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www.powertorque.com.au ISSUE 58 APRIL/MAY 2014 RRP: $7.95 (NZ $8.95)
WE PROFILE: HIGHLANDS HAULAGE - XTRA TRANSPORT SERVICES QUINN TRANSPORT - A-GRADE REMOVALS - CARSON'S TRANSPORT ALAN COE + LIGHTS ON THE HILL AND THE TASSIE TRUCK SHOW
PROFILE
With
14 vehicles in its fleet, there is a variety of makes and models ranging from an International Eagle, through a selection of Western Stars with two Volvos, an FH and an FM, both rated at 420 hp, and an ACCO with a Cummins ISM matched to an Allison transmission featuring a Matilda walking-floor body. There are also trucks specialising in fertiliser spreading,
with an MAN, a Mitsubishi Fuso all-wheel-drive and a Mercedes-Benz. There are also two UD trucks used for local deliveries. The common denominator amidst most of the fleet is that of Cummins engines. Whether it’s a Signature or an ISX under the bonnet, they are all rated around the 580 hp mark and are matched to 18-speed manual Roadrangers.
FIRST
IMPRESSIONS At the Tasmanian Truck Show one of the outstanding fleet displays we noticed belonged to Quinn Transport of Sorell.
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FIRST IMPRESSIONS Noel and Carol Quinn founded the company in 1981, and in recent years their son Darren has joined them in the business. Quinn Transport is one of those interesting businesses where you can immediately notice the drive behind the company that has been responsible for its growth. Its management is very much hands-on, with Noel and Darren both driving, but they have capitalised on the potential
We also have the equipment to clean out chicken sheds, and then to subsequently load the waste and remove it. “Having super-spreading equipment was a natural extension of this, and we then added our own landscape and nursery business, which compliments what we do in all these areas. Growth has come from being flexible,” said Noel.
The fleet and its main type of work is certainly a change from Noel’s original foray into transport where he carried general freight, livestock and, at one stage, even chickens each night. There are usually telltale signs of paint damage in fleets carrying fertiliser due to the acidic nature of the loads. Not so, however, with the Quinn fleet, which sports all its trailer fleet in fully painted bins with a clear coat over the top to protect the paint quality. Without any exception the fleet presentation is immaculate.
Darren and Noel Quinn with the latest Western Star Constellation to join the fleet (on left).
for growth wherever they have discovered an opportunity might exist. “We look at the type of work we are doing and how it might affect our productivity,” said Noel. “There really isn’t anything we don’t do by way of carrying grain, lime, fertilizer, woodchips or other agricultural products.
Looking at the fleet and comparing it to standard tippers and dog trailers, the immediate difference here is the amount of stainless trim sported on the various vehicles. Part of the responsibility for appearance must go to Darren Quinn who uses Rig Bling of Brighton, Tasmania, for most of the additional stainless work on each truck. This local company supplies stainless steel visors, bug deflectors, additional lights and side steps. Although the fuel tanks look as though they have been wrapped in stainless steel, the gleam on this particular component comes from good old elbow grease and plenty of polish. A casual onlooker might just notice that the only Western Star with a sleeper cab, in this case an integral 34-inch sleeper, is actually the latest “Star” to join the fleet and is driven by Darren. Undoubtedly, this is a coincidence, but a closer inspection also shows that it too sports its share of additional bling, plus it is relatively unique in being a direct order from the Western Star factory in Portland and built completely to customer order, rather than being a stock order from a local dealer. PowerTorque ISSUE 58
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PROFILE
MAKING
THE A-GRADE PRODUCTIVITY
in transport extends so much further than monitoring fuel and maintenance costs. Admittedly, the transport operator that fails to record and evaluate daily and weekly running costs will soon find it hard to balance the budget, but to make a success of any business enterprise requires close examination of the big picture.
Intent on establishing his business, and to evaluate its potential as a sustainable operation, Craig didn’t follow the usual route of buying an aging used prime mover and pantech and coping with the ever-present risk of breakdowns and repairs. Instead, Craig hired a new MAN prime mover from Budget Rentals in Campbellfield, Melbourne, together with a Tautliner, again from Budget, or from Semi-Skel Hire to suit requirements.
Craig Geary started driving trucks around ten years ago. Specialising in furniture removals, he started as an offsider, literally learning the ropes as well as the ways to safeguard delicate or sensitive loads to prevent any possible damage.
