PowerTorque July/Aug 2021

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IT’S A CULTURE THING

W

andering around at the Brisbane Truck Show and wondering why it felt so good to be back in a big crowd of trucking folk, I realised that it’s a culture thing. The trucking industry is more than a profession, more than an industry sector, there’s a deeper connection there for those of us who have been involved in it for some time, this is the culture in which we live and which we enjoy.

As I meandered from stand to stand, chatting to people I knew and meeting with people I didn’t know, there were plenty of smiles on faces and I realised that most of the other visitors to the show were also feeling the same way about the whole thing.

It’s like coming home, it’s like coming back to someplace where you always feel comfortable and where people feel as strongly about meeting up in the same way that you do. Yes, we all complain about the problems in the trucking industry and some of the working conditions, our treatment by roadside enforcement and police, but, at the end of the day, we love it.

It felt like it had been so long since I had been in an atmosphere like that where the trucking industry was getting together and doing its thing. In fact, it has still only been two years between truck shows.

However, it felt like a lot longer, the pandemic era seems to have drawn out time and made us feel like it has been going on forever. This made the chance to finally have a chat so much better.

Normally, in the intervening 24 months between the Brisbane events, we will have other opportunities to meet up with and chew the fat with fellow trucking tragics and catch up with all the gossip. All of those other opportunities to get together disappeared in March 2020 and are only slowly and intermittently coming back.

I hope that this unwelcome hiatus in meeting other members of the trucking community makes us think a little more about just what we have going on and just how useful it can be to work together as a community.

One of the reasons why the trucking industry does get treated so badly by the powers that be and by other segments in society, is that it does not display any genuine unity on a regular basis. Perhaps this enforced separation for over a year might remind us that we do all have a common interest and it is in our interest to work together to try and improve the lot of those involved in the trucking industry and to work to improve the image of our industry to the rest of the world.

Getting the message out there is simple as long as we always work together and keep the same basic messages at the front of our minds. Yes, we all have differences and we disagree on a number of subjects but there are enough issues on which we can agree, on the general direction in which we want the world to move, that we should all be able to express positive ideas to make things better for everybody.

EDITOR

ISSUE 123

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Contents

BUILDING A REGIONAL TRUCKING OPERATION

Kevin Bakewell has spent his working life building a regional trucking operation on the New South Wales Mid-North Coast in the small town of Wingham, just outside of Taree.

24 TRYING TO HIT THAT B-DOUBLE SWEET SPOT

38 AN AUSTRALIAN ELECTRIC TRUCK ON THE ROAD

Alongside a few different truck manufacturers, Scania are trying to hit that B-double sweet spot with the new 540hp R Series prime mover, using a 13 litre engine to get the job done. Tim Giles took one of these trucks out on the roads of Sydney to see if the sweet spot has been reached by the Swedish truck maker.

It looks like there is going to be a lot of electric trucks on our roads in the coming years, PowerTorque talks to the team behind one of the early contenders in the electric race, SEA Electric.

30 A SECOND BITE OF THE CHERRY

50 TRUCKING PEOPLE OF AUSTRALIA GATHER TOGETHER

Buying well-maintained pre-owned trucks that have been operating in a rental fleet can be an attractive option. Paul Matthei speaks with Vince Mannone, owner of VA Hire Transport, who is using pre-owned trucks in his varied fleet.

The fact that the Brisbane Truck Show went ahead this year gave an opportunity for us to see the trucking people of Australia gather together. In the aftermath, the event has been declared a success by all involved.

34 MAPPING OUT THE ALTERNATIVE POWER

56 A DIFFERENT SPIN ON CONVERGENCE

SOURCES OF THE FUTURE With all of the growing hype around electric trucks, fuel cells and hydrogen power, PowerTorque will be mapping out the alternative power sources of the future for the trucking industry in our Alt-Power series over the next few issues of the magazine.

The integration of the Webfleet Solutions telematics brand and Bridgestone demonstrates a different spin on convergence in this field, a tyre maker integrating a telematics provider into its business.

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Standard Issue 08 NEWS AND VIEWS The Paccar 50th Anniversary, Toll partner with Woolworths’ Primary Connect, Riordan Grain Services celebrates one million tonnes of grain, the new Vice President at Mack Trucks Australia, bumper budget for infrastructure. All of this and more in PowerTorque news.

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BACK TO THE FUTURE?

In late April 2021, the ALRTA appeared before the Senate Standing Committee on Rural and Regional Affairs and Transport.

62

INDUSTRY ISSUES

NHVR safety initiatives, financial pressures on trucking operators and fatigue: whole of life, whole of person.

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ROAD TRAINS IN THE UK

If the UK ever grasps the obvious productivity and environmental benefits of permitting road trains in the UK, it will be largely thanks to one man.

69 PACCAR UPDATES KENWORTH AND PETERBILT MEDIUMS The major upgrade to the Paccar twins is the adoption of the 2.1-m wide cab from the heavy duty trucks, with a much more modern interior and dash and controls than the three decades old previous models.

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TECHKNOW

In this issue, Tech Know looks at an innovative dolly trial, OBM issues, tyres and axle alignment, ARTSA’s Good Practice Guide, Isuzu’s dedicated parts supply and servicing, a new Iveco dealership, Truckline revamp of its stores, safety barrier reels and dampers for commercial applications.

46 HOW MUCH POWER DO YOU NEED?

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COLD CHAIN

Mark Mitchell, Chairman of the AFCCC is asking those looking at distributing the Covid-19 vaccine to get some tips from our cold chain professionals.

Ask any truck driver a simple question like, how much power do you need? In reply, you will get a variety of answers, but most will amount to a return question, how much power can you give me? www.powertorque.com.au

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NEWS & VIEWS

FIVE YEAR WOOLIES DEAL FOR TOLL The announcement of a five year Woolies contract for Toll is a development, which the company says strengthens its grocery capability.

Toll announced it will partner with Woolworths Group’s supply chain and logistics arm, Primary Connect, over the next five years to deliver goods to more than 380 supermarkets across New South Wales.

As part of the agreement, Toll will invest more than $24 million to acquire a new fleet of 100 Prime Movers and 25 Rigids over the period of the contract.

Toll will manage the distribution from Primary Connect’s Minchinbury, Yennora, Erskine Park and Wyong distribution centres, where almost 400 drivers, including 260 full time employees will be engaged.

According to Toll, all vehicles will be fitted with the latest hi-tech safety systems, including facial recognition fatigue protection and telematics tracking solutions.

“We are delighted that we can continue our strong relationship with Woolworths, who remain a key player in the Australian Grocery marketplace,” said Peter Stokes, Toll Global Logistics President. “This

agreement highlights our capabilities in the grocery sector. We have developed a fantastic partnership with Woolworths over 20 years in these distribution centres and are pleased that we are able to extend our relationship for another five years in NSW.” Toll is the incumbent secondary transport service provider for the Woolworths operations and was successful in winning the new agreement in a competitive tender process.

“We’re delighted to extend our partnership with Toll in the Sydney Basin for a further five years,” said Chris Brooks, Primary Connect General Manager for

Transport & International Supply Chain.

“The deal covers one of our largest store delivery catchments in Australia and recognises the pivotal role Toll and its drivers have played in safely re-stocking stores for our customers during the pandemic.

“With the certainty of a sustainable five-year agreement, Toll is well-placed to continue investing in industry-leading safety technology and initiatives which benefit its drivers and other road users.

Transport safety is incredibly important to us and we’re pleased to be working with a partner who is committed to pushing industry standards forward for the better.”

NEW MACK BOSS ANNOUNCED The reshuffle at the top of the Volvo organisation in Australia has seen a new Mack boss announced. The new Vice President, Mack Trucks Australia is to be Tom Chapman who has been with Volvo Group Australia since 2015.

Tom Chapman, Vice President, Mack Trucks Australia.

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POWERTORQUE July/August 2021

The son of a former dealer principal at the Volvo dealership in Brisbane, Tom has worked in a number of roles within the organisation. He has been involved on the marketing side of VGA covering all of the business’ brands. Later , he took on roles involved with the Mack Trucks brand working, most recently as Regional Commercial Manager for the Northern Region.

“Throughout his time within the VGA business Tom has demonstrated an impressive ability to drive change, find solutions and support both our dealers and our customers,” said Martin Merrick, President and CEO, Volvo Group Australia.

“Tom’s drive, enthusiasm for the Mack brand, and his commitment to customer success make him perfectly placed to steer Mack Trucks Australia into an exciting future,” he continued. “Mack is in excellent hands as our transformation journey continues to take shape here in Australia.

“Our new Australian made Mack range has hit the road with excellent initial feedback from customers driving these trucks for the first time. “We look forward to seeing Mack continue to evolve under the stewardship of both Tom and the wider Mack team as we power into a rapidly changing future for road transport.”

Tom arrives at an important time for Mack, with the introduction of the Anthem range this year, and, the introduction of the Anthem system into other parts of the range. The electronic architecture now in the trucks is going to be used more and more as future developments in the design of Mack trucks come along.

On a simple level, the new Anthem model is the brand’s replacement for the Granite model range which it has been selling over the last decade, but will also be the standard operating system and and interior design on the Mack Trident and the Superliner.

NEWS & VIEWS

ONE MILLION TONNES OF GRAIN MILESTONE

Riordan Grain Services has celebrated a one million tonnes of grain milestone, an achievement that was delivered during April 2021 and coincides with its 25th year of operation for the operation.

This volume was achieved over the past four years, despite challenges such as drought and the COVID-19 pandemic.

Riordan Grain has been exporting bulk grain shipments from Geelong and Portland facilities with the first shipment in 2017.

Prior to bulk exports, the company shipped grain via containers for around 17 years.

Managing director, Jim Riordan, said these milestones would not be possible without the dedication of staff, family and friends, and the support of business, industry and community partners.

“The ability for our business to start in 1996 and be where we are today is probably beyond what I’d ever expect we could have achieved,” said Jim. “The support of the Council, Government, the Port and the community has been critical to achieving the 1 million bulk export milestone – to take Australian grain directly from farmers, to ports, to important overseas markets.

“In fact, the millionth tonne, when we did the calculations, came directly from a farm to the ship at GeelongPort. For us as a business that’s our ultimate goal; to see farmers be involved in the whole process from the paddock right through to the ship, which then goes straight to the customers overseas.

“It’s as direct as we can make our supply chain.”

Jim says the industry, regulators and government helped Riordan Grain, back in 2013, to develop a system that worked to support a fully deregulated grain marketplace.

“While it was some way there, we still had what I deemed to be a regulated supply chain,” said Jim. “With bulk ship loading we’ve managed to develop a system that enables us to now go from farms direct onto ships, with no need to go through major port terminals.

“We’ve done over a million tonnes of grain on to bulk vessels, and on top of that we’ve also been supplying our domestic customers and our export container customers.”

Jim says it is now a very stable marketplace where a lot of people have their own customers and supply chains.

“I think it can operate as a mutually successful system for the industry long term,” said Jim. “It enables us to have a transparent pricing mechanism when we’re exporting grain, and so the whole marketplace has growers who can sell to many participants, you have a flow of grain, you have liquidity in a marketplace and you have a secure industry that’s paying its bills on time.

“That’s the real bonus for the industry and us as a business.”

Riordan Grain started at Winchelsea, about 40km west of Geelong, growing from a one-person operation in 1996 to a $300 million business employing around a hundred permanent staff plus contractors.

“We moved from Winchelsea to Lara in 1998, and from there we developed the business of storage and supplying the malting industry here in Geelong,” said Jim. Now the company owns and operates several sites at Geelong, Balliang, Lismore and Edenhope. With grain loading undertaken at Geelong and Portland ports.

“On a daily basis we can have anything up to a couple of hundred people involved in one of the processes we have going on, throughout the season,” said Jim. “I am very pleased to say that we still deal with a lot of customers that were there at the start, and many of our team have been with us for more than 10 years, some close to 20.

In celebrating both milestones with staff, partners, family and friends, Jim says it is an opportunity for him to thank and recognise the important role they continue to play in the company’s success.

“Their commitment and support make all the difference to our current and long-term success,” said Jim. “I think there’s a lot of people looking over the fence now saying that agriculture is not a bad place to be. There is a massive future and career potential for the young ones that are coming through. I am so proud of everything we’ve all achieved, and excited by the future and what we can do.”

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NEWS & VIEWS

GLOBAL TRUCK MARKET DURING COVID

Looking around the world at the global truck market during Covid can be a little confusing. The situation looks like it will remain unstable for some time to come, as the industry will need trucks as economies recover, but lockdowns will limit all activities, including truck sales.

In Brazil, where some of the worst Covid infection rates have been seen the truck market has showed an important recovery, with 10,759 units sold in March, an increase of 67.1 per cent over March 2020. However, with the worsening of Covid cases in Brazil, all truck manufacturers stopped production for 15 days. There are still doubts regarding the supply of parts, mainly electronic components.

Another country hit hard by Covid is South Africa, where heavy trucks and buses sales were up 35.2 per cent in March 2021 compared to the corresponding month last year. according to Charleen Clarke of Focus on Transport magazine.

Bhushan Mhapralkar reports from India,

where the second wave of Covid seems to be spiking like no other infection ever has.

He understates, the commercial vehicle industry figures are nothing to write home about. In March 2021, 67,372 commercial vehicles were registered, marking a 42.2 per cent decline as against the registration of 116,559 vehicles in March 2020. The source of these figures is the Federation of Automobile Dealers Associations, India.

Meanwhile in Europe, the changes are more dramatic with Poland registering truck sales over 16 tonnes from January to March at 6750, which represents a 66.4 per cent increase over the same period in 2020. There has also been a steep rise in demand for second hand imported trucks in the same period.

The news from Spain shows an economy waking up from a deep recession with January to March seeing 4137 trucks over 16 tonnes sold, up an encouraging 30.9 per cent on the same period in 2020, with a massive uptick in March itself. In

Portugal sales of heavy vehicles totalled 1,209 vehicles sold, which corresponds to an increase of 18.2 per cent over last year. Florian Engel, Editor for 1TRUCK, in Austria records a 22 per cent increase in sales of prime movers in 2021, compared to 2020.

Italy compares the trucks ales in 2021 with those of 2019 (March 2020 was chaotic in the country). Trucks over 16 tonnes are up 14.7 per cent in March 2021 compared to two years ago.

Bulgaria has achieved a 13 per cent increase in the new registration of heavy trucks over 12 tonnes for the first quarter of 2021, over 2020’s numbers. According to Snejina Badjeva, from Bulgarian Transport Press, this comes despite the third wave of coronavirus spread, which led to a new stagnation in European transport due to strict border controls and covid tests.

Reporting on the Danish market, Rasmus Haargaard, Editor in Chief at the Lastbil Magazine, tells us sales for all trucks over 3.5 tonnes in January-March 2021 was 1,226, which is 9.4 per cent up on the same period last year. Meanwhile in the Czech truck market the trend is upwards, but not dramatic, with 1813 trucks sold in the first quarter last year and 1972 this year.

Similarly, Switzerland reports the sale of 901 trucks over 3.5 tonnes in March, which is 7.7 per cent up on last year.

Last year saw heavy trucks selling quite well in Sweden at 4960 for the year, following a record year in 2019 at 6652. So far in 2021, 1372 trucks have been sold in the first quarter, compared to 1346 in the same period in 2020.

UPGRADE TO NOTORIOUS PINCH POINT HAILED The National Road Transport Association (NatRoad) has congratulated governments for taking action to improve the Mount Ousley interchange at Wollongong, which is the gateway to one of Australia’s most challenging pieces of road.

Funding of $240 million announced in Tuesday night’s Federal Budget will improve the intersection of Mount Ousley Road and the Princes Motorway and separate light and heavy vehicles at a critical pinch point. Some $21m had already been committed by the NSW Government.

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POWERTORQUE July/August 2021

“The new traffic interchange will do wonders for safety and efficiency and it’s something NatRoad has urged for many years,” said NatRoad CEO Warren Clark.

“Heavy vehicle operators around the country acknowledge Mount Ousley Road as one of Australia’s most difficult descents or climbs, but it’s also a vital artery for the Wollongong Region.

“A detailed crash analysis for the 10-year period from 2004-14 showed 34 recorded vehicle crashes near the intersection of Mount Ousley Road and the Princes Motorway, one of them fatal.

“One thing we’ve been saying to government is that In a well-designed road system, most driver error need not occur.

“Separating cars and heavy vehicles travelling down Mount Ousley is a huge win for safety.

“Transport for NSW projections show the numbers of light and heavy vehicles using the intersection increasing by 29.5% and 59% respectively by 2041.

“Doing nothing simply wasn’t an option and we congratulate the NSW and Federal Governments.”

NEWS & VIEWS

BILLIONS IN BUDGET FOR INFRASTRUCTURE As Josh Frydenberg stood up to speak to announce the 2021 Federal Budget the numbers had already been leaked widely, that there would be billions in the Budget for infrastructure. The leaks proved to be accurate and the amount builds on funding already in the pipeline.

The announcements include $2 billion for the Great Western Highway upgrade across the Blue Mountains in New South Wales, $500 million for the Princes Highway corridor and key upgrades in Sydney. In Victoria, the initiatives include more than $2 billion for a new intermodal freight terminal and $380 million to upgrade roads in Pakenham.

Queensland’s inland freight route will receive $400 million following strong advocacy by the Queensland Trucking Association. There is also an additional $400 million for the Bruce Highway.

In South Australia, $2.6 billion will go to Adelaide’s North-South Corridor, $161.6 million to the Truro Bypass and $148 million

for the Augusta Highway.

In Western Australia, $200 million will be spent on Great Eastern Highway upgrades and $160 million to improve the WA agricultural supply chain, while in Tasmania, $80 million has been allocated to Bass Highway safety and freight efficiency upgrades and $109.9 million to upgrading the Midland Highway.

The Government has allocated $150 million for national network highway upgrades in the Northern Territory. In the ACT, $26.5 million will go to duplicate William Hovell Drive.

“The ATA welcomes the Government’s additional spending on roads across Australia,” said Andrew McKellar, Australian Trucking Association CEO. “The spending delivers on collaborative advocacy by our members, such as the Queensland Trucking Association’s campaign for an inland freight route from Mungindi on the NSW border to Charters Towers.

“The extra road spending should

prioritise safety. In particular, the Government should expand the approach that has been taken on the Bruce Highway and require the new projects to include truck rest areas as part of their initial design, instead of looking to build them later at much greater expense. Truck drivers need rest areas so they can take the breaks they need to drive safely and meet their compliance obligations. But there just aren’t enough rest areas on the road system.

“Pleasingly, some states and territories are beginning to do better on planning for rest areas, with new projects and strategies released or under development in Western Australia, Tasmania and New South Wales following the strong work of ATA member associations.

“Ultimately, these strategies and the hard work of ATA members need to be backed by investment from the Australian Government and included as a mandatory standard in federal infrastructure spending.”

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NEWS & VIEWS

AIRTEC OBM IS THE NEW INTEGRATION PARTNER WITH THE TELETRAC NAVMAN SYSTEM The Airtec OBM is the new integration partner with the Teletrac Navman system.

The new relationship means that the Interim OBM monitoring solution from Teletrac Navaman can be used for compliance purposes supporting the use of Performance Based Standards 2B heavy vehicle combinations on selected routes.

Teletrac Navman says this is the first stage of a process in which the company moves towards full integration with Airtec to deliver the requirements for Smart OBM. Data from Airtec’s OBM systems is exchanged with Teletrac Navman for use through the Telematics Monitoring Application (TMA) and Intelligent Access Program (IAP), allowing transport operators to increase vehicle payloads and have greater access to

roads across Australia.

Airtec Corporation is an Australian family owned company offering mass management and tyre pressure technology solutions. Airtec distributes a range of products suitable for transport operators, workshops, forecourts and agricultural environments.

“We are proud to welcome the introduction of Airtec as our latest integration partner for OBM systems and look forward to enjoying a long and beneficial relationship,” said Andrew Rossington, Chief Product Officer at Teletrac Navman. “The program will allow us to offer our customers a onestop-shop solution to address their operational needs by integrating our existing telematics solutions with Airtec’s mass management solutions.”

