageway. Yes, you did read that correctly, 44 tonnes! That’s the top weight

The dashboard design is cool and classic, yet at the same time modern.

The cab is dominated by high-end, soft-touch, dark plastics.

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GOING GLOBAL

These big horsepower Scanias aren’t as thirsty as you might expect, simply because the V8 is under so little strain.

general haulage can operate at in the UK, which makes this truck’s 759hp rather excessive.

That said, there is talk of a 60-tonne 25.25m road train trial coming up, which might make more of a business case for such high horsepower prime movers.

A slight incline poses nothing by the way of a challenge, but it is enough of an exertion to make the V8 rumble. The previous range-topping 720hp V8 (badged 730) used EGR and SCR to meet Euro-6, and the emissions controls effectively silenced it. But this new flagship is SCR-only, which has given the engine its voice back.

I slow down slightly, just so I can accelerate hard, but first cracking open the window to give me a better earful. The exhaust snarls with little provocation, and the V8 feels responsive to every prod of the throttle.

Later on I find myself passing a Volvo FH16, and as I inch past I glance over at the driver. Surely, he’s spotted us. But if he has clocked what’s overtaking him, he’s not letting on. And he’s got his window closed too, so probably can’t hear my V8 growling.

Suddenly I wish I had a change-over valve to get his attention, and one of those cartoon illustrations of a little boy urinating over a Volvo badge would look great on the nearside of the cab. Oh no! What am I becoming?

Despite the lofty heights of the flatfloored S-series cab, visibility is superb.

Scania moved the driver forwards and outwards when it introduced its Next Generation range, which has really enhanced direct vision. It’s refreshing that Scania’s hard work hasn’t been undone by the fitting of aftermarket tassel curtains in this one.

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The truck is equipped with a retarder, replacing Scania’s normal exhaust brake.

Although growing in popularity, these

are still relatively scarce in the UK. Using the switches on the base of the steering wheel, I’ve set the cruise control to 56mph (90km/h) and the downhill speed control to the 60mph (97km/h) speed limit. Now the retarder cuts in on the down gradients, keeping my speed in check.

I come off the motorway at Leatherhead, a town located on the edge of the Surrey Hills. This area featured heavily in the 2012 Olympic cycling route, due to some particularly steep inclines.

But the big Scania has 3,700Nm of torque, and when needed it grabs a few fistfuls, and easily punches its way to the top, flattening the steepest of hills I can put in its path. And thanks to the retarder, the truck descends hills with equal aplomb.

Behind the wheel of the 770S I’m fast becoming a flat-earth believer!

GOING GLOBAL THE RACE IS ON Scania was a relative late-comer to the world of the electronic handbrakes, and it’s an option now. The system automatically engages when you come to a standstill and holds the truck until you press the accelerator pedal, doing away with Hill Hold. While it sounds an audible alert to signify that it has engaged, it’s rather quiet, and curiously, the light on the handbrake doesn’t change from green to red to signify that it has been applied.

Back on the motorway I pass yet another V8 Scania. This one flashes to let me in, momentarily emitting enough lumens from its three rows of light-bars to confuse passing pilots. I never thought I’d say it, but I’m jealous.

These big horsepower Scanias aren’t as thirsty as you might expect, simply because the V8 is under so little strain.

I’ve spoken to operators who run them in continental Europe and get well over 10mpg (3.54km/L) at 40 tonnes. It’s a reminder that a driver’s desires and an operator’s needs aren’t always at odds.

As I return to the truck stop, a Turkishregistered Ford F-Max is exiting. These

aren’t available in right-hand-drive yet, so are still a novelty on British roads. It’s ironic that one of Europe’s cheapest prime movers has probably just turned considerably more heads than I’m about to.

I’m getting bored with being incognito now. I’ve changed my mind. This truck desperately needs all of those accessories I was critical of at the start of the journey.

Anyone buying a 770S is unlikely to get much change out of £175,000 (AUS$314,000), certainly not enough to buy a light-bar anyway. It’s crazy to think that you could probably buy three F-Max prime movers for that sum.

In the space of a few hours, I’ve gone from feeling indifferent about Scania’s V8 to desperately wanting to drive one across Europe. In fact, I have an uncontrollable urge to put on a V8-branded jacket and head straight of the ferry.

But it’s not to be, so instead I hand back the keys and head home to have an important conversation with the wife. I’m going to try to convince her to put some tassel curtains up in the bedroom!

When Scania launched the 770S last summer, it raised a few eyebrows.

The surprise wasn’t that it had finally overtaken the Volvo FH16 750 in the battle for horsepower supremacy, but the number of horses it had squeezed out of its 16.4-litre engine.

