Owner Driver 332 September 202 by Prime Creative Media

ownerdriver SEPTEMBER 2020 #332

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

OWNERDRIVER.COM.AU

Vale ‘The Ferret’ Farewell to Convoy for Kids

co-founder and trucking icon

See page 30

Technology on trial Mercedes-Benz 2663

SoloStar demonstrator’s hi-tech wizardry See page 58

Cummins-powered 2010 Western Star 4800FX stands the test of time

STUNNING STAR 18

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Contents #332

SEPTEMBER 2020

68 18 LITTLE MISS MACK

Fuel Doctors’ founder Steve Marriott travelled all the way to New York to find an extremely rare 1948 EF Mack

30 FAREWELL TO ‘THE FERRET’

John ‘The Ferret’ Moran, the former interstate truck driver, gossip columnist, poet and co-founder of Convoy for Kids, passes away

32 STAR’S PULLING POWER

Wallace International boasts a stunninglypresented fleet of big rigs, but none more striking than the company’s 2010 Western Star 4800FX

8 NATROAD CALLS FOR TOLL POSTPONEMENT

52 OUT OF NOWHERE

Heavy vehicle operators will be up for unacceptably large costs when NorthConnex opens later this year

A vaccine might be able to eventually quell a deadly virus but it won’t end the savagery faced by every driver, every day

12 BLUEPRINT TO BOOST PRODUCTIVITY

58 BENZ TECHNOLOGY ON TRIAL

A five-year NHVR plan aims to provide gains and certainty to heavy vehicle trucking and local councils

“If you care about your drivers, you’ll spend the extra 10 grand and get the bunk on.”

A Mercedes-Benz 2663 SoloStar demonstrator houses a heap of hi-tech wizardry and a bunk with a big difference, in more ways than one.

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ownerdriver EDITORIAL

Editor: Greg Bush Ph: 0408 780 302 Fax: 07 3101 6619 E-mail: gbush@bauer-media.com.au Senior Journalist/LCV Specialist: Cobey Bartels Ph: 0409 044 128 E-mail: cbartels@bauer-media.com.au Technical Editor: Steve Brooks E-mail: sbrooks.trucktalk@gmail.com Contributors: Warren Aitken, Frank Black, Warren Clark, Rod Hannifey, Michael Kaine, Sarah Marinovic, Ken Wilkie Cartoonist: John Allison

PRODUCTION Sub-editor: Cat Fitzpatrick Designer: Bea Barthelson Print: IVE Print

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BEHIND THE WHEEL Greg Bush

Raking the revenue in

HE AUGUST 29 opening of another stretch of the Woolgoolga to Ballina Pacific Highway upgrade is good news for the road transport industry and motorists alike. The latest piece of new highway runs from Mororo to Devils Pulpit, with more to be completed shortly. It won’t be long before the 74 kilometres between Glenugie to Devils Pulpit will be open for business. Ultimately, once the upgrade is eventually completed, small communities such as Broadwater, Woodburn and Ulmarra will be bypassed. As anyone who regularly travels along this heavily trafficked stretch will agree it has a bad reputation due to minimal overtaking lanes. The other negative was the many varying signposted speed limits, including school zones and, with the communities mentioned above, 50km/h speed limits with fixed speed cameras and a regular police presence with mobile cameras. Many a driver has copped fines and lost demerit points along this poor excuse for a highway. Once the Woolgoolga to Ballina upgrade is fully complete, the question must be asked as to how the NSW authorities will be able to maintain that revenue source once most of the traffic is diverted to this new, fast section of the Pacific. NSW is known for having a lot more police and road enforcement officers than any other state in Australia. Not to mention the vast amount of money spent on technology to catch truck drivers and motorists for doing the “wrong thing”. In Sydney’s north, law abiding truck drivers look like they’ll be slugged $191 if they’re not keen on using the compulsory new NorthConnex tunnel, the toll charge being around $23 one way which, of course, will rise yearly with inflation (see page 8). Those who may be labelled cynical see it as a licence to print money for the NSW government. Hence, heavy vehicle drivers will be forced to use NorthConnex instead of Pennant Hills Road. But there are many other opportunities for the authorities to take a slice of a truck driver’s weekly wage and pass it on to NSW government coffers. Work diary blemishes are a popular source of revenue for state authorities around Australia, but especially in NSW. One small error or miscalculation and a driver may

wonder why he took up a career in road transport in the first place. Now, those would-be squeaky clean individuals out there will spruik that if you don’t commit an offence, such as speeding or driving while fatigued, you won’t be fined and charged. But let’s look at another scenario. If a highway patrol or road authority officer returns to base with the news that no truck driver on his watch had broken the law, how would that be received by his boss? Would it be “great news, everyone’s doing the right thing” or would the officer be chastised and promptly reminded that he or she is doing their job? Surely the NSW government would prefer less accidents, even zero fatalities, and everyone operating a vehicle to the letter of the law. Unfortunately, if that unlikely situation came to pass, it could be bye-bye revenue. So, what would the officers’ next move be? Keep looking until they found something that would warrant a booking? I point to a case in Perth years ago about a young P-plate driver who was pulled over by the police. He had not committed an offence and his car was in good order. However, the coppers kept looking for something, anything that they could pin on the driver. Eventually they settled on an ornamental object dangling from his rear-view mirror. “Impaired visibility. Gotcha!” Take a read of Ken Wilkie’s letter on page 28 of this issue. Ken is an experienced road transport operator and has been accused of not wearing a seatbelt during a NSW police campaign. He’s prepared to contest the accusation. We wait with interest as to how his fight for justice pans out.

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The new Actros. A truck ahead of its time. The new Actros is a truck ahead of its time. Setting the standard in long-distance and heavy-distribution haulage, this ground-breaking new truck is more comfortable, economical and reliable than ever before1. Featuring new innovations like the Multimedia Cockpit, MirrorCam, Active Brake Assist 5 and Predictive Powertrain Control – it’s designed to reduce fuel consumption, boost vehicle use and offer the driver all the support they need. See the new Actros in action at actroslivedrive.com.au or contact your local authorised Mercedes-Benz Trucks Dealership to experience this outstanding new vehicle for yourself.

Compared to the previous model. Please note: changes may have been made to the product since this publication went to press (August 2020). The manufacturer reserves the right to make changes to the design, form, colour, and specification of the product. The images shown are to be considered examples only and do not necessarily reflect the actual state of the original vehicles. Please consult your authorised Mercedes-Benz Truck Dealer for further details. © Daimler Truck and Bus Australia Pacific Pty Ltd (ACN 618 413 282). Printed in Australia.

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

NatRoad calls for toll postponement The association says heavy vehicle operators will be up for unacceptably large costs when NorthConnex opens later this year

THE NATIONAL ROAD TRANSPORT ASSOCIATION (NatRoad) says it has again called on the New South Wales Government to postpone the introduction of new tolls for the mandatory NorthConnex tunnel crossing when it commences operation in the coming months. To date, NatRoad’s calls have been rejected, but it says the issue must urgently be addressed by government. When NorthConnex opens, it will be mandatory for most heavy vehicles to use the tunnel, thereby incurring unacceptably large costs. Most heavy vehicle operators will be prohibited from using Pennant Hills Road. “The cost of tolls on a route that trucks will be forced to take is too high, especially in a time of crisis. For example,

a single truck doing two return trips a day say from Newcastle to Sydney, five days a week for 48 weeks a year will accumulate $22,109 in tolls,” says Warren Clark, NatRoad chief executive officer. “Many road freight transport companies are doing it tough due to the pandemic, and the mandatory tolls added to businesses costs in turbulent times could cause many to go out of business. “In addition, whilst most heavy vehicles are required by government to use the tunnel and pay the toll, it is unclear how those who use Pennant Hills Road won’t be subjected to administrative overload by getting notices to show they were using the road lawfully. Heavy vehicles shouldn’t be forced to use the tunnel. It’s as simple

as that,” Clark says. “Whenever or wherever toll roads are built in Australia, road users should be given the choice of using a non-tolled road. “The NSW government will deny heavy vehicle operators and drivers that essential freedom if the current policy is maintained. It is an unacceptable policy, and NatRoad has not given up on calling on its urgent review.” Late last year, at a NatRoad Forum held in Swansea, transport operators had the opportunity to voice their opinions regarding legislation surrounding the NorthConnex tunnel. NorthConnex, which will link Sydney’s M2 and M1, is earmarked to charge trucks and buses $23.03 each way, rising with the CPI each year.

Above: What drivers can expect to see when entering NorthConnex

As well as the high toll charges, operators were irate over the lack of an alternative, toll-free route. The NSW government modified the Road Traffic Act in 2017 to force truck drivers onto NorthConnex instead of using Pennant Hills Road. Trucks and buses ignoring warning signs and continuing to use Pennant Hills Road will face fines of $191.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

TWU welcomes mental health program NHVR allocates $250K to transport industry training and research body for Steering Healthy Minds initiative THE TRANSPORT Education Audit Compliance Health Organisation (TEACHO) has received $250,000 of heavy vehicle safety funding to support the Transport Industry Mental Health Initiative: Steering Healthy Minds. TEACHO, the transport industry training and research body, was allocated the funds through the National Heavy Vehicle Regulator’s (NHVR) 2020 Heavy Vehicle Safety Initiative, which is supported by the federal government. Transport Workers’ Union (TWU) Queensland branch secretary Peter Biagini believes the funding would support the organisation to improve heavy vehicle safety through the promotion of positive mental health programs across the transport industry. “Poor mental health is a blight on the transport sector in this country,” Biagini says. “TEACHO, in conjunction with the TWU and employers, has spent the last 18 months developing and rolling out a mental health pilot program in various worksites to improve mental health among transport workers. “This funding will allow the program to be expanded across the industry. “We know that with this current pandemic, the mental health of working people across Australia has

taken a serious hit, which is why Steering Healthy Minds is such an important program.” NHVR CEO Sal Petroccitto says the funding was part of $5.5 million being distributed across the country. “Heavy vehicle safety is everyone’s responsibility and through local safety programs we can make our roads safer for all road users,” he says. “Twenty-six recipients from across Australia will be supported to roll out programs targeting heavy vehicle safety. From road safety education, to truckie physical and mental health, to the investigation of

Above, left to right: TWU Queensland branch secretary Peter Biagini; NHVR CEO Sal Petroccitto

braking technologies, tyres and pavement wear, these diverse projects will all make a big difference to safety. “The NHVR is looking forward to working with the winning bids to ensure the projects deliver safety outcomes for all road users.” More information can be found at www.nhvr.gov.au/ hvsi.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Blueprint to boost productivity A five-year NHVR plan aims to provide gains and certainty to heavy vehicle trucking and local councils EXPANDING NETWORKS and reducing the need for access permits will continue to boost freight efficiency according to a productivity blueprint the National Heavy Vehicle Regulator (NHVR) released recently. South Australian transport minister Corey Wingard sees the NHVR’s Heavy Vehicle Productivity Plan 2020-25 as an important step to ensure governments and road managers were taking steps to meet Australia’s future freight growth. “The plan outlines important objectives, including partnering with local governments to build capability and promoting more productive heavy vehicles that are better for the environment and communities, as well as providing certainty and consistency with access,” Wingard says. “Here in South Australia, we’re already seeing the benefits of the notices covered under the South Australia Load Carrying Vehicle’s Operator’s Guide, updated in July and the National Class 2 Road Train Notice, released in June. “Both updates have allowed increased height, width and mass on dedicated heavy vehicle networks across South Australia, which allows more goods to be delivered safely and reduces the number of vehicles on the road.” NHVR CEO Sal Petroccitto expects the Heavy Vehicle Productivity Plan 2020-25 to assist Australia’s 425 road managers to coordinate their approach to addressing Australia’s growing road freight task. “The response to the pandemic has again shown the importance and resilience of Australia’s heavy vehicle industry,” Petroccitto says. “Importantly this plan includes a series of short, medium and long-term actions driven by data and information of freight movements across Australia. “The NHVR will use this as a pathway to provide information to road managers to remove key pinch points across Australia’s heavy vehicle network.” The NHVR conducted consultation on the Draft Heavy Vehicle Productivity Plan last year, engaging more than 50 groups across government and industry. Broadly, the plan goals and priority actions are as follows:

Short-term actions (one to two years)

• Provide access certainty and consistency: targeted elimination of access permits; greater access and certainty for Performance Based Standards (PBS) vehicles; clarify the capacity and capability of key freight roads and structures • Partner with local government to build capability: develop an education and support program on heavy vehicle performance and route assessments; equip road managers with route assessment products; deliver digital and data solutions to enable improved government and industry decision-making • Promote safer, cleaner, quieter and more productive heavy vehicles.

Medium-term actions (two to four years)

• Partner with local government to build capability: equip road managers with route assessment products; develop a national mapping solution for heavy vehicle access related services

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• Develop a national mapping solution for heavy vehicle access related services • Complete the review of the standards in the PBS scheme under the PBS marketplace review • Continue to implement improved systems and processes that incentivise industry uptake and accelerate growth in the PBS scheme.

Long-term actions (four years +)

• These effectively aim to develop, finalise and reinforce the goals and priority actions of the previous four years. More information can be found on the NHVR website at www.nhvr.com.au and gazetted routes at www.service.nhvr.gov.au.

Road trains gain more access in NSW Road train operators can now access more than 900km of additional road network, making it easier for producers and manufacturers to move freight across the state. Minister for Regional Transport and Roads Paul Toole says this is great news for the freight industry, which will help to reduce costs and improve productivity. “After an extensive assessment of road train vehicle performance and engaging with key stakeholders, we’ve been able to open up more than 900 kilometres of additional road network on and east of the Newell Highway to Type 1 A-double road trains,” Toole says. “These road trains can carry up to 25 per cent more freight per trip than a 26 metre B-double, which means larger loads and less trucks on the road, reducing the wear and tear on our state road network, while at the same time reducing freight costs for producers.” Toole says the Newell Highway is the freight backbone of NSW and allowing more access for larger vehicles will be particularly welcomed by primary producers who have been advocating for extensions to the road train network for some time.

“We’re always looking at ways to improve freight efficiency and the close collaboration between industry and Transport for NSW has meant we’ve been able to implement this significant change.” NSW Farmers member and central west farmer Wayne Dunford says the new agreement is a positive step for road train operators that will allow greater route flexibility and choice to use existing trailer stock. “The previous restrictions on heavy vehicle movements resulted in added costs and time for farmers and freight carriers,” Dunford says. “Opening up the network to road trains comes at an important time for grain producers who are expecting a stronger harvest after years of drought.” Under the new agreement, all Type 1 tandem-axle A-double road trains transporting any commodity, except livestock, will have full access to the additional road network. Road trains carrying livestock will only be permitted to operate on the extra 400 kilometres of the Newell Highway. The changes have been updated in the National Class 2 Road Train Authorisation Notice.

NSW Minister for Regional Transport and Roads Paul Toole on the Newell Highway just south of Dubbo

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

HV drivers at the heart of health project QTA and NHVR combine to increase drivers’ health awareness WITH THE IMPROVEMENT of Australian truck drivers’ health and wellbeing in mind, the National Heavy Vehicle Regulator (NHVR) has announced the allocation of heavy vehicle safety funding to the Queensland Trucking Association (QTA) for the Driving Heart Health Project. The funding became available through the NHVR’s 2020 Heavy Vehicle Safety Initiative (HVSI) and provided by the federal government. The initiative was announced by Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development, Michael McCormack, and the Assistant Minister for Road Safety and Freight Transport early in August. The Driving Heart Health project aims to increase physical and psycho-social health awareness for heavy vehicle drivers through an earlyintervention health screening program which assesses interrelated biomedical, psychological and modifiable lifestyle indicators. “Many truck drivers work and live with occupational pressures that

adversely affect their health to a greater extent than workers in other industries and have a higher rate of chronic disease as a result,” says QTA CEO Gary Mahon. “We want all drivers to be safe, healthy and fit enough to manage fatigue, alertness levels and manage the freight task and get home safely.” NHVR CEO Sal Petroccitto says the funding was part of $5.5 million being distributed across the country. “The HVSI program encourages community, industry and government groups right across the country to collaborate to create workable solutions to make our roads safer. “The NHVR is looking forward to working with the winning bids to ensure the projects deliver safety outcomes for all road users.” Petroccitto says. The QTA has engaged the services of Heart of Australia Corporate Health Initiative (HOACHI) with a fully-customised mobile health clinic performing a ‘Heart Health Convoy’ in Queensland in early 2021.

