Haulmark doubles the load

Brisbane based Haulmark Trailers’ ability to think outside the box and their innovative design have doubled payload capacities for South East Queensland Hauliers operating between Toowoomba and the Port of Brisbane

South East Queensland Hauliers Pty Ltd (SEQH) is a family business based in Brisbane’s seaport container complex on Fisherman’s island. The company has been servicing the Sunshine State for the best part of five decades.

One of Queensland’s founding trucking icons, Rod Hungerford and his partners, originally established SEQH to service the south-east of the state, hence the name. Through hard work and good service the business grew steadily throughout the years. In 1997, Brett Plummer, his brother Scott ?and father Roger purchased the company, and since then have developed the business into a fleet of over 50 trucks with operations in both Brisbane and Sydney.

The company has a diverse range of other interests involving trucking tailored to market needs. Their biggest presence is in container transport around Brisbane as well as carting grain and cotton from growers on the Darling Downs. Meanwhile, down in Sydney, their retail landscape yard keeps a fleet of tippers busy.

Yet the mainstay of his business activities continues to be container transport in the South East Queensland region and Managing Director, Brett Plummer is constantly pursuing ways to improve transport and handling methods to offer streamlined services, with minimal delays and a high degree of reliability.

One of their more demanding freight tasks is to move 100,000 tonnes of grain from the Darling Downs region to the Port of Brisbane annually; all loaded in 27.5 tonne containers. The containers can be carried into Toowoomba by roadtrain, however from there the combination has to be split and with only one container carried on single trailers under permit the rest of the way to the port.

In the container precinct on Fisherman’s Island, operators are allowed to cart two forty-foot containers (FEU) from the wharf to their depot on the island using a Super-B. However, once back on the mainland operators must revert to a conventional B-Double with one twenty-foot (TEU) and forty –foot (FEU) container.

"A similar situation occurred with our trucks that haul grain containers," Brett explained. "You really need to get 25 tonne into a container to retain any sort of profitability. But when you add 2.25 tonne for the container tare weight then at 27.25 tonne that’s too heavy to put two of those onto a conventional B-Double."

"We realised that in two of our main areas of operation we were up against some real barriers," Brett said. "We needed to find a solution and with the help of Haulmark Trailers we found the answer in the PBS scheme (Performance Based Standards)."

"Mind you, it took three years of intensive research and development," Haulmark Trailers, National Sales Manager, Mark Johnston, added. “The end result is what we like to call an A-Double combination, which is essentially two 40-foot skell trailers with a computer–aided dolly between them.

The intelligence modules that control and monitor active steering to aid high-speed stability and low speed manoeuvrability are included in the dolly.

"We designed the A-Double concept because it delivers a significant step up in mass, a considerable gain in trailer length, and by doing that we significantly reduce emissions and congestion with a safer vehicle," Mark explained.

Haulmark’s Mark Johnston, has been involved with the process since the early days of PBS. Haulmark had already developed an extendable steering trailer capable of running at lengths from 17.5m to 44m, and approval for a general access (under PBS) 15.8m (52 foot) non-steering trailer.

"Due to their unique manoeuvrability they are operating in areas where B-Doubles do not operate," Mark said.

"In the urban distribution area it is more about how manoeuvrable a combination is a low speed," Mark continued. "It’s really about how well a combination negotiates roundabouts and integrating with traffic in particular streets, all those sorts of things. These 27m long A-Doubles have a swept path that matches that of a traditional six-axle semi-trailer. That’s Level-1 PBS performance and it is only excluded from some roads by its length."

The unit delivers substantial capacity and safety gains while delivering a reduction in emissions. The A-Double has an overall length of 29.95 metres and runs on specific routes at a gross weight of up to 85 tonnes. Being a modular unit, it offers a high degree of flexibility and allows the use of potentially any B-Double prime mover while the dolly can be utilised under any trailer.

A typical four-axle Super-B has a ‘dumb steering’ axle at the rear of the trailer that steers in the opposite direction to give a tighter turning circle.

Conversely, on the Haulmark dolly, the front axle is connected to a sophisticated steering algorithm, which is computer-controlled. When the computer detects a turn, it calculates that’s happening and provides the optimal amount of active steering on both axles to give the best possible turning circle.

"For instance when the roadtrain turns left the dolly steers itself out to the right first then comes back in. The result is that Haulmark A-Doubles have a better turning circle than a B-Double," Brett explained.

It was estimated 4000 truck movements were required to handle the annual 100,000 tonnes of grain transport task, however by using the innovative Haulmark A-Double combination this is reduced to only 2000 truck trips.

"We have operated a mixed fleet of brands over the years, but now Mack is our preferred brand across most aspects of the business. However when it came to the A-Double development, Mack clearly understood our requirements and the Trident solution they came up with was a classic example of finding the right truck for the application," Brett pointed out.

SEQH’s Mack Tridents are the axle forward variant and powered by the MP8 13-litre engine that’s rated at 535hp (394kW) and produces 1920 ft/lb (2600Nm). The transmission is Mack’s 12-speed mDrive that runs the power to the ground through a pair of Dana D46-170 with a 3.42:1 ratio.

Braking on the long run down the Toowoomba range is via Mack’s Powerleash engine brake with retarding power up to 315kW (495hp) at 2100rpm.

"These trucks perform their task exceptionally well," Brett said. "They have plenty of power with good driver comfort and ease of operation with the mDRIVE. The trucks achieve good fuel economy and with 45,000km service intervals they are a very cost effective unit. These trucks run at 80 tonne as an A-double and at 108 tonne as an AB Triple. They’re double-shifted and the reliability is brilliant."

"We have to look at what our customer requirements are and what impacts on their businesses and address any issue that adds cost or disrupts the smooth flow of freight. We continually look to offering products that aid and better their requirements which in return deliver efficiencies to all," Mark Johnston said.

The A-Double is already demonstrating a vital tool for SEQH and as a company concerned about impact trucking has on the environment, Brett is well aware of reduced truck trips making a significant contribution.

"It certainly is our responsibility to observe environmental issues too and by halving truck movements this is also a quantum step forward for the industry. This is another area where trucking has received more than its fair share of criticism, yet we are very responsible in reducing emissions."

"It’s a win-win for everybody,” Mark Johnston concluded. Truck movements in the metropolitan area are reduced, the environmental impact is reduced and truck operators are able to retain sustainable profitability."

Haulmark doubles the load

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