Deals on Wheels issue 486

Isuzu (1190), Fuso (430), Hino (360), Volvo (284) and Kenworth (282).

The order is slightly different for Year to Date results with Isuzu still to top, followed by Hino, Fuso, Kenworth and then Volvo.

Heavy-duty

October’s sales figures in the heavy vehicle category show 1,379 vehicles were sold for the month, which is up on the same time last year when 1,313 vehicles made it off the lot.

This month saw Kenworth and Volvo tied on the sales front with 282 sales each, followed by Isuzu with 176, Scania with 106 and UD Trucks with 101.

As an indication of what a difference 12 months make, Volvo’s 2022 result for October is 125 units better than it did in October 2021.

Rounding out the top 10 for this month were DAF (78), MercedesBenz (72), Mack (62), Fuso (58) and Hino (55).

5.5%

HINO 19.0% HINO 30.4% ISUZU 45.3% LIGHT VEHICLES YEAR TO DATE MARKET SHARE

Medium-duty

16.8%

UD TRUCKS 2.5%

IVECO 1.7%

FIAT 3.3% FUSO

HYUNDAI 0.9% MAN 0.9%

MERC-BENZ 0.5%

SEA ELECTRIC 0.2% HEAVY VEHICLES YEAR TO DATE MARKET SHARE

KENWORTH 0.0% MEDIUM VEHICLES YEAR TO DATE MARKET SHARE

DAF 0.5% VOLVO 0.5%

IVECO 5.0%

MERCEDES-BENZ 3.3%

RENAULT 2.5%

Isuzu continued to dominate the Medium-Duty segment of the market in October selling 262 of the 570 vehicles sold in the category for the month.

The result was down a little on the 313 vehicles the popular manufacturer sold in September this year, but still enough to contribute to a YTD haul of 2,927 vehicles so far in 2022, up 45.3 per cent year on year and nearly 1,000 vehicles ahead of its nearest competitor Hino with 1,963 sales so far in 2022.

The top five for the Medium-Duty category for October were: Isuzu (262), Hino (159), Fuso (105), UD Trucks (22) and Hyundai (11).

At this time last year, the top four were the same – however Man occupied fifth place. Hyundai’s 11 sales in 2022 showed growth from 3 sales in the same month in 2021.

Light-Duty

With 1,410 vehicles making their ways off the showroom floors in the Light-Duty category this month the YTD figure has crept up to 13,215 – well ahead of the YTD figure at the same time last year of 11,855 trucks sold.

While the sales volumes may have changed over the 12 months, the rankings of the segments top sellers have not, with Isuzu (752), Fuso (267), Hino (146), Fiat (70) and Iveco (67) in the same top five positions as they were in October 2021.

New station

A WELCOME RESOURCE

Rod Hannify is no stranger to long hauls behind the wheel of truck bringing freight from state to state across Australia.

Over the years, Hannify says he has found music, radio shows, and more recently, audiobooks, have provided welcome company while driving, keeping his mind active and broadening his interests.

He recalls a time when there was really only the ABC, and as he’d pass through each country town he’d find the local version to hear what’s going on around him.

There was also a comedy show at about 3am every morning he would tune in for, to have a laugh as dawn edged ever closer.

“We can be away for four, five or six days a week and we’re not in contact with a lot of other people really,” he says.

Asked about the recently launched Australian Truck Radio Hannify says having a national station designed specifically to cater for the needs and tastes of Australia’s truck drivers was a great idea and sure to be popular.

He said carrying content relevant to truck drivers and the industry throughout the entire day would mean drivers working the day shift would also have the opportunity to hear what’s going on in their industry – where previously they missed out as any truckfocused radio shows tended to find air-time from midnight to dawn.

And having it available via the internet, across borders, was another bonus for drivers who would be able to tune in from one end of the country to the other and enjoy the continuity of content, he says, reflecting on a time when he used to listen to radio serials but would miss multiple episodes as he crossed the borders out of the range of the stations that ran them.

“I carry fruit and nut mix in the truck to stimulate my body and give me energy, and it’s the same thing with the radio – only it’s for the mind,” Hannify says.

Australian Truck Radio’s Simon Smith says the station has had sensational support from the Australian Trucking Industry over the past couple of months.

“Australian Truck Radio is all about the people who move the Nation 24/7 – a huge mobile community,” Smith says.

“Truckies, we know, love something to listen to on the road, and are looking for great music, along with industry news and information to keep them up to date and entertained while on the road.

“At Australian Truck Radio, we know we have to be listener responsive to make sure we deliver the goods for our valued listeners around Australia.

“Radio is never `set and forget’ and we want the valuable opinions of drivers, to make sure our programming reflects exactly what they want to hear on their Trucking Radio Station - 24/7.

“We listen to you, so you will listen to us,” Smith says.

On the feedback front, Australian Truck Radio is contactable via the Australian Truck Radio Facebook page or its website at www. australiantruckradio.com.au

“So, if you have a favourite song you want to hear, maybe a birthday coming up or you’re celebrating an anniversary while on the road, drop us a line and let us know anytime,” Smith says. “We will get it on the air!”

He says the station is continuing to evolve and drivers should listen out as Christmas neared for the Truckies Top 500 countdown, competitions, giveaways and plenty of industry news.

“So, if you have a Trucking Classic you want to hear let us know,” Smith says. “There’s lots more to do, but together, we will keep Trucking 24/7.”

To find out more, visit australiantruckradio.com.au

The original road safety truck

Road safety advocate and long time truck driver

Rod Hannify is a fan of Australian Truck Radio

Australian Truck Radio is all about the

people

who move the Nation 24/7

Truck driver, safety advocate and president of the National Road Freighters Association Rod Hannify has good things to say about a truckie's radio station

When the mighty Kenworth K108 was released to the Australian market back in 2008, Kenworth estimated between 1971 and the launch day, some 10,000 K series had been sold in Australia and New Zealand.

The popular cab over design and the Kenworth touches such as the buttoned leather and woodgrain dash, remain a firm favourite with truck lovers today.

This version is loaded with a Cummins 550hp engine, an 18 speed Road Ranger transmission, Air Glide 460 suspension, a fixed turntable, UHF radio, Viesa bunk cooler and much more.

With 1,840,091 km on the clock it’s a proven performer waiting for its next mission

AAATRAILERSFLATTOP 2022,curtainside.S51. TA1149707. $92,200+GST

AAATRAILERSDROPDECK 2022,curtainside.S53. TA1149710.

$108,000+GST

AAACONCRETEPANEL TRAILER 2022,NEW,paneltrailer.S26. TA982460.

$89,000+GST

AAA45'FLATDECKTRAILER WITHPINSANDAIRBAG SUSPENSION 2022,NEW,semiwithpins. HSD553. TA811006.

$70,000+GST

AAAAAA40'3WAYLIGHT WEIGHT4.6TSKELETAL TRAILER-EBS 2022,NEW.S31. TA1038471.

$45,500+GST

AAATRAILERSFLATTOP 2022,curtainside.S52. TA1149708.

$99,000+GST

AAATRAILERS45'DROP DECK curtainside.S54. TA1149711. $115,000+GST

AAAQUADAXLELOW LOADERWIDENERWITH BI-FOLDRAMPS 2022,NEW 2.5-3.5M.S25. TA948716. $119,000+GST

AAATANDEMAXLETAG TRAILER-EBS 2022,NEW.S33. TA1051493. $47,000+GST

AAA45'LOWLOADERWITH RAMPSANDAIRBAG SUSPENSION 2022,NEW.G0011236. TA811018. $70,000+GST

AAA45'DROPDECKWITH

Lauded as the first of the “quieter” Argosy’s the 2016 model made a name for itself when it arrived in Australia having been re-engineered to take away the squeaks and rattles it had been infamous for in the past.

This 2016 version has had some re-engineering of its own with a fresh Penske In-chassis rebuild of its Detroit DD15 engine making sure it delivers all of its promised 560hp when it’s needed most.

The 110 model comes with a double bed, an Ice Pack bunk cooler for those hot nights and two drawer fridges.

There’s an Eaton 18 speed manual transmission to keep the wheels rolling too.

of Melbourne

03 8373 7112.

Eaton 18 speed manual

This fine example of a Kenworth T908 has been lovingly cared for by its one owner since it was bought new in 2010.

Sporting the Cummins ISX engine, pushing out 600hp, and not fitted with the dust particle filter system, the truck is rated to 97 tonne.

The team at Sammut Agricultural Machinery, in New South Wales, who have this one to sell have also mentioned they’re happy to modify the truck to suit your needs in regards to paint, chassis modifications or even a tipper body.

VERSATILITY YOU CAN RELY ON

CASTROL RX SUPER - VERSATILITY YOU CAN DEPEND ON

Whatever the season demands you rely on improved Castrol RX SUPER to get things done.

Upgraded CJ-4 specification combats soot and gives critical moving parts a tougher protective layer.

New DuraShield BoostersTM giving up to 40% better protection against wear*.

Improved Castrol RX SUPER - as versatile as you are.

* average of wear parameters in industry standard tests vs. industry test pass criteria.

MACKVISION

2004,the2004mackvision(sampleunitphoto)470h/p18speedg/box46/ 160diffswithxcross/locks,allon10studalloydiscwheels100%new rubber,fittedwithhightensilesheppardsteelbody4.50mx1200mm sideswithswingingtailgaterollouttarp(bodyasnew)fittedwithfull ringfeedermountsinextremlygoodcondition,revolvinglightscbradio comeswithqld/rwcreadyforrego.S170. TA1153744.

workready,justhadwheelalignmentdone,ondiscwheels, availableimmediatelycomeswithQLDRWC.S157. TA1141082.

$120,000+GST+ORC

MACKTITAN

2004,HEAVYDUTY.160-200tonrating.CAT/C16600hp,(RECENTREPAIRSTOMOTOR).18/speedMackheavy duty.Maxitorquegearbox.Onhubreductiondiffswithcrosslocks,onNewwayairbagsuspension.Allon10stud discwheels,alloy/polishedonfront,100%newrubberallround.Longrangefueltanksfitted,ptopumping combo/suitableformultitipping.Powerseats,radio/stereo/c/dplayer/CBradioetc.Heavydutyalloybullbar, recentrespraytochassis,veryclean&tidyunit.Mackmediumriseheavydutysleepercab,dieselicecoldpack fitted.Veryhardtogetthisquality&capacityunit.S129. TA1081077.

PELDOLLY

MACKTITAN150TON

2003,18speedroadrangerg/box,CAT/C15,onNewwayairbagsuspension.Allon10studdiscwheels,Alloy/ polishedonfront.100%newrubberallround.Longrangefueltanksfitted,ptopumpingcombo/suitableformulti tipping.Powerseats,radio/stereo/c/dplayer/CBradioetc.Heavydutyalloybullbar.4x4DECKWIDENER&2x4 DOLLYASUNIT,fullyreconditioneddollyconvertor.The4x4hadrepairstobrakeswheelbearingssuspension, ramps&newHondapowerpack,itwillbeabletocarryinexcessof50tons,runningondiscwheels,comeswith qld/rwc,tyres80%+opensfrom2,50mto3,50.m.Thisisworkready.S161. TA1147863.

$275,000+GST+ORC

VOLVOFH

90tonrated,2003Volvoprimemover.14speedgearbox,volvodiffs.coupledto3x42006tagalong deckwidenerondiscwheels265x70x19.50tubeless.recentrepairsonfloatwithRWC.Complete unit.$175,000+GST+ORC.S162. TA1147864.

$175,000+GST+ORC

VOLVOFH12

460hp,90tonrated4x4+2x4primemover.14speedgearbox.Allingoodcondition.Justbackfrom darwincoupledtojrm4x4dollydeckwidennglowloaderonairbagsuspension.Widensfrom2.5-3.5m. On9.75x7.50tublessdiscwheels.Newhondapowerpackforhydraulics.Coupledto2x4dollytosuit. Fullrebuildon2x4dolly..S167. TA1147865.

An automatic 2016 Fuso Rosa Bus has arrived at our Dealership. Finished in white, this bus is a ready to work. Well equipped examples such as this are often hard to comeby; especially in this condition and at an outstanding price, in addition, this vehicle comes with the following value adding features: Braun ability usa designed 363kg electric wheelchair lift, removable rear seats with the ability to seat 23 able bodied people or 19 + 1-2 Wheelchairs - T611978

YOU DESERVE A SMOOTHER, BETTER BUSINESS WITH CALTEX

At Caltex, we are committed to providing the most advanced premium industrial lubrication technologies available for every kind of operation - from mining to agriculture, power generation to construction, trucking to global marine.

No matter what challenges you might face, the journey will be Smoother, Better, Together with Caltex.

Talk to your local distributor or find out more about Caltex fuels and lubricants.

www.caltex.com/au/business-solutions

SERIOUSLY BADASS.

WHEN ONLY A REAL TRUCK WILL DO.

The most-tested Western Star ever, the all-new X-Series is seriously tough. Boasting our legendary Star durability, the X-Series features a powerful integrated driveline, advanced safety systems, and superior comfort - even in the most rugged of applications. But talk is cheap. Experience it for yourself.

ERA OF THE

PERFORMANCE AND ECONOMY

no compromise

Detroit’s DD16 delivers all the power you need.

With up to 600 horsepower and 2,050 lb-ft of torque, the big bore workhorse provides efficient and dependable power and performance without compromise. Detroit’s advanced technology also means GHG17 requirements are met through innovative fuel efficiency resulting in lower emissions.

This power, performance and efficiency prowess is backed by our industry-leading warranty and extended coverage packages that ensures the highest level of support for our customers.

Combined with superior fuel economy and the absence of a midlife change out, the DD16 delivers an enviably low total cost of ownership and maximum uptime.

This is all backed by our well-established and extensive national service and support network which, together with our highly skilled factory-trained technicians, means you can count on getting the right advice when you need it.

With Detroit, there’s no compromise.

Driver praises smooth Fuso electric beer truck

“Quick, quiet and efficient.”

That’s how Fuso eCanter driver Lance Valentine describes the fully-electric BevChain truck he uses to deliver Toohey’s beer kegs to Sydney suburbs.

Each day, Valentine completes three to four loops out from Linfox subsidiary BevChain’s Lidcombe base, delivering fresh Toohey’s kegs to pubs in a radius of 40km.

Valentine plugs the truck into a fast charger when he returns to the BevChain base in order to briefly top up the batteries, and heads out again. Depending on traffic conditions and route, total mileage for Valentine’s daily deliveries could be up to 150km.

“When I get back to the yard after the first run, the battery still has decent range thanks to some regenerative braking,” he says.

“With the fast charger, I easily top it up in a very short time and that gives me enough to get out and back without having to worry about range.”

The eCanter uses six liquid-cooled lithium ion batteries mounted in the frame that store 82.8kW/h of electricity and feed a permanent magnet synchronous motor.

“It is smoother, more comfortable and there is hardly any noise,”

Valentine says. “It is also really easy to drive.”

The near-silent operation is also a big plus for residents in the areas the Toohey’s kegs are delivered.

“Beyond the fact it is producing zero emissions, the quiet operation is also really important,” he says.

“Driving around heavily populated areas without the noise of a diesel is a big positive when you think about noise pollution in a neighbourhood.”

The eCanter’s power output is 135kW and 390Nm of torque can be delivered the moment the accelerator pedal is pressed.

Valentine also likes using the electric version of engine braking that also recharges the battery when pulling up the truck.

“The regenerative braking is so good that I hardly have to use the brakes,” he says.

“I tend to look ahead and see what I can do to harvest energy with the regenerative braking, like lifting off to charge going down a hill or using the regenerative braking to pull up rather than use the brakes.”

As for his role as one of the few drivers to pilot an electric truck in Australia, Valentine says it is something to be proud of.

“I’m really happy to drive a zero emissions truck and actually be part of history,” he says.

A Fuso eCanter driver has shared his view on the new Bevchain fully-electric truck he uses to deliver beer kegs in Sydney

An electric beer delivery truck is sparking interest on Sydney’s roads

Lance Valentine readies the rapid charger for the Fuso eCanter he pilots each day

Mack Metroliner takes Hanson concrete to new level

Half an hour north-east of Bendigo in Victoria, you’ll find the Fosterville Gold Mine.

It’s an all-underground mine that runs all year round and it’s also where Hanson’s super-customised Mack Metroliner is playing a key role transporting concrete for the mine.

Hanson Concrete plant manager Matthew Bray knew from the start that any truck going into the gold mine needed to be tough.

“It’s a harsh, incredibly dusty, environment that often turns to mud and slurry the moment it is exposed to water from the water carts or mining machines,” says Bray.

“The temperature down the bottom can get up to 50 degrees centigrade. Truck filters clog up quickly which compound into a vast array of truck faults.”

Hanson installed all heavy-duty fittings on the Metroliners, including extra layers of paint and rust-proofing, large custom external trays and a single conveyor guard over the drive wheels with additional bracing to handle the bumpy and steep conditions.

“We go through about 10 tyres a month so the single guard will give us more room to change the tyres

out. The single guard allows us to mount larger external trays on top, which hold the chutes and some custom wheel chocks we’ve had manufactured,” says Bray.

“When the floor is underwater conventional chocks can float away, and if we’re on an extreme gradient they can slip. Having these handy around the truck gives us a bit of reassurance and prevents the truck sliding.”

Bray and his team worked closely with the Mack engineers to customise all aspects of the Metroliners, using an agile development process that saw them making changes on the fly as new truck data came to hand from the mine. A good example is keeping the trucks slow enough to stay in control.

“The track is a steep and narrow tunnel that reaches a 7-to-1 gradient in places,” says Bray. “Slowing the truck down enough on the descent is a major safety issue, especially when the roads are wet.

“If the driver sits on the air-brakes all the way down the compressor can’t keep up and you risk running out of air and not being able to stop.

“Besides the obvious potential damage caused to the truck, sliding into the tunnel wall could also cause

large safety and structural concerns, so this was a large challenge we worked with Mack to engineer out.”

To get around this problem, Hanson imposed a speed limiter of 30 km/h on the engine, installed a transmission retarder to reduce the need for braking, and lowered the diff ratio so the retarder cuts in earlier at low speeds.

“Ideally, we want the drivers to be able to get down there without using the brakes much at all. The retarder is crucial to that, it’s the way we’re expecting to control the descent, especially when the roads are slippery.

“The drivers are super-excited about it, they’ve had the experience of hubs overheating from riding the brakes and the seals blowing, and we’re confident this approach will solve that.”

Mack says Hanson’s mining Metroliner is a great example of how Mack’s engineers can customise a truck to make it perfectly fit-forpurpose, and Bray expects them to put in a solid performance.

“We’re looking to run them for at least five years,” says Bray. “And the Mack driver trainers are coming down to help our drivers get the most out of them. It’s a complete package, and Mack really pulled out all the stops to build exactly what we were after.”

Hanson and Mack have created a concrete agitator specifically designed for the most extreme underground conditions

The custom Hanson Concrete truck built to handle the toughest conditions

US EV company brings trucks to Australia

The US EV trucks and tech systems from Atlis Motor Vehicles will arrive down under courtesy of an order from AUSEV

US based vehicle company Atlis Motor Vehicles says it is bringing its vertically integrated electric vehicle technology ecosystem products to Australia and New Zealand.

Atlis will bring its products down under courtesy of an expanded order from Australiabased AUSEV for 270 pf Atlis’s 1.5 MW charging stations to support AUSEV’s initial order of 19,000 XT all electric pickup trucks announced earlier this year.

Once fulfilled, the chargers will be independently distributed throughout territories in Australia where the XT vehicles will be deployed.

The parties intend to explore the potential for local battery cell production in Australia.

“This is an extremely important milestone for Atlis as it underscores the confidence AUSEV has already placed in the Company fulfilling the initial order for 19,000 XT vehicles,” says Mark Hanchett, Atlis Motor Vehicles’ Founder and CEO.

“It is also a meaningful fundamental event for our current shareholders and prospective investors as we maintain and expand our development trajectory as a publicly traded company.

“These two foundational orders from AUSEV demonstrate our commitment to scaling up production and AUSEV’s growing faith in Atlis. We are grateful for our continued collaboration with AUSEV and expect to extend the AUSEV collaborative and distribution model to other territories.”

AUSEV head of operations Brendan Kenny says: “Atlis is focused on providing work trucks with a long range and fast charge time, which is perfectly suited for the Australian market. These charging stations are a natural progression to build on our original order.”

BOSSCAP head of future business Terry Mulcahy says: “BOSSCAP is a multi-industry company focused on sovereign capability, and the potential of local battery cell production is a very exciting opportunity for us.”

Mercedes’ mountain climbing electric truck

Daimler trucks sent a fully loaded eActros 300 semi-trailer tractor unit across the mountainous Arlberg Pass in Austria last month to prove the case for battery powered long haul freight

As part of a series of tests, the eActros 300, which recently premiered at the IAA Transportation 2022 in Hanover, was hooked up to a fully loaded 40 tonne trailer and sent on a 111km journey in Tyrol, via Bludenz, Stuben, St. Anton and Lech, and at times at an elevation of more than 1,800 m.

The experts from MercedesBenz Trucks subjected the tractor and trailer to tests to validate its performance and durability. A special focus was put on energy recovery through recuperation, which can be used extensively in the alpine topography of Tyrol.

During recuperation, energy gained during braking is returned to the eActros’ batteries and is then made available to the drive unit. In this way, the electric tractor unit was able to recover a total of around 180 kWh of energy. At the end of the demanding tour, about 40 percent of the energy was still available.