The project will also include locations in Sydney and Melbourne. Dr Rolf Gomes, founder of Heart of Australia says: “This project will provide truck drivers access to a comprehensive mobile health screening program which identifies early warning signs of chronic disease and encourages lifestyle modification or further interventions where required.” The two-year project will commence in late 2020 and the Heart Health Convoy will take the road in Queensland in 2021.

Above: The QTA has engaged the services of Heart of Australia for the ‘Heart Health Convoy’ in early 2021

The project will also see health screenings performed in NSW and Victoria with project outcomes shared via a nationwide education campaign in 2022. However, the QTA points out that the scope and delivery method of the health screening program will be adapted as necessary for COVID-19 conditions.

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trucking heritage

18 SEPTEMBER 2020

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ownerdriver.com.au

1/09/2020 9:14:14 PM

LITTLE MISS MACK

An avid vintage car and truck collector, Fuel Doctors’ founder Steve Marriott wanted to add a vintage fuel tanker to his collection. He had to go all the way to New York to find this extremely rare 1948 EF Mack. Warren Aitken writes

ownerdriver.com.au

OWD_332_018-24_FEA_American Mack_GB.indd 19

SEPTEMBER 2020 19

1/09/2020 9:14:14 PM

“I’ll also redo the interior. I’m just not a fan of beige.”

Top: There’s not much more he needs to change now, although the beige will definitely go Above right: Sit behind the wheel and you’re transported back to the ’40s Below: Steve is still able to indulge in his hobbies: collecting classic cars and trucks. The Fuel Doctor fleet includes seven Scanias, and Steve’s the only one who drives!

’M PRETTY SURE I’ve said it before and I’m sure I’ll say it in the future many times. However, half of you never listen to me anyway so I’m going to start this story by repeating myself. I love my job, I really do. Days like today where I set out to learn a little more about one of the coolest little Macks around, and end up meeting a character that you could honestly make an entire Netflix series on. Steve Marriott is that man: a Cockney with tales that include being a driver/trailer-man on one of the world’s largest heavy-haulage moves in Saudi Arabia, to selling encyclopaedias in Germany to US servicemen, driving road trains between Adelaide and Darwin or losing four years of his working life to injury from an accident that destroyed his beloved 428 Cobra Jet Mach One Mustang. Calm down people, the Mustang got rebuilt. Oh, and Steve was okay as well. Meeting people like Steve though is what really makes my job enjoyable. So, let’s get into the story and learn a little about Steve, Fuel Doctors and Little Miss Mack. While a full-blooded Aussie now, Steve is originally from the land of dreary weather and singing chimney sweeps. He grew up in London surrounded by the influences of the transport industry. As a 16-year-old one of his first jobs was steering a motorised dolly carrying precast concrete motorway bridge beams. His girlfriend’s

father was a driver in the heavy-haulage industry back then and got him the job. Steve got the pleasure of sitting out in the weather though, rather than steering the top-of-the-line Foden. There is probably a fair few of you scratching your heads when I mentioned Foden. WTF is a Foden? We had Fodens in NZ, they definitely had them in the UK, but I can’t say I’ve seen them over here. Fodens were like a slightly uglier version of Series 1 Scania, but with a cuter badge.

Middle East adventure Steve openly admits he was never much of an academic, preferring to get his hands dirty working. At the age of 21 he got his semi licence. Here’s where the diversity of Europe kicks in. Also at 21 he found his way to Germany and, among other things, got involved with some Greeks, buying second-hand Mercedes then driving them to Syria, Jordan and Saudi Arabia. Steve and his mates would drive them down and train back. There are so many stories I could fill you in on, but I swear you’ll reach retirement reading them before we even get to the beautiful black Mack, so I’ll just try and time warp over a bit. There was heavy-haulage time spent in Saudi Arabia driving weird and wonderful equipment. Steve refers to that time as “Thunder Birds Are Go”, pulling anywhere from over-length to 2,250 plus ton loads. There was a small stint in Iran, but Ayatollah Khomeini machine gun fire really puts a dampener on your work ethic and before he knew it Steve was back home looking for a new challenge. Sitting at home with mum, he found himself watching a day-time TV program on Tom ‘Mailmen’ Kruse, another of Australia’s forgotten bush heroes. He remembers the last 15 minutes of the program was about modern-day road trains (it was the ’70s, so modern day back

20 SEPTEMBER 2020

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“He typed ‘resto mod for sale’ into Google and out popped the Mack. In New York.”

Along with an insurance payout though, the local government helped teach Steve how to prepare a business plan. He was told that “in a business plan, you have to start with what you know the most about”. Steve’s first thought was “I know a lot about driving and shifting gears”, though he admitted there was a 101 other blokes who knew just as much. He also realised he knew a fair bit about ‘shit fuel’ and changing fuel filters. So, from the sickening sight of a smashed-up MACH-1 Mustang, grew the seeds of Steve’s company Fuel Doctors.

Gunk cleanout

then). Before his mum could put the kettle on for another cuppa Steve had decided his next challenge would see him cross the sea and get behind the wheel of a road train or pole truck to complete his CV. He achieved that goal as well, driving two-up Adelaide to Darwin in one of Bulls’ iconic Kenworth K125s with a triple in tow. Once again with more entertaining stories than a drunk at your local, I’ll have to condense them and skim over the next few years as Steve had jobs involving road trains, heavy haulage, oil fields and everything in between. But what we want to know about is Fuel Doctors and Little Miss Mack. Both the Fuel Doctor business, and Little Miss Mack, came about because of a tragic event. In 1988 Steve’s MACH-1 Mustang was involved in a horrific accident that saw him rear-ended at a stop sign. The pain, both physical and emotional, was gut-wrenching. The damage was catastrophic, leaving long-lasting trauma to all of those who were involved and witnessed it. I personally can’t imagine the level of distress that the accident would have caused. A MACH-1 Mustang, it would have brought tears to the most hardened car fan. Oh, and as well as the life-altering damage to the car, both Steve and his girlfriend were injured as well. Steve was unable to work for four years as a result.

22 SEPTEMBER 2020

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Top: With his love of fuel and the fuel industry, one thing Steve always wanted was a vintage fuel tanker Above left: The Little Bulldog: When Mack established production in Australia in 1919, it only built from 10-ton upwards. Hence Australia never saw an EF

We are going to do some more fast-forwarding now as we are getting closer to Little Miss Mack and I’m getting too excited. Over the next few years, opportunities saw Steve establish his Fuel Doctors business model of cleaning downstream fuel tanks, with an initial focus on Queensland. Queensland has more emergency power generators per capita than anywhere else in Australia thanks to former Premier Joh BjelkePetersen, who in the ’80s riled electricity unions who regularly shut the power down in demand of higher wages. Joh’s answer was to retrofit emergency generators in every government building so they never inconvenienced him or his buildings. From Steve’s trucking experience he knew that diesel sitting around year after year would degrade and oxidise. Cleaning and maintaining those underground diesel storage tanks was the foundation of the company. For those uninformed on why fuel tanks need to be cleaned, the main reason is because of gunk (I’m sure there’s a technical term, but I’m sticking with gunk). Gunk grows in fuel, well in fuel tanks. It’s horrid stuff that dirties the fuel lines and blocks fuel filters. When you are at the servo and see a tanker filling the underground tanks, the flow of around 1,000 litres per minute is stirring up all that gunk and swirling it around like the world’s biggest Nutribullet. Getting that stirred up gunk in your system, yeah no one wants that. As I skip ahead again, we see Fuel Doctors growing from generators to damn near everything that holds fuel. As the company grew, Steve invested in himself and created his own tool of trade to assist in the cleaning. Work smarter not harder right, so Steve wanted a chemical that worked in order to make his job easier. What started as a formula to help him clean tanks then became a consumer and commercial product that, like gunk, grew a life of its own. Steve designed the ‘Fuel Conditioner’ as a one-size-fits-all cleaner, its popularity fuelled by its successful industrial application. Time warping again and we find Fuel Doctors has become a dependable business. And even though he’s flat-out, Steve is still able to indulge in his hobbies: collecting classic cars and trucks. Seriously,

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“Australia never saw an EF.”

look at The Fuel Doctor fleet, there’s seven Scanias in the fleet, and Steve’s the only one who drives. But with his love of fuel and the fuel industry, one thing he always wanted was a vintage fuel tanker. Steve’s goal had always been to own one of those awesome-looking Dodge Airflow tankers. They were the definition of streamline. Built in the 1930s, during a time when fuel supply was extremely competitive, there was some brilliant designs from that era. Unfortunately, finding one is about as likely as catching an international flight out of the country. Steve tried for years with no luck. Then early in 2019 he was laid up in bed with the flu and decided to change the parameters of his search. “I’ve got a lot of old toys, like a ’53 Oldsmobile coupe, a ’63 Galaxy coupe, a ’69 Mercury Marquis coupe, a ’70 Chrysler Newport Custom coupe, and a ’77 Lincoln Town coupe,” Steve said, listing a few of his classics. “I wanted a resto mod, I’m sick of driving old junk that drives like old junk.” Kind of hypocritical when it appears he has so much “old junk”. But what he wanted was old junk sitting on modern gear. So, he typed ‘resto mod for sale’ into Google and out popped the Mack. In New York.

Only in America

Top: In the US the Little Mack was used to deliver kerosene to apartment complexes in the ’40s and ’50s Above: Steve christened her ‘Little Miss because it is his ‘Little Mack’ and it just seemed to fit Right: The EF’s original 92hp EN290 engine was also retired and replaced with a big-block 454 in front of a GM turbo 400 gearbox

24 SEPTEMBER 2020

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For those speculating, Little Miss is a 1948 EF Mack. Like the Foden call earlier you may be scratching your head a little, EF? In America they built the E-series Mack’s from 1936 to 1951. There were several models starting with the EE up to EH, rated from 1.5 up to 10 ton. When Mack established production in Australia in 1919, it only built from 10-ton upwards. Hence Australia never saw an EF. The Little Mack was used to deliver kerosene to apartment complexes in the ’40s and ’50s. It was the first truck in the company fleet and earned its keep time and time again. Eventually, the truck was garaged and retired, and the original owner and driver decided to get the truck restored. The old running gear was removed, and the cab and body were placed on top of a 1987 Chevy chassis. The original hydraulic brake system was replaced with a disc-braked independent front end with power steering, making driving a lot more comfortable. The EF’s original 92hp EN290 engine was also retired and replaced with a big-block 454 in front of a GM turbo 400 gearbox. Let’s not forget the addition of air-con also helped turn the old girl into a beautiful restoration project to drive. After the restoration the original owner clocked up only 1,200 miles in it before retiring it again to the foyer of the company’s high-rise building in New York, where it sat for almost 16 years. The

original owners’ relatives eventually decided a barista bar (not sure if this was the case, just a little poetic licence for the story) would be more beneficial to the building foyer and put the old girl up for sale. This was around the same time a sick Steve was laid up in bed doing a Google search. A deal was done, the truck was put on a row-row boat, and next thing you know Steve has a very “It’s just a joy to drive”, rare new toy in his collection. Sixteen years sitting as a trophy meant a lot of degradation. Ironically, it included gunk in the fuel lines. Steve spent a fair bit of time replacing parts and rejuvenating the original paintwork. Yes, two weeks of cutting and polishing meant the original paint was still a head turner as the end-result shows. He christened her ‘Little Miss because it is his ‘Little Mack’ and it just seemed to fit. “It’s just a joy to drive,” Steve admits having taken it to a couple of shows already, with plans to visit many more. There’s not much more he needs to change now, with just a bit of reupholstering to be down. “I’ll also redo the interior,” Steve admits. “I’m just not a fan of beige.” That line there, pretty much sums up Steve, the life he’s led, the business he’s built, and now the outstanding hot-rod rig that he’s got. There is nothing beige about any of it. Time to Google the photos now guys. Jeez I love my job!

ownerdriver.com.au

1/09/2020 9:14:22 PM

disqualify your licence and impose criminal convictions. Most of the time these worst case scenarios don’t happen, but it’s important to know what could happen in your particular circumstances and weigh up whether that’s a risk you’re willing to take.

The legal view Sarah Marinovic

Courting justice

IS THERE A BETTER OPTION?

Should I take my fine to court? Here’s a few tips to help you decide on the merits of that decision

OST of us have had the unpleasant experience of receiving a fine. It’s the main method of enforcement for most traffic and heavy vehicle laws. The government likes penalty notices because they provide an efficient way of enforcing the law. But efficiency can’t be the only measure of how well a justice system is operating. Above all the system has to be fair. Part of that is making sure people have the opportunity to defend themselves and tell their side of the story. This is why the right to contest your penalty notice is so important. When you receive a fine you have a choice. You can either pay it or you can elect to take it to court. Deciding whether to take your fine to court isn’t always an easy decision. What I’ve learnt over the years is that there’s no ‘one size fits all’ answer. The right choice really depends on your individual situation. So how do you know whether you’re making the right decision? Over the years I’ve found that there are five main factors for people to consider when deciding to go to court. Usually people who carefully consider these factors leave court comfortable with the decision they made.

points put you over your limit? Being clear on this point puts you in the best position to weigh up the pros and cons. For example, you might be willing to take more risk if you might otherwise lose your licence.

CAN THE COURT MAKE THE ORDER I WANT? Magistrates have limited powers. There are some things they cannot do even if they’d like to. For example in some jurisdictions they can’t waive demerit points. It’s important to check that the court can do what you want before taking your case to court. Otherwise you might find yourself ‘winning’ the case but still being unhappy with the result.

WILL I REGRET NOT HAVING MY DAY IN COURT?

WHAT DO YOU WANT TO ACHIEVE?

Just because it’s easier to pay the fine doesn’t mean you should. Once the infringement is on your record you are usually stuck with it. While it might not cause you any trouble right now, I have met many clients who regret not fighting when they had the chance after unexpectedly getting another ticket that puts them over their demerit point limit. Or when they get treated as a ‘repeat offender’ because of a fine they should have contested. Sometimes, it’s best to protect your good driving record while you have a strong case.

It’s important to be clear about why you want to dispute your case. For example, did you not commit the alleged offence? Is the fine too high? Will the demerit

Going to court is not risk free. Magistrates can increase fines,

OUT-OF-BALANCE POINT

CIRCULAR TUBE

MOUNTING PLATE

SARAH MARINOVIC is a principal solicitor at Ainsley Law – a firm dedicated to traffic and heavy vehicle law. She has focused on this expertise for over a decade, having started her career prosecuting for the RMS, and then using that experience as a defence lawyer helping professional drivers and truck owners. For more information email Sarah at sarah@ainsleylaw.com.au or phone 0416 224 601

Sometimes there are better and safer options to achieve your goal. A common example of this is when drivers have been treated rudely by the investigating officer. Often the first instinct is to take the case to court. Unfortunately rudeness doesn’t usually change the outcome of the case and the court doesn’t have any tools to sanction the inspector. You will have a better chance of having the officer sanctioned by complaining to their supervisors. A similar situation is where you disagree with the law. Magistrates are required to apply the law as it is written. You’re much more likely to get the law reformed by contacting the media and lobbying parliament. If you need help deciding whether it’s a good idea to take your case to court you’re always welcome to contact me. My team are happy to have an obligationfree chat to help people make this important decision.

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OWD_332_025_COL_Legal_GB.indd 25

SEPTEMBER 2020 25

1/09/2020 11:15:27 AM

WILKIE’S WATCH Ken Wilkie

Driver input ignored When new rules, standards and the like are bandied about, truck drivers’ opinions are disregarded. Why?