The sentiment was echoed by David Hewett, Co-founder and Managing Director of Airtec Corporation Pty Ltd, who is, “delighted to partner with Teletrac Navman. Since obtaining OBM System Type-Approval from the TCA in April 2019, our team has been designing, manufacturing and engineering a smart OBM solution for Australia’s heavy vehicle industry.”

Airtec gauges feature a large LED displays for drivers and loaders to easily visualise axle group and combination weights while being loaded. Weights can also be monitored in real time from the cab using the Airtec OBM app or in-cab display while wireless technologies are used to simplify the install process and speed up the swapping of assets in truck and trailer combinations.

BETTER MAINTENANCE MEANS BETTER RESULTS A new report from National Transport Insurance and the National Heavy Vehicle Regulator has demonstrated what smart operators in the trucking industry have known for a long time, that better maintenance means better results. Hopefully, the publication of this report will lead to something the industry has been calling for, over many years, increased compliance attention on those who maintain trucks poorly.

The NHVR and NTI have shared de-identified critical road crash data, combining their research with data from NTI’s NTARC Major Accident Investigation Report and the NHVR’s National Roadworthiness Baseline Survey used to create a new report which looks at the relationship between vehicle standards and safety performance.

In the past there has been very little evidence, which governmental bodies would accept as evidence, which proves a link between vehicle maintenance and major incidents. This was due to a separation between organisations which hold data on vehicle condition and those who have access to crash data. This initiative between NHVR and NTI is an important step forward in

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POWERTORQUE July/August 2021

sharing insights.

Ten key areas were examined in the report, including brakes, couplings, steering and suspension, wheels and tyres, structure, seats, lights, mirrors, windscreens, and engine and driveline to determine there was a correlation between poor maintenance and increased claims frequency and cost.

“There was a 29 per cent increase in frequency and a 22 per cent increase in the cost of claims for transport companies with poorly maintained couplings,” said Adam Gibson, NTI’s Transport and Logistics Risk Engineer.

“For wheel and tyre defects, the frequency was 32 per cent higher than the baseline while cost was 26 per cent higher.

“It’s important to note this does not show crashes were caused by defects in those systems, but that operators with trucks in which couplings, wheels and tyres were not well maintained, were involved in a greater number of claims. The link is correlative, not causative.

“There was only a three per cent higher frequency and four per cent higher cost compared to the baseline for operators who had vehicles with

defects in their braking system. This is due to the way braking systems were tested back in 2016, and that process has now undergone a significant overhaul.”

NHVR Director Vehicle Safety and Performance Peter Austin said this report highlighted the importance of regular and effective maintenance regimes across the heavy vehicle fleet.

“Well maintained vehicles operating on our road network are essential to the safety of all road users,” said Peter. “The NHVR has a long-standing commitment to evidence-based enforcement, which is why we take a national, risk-based approach to checking whether heavy vehicles in the fleet are maintained.

“If we see a history of noncompliance, we intervene early and investigate further to prevent a potential accident from occurring. The report marks an important step forward, with the expertise and insights shared across the regulator and insurer providing opportunities to reduce fatalities on our roads.”

Read the full report here. https:// www.nti.com.au/brands/nti/riskmanagement-services/roadworthinessreport

NEWS & VIEWS

CELEBRATING 50 YEARS

Josh Frydenberg addressing the whole Paccar workforce at the 50th Anniversary celebrations.

The Federal Treasurer, Josh Frydenberg visited the Paccar Bayswater plant to be part of the event celebrating 50 years of truck production at the truck assembly facility in Eastern Melbourne, home of Kenworth and DAF production.

It was on 2 March 1971, that the first Australian made Kenworth truck rolled off the production line at Bayswater, and now fifty years, 60 models and more than 70,000 trucks later, the plant celebrated that day with the entire Paccar workforce, government officials, dealer principals, industry partners, and suppliers.

Alongside the Treasurer was Assistant Treasurer Michael Sukkar, Assistant Minister for Road Safety and Freight Transport Scott Buchholz, and Assistant Minister to the Deputy Prime Minister

Kevin Hogan who toured the facility Speaking at the anniversary celebration, Paccar Australia Managing Director, Andrew Hadjikakou, paid tribute to the foresight of those that first brought Kenworth to this country, and those responsible for establishing the Bayswater plant. Describing its development as a defining moment for the Australian road transport industry.

“We are extremely proud of this achievement and honoured that the Treasurer and his colleagues have joined us to show their support for our industry and for Paccar,” said Andrew.

The company, which has dominated the heavy duty truck sales market for over twenty years continues its commitment to the manufacturing of quality trucks designed

specifically for Australian conditions.

“Today, the workforce behind each truck is measured in the thousands,” said Andrew. “An extended family of exceptional employees, dealers and suppliers that span the nation. Not everything has changed though. Each Kenworth is still specifically application engineered for its intended task and the desire to build the world’s best trucks still inspires and unites us.”

By fostering a culture of innovation and investing heavily in next generation technologies, Kenworth has risen to every challenge over the 50-year journey. From the removal of import tariffs, soaring fuel costs, economic downturns, global recessions, dimensional changes, emission reductions, and most recently, a pandemic demanding changes to the production line to protect the workforce and maintain supply of trucks to the essential transport industry.

“2020 showed how important Australian manufacturing is to this country,” said Andrew.

Another iconic K200 model making its way down the Bayswater line.

Treasurer, Josh Frydenberg, meeting assembly line workers on his tour of the Bayswater plant.

www.powertorque.com.au

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RURAL TRUCKING MATTERS

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POWERTORQUE July/August 2021

RURAL TRUCKING MATTERS

Building a Regional Trucking Operation Kevin Bakewell has spent his working life building a regional trucking operation on the New South Wales Mid-North Coast in the small town of Wingham, just outside of Taree. A dedication to hard work and looking after the customer has brought Kevin the satisfaction of succeeding by doing the right thing. www.powertorque.com.au

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RURAL TRUCKING MATTERS

T

aree is strategically located on the Pacific Highway in NSW. The town lies 6.5 hours south of Brisbane and 3.5 hours north of Sydney. This means that most drivers in the fleet can be home on a regular basis.

This location also means that organising and scheduling loads can be made easier by knowing that all of the trailers leaving Taree in the morning will be able to return back to Taree after a trip to Sydney. It is also possible to make the journey to Brisbane unload, reload and return to base in one day.

There is also enough activity in this area of the North Coast for operators like Kevin to develop solid long-term relationships with local manufacturers and distributors, to enable the business to be both stable and expanding. Simply, as a result of its location, business is looking to locate in areas like Taree, where there is sufficient workforce and the possibility of a good lifestyle for their employees outside of the big city.

GETTING STARTED Kevin’s involvement in the trucking industry started at a young age with him purchasing a truck before he was 18. He didn’t have a license to drive the truck and on his 18th birthday the local police officer phoned him and told him he should come down to the station to get his driving license.

“Then I stepped up to a trailer license and bought my first trailer,” says Kevin. “I had a UD and an old McGrath trailer and I carried on being an owner driver until 1987. It was then that I smashed my leg when I fell out of the truck. I persevered for ages and then, finally, I came around to getting an operation. I had my first new truck on order at that time, it was one of the first Ford HN80 models.

“Before it arrived I was told that I shouldn’t be driving any more because of my leg. They couldn’t fix it, and they still haven’t. I am hoping they will be able to do it this year. So, it was either get out of the business or, have a go.

“We decided to have a go, and picked up some good customers. We were doing general freight interstate to start with and then in 1993, we picked up the Tooheys beer contract. We handled all of the linehaul bringing the beer back to this area.

We still do it today, although now, we do the full logistics service for them, including

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POWERTORQUE July/August 2021

Kevin’s involvement in the trucking industry started at a young age with him purchasing a truck before he was 18.

delivery to pubs and bottle shops.”

Later, in 1998, a company, based in Taree, which makes all of the aluminium aerosol cans manufactured in Australia, approached Kevin to handle its distribution.

The contract started with just one truck from the fleet, but as the business in Taree has grown so has the Bakewell fleet in order to handle the increase in freight. This contract has also developed into being an operation in which Bakewell supplies a full logistics service to the company.

This particular contract employs 10 of the Bakewell team, full-time.

These two mainstays of the operation have been added to over the years, with a selection of other contracts to enable the Bakewell Haulage business to grow to a substantial logistics and distribution service working in and out of the Taree area.

This region has become one which is undergoing strong economic growth as business is relocating to the NSW MidNorth Coast to get away from the hustle and bustle of the big city of Sydney. This growth has meantt a considerable increase

in the amount of freight coming into the area. As an example, Kevin points out that he now has three full trailers every day delivering building materials into Port Macquarie. This area is no longer a sleepy corner, just off the Pacific Highway, it is a destination in itself.

GETTING BUSY Bakewell Haulage now consists of 30 trucks and 30 trailers. There are 10 semis going into Sydney every day, one in Melbourne every two days and one into Brisbane every day. There is also a contract bringing eggs into a processing plant in Taree from further inland. As an example of the scale of the business, in the week before Christmas, 552 tonnes of alcohol came into the Bakewell warehouse, for onward delivery.

“We service all the Liquorland stores in the area and all of the Bunnings stores,” says Kevin. “Currently, we are doing around nine trailers a week, into Bunnings, but last year, during the pandemic, we were doing 16 trailers a week. Over the past six to eight years, Bunnings have

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RURAL TRUCKING MATTERS

become very big for us.

“We don’t say no to anything. The only thing we do say no to is eBay, because they expect things to be picked up from a house with a semi-trailer We have over 600 customers on our books, and we reckon we service 400 of them every month. We go from customers who do one carton a week to others which do well over 100 pallets per week.

“Up until two years ago, Port Macquarie was the fastest growing area in regional New South Wales. The market was there and we went with it. Our philosophy is, ‘don’t say no’.”

The operation does concentrate on freight which is going in or out of the area.

There is very little Freight which is going from Sydney to Brisbane, for example, handled by the operation. There is a warehouse in Taree and another in Sydney, 7000m² altogether, plus a receiving depot in both Brisbane and Melbourne. The warehouse in Taree is the alcohol receiving depot, from which all of the alcohol is distributed into the area, keeping a team of five people busy on a full-time basis.

Altogether, the business employs 40 people full-time. There are also five subcontractors who are working most of the time, supporting the Bakewell business.

When it comes to finding drivers to work in the business, Kevin comments that, “the quality is not where it used to be”.

However, he finds that the one driver, one truck policy does attract more reliable drivers. Often, the problem can be that

the drivers have been used to working on interstate full time and find the wages are lower when they’re working in a job where they get home every night.

“I lost a bloke a couple of years ago, when he came to me and said that his wife had lost her job and he would have to go working interstate,” says Kevin. “Then sometime later he came back to me and said, ‘my wife’s got a good job now and so I’d like to come back’. Now, he’s back on the job and he’s either home for breakfast or home for dinner every day.

“However, the quality is not there and I would rather park up a truck than put a ratbag in it. Everything is GPS, so we can keep an eye on people. We rarely get a driver complaint, but sometimes we do. Sometimes they are justified and sometimes they are just ridiculous.”

GETTING THE RIGHT TEAM The drivers on the semis all working under the Basic Fatigue Management scheme.

Due to the different loading and unloading schedules, drivers can be working on dayshift or nightshift. There are quite a few who prefer working at night and the scheduling can enable them to work on permanent nights.

Kevin has a reliable team working for him, with a couple of drivers coming up to 15 years’ service. Unfortunately, he lost a couple of his more experienced drivers, who passed away with health problems.

The average age of drivers is relatively high, but Kevin has been willing to give

Bakewell supplies a full logistics service.

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POWERTORQUE July/August 2021

younger drivers a chance and has recently taken on a 21-year-old as a driver.

“I approached my insurance company a few years ago and told them that it was too hard to find experience drivers,” says Kevin. “I told them that I had enough experienced drivers to ensure that a young fella I want to put on would be trained properly and they would keep an eye on him. I asked them not to penalise me for employing a young person with higher insurance, and they came back to me and agreed to it.

“We could have one driver under 25, and they will work with it. We also have a brilliant young lady who has been with us for a few years. My older drivers took her under their wing and she is doing a great job. I also put a driver on who had just turned 70 last year. He had been retired but got bored with it, so I put him on. We have 29 curtain siders and one flat top, so our work is not particularly hard.”

KEEPING THE FLEET RIGHT Kevin likes to keep the fleet in the best condition and all of the vehicles are running under the National Heavy Vehicle Accreditation Scheme. All of the maintenance work is done by an outside contractor, which Kevin reckons is better than having a mechanic employed by the business.

According to Kevin, an employed mechanic working inside the business can often have a boss looking over their shoulder, but a business owner running a workshop has a reputation and a set of standards to maintain in order to develop their business.

The fleet does not have any B-double sets, and all of the trailers are 48 feet long, except for the refrigerated ones. These are 45-foot trailers. The choice to continue with single trailers and not go down the multi combination route is one of time.

Kevin finds that a driver can manage to go to Sydney load in and load out a single trailer and get back to base relatively easily. However, trying that with a B-double can be problematic as the time taken increases and the difficulty level introduces uncertainty into the working day.

“I’m not saying that I won’t go to B-double in the future,” says Kevin. “But, the model works at the moment. Drivers will do one drop and then one pick up, then go to our warehouse in Sydney to top up before heading home. They can have their

RURAL TRUCKING MATTERS

All of the trailers in the fleet are from Freighter. Kevin hasn’t changed the specifications on them since 2007.

good days and they can have their bad days, but they do get home.

“It has been testing through the Covid period, because of the isolation, drivers not being able to help forklift drivers. They have to stand out of the way, so the forklift driver has to get off the truck to sort out problems, rather than having the driver stand there and help them.”

All of the trailers in the fleet are from Freighter. Kevin hasn’t changed the specifications on them since 2007. They all have gates fitted, but also use load restraint curtains. All of the freight is either on pallets or in packs, and the trailers are designed to suit the operation. Mezzanine floors are used for distribution contracts like the one for Bunnings.

“The lead time to get trailers and trucks can be a problem,” says Kevin. “I make sure I always order anything at least six months in advance to ensure they arrive on time. I do know when I’m going to get busy, so I try to make sure we are prepared. They still ask me why I get load restraint curtains and gates, but we cart kegs, and they are round, we need gates.”

The operation is in the process of getting approval to run longer, at 20m in length. The productivity gain will come from extra cubic space for the high volume loads. The extra length equates to three extra trailer loads a week for the operation, with the same amount of equipment.

Most of the prime movers in the fleet are North American. There are Kenworths

The fleet does not have any B-double sets, and all of the trailers are 48 feet long.

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POWERTORQUE July/August 2021

as well as Freightliners, but there are also four DAF trucks in the fleet. The smaller trucks are mainly Hino, with one Isuzu in the mix. The engine of choice is a Cummins X15 at 525hp for Kevin, based on a long relationship with the Cummins Newcastle branch.

With all of the semis running right on 19m, the cabin choice can be tricky. Kevin tells us that the T610 cabin is actually shorter than on his older T409 trucks, due to the engine reconfiguration. This means a 32inch mattress fits in the sleeper on the T610.

“The Kenworth T610 attracts a good driver,” says Kevin. “Drivers like them, good drivability, good to live in an out of, it’s a simple as that.”

Having reached a position where the company is well-established and has got a strong group of good reliable customers, Kevin says that he can now be a little more fussy about customers. He will only take on new work if he feels secure that he will be able to do the job properly at the correct rate.

“Our eldest son is back in the business now, so we are willing to look at growth,” says Kevin. ” I will always throw an iron in the fire, and see if anything comes out.

However, I am careful about what I take on.

We can look at growth because we have that succession plan in place now.

“We try and keep our purchasing down to two trucks a year, that means we fully own two trucks every year as well.

It has been steady growth, growing with the area.”

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RURAL TRUCKING MATTERS

BACK TO THE FUTURE? I

n late April 2021, the ALRTA appeared before the Senate Standing Committee on Rural and Regional Affairs and Transport. The Committee is Inquiring into the Importance of a Viable, Safe, Sustainable and Efficient Road Transport Industry.

A no brainer it seems? Of course, it is important! Still, it’s one thing to recognise the importance of an industry and another thing entirely to delve into the problems it faces and to identify solutions.

The commissioning of the Inquiry followed a roundtable of industry stakeholders held in Canberra and hosted by Labor Senator for Western Australia, Glenn Sterle, Shadow Minister for Road Safety. Senator Sterle was a truck driver and owner-driver from 1977 to 1991. He later held various positions such as organiser, committee member and councillor within the Transport Workers Union.

He is known for his strong support of a link between transport pay rates and safety outcomes and for the establishment of a new body, similar to the former Road Safety Remuneration Tribunal (RSRT), to mandate minimum pay and conditions for owner-drivers. It must also be said that Senator Sterle is passionate about all other safety issues facing the trucking sector.

It is against this background that the Inquiry is looking into an extremely broad range of issues. There are essentially three camps: 1) Unions and supporters: Seeking the re-establishment of an RSRT as the solution to all problems; 2) Industry associations: Generally opposed to an RSRT and proposing specific solutions to specific problems; and 3) Regulators: Who are asked to

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POWERTORQUE July/August 2021

explain why the current problems are so persistent.

ALRTA was represented at the hearing

by National President, Scott McDonald, and Executive Director, Mat Munro.

During the hearing we explained that ALRTA had initially been supportive of the RSRT until it became clear that the Orders it made would negatively affect owner-drivers across the rural transport sector. When our members began receiving letters from head contractors around Australia advising that their services would no longer be required after the minimum rates Order came into effect, we had no choice but the seek relief from the Order, and when that failed, abolition of the tribunal.

The primary problem was that the Order created a two-tiered freight market. It did not apply to transport businesses using employee drivers which enabled them to undercut owner-drivers. The Order also did not recognise the prevalence of backloading, part-loading, multi-owner loading or empty running which are an important part of efficient freight movements in the rural sector.

The Order did not apply to employee drivers because the Australian Government does not have sufficient constitutional powers to legislate in respect of all freight operators. It is the primary reason why the Heavy Vehicle National Law (HVNL) is actually statebased, rather than national, legislation.

When legislating the RSRT, the Australian Government relied on their corporations power and interstate trade powers. So, in effect, the only entities covered by the RSRT were transport businesses operating as corporations or engaging in interstate trade. It did not cover employees, or those operating

within a state as a partnership, sole trader or trust.

ALRTA recognises that there may indeed be some merit in applying minimum rates and conditions across the entire transport industry. However, even with the best intentions, a new RSRT would still face the same legislative restrictions and would therefore once again create a twotiered freight market. The Australian freight market is sophisticated enough to respond via a structural shift away from more expensive freight services, disadvantaging those who minimum rates are intended to help.

In order for a new RSRT to be successful, the states would need to refer their powers to the Australian Government. This has happened before in some areas, but the states have steadfastly refused to do this in the transport space. There is just too much at stake in terms of road infrastructure provision, vehicle taxation and local enforcement control. As they say, the definition of insanity is doing the same thing over and over again and expecting a different result.

With this in mind, ALRTA identified to the Inquiry a range of other priorities for consideration including misuse of primary producer registration, the condition of rural roads, lack of effluent disposal options, the need to legislate the Australian ramp standard, improvement to chain of responsibility laws and local access problems.

The Australian Labor Party has recently reaffirmed a policy of re-introducing an RSRT-like body to mandate minimum rates and conditions for owner drivers. This is an important development with a Federal Election likely within the next twelve months.

TRUCKS ON TEST

TRYING TO HIT THAT

B-DOUBLE SWEET SPOT

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POWERTORQUE July/August 2021

TRUCKS ON TEST

Alongside a few different truck manufacturers, Scania are trying to hit that B-double sweet spot with the new 540hp R Series prime mover, using a 13-litre engine to get the job done. PowerTorque took one of these trucks out on the roads of Sydney to see if the sweet spot has really been reached by the Swedish truck maker.

S

cania has released a higher horsepower version of its 13 litre Euro 6 engine this year.

This new engine represents an upgrade on the original engine fitted with the release of the latest Scania range, a couple of years back. With the new 540 hp engine’s introduction, it is now possible to get a Scania prime mover with an extra 40 hp and 150 Nm of torque, coupled with the weight and cost savings of the 13-litre engine, when compared to the heavier V8 at 500 hp.