As Craig progressed through his first 12 months in business he developed his own customer base, and, with regular contracts for the movement of fitness equipment and furniture, he proved his business strategy. In October of last year, with solid financial data to support his planned expansion, Craig took the step of ordering a new MAN prime mover, together with a specialist designed, twin-deck semitrailer.
One year ago he started out on his own, forming A-Grade Removals and operating from his Wangaratta, Victoria, base. 28 PowerTorque ISSUE 58
MAKING THE A-GRADE
REMOVALIST CRAIG GEARY BRINGS NEW IDEAS TO AN OLD INDUSTRY
“I didn’t want to go into debt if the business wasn’t going to be sustainable,” said Craig. “Using a rented prime mover and trailer gave me flexibility with reliability of equipment,” he added. We caught up with Craig at the Castlemaine Truck Show late last year, just as he was accepting delivery of his brand new MAN TGX. At that time it wasn’t in use, as Craig was also waiting for the completion of his trailer. The new prime mover was a step-up from the MAN TGX 480 he had been renting from Budget hire. His new MAN is the latest version of the TGX 540 and is powered by the MAN D26, six-cylinder, turbocharged and intercooled diesel. This 12.5-litre engine produces 540 hp (397 kW) at 1,900 rpm with peak torque of 2,500 Nm rated at 1,050-1,350 rpm. The driveline includes the ZF 12-speed TipMatic AS-tronic automated manual transmission.
“I have been really impressed by the MAN after running a TGX 480 in both single-trailer and B-double work. The fuel economy has been excellent, with 38-39 tonne gross on single-trailer work returning a fuel consumption figure of almost 3.0 km/litre. On B-double application the same truck has been returning 2.0 km/litre, running at 58-60 tonnes GCM. “The style, comfort and ease of driving the MAN is what attracted me to the brand. It is extremely comfortable to drive and fatigue levels are kept to an absolute minimum. “Everything we do has been designed to contribute to the efficiency of the business. As an example, the service intervals for the MAN are at 60,000 km. Our annual distance covered is around the 100,000 km mark, so downtime is at a minimum,” said Craig. The new MAN TGX 540 has been supplied by Westar Truck Centre of Derrimut, Melbourne, where MAN salesman Johan Middag was only too keen to fill in some of the background details on the ability of the latest TGX models. PowerTorque ISSUE 58
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PROFILE
COE-EFFICIENCY ALAN COE FINDS THAT LIFE AS A SUBBIE BRINGS ITS OWN REWARDS
IT’S
unusual to find someone that has made his career in trucks and transport, originally came out of the bus and coach sector. But for Alan Coe the shift from a walk-on, walk-off load occurred because of the options available to move from central Sydney. The attraction of living in the country and finding a house and land that didn’t put him within earshot of his neighbours proved too good to be true. In 1990 Alan was working for Quinlan’s Transport, and when the company ceased trading he bought one of the fleet LTL Louisvilles and started in tippers with a 32’ Borcat trailer. “I started carrying grain on country runs with the LTL. As it had already covered some hard distances, I spent a lot of time and energy rebuilding the Cummins engine as well as the gearbox,” said Alan.
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COE-EFFICIENCY “I knew I needed to upgrade my LTL, and in 1994 I bought a new Western Star Heritage. This was powered by a Detroit Diesel Series 60 at 470 hp, and I joined JRT Bulk Haulage of Mittagong as a subcontractor. “I was the first subbie in the company to run in JRT company colours, and this started an association with the company that has lasted for 20 years,” said Alan. A new Western Star Constellation replaced the Heritage model in 1999, again with a Detroit Diesel under the bonnet, but this time rated at 500 hp. Four years later Alan’s preference for North American equipment changed more towards the European alternative and he bought a Scania R580. “It was at this stage that Scania had moved from the 14-litre up to the 16-litre engine, and with 580 hp on tap I was able to move into greater productivity with
a truck and dog trailer combination. This was a big change from running Western Stars,” said Alan. “In 2007, after completing 1.1 million kilometres in my first Scania, I bought a new 580 R-Series and changed the body configuration to a Sloanebuilt bogie-bogie B-double tipper,” he added. In Alan’s view there are many benefits from working in a long-term relationship as a subcontractor for the same operator. In terms of operational logistics, it is much easier to conform to all the latest mass management requirements when you can be part of a fleet that already has such criteria in place. “I can run my truck and benefit from the economies of scale that are available to a fleet, such as being able to source tyres and other components at a fleet discount, as a result of the volume of business conducted through JRT Bulk Haulage. “All my maintenance scheduling is in accordance with JRT requirements, but I also have the benefit of being able to complete regular inspection checks using the facilities provided by the company at the depot. “The Scanias have just been getting better with each one I’ve operated. In 2012 I bought my present R-Series, this time with the 620 hp (456 kW) engine. I stayed with the 14-speed manual synchromesh transmission and prefer this to the alternative of an AMT (Automated Manual Transmission).
