PROFILE

HEADING FOR THE MARKETS

Bearing in mind that having a second driver in the truck is something rare for Greg, he was keen to evaluate the passenger seat comfort while the blow-in handled the steering, hence, at Wyong, we had a driver change and I took the wheel. The big difference in the K200 cab is the increase of interior space. Sure, the floor isnt totally flat and there is an engine hump intrusion on the forward section of floor area, but its a really significant upgrade from the previous model. Theres space to walk across the cab, and stand up to full height in the aerodyne, to appreciate just what the drivers of European trucks have been experiencing for years. A further benefit is the sliding fridge drawer under the bunk, removing the need to mount a fridge on the engine tunnel that again further restricted access into the bunk area. Being on the tall side, the other major change in the cab, that came in a year or so ago, was the increase in height of the doors and door windows into the roof. This gives better vision of the mirrors, especially on the drivers side, preventing the need to stoop to look out. Also immediately noticeable was the improved gear linkage for the 18-speed manual Roadranger. The lever now has a forward bend in the rod that brings the top of the shift really close and convenient to the drivers left hand. Its no longer pressing into the drivers left leg, and, with all the newfound space inside the cab, its turned the gear shift into a more precise movement with really good feel for gear selection. Also good, now, are the dashboard controls, with easy to read dials, gauges and rocker switches that are logical in function and positioned within easy reach. Wipers are controlled from the turn indicator stalk, which also controls headlamp main and dipped beam functions. Two other column-mounted stalks control the engine brake, on/off, and also the setting of cruise control. One thing that has remained is the buttoned interior trim in deep red that brings home all the traditional American truck feelings as you climb inside. And, while we mention climbing inside, the improved access gained by having a full-width step across from the access steps behind the steer tyre on either side is an improvement. Its not as good in access terms as the Europeans, but its much better compared to how things used to be. With 22 years total on-road experience, Greg originally worked in a family-owned truck operation, but changed to working for an employer when the family business was wound down.
Pouring rain turned to torrential downpours continuing all the way from Pheasants Nest on the Hume Highway to the Brisbane Fruit Markets.

In

HEADING FOR THE MARKETS

our last issue, our resident driving expert, Dave Whyte, reported on how Kenworths latest version of its venerable cabover had finally moved a little further forwards in time and comfort with the release of the K200. Dave is the first to admit that he was surprised by the ride comfort and performance of the unit, and how the Autoshift had also stepped up in ability from the earlier versions. And coming from a confirmed European truck devotee, thats praise indeed! This month it was my turn to climb into a K200, joining Fruithaul driver, Greg Vaughan, for a trip north on the Hume Highway to join the Pacific Highway for the run to Brisbane produce markets. As I caught up with Greg, at the Mobil at Pheasants Nest, he was all ready to roll after a good nights sleep in the bunk, and had completed all the necessary housework. Gregs convinced that appearances are important, and not only was the truck interior immaculate, he was living proof that men can actually make up a bunk and work a polishing cloth. His views on appearances also relate to wearing a company-supplied uniform, again recognising that all drivers are ambassadors for their employers, and also the industry in general. With two drivers, the run north was always going to be a lot easier than Gregs normal solo operation. So, without any concerns on being close to overall drivers hours limits, we headed for the M7, then northwards on the Pacific Highway with a breakfast stop at the Caltex at Wyong.

What better way to drive north, than at the wheel of Kenworths latest K200. Chris Mullett reports.