Among operators of B-doubles there is always a debate about just where the ideal setting is for a B-double prime mover in a fleet. Tare weight is very important in many operations and a 13-litre engine will inevitably use less fuel, but is also 300kg lighter than the Scania V8 engines.

On the other hand, there is the argument that an operation will get more durability long-term with the bigger engine and that any savings in fuel and tare weight will be outweighed by improved durability and the ability to handle heavier combinations.

In fact, the calculations tend to be quite complicated and often fleets will have a bet each way, with some higher hp and some trucks in and around the 540 to 560 hp range. However, the perfect solution would be to find a truck

which can handle high GCM levels and also be pretty frugal with fuel.

This latest model from Scania is one of those models aimed at being suitable for just about every B-double task but also able to get the job done without using too much fuel. With 540 hp available and 2700 Nm of torque, this Scania 540 can definitely be considered a contender. This brings the torque rating just 79Nm short of the top torque rating for a Cummins X15.

On this test, PowerTorque took a B-double around the South Western Sydney area and down the Hume Highway to put it through its paces and see if it really could handle the task as well as achieve some relatively low fuel consumption figures.

This latest generation of Scania prime movers has already proven to be a successful addition to the Australian market truck market. The effectiveness of these trucks can be seen simply in the increased market share that the brand has been able to achieve in the years since it released its New Truck Generation model range.

UP TO SPEED With the power at 540 hp and, more importantly, the torque rating at 2700 Nm this truck does perform very well as a fully loaded B-double. There is no feeling that there isn’t enough in the

It is possible to specify a Scania with 1400 litres plus of fuel on board.

www.powertorque.com.au

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TRUCKS ON TEST

engine for you to get the job done.

One of the indicators for any driver as to whether the truck is up to the job is if it feels that it is actually doing it easily, and well within its comfort zone or not. In the case of the 540 hp engine it seems easily capable of hauling a substantial load up to speed relatively quickly and holding top speed when required, without too much work.

The old adage about the fact that there is no replacement for displacement used to be a very useful indicator. A truck would need a big block and plenty of horses to get up to speed and to hold speed.

However, those engines did not have the kind of torque curves we are seeing in the modern electronically controlled engine.

2700 Nm equates to 1991 ft lb, above the old gold standard for torque, set by those old big block US engines which were the making of Australian trucking, at 1850 ft lb.

Going on the experience of this test drive, it would not be a stretch for a set up like this to be able to cope with HML running at 68 tonne GCM for a good proportion of its working life. With peak torque available between 1000 and 1300 rpm, there is no sense that the drive train is anywhere near its capacity limit, when driving this particular combination.

The other indicator that a truck is

nearing its limitations is when it fails to keep up with the truck traffic around it. Again, this B-double was hanging in there with the best of them on the undulating Hume Highway heading south out of Sydney and then back north on the homeward leg.

This is a familiar feeling in this truck, one of the whole combination doing it easy.

Of course, this is not just a Scania thing, modern trucks, especially when they have enough torque, coupled with well adjusted AMT transmissions to handle the task, don’t appear to be struggling.

Letting the truck do its own thing, i.e. turn on all of the automatic systems at the same time, may be anathema to some of the truck driving brethren, but it is the way to get the best out of a truck like this.

This also makes driving a much more relaxed experience overall.

GETTING ON BOARD Sitting in the driver’s seat is the driver is confronted with an intelligent cabin layout.

One which appeared a couple of years ago in these models. Many of the features will be well known to anybody who has driven a Scania, but improvements like the repositioning of the drivers seat to improve visibility show that the Swedish truck maker continues to move forward.

From the driver’s seat one of the first things catches the eye is the large screen for the infotainment system. These kinds of things are becoming normal features in all new trucks on the market, with interfaces for the online maps, telephone, cameras and other safety systems already built-in.

One of the aspects of Scania design is its consistency. Over many years, from

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POWERTORQUE July/August 2021

driving trucks made by the company in the 80s, most of the commonly used switches and controls are in a similar geographical location, going back in the days of the old 140 models. This appears to be part of the ‘if it ain’t broke don’t fix it’ philosophy which is common across the Scania brand.

The only major control which has moved in this latest model are the light switches, which have migrated from the dashboard to the top of the driver’s door.

This means that Scania remain number one in the competition to achieve the most switches situated on a truck door in the Australian market.

This is a modern truck and therefore there are plenty of USB sockets around on the dashboard and around the cabin.

The dashboard directly in front of the driver is well designed and very clearly readable. Speed is available both from a speedometer and from a digital readout.

There is also a number of customisable areas at the top of the display, where the driver can pick the kinds of information they would like to have available to them all of the time.

Scania was the first brand to introduce the driver support scoring system in Australia and it has continued to develop.

However on this particular test drive this driver scores were not particularly flattering and PowerTorque has decided to blame such a low scoring performance, on the scoring system not being reset at the beginning of the test drive.

Smart designers at Scania have come up with indicators like temperature gauges, that are either white or red, there is no orange in between. This is because if it shows white, there is no damage being

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TRUCKS ON TEST

This latest generation of Scania prime movers has already proven to be a successful addition to the Australian market truck market.

done to the truck’s systems. However, it goes red as soon as there is some damage likely to be happening within the truck’s systems.

The model tested include something which has not often appeared before on Scania, and that is an electronic park brake.

It took some time for Scania to let go of the idea that a truck needed a clutch in the past, but the company has come around to the idea of an electronic parking brake switch somewhat quicker. The electronic switch remains an option and a traditional park brake lever is also available, as is the traditional hand activated trailer brake.

One useful feature, of this modern parking brake, is its ability to function as a more practical hill start aid. Previous incarnations of the hill start system would only hold onto the brakes for two seconds.

Now, with this new system the brakes will stay on indefinitely until the driver touches the accelerator to indicate that they are ready to take off. This is a major improvement in the simple functionality of the braking system, which is long overdue.

This is simply a smarter parking brake.

If the brake is activated and the driver puts the truck into gear and hits the accelerator, the truck automatically releases the parking brake. On the other side of the coin, if the driver has not activated the parking brake but opens the door to climb out, the parking brake will automatically activate, an important safety feature.

Anyone unfamiliar with the Scania brand does need careful instruction on how to use the steering wheel. The number of buttons on a steering wheel grows year by

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POWERTORQUE July/August 2021

year in the truck industry, and Scania is no slouch in this area. However, once a driver becomes familiar with what buttons do and where they are placed, it does make the whole driving experience much easier and in a lot of driving conditions it is possible to simply be a steering wheel attendant and keep the truck pointing in the correct direction, while pressing the correct buttons on the steering wheel to get the job done.

This truck is designed to be driven with as much of the automatic systems turned on as is possible. The Opticruise AMT transmission is a well proven system, but now things like adaptive cruise control and automatic retarder activation are also proving to be useful and reliable.

One of the other considerations which many operators have strong feelings about is fuel capacity for a B-double prime mover.

Quite often there is a preference to have

Scania was the first brand to introduce the driver support scoring system in Australia and it has continued to develop.

enough fuel capacity to be able to get from one capital city to the next. This means that some operators are looking for well over 1000 litres of diesel on a truck.

This question has always been an issue for the Scania brand and chassis real estate can become problematic. It is possible to specify a Scania with 1400 litres plus of fuel on board. However, on this model using the larger Euro 6 SCR unit, there are still more than 1000 L of fuel capacity available.

More and more, the performance and available features, on a modern truck are becoming similar across all offerings. Truck buyers are looking for smaller and smaller advantages in one brand over the other. If Scania has a strength in this department, it is the overall integration of all of the elements which make up a truck all of which make for a relaxed and comfortable shift in the driver’s seat.

OPERATOR PROFILE

A SECOND BITE Buying well-maintained pre-owned trucks that have been operating in a rental fleet can be an attractive option. Paul Matthei speaks with Vince Mannone, owner of VA Hire Transport, who is using pre-owned trucks in his varied fleet.

V

A Hire is a transport operation steeped in diversity, having originally been formed 10 years ago as a driver hire business for Australian television broadcasting companies. The company’s own transport operation started around five years ago.

It now comprises a wide range of local, regional and interstate general freight operations as well as container carrying and warehousing. Accordingly, the company’s trailer fleet consists of curtain-sided, flat-top, side-loader and skel trailers.

“My wife and I originally set up the business to hire drivers to operate other people’s vehicles, transporting specialised outdoor broadcasting equipment in semi-trailers,” says Vince Mannone. “Then one thing led to another, and we decided to buy our own trucks.”

Vince explains that the company still manages the driver hire needs of the broadcasting companies in addition to running its own trucks which are kept busy carting general freight around Melbourne, across Victoria and to interstate destinations including Sydney, Adelaide and, occasionally, Brisbane.

“The driver hire side of the business is just for the broadcasting companies, all of which have their own trucks that require drivers,” Vince says, adding that the high value of the equipment in the trailers precludes him from towing these with his own prime movers.

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POWERTORQUE July/August 2021

A LENGTHY HISTORY Vince’s experience in transport goes back a long way. He has been driving trucks for close to 30 years and around 20 years ago he bought five rigid trucks and started doing a market run for his father who was an agent at the Footscray produce markets at the time.

“I was picking up fruit and vegetables from the farms in refrigerated rigids and delivering to the markets, and from there we progressed into general freight which, before long, became a seven day a week operation,” says Vince. “After a few years of that I’d had enough so I sold the business and did a few years managing other transport companies and a bit of driving also.”

Asked whether his current business

has returned him to the frenetic pace of the former one, Vince says he is a bit older and wiser these days and has employed people in the office who assist with the running of the business so he can take some time off when necessary.

“These days I can kick back a little, knowing that I have reliable people who are capable of running the show,” says Vince. “That takes a big load off me.”

Staff consists of 13 drivers and two people in the office doing the administration and allocation of the loads.

“We are a small family business and I want to keep it that way,” says Vince.

“I haven’t had to change drivers since I started and even their wives say to them, ‘If you leave this job, I’m going to

OPERATOR PROFILE

OF THE CHERRY pulled up I ring the driver to make sure everything is okay. The truth is, if I didn’t trust them, I wouldn’t put them in the truck in the first place.”

BUYING SECOND HAND TRUCKS

leave you’ ’,” he adds with a laugh.

“I’m very fair with all the drivers and I treat them the way I would like to be treated,” says Vince earnestly. “If it’s too hot to sleep in the truck in summertime when they are interstate, I put them up in a motel. When you’re making a good dollar, you need to give a bit back to the drivers for their comfort and wellbeing.”

Vince works on the principle that without the drivers there would be no transport business. He acknowledges that they are the face of the company to the clients and ambassadors for the business.

“We have interstate clients who I’ve not met; our drivers are delivering to them on a regular basis and they are therefore, literally, the face of

the company,” Vince says. “It’s really pleasing when we get great feedback from these customers, telling us how good the drivers are in doing their jobs well and meeting their expectations.”

Vince says the trucks all have GPS tracking to enable him to see where they are for the purpose of informing customers about delivery times.

“I say to my drivers this is not about me checking up on you; if a customer rings and asks when the delivery will arrive, I simply open my iPhone and bring up the App which shows me the exact location of each truck,” says Vince.

“I can then provide the customer with an accurate estimated time of arrival.

“At night, before I go to bed, I check the location of each truck and if they are

Modern heavy-duty trucks, when correctly serviced and maintained, have the potential to be reliable workhorses for up to one million kilometres, maybe more. Considering the prime movers at Penske Truck Rental are changed out with less than half that amount showing on the odometer, the potential exists for these vehicles to provide a solid second life in another role.

Talking with Vince, it’s easy to understand his logic in buying the two MANs that previously saw service in the Penske Truck Rental fleet. In short, it appears he could see worthwhile value in the purchases.

“Since new these trucks have been regularly serviced according to a maintenance plan by (Melbourne-based MAN and Western Star dealer) Westar Trucks and have been obviously looked after pretty well, and, most importantly, they were available for a very reasonable price,” says Vince, “ “I like using them on local work because they are very good on fuel and the comfort for the drivers is excellent, particularly when stuck in traffic,” Vince says. “The automated manual transmissions also significantly reduce driver fatigue in heavy traffic situations.”

The two MAN prime movers, one a TGS 480 and the other a TGS 540, have a lot to offer, according to Vince. He cites comfort, fuel economy, safety and reliability as being of the highest order and says that he uses the TGS 480 towing a single trailer mainly around town with some regional work thrown in for good measure. The TGS 540, on the other hand, is used to pull both single trailers and B-double combinations, doing a mix of local, regional and some interstate work.

Vince says when he bought them the 480 had 430,000km on the clock while the 540 was showing 350,000km.

Since it can take a while to achieve the

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OPERATOR PROFILE

night, put it that way,” he says.

Another point of difference, Vince mentions, between the MAN and Kenworth K200, of which he has three, is that in his opinion the Kenworths are better suited to outback work than the European trucks.

“With the Kenworths you can go anywhere and everywhere whereas the MANs are best suited to the main highways and suburban roads,” says Vince. “But as I said before, the comfort and fuel efficiency of the MANs are superb.”

DIVERSIFIED OPERATION

The 540 is returning fuel figures of between 2.1 and 2.6km/ litre on line-haul B-double work

best fuel economy from a new vehicle, it could be concluded that both these trucks are now at their peak in terms of fuel efficiency, with both trucks having now covered more than 550,000km. Due to its use on interstate runs, the 540 has caught up to its 480 sibling and will probably go on to clock one million km before it is retired.

“Depending on the weight, of course, the 540 is returning fuel figures of between 2.1 and 2.6km/ litre on linehaul B-double work, which I am really happy with,” says Vince.

MAN TGS is not the most spacious around although adequate for this application.

“It wouldn’t really be ideal as a fulltime interstate prime mover where the driver has to sleep in the truck every

PRIOR EXPERIENCE Intriguingly, the two MANs are not the first of the German brand to grace the VA Hire Transport fleet. Vince also has a TGS 540 which pulls a Super B-double skel combination carrying two 40-foot containers, or up to four 20-footers, to and from the Port of Melbourne.

Vince says it was on the strength of the experience he’s had with this truck, which he says has performed admirably towing the Super B, that he had confidence in purchasing the two second-hand MANs from Penske.

“We have also rented a lot of prime movers from Penske to tow the broadcasting trailers all over Australia and we always found the MANs to be extremely fuel efficient and comfortable for the drivers, whether on long distance or local work,” says Vince.

He does, however, add that the sleeping quarters of the narrow-cabbed

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POWERTORQUE July/August 2021

“I like using them on local work because they are very good on fuel and the comfort for the drivers is excellent.”

Meanwhile, as the conversation turns to the trailers in the fleet, Vince says he runs a wide variety including curtainsiders, flat tops, side-loaders and skels and side-loaders.

Side-loaders are an important tool in the VA Hire operation as the company, based at Epping in Melbourne’s northern fringe, has warehousing storage facilities which require the regular transfer of containers to and from the premises.

OPERATOR PROFILE

“I’m very fair with all the drivers and I treat them the way I would like to be treated,” says Vince earnestly.

“The Hammar side-loaders have served us very well,” says Vince. “They cop a beating and a half and stand up to it all without any issues. It’s a really solid, well-built product.”

Other work that the company

performs dovetails well with the warehousing, with Vince saying he will carry pretty much any sort of general freight.

“If it fits on the trailer and within the legal mass and dimension requirements

we will carry it,” he says.

Getting back to the trucks, Vince says his rule of thumb is to keep them for around five years and then trade them in. However, he says this can vary depending on how they are running after five years and how much they are costing to keep on the road.

“The TGS 540 I bought from Penske will have covered around one million kilometres after five years and at that point it will probably be traded in,” says Vince. “Before then it will likely be retired from interstate work and see out its time as a local truck.”

On a final note, Vince says his hope for the industry is that there will eventually be a level playing field where all people in transport are treated with due respect and will extend the same respect to others.

“I would love interstate rates to be set at fair levels and to see all customers being fair to drivers and treating them as they would like to be treated,” says Vince. “This needs to be reciprocated, of course, across the board.”

Greentek Australia has, since 2009, been developing the solution that can be used with all internal combustion engines to improve emissions.

Hydrogen is the fuel of the future, and Greentek Australia has perfected a system that uses hydrogen gas to improve the thermal efficiency of the fuels used in any engine that burns fuel.

• • • • •

Easily installed into any vehicle, plant or machine without interfering with the manufacturer’s systems.

Fully approved to be used on roads in Australia and New Zealand.

Extensive warranty program.

Full training and Support Fully compliant with AS/NZS 2739 (CNG/NG Installations on Automobiles)

Greentek’s patented control and delivery system controls the flow of hydrogen to the engine for all operating conditions. The system will only operate when the system is on and the engine is operating and running. It is an independent system that does not interfere with the normal systems and the vehicle’s warranty.

Using Hydrogen gas does not defy the laws of energy conservation. Engine power is not used to make the hydrogen. Cylinders are easily refilled without having to swap cylinders.

Greentek Emission Reduction System Tomorrow’s solution — Today Industry and Application: • Articulated Trucks • Prime Movers • Rigid Trucks • Buses and Coaches • Rail • Earthmoving and Construction • Mining

• Diesel Generators • Maritime Transportation and Haulage: Fuel costs are a significant input cost for fleet operators. Greentek Australia can reduce these costs. The Greentek System is ready for Installation on all types of engines.

Greentek Australia Sydney, Australia www.greentekaustralia.com.au william@greentekaustralia.com.au info@greentekaustralia.com.au

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ALT-POWER

Mapping Out the Alternative Power Sources of the Future With all of the growing hype around electric trucks, fuel cells and hydrogen power, PowerTorque will be mapping out the alternative power sources of the future for the trucking industry in our Alt-Power series over the next few issues of the magazine. is around 14 years, so it will take some time to work through the transition once it gets going.

WHAT ARE THE ALTERNATIVES?

T

here is no doubt that a wave of technological change is about to break over the truck industry.

In the last five or so years there has been a lot of talk about potential power sources to be used by the trucking industry as the world transitions across to a zero carbon economy.

Although climate change denial has meant little action has been taken by the Australian government to set real emission reduction targets, the rest of the world is setting itself ever more ambitious dates to reach zero net carbon emissions. At the same time, here in Australia there has been a tendency from the large corporates to move to lower emissions, in line with the rest of the developed world.

Australia is a technology taker, we are not a big enough economy to drive global technological change. We have to take what the rest of the world is using and adapt it to the special conditions our trucks have to work in.

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POWERTORQUE July/August 2021

Allied to this, we know that our major suppliers of trucks are pivoting away from the traditional diesel powered solution and working towards zero emission solutions throughout their ranges. The Australian trucking industry is certain to be getting some new technology in the future.

Looking into the future can be a dangerous task, especially with so much at stake. One of the most difficult aspects to predict is the timescale over which the situation will change. However, we do know that many countries in Europe are talking about banning internal combustion engined cars within the next twenty years.

The transition is going to be harder for the truck building industry as the challenge is greater when handling higher mass.

Solutions are already on the roads in some places, so the process has already begun.

The transition is going to take some time as the current old technology vehicles work through their lifecycle. The average age of trucks on the road here in Australia

One thing is for sure, there is no one technological solution which is going to solve all of the issues. There is going to be a suite of solutions tailored to different tasks. Parameters like time, distance and mass are going to influence the kind of solution used to transport freight.

Interurban transport, as well as tasks like waste collection, are likely to see electric power emerge as the predominant answer.

Battery electric trucks are already working in this space around the world, and the first examples of these trucks are already being sold here. Currently, Fuso and SEA Electric are on the market, with a few more arriving this year. Volvo also have two electric beverage delivery electric trucks on trial in the Linfox fleet in Melbourne.

Battery capacity limits range in these trucks. This means they are okay handling local work, but need time to recharge.

Battery capacity is developing fast and ranges up to 300 km are being claimed in this segment of the truck market.

Where battery capacity becomes an issue is over longer distances and this is where an alternative source for electric charge comes into the picture. A number of technology solutions are available, but the one receiving the most attention at the moment is hydrogen fuel cell technology.

Hydrogen also has potential as the fuel in an internal combustion engine (ICE).