Traditionally its power increases have come in 50hp increments, but this time the jump had been 40hp. So when and how will Volvo retaliate? Well, the smart money is on this being a short reign for Scania, as rumour has it that there’s an 800hp or possibly even an 810hp FH16 waiting in the wings.

But seeing as the FH16 750 never made it to Australia, I fear you’ll be waiting quite some time for this.

TECH SPEC: Model: Scania 770S 6x2/2 Engine: 16.4-litre V8 Power: 759hp (566kW) at 1,800rpm Torque: 3,700Nm at 1,000rpm to 1,450rpm Gearbox: Opticruise GRS0926R 12+2-speed

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GOING GLOBAL

Kenworth Program to Improve Fuel Economy After a refresh in 2017, Paccar in the US started a five-year Kenworth program to improve fuel economy and add features, technology and comfort to the early iteration of the T680 model. The result is the T680 Next Generation that was revealed early in 2021.

H

aving driven the new Kenworth T680 Next Generation in a small press gathering at the Kenworth US Research and Development Centre, PowerTorque’s US Correspondent, Steve Sturgess, can say for certain it was worth the effort and worth the wait.

On hand for the 40-mile (64km), onehour route, looping south and west of the Kenworth R & D centre, were two quite different derivatives of the Next Gen: a daycab that likely will see use as a regionalhaul prime mover and a top-of-the-line 76-inch sleeper model that has caught the attention of fleets and owner-operators alike judging from the order book. Those new trucks started to get into customer hands from April this year. Conversations at the driving exercise indicate to me it will eventually head for Australia.

Walking up to the trucks, the aerodynamic modifications are quite apparent. There’s a new hood with an eightinch narrower grille to better cut into the wind, the fenders feature gap closers to

Side view shows the tandem fairings and polished wheel covers.

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POWERTORQUE May/June 2021

tighten the fit over the wheels to keep air from getting under the truck. Both trucks were equipped with the 405hp MX13, 13-litre Paccar engine backed up by the automated Paccar 12-speed transmission.

As the T680 is designed to feature a downspeeded powertrain, drive axles had a 2.64 to one ratio. This puts the torque peak of 2373Nm (1750 lb-ft) flat between 1100 and 1400 rpm. The engines’ speed range is from 1000 rpm to a maximum of 1500, but the green band on the new electronic tachometer in the glass dashboard between 1125 and 1400 rpm and contributes to the 6 per cent fuel savings over the current T680.

The glass digital dash is one of the stand-out features of the new model. At 15 inches it clearly displays a wealth of information which can be customised by the driver for both content and complexity. The test trucks had the standard configuration of gauges and supplementary info such as time and outside temperature as well as a fuel economy gauge and readout.

One particularly useful feature is an icon that gives the current speed limit as you drive, useful in the mixture of urban, divided highway and Interstates of the test route. The speedometer is digital within the conventional round tach and ribbon indicators display the supplementary gauges. But this just hints at the capability of the new dash.

With the two very different trucks to drive over a 40-mile loop, it seemed reasonable to drive the regional truck first and then compare with the decked-out long haul sleeper unit.

Both were pulling trailers, empty with the day cab prime mover, and with a GCM of 67,000 pounds (25 tonnes) for the other.

So, selecting drive on the new right-side selector/retarder lever to the right of the steering column and releasing the brakes we took off in the day-cab prime mover with no fuss. The transmission picked up the gears progressively, generally shifting at less than 1400 rpm.

The first thing apparent was the lanedeparture warning and the lane-keeping assist that, with the electric motor assist on the steering gear, would gently bring the truck back to centre lane whenever it strayed. Called Torque Assisted Steering, it greatly lowered steering effort and gave a very precise positioning to minimise steering wheel movements going down the road.

The steering wheel is new and features cruise control buttons as well as other functions such as display-related for the dash. Apart from the cruise, which was pretty obvious, it will likely take days rather than hours to work out just how much the buttons can do.

There is a row of switches along the lower dash and off to the right that will also take a little familiarisation for the driver new to the T680.

With an unloaded trailer on the day-cab,

the performance was spirited. The ride was good, though with a little harshness from the front axle, likely because the tandem was so lightly loaded. This was in stark contrast to the sleeper prime mover. With some imposed weight on the turntable and the longer wheelbase, the ride was excellent. And the steering was just as good on the sleeper truck, maybe even a shade better because of the longer wheelbase.

The overall comfort and interior appearance has been improved significantly. The VIT interior of both trucks featured the new door pads with a peachy colour accent that KW calls Madrona. This was repeated on the ultra-leather seats. The short time available didn’t allow for any sleeper time, though the 76-inch sleeper is among the best organised with the most creative use of space in the industry. It looks mighty good, too, with the colour accents.

And there are other sleeper lengths and height options on this integral cab.

