Owner Driver 339 April 2021

ownerdriver APRIL 2021 #339

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

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Truck of the Year Legend 900 takes out the 2020 Valvoline award See page 20

Father and son Resilience overcomes Mathie family’s cruel condition See page 62

LOGGED & LOADED

2006 Peterbilt defies retirement plans and gets back to work

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The new Actros.

A truck ahead of its time.

Setting the standard in long-distance and heavy-distribution haulage, the ground-breaking new Actros is more comfortable, economical and reliable than ever before1. Featuring 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.

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1

Compared to the previous model.

Please note: changes may have been made to the product since this publication went to press (March 2021). 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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Contents #339

APRIL 2021

62 76 VOLVO EYES FOSSIL-FREE FUTURE Volvo Group Australia’s recent press conference coincided with the release of an updated range of Volvo Trucks, as well as the arrival of the new Mack Anthem

20 LEGEND 900 VOTED TRUCK OF THE YEAR

34 BREAKING THROUGH THE BARRIER

A delighted Inverno family accepts the 2020 Valvoline Truck of the Year trophy

The Pilbara Heavy Haulage Girls celebrated International Women’s Day by encouraging young women to join the industry

24 ’58 KENWORTH AN OREGON ARTEFACT Western Sydney truck restorer Charlie Borg takes up the challenge of rejuvenating an imported relic

30 JON KELLY INTERVIEW

The former Heavy Haulage Australia boss talks about his current resto projects and new TV show

20

40 AMERICANA CLASSIC

Garry Leeson’s once-retired 2006 Peterbilt is back doing what it does best – hauling logs in eastern Victoria

62 FATHER AND SON

Quinten Mathie was always going to follow his father Phillip into trucks. Now, he’s forging his own future, despite cruel circumstance

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ownerdriver

BEHIND THE WHEEL Greg Bush

EDITORIAL

Editor: Greg Bush Ph: 07 3101 6602 Fax: 07 3101 6619 E-mail: Greg.Bush@aremedia.com.au Senior Journalist: Ben Dillon Ph: 07 3101 6614 E-mail: Ben.Dillon@aremedia.com.au Technical Editor: Steve Brooks E-mail: sbrooks.trucktalk@gmail.com Contributors: Warren Aitken, Katie Allison, Frank Black, Warren Caves, Warren Clark, Mark Gojszyk, Rod Hannifey, Michael Kaine, Sarah Marinovic, Ken Wilkie Cartoonist: John Allison

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Up to the challenge

I

NTERNATIONAL WOMEN’S DAY has come and gone for another year, but with all the media attention centring on Canberra and some of our most supposedlyesteemed politicians, it has attracted much attention and become more significant than in previous years.

We’ve seen a minority of men running for cover after being unmasked for their alleged immoral pursuits – and subsequently being forced to resign and/or being investigated by the authorities.

In the decades gone by, the male species has ruled the roost in politics, as well as in the private sector.

The trucking industry, however, is one industry that is actively encouraging women to get behind the wheel. One reason could be the driver shortage in Australia. More importantly, there many women out there keen to hit the road and drive trucks.

Now, that may surprise the traditional male brigade but it’s not uncommon for company owners to prefer women driving their expensive rigs. “They’re not as rough on the gear,” is one comment I’ve heard on a few occasions.

I’ve met and interviewed a number of women truck drivers over the years, both in Australia and internationally.

Sometimes, as in the case of young men, they’ve followed their parents into the industry. Others are fed up with sitting behind a desk and yearn for a vocation more exhilarating while enjoying the freedom of the road. Of course there’s also the opportunity to earn more money.

Generally, female truck drivers are well respected by their male counterparts. And there’s no doubt they’re more than capable of doing the job.

Take a look at Heather Jones and the Pilbara Heavy Haulage girls. Their effort in attracting newcomers to the industry – both female and male – is to be commended.

Last month the inaugural Women in Trucking’s International Women’s Day awards were announced with the nominees coming from many and varied backgrounds. Some were happy to drive local, while others followed Heather Jones’ example by joining the ranks of long-haul drivers.

Driver of the Year winner Hannah Hughes, a fourth generation truckie, is successfully plying her trade in a road train around Western Australia for McColl’s. In contrast, runner-up Bianca Clark does local runs around Sydney, driving a Kenworth T909.

Another award, the Trailblazer Driver of the Year, went to Jenny Coleman (pictured right), who has spent 10 years driving two-up across Australia with her partner. The more

experienced runner-up in that category, Michelle McDonald, has spent four decades on the road.

It’s not only freight companies who are encouraging women to join the industry. Truck manufacturers are also playing their part, with some young women eager to try their hand at becoming diesel mechanics.

It was only a couple of years ago that Scania invited female high school students to their Brisbane facility. A number were noticeably interested in the intricacies of today’s trucks.

Daimler is another supporter, linking up with Transport Women Australia to sponsor scholarships into the industry.

The world is changing, and Australia needs more drivers to fill the ranks of our aging workforce. And women are stepping up to meet the challenge.

In the meantime, have a read of Ben Dillon’s intriguing report on truck driving newcomer Bobbi Lockyer in the Pilbara region. It’s on page 34 of this issue.

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OWD 339.als - Base Edition 9

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

Rod Hannifey appointed NRFA president NHVR welcomes new appointment while acknowledging the work of outgoing president Gordon Mackinlay THE NATIONAL Heavy Vehicle Regulator (NHVR) has welcomed the appointment of well-known trucking safety advocate Rod Hannifey as president of the National Road Freighters Association (NRFA).

NHVR CEO Sal Petroccitto said Hannifey’s appointment would ensure smaller operators continued to have a strong voice when it comes to heavy vehicle safety reform.

“Rod has shown he’s willing to tackle just about any issue that leads to a safer outcome for heavy vehicle drivers and it’s

often a practical solution that’s born out of decades of experience,” Petroccitto says.

“Rod is a well-respected voice across the industry and I look forward to continuing to work with him and the new board.”

Petroccitto also thanked outgoing president Gordon Mackinlay.

“Gordon has been a strong voice for drivers and owner-operators and I wish him well,” he says.

“Under Gordon, the association has grown and gained significant influence with decision-makers at all levels of government.

“I’ve personally welcomed his

strong leadership over the past year as the industry tackled unprecedented challenges brought about by the pandemic and operational restrictions.”

Hannifey, well known as the man behind the wheel of the TruckRight Industry Vehicle, was elected as

Above: Newly appointed NRFA president Rod Hannifey

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Warning for warring tow truck drivers Western Sydney tow truck turf war on NSW government’s radar THE NEW SOUTH WALES GOVERNMENT reports that it is cracking down on rivalries between rogue tow truck companies that has seen anti-social behaviour spill onto the streets of western Sydney.

Minister for Better Regulation Kevin Anderson said the turf war has drawn the attention of NSW Fair Trading and NSW Police, which recently issued notices to 35 trucks from the Blacktown, Mt Druitt and Penrith regions to present for inspection following an increase in anti-social incidents on Sydney streets.

Several trucks were issued with breaches for offences under the Tow Truck Industry Act, while NSW Police identified issues relating to work diaries and vehicle defects, and NSW Transport issued 23 minor and two major defects for mechanical issues.

“We have strong laws to regulate this industry and we won’t hesitate to use them,” Anderson says.

“These inspections are a warning to any tow truck company or driver thinking of engaging in anti-social or criminal behaviour that we are watching and will call them in if we have to. The party’s over.

“I intend to keep these operations running for

as long as they are needed to remind these rogue operators that bad behaviour will not be tolerated.

“The Tow Truck Investigation Unit will continue to closely monitor this situation and if needed will team up with law enforcement to come down hard on anyone doing the wrong thing.”

The NSW government says criminal behaviour has pervaded the tow truck industry for decades, with the Act first being introduced in 1998 following an escalation of violence among companies.

“Motorists who’ve broken down or been in an accident don’t deserve to be harassed or pressured by operators looking get their car onto the back of a tow truck,” Anderson continues.

“And they shouldn’t be put in the middle of a stoush between rival operators looking to be first to the scene.

“We have worked hard to push out rogue operators in the last decade and to build a safer and stronger NSW and I won’t allow this type of behaviour to creep back into the industry.”

In addition to holding tow truck drivers and operators accountable, NSW Fair Trading is also warning motorists to be aware in the instances where their vehicle requires towing:

• Do not be bullied or pressured to sign a towing authorisation form and always remember that you as the customer can refuse a tow for any reason • Always contact your insurance company before signing a towing authorisation and therefore agreeing to have your vehicle towed • Never be pressured by a tow truck driver to have your car towed to a particular smash repairer as they are often affiliated with particular repairers • Never accept a hire/rental car from a tow truck driver without first contacting your insurance company as you may be liable for the cost.

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OWD 339.als - Base Edition 13

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31/3/21 8:21 am

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

ATA calls for truck dimension reform Andrew McKellar bemoans width and mass limits restrictions holding back new vehicle developments

Above: ATA CEO Andrew McKellar

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THE AUSTRALIAN TRUCKING ASSOCIATION (ATA) has taken aim at local truck dimension restrictions, saying the current rules prohibit the latest vehicle technology to enter Australian shores and must be overhauled.

The call comes as the ATA releases a submission on heavy vehicle emission standards, Heavy Vehicle Emission Standards for Cleaner Air – Euro VI draft regulation impact statement, to the Department Of Infrastructure, Transport, Regional Development and Communications (DITRDC).

The submission recommends increased width and mass for diesel trucks that meet the Euro 6 emission standard or equivalent, as well as electric and hydrogen trucks.

“Australian trucks have a width of 2.5 metres, with extra allowances for equipment such as tautliner curtain buckles, lights and removable load restraint equipment,” ATA CEO Andrew McKellar says.

“In contrast, trucks in Europe are generally 2.55 metres wide and trucks in the US are 2.6 metres wide.

“Electric and hydrogen trucks developed overseas will need to be redesigned for the Australian market to meet our dimension rules.

“This will slow the rollout of zeroemission trucks in Australia.”

McKellar says an increase in vehicle mass was also needed to encourage the purchase of newer, greener vehicles.

“Euro VI, battery electric and hydrogen trucks are heavier, which reduces the amount of freight they can carry and their commercial viability,” he says.

“There needs to be an extra 500kg axle mass allowance for single steer trucks and an extra 1,000kg for twin steer trucks,” he says.

McKellar says zero-emission trucks were a reality and needed the right policy settings to increase their uptake in Australia.

“We are getting to the stage now where international vehicle manufacturers are bringing electric vehicles to the market.

“To support this, government must ensure vehicle standards regulations are flexible enough to allow that to happen.”

The Euro series of standards regulate the emission of carbon monoxide, hydrocarbons, nitrogen oxides and particulates by on-road heavy diesel vehicles.

All new trucks sold in Australia must, as a minimum, meet the Euro V standard or the equivalent US/Japanese standards.

McKellar says the Government’s proposal to mandate Euro 6 or the equivalent US/Japanese standards should be brought forward to January 1, 2024 for new truck models and January 1, 2025 for new trucks generally.

The government’s current proposal is

to mandate Euro 6 or its equivalents for new truck models from July 1, 2027 and for new trucks from July 1, 2028.

“After extensive consultation with our members, the ATA considers that we can now mandate Euro 6 and its equivalent standards earlier than originally planned, but the mass and width changes must come into force well in advance of January 1, 2024,” he says.

The ATA’s full list of recommendations are: • The Australian government should mandate Euro VI emissions standards at Stage C and equivalent US and Japan standards for new heavy vehicle models from 1 January 2024 and all new heavy vehicles from 1 January 2025, conditional on offsets to mitigate the cost to industry • The Australian government should not proceed with the proposal to mandate stage D of Euro VI emission standards for heavy vehicles • The Australian government should maintain all heavy vehicle categories on the same introduction timeline for implementing Euro VI emission standards • The Australian government should ensure that the final regulatory impact statement for mandating Euro VI emission standards for heavy vehicles complies with the Guide to Regulatory Impact Analysis, and actively include offsets for the additional proposed regulatory cost burden on industry • The Australian, state and territory governments should deliver vehicle standard offsets for Euro VI heavy vehicles, including an additional 500kg axle mass for steer trucks, an additional 1,000kg axle mass for twin steer trucks and increasing heavy vehicle width • The Australian government should ensure that the vehicle standard offsets for Euro VI heavy vehicles are delivered well in advance of the implementation of Euro VI as a mandatory standard • The Australian government should extend the vehicle standard offsets delivered for Euro VI heavy vehicles to hydrogen fuel cell and battery electric heavy vehicles • The Australian government should implement Japan pPNLT-2017 and USA EPA 2013 as equivalent international standards to Euro VI Stage C • The Australian government should, in conjunction with states and territories, initiate reform to regulate off-road engine emissions.

It has been noted recently that, by current standards, a Tesla semi truck would not fit the current criteria and the maker has made a submission to the National Transport Commission’s Heavy Vehicle National Law (HVNL) review.

ownerdriver.com.au

31/03/2021 1:35:03 PM

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OWD 339.als - Base Edition 15

29/3/21 2:31 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

NHVR eyes fatigue technology trials VTA conference attendees told pilot testing in fleets to start identifying preferred regulatory path

THE NATIONAL HEAVY VEHICLE REGULATOR (NHVR) is to probe how fatigue technology can be recognised in regulatory frameworks, CEO Sal Petroccitto says, in an update to the Victorian Transport Association (VTA) conference.

Petroccitto emphasises fatigue is a key area of focus for the regulator and technology will be one of the aspects to help it in this space.

“There is widespread agreement across the industry that counting time is not an effective measure of managing fatigue, and fatigue is unique to each individual,” he says.

“What makes you tired is something different to what might make me tired.

“We know that to properly manage fatigue risk we need to collectively manage individual driver behaviour fatigue as well.

“One of the key tools in helping to manage the individual driver fatigue is around fatigue, distraction and detection technology.

“We know the benefit of this technology and its ability to contribute to saving lives by alerting drivers to incidents before they occur, is where we need to land.

“So, we want to foster this life-saving technology, which is why we are launching a pilot of this technology to understand how it can be recognised in the regulatory framework.”

Though short on further detail,

NHVR CEO Sal Petroccitto (left) addresses the 2021 VTA conference

Petroccitto notes the pilot will start in May with a “small and contained group” of operators, with a view of expanding the program later in the year.

“We think this is the right approach to take with technology – a partnership model whereby the interested parties work together to understand the benefits for everyone.”

Petroccitto says it is important that the legislation is neutral with respect to technology “You have made significant investment in technology solutions to meet your individual business needs,” he says to delegates.

“Governments should be leveraging the systems you have in place – we support a model similar to the development of EWDs [electronic work diaries], where the regulator may set the performance standard or criteria – not the type of technology, we let the market determine how to best meet those standards.”

The fatigue technology trial falls into the broader context of how future industry regulation is shaped, with Petroccitto expanding on the regulator’s submission to the National Transport

Commission’s (NTC’s) consultation regulation impact statement (RIS) on the Heavy Vehicle National Law (HVNL) review.

NHVR seeks a “law that’s clearer, forward-looking and future-proofed” as there likely won’t be as good a future opportunity for reform beyond this, Petroccitto notes.

He doesn’t want to see all power to the regulator, rather to “regulate efficiently but still held to account by ministers” while having more scope to be responsive to change, with current framework needing 12 to 18 months for any legislative change.

For operators, he wants “risk-based investment and commitment rewarded and supported by legislation put forward”, with a prescriptive element still able to those who so desire it.

On that, Petroccitto notes he is not supportive of operator licensing, saying the cost of it is too great compared to current frameworks, with a competency-based approach a more desirable outcome.

Though not expanding on it, he argues a national heavy vehicle registration system is worthy of investigation.

Further, the NHVR CEO is keen on

swifter heavy vehicle access gains, particularly around performance-based standards (PBS) vehicles.

Data shows PBS vehicles are involved in 46 per cent fewer crashes per kilometres travelled, and are 15–30 per cent more productivity, helping to transition away from older trucks.

The 12,000th PBS combination is projected to be reached soon, and not by 2030 as originally forecast, with a 40 per cent increase in PBS vehicles on past year driven by industry demand and the instant asset write-off scheme.

On road access, some 94 per cent of permits are approved but the process is too slow, Petroccitto notes, with a 28-day limit too long, and 14 days more desirable, though VTA CEO Peter Anderson echoes some operator sentiments that such arduous permit processes are not necessary at all.

While that reality is some way off, Petroccitto notes, he sees a risk- and consent-based focus as honing in on higher-risk sectors and easing the burden for those with proven safety records.

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OWD 339.als - Base Edition 17

29/3/21 2:31 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

More overtaking lanes on the Newell Safety and timesaving benefits for freight transport through joint government infrastructure projects WORK TO PROVIDE more overtaking opportunities on the Newell Highway has taken another leap forward with two lanes recently completed at Redbank and Coobang.

Federal transport minister Michael McCormack says the investment in new lanes is to improve the safety and the efficiency of this key freight and tourism corridor.

“Road users on the Newell Highway are already experiencing improved safety and more efficient travel times with 17 new lanes now completed, including the northbound overtaking lane near Parkes and the southbound overtaking lane at Redbank, near Coonabarabran,” McCormack says.

“We look forward to the remaining overtaking lanes being delivered, providing even greater freight productivity and safer and more enjoyable journeys on the Newell Highway.”

NSW minister for regional transport and roads Paul Toole says the rollout of the overtaking lanes was being accelerated through a strategic partnership with industry.

“To date, we’ve added 25 kilometres of overtaking lanes on the Newell

on the Newell Highway,” Coulton says.

“Extending these overtaking lanes will make using them less hazardous, providing everyone with a safer and more reliable road network in regional NSW – one that will get motorists home sooner and safer to their families.

“It will also be a huge fillip for freight, which will bring major benefits to the region.”

NSW MP Sam Farraway says this initiative is another example of the Australian and New South Wales governments working together to build productive infrastructure that the local community and economy need.

This commitment is reflected in a further $59.5 million package of safety improvement work to be rolled out at seven projects, starting at Dustys Creek and Redbank.

Work involves widening the shoulders and centre line, as well as installing audio-tactile line marking

“It will also be a huge fillip for freight, which will bring major benefits to the region.”

Highway, enabling more efficient freight transport and providing around 15 minutes in time-saving benefits to motorists,” Toole says.

“By the end of 2021, we expect to have delivered 25 lanes as part of our commitment to build a safer, stronger road network in regional NSW.” Federal member for Parkes and minister for regional health, regional communications and local government, Mark Coulton, says the Newell Highway works were helping save lives on the state’s busiest freight corridor.

“With these investments, we are playing a part in reducing the occurrence of fatigue-related crashes

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on the edges and centre of the road.

These safety improvements along a one kilometre section at Dustys Creek and a five kilometre section at Redbank are also being delivered by the Newell Highway Program Alliance.

Work at Dustys Creek started on March 23 and is expected to take three months to complete, weather permitting, with work at Redbank also underway.

In the 2020-21 Budget, the Australian government announced $591.6 million in a joint $736.6 million investment with the NSW government for infrastructure projects along the Newell Highway, including $60 million towards overtaking lanes.

Upgraded heavy vehicle inspection bays for Newell A $2.3 million upgrade to heavy vehicle inspection station bays in the New South Wales central west will drive improved heavy vehicle safety along one of the state’s busiest freight corridors, the NSW government says.

Minister for Regional Transport and Roads Paul Toole said work to upgrade heavy vehicle inspection bays on both sides of the Newell Highway near Back Yamma Road at Daroobalgie between Parkes and Forbes commenced in March.

“The NSW government is already investing more than $720 million as part of the Newell Highway Upgrade Program to improve productivity right along the Newell, particularly for trucks – and it’s critical we also invest in safety as part of our vision for safer and stronger regions,” Toole says.

“This upgrade to the heavy vehicle inspection bays at Daroobalgie will include a new inspection shed, boom gates, improved safety barriers and resurfacing of the road approaches.

“It will ultimately improve efficiency and safety by enabling

more heavy vehicles to be checked at different times of the day.”

Work commenced on March 8, which Sam Farraway, member of the Legislative Council, says is supporting around 15 jobs.

“Our heavy vehicle inspectors play a critical role in ensuring the safety of trucks on our roads but some of the inspection facilities themselves are quite basic,” he says.

“The existing heavy vehicle inspection bays will have roofs built over them to protect workers and freight operators from the elements.

“A new amenities block including a shower, toilets and small storage room with disabled access ramp will also be built.”

During the work, which is expected to be completed soon, heavy vehicle inspections will still be carried out along the Newell Highway in various locations.

Motorists are advised to follow the direction of traffic control and all signs, including reduced speed limits.

ownerdriver.com.au

31/03/2021 1:29:10 PM

Improvement notice follows NHVR raid Emissions control and ‘remapping’ at core of Sunshine Coast investigation

A NATIONAL HEAVY VEHICLE REGULATOR (NHVR) investigation into a Sunshine Coast operator has produced evidence of engine tampering.

The unnamed company is now subject to an improvement notice.

A joint investigation between NHVR and Queensland Police Service officers confirmed the emissions control system on one of the company’s trucks had been switched off, while the control system on a second vehicle had been ‘remapped’ to allow increased emissions, the regulator explains.

The parties entered the unnamed company’s premises earlier this year.

NHVR executive director statutory compliance Ray Hassall says tampering with an engine control unit (ECU) is a serious breach of the Heavy Vehicle National Law (HVNL).

“Engine remapping is a serious offence and a direct threat to public health, safety and the environment,” Hassall says.

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“The Improvement Notice compels the operator to have the remainder of its fleet checked by inspectors authorised to examine specific engine makes and models.

“The operator is now fully aware of the need to

comply with the HVNL and of its responsibilities to drivers, the community and the environment.

“We’ll continue to work with the operator to ensure compliance with the notice and any further directions.”

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2020 truck of the year

Photos by Cristian Brunelli

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31/03/2021 1:13:50 PM

LEGEND WINS OUT

The 2020 Valvoline Truck of the Year recipient has been decided and, due to another COVID lockout, belatedly presented. Warren Aitken travels to Dalmore, Victoria to hand the prized trophy to the delighted Inverno family, proud owners of a sparkling Kenworth Legend 900

W

ELCOME TO APRIL and, finally, the announcement of the 2020 Valvoline Owner//Driver Truck of the Year award. With the high calibre of Valvoline Truck of the Month winners it was a pretty tight race to the flag but, in the end, much like The Highlander, there can be only one. Owner//Driver magazine, along with Valvoline, are proud as punch to award the trophy to the entire Inverno family and their stunning Kenworth 900 Legend.

With 2020 being such a strange, screwed-thepooch kind of year, it seems almost poetic that it has taken us so long to be able to get down to surprise the Inverno family and hand over the Valvoline Owner//Driver Truck of the Year trophy.

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In truth, I had snuck down earlier but another quick-fire Victoria lockdown had me out of the state before I could get the trophy delivered.

Therefore, it was an absolute pleasure for me and a bit of a shock for Peppi, Danielle, Jeremy and Chris, when I finally got to rock up and break the news to them.

So, a quick rundown on the Inverno 900 Legend.

G&D Inverno runs a fleet of five trucks with the 900 being the boss’s workhorse. Sorry, I should clarify, the family will actually tell you Danielle is the boss, so I should say ‘the 900 is driven by Peppi’.

There is a custom-built B-double tautliner set Left: The Kenworth Legend 900’s regular run is Melbourne to Adelaide

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“I just can’t believe it; I never thought ours would win.”

Above: The Legend 900 is always presented in sparkling condition, thanks to Jeremy and Chris Inverno. Photo by Warren Aitken Left: Owner//Driver’s roving reporter Warren Aitken (left) hands over the Valvoline 2020 Truck of the Year trophy to Jeremy, Danielle, Chris and Peppi Inverno

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that sits behind the Kenworth when it undertakes its weekly runs, predominantly between Melbourne and Adelaide. In a quirky turn of fate, the day I rocked up to deliver the good news to the family it was bang on three years since Peppi picked the truck up.

Over those three years he has racked up over 300,000 kilometres and, if anything, the truck is almost looking better than new. That is our segue into introducing the young man who is really responsible for not just the state of the truck, but for the fact we were able to photograph it and get the whole story behind it as well – Jeremy Inverno.

Jeremy spends all his spare time cleaning the G&D fleet, specifically the 900 Legend. That’s not to exclude Jeremy’s younger brother Chris who helps out as well. However, Jeremy has been the driving force behind all this.

Window pain We shall just take a little detour here to include a little story that Jeremy’s mum Danielle told me while I was in town. The story explains how Jeremy got into cleaning trucks because it was never something he particularly enjoyed doing. Truth be told, he started because he was shockingly bad at AFL. “Jeremy and Chris were out the front of the house kicking the ball around,” Danielle explains.

“I warned them to be careful, then Jeremy

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kicked it to Chris and it’s gone straight through the front window.

“Jeremy was told he’d have to clean the trucks to pay them back for the window.”

It’s worth noting here that Jeremy is adamant it was Chris’s bad hands, not his wonky kick that led to the broken window. Either way, Jeremy took to cleaning quickly with a skill level far exceeding his AFL abilities. He soon repaid his parents for the window but remained dedicated to cleaning after school and on weekends.

His passion for trucks and his work ethic saw him garner a prized apprenticeship at Hallam Truck Centre in Melbourne at the start of this year – a highly sought-after opportunity. Even this didn’t stop his desire to look after the company fleet though.

Such was his pride in the trucks that when the family was approached for a story, it was Jeremy that pushed his publicity-shy dad into running with it.

“We were just overwhelmed when the truck got picked for Truck of the Month [last July],” Danielle exclaims, going onto to say it was a real honour considering the standard of trucks throughout Australia.

Pristine condition It really was a pleasure when I was able to tell the family that their truck had been voted the 2020 Valvoline Owner//Driver Truck of the Year. At some

stage throughout the afternoon I think I heard exactly the same line from everyone – Peppi, Danielle and Jeremy. “I just can’t believe it; I never thought ours would win.”

Well it did, and it is well deserved. Even on a random Saturday in early March when I rocked up, the 900 was in pristine condition. Apparently, as is usually the case, Jeremy had already been out washing and polishing after work, getting the truck ready for his dad to head out again on Monday.

Full credit to the Invernos. They are a hardworking Australian family that take huge amounts of pride in what they do and how they do it. It was a real honour to award them the 2020 Valvoline Owner//Driver Truck of the Year.

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trucking heritage

OREGON ARTEFACT Western Sydney truck restorer Charlie Borg takes up the challenge of rejuvenating an imported weather-beaten 1958 Kenworth into a roadworthy truck while maintaining its original character. Warren Caves writes

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“The engine delivers power to the wheels via a five-speed Spicer crash gearbox.”

T

HE ONSET OF COVID-19 has no doubt driven a surge in the already booming historical truck movement over the past couple of years. The preference for staying at home and limiting social interactions on any sort of scale has undoubtedly led to much more ‘shed time’ for those midprojects and resulted in some others previously relegated to the back burner for some time slowly but surely rolling their spider web-covered cabs out from their dusty caverns of ‘blokedom’.

Even so, with so many projects on the go, I really don’t know where Charlie Borg, current custodian of this 1958 Kenworth, finds the time.

Among Charlie’s other toys and projects are a White Road Commander named ‘Lizzy’, a Kenworth SAR, a Kenworth S2 in the build, a restored 1956 Austin that was originally a Resch’s brewery truck, a W-model Kenworth and a White 3000 part way through restoration.

Upon approaching Charlie’s 1958 Kenworth – official model classification CC925C – my curiosity was immediately piqued by the inscription on the door – ‘Lebanon Truck Service’. As many would, my mind immediately thought of that far off Middle Eastern country adjacent to the Mediterranean Sea, a land of kebabs and falafel. I wondered how many Kenworths made it to the Middle East, I naively thought to myself.

After initial introductions, obviously one of my first questions was, surely this truck is not from Lebanon, is it Charlie? “Yes,” he proclaims. Lebanon in the USA to be more specific.

Charlie informs me that there are several towns named Lebanon

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in the US and, as indicated by the build sheet he has for this particular truck, Lebanon, Oregon is where this truck hails from.

A little post-interview Googling revealed there to be anything up to 47 Lebanons in the US! Lebanon Truck Service of Oregon unfortunately didn’t reveal much from Google searches and, apart from the build ticket information and address, not much is known to Charlie about the truck’s obviously well-lived life prior to coming to Australia.

Lebanon is a small town in north-west Oregon with a population of around 17,000 residents and was once famous for its strawberry production and timber industry. The once thriving local timber industry eventually petered out in the 1980s. Perhaps Charlie’s Kenworth was originally used for timber transport or, as the name on the door references, “truck service”. Maybe it was used as a recovery or salvage truck for a truck repair business? Charlie is determined to find out some day.

As for recent history, Charlie can trace it back around five years

Top: Charlie and his best mate Lu-Lu, who also enjoys a ride in the classic Kenworth Above: The original Cummins 220hp in-line six-cylinder turbocharged engine still powers the ’58 Kenworth

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Above: The evergreen Kenworth boasts thermostatically-controlled pneumatic grille shutters Below: ‘Lizzy’ the White Road Commander is another Charlie Borg project Opposite from top: Charlie takes the ’58 for a spin near the site of western Sydney’s new airport; The 13-speed gear knob is a red herring; The Kenworth originally worked in Lebanon. Oregon, USA that is, not the Middle Eastern country

or so when the truck (and an assortment of other Kenworth parts) were imported into Australia by Adam Lovell.

The truck was then on-sold to Bernie Learson of Premier One Cleaning Products. This is how Charlie, a friend of Bernie’s through their love of historical trucks, came to first see the 1958 Kenworth.

According to Charlie, at the time, Bernie was also restoring a Ford LTL model truck and reluctantly decided to let the ’58 Kenworth go, to divert funds into his other project.

A deal was brokered and the Kenworth found its way to Charlie’s place on Sydney’s western fringe, near to the fast emerging second airport site.

Original character A vehicle bodybuilder/boilermaker by trade, Charlie was well placed to carry out the considerable task of customising and rejuvenating the 63-year-old Kenworth classic.

Much of the original characteristics of the truck remain.

The power plant under the hood (in this instance I am comfortable using the word hood instead of bonnet) is still the original Cummins 220 horsepower (164kW) in-line sixcylinder turbocharged engine, complete with in-cab operated

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decompression lever for those cold winter mornings. The engine delivers power to the wheels via a five-speed Spicer crash gearbox (the 13-speed gear knob has been added to confuse the unfamiliar) and a three-speed joey box.

To better cater for the sub-zero operating conditions, louvered grille shutters controlled by an air solenoid and thermostat probe in the cooling system, control the amount of available air passing through the grille. This design would be of great benefit preventing the engine running too cold when operating in ridiculously cold climates.

After a lot of time and effort, cleaning and re-riveting the louvres in place, Charlie set about trying to repair the air solenoid valve, which didn’t seem to be working properly, when he broke the housing in the process. Panic set in for a moment when Charlie questioned, where was he going to find a new one of those? After some research, he found they were still available new from the ’States. A new valve was soon in place, restoring the whole unique system to working order.

Destined to become further customised to suit its new owner’s needs, the ’58 had already seen some modification prior to Charlie taking ownership. Originally a bogie drive on torsion bar suspension, the truck had been shortened to a single drive on leaf spring suspension back in Oregon prior to starting its new life ‘Down Under’.

Once in Australia, the suspension was once again upgraded to something a little more ‘back-friendly’, with AirLiner suspension from a Freightliner fitted to the rear. To the best of Charlie’s knowledge, this was done by Adam Lovell.

Not content with the truck in its configuration when he bought it, Charlie set about modifying the truck for his own needs and taste, with the end goal being to finish up with a vehicle suited to indulging his other hobby, race cars. The truck was to be modified to transport his beloved Mini Cooper to race meetings.

While the suspension set up was a far cry from the original torsion bar design of old, Charlie believed he could improve things even further and set about re-engineering the truck to more modern levels of comfort.

Drawing from his experience in fine-tuning the handling performance of race cars, Charlie added dual ride height valves to the rear suspension, which sees the truck sit much flatter in corners. The front suspension was not overlooked either. In a system of Charlie’s own design, the leaf spring packs were reduced to just two leaves to maintain front axle positioning. It was then fitted with a set of Kenworth air bags, added to bear the load. These

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“The design was eventually deemed safe for road use.” too feature dual ride height valves for enhanced cornering and stability.

Distinctive note The offer of a short joy-ride in the truck by Charlie was quickly accepted and I was pleasantly surprised by the relative comfort the truck yielded. There was little of the expected bucking and pitching to be felt. The only discomfort I noticed came from sitting in the right-hand side of a moving truck without a steering wheel in front of me for reassurance.

The deep burble provided from the straight-through exhaust pipes provided the perfect soundtrack and gleaned many a turned head and a few waves as we trundled along one of the main arterial roads that will soon service Sydney’s long awaited second airport. Charlie’s suspension design concepts are ‘on point’ and really do work a treat.

It would seem the icy winters of northern Oregon had a distinct influence on the braking design for this ’58 Kenworth.

It would seem the risk of jack-knifing and front axle skidding were sufficient enough for the engineers of the day at Kenworth to regard the fitment of brakes to the front steer axle as a risk, so brakes were not fitted to the steer axle from factory. Obviously these conditions in Australia are infrequently encountered, so Charlie in his wisdom set about adding front axle brakes in a move that he thought surely worthy of bonus credits, come engineer inspection time? Perhaps not!

S-Cam brakes were eventually fitted to the front axle, which was not without its difficulties due to the left-hand drive configuration of the truck. When it did come to engineering inspection time, Charlie proudly offered his truck up for examination and was very forthcoming in pointing out to the inspector that the truck originally didn’t have any front brakes at all but is now much safer by their fitment.

At this point Charlie says he saw an expression of uncertainty wash over the engineer’s face. By fitting brakes, an act of what Charlie thought to be an obvious improvement in safety, he had inadvertently inflicted a whole new level of scrutiny the truck had to be subjected to get the design passed. After much balance and brake-force testing and general compliance headaches, the design was eventually deemed safe for road use.

To facilitate the transport of his Mini Cooper, Charlie has added an electrically operated, hydraulic tilt tray to the truck to enable easier loading of the car.

Much like his vision with this truck, it seems Charlie is the kind of bloke that can see potential in all manner of bits and pieces. He points out to me that the steel angle used on the sub-frame for the tilt tray was salvaged from his childhood home at St Johns Park, demolished many years ago.

Brassy lady Adding to the personal touches featured on the ’58, a brass woman

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“If you see something you like and you have the money to buy it, then buy it”. resides proudly on the hood. Charlie goes on to explain: “My dad used to have a poultry farm and while on the delivery runs he would like to go to an old scrap yard at Yennora, which was on the way. I’m nearly certain he would have found her at that scrap yard.

“We would go on these runs in his old Bedford and the brass woman eventually found her home on the front of that truck. The woman then found herself in my brother’s possession before he gave her to me. I was going to put her on a Kenworth S2 model I’m also restoring but I decided she would be better placed on the ’58 model as the bonnet doesn’t tilt forward and pose a risk of walking into her,” he says.

“I have had a few trips to the USA and on the last trip I tried to find out a bit more on this truck’s history without much success.

“I have the build ticket and know that it came from Lebanon, Oregon, but that’s where it stops for now. I’m keen to try again someday.”

According to Charlie, the Lebanon painted on the door often creates confusion.

“I had a group of Middle Eastern guys come here for business one day and one of them noticed ‘Lebanon’ on the door and he became a little abrupt, questioning why I – obviously not Lebanese – had this on the door.

“After some explaining he settled down and took a photo of the truck to show his mates,” Charlie laughs.

After getting the truck on the road, Charlie visited his mate Bernie to show it off. He says Bernie had always regretted selling the truck but was happy to see it up and running. While there, Charlie took Bernie’s wife for a drive in the truck. Now yarns can be spun and truths sometimes get in the way but, as Charlie tells it, Bernie’s wife didn’t want him to sell the truck either and after the drive she didn’t talk to him for two days.

Charlie says his dad used to say to him: “If you see something you like and you have the money to buy it, then buy it.” That must have sunk in as that’s exactly what he did with this truck. He could see the potential in it and, with his skills as a body builder and fabricator he has been able to save a lot of money on its restoration by doing the majority of the work himself.

Resisting the urge to paint her up pretty, Charlie is sticking with the age-weathered Patina look for the ’58 Kenworth, holding on to the scars and ageing that stand testament to its 63-year life of toil and adventure spanning two continents.

The icy grey winters of North America it would seem, are far behind this little truck now, with a life of semi-retirement Down Under befitting of any hard-working 63-year-old assured.

Top: Charlie Borg gives the old Kenworth a rinse after a leisurely drive Above left: A brass woman, a relic from his father’s scrapyard visits, adorns the Kenworth’s bonnet Left: The Kenworth’s hydraulic tilt tray has been added to haul Charlie’s Mini Cooper race car

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address these kinds of safety risks. It has not addressed rates, despite promising to do so at the time, it has not held clients to account and it has cut the trucking community adrift.

It has allowed the likes of Amazon and the gig economy to walk into Australia and drag conditions down further in the absence of regulation.

TWU Michael Kaine

Unanswered questions

SKIPPING BREAKS

Much publicity has centred on the Porsche driver, but what about the state of the pressured truckie?

I

NCIDENTS LIKE what happened on the evening of April 22 last year on the Eastern Freeway in Kew, Victoria, rightly send shudders across our industry.

The deaths of four police officers as a result of a truck crash is so tragic and abhorrent that it will end up as one of those crashes we won’t ever forget.

Mohinder Singh has pleaded guilty to charges related to the crash after he veered into the emergency lane and hit the police officers gathered around a Porsche they had stopped.

A recent court hearing on sentencing revealed some of the details of the case.

Singh was not only high on ice but he was also using the truck to deliver drugs. He had had five hours’ sleep in the previous three days.

The court heard Singh faced “sustained pressure” to drive that day from a supervisor at Connect Logistics. This supervisor also faces serious charges after police uncovered details of how Singh stated that another supervisor told him he wasn’t fit to drive but was told to do so nonetheless.

Singh, the court also heard, was “vulnerable to influence” given his mental state and was concerned at being sacked as he was on a sixmonth probation with the company.

We can say that these kinds of cases just don’t happen much in our industry anymore. But the fact is that this did happen and it shows in an extreme way how low things can go in our industry.

We shouldn’t be shocked because the truth is there has been little or nothing to stop this happening and everything that is creating a race to the bottom in our industry.

Singh will be sentenced this month and could be put away for several years. But will our industry really be any safer?

The thing that should shock people

is that while Singh and the supervisor have rightly faced scrutiny and criminal charges, not much light has been shone on how someone in that state can get put into a truck.

DRUG DELIVERY A case as serious as this involving the deaths of four police officers should address all of the unanswered questions, including: • Why was nothing done about Singh’s behaviour, which must have been apparent before April 22?

• How was he allowed to use the truck to deliver drugs, given all the truck monitoring technology that is much touted nowadays?

• What training did he received?

• When was he last drug-tested?

• What pressures was the supervisor under to get the delivery done?

• Was Connect Logistics under financial pressure that resulted in the driver and supervisor working there who were not fit for the job?

• What were the terms and conditions of the contract to deliver the frozen chickens that Singh was carrying?

• Did it allow for the safe transport of the goods?

Singh’s sentencing this month will coincide with the fifth anniversary of the tearing down of an independent tribunal that was investigating risks to safety in trucking.

Had the tribunal been in place, it could have investigated these issues and scrutinised the entire supply chain to see what went wrong. It could have made recommendations and orders if necessary to address the safety risks.

The tribunal was investigating the oil, fuel and gas industry following the Mona Vale crash in 2013 in which two people were killed. That investigation was also abandoned, along with the tribunal.

The fact is that the federal government, which abolished the tribunal, put nothing in its place to

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

“How was he allowed to use the truck to deliver drugs?”

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We are working with reputable industry bodies and clients which are interested in lifting standards in our industry and want to put an end to incidents like those on April 22, 2020. We are keen to work with these, and other, groups that care about the reputation of our industry and want to address the safety problems that see too many tragedies occurring.

There have been 895 deaths from truck crashes in the last five years. There is no doubt that many of these lives would have been saved if we could ensure that no transport operator felt financial pressure that resulted in maintenance being delayed and truck drivers forced to speed, drive long hours and skip mandatory rest breaks.

There are many in our industry on board with pushing for regulation to lift standards in it. There are a few that, for ideological reasons, remain outside the tent, pushing meaningless voluntary codes and cosying up to and standing in for publicity shots with those in politics who have no interest in making our industry better.

When it comes to road safety and stopping incidents like those from April 22 there should be no argument but that our industry has got to change.

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interview

RETRO RETURN

Jon Kelly went from having his own television program and a fleet of flashy trucks to being forced to start over. The former Heavy Haulage Australia boss chats with Ben Dillon on his current resto projects and a new TV show OWNER//DRIVER: LET’S REWIND nearly 10 years. You had your own TV show, a fleet of flash trucks in your business Heavy Haulage Australia (HHA), and from the outside it looked like it was good to be Jon Kelly. What happened?

Jon Kelly: At the end of the day a lot of people forget that I did sell the business (HHA). Unfortunately when McAleese bought in they didn’t have enough firepower to get through the downturn in the economy and it took out a lot of players in heavy haulage.

We needed additional equipment and they had surplus capacity to assist us so it was good fit in theory but I don’t think anyone really saw the downturn in the market coming in 2014-15. We were the biggest privately owned heavy haul company in the country, 80 per cent of our revenue was contracted, so we were different to a normal transport company. We were the up-and-coming new blood and I think they wanted

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to reinvent their established product.

I thought that selling to a publically listed company would be a safe bet and I didn’t expect them to go down in the process.

OD: The economic downturn didn’t help but was it only that, or were there other factors?

JK: The business got too big for me, like I wasn’t a 120-truck operation, I wasn’t a 200-300 staff kind of person, I’m a 20-30 truck kind of person where I can run it all myself, it was just wearing me out. I look back on it and what I did was superhuman, I can’t imagine putting

Opposite: Jon Kelly Top: The Cruiser and Mack share the company colours, leaving Jon a choice of big or bigger Left: This Kenworth C509 may be one of the trucks that makes it onto the new show

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Photos by Ben Dillon

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“I loved every minute of it, but ‘been there and done that’ definitely applies.”

Top & opposite: The before and after on this Western Star shows the intent of the new TV show, which will feature full restorations as well as smaller builds

myself through that again. I loved every minute of it, but ‘been there and done that’ definitely applies. I’ve learnt a lot about work/life balance since and the truck sales yard helps with that, but I’ve still got a couple of heavy haulage trucks getting spoilt.

Above: Jon loves the movie so much he commissioned this picture, which hangs in his office

OD: So with heavy haulage in your rear view now, does that mean no MegaTruckers season 2?

Opposite below: This Cumminspowered Western Star is one of the trucks in the yard waiting for its new owner

JK: Oh listen, with the new show, Mega Truck Rehab, there’s a little bit of MT in every episode we do. It’s a new show with a few familiar faces from the original series; it’s going to be like a Gas Monkey Garage crossed with American Pickers. We’ll go around and find these cool trucks and we’ll restore them and relive the history. Ideally we’re looking at 1980s-onward trucks and I like my North American trucks, so Kenworth, Western Star, Mack, I don’t mind an old White as well. I’d love to do a Kenworth ‘anteater’ but you’ll have to watch the show to find out.

OD: The new show is just about truck restorations?

JK: Everybody knows my trucks around the world, it’s not

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just Australia, so if you ask people about ‘Try Me’ or ‘Bandit One’, everyone knows these trucks, so as part of the show I do what I call a ‘statement truck’ and we’ve got five of those lined up to do. This is where I go and get a ‘barn find’ classic or a very noteworthy truck and we do a full resto or a full change and it gets a name, it gets a personality and it becomes a member of the family, so that’s a lot to do with five of those this year.

But, we will also do trucks that might come into the yard and I get a lot of metallic brown with gold stripes and then name that truck and put it on the yard to sell. Then we get trucks that come here and we do a quick turnaround and sell them. So, we’re covering all bases with something like a two or three hundred thousand dollar refurb right through to something which gets a quick detail, a pat on the bum and go.

There’s been a massive following from the original MegaTruckers, so there’s been a lot interest from overseas in the US, UK, Ireland and, believe it or not, India. They have a big trucking culture over there.

OD: You said yourself you did well in heavy haulage; will trucks sales alone pay for the show?

JK: I would say 80 per cent of our revenue stream is from sales and only 20 per cent from haulage. We’re at a point now where we’re just transporting our own equipment. I’m getting too cranky and too old to deal with jaded customers and we haven’t got 100 trucks anymore so we can’t cater for major projects.

Unfortunately, since my exit from the heavy haulage market, there’s been a lot of people replacing HHA and those people haven’t replaced the batteries in their calculators – they need an education on how to charge for specialised

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equipment. They’re running around for shit.

They’re running around for rates that are less than my grandfather was getting 30 years ago.

I recognise that since 30 years ago economies of scale have improved, but I used to get spoilt with money. I used to get paid, but we offered a good service, we had the best men and the best gear, but now customers are ringing up and they just want the best price.

OD: The format of a lot of car shows include selling the vehicle. Are you going to do this with the trucks you restore or will they just sell off the yard?

JK: With the high class trucks it will be interesting to see what we get for those commercially. Some

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of those trucks are ones you can’t really go and advertise, it’s more a guy comes into the yard and says ‘is that for sale’ and everything is for sale at a price, so I think we’ll see some big numbers filter through. Even some of my personal trucks, ones I thought I’d never sell, I’ve had some offers on some of those which are getting close.

I love doing up trucks, I love buying trucks and putting my flair on them and being creative in that way. A lot of people have got Jon Kelly stories from far and wide but, y’know, one thing is I haven’t done a shit truck yet, so I enjoy exploiting that and I’ve sold a lot people a lot of gear.

OD: We’ve seen plenty of used vehicles, cars and trucks, go up in price for a number of reasons.

What are you seeing in the market?

JK: I would say there’s definitely an upward shift in prices and it doesn’t help that, if you ordered a new Kenworth today you’d be lucky to get it this year, and that’s filtering through to our used truck yard here where trucks are lasting on the lot between five days and two weeks. We’ve done 35 trucks in the first 60 days of 2021. It’s ridiculous and if we keep that up it’ll be 200 units for the year.

OD: Your trucks are immaculately presented and detailed, are you worried about them getting scratched when using them on the road?

JK: Of course! My trucks are so flash I should charge the bugs to ride on them.

APRIL 2021 33

30/03/2021 11:41:01 AM

women in trucking

BREAKING S THROUGH THE BARRIER The Pilbara Heavy Haulage Girls celebrated International Women’s Day with a high school visit, offering encouragement for young women keen to join a male-dominated industry. Ben Dillon writes 34 APRIL 2021

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TEPPING INTO the cab of a heavy-duty truck for the first time can be a daunting experience for anyone, but for people who have a genuine fear of driving it can seem like an impossible barrier to break through. Add to that if you are a woman trying to break into a maledominated industry and the odds are stacked against you.

Bobbi Lockyer is a Port Hedland-based artist, photographer and mother of four whose designs have appeared on the catwalk at New York Fashion Week, but until International Women’s Day (IWD) she had never been behind the wheel of a truck. Living in a situation of domestic violence for more than a decade, Lockyer had a very real fear of driving and has only had her driver’s licence for the past couple of years.

Enter Heather Jones of Pilbara Heavy Haulage Girls (PHHG) who, as well as running a transport business, also heads up a ‘boot camp’ for female drivers coming into the heavy-duty segment. As part of this, Jones also brings her trucks to events such as the recent International Women’s Day held by the township of Port Hedland where both Jones and Lockyer were invited as speakers.

With the first stop being the local high school, two of the PHHG pink trucks rolled into the school car park where a swarm of students had the opportunity to climb in and over the truck, with talks given for IWD in the school hall.

After this was a luncheon hosted by the township of Port Hedland, with Jones and Lockyer sharing their personal journeys to the assembled guests. Meeting

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“Driving a truck made me feel on top of the world.”

each other for the first time, the pair made an instant connection through stories of what it means being to be able to get behind the wheel.

“This was the first time we had met,” Lockyer says. “I knew we were both speaking at the event and I said to her how awesome I thought that it was that she was driving trucks and creating a program helping women to get in the driver’s seat.

“I said that I was terrified and that I could never drive a truck.

Heather said ‘yes you can do it, you want to come and drive a truck after this?’ and she said ‘trust me you’ll love it’.

“I didn’t think that’s what I would be doing that day let alone ever,” Lockyer says. “It felt surreal and absolutely amazing, when I got in the driver’s seat. I was trembling inside but at the same time felt super empowered and I knew I could do it.

“There was a point I thought I was going to chicken out but I thought ‘nah I’m going to do this’ and it was incredible.”

Even with only a short drive of the truck, Jones knew that Lockyer was more than capable of handling a heavy-duty truck, despite her lack of driving experience.

“She was truly a natural. I’ve been doing this for 30 years now and I know within five to 10 minutes whether they are going to give me a nervous breakdown or if they are going to be good and Bobbi was absolutely awesome,” Jones says.

Making the leap from a car to a truck is a massive jump for anyone but for Lockyer it was especially poignant.

“I was in a domestic violence relationship for over 10 years and I

Left: Heather Jones of the Pilbara Heavy Haulage Girls with transport industry newcomer Bobbi Lockyer Opposite top: Students from Hedland Senior High School get a close look at the PHHG Volvo

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30/03/2021 11:44:47 AM

“It’s funny, because it wasn’t until I got my licence and became a driver that I started to meet so many women who actually do have that fear of driving. I thought I was alone in that, so I think a program like what Heather is doing would be incredible for them,” Lockyer continues.

“I think a lot women would be intimidated and probably wouldn’t even consider doing it if it was a male-driven course because when you’re with other women you feel more comfortable and ready to do it and Heather is amazing, she just has this way of making you feel calm and in control and empowered.

“I grew up in a country town and when I was young my dad was a truck driver, so I had been in trucks before when I was little but I was scared of them. I never thought I’d drive a truck and in the future, I have considered maybe I will go and get my truck licence; it’s pretty cool,” Lockyer says.

Empowering women

“I was in a domestic violence relationship for over 10 years and I wasn’t allowed to drive.” wasn’t allowed to drive, so I was terrified of driving and didn’t get my licence for years.

“When I finally went on my first driving lesson I broke down and cried the whole time. It was such a huge thing to get my licence and drive a car, so to think that I was now sitting in the seat of a truck and driving a truck made me feel on top of the world,” Lockyer says.

“I just had this fear that it would be so scary and I wouldn’t be able to see anything but I was surprised about the visibility. It was a bit to get used to not having a rear view mirror and just using the side mirrors but it was great. Just by being up there I felt this new found kind of freedom and feeling of control, which I loved.”

Life changing experience Jones said that the results her boot camp program has produced have been much more than just learning heavy-duty driving skills, for both herself and her students.

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“When we started training I just wanted safe drivers on the highway, I never ever thought we’d be able to change people’s lives in such a powerful way.

There’s been so many amazing roll on effects for our participants,” Jones says.

“One story is we had a domestic violence survivor come through our boot camp and she was so good we put her on our trucks for a couple of months and she has now gone on to pulling quads interstate.

“Trucks are so big and it’s very empowering for these women and being able to achieve something that not even a lot of men can do is hugely satisfying. Even the view from up in the cabin gives you a feeling of achievement.”

The feeling of independence that driving brings and the freedom of movement it offers is something those who have been driving since attaining legal driving age often take for granted, but the benefits surely have massive psychological benefits also.

Heather Jones said she’d like to continue to participate in events like IWD by taking her trucks out into the community to give women the opportunity to see what a careers as a driver might be like.

“We’d like to do more of these events which empower women but we need funding. Our transport business pays for our outreach initiatives and its expensive travelling across the state and not being able to service our customers when we go to these events,” Jones says.

“Volvo Group are one of our main supporters and we have been able to do amazing things with their trucks to promote truck driving as professional and achievable for people who haven’t been in the industry through training.

“And with the automatic trucks we train in you can pretty much get the majority of people in those trucks and they are safe professional drivers. Without having to change gears they can concentrate on the road and the load and all the traffic around them.”

According to the Australian Trucking Association only three per cent of truck drivers in Australia are female with industry-wide representation at only 26 per cent, with most women in the industry working in administrative roles. However, while initiatives like Heather Jones’ boot camp can provide a stepping stone for women, more needs to be done to redress this gender imbalance.

ownerdriver.com.au

30/03/2021 11:45:03 AM

The legal view Sarah Marinovic

Counting kilometres Jumping from local work to long distance can be a minefield as far as your logbook is concerned

A

S WE ALL KNOW, there are a multitude of ways to be pinged for breaching the work diary rules. I thought I’d seen them all – from confusing rules about counting time, to pulling out (or leaving in) the wrong duplicate pages, to forgetting to tick a box.

However, recently I’ve come across a scenario that’s a new one for me. I hope that bringing it to everyone’s attention can help avoid anyone else falling into the same trap.

This potential breach happens when a driver unexpectedly switches from local to 100-plus kilometre work.

The Heavy Vehicle National Law (HVNL) requires drivers operating under standard hours to fill in their work diary

for each day on which they undertake 100-plus kilometre work. The driver is required to record all work on the day, including any local (100km) work. They need to fill in the work diary whenever they switch from work to rest time and vice versa.

This is simple enough when the driver knows that they will be doing 100-plus kilometre work that day. From the beginning of their workday they know they need to be recording all work and rest, no matter where it happens, and so will begin recording time from the start.

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

HEFTY FINES But what happens on those days where a driver is unexpectedly asked to do a longer trip? For example, if they started the day expecting to do all local work

then they weren’t required to fill in their work diary. So they won’t have a record of their work for the first part of the day.

In these cases, the HVNL still requires the driver to fill in their work diary for the whole day. This means once they realise they’re going to be doing 100plus kilometre work they need to go back and fill in the information for the earlier local work. They need to do this as soon as practicable after they realise they’re going to be doing 100-plus kilometre work.

If the driver isn’t aware of this then they can be facing a court summons and a hefty fine. If they mistakenly fill in the beginning of their day as rest time they could be charged with making a false or misleading entry, which carries a maximum penalty of $11,210.

This is a classic example of the type of situation where good drivers get caught out. When we divert from our normal habits it’s easy to overlook something.

It’s the ‘change of plans’ that often catch people out.

The take home lesson is to remember that you need to record all work and rest on any day you drive more than 100km from your base.

If plans change, try to take a step back from what is often a chaotic moment and instead take a moment to double check the requirements. That extra few minutes at the start is well worth it to avoid giving the authorities a reason to send you to court.

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31/03/2021 1:26:54 PM

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

‘Electric blue’ Ford to assist MND research

NTI’s latest charity fund-raising customised truck – a ’46 Ford Jailbar – will be raising funds for research into motor neurone disease NATIONAL TRANSPORT INSURANCE (NTI) has announced tickets are now on sale for the electric blue 1946 Jailbar truck, known as ‘Jolene’, with one lucky punter able claim the truck when the winner is drawn live on the last day of this year’s Brisbane Truck Show, Sunday, May 16.

The truck dubbed ‘Jolene’ took 1,500 hours to restore and was more difficult than the previous three vehicles because of the restrictions imposed under COVID-19, says NTI’s Don Geer.

“I’m very proud of the result, which is a lovely mix of old and new technology, allowing for ‘Jolene’ to be driven every day,” Geer says.

This is the third such model to be restored by the company and offered as a raffle prize to raise funds for motor neurone disease (MND) research.

The raffle money will then be donated to MND and Me and MND Research Australia to fund NTI’s official research grant.

The University of Queensland’s Dr Shu Ngo and Dr Adam Walker were the recipients of last year’s NTI research grant, which was funded through the auction of NTI’s 2020 restoration truck, also a 1946 Ford nicknamed ‘Black Beauty’.

“We’re making mini-3D spinal cords in a dish so we can understand how all the different cell types in the spinal cord might interact to drive the death of neurons in MND,” Dr Ngo says.

“The research that we do here at the University of Queensland is an important part of a bigger puzzle.

We work collaboratively with MND researchers around the world, asking questions that aren’t being replicated anywhere else, in the hope when all the pieces come together, we’ll be able to find the answer to MND.” NTI CEO Tony Clark said the company had raised almost $534,000 for MND research in the last five years, in honour of late CEO Wayne Patterson, who was diagnosed with the condition in 2015 and later lost his battle.

“It’s vital we find a cure for MND as, every day in Australia, two people die from the debilitating condition,” Clark says.

Two people a day are also diagnosed with the disease, while more than 2,100 Australians live with MND, which can affect adults of any age.

“The commitment NTI has shown to funding MND research is unique in Australia and means researchers can continue their work to find a cure or effective treatment for MND,” Clark says.

“But none of this would be made possible without our industry partners, who jump on board each and every time with the same level of commitment and enthusiasm. It’s a team effort.”

Tickets for ‘Jolene’ are now on sale online at www.nti.com.au with 100 per cent of proceeds going to medical research.

Right: NTI’s Don Geer says ‘Jolene’ is a mix of old and new technology Below: Interior of the NTI truck shows the resto-mod theme which extends to the modern Isuzu drivetrain underneath, which pumps out 148hp (110kW) and 286ft-lb (385Nm)

“I’m very proud of the result, which is a lovely mix of old and new technology.”

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31/03/2021 1:22:56 PM

NatRoad Warren Clark

Toll road discrimination Sydney’s NorthConnex compulsory truck regulations are now being enforced

T

RUCK REGULATIONS on Pennant Hills Road are now being enforced.

Truck drivers who seek to avoid the compulsory NorthConnex tunnel in Sydney face fines of $194 each time they travel along Pennant Hills Road without a genuine pickup or delivery destination along that road.

Trucks carrying dangerous goods, or restricted access vehicles, may continue using Pennant Hills Road, but all trucks over the length of 12.5m or the height of 2.8m are forced to pay $24.34 per trip.

NatRoad asked the NSW government to determine the position that no further toll roads should be mandated for heavy vehicles.

There should always be an alternative route to a tolled route.

The NorthConnex experience should not be repeated. Many in the road transport industry

continue to suffer from the detrimental business impact of COVID-19 and the impact of compulsory tolls is further affecting many businesses’ already slim profit margins.

An industry survey in 2020 found that average net profit (after tax) margins in the sector have fallen to around three per cent of revenue, increasing the pressure many fleets face when it comes to modernising their transport equipment and requiring cost reduction measures to be introduced.

FORWARD PLANNING NatRoad has urged the government to consider establishing an independent body to monitor and report on the operation of tollways and the costs to users, as well as to guide the government on whether future toll roads are required or cost-effective and/or their location.

In the absence of such a body, NatRoad

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.

has asked that any forward plans on tolling roads be shared with stakeholders so forward planning can occur.

Often the placement of toll roads can cause congestion and other pressures on nearby roads. NatRoad members have indicated that this has occurred in respect of the Bexley area following the introduction of a toll on the M5 East. If this toll road was also made mandatory it would be extremely disappointing and we have indicated that this should not happen.

No doubt private sector investment in road infrastructure can help improve the road network. Less congested, safer, well-designed roads can equate to time savings, reliability and reduced heavy vehicle operating costs.

But these advantages all amount to very little where tolling arrangements unreasonably discriminate against heavy vehicle operators, as has happened with the construction of the NorthConnex tunnel both in the setting of tolls and in the mandated requirement to use the tunnel.

NatRoad continues to work with governments and toll operators to ensure tolling fees are decided with greater transparency, in an effort to avoid a similar situation to NorthConnex occurring on other toll roads like the new M5 East toll.

Now that fines are about to bite for those who don’t take NorthConnex, it’s time to ensure that the NorthConnex debacle never happens again.

“It’s time to ensure that the NorthConnex debacle never happens again.”

Real Service Real People Real Experience Real Insurance Solutions Transport & Business Insurance Services Pty Ltd ABN 22 622 458 593 - AR# 0012620074 Corporate Authorised Representative of Midland Insurance Brokers Australia Pty Ltd - ABN 81 006 528 329 - ASFL No. 238 963

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02 6925 8788 www.tbiinsurance.com.au APRIL 2021 39

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truck of the month

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ownerdriver.com.au

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AMERICANA CLASSIC Garry Leeson’s 2006 Peterbilt had done the hard yards and been put in the retirement shed. But, now, after a load of TLC, it is back doing what it does best – hauling logs in eastern Victoria.

Warren Aitken catches up with the Leesons and Peterbilt devotee Dan ‘Deppo’ Glover

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T

he purchasing of a new truck can be a torturous ordeal. There can be 101 different reasons to choose a particular truck and 102 reasons to choose a different truck. It can come down to so many little things.

However, sometimes you just buy a truck because, well, quite frankly, you just want it. I completely get that.

I’m exactly the same when I hit the KFC drivethrough.

I don’t really need it, it’s not doing anything for me, there are other smarter options but god damn if the Tower Burger isn’t exactly what I want.

So, when Garry Leeson from Leeson’s Logging & Cartage piped up and informed his team “I want a Peterbilt”, I could fully empathise. In Garry’s case though, the Pete has been a lot better for him than the Tower Burger was for me.

Before we touch on this fantastic-looking Pete, let’s take a little journey into the history books and learn a bit about Leeson’s, a family-run business that’s been a stalwart of the timber scene in Victoria for several decades now.

The company’s origins go all the way back to the early

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’60s when Garry’s stepdad Lindsay Crawford was hauling plantation timber into the Maryvale Pulp Mill. Garry was heavily involved from a young age. When Lindsay passed away, the business was passed down to Garry and his brothers. In the early ’80s, Garry and his wife Vicki bought the brothers out and Leeson’s Logging & Cartage officially began.

One of the major factors that has contributed to the success of the company has been its family-focused approach. All of Garry and Vicki’s kids have, at some stage, been involved in the company, with their youngest daughter currently employed as its occupational health and safety officer and their son Rick now having worked his way up to managing director after doing his time in everything from the little company fuel truck to the loggers and loaders.

The company has been based in the small town of Rosedale in Gippsland, Victoria, for the majority of its existence and has established itself as an expert in the cartage and harvesting of plantation timber. From its humble beginnings, the company now employs around 55 staff and runs a fleet of

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“This truck also came fitted with one of the first Cummins EGR motors.” over 20 trucks, as well as several custom-made loaders. There is also a constant circulation of around 15 machines and several crews out in the bush at any one time, helping fell and organise the logs. Then, the company trucks swing by and haul them off to any number of local, or state-wide sawmills.

Leeson’s has planted itself in every aspect of the logging industry, making it very much a one-stop shop for plantation logging.

Stars to Kenworths The ‘Big Pete’ that I’ve come down to see is the lone wolf of the fleet. Well, the lone Peterbilt wolf I should say, as there is a fair bit of variety in the fleet these days. When I asked Rick about the early days and what trucks they used to run, his honest answer was “old ones”. After a laugh, he elaborated: “We’ve been a bit everywhere, we ran a lot of Western Stars.”

The old photos on the walls testify to that too; there’s plenty of photos of some big-bonneted ’Stars in the early company colours.

“We moved to the Volvos, the FH16s and those type of things,” Rick continues.

“Slowly we’ve moved to the Kenworth brand.”

That decision was influenced by the arrival of a Kenworth dealer to their local area.

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Top: Dan ‘Deppo’ Glover is a young man who’s worked hard and reaps the rewards with the stunning Pete as his workhorse Opposite above: Hard to tell there’s almost two million kilometres behind the Peterbilt’s immaculate interior Opposite below: ‘Deppo’ loads out of Flynn and pulls the Peterbilt up for me to grab some photos

The company’s first Kenworth, which hit the road in 1994, was a T950, ironically named ‘Western Invader’, a subtle dig at the change in bonnet badges for Leeson’s. From that one the fleet progressed to almost entirely red-badged Kenworths for several years. During its time, the company has had several K200s as well as almost the entire range of Paccar’s bonneted options, including T610s, T909s and the always cool T659.

“The 950 was the ideal truck for what we do really,” Rick testifies.

So it’s no surprise that, when the 950 Legend Series came out, there was an order placed for one. It’s still working its butt off.

Moving forward again, the current fleet is made up of a real mixture. Still heavily dominated by the sturdy Kenworth badge, you can also find a few Western Stars as well as a couple of Scanias and the recent addition of a big Merc as well.

So where did the Pete come into it?

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“It was hard to find someone that wanted to drive it and maintain it.”

“That’s dad’s area,” says Rick, laying the blame solely on his father for the out-of-the-blue purchase in 2006.

“Dad always wanted a Peterbilt. Back then we had a truck maintenance manager who was keen on one at the same time.”

With Garry having been over to the US a couple of times and gone through the Peterbilt factory, it really was just a big kid’s dream to have a bonneted Pete.

“It really came down to timing,” Rick informs me.

“There was an opportunity, and it was a bit more ‘why not?’ as much as anything.”

The truck came through Kent Collision and Custom in Sydney, which did all the conversion for Leeson’s, changing the big girl over to right-hand drive as well as a few other changes to set the American classic up for Australian conditions.

As if a US Pete wasn’t special enough on its own, this truck also came fitted with one of the first Cummins exhaust gas recirculation (EGR) motors. Back in 2006, this was still very new technology and wasn’t compulsory until 2008. So, Garry

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Top: The big Pete makes fairly light work of Powers Hill as it hauls up out of Gormandale Above left: The company’s inaugural Kenworth sits comfortably in the shed now. Love the subtle dig of its ‘Western Invader’ name Opposite top: It doesn’t take long for the loader at AKD Timber Mill in Yarram to empty the Peterbilt and send it off for another load Opposite below: A scramble of trucks in the Leeson’s yard

and his Pete were breaking new ground with its arrival. In fact, if you have a better memory than me you may recall the truck featuring in Owner//Driver in early 2007, highlighting the new engine technology.

When the truck initially arrived it was decided the keys would be given to a young fella by the name of Stuart Moloney. Stuart had been with the company for several years and Rick politely describes him as “truck crazy”. With a new truck, new technology and – let’s be honest – a cab fit for a smaller bloke, it needed a suitable driver.

“Whatever he drove, he looked after it really well,” Rick tells me. So the decision was made to give Stuart the keys.

Stuart kept the wheels turning, the logs moving and the truck gleaming for around seven or eight years before he took an opportunity elsewhere and the truck was in need of a new pilot. At that time it was getting hard to find a suitable replacement.

“There were a couple of blokes who drove it and looked after it, and a couple that didn’t,” Rick admits. “It was hard to find someone that wanted to drive it and maintain it.”

Mix in the fact that that first generation EGR motor was starting to have a few issues, namely the EGR being on the same side as the turbo, leading to heat issues, and it was decided to retire Garry’s toy from the working fleet.

Peterbilt passion Enter Dan Glover, or ‘Deppo’ as he’s more commonly known.

Deppo is intrinsically tied to the Pete in a weird cosmological way that I don’t believe in, but it ties my story together, so I’m

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going with it anyway. Deppo started work with Leeson’s … wait, hold on, I’m guessing there are a few of you thinking, “Is he going to explain the Deppo nickname or is it far too controversial or depraved to mention?” Alright, I’ll let you in on the secret. The truth is, Dan’s nickname is almost a Chinese whisper’s version of where it started.

The origins trace back to one of Leeson’s boilermakers who started calling him Deputy Dan. Remember him, the bumbling Wild West sheriff? So, through name association, that’s what Dan got called. Soon it went from Deputy Dan to just Deputy. Somewhere along the lines it morphed into Deppo. There you go folks, no torrid tales of Dan’s misdemeanours within depot-sized buildings, but purely a harmless nickname. Or so he’s led me to believe.

Back to the Peterbilt story and where Deppo fits in. In 2006, the big Pete rocked up to Leeson’s Rosedale yard. It is also the year a young truck enthusiast named Dan, who would become Deppo, started his apprenticeship with Leeson’s. Having

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left school at 15, Deppo’s passion for trucks meant he was never destined to be far from them. He grew up with his father doing a fair bit of driving and he was immersed in the industry.

He put in two years of his apprenticeship with Leeson’s, keeping a close eye on the alluring Pete. When he got his MR licence at 18 he put his apprenticeship on hold and took a job driving a small livestock truck for a friend. When that finished up he was able to fall back on the tools and finished up working at another local family company, Dyers Transport.

“They are a great company to work for,” Deppo attests.

“I finished my apprenticeship there and then went driving for them.”

Having already gotten his HC license on his own, Dyers helped Deppo get his MC and, then, with the keys to a new T409, they sent him off doing some local and intrastate work.

Never a man to sit still, in 2014, Deppo had a go out on his own, purchasing an old T401 and

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“You can’t just have a truck sitting around for the sake of liking it.”

Top: Check out the T404 loader at work.

This truck, with an adapted Kesla 2024 loader fitted, is one of only three like it in the country. It was specially built by Rosin Developments in Tumut Below: The grassy green look of Leeson’s Legend 950 really stands out – even in the company’s custom-built full-service workshop

subbying for a couple of local farms. For a 24-year-old he made a damn good go of it, though being able to do his own maintenance would have been a bonus.

He spent a couple of years as an owner-driver before the tough competitive financial conditions forced him back into the paid driver scene. Deppo spent another couple of years gaining valuable on-road experience until an opportunity came up to re-join the Leeson’s team.

Now here is the cosmic, stars-aligning, crystal predication situation. Deppo started at Leeson’s when the Pete turned up. Nine-and-a-half years later he returns to the fold as the Pete is being put out to pasture. Freaky, hey? He recalls his immediate reaction was one of disappointment: “Oh shit, that’s a bugger, I wanted to drive it. I’ve loved it since it was brand new,” he recalls telling the boss at the time.

Deppo watched the boys repurpose the old trailers and

the Pete’s cab guard, utilising them elsewhere in the fleet and leaving the old Pete to get parked up in Garry’s shed. When the opportunity came for Deppo to talk to the boss about cleaning it up for him, he took it. He remembers Garry saying, “OK, well go ahead, take it home and polish it up.”

With no idea of what the future held for the Pete, Deppo parked it in his shed for a year and spent every available moment trying to bring some shine back to the old girl.

Second coming As we rolled into the end of 2018, Rick recalls having a conversation with his dad in regard to what to do with the fleet and, in particular, the old Pete.

“You can’t just have a truck sitting around for the sake of liking it,” Rick says. A valid point when you consider the cost of registration alone.

As Rick also points out with the smirk only a child can pull off when talking about family: “It is mum and dad’s company, so he gets what he wants.”

Garry had seen the effort Deppo was putting into the Pete and decided he wanted to put it back to work. Like Stuart the original driver, they’d found a guy that was giving love and care for it like it was his own.

In order to get it back to working it was decided they really needed to give it an overhaul. Starting with the old wornout engine, the local Kenworth agents sourced a brand-new Cummins EGR motor and chucked out the old one. The whole truck got attention: it was stripped almost bare and restarted.

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ownerdriver.com.au

31/03/2021 12:40:15 PM

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“The low tare weight of the Peterbilt means it can pack a good payload as well.”

New wiring, new wiring harness, rebushed suspension and a laundry list of other parts, including seals and filters, were replaced. Even a new aircon unit was fitted as the original one really wasn’t suited to the Aussie climate. Ironic considering the cab’s small enough that opening your lunch box cools it down.

While the repairs were getting done, the truck was sent to Royan Truck & Trailer Repairs in Melbourne for a complete respray. When Garry originally put the Pete on the road in 2006, he wanted a special look to it, a one-off scheme for a one-off truck. Garry chose to keep the company stripes but replace the base colour, changing white to silver. So the respray was once again silver and green.

Above: Deppo and Hayden Turner, one of Leeson’s loader-drivers, sort the paperwork for Deppo’s next load Right: The Leeson mechanics have a varied workload with a variety of fleet trucks, including Kenworths and Scanias

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Just to dob Rick in a little here, when Leeson’s ordered its Legend 950, Rick decided to follow his old man’s one-off scheme for a one-off truck idea as well.

“When we bought the Legend 950 I wanted it special, so we got it painted completely green. I still don’t think dad’s forgiven me,” he laughingly informs me. It does stand out, though.

While all this was going on, Deppo, who was now driving rather than on the tools, jumped out of his T658 and went back into the workshop for a couple of months. He was heavily involved in getting refurbished trailers ready, as well as the Pete itself.

“I fitted and dressed a lot of it myself,” Deppo says. He fitted extra lights to the cab guard, a light bar on the mudflaps, guards and extra stainless. Then, the same effort was put into the trailers. Mudguards, lights … anything he could add to the freshly painted trailers.

June 2020 was a big moment for Deppo. He finally got to do his first load of logs in a truck he’d been admiring for over 14 years. He’s the first to admit that the reality matched the expectation. He loves it – the low tare weight of the Peterbilt means it can pack a good payload as well.

I asked how that low tare weight affected the bush-bashing roads that loggers traditionally encounter, with both Rick and Deppo assuring me the Pete has held up just fine. Rick also added that, seeing as Leeson’s deals solely in plantation logging, the gravel roads they deal with are normally fairly harmless.

It’s a testament to not just Deppo, but Rick, Garry and the team at Leeson’s Logging & Cartage that after more than 1.7 million kilometres under its belt, the big-bonneted American classic is still performing and looking a million bucks.

Deppo was very disappointed in the weather that arrived just before the photoshoot.

“It was polished first thing this morning,” he claims, swearing that there is shine under the layer of dust.

Personally I wasn’t perturbed, photographing this truck in its natural habitat was a pleasure and I must admit it does it for me. I completely get what sparked Garry’s decision back in 2006. Now, “I want a Peterbilt”.

ownerdriver.com.au

31/03/2021 12:40:55 PM

EYES ON THE ROAD Rod Hannifey

Driving the message The brand-new TruckRight Industry Vehicle will be hitting the highways within months

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Y THE TIME YOU READ THIS, I will have stepped out of the current TruckRight Industry Vehicle (TIV) – number 2 – after nine years and nine months. The truck and trailers will continue on in the Rod Pilon Transport (RPT) fleet with a few minor changes, removing the TIV and TruckRight bits with a new driver. I hope it will continue to spread the message as it has done thus far.

I am having shoulder surgery and this will mean six weeks in a sling and six weeks minimum for recovery but hope to then step into a new, and likely last, TIV. I have been working on this for years now and only really got it started in December last year and with delusions of how it might come together. I even hoped to have it at the Brisbane Truck Show but the timing for the truck, trailers and other incidentals mean that will simply not be possible.

The current trailers will be 13-years-old in October and have performed well. The curtains were replaced when the K200 arrived and so they are coming up on 10 years old.

They are looking a bit tired but still do the job they were originally intended to do, and that is show another face of the road transport industry to the public.

We have some magnificent-looking rigs on the road but until I designed the first curtains, which now adorn another set of RPT trailers (thank you RPT yet again), there was almost nothing that promoted us as such.

Yes, there are curtains that promote customers, tractors, vineyards, dog food and the like, even those that promote the transport company itself, but even now, outside a few with ‘this vehicle takes 60m to stop’ signs and the ‘if you can’t see the driver, he can’t see you signs’, there is still very little to promote us. I would love to see Toll, Linfox and others do something similar. They certainly have the capacity to do so, yet that is one of the reasons I left Toll nearly 14 years ago. I had approached management and asked them to do something like the TIV, but at the time was told: “We can’t afford it.”

Toll has got recently involved with the Amy Gillett Foundation about cyclists; Linfox has

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signs seeking drivers on the back, but for such large companies they have done little to promote the road transport industry in this obviously very visual and in-your-face field of marketing.

Even in the USA, where there is a campaign called ‘Trucking Moves America Forward’ that raised $1 million and then wrapped 100 trailers with its message, there’s little else.

There is certainly nothing like the TIV. Any of you who watch Trucking In America will know they have many tribute trucks to the armed forces and even 9/11 and, of course, their truck show trucks, which are far beyond many of our wildest dreams in terms of customisation.

HELPING HANDS I have a lot of people to thank for the first two TIVs, starting with Ken Wilkie for loaning me his K104 to get me going. Then Rod Pilon for buying me the trailers and ongoing support, most of the staff of RPT over the years in one way or another, and all who have contributed product, many with ongoing support for their products.

Roger Sack at Tramanco, with his on-board scales, has been behind me from the start. I also thank Michelin, Kenworth and Inland Truck Centres, Icepack Services, Cummins and Jost (first TIV), Narva, Attards for both sets of curtains, Shell, BPW for the electronic brake

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

BELOW (L TO R): The first TIV shortly before it was handed back to Ken Wilkie; The second TIV in Brisbane, back from Melbourne after being adorned with pin striping and on-board scales BOTTOM: The current and outgoing TIV with its evergreen trailers

“For such large companies they have done little to promote the road transport industry.”

system, Air CTI, GME for radios, Transcom for individual mudflaps and spray suppression, 3M for conspicuity tapes and clear coat for the front of the TIV and bullbar, Herd Bull Bars, Groeneveld for auto greasers, Mobileye, Transtech, Truckbling, King of the Road Truckwash and Fisher Park Truckstop, Truckers Bed, Alcoa (first TIV), Rimex Metals for the tank skirts and inside cupboard doors, and Valor for the tyre pressure monitoring system.

Then there are all the transport companies who provided photos for the two curtain sets: the aim was to cover from a rigid to a fivetrailer roadtrain and all the different sectors, from general to tippers, tankers, livestock, heavy haulage and local.

Nolans, Baxters, EA Rocke, Holcim, Boral, RPT, BIS, Camerons, Kerbys Orange, North Coast Towing, Inland Petroleum Dubbo, Lampsons and Stockmaster all contributed photos and towards the cost of the curtains. Help from the NHVR, NTC, NRFA, LBRCA, VTA, TCA, NTI, John Morris/NTI and NRMA and of course, Owner// Driver, ATN and Deals on Wheels magazines in one form or another, taking trips and offering support for initiatives, and so on. Most kept with me for four years, some more, but here we are at nine-plus and finally a new plan.

MENTAL HEALTH Now I am doing it all again, hoping to have a few surprises and additions, trying to pull it all together while working full-time and seeking support part-time, along with the rest of the bits and pieces I am involved with.

I said last month about the current issues on the road, such as lack of facilities, abuse by many if not most of those we deal with one way or another, from ridiculous penalties for mistakes (nothing whatsoever to do with road safety, just simply revenue raising) to lack of parking, toilets and access to good food. So it’s no wonder we are struggling to get people into the industry.

Simply look at the toll in mental health we all thought was there for many and it’s now documented and in the eyes of all from recent surveys. I fear it is getting worse in more ways than it is getting better. I truly believe my efforts with all this and other activities has helped keep me sane and mostly keen to keep trying.

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DIABETES NSW & ACT Katie Allison

Facts about fibre Did you know there is more to fibre than just healthy bowels? Here are some easy-to-swallow tips

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IBRE RICH FOODS can help lower cholesterol levels and help prevent or manage type 2 diabetes. In addition, high fibre foods promote the feeling of fullness and can assist with weight loss. Fibre is also a marker for nutrition as it is often found in foods higher in vitamins and minerals. For these reasons it is important to ensure we are meeting our fibre target through eating whole foods naturally high in fibre rather than relying on supplements.

It is generally recommended that adults aim for at least 25-30* grams of fibre each day. Rich sources of fibre include wholegrain varieties of bread, cereal, pasta, rice, fruit, vegetables, nuts, seeds, legumes and pulses.

Fibre is famous for its positive effects on digestive and bowel health.

Constipation can be a common problem, especially as we get older. A combination of slowly increasing dietary fibre, drinking plenty of water and regular physical activity may help relieve constipation.

How to get closer to your 25-30* grams per day Choose wholegrain bread over white bread. Look for: • Breads that list ‘wholegrain’ or ‘wholemeal’ first in the ingredient list • Breads with a high content of oat bran or barley • Breads that have 5g dietary fibre or more per 100g (you will find this information on the ‘Nutrition Information’ panel usually on the side of the loaf) • The more grains and seeds the better!

Stack on the veggies or salad Always add a side salad or veggies to your meal; this will also help fill you up. An easy way to get more veggies in your diet is to buy a packet of frozen vegetables that steam in a microwave in only minutes. It’s easy and nutritious, and perfect if you are on the road and can only stop at the local servo for a frozen meal.

Veggie sticks can be an easy way to boost your fibre but have little effect on your waistline. Add a little hummus or salsa for flavour.

Food safety is always key so it is well worth investing in a small esky or insulated lunch back and ice brick.

Love your legumes Legumes such as baked beans, chickpeas and lentils are full of fibre and soak up

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flavour in a dish. If you are not used to cooking with them try soaking dried versions in water overnight before cooking or used salt-reduced canned varieties. Experiment by adding kidney beans to chilli or bolognese, lentils to curries and chickpeas to stir fries or soups.

An oldie but goldie Don’t start the day without breakfast as it’s a great opportunity to boost your fibre. Wholegrain cereals are a good option and you could even add a small handful of nuts for extra fibre.

For an easy, no-mess, on the road option look out for porridge cups. All you need to do is add hot water and breakfast is ready. Don’t forget to reach for the traditional rolled oats over more processed varieties.

KATIE ALLISON is a dietician/nutritionist at Diabetes NSW & ACT. For more healthy lifestyle tips and other helpful information on diabetes head to the Diabetes NSW & ACT website www.diabetesnsw.com.au or call the Helpline on 1300 136 588 to speak with a health professional.

can’t reach this target straight away – work up. A step in the right direction will still benefit your health.

Fresh fruit is best but mixing it up occasionally with canned fruits or dried fruits are good substitutes. Look for fruit packed in natural fruit juice rather than sweetened juice or syrups.

Avoid dried fruit that includes sugar or oil in the ingredients list. It is still essential to watch our portion size one serve of fruit equals: • A medium sized apple, orange or peach • Two plums, kiwifruits or mandarins • One small banana • Four dried apricots • 1-1/2 tablespoons sultanas • One metric cup of canned fruit.

Go nuts!

A small handful of unsalted nuts each day will not only provide some fibre but healthy fats as well.

Choose a grainy snack instead of a refined one Instead of reaching for snacks like chips or crisps, go for grainy crackers or air popped popcorn.

The following combinations work well with grainy crackers: • A little no-added salt and no-added sugar nut spread with a few slices of banana • Avocado with slices of tomato and pepper • Hummus and slices of cucumber • Sliced tomato and small can of tuna with chill and pepper.

Get your 2 & 5

Beware of the spare tyre

Aim to include at least two serves of fruit and five serves of veggies each day. If you

Two in three Australian men carry excess weight around their middle, and new research from the UK has shown that for each centimetre your waistline expands, so does your risk for cancer of the large bowel (colon or colorectal cancer). Men that gained 10 centimetres over 10 years were found to have a 60 per cent increased risk of developing colorectal cancer.

Common causes: eating more food than your body needs, drinking excess kilojoule-dense beverages (alcohol, soft drink, cordial), and not enough physical activity to offset it.

Overcome this by: • Choosing quality over quantity • Filling up on nutritious foods and avoiding take-away, pastries, hot chips, cake, biscuits, lollies and soft drinks • Eating fibre-rich foods at each meal helps you feel full. And make opportunities to move more.

“It’s just as important to be in tune with your body as it is your vehicle.”

Book your annual service Remember, it’s just as important to be in tune with your body as it is your vehicle. Preventative health checks for diabetes, heart disease and cancer help you be pro-active about your health, not reactive.

Overcome this by booking an annual service – and request a double appointment for a thorough check-up. * For those with chronic conditions such as diabetes the recommendation for fibre is 28g for women and 38 grams for men each day.

ownerdriver.com.au

31/03/2021 11:01:07 AM

an idle chat while barrelling along at ‘X’ kilometres per hour.

WILKIE’S WATCH Ken Wilkie

B-DOUBLE ACCESS

Bureaucrats’ blessings Are sweetheart deals becoming the norm in north Queensland for those seeking B-double access?

S

O THE AUSTRALIAN TRUCKING ASSOCIATION (ATA) claims its road safety exhibition is immersive. The phrase ‘selfserving agenda’ springs to mind. It’s typical political clap trap, using flowery language to overstate an outcome or plan.

So what is so immersive about giving a selected few but a glimpse of good road safety practice? If the ATA had the best interests of all Australian drivers at heart – both casual and its own professional ranks – it would be strongly advocating for all schools to have the benefit of the education it is offering to its selected few; but even more extensive. Any person taking up the ATA’s invitation can but get a glimpse of road safety issues.

Sadly, again, the ATA has demonstrated it is more interested in blowing its own trumpet than giving concrete support to those it deems to be its concern; instead of demanding comprehensive driver education across the nation.

Australian governments have pledged that no business will be given economic advantage over another by actions undertaken by government. Basically that is a plank of being a democracy. In so many ways that ambition is being cast aside as the not-National Heavy Vehicle Regulator plays its efficient transport vehicle games.

Another operator has been granted permission to run a combination that is outside the ‘standard’ configuration.

Granted, it is to be used on designated roads only. And no doubt a hefty fee has been paid to the state to allow this personalised combination. Hmm! I’ve already spoken to a driver of integrity who worked for a different organisation in a different area. The said organisation also had a permit for personalised outside of standard combination parameters that was supposed to stick to prescribed routes. This driver moved on because that employer did not, or could not, ensure its employees stuck to those designated routes.

Efficient transport vehicles have been about for decades – it’s just that they were unable to buy bureaucratic blessings in the past. I still have a picture in my mind of a quad axle drop deck leaving the cement factory in Rockhampton one evening with a healthy load of bagged cement on board. Of course, those were the days when authorities lacked the means and resources to see and weigh such things.

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In any case, two situations have not changed and one has – brake drums and the quality of drivers sharing the road with trucks.

One thing that has changed is the ability of transport businesses to attract competent operators. These sweetheart arrangements distort the economic viability of smaller operators. If this country is to return to international competitiveness, it needs to reduce the overheads of all businesses. Not just those who cosy up to bureaucracy and curry favours for the chosen business.

The public sector is both meddling to justify its existence and too much of a load for the economy to carry.

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

FILLING DRIVER SEATS I saw a report of an operator with six trucks left standing idle because that operator cannot even attract “dickheads” these days. And it is a responsible operation. Where would the national employment level be if every truck seat could be filled?

So why aren’t those seats being filled?

I have said it before. In so many ways this is a mongrel occupation – long stints from home to start with. And then there is the bloody minded attitude of bureaucracy and its friends. It’s basically a sedentary occupation with no opportunity to just get up from your desk and grab a cup of caffeine and have

“It is a dog’s breakfast to legally get a B-double in or out of that refuelling point.”

Talking about double standards, here’s some more political hoo-ha. A friend of mine received a phone call out of the blue recently. He was conducting business on Everett Street in the Bohle area of Townsville. It was one of those secret phone numbers – owner not traceable. But the caller claimed to be from Queensland Transport and advised my friend that if he was going to operate his B-double on Everett Street, he would be breached. He was on private property at the time.

When friend pointed out there were several B-doubles operating in the same street, anonymous caller claimed that those operators had a permit to do so. Oh, and don’t take the matter up with Queensland Transport. That’s a National Heavy Vehicle Regulator (NHVR) responsibility!

Whatever happened to the practice that once a thoroughfare was approved for B-double operation it was approved for all operators? Only bureaucracy would expect a single self-employed operator doing a single load operation to go through all the hoops to obtain a permit.

The process to even establish whether a road is a B-double route is as clear as mud. And if the said permit is not approved, does the job go to an ‘approved’ operator? And the nearby street, Webb Drive, is a balls-up of 25-metre B-doubles (I didn’t think a 25m was even a nominated entity any more) but not 26.

What sort of crap is going on here? Is this a situation like what happened in Mackay? The council approved a building complex to service and maintain massive earthmoving equipment but refused to allow the operation of oversize transport to move the stuff in or out. The NHVR was apparently powerless to make the big frogs in little puddles see the stupidity of their attitude. It took the common sense of a private operator to be able to succinctly point out the illogical stupid nature of the decision.

Again, the same town allowed the setting up of a heavy vehicle refuelling point but did not allow B-double access.

Even now it is a dog’s breakfast to legally get a B-double in or out of it.

So what attracts the energy of grass roots associations? Getting extra length allowed for B-doubles to allow for bonnets and a big bunk? Don’t consider