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I liked the idea of unloading in markets in the middle of the night, rather than lots of unloading that occurs in standard freight operations, said Greg. Most of the driving is done in daylight, and you get a much more organised sleep pattern to reduce fatigue, he added. With just 21 pallets of salad mix and 13 pallets of asparagus on board, we were well under our maximum weight entitlement. This obviously showed in the performance of the Cummins Signature 600, and throughout the run there was never an instance where lack of power was an issue. In fact, gear changing with high-horsepower engines has now been reduced so much, that its hard to imagine just what life was like when horsepower ratings were down around the 340 hp level. Vision in the cab is good, and so too are comfort levels, although the drivers air suspended seat is slightly limited when it comes to its rearward travel. What was noticeable though, was how the side windows still lack individual ventilation to reduce misting on the inside that in turn reduces vision of the mirrors. Its in areas such as ventilation and vibration-free large mirror heads that the Europeans still hold the lead. With torrential rain throughout pretty much the whole trip, it provided an ideal opportunity to evaluate steering control and how the A and B Peki Trailers, with their Thermo King chillers, tracked with the prime mover. Its full marks on that one, with the entire B-double rig tracking perfectly, and easily handling the corners and undulations on the Pacific Highway as well as on the freeway sections. The engine brake was also very effective in all situations. Arriving at the Brisbane produce markets around 10.30 p.m. Greg soon had the A and B trailers split for unloading. This was made quick and easy thanks to Razor powered landing legs and the speed with which the A trailer box on the Peki trailer powers backwards for unloading. Its quick, easy and efficient. The same accolade of speed and efficiency also extended to the night crew on duty at the markets, as the many forklifts soon made light work of unloading from both trailers. After unloading, it was time to head off to Caboolture to refuel and drop the truck at the Fruithaul depot, and then to Gregs home at Bribie Island where his wife, Cheryl, had kindly made up a bed in the spare room for what remained of the night. Our thanks to Greg and Cheryl for their hospitality, and to Greg for his input into how much he likes the latest K200.
Driver Greg Vaughan is extremely happy with the latest K200 cab upgrades and the performance form the Cummins 600 hp.

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Produce doesnt stop for Christmas, said Garrie. We would usually have five or six trucks running over the Christmas holiday period, especially with the supermarkets expecting fresh produce for 5.00 a.m. on Boxing Day, he added. The Fruithaul fleet now numbers 26 trucks, and, aside from the local PUD fleet, there are nine company-owned rigs on interstate work, with additional permanent subbies and oneway subbies assisted by seasonal subbies as the workflow dictates. Trucks and trailers are loaded before the driver arrives at the depot, and the paperwork is already completed, ready for departure. The new Kenworth K200 is the latest prime mover to join the fleet, and is obviously Greg Vaughans pride and joy, as the company operates a one-truck/one-driver policy amongst its vehicles. Power comes from a 600 Signature Cummins engine running to the latest EPA 07/Euro V emissions legislation using Exhaust Gas Recirculation. Fitted with an 18-speed manual Eaton Roadranger transmission, the drive axle differential ratio is now 4.11:1, a recent change from previous ratios where the choice was originally that of 4.33:1. Changing from our original diff ratio selection resulted in a cutback in engine rpm, when cruising at 100 km/h, by about 250 rpm, said Garrie. These new big horsepower engines are well able to lug back to 1,100 rpm, and I personally like the idea that they are producing peak torque down low. We stay with manual transmissions, in general, and have a preventative maintenance programme that sees us replacing clutch plates at around the 650,000 km mark. By using cabovers we can complete a clutch replacement, if necessary, in under three hours. It takes a lot longer with a bonneted truck. Oil drain intervals are completed on all Cummins engines at 30,000 km, using Cummins/Valvoline oil with good results, and we use Castrol synthetics for transmissions and diffs. Oil sampling with closer monitoring occurs as mileage increases. A rebuild is much cheaper if nothing is broken. Although we watch fuel consumption as an indication of driver performance and ability, fuel monitoring isnt necessarily relevant, because of the different weights that we carry. Its very different from carrying salad mix to carrying pineapples, and, consequently, theres a continuing variation in fuel performance. That said, we are finding that B-double combinations are returning around a consistent 1.7 km/litre consumption figure, while those on single trailer applications can return a fuel figure as high as 2.1 km/l. So much depends on weather conditions and load weight, especially when running into a head wind on the Adelaide route, said Garrie. Trucks in the fleet are not currently satellite tracked, but Fruithaul is mindful of being able to justify compliance to its Key Performance Indicators on behalf of its customers. One example of this is the recording of temperature conditions in the fridge vans, and a regular downloading of these figures into a USB memory stick from the Thermo King fridge units. In the future, this download may well be completed through a satellite link for easier compliance recognition. Accreditation for Mass Management and Maintenance Management is currently underway. Workloads can vary seasonally, but are also subject to the influence of supermarket marketing campaigns when there are special sales incentives on particular produce lines. Our major gripe is no doubt similar to many B-double operators, and relates to the cost of registering an A trailer, being $6,000, compared to that of a B trailer where the productivity comparisons only enable you to carry 12 pallets on the A trailer, compared to 22 pallets on the B trailer. Conditions have improved for drivers, and the pay these days is good for the type of work involved. If we get to the point of staging drivers to achieve maximum efficiency, we may then look at routing all our trucks through from Brisbane to Sydney and then sending them on further to Melbourne. Currently, we send trucks direct from Brisbane to Melbourne, in addition to those running direct to Sydney. If we do move to driver staging, it may require a change in our thinking. This might enable us to attract a different type of driver to the industry and alleviate the potential for a driver shortage. Managing fatigue amongst our drivers means having fresh drivers. We prefer our drivers to head for home wherever possible, in order to relax properly, said Garrie. There are still many areas where improvement in efficiencies are available. With companies