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PROFILE can’t make money from trucks. What you can do is make money from running them properly. As long as you remember that there’s plenty of opportunity.” For Mick Linger, managing director and founder of Highland Haulage in Deloraine, Tasmania, that quote has formed his whole approach to how he has run his business for the past 30 years. Quite rightly, Mick knows that if you take your eye off the day to day running of trucks in business today you stand to lose everything. But, if you think about the business every day, whether you are at work or not, make sure you’ve covered all the bases, tried your best to make sure your drivers are safe and that the trucks they drive are maintained in top condition, then you can actually turn your business into a success. Most of Mick’s business customers are very long term. We’re talking here of contracts that last sometimes up to 20 years. And even then, when a change has taken place, he has found the customer returning to Highland Haulage when they find that what others promise doesn’t necessarily eventuate.
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And it’s not only his customers that are long term. So far, two of his drivers have stayed with the company until reaching 70 years of age. “I started driving at the age of 18, some 30 years ago, and, although I run the business, there are times when I still enjoy taking a truck across Bass Strait and perhaps doing a mining company run out to the Pilbara,” said Mick. “Our business is built on customer service. Running a linehaul fleet into mainland Australia provides us with some very different challenges from companies based in Sydney or Melbourne. “Currently, we often operate up to 30 individual sea crossings between Devonport and Melbourne each week. We have the flexibility to operate with curtainsiders, fridge vans and flat top trailers, so there isn’t anything that we can’t handle by way of unusual loads.
THE APPLE ISLE ALTERNATIVE “We are used to solving our customers’ problems, and this means that our vehicles might be heading to Brisbane, Perth or even across the Tanami, but realistically most of business is for the Melbourne, Sydney and Brisbane areas. “Whatever loads we carry our aim is to always return with a load and to use the ferry crossing of the Bass Strait to our own advantage. We would rather have a driver get a proper break and a good night’s sleep in their own cabin, and be fresh on the road, every time they reach port. There are not many trucking operations that factor in that type of experience. It also works the same when returning to Tasmania. “The Spirit of Tasmania ferry docks at Devonport around 6:00 a.m. and they can be into the depot usually by 7:00 a.m. to be unloaded and have the goods distributed to our customers. That takes the pressure off the driver and is a very satisfactory way to manage fatigue,” said Mick.
“We have 13 prime movers and around 20 trailers, with a model mix of Western Stars, Kenworth, Ford, Freightliner and Isuzu. “We are very proud of our service standards, which ensure our attitude to reliability and safety. An example of our high service and maintenance expectations can be illustrated by our one remaining Ford Aeromax. That truck was built in 1997 and has completed over 2.1 million kilometres, yet remains an excellent vehicle to drive.
Western Stars with great visual appeal are always immaculately kept.
Highlands Haulage occupies a new depot in Deloraine that owes its origins to once being a timber sawmill for the Gunns Company. The demise of Gunns resulted in Mick buying the land and buildings, including saw benches and equipment, and then completely refurbishing the buildings to become a highly efficient and capable transport terminal. “It took us three weeks continuous work to clear out the old Gunns’ equipment before we could start to convert the buildings into offices, warehousing and wash bays. Our final step is to complete a proper service and maintenance workshop where all our servicing will take place with our own fulltime mechanics,” said Mick.