Gas specialists, Westport, have already trialled an example running at full torque and at rated power using its high pressure direct injection (HPDI) on an engine operating on hydrogen. The potential here is for engine makers to avoid significant investment to develop and manufacture fuel

ALT-POWER

cells, electric motors and batteries if the technology can be verified.

Scania has also laid down a marker about its intention to pursue this line of attack for a hydrogen ICE for heavier long distance trucking, while concentrating on battery/electric for shorter tasks.

The attraction of hydrogen is that its production and use can be carbon free.

The attraction for Australia is that we have the right conditions to be a major producer and exporter of ‘green’ hydrogen.

This is due to our wide open spaces and abundant sunshine, both prerequisites when using solar electricity to turn water into hydrogen.

A number of other solutions may be on offer, but most will only reduce carbon emissions and not eliminate them. These include using hydrogen and other gases in combustion engines either as the predominant fuel or as a ‘torque topper’, introducing the gas into the air intake of a diesel engine can improve efficiency.

These kinds of halfway house technologies may enable the truck industry to bridge across to zero emissions, weaning the trucking industry off of its dependence on fossil fuels.

HOW FAST WILL WE GET THERE? The timescale is the tricky question, as the climate changes, reducing emissions becomes more urgent. The transition will

take place but the pace of change may be quite slow in order to avoid any shock to the economy.

The most likely scenario will see a series of steps working towards zero emissions over a period of time. However, there is also the possibility of a technological breakthrough which would speed up the whole process.

The most likely solution to have this kind

of effect is in the field of batteries. Billions of research dollars are being poured into batteries as the first company to develop a much lighter or longer lasting battery will be able to make a killing. The capacity of a battery systems grow every year and the funds going to research in this field tell us more improvement will come.

However, hopes of a ‘silver bullet’ to bring us a light battery, with the ability to store enough energy to get a B-double from Melbourne to Sydney, which does not weigh over 40 tonnes is not on the horizon any time soon. Batteries with this level of energy storage also take a long time to recharge and this can have a detrimental effect on equipment utilisation.

What we do know is that the process of moving across to new alternative technologies is already going a lot faster in Europe, North America and in countries like Japan and South Korea. One of the main reasons for this is the fact that the governments, both local and national, are offering incentives in financial or access terms to zero emission trucks.

These incentives drive investment in the technology, which has the effect of accelerating improvements in the technology, which, in turn, drive down the cost to the user. It will take time for this virtuous circle to take hold in Australia, because of the lack of governmental support.

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ALT-POWER

AN INTRODUCTION TO

HYDROGEN The Australian Hydrogen Council has provided PowerTorque with an introduction to hydrogen to clear up some of the misconceptions going around.

T

he trucking industry was primed to get ready for sweeping change when LNG was touted as the revolutionary new technology.

Battery powered electric vehicles are becoming more common as we attempt to reduce carbon emissions, but these are more likely to be found on suburban runs rather than long-haul routes.

Now, Hydrogen is getting people excited. Will this live up to the promises or will diesel still be powering heavy vehicles for some time to come?

The Australian Hydrogen Council is working to deliver the policy settings to enable hydrogen to play a part in decarbonising a range of industries, and the organisation is really excited about the potential for hydrogen in the transport sector.

Hydrogen is the most abundant element on the planet. It is the smallest atom and the simplest molecule. Hydrogen is actually present in the diesel which currently powers our machines. That’s why we call diesel, petrol and the like hydrocarbons.

And just as diesel has played a huge role in powering Australia’s transport sector, hydrogen can meet our future needs, minus the carbon emissions.

Hydrogen is different to diesel and petrol primarily because it is not just a fuel, it’s an energy carrier. Although we can combust hydrogen to create power as we do with diesel, that’s not the way most hydrogen vehicles will work. The more common approach is to use hydrogen in fuel cells to generate electricity.

Let’s take it back to high school to explain what a fuel cell is all about. The best way to understand how a fuel cell operates is to first look at one of the ways that hydrogen is made. Although it is the most common element on the planet,

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POWERTORQUE July/August 2021

“THE AUSTRALIAN HYDROGEN COUNCIL IS WORKING TO DELIVER THE POLICY SETTINGS TO ENABLE HYDROGEN TO PLAY A PART IN DECARBONISING A RANGE OF INDUSTRIES, AND THE ORGANISATION IS REALLY EXCITED ABOUT THE POTENTIAL FOR HYDROGEN IN THE TRANSPORT SECTOR.” hydrogen rarely exists by itself in nature.

We need to split it out from whatever it is attached to, most commonly, good old H2O, water. By running a current through water the oxygen and hydrogen atoms split and can be captured separately.

Fuel cells effectively run this process in reverse by running hydrogen molecules through a membrane to strip off the electrons and combining the rest of the molecule with oxygen (from the air which is fed into the fuel cell). The end products are electricity and water, or water vapour.

The electricity produced from the fuel cell powers an electric motor the same way a battery would. In this sense, hydrogen fuel cell vehicles and battery electric vehicles are very much complementary technologies and both are part of the answer to reducing the carbon footprint of Australia’s road transport fleet.

There are a few reasons why hydrogen is going to be particularly useful in heavy vehicles.

Two main characteristics set hydrogen fuel cells apart from battery electric vehicles, and which give it a real head start in the heavy transport sector, its weight and its convenience.

Hydrogen is light. This feature is extremely important as it allows for much greater range than electric vehicles have

traditionally had because the same amount of energy in hydrogen form weights less than its battery equivalent.

Although it is likely that hydrogen will play a bigger role in heavy transport than in light passenger vehicles, Hyundai Motors Australia recently beat its own world record by travelling from Melbourne to just outside Broken Hill on a single tank of hydrogen. Not too many family SUVs give you an 900km range!

The other big benefit of hydrogen over battery electric vehicles is the fact that they can be filled in about the same time as current diesel powered trucks.

This eliminates the productivity losses which come with extended breaks to recharge batteries.

With Australia’s National Hydrogen Strategy outlining the fact that green hydrogen is roughly cost competitive with diesel right now it’s no wonder that a number of Original Equipment Manufacturers are announcing that they will phase out internal combustion engines and are turning their attention to hydrogen.

The next two instalments in this series will look at some of the major developments in hydrogen in Australia and around the world and discuss what needs to be done to manage the transition to hydrogen vehicles in Australia.

ALT-POWER

THE END OF AN ERA AND THE DAWN OF A NEW A fleet operator’s business plan has seldom had to consider the accessibility of fuel.

However, truck OEMs are already phasing out the manufacturing of diesel engines, which means that the consideration of how to source alternate (clean) fuels will be required in every fleet operator’s future business plan. According to Lochard Energy, it is in the interest of fleet operators to work collaboratively on the development of the infrastructure that will support alternate fuels, in order to secure their future fuel and business requirements.

D

iesel. It is synonymous with heavy lifting. For nearly 100 years, the compression ignition engine has pushed and pulled our goods and raw materials to all corners of the globe. Diesel has done so with great reliability, longevity and brawn. It has been a key ingredient in the world’s rapid economic growth over the past century. But, nothing comes for free, and this progress is no exception.

In recent decades, it has become widely accepted that burning fossil fuels (diesel included), releases carbon dioxide into the atmosphere, which slowly increases the Earth’s average temperature. Diesel combustion also releases nitrogen oxides and particulate emissions. These have been proven to damage precious ecological systems and cause cancer and serious respiratory illnesses in humans.

Many of the world’s largest countries and economies are taking heroically bold swings to curtail all of this. Through either the adherence of legislation, or the allure of financial incentives, they are decarbonising as quickly as they can. Already, many large truck manufactures across the globe have announced that they will phase out the combustion ignition engine between 2030 and 2035 and will cease manufacturing diesel engines altogether.

Pause here for a moment. Contemplate this. In under a decade, all those trucking brands that you either love or hate, will no longer sell diesel trucks! Those manufactures are currently developing the technology that will most likely serve our heavy vehicle requirements for the next century or thereabouts. That is, electric trucks.

There are two types of electric vehicles.

Battery-electric and hydrogen-electric.

As a general rule, battery-electric is better suited to replace diesel trucks performing short-haul duties with relatively light payloads. Hydrogen-electric trucks are generally better suited to long-haul applications and lugging heavy payloads.

Each vehicle is driven by an electric motor.

What differs between them, is the way their energy is stored and converted. As you might have guessed, a battery-electric truck stores its energy in a battery. A hydrogenelectric truck (sometimes referred to as a hydrogen fuel cell truck), stores its energy in the form of either compressed hydrogen gas, or super-cooled liquid hydrogen.

A hydrogen fuel cell truck uses this stored energy by passing the gas through a fuel cell, whilst combining it with oxygen from the atmosphere. This process generates electricity, which in turn powers the truck’s electric motor. The only by-product of this process, is pure water.

I know this sounds too good to be true, but I assure you it is very credible, well understood and proven. The concept is miraculous, however, it’s only a miracle if the hydrogen is produced using a clean source of energy from the get-go.

To create clean hydrogen, it must be generated by clean energy (renewables).

When you use the energy from the sun and wind to literally split water into its hydrogen and oxygen constituents, the resulting fuel-type is one with zero carbon dioxide and nitrogen oxide emissions.

When this clean hydrogen is then used to power an electric fuel cell truck, you have pure water at the tailpipe, and there are zero harmful emissions

generated in the upstream process.

But the kicker is, that building the infrastructure to support this process, is lengthy and expensive. It can take nearly a decade to develop and build a renewable energy project and its associated hydrogen production facility.

This means that by the time the major truck OEMs have ended manufacturing diesel combustion engines and only alternate fuel powered vehicles become available, fleet operators will need to ensure that their future fuel and business requirements are clearly and securely mapped out.

Secure the future of your business now and work with us in developing the infrastructure that will meet your refueling needs, in a future that is all too near.

We are actively seeking to engage with fleet operators to collaborate on the initial deployment of hydrogen fuel cell heavy vehicles.

Contact: Greg Simmons Hydrogen Development Manager Lochard Energy greg.simmons@lochardenergy.com.au

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ALT-POWER

AN AUSTRALIAN ELECTRIC TRUCK ON THE ROAD It looks like there is going to be a lot of electric trucks on our roads in the coming years. PowerTorque talks to the team behind one of the early contenders in the electric race, SEA Electric.

O

ne of the aspects of technological change is the way some people are early adopters and others are much more skeptical about anything new. It is the same with the manufacturers of new technologies, some take their time to build up to any new releases, while other smaller enterprises are lighter on their feet and able to come to market earlier.

This is the case with SEA Electric, who have been at the leading edge of the transition across to battery electric, and have created a great deal of interest across the Pacific in the USA, where the whole subject of electric powertrains is much more advanced than here in Australia.

Glen Walker is the Vice President Asia Pacific at Sea Electric, coming from a long experience working in a number of different aspects of the truck and trucking industry.

He has been with SEA Electric for two years “In Australia, we are now an original equipment manufacturer,” says Glen. “We have our own compliance plate and our own brand, a national dealer network, our

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POWERTORQUE July/August 2021

own pricing and sales and service. We have become a truck company.

“The company is putting a lot of energy and resources into the United States at the moment. The opportunities there, with a supportive political environment, are profound. Whatever Australia is, the US is 10 to 15 times larger.”

Here in Australia, SEA now have five models available built on two different platforms. The 300 Series vehicles from 4.5 to 8.5 tonnes are joined by the 500 Series vehicles which are available from 14.5 tonnes all the way up to 22.5 tonnes. They are either two or three axle rigids.

In this range, SEA has five different battery sizes and five different electric motors. These can be mixed and matched to suit the specification required. It depends on what the customer is looking for, in terms of short range or long-range, high torque or low torque. They can be adapted to suit customer requirements.

The national dealer network includes 12 different companies trading in 19 different locations. SEA now has an outlet in every

capital city and in a selection of major regional cities.

“For the first time, we have a national sales, service and support network behind our product,” says Glen. “We have tried to normalise the process of sales and support and follow a tried and tested service regime for a truck bought through dealerships.”

The trucks are based on the Hino cab and chassis, meaning that many of the parts required across these dealerships will be available out of the Hino spare parts system. Dealerships who will be offering SEA models are already part of the Hino dealership group.

“We have been taking a softly, softly approach in our branding at these dealerships and there are unlikely to be large signs with SEA electric,” says Glen.

“That may come, but at the moment we believe that a soft sell is going to be an important part of our development. These are products which need an understanding of the freight task and the suitability of these vehicles to a particular client.

“At the moment we are in discussions

ALT-POWER

with a number of the major fleets and we are finding there is a sweet spot with first mile applications like waste. There is also a sweet spot in the last mile sector, with parcel delivery, food delivery etc. Within those large fleets they often have a broad portfolio of applications and there is always a vehicle within our range which will suit some of those applications.

“The other area which is proving fruitful for us, is municipalities and city councils.

Trucks are domiciled at one place and they generally have a small geography that they look after. It’s an ideal application for our technology.”

Local government is also keen to be seen to be green, and electric trucks are one of those visible ways of demonstrating green credibility for a local authority. On the other hand, these local authorities also have to be run like a business and the economic argument for using electric is also important to them.

“There are some applications where it is difficult to find an economic justification for our trucks,” says Glen. “The question we ask is how much diesel did you not use? If you are traveling more than 200 km per day, irrespective of the vehicle, you are likely to reach a break even point around year five.

“The upfront price is two to three times that of the equivalent diesel vehicle, but the savings on fuel are significant and the savings on maintenance are also

Glen Walker is the Vice President Asia Pacific at Sea Electric.

significant. If you go below 200 km a day the mathematics get less and less effective, but it does depend upon the application for which you are using the truck.

“A work platform or a service vehicle which can use the power from the batteries are examples of where it can be useful.

Another good example is the vehicle that you see sitting by the side of the highway with an illuminated lane closed sign. A diesel truck will have to sit there idling in order to provide power for the signage, an electric truck simply simply uses its battery power.

“Often refuse vehicles don’t travel very far, but the EV experience in those vehicles is a very good one, because of its stop/start nature. They are quieter which makes the residents happier and the stop/start nature of the work makes it good for regenerative charging of the battery.”

Waste trucks are also quite hard on brakes in current trucks, but the regenerative braking available means that there is considerably reduced brake wear, as well as a longer range being achievable due to the high level of regenerative braking.

PROJECTING FORWARD “I’ve got a fair degree of confidence in the way the market will develop,” says Glen.

“Our product is maturing and for someone like me, who grew up around diesels, they

can be quite confronting when they do well in comparison to a diesel.

“I think we are at one of those turning points, so that, in five years’ time, with the banning of certain products in Europe without a low emission supply chain, and with large OEMs investing more and more into electric, we may find that the use of diesel trucks, especially in an urban environment, will be severely challenged. It could be a sudden change.”

One of the factors which will help electric trucks is further development in batteries. At the moment, there is continual improvement in battery performance and also many millions of investment dollars going in to making further improvements.

Once battery development brings the technology to the point where there is enough energy stored in a small enough package to suit truck operations, then the price of the batteries will start to decrease.

This is the point at which potential truck buyers will be able to start doing their sums and the electric truck becomes a better investment.

“The challenge for SEA Electric in the future, is that the vehicles that the large truck manufacturers are developing will begin to arrive in three- or four-years’ time,” says Glenn. “Our challenge will then be to ensure that, at that point we are introducing technology which is three or four years ahead of theirs.”

The current SEA Electric manufacturing facility, based in Dandenong, has been re-powering existing trucks for some time.

However, the production facility is now set up to assemble semi knocked down kits coming in from Hino in Japan. These kits are minus an engine and transmission and are assembled on site, and then powered with the SEA Electric power system. These are the trucks which will be sold, branded as SEA, in the dealerships with which the company has made a distribution agreement.

The current facility can handle around one truck per day, and this capacity is likely to keep the flow of trucks going for the next year. However, if there is an uptick in demand for electric trucks, then a new facility will be needed. Increased demand for the company’s product in the US does mean that the investment dollars needed to increase production capacity should be available to SEA in Australia when required.

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39

ALT-POWER

Driving the SEA Electric Truck As alternative power systems for trucks come into play the driving experience is going to change. PowerTorque took a couple of examples out on the road to find out what it is like driving the SEA Electric truck.

As the control system becomes smarter, the experience from the driver’s point of view becomes more normal and intuitive.

I

n the lead-up to the Brisbane Truck Show, PowerTorque jumped at the chance to drive some of the new electric trucks coming on line from SEA Electric. In this case the trucks were a Hino 500 crane truck and a 300 fitted with a drop side body.

Although limited, the drive was a chance to look into the future of truck driving in the urban environment.

The way these trucks have been designed make it a very similar to a driver’s experience in a diesel truck is the way the vehicle is started. The driver simply jumps in sits in the driver seat, puts the key in the ignition, turns it on and then turns ia little farther for three seconds to activate the system.

This is exactly the same set of actions that driver would do when turning on a diesel engine truck, increasing that sense of familiarity.

In PowerTorque’s limited experience in driving electric trucks, the fact of the matter is there is very little to tell in terms of comparing the experiences. All electric motors have the same torque characteristics, as soon as the driver put their foot on the accelerator, they have full torque available, all of the way through the rev range.

One of the aspects of the electric

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POWERTORQUE July/August 2021

truck which particularly impressed is the retardation available when the driver takes the foot off the accelerator. This is adjustable with a stalk on the steering column, exactly where the current exhaust brake control is located.

In fact this retardation performs the same function for the driver’s point of view, but from the truck’s point of view it is the valuable regenerative charging of the battery, which is taking place at the same time, and which has value in increasing the truck’s range.

There has clearly been plenty of work being done on the way the computer

controls the power system. This iteration of the SEA system feels a lot smoother, when the truck takes off and slows down, than an earlier model tested a couple of years ago.

This is the area where a lot of the ground work will be done to improve the acceptability of these vehicles on the market. We have seen a similar development over the years with the hybrid trucks which are in the Australian market, from Hino.

As the control system becomes smarter, the experience from the driver’s point of view becomes more normal and intuitive.

There is nothing strange about the behaviour of the vehicle in response to input from the driver.

The basic principles of an electric truck are so simple and the fact that there is no need to match a transmission to an engine or accelerator input from the driver to the engine’s capabilities, means that just about every electric truck will feel very similar. Also, the NVH, noise vibration and harshness, measure of a driving experience will also be very similar, because of the smoothness and similarity in driveline behaviour.

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The entire range of Volvo trucks are made right here in Australia, which means they’re built to suit our unique local conditions. So, when you buy a Volvo truck, you’re supporting local jobs, and the local economy.

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ALT-POWER

Meritor Preparing For Electric Drivelines Component manufacturers for the truck industry are working hard to develop what the industry will be needing in terms of electric drive trains in the near future.

This process sees Meritor preparing for the introduction of electric drive lines with a range of e-axles and other driveline components.

E

arlier this year, Meritor announced that production of its 14Xe all-electric, fully integrated, commercial electric powertrain for medium and heavy-duty commercial vehicles will begin mid-2021.

The new e-axles going into production are the first of three e-axle models, aimed to cover all of the needs of truck makers in the next few years. The first of Meritor’s Blue Horizon advanced technology portfolio, the 14Xe ePowertrain is going into production this year and will be followed by two further e-axles, the 17Xe and the 12Xe. “The 14Xe ePowertrain has been tested in various conditions around the world with several OEMs, vehicle types and applications, so we can offer the industry a proven electric powertrain technology,” said T.J. Reed, Vice President of Global Electrification for Meritor. “In January 2020, we announced our agreement with PACCAR to be its non-exclusive supplier of electric powertrains. One year later, we are nearing production and preparing to put vehicles on the road.”

The 14Xe electric powertrain, which

The 14Xe ePowertrain 3D printed display model at the Brisbane Truck Show

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will be produced at Meritor’s facilities in Asheville and Forest City, North Carolina, is designed to provide efficiency, performance, weight savings and space utilisation.

According to Meritor there are some key advantages of this e-axle design over those where the electric motor is mounted midchassis, these include: • Tighter turning radius due to a shorter wheelbase • Increased room between frame rails for additional battery capacity, which extends the range of the vehicle • Lighter weight (up to 180kg) Meritor has production agreements to supply these innovative axles to Volta Trucks, Paccar (for both Kenworth and Peterbilt in the US), Lion Electric and Autocar (for waste trucks).