READ SOME interesting comments by Bob Woodward (chief engineer, Australian Trucking Association) regarding a lack of industry input into the formation of road laws, and technical and operating standards going back a quarter of a century. Bob explains that a forum of operators (read: owners and managers – not drivers), manufacturers and suppliers came together to discuss issues and develop solutions. He didn’t state it specifically but the strong implication is that the rules being promulgated were not in the best interests of industry – promulgated by people who did not possess knowledge of the full issues involved. This week I made my umpteenth trip up the Bruce Highway. I wouldn’t mind a dollar for every time I’ve traversed that stretch of road. The first run was the result of winning the two year lottery in ’67. I’ll never forget Blue Walton in his immaculate Ford Customline north of Bowen ploughing along, trying to see where the helicopter was that he could hear, when in fact it was a flat tyre creating the noise. At one time in the mid-’80s I was up and down that track every week doing a scheduled service. And it wasn’t a leisurely stroll either. Those were the days of narrow bridges that demanded one vehicle only on the structure. Most of the crossings involved a dip down to a lower level. Night travel was a particular issue with oncoming vehicle lights making it difficult in the extreme to gauge where the bridge was in relation to that oncoming traffic. Not to mention the narrow strip of bitumen complete with soft and rough shoulders that took maintaining vehicle control to another level. Today, I am disgusted and annoyed that the road is being blamed for numerous accidents. The old saying goes that a poor workman blames his tools. Yes, more overtaking lanes would be of benefit, but! I have been up there a bit of late and I am amazed at the number of vehicles that have gone bush for no apparent reason. Not to mention the number of foolhardy actions observed in other drivers. Some were irresponsible – others just demonstrating an ignorance of good driving etiquette. For instance, why would you overtake an escorted oversize load on the inside while it was negotiating a sharp left turn? Irresponsible!

echelons of this industry are receptive to the thoughts and ideas of those who they consider to be their equals. Often these are people who have half the letters of the alphabet following their name. There is a wealth of practical knowledge regarding driving skills in the heavy vehicle driving community that is not being listened to because those who are in a position to facilitate change for the better are too narcissistic to acknowledge that “just truck drivers” could contribute anything worthwhile. In the same place where I came across Bob’s comments, there were several pages of comments regarding the new age of fatigue management. Not one article was inclusive of drivers. It came to me that these conceited folks again felt that they were a step above us “just truck drivers”. Bureaucracy and a good proportion of management is infatuated with technology. Absolutely infatuated. Take the EGR (exhaust gas re circulation) means of reducing air pollution as an example. What a failure that system has been. It caused a hate session against a few engine manufacturers – and with good reason. High fuel usage, lower engine life and heat issues. In many areas it was hailed as a good system to reduce pollution, but only time has shown the inadequacies. Those crowing the advantages were not among those who have had their fingers burnt in gaining the true picture.

KEN WILKIE has been an owner-driver since 1974, after first getting behind the wheel at 11. He’s on his eighth truck, and is a long-time Owner// Driver contributor. He covers Rockhampton to Adelaide and any point in between. His current ambition is to see the world, and to see more respect for the nation’s truckies. Contact Ken at ken@rwstransport.com.au

“I am amazed at the number of vehicles that have gone bush for no apparent reason.”

In all the whinging regarding the quality of the Bruce Highway that I have heard of late, not one mention has been made of duplicating the Burdekin Bridge at Home Hill. What an opportunity for some low life to really disrupt transport to North Queensland, or cause a major accident with all the incompetent drivers now on the roads. In the good old days when drivers had to be drivers, one could negotiate that crossing at 80km/h. It was interesting, particularly going north while sharing the crossing with a rattler. Now heavy vehicles are required to proceed at a leisurely speed of 50. And if one is oversize folks, a pilot is required. Curfew times are two hours in the morning and three in the afternoon. Consider the practicalities of complying with that. If for any reason one is aiming for a morning crossing and suffers a delay arriving, one is committed to laying up for the best part of the working period. Remember, oversize is daylight only.

BLISSFUL IGNORANCE So when will the Australian Trucking Association engage with actual drivers to develop safer driving outcomes? For instance, many pedantic requirements are in place regarding the marking and procedural requirements for heavy vehicles – especially oversize. As usual, significant fines are in place for drivers who run foul of the regulations. But Mr and Missus average driver has no knowledge of the meaning of the requirements and, as is usual, it is up to the heavy vehicle driver to predict what blissful ignorance can throw up to threaten a safe operation. I have to admit that I’m amazed and disgusted that in some areas there are different requirements for oversize depending on which industry the oversize implement is designed to be used in. Does that mean that if a motorist belts their head on a farm tool it won’t hurt to the same extent that it does on an earth moving piece of equipment? While Bob obviously has the expertise to talk about engineering (technical) aspects of road transport, does he and other members of the forum have decades of driving experience to talk with knowledge on driving aspects of road law? My required reading this month: Abandoned and Sacrificed by Kathryn Spurling.

“JUST TRUCK DRIVERS” One of the reasons Bob’s comments interested me was, from my reading between the lines, the suggestion that those people back 25 years ago lacked proper knowledge to formulate appropriate requirements. Secondly, why was he unable to develop a forum of people who did possess that appropriate knowledge? Cynically I believe that those in the higher

26 SEPTEMBER 2020

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ownerdriver.com.au

1/09/2020 11:20:59 AM

What was the ATA’s response to this code? To “thank” the federal government for “listening” and issuing the code.

TWU Michael Kaine

CHANGE IN THE WIND

Get out of the way While most associations have stood by members during the pandemic, one has been found wanting

F EVER there was a time for our industry to have strong voices, it is now. Some in our industry are rising to the occasion that these difficult times dictate. The Transport Workers Union (TWU) has joined forces with the National Road Freighters Association (NRFA) in fighting for better standards in our industry. Other groups have stood up for their members at this critical time too, with strong advocacy by the Victorian Transport Association, Australian Road Transport Industrial Organisation, Queensland Trucking Association, Western Roads Federation and the Northern Territory Road Transport Association on ensuring the problems drivers and operators face are raised and dealt with. The Australian Trucking Association (ATA) on the other hand has been sadly again found wanting at this time of crisis. Too often it sides with its political masters in the federal government and helps them paper over the cracks of their failed policies and a refusal to intervene. With the abrupt change of leadership in recent months at the ATA, now is a chance for a different approach and for the association to begin living up to its founding principles. The ATA chairman has stepped down just a year into a two-year term, and the ATA CEO has resigned, a few days after a meeting of the ATA general council during which he failed to announce or explain his resignation. The ATA says it speaks for the entire industry but nothing could be further from the truth. How can an organisation purport to represent industry bodies when it does little to further their members’ interests and in fact stands in the way of any progress? Let’s look at the evidence. Operators and drivers function already in a chronically difficult environment where margins are tight because of low rates. This makes transport too often unsustainable and compromises safety. The source of much of the problems and pressures lies with wealthy retailers and manufacturers at the top and a system that allows them to rip drivers and operators off. The ATA has consistently refused to back calls for regulatory change to hold the top of the transport supply chain to account.

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MICHAEL KAINE is the national secretary of the Transport Workers Union of Australia. Contact Michael at: NSW Transport Workers Union, Transport House, 188-390 Sussex Street, Sydney, NSW 2000. twu@twu.com.au

PANDEMIC RESTRICTIONS On top of the problems our industry faces we now have a global pandemic to contend with. As essential workers in a critical industry, operators and drivers are continuing to transport vital supplies across closed borders to keep our economy going. They are not being helped in this endeavour, with confusion over permits and testing, delays at borders and disrupted supply chains. Many operators and owner-drivers are experiencing a financial hit because of restrictions on business with rates and work down. Clients of course are taking advantage by issuing take-it-or-leave-it contracts with slashed rates. The federal government’s attempt to mask their lack of direction on this was highlighted by its code on freight movements, issued last month. Its “enforceable measures” include requiring border permits; a COVID Safe work plan; face mask, gloves, sanitiser; evidence of COVID-19 test in the last seven days; and record-keeping for contact tracing purposes. There was no mention of developing a centralised portal to make it easier for operators and drivers to apply for permits for the various borders and no talk of 24-hour testing for drivers who obviously don’t work 9 to 5. There was no recognition of the burden of continual testing for essential workers on the move, extra record keeping and the development of COVID Safe work plans might place on businesses, especially smaller operations. Again, the federal government dumped all the onus and responsibility onto drivers and operators, letting clients off the hook.

Let’s not forget the ATA’s stunt with the federal government on the freight code follows the association’s decision to support the Australian Competition and Consumer Commission (ACCC) over threats it made to jail Owner//Driver columnist Frank Black. Instead of questioning the over-reach of the regulator in attacking a driver voicing the concern of many on the reduction in rates, it sided with the ACCC. There is something rotten when an organisation sets itself up as a defender of a vulnerable industry in difficulty but acts entirely against its interests. Now, with the change in the leadership at the ATA, there is an opportunity to put in place leaders who adhere to the association’s original objective in advocating for the lifting of standards across road transport. If the ATA fails to do so, we suggest it gets out of the way and lets the rest of the industry get on with the job of working towards reform. The reconvening of the Senate inquiry into the road transport industry headed by Senator Glenn Sterle is an important component of this as the problems in our industry are laid bare through the inquiry’s hearings and submissions. The TWU will also continue working with organisations like the NRFA to get in place real change, including binding enforceable regulation. Anyone who cares about our industry and wants a better future should join us today.

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Your Say

Letters to the Editor need to be typed or clearly handwritten and be no more than 500 words. Letters should include name, title (e.g. owner-driver, manager) and city for publication, unless otherwise requested. Letters may be edited for clarity or space. Please be concise, so we can offer more people an opportunity to express themselves.

SEND YOUR LETTERS TO:

gbush@bauer-media.com.au or fax: 07 3101 6619 Level 5, 451 St Pauls Terrace, Fortitude Valley, Qld 4006 We prefer letters by e-mail, but handwritten letters will be accorded the same opportunity to be published.

ACCC’s soft target

Just a few comments on the ACCC, ATA, Frank Black saga. I can help alleviate any concerns that the ACCC and Ben Maguire at the ATA may have had over the intent of Frank Black’s column in Owner//Driver’s April 2020 edition. They have little to fear over Frank being a “price fixer” because the absolute truth is that he is not very good at it. Since writing his column pointing to concerns of cheap freight being offered by people taking advantage of the situation, some of the major freight forwarders have dramatically reduced rates to their subcontractors with the “take it or leave it” mentality so often lauded as free and fair trade. In a letter of reply to the TWU over concerns they had raised, Mr Marcus Bezzi offered: “If you feel that elements of the sector are engaged in unfair practices or you have any competition concerns, we would be happy to discuss these concerns and consider whether there is an appropriate action.” Well Mr Bezzi, perhaps you would like to discuss fuel levies, supposedly passed on to subcontractors, and how they are calculated by some vague notion of terminal gate pricing that bears no reality in the owner-driver/small fleet operator sector? Perhaps you would like to discuss how many of these fuel levies are currently in a negative position, significantly reducing what is supposed to be an agreed rate? Perhaps you would like to discuss how some forwarders have reduced the prices paid on certain legs by around 10 per cent, and the first knowledge that the subcontractors were afforded was when they received their reciprocal tax invoice from their supplier? Please explain to us, Mr Bezzi, when margins were already wafer thin, exactly which area we should now trim, to try and survive? The truth is that Frank Black was much easier to go after than the corporate giants that dominate the industry. You obviously had no problem obtaining

Frank’s contact details and with a little effort I’m sure you could find the details of others only too happy to enlighten you with the truth. Chris Roe, Yarrawonga, Vic

Fairy floss coppers

In this issue I’ve spoken about bureaucracy’s infatuation with technology. Since I submitted that article I have been the victim of the stupidity of accepting technology at face value. Thursday, August 20 saw me motoring just north of Gurley towards Moree. There was a fair amount of heavy traffic and suddenly the UHF was alive with reports of a highway patrol doing a job on a big one and very soon after a report from a truckie that he’d been breached for failing to wear a seat belt. I’d just come from Molong and on the way down saw advertising by the authorities that they were trialling technology to detect phone usage and the failure to wear seat belts. Did I need that warning? No, I’ve been an ardent wearer of seat belts since the early ’70s. The point of all this is that the highway patrol passed me going south and a short distance later – probably getting close to a kilometre behind me – I was on one of the reasonably long straight stretches in that area. It was seen by me to do a U turn and activate its ‘angry lights’. I was prepared to let it pass but came to the realisation that I was the person of interest. Anytime I am pulled over I grab the book and wallet and proceed to alight from the cabin so that I can have an on-the-level conversation. Image my consternation when I was accused of not wearing my seat belt. Bloody stupid fixation with new technology. And I have to describe the arrogant officer as a packet of fairy floss. Mostly hot air and of little real substance. Where to from here? I don’t know really. After twice forcibly telling them not to call me a liar and

“Frank Black was much easier to go after than the corporate giants that dominate the industry.”

demanding that if I was going to be breached I should be breached for a wrongdoing not something that I didn’t do, they took the book and after a search through about 80 pages found three clerical errors. Those, the pumped up fart officer told me, would be breaches. The seat belt accusation – they would review their footage and if it told them I was not wearing the belt, the breach would be activated. What then? I was wearing the belt and God is the only witness – God is not so evident these days. So we’ll see. I am not paying any fine – point blank. Maybe, just maybe, some of the fools in the glass castles might have a closer look at why it is so difficult to attract heavy drivers to this industry. Stupidity! Allowing 106 tonne combinations regulated to 90km/h on the Newell in conjunction with 60-plus tonne B-doubles regulated to 100km/h. And the latter in good measure on schedules. Hypocrisy! Doing the above exercise in stupidity while not allowing the heavier combinations on the fully duplicated Hume. There’s not enough room here to relate my experience as a result of the above stupidity on that same trip. That’ll come later. Ken Wilkie Brisbane, Qld

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NatRoad Warren Clark

Costly award confusion The complexities of the award system need reform

USTRALIA’S complex and prescriptive industrial relations system has been under the spotlight, due to the effects of the COVID-19 pandemic on employment. Major changes to the industrial relations regime are urgently needed. The Australian government has convened five ‘reform committees’ to look at aspects of the workplace relations system that need reform. Fingers crossed about getting change out of this process but, given the history in this subject area, these latest deliberations are unlikely to lead to any significant changes to the existing workplace relations system. NatRoad was an active participant in modern award litigation from the outset of the review of all modern awards in 2014. It has been a slow process, but representing the interests of road transport employers across Australia has been at the centre of all NatRoad work on modern awards, for both small and large employers alike. Throughout the current review of modern awards, unions have been pushing changes that would enhance employee rights and entitlements, which NatRoad has opposed. While many of these changes had good intentions, they often came at great cost to business operations. For example, we fought to preserve an employer’s right to get back a maximum of one weeks’ wages from employees where they don’t give sufficient notice. The transport modern awards have changed mostly to include a number of small matters and to have some of the provisions re-cast in simpler language, with wage schedules now better set out.

LONG DISTANCE OPERATIONS NatRoad will continue to fight costly award changes that could impact transport operations that engage employees, including one variation currently proposed that would require all non-driving time worked by long distance drivers to be paid at the loading or unloading hourly rate. This case has been presented as righting unfairness in the industry, but all it does is add more confusion to an already complex

WARREN CLARK, NatRoad’s chief executive officer, has more than 20 years’ experience leading and developing business for emerging companies. Warren has held the position of CEO at various companies and is a certified chartered accountant.

document and seeks to change what is loading or unloading in a convoluted way. NatRoad reinforces that there is currently a very clear definition of loading or unloading in the Road Transport (Long Distance Operations) Award 2020, which the federal court has said means as follows: • Loading and unloading is the physical act through mechanical or other means of using physical effort to take a load from a truck or unload an item from a truck • Opening and closing curtains on a truck are not loading or unloading; and • Strapping and other load restraint is not necessarily part of loading, but could be part of unloading if carried out by a person who goes on to unload the truck. NatRoad regularly assists members with award compliance. If there are award provisions that just don’t suit the way you operate, NatRoad can also assist with putting in place an enterprise agreement or individual flexibility agreements, so as to tailor those arrangement to your operations.