CONCLUSION The current T680 will stay in production alongside the new model, at least

Image Credit: Kenworth

GOING GLOBAL

Included in the ride ‘n drive was a day-cab regional version of the T680 Next Gen.

initially. But the Next Gen is a mighty fine step up for Kenworth. While structurally the same, the Next Gen with its improved aerodynamics and engine updates accounting for a 6 per cent fuel advantage over the existing model is a big reason to opt for the new model. Its

enhanced driver safety, convenience and comfort features are a big bonus and takes the Next Gen to a whole new level.

Kenworth bills itself as ‘The Drivers Truck’ in the USA, The Next Gen underscores that message.

TECH KNOW

A Fully Hydraulic Platform Lift · Maximum vehicle access · Extra flexibility for very long vehicles · Automatic protection against overloading

SUITABLE FOR ALL HEAVY-DUTY WORKSHOP SITUATIONS FLUSH MOUNTED

T

he Stertil-Koni SKYLIFT is a fully hydraulic platform lift and provides a ‘clear floor concept’ with a completely vertical rise without any horizontal offset.

It functions as a space-saving heavy duty vehicle platform lift, when compared to conventional parallelogram or other platform lifts.

THE PRODUCT’S DESIGN INCLUDES: · · · · ·

two independent platforms vertical lifting no crossbeams no overhang no base frame

The platform provides free access from all sides with easy installation and minimal maintenance.

The Stertil-Koni SKYLIFT is a high quality and robustly constructed platform lift. The top plates are not welded together like many conventional platform lifts on the market and are constructed out of one full piece of steel making the SKYLIFT very strong and extremely durable.

COMPLETE FREEDOM OF MOVEMENT Stertil-Koni’s SKYLIFT is designed for inspection, preventive maintenance, and service work thanks to its robust construction and effective design.

The lift features an ‘easy ‘driveon’ and ‘drive-off’ design, complete

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freedom of movement and easy accessibility under and around the elevated vehicle, whereby the mechanic can move freely under the platforms.

WHY SKYLIFT? The SKYLIFT is very versatile and delivers a high return on investment with low installation costs; low-to-no maintenance and maximum versatility.

The system does not require a pit, so it can also be dismantled in the event of a move to a new workshop location if required. SKYLIFT is available in a wide range of models, including an outdoor specific wash bay model, and each model has its own lifting capacity at 20,000kg, 25,000kg or 35,000kg.

FEATURES · ANSI/ALI-ALCTV Certified · CE certified · Vertical lifting · Programmable lifting height (up to 1.75 metres) · 90 seconds lifting time · Various platform lengths, up to 14.5m · Tandem configuration available · Manual override lowering in case of power failure · Low voltage control box · Independent mechanical locking, beginning at 90mm above floor level

BENEFITS · Completely vertical lifting operation · Easy access Y-shaped construction

· Flush with the floor, for easy driveon, ideal for low clearance city transit buses. · Lifting height of 1.75 metres due to unique longer-leg construction. · No protruding obstacles on the workshop floor. · Strong and safe galvanised recess cover plate system allows workshop equipment to be easily moved, such as toolboxes, Transmission Jacks and Axle Stands. · The only cover plate system that can cope with loads of up to and including 1,500 kg.

SEMI-FLUSH MOUNTED · Shallow recess construction, thus reduced construction costs in existing building situations. · Does not require a pit. · Easy drive-on for low clearance vehicles like buses or commercial vehicles with side skirts.

SURFACE MOUNTED · Low drive-on height of only 350 mm. · Ideal for existing workshop situations. · Fewer floor anchors required than conventional surface mounted platform lifts. · Easy to install, no additional construction work required. · Standard versatile drive-on ramps supplied for smooth drive-on, suitable for all types of vehicles.

Genesis Equipment is the exclusive Australian distributor of Stertil-Koni. www.genesisequipment.com.au or call 1300 694 363.

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TECH KNOW

Oil Levels in Drive Axles It seems obvious, but keeping an eye on oil levels in drive axles is a vital part of any maintenance regime.

C

hecking oil levels in Meritor drive axles is a relatively simple procedure however, there are certain factors that require attention.

Make sure the vehicle is parked on a level surface. The vehicle must be in the horizontal position. When the angle of the drive pinion changes, the lubricant capacity of the axle will change.

It’s important to note the correct oil level plug for a Meritor drive axle as the position for the correct oil level plug may differ between axle models and could also be influenced by drive axle installation an-gles within the vehicle chassis.

seven degrees, use the fill plug in the axle housing bowl.

• ST 170 • SPRC 1927 The rear rear drive axle carrier in these models will have a fill / level plug on the left side of the carrier.