The three e-axle models are designed to be able to cover most truck specifications needed with the 12Xe handling light, medium and some heavy duty trucks, the 14Xe designed to handle medium duty and heavy duty and the 17Xe developed for the heavier end of the market, using electric motors over 300kW (407hp).

EUROPEAN CONSORTIUM Production of the heavyweight 17Xe is to be based in Europe following the announcement of the Advanced Propulsion Centre’s (APC) Core Competition Program in the UK to partially fund the design and development of these axles. The Meritor 17Xe electric powertrain system for heavy-duty electric trucks and buses equipped with a single drive axle will be manufactured as part of a consortium with partners Danfoss Editron and Electra Commercial Vehicles, known as the the EPIC (Electric Powertrain Integration for heavy Commercial vehicles) Project.

“Our consortium will develop a game-changing electric powertrain for heavy-duty 4x2 and 6x2 vehicles up to 44 tonnes without wheel-end reduction and up to 65-tonne vehicles with wheelend reduction,” says Chris Villavarayan, CEO and President, for Meritor. “This technology will provide commercial vehicle OEMs with the optimal solution to meet European CO2 reduction targets and enable Meritor to significantly expand its Blue Horizon technology portfolio brand into Europe.”

Meritor’s 17Xe ePowertrain system will deliver up to 430kW of continuous power with a 800-volt rated electric motor for heavy trucks and buses in 6x2 or 4x2 configurations. The integrated system, which is suitable for full electric and hydrogen fuel cell vehicles, as well as series hybrid and plug-in hybrid configurations, provides efficient packaging designed for short wheelbase trucks, optimised gearing for energy regeneration, and a wide range of ratios.

It will be designed to drop into existing chassis with minimal to no modifications to the suspension or frame.

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ALT-POWER

VITAL COMPONENT IN THE ELECTRIC DRIVE TRAIN Manufacturers are now examining all of the elements which will be needed to create the future electric truck and a vital component in the electric drivetrain is the motor itself and where to put it.

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ith the appearance of the electric drive train a number of engineering problems are going to raise their heads. One of the issues is where to put the relatively heavy electric motor which will drive the rear wheels of the truck. In some of the examples we have seen developed so far, the motor has been placed between the chassis rails about halfway between what used to be the engine compartment and the rear axle. This configuration is going to remain as one of the options used by truck makers.

However, weight distribution is going to become an important factor in truck design.

One of the more obvious options, which is being considered, but may well become the norm, is for the electric motor to be placed at the rear axle. Many designs have the electric motor as an integrated part of the axle in the position normally occupied by the differential or in the hubs.

At the recent Brisbane Truck Show, PowerTorque spoke to the two executives from ZF who will most likely be involved in the introduction of electric axles for trucks when they arrive in the country as both of them already play an integral part when it comes to the introduction of electric buses.

They explained that it is not as simple as replacing one axle with another, and it is going to take some time to fully integrate an axle into a modern truck.

“We are going through exciting times from a transport point of view, there’s a lot of unknowns and a lot of opinion,” says Gary Bain, ZF Head of OE/OES Oceania.

“Governments don’t really know either, they are mandating electric buses, but where can you charge them? It takes a lot of electricity to charge up 100 buses.

“The development of the technology is a key factor, as it develops it will obviously improve. Then infrastructure is also an important factor. Reaching critical mass is going to be the tipping point, but I don’t

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Gary Bain, ZF Head of OE/OES Oceania and Shane Trenbath, ZF Technical Services Business at the Brisbane Truck ShowManager.

see that happening in line haul trucks for many years.

“Our electric axle for a truck will commence production in the near future. The research and development, the development software and the new technology is in there.

At the moment, there are other suppliers in the market who see a short term opportunity and haven’t really got a lot of research and development backing.

“From a technology point of view, ZF has a development process which it goes through, there is a lot of development testing before something actually gets to market which ensures quality controls. It is coming, ZF is involved in all market segments.”

ZF also has to deal with the different strategies of the truck manufacturers which they partner with, using batteries, hybrids etc. Battery weight, battery range, software development and many other factors have to be taken into consideration when designing the entire system.

In its development process, ZF has to have a range of options available to tailor the solution they have on offer, to the needs of each of the different truck manufacturers, which use its components.

“For us, it is still too early to say how this will play out,” says Shane Trenbath, ZF Technical Services Business Manager. “We are finding our way, just as our customers are finding their way, with decisions like whether they sacrifice weight to improve range or not.

“The trucking industry is going to be interesting. The day deliveries around the city will be fine, but long haul, it’s a totally different ballgame. We run pretty heavy in this country, compared to Europe, and until such time when we can charge quickly or produce hydrogen with zero emissions, we don’t expect to see a rapid transition in heavy trucks.”

There has been a steep increase in demand for electric axles in the bus market, mainly driven by some state and local governments’ zero emission priorities.

“The operational considerations, like how many kilometres do they run in a day, have come up for bus operators,” says Gary. “Is it a hilly terrain? That makes a difference, because then you can get regenerative charging on the downhill section. Battery weight has come into the equation, because they are heavy.”

“From the operator’s perspective, it is cheaper to run, but with a battery life of 8 to 10 years, when they have to be replaced and disposed of, it is all a bit of an unknown. So, there are savings in one respect but not the other, over the 20 year life of a bus.”

The reality is that substantial infrastructure will need to be in place before a large number of electric vehicles will be able to function on our roads.

Vehicles will need to be able to access ‘opportunity charging’ in order to be able to function in the real world.

ALT-POWER

FUEL EMISSIONS AND GLOBAL WARMING With the increasing price of fuel, ongoing concerns over fuel emissions and global warming along with constant pressures from the Environmental Protection Agency and other environmental agencies, this has created the need to fast track the requirement for significant changes to engine and vehicle designs to help.

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o reduce the impact of operating a fossil fuelled engine the simple answer to this dilemma is Hydrogen, according to Greentek Aust, suppliers of fuel enhancement systems using Hydrogen.

Taking the product globally is a key strategy for the Greentek business.

Greentek says its product is the only one of its type in the market and has come from many years of research and investment and is protected by both local and international patents.

The key driver into the market is substantial diesel savings for owners and operators by using hydrogen enhancement, these savings are immediately identified by the savings made on the fuel docket after each fill.

According to Greentek, the product is marketable to any heavy use diesel engine on the market, Buses, trucks, earthmoving equipment, generators, ships etc.

Greentek’s revenue stream is said to come through the installation of the equipment, ongoing supply of hydrogen, maintenance, and spare parts.

Brand awareness and marketing strategy, also attending tradeshows, writing for publications are key to the business’s success.

With approx. 3.5 million trucks, buses, and commercial vehicles on Australian roads (Source: ABS 2014).

Diesel fuel has encountered two major issues in the past 10 years • Over the past 10 years diesel prices have increased by 30 per cent.

• Older Diesel engines still only run at 30 per cent of complete combustion, with the remaining 70 per cent being incomplete combustion, mainly carbon dioxide, carbon monoxide and traces of metallic compounds, tests have concluded that

diesel fumes are also carcinogenic.

Truck and bus manufacturers have tried to combat the inefficiency and pollutants in diesel by trying to meet European and Californian/US EPA emission standards.

To overcome diesel particulate matter, some vehicle manufactures’ have turned to diesel particulate diffusers to overcome the incomplete combustion and pollution to the atmosphere, whilst others have turned to AdBlue additive for engines with catalytic reduction technology, both these types of technology has added cost to vehicle, and both have questions around on the longterm disposal of the redundant equipment when it reaches the end of its usable life.

HOW CAN WE SOLVE THIS PROBLEM? It is reckoned that over the life of a diesel engine using the Greentek’s

Hydrogen Diesel Reduction system that for every 100 litres of diesel the system used would save approximately 15 per cent on fuel cost, also allowing for a much cleaner burn and this has a direct impact on diesel exhaust emissions harming the environment.

Greentek says its product and what separates it from its competitors in Australia As the system is attached to the source at the air inlet to the engine, this alleviates the need for expensive equipment to try and clean the emissions. Furthermore, cleaning up the emissions at the exhaust end will provide cleaner exhaust into the environment, but this does not factor any fuel savings.

The Greentek Hydrogen Diesel Reduction system caters for both fuel savings and cleaner emissions into the environment.

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TRUCKS ON TEST

HOW MUCH

POWER DO YOU NEED? Ask any truck driver a simple question like, how much power do you need? In reply, you will get a variety of answers, but most will amount to a return question, how much power can you give me?

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his discussion about how much power you actually need comes to mind when driving the Hino 300 Series 721, which is blessed with more power than is probably necessary, but it does make it great fun to drive.

PowerTorque took the 721 on a run up the Pacific Highway from Sydney to Brisbane as part of a review of the finally completed four lane highway between the two state capitals, as promised over 30 years ago by the New

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South Wales government.

This is not a typical journey which would be handled by a truck like to 721, but it was an opportunity to see just how well this nicely set up 6.5 tonnes GVM truck does perform over a longer period than that usually allowed for light duty truck test drives.

The result was a couple of days of extremely relaxed driving in a truck which felt comfortable on the road, comfortable at high speeds and exhibiting a high degree of

safety awareness with its active and passive safety systems.

A quick look at the specifications sheet for this truck gives any driver a clue to exactly how this truck is going to perform. With 205hp (151 kW) on tap under the driver’s right foot and 600Nm of torque all driving through a six-speed automatic gearbox and you start to get the idea this truck is a bit of a goer.

However, on this test drive the truck was not tested on how it would go in the race against its opposition, but instead,

TRUCKS ON TEST

it was about how having bags of power and torque in your back pocket means that driving in traffic and out on the open highway can be a very comfortable and easy task, when compared to trucks working at the limit of their horsepower and torque. This truck was loaded, but never felt like it was working hard.

Hino does seem to see horsepower and torque as a bit of a race, as it has consistently specified trucks in this segment with horsepower and torque levels above those of the fierce rivals in this market sector, Isuzu and Fuso.

Looking at the nearest equivalent in the Isuzu range, the NPR 65/45–190, rated at 6.5 tonnes GVM, comes in at 188hp (140 kW) at 2,600 rpm. When it comes

to the torque rating it sits at 530 Nm (378 ft lb) at between 1,600 and 2,600 rpm. This rating for the Isuzu is achieved with a five litre engine with a similar displacement to the J05E-UJ engine fitted to the Hino 721.

There is no exact equivalent Fuso Canter to compare directly with the 721 from Hino, but the Canter 615, gets 110kW at 2840 to 3500rpm out of a three litre engine, which is quite an achievement, but doesn’t match the 721’s numbers. Even the 7.5 tonnes GVM Canter sees Fuso persevere with the three litre engine at a similar rating.

Looking at these figures demonstrates that the Hino designers have decided to push the envelope when it comes to

power and torque in small trucks. As a result of this level of specification the Hino trucks do feel great from the drivers seat, there is always enough available to the drivers right foot when needed.

Alongside this high-level specifications in terms of engine power, Hino is also leading the way in terms of integrated safety systems being fitted as standard on a truck. The other brands are catching up, but Hino were first in the space in fitting a full suite of safety systems as standard.

We already had anti-lock braking system and vehicle stability control, but this has now been added to with the pre-collision system. This PCS has two aspects aspects to it,

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TRUCKS ON TEST

first is the autonomous emergency braking and second is the pedestrian detection capability.

On this particular test, this driver was not game enough to actually try and test out the systems on the road, but has done so in more controlled conditions in the past. Even on a tightly tightly regulated test track in Tokyo, the sensation of the truck’s braking system taking over and applying 100 per cent braking just before the truck is about to hit a stationary object really does set the heart pounding.

The pedestrian detection capability is another step forward in the autonomous emergency braking capability and it uses both the video data and the radar to evaluate the shape of an object in front of the truck and if it decides the object could be a human then it will, again, jam on the brakes. The video used by the PCS system is also used for the lane departure warning system which is also fitted as standard to this truck.

It was not that many years ago that any of these highly sophisticated electronic safety systems would have been an expensive option on a top of the range heavy duty prime mover. Now, the world has changed and what would once have been an expensive option is now one of the systems ar being fitted into trucks on the Australian market, right across the range.

The situation is such that even new

The Hino 300 Series 721, which is blessed with more power than is probably necessary.

market entrants, trying to break into the Australian truck market are finding that it is necessary to offer this level of safety equipment in order to be able to get a

Hino is leading the way in terms of integrated safety systems being fitted as standard on a truck.

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POWERTORQUE July/August 2021

foot in the door of many truck buyers.

The speed at which these kind of technological developments are emerging means that truck manufacturers like Hino have to be constantly preparing for what is likely to happen in only a few years time.

One of the tools which Hino will be able to use into the future for these kind of technological changes is the entertainment/telematics system now fitted in the trucks. Because it uses the android platform to run any apps on the system, new functionality can be added by loading a new app developed for android.

At the end of what was a relatively uneventful trip along the Pacific Highway, this driver was left with the impression that this Hino 721 has been developed to give the brand a bit of extra kudos in the truck market. Simply putting a more powerful engine in the truck is not enough but coming up with a package which does the job so it drives so easily and in comfort does mean that Hino have got something going on here.

Let’s clear the air over illegal engine remapping

Remapped engines release 60x more pollutants To ensure the heavy vehicle industry does its part to minimise impact on the environment, all new trucks sold in Australia since 2010 must meet Euro V Vehicle Emission Standards.

The illegal practice of engine remapping means the vehicle will not comply with these standards, putting truck drivers and the public at risk of harm.

Exposure to toxic diesel emissions in the workplace, our communities, schools and the environment causes major health risks.

The NHVR’s priority is to protect the safety of drivers and the community, helping to ensure a productive and sustainable heavy vehicle industry.

To find out more on the risks and penalties visit nhvr.gov.au/engineremapping

BRISBANE TRUCK SHOW ‘21

Trucking People of AustraliaGatherTogether The fact that the Brisbane Truck Show went ahead this year gave an opportunity for us to see the trucking people of Australia gather together. In the aftermath, the event has been declared a success by all involved.

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he last 12 months has been a very strange year and the uncertainty created by the pandemic has meant that a trucking industry which regularly enjoys getting together has been deprived of the opportunity. The biggest single event in the trucking industry’s calendar is the Brisbane Truck Show, held every two years.

This year’s event was particularly special because in the weeks leading up to the show, a number of Covid outbreak scares threatened the ability of people from states outside of Queensland to attend. At the end of the day, during the week on which the Brisbane truck show was scheduled, there were no restrictions on travel from anywhere in Australia or New Zealand.

The Kenworth Legend SAR.

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Of course there were those who did not attend, and it was clear from talking to exhibitors, the decision to attend or not attend was a difficult one, and it was perfectly understandable for some people not to be there.

Over 30,000 attendees came to the sow at the Brisbane Convention and Exhibition Centre, over the four days of the event. Many of them may have noticed one particular coincidence, all of the North American conventional truck brands on show had decided, independently, to display all of their trucks in blue.

“It connects our members with their customers,” said Todd Hacking, Heavy Vehicle Industry Association CEO. “It brings tens of thousands of people from the transport industry together to

network, engage and learn from each other. In 2021, it was about reconnecting these people. It provides a forum for discussions about what is happening in the industry, what needs to happen and how we are going to get there.

“We have worked closely with the Government on developing and implementing successful stimulus initiatives including the instant asset write-off and the recently extended temporary full expensing.”

ANOTHER CLASSIC LAUNCH In keeping with the 50th Anniversary of truck production in Australia, Paccar released the third in the series of special edition Kenworths, the Legend SAR, at the show.

Following the Legend 950 in 2015

BRISBANETRUCKSHOW‘21

and the Legend 900 in 2017, the 50th Anniversary Edition Legend SAR combines the latest technology for safer, cleaner and more productive operation, with features that embrace Kenworth’s heritage.

The Legend SAR is modelled on the iconic W900SAR (SAR standing for ‘Short-bonnet Australian Right-hand drive’), built and sold in Australia from 1975 until 1985 and the first Kenworth model designed, engineered and built in Australia specifically for Australian operating requirements. With its sloping bonnet and raised cab position allowing for the first use of under cab battery and toolboxes.

A BIG GET TOGETHER “Relationships are central to the trucking industry in Australia, so to be able to meet in person at an event like the Brisbane Truck Show is really important,” said Daniel Whitehead, President and CEO, Daimler Truck and Bus. Daniel stressed that the ability to come together with others in the industry was immensely important. Daimler also used the Brisbane Truck Show to launch new models and features, plus celebrate key milestones.

A Freightliner Cascadia was also part of the Truck Push for Kids fundraising activity that included strongman Troy Conley-Magnusson successfully undertaking a world-record truck push to raise money for a range of children’s charities.

The Fuso eCanter is ready for market and now on Australian roads.

BTS GOES ELECTRIC One topic which everyone seemed to be talking about was electric trucks.

We have had fleeting glimpses of an electric future in the past but this year electric power was a buzz word.

After an appearance as a concept two years ago, the Fuso eCanter production truck, now on sale in Australia, was on display on the Daimler stand at the show.

SEA Electric had a large display of the complete range of electric trucks the company is now building, based on the Hino 300 and 500 Series trucks. The show was also the debut for Bill Gillespie

Daniel Whitehead, President and CEO, Daimler Truck and Bus.

The Chinese JAC brand has reappeared, this time as an electric truck.

(formerly of Hino) in his new role as SEA President Asia Pacific.

There were also electric vans from EV Electric and the re-emergence of JAC Trucks, this time as a supplier of electric trucks. Both odf these entrants into the market come from China.

The electric power theme also appeared on many of the component suppliers stands, with e-axles and chassis mounted electric motors featuring widely.

SHOWCASING IVECO The Iveco stand at the show featured vehicles all the way from a 4,495 kg GVM passenger car licence Iveco Daily E6, through to the latest generation 8x4 ACCO with a 70t GCM. The 8x4 ACCO featured a Superior Pak, front-loading compactor body. It is rated at 28.5 tonnes and features a ‘Cursor 9’ engine with output of 360 hp and 1650 Nm, coupled to the Allison Generation Five 3200 Series, 6-speed full automatic transmission. The truck also features rear Iveco 8-bag ElectronicallyControlled Air Suspension and rear Meritor axles, with driver controlled diff. locks for additional traction.

Iveco also presented the Eurocargo ML160 4x2 featuring the 280 hp/1000 Nm ‘Tector 7’ engine and ZF 9-speed driveline combination. Saftey systems include a driver airbag, Electronic Stability Program, Anti-Slip Regulator, Hill-Holder, Advanced Emergency

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BRISBANE TRUCK SHOW ‘21

Braking System, Adaptive Cruise Control and Lane Departure Warning System.

The recently-launched new Daily E6 light featured a 180 hp engine and 8-speed fully automatic transmission combination, equipped with a factory 3.1 m, heavy-duty aluminium tray.

Iveco’s ‘Highway’ heavy duty display model features a GCM of over 70t and is powered by a ‘Cursor 13’ engine which develops up to 550 hp, plus the Hi-Tronix 16-speed automated manual transmission.

WESTERN STAR AND MAN ON SHOW

Iveco 8x4 ACCO.

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Upfront on the Penske stand was a Western Star 4900 sporting an 82” sleeper with a Cummins X15 600hp (at 1,850ft-lb) engine, an Eaton manual gearbox, and a Neway 52,000lb air bag suspension. This was joined by an homage to the very first Western Star released to the Australian market which appeared at the Brisbane Truck Show in the early 80s.

“At Western Star Trucks, we are very proud of our heritage and we know our loyal customers are just as passionate about our history, so it’s very exciting to be unveiling our special tribute to

BRISBANETRUCKSHOW‘21

our heritage to Western Star enthusiasts next week,” said Dale Christensen, National Sales Manager, Western Star Trucks, Penske Australia.

THE ATA AND PACCAR UNVEIL INDUSTRY RESOURCE A custom-built vehicle to be used as a multi-purpose resource that will connect, educate, support, and promote the trucking industry was presented and displayed at the show by Paccar to the Australian Trucking Association.

The flexible-use vehicle is available for organisations and associations to use in support of industry initiatives.