“It … seeks to change what is loading or unloading in a convoluted way.”

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Farewell to John ‘The Ferret’ Moran John ‘The Ferret’ Moran, the former interstate truck driver, gossip columnist, poet and co-founder of Convoy for Kids, has passed away

JOHN MORAN OAM, better known as ‘The Ferret’, passed away on July 28 in Queensland after losing a battle with non-Hodgkin’s Lymphoma. He was 88. Moran began driving trucks in the late 1950s at age 23, carting pineapples out of Yeppoon in Queensland. He drove for a number of companies during his career, finishing up at Brambles Tanker Division. From the late 1970s, Moran became a familiar name throughout the road transport industry through his magazine gossip column in the now defunct Truckin’ Life magazine, earning him the nickname of ‘The Ferret’. However, it was his co-founding with truck driver David Gauldron of the original Brisbane Convoy For Kids in 1989 that started a new chapter in Moran’s life. He continued to be an important figure in the Convoy for Kids movement. He was a life member and patron for the Convoy For Kids (Sydney), and co-patron, along with the late Slim Dusty, of the Lights On The Hill Memorial at Gatton, Qld. On receiving his Order of Australia Medal (OAM) in 2014, Moran said he never realised that his continuous work with fundraising activities would lead to the honour. “I’m just stoked,” Moran told Owner//Driver after receiving his medal. “You never get out of the bed in the morning saying ‘I’m going to be a hero today’. These are just things that happen to you through your life.”

“You never get out of the bed in the morning saying ‘I’m going to be a hero today’.” Moran was inducted into the Shell Rimula Road Transport Wall of Fame in 2002. Over the years, Moran embraced bush poetry, writing books including A Time To Reflect and From Here To There And Back Again. He also recorded and released two CDs. Despite his advancing years, Moran continued to play a part in the Convoy For Kids movement. In 2013 he attended his first i98FM Camp Quality Convoy, admitting he was “gobsmacked” at the huge support the Illawarra-based event attracts. He was a guest of honour at the Putty Road Memorial Service in 2014. In later years, with his health deteriorating, Moran was diagnosed with asbestosis and muscle deterioration in his heart. He admitted that walking more than 25 metres had become almost impossible. A GoFundMe campaign, set up by friends for both Moran and his wife Margo, enabled them both to purchase mobility scooters. Moran traced the illness back to the early 1980s when was transporting James Hardie equipment from an old factory at Newstead in Brisbane to a new site at Wacol. A mate of John was tasked with managing a couple of trucks to move the machinery and hired him as a driver. The project lasted almost a year.

Left: ‘The Ferret’ had the honour of riding shotgun in the lead truck at the 2015 Lights on the Hill Memorial Convoy Above right: Despite failing health, it wasn’t enough to stop John ‘The Ferret’ Moran from attending last year’s Brisbane Truck Show

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“He bought two International 3070s and two 44ft Haulmarks,” John told Owner//Driver early last year. “The asbestos dust was inches thick on top of everything. “We were working 12-hour shifts, six days a week, because there was so much shit in that big shed and we had to cart all the product that was there and then all the machinery.” One of Moran’s last public appearances was at the Brisbane Truck Show in 2019, his infectious smile beaming as he rode into the venue on his new mobility scooter. Owner//Driver offers its condolences to the family of John Moran, who was one of the true characters of the Australian trucking industry. – Greg Bush

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truck of the month

STAR’S PULLING

AVE YOU ever gone into a lolly store with your mind set on one particular lolly, then by the time you get down to where that lolly is you’ve seen a half dozen more lollies that you just have to have? You know that feeling right? How about I put it in a way that you can probably relate to a little easier. Have you ever gone into the bottle store to pick up a carton and then by the time you get to the cool store at the back you’ve ended up with a trolley full of scotch, rum and some ciders that just looked too good to pass by? Now you are with me aren’t you! Well, metaphorically speaking, that was the sticky situation I found myself in when I popped in to see the boys at Wallace International in Sydney. To keep milking the bottle store analogy, the carton I was dead set keen on is one of Australia’s coolest-looking Western Stars. Not only does it look sharper than a butcher’s blade, but with stacks you could lose a litter of cats down, the big Star sounds as good as it looks. Yip, the stunning Star you were perving at before reading this story was the metaphorical carton I referred to. Its sharp looks were enough of a drawcard for me to voluntarily endure Sydney traffic and make my way to the warehouses of Wallace International. Once I arrived at the Sydney headquarters of Wallace International though, that’s when I suffered the ‘scotch, rum and cider’ dilemma mentioned earlier. As I waited for the heartwarming, deep throaty tones that would signal the arrival of the 2010 Western Star 4800FX, a K200 rounded the corner with a swing lift on the back. So I stepped out to grab a shot or two and then glimpsed a mouth-watering T409 sitting behind another shed. Did I mention the T610 I saw? Seriously folks, this place was better than any lolly shop or bottle store. In a world where Covid-19 means there are hand wipes everywhere, Wallace International has them at the entrance to its yard to help visitors like me clean up the drool that its fleet incites.

Freight forwarding So, a little about Wallace International. It isn’t actually a transport company. It’s a freight forwarder. What is the difference you may ask? Well, I posed that same question to Gary Perry, Wallace International’s transport manager and the man that had been kind enough to tolerate this drooling kiwi and allow me into Wallace’s yard to photograph the trucks. A freight forwarder handles imports and exports. Anything coming in or out of the country, it picks up, delivers and often stores as well. Wallace International was started in Brisbane by Bob Wallace and another partner, operating under a different name until Wallace bought his partner out and Wallace International began. In the beginning, the company looked after a select few customers in Brisbane only, taking care of all their import and export requirements. Contractors were used to pick up and deliver containers from the wharf, as well as delivering the products direct to

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G POWER

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Wallace International boasts a stunningly-presented fleet of big rigs, but none more striking than the company’s 2010 Western Star 4800FX. Warren Aitken wipes the drool from his camera lens as he chats with the company’s transport manager, Gary Perry

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“What I like about the Star is its shape doesn’t change.”

the customers. As its customer base grew, and Wallace International’s reputation grew, it was decided that purchasing its own trucks for stock movements was the obvious next evolution. With its success in Brisbane, Wallace International needed to grow alongside its customers, starting with a depot in Sydney to look after its NSW clients. Again, subbies were used to begin with before Wallace International found it necessary to have its own truck based down in the Sydney office. Up steps Gary Perry. Well, actually, considering he drove the company’s K125 down from Brisbane to be Wallace International’s first Sydney truck, maybe the term ‘up hobbles’ Gary is more appropriate. Gary originally began as a local driver for Wallace International in Brisbane. When an experienced hand was needed to help establish the business in Sydney, Gary stepped up. For six months he was fly-in, fly-out for Wallace, driving the truck around the city and managing the warehousing, then flying back up to Brisbane on a Friday night. That was almost 20 years ago. Some things have changed since. There are now 16 trucks in the fleet, including the Western Star 4800, the warehouse is much bigger, and Gary no longer steers the big trucks. But some things have also stayed the same. Wallace International is still extremely focused on customer service; the Sydney traffic still sucks; and Gary still loves the big trucks.

Missing the road So let’s focus on them, the reason I’m here after all. “I can’t drive ’em, but at least I can spec ’em,” is the line Gary recites with just a touch of resigned

Above: The company’s Kenworth K200 drops another container for the team to unload and store inside one of Wallace International’s warehouses Right: Wallace International’s transport manager Gary Perry, on forklift duties, loading up the company’s sole Mack Granite at the Sydney warehouse Opposite top: The new Kenworth T610 is rapidly becoming a hit in the Wallace International fleet

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disappointment in his voice. As a truckie he does miss the road, and openly admits that when a new one turns, up he is often tempted to go back out there. Though he also admits he’s incredibly lucky: he loves his job and has found a way to make the most of it. He is also the first to admit that the reason Wallace International’s trucks turn so many heads is because of the drivers that it has got in them. Gary commends them all for the pride they take, not just in the appearance of the rigs, but in the professionalism on the road. That is saying something in a city where I am pretty sure the middle finger gets more use than the indicator stalk on most vehicles. As far as what’s parked in the wonderful Wallace garage, well drool away with me here guys. Obviously, there is the Cummins ISX-powered Western Star, which has clocked up more than 500,00km while sporting the looks and sounds of a truck half its age. “The reason I changed from Paccar to Western Star was price and availability,” Gary explains. “What I like about the Star is its shape doesn’t change, so you could have a 2010 Star today and it’s still looks like the current shape, unlike Kenworth who sometimes build too many models and shapes.” The 4800FX wasn’t Gary’s first Western Star. A

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previous model came with a Cat engine, which he wasn’t a fan of, so he soon sold it off. In addition to the Star, there’s also a couple of Isuzu rigids and a who’s who catalogue of Paccar product. Gary also admits to the occasional Mack purchase for metro/multi-drop work, notably his 2013 Granite. “To be honest I couldn’t be happier with the Granite as it’s half the price of a Kenworth,” he laughs. While Wallace International did have a secondhand K125, its first brand-new Paccar prize sported the DAF badge. There would be a few more DAFs come through before Gary’s preferences started to influence the new truck choices. The company’s first brand-new Kenworth was a T404S with a 36-inch (91.4cm) bunk. It was the presentation of this truck that suddenly started to get the Wallace International trucks noticed. Add in good feedback from drivers, customers and even prospective drivers, and it all but ensured more Kenworths were soon to follow. One thing Gary has always put a lot of emphasis on is image. The company colours, though simple, work beautifully. Mix in just a splash of shiny parts and it’s a perfect recipe. Gary will admit, though, that the ‘splash’ is getting bigger and bigger as each new truck arrives.

Driver comfort Another addition to each truck that Gary sees as essential is the small bunk. Yes, the trucks are container trucks that spend 80 per cent of their time running around Sydney. Drivers are home more nights than they are ever away, but the policy of Wallace International of caring for, and looking after its staff, extending to more than just the golf days or Friday night drinks. “If you care about your drivers, you’ll spend the extra 10 grand and get the bunk on,” says Gary, adding that they are not designed to live in but it gives the drivers an extra bit of room in their trucks. So if they really need to have a lie down, they can. Dealing with ports and delivery schedules means there can often be a lot of hanging around waiting. There is also the odd expatiation outside the city limits for Wallace International. So the boys are equipped to do the odd overnighter if needed. Each truck that joins the fleet is individualised. Be it painted or wrapped tanks, lights on the top step, or the bottom, or even both. Wallace International ensures each truck has its own little characteristics. While there has been a fair bit of variety in the models, one truck that has impressed a lot – and its growing numbers show that – is the new Kenworth T610. The new design really seems to have hit the mark for Wallace International’s needs. It’s turning

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“If you care about your drivers, you’ll spend the extra 10 grand and get the bunk on.” circle and power plant works for the company, while the comfortable ride and cab ensure the drivers are as happy as a dog with two … well they are pretty happy, let’s leave it at that. It’s not just the trucks that get the Wallace treatment; the mix of tautliners, sideloaders, skel and flattops also get a little bling and a splash of lighting. Can’t have the trucks taking all the glory!

Staff morale Wallace International has been around now for nearly 40 years. The past two decades have seen it grow exponentially, now with depots Australia-wide. With that growth has come an expansion in its truck fleet so now there are even more stunning silver-and-blue units on Australia’s road network. At its heart though, Wallace International is still a proudly Australian-owned family company, with emphasis on the family. Credit gets given not just to Wallace at the top, or managers like Gary, but to all the staff that keeps the company running in an often minute-by-minute way. Co-ordinating trucks in traffic, as well as container slots,

mixed with customer requests, isn’t easy and doing it without tearing your hair out or going off like a Bronco’s supporter can’t be easy. It’s that kind of dedication to the company from its staff that sees Wallace International insist on things like the Friday after-work gatherings and regular company social events. Not just to reward the team for their efforts but to acknowledge the work that they do as well. Maintaining staff morale ensures that the good people hang around. Their shortest-serving driver has been there for five years. In this day and age, where jumping the fence to chase the greener grass can almost become an Olympic sport, Wallace International puts as much importance on keeping its workers happy as it does on ensuring its customers are happy. That in turn is a win for all of us though, because the happier Wallace International’s clients and workers are, the more stunning Wallace International trucks there are. Just take a look at the Western Star. Subsequently, the more Wallace International trucks there are, the happier us truck fans are. Just as happy as the aforementioned kid in a candy store or, if it’s more relatable, an “adult in a bottle store”.

Above: Part of Wallace International’s Kenworth fleet Right: With a fleet of flattops the Wallace International team are able to unload containers and then deliver the goods to their growing customer base

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EYES ON THE ROAD Rod Hannifey

State borders divisive Freight transport is being forced into long border holdups when we should have priority passage

THOUGHT we all lived in Australia, not in separate states or, you might nearly suspect, countries? Yet we have state governments who will agree in principle and on paper to have a set of agreed guidelines to ensure the carriage of freight across state borders, yet within days of agreeing, change the rules and want to do it all different. Yes, you are all sick and tired of being told we are in trying times, in a pandemic no one expected or likely foresaw, let alone be able to solve all the problems as they arise, keep everyone safe and the world turning. But that is where we are. However, if we really want to help those we have recognised (finally) as essential workers and that the goods they carry and deliver keep the lives of Australians going in so many ways, why can’t we have the same rules and forms? Obviously they are still subject to differences in levels of pandemic and/or infection as needed, but is there no consideration on how anyone can comply with so many differences? How do we assist those drivers having to cross those borders so that they don’t get to the point of burnout and frustration by simply having to know and deal with such overnight, knee jerk and inconsistent changes?

BAD MANAGEMENT Most of you would know my general run

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is Melbourne-Brisbane, though I have been into Sydney a bit lately as well. The only real delays I have suffered were at Albury – it is simply a bad traffic management strategy from where I sit. I rang the Australian Trucking Association seeking their help to see things improved, knowing that I as a single driver would be unlikely to know who to approach to even have any chance of being listened to. The fact nothing has changed and truckies are still sometimes sitting in long queues with all the cars, instead of being separated earlier and then not delayed unnecessarily, seems to say more about who has the power, instead of who has the common sense to make it as painless as possible. If the trucks are to be stopped for inspection or permits, that is fine as this is something we expect and intend to, and will, comply with. But if we are carrying essential goods for interstate trade and will not be stopped as per

ROD HANNIFEY, a transport safety advocate, has been involved in raising the profile of the industry, conducting highway truck audits, the Blue Reflector Trial for informal parking bays on the Newell, the ‘Truckies on Road Code’, the national 1800 number for road repairs proposal, and the Better Roadside Rest Areas Group. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au

“Our job is one which is often being close to self-isolation much of the time normally.”

the current guidelines, then why must we queue for a long time when there is ample room, scope and ability to safely separate trucks and cars, to then allow us to travel through? We all must feel for those people who are sick, along with all those essential workers that are doing their best to help the sick, do the testing and keep the rest of us hopefully fit and protected as best they can. Being in close proximity to those already infected, putting themselves at risk, is a job not all can or will do. However, the vast majority of interstate and/or long distance truckies do not have anywhere near as close contact with others as those in the health and other sectors. Our job is one which is often being close to selfisolation much of the time normally, let alone now. We load mostly in open areas. We are by OH&S law not permitted within 3 to 6 metres of forklifts and operating machinery, subject to the loading company’s policies, then we grab the paperwork (some now electronically without any contact), and it’s back in the truck and isolated again. Even at a truck stop, we’re still following current guidelines such as distancing and sanitising, etc., and we’re unloading in a similar way at our destination interstate. Then we do it going the other way. We must still do our part, comply with and maintain rules, and have both company and personal strategies to keep ourselves and our families safe, if and when we get to see them, not only to be able to keep delivering those essential goods, but to do our part to restrict the spread of the virus.

