Maxwell Freightlines pioneers high productivity interstate road trains from Melbourne

[kscarbel2]

Power Torque Magazine  /  February 2017

It’s often said that the Australian road transport operation is one of the most efficient in the world. Certainly, other countries envy our ability to run B-doubles and road trains, already one jump ahead of the Europeans with their single semitrailers.

While the Europeans are experimenting with the idea of platooning, we are already way past the idea of having multiple prime movers, each running with one trailer, travelling so closely to each other that every one in the group relies on autonomous technology intervention to avoid an accident.

With multiple trailer combinations such as we operate in road train application, Australia offers the productivity that Europe is trying to achieve, but with the added benefit of using just one high-horsepower prime mover out the front hauling multiple trailer combinations.

The advent of Performance Based Standards (PBS) has resulted in further opportunities to improve productivity, aligned with higher safety standards. But in order to take advantage of what PBS approval can offer, it takes an operator with foresight and determination to carry through a project from the ideas stage to completion.

Melbourne-based Maxwell Freightlines (MFL) has taken delivery of two new A-double PBS High Productivity trailer sets, adding to its growing interstate linehaul fleet. Developed in conjunction with Vawdrey Trailers and the NHVR, these first two A-double combinations are soon to be joined by a further two combinations, and, as they prove their effectiveness, there are further orders in the pipeline.

The A-double road train combinations are at 30 metres in length and can run up to HML weights of 85.5 tonnes, providing exceptional efficiency possibilities to MFL’s expanding customer base. Coupled with the latest IAP Tracking technology and safety equipment including EBS, ABS, roll stability and E-Max weighing systems, the commencement of these A-double combinations on interstate running from Melbourne places MFL at the forefront of efficiency and safety.

The attraction of improved productivity and efficiency means that for every two A-double road trains brought into the fleet, the company is able to carry the same volume and weight that previously required three B-doubles. Given that the industry is very concerned about current, and in particular future driver shortages, this initiative is capable of going a long way to assisting Australian operators to handle the forecast increase of the freight task.

MFL is not the first operator to run A-double road train combinations from the eastern states, as NSW-based Hills Tankers is using A-doubles to carry up to an increase of 30 percent in payload. This is achieved while offering a greatly reduced carbon footprint and benefiting the environment with the lowest emissions per tonne of carbon carried on an Australian road today.

With EBS and ABS throughout the entire combination, Hills Tankers is using Volvo FH prime movers that incorporate all the latest levels of driver intervention technology such as adaptive cruise control, blind-spot alert and Wabco reverse warning systems.

What makes the MFL A-double operation unique is how the company took up the challenge itself to organise all the necessary planning and approvals of road and bridge weight analysis through a two-year consultation programme with local authorities and shires. Once the approvals were granted, it enabled MFL to become the first Victorian-based transport operation to commence an interstate A-double road train service from Melbourne.

In similar fashion to the experience of Hills Tankers, MFL is therefore able to benefit from the increased productivity of the A-double concept, that in MFL’s case enables it to operate as two 20-pallet trailers within a 30 m overall length.

The Vawdrey Titeliner trailers were built specifically for this operation with a focus on low tare weight to achieve maximum payloads. Total operating flexibility is also ensured through the new trailer sets being supplied in straight-deck and in drop-deck configuration incorporating two mezzanine decks.

Using Hendrickson INTRAAX axles with HXL7 hubs, the Vawdrey Titeliner trailers feature Super Strap load restraint curtains, lightweight aluminium extruded floors and alloy gates throughout, plus Alcoa alloy wheel rims.

Jost Australia was selected to provide landing legs and fifth wheel couplings, with the dolly featuring a Jost JSK37 greaseless fifth wheel. Lighting is by Hella Australia, and Emax Air-Weigh digital on-board weighing systems are featured throughout the trailers and dolly.

The A-doubles are currently able to operate at CML weights of 81.5 tonnes, and this weight level may be subject in the future to an increase to 85.5 tonnes once further bridge assessment reviews have been completed. The prime movers are themselves rated for road train application at 90 tonnes.

MFL has never been afraid to pioneer different ideas in transport, with experience in operating quad/quad skeletal trailers and B-doubles.

Since MFL was established in 2008, the MFL fleet has grown to its current position where it operates more than 30 interstate linehaul rigid and B-double combinations.