PACCAR Australia Managing Director Andrew Hadjikakou said the DAF LF260 features a customised body that was built at the Brimarco factory in Ballarat and includes a flexible work, meeting, and media space, as well as audio-visual capabilities for external presentations, all powered by a Cummins generator.

One of the first organisations to utilise the vehicle is the not-for-

1300 694 363

The Western Star 4900 sporting an 82inch sleeper with a Cummins X15 600hp.

www.genesisequipment.com.au

BRISBANE TRUCK SHOW ‘21

“IT WAS FANTASTIC TO SEE THE OVERWHELMING NUMBER OF CUSTOMERS AND VISITORS THAT CAME TO THE SHOW IN SUPPORT OF OUR INDUSTRY.”

Andrew Hadjikakou, Paccar Managing Director and Naomi Frauenfelder, Healthy Heads in Trucks & Sheds CEO.

profit industry foundation Healthy Heads in Trucks & Sheds. OzHelp’s driver wellbeing program Health in Gear will use the vehicle to deliver free ‘Truckie Tune Ups’.

The ‘Truckie Tune Up’ is a comprehensive health check that measures general physical and mental health, cholesterol, blood pressure, height, weight, sleep, exercise, and diet. Health measures are taken by a nurse and a trained support officer.

75TH ANNIVERSARY “It was fantastic to see the overwhelming number of customers and visitors that came to the show in support of our industry,” said Dean Jenkins, MaxiTRANS Managing Director and CEO. “It was great to connect with so many people across the 4 days. Particularly as some of us have not been able to see one another for over 12 months and in some cases since last show.

“Interaction with the wider public during the show certainly highlighted that people are recognising how essential transport is in getting goods to where they need to be. The resilience of everyone involved in the transport industry to push through the challenges and help keep the country moving is something we should all be very proud of.”

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POWERTORQUE July/August 2021

Among the highlights on the MaxiTRANS stand were a Freighter Drop Deck T-Liner with a SafeADJUST Mezz Deck courtesy of KS Easter Transport, an AZMEB heavy duty side tipper that belongs to Boral Australia, a Maxi-CUBE Reefer van from Multiquip Transport, a Hamelex White Chassis Tipper and a Trout River live bottom trailer.

BRISBANETRUCKSHOW‘21

75 years for Australia’s longest standing trailer brand, Freighter.

FIRST PLACE: SOUTHERN REGION (Victoria, South Australia, and Tasmania) Luke Kneebone – 4th-year apprentice – Webster Trucks, Tasmania Samual Allan – 3rd-year apprentice – Ballarat Isuzu SECOND PLACE – NORTH-WESTERN REGION (Western Australia and Northern Territory) Bekitemba Gwebu– 3rd-year apprentice – Major Motors, Perth Beau Smith – 4th-year apprentice – CMV Truck Centre, Adelaide THIRD PLACE – EASTERN REGION (representing Queensland, New South Wales, and Australian Capital Territory) Shaneet Singh – 2nd-year apprentice – Stillwell Trucks, Sydney Jack Dennis – 4th-year apprentice – Penske Australia, Brisbane

APPRENTICE CHALLENGE DOWN TO THE WIRE The show which saw the the Apprentice Challenge down to the wire on the final day.

The show which saw the the Apprentice Challenge down to the wire on the final day.

On the first day of the Apprentice Challenge the Eastern team took on theWestern team. When all the heat results were tallied any ties would be separated by penalties with a half-point deduction for any mistakes. The judges kept those details close to their chests until the finals teams announcement.

Placing for the final day:

CONVERGENCE

A DIFFERENT SPIN ON

CONVERGENCE The integration of the Webfleet Solutions telematics brand and Bridgestone demonstrates a different spin on convergence in this field, a tyre maker integrating a telematics provider into its business.

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hen the business formerly known as Tom Tom, became Webfleet Solutions, a short time after that business had become part of the the overall global Bridgestone business in 2019, the direction any development would take was not obvious. Now, after a period of transition the combination of Bridgestone and Webfleet Solutions is offering a wide ranging solution to trucking operators.

The breadth of this solution was on display at the recent Brisbane Truck Show.

Bridgestone customers are no longer just truck operators buying tyres or tyre .management. The Webfleet Solutions integration with Bridgestone means the company is offering, what it cals, a full mobility solution.

This is a data driven solution, and not

Christopher Chisman-Duffy, Sales Director at Webfleet Solutions Australia

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POWERTORQUE July/August 2021

just a tyre data solution, but a solution utilising data about the whole vehicle and the behaviour of the driver.

Bridgestone has a strong relationship throughout the Australian trucking industry, a strong long-term database. On the other side of the coin Webfleet will generate more live data now and historical data over a period of time. Combining those two very different databases suggests the company will be able to speak with customers but also enable solutions to work effectively for the customer.

From the point of view of Webfleet, the starting point is, of course, the telematic system in the truck’s cabin,. However, as part of Bridgestone, the development is one of working its way all the way down through the system, as a tool for operators.

The difference here is that the entity to which Webfleet belongs is a tyre manufacturer with different priorities and a different way of looking at an operation. This different perspective does offer something different to the trucking operator. Much of Bridgestone’s business is driven by cents per kilometre and minimising that cost, and a trucking operator’s business is also all about tracking vital statistics like cents per kilometre.

“We have a commitment to working

with our business partners and customers to solve and provide tyre and tyrecentric solutions, and our collaboration with Webfleet Solutions bolsters this capability,” says Heath Barclay, Director of Sales at Bridgestone Australia. “We’re in the infancy of our collaboration, but already we’re seeing the great potential for our customers in terms of utilising Webfleet Solutions for better insights into tyre requirements and scheduled tyre maintenance, helping them make more sustainable decisions for their business.”

On offer from Webfleet is both a software and hardware solution for trucking operators. The telematics and monitoring system supplies the hardware, which creates the data processed by software developed as part of this convergence of the two businesses.

Tracking is available for all elements in a truck in operation with the black box in the truck cabin, but also individual trackers on trailers and other bits of equipment. Asset trackers, like those fitted on the trailers, have a 90 day battery life, but when the trailer is connected to a truck it uses the truck’s electrical power to recharge the battery automatically.

The tyre pressure monitoring system is built into the tyre and connects via

CONVERGENCE

Bluetooth to a sender on the vehicle, which, in turn, connects to the Webfleet Solutions telematic system on board the truck.

INTEGRATION Integrating the different sets of data is useful to the customers. For example, if a truck is recorded by the telematics to be travelling 80 per cent of the time on the open highway and 20 per cent of the time in urban environments, this information is useful to Bridgestone in selecting the correct tyres to be used on that truck. It gives Bridgestone a better picture of what the tyre it is supplying is expected to do.

“Basically the way we look at it is that our foundation business is tyres and then we are adding telematics and software solutions to enhance our relationships,” says Christopher Chisman-Duffy, Sales Director at Webfleet Solutions Australia. “Part of our offering is that we go and check pressures on all of the tyres and the solutions we can now offer enable us to have tyre pressure pressure monitoring that is live.”

Getting access to real world data on each individual truck and trailer, especially with consistent tyre pressure monitoring and maintenance should enableBridgestone to better tailor tyre selection for the individual customers in a much better targeted way.

Webfleet Sokutions is looking at providing information to the operator to help them optimise costs. Aiming to provide the lowest cost services for a truck.

If an operator is not optimising everything

possible, fuel costs and maintenance costs go up. Driver behaviour will also affect costs, including tyre costs. So, if you bring all that information together for a fleet they can make informed decisions.

IT’S NOT JUST TYRES Like many of the Telematics based suppliers, Webfleet solutions are getting into the in-cab camera game with a camera system mixed into the overall telematics solution, with forward and rear facing cameras. These cameras are being enabled with software to detect things like fatigue and distraction for improved safety outcomes.

Webfleet Video was recently launched onto the Australian market. This system uses technology from both Webfleet Solutions and Lytx, a global provider of video telematics solutions for fleets, integrated on one platform, users can access and manage both their vehicles and their in-vehicle cameras from a single interface.

Forward facing and optional cabin facing HD dashcam event footage is displayed

Webfleet Video was recently launched onto the Australian market.

alongside driving data to give operators the full context of road incidents. Users can request video from a specific time and position of a previous trip or instantly livestream from the road, to take action immediately when an incident occurs.

“For the fleets we serve, safeguarding drivers is crucial,” says Christopher. “And the more accurate a picture you have of what’s occurring on the road, the more protection you can give them. With footage from the road, drivers get clear examples of how they can drive safer. It further provides evidence to protect them if they’re targeted by a fraudulent claim.

“AI takes things a step further. Rather than just reacting to incidents that already happened, it proactively prevents dangerous situations from developing in the first place. It utilises algorithms that are based on Lytx’s more than 20 years of high quality data collection to deliver 95 per cent accuracy on motion alerts.”

Webfleet has an open API, which means that it can be integrated well into other systems within any trucking operation like maintenance, dispatch, invoicing and asset tracking.

In terms of electronic work diaries, the Webfleet system currently uses the StepGlobal EWD, fully integrated into the system. However, Webfleet says it is developing its own EWD for use in the future.

Within the system the telematics will monitor Covid hotspots and identify which drivers have been in particular hotspots when, and also determine whether they wore the correct PPE and followed the Covid protocols when necessary.

The fact of the matter is, there are a lot of trucking operators around the world, who are dealing with Bridgestone already on a day-to-day basis. This integration with the Webfleet Solutions system enables a company which is already regularly in the lives of operators to extend the breadth of service it can offer.

www.powertorque.com.au

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CONVERGENCE

FEEDBACK FROM THE

DRIVER’S SEAT… It was fantastic to be with people face to face, no Zoom or Teams and especially at the Brisbane Truck Show 2021, says DriveRisk.

D

riveRisk’s focus, ‘Alert & Engaged’ revolves around our latest technologies supporting the Driver Safety Program, the DriveCam Event Recorder – the SF300 with MV + AI. However, the highlight was the brandnew generation of our fatigue and distraction solution the DriveAlert+. The result of 3+ years of development and testing - leading edge driver fatigue technology combining PERCLOS, 3D mapping and AI achieving high accuracy of fatigue and distraction detection, plus the ability to detect mobile phone usage.

resulting in too many false alarms and unnecessary seat shaking: - When you are driving into the sun and squinting - Looking through the turn at a midrange speed - Checking ahead to your exit on a roundabout - Looking at your dash for critical gauge information - Checking your side mirrors to ensure you have proper spatial awareness - Looking in your mirrors whilst reversing in the yard or site • Drivers more edgy due to over triggering (false positives) and then:

“WE ARE IN GREAT SHAPE TO HELP COMMERCIAL OPERATORS ACROSS A DIVERSE PORTFOLIO OF ON ROAD ACTIVITIES TO GET THEIR DRIVERS HOME SAFELY EVERY DAY WITH SOLUTIONS CUSTOMISED TO MEET YOUR REQUIREMENTS AND MAKE YOUR BUSINESS SAFER.” To demonstrate this, we set up an in cab driver experience with an active fatigue management system.

A DriveAlert+ with seat vibration unit coupled to a screen to show the “computer thinking” in real time.

The live demo received fantastic insights and feedback, as well as genuine excitement amongst people who took the time to experience DriveAlert+ which included those with previous experience of fatigue and distraction technology as well as complete newbies.

DRIVER FEEDBACK: • Some fatigue systems have no context to the on-road situation

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POWERTORQUE July/August 2021

- Drivers being told to get off the road, when there is not a fatigue issue present (result of false positives).

- Over-triggering, particularly seat vibration, results in anxiety which brought on fatigue due to not being relaxed whilst performing the driving task.

• Lack of training on the technology - Drivers don’t understand the in-cab experience • Too distracting at night due to IR/LEDs • IR reducing their range of vision, like a dashboard display that is too bright The ‘Office Chair’ view was likewise informative, the things they want to see from a safety partner: • Ongoing Customer service and support

- They want solutions not “Retail” sales processes that has under delivered - Limited reporting. Data insight is critical to effective management of the systems, without data you can’t measure, if you can’t measure you can’t manage, if can’t manage you can’t mitigate - Contractual obligation focusses only

THE OVERALL FEEDBACK WAS BOTH WORRYING AND ENCOURAGING. Worrying, in that operators who are genuinely trying to ensure the safety of their drivers by deploying this technology are being let down significantly by poor product and customer service.

Encouraging, because having provided driver behavioural solutions for more than 20 years, we have learnt to adopt a partnership approach with our clients. We attend every single depot every single month, fine tune the settings, ensure risk is reducing and provide updates on our Risk and collision reduction KPI (key performance indicators) which is set at initial deployment and reviewed quarterly.

DriveRisk provides people led coaching and support, leading edge technologies and best in class service and training. We are in great shape to help commercial operators across a diverse portfolio of on road activities to get their drivers home safely every day with solutions customised to meet your requirements and make your business safer. The road ahead is a great one, we hope to see you out there in the year ahead.

Stay Alert, Stay Engaged, and Stay Safe on Our Roads with DriveCam and DriveAlert+

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TRUCK DEVELOPMENT

FYJ AGITATOR MIXES WITH THE BEST Concrete agitating is one of the toughest applications out there, testing a truck’s chassis day-in and day-out.

I

suzu’s newly improved FYJ 300-350 Auto Agitator presents an attractive option with an impressive tranche of products now coming as standard, covering everything from major parts and componentry to in-cab technology.

OUTRIGGER BODY MOUNTS A notable inclusion is the outrigger body mounts, manufactured in Australia and

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POWERTORQUE July/August 2021

smartly specified for the local market.

“Our customers wanted a safer, more robust chassis design that would stand the test of time,” says Simon Humphries, Isuzu Australia Limited (IAL) Chief Engineer, Product Strategy. “And we’ve listened to their feedback. The new FYJ Auto Agitator comes with Isuzu-designed and fitted outrigger style body mounts, which help to increase chassis integrity and durability

under extreme pressure.

“Normally, these body mounts would be added during the aftermarket build process, with a significant labour cost to remove and reinstall various parts.

“Our customers will enjoy significant cost savings at the body builders, with the extra assurance that these integral components are covered by Isuzu’s standard factory warranty.”

TRUCK DEVELOPMENT

Allison 4430 automatic transmission programming has been enhanced in the FYJ 300-350 Auto Agitator

CONTROL PANEL AND TRANSMISSION An updated in-cab control panel boasts the best of Isuzu ingenuity, with Kerband-Channel functionality (previously an aftermarket addition) standard in both forward and reverse gears.

Safety is assured with the Kerb-andChannel system disabling, should the driver remove their foot from the brake pedal.

For ease of operation, Allison 4430 automatic transmission programming has been enhanced in the FYJ 300-350 Auto Agitator model, improving overall control while also reducing service brake wear.

The transmission now also includes two industry required safety features: · ‘Range inhibit’ — where drivers must have their foot on the brake for gear selection. · ‘Auto neutral’ — where the transmission will automatically select neutral when the park brake is applied.

performance, the unique patterns now supplied for both steer and drive axles provide both superior traction and driver control under challenging conditions, while increasing lifespan.

The selected Dunlop tyres remain light in mass, keeping the vehicle tare mass to a minimum, and so maximising payload.

FIT FOR PURPOSE The non-stop evolution of the FY Series platform is what sets Isuzu’s FYJ Agitators apart from nearby competitors, noted Mr Humphries.

“We are constantly looking at ways to improve the prospect for businesses in this segment, with refinements to specifications and model offering.

“I think our customers will notice a big difference in what comes standard

with an Isuzu FY Series truck and with the FYJ Agitators in particular against comparable models in the market.”

FYJ AGITATOR SPECIFICATION SUMMARY GVM

30,000 kg

GCM

45,000 kg

Power

257 kW @ 2,000 rpm

Torque

1,422 Nm @ 1,400 rpm

Transmission

ALLISON 4430 series

Digital Control

Kerb & channel operation mode in adjustable 50 RPM increments between 550 and 950 engine RPM

Advanced Features

Anti-lock Braking System (ABS) Isuzu Electronic Stability Control (IESC) ECE-R93 compliant Front Underun Protection Device (FUPD) Safety warning lights and beacon

SAFETY Thoughtful new additions to the safety suite include a two-kilogram fire extinguisher with in-cab mounted bracket and subtle ‘quacker’ style reverse alarm.

Further improvements include power divider and cross-locks protection, eliminating the risk of a driver engaging locks when the wheels are spinning, reducing both driver accidents and potential warranty issues.

The new FYJ 300-350 Auto Agitator also sports a combination of Dunlop SP160 steer tyres and SP431 drive tyres, reflecting industry requirements on construction sites.

Rigorously tested for optimal

www.powertorque.com.au

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INDUSTRY ISSUE

SAFETY CONTINUES

TO DRIVE OUR INDUSTRY After the last 12 months, it was great to attend a large-scale event recently, as part of the Brisbane Truck Show, writes Sal Petroccitto, National Heavy Vehicle Regulator CEO.

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s I met with customers and stakeholders, I reflected on the impact that innovation is having across our industry and the pace of change in which we operate. Whether you’re a driver, operator, part of a supply chain or in another role, it’s an exciting time to be part of our future and I’m proud to be in-volved in an industry playing a vital role in keeping Australia moving.

Events like the Truck Show are a positive indication that we’re getting back to somewhat of a ‘normal life’ again – and that means more and more vehicles have returned to our roads.

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POWERTORQUE July/August 2021

A priority for the NHVR is the health and safety of our drivers and the communities in which we live and operate. To support this focus, the NHVR is undertaking two major campaigns.

We recently unveiled the latest version of our We Need Space to Keep You Safe campaign, with an emphasis on general motorists giving truck drivers the space they need to manoeuvre their vehicles.

It’s a simple message with an important meaning, and one that the NHVR is delighted to be partnering with Coles, together with the Toll and Linfox fleets.

The campaign focusses on three key

messages, targeted at general motorists: - Don’t overtake a turning truck - Keep out of truck blind spots - Overtake trucks safely.

To promote the messages broadly, the NHVR has produced a series of community service an-nouncements and educational resources to support general motorist education across state and territory partners.

Additionally, some Toll and Linfox trucks are displaying imagery on the sides of their vehicles, acting as a giant moving visual reminder of the We Need Space messages for drivers when they’re travelling close by.

A small behavioural change around trucks can lead to improved safety for all drivers and I want to thank everyone involved in this campaign, particularly the Toll and Linfox drivers who added their voice and experience to the community safety announcements, together with V8 Supercars Driver and We Need Space ambassador, Garth Tander.

The more we can promote a message to give each other space, the more we can keep each other safe, and I encourage you to take a look at the campaign and help spread the word, at www. weneedspace.com.au Another key campaign underway is a focus on engine remapping.

Engine remapping is illegal under the Heavy Vehicle National Law (HVNL), with research showing up to 60 times more pollutants can be released into the atmosphere if a heavy vehicle’s engine is re-mapped.* This statistic is completely avoidable and further, this is an issue that can cause long-term harm to the environment, communities, workplaces and individuals.

Since 2010, all new trucks sold in Australia have been required to meet Euro 5 Vehicle Emission Standards.

An emphasis on general motorists giving truck drivers the space they need to manoeuvre their vehicles.

This was good policy then and remains so now, with the NHVR continuing to work alongside stakeholders to look at increasing standards in the future, leading to positive measures to decrease emissions.

Over the next few months, our engine remapping campaign will focus on increased education and compliance across the industry. With over 40,000 owners and operators and in excess of half a mil-lion heavy vehicles, the opportunity to be even more sustainable

is significant.

Thank you in advance for helping support these important measures and campaigns – ultimately de-signed to keep you, your colleagues and your families safe. The NHVR will continue to focus on de-livering ways of improving safe working environments across the industry, together with communi-cating with the public on practising safety around heavy vehicles. * Australian Bureau of Statistics January 2017 Motor Vehicle Census

www.powertorque.com.au

63

INDUSTRY ISSUE

TIME TO

TAKE ACTION ON FINANCIAL

PRESSURES Andrew McKellar, Australian Trucking Association CEO, says now is the time to take action on financial pressures.

A

ll Australian rely on trucking.

But what many Australians and our governments don’t understand is the financial pressure trucking businesses are facing.