HEALTHY HEADS How many of you are stressed and do you have someone to talk to? Do you have a family member or mate you can tell anything to without fear of ridicule or recrimination? We had TransHelp and they were transport people focused on us. They may not have been in your shoes, but often knew someone who had. But TransHelp is gone. Now there is a new program that came from a major retailer and worked well for their staff. It is being expanded to offer help and someone to talk to for drivers. The Healthy Heads In Trucks & Sheds Foundation – www.healthyheads. org.au – was launched on August 18. With all the stresses we normally deal (adding to the current ones with the virus), if you don’t have that mate or family member, perhaps they can help. Now, they may not be able to solve your problem on the phone when you ring, but the hope is they can either offer further advice, direct you to someone who can help you, or at the least, give you a sounding board. If you need help, don’t struggle on your own till the problem becomes so large and too big to bear. Ask someone, talk to someone and use the facilities and help available instead of trying to do it all alone. Too often, it will only leave you more frustrated and alone – and none of us wants or needs that. Give them a try. Perhaps if they get enough calls, they will be able to help others too.

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1/09/2020 9:00:09 PM

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2/9/20 8:37 am

As well as being involved in road transport media for the past 20 years, GREG BUSH has strong links to the music industry. A former Golden Guitar judge for the Country Music Awards of Australia, Greg also had a three-year stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.

ROAD SOUNDS Greg Bush

Scenic sound tracks Music for city traffic driving or cruising the country IMPLODING THE MIRAGE The Killers

TRUE COLOURS 40TH ANNIVERSARY Split Enz

HOW STILL THE RIVER Jamie Scott

Universal/Island www.thekillersmusic.com

Warner Music store.warnermusic.com.au

Catherine Records www.catherinerecords.com

For their sixth studio album, Imploding the Mirage, The Killers invited a number of guest musicians, including Fleetwood Mac’s Lindsey Buckingham and Adam Granduciel from The War On Drugs. With Brandon Flowers up front, The Killers’ deliver big impact tracks such as the melodic ‘Caution’, with Buckingham’s guitar solo featuring prominently while regular guitarist Dave Keuning is absent on a sabbatical. Another guest, K.D. Lang adds backing vocals to the anthem-like ‘Lightning Fields’, while the impressive opening track ‘My Own Soul’s Warning’ starts off as an ambient piece before raising the energy in typical Killers’ fashion. ‘Running Towards A Place’ is another melodic rock track, and is interesting in that the chorus is an instrumental section. Killers’ fans won’t be disappointed with this release.

Split Enz were already doing well before True Colours came along in 1980. With Neil Finn taking a larger role insofar as song writing and vocals were concerned, it became the New Zealand band’s most successful album. This 40th anniversary release has been freshly digitised by the band’s keyboard player Eddie Rayner, and the standout songs ‘I Hope I Never’, ‘I Got You’, ‘What’s The Matter With You’, ‘Poor Boy’ and ‘Nobody Takes Me Seriously’ have never sounded better. As well as the original album tracks, there are seven fast-paced live bonus tracks, with ‘Wall’ the only True Colours’ representative. The others come from various Split Enz albums from 1981 to 1984, such as ‘Hard Act To Follow’ (from Corroboree), recorded at Sydney’s Capitol Theatre in 1982. ‘I Walk Away’, from the band’s finale, would go on to appear on Crowded House’s debut.

As well as his own recording career, English singersongwriter Jamie Scott is also a writing contributor for a variety of artists such as One Direction, Keith Urban, Tom Odell and Ed Sheeran. Back to concentrating on his own career, Scott’s latest release How Still The River is his first since 2014’s My Hurricane. The 11 tracks on How Still The River are serious pop, notably the catchy, upbeat ‘New York Nights’ where Scott delivers a vocal not unlike that of Paul Simon. There’s a hint of Ryan Adams on ‘Friendly Fire’, while ‘Bottle Of Pills’, a song about a girlfriend’s pharmaceutical drug addiction, hints at country rock. Scott digs out his acoustic guitar for ‘Fool’s Gold’, and he attempts to lift his spirits with music on ‘Feel So Good’. Scott surprises with the album’s final track ‘I Was There’, a full-blown instrumental piece.

HAVE YOU LOST YOUR MIND YET? Fantastic Negrito

S&M2 Metallica

GHOSTING Van Walker

Cooking Vinyl www.fantasticnegrito.com

Virgin/Universal www.metallica.com

Green South Records www.ramblinvanwalker.com

Have You Lost Your Mind Yet? is the followup to Fantastic Negrito’s Grammywinning 2018 album Please Don’t Be Dead, and it’s a lively collection of 11 tracks traversing the genres of soul, funk, R&B, hip-hop and rock. If that’s not enough, Fantastic Negrito tackles the blues on the slow, smouldering ‘Your Sex Is Overrated’, and delivers fast-paced funk on ‘Chocolate Samurai’ in the vein of US hip-hop duo Outkast. With the intent of singing about people he’s known throughout life, the Massachusetts-born artist delivers ‘These Are My Friends’, complete with hand-claps, and slows the tempo for ‘How Long’, a sinister song of useless violence but boasting classy lead guitar licks, Led Zeppelin-style. ‘Platypus Dipster’ is another rocky track, while there’s a large chorus of background singers on ‘I’m So Happy I Cry’. Have You Lost Your Mind Yet? is a vibrant variety of entertaining tracks.

US band Metallica had huge success when it teamed up with the San Francisco Symphony in 1999 for S&M. The heavy metal outfit has returned to the well for S&M2, the double CD running for around two and a half hours. The almost 80-strong orchestra kicks things off with the overture-like ‘The Ecstasy Of Gold’, setting the scene before Metallica launches into the dramatic instrumental ‘Ktulu’. The orchestra aids Metallica in moving from melodic openings to full throttle heavy rock, especially on the industrial ‘The Iron Foundry, Opus 9’ and again on one of the band’s most popular tracks ‘The Day That Never Comes’. There’s good representation from the monster selling 1991 self-titled album Metallica, including the riff-heavy ‘Enter Sandman’, which the band recently performed after a National Rugby League match on August 28. S&M2 is also available in Blu-Ray, DVD and vinyl editions.

Back in 2011, Tasmanian singersongwriter Van Walker released the compilation album Underneath The Radar, a selection of his songs from 2008 to 2010. It’s proved an apt title for the gravelly-voiced artist. After a series of collaborations with other artists, Walker has at long last released a new solo album, Ghosting. With “unplugged” accompaniment and a host of good friends, Walker delivers 15 tracks that encompass Americana, folk and swampy blues, the latter represented on ‘Closing Time’ with guitar and harmonica contributors from Matt Walker. Multi ARIA-award winner Jeff Lang plays dobro behind Van Walker’s finger picking guitar on ‘Spirit World’. Lang adds a subtle bass line to ‘Drifting Too Far From Shore’, a song about depression and isolation, timely in the current crisis. A standout is ‘The World Goes On Without Us’, its melody, lyrics and Walker’s earthy vocals a delight.

42 SEPTEMBER 2020

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Country Corner OUR WAVERLEY STAR Jack Nolan Quay Records/MGM www.jacknolanmusic.com

For his fourth studio album Our Waverley Star, Jack Nolan combined recording sessions in his hometown of Sydney and Nashville, the latter with producer Mike Poole, whose credits include Patty Griffin and Buddy Miller. The result is 10 inventive tracks, ranging from the seriously dramatic ‘Couldn’t Love Her Anymore’ to the story song ‘England Has Run’. Nolan enjoys writing in a minor key, and he stays with it on the forthright ‘If You Knew Her You’d Know’. He sings of a family tragedy on ‘The Bronte Train’, a song identifiably Australian in name and nature. Nolan brings out the banjo for the poetic ‘I Don’t Know Anymore’, and there’s vibrato aplenty on ‘Life Is For Living’, rounding out an album full of originality.

TRAVIS COLLINS Wreck Me

Universal www.traviscollins.com.au In this era of digital albums, they can tend to be of shorter length than the traditional CD variety. That’s the case with multi Golden Guitar-winner Travis Collins whose eighth album Wreck Me runs for just 30 minutes. However, it’s quality over quantity here as Collins sings of love gone good on ‘Make Up’, a bigproduction country rock number. He easily switches to ballad mode on the excellent ‘Rainy Day’, and brings his powerful vocals to the strong chorus of ‘Girl Outta The Country’. The title track ‘Wreck Me’, a song about drinking and women, is another standout, and Collins ventures in Eagles’ territory with a superb cover version of ‘Desperado’. Collins is one of Australia’s best vocalists as he shows on Wreck Me.

ownerdriver.com.au

1/09/2020 8:58:47 PM

events news

n a first of its kind, the Casino Beef Week Promotions Committee has announced the running of the inaugural North Coast Petroleum Casino International Virtual Expo and Truck Show 2020. This online event will run from October 3 to 10. The regular annual Casino Truck Show was scheduled to run on August 1, but the committee was forced to cancel the event following the outbreak of the coronavirus pandemic. However, the committee says the virtual expo and truck show will provide the transport industry with a platform to engage with the local communities until the regular event recommences in 2021. “We cancelled the Casino Truck Show due to Covid-19, which disappointed all our loyal truckies, their families and the Richmond Valley region. However, Darren ‘Goodo’ Goodwin and the Casino Beef Week committee for the last month have been working on bringing some joy back into the truck show community,” says Casino Beef Week president Frank McKey. “Goodo came to me with the virtual expo and truck show, and we ran with it.” The virtual event is aiming to provide the industry with opportunities to partner, exhibit, promote and connect with the community.

Casino Truck Show goes virtual The North Coast Petroleum Casino International Virtual Expo and Truck Show 2020 will be run online October

Regular show sponsor North Coast Petroleum (NCPT) has also offered its support for the new virtual event. NCPT has been the show’s naming partner since 2016. Part of the North Coast Petroleum Casino International Virtual Expo and Truck Show 2020 will be the running of two truck competitions – one for Australian trucks and, in this unique global situation, a section for international trucks. The Casino Beef Week Promotions Committee says wherever they are in the world, truck owners or drivers will be able to enter their rig into the competition. As in previous years, winners will be announced in various categories, including the top five judged elite and the coveted rig of the show award. Truck show competition entries will open on September 1. For registration and further information, see the Casino Truck Show website at www. casinotruckshow.com.au With COVID-19 restrictions predicted to ease next year, the Casino Beef Week Promotions Committee has announced that the next live show event will be held on Saturday, August 7, 2021.

Above: The Casino Truck Show will be back “live” in 2021. Photo: Greg Bush

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events news

DIESEL DIRT & TURF DEFERRED UNTIL APRIL 2021

Review of COVID-19 public health risks leads Expo management to set new date

he National Diesel Dirt & Turf Expo at the Sydney Dragway, which was previously re-scheduled to October 2020, has been deferred until April 2021. The event will now run from Thursday, April 9, to Sunday, April 11. The decision by the Expo management to set a new date for the event was taken after a detailed review of potential COVID-19 public health risks. “These risks were assessed in conjunction with continual monitoring of the advice provided by the New South Wales government and New South Wales health that would enable us to fully comply with public health orders, and to protect the health and well-being of our exhibitors and visitors,” says Expo manager Marti Zivkovich. Another key factor in the decision to defer was the complexities faced by sponsors and exhibitors for effective planning of marketing campaigns, logistics, and personnel resources. Also considered was the recent activity with border closures and strengthening of travel restrictions that have the potential to severely

disrupt the number of interstate exhibitors and visitors able to attend the National Diesel Dirt & Turf Expo. “Our current experience in working with government authorities, together with our comprehensive COVID-19 safety plan and risk management processes makes us well-placed to stage a safe and highly successful Expo in April 2021,” Zivkovich continues. “We are extremely pleased with the enthusiastic support we have received from exhibitors for the new venue of the Sydney Dragway at Eastern Creek from regular exhibitors. “With 85 per cent of sites pre-sold, the 2021 Expo is shaping up to be a great success. “I would like to take this opportunity to sincerely thank our wonderful sponsors, exhibitors, and suppliers for their support, patience and understanding in the time we have taken to make this decision”, Zivkovich says. Above: Visitors flocked to the Diesel Dirt & Turf Expo in 2019. The next event is scheduled for April 2021.

“WITH 85 PER CENT OF SITES PRE-SOLD, THE 2021 EXPO IS SHAPING UP TO BE A GREAT SUCCESS.” ownerdriver.com.au

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events news

FESTIVAL OF TRUCKING

The Brisbane Truck Show is no longer just a truck show – it’s a festival of all things trucking!

id you get down to South Bank when you were in town for last year’s Brisbane Truck Show? The music and BBQ at the Plough Inn were amazing. Up and down Little Stanley Street and throughout the precinct, there were great deals in every restaurant and bar, especially for Truck Show attendees. Or did you see the amazing display from Volvo Group Australia in front of the casino in Redacliff Place? ‘Mack the Transporter’, the Pilbara Heavy Haulage Girls’ pink trucks (looking Mickey Mouse even after stretching their legs across the Nullarbor), the Jimmy Barnesinspired ‘Working Class Mack’ and a whole bunch of other new releases and favourites were all on show. What about the Daimler display in Queen Street Mall? How good was it to see school kids ooh-ing and aah-ing at the spectacular line-up! How about the Mack pop-up museum at Archerfield Airport? Did you see the UD on the barge on the Brisbane River with laser lights and fireworks? The Queensland Heritage Truck Show at Wacol? And of course, the amazing display of trucks and trailers in South Bank showcasing the capability and values of the Australian heavy vehicle industry. There’s much more on top of this coming in 2021. It’s always a great time to be in Brisbane, but when the industry gets together every two years, it’s not just for the truck show - it’s everything in and around it: the events, activations, product launches, drive days, factory tours, the lunches and dinners, not to mention Australia’s favourite truck stop: the BTS Plaza Terrace BBQ Bar. It’s not just a truck show – it’s a festival! The Brisbane Truck Show will return to the Brisbane Convention & Exhibition Centre and South Bank Parklands from May 13 to 15, 2021.

“IT’S NOT JUST A TRUCK SHOW – IT’S A FESTIVAL!”

Brisbane Truck Show is Ozaccom+. HVIA’s national events manager Noelene Bradley says Ozaccom+ was HVIA’s immediate choice to supply accommodation options for the 2021 Brisbane Truck Show, and have been assisting BTS attendees since 2009. “Their experience and industry buying power provides exhibitors and visitors to the Brisbane Truck Show with the best available rates over the duration of the event,” she says. “They take the stress out of managing your individual, group or block accommodation requirements.” You can see their discounted rates and the best rate of the day, live on the Ozaccom+ website. Head to the Brisbane Truck Show website for links to the portal: brisbanetruckshow.com.au/accommodation.

BOOK YOUR ACCOMMODATION If you’ve been to the Truck Show more than once you’ve probably got a favourite hotel, and a routine of how you start your day before heading to the show. One thing is for sure – there are a lot of people looking forward to coming together in Brisbane when the show kicks off on May 13, 2021. There’s a bucketload of meetings, conferences, dealer staff events and so on in the days preceding the show. So, the message is – get your accommodation sorted out as soon as you can. Returning as the official accommodation manager for the 2021

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Pictured: When the industry gets together every two years, it’s not just for the truck show – it’s everything in and around it

ownerdriver.com.au

1/09/2020 8:55:05 PM

INNOVATION - SUSTAINABILITY - SAFETY - KNOWLEDGE - CAREERS - COMMUNITY

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truck accidents

OUT OF NOWHERE

A vaccine might be able to eventually quell a deadly virus but it won’t end the savagery faced by every driver, every day. Few things are uglier or more destructive than a road accident, but the carnage goes beyond the physical and the visible, and the pain far beyond blood and bone. Now, as Australia relies on its trucking industry more than ever to keep the country ticking, we recall a story that brings the risks into stark reality. Steve Brooks writes

T WAS EARLY September, 1978. I was just days off turning 26 years of age and as memory reminds me, it was a stunningly bright Spring day. I had one suit, one unstained tie, and wore both to the interview. The big red leather chair felt like it was swallowing me. Across the office, the squat little man sitting behind a desk littered with books and scraps of paper, wanted to know why a young man who’d been formally trained as a journalist, then chopped and changed jobs like a model changes frocks, should be given the job of staff writer on a truck magazine. Not just any magazine, but Truck & Bus Transportation, the highly respected industry title printed every month since 1936. Inept management would ultimately destroy this fine publication soon after the new century rolled in but back in 1978, it was the trucking tome. Anyway, I can’t remember what the answer was, but no doubt littered with carefully concocted claptrap, plus the fact I’d spent some time driving trucks, it must’ve been a reasonably convincing response. Either that or no one else applied.