FILL PLUG LOCATIONS If the only fill plug found on your drive axle is in the axle housing bowl, use that fill plug. Do not use the temperature sending unit hole Some axles do not have temperature sender units for axle temperature gauges in the vehicle, so a plug is fitted to blank off the hole. Do not mistake this temperature sending unit hole as a fill plug as this will result in an under capacity filled axle and damage to axle components may occur. If a temperature sender unit is not fitted, this plug can easily be mistaken for an oil level plug.

Older model axles may have a separate fill plug for the inter-axle differential (power divider) unit but the overall axle oil level plug will be on the carrier or the axle housing.

On axles with an inter-axle differential fill plug (as per below), remove the plug on the top of the axle housing. Place 0.946 litres of the specified lubricant via this plug and then continue to fill the assem-bly via the correct fill plug in the differential carrier or the axle housing.

CHECKING THE OIL LEVEL Check the oil level when the axle is at room temperature. When hot, the oil temperature may be 80°C or more and can cause burns.

A correct level is not obtained when the axle is hot. Serious personal injury and damage to components can result.

PROCEDURE

In axle models where the drive axle differential carrier has an oil level plug on the side of the carrier and the pinion angle is seven degrees or less, use the fill plug in the differential carrier.

If the drive pinion angle is more than

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POWERTORQUE May/June 2021

1. Park the vehicle on a level surface. Place blocks under the front wheels to prevent the vehicle from moving. The axle must be cold or near room temperature.

2. Clean the area around the fill plug.

Remove the fill plug from the differential carrier or the axle housing bowl, depending on the axle. Do not remove the temperature indicator plug.

3. Check the oil level. The level must be even with the bottom of the fill plug hole.

4. Install the fill plug. Tighten the plug to 35-50 lb-ft (48-67 Nm).

Below is the fill/level plug position for the front drive axle carriers in axle models: • RT and RP 180 Series • RT and RP 380 Series • SR 170

For further information, refer to the Meritor Preventive Maintenance and Lubrication, Maintenance Manual 1 at https:// graphicvillage.org/meritor/MM1.pdf

Would you trust your livelihood to a replacement part that isn’t backed by Isuzu?

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To keep your truck performing at its best, only trust Isuzu-backed parts, which include Isuzu Genuine Parts, Isuzu Best Value Parts & Isuzu Approved Parts.

TECH KNOW

Pivot Bush Inspection An important part of air suspension maintenance routine is a regular pivot bush inspection.

T

he TRI-FUNCTIONAL Bush (TFB) is a key factor in both ride quality and roll stability of Hendrickson suspensions.

The bush voids allow articulation that provides exceptional control during turning and roll events. The design of the bush and the void contours enhance the axle’s ability to function as a torsion bar resisting trailer roll forces.

INSPECTION Periodic inspections are an important part of your air suspension maintenance routine. Depending on the age of the suspension, the used bush may experience various states of fatigue that could include surface cracks or cracks forming between voids. However, the pivot bush may still have many years of service life remaining.

NOTE: Under no circumstances should a shaker table or extended iron pry bar be used as a method to determine the functionality or serviceability of a TRI-FUNCTIONAL Bush. A Shaker Table merely demonstrates the ability of the TFB to absorb the primary road forces, whilst an iron bar compresses the TFB at the void area.

On an unloaded trailer, measure from the bottom of the beam assembly to the bottom of the frame bracket as shown in the images. · If the measurement at A is less than or equal to the 19 mm, then the bush is OK. · If A is greater than 19 mm, then the pivot connection must be disassembled, and beam assembly lowered to enable closer inspection.

It is important to take the measurement at the correct position, to get an accurate reading. Place a straight edge or steel ruler across the frame bracket, underneath the pivot bolt, just past where the beam assembly is welded onto the bush tube as shown in the images. A measurement should then be taken between the straight edge and beam assembly.

PIVOT BUSH ASSEMBLY Hendrickson does not recommend disassembling the pivot connection to inspect the pivot bush. The recommended procedure is to make measurements in the relationship between the beam tube and the frame bracket.

Measurement to be 19 mm or Less

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Measuring Relative Beam Position

The pivot bush can be inspected from underneath the trailer without disassembling the pivot connection. With the trailer wheels chocked and the trailer properly supported, look up at the bush tube and inspect the side of the tube that offers more access, or in other words, has the larger gap between the bush tube and the frame bracket. Use a screwdriver to push the bush tube spacer against the frame bracket and out of the way so a portion of the pivot bush can be seen.

Use a torch to illuminate and inspect the end of the pivot bush.

Pivot Bush Visual Inspection

During this inspection, look specifically at the bush voids. In most cases, it will not be possible to clearly see both top and bottom voids, but enough of the bush can be seen to make an evaluation. By design, the bush voids will be at the twelve o’clock and six o’clock positions (±five degrees) when the suspension is at the designed ride height.