Stina Fagerman, head of Sales, Marketing and Services at MercedesBenz Trucks says: “The tractor unit version of the eActros 300 expands the application options of the eActros for heavy-duty distribution transport.

“The intensive tests in Austria have shown our electric truck can reliably fulfill its tasks, even in a particularly challenging topography with extreme uphill and downhill grades.”

In total, the electric semi-trailer climbed 2,300 m in altitude during the test – the maximum grade was at 13 per cent.

On the way to the test area, the truck’s batteries were only charged at public charging stations.

Series production launch of the eActros 300 semitrailer tractor is planned for the second half of 2023.

Mercedes-Benz is celebrating a successful mountain climb test for the eActros 300 semitrailer tractor

Old tyres find new life

The move, announced on October 21, has been welcomed by the tyre industry, the majority of whom are already involved in the National Tyre Product Stewardship Scheme.

The Scheme is financed by voluntary contributions by 49 per cent of tyre importers and has almost 1,700 accredited participants, which include tyre retailers, collectors/ recyclers, local government, mining and fleet organisations.

At the moment, 80 per cent

of Australia’s used tyre derived material is shipped overseas, often to developing countries.

“Current Scheme contributors and participants are the pioneers and innovators in the sustainable management, recycling and productive use of recovered end-oflife tyres,” says Lina Goodman, CEO of Tyre Stewardship Australia (TSA) which administers the Scheme.

“They do this voluntarily with their investment yielding significant

transport

The first NHVR prohibition order under the HVNL has been announced following a SA police investigation

The National Heavy Vehicle Regulator (NHVR) says it has handed down its first prohibition order under the Heavy Vehicle National Law (HVNL) against a former transport company director.

After thousands of driver records were found destroyed in a chemical bath of weed killer, a former transport company director has been convicted and fined in a South Australian court, following a lengthy investigation by South Australia Police.

The former director pleaded guilty for failure to exercise due diligence in complying with a safety duty and was fined $14,000.

A Prohibition Order was imposed for a period of 12 months, excluding the director from engaging in any transport activities. This order is the first Prohibition Order that has been made under the HVNL.

The interstate transport company was also convicted of one count of failing to comply with its safety duty. The court indicated a fine of $120,000 but was reduced to $84,000 due to a guilty plea.

Acting executive director Statutory

“Through records obtained from the investigation into the transport company, it was identified that the drivers regularly failed to comply with their minimum rest requirements, including false entries into work diaries,” Hughes says.

“Executives in particular must exercise their own personal due diligence obligations to check the company has ensured the safety of its transport activities, including the safety of all workers and independent contractors.”

outcomes and benefits for Australia so far. But the recent independent review conducted by Arcoona Consulting, shows that, as a voluntary initiative the Scheme has reached its peak and that it is still far from leveraging the full environmental, social and economic benefits this recovered resource can deliver. The review notes that without timely regulatory intervention, the Scheme will be unable to shift the dial on these critical indicators or meet community expectations to maximise waste reduction, reuse and recycling outcomes within Australia.

Goodman says the current situation sees us shipping jobs overseas.

“Australia still exports 80 per cent of its recovered end-of-life tyre derived material. This means we are effectively exporting opportunities for local manufacturing and job creation,” she says. “Currently, less than 15 per cent of used off-the-road tyres from mining, agriculture and construction are recovered. Because of the high rubber content in these large tyres, an exceptionally valuable resource, this is a missed opportunity to deliver substantial environmental, social and economic benefits for regional, rural and remote communities.

“Over 50 per cent of tyre importers are not currently contributing financially to the Scheme, but instead unfairly free-riding on the work that the Scheme is attempting to achieve.

The addition of the Scheme on the Minister’s priority list will bring it in line with the ‘cradle to cradle’ approach taken by other tyre schemes around the world.

Tyre Stewardship Australia was set up in 2014 to reduce the environmental, health and safety impacts of the 56 million Equivalent Passenger Units (EPUs) which reach their end of life in Australia each year.

As of 2022 it has committed over $8 million to 56 projects creating realworld outcomes and solutions for Australia’s end-of-life tyres including roads, research, civil engineering, manufacturing, mining and rail.

For more on the Scheme, visit www.tyrestewardship.org.au

The

full life cycle of tyres sold in Australia will be added to the product stewardship list of the Environment Minister in a bid to ensure the best outcome for used tyres

Compliance Belinda Hughes says the court result sent a strong message to the community that company executives who fail to meet their safety obligations will be held to account.

Director banned from

industry for 12 months

UGL

Linfox named Coles Supply Chain partner of the year

Linfox is proud to have been named 2022 Coles Supply Chain Partner of the Year at the Coles Supplier Partner Awards, held in Melbourne last month.

The awards recognise Australian businesses that have driven innovation, sustainability and community support in a year punctuated by floods, supply chain challenges and the COVID-19 pandemic.

Coles says: “Linfox Logistics won the Supply Chain Partner of the Year Award for providing outstanding support and innovative solutions to ensure the delivery of goods through the challenges of extreme floods, rail closures and COVID-19.”’

“Linfox is honoured to receive this award recognising our strategic partnership with Coles, which began more than 50 years ago,” Linfox general manager for Coles, Tim Trewin says.

“We are proud to support Coles to sustainably feed Australian communities while navigating significant supply chain disruptions.

“Congratulations to our hardworking and dedicated team.”

Penske and UGL partner up in a bid to win defence business

Specialist end-to-end engineering and services provider UGL has joined forces with heavy duty truck, power system, diesel and gas engine supplier Penske to tender for an upcoming maintenance contract with the Australian Defence Force.

UGL, a member of the CIMIC Group, announced the partnership to the market last month saying, together, the two businesses would present a strong tender.

The company’s joint statement says Penske has an extensive national footprint and is a trusted partner to Defence across a range of propulsion system, power generation and vehicle solutions

It says UGL will tender for the delivery of maintenance management and support services, including national vehicle recovery for nominated Defence fleet equipment across Australia.

“We have enjoyed a strong relationship with Penske over a number of years,” UGL managing director Doug Moss said.

“Their expertise and footprint across Australia complement our own, where we have more than 7,000 employees spread across our regions and cities providing services which keep Australia moving. We

look forward to working with Penske on this critical Defence fleet maintenance program.”

For Penske, the partnership represents an extension of previous work with UGL.

“We have partnered previously with UGL in several segments across our business, and it is a logical step to extend our relationship by teaming up with them on this important contract,” Penske Australia managing director Hamish Christie-Johnston says.

“We already support Defence across a broad range of platforms on land and at sea, and we look forward to expanding this support in partnership with UGL.

“Our more than 1,100 employees will lend weight and expertise to the UGL bid.”

UGL will submit its bid for the Defence contract later this year, with the contract award expected to occur in mid-2023.

and Penske have joined forces to bid for a maintenance contract with the Australian Defence Force.

Freight leaders Linfox have been honoured by their business partner Coles

Volvo Group to produce batteries Hauling on auto

Volvo Group has unveiled bold plans to produce new battery products by 2025

In 2025, Volvo Group’s truck plant in Ghent, Belgium will start to produce battery modules in a bid to make the group more self-sufficient in this space.

The investment decision to install battery module manufacturing capacity in Ghent is an important step for the Volvo Group to shape its future value chain for battery systems.

The battery module manufacturing line will be able to use battery cells both from partners and from the planned battery cell plant in Sweden.

“We have started the investment process to establish battery module manufacturing in Ghent. The building is expected to be 12,000 sqm and be located at the Volvo Group manufacturing site,” executive vice president of Volvo Group Trucks operations Jens Holtinger says.

“The new high-tech module factory will consist of an almost fully automated process with robots. This means that employees with the necessary competences will be recruited, both externally and by building on our internal competences.”

The Volvo Group truck assembly plant in Gothenburg, Sweden, is already building heavy-duty electric trucks as the first global manufacturer in the world to do so.

In the second half of 2023 the plant in Ghent will also start to produce battery electric heavy-duty trucks.

Volvo Group’s ambition is that at least 35 per cent of the vehicles sold worldwide will be electric by 2030.

Scania says it has joined forces with mining company Rio Tinto to develop autonomous haul trucks at a mine in Western Australia’s Pilbara region as it pursues environmental and productivity benefits.

The two companies have established a long-term research and development collaboration agreement for the continuous advancement of this autonomous technology, under which Rio Tinto’s Channar mine has become the first active partner site for Scania’s autonomous mining solution.

The partnership also includes options for the future transition to electric-powered vehicles.

Rio Tinto and Scania launched new trials on Scania’s 40-tonnepayload autonomous mining trucks in April 2022 and quickly reached a key milestone of driverless operation in a simulated load and haul cycle environment.

“Rio Tinto is excited to partner with Scania to develop a mining solution which will create optionality across our diverse portfolio. Collaboration and partnership is key to reimagining mining in the future,” Rio Tinto Group Technical Managing Director Santi Pal says.

“Our climate action plan includes phasing out the purchase of new diesel haul trucks by 2030, and partnering with industry leaders, such as Scania, across a range of fields, is an important step towards achieving that. As well as the potential decarbonisation benefits, this partnership provides a path to potential productivity improvements.”

Scania Vice President and Head of Autonomous Solutions Peter Hafmar says: “With its dedication to achieving cleaner, more energyefficient operations, Rio Tinto is the ideal partner and first customer for Scania as we seek to put mining on a pathway to net zero emissions. This is a major step towards the goals of a sustainable autonomous mining solution and builds on our already fruitful long-term collaboration.”

Scania says its trucks have potential advantages over traditional heavy haulage trucks, both in terms of emissions and productivity.

In utilising Scania’s autonomous mining trucks, energy requirements, mining footprint and infrastructure requirements can be reduced, meaning that capital and operating expenses may also be reduced at suitable sites.

Volvo Group has plans to produce its own batteries to support its electric evolution

Scania and Rio Tinto are working together to create agile autonomous mine haul trucks

Change of regulator not good enough Scania releases interim 2022 sales report

Victorian MP calls for real changes to commercial passenger vehicle regulations and more compensation for taxi licence owners

With just a few weeks to go until the State Government election in Victoria, Metropolitan East MP Rod Barton has called on the major political parties to make fixing the ride share and taxi industry a priority.

Barton, who is the leader of the Transport Matters Party, says the current situation in Victoria cannot be allowed to continue.

“I call on Labor, the Coalition and the Greens to commit to fair and just compensation for Victorian licence holders and conduct an independent review of the commercial passenger vehicle industry,” Barton says.

Victoria has recently launched a new body, Transport Safety Victoria, charged with oversight of the commercial passenger vehicle sector, however Barton says it has so far been a “mere name change that has failed to alleviate the systematic issues faced by drivers, operators and passengers”.

With the busy Christmas season on the way, Barton says he is concerned a small minority of drivers will continue to behave unethically and illegally, and give the rest of the industry a bad reputation.

He says in New South Wales, the government had put more transition payments on the table for taxi licence holders, and while they may not be as high as the industry would like, they were almost double the payments provided to Victorian licence holders.

From the consumer perspective Barton says changes to the industry was creating issues such as aggressive and illegal touting for business.

Barton wants the major parties to make an election commitment to conduct an independent review of the commercial passenger vehicle industry to ensure Australian taxi companies are working to the same set of rules and regulations as rideshare operators.

While demand has been high for Scania’s trucks so far this year, the business has predicted tough times ahead with rising inflation, interests rates and energy costs on the horizon

Scania recently released its interim sales report on heavy vehicle data for both the third quarter and for 2022 to date, showing an overall increase of nine per cent to October this year, and a 29 per cent boost in net sales for the third quarter.

Scania president and CEO Christian Levin says the third quarter has featured a rise in inflation and interest rate hikes globally.

“Demand for Scania’s trucks remains strong globally but in some European markets we can see slightly lower transport activity among our customers. This is however not reflected in the order intake,” Levin says.

“The order book for trucks is still large and we are continuing to be restrictive in the placing of orders to ensure the quality of the order book and the ability to adjust prices to the high cost inflation.”

In the bus and coach sector, the recovery is a little different.

“In Scania’s bus and coach operations the recovery is continuing in line with the improving pandemic situation in large parts of the world.

“Within Power Solutions, demand is also strong, due to high activity among OEM manufacturers.

“Scania’s important service business is continuing to grow and underlying demand also remains robust in the Financial Services segment,” Levin says.

“The supply chain, which was

disrupted by component shortages for much of the year, is now more stable and during the quarter we managed to increase the volume of deliveries to our customers.

“The bottle neck of the supply chain has shifted from components, to a lack of transport capacity due to Russia’s war against Ukraine.

“Increased sales in the third quarter had a positive impact on earnings, partly offset by increased cost of input goods and less than full capacity utilisation in production.

“Earnings were also impacted negatively by write-downs related to the disposal of Scania’s business activities in Russia.”

Scania says it will continue to boost results as it looks towards electrification.

Levin says Scania has also started to investigate the use of biogas as a power source that might help the company to achieve its climate targets.

“Scania displayed its expanded biogas offering for heavy trucks by introducing two new biogas engines, which goes hand in hand with the major initiative in tank solutions for gas-powered vehicles we unveiled earlier this year.

“The new 13-litre engines offer 420 or 460 horsepower, thus covering a very large share of that part of the European truck market which needs more powerful solutions, including long-haulage trucks.”

Roads infrastructure a Budget highlight

A $55 billion total investment in transport infrastructure in every state and territory formed a key element of the recent Budget.

Investment in NSW:

• $ 300 million for the Western Sydney Roads Package

• $ 5.25 billion for the Sydney Metro – Western Sydney Airport

• $1.6 billion for the M12 Motorway Investment in Victoria includes:

• $2.2 billion for the Suburban Rail Loop

• $ 5 billion to the Melbourne Airport Rail Link

• $ 447.7 million to the Gippsland Rail Line Upgrade

Investment in Queensland:

• $ 586.4 million for a major upgrade of the Bruce Highway through

Brisbane’s outer northern suburbs

• $1.07 billion for the Coomera Con nector Stage 1 (Coomera to Nerang)

• $ 395.6 million for Gold Coast Light Rail – Stage 3

Investment in Tasmania:

• $ 540 million to upgrade the Bass Highway, the Tasman Highway and the East and West Tamar Highways

• $629 million for the New Bridgewa ter Bridge

• $150 million for the Midway Point and Sorell Causeway

Investment in South Australia:

• $60 million to construct on and off ramps for the Southern Express way at Majors Road, which will reduce traffic on Brighton Road

• $ 4.9 billion for the North-South Cor ridor – Torrens to Darlington

Calls for an extension to instant asset write-offs

The National Road Transport Association (NatRoad) says the federal budget commitment to road infrastructure spending is welcome but is disappointed that time is running out for the instant asset write-off.

The popular measure is due to end in June 2023 and the budget contained no hint that it is being extended.

“We are hopeful the government will have another look before what was always marked as a temporary measure runs out, especially in light of the economic hammering our industry has taken in recent years,” says CEO Warren Clark.

“We hope it’s not dead and buried. It was very popular with small businesses and enabled many heavy vehicle operators to upgrade to modern, safer and cleaner vehicles.

“Perhaps we could also have seen some sort of concession to assist operators to move to Euro XI emissions standards, and we are hopeful that will be in the May budget next year.

“On the plus side of the ledger, we are delighted that the government is delivering on its promise of $80 million for truck rest stops.”

• $164 million for the Strzelecki Track Upgrade – Sealing

Investment in Western Australia:

• $125 million toward electric bus charging infrastructure

• $1.002 billion for the Bunbury Outer Ring Road (stages 2 and 3)

• $ 3.7 billion for the Perth METRONET Investment in the Northern Territory includes:

• $740 million towards the Tanami Road and Central Arnhem Road

• $ 332 million of funding for the NT Strategic Roads Package

Investment in the ACT:

• $218.4 million for Canberra Light Rail – Stage 2A

• $ 5 million for the Garden City Cyle Route to encourage active travel

The federal government is aslo spending $1.5 billion on the Freight Highway Upgrade Program to seal the Tanami Track in the Northern Territory and Western Australia, as well as upgrade other nationally significant freight routes, including the Dukes, Stuart and Augusta Highways in South Australia and Central Arnhem Road in the Northern Territory.

The government will continue to invest in the Outback Way in Western Australia, the Northern Territory and Queensland, maintaining a total investment of $1 billion.

The government says it will also continue to partner with state and territory governments to roll out projects under the Road Safety Program to the tune of $3 billion to continue through to mid-2025.

There is another $26 million towards specific road safety grants over three years from 2022-23, addressing priorities identified in the National Road Safety Strategy and Action Plan.

Among the investments is an additional $80 million to deliver Heavy Vehicle Rest Areas nationwide.

In addition to progressing Australia’s first National Electric Vehicle Strategy, the Government is taking action to reduce vehicle emissions, including the introduction of Euro VI technology which is expected to improve the health and economic outcomes of the nation.

The federal government has splashed investments in infrastructure and transport as part of its first budget

NatRoad has weighed in on the recent federal budget and decisions made regarding the transport industry

$55 billion has been set aside for roads infrastructure in the federal government’s latest Budget

NatRoad CEO Warren Clark

ATA celebrates major heavy vehicle rest area breakthrough

The Australian Trucking Association (ATA) has welcomed a commitment to deliver heavy vehicle rest areas across Australia.

The federal government’s first budget has committed an additional $80 million for heavy vehicle rest areas over the next four years.

The ATA says rest areas have been chronically underfunded for years. Last week’s budget announcement is an important down payment on fixing the issue.

The budget will lift spending on the heavy vehicle safety and productivity program (HVSPP) from approximately $70 million annually to $100 million annually by 2024-25.

However, less than 10 per cent of past HVSPP project funding has gone to rest areas in recent years.

The ATA says the government must focus on project delivery and ensuring the additional $80 million is actually spent on rest areas, located where industry needs them.

The ATA has campaigned for minimum rest area standards –which governments would then need to ensure are delivered.

The ATA says these standards should include the distance between rest areas, their design and a requirement that new rest areas on the national highway network be able to accommodate 53.5 metre combinations.

We have also called for at least $100 million annually to be spent on rest areas – with more to be spent on fixing roads.

Hobart electrolysis plant gets the nod

Nyrstar Australia has welcomed the budget commitment to fund an electrolysis plant in Hobart, Tasmania

Zinc and other metals manufacturer Nyrstar Australia says it welcomes the federal government’s budget commitment to fund a new electrolysis plant in Hobart.

Nyrstar Australia vice-president Dale Webb says Nyrstar welcomes the announcement from the federal government that confirms $50 million in Commonwealth funding towards construction of a new $400 million Electrolysis Plant in the federal budget.

“The announcement by the federal government demonstrates again the value of what we do in Australia and the importance of this new electrolysis plant to our sector and Tasmania,” Webb says.

“This ensures that the next generation of employees and businesses in Tasmania will continue to play an important role in the manufacturing of zinc, a mineral critical for the transition to a low carbon world.

“This secures the long-term sustainability of 1,300 direct jobs and more than 5,000 indirect jobs in Hobart and through Nyrstar’s interlinked operations in Port Pirie in South Australia.”

It is expected the project, also supported by the Tasmanian government, will take approximately 28 months from commencement and will employ 200 people at the peak of construction.

Nyrstar’s Dale Webb with Federal Science Minister Ed Husic in Hobart

The ATA says the government must now deliver its funded heavy vehicle rest areas

HVIA says budget signals trouble ahead

As the Victorian election looms, Labor have promised cash for truck upgrades

Labor pledges cash for truck upgrades in Victorian election

The incumbent Victorian government has made an election promise to subsidise truck upgrades if it wins the state election on November 26

The offer is for up to $20,000 towards the upgrading of vehicles as part of a move to improve air quality on inner west Melbourne streets.

“No community should have to worry about air quality in their suburb,” Victorian Environment Minister Lily D’Ambrosio says. The government will spend $15 million on those subsidies if successful at the polls on November 26, and a further $5 million worth of grants would be made available to local councils to seal roads, to reduce dust pollution from trucks, and give communities in the west a breath of fresh air.

Neighbourhood lobby group the Maribyrnong Truck Action Group (MTAG) says it welcomes the announcement but also calls for clearer targets, freight moved onto rail and the filtration of the West Gate Tunnel toll road.

“Let’s hope there are clear targets and timelines to ensure the program achieves its aim of cleaning up air pollution in Melbourne’s inner west,” says the group in a statement on its Facebook page.

“This is something that MTAG has long campaigned for, along with the Inner West Air Quality Network. It was also recommended by two major reports into old trucks by Austroads and the Grattan Institute. This is a great step forward.”

HVIA Chief Executive Todd Hacking says the government’s forecast of energy increases as high as 56 per cent over the next two years is dire for big energy consumers, including heavy vehicle manufacturers.

“The Treasurer’s commentary implied some sort of intervention mid-next year, but we need to see action sooner rather than later,” Hacking says. “The government has recognised the vital role of Australian manufacturing, however the unrelenting pressures being placed on industry are paralysing.

“If the cost of energy is prohibitive, that is not going to protect Australian manufacturing; it will just force more manufacturers offshore, or to just close their doors.”

Hacking says Australia’s energy security is already on the table as industry looks to contribute to bringing down emissions in line with the government’s commitment to net zero by 2050.

“Our industry is fully invested in the journey to a low carbon future, however the value proposition to make that transition will not stack up until we address Australia’s outof-control energy situation,” Hacking says.

The Albanese government’s first budget includes a $15 billion National Reconstruction Fund for projects that drive productivity and strengthen supply chain resilience.