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Nevertheless, I got the job, though I would later discover that my new employer and specifically its editor with the cluttered desk, Geoff Johnson, had grave doubts about my propensity for long-term employment. Whatever, adult life had been a roller-coaster ride up to that point but on that fateful day, my working world finally found substance and satisfaction. Too brash to know it at the time, I was on the cusp of a wonderful career. Sure, there would be times throughout the next 40 years when the pressures of publishing, constant travel and occasional corporate offers would cause a brief escape to something seemingly more settled but like a boomerang, I kept coming back to the career that all started on that remarkable September day. Anyway, all these years later, I was caught unawares recently when a good friend and longtime industry colleague of similar vintage asked: “What’s the most important story you reckon you’ve ever written?” I couldn’t recall anyone asking that before and to be blunt, I hadn’t really thought about it,

either. At least, not until that moment. Even so, two stories came immediately to mind. First, a lengthy feature story written in the late ’80s about truck speed and its role in a dreadful run of fatal crashes. If anyone thinks trucking today is frantic, well, perhaps they weren’t around in the late ’80s when many roads were diabolical and there was no such thing as ‘speed limiting’. The story was called ‘Enough is Enough’ and certainly attracted plenty of attention, even winning an award for automotive journalism. But for me, it wasn’t the most important story. In my mind, that dubious honour would emerge from a self-imposed hiatus in the mid-’90s, in a story I believe to be as relevant today as it was when first published in 1996. Right now, the quote on my desk calendar reads, If not you, then who? If not now, then when? With that in mind, here’s a mildly modified version of that story again. Now, as then, I sincerely hope it might ease the burden for someone and open the door to greater awareness that road accidents create victims of the living and the dead. Truck drivers are no exception.

ownerdriver.com.au

1/09/2020 8:53:18 PM

The driver liked the crispness of clear winter mornings, the sharp bite of cold on hands and face. It made life seem just as crisp and sharp, as if cleansed, sterilised, by the cold. Dawn was nothing more than a threat of colour on the rim of a crystal lit sky as he throttled the Kenworth up the steep pinch out of the quarry and onto the weighbridge with the first load of the day. The weighbridge man didn’t bother looking up as the driver walked into the spartan little office. He knew the truck, so he knew who’d be behind the wheel. “Another day, another dollar eh!” he said in his boisterous tone. “Yeah, s’pose so,” the driver answered quietly. “Spot on 42 tonnes,” the bridge man remarked approvingly as he handed the driver his docket and shuffled closer to his puny heater. With that, the driver walked out, glad to be outside. Small talk annoyed him, especially so early in the day. Besides, the driver was happiest on his own, content with his own company, his own thoughts. It struck him that many truck drivers are the same. Scanning the banks of gauges for a few seconds, he slipped the truck into gear and released the brakes. The Cat engine growled at the load, taking the strain with the strength and tenacity that had always made him admire big bore Yank engines. Yet in the seclusion of his quietest thoughts was an even greater

ownerdriver.com.au

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admiration. It was, however, not something to be broadcast, or to be even suggested. Truck drivers can be wickedly tough on egos, and any self-proclaimed prowess is quickly interpreted as a boast, which just as quickly labels the broadcaster a ‘bighead’. A ‘wanker’. Titles to be avoided at all costs. But to himself the driver would sometimes smile at the affinity he enjoyed with big trucks. He genuinely liked his ability to not only control the awesome energy of the metal and mass around him, but to control it smoothly. To be calmly, contentedly at ease with it. In tune, and proud of it. Little more than half an hour passed before he reined the Kenworth to a crawl and pointed the long snout onto a rough, recently cut track. On a broad expanse of newly exposed earth, the bulldozer operator stood waiting beside his idling machine. Just as idly he pointed to where he wanted the road base tipped. Within minutes the load was off. “Are you on this all day?” the dozer operator asked casually as the driver swiped the small humps of dirt and rock from the drawbar and tailgates. “Yeah, I think so,” he replied. “Haven’t been told any different. See ya later I s’pose.” The morning darkness had seceded to the soft urge of a winter sun saturating a cloudless sky. And in the gentle wash of warm light and eternal sky, life seemed very good indeed. But today, simple joys would be violently jostled into the depths of despair and disgrace. Fate, or whatever great force determines future events, was in full and furious control. Unknown and unseen, foraging among circumstance and coincidence, Life’s patterns were changing. As nine o’clock approached, the driver figured he’d be back in the quarry for smoko. It didn’t always eventuate but when it happened, it was his favourite time of the day. Coffee, a sandwich and the lively humour of a bunch of blokes retreating briefly from the isolation of truck and earthmover cabs. It wasn’t to be. Not this day. The last few kilometres into the quarry were on a rough, narrow bitumen road through sparsely inhabited bushland. Without a load, the rear suspension of the truck kicked hard. Common sense and comfort decreed a sedate speed. One cross street, shrouded by dense bush on every side broke the otherwise unbroken road into the quarry. Left and right, ‘Give Way’ signs issued inanimate instruction to those who looked. From behind a high bank of thick scrub and tall trees, a sedan speared suddenly into the driver’s righthand view. From that merciless moment, time evaporated. The car kept coming. It didn’t slow. It didn’t go faster. It just kept coming. In the truck, the driver put every ounce of strength onto the brake pedal. “Oh no!” he said to himself with a calmness that in memory would surprise him. At that exact moment, he knew there would be no escape. Death arrived.

“A story I believe to be as relevant today as it was when first published in 1996.”

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“Seconds would’ve made the difference between life and death.”

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Crash is a harsh word. It is as it sounds. Cold and metallic. Indifferent and inhuman. A word tearing at the fabric of human emotion and existence. The driver of the truck was for a long time at the mercy of emotion. After a few years, the shock and feelings of disgrace and shame passed, but the memories and visions were, he knew, ingrained for all his days – the shrill squeal and stink of rubber dragging on tar, the sickening impact, exploding glass cascading over the hood, the frightening sight of the mangled car. The gut-wrenching anguish as he forced himself to step towards the wreck, and finally, the sight and sense of death. And worst of all, the hopelessness and the waiting. The interminable wait for someone, anyone, to come along, and the hopelessness of being unable to do anything for anyone. Three elderly ladies died in the collision when the aged male driver of the car simply failed to comprehend the ‘Give Way’ sign, the intersection, or the truck. Physically, the truck driver was unhurt but for a very long time the unanswered and unanswerable questions carved at him as callously as torn tin tearing at flesh. Seconds would’ve made the difference between life and death. A

few seconds more at the weighbridge, a few more talking to the dozer driver. But seconds are time and time waits for none. The ambulance team, Police, roads and traffic investigators and eventually, even the coroner. They all spoke to him. All offered some degree of empathy. “Not your fault.” “Just a terrible accident.” “You did all you could.” Sadly, the words mattered little. Guilt consumed his every thought. An awful guilt, unsupported by reason or fault, churning white hot and vicious. For many months, he would not, could not, believe suggestions of his own innocence. The support of wife, family and close friends was little comfort. That would change but right then he maintained with almost blind tenacity that the only innocence belonged to the innocents who had died. At night, behind closed eyes, the visions pulsed with painful clarity. Daylight brought no relief, especially in the few days immediately afterwards as newspapers and TV relayed the ‘Horror Truck Smash’, smashing the driver further into his own horror world of dread and disgrace. His shame swelled on the images of a big truck, bruised rather than broken, aside a car contorted and ripped by violent impact. His pride paralysed, his confidence consumed, never had he felt so alone, so beaten. In time, and at the urging of those closest to him and his own Faith, he gripped what strength remained and climbed behind the wheel of another truck. He hated it. Fear and anxiety, the over-reaction to every move of other motorists, the cold sweat, and the images of carnage, real and imagined. He was tight. Too tight, and for the first time in his driving life, he knew he was truly dangerous on the road. But slowly, ever so slowly, came the realisation that he had done no wrong other than contend with circumstance. In time, years, selfrespect and confidence eventually followed. Now he drives heavy trucks as well as he ever did. Better, because a greater quality travels with him. Awareness! Awareness of death’s callous spontaneity, and the gossamer threads on which every life hangs. Awareness of the split seconds that separate this life from the next, and awareness of his responsibility to himself, his family and every other human being using the same roads. It is a stark responsibility which abhors the arrogance of anger and ego, rebuts the indifference of ignorance, and recoils at the negligence of the foolhardy and frivolous. I know these things because I was that driver. – Steve Brooks

ownerdriver.com.au

1/09/2020 8:53:20 PM

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2/09/2020 9:35:15 AM

PACCAR LAUNCHES NEW LOYALTY PLATFORM PACCAR Parts’ loyalty program is back and it is better than ever before. Bigger savings and a dedicated online customer portal are just the beginning of what’s coming ahead

n July, PACCAR Parts relaunched its new loyalty program called Privileges Plus. It was rolled out with a new customer platform that has been built on the same principles that defined the previous iteration. However, the new platform has gone the extra mile in promoting the latest offers and savings on quality truck and trailer parts to members through an easyto-use client portal. The program has been a year in the making, with well thoughtout features, technical improvements for comfortable navigation and exciting discount offers for customers. PACCAR understands how important it is for businesses to keep their vehicles on the road at all times. Any downtime can have huge impact on operations and incur uninvited costs and it is no secret that the Covid-19 pandemic has put extra pressure on businesses. It is more important than ever that operators keep their vehicles in top shape to keep the freight – and Australia – moving. The Privileges program is designed to help customers make huge savings through its membership platform. PACCAR has a proud history of supplying high quality replacement truck parts through its trusted network of 56 dealerships across Australia. Its dealer network supplies parts for all models of Kenworth, DAF, and mainstream

“THE NEW ONLINE PLATFORM WILL ALLOW OUR CUSTOMERS TO SEE THE SAVINGS THAT THEY HAVE MADE WITH THEIR PRIVILEGES CARD.” ownerdriver.com.au

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European and US drivelines, as well as PACCAR’s exclusive range of genuine parts and the TRP all-makes product line. The new Privileges Plus membership program provides exclusive discounts on products including, some of the most frequently replaced parts. PACCAR Parts offers literally thousands of high quality parts through its dealerships, so whether you are an owner-driver or manager of a fleet of trucks, you only have savings and rewards to gain by becoming a member of the program. “We’ve been running this program for over a decade and we felt the need to refresh it. The new online platform will allow our customers to see the savings that they have made with their Privileges card. Plus, they have a link to the online product catalogue right there in their portal to browse through all the promotions and product offers,” PACCAR Parts Australia customer loyalty manager David Soemali says. “The customer portal has been optimised for use on all Android and iOS mobile phones. We’re the only ones in the industry that offer a customer portal for loyaltyrelated activities.” The membership is free, with no ongoing fees or subscriptions. The registration process is easy and with a user-friendly online dashboard, customers can easily browse through all the current offers. Once the new card is activated customers can start redeeming current offers by simply visiting or calling their local dealer. They can then present their card in-store or mention the card number when placing the order over the phone and the discount will be applied instantly. For more details about Privileges Plus, visit www.paccarparts.com.au/privileges.

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road test

TECHNOLOGY ON T L

ET’S FLICK BACK to the good ol’ days. Like, last year’s Brisbane Truck Show. It already seems a lifetime ago, but back in May 2019, when people stood shoulder-to-shoulder as the truck industry presented its latest and greatest hardware in all its glittering glory, it’s doubtful anyone had heard the term ‘social distancing’. If they had, it was probably in reference to inmates and introverts rather than the general population. Likewise, in most minds ‘Corona’ was just another beer and ‘virus’ was an annoying bug that seemed to affect computers more than people. But as we now all know only too well, there’s nothing flippant or frivolous about a pandemic. The changes in

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society and industry over a very short time have been breathtaking. Literally! Yet, without downplaying the seriousness of current conditions, there’s no escaping the fact that change is a constant theme in every aspect of modern life and that includes the technological changes seeping into every brand of truck, everywhere in the world. Ultimately, Covid-19 will be nothing more than a speed hump in the path of inexorable progress. Meanwhile, back in Brisbane last year, there was arguably no greater example of emerging trends in truck technology than a sparkling blue Mercedes-Benz 2663 model sporting a few features never before seen in Australia. Sure, many of the features in the Benz show truck

remain specific to Daimler family brands – Freightliner, Fuso, Mercedes-Benz – but equally, there’s no question most leading makes around the world are well advanced with their own unique versions of similar themes. What’s more, as technology continues to evolve, the feasibility and acceptance of the many varied systems that may today appear futuristic and even impractical will only escalate as global corporations continue to push the technological envelope. Right now though, and despite the difficulties of current circumstances, Mercedes-Benz – or rather, Daimler Truck & Bus Australia – is proving beyond any doubt that its upmarket presentations in Brisbane were the real deal and far more than simply ‘show specials’. They are, in fact, the platform for a progressive

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N TRIAL update of models within the family portfolio. As the PR blurb on the flagship 2663 show truck in Brisbane stated: “Mercedes-Benz has announced it will launch an advanced new truck in Australia next year [and] confirmed it has begun a comprehensive Australian validation program for the truck, which features a range of driver-focussed improvements including MirrorCam; a system that uses aerodynamic cameras connected to two large screens in the cabin that dramatically boost driver vision.” But is it actually a new truck as the press release purported, or simply a collection of new features and options within an existing truck? Definitely the latter! Whatever, the truck “… also features a new multimedia interface system with two high-resolution tablet-style

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screens that can be customised for driver preference, much like displays in prestige Mercedes-Benz cars.” Additionally: “The new truck also features GPSassisted Predictive Powertrain Control for increased fuel efficiency, enhanced connectivity and the latest generation of advanced safety technology that delivers further improvements.” And then there’s “the SoloStar Concept which introduces a vast fold down bed with an 850mm wide symmetrical inner-spring mattress and lounge-style seat that takes advantage of generous legroom and a fully-flat walk-through floor”. So now, keen to keep the ball rolling and with the confidence of a year-long validation and customer trial program of around 20 trucks under its belt, Mercedes-

While COVID-19 has shackled new product plans for some truck suppliers and excused others to cut staff and chop budgets to the bone, Daimler Trucks Australia appears determined to maintain the momentum of a vastly upgraded product portfolio. Among several offerings in recent times was a MercedesBenz 2663 SoloStar demonstrator housing a heap of hi-tech wizardry and a bunk with a big difference, in more ways than one. Steve Brooks takes the burly Benz for an overnight run to file this detailed report Benz presented all these features in a superbly prepared and suitably sanitised 2663 test truck hooked to a B-double combination at Daimler Trucks’ Huntingwood dealership in Sydney’s south-west, recently. Obviously, we didn’t need to be asked twice if we’d like to take the big Benz for a stroll and equally, it didn’t take a lot of brainwork to figure a simple plan that would at least provide some real world perspective of the truck’s latest features: drive 260km down the Hume to Yass, camp for the night to get a feel for the SoloStar bunk arrangement, then head back up the Hume to Huntingwood. Easy!

Manners, Muscle and Mirror-Cam The 2663 is, of course, the big boy of the modern

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“MirrorCam has too many benefits to ignore its potential as the mirror system of the future.” Above right & below: Two views of the ‘Multimedia Cockpit’. It’s now standard issue across the entire range, from rigids to topshelf linehaulers, controlling a vast array of functions and information. Familiarity comes surprisingly fast

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Mercedes-Benz line-up with a pugnacious 625hp (460kW) and 3,000Nm (2213ft-lb) of torque feeding out of the 15.6 litre OM473 Euro 6 engine. And like its DD16 counterpart in the new Freightliner fold, the straight six is the heavy hitter in Daimler’s HDEP (heavyduty engine platform) global engine family, married to the exceptional smoothness and remarkable intuition of the PowerShift 12-speed overdrive automated transmission. It’s worth noting that with a standard gross combination mass (GCM) rating of 106 tonnes, the ’63 comes in Powershift’s heavy-duty G330 form. Benz’s big banger is, however, just one of many in the new range and after numerous stints in different models since the introduction of the all-new line-up just three years ago, there’s no hesitation in asserting that the line-up runs second to none in the delivery of efficient performance and superb road manners. Across the board, it is an entirely impressive line-up but it’s in the premium cab-over class with the 2.5 metre-wide, flat floor cab that the flagship 2663 and its similarly stoic 2658 sibling epitomise at the highest level the reasons for the brand’s formidable resurgence. Make no mistake, Mercedes-Benz, and specifically the Actros name, were going backwards at a great rate of knots in this country before the arrival of the current crop and the turnaround since late 2017 has been nothing short of stunning. And no doubt, the new features and options revealed in Brisbane last year are all part of a plan to at least maintain and hopefully accelerate the momentum. True, the B-double combination in this exercise was disappointingly light at a gross weight of just 47 tonnes but that said, from behind the wheel there can be no denying that the superb steering, ride quality and overall comfort of the high-set StreamSpace cab are critical fundamentals on which so much of the Benz business is today built. Road manners are simply first-class. Moreover, the Benz brigade is forging an enviable reputation for fuel efficiency and while the big bore test truck was lighter than ideal, fuel economy was at least indicative of the model’s inherent

efficiency. On the gradual ascent of the southbound run to Yass, for instance, with the overdrive (0.77:1) transmission and 3.583:1 diff ratio producing 100km/h at less than 1,450rpm, the ’63 returned 1.8km/litre, or near enough to 5.1mpg for us more mature types. On the steady descent from Yass back to Huntingwood, the figure was 2.2km/litre (6.2mpg) for an estimated trip average of 2.0km/ litre, or 5.65mpg. Given that the truck had barely 4,000km on the clock, plus the impediment of multitude stops and starts for photographic and video purposes, the fuel figures certainly weren’t uncomplimentary. But with these fundamentals firmly in place, are the various new features and options showcased in Brisbane last year capable of taking the brand to greater success in a premium cab-over category jammed with classy contenders? It’s a difficult question but with advances such as MirrorCam, Mercedes-Benz obviously isn’t shy about bringing the future into current focus and in the process, giving customers plenty to consider. What’s more, no one should be surprised that the advanced digital imaging system which uses tablet-style screens mounted on the A-pillars inside the cab instead of the bulky standard mirror housings, is now a real option rather than just another piece of prospective wizardry to excite technocrats. However, the first thing that needs to be emphasised is that MirrorCam is an optional feature and like most options, it comes at an added cost. Mercedes-Benz insiders including the brand’s Australian boss Andrew Assimo are reluctant to publicly put a cost on MirrorCam over the standard glass package but it didn’t take a lot of digging to unearth a figure “more than four grand but well under five”. Yet even before its appearance in Brisbane last year, the revolutionary mirror system was fitted to an earlier demo truck towing a single trailer and fortunately, we were among several groups invited to experience the system and supply feedback to Mercedes-Benz’s local leaders. Then, as now, it was easy to appreciate the positives. First, and arguably the most important benefit of all, the system provides a spectacular improvement in side vision and subsequent safety over Benz’s bulky external glass mirror housings. Second, unobtrusive and mounted high on the cab, just above the top of the doors, the cameras are largely out of harm’s way and with their sleek styling, deliver an unquestionable improvement in

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“Predictive Powertrain Control is a significant step in further strengthening the brand’s fuel economy status.”

aerodynamic efficiency and accordingly, fuel economy. The camera housing is also designed to swing in when struck hard but if damage is sufficient to require a replacement, MercedesBenz contends “the cost of replacing the camera assembly will be in line with, or less than, replacing a traditional mirror assembly”. And third, the system’s ability to pan out as the combination makes a sharp turn at T-sections and the like keeps the rear of the trailer in view, thus minimising the risk of running trailer axles over kerbs or even a parked car. Importantly, the digital system also provides better night vision than glass mirrors, especially reversing into dark areas. But now, as then, there remain question marks surrounding the system’s broad acceptance on the Australian market, and perhaps the greatest drawback is the convex image of MirrorCam’s main screen. Convex mirrors are the norm in the UK and Europe but they’re certainly not the norm here and brief attempts decades ago by one or two continental brands to introduce convex glass were met with derisive dismissal. Consequently, it’s easy to suggest that MirrorCam’s chances of widespread driver and customer acceptance will remain negligible until the main screen provides a flat image. It’s an issue accentuated with the extra length of a B-double, notably when reversing. According to several sources, some early adopters of the system have reverted back to external glass mirrors due in large part to drivers struggling to judge the distance from the rear of the trailer when backing into a dock or the like. What’s more, when moving back into the traffic flow after a roadside stop on a freeway, it is difficult to judge the distance of vehicles approaching fast from behind. If you’re not sure what I mean, think of that classic scene in Jurassic Park when T-rex was chasing a Ford Territory as the driver looked into the wide angle side mirror stencilled with the words ‘Objects in mirror may be closer than they appear’. You’ll get the idea! And finally, when swapping from single trailer to B-double configuration and vice versa, it’s imperative for drivers to be shown how to change the parameters which, through lines on the screen, indicate a safe margin for changing lanes or merging. Failure to make the change, particularly from a single trailer to a B-double, could easily lead to an embarrassing and even messy event. All things considered though, MirrorCam has too many benefits to ignore its potential as the mirror system of the future. Increased safety through unobstructed side vision and the economic benefits of significantly enhanced aerodynamics and fuel efficiency will almost certainly be the main drivers but in the interim, evolution will need to continue. For our neck of the woods, that’ll require Daimler’s technical gurus in Europe to give more consideration to Australian customers, combinations and critically, drivers.

Beyond the norm

REMEMBERING ROBBIE’S ROADHOUSE It would be difficult to find a worse place than the Yass service centre on the Hume Freeway to park a B-double for an overnight camp. Finding a worse place to eat than this public pig pen would, however, be more difficult. Vastly more difficult. It was a cold July night and the ‘Specials’ on the menu at the Coolabah Tree Café included curried sausages and rice, so being hungry and a tad adventurous, it seemed a reasonable if potentially risky repast. No worries, I had Quick-eze in the bag. Soon enough, surprisingly soon when I think about it, a grubby hand in a grubby glove delivered a bowl of tepid slush. “Sorry mate, they’ve run out of rice,” the grubby owner of the grubby hand in the grubby glove confessed with a sodden sniff. A short and somewhat blunt discussion thus followed but rather than dwell on the diatribe as I belched and blurted under the blankets, memories of a different time and a different place flooded back. A thriving place called Robbie’s Roadhouse which existed just a few kilometres away down the old Hume. Robbie’s was a good place for truck drivers. Fresh home-cooked food, plenty of it, reasonably well priced, and a quality that didn’t change with a change of staff or the hours of the day or night. Heading north or south, it was somewhere to look forward to, where truck drivers were valued customers rather than just a maligned meal ticket for fuel and fast-food cartels with a stranglehold on freeway traffic. There were once numerous places like Robbie’s on the old Hume, where the camaraderie and conversation were often as hot and stimulating as the coffee. But on modern freeways from Brisbane to Sydney to Melbourne, those places are largely gone now and on a cold, early morning sprint to a grubby bathroom in Yass as the curried afterburner fired up, I couldn’t help thinking that far more than appetites have been lost. – Steve Brooks

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While MirrorCam is for looking back, Predictive Powertrain Control (PPC) is all about looking ahead. Simply stated, it’s an option costing ‘one or two grand’ with the stated aim of providing a more efficient, safer truck – specifically, a safer and more efficient linehaul truck – by connecting GPS data into existing cruise control, retarder and advanced safety functions to ‘memorise’ a route for the most effective provision of performance and fuel efficiency. Sound confusing? Well, from behind the wheel, it’s not. In fact, it’s as simple as setting cruise control and letting the system do its thing. PPC does, however, certainly have the ability to surprise and newcomers to its nuances need to be ready for some interesting traits. As Australia’s busiest highway, for example, the Hume was already logged in the PPC system’s data bank and the southbound run down the Mittagong dipper was the first indication of how remarkably intuitive the technology is. With cruise set at 99km/h, power and speed came off surprisingly early as the descent approached, briefly bringing ‘eco-roll’ into play and allowing the truck’s mass to build momentum before re-engaging the transmission and soon after, activating Benz’s highly effective retarder. The result was an entirely smooth and slick run down the grade, all while adaptive cruise control continued to maintain a pre-set distance from vehicles in front. On the climb up the other side, it was simply a case of sitting back and allowing the 2663’s ample grunt go to work. Easy, safe and stunningly smooth, uphill and down. Indeed, as the trip continued, it was easy to be amazed and occasionally surprised by PPC’s exceptional ‘forward thinking’. The biggest surprise, however, came on the long, demanding southbound drag up Manton’s Ridge. With the ’63 digging deep into its formidable torque reserves as the truck was about to pull over the crest, a momentarily disturbing drop in power and road speed occurred. But then, just as the outfit rolled over the top, the

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transmission went to neutral and the combination’s mass took speed close to its cruise setting before gears were again engaged and the retarder kept a lid on progress. Again, a remarkable indication of just how intuitive the system can be with the driver doing nothing more than keeping the truck pointed in the right direction. Justifiably, especially if there’s another big banger on your tail, some drivers may be genuinely concerned at the prospect of power suddenly coming off just before the top of a climb. Fair enough, too, but the simple solution in these instances is to simply put the right foot down and keep power on the boil until over the top, then let the system go back to work. Of course, Mercedes-Benz isn’t the only maker with systems similar to PPC but no matter whose technology it is, the goal is the same: To deliver a pin-point balance between performance and

Right: Winged wonder. MirrorCam may not be for everyone just yet but from a truck design viewpoint, the benefits are too great to ignore Opposite top: SoloStar cab concept provides a wider mattress but the inconvenience of raising and lowering the bunk is significant. The mesh cover is to keep bedding in place when the bunk is raised

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“No longer is the three-pointed star the only obvious similarity between Mercedes-Benz cars and trucks.” efficiency. However, at this point it needs to be pointed out that with the transmission in ‘economy’ mode, the test truck was limited to a European top speed setting of 85km/h and consequently, the ‘economy’ setting was not used at any time during this exercise. What’s more, the PPC system in the test truck had been retrofitted and while it performed faultlessly on day one, it failed to work at all on the return run. Moreover, as the fuel figures revealed, notably more fuel was used on the run to Yass with PPC operating than on the trip back the next day when the system wasn’t working. Sure, much of the difference in fuel economy can be credited to the ascending grade of the southbound leg compared to the less demanding northbound run, but exactly how much is open to debate. Perhaps PPC’s fuel-saving potential is wafer-thin on such short trips, thus requiring far more time and toil to show its true value and determine if the added cost and complexity are worthwhile. For their part, and with ample European experience and extensive local trial results to back their claims, Benz insiders are in no doubt that Predictive Powertrain Control is a significant step in further strengthening the brand’s fuel economy status. Whatever, PPC defines a thread of technology which will only mature and multiply as fuel efficiency becomes even further entwined in the connectivity that now rules so many safety and operational aspects of a modern truck. Yet whereas MirrorCam and Predictive Powertrain Control are

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options – and likely to remain so for the foreseeable future – the vastly new and decidedly different digital dash layout, or ‘Multimedia Cockpit’ as Benz calls it, is now standard issue across the entire range, from rigids to top-shelf linehaulers. It is, of course, no coincidence that the new arrangement is entirely similar to high-end Mercedes-Benz cars and as such, presents a major departure from the general perception of a truck dash. Equally, however, it is a major indication that in the Daimler world, technology transfer is today greater than ever before. No longer is the three-pointed star the only obvious similarity between Mercedes-Benz cars and trucks. Another indicator of shared componentry is the stylish park brake controller, copied straight from the console of any late model Benz car. Typically, it takes time to adjust to the new layout and with such a multitude of functions and information available through the two ‘tablet style’ screens, and the various ways those functions and information can be gleaned and operated, driver education appears a prerequisite. Then again, younger generations familiar with all manner of electronic ‘devices’ will probably have no trouble adapting to the new system and for fleet applications, word from within Mercedes-Benz is that the amount of available information can be tailored to suit a particular operation. Nonetheless, after two days in the truck, even this Luddite became mildly adept and even appreciative of the new system’s attributes. Yet, while there are far too many aspects of the system to detail in this report, there’s no denying it is a classy layout designed with a high regard for logic. The primary screen in front of the driver is controlled by a fingerswipe button on the right arm of the steering wheel and along with cruise control functions, provides the driver with several options for a preferred instrumentation cluster. Similarly, a button on the left arm of the steering wheel controls functions displayed in the smaller screen on the left, such as heating and air conditioning, interior lighting, radio and importantly, changing the mirror parameters for different trailer lengths. Many of the functions through the smaller screen can be also sourced through a touchpad immediately below the screen or by simply swiping a finger across the screen. Meanwhile, windscreen wipers, retarder and transmission continue to be operated by wands at fingertip reach on the steering column. Again, it’s worth emphasising there’s far more to the multimedia cockpit than the bare details mentioned here but suffice to say, it is immensely comprehensive and for the most part, logical and user friendly after initial instruction and a day or two of handson operation. New features also include a keyless start/stop button. There’s still a key, of course, but it only has to be in the cab or even in the driver’s pocket to allow the truck to start. Wisely, the key also has a ‘check light’ function which automatically checks the status of all external lights.

Dreamtime No question, some people will like the optional SoloStar cab configuration. And for good reason, whether it’s the 850mm-wide symmetrical mattress, the unique passenger seat which makes greater use of available space, a nifty fold-out table built into the dash in front of the passenger seat, the extra overhead lockers which house a micro-wave, the twin 35-litre fridges in the space between the seats, or simply all these features combined. Whatever it is, Benz insiders say they’ve had plenty of positive feedback from customer trials of the SoloStar option despite an extra cost said by one source to be “something approaching 10 grand”. There will, however, also be those who won’t like SoloStar. I’m one of them and for one reason alone: the prospect of rearranging

Right: There was a time when it seemed the only similarity between Mercedes-Benz cars and trucks was the three-pointed star. Technology transfer is changing all that, fast! Opposite top: European thinking. With the SoloStar bunk locked upright, drivers can relax in the new passenger seat. The seat, however, can’t be adjusted except to lay the back rest down to lower the bunk.

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driver and passenger seats, fiddling with clips and latches to lower the bunk, and refashioning bedding before laying down to grab even an hour or two of sleep, and then going through the reverse process before hitting the road again, is a pain in the proverbial. It could be argued, of course, that the new ‘relaxation seat’ on the passenger side might be right for an hour or two dozing, but nothing beats laying down full stretch to ward off fatigue. What’s more, the reinvented passenger seat is not adjustable, except to fold the seat back forward so the bunk can be lowered, and unless you’re equipped with telescopic arms, using the folding table from the passenger chair isn’t entirely practical. The simple fact is that SoloStar was conceived for European operations where drivers aren’t nearly as time-constrained as their Australian linehaul counterparts, so the prospect of stretching your legs and sitting back in the new passenger chair to read for a while isn’t normally part of the trucking life. At least, not in this country. Furthermore, it may be a disputable suggestion in some minds but in a flagship model such as the 2663, the SoloStar arrangement actually diminishes the overall appeal of a cab which is otherwise extremely functional and comfortable. Sure, at 850mm wide, the SoloStar bunk is 100mm wider than the standard bed but then again, I’ve slept in the standard Benz bunk enough to suggest that other than Volvo’s enlarged XXL cab, it is the pick of the premium continental sleepers. Still, it’s worth pointing out that both SoloStar and the standard bunk are equipped with symmetrical inner-spring

mattresses vital for a comfortable night’s sleep. Meantime, SoloStar features such as the extra overhead lockers, the microwave and twin fridges can be optionally specified in the standard cab anyway. Mercedes-Benz Australia chief Andrew Assimo firmly refutes any suggestion of SoloStar being an imported gimmick. He does, however, acknowledge it is certainly different to anything currently on the market and given the reported feedback to date, at least provides another string to the Benz bow. Time will tell but from the outside looking in, Mercedes-Benz’s local leaders have been extremely wise to not only extensively trial advances such as MirrorCam, Predictive Powertrain Control and even the SoloStar concept, but offer them as options rather than standard appointments. For now, the standard inclusion of an entirely new and decidedly different multimedia dash layout is perhaps enough high-tech change for the market to contend with. After all, given the grief of the original Actros with a swathe of troublesome technology applied in one huge hit, Mercedes-Benz’s Australian operatives know better than anyone the dangers of delivering too much technology too soon. Besides, as technology and markets evolve, it seems certain that features like MirrorCam and PPC will become intrinsic parts of future models anyway. In the interim, Mercedes-Benz is in exceptionally good shape to build on the established performance, fuel efficiency and road manners of a model range which has made the brand a star performer on the Australian heavy-duty truck market.

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tech briefs

Out of Oregon’s shadows

AFTER several years of rumour and speculation, Daimler Trucks North America (DTNA) headquarters in the riotstricken city of Portland, Oregon has announced it will reveal an entirely new Western Star platform later in September. Due to Covid-19 restrictions, the launch will be a ‘virtual reveal event’ from DTNA headquarters in the US. Australian fans should not, however, raise their hopes that the new Star will be arriving here anytime soon. Due to the pandemic and other factors, a right-hand drive version is apparently still a long way off. A very long way, according to Owner//Driver’s sources.

WIRELESS HEADSET FIT FOR TRUCKING BLUEPARROTT has announced the introduction of its next generation B450-XT noise-cancelling Bluetooth headset, which the company says is engineered for superior calls in high-noise environments. The B450-XT boasts enhanced comfort, durability and more flexible charging and firmware update options, while the design of the upgraded headset is said to keep pace with the demands of life on the go. The new B450-XT headset is reported to deliver improved comfort through its padded headband and large, cushioned earcups for all-day use. BlueParrott says the headset is even more durable with an IP54-rating to protect against dust and moisture for the toughest environments, and now comes with USB-C charging to streamline charging across devices. The new headset is also claimed to enable easy firmware updates on the go using the BlueParrott App and features Bluetooth 5.0 for better connectivity across devices. Following on from the original B450-XT, BlueParrott says the new headset comes with all the standard features, including noise cancellation that blocks out 96 per cent of background noise and up to 24 hours of talk time. With BlueParrott’s VoiceControl, users can answer or reject calls with just their voice, providing a hands-free experience. Users can also customise the headset using the exclusive Parrott Button for one-touch access to favourite features and applications.

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Used truck program’s approved warranty SCANIA AUSTRALIA has announced the launch of an Approved Used Truck program across its nationwide network of branches which it says will take the risk out of the purchase of a pre-owned truck. In order to qualify for Scania Approved status, the pre-owned Scania vehicles must be less than five years old and have covered less than 800,000km. Companytrained technicians will undertake a stringent and probing 108-point check at a Scania workshop, which concludes with a thorough test drive. Trucks passing the inspection will be sold with a three-month Scania Driveline Protection Warranty as well as any of the remaining original factory warranty (where applicable). For an additional modest fee, the Scania Driveline Protection Warranty may be extended to 12 months from the date of purchase, so long as maintenance is undertaken in line with Scania recommendations. Scania advises that approved trucks fitted with the Scania C300 Communicator also gain 10 years of Scania vehicle and driver monitoring and reporting. Scania says it is also making available a choice of maintenance, or repair and maintenance programs, tailored to the customer’s needs and the approved vehicle’s condition. It adds that the programs ensure the approved trucks are looked after in the best possible way, using only factory-trained technicians equipped with the correct tools and diagnostic equipment, as well as fitting only genuine Scania parts and lubricants as specified for each individual vehicle. The maintenance programme keeps track of software updates for each vehicle and has a pro-active service scheduling feature to ensure no maintenance is overlooked. Scania Fleet Management collects and delivers valuable information regarding the performance of the vehicle, presented in weekly email summaries, covering fuel consumption, mileage, driver performance and more. All information is secured under the strictest privacy regulations. “The launch of the Scania Approved Used Truck Program in Australia delivers our customers an increased level of confidence in their purchase and greater faith and peace-of-mind in the vehicle,” says Anna Marie Taylor, national manager used truck sales for Scania Australia. “We believe the Scania Approved Used Truck Program will increase our sales of used vehicles through our network. The inspection in the Scania workshop by Scania trained and experienced technicians will ensure that the vehicles that meet the

Approved Program criteria are in excellent condition and will deliver reliable uptime for our customers. “As a result of Scania’s growing market share in Australia, and the increasing uptake of Scania Repair and Maintenance contracts, we have seen a larger number of very high quality, good condition preowned Scania trucks return to us when our customers repurchase,” Taylor says. “We know these trucks’ histories through their digital tyre-print, which gives customer’s far more insight into what they are buying. So, unlike in typical used truck buying situations, when purchasing a Scania Approved vehicle, customers are not buying blind or taking a risk.” Taylor says Scania is funnelling low-mileage, excellent condition trucks from its rental fleet that have been serviced by Scania into its used truck business. “These will qualify for the Approved Program as well,” she adds. “Thanks to the volume of new Scania deliveries in recent years, we can source a specific vehicle for a customer, if the specification they desire is not currently in stock. “Scania has access to a huge amount of data generated by its trucks across Australia and across the world, so we understand how much working life is left in individual vehicles when they come to us. This is not necessarily only dictated by kilometres travelled or age, but is influenced by driver performance, payload and the type of topography the truck has traversed over its working life. “All this data gives us a far clearer picture of the value of the pre-owned truck for the second owner, providing them with a vehicle that will deliver uptime with confidence,” Taylor says. The Scania says it’s Approved Used Trucks concept has been accepted in markets such as the United Kingdom and throughout Europe.

ownerdriver.com.au

1/09/2020 8:45:03 PM

Fruitful endeavour for SEA Electric Hino

ENERGY INFRASTRUCTURE firm Jemena is running what it says an Australianfirst electric powered ‘cherry picker’ truck as part of its effort to reduce carbon emissions across the Jemena Electricity Network in Melbourne’s north-west. The addition of the electric elevated work platform truck aims to reduce Jemena’s carbon output by 30 tonnes per year and is the result of a partnership with Australian electric propulsion company SEA Electric. “SEA Electric [is] a Melbourne-based manufacturer of electric vehicles and leader in converting commercial vehicles from diesel to electric,” Jemena executive general manager for electricity distribution Shaun Reardon says. “The cherry picker was converted into an electric vehicle as part of a major reconstruction over a 12-month period.” SEA Electric sales director for Australia and New Zealand Joe Di Santo says his team is excited to see the industry-first vehicle join Jemena’s Victorian fleet. “It’s been a special and historical project for the management and engineering staff at SEA Electric

to partner with Jemena in the development of this Australian-first 100 per cent electric elevated work platform service truck,” Di Santo continues. “The SEA Hino FG all-electric vehicle is anticipated to reduce Jemena’s carbon output by 30 tonnes per annum.” Reardon sees other gains from such a vehicle and foreshadows additions to the fleet.

“Not only is this electric powered cherry picker the first step in greening our fleet, it will also benefit our customers with a quieter operation and zero exhaust emissions,” he says. “We will look for new ways to further reduce the carbon emissions across our electricity network in the future.” Originally a Niftylift-built diesel cherry picker, SEA Electric converted the

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tech briefs

Cow encounter tests cab structure DETAILS HAVE emerged on the Volvo Group Trucks Technology (GTT) Wacol-based team’s ongoing testing of the truck maker’s heavy haulage componentry in local conditions. According to Volvo, a recent incident in the Northern Territory underscores not only the gruelling conditions trucks operate in but just how much damage a Volvo FH can handle “and still get the job done”. “Heat, dust and heavy gross weights all conspire to push engineering capabilities to the test,” Volvo’s account of the incident notes. “The team of 40 engineers are tasked with engineering locally manufactured Volvo and Mack products to create a uniquely

Australian range of trucks,” the report notes. “However, the Australian team also provide support to other markets when it comes to torture-testing components destined for other parts of the globe.” In this case, in the dark of night, a Simon National Carriers FH16, pictured above, collided with a spooked cow on the Barkly Highway, South east of the Three Ways junction. “Powering the 131-tonne triple road train combination was a Europeanspec Euro 6 16-litre engine that was being evaluated by Volvo Group’s local GTT team. “In the spirit of international engineering cooperation, the Australian team were pushing the continental

power plant out of its Northern Hemisphere comfort zone. “The resulting cow-related collision damaged much of the cab structure around the engine and even relocated some of the cooling package.” Volvo notes that, post-collision both drivers inspected the damage, with no coolant lost and the major components of the cooling system still intact.

“The trucks was subsequently able to drive the remaining 18 hours to Darwin, completing the trip before heading to the local dealership for repair. “No mean feat for a badly damaged vehicle. Whilst in Darwin the truck received a new cooling package, including the air-conditioning condenser and gearbox cooler. “Both bent front cab shock mounts were also replaced as well as an electrical repair to the throttle assembly.” Back in Brisbane the truck received further repairs, including a new wild-bar and some panel work. “The impact with over half a tonne of bolting beef failed to damage the chassis or steering components of the FH. “Not a bad testament to the strength and durability of the Volvo FH at all.”

“This has the potential to affect performance in both the MaxiParts business as well as the Australian trailer business. “MaxiParts has shown strong resilience through the COLVID-19 period to date and whilst growth may be slower, the underlying business is expected to remain strong. “The Australian trailer business has been supported in offsetting this risk through the Australian federal government incentive to increase the instant asset write off threshold from $30,000 to $150,000 (through to 31 December 2020) combined with the 15 month investment incentive (through to 30 June 2021) and is expected to continue to benefit the

Trailer Solutions business during this period. “Rains in South Eastern Australia should also support a higher production rate of Bulk Tipper trailers during the grain season in H1 FY21. “In the short term, order intake is improving, in food and grocery, general freight and tipper sectors, benefiting the Group’s Maxi-Cube, Freighter, Hamelex White and Lusty products. “These product lines are directly affected by the broader economic conditions, the crop outlook and the timing of commencement of new housing and infrastructure projects.”

MAXITRANS UPBEAT DESPITE ANNUAL LOSS MAXITRANS has recorded a net after tax loss of $35.5 million as the trailer-maker joins many other listed companies in a sea of red ink during this annual reports season. This represents a fall of 31.3 per cent on a 9.9 per cent revenue fall to $317.5 million and the dip into the red is put down to “impairments and other nonunderlying costs” of $36 million after tax. Most of this effort is centred on the main plant in Ballarat. “Despite these measures delivering a $10.1m benefit, these weren’t significant enough to offset the decline in volume, mix and manufacturing overhead recoveries of $17.1m,” the company states. The trailer segment’s revenues fell 15.4 per cent to $205.5 million, though it is noted the second half of last year was better than the first half. There was also extra income from federal government pandemic employment aid of $5.15 million. Given much of the current position is outside its control, the company will see a silver lining in the order bank at June

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30 being 40 per cent higher than this time last year, as a result of stronger agricultural markets and good orders in support of the food and grocery sector. The MaxiParts business stands up the best of the segments, defying the downturn with revenues steady at $130.8 million and gross earnings up from $8.7 million to $13.2 million. Executives will also be happy to have reduced net debt 62 per cent to $12 million and found efficiency savings of $8.4 million, with another $1.6 million to be saved this financial year. Notable developments during the coming financial year include relocation due in the second quarter of Queensland manufacturing operations from Richlands to a purpose built $4 million facility at Brisbane’s Carole Park. The move is expected to generate manufacturing efficiencies of more than $2.3 million a year “plus add product portfolio flexibility”. “It is expected market conditions in the Australian trailer market will continue to be slow as the impact of COVID-19 is compounding the already low levels of consumer confidence and other macro-economic drivers remain soft while operators continue to age their fleets,” the company says of its expectations for the coming year.

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are being treated like vermin and the government is happy to let it happen.

FOR THE OWNER-DRIVER Frank Black

ATA RESIGNATIONS

Lacking consistency The top-down decision-making process is failing truckies at every turn

URING the last few months we’ve been: hailed as heroes, put under extra pressure to stock shelves, had truck stops closed and only reopened after political campaigning, dealt with daily changes to health and safety procedures, been held up at closed borders, been fined for breaches out of our control, suffered a decline in work, and been shocked by a jail threat for speaking out on low rates. It’s a complicated time for everyone. In trucking, there’s an underlying theme to all the chaos: decisions that impact truck driver jobs are made by people in suits, in offices far away from the cab of a truck. I’ll demonstrate with this with three examples from the last few months.

GOVERNMENT FREIGHT CODE I’ll start with the obvious – the constantly changing government restrictions on border crossings and COVID requirements for essential workers. While it is understandable that governments must be cautious and adapt as we learn more about this pandemic, it is also important that rule changes are clear, reasonable and communicated broadly. I find myself reading up on rule

changes daily, which I often have only been alerted to by word of mouth or vague radio announcements. These rule changes are then open to interpretation by both truckies and law enforcement. The inconsistency is exhausting. After working out what we need to do, it’s then a case of finding out how to enact these rule changes. Here’s a good example: getting tested once a week is made difficult when testing stations are often not truck friendly and close before peak hours of trucks arriving at state borders. The onus is on drivers to abide by these rules, or else risk a hefty fine. We must source appropriate PPE, keep records of where we’ve been and who we’ve had contact with, and self-isolate if symptomatic, which is most likely going to be in the cab of the truck. It goes without saying, then, that drivers should be consulted and well informed about how all of this can be made possible. Instead, we’re treated like naughty school children and issued fines for breaches we may not even be aware of or are out of our control. I even saw a Victorian truck driver refused a shower and a table to sit at to eat a meal at a truck stop. The so-called heroes of the pandemic

FRANK BLACK has been a long distance owner-driver for more than 30 years. He is the current ownerdriver representative on the ATA Council.

ACCC THREAT

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I’ve said it throughout my years as the owner-driver representative on the Australian Trucking Association (ATA) General Council: truck driver representation at the ATA is, aside from me, non-existent. Let’s remember, the ATA was set up to improve safety in the industry following Australia’s worst truck crash, which claimed 21 lives in October 1989. You cannot improve safety in trucking without involving truck drivers in decision-making. Fast forward to 2020, and the ATA is being run by an exclusive club of the managing directors of trucking companies that make up the board, with just two token positions on the General Council: one owner-driver representative and one small fleet representative. The last few months have seen both the ATA Chair and CEO resign, with each serving short terms in their respective positions. This in itself is alarming and should be the wake-up call the association needs to rethink its leadership. This time around, rather than elevating another two of their rich corporate mates, the board should be transparent about an open and inclusive nomination and selection process. The General Council at the very least should be more involved and informed about the process, not simply delivered a polished nominee to vote in. This is the opportunity to return the ATA to the industry and its principles, rather than reinforcing its employerfocused agenda. Unfortunately, speaking with the lived experience of many General Council meetings, I have no hope of this happening.

On June 1, I received a threatening letter from the Australian Competition and Consumer Commission (ACCC) in response to an Owner//Driver column I wrote about the implication of low rates on truck drivers’ safety and viability. Rather than investigating the serious nature of my column – that truck drivers’ lives and businesses are at risk because clients at the top won’t pay fair rates – the ACCC threatened me with 10 years in jail. What’s worse, the ACCC has refused to withdraw the threat in several correspondence letters between the ACCC and the Transport Workers Union (TWU), who are acting on my behalf. The TWU called for a withdrawal and an apology, an investigation into the problems in trucking, and information on how the ACCC got my contact details. The ACCC has refused on all counts. I have since sent a formal request under privacy laws for information the ACCC has on me and my personal contact details. Despite requesting a speedy response, I so far have received nothing at the time of writing this column. The transport industry was in crisis long before the pandemic came along and made everything worse. If we want our industry to be viable, truck drivers must come together and fight to be heard.

ownerdriver.com.au

1/09/2020 8:41:10 PM

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