98 per cent of Australian trucking companies are owner-operators or small businesses, many of which are family-owned and operated. Cash flow is important. Most costs like wages and fuel are incurred before these operators can bill their customers, so margins are always tight.

Amidst challenges of bushfires, a global pandemic, floods, drought and everything in between, these businesses have always been on the frontline. They have been the ones working hard to get Australians back on their feet and communities supplied with food, fuel and necessary goods.

Furthermore, data from Australia Post tells us that 2020 was this busiest year ever for online shopping, with truck drivers delivering parcels to more than 9 million households across the country.

Which means that despite border delays, lockdowns and increased financial pressures, industry pushed on.

With small and family businesses doing so much for our country, it’s vital they get the support they need and deserve. More than a third of trucking businesses are still impacted by coronavirus challenges, facing reduced demand and reduced cashflow.

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POWERTORQUE July/August 2021

“WITH SMALL AND FAMILY BUSINESSES DOING SO MUCH FOR OUR COUNTRY, IT’S VITAL THEY GET THE SUPPORT THEY NEED AND DESERVE. MORE THAN A THIRD OF TRUCKING BUSINESSES ARE STILL IMPACTED BY CORONAVIRUS CHALLENGES, FACING REDUCED DEMAND AND REDUCED CASHFLOW.” Government’s must understand this and take action. We must see measures that reflect the current financial environment, unlike the proposal in a recent Austroads report to hike truck registration charges.

The report includes a proposal for massive increases in registration charges for older trucks. Those operating an older truck could be forced to pay up to $20,000 in registration charges per truck per year. That’s a brutal 220 per cent increase from the current registration fee of $6,225 for a prime mover and semi-trailer.

This is a proposal that would affect more than half of Australia’s heavy vehicle fleet and push many hardworking small and family operators right out of business. They simply could not afford to keep their trucks on the road.

These businesses have told us they continue to have limited ability to pass

on registration charges and changes in their fuel price, including fuel tax credits.

Instead of punishing businesses we need to see more action from government to support them. Charges must be fairer and more affordable, and measures must be taken to improve business cashflow.

We need action against payment times longer than 30 days, the extension of price regulation to truck tolls and port access charges and changes to allow businesses to pay truck registration charges by monthly direct debit.

In 2020, the ATA argued strongly for measures to help trucking businesses buy new equipment, which ultimately resulted in the Instant Asset Write Off and temporary full expensing. As a result of these measures, trucking businesses are lining up to buy new trucks.

This shows us that with the right support, Australia’s trucking industry will thrive.

INDUSTRY ISSUE

FATIGUE:

WHOLE OF LIFE, WHOLE OF PERSON

F

atigue is more than just tiredness. And it’s a severe problem. Fatigue is the leading cause of truck driver deaths in road crashes, with 35 per cent of truck driver deaths in 2019 resulting from fatigue crashes (NTARC 2020).

“Everyone feels a bit tired, but fatigue is a cognitive and physical impairment,” says Dr Robert Adams, Professor of Respiratory and Sleep Medicine at Flinders University, SA, and Consultant Physician in Respiratory and Sleep Services at Southern Adelaide Local Health Network.

SLEEP ARCHITECTURE Good sleep has a structure or ‘architecture’. It starts with getting to sleep quickly, followed by a smooth flow between light sleep, deep sleep, REM (rapid eye movement) sleep and dreaming sleep. According to Dr Adams, many factors can contribute to poor sleep architecture, including: · Caffeine: can interfere with how well you get to sleep. · Alcohol: can help you get to sleep but disturbs your quality of sleep. · Obesity: contributes to difficulty sleeping. · Stress: poor mental health can cause problems in getting to sleep and disrupting your sleep.

Less than five hours of sleep in a night impairs your mental and physical capabilities by around the same amount as having a 0.05 per cent blood alcohol level.

IDENTIFYING FATIGUE It can be hard to recognise that you’re fatigued, not just a bit tired, but you

“EVERYONE FEELS A BIT TIRED, BUT FATIGUE IS A COGNITIVE AND PHYSICAL IMPAIRMENT.” can alert your drivers to the signs, which include: · Feeling tired: If you’re okay in the morning but always want an afternoon nap, then you’re probably lacking in amount and quality of sleep. · Sleep inertia: Some people naturally come out of sleep slowly, but you still feel sluggish after you’ve been up for a while, then you’re probably underdone for sleep. · Gut problems: Sleep deprivation can be like jet lag; unsettled bowels or stomach can indicate fatigue. · Mental sharpness: If you notice you’re not driving well, or if you’re forgetting things, there might be a problem with your sleep.

Most of these signs are internal, and even fatigued individuals may not notice them. That’s why it’s essential to look at the bigger picture and consider your drivers as people, not simply as employees.

TAKE A WHOLE-PERSON APPROACH Fatigue is a whole-of-life problem, so managing it requires a wholeof-life approach. When you speak to a driver about their lifestyle, you risk intruding on their private time and behaviour, but we all bring our private lives with us into the workplace.

Falling asleep in front of a computer almost certainly won’t cause a disaster for the company. Falling asleep

behind the wheel of a fully loaded B-double almost certainly will.

Here are some tips from Doctor Adams on helping your drivers manage fatigue: · Work structures: Start with the structural components, such as shift length and the time between shifts.

Find flexibility where you can to give your drivers the best opportunity for high-quality sleep. · Sleep support: Give people access to support if they’re having problems with their sleep. Behavioural therapies, talking therapies, psychological therapies all work better than sleeping tablets for insomnia. · Lifestyle: Encourage and provide access to exercise and the ability to exercise, discourage smoking and point out the dangers of binge drinking. · Life events: People who’ve got caring duties, children who are unwell, partners who are unwell, who are looking after elderly relatives can all have problems with their sleep and so may need closer monitoring and support.

Trust is the key. If your drivers feel comfortable discussing issues in their life which could be impacting on their sleep, you’ll be able to take a holistic approach to helping them manage their fatigue.

NTI Ltd. NTARC Major Accident Report 2020. Brisbane: NTI Ltd.

www.powertorque.com.au

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GOING GLOBAL

ROAD TRA IN THE UK

If the UK ever grasps the obvious productivity and environmental benefits of permitting road trains in the UK, it will be largely thanks to one man. PowerTorque’s European Correspondent, Will Shiers, takes a look at the fascinating life of Dick Denby.

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POWERTORQUE July/August 2021

GOING GLOBAL

I INS

n my opinion, retired British haulier Dick Denby deserves a knighthood for his services to the transport industry.

The octogenarian has long since retired from family firm Denby Transport in Lincolnshire in the East of England, but he certainly hasn’t put his feet up. Instead, for the past two decades he has fought tirelessly with red tape and unnecessary layers of bureaucracy, all in the hope of persuading UK government ministers and the Department for Transport (DfT) that the time is right to increase maximum vehicle lengths and weights.

It’s important that I stress that he’s not campaigning for personal gain, in fact the opposite is true. His 25.25m B-double EcoLink demonstration truck (see box item) certainly wasn’t cheap to engineer and build, and he won’t be seeing any financial compensation for this.

No, he’s doing this because he cares passionately about the industry he has spent his working life in, and believes that a move in maximum GCM from 44 to 60 tonnes, and overall length from 18.75m to 25.25m, has numerous potential gains for society as a whole, namely increased productivity, a lower carbon footprint and less congestion and accidents.

After numerous false starts, it looks like his tenacity could finally be paying off.

Earlier this year the DfT announced that it was considering widespread trials of 3,000 road trains in the UK, and that it would be issuing Denby Transport with a licence to run its Eco-Link on public roads. But days later the government department backtracked slightly, ignoring ministers’ wishes, and stalling the trial while it carries out a further safety review.

In a letter to Dick, the department’s head of freight policy Philip Martin, wrote: “There are a significant number of issues, including road user safety, that need to be reflected upon before the department can move to issue a permit for the trial of these vehicles.”

It was a setback, but just one of many Dick has encountered since first

demonstrating his Eco-Link 19 years ago.

The Denby Eco-Link is a 60-tonne 25.25m long, 8-axle B-double, which was engineered by Dick himself. A standard 6x2 prime mover pulls a set of B-double trailers, the first of which has a pair of active steering axles at its rear. This effectively ensures that the second kingpin follows the first one, and keeps the outfit within the legal permitted turning circle.

While we wait to see whether the UK government will finally see sense, and follow the lead of six European countries that have already allowed B-doubles to operate on their roads, now seems like a good time to find out a bit more about Dick’s fascinating life. I put the following four questions to this hero of haulage:

QUESTION: HOW DID YOU GET INTO TRANSPORT? Like so many UK transport operators, Dick’s father’s haulage firm WG Denby was compulsory purchased by the government in 1949 as the industry was nationalised, or as Dick puts it, “gobbled up and swallowed into British Road Services”. Instead Bill Denby started a tyre fitting business in the centre of Lincoln, and Dick joined him in 1955 after his two years of national service.

“By 1960 my father was itching to get back into transport,” says Dick. “We heard there was a local transport company, which specialised in livestock and tippers, for sale.

Although it was losing money handsomely, we bought it, and I was sent in to run it.

Within a year we had sold the livestock

“I was confident this vehicle was legal and safe and was prepared to be arrested and taken into custody if that’s what it took to prove it,” says Dick. www.powertorque.com.au

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GOING GLOBAL

division, and a few months later we got rid of the tippers too. We moved away from agricultural work and rigid lorries, towards long distance work and articulation.”

Since then Denby Transport has flourished, and its distinctive red trucks are a common site in the UK and mainland Europe. Since the early 2000s the company has been run by Dick’s son Peter.

QUESTION: HAVE YOU EVER BEEN IN TROUBLE WITH THE AUTHORITIES? The answer to this is a resounding ‘yes’, both with the transport authorities, and very nearly the police too.

The first incident occurred shortly after purchasing the transport firm in 1960.

“The fleet we inherited was rubbish, worn out, terribly old and the standard of maintenance was about as low as you could get,” explains Dick. “And then we had a fleet inspection. I was in the manure, right up to here (raises his hand above his head).”

Despite the inspector ‘handing out prohibition orders like they were confetti’, Dick managed to weather the storm, and bounce back stronger than ever.

The second, more high profile incident, occurred some 50 years later, when in 2009 Dick attempted to ‘test the law’ and run his Eco-Link on public roads. He had uncovered a loophole, which he believed would allow him to run at 25.25m if kept under the 44 tonnes weight limit.

“I was confident this vehicle was legal and safe and was prepared to be arrested and taken into custody if that’s what it took to prove it,” says Dick. Although he hadn’t driven a truck for 14 years, Dick updated

his licence so he could carry out the planned seven mile (4.4km) drive himself, avoiding the risk of any of his drivers being prosecuted.

But no sooner had he left the gates, the police pulled him over, to test the truck’s legality. Being too big to turn around, he was then escorted for 1 mile to the nearest roundabout. Fortunately Dick was not arrested but this was the last time the truck ventured onto UK roads.

QUESTION: HAS THE INDUSTRY CHANGED FOR THE BETTER OR THE WORSE? “Inevitably both,” says Dick without hesitation. “Better, as there’s a higher standard of maintenance. Bigger fleets tend to have a fleet engineer, better training and better supervision. The lorries are better too, they’re more comfortable for the driver.

They have air suspension, sprung seats,

“This was taken at the bottom end of Lincoln in 1947 or 1948. A petrol Austin, carrying a 10-ton excavator.

It was struggling though, and it was on its limit.”

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POWERTORQUE July/August 2021

and bunks too. These things weren’t there in the past. As for worse, congestion, and of course, out of date legislation.”

By legislation, he is of course referring to vehicle dimensions in particular. In his view the rule makers don’t actually consider what the road network is actually designed for.

“It’s sad because we’ve put all these billions into trunk roads, motorways, new bridges, bypasses, and you’re not allowed to use them properly,” explains Dick. He also thinks the DfT wrongly believes that more productive trucks will ‘hammer rail freight’.

“Eco-Link would eliminate one lorry in four on our highways, because in dead weight terms it would carry 36 tonnes instead of 27,” says Dick. “It’s not difficult mathematics, is it? But for potato crisps, breakfast cereals, and many, many, many, many supermarket suppliers, it can eliminate one in three, because instead of 13.6m (standard semi-trailer length) cargo space, you’re now getting 21.42m. That’s 57.5 per cent extra.

“We’ve got to allow 25m long 60-tonners, which our highways are designed for.”

Question: If you could do it all again, would you?

“Well, I’ve had a wonderful life,” says Dick. “Really, I’ve been a very, very, very, very lucky man, oh God I have. A very lucky man, from the 1940s onward, when my father realised he could actually afford to send me away to school. I had five years away, which was good, and then straight into the Royal Navy, and I enjoyed that too.

Oh, I have been so lucky.

“So, yeah, I would do it all again, yeah.”

GOING GLOBAL

Paccar Updates Kenworth and Peterbilt Mediums The major upgrade to the Paccar twins is the adoption of the 2.1-m wide cab from the heavy duty trucks, with a much more modern interior and dash and controls than the three decades old previous models, PowerTorque’s US Correspondent, Steve Sturgess takes a look at the new models.

A

s commented previously, the Kenworth and Peterbilt medium duty trucks are virtually the same with some slight changes to interior trim and different badges.

The biggest new feature of both the Kenworth and Peterbilt mediums is the all-digital dash. It features gauge options that drivers can select using a rotating finger control on the multi-control smart steering wheel. A supplementary display is offered which can show a wide variety of information including infotainment and navigation.

It would appear that Peterbilt took the lead in the design process with Phil Hall, Medium Duty Market Segment Manager at Peterbilt, taking credit for the new cab/ chassis combo that includes the same bonnet and forward lighting for both Peterbilt and Kenworth models.

“For this new medium-duty lineup, I challenged our design team to think in terms of a ‘qualitative’ engineering process,” explained Hall. “This meant focusing on customer need and understanding why they do things in certain ways when they’re using our trucks.”

Technology has been incorporated where it makes sense, according to Hall. He pointed to the new dash display and said the new trucks incorporate common diagnostics across all Peterbilt products. And making

drivers as productive as possible included things like cab access and other features that make for good health and safety.

Starting the engine means a wait while the airbrake system does a valve check, then the engine is keyed on. Selecting ‘D’ on the multifunction stalk to the right of the steering column and releasing the park brake is all that is needed to get smoothly underway with the smart acceleration from the all-new Paccar torque-converter transmission, which then shifts gears extremely smoothly. The TX-8 really is a good transmission with built in features like shifting to neutral whenever the service brakes are applied, hill start hold, skip shifting, manual mode and more.

The Kenworths rode exceptionally well during a test drive on the rough roads of downtown Phoenix. The different branded trucks certainly were quiet with the windows up and even with the windows down which shows good aerodynamics around the cab.

Steering was precise and light and together with the TX-8 transmission should mean less driver fatigue even in heavy traffic days these trucks will see.

Engines are the Paccar PX-7 for the lighter trucks. With 300 or 325 hp, they are basically Cummins B6.7 engines; for the heavier trucks, the Paccar PX-9 is specced with 300 hp and with 380 hp for the three-axle baby 8s. This is basically a Cummins L9. The TX-8 transmission is the

newly introduced ZF PowerLine torqueconverter eight-speed.

At last year’s reveal, ZF said that the new 8-speed will cover all of Allison’s 1000, 2000 Series automatic transmissions and much of its 3000 Series. “With one product, we cover about 90 per cent of our competitor’s volume,” said Andre Kohl, ZF’s North American Business Development Manager.

The Paccar medium transmission line-up, however, includes Allison 3500 and 4500 RDS models according to weight class.

Both brands are built in the same factory in St Therese, Quebec, Canada so the commonality of the different branded trucks makes sound commercial sense from Paccar’s perspective. And it also works for the various end users who have their own brand preferences.

Whichever brand customers select, they get a fine new-from-the-ground-up truck in the weight range they need, from a last-mile delivery truck to a versatile three-axle dump truck that can push a snowplough. With the North American transportation market poised to take off after the pandemic they’ll offer Freightliner a mighty challenge for leadership in the medium-duty segment.

TECH KNOW

SAFETY FIRST FROM ALEMLUBE EMPOWERING HUMAN RESOURCE PROTECTION

T

he new BR50010D Danger safety Barrier Reel and the BR50020C Caution Safety Barrier Reel are innovative storage and retrieval systems containing 16 metres of highly visible striped safety band designed to provide a temporary visual barrier to clearly identify hazardous or dangerous areas in the workplace and around public areas, to cordon off security zones and to isolate restricted areas in the interests of employee OH&S and general safety.

For example, an ideal application of the new Alemlube safety barrier reels is to restrict people entering through roller doors that are required to be open for ventilation and light yet to allow forklift traffic as required. The safety band is effortlessly and quickly unattached and retracted when access is required and re-extended and attached to maintain the safety zone.

Every manufacturing facility will undertake necessary or periodical maintenance and the BR50010D and

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BR50020C safety barrier reels are the perfect devices and answer to create a safe distance from and to cordon off where machinery or vehicles are being worked upon.

The durable, long lasting red/white (Danger) or yellow/black (Caution) safety bands are complete with a fixed handle that easily attaches to any suitable fixing point up to 16 metres from the reel.

Further reels can be added to delineate larger more expansive areas.

The robust plastic outer casing of each barrier reel contains an automatic spring rewind mechanism that efficiently rewinds the safety band for storage after use and the reel can be mounted/demounted via the integral swivelling steel wall bracket that allows the reel to rotate through approximately 180º.

Always good to have on hand, the BR50010D and BR50020C safety barrier reels available from Alemlube are cost

effective, user friendly, compact design reels and a must for addressing workplace and employee safety.

Typical applications include automotive workshops, mine site stores, industrial loading docks, office block car park entrances and commercial warehouses.

Ask for and specify the Alemlube BR50010D and BR50020C safety barrier reels when planning, updating or extending your programme to address the all-important safety considerations to protect your valuable human and capital equipment assets.

For further information relating to these safety barrier reels and full Alemlube equipment and services information, visit alemlube.com.au

ISUZU SERVICE AGREEMENTS

Zero-stress servicing.

Brought to you by Isuzu.

No business wants big, unexpected bills. But with an Isuzu service agreement, you can flatten your truck servicing costs into a predictable monthly payment (or upfront fee with Isuzu Essentials). You’ll also be part of one of Australia’s biggest dealer networks, so you can book a service at locations around the country. With the new Chain of Responsibility laws, proper servicing will protect your business. Lastly, service agreements come with Isuzu Care, Australia’s most comprehensive truck customer care programme. To find out more, see your nearest Dealer or visit isuzu.com.au/care-support/service-agreements.

Ask your local Isuzu dealer about which service agreement is right for you.

FSA/ISZ12886

Isuzu Essentials

Isuzu Essentials Plus

Isuzu Total

Isuzu Heritage

TECH KNOW

NEW LOOK FOR TRUCKLINE A refresh for a chain of stores supporting the trucking industry with quality parts, sees a new look for Truckline.

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ruckline is rolling out new locations and new-look stores, at the same time as introducing new featured product to help truck workshops get the right right part at the right time. Truckline says it has commenced a journey of developing a new generation of stores to enable the ultimate customer experience. Along with bigger sites to hold greater number of parts, the new format looks at incorporating the online and digital

capabilities into the retail experience PowerTorque visited the relocated and revamped Ipswich, Queensland, store to take a look at the new layout and new products. The store offers more than just parts too. Incorporating the online and digital capabilities into the retail experience.

A new Smart Parts Hub allows customers to search an even broader range of 65,000 available parts via the Online

Catalogue, and view demonstrations and products digitally.

There is also a large screen demonstration to enable customers to trial the latest Jaltest diagnostic tool. Jaltest is an industry-leading multi-brand and multi-system diagnostic tool. It is specially developed to meet all the workshop needs in trucks, buses, trailers, light commercial vehicles, agricultural vehicles, off-highway vehicles and/or vessels.

DAMPERS FOR COMMERCIAL APPLICATIONS The bus, truck and trailer market demands the highest standards of safety, durability and driver comfort.

K

ONI strives to be the global leader in providing dampers for commercial applications. Besides trucks, buses and trains, KONI also create dampers for military and civil engineering applications.