“We are encouraged by that news,” Hacking says. “HVIA will continue to prosecute the case that those government spending priorities need to include Australia’s innovative, world-class heavy vehicle manufacturing industry – the

industry that services and supports our vital road transport sector.

“If the past few years have taught us nothing else, surely Australians now understand how crucial the heavy vehicle industry is to our nation’s resilience. If it weren’t for our industry standing up in the toughest of times, the supply chain wouldn’t be just stretched – it would be haemorrhaging.

“The vehicles and technology produced by our manufacturing sector are the envy of the world, not just for their productivity achievements, but also for their impressive safety records.”

Hacking praised the government’s announcement promising 480,000 fee-free TAFE places and community based vocational education places, and the implementation of the New Energy Apprenticeships and New Energy Skills programs.

“Through the HVIA-LITE project, our members and training stakeholders from around Australia are working to progress action on zero emission vehicle skills and training priorities,” Hacking says.

“There is a mix of skills and knowledge required to ensure safety for any technician working on and around high voltage electric heavy vehicles.

“The skill requirements include workplace safety, electrical safety and best practice for body fitment and the fitment of common accessories such as tail lifts and cranes.

“HVIA is also advocating for national consistency in funding arrangements to subsidise electric heavy vehicle technician training.”

The Heavy Vehicle Industry Australia (HVIA) says it is concerned about the impact budget forecasts of skyrocketing energy prices and ongoing inflationary pressures will have on the industry

The Report went on to say: “Developments in road pricing technology create the opportunity for more cost-reflective pricing which, combined with institutional changes to link road supply and demand, offer the potential for substantial efficiency gains.”

Which does sound like: “How much more can we squeeze from the road freight industry if we use digital tracking and tolling?”

Preaching to the converted

The biggest player in Australian rail freight had some interesting things to say about our sector at the inaugural Australasian Rail Association (ARA)

Rail Freight conference in Brisbane in October.

Pacific National COO Patrick O’Donnell delivered the keynote address and made some points strongly in favour of rail over road.

Patrick said that a major strength of rail at the height of the pandemic was its ability to haul large volumes of freight across state borders safely and efficiently “without needing thousands of drivers”.

He added that despite rail’s clear benefits, its infrastructure is in a state of decline after decades of government underfunding, blaming sections of the network for creating freight bottlenecks and poor connectivity to ports.

It wasn’t a shock to hear him make the case for more rail duplication, more crossing loops, more staging areas, and more and longer rail sidings.

But it was odd to read that most Australians “prefer real trains, not road trains”, hauling bulk freight over large distances.

Call me a cynic but I’ve heard all this somewhere before.

So, I scoured the office library shelves and pulled out a dusty piece of analysis.

It’s 15 years since then-Treasurer Peter Costello received a Productivity Commission Report into Road and Rail Freight Infrastructure Pricing.

Warren Clark, CEO of the National Road Transport Association

It compared the efficiency of the two modes, which it said was of particular importance to Australia given its dispersed population and production centres.

There were some interesting points.

Firstly, pricing and regulatory arrangements were hampering the efficient provision and use of both road and rail infrastructure.

“Heavy trucks have been more than paying their way… under the Pay As You Go (PAYGO) system administered by the National Transport Commission”, it said.

“The case that road is subsidised relative to rail is not compelling, even accounting for externalities.

“And even if network road charges were greatly increased, rail would not derive much benefit given limited substitutability and much complementarity between the two transport modes.”

In other words, making trucks pay more is not going to push massive amounts of freight onto rail.

As we all know, rail is great for some bulk cargo, but trucks go places that freight trains cannot.

Linking those charges to actual road supply and repair would be a huge leap forward and that’s what national reform needs to do.

The eventual disappearance of income from fuel tax once road transport moves to net zero creates an opportunity to re-design the way government taxes road freight.

I’m not for a minute denying that rail does have its attractions, depending on what freight needs to be moved where.

As things stand now, it’s an emissions-lowering no-brainer.

But once most cargo reaches a fancy intermodal terminal, it needs to be picked and re-packed to be sent to its eventual destination - and only trucks can take it there.

And the PC was clear when it said: “Road freight has an inherent advantage over rail in that the burden of fixed and common network costs can be largely shared with passenger transport (the dominant user).”

Don’t get me wrong. Pacific National’s comments to the ARA are entirely understandable when you realise it was preaching to the converted.

Again, referring to the PC Report of a decade-and-a-half ago, it said that “only a small proportion of the land freight task is contestable” between road and rail….for many freight tasks, road and rail freight are more complements than substitutes.”

Having an argument that one is ultimately preferable to the other is not something that needs to happen.

But if somebody from the rail freight industry wants to explain the logic of the Inland Rail project and its lack of connectivity to Port Botany, I’ll be most grateful.

Road freight operators will be around the fill in the gaps.

Real trains, not road trains

O’Donnell told guests that the major strength of rail during the height of the pandemic was its ability to haul large volumes of freight across state borders safely and efficiently without needing to deploy tens of thousands of drivers across borders.

He says despite the clear benefits of rail, the industry’s infrastructure has been in a state of decline and that after decades of government underfunding, many sections of our interstate and regional railways were shown to be lacking resilience.

“A resilient rail freight network enables Australian export industries to quickly seize market share in boom times and squeeze out profits in lean times.”

O’Donnell says Australia’s rail networks require more duplication, more crossing loops, more staging areas, more and longer rail sidings, not to mention larger culverts to handle larger volumes of future floodwaters.

Pacific National also insisted that Australians prefer real trains, not road trains, hauling bulk freight over large distances.

And O’Donnell argued that in a postCovid global economy, those nations which establish safe and resilient rail freight networks will win the race to a prosperous and sustainable future.

Today, only two per cent of freight is transported by trains between Sydney and Melbourne – the busiest freight corridor by volume in the country. The result is a conveyor belt of more than 700,000 B-double

return truck trips each year on the Hume Highway.

Pacific National estimates increasing the rail freight share between Melbourne and Sydney to 50 per cent would help save multiple lives and $300 million in road accident costs on the Hume Highway each year. It says annual vehicle emissions along the highway would also be reduced by more than 400,000 tonnes.

O’Donnell made the argument that rail networks cost the government, and taxpayers less. Saying that another consequence of more freight being transported by trucks is that taxpayers and ratepayers are forking out more money to repair and maintain roads and highways.

All this, says O’Donnell, results in added costs creeping into the national supply chain which are ultimately paid for by Australian families at the supermarket checkout. This adds to the pain they are feeling from inflation and rising interest rates.

Pacific National says the reality is rail freight companies like itself pay ‘full freight’ to network managers –many government-owned – to access regional and interstate rail lines to haul goods and commodities.

In contrast, except for tolled urban motorways, truck drivers operate on upgraded roads and highways substantially funded through the public purse.

As a classic case in point, O’Donnell pointed out that at a time when the ‘umbilical cord of steel track’ linking the eastern and western seaboards was cut to shreds in more than a dozen locations by flash flooding, the previous federal government was promoting a $678 million budget allocation to establish a new sealed superhighway across the continent – from Townsville to Perth, via Alice Springs.

What’s even more perplexing, says O’Donnell, is rail freight offers governments a ready-made solution to help achieve emission reduction targets.

Pacific National says depending on the terrain and the goods and commodities being hauled, rail freight is up to eight times more efficient in reducing emissions then road transport.

In regard to future rail projects, although Pacific National says it continues to be a very vocal public supporter of the future MelbourneBrisbane Inland Rail, it doesn’t want this project continuing to monopolise political discussions at the expense of existing networks and much-needed policy reforms.

O’Donnell says Pacific National welcomes the federal government’s review into the project which will hopefully help to get Inland Rail back on track in terms of cost and timing.

And finally, to help address the skills shortage in the rail sector, Pacific National says it has continued to invest heavily in driver training schools, with up to 400 new freight crew coming onboard in the last three years.

But, he says, private investment will only flow if the case for rail freight, including its role in reducing emissions, is better understood, and appreciated by government.

Pacific National’s COO Patrick O’Donnell made the case for more rail funding in his key note address to the inaugural Australasian Rail Association (ARA) Rail Freight Conference in Brisbane last month.

Pacific National’s COO Patrick O’Donnell

Industry weighs in on the Euro VI standards change

In October, the future of Australia’s transport industry shifted.

Built on decades of dieselpowered heavy vehicles, the federal government’s decision to make Euro VI emissions standard from November 1, 2024, signalled a shift towards a zero-emissions future.

The tighter noxious emissions standards for new trucks and buses aim to save lives and prevent toxic air pollution.

From November 2024, the new emissions standard will be phased in over a 12-month period.

By late 2025, the government will enforce that all new trucks and buses in Australia will follow the cleaner engine emissions rules.

What does the transport industry think of this change?

With a history in traditional diesel trucks, many heavy vehicles in

Australia emit dangerous pollution into the atmosphere. That doesn’t necessarily mean the industry will be receptive to the change.

Zero-emissions policy expert at the Australian Trucking Association (ATA) Sam Marks says the timing for this decision is appropriate.

“It’s an important outcome for the industry and for the broader community,” Marks told ATN. “The decision is fairly close to the position that the ATA says it held. It also recognises the need for productivity benefits, which is a boost.

“The timing lines up with the dates that we put forward to the government. It’s an important step to reduce noxious emissions around the community, which the industry has a good record in doing.”

Marks says there have been substantial reductions on emissions

made in the past 30 years in the Australian transport industry, despite the kilometres driven nationally having increased by more than 80 per cent.

He says this latest change allows the industry to remain at the forefront of environmental standards.

The ATA zero-emissions policy expert says many operators shouldn’t be worried about the change, as the rules only apply to new trucks purchased after the selected date in 2024.

“We have to make it clear that this ruling doesn’t impact trucks on the road today,” Marks says. “This means there’ll be more certainty going forward about what operators will buy when it comes to requirements.

“It’s important to have the transition time, as it takes time for manufacturers to change supply

The federal government has made a major announcement on the future engine emissions standards of Australian heavy vehicles. But what does the industry think of this decision?

chains and make decisions that will show results in the future.”

Marks says the ATA is fairly comfortable with the timelines provided by the government. He says it has advocated for the 2024 and 2025 implementation dates announced by the federal government, giving the industry time to adapt to the standards that will come into effect.

A welcome change

Similarly, the National Heavy Vehicle Regulator (NHVR) is positive about the introduction of the stricter emissions standards.

NHVR director of vehicle safety and performance Peter Austin says the NHVR welcomes the announcement to accelerate the uptake of cleaner heavy vehicles.

“The Australian Design Rule (ADR) changes will not only recognise the Euro VI standards but also equivalent standards in place in the US and Japan,” Austin told ATN. “Euro VI emission components have a longer service life and these vehicles produce lower levels of hydrocarbon, NOx and particulate emissions, delivering improvements in the health of our communities.

“NHVR supports the adoption of Euro VI, not only for its environmental benefits but the potential safety improvements it can deliver.”

It’s not just the industry bodies who support the move, drivers will also have safer trucks.

Marks says the NHVR issued a survey to the industry that showed that Euro VI vehicles typically featured six advanced safety technologies, including autonomous emergency braking, lane departure warning and stability control.

Euro VI has other challenges

Although the Euro VI announcement has been received positively by many in the industry, there’s more work to do to satisfy everyone.

The National Road Transport Association (NatRoad) has called on the federal government to provide incentives and other financial assistance so operators can easily adopt to the change.

“We just can’t ignore the increased costs of adopting Euro VI for heavy vehicle operators who are already under severe financial strain,” NatRoad CEO Warren Clark says.

“It’s up to the government to cut stamp duty and registration charges to compensate for that or owners won’t be able to make the switch from older trucks.”

Alongside the financial incentives suggested, transport bodies also want to see productivity benefits included in the announcement.

The ATA, through Marks, says it wants to see mass limits and width limits amended before the Euro VI mandated change occurs.

With Euro VI trucks being slightly heavier, Marks says the rules must be changed so that productivity penalties aren’t enforced for those transitioning their new trucks.

“It would be good to see governments including the mass limit and width limit changes in a broader package of work,” Marks says.

“We need the wider width limits and mass limits for both trucks and trailers to see benefits in productivity without penalties being applied.”

Austin says: “The NHVR is working to assist the National Transport Commission to progress a mass concession that offsets the increase in mass limits for Euro VI vehicles. Moving to cleaner and safer vehicles should not come at a productivity cost for the industry.”

If these financial and productivity benefits can be amended, the industry agrees the Euro VI transmission should be a positive cornerstone for the Australian industry.

Marks says the changes are similar to what the ATA and other bodies submitted earlier in the year.

If all goes to plan, Australia’s transport sector could be becoming safer and healthier without any major disruptions.

“What we’re seeing is part of a broader package of work that needs to happen to remove barriers to zeroemissions vehicles,” Marks says.

“If it all happens, then this decision is a good step in the right direction for our industry.”

Quantron CEO Michael Perschke

Quantron targets North American market

Alternative fuel powered vehicle manufacturer Quantron AG has launched Quantron US Inc and appointed Richard Haas as its CEO

Based in Augsburg, Quantron AG already supplies European customers with battery and hydrogen-electric commercial vehicles.

The company is aiming to generate half of its annual turnover in the North American market by 2025.

Quantron CEO Michael Perschke says demand for the technology in North America was high.

“The foundation of a subsidiary in the US is an important step towards our goal of putting zero-emission vehicles on the roads globally,” Perschke says.

“In Europe, close to 100 vehicles converted by Quantron are already successfully in use.

“We see potential for the US in the early years of a triple-digit volume annually.

“I am very pleased that Richard Haas, with his more than 40 years of multicultural experience in the mobility industry, will be joining us as president and CEO for Quantron US.”

Haas was previously CEO of Mahindra Automotive North America, launching a new assembly plant in the Detroit area.

Before that, he was Director of Engineering for the Tesla Model S and a veteran at Ford Motor Company, including a five-year stint in Ford South America, where he was part of a small task force that included the launch of multiple new products at a greenfield assembly complex in northeast Brazil.

“The opportunity at Quantron is unique and compelling in an industry that is now embracing emerging non-IC technologiesparticularly the Hydrogen Fuel Cell Electric Powertrain space for medium and large commercial vehicles. I’m honored and excited to be one of the first players in this space in the United States,” Haas says.

It has a strategic partnership in place with Canadian fuel cell expert Ballard Power Systems as part of this plan.

2022 Australasian Fleet Champions Awards winners announced

The awards, run by Brake, the road safety charity and supported by Waka Kotahi NZ Transport Agency, acknowledge companies and individuals who have implemented successful initiatives, products or services to tackle fleet safety.

The winners were announced at an awards ceremony in Auckland, and virtual ceremony online, on Thursday October 20.

Individual awards were sponsored by Bridgestone, First Rescue, Fleetcoach, Suzuki and Waka Kotahi.

The awards are held annually and are part of Brake’s Global Fleet Champions initiative, a global partnership campaign to prevent crashes and reduce pollution by vehicles used for work purposes.

As well as categories for organisations, two individual awards were presented to fleet professionals including the prestigious Outstanding Commitment to Road Safety Award, which was awarded to Hamish Piercy from NZI.

The 2022 Fleet Champions Award winners are:

• Company Driver Safety Award, sponsored by First Rescue: FMG

• F leet Safety Product Award: e-Driv ing and Innovation Group

• Road Safety in the Community Award, sponsored by Bridgestone: AMI

• Sustainable Journeys Award, sponsored by Fleetcoach: Zilch

C

Kotahi NZ Transport Agency: Hamish Piercy – NZI

“We are delighted to see organisations working hard to help ensure their employees, contractors and other road users get home safely every day,” Brake NZ director Caroline Perry says.

“The organisations represented at the awards are striving to make a real difference to fleet and road safety, and we hope their work and achievements inspire other organisations to implement measures to address their own risks too. Congratulations to all the winners and highly commended entrants at the eighth Fleet Champions Awards.”

Waka Kotahi NZ Transport Agency senior manager road safety Fabian Marsh says: “Waka Kotahi shares the same commitment to improving road and fleet safety and reducing emissions as all the businesses and organisations represented at the awards do.”

• Safe Vehicles Award: Council of the City of Sydney

• Road Risk Manager of the Year Award, sponsored by Suzuki: Sarah McLachlan – Manuka Health

• Outstanding Commitment to Road Safety Award, sponsored by Waka

“We’re proud to once again support the Fleet Champions Awards and to acknowledge those who take the necessary steps to improve the safety of at-work drivers and the public on the road. We congratulate this year’s winner of the Outstanding Commitment to Road Safety Award, Hamish Piercy from NZI.”

Safety-conscious organisations from New Zealand and Australia have been recognised for working hard to reduce incidents involving at-work drivers and vehicles during the eighth annual Australasian Fleet Champions Awards

A

Bill Dyall (Bridgestone) and Gary Rennie (AMI). AMI won the Road Safety in the Community Award

B

Dave Comp (First Rescue), Calvin Fransen (FMG) and Jack McKenna (FMG). FMG won the Company Driver Safety Award

C

Bill Dyall from Bridgestone, last year’s winner of the Outstanding Commitment Award addressed those attending the awards in-person and online D

Bernie Hollewand (Waka Kotahi NZ Transport Agency) and Hamish Piercy (NZI). Hamish won the Outstanding Commitment to Road Safety Award

E

Chris Armstrong (Brake) and Karen Knight (Crash Management, representing eDriving and Innovation Group at the ceremony). eDriving and Innovation Group won the Fleet Safety Product Award

F

Jim Petersen (Fleetcoach), Roy O’Hara (Zilch), Craig Cockerton (Fleetcoach) and John Arand (Fleetcoach). Zilch won the Sustainable Journeys Award G

Dave Comp (First Rescue), Jim Petersen (Fleetcoach), Craig Thrussell (First Rescue) and Craig Cockerton (Fleetcoach)

H

Bill Dyall from Bridgestone with Kirsten Corson and Roy O’Hara from Zilch I

Sally Savill (Suzuki) and Gary Rennie (NZI). Gary was highly commended in the Road Risk Manager category

Townsville Ring Road edging closer

Deemed as being critical to the task of reducing congestion and helping to improve freight efficiency and road safety, the Ring Road will duplicate the only remaining two-lane undivided carriageway section of the 22km Townsville Ring Road.

Providing an alternative to the old Bruce Highway, it will serve as a bypass for through traffic, a distributor for freight and commuter traffic within the city, and an alternative freight route to the port from locations north of Townsville. It will also include a new interchange at local road, Beck Drive.

The Queensland government’s Department of Transport and Main Roads (TMR) is leading the delivery of the $230 million project, funded by the federal government, with the design and construct contract being delivered by Georgiou Group.

The project is drawing on Australian businesses including timber and building supplier Big River Group which has delivered a range of formwork and building materials.

“Having a strong relationship with our suppliers, as well as having our own mill located in Grafton NSW, resulted in Big River being able to

Little Bohle River Bridge October 2021 Image: Department of Transport and Main Road / Georgiou Group

secure the products required in a timely manner which met the requirements of our customer,” Big River Group sales manager Ben Classen says.

“It’s been extremely satisfying to be able to assist Georgiou with our very own product alternative, Infill Plus, at this critical stage of the project’s development,” Classen says.

“We worked out the required quantities and offered factory cutto-size services, which helped save valuable time on site cutting sheets. It was great seeing the product installed on site.”

Big River also supplied its engineered and dimensionally stable wood product, LVL Formwork for BridgeForm.

“It is pleasing to see Big River Townsville playing a key part in the supply of goods and services required for the development of such a large-scale project, together we are shaping the future of Townsville’s infrastructure,” he says.

Road upgrade boost for Horsham

Truckies traversing Victoria via Horsham will be among the key beneficiaries of road upgrades to Riverside Road and the Gross Bridge

The federal government says motorists and truck drivers who live in and travel through Victoria will benefit from new government-funded projects targeting heavy vehicle safety and productivity.

The funding is part of the federal government’s nationwide investment of more than $34.8 million in 18 projects under the Heavy Vehicle Safety and Productivity Program (HVSPP).

In Horsham, the federal government says it is investing $772,500 into improvements for the Riverside Road and the Gross Bridge.

The government says residents of the Horsham Rural City Council area know these transport links are heavily used by both heavy vehicles and other road users alike.

Construction is expected to start before the end of 2022.

The HVSPP provides funding to state, territory and local governments for projects that increase safety and productivity for the trucking industry and communities.

Projects funded under the program include widening and upgrading roads used in heavy vehicle freight routes as well as upgrading existing and building new truck stop rest areas.

“The Heavy Vehicle Safety and Productivity Program funds projects increasing safety and reliability for the trucking industry across Australia, to enhance access and improve freight transport through local communities,” federal assistant transport minister Carol Brown says.

“These projects will support local communities by assisting businesses to deliver and receive their products and services more efficiently.”

Stage 5 of the Townsville Ring Road off the Bruce Highway is on track for completion by mid-2023

NSW Ports releases freight rail expansion plans

NSW Ports’ general manager of operations and equipment has announced the body’s plans for a freight rail future

NSW Ports presented its plan to expand freight rail capacity and take congestion off roads at the recent Australasian Railway Association (ARA) Freight Rail Conference.

The plan seeks to make Australia’s freight industry more efficient by moving road congestion onto updated rail tracks.

NSW Ports general manager of

Operations and Equipment Jonathan

Lafforgue says moving freight by rail at Port Botany, which moves more containers by rail than any other Australian port and has an on-dock rail at each container terminal, has increased remarkably in recent years.