ALTERNATIVE Mick Linger of Tasmania’s Highland Haulage proves that success comes from having the right approach
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PROFILE
Castlegat
THE
foundations of the Castlegate James business date back to the establishment of James and Son (Grain Merchants) Ltd in the UK in 1850 and Victoria Grains Stores Pty Ltd (VGS) in Australia in 1923, with both businesses initially selling brewers grains to dairy farmers. With more than 100 years of experience in the stockfeed industry, Castlegate James is a well-known national supplier of a complete range of innovative and tailored stockfeed products throughout Australia and New Zealand. James Carson is the founder of Carson Transport, and, in the 18 months since the company started, the fleet has grown from just one truck to six vehicles. The association with Castlegate James sees the Carson fleet working exclusively for the stockfeed company and expanding rapidly to cope with the growing workload. 54 PowerTorque ISSUE 58
The mustard-coloured paintwork used throughout the fleet for trucks and trailers is an interesting selection, as it copies the heritage colour scheme of Castlegate James used in the 19th century. The result today is a fleet that really stands out on the road, due in part to the mustard colour paintwork, but also as the result of the immaculate level of presentation of the Kenworths and Western Stars. So much so, that at this year’s Tassie Truck Show Carson Transport took home the award for best fleet presentation. “I am really fussy about promoting the company and to show their product as professionally as we can,” said James. “That attitude can be seen by the way we present our fleet in a working relationship that sees Carson Transport contracting exclusively to Castlegate James,” he added.
CASTLEGATE JAMES
ate James The Tasmanian Truck Show at Carrick enabled PowerTorque to catch up with the fleet of Carson Transport that sports the livery of client Castlegate James.
Based In Smithton, James Carson started his transport business with one truck, a 2007 model year Western Star Stratosphere. “We didn’t have the money to go out and buy brand-new trucks so we had to start with good quality used vehicles. We’ve grown dramatically in 18 months. “The first truck we bought was a Western Star Stratosphere that had covered 800,000 km. This is powered by a Cummins Signature 600 rated at 580 hp. “The second truck we bought was a Western Star Constellation, which had covered over 1.8 million kilometres. Just recently we’ve repowered it and replaced the original pre-ACERT CAT engine with a completely reworked C15, with new block, head and components. It’s now hauling B-doubles at 68.5 tonnes gross and returning an average fuel economy of 1.8 km/litre. Everything got refurbished except the gearbox,” said James.
Carson Transport received the “Best Fleet Award” at the 2014 Tasmanian Truck Show.
Other vehicles in the fleet include a 2008 model year Kenworth T908 with a C15 Acert engine. This is matched to a quad dog tipping trailer that hauls potato feed products. We also operate a 2007 model year T404 powered by a Cummins ISX at 525 hp that is used to haul a B-double semi-tipper configuration with potato feed. “The 404 was running on single trailer work and had completed 490,000 km when we bought it,” added James. As the Western Stars and Kenworths have been assimilated into the fleet each in turn has received a makeover, with stainless trim and accessories added from Truckers Toy Store in Melbourne and bought through AJL Heavy Equipment of Burnie. This adds a considerable and noticeable extra presence out on the highway. PowerTorque ISSUE 58
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FEATURE
SCANIA ON RECORD
THERE’S MORE TO SELLING TRUCKS THAN NEGOTIATING A SALES ORDER FORM, WITH REPAIR AND MAINTENANCE CONTRACTS SHOWING THEIR IMPORTANCE.
It’s
great publicity for any truck manufacturer to supply a new conquest fleet with 30 of its latest vehicles. But in these days of key performance indicators and the increased tightening of chain of responsibility legislation, the sales order is sometimes just a part of the whole equation relating to selection and purchase.
Twenty-eight of the prime movers are hooked up to brand new B-double side-tippers made by Graham Lusty Trailers.
Deserved credit goes to Scania for delivering a fleet of 30 of the latest generation Streamline R 560 V8-powered Highline prime movers to mining industry logistics company, Bis Industries, working at Whitehaven coal mines near Gunnedah in New South Wales.
The remaining prime movers are pulling single trailers, while a Scania G 440 rigid is in service as a water cart, and a further R 560 prime mover will serve as a redundancy unit.
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Standard features include a Razor powered tarping system, Hendrickson TyreMaax inflation system, a front lifting axle on each trailer’s tri-axle, as well as hydraulically controlled side-tipping system for fast off-loading. The trailers carry 43-tonnes of ore between them per trip.