Minor superficial cracks will appear over time that have no detrimental effect on bush performance and therefore no action is required. However, cracks in the rubber extending between the void and the bush’s inner metal or an excessive amount of vertical movement can indicate that the bush may need to be replaced.

The appearance of smeared blackened rubber or hanging strands of rubber around the bush tube edges or bush tube spacers is a sign the bush is heating up and melting. The source is likely to be continuous rapid vibration induced into the bush through the beam.

It is usually caused by an imbalanced wheel-end on the same side as the affected bush. A wheel-end can be out of balance due to several reasons that will require further inspection for correct diagnosis. These reasons may include issues with the tyre(s), improper assembly, dropped or out-ofround drum, mud or debris collected on the rim and non-functioning shock absorber.

For more info, go to: www.hendrickson.com.au

TECH KNOW

REDARC Appoints New Sales Manager OEM Responsible for further developing very strong relationships with vehicle manufacturers, REDARC’s new Sales Manager OEM is Sascha Heib.

R

EDARC says it welcomes Sascha Heib to the role of Sales Manager OEM, Light and Heavy Vehicle.

Sascha joins REDARC’s new Commercial Division, reporting to newly appointed General Manager Commercial Sales, Guy Nicholls, and will be responsible for further developing very strong relationships with vehicle manufacturers.

His recent experience comes from SMR Automotive Global, where he was a Business Development Manager. Beginning his career working as a tool maker by trade, Sascha studied a Degree in Technical Management. He then obtained a Degree in International Management Sales and Marketing and worked at Hella HQ in Germany as a Global Account Manager for

six years before moving to Australia and commencing with SMR in 2017.

“I am looking forward to focusing on opportunities to incorporate REDARC products with new and emerging technologies, including the next technological wave in the automotive sector - Electric Vehicles (EV),” said Sascha. “It’s a fantastic time to be able to join REDARC as a local, Australian company with a reputation for high quality products. I am excited to get to work and contribute to its growth on a domestic and international scale, and to showcase REDARC as a leading innovator and manufacturer.”

Speaking on EV technology, Sascha said, “Collaboration is the key. Our core capabilities in power management,

conversion and OE supply, positions REDARC to offer market leading electric vehicle solutions designed to suit Australian requirements through our in-house capability and strategic partnerships.”

Sascha’s appointment supports a period of rapid growth. With over 250 employees, REDARC has onboarded approximately 80 new employees nationally and internationally in the last 12 months.

REDARC were strategically prepared for a rise in demand, having completed a $22m expansion of their state-of-the-art advanced manufacturing facility in South Australia just over 2 years ago. This included the capability to scale up production by 250 per cent and today the production floor is running almost 24 hours a day.

Now REDARC is entering a new era of national expansion. In February 2021, they opened a new office at the Auto Innovation Centre in Melbourne (AIC), Victoria. The AIC is a state-of-the-art facility assisting Australian manufacturers in continuing to develop their world-class products.

“Sascha will provide our customers with excellent advice and guidance as he leans on a decade of engineering and business development experience, including automotive B2B services, and we are delighted to have him onboard,” said Guy Nicholls.

SEE US AT THE TRUCK SHOW. BOOTH 323 PLAZA.

For over 40 years REDARC have designed, developed and manufactured Australian made products for the heavy vehicle industry. We work closely with truck, trailer and bus OEMs to create solutions that deliver power, safety and performance.

Talk to us about electronic voltage converters, power supplies, battery chargers and trailer braking products. The next generation Battery Master Isolation Switch that meets the latest DG Standards will also be on display.

See you there.

REDARC.COM.AU

TECH KNOW

Powerdown Launches

ENVEERO Australia’s first biodegradable, plant based, environmentally conscious, ultra-high performance shock absorber fluid, Enveero, has been launched by Powerdown.

T

he transport industry has historically been portrayed as a large contributor to global pollution; and with modern companies becoming increasingly aware of their environmental footprint, they are proactively taking charge in changing this image, and searching for ways to minimise their impact on the planet.

Powerdown, in their mission to be a socially responsible brand, believes that they are the solution for transport fleets to make their way to a greener, more sustainable future, by way of their new and exclusive shock absorber fluid, Enveero, that is an Australian first in its field; providing an environmentally conscious solution without the need for compromising on product performance.

Enveero is a synthesised, ultra-high performance, environmentally friendly shock absorber fluid designed and developed by Powerdown to withstand Australian conditions. With a very high viscosity index, of 210, Enveero, has excellent heat conductivity, delivering optimal damper performance in hot and cold conditions. A high flash point, exceeding 185°C (higher than that of traditional shock absorber oils), with antifoaming properties, reduces fade or loss of damping, thus maintaining vehicle control even on the warmest summer days on Australia’s harshest roads, increasing safety and minimising damper related tyre wear.