The NSW Ports strategy includes: • E xpanding Port Botany’s on-dock rail capacity to meet future

Work starts on Sturt Highway upgrades

container growth demand

• I ncreasing the two-way loading of trains, including with empty containers, to improve rail utilisation and efficiency and reduce CO2 emissions

• A mode shift incentive scheme, funded by Transport for NSW, to incentivise regional exporters to use metropolitan intermodal ter minals for the “last mile” journey to Port Botany and collection of empty containers

• Working with businesses, rail op erators and Transport for NSW to improve access to the shared met ropolitan rail network for trains des tined for Port Botany

“NSW Ports is investing in extra rail capacity to address long-term demand in a sustainable way, by reducing CO2 emissions and the use of trucks, as trade volume increases,” Lafforgue says.

The latest works will include new eastbound and westbound overtaking lanes near Stockyard Plains and a new eastbound overtaking lane east of Waikerie.

There will also be upgrades to the eastbound rest area at Stockyard Plains, and to the eastbound and westbound rest areas at Kingston-on-Murray.

Weather permitting, the overtaking lanes and upgraded rest areas are scheduled to open late 2023.

The SA government says the works will

improve safety and freight efficiency along the Sturt Highway and support regional economic growth.

“They form part of the South Australian and Australian governments’ $87.5 million commitment to upgrade the Sturt Highway between Renmark and Gawler, as part of the Roads of Strategic Importance initiative,” the media statement says.

It says the contract for these works was awarded to Downer EDI Works Pty Ltd.

“Together with Patrick Terminals, we are investing $190 million to substantially boost on-dock rail capacity, which will deliver faster turn-around times, more rail windows for operators and allow more containers to be moved by rail to and from the terminal without the need for double handling.”

“A mode shift incentive scheme is one way to kickstart this process, with jurisdictions such as Victoria and Western Australia showing that such schemes can successfully increase the volumes of freight on rail.”

The South Australian Government has announced work has started on the construction of new overtaking lanes and upgraded rest stops on the Sturt Highway

Green win for Port of Newcastle

Port of Newcastle’s environmental efforts have been recognised with an international ratings boost

Port of Newcastle’s sustainability efforts have received top marks in the 2022 Global Real Estate Sustainability Benchmark (GRESB), with the Port receiving its highest score to date of 95 out of a possible 100 points.

GRESB is a world-leading leading environmental, social and governance (ESG) benchmarking tool, which provides insight into an organisation’s ESG performance over time and compared to its industry peers.

The 2022 assessment saw Port of Newcastle achieve its second straight 5-star GRESB rating, which is reserved for the top 20 per cent of surveyed companies and formally recognises them as industry leaders in sustainability.

The Port also ranked first out of 26 participating global ports for its Management Score and fourth for its overall GRESB score.

Port of Newcastle CEO Craig Carmody says the result is a reflection of the Port’s sustainability journey over the past four years.

“To go from an overall GRESB score of 40 in our first assessment in 2019 to 95 in 2022 is a wonderful achievement and recognition of the dedication, collaboration and commitment of the many teams across the Port who have been

Port of Newcastle is aiming for net zero pollution by 2040

working to make ESG a core part of our business and our culture,” Carmody says.

“In the past 12 months we have extended the scope of our 100 per cent renewable power purchase agreement, completed a port-wide energy efficient lighting upgrade, renewed our EcoPorts certification, entered into two sustainability linked loans and transitioned the entire port fleet to electric vehicles.

“As the world’s largest coal port, we have been actively working to diversify for the future and are well on the path to achieving our goal of reducing coal trade to half of total revenue by 2030.“

The Port now handles 25 different types of cargoes and last year reported records across a number of export commodities including wheat (+900 per cent), aluminium (+87.5 per cent), meals and grains (+2836 per cent).

The arrival of the Port’s two new mobile harbour cranes will also boost container handling capabilities.

The Port’s target-driven ESG Strategy sets out its commitment to Net Zero by 2040.

Supply chain focus for NT

The newly formed Northern Territory Logistics Council met for the first-time last month in a bid to find ways of strengthening supply lines

The Northern Territory government says the NT Logistics Advisory Council was established to provide expert advice to the Territory Government on maximising the effectiveness of the Territory’s supply chains.

The government says effective logistics and supply chains are vital not only to ensuring food and fuel security, but also for supporting the Territory’s industry and economic growth, increasing its capacity and reducing risk.

The council is made up of Territory industry leaders and co-chaired by the chief executive of the Department of Infrastructure, Planning and Logistics and the chief executive officer of the Australian Logistics Council.

The council comprises:

• Andrew Kirkman, Department of Infrastructure, Planning and Logistics (Co-Chair)

• D r Hermione Parsons, Australian Logistics Council (Co-Chair)

• Peter Dummett, Darwin Port

• S am Burke, AustralAsia Railway Corporation

• Clayton McDonald, Aurizon

• Tony Edmondstone, Airport Development Group

• Louise Bilato, NT Road Transport Association

• Paul Burke, NT Farmers

• Will Evans, NT Cattlemen’s Association

• Katherine Winchester, NT Seafood Council

• C athryn Tilmouth, Northern Australia, Minerals Council of Australia

• Tim Burrow, Extractive Industries Association of NT

• Greg Ireland, NT Chamber of Commerce.

The Initial priority actions for the council will include supply chain mapping and investigation of a potential freight transition scheme.

The coalition of industry, business and government aims to improve market connections and help to accelerate the Territory’s growth.

for the region

Empathy and empowerment encourages better truck drivers

The Chartered Institute of Logistics and Transport (CILT) International Convention in 2022 was held in Perth, WA, in October, hosting more than 300 delegates from around the world and featuring more than 15 high profile speakers

A common theme at the CILT con ference was the lack of skilled labour across the logistics industries – not just in Australia, but on a global scale.

Particularly hard-hit has been the trucking sector, with the operations of transport companies consistently being hampered by a dearth of truck drivers.

But of course not anyone can be a truck driver: they need to be properly trained, show the right aptitude, and be conversant with rules and regulations.

The issue of developing drivers to the required standard was the subject of an engrossing address from Pilbara

Heavy Haulage Girls chief executive Heather Jones, who said the key to getting the most out of staff was a need for empathy, encouragement and empowerment.

Jones spoke from the heart about how she got into the industry, from coping as a single mother, to successfully creating a truck business in the Pilbara of Western Australia, the “toughest track on Earth”.

“We’re a company where we train truck drivers new to the industry, and there’s three generations of drivers in my family; my father, myself and my two daughters,” she said.

“We are changing the perception of truck drivers that it’s purely a man’s job, and it is something I enjoy immensely.

“We’ve been able to help people change their lives. They’re really empowered by what they’ve been able to learn with us, and then take on board a mindset to change to change their destinies.”

Jones said understanding the plight and backgrounds of people was crucial in helping them achieve their potential, and related her own experiences of growing up in Port Hedland, where her parents ran a foster home for disadvantaged children.

“Our house became the safe place, there were more than 57 badly abused children,” she said.

“That was over 16 years. Some of the children never went home and they stayed with us.

“This upbringing taught me that with love and kindness, you can change parts of the world.”

Jones eventually married and had three daughters, but was left to fend for herself when her husband left her.

“I secured some work in Karratha after my husband had departed, and it was at a friend’s trucking company,” she said.

“One day my boss was short of a driver and he asked me if I could take a truck of his to Tom Price, about 600 kilometres away.

“This gentleman took a chance on me and what a great man he was. This was the beginning of our road trucking career.

“I cannot stress enough how this act of trust and kindness changed the course of my life, my children’s lives, and now, through our company, many other people’s lives.

“My girls accompanied me in the truck for seven years and they were homeschooled. They came along to every single job that I did.

“Some of the jobs were general freight unloading and reloading of ships. Then we went up and down the highways driving various tipper loads. Fertiliser from sandpits, wheat and grain from numerous farmers around the state back to the ports, laying asphalt on highways.”

Heather Jones at the conference

Another defining lesson in life was learned when Jones was unexpectedly given the task of driving a Kenworth truck, after years of driving only Volvo and Mercedes vehicles.

“The braking system was different and I couldn’t release the brakes,” she said. “I got on the two way radio and asked for help. Well, 3,000 blokes told me how stupid I was.

“And it was there and then that I thought that if there’s ever anyone else in this situation, I would really love to help train them so they didn’t have to go through what I went through.”

After spending so many years on the road, Jones said she has come across many issues that needed addressing: from the drastic shortage of facilities for truck drivers, nonexistent toilet facilities, to even the lack of the most basic training for new drivers on how to operate trucks safely.

“For a long time, companies assumed that because one held an MC (multi-combination) license, they magically knew everything about every single thing in the industry, and every truck that was ever manufactured from 1914 onwards,” she said.

“Somehow they would be expected to know how to rebuild a motor on the side of the road just after one or two days training to get the license.”

So in May 2004, Jones and her daughters decided to start their own transport company to make a few changes to the way driver training was done and to offer a pathway to new drivers wanting to enter the industry, especially women.

“We also visit schools and take our trucks to the students, get them to climb in and have a hands-on experience, because trucking is not offered as a career in any school that I know of,” Jones said.

“We put a training program together covering all aspects of trucking, which includes things like the width of the highways that are driven on, the widths of trucks, how

to communicate on the two way radio, the correct way to park a 60 metre road train in a parking bay, why we want certain air pressures in tyres on different roads, greasing requirements, how fast to go round corners, etc.

“We take our new drivers to testing terrains, such as mine sites. So they get a lifetime of experience across all sectors.”

Jones said she was determined to put in place a company with a different training culture.

“Along the way we discovered a large group of people that did our training that came from very different challenges,” she said.

“We’ve worked with our local Aboriginal folk and given them a new outlook on life, investing them behind the wheel. It does wonders to promote confidence and to attract people to our industry.

“We’ve also trained numerous ladies who are survivors of domestic violence, many of whom now are respected drivers in various business throughout the country.

“This is a very close to my heart and we’re also passionate about helping those affected by mental illness, and we offer ongoing support for those people who have these specific needs.

“We’ve also had huge successes

with helping change the pathway for some teenagers who’ve tried suicide.”

Jones said that one of the biggest issues for mums or single dads was childcare, and that providing such benefits would help retain staff.

“A New Zealand company approached us for advice and we suggested before and after-school care facilities for parents drop their children off,” she said.

“The parents hop in the truck, go to work, come back and the children have been picked up by one of the company’s employees.

“So by employing one childcare staff member, this company now has six new drivers driving their trucks.”

Jones said the industry also needed trainers that could train people with learning disabilities.

“Only by doing things differently can we make a difference to our driver shortage worldwide,” she said.

“Yes, this takes time and investment, but the work ethic and loyalty given back to your company from these people whose lives you’ve changed is so very worth it.

“We all need to change the way we train and recruit new drivers.

“What we’ve done in the past no longer works. Truck drivers do not grow on trees.

“If you do what you’ve always done, you will always get the same result.”

Heather Jones talks about truck driving on a visit to a Western Australian school

Canadian problems strike familiar chord

Addressing delegates at the CILT conference in Perth in October Armstrong drew many parallels between his country’s problems and those experienced in Australia.

Emphasising the need for greater resilience in the network, he said Canada’s transportation supply chain was nearing its breaking point.

“The major disruptions seen over the last two years have brought to light longstanding and newly emerging issues that must be addressed now — before our country’s reputation as a reliable trading partner is further tarnished,” he said. “Wild swings in supply and demand due to the COVID pandemic, as well as climate shocks (such as wildfires, floods) and growing geopolitical uncertainty, have put trade norms and flows at risk.

“These challenges come at a time when Canada’s natural resources, such as critical minerals, potash, energy and grains, are in high demand globally. But the only way to capitalise on that opportunity is to act now to ensure we can transport them to market competitively, efficiently and reliably. “

Armstrong said investment and planning was required to protect the supply chain and it required unprecedented collaboration and enhanced cooperation between the public and private sectors, as well as within the private sector itself.

He said that like many sectors, transportation had undergone many changes since the beginning of the 21st century, with the digital revolution transforming the traditional drivers of growth in the global economy.

The sector has also faced several unique challenges related to congestion, traffic growth and shifts resulting from changing global trade patterns, and financial pressures.

Armstrong was part of Canada’s National Supply Chain Task Force, formed to make suggestions to address the supply chain crisis.

In finalising its report, the group carried out extensive consultations and engagements with a broad range of transportation organisations, stakeholders and industry experts across the country.

He said the remedy was encapsulated in three words: Action. Collaboration. Transformation.

Key points under each category were as follows:

Action

• I mmediately undertake actions to “unstick” the transportation supply chain, including addressing congestion at port container terminals and prioritising government attention on regulations, policies and procedures that are impeding the supply chain.

• Address Canada’s transportation

supply chain labour shortage.

• P rotect corridors, border crossings and gateways from disruption and interruption.

Collaboration

• Digitalise and create visibility of end-to-end transportation supply chains for efficiency, accountability, planning, investment and security.

• E ngage Indigenous groups to address their transportation supply chain challenges.

• E ngage the U.S. and the provinces/ territories to achieve reciprocal recognition of regulations, poli cies and processes to enhance the transportation supply chain competitiveness and productivity.

Transformation

• Establish a Supply Chain Office to unify the federal government’s authority over transportation supply chain management.

• D evelop, implement and regularly renew a long-term, future-proof (30- to 50-year) transportation supply chain strategy.

• Revise the mandate of the Canadian Transportation Agency and provide it with independence, sufficient authority and funding commensurate to what’s needed to deliver on that mandate.

“Of course, creating a connected, resilient and efficient system is not a simple proposition,” Armstrong said.

“It goes beyond the practicalities of establishing critical gateways and corridors, identifying pinch points, and planning for and financing physical infrastructure for surge capacity or redundancy.

“It requires all stakeholders to work collectively and singularly toward the goal of organising and adapting a transportation supply chain that functions in the national public interest: one that is operated for the common good of the country to ensure the general welfare, safety, and security of the industry”.

Chartered Institute of Logistics and Transport (North America) president Bob Armstrong could not help but pull in the audience when he began his presentation by claiming that the Canadian logistics industry “was in a mess”

Bob Armstrong speaks at the CILT conference in Perth

Midland Insurance Brokers focuses coverage on the transport industry

With more than 30 years of experience in the insurance game, Midland Insurance Brokers is providing insurance for transport companies to keep workers protected

Insurance is an important element for an industry sometimes referred to as Australia’s deadliest. With a passion for transport that has flowed down through the generations, family business Midland Insurance Brokers is specialising its total insurance offerings for transport businesses.

Starting in 1986, Midland Insurance Brokers developed to become a provider of general insurance to businesses alongside other personal insurance products.

It is currently operated by director Damien Lane and his brother Justin, who took over from their father and founder Terry.

The family-owned and operated business has grown since the ‘80s, with its three offices in Melbourne, the Mornington Peninsula and Sydney now narrowing in on the transport industry.

“Transport has always been part of our business,” Damien Lane told ATN. “It was a big part of the company we bought around five years ago which has turned into our Sydney office.

“We’ve continued our focus on

transport and we’re growing it, transport insurance for the industry is one of our specialties.”

Lane says prior to the purchase of the Sydney business, Midland Insurance Brokers had provided insurance coverage for a few transport clients, however the new business had prompted them to make a more concerted effort to develop as sector specialists in recent years.

In a difficult insurance landscape, Lane says Midland has been working hard to overcome challenges for transport companies.

“Insurance is hard at the moment in general and has its challenges,” Lane says. “There are supply chain issues for repairs – getting parts for trucks, cars and vans is difficult.

“One big issue is when there’s claims, we need to get the repairs done quickly, but a lot of repairers can’t get parts to do the repairs in good time.”

With Midland Insurance Brokers on the front foot in combatting this issue, Lane says the company has been assessing claims fast.

With supply chain issues threatening repair times, Lane says being able to assess claims quickly has given Midland a chance to help customers faster.

“We can look after insurance requirements for transport businesses,” Lane says. “Whether it’s truck, transit insurance, depot or warehouse insurance, we can look after that.

“We can help with all types of insurance and possibly save company’s money while providing advice and service for their requirements.”

With safety and risk management always a major focus for the transport industry and vehicles and workers on the road every day, insurance is a consideration Lane urges operators to consider.

Alongside driver fatigue and Chain of Responsibility concerns, Lane says insurance is another important part of risk management for the transport industry.

“Insurance is part of the overall safety of an operator,” Lane says. “There’s also new technology they’re getting into trucks to try and reduce fatigue. We hope this helps reduce insurance claims and reduce premiums, providing operators with savings.”

Lane says Midland Insurance Brokers will remain focused on offering cover for the transport sector and is currently keeping an eye on risk management technology that can be implemented to provide insurance savings for customers.

It all points towards a future where Midland prioritises transport customers and protects the industry.

“We just want to continue doing what we currently are doing for the industry,” Lane says.

“This includes providing good service and advice for the industry while developing strong relationships with our clients.”

Damien Lane

NHVR announces new board appointments

The National Heavy Vehicle Regulator (NHVR) is welcoming a new board member while announcing the re-appointment of various other members

Patrick Conlon has been appoint ed to the NHVR board, bringing vast transport and infrastructure experi ence that will support the regulator’s critical work in ensuring a safe, effi cient and productive heavy vehicle industry.

Deputy chairperson Julie Russell and fellow board member Catherine Scott have been re-appointed for a second term.

The NHVR is governed by a skills-based board, which plays a key role under the Heavy Vehicle National Law (HVNL) to ensure the NHVR functions in an effective and

efficient way and is accountable to responsible ministers.

Responsible ministers from Queensland, the Australian Capital Territory, New South Wales, South Australia, Tasmania, Victoria, and the federal government have voting authority at the Infrastructure and Transport Minister’s Meeting to make board member recommendations.

Ministers have unanimously agreed on Conlon’s appointment, which fills the vacant position created after the resignation of Ken Lay in June.

Under the HVNL, the Queensland

Minister (as host jurisdiction) is responsible for appointing NHVR Board members upon the unanimous recommendation of responsible ministers, including appointment of the chairperson and deputy chairperson.

A staggered approach to board appointments began in October 2018 to ensure continuity of knowledge and a smooth transition for new membership.

Duncan Gay will continue on as NHVR Board chairperson until October 2024, as will board member Robin Stewart-Crompton.

Board members are appointed for a period of three years.

“Conlon has a distinguished career in the SA government, holding a number of ministerial portfolios, including transport and infrastructure,” federal transport minister Catherine King says.

“During his 10 years as transport minister he was a strong advocate for national consistency in heavy vehicle regulation and worked together with then Federal Transport Minister Anthony Albanese to advance that agenda.

“Conlon also has extensive experience in board advisory roles and has recently provided strategic advice to a range of clients in the transport, energy, infrastructure and property industries.”

From left: Duncan Gay - chairperson; Julie Russell - deputy chairperson; Patrick Conlon; Robin Stewart-Crompton; and Catherine Scott

HVIA announces departure of longstanding CTO

The HVIA says its current chief technical officer is moving on after six and a half years

The Heavy Vehicle Industry Australia (HVIA) says chief technical officer Paul Caus is departing this week after six and a half years providing high quality technical and regulatory advice to HVIA members.

Caus joined HVIA as the organisation transitioned from the state based CVIAQ to fulfil a national mandate as a national member organisation in alignment with the advent of Heavy Vehicle National Law.

In an organisation whose heritage was based around the strength of its technical capability, the HVIA says Caus filled those big shoes with aplomb.

His own back-story was laden with all the right foundational engineering experience, having come straight from the Federal Department of Infrastructure, and before that the NSW RMS.

HVIA CEO Todd Hacking says he wishes Caus well in his new role, where he will inevitably have the opportunity to collaborate with HVIA on many issues.

“We are grateful to Paul for his support, efforts and dedication over almost seven years,” Hacking says.

“It is such an important role and has drawn on Paul’s ability to grasp detailed, complex technical and regulatory issues and articulate the solution to government, regulators and other stakeholders.

“We hope Paul has enjoyed his role; after such a contribution, he goes with our blessings and support.”

Caus says: “I have met many people during my time here and have had the privilege and shared a drink with many of you at the truck show or at committee meetings.

“You all share a deep passion for the heavy vehicle industry. A passion that I did not see as consistently in people in the light vehicle industry, when I worked in that sector.

“As my time at HVIA is drawing to a close, I look back on the achievements of HVIA in transitioning from a state to a national based association.

“Through you, I have been exposed to a great many things in the heavy vehicle industry that I only had a nebulous understanding of – trailer brakes, tow trucks, tag trailers, tippers, qualifications for AVE’s – a list I need to stop as I think it has no end. I have tried to fight the good fight in each of those cases.

“Not the least, I’ve gained some understanding of something that is completely divorced from my day-to-day job – how a huge event like the Brisbane Truck Show is organised and executed.”

Board boost for Scania

Gustaf Sundell, who has been with Scania since 2008, will shift jobs from head of Strategy and Corporate Management to become executive vice president and head of Mobility Solutions from November 1.

He will join Scania’s executive board and report to Christian Levin, president and CEO Scania and Traton Group.

“With his leadership, commercial expertise and solid experience from Scania internationally, he has a good background to continue to develop the area of Mobility Solutions and secure a close connection to the other functions, as well and contribute to our executive management team,” Levin says.

The Mobility Solutions arm of the business includes the wholly-owned subsidiary Lots Group. It was formed in the spring of 2021 with the purpose of capturing market opportunities in the future transport ecosystem.

Scania says the mobility unit is driving the development of new business models outside the current core business, increasing Scania’s role in the transportation and logistics value chain, as well as developing and commercialising the autonomous offering.

Sundell says his new portfolio is all about looking to the future.