SCANIA ON RECORD The increasing complexity of the latest technology does not create a “once qualified, always certified� solution. Service technicians need to be regularly upskilled to be on top of technology change, and in many instances only a factory-backed service regime has the resources and training capability to ensure that standard is maintained. As evidenced by the recent NSW Roads and Maritime Services investigation into the Cootes tanker fleet, regular fleet maintenance with full and accurate reporting is a mandatory requirement. As can be imagined, the work involved in providing transport to a mine site can be particularly rigorous. At Whitehaven, the trucks will be working 16 hours per day, 6 days per week, hauling coal ore from the extraction point to the railhead. Given that it is not always convenient to run a prime mover into a neighbouring town for a standard service or when a problem occurs, there are logistical benefits for a 30-vehicle fleet to centralise service and maintenance requirements. As a way of solving this concern, Scania and Bis Industries are co-operating on the establishment of a suitable on-site Vehicle Maintenance Unit (VMU) at the mine. This VMU will be staffed by Scania-trained technicians, 24 hours a day, 5 days a week, with a Saturday, and, if required, a Sunday shift as well. Every operator, whether on linehaul or completing mining contracts, needs to know and understand their running costs. Repair and maintenance contracts are common in Europe, but Australian operators have often harboured an inbuilt distrust, convinced that by relying on a company mechanic in-house it could save on costs compared with the alternative of using a dealer service network.
Faced with increasing pressure by government departments to prove the roadworthiness of its fleets, McAleese turned to local manufacturer-backed dealerships to complete roadworthy checks on all its vehicles. No longer did its in-house maintenance division possess the necessary reputation to validate safety, and external suppliers were required to give uninhibited conformity. This possibility of non-compliance does not exist in a fleet supported by a manufacturer-backed repair and maintenance programme. From the outset of the supply of the 30-vehicle strong Scania fleet, Bis Industries confirmed its intention to run the vehicles on a Scania Pinnacle Maintenance and Repair Programme. The vehicles underwent pre-delivery and fit up for mine work at the Scania facilities in Melbourne, Brisbane and Sydney before being sent to Brisbane to have hydraulics systems fitted by GFR Hydraulics. They were hooked up to the new trailers and driven to Gunnedah, ready to commence work the day after Australia Day.
The Scania Streamline R 560 V8 Highline Cab features mine-spec canvas seat covers, the Fully Automated Scania Opticruise transmission and Scania Retarder, Optalert driver fatigue monitoring system, cab and road facing safety camera system, external mine specific lighting package, and a JOST turn-table.
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PROFILE
LOGGING
THE DISTANCE At 1.1 million kilometres this is one truck that’s ready for more work
Here’s
one for those with good memories. Back in our 9th issue of PowerTorque, which was published in February 2006, we featured a brand-new Peterbilt 379 bought by Craig and Kim Green of Mole Creek in Tasmania. Not only was the truck featured on the front cover, it was also the star attraction for the centrefold poster.
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The Peterbilt 379 literally rolled off the Spirit of Tasmania at Devonport and went straight to work in the logging industry with company driver Grant Scott at the wheel. Visiting the Tasmanian Truck Show this year gave us the opportunity to see what had happened to the “Pete” and whether or not it is still plying the logging trails around Northern Tassie. Well, the answer to that question was well and truly solved when we caught up with Craig and spent a morning in the truck with Grant as he loaded with plantation timber destined for the woodchip mill and a sea journey to Japan. The 379 built for Craig and Kim Green by Sydneybased Kent Collision and Kustom features the 127-inch bonnet and distinctive graphics, all protected by a clear lacquer overcoat. Power for the 6x4 prime mover comes from a Cummins ISX/Signature engine rated at 565 hp (421 kW) at maximum governed speed of 2,000 rpm and topping out at 590 hp at 1,800 rpm. Peak torque of 2508 Nm (1850 lb-ft) is rated at 1100-1600 rpm. This engine conforms to ADR80/01 emissions legislation using cooled EGR (Exhaust Gas Recycling) and at the time of delivery was the first Cummins ISX/Signature to be sold in Australia with EGR. The turbocharger is a Holset variable geometry unit.
LOGGING THE DISTANCE Grant Scott is still at the wheel of the 379 and has so far clocked up 1.1 million kilometres, and, to be extremely honest, the truck looks very little different in terms of presentation from the day it was delivered. Grant keeps the truck spotless and apologised profusely on the day we headed for the forest for the dust on the paintwork. It was an interesting drive because it would be reasonable to expect the truck to be showing signs of wear and tear, with more than the occasional rattle. Not so! In fact, the truck today feels remarkably tight and rattle free. The signwriting and artwork completed by Dennis Swinnerton of Sign Lines and Scrolls of Camden, before it was covered by two coats of clear lacquer, also looks as good as the day the truck was delivered. “We reckon the clear lacquer has really protected the paintwork,” said Craig. “It always comes up extremely well. We had an engine rebuild at 670,000 km due to broken piston rings, and we’ve also had two turbos replaced. The first was a full failure that blew clouds of black smoke everywhere. Other than the replacement of a couple of EGR valves that’s about all we’ve had to do. As an example of how well it is looked after, the brakes were relined at 1,000,000 km, whereupon they found the linings were only 75 percent worn,” Craig added. Due to the downturn in the Tasmanian logging industry, Craig had to cut back on his fleet from a total of seven vehicles to two prime movers, but still operates a fair selection of equipment associated with the timber industry.
Forests managed for timber production remove more carbon out of the atmosphere over time than unmanaged forests locked up in reserves. Tasmania currently has 47% of forests locked up and unmanaged. Timber from managed forests is used to build an array of structures from houses to multi-level buildings.
If there is anything different about the 379 it’s the addition of some more pieces of stainless steel and chrome. Grant Scott has a habit of buying his truck presents. So far, Grant has become a regular customer at the Big Rig Chrome Shop in Oshkosh, Wisconsin, where he bought door surrounds and white clearance lights; the Cowboy Chrome Shop in Austin, Texas, where he organised window surrounds and the sun visor; plus other bits and pieces he sourced through the Chrome Shop of Nashville, Tennessee, and Chrome Shop Mafia of Joplin, Missouri.
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2014 Lightson the TRUCK SHOW
Hill
Memorial Convoy
U
RE-GATHERING MOMENTUM TO REMEMBER OUR MATES
NDER
the stewardship of a disciplined and focused committee, the annual Lights on the Hill Memorial Convoy has bounced back after a couple of uncertain years.
“It’s not a day for sadness,” Lights on the Hill president Kerry Wilkins said. “It’s a day to celebrate our industry, for transport industry families to have a day out together, to have fun, and yet to take time to remember our mates.” And what a day it was. More than 600 trucks converged on Gatton’s showgrounds for a well-planned day of family activities, entertainment and live music. There wasn’t a negative word to be heard anywhere; everything ran smoothly.
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2014 LIGHTS ON THE HILL MEMORIAL CONVOY
There was plenty for the kids to see and do with a mini sideshow alley; for mums and dads there were market stalls, merchandise and trade displays, food and drink stalls catering for all tastes and an extensive donated goods auction; and, for everyone, an all-day roster of top quality live music that played long into the night.
Left: Lead truck from the Toowoomba leg of the Convoy.
Figures vary, but one count had more than 220 trucks from Toowoomba, another, more than 250. The count of the number of trucks from Rocklea was lost at 370, but it was still climbing. All in all, it was a huge day with the Gatton showground arena literally jam-packed with trucks, making it one of the biggest Lights on the Hill Memorial Convoys for several years. Gatton, about 85 kilometres west of Brisbane, is the administrative centre of the Lockyer Valley Regional Council. Mayor Steve Jones is a well-regarded truck enthusiast in his own right, and is always strongly supportive of events staged in his council region. This was clearly evidenced by the Mayor’s attendance at the event and the involvement of at least one of the Council’s heavy truck fleet in the Convoy run.
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TRUCK SHOW
PEOPLE AND PLACES Now
in its 11th year, the Tasmanian Truck Show celebrated its 3rd year in the new location of Carrick Showground, after moving from its original base at Deloraine. Long-term truck show organising legend, Erroll Northrop, still has a strong involvement in the event, not allowing his position now as a paraplegic confined to a powered wheelchair to prevent him motoring around the show site always taking photographs and talking to exhibitors. The event attracted 92 entrants for the truck judging, although there were a good many more trucks present on site, their owners just happy to take part in a day of beautiful sunshine and catch up with good people.
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THE KINGS OF THE CASTLE
The awards cover the usual sponsorships of the Best In Class for specific makes such as DAF, Freightliner, Kenworth and Mack, but the top awards of the day are always the Best Truck of the Show, Best Fleet at the Show and the independently voted Public Choice.
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