Enveero has excellent shear stability;

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Independent external lab testing was also performed, and the findings concurred with those of Powerdown; also confirming that the Enveero fluid has a superior flash point and low oxidation levels, when compared to synthetic oils commonly used in most commercially available shock absorbers.

MOVING TOWARDS A RENEWABLE AND SUSTAINABLE FUTURE it has a higher resistance to changing viscosity when the oil is under mechanical stress; this is due to the longer synthesised hydrocarbon molecules which forms a strong chain. This leads to less mechanical wear on the damper valving components, giving them a longer life span.

Over a seven-month on-road trial, with the support of Hills Tankers, twelve Powerdown test shock absorbers, with Enveero inside, were fitted to a Kenworth T409 (6x4) from the Hills fleet; whilst another of their tankers, running Original Equipment shocks, was used as the control subject for the trial. The test vehicle covered a total of 177,170km, through Australia’s hottest summer on record to date. The test shocks were inspected weekly for misting or signs of leaking; and once the trial concluded the shock absorbers were removed and tested on Powerdown’s dyno to compare the original test results for variation in performance.

Powerdown ensured that Enveero performed to their rigorous standards by carrying out a thermo-study at the Powerdown test facilities, on a number of dynamometers and data gathering Test Machinery, to expose Enveero to the most conceivable parameters of stress and enduring resistance factors, including any physical break down of the fluid composition that may have revealed themselves when subjected to the ‘torture tests’ considered compulsory by Powerdown.

Powerdown, in collaboration with a local oil and lubrication specialist company, developed Enveero from sustainable plant oil; making it a renewable, plant-based resource with a distinctly low carbon footprint and a renewable, non-crude based content greater than 85 per cent.

The ingredients in Enveero are highly biodegradable; measured by its ability to decompose by naturally occurring bacteria or other living organisms in the environment; the quicker it decomposes, the lower the environmental impact resulting in less pollution. Testing has shown that Enveero reaches biodegradation greater than 60 per cent in 28 days.

Enveero is also completely recyclable and can be recycled in combination with waste mineral oils as well; making Enveero an option in closed loop recycling as it can be reused or repurposed. Currently, approximately 90 per cent of all oils used in Australia are imported with only 10 per cent being made from recycled oils.

Powerdown’s Supershock with Enveero inside is the perfect fit for environmentally conscious companies and fleets, who refuse to compromise on performance and reliability. Enveero will be launched at the 2021 Brisbane Truck Show, the first event of this kind since Filpro Automotive’s acquisition of Powerdown in February 2020, where the sales team will be ready to take pre-orders and help fleets move to a greener future.

MERITOR® MT-160 SERIES

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TECH KNOW

New Isuzu Essentials Plan Lands With Refresh of Stress-Free Service Agreement Suite

I

suzu Australia Limited has announced the rollout of its latest after-sales product, Isuzu Essentials, which complements a refresh of their comprehensive suite of service agreement products.

In addition to the launch of Isuzu Essentials, the remaining service agreement structure has been reimagined, with new naming conventions replacing the former Isuzu Priority framework.

Isuzu service agreements are now available in four plans: three levels of monthly payment plans and the new upfront payment option, Isuzu Essentials: 1. Isuzu Essentials (new product) 2. Isuzu Essentials Plus (formerly Isuzu Priority One) 3. Isuzu Total (formerly Isuzu Priority Total) 4. Isuzu Heritage (name unchanged)

ESSENTIAL STUFF The new Isuzu Essentials service agreement product is available throughout the Isuzu dealer network and is aimed at first time or returning Isuzu truck customers purchasing new models.

Isuzu Essentials is available by way of an affordable and predictable upfront payment and covers the first three regular services up to 36 months or 60,000 km (whichever comes first).

Isuzu Essentials is an additional service agreement plan and comes with the guarantee of all work completed by Isuzutrained technicians.

NO FUSS IAL’s National Service Manager, Brett Stewart, said the new product strengthens Isuzu’s existing suite, offering customers more options for a stress-free ownership experience.

“We recently completed a review of our service agreement offering and made some changes based on customer and dealer network feedback,” he said. “We’ve seized the opportunity to introduce Isuzu Essentials as a no fuss, stress-free option for customers buying new Isuzu trucks. It represents excellent value for new owners

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POWERTORQUE May/June 2021

keen to reduce their downtime, bolster productivity and retain resale value.

“Our new Isuzu Essentials package can take the stress out of scheduling and budgeting for those first three critical years of truck service.”

Isuzu service agreements give truck owners full transparency when it comes to ongoing maintenance costs, eliminating surprises at service time and assisting with business cash flow.