In Australia, Toperformance Products (part of the BAPCOR group) is the sole distributor of KONI dampers. KONIs are available in all states and territories through a wide network of distributors and are readily available to commercial transport workshops.

From the owner operator to the fleet manager, KONI maximises `uptime`

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POWERTORQUE July/August 2021

with dampers that are known to exceed 1,000,000 kilometres. KONIs extensive range covers many vehicles, from OE Kenworth to aftermarket options for Volvo, Western Star, Mercedes Benz, Iveco and more.

Using the highest quality materials, KONI are durable, cost efficient and increase comfort on harsh Australian roads.

The superior stability and ride control of the dampers also mean there is less wear and tear on other suspension components.

KONI has a range of dampers that are adjustable, so as the damper wears over time, rather than being replaced with a

brand new unit, it can instead be adjusted and the vehicle is back on the road sooner with less expense. Toperformance also stocks replacement bushes and fitting kits, so existing KONI dampers can be rejuvenated and the service life extended further.

KONI is the preferred aftermarket replacement for the astute operator who understands that more time on the road equals more productivity.

Who can afford downtime due to worn, leaking shocks? KONI gives you peace of mind, a comfortable ride and much more uptime!

TM

Win-win.

It might not work in footy, but it’s the only way we play.

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

STATE-OF-THE ART

DEALERSHIP FOR IVECO IN BRISBANE After a couple of years of disruption with two moves in a few years, Iveco in Brisbane has found a new home and has come up with a state-of-the-art dealership in Wacol, in the South West Brisbane trucking hub.

P

owerTorque visited the new Iveco dealership facility in Wacol, Brisbane which has replaced the former facility in Rocklea. 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 has been redesigned and refurbished on the site of the former Mack headquarters building. The new 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.

Although the dealership is based on a former truck facility, the new design sees the same bricks and mortar transformed by a completely different flow and the way the building works for customers and their trucks going through the dealership.

There is considerably more parking for vehicles with a second level of hard standing being built above the original car park and at the same level as the apron for the row of workshop bays. This design leaves plenty of room for new trucks and those waiting for a service, plus providing a large covered storage area for the Iveco Daily vans passing through the facility.

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A large canopy has been erected where customer trucks on arrival, before heading into the newly built and spacious service reception area.

As you would expect in a new dealership the redesigned workshop features the latest servicing equipment and diagnostic tools as well as a brake roller tester with shaker and a new lubrication dispensing system at each work station. All of this allowing Iveco’s factory-trained technicians to efficiently diagnose, service and repair the full Iveco vehicle range and trailing equipment.

DIESEL WORKSHOP

ARTSA-I GOOD PRACTICE GUIDE RELEASED FOR SELECTING SAFETY-CRITICAL REPLACEMENT PARTS

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t the Brisbane Truck Show, the ARTSA Institute (ARTSA-i) unveiled a Good Practice Guide, which aims to raise awareness of suppliers, purchasers and installers of safety-critical replacement parts about supply practices.

The Guide describes actions that suppliers should take to ensure parts are suitably certified, that records are kept and installation information is provided. The Guide does not favour original equipment parts over after-market parts. Nor does it favour bricks and mortar retailers over online suppliers. It provides commonsense actions that all part suppliers should take, but often don’t.

“We aim to reduce the risk of workshops

fitting poor quality or inadequately rated safety-critical parts as well as providing an understanding of the different types of replacement parts available in the market,” says Dr Peter Hart, Executive Member at ARSTA-i and a certified vehicle engineer.

The Guide recognises four risk levels which are: 1. Safety Critical 2. Safety and Compliant Relevant 3. Minor Safety Relevance and 4. No Safety and Compliance Concerns.

The Guide’s advice is graduated according to these levels.

By implementing the Guide’s suggestions suppliers will identify appropriate technical standards, hold validation test reports, keep supply

records, review failure reports, and provide installation information.

The Guide is applicable to replacement parts which are used to replace an original part, and for parts that are used to modify a vehicle.

This Guide identifies good practices that will support suppliers, purchasers, operators, and others involved in the servicing or modification of heavy vehicles, to enhance the safety and reputation of the road transport sector. Additionally, the purchaser and fitter of these parts will have peace-of-mind that they have completed satisfactorily their role in the chain of responsibility.

The Guide can be downloaded at www.artsa.com.au

REDARC ROLL OVER SENSOR

When a truck driver’s life is on the line you want to install a product you can trust, you want a REDARC Roll Over Sensor (ROS). In the event of a vehicle roll over the ROS signals the isolation switch to disconnect power to the truck system.

Developed and extensively tested by REDARC, it has been designed for high reliability and durability, undergoing thorough environmental and lifetime testing.

TRUSTED FOR ROLL OVER DETECTION.

For more information visit redarc.com.au/ros

TECH KNOW

THE SAFETY OF NUMBER

ONE

W

ith one in every four trucks on Australian roads sporting the Isuzu badge, Isuzu Australia Limited (IAL) has a storied track record supporting thousands of customers with dedicated parts supply and servicing.

IAL National Parts Manager, John Plunkett, said, “Our focus is always on ensuring the needs of Australian businesses are provided for beyond the initial truck purchase, with comprehensive aftercare, service and parts support.

“Isuzu Trucks has tirelessly developed and refined the necessary processes and relationships to give our customers quality parts and componentry at the most competitive prices—with the assurance that they will always be able to get their hands on what is required to get the job done.”

COLLABORATIVE RELATIONSHIPS A KEY STRENGTH A legacy of 32 years at the top of any industry creates incredibly strong partnerships.

For us at Isuzu Trucks, this comes in the form of relationships with a range of top tier suppliers who work diligently to assist with the availability of product, when it’s needed most.

According to recently conducted research commissioned by IAL, the availability of parts and componentry remains a primary concern for Australian operators, with almost 70 per cent of respondents indicating it was of top priority in their business’ maintenance and servicing schedule, superseding other factors such as the initial purchase price.

“As we know, downtime is a real concern for businesses running a truck fleet of any size, and timely access to parts and componentry can be a critical factor during servicing and maintenance,” said John.

“It has been a longstanding goal of Isuzu Trucks to maintain robust supply chains that can quickly adapt to external changes.

“This has been especially important

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during Covid-19, with local and international supply chains affected by movement restrictions and social distancing constraints.

“Our strong relationships with suppliers and internally with our dealer network have seen Isuzu customers in good stead to continue essential services in a really tough operating climate.”

TRIED & TESTED With Chain of Responsibility compliance a non-negotiable, and workplace health and safety regulations under the microscope, maintaining and repairing a fleet to optimal conditions is critical.

Using genuine OEM parts for truck repairs comes with the added assurance of manufacturer warranties and eliminating compatibility issues, not only increasing the operating life of a truck, but it’s whole-oflife value as well.

While small savings may be found on the purchase price of after-market parts, long-term risks to fleet and staff safety could far exceed those savings.

And when it comes to safety, relying on the proven performance of Australia’s number one truck brand provides peace of mind that money just can’t buy.

“Using genuine Isuzu parts fitted to your Isuzu truck by an authorised technician not only assists in meeting safety obligations but can help to extend the working life of your truck,” said John. “It’s also important to note that using parts and componentry not backed by Isuzu may look the part but cannot offer the same guarantee of performance.

“We recommend using Isuzu-backed parts, including Isuzu Genuine Parts, Isuzu Best Value Parts and Isuzu Approved Parts to keep your truck in peak condition.”

VALUE AND QUALITY While parts readiness is especially important given current supply chain pressures internationally and locally, John stressed Isuzu’s continued focus on quality and cost effectiveness for customers.

“It comes as little surprise that road transport operators are after genuine value for money when it comes to parts and servicing, and the research we’ve recently conducted confirms this sentiment.

“In fact, three quarters of respondents placed this outcome above all other considerations in this space,” noted John.

“To this end, we’ve placed high priority on implementing processes to ensure our customers have unbroken access to top quality, well priced truck parts and componentry.

“Backed by a nation-wide dealer footprint, we’re confident our product, its impressive heritage and its fit-for-purpose nature remains the best value for Australian operators,” he concluded.

For more information visit www.isuzu. com.au

MERITOR® MT-160 SERIES

MERITOR® MT-160 SERIES BUILT TO LAST. In Australian applications only the toughest survive. Our axles not only survive, but also thrive from the Hume Highway to the the Tanami Track.

Year after year, delivering the performance and the goods with legendary durability, reduced maintenance and operating costs to keep you moving.

meritor.com sales.sunshine@meritor.com

TECH KNOW

TYRES AND AXLE ALIGNMENT Tyre wear can be caused by wrong inflation of tyres and axle alignment.

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here are many factors that contribute to abnormal tyre wear. However, the single biggest source of irregular tyre wear is from tyre pressure. This is usually due to low or uneven pressure, but on occasion, may be due to too high a pressure. Even a pressure of only 70 kPa (10 psi) above the recommended tyre pressure can result in almost as much abnormal wear as if it were 70 kPa (10 psi) too low.

Note: Always set tyre pressure to that recommended by the tyre manufacturer for the load, size and type of tyre and whether it is dual or single wheel configuration.

Application is another cause of uneven tyre wear. For example, tight turns on bitumen will cause tyre scrubbing.

This scrubbing effect is especially significant on the tyres of a triaxle or quad group.

Other causes of tyre wear are over loading, uneven loading, tyre balance, improper or faulty brake operation, inoperative shock absorbers, incorrect axle alignment or a twisted chassis frame.

WHEEL ALIGNMENT OVERVIEW Due to their inherent design, camber and toe-in do not normally affect tyre wear on Hendrickson INTRAAX axles. A small amount of positive camber is built into INTRAAX axles sold in Australia and toe-in will be within a tolerance.

Neither of these two specifications are adjustable and will generally only be out of specification if there is a problem with the axle.

THRUST ANGLE The thrust angle of each axle is the most important wheel alignment angle for trailer axles. Variations in thrust angle between axles on the same trailer form a scrub angle.

Scrub Angle is the difference in thrust angles between axles. As the name suggests, scrub angles do cause tyres to scrub and wear due to each axle attempting to follow a different direction as they travel down the road.

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ALIGNMENT CHECK There are several checks that need to be carried out before carrying out axle alignment checks.

1. Only check trailer alignment in an unladen state.

2. Check the wheels for runout and correct if necessary.

3. Settle suspension by moving trailer backward and forward in a straight line and leave parked on a hard level surface.

4. Block at least a couple of wheels.

5. Release the parking brake.

6. Set kingpin height to that specified by the trailer manufacturer.

7. Set trailer ride height to the designed ride height.

Laser alignment equipment allows for greater repeatable alignment accuracy. However, it is also possible to carry out suitable alignments using simple equipment, such as with a kingpin extender and wheel end extenders and a suitable steel tape measure.

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

DIESEL WORKSHOP

Total Oil Australia on Show For the First Time The Brisbane Truck Show saw Total Oil Australia on show for the first time. The company was showcasing its innovative range of commercial vehicle products.

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otal Oil Australia is a division of Total, a global energy major, and was exhibiting a range of heavy duty vehicle products including engine oils, automatic and manual transmission oils, axle oils, brake fluid, coolants and other related products.

A key offering of the Total Lubricants range is the TOTAL RUBIA WORKS 4000 15W-40 heavy duty diesel engine oil, which was developed to ensure optimum performance and protection for vehicles operating for long periods under demanding conditions, this includes in high load, start and stop applications and in hot and dusty environments, all of which Australia is known for.

Designed for modern diesel engines, TOTAL RUBIA WORKS 4000 15W-40, features a low ash content and is ideal for use in vehicles with either Diesel Particulate Filter (DPF) or Selective Catalytic Reduction (SCR) emission control systems to prevent clogging, and to extend posttreatment system durability.

In addition, TOTAL RUBIA WORKS 4000 15W-40 also provides extended drain interval in line with manufacturer’s recommendations, while maintaining its viscosity to offer outstanding long-term wear protection for operators. These product attributes contribute further to lower the total cost of ownership.

Total’s commitment to providing

innovative products through extensive research and development has produced the TOTAL RUBIA range of lubricants that meet exacting OEM standards, and has gained over 200 approvals from heavy vehicle equipment manufacturers including Scania, MAN, Volvo, Renault, as well as engine manufacturers Cummins and Detroit Diesel.

“The strength and benefits in our product line up, our specialist service approach and successful partnerships within industries similar to heavy duty transport, underwrites our focus and desire to build lasting relationships and become a key player within this segment,” said Rhyse Moore, Total Oil Australia National Sales and Marketing Manager.

ADVANCED PERFORMANCE & LEADING TECHNOLOGY. DISC PADS

BRAKE SHOES

BRAKE LININGS

• • • •

• Reduced wear rates • Easy to install with no fuss • Resistance to high operating temperatures • Comprehensive range across most applications

• Protects other brake components from wear • Reduced replacement cycles • Cleaner technology • Comprehensive range across most applications

Improved surface technology Quieter braking performance Dependable and reliable performance Comprehensive range across most applications

Bendix Brake Advice Centre 1800 819 666 Choose your perfect braking solution online at www.bendix.com.au Bendix is a trademark of Garrett Advancing Motion

TECH KNOW

DOLLY PROTOTYPE WILL SHOWCASE INDUSTRY

INNOVATION A trial to measure the performance of an industry converter dolly prototype will showcase industry innovation, demonstrating superior capabilities when compared to other units, writes Bob Woodward, Australian Trucking Association Chief Engineer.

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ed by the Australian Trucking Association’s Industry Technical Council, our prototype was developed after concerns were raised about dynamic issues with hinged drawbar converter dollies, particularly brake reactivity and tyre wear. The new unit removed the pivot point of a hinged drawbar, making a dramatic difference in the brake system control.

The rigid drawbar converter dolly was developed in partnership with industry suppliers and manufacturers MaxiTRANS, Bridgestone, Hendrickson, JOST, Wabco and Alcoa, and has since undergone informal trials with operators across the country.

While we had received informal feedback from these trialing operators, we wanted to get the real data that could highlight just what effect the dolly would have.

After a few delays due to Covid-19 restrictions, Industry Technical Council members were finally able to come together for a formal trial. With the support of the dolly partners and Toll Group, we came together in Corowa, NSW, to evaluate the converter dolly’s performance and acquire measurable data using inertial measurement units, strain gauges and GPS. The trial looked to complete back-toback testing of the rigid drawbar dolly

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and a standard hinged drawbar dolly when used in an A-double combination, comparing the lateral force accelerations seen in each of the vehicle units to determine which is better.

We placed the inertial measurement units above the axle group in the lead trailer, the converter dolly, and the trailing trailer to measure roll, pitch and yaw, and lateral, longitudinal, and vertical acceleration.

Strain gauges were fitted on the converter dolly fifth wheel pedestals and towing eyes to measure correlation of forces and comparative stresses, while the GPS recorded positioning and speed.

The initial observations left our members really surprised, especially at how severely the hinge drawbar pitched and danced around the road in comparison to the rigid drawbar.

This dolly project was about building a safer, better performing dolly than those already on the market.

Over three years, this project has evolved from concept to reality. Since its development and success in trials, MaxiTRANS have already manufactured a number of these dollies for Australian businesses who understand the value and benefits the design delivers.

Those who have trialed it say it performs better than other dollies and have been immediately convinced it is a

superior piece of equipment.

One such business, Kel Baxter Transport who were sold on the idea from the beginning and have since had a dolly manufactured with another on the way.

The difference in the vehicle’s stability when using the converter dolly during the trial was incredible. Visually, the trial demonstrated how much more settled the combination with the rigid drawbar converter dolly was on the road, tracking and in corners.

It’s amazing to see what can be achieved in our industry when the talent and expertise can be brought together to deliver real outcomes.

The data gathered from the trial is now going through an analysis and evaluation process, and I look forward to examining the findings of the difference in performances between the two units.

Once completed, the data will be shared with industry and discussed in-depth, during the ATA’s TMC Online event from 27-28 July. This is an opportunity to hear exactly how the innovative dolly performed and hear firsthand from those who have trialed the unit and the impact it has had on their operations.

To find out more about the Industry Technical Council or the TMC Online event, head to www.truck.net.au

PRIMAAX EX offers: • Superior handling and stability – PBS, HIGH C of G applications • High GCM – matched to axle rating • Improved traction and mobility

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

MAYBE THE

FAST FOOD INDUSTRY

SHOULD BE DELIVERING THE

COVID VACCINE Mark Mitchell, Chairman of the Australian Food Cold Chain Council (AFCCC) is asking those looking at distributing the Covid-19 vaccine to get some tips from our cold chain professionals.

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s stories emerge from overseas of wastage of Covid vaccine shipments through temperature failure, the AFCCC has urged the government’s inquiry into vaccine security to adopt immediate steps to mandate verification of temperature at every step in the delivery process.

The inquiry is being conducted by the Parliamentary Joint Committee on Law Enforcement, and the AFCCC, in conjunction with Refrigerants Australia, has made a submission dealing with the transport and supply of vaccines in Australia.

Independent of the submission, the AFCCC is urging food and pharmaceutical shippers to think of cold chain transport as a quality management system. Too many people involved in moving produce through the cold chain think transporting a chilled item is as simple as putting it into the back of a refrigerated truck and waving it goodbye.

This is far from being compliant.

Achieving compliance will demand a proper quality management system which is underpinned by temperature verification at every step of the way.

Those involved in vaccine transportation urgently need to revisit their quality management system, if they have one.

We are not sure of the actual losses of all types of vaccine in Australia.

Looking at the global figures, 25 per cent is generally assumed lost due to temperature abuse, so we have to

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conclude the number would be similar here, especially from what we hear anecdotally. It is absolutely certain that constant temperature maintenance is the major influencer for a product to reach its destination in good order and achieve its shelf life date.

The AFCCC submission suggests that the vaccine and food transporters could take a leaf out of the fast food franchise operations, which are among the few to recognise that robust cold chain practices deliver quality and riskfree products to consumers. Compliant cold chains in Australia exist mostly in these closed loop systems, in which third party providers are kept to a minimum or required to upgrade their transport and storage assets to meet continuous temperature control and monitoring.

The highest standards in these systems include monitoring both air and product temperatures, and door openings, which, combined, achieve security and temperature verification of the product and the cold chain assets.

This allows for verification at individual steps, and intervention if an issue occurs during monitoring both of which deliver quality outcomes and loss reduction.

There are very few compliant endto-end cold chains in Australia. Long distances, commercial pressures and multiple use of third-party providers continue to be the main reasons the majority of chains are broken. There is also a great falsehood held by a significant number of stakeholders that individual links in the chain can be observed as compliant, and therefore

product validation is possible. This is an erroneous approach because nonverification of all the links in the chain cannot provide product validation at the end.

This unfortunate situation has proliferated in recent years with the availability of electronic data coming from telematic devices in both storage and transport assets. Individual stakeholders flood their critical control points with data on the assumption this practice is sufficient for compliance by storing the data without verification and only sharing it when an issue occurs.

This contravenes the basic principles of quality management.

Our recommendations to the government are headed with the critical compliance requirement that temperature must be verified at every step of the vaccine program, both on the ground and in the cloud. In addition, transport assets must comply to ISO standards of thermal efficiency and performance, with independent temperature monitoring capability online and offline and door monitoring capability.

Also recommended was the establishment of a dedicated cold chain portal to monitor temperature data from all stakeholders. The technology is now available via open application programming interface (API) connections between different devices, using encrypted data which will allow for independent and robust monitoring of temperatures, door openings and delivery times.

certified

THE ALL-NEW 700 SERIES HAS ARRIVED THAT’S ANOTHER HINO

SAFER, CLEANER AND BUILT FOR THE FUTURE

The all-new 700 Series rewrites the rules in safety, emissions, performance and comfort. It’s our safest truck ever, with XAVIER_HINO37908.25

an enhanced Hino SmartSafe package featuring driver assist technologies that take an active focus on protecting all road

users. Designed to meet Euro 6 exhaust emission standards, it’s the cleanest Hino heavy-duty yet. Delivering increased

performance with more engine power ratings, a wider range of axle configurations and the choice of a true automatic or

automated manual transmission. With an eye catching new interior and exterior, offering improved comfort and functionality targeted squarely at the driver. The all-new 700 Series is the truck of the future, here today. Find out more at hino.com.au