Because of the overall length restrictions applicable to A-double combinations, the company has moved from its traditional selection of Mack prime movers to that of Volvo FH and Kenworth K200 6×4 units.

As Tony Tomarchio, general manager of Maxwell Freightlines, told PowerTorque:

“Above all, we pride ourselves on our service and safety records. We had to find different ways of being more productive and responsive to the needs of the industry.

“We are a general freight carrier, not an express freight operation. From a profitability point of view we have done the numbers and it comes down to how the A-doubles fit in to our style of operation.

“We know the future of transport is to have less combinations on the road, where two A-double units can carry the same load as three B-double combinations.

“As the A-doubles come into play, bonneted trucks are not going to suit this application, so cabovers are the future for this type of operation.

“For our B-double operation we currently run Macks rated at 650 hp, Volvos rated at 700 hp and Kenworths rated at 600 hp, all fitted with automated manual transmissions (AMTs). We fit all cabs with TVs and fridges and we try to get the biggest bunks we can, as driver comfort is very important to us. At the end of the day, that is their workplace. We don’t do two-up anywhere and where possible we work to a one-driver/one-truck regime.

“In A-double application the Volvo FH700 and Kenworth K200 with PBS approval authorised by the NHVR have produced an exceptional focus on safety, with Wabco EBS, ABS, roll stability and Emax Air-Weigh onboard weighing systems. We also include adaptive cruise control, lane departure warning and blind-spot monitoring systems.

“We don’t need to upgrade our horsepower and torque ratings to move from B-doubles to A-doubles, but the prime movers are not interchangeable between the two different applications.

“Under PBS requirements the prime movers have to be designated to run with the A-double combination and are limited to a maximum road speed of 90 km/h, with different gear ratios and final drives.

“All have IAP units so we are able to monitor everything, and we aim to maintain a one driver per truck system,” added Tony.

The difference in vehicle specification due to the higher weights of PBS-approved A-doubles and the maximum permitted road speed of 90 km/h sees a typical rear axle ratio of 4.56:1 for Kenworth and 3.78 for Volvo. The prime movers operating currently on B-double work have diff ratios of 4.33:1 for Kenworth, 3.4:1 for Volvo and 3.73:1 for Mack.

In terms of tyre fitment, MFL has a tyre maintenance programme administered by Samuels Tyres running with Kumho KRT01 275/70R22.5 tyres on the trailers with inflation pressures of 90 psi.

The fitment of Hendrickson TIREMAAX PRO automatic tyre inflation systems, as standard, safeguards tyre performance and the average tyre life is said to be 250,000 to 300,00 km. Other tyre preferences include Michelin Multi-D and Bridgestone M766 drive tyres, running at inflation pressures of 95 psi, and Toyo steer tyres. Haulmax 11R22.5 sized tyres are fitted to the road train dolly.

“With the fleet consisting predominantly of new prime movers, the service requirements are completed under a contract maintenance programme with the manufacturer through the local dealership network,” said Tony Tomarchio.

“That gives the benefit of a complete paper trail. We know how it works out on a fuel economy basis. If you know your fixed costs then you can lock in for that TCO with just a few variables. With a locked-in contract maintenance programme in place for 48 or 60 months, dependent on the application, you know your costs.

“The Volvos are slightly better on fuel with little variation between KW and Macks in B-double work. We think that in the long term Volvo might be superior, but we have not been running them for long enough at this stage, with all of them being at Euro 5 emissions levels with AdBlue. The Kenworth K200s are good on AdBlue, usually around 4.0 percent of fuel use. It doesn’t vary much.

“Driver training takes a high priority in MFL, with regular requirements for medical checks, and alert systems in place for upgrades and renewals. We don’t have a major driver turnover, which is to our advantage.

“The drivers are very accepting of the new safety intervention systems. They appreciate they are there to assist them, and if this technology is available why would we not introduce it? It’s part of our usual business regime to have the safest, most cost effective vehicles on the road.

“We are not an express freight operation so our trucks are generally off the road at midnight. We keep the drivers to a regular regime as the safest way to operate and have found that in the long term it pays dividends. All the things we need to do ensure our safety and the safety of our drivers,” added Mr. Tomarchio.

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[BillyT]

The tyre wear figures are remarkable!

[kscarbel2]

Well done.

[TeamsterGrrrl]

Are they able to pass the PBS stability standards with a long A-Train like this, or does the dolly have some steering capability to perhaps stabilize the trailers?