They can also ensure trucks are maintained according to OEM requirements, providing peace of mind that crucial business assets are being looked after correctly, whilst also assisting operators with Chain of Responsibility compliance: · Isuzu Essentials – caters to customers with new trucks with an upfront payment that covers the truck’s first three regular services up to 36 months, or 60,000 km service (whichever comes first).

Customers with Isuzu Essentials can upgrade to Isuzu Essentials Plus, Isuzu Total or Isuzu Heritage monthly plans, with the continued confidence their trucks will be serviced by Isuzu-trained service professionals. · Isuzu Essentials Plus – offers truck owners a range of additional inclusions such as filter replacement, lubricants, wiper blades, light globes, fuses and fan belts, on a monthly payment plan. · Isuzu Total – available for newly purchased trucks only and is Isuzu’s most comprehensive monthly payment service agreement. In addition to Essentials Plus staples, Isuzu Total offers truck owners ultimate coverage with engine, transmission, driveline, brakes,

suspension and electrical componentry replacement. Isuzu Total also offers customers extended add-on options Extended Care, Extended Assist and after-hours servicing, amongst a suite of other useful options like car hire and glass coverage. · Isuzu Heritage – caters to customers with Isuzu trucks that are over three years old or that have clocked over 100,000 km, offered on a monthly payment plan.

“Service agreements can help businesses avoid lengthy downtime, unnecessary repairs and general wear and tear on critical parts and componentry, while also providing a clearer picture of whole-of-life costs,” says Brett.

“Having an OEM-backed service history can also assist with retaining a healthy resale value when you’re ready to update.

Isuzu’s service agreements are designed to be straightforward and easy, making maintenance a seamless process for owners and fleet managers,” said Brett. “Depending on the plan, our agreements can feature benefits such as after-hours servicing, loan vehicles and coverage of high-stress items like glass and tyres—further reducing any unexpected operating costs.”

“Our customers also see the benefit of servicing with Australia’s largest dealer network, which means services can be booked at any one of our 70-plus locations across the country, with each dealership having instant access to a truck’s service history.”

For detailed information on Isuzu’s service agreements, see www.isuzu.com.au/caresupport/.

TM

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We’ve always understood the strength of partnerships that work for everyone. Win-win has underpinned the success of our Commercial & Heavy Diesel Members and Preferred Supplier network since day one. Join the team and you can share in that same success.

Join Australasia’s largest automotive cooperative join@capricorn.coop | capricorn.coop | 1800 327 437

TECH KNOW

BOOSTING

Drawbar Trailer Safety On the issue of boosting drawbar trailer safety, Bob Woodward, Australian Trucking Association Chief Engineer has campaigned long and hard to improve safety in this area.

F

or years there have been strong concerns from industry regarding the key technical safety aspects of drawbar trailers, especially the use of Susie coil airlines for the emergency brake function in a breakaway.

So... what’s a Susie coil? Susie (or Suzi, Suzy) coils originally referred to self-coiling suspended insulated electrical lines. The technology has since been adopted for airlines, called air Susie coils, although it’s advised that these types of connections should only be used in semi-trailer applications.

A breakaway occurs when a towed trailer accidentally disconnects from the towing vehicle and, if fitted, the safety chain also fails.

For drawbar trailers it’s important that when a breakaway occurs, the supply airline is disrupted and the emergency brakes function. That’s why it’s recommended that rubber hose instead of Susie coils is used, so that the emergency brakes actually work.

To combat this issue and provide best-practice advice, the ATA’s Industry Technical Council came together to develop a set of guidelines that provides operators with consistent and clear advice about the design, fabrication, and maintenance of drawbar trailers.

The guide also covers the installation of towing eyes that are not in accordance

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FOR DRAWBAR TRAILERS IT’S IMPORTANT THAT WHEN A BREAKAWAY OCCURS, THE SUPPLY AIRLINE IS DISRUPTED AND THE EMERGENCY BRAKES FUNCTION. THAT’S WHY IT’S RECOMMENDED THAT RUBBER HOSE INSTEAD OF SUSIE COILS IS USED, SO THAT THE EMERGENCY BRAKES ACTUALLY WORK. with manufacturers’ recommendations.

To develop the guidelines, the ITC established an expert member working group made up of coupling suppliers, drawbar trailer operators and engineering consultants, who came together to outline processes for safe, optimum component performance.

Published as a Technical Advisory Procedure and available on the ATA website, the voluntary guide has been designed to meet the needs of industry and fill the gaps in vehicle standards.

The use of Susie coils is not a new issue, and it is vital the emergency brake system be designed to function and perform in accordance with Australian Design Rules.

Back in 2015 the ATA issued a safety alert about the use of Susie coils, and there have been known examples of drawbar trailer breakaway where the emergency brakes didn’t apply because

of the type of airline connection.