FRUITHAUL

now performing to Key Performance Indicators on behalf of their customers, theres increasing justification for employers at the vehicle destination to accept deliveries outside the normal operating hours. Even a trial of 24/7 receiving would show the benefits by reducing queues. Its common to find some warehouse staff already working 24/7, but personnel levels should be increased to allow for unloading as soon as the truck arrives. Weve even seen the opposite happening, with depots that would receive loads at 3.00 a.m. cut out that option and reschedule that to 10.00 a.m. That places a huge additional demand on the transport operators, and significantly affects their efficiency, said Garrie. Companies seem to change receivable times, product specs and packaging requirements, without any consultation with the transport operators. You can spend years building relationships, and it can all change overnight. By introducing 24/7 receivable times, its feasible we could cut transport costs by up to ten percent, added Garrie. The Fruithaul fleet is a major user of Peki trailers, and this choice is because the company finds it easy to discuss individual requirements for its own specific operation with the trailer manufacturer. Peki is more of a custom builder for trailers. Its easy to discuss the differences we want, such as the positioning of bar boxes and tool boxes. We also incorporate additional scuff plates in our specification to protect the interior of the trailers from scuff damage that can be caused by pallet jacks. For the same reason we use Razor powered landing legs, for the trailers, to make it easier for the drivers. We did trial the Jost air lift legs, but were not happy with the demand for additional air supplies, or their expense if they needed to be replaced. The Razor system is more simple and cost effective, said Garrie. We currently still use drum brakes throughout the fleet, but with electronic signalling lines for brake actuation plus ABS and traction control on the prime movers. At this stage, we dont see the need for EBS and electronic stability programmes.

completed our run from NSW to Brisbane Fruit Markets, the following morning saw us able to discuss the Fruithaul business with Managing Director and founder, Garrie Payne. All our work is about produce. We collect produce from local growers in Victoria and Queensland by going to their farms, and then we consolidate the loads in the depots and ship north and south, said Garrie. The one thing that you have to remember is that, no matter how much you like trucks, you make your money from the produce going in the back of the trailers, and not from running trucks. It requires a different focus if you want to stay effective and in business, he added. The company has expanded from its base in Queensland, at Caboolture, into operating its own additional depot in West Gippsland. This provided two advantages. It increased their capability in each state, and, importantly, it spread its exposure to cashflow variations imposed by the different timing of crops in the various states. In Queensland, the crop growth and corresponding harvest period runs for just four months, but in Victoria this season extends for up to seven months each year. The availability of produce for shipment extending over a longer growth period was instrumental in enabling the Fruithaul operation to continue its own growth by specialising in only refrigerated freight. And with the major supermarket chains demanding a just-in-time delivery of fresh produce, the demand remains, even through times of public holidays, a direct contrast to those carrying general freight.

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Garrie Payne of Fruithaul (above). Unloading at Brisbane markets is a rapid exercise thanks to the Peki fridge pans fitted with Razor powered legs.

Any new driver is assessed by our own in-house driver trainer, and we obviously check through an applicants insurance record with an intensive questionnaire. Drug and alcohol testing is also conducted randomly and closely monitored through our own driver team, he added. With many of our drivers having been with us for several years, and with members of the family in the business, what we do is very much a family affair. In the busy season its not unusual to find me staying on through the night and grabbing some sleep, when necessary, in our drivers room, just so we can respond to any sudden demands. You certainly dont get that with some of the larger companies, said Garrie.

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