“Scania’s purpose is to drive the shift towards a sustainable transport system and by working closely with our customers, we have a good understanding of what is required.

“We need to strengthen our capabilities of handling business innovation outside our current core business in order to solve the complex challenges developing in our ecosystem and accelerate the shift together with our customers and partners.

“It is a very inspiring and important challenge that I am looking forward to addressing.”

Paul Caus, pictured above left at the Brisbane Truck Show, is leaving HVIA

Scania has announced a new appointment to its executive board who will also lead the Mobility Solutions department

Top tippers top 40 years

When

comes

For over 40 years, Gorski Engineering has been providing Australians with quality-built tippers that can with stand the most trying conditions.

Proud of its past and enjoying a strong present, the company is also looking forward to a bright future with the support of key personnel and its own in-house engineering team.

The Gorski story began in 1975 when a father and son team, Walter and Ken Gorski, realised the need for quality tipping bodies in an era when the transport industry was rapidly expanding.

Now in its third generation with Ken’s direct family including

daughter Amelie and sons Tim and Jeremy well-established within the business in their respective roles, Gorski Engineering remains a familyowned and run company – although it has restructured to accommodate a corporate market with an industryrecognised management team incorporating engineering skills.

As a proud Australian company, Gorski engineering prides itself on having a complete in-house fabrication process and have resisted any need to outsource any manufacturing offshore.

Operating out of its 5,000 sqm workshop and office facility in Melbourne’s north, situated on one

Australia’s main transport arterials, the Hume Highway, for over two decades, Gorski has shown its commitment to the industry with an upgrade to their factory to a total of 6 overhead Stahl cranes, a 13 metre MN spray booth, modern WIA welding machines and Miller gantry weld booms.

Their team of highly skilled employees and engineers ensure Gorski bodies are built to the highest standard and live up to the companies “Built Tough” motto.

with a loyal and strong customer base helping it to become one of the country’s premium tipper suppliers in both wear plate (Hardox) and aluminium for the quarry and grain industries. Gorski says it continually upgrades its designs and combinations to meet the needs of today’s market.

Gorski builds its trailers using key auxiliary suppliers namely TMC axles and suspension, Jost Australia, Alliance laser, Air Brake Corporation, Truck Hydraulic solutions, Bridgestone and Camilleri Tarps – and has the support of these suppliers nationally.

Gorski’s growth has seen supply shift from predominantly Victorianbased to supporting dealers and end-users alike in most states and territories.

Hume Highway Truck Sales owner Ian Forsyth says he is proud to support and sell the Australianmade trailers from his yard, just off the Hume Highway at 111 Yellowbox Drive, Craigieburn.

His business specialises in selling a wide range of new and used trucks and trailers of all shapes and sizes.

“2022 has been a pretty strong year for us as a business. There’s been a steady demand, Australia-wide for the Gorksi tippers too,” Ian says.

Whether it’s a conventional truck,

cabover truck, cab and chassis truck, dump truck, flatbed truck, flatbeddump truck, water tanker, curtainsider, reefer or utility vehicle people are looking for, Hume Highway Truck Sales can deliver.

It stocks a wide range of brands including Freightliner, Kenworth, Volvo, UD, International, Scania, Mack, Mercedes-Benz, Isuzu, Nissan, Hino and Mitsubishi Fuso – and is

able to sell all manner of trailers, including dolly trailers, tag trailers, grain trailers, container trailers, reefer trailers, curtain side trailers, flatbed trailers, drop deck trailers and horse floats from brands including Gorski, Wildcat, Hamelex, Vawdrey, Maxitrans and Freighter.

For the latest stock, visit humehighwaytrucksales.com.au

There’s no missing a high quality Gorski trailer when you’re on the road

Curtain side varieties leading the growth at AAA Trailers

Whether it’s the east coast or the west coast of Australia, AAA Trailers, with its team of 18 highly skilled professionals, is offering top quality semi-trailers to the transport sector.

The business, opened by Jeffrey Wang in 2015, is in expansion mode, looking to add more staff to the roster to sustain the quality it’s renowned for and shorten lead times for its customers.

AAA Trailers offers a wide variety of styles and shapes of trailers to suit many transport needs, with its Drop Deck, Bi-Fold Ramps and Side Tippers among the biggest sellers, with Curtain Side trailers now creeping up the list.

“We are excited to have our newly designed and very sought-after curtain side trailers, both drop deck with an adjustable mezzanine level and the flat top trailers on the market,” Wang says. “These have been designed and built using leading edge technology to maximise safety, efficiency, and durability.”

Wang says AAA Trailers have been working hard to meet the demand for the curtain side trailers that is not being catered for elsewhere in the broader trailer market right now.

He says AAA Trailers insists on only employing highly skilled individuals that are driven by high quality results and have extreme pride in their work.

“All of our staff are treated as family, thereby making our company an extremely efficient team.

“We currently have 18 staff members and as our company is expanding, we will be looking to increase our staff to ensure we can sustain the quality and lead time on our trailers.

“Our company strictly complies with the Australian Design Rules (ADR), as set out by Vehicle Safety Standards, Department of Infrastructure and Transport.”

AAA Trailers are quickly building a reputation for their unbeatable and affordable prices and high standard of quality.

“We support local businesses and

Fast growing Australian trailer manufacturer AAA Trailers has seen an increase in demand for its newly designed curtain side trailer formats as it heads into the final months of 2022

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• F ull LED lights

• Plastic guards with mudflaps

• 1 1 x load binder winches on winch rack

Drop Deck Curtain side A trailer includes most of the B trailer features with the difference being:

• No mezzanine levels

• 8 x load binder winches on winch track

AAA Trailers say the Drop Deck Curtain side A & B trailers are for fit for purpose and are Road Trainable.

The Flat Top Curtain side B trailer specs are as follows:

• H igh Tensile steel grade mainframe with 5 mm steel chequer plate with forklift rated flooring

• K-hitch air bag suspension

• 2-Speed Jost Landing Legs

• 2 position Jost King pin

• C an carry dual spare wheels

• 2 x steel toolbox with stainless steel “T” handles

• K-hitch tri axle

• T welve 11R 22.5 tyres on 10 stud steel rims

• 5 i nch Coaming with tie rail

• R ing feeder bracket

• F ull LED lights

• A luminium hanging gates

The Flat Top Curtain side A trailer includes all of the above for the B trailers, with the difference being is has 8 x Load binder winches on its winch track. The Flat Top Curtain side A & B trailers are for fit for purpose and are Road Trainable too.

Wang says to satisfy demand AAA Trailers has a display warehouse located at 1 Ricky Way, Epping in Victoria overseen by experienced sales manager Daniel Kirby, who is available on 0403 767 048 to organise any trailer inspections.

“We also have a factory located at 7 Coulson Way, Canning Vale in Western Australia,” Wang says. “They have over 20 different trailer models with eight experienced and highly qualified staff manufacturing trailers.”

The Western Australian contact is experienced sales manager Neil Mortimore who is available on 0418 880 077 to discuss client needs.

AAA Trailers offers a turnaround

Outside and inside the Drop Deck Curtain side B trailer

time of between two to five working days on standard trailers, once payment has been received.

The business also accepts custom trailer orders, with turnaround time determined by the complexity of the trailer being designed.

Wang says the business has taken a consistent approach to quality and “purposefully designed our trailers with more tare weight, making their chassis much stronger and more durable for our customers”.

Goulburn operator wins national transport award

Goulburn-based earthmoving and bulk haulage operator Andy Divall has received the prestigious Ted Pickering Memorial Award for his outstanding contribution to the Australian road freight industry.

An owner of booming Goulburn business Divall’s Earthmoving, he received the honour at the 2022 National Road Transport Association Conference at Sanctuary Cove in October.

“Andy has been an outstanding advocate for the transport industry and an active promoter of truck driving as a career,” says National Road Transport Association (NatRoad) Chairman Paul Fellows.

“His company, Divall’s Earthmoving, holds ‘come and try’ days for people to get a feel for trucks and earthmoving machinery to sow the seed of them joining the industry. Andy speaks at schools and conducts a Women Behind the Wheel program in which his business sponsors female driver training and licensing.

“He also sits on the Convoy for Kids committee, raising money to support children with special needs in our community.”

Andy and his brother Michael started their operation in 1989 with one truck, affectionately known as ‘The Gravel Sniffer’.

In 1991 they consolidated the business, based in the highlands of NSW, with the purchase of their third truck, ‘Cause for Divorce’.

Today, Divall’s employs more than 350 people in transport, civil construction and also in retailing through a sand and soil business.

The company continues to grow, winning major contracts including haulage for the Goulburn Bypass.

The Ted Pickering Memorial

Award is awarded each year to an individual for their outstanding contribution to the Australian road transport industry. First awarded in 2012, it is named after one of the founding members of NatRoad in Ted Pickering.

“Andy is a 20-year NatRoad member, and Australian Truck Association Board member and a Director of Trucksafe,” Fellows says.

NatRoad’s Excellence in Operational Support of Year 2022 winner is Jamie-Lee Hayes of Divall’s Earthmoving & Bulk Haulage from Goulburn, NSW.

The NTI-sponsored award recognises an individual with a demonstrated commitment to the road transport industry and outstanding customer service, whose positive approach, enthusiasm towards their job and demonstrated leadership potential, reflects positively on them, their employer and the road transport industry as a whole.

Jamie-Lee commenced her employment with the Divall’s Group on 20th March 2017. Commencing in the Transport Administration Office she quickly progressed to her current role of Senior Logistics Officer. JamieLee is known for her can-do attitude, commitment for continued learning and personal desire to achieve a high level.

“Jamie-Lee’s commitment to her role has seen her flourish in her pursuits, she’s an inspiration to others and demonstrates the integral role operations staff play in our businesses,” Fellows says.

NatRoad’s Youth Employee of the Year 2022 winner is Denham

Liddicoat of GC & GE Liddicoat Transport.

The NTI-sponsored award recognises a young employee (30 years and under) working in any part of the road transport industry, whose positive approach, enthusiasm towards their job and demonstrated leadership potential, reflects positively on them, their employer and the road transport industry as a whole.

Denham, who is from Karratha in Western Australia, has been working as a truck driver for GC & GE Liddicoat for three years, regularly stepping up and running the business when owner Gerard Liddicoat is away.

“He is a very safe and alert driver. Having trained a mechanic he goes out of his way to check company vehicles, making sure minor issues don’t become big problems,” Fellows says.

Daniel Thornton from MG & KJ Boland Transport in Winton, Victoria, is NatRoad’s Professional Driver of the Year.

The Professional Driver of the Year award, again sponsored by NTI, recognises a truck driver whose demonstrated skill, safety record, professional approach and overall performance reflects positively on them, their employer or company and the road transport industry as a whole.

Daniel has been employed by Boland Transport since May 2020. With little interstate experience prior to joining the team, Daniel was on a very steep and concentrated learning process.

“Daniel takes the time to work closely with new employees, is always available to offer advice whether it be correct load restraint requirements or making sure they’re aware of their obligations with the ever-changing safety requirements,” Fellows says.

“Daniel has an amazing ‘can do’ attitude, is always smiling and ready to step up and help out when needed.”

NatRoad has released the names of some of its annual transport awards sponsored by the NTI

Andy Divall, centre, with the Ted Pickering Memorial Award

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NHVR

The National Heavy Vehicle Regulator (NHVR) will be introducing changes to the Performance Based Standards (PBS) scheme Vehicle Approval (VA) documents from November 14 to reduce the administrative burden for industry and provide a better customer experience.

NHVR CEO Sal Petroccitto says the changes would remove some of the unnecessary complexity in getting a PBS vehicle approved, meaning the industry can get safer, smarter and more productive vehicles on our roads sooner.

“The PBS scheme allows heavy

applications

vehicle operators to use innovative and optimised vehicle designs –allowing freight to be moved in a safe way with fewer truck movements,” Petroccitto says. “As the sector continues to address the challenges associated with COVID, including driver shortages and the growing freight task, it is critical we improve accessibility to these safer and more productive heavy vehicles.

“The new changes will simplify and accelerate the approval of PBS combinations by removing the transfer of PBS vehicle applications when a vehicle is sold and removing duplication, which will reduce the

Consignor given notice on CoR breach for on-road mass offence

After a vehicle carrying metal, aluminium and car parts was found to be substantially over mass and incorrectly restrained, the National Heavy Vehicle Regulator (NHVR) followed the Chain of Responsibility (CoR) back to a consignor, issuing an Improvement Notice.

NHVR Investigators found the consignor had no procedures, training or induction materials in place for mass or load restraint requirements.

NHVR Acting Executive Director Statutory Compliance Belinda Hughes says this Improvement Notice reinforces the message that responsibility sits with all parties in the supply chain.

“If you are not a transport operator but you engage the services of a transport operator, you must ensure

the safety of that activity, it’s a shared responsibility,” Hughes says.

“This particular investigation demonstrates that the NHVR will investigate all parties in the chain to ensure they meet their obligations.”

The Improvement Notice requires the consignor to develop and implement a documented risk management process, procedures, systems and staff training including control measures to manage risks associated with mass requirements.

Two improvement notices were also issued by NHVR Investigations to the operator.

The notices were in relation to mass and load restraint practices.

To learn more about obligations under the CoR visit: https://www.nhvr.gov.au/ safety-accreditation-compliance/chain-ofresponsibility.

size of a vehicle application by 30 per cent.

“These changes are just the latest improvements in a suite of initiatives we will be delivering over the next year to reform and modernise the PBS scheme.”

The first change includes removing the operator’s name from the PBS VA. This means that the VA will become an authorisation to the vehicles listed on the VA, regardless of who owns or operates them, eliminating the need for a VA transfer when vehicles are sold. Also, subcontractors will be able to use the VA without having to transfer it into their name.

All existing VAs will be unaffected, although operators with an existing VA will be able to request the NHVR to remove their name from their VA document should they wish.

Access permits will also be unaffected by these changes.

In the second change, the NHVR will be replacing the specification tables with a simpler table.

Specification tables contain key vehicle parameters, including dimensions, components and Vehicle Identification Numbers (VINs). The new table will only contain key vehicle information, such as VINs, vehicle make and model. This will eliminate duplicated information and reduce the workload for PBS certifiers.

Heavy Vehicle Industry Australia CEO Todd Hacking has welcomed the changes.

“HVIA welcomes this red-tape reduction initiative of the NHVR, and, on behalf of our members, we look forward to simpler, quicker PBS assessments as a result,” Hacking says.

“The more efficient the PBS administrative process is, the quicker the vehicle can be on-road improving the productivity and safety performance for the operator, which is the primary objective of the industry.

“HVIA looks forward to representing our members in the continuous improvement of the PBS scheme, as we work with the NHVR to make the PBS scheme as efficient, enticing and influential as practicable.”

says PBS

to be made simpler and faster

The HVIA is supporting the NHVR’s changes to PBS applications

The NHVR has issued an improvement notice to a consignor following a vehicle mass breach detected in a roadside intercept

Simplification of the administration of safety standards is on the way

NatRoad is seeking a stay on any increases to heavy vehicle charges

Calls for a stay on heavy vehicle charges

NatRoad has told the NTC that there should be no increases in heavy vehicle charges at this time to limit financial impact

The National Road Transport Association (NatRoad) has told the National Transport Commission (NTC) that a road freight transport sector already under enormous cost pressure should not be subjected to onerous increases in heavy vehicle charges.

NatRoad has asked for a zero increase in heavy vehicle charges for 2023-24 in its submission to the NTC’s Heavy Vehicle Charges consultation.

“NatRoad’s position that if governments are going to increase the road user charge (RUC) and registration charges, there should be no increase in the first year and only small percentage rises in the two years following,” says CEO Warren Clark.

“The NTC needs to take into account the current industry conditions - particularly record high fuel prices.

“Certainty is important, so we agree with the NTC’s recommendation that ministers set heavy vehicle charges for a three-year period beginning in 2023-24.”

Clark says it’s futile to base increased RUC and registration charges on past state and territory road expenditure.

“This leads to a situation where charges are driven solely by governments’ spending plans,” Clark says.

“Those plans are often inconsistent with real world requirements (such as road maintenance or sealing) or industry’s ability to pay (which is diminishing for a broad range of economic reasons.)”

NatRoad calls for universal heavy vehicle licensing

NatRoad has called on Austroads to make HV licensing a competency-based system nationally

The National Road Transport Association (NatRoad) has told Austroads that it’s time to move heavy vehicle driver licensing in Australia to a national competency-based system.

NatRoad’s call comes in a submission providing feedback on the Consultation Regulation Impact Statement outlining proposed changes to the National Heavy Vehicle Driver Competency Framework.

Austroads is the collective of the Australian and New Zealand transport agencies, representing all levels of government and it has been working on needed changes to the heavy vehicle driver licensing system for some time.

The current licensing framework has only been implemented in four jurisdictions: New South Wales, Tasmania, Victoria and the Northern Territory.

NatRoad wants Austroads to drop its proposal for post-licence behindthe-wheel supervised training and says its members have also made it clear that they do not support a time-based heavy vehicle licensing system.

“At present, licence progression is based on time served on a lower licence class,” says NatRoad CEO Warren Clark.

“For a heavy vehicle driver to

Competence, not time, should be the guide for who can drive trucks

be eligible to apply to progress to a higher licence class, they must hold a licence for a prior vehicle class for a minimum period of one year.

“The weakness is that there is often no record of actual driving experience during that period. In fact, actual driving experience is not required.”

Clark says NatRoad policy is that if a person achieves the relevant competencies, the time period between licence class attainment is irrelevant. Any revised Framework must be reformed on that basis.

“NatRoad policy is that licence tests should reflect real-world conditions and, on that basis, must contain training on dealing with risky behaviour of light vehicle drivers,” Clark says.

“Austroads should recommend educational material and testing on how to drive around trucks be part of licensing requirements for light vehicle drivers.

“Austroads should also recommend to state and territory governments that driver offence notification requirements be harmonised between jurisdictions, using Queensland as the best current system for that notification.”

I look forward to being a part of something that will make a difference for people in the transport industry.”

Arana Mcdonald Macca, Founder TruckWiz, Trucking App

ATA recommends changes to ‘broken’ road charge models Maximum fee declaration for WA tow truck drivers

The ATA submission says transparency and changes are needed in the current NTC road charge models

The Australian Trucking Association (ATA) has released its submission on the current National Transport Commission’s (NTC) heavy vehicle charge consultation papers for 22-23-24 and beyond.

The ATA, in its weekly newsletter, says the changes are “broken” and more changes must be made.

“Nearly everyone accepts that the NTC charges model, PAYGO, no longer works,” the ATA says.

“This means the road charges recommended to ministers are made up, fictional and without any of the expected rigour.”

In its summary of its submission, the ATA says the PAYGO model “is dead”, as it says the federal government can’t tell the industry what the charges will pay for.

The ATA recommends that transport ministers adopt a charging trajectory of zero per cent in 2023-24 and then 2.75 per cent in both 2024-25 and 2025-26.

In response to consultation questions, the ATA says the state governments’ road expenditure figures were used without audit or appraisal, with the model prioritising new projects over road maintenance spending.

The association calls for the PAYGO cost base to recalculated so that major projects included are endorsed by independent infrastructure agencies, are based on transport planning and include rest areas and access improvements.

“There is also an urgent and unfulfilled reform priority for governments to improve the transparency of the cost base,” the ATA says.

“Governments should make it clear what road user charges are paying for and how industry priorities will be implemented.”

New tow truck laws in Western Australia come into play at the start of this month

The changes will introduce consumer protections for vulnerable road users involved in an accident, along with updating technical standards and inspection requirements for tow trucks.

As of November 7, WA tow truck drivers are now required to declare the maximum fees that will be charged for the towing, salvage, and storage of a vehicle before the vehicle is towed.

The maximum fee must be displayed on the written statement a tow truck driver provides to the person authorising the tow.

The amendments also prohibit the charging of any additional fees other than for the towing, salvage, or storage of a vehicle from the scene of an accident.

Drivers are reminded that they have the right to refuse a tow from the scene of an accident if the maximum fees to be charged have not been disclosed on the tow truck driver’s statement, or if they are asked to sign a statement that has not been completed in full by the tow truck driver.

Tow truck technical standards have also been brought up to date to reflect current industry practices and contemporary vehicle standards.

From November 7, tow trucks will be required to meet these updated technical standards before a vehicle licence can be granted.

To allow the industry time to

Tow truck laws in WA are being overhauled this month

ensure that currently licensed tow trucks can meet the updated technical standards, the requirement for tow trucks to be inspected annually will not commence until 7 November 2023.

After this date, all tow trucks will require an inspection before a licence can be renewed, and annually thereafter.

The state government is now in the process of developing a second tranche of tow truck industry reforms, which will further strengthen protections for consumers.

“The WA government is making progress on its commitment to reform the WA tow truck industry and better protect drivers involved in a crash,” WA transport minister Rita Saffioti says.

“The requirement to include maximum fees for the towing, salvage, and storage of a vehicle in the tow truck driver’s statement intends to provide price transparency for road users, while the state government works on further reforms to the industry.”

Saffioti says the government is keen to protect consumers and ensure the industry is as strong as possible.

“Amendments to technical tow truck standards will bring them up to date with contemporary industry practices to improve safety and roadworthiness,” she says.

VTA calls for truck drivers to be added to permanent migration list

vehicles will help to resolve the domestic shortage of workers.

“However, for Australia to attract competent and qualified heavy vehicle drivers from overseas in the short-term, we need to change our skilled migration program to prioritise this occupation over others.”

The National Skills Commission Key Findings Report confirmed occupation shortages were most acute in Professional and Skill Level 3 occupations among Technicians and Trade Workers.

Heavy Vehicle Driver is a category 4 occupation, with Anderson saying this needed to change for it to be prioritised over others.

The Victorian Transport Association (VTA) has renewed its calls for heavy vehicle transport drivers to be added to Australia’s Priority Migration Skilled Occupation List.

The VTA says adding truck drivers to the list will help address the chronic shortage of drivers the transport industry has experienced for years, and particularly in the context of the nation’s economic recovery from the pandemic.

It come in the wake of the release of the National Skills Commission’s 2022 Skills Priority list which listed truck driver (general) among 129 occupations that

weren’t considered to be in shortage is 2021, but are now.

“The 2022 Skills Priority List simply confirms what everybody in transport has been saying for years, which is that our industry is desperate for professional heavy vehicle drivers, not just because of the pandemic, but because of our aging workforce and an antiquated licencing regime that recognises experience over qualifications,” says VTA CEO Peter Anderson.

“Overhauling heavy vehicle driver licencing to make it possible for young, qualified people to operate larger

“Re-categorising heavy vehicle driving as a Skill Level 3 occupation would give qualified, professional, overseas drivers that are considering re-locating to Australia permanently or temporarily, a deserved advantage over people in other occupations where there aren’t chronic shortages,” Anderson says.

“Our immigration rules need to change because driver shortages are also a problem for other countries, and not just Australia. Australia is competing against countries like Canada, the United States and the UK for drivers, and if we gave the occupation a higher priority and recognised it as the profession it is, it would certainly help to support Australia’s pandemic recovery.”

Truck driving makes skills shortage list

The annual Skills Priority List is designed to provide a detailed view of occupations in shortage nationally, and by state and territory.

It defines an occupation as being in shortage when an “estimated fill rate shows that employees are unable to

fill or have considerable difficulty filling vacancies”.

Other factors that can affect the ability to fill jobs include the skill level required, and labour market ratings in terms of a role’s desirability with prospective employees.

The list this year highlighted shortages in 286 occupations, compared to 153 in 2021.

In a statement released on October 6, the National Skills Commission said there were 309,900 jobs advertised in August 2022 which represented a 42 per cent increase on jobs advertised in August 2021.

“Employees that are in high demand are primarily health care professionals and teachers, however a list of the top 20 occupations (based on both current shortage and projected future employment growth) also shows that there are shortages in information technology and construction sectors,” the Commission says.

The category of Truck Driver (General) is listed as having a national shortage of staff with a “moderate” future demand.

Visit nationalskillscommission.gov.au for more information

A major state transport association has called on the Federal Government to add truck driving to the priority list for skilled migrants

A report by the National Skills Commission has included truck driving among 129 occupations with more jobs to fill than skilled people to fill them in 2022

Words | Greg Bush Images | Penske Australia

American METAL

The Americans are coming, and they’re bringing three brand new Western Star trucks with them as part of the X Series range launch by Penske Australia.

strength

we’re adding additional via our new integrated driveline

It’s been a long time between launches for Western Star in Australia. However, following the release of the 47X and 49X models in the US, these two new trucks have made their way across the Pacific Ocean with an extra passenger in tow – the purpose-built 48X.

The arrival of the three new models comes on the eve of Western Star’s 40th anniversary in Australia, with big celebrations expected in 2023.

As the model identifiers imply, 47X, 48X and 49X will replace the current 4700, 4800 and 4900 models here. However, head of Western Star Trucks at Penske Australia, Kurt Dein, points out that as with the 4800, there is no equivalent to the 48X in North America.

“The 4800, having that set forward front axle with the horsepower, torque and GCM capabilities, we’re not letting go of that,” Dein says.

believes the 48X will open up new market opportunities

Penske

Kurt Dein, head of Western Star Trucks at Penske Australia

market

Western Star’s new X-Series model line up, from left to right, a 48X without the air foil, a 49X, 48X and 47X

“And we’re adding additional strength into that via our new integrated driveline, and the advanced safety offering package that we’ve got through the Detroit side of the business.”

The 48X comes with a choice of Detroit’s 450-525hp DD13 and the 500-600hp DD16, with the option of an Eaton Fuller manual or Detroit DT12 automated manual. Torque ranges from 1,550 to 1,850lb-ft in the DD13 and 1,850-2,050lb-ft in the DD16.

The Western Star 47X making short work of the track at Mt Cotton in Queensland

Cab configurations start with the day cab through to the trench roof version, the 36-inch low trench sleeper up to mid roof sleeper with a choice of either 36, 48 and 60-inch.

“Once again we’re offering what we’ve always offered in the area of horsepower driveline, but we’re now also offering the 13 litre that can play on its real strength and cover those multiple configurations from a 50-tonne type truck through 72.5t along with the 16 litre at 600hp going up to a 140 tonne

GCM type truck with 52 pounds diffs,” Dein adds.

“So arguably from 2006 when they released 34 pallet B-doubles here in Australia, 26 metres, you know Western Star made a serious mark on on-highway business there and we’ve played on that strength significantly.”

The new 47X will take up where the 4700 left off, albeit with the option of the Cummins L9 with range of 330 to 380hp and 1,050 to 1,250lb-ft of torque.

“The L9 is new to Western Star and here in Australia,” Dein explains. “It’s the latest offering from Cummins as an EPA21 platform emission engine, it’s got the horsepower ranges covering from that 330hp to 380hp.

“We’ve got multiple gearbox offerings from Allison through to Eaton Fuller manual transmission offerings that is specific to the 47X only.

has not been where we want it to be

share our

“We’re absolutely covering what we’ve had plus going further forward. And with the X Series, we’re offering two engines in that truck. So, we’re going to have a setback front axle 47X with capability to have the new DD13 at 525hp, which is the latest Gen 5, which brings that 525hp, 1,850lb-ft torque capability.”

Dein says with the setback front axle in the 47X will offer an improved turning circle, opening up areas in that market that Western Star has never played in.

“We haven’t been able to go forward with a 13 litre offer and we’re coming to market with the latest 13 litre that is going to put us in the middle, if not in front, of that 13 litre segment.

“And with the 47X and a set back front axle, we’re also now offering that with sleeper cab.

We were only ever a day cab historically, we’re now going to be multiple sleepers. We’ve gone from a low roof, which is a trench style 36 inch through to a 36 inch mid and through to a 48 inch mid stand up integrated sleeper.

“So we’re going from a rigid L9 agitator/ tipper into a B-double 13 litre 525hp, 1850lb-ft torque, an integrated driveline from a Detroit offering with a DT12 transmission and the safety package that we’re offering through Detroit Assurance.”

Under the banner of Advanced Driver Assist Systems (ADAS), Detroit Assurance’s safety items include active lane assist, blind spot radar, tailgate warning and full vision mitigation. It’s also worth noting that disc brakes now come as standard, although

The top of the range 49X offers a 16 litre engine platform ranging from 500hp to 600hp

The roomy interior of the new 49X

Two variations of the new Australia and New Zealand-only 48X model

drum brakes are still available as an option.

“It’s going to open up our customer base, which is going to be market share for us going forward and we’re really excited about that,” Dein says.

“We really just want to drive the enhancement of the new Western Star and really what the market is calling for.”

The top of the range 49X, Western Star’s ‘hero truck’, will feature a Detroit offering of a 16 litre engine platform ranging from 500 to 600hp and 1,850 to 2,050lb-fit of torque. Again, there’s the gearbox choice of an Eaton manual and Detroit DT12 AMT. And a big truck needs a bigger cab.

“It covers the market from that small end of town single trailer option all the way through to multiple bunks covering up to a Stratosphere sleeper 72 inch bunk,” Dein says.

Intensive trials

To allay prospective buyers concerns whether the Portland, Oregon-built new models are up to Australia’s climate and conditions, trials have been undertaken with local transport companies for more than 12 months. These include running a truck and dog with a 13 litre 525hp Detroit to a 57.5 tonne B-double running around North Queensland and a 16 litre with AMT out of Darwin.

“We’re getting daily reports from drivers on each truck and it’s honestly nothing short of glowing,” Dein enthuses.

Stock for purchase is expected to arrive in 2023, despite supply chain issues impacting commercial vehicles, parts and accessories, as per most other industries reliant on imports.

“We’re going to be absolutely doing the best we can to maintain that eight-month

The setback front axle in the 47X will offer an improved turning circle

The Stratosphere sleeper is available in the 49X

the 47X will offer an

turning circle improved

window,” Dein adds. “We’re not out to a 202425 type period. It’s going to be in the hands of the shipping world at the moment, but realistically we should be putting bums in seats into Q3 2023 on a first half of new year build truck.”

In the meantime, dealers and technicians will undergo higher and different levels of training compared to previous Western Star arrivals, according to Dein. It’s all about hitting the ground running and lifting the product up the ladder in the truck sales charts.

“The market segment covering across the three models and configuration is really going to play our strengths,” he continues. “We’re looking forward to building relationships and showing customers what we can offer going forward.

“We’re still going to be selling the Western

Star to the Western Star market. If they want a manual transmission with a drum brake truck without all the safety, that’s fine. They want the biggest sleeper in class? We’ve got them covered. They want a 200-tonne rated truck class? We’ve got them covered.”

Craig Lee, executive general manager –on-highway at Penske Australia, expects Western Star to return to its previous lofty days as far as sales figures are concerned.

“The 13 litre highly efficient 525 automated manual transmission with all safety features for eastern state B-doubles which is the market we’ve not been playing in, and that’s where our volume is going to come from in both 47X and 48X.

“Our market share has not been where we want it to be,” Lee says. “But you’re going to see that go up that ladder a long way and quickly.”

The new 47X day cab has the engine option of a Detroit DD13 or the new Cummins L9

Words & Images | Warren Aitken

Kenworth COUNTRY

Hawkesbury

was the place to be when the Kenworth

made a triumphant return with double the expected number of entries made for the big day

Showground

Klassic

tthis is more than just a for

get-together

Kenworth enthusiasts

lit up the Hawkesbury Showground for a classic day out

Remember that feeling you used to get as a kid on Christmas Eve? Your whole body is tingling with excitement, your brain feels like it’s bouncing around on three cases of Red Bull, joy is just radiating from every pore of your body.

That’s the feeling I was enduring on Friday, September 16 as I sat in my motel room just waiting for the sun to have its Nanna nap and rise again on Saturday morning.

Instead of rushing downstairs to see if the festive season red-suited fat man had left me anything on my list, I was racing out the door of my motel to see a gallery of cool Kenworths returning to the Hawkesbury Showgrounds

for the 2022 Kenworth Klassic. To steal from the Toyota guys – ‘Oh, what a feeling’.

The last Kenworth Klassic was run in 2019 and was also my first venture there. The atmosphere at my first Klassic was enough to ensure it would be a must see on all my yearly plans.

Sadly, my schedule wasn’t significant enough to overwhelm the coronavirus craze that was locking everyone and everything down. So you can just imagine my excitement as 2022 started to return the world to its own abnormal version of normality and the expected return of the one-of-a-kind unconventional truck show.

Kenworth enthusiasts

This way to Kenworth country The crowds were definitely out in force as the weather put on as good a show as the trucks

Before I explain what I mean by ‘unconventional truck show’, we should address that even with COVID calming down, this year’s show, the first in three years was not a given. In fact, it wasn’t until the start of September that the final go-ahead was given. The Kenworth Klassic is held in conjunction with the Clarendon Classic Machinery Truck & Hobby Show at the Hawkesbury Showgrounds in Clarendon. Half of the grounds hosted the machinery with stalls and displays of everything from traction engines, lawnmowers, vintage tractors and

sewing machines. That area had dried out well from the NSW floods earlier in the year, but there was doubts about the other side of the showgrounds.

Two weeks before the show, organisers Bruce Gunter and Dave Chapman took a trip out to the Hawkesbury to see if they were confident the grounds could accommodate a couple of hundred trucks parking up for the weekend.

Boy, am I glad they were happy with what they saw. Not just because I had already booked my non-refundable flights but also because I had missed the show so much. As it turned out, Bruce and Dave shouldn’t have worried about a couple of hundred trucks, they needed to worry about more than 400 trucks.

I told you this unconventional truck show was popular. There had been next to no social media advertising, very little online or in person chatter at all and yet over 400 trucks still managed to turn up.

Josh Taylor is showing young Riley how to ensure the 1984 W Model is in perfect show condition

Sydney-based Lawrence Transport are always on point with their trucks and this year was no exception

Terry Wilson was on hand with his stunning 1981 Big Cab K123 while Justin Luff continues shining the Freestones K200 in the background

There is always something to shine. Here I caught John Thierry finishing off the stacks on his 1980 K124

… and the Kenworths kept rolling in

Seems everyone wants to sneak into the Klassic … even this old White was caught going undercover

The happy couple. Amanda and Josh were at the Klassic to enjoy the trucks and host a joint hens’ and bucks’ night. The two Kenworthmad truckies met at a previous Kenworth Klassic and were planning to get married a couple of weeks after this year’s event

Local Collins’ driver Steve Day rocked up with his pride and joy, a 2005 K104

I was desperately trying to grab a photo of this cool 1987 W-Model, the condition was I had to grab one with its owner Kyle Webster (right) as well as the man behind the K100E on the back, Bryce Tully

Young Harper Day made sure she put on her best smile, no matter how much her dad Matt tried to talk her out of it

Young Billy McGuire is ramping up his efforts to take over my job

Carle and Linde Goodfellow are extremely proud to show their rebuilt 1976 SAR

Now this was a rare and cool sight, a 1995 Kenworth K300. It’s a proud workhorse for Logan Honnery

Now why do I refer to this as an unconventional truck show? Let me explain by quoting a bit of the online statement that Bruce Gunter put out when the show was given the go ahead.

Date: September 16 to 18; from 8am Friday, don’t come Thursday; where: Hawkesbury Showground; Cost: free for entrants; What can I enter?: Any Kenworth; Can I turn up Thursday? Yes; Will I be let in? No; My

Landcruiser has stacks, a bull bar and KW mudflaps, can I park with the big bangers? No, go to Deniliquin; Does it need to be a show truck? Hell, no; So we just turn up? Yes; And then what? Enter at the trailer, grab a big and relax FFS; No judging, no trophies, no problems.

That last line really epitomises the Kenworth Klassic, there is no judging no trophies and no problems. It is a weekend

“I’ll have two dagwood dogs and a donut please … to go”

Where there’s a will there’s a way. Gotta find a way to clean all the important parts

where all the Kenworth clan members can just get out and show off their toys. That’s not to say there wasn’t competitive standards among the trucks that turn up.

My god, I swear I saw birds flying into each other as the shine from the Lawrence Transport fleet alone caused havoc with low flying reptiles.

However, what really shines at the Kenworth Klassic is the camaraderie. Something we often feel is dwindling in our industry was in abundance at the Kenworth Klassic. Without getting too mushy it is extremely heartwarming to see.

Another part of the show that I particularly love is the families that arrive.

Drivers turn out with kids in tow and everyone just mixes and matches and gets along. The younger generation of future truckies admired all the modern Kenworths as well as showing appreciation for the old school trucks that are always well represented at the Kenworth Klassic.

You want me to pick a star of the show? Sorry, but no. There was just too many cool trucks to adore. Obviously, Bruce Gunter’s restoration project was one many fans of the Southbound and Down podcast had been waiting to see. There was also the debut of the new Ballinger T909, an outstanding memorial to the late Dane Ballinger.

Any number of classic SARs that lined

Dan Glover’s recently restored Classic was one of the standouts, unlike Dan himself. Every time I walked past it was his son Dylan (pictured here) that was out cleaning

One of the coolest trucks at the show and one of the hardest working is Michael Bransgrove’s Legend 900

no judging no problems!

no trophies

I could have happily watched the registration trailer all weekend as countless Kenworths lined up and rolled in

up on Sunday morning for an almost impossible photo were extremely impressive. Oh, I also can’t go past Michael Bransgrove’s mind-blowing T900 Legend.

You would swear it never leaves the shed, yet it works its butt off every day.

The infamous Dan Glover debuted his outstanding restoration project as well.

I mean I could seriously just keep listing amazing trucks.

The Kenworth Klassic is more than just a get-together for Kenworth enthusiasts. It is also the transport industry’s equivalent of eHarmony and we need to give a little shout out to a happy couple who used this year’s show as their combined hen’s/buck’s party. All because that is exactly where their relationship began. Congratulation to the effervescent Amanda ‘it’s Mindy not Mandy’ Herringe and the man with the moving moustache and magnificent mullet, Josh Brown.

At the previous Kenworth Klassic in 2019, Amanda quite literally stumbled into Josh. Without getting into too many details it involved a very cool esky, a long night of alcohol embalming and Mindy’s natural congeniality. The long and the short of it is the Kenworth Klassic brought these two characters together in 2019 and in 2022 saw them celebrate their upcoming wedding.

I tell you, the Kenworth Klassic is one of the most relaxed weekends you can have. The fact that your relaxed weekend is encased in an overabundance of classic Australian trucks makes it 10 from 10.

A big thankyou to all those involved and for those not there. Start planning for 2023 –it’s only going to get better.

Never a dull moment or a dull rim at this year’s Klassic

I am sure there is something here that would get someone cancelled. But hell, it looked fun

I love watching the guys with the remote trucks

Power ISUZU

With trucks to fill just about every vocational need Isuzu Australia continues to dominate sales in the light and medium duty sales arena

Words | Greg Bush

Isuzu’s FXY 240-350 comes with an anti-lock braking system

It’s not too often that the opportunity arises to drive 10 different truck models in one day. However, that’s exactly what happened on a recent Isuzu Trucks drive from its Truganina headquarters in Melbourne to the wet, wild and picturesque coastline around Torquay. It also provided an opportunity to catch up with the Isuzu Australia Limited (IAL) team and hear about their new and upcoming developments.

The truck line-up on the overcast day ranged from the half-tonne GVM NLR 45-150 Service Pack X through to the 30 tonne FYJ 300-350 auto agitator.

Not that Isuzu Australia is feeling pressure to promote its range; it’s perennially and comfortably entrenched in top spot in both light and medium duty sales segments, only falling short in the heavy duty market due to the lack of a prime mover in its ranks.

Nine out of 10 trucks came with Automated Manual Transmission (AMT), including the

three car-licensed N Series representatives. As well as the NLR, the ‘convoy’ included an NPR 45/55 155 Tradepack Premium and an NNR 45-150 AMT crew cab.

It’s a reflection of, not only Isuzu, but the truck market in general that automatics or AMTs are in the majority nowadays.

The non-auto truck, the FSR 140-260 tipper with PTO, came with Isuzu’s own six-speed manual, with synchro from second to sixth gear. Forget first, the FSR comfortably moves on from a standing start in second.

Others in the F series were a mix of tippers and Freightpacks. Of interest is that the FXY240-350 6x4 boasts a heavy duty 4430 Allison transmission. A key point of difference, according to Isuzu Australia’s engineering support manager Jeff Gibson.

“It’s a proper heavy duty transmission,” he points out.

“Some of our competitors might have a 3200 series transmission; the start-ability is not so good and not designed for that heavy

haul type operation, and it also has limited GCM.

“We have a full 45 tonne GCM on this product.”

The trucks were loaded with around 75 per cent of GCM, apart from the FYJ agitator which had an empty bowl. Simon Humphries, Isuzu’s chief engineer, product strategy, added that the FRR, FRD and FSR models have joined their N Series stablemates as coming equipped with Advanced Driver Assistance Systems, or ADAS.

ADAS includes, among other aids, advanced emergency braking (AEB), forward collision warning (FCW), distance

warning system (DWS) and lane departure warning (LDW), the latter being put to good use on the undulating and winding roads around the eastern end and surrounding areas of Victoria’s Great Ocean Road.

In addition, Isuzu announced that the locally designed MyIsuzu Co-Pilot AV and Multimedia Unit, already across mediumduty F Series and heavy-duty FX and FY Series ranges, will shortly become standard across the new N Series models.

The multimedia’s 10.1-inch screen, which is angled to the driver’s position, offers an interface that prioritises user preference and operational efficiencies, with an option for sequential monitoring of surrounds or

The FSR 140-260 tipper with manual transmission leads the charge around Victoria’s southern coastline

Simon Humphries, Isuzu’s chief engineer, product strategy says FRR, FRD and FSR models will now include Advanced Driver Assistance Systems (ADAS)

cargo when paired with up to four external cameras.

Isuzu says the key features of the MyIsuzu Co-Pilot include Apple CarPlay and Android Auto integration, Android Automotive operation system, full HD screen at 1080p plus 32GB onboard storage, AM/FM/DAB+ radio with internet radio smartphone connection, two USB ports with USB3.0 and Wi-Fi connectivity.

“The addition of this upgrade to the new N Series is a genuine learning for light truck operators,” Simon Humphries says.

“When coupled with the advanced safety technology and the comprehensive after sales support mechanisms Isuzu has in place, the package is complete to say the least.”

Aiming for zero

Looking further down the track, Isuzu says its aim to achieve zero greenhouse gas emissions globally by 2050 is the ultimate goal. However, Grant Cooper, Isuzu Australia’s chief of strategy, says there is a roadmap towards 2030 that has recently been set up. This includes delivering a carbon neutral vehicle line-up that meets the diverse needs of its customer base.

“To accelerate this development Isuzu announced as part of the CJPT Alliance, a program to be based at Fukushima and Tokyo to promote the widespread uptake of commercial EVs,” Cooper says.

“The program will see almost 600 trucks consisting of HD and fuel cell EVs, light duty and LCV battery electrics, be these operating with an energy management system, integrating charging hydrogen filling infrastructure.

“Plus, in addition, the program will harvest operational management data to reduce downtime and identify optimal charging, timing and load balancing among the network.”

CJPT, or the Commercial Japan Partnership Technologies Corporation, is a collaboration between Isuzu, Denso, Toyota and Hino.

Cooper says the benefits from such programs will begin trickling to Australia down in 2023 when Isuzu Australia commences customer tests with the factorysourced light duty battery electric trucks.

“Like the applications that have been focused on in Japan, we too will concentrate on those applications that best leverage

The FYJ agitator battles Victoria’s inclement weather

The FSR 140-260 Freightpack takes the scenic route

sales

to continue to fall

records we expect

Isuzu’s NLR 45/150 proved to be a capable highway runner Grant Cooper, Isuzu Australia’s chief of strategy says customer tests with factory-sourced light duty battery electric trucks will start in 2023

the performance characteristics of these trucks, namely last mile logistics and local government applications.

“We at IAL remain focused on delivering an alternative powertrain program that firstly means a legendary reliability, is fit for purpose in its given application and, lastly, makes commercial sense on the total cost of ownership,” he says.

Cooper says while Isuzu continues to investigate numerous technological parts, it is essentially hedging its bets to deliver on the carbon neutral strategy.

“This is evident in two announcements made as part of the CJPT Alliance recently. Firstly, the planning and foundational research of hydrogen engines has commenced for heavy duty commercial

vehicles with the aim of further utilising internal combustion engines as one option to achieve carbon neutrality.

“We’re seeing a similar approach now across the industry from a number of areas. A case in point is obviously developments for a fuel-agnostic ICE (international combustion engine) powertrain,” Cooper says.

“Secondly, CJPT has begun studying the standardisation and commercialisation of replaceable and rechargeable cartridge batteries as part of energy management efforts for achieving a carbon neutral society.”

Cooper says the key points addressed through this include production and the cost due to the smaller batteries, reduced charging times resulting in increased uptime for businesses, and assisting in balancing electric grid demand.

“Again, I reiterate, this is an investigation by the CJPT Alliance and another one that we will be observing the results with great interest here in Australia.”

Emission regulations

In the meantime, IAL director chief operating officer Andrew Harbison says Isuzu was hoping to see the introduction of ADR80/04 or Euro 6 emission regulations for heavy vehicles in 2023. However, the emission standards will be phased in from November 2024.

“Having had the mandatory Euro 5 for heavy vehicles for more than 11 years now and counting, we expect that the current thinking will be confirmed that Euro 6

The NNR 45-150 AMT Crew Cab comes with ADAS

Isuzu’s NLR 45/150 Servicepack is ready to work

The FXY 240-350 boasts 257kW, or 350hp

compliant engines for all new trucks sold will be required by late 2024 and for all new trucks sold either around the end of 2025 or early 2026.”

Harbison says while there’s been solid support for cleaner trucks, industry needed improved clarification on the timing of the new emission limits. The response arrived on October 13 with the Federal Government’s decision to being phasing in Euro 6 in two years time.

“I guess we scratch our heads as to why it hasn’t been rolled out today,” Harbison says.

Currently, in broader economic terms, he says the cost of living and inflationary pressures is affecting everyone from households to small and medium businesses, including road transport.

Despite this, he adds that strong retail spending by consumers is maintaining

demand for freight movements and deliveries.

“So, despite some negative messaging, our own intelligence and key indicators continue to point to a positive picture for sustained sales growth in the Australian truck market in the medium to long term.

“We expect to continue to see sales records continue to fall as the year progresses and as we’re heading into 2023.”

Harbison points out that one of the drivers behind the growth is the former Coalition Government’s introduction of the instant asset write-off scheme which is due to end mid next year. However, the scheme is being countered by supply delays, a situation that is impacting on truck manufacturers and importers.

“Albeit entirely necessary as a fiscal measure, it has become increasingly clear

that there needs to be a revision to the cut-off date,” Harbison says.

“While first designated to expire at the end of June 2020, under the then uncertain future in the face of COVID, the scheme was extended to eligible new assets first held, used or installed by June 30, 2023.

“With nine months remaining of the instant asset write-off program, original equipment manufacturers such as Isuzu are already under immense pressure to be able to deliver finished trucks to our customers.”

Harbison says if trucks, including body builds, are not delivered within this timeframe, the customer falls outside the eligibility for the program.

“It’s becoming more difficult in an unforgiving position for all parties given the current supply chain challenges.

“I’d like to note that the current cut-off

represents a serious issue of businesses far beyond just us. There are a multitude of affiliated businesses from bodybuilders to component suppliers that are heavily affected by the current deadline.”

Harbison says the broader industry viability must be taken into account regarding considerations around extending the delivery timeline.

“Based on current projections, the June 2023 deadline must be adjusted to reflect the realities of the market, taking into account equipment delivery delays.

“This is a position that is supported by the Truck Industry Council and they have been extremely active on this front with engagements with the Department of Treasury and Finance,” Harbison says.

“We hope to bring all industry stakeholders positive views on this front soon.”

Words & images | Steve Brooks

The IAA commercial vehicle exhibition in Hannover, Germany, is the biggest trucking event in the world and yes, it’s all about Europe.

But let’s face it, Europe is increasingly the hub of most major developments impacting the efficiency, safety and ultimately, performance of heavy-duty trucks around the globe.

Nor should anyone lose sight of the fact that on the other side of the Atlantic, the great majority of North America’s truck brands are nowadays offshoots of immense European corporations.

Indeed, without Europe’s fiscal and managerial lifelines over the past three or four decades, several famous brands would today be little more than headstones: Freightliner and Mack, for example, and most recently, Navistar.

The lone wolf in the pack is, of course, Paccar but even this bastion of American pride has an umbilical attachment to developments within its continental colleague DAF. But to be fair, the Dutch truck would’ve probably also fallen down the well of extinction long ago if Paccar hadn’t turned the tables on its continental competitors and transformed DAF into arguably its greatest success story.

Yet even by Hannover’s high standards, 2022 was something very special and very different. With Covid causing the event’s cancellation in 2020, it seemed most of the world’s trucking heavyweights were out to not only highlight the enormous gains in technology since the last exhibition in 2018, but to signal their place at or near the front of the evolutionary queue.

This was, in fact, the show where tomorrow came to town as all the big players, and some not-so-big players, climbed on the climate bandwagon to let the world know that the era of electrification and alternative energy has well and truly arrived.

Diesel wasn’t dead, but it was certainly on the backburner as this pictorial summary candidly reveals.

Daimler

Hannover is home turf for Daimler Truck and sure enough, all stops were pulled out to drive home the detail of its latest developments, starting with the star of the stand, the eActros Longhaul presented in an eye-catching but definitely unusual livery (shown on the previous page). A design prototype, the battery-electric Benz won’t enter production until 2024 but there’s already talk it will come to market with greater driving range than anything currently offered.

The ground-breaking pioneer of Daimler’s electric ambitions is, however, Fuso’s eCanter and in its new generation form offers up to 42 variants and gross weight ratings from 4.25 to 8.55 tonnes.

Meantime, Daimler’s diesel devotees weren’t forgotten with the Actros L Edition 3, a highly specified limited edition flagship of the Actros family. Mercedes-Benz executives insist the optimisation of diesel models will continue during transition to carbon-neutral road transport.

But for how long?

Volvo

With the trucking industry’s first factory-built electric prime movers, Volvo has jumped ahead of competitors with its highly impressive FM Electric and FH Electric models.

The Swedish maker went full throttle on electric at Hannover, with no diesels on display whatsoever.

The full story on Volvo’s electric range appears elsewhere in this issue but as the photo of the new FMX Electric shows, overseas visitors were obviously keen to absorb as much as possible about Volvo’s latest creations.

DAF

Buoyed by booming sales and boasts of market leadership, there was nothing shy or understated about DAF’s display. Sited next to Volvo, it was as if Paccar’s cab-over champion was hellbent on upstaging its Swedish rival, unveiling bold new models in both diesel and electric form.

Presented for the first time were the new DAF XD and XDC models, aimed squarely at vocational and distribution duties. They were, however, partnered by ‘a completely new series of fully electric powertrains for the New Generation XD and XF trucks’, built in a new electric truck assembly plant and powered by what DAF describes as ‘Paccar e-motors’ rated up to 350 kW (480 hp).

For our neck of the woods though, the prime attraction was DAF’s new flagship, the XG+. This stylish and exceptionally well appointed truck is almost certainly the foundation of a joint development between corporate colleagues DAF Trucks and Paccar Australia which in the next year or two will see a stunning new premium cab-over hit our market, punched by a completely new Cummins 15 litre engine.

Cummins

This is the new lightweight 15 litre X-series Cummins engine which in one form or another will power a top-shelf DAF currently under development in Europe for the Australian and New Zealand markets. Word has it, too, that the livewire Cummins will be also offered in Kenworth’s classic K-series.

While all that is still a year or two away, Cummins was obviously intent on showing that it is well equipped to deliver low to zero carbon outputs, exhibiting what was described as its ‘15 Litre Fuel Agnostic Platform’.

In what appears an extremely clever development, Cummins says the fuel-agnostic architecture of the new 15 litre X-series utilises the sculpted block of the base

engine but with cylinder heads and fuel systems tailored to different fuel types from hydrogen to biogas and advanced diesel designs.

Hannover also revealed a new 10 litre X10 displacement designed

for ultra-low emission compliance, with ratings from 320 to 450 hp, and also built on a lightweight sculpted block design. For us though, the new 15 litre is the big player for the future.

Allison

We reported several issues ago that transmission specialist Allison would go to Hannover with its latest ‘eGen Power’ series of fully integrated electric axles and sure enough, that’s exactly what happened.

As Allison puts it, the electric axles are designed to fit between the wheels of medium and heavyduty trucks, replacing the vehicle’s traditional powertrain. It is, says Allison, a bolt-in solution which features fully integrated electric

motors, a multi-speed gearbox, an oil cooler and pump, and critically, is compatible with battery-electric and fuel cell electric vehicles, as well as a viable system for extending driving range in hybrid applications.

Scania

The premier brand in Volkswagen’s vast Traton Group, Scania wasn’t about to let Hannover pass without letting the world know that while it, too, has the future well and truly in focus, the present is also firmly fixed in the corporate mindset.

Electric versions of its complete range – including a waste recovery version of the ultra-low profile L-series which isn’t sold in Australia – were accompanied by stylish recharging stations in an obvious bid to push the message that it’s about selling the complete package, not just the trucks.

Outside though, a heavy haulage R660 highlighted the ongoing development of Scania’s venerable V8. The 660 hasn’t been officially launched in Australia yet but after trialling the truck earlier this year as a B-double we can vouch it’s one of the sweetest heavy-duty trucks in the business.

MAN

The other truck in the Traton team is MAN and sited alongside the Scania stand, the German stalwart wasn’t about to let its Swedish stablemate grab all the carbon-neutral kudos.

Strangely though, MAN’s e-truck was cordoned off, seemingly to keep observant eyes and enquiring minds away. There was, however, no hesitation about anyone taking a close look at a slick semi-conventional all-electric TGE van.

Obviously enough, the headline act in the diesel department was the 640 hp TGX flagship.

Iveco

With Iveco Australia still conducting local tests, this line-up of new X-Way models grabbed our attention simply because it provided some indication of what to expect when the line-up reportedly joins the Australian market.

Typically, the range offers various rooflines and powertrain ratings including a 570 hp version of the Cursor 13 engine coupled to ZF’s 12-speed Hi-Tronix transmission.

Meantime, on its main stand inside one of Hannover’s cavernous halls, Iveco didn’t let anyone forget that along with other highprofile brands, it is also well advanced with alternative energy technologies.

Hyzon

Quick to take a prominent place in the world of hydrogen fuel cells for commercial vehicles, stating simply that it ‘aims to accelerate the transition to zero emission

commercial transport’, Hyzon was obviously keen to maintain the momentum with its display in Hannover.

However, as the world’s biggest truck suppliers continue to invest

vast sums on development and ultimately, production of their own hydrogen fuel cells, the competitive space for suppliers such as Hyzon is almost sure to tighten.

Fire Fighter

Proving that the electric surge extends far beyond road trucks is this remarkable quick-response ‘Panther’ 6x6 fire fighter from specialist builder Rosenbauer.

Like something out of a moon landing, we simply couldn’t resist making it part of our Hannover report and like most electric trucks, there’s little doubt acceleration off the mark is brisk, to put it mildly.

Big banger

At a show where the technological rage was allelectric, it was actually a relief to step outside Hannover’s massive halls and find the occasional big banger feeding the fire for power purists.

And when it comes to big bangers there are few bigger than Volvo’s 750 hp FH16. Unfortunately, Australia’s big weights and high temperatures are too much for the 750’s cooling system but in cooler climes the big Swede is right at home among the heavy haulage faithful.

Ford

Ford’s truck days are long gone in our part of the world but throughout much of Europe and North Africa, the Turkish-built Ford F-Max cab-over is a consistent competitor. The F-Max was, in fact, voted Europe’s ‘International Truck of the Year’ in 2019.

With typically European styling cues, the F-Max cab is well appointed while underneath, power comes from a 12.7 litre six cylinder engine known as the EcoTorq, delivering peaks of 500 hp and 2500 Nm (1844 lb ft) of torque through a 12-speed ZF automated transmission.

And obviously refusing to be left out in the climate cold, the Ford stand also showcased a new batteryelectric model targeting the waste industry.

BYD

Apparently, BYD stands for ‘Build Your Dreams’ but more to the point, it is a significant Chinese automaker which started out in 1995 as a battery maker and in 2003 entered the automotive business when it acquired another Chinese auto brand.

China is a major mover in electric transport and given the company’s background, it’s not surprising BYD came

to Hannover with battery-electric trucks including this 4x2 known as the ETHB, a shorthaul model with a gross vehicle mass rating of 19 tonnes.

Obviously aiming to broaden horizons into Europe, the brand has already made some inroads into the US market with relatively modest sales of battery-electric trucks and yard tractors.

Quantron

Who or what is Quantron? Well, according to the official script, it’s a German company ‘created in 2019 as a high-tech spin-off’ of a longestablished family enterprise to capitalise on the rapid demand for e-mobility in cargo transportation.

Apparently, the company has been very busy over the past three years, with Hannover not only revealing Quantron’s QHM fuel cell electric vehicle for heavy long distance transport with claimed driving range up to 1500 km, but also QHM battery-electric vehicles in rigid and prime mover configurations offering ranges up to 350 km.

It’s definitely busy on the bandwagon these days.

Dongfeng

The Chinese automotive giant is certainly no stranger to the truck business but it’s not often the brand exhibits outside China. Hannover, however, was obviously seen as an ideal platform to display light-duty electric models such as the Captain EV35.

Yet despite the obvious effort of exhibiting at the world’s biggest international commercial vehicle exhibition, technical details were surprisingly scant other than defining a 3.5 tonne gross weight rating on a 3.0 metre wheelbase, and battery capacity of 66.8 kWh.

Powers up VOLVO

When it comes to presenting an unambiguous statement about the future of road transport, the decision by Swedish powerhouse Volvo to not bring a single diesel truck to the IAA commercial vehicle show in Germany is pretty clear.

Words | Steve Brooks

It’s an odd thing, but long experience drawn from many moments of corporate claptrap and executive evasion have caused me to quietly believe that in the trucking business, there are two types of Swede. The Volvo Swede and the Scania Swede, the Volvo variety almost always more conservative, guarded, reticent and dare I say, cynical than their competitive countrymen. Why that is, well, perhaps it’s a mystery mired in mindsets dating back to each brand’s founding fathers. Whatever, from a perspective gathered over the past 40 years and more, it has never ceased to amaze and at times confound how two great and hugely successful companies from the same Scandinavian country of just 10 million steely souls can produce highly advanced, top-shelf trucks yet give the marked impression of being so distinctly different in corporate character, complexity and candour.

There have, however, also been rare times when that belief has been effectively flushed down the delusionary S-bend, and now is one of those times. Gone is the shallow rhetoric and dismissive denial, replaced by bold action and lavish language as Volvo embarks on a massive and clear-cut campaign to lead the western world in the promotion and provision of batteryelectric trucks for medium and heavyduty applications. And have no doubt, the Australian market and the assembly of battery-electric models at Volvo Group Australia’s (VGA) Wacol factory in Brisbane are high, very high, on the agenda.

Sure, Volvo isn’t alone in its ambition. Global supremo Daimler Truck is similarly lifting the lid on its technological achievements, furthering a mammoth push to deliver alternative energy sources, in the process also revealing an upcoming Australian test program for battery-electric Mercedes-Benz models to expand the

High times in Tuve. Factory production of heavyduty battery-electric models has started in earnest at Volvo’s Tuve plant. There are already firm plans to build electric trucks at Volvo’s Wacol (Qld) factory

50 per cent

Volvo’s three-pronged electric charge in Europe includes an FMX configured for construction roles

inroads already made with its light-duty Fuso eCanter stablemate.

Yet, despite their intense rivalry with each other and everyone else, in every market in the world, Daimler Truck and Volvo Group –the two most dominant forces in global truck production – have joined forces to create a company called Cellcentric to develop and produce highly advanced fuel cells for the hydrogen-fuelled electric models each now has under development.

For its part, Volvo admits it already has prototypes running and says it will start testing hydrogen fuel cell electric trucks with customers in 2025 before moving to factory production before the end of this decade. Daimler, too, has prototypes running with insiders quietly conceding that on current indications, production is likely to start in either 2027 or 2028.

Nonetheless, as things stand at the moment, hydrogen fuel cell electric trucks ostensibly targeted for heavy-duty longhaul work are still some years down the technological track. On the other hand, battery-electric models for shorthaul duties are now front and centre, with none seemingly more intent or arguably better prepared to take the lead in the heavy-duty

field than Volvo, now with six all-electric models to cover a broad range of medium and heavy-duty roles. Obviously enough, five of the six are cab-overs – the FL, FE, FM, FMX and FH. The lone conventional is the VNR Electric for the North American market and who knows, maybe one day a version in either Volvo or Mack guise for our neck of the woods.

However, it was the recent European launch and factory production of FM Electric and FH Electric prime movers along with an FMX Electric construction specialist which have equipped the Swedish maker with absolute bragging rights in the big end of the battery-electric space: Bragging rights that were showcased loud and clear at the vast IAA commercial vehicle exhibition in Hannover, Germany, in September where every truck on the Volvo stand was battery powered.

By any measure, the decision to display no diesel models whatsoever was a gutsy and blatantly aggressive move by Volvo. Possibly risky, too, given that internal combustion engines are sure to remain the mainstay of the heavy-duty trucking industry for at least a decade or more as much of the world steadily, yet inevitably, transitions to a future

Volvo

Trucks president

Roger Alm.

“Going electric means more business opportunities.”

of our global volume will be electric

We are focussing on our future. In 2030

increasingly less dependent on fossil fuels.

But this was Volvo with a visionary and profoundly public purpose, and risky or not, Volvo Trucks president Roger Alm was in no mood for negative nuances or softly stated assertions during a meeting with a small group of Australian truck journalists soon after he presented Volvo’s all-electric exhibit to hundreds of automotive reporters from Europe and around the world. Upbeat, excited and proudly passionate, Alm’s point was simple and strong: Volvo won’t be waiting for the world to catch up, intent on driving its own agenda “… to influence customers in the transition which is so important”.

“We are focussing on our future. In 2030, 50 per cent of our global volume will be electric,” he said with complete confidence, adding, “The electric alternative will become a competitive advantage for us and our customers.”

Meanwhile, and with a focus obviously stretching far beyond Europe, it was an earnest Roger Alm who declared Australia’s importance to Volvo’s electric ambitions, seated alongside other heavy hitters in the form of Jessica Sandström, Volvo’s head of global product management and

sustainability, and Per-Erik Lundstrom, senior vice-president of Volvo Trucks International. By any measure, it was a top tier group facing a handful of truck writers from a relatively small market but from across the table, the message was united and unequivocal, with Alm leading the charge: “Australia will be a driver of the transformation (and) I promise we will be producing them in Wacol.”

It has since been announced that electric truck production at Wacol will start in 2025.

“Australia is a very important market for Volvo Group (and) manufacturing in Wacol will be important in achieving the transformation,” Jessica Sandström added, while in response to a question about Australia’s political commitment to carbon neutral vehicles, a blunt Per-Erik Lundstrom said simply, “Government assistance would help speed up the transformation in Australia.”

Assistance or not though, Volvo will be pushing hard. As Roger Alm stated just a few days earlier in a press release announcing the factory production of heavy-duty electric trucks, “This is a milestone and proves that we are leading the transformation of the industry. It’s less than two years since we

Head of Volvo’s global product management and sustainability, Jessica Sandström declares manufacturing at the Wacol (Qld) factory is an imperative for Volvo’s alternative energy aspirations

With up to six batteries providing the energy, motive power comes from three electric motors dispensing more than 660hp through Volvo’s slick I-shift transmission. Performance is super smooth and super strong

showcased our heavy electric trucks for the very first time. Now we are ramping up volumes and will deliver to customers all over Europe, and later on to customers in Asia, Australia and Latin America.”

From our observations, it’ll be sooner rather than later for the Australian market.

Bright sparks

Adding to the case for battery-electric trucks and likewise, fomenting Volvo’s fervour, an extensive survey of 100 leading e-commerce and manufacturing companies in eight European countries reports that almost 80 per cent of those interviewed are willing to pay more for a transport supplier who exudes little or no CO2 emissions.

Conducted by research company Ipsos on behalf of Volvo, the survey also found that 85 per cent of the companies interviewed are prepared to change transport suppliers if they don’t meet their requirements. What’s more, 60 per cent believe they risk losing customers within the next three years if they can’t meet their consumer’s demand for deliveries with little or zero CO2 output.

In a press statement on the report’s findings, Roger Alm asserts, “It means we will see a massive shift in the industry in coming years. Going electric means more business opportunities.”

Consequently, his confidence in what could easily amount to a competitive coup with the latest electric models carrying

gross weight ratings up to 44 tonnes, seems entirely justified given that in the shorthaul applications best suited to battery-electric trucks – let’s say, daily runs up to 300 km or so – Volvo can claim the most complete range of factory-produced medium and heavy-duty electric models in the business.

It’s worth noting, too, that according to European studies, 45 per cent of all goods transported by road in Europe travel less than 300 km, further validating Volvo’s decision to jump headlong into the batteryelectric spotlight.

Put simply, the electric FH, FM and FMX are effectively extensions of Volvo’s existing and highly successful diesel range, thereby giving the Swedish brand a timely extra string to its business bow as freight companies consider transitioning like never before to cleaner, quieter and socially sensitive electric alternatives for metro and shorthaul applications.

Still, there were times when Roger Alm’s commentary to his Australian audience bordered on idealistic, pushing the climate barrow to the moral high ground. “We need to change and handle the world differently (and) Volvo is making a stand and 100 per cent focused on emissions achievements,”

he enthused. Even so, there was also a constant commercial vibe, not least in the creation of a vital “… business model to take care of batteries after their first life.” Or, what he described as, “A gold contract service and battery program.”

Battery life is, of course, a major factor in the business case for electric trucks and fast-paced technology continues to make significant gains in performance and longevity, with Alm almost casually mentioning that Volvo has now progressed to its third generation of batteries.

As a Volvo press statement further explains, ‘The high energy density traction batteries use the latest generation of lithium-ion cell technology (and) an electric truck with six battery packs has … a range of up to 300 km.’ However, as company insiders regularly remarked, driving range is an indeterminate measure, dependent on many factors similar to diesel models, such as load, ease or severity of the route, and driving style. Indeed, a heavy right foot will syphon electric power just as effectively as it drains diesel.

Typically perhaps, Volvo’s new electric trucks offer two ways of charging: AC charging up to 43kW, which the company says is ideal for overnight charging, or with a much faster 250kW charger which makes it possible to charge up to 80 per cent of battery capacity in less than 90 minutes.

Technology, however, doesn’t stand still and along with its all-electric exhibit at Hannover, Volvo unveiled a fully electric rear axle designed as an alternative to the existing I-shift automated transmission in electric models. The main goal of the e-axle is, however, to free up chassis space for more batteries, thereby increasing driving range. Or as Volvo puts it, ‘The new e-axle allows even more batteries on the truck by integrating the transmission into the rear axle (to) create opportunities for long distance transports to also be electrified.’

But don’t hold your breath just yet. “In a few years, we will add this new rear e-axle for customers covering longer routes than today,” said Jessica Sandström, perhaps suggesting the e-axle will come on stream around 2025 when customer trials start on Volvo’s hydrogen fuel cell electric truck.

It is, quite simply, all part of a bigger picture which isn’t yet entirely clear as Volvo and other major players pursue three distinct paths to reaching zero emissions; battery electric, fuel cell electric and internal combustion engines that run on renewable fuels like biogas, hydro-treated vegetable

Mining a greener future

Swedish mining company Kaunis Iron is investing half a billion Swedish Krona (A$70.3 million) in a bid to make its haulage operation completely fossil-free by 2025, with Volvo electric trucks at the forefront of plans.

Often working in severe Arctic conditions, the company transports ore around the clock over a 160 km route in northern Sweden, currently operating a fleet of 30 diesel-powered Volvo trucks hauling gross weights of 90 tonnes.

It will, however, next year start trials of Volvo electric trucks initially at gross combination weights of 74 tonnes before progressing to 90 tonnes.

According to a company statement, the ultimate goal is to switch to battery-electric trucks for heavy transportation and operate completely fossil-free with zero CO2 emissions.

“Our goal is to achieve fossil-free transport by 2025,” says Lars Wallgren, head of logistics at Kaunis Iron. “We are working hard right now to solve our transport with electric trucks. If we succeed, we can reduce carbon dioxide emissions by about 15,000 tonnes per year at the current production rate.”

The Kaunis Iron trial follows the testing of a Volvo FMX Electric truck in the northern winter of 2021 where Arctic conditions pushed temperatures deeper than -30 degrees C.

the electric alternative will become a

competitive advantage

for us and our customers

Volvo FM Electric on trial in Sweden. An FM Electric has already been built for Australian trials

Fresh off the production line, an FM Electric swings past a fuel station it will kjnever need

oil (HVO) or so-called ‘green hydrogen’ produced by energy from wind, solar or hydro systems.

Whatever, “We will continue to push the boundaries of technology,” an emphatic Jessica Sandström remarked.

Asked if Volvo’s research and development (R&D) budget now favours alternative energies over traditional powertrains, a smiling yet somewhat cautious Roger Alm replied, “We are investing in all modes,” quickly adding that Volvo’s upcoming annual report would outline the R&D spending split in more detail. Next question, please!

Here and there

Volvo’s Tuve truck manufacturing factory on the outskirts of corporate HQ in Gothenburg is much like any other factory that has been doing much the same thing for a very long time. And much like most truck factories nowadays, phobic corporate decree says ‘no photos’ other than those issued and carefully choreographed by media minders.

Even so, balloons and streamers still hanging in the main foyer at least hinted

that our small group was one of the first to visit the plant since the official start just two days earlier of FH Electric and FM Electric truck production at Tuve. Next year, Volvo’s factory in Ghent, Belgium, will also start producing heavy-duty electric trucks and in both locations, the electric versions will be built on the same lines as their diesel counterparts to maximise production efficiencies.

Importantly, batteries for the electric models will also come from Ghent where Volvo has commissioned a new battery assembly plant.

It is, of course, still early days for electric truck production but a tour of the Tuve plant at least highlighted the alterations made to accommodate the installation of hefty batteries and electric motor drive units, and a dedicated area for the safe activation of high voltage batteries and wiring harnesses. Eventually, much the same alterations will be made at VGA’s Wacol factory to build electric trucks for the Australian market.

Most notably though, it was soon apparent that Tuve had been producing electric models for considerably more than the past

two days and at a far end of the factory stood a freshly built truck we probably weren’t supposed to notice. At least, not this early in the program.

This particular FM Electric prime mover was in right-hand drive form and initial thoughts that it was intended for the UK market were quashed after a quick peek at a shipping slip stuck to the windscreen pointed to … yep, Brisbane!

While Volvo’s minders would confirm or deny nothing, it was easy to surmise this particular truck is an advance trial unit for the Australian market. Right now, the cone of silence has descended on when this truck or any others from the new electric line-up will arrive in Australia, but it’d be short odds that the early part of 2023 will reveal more details as local tests advance. Likewise, it’s a fair bet this and other electric trucks will be prominent on a couple of stands at next year’s Brisbane Truck Show. For now, stay tuned!

Meantime, the long trip to Sweden and Germany was obviously far more revealing than a stroll through the Tuve plant or even a hectic day at the huge Hannover truck show. Volvo was, in fact, determined to not only showcase the on-road performance and build quality of its new electric flagships, but also emphasise what it sees as VGA’s

key contribution to furthering the benefits of carbon-free energy sources while achieving a distinct commercial advantage as Australian freight companies and their customers gradually engage with the inevitability of a move away from fossil fuels.

Australia is, of course, just one part of a program to tap into as many markets and as many applications as possible by not only creating battery-electric FH, FM and FMX models with gross weight ratings up to 44 tonnes, but also offering two chassis heights, wheelbases from 3800 to 6700mm and trucks in two, three and four-axle configurations, built on the same cab and chassis platforms as their diesel or gaspowered counterparts.

The great difference, to state the obvious, is that motive power comes from three electric motors coupled to Volvo’s super-successful I-shift 12-speed automated transmission. Critically, I-shift is programmed with what Volvo says is, ‘a unique new gear shifting strategy optimised for electric operations (and) together, the motors and gearbox form a powerful electric drive unit that offers unprecedented, high-efficiency drivability with a combined electric motor power output of 490kW (666hp) and gearbox torque up to 28,000Nm.’

What’s more, “Because the truck always

A mock-up of Volvo’s upcoming rear e-axle. It’s still a few years away but will free up space for more batteries by replacing the traditional multi-speed transmission

starts in the highest possible gear, energy efficiency and savings are achieved thanks to minimised gear shifting,” says Jonas Odermalm, vice-president of electro-mobility product management. “At the same time, lower gears are of course available for steep roads or in starting situations that require additional torque and control.”

Importantly, he says there are also three power take-off options – an all-electric 40kW system, a 70kW electro-mechanical unit and a 150kW gearbox-mounted option.

Beyond all the talk and tours though, a big attraction was obviously time behind the wheel on Swedish roads in loaded FM and FH versions and for this, Volvo appeared to be making a special effort for its visitors from the other side of Earth.

For starters, Volvo press test director Tobias Bergman was keen to highlight a number of salient facts, not least that the move to electrification represents the largest transformation in history for heavy commercial vehicles and to emphasise its commitment to electric models, Volvo had been providing battery-electric prototypes for European customer and media evaluations since midway through 2021.

Yet in what probably amounted to a simple case of good timing, our visit came just a day or so after the first production units rolled off the Tuve line, with two spanking new examples handed over for short but revealing runs.

In typical Euro configuration, both were single-drive prime movers: an FH coupled to a tri-axle van on wide profile single tyres and said to be grossing around 38 tonnes, and an FM towing a short tandem trailer also on super singles, grossing 35 tonnes or thereabouts. On the inside, one of the few notable differences was that the FH retained an I-shift selector whereas the FM had the ‘fleet spec’ push pad.

Differences or not, driving each of these stunningly smooth trucks was an absolute delight and while it’d be easy to write long and lavishly about the amazingly quiet interior, the operational simplicity and the marvellously well-mannered road handling enhanced by Volvo’s dynamic steering system, the simple fact is that words (or at least, my words) fail to impart the raw reality of driving Volvo’s electric prime movers.

These are the heaviest electric trucks I’ve yet driven and akin to experiences in other brands, performance was nothing

we will be producing them in Wacol

I promise Australia will be a driver of the transformation (and)

Home on the electric range. FM Electric, FH Electric and FMX Electric.

At the heavy end of the battery-electric business, Volvo has taken a lead

short of outstanding. Again though, only time at the wheel can fully tell the story of just how strong, how smooth and how simple the electric truck experience can be.

Lift-off torque output was phenomenal with the 12-speed I-shift transmission selecting 7th gear for starts, then one shift to 10th before moving into top gear. Incredible, but begging the question, ‘is I-shift simply too much transmission for the inherent strength of an electric drivetrain?’

The short answer is ‘yes’, but until the arrival in a few years of the new e-axle with its inbuilt transmission and final drive ratios, the slick automated 12-speeder will obviously continue to do the job and in the process, provide the flexibility for those applications where deeper lift-off gearing may be required.

Admittedly, time in the electric Volvos was short but equally long enough to further

reinforce the belief that, for devotees and detractors alike, only time behind the wheel can truly testify to the capabilities of battery-electric trucks for modern freight applications. In this regard, our high hope right now is that Volvo Group Australia will grant a more extensive run under local conditions once its trial truck(s) start work in the near future, and in the process provide some real world context to the operational range of an electric truck.

Until then, of course, there’s still much work to be done and many concerns still to be eased.

Purchase cost, for instance, is generally figured at three times more than an equivalent diesel model but historically, higher sales volumes and greater competition have a way of bringing costs down.

As several Volvo people also mentioned,

the training of mechanics and technicians will be vital to the initial and ongoing acceptance of the new technologies, along with a strong focus on driver training.

Then there’s battery life and likewise, the issue of recycling and remanufacturing batteries. In this regard, a new division in Sweden called Volvo Energy has been created with battery efficiency high on the agenda.

Meantime, with batteries weighing around 500kg each, tare weight increases considerably in a battery-electric truck and while Volvo wasn’t specific on the respective weights of the trucks driven in Sweden, it was easy to figure that with six batteries, the single-drive prime movers probably tared close to 10 tonnes. However, the European Union offers a two-tonne allowance for trucks with zero emissions and maybe, Australian authorities will ultimately see

some benefit in allowing a similar concession. Maybe, but let’s not hold our breath.

Yet arguably the biggest issue of all is recharging infrastructure and Volvo insiders all the way up to president Roger Alm insist that major inroads continue to be made as energy providers, political influencers, freight companies and their customers, and of course, major corporations such as Volvo combine to pave the way for carbon-neutral road transport across Europe and far beyond.

How Volvo Group Australia intends to play its part in achieving increased infrastructure or gaining weight concessions for electric trucks remains to be seen, but its input and influence will be essential if Volvo’s new electric trucks are to realise the market impact Sweden genuinely believes possible and no doubt, expects.

As for the actual trucks, the first samples suggest Volvo has done a brilliant job.

Norway…it’s electrifying!

It’s an easy, uncluttered drive of three hours or so from Gothenburg in Sweden to the Norwegian capital Oslo, on excellent roads that don’t deteriorate at the border.

Managing director of Tom Wilhelmsen AS, Gilberton Enkerlin insists productivity of the company’s Volvo FE electric trucks has exceeded all expectations.

There were some electric cars sharing the highway, but not many. Approaching Oslo’s outskirts though, things changed. Dramatically.

It’s late morning on a soft autumn Saturday and Oslo’s residents are on the move, simply doing the things weekends bring. The thing is, many are moving in electric cars or vans of one sort or another and suddenly, Norway’s reputation for carbon neutral conscience becomes palpably plain.

Cars and vans are not, however, the only indicators of what appears to be a national fixation for fossil-free transport among the country’s five and a half million residents. Indeed, around 30 percent of trucks grossing more than 16 tonnes in the Oslo region are said to be battery-electric models, mainly Volvo.

On the city’s industrial fringe, for instance, the senior executive of a transport company largely specialising in shorthaul tipper work has arrived at the Volvo Norway dealership to explain why electric trucks simply make good business sense.

Polite and articulate, but soon enough revealing a hardened commercial edge, Gilberto Enkerlin is managing director of Tom Wilhelmsen AS, a high profile familyowned business in operation for 10 years which in 2020 became the first company in Norway to use fully electric tipper trucks for construction work.

However, Gilberto insists there was nothing rushed or spontaneous about the decision to put electric trucks into the fleet. Sure, much like the rest of the country, the company was intent on building a brighter, more sustainable future but it took two years of detailed analysis and consideration before battery-electric trucks were seen as a significant contributor to achieving its goals, both commercial and environmental.

With the decision made to start the process, a three-axle Volvo FE electric rigid tipper model joined the operation in 2020 and Gilberto admits, there was initially strong reluctance among drivers to sample the new technology. But attitudes changed quickly and now, with 37 drivers in the company, he says there is only one diesel diehard who refuses to accept the electric alternative. “All the other drivers are extremely happy,” he insists.

Today, there are seven electric FE rigid tippers in the 34 truck fleet, soon to be joined by two new FMX Electric models for truck and trailer work. Asked simply if the move to electric trucks has been commercially and operationally successful, an emphatic Gilberto says, “Absolutely.”

There were early challenges, he concedes, but these were steadily overcome and mentioning that the company buys its trucks outright rather than leasing or financing, he asserts that productivity has easily surpassed expectations despite the electric version being around three times more expensive than a diesel equivalent.

On the recharging issue, he explains it takes 45 to 60 minutes each day to recharge the trucks and this is usually done during the driver’s mandatory rest breaks.

Meanwhile, with heavy steel tipping bodies and the weight of four batteries driving electric motors, tare weight of the FE six-wheelers is just shy of 14 tonnes but with an allowable gross weight of 27 tonnes – which includes a one tonne electric vehicle allowance – Gilberto asserts the payload of the electric truck is “near enough” to diesel models. Again, he’s adamant that productivity has surpassed initial expectations and emphasises that the trucks have endured the workloads exceptionally well.

“We have pushed these trucks even beyond Volvo’s limits,” he openly declares.

Socially, the electric trucks have been entirely successful, Gilberto continues, explaining that with the majority of the company’s workload in suburban areas, vastly reduced noise levels have been warmly welcomed by residents.

All up, the introduction of electric trucks has been successful on every level, he attests, leading to the company being announced as an official climate partner in the city of Oslo and reinforcing its commitment to establishing a zero emissions operation by 2025.

“In 2023, almost 50 percent of the company’s machinery will be emissions-free,” he remarked.

Yet despite Tom Wilhelmsen’s satisfaction with Volvo electric trucks, it’s a forthright Gilberto Enkerlin who says the company is agnostic when it comes to the various brands.

He simply states that Volvo currently has the best option for the company’s needs and while ever that remains the case, its trucks will continue to be bought.

Or as he succinctly said, “We’re dedicated to the productivity of the truck, not the brand of the truck.”

Around 30 per cent of trucks grossing more than 16 tonnes in the Oslo region are said to be battery-electric models. Recharging time in the Wilhelmsen fleet is between 45 and 60 minutes.

In 2023, half of the machinery in the Wilhelmsen operation will be emissions-free

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Robot plasma

Hare & Forbes is currently accepting pre-orders for a December shipment of the ArcDroid CNC portable plasma robot, after products from the first sold out earlier this year.

The company says the ArcDroid will appeal to anyone who needs to cut custom shapes and plates – ideal for onsite structural work, agricultural repairs and automotive restoration workshops.

“Even small fabricators with limited workshop space or home hobby workshops will benefit from this compact and versatile portable plasma robot,” Hare & Forbes says.

Weighing just 16 kilograms and having a convenient cut envelope of 660mm x 380mm, the ArcDroid operates from a 10-amp 240v supply and is easy to transport and store.

It features a glove-friendly intuitive touchscreen interface and comes standard with quick change holders that allow the operator to change from trace to cut mode quickly, which Hare & Forbes says makes it extremely user friendly.

Its Simple Trace technology lets the operator trace the template either point to point or freehand, by moving the ArcDroid arm to follow the contours of the template.

Hare & Forbes says this makes it a simple matter to produce fast, accurate and repeatable parts, with the ArcDroid’s high accuracy encoders and high-resolution drives mapping the operator’s every move.

Once tracing is completed, the operator can define the cutting order of the component features and create a cut file that can then be saved to a USB stick for future use.

For anyone wanting more control, DXF drawing files can be downloaded directly to the ArcDroid for part processing..

The ArcDroid is also compatible with most CAD/CAM packages such as Fusion 360 and SheetCam and detailed g-code files can be downloaded directly to the ArcDroid via the USB port.

Most air plasma cutters can be used with ArcDroid as long as a two-wire switch can be provided for turning on and off the torch, though Hare & Forbes points out that high frequency start plasma is not suitable for use with this machine.

Find out more about the ArcDroid at the Hare & Forbes site at machineryhouse.com.au/p8990

Light work

Based in Rylstone in central New South Wales, BlackLab Solar specialises in highquality solar installation and maintenance.

Owner Paul Deegan handles all the company’s installation, maintenance and ordering himself, and made the decision to buy a new forklift for indoor operation, storing his equipment in an old hangar during a period of heavy rain.

After looking at a couple of options, he quickly settled on a Toyota 8FBE20 electric forklift, with the material quality of Toyota products a big reason for purchase.

“Every time I get on it, I just think ‘how good is this’, because, in the old days starting the business, I was in Sydney and I had my kids hand-loading the solar panels, and now I’ll lift six pallets off a truck and it’s done in 15 minutes,” he says.

Being an expert in battery and energy storage technology, Deegan says he was impressed by the batteries used in the Toyota forklift and the fact that he can run the machine inside his hangar without worrying about exhaust fumes.

Deegan has now owned his Toyota forklift for about a year and has been impressed by its performance and reliability.

Toyota 8FBE battery electric forklifts have an ergonomically designed operator compartment and the latest control tech.

Key safety features include Toyota’s System of Active Stability, to reduce the risk of tip-overs, and Active Mast Function Controller, to limit mast angle and forklift speed according to load height and weight.

Despite being a big investment for a small business, Deegan’s forklift has been a great purchase for BlackLab Solar, helping him stay on top of logistics.

“It’s made a huge difference – I’m 43 years old and I’m almost single-handedly running a million-dollar business,” he says.

“And having that machine, knowing I can jump on it, get the panels in the back of a truck in 10 minutes and I know the thing is going to start – I know it appeals to someone like me.”

Light and compact, the ArcDroid is so easy to use that no external software or CAD skills are needed

The ArcDroid CNC portable plasma robot boasts Simple Trace technology that make the machine ideal for onsite structural work, agricultural repairs and automotive restoration

Paul Deegan of BlackLab Solar

How an electric forklift is helping a small NSW solar energy specialist go charging ahead

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WTP (NSW) 40, 190

Zed Wrecking (VIC) 186

Since Isuzu Trucks launched in Australia half a century ago, generations of businesses have relied on our trucks to deliver, day-in and day-out. As they’ve grown, we’ve grown along with them to become Australia’s number one truck brand. And we’ll be right here helping build businesses for a long time to come, because we know that reputations are riding on us. To find out how Isuzu can help you grow, visit isuzu.com.au