That’s why we have taken practical action to improve safety for operators, drivers and everyone who shares the road. The guidelines address the issue by outlining best-practice procedures to improve personal and vehicle safety.

Developed by operators, for operators, implementation of these guidelines can deliver real safety benefits for not only trucking businesses, but also prime contractors, major project consortiums, construction vehicles and the wider community who we share our roads with every day.

The ATA Industry Technical Council has an extensive library of Technical Advisory Procedures covering a range of relevant topics, including side underrun protection and heavy vehicle visibility, many of which have been adopted by project managers and operators across Australia.

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FOYER 081

Motor Wheel is a brand of Hendrickson

Hendrickson Asia Pacific Pty Ltd 32-44 Letcon Drive Dandenong, Victoria 3175 Tel: 03 8792 3600 www.hendrickson.com.au Actual product performance may vary depending upon vehicle configuration, operation, service and other factors. ©2021 Hendrickson USA, L.L.C. All Rights Reserved. All trademarks shown are owned by Hendrickson USA, L.L.C., or one of its affiliates, in one or more countries.

COLD CHAIN

WHEN THINGS GO WRONG, THE FINGER POINTING STARTS

Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC) looks at the blame game in the cold chain.

F

inger pointing is rife in the cold chain, with the pointing becoming more aggressive if a truck or trailer load of valuable produce suffers temperature abuse on its journey from farm to plate, and is deemed unfit for human consumption.

All too often, when a temperature rule is broken during a journey, or on arrival at the destination, the common practice in a non-compliant cold chain is to finger point to someone else to take responsibility, or try to hide the fact that the rule has been broken.

It seems that any activity with shared responsibility between stakeholders, by nature attracts the typical ‘it’s not me’ attitude.

We are entering an era of change in Australia, with compliance to world’s best practice now on the agenda because of recent revelations of the cost to society of food loss and wastage, which has reached crisis levels.

Commercial, consumer, logistics and contractual arrangements can no longer ignore food safety and the opportunity for waste reduction.

It’s not that Australia doesn’t possess the latest technologies and reporting systems for the cold chain, but compliance and optimised cold chains will never be reached until everyone in the chain properly implements the existing first level technologies.

To begin the process of change, those who are involved in the movement of food, making the transport sector a significant stakeholder, need to understand what a cold chain is.

The cold chain is a temperaturecontrolled supply chain of separate refrigerated events sufficient to achieve continuous temperature control of perishable goods. An unbroken, or compliant cold chain is an uninterrupted series of these events used to store and

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WHEN FINGER POINTING STARTS AFTER A FAILURE IN THE COLD CHAIN, THOSE INVOLVED IN THE TRANSPORT PHASE NEED TO UNDERSTAND THAT THEY ARE A PRIMARY RESPONSIBLE PARTY IF THEY CAN’T PROVE PRODUCT TEMPERATURE FROM THE LOADING DOCK TO THE IMC, IF PALLETS ARE STACKED SO HIGH THAT THEY BLOCK AIRFLOW TO THE REAR OF THE IMC, IF THERE IS NO THERMAL CERTIFICATION OF EQUIPMENT, OR THERE WERE INSUFFICIENT LOAD RESTRAINTS INSTALLED PRIOR TO THE JOURNEY. transport perishable products.

The modern cold chain is based on the principles of HACCP, the global food safety certification system which identifies food processing and delivery procedures at their individual steps to ensure food quality and integrity, including temperature, is maintained from the beginning to the end.

The steps in a HACCP process are separated into control points and critical control points A control point (CP) is where the food temperature and the environment is controlled, such as inside a warehouse or in a monitored refrigerated transport. A critical control point (CCP) is where there is no temperature control, which typically are those areas of the chain where the goods are handled from one control point to the next or transported in an asset with inadequate controls.

A HACCP process is also a quality management system which specifies that temperature verification must occur at all control points and critical control steps during the cold chain process.

Temperature monitoring is one of the key processes of a compliant cold chain.

Monitoring the temperature of foods in

any intermodal container (IMC), truck or trailer must be continuous – just taking the temperature at the end point is not enough.

For transport, automatic systems are the best.

Journey temperature mapping has reached an advanced stage with smart probe technology that can measure the actual core temperature of the food product without the need to insert temperature sensors or probes into the chilled or frozen goods.

Ambient and refrigerated space air temperatures cannot be relied on to reflect accurate food product temperatures, and it is only by knowing the actual core temperature of the food product, that a safe quality decision is possible for its delivery.

When finger pointing starts after a failure in the cold chain, those involved in the transport phase need to understand that they are a primary responsible party if they can’t prove product temperature from the loading dock to the IMC, if pallets are stacked so high that they block airflow to the rear of the IMC, if there is no thermal certification of equipment, or there were insufficient load restraints installed prior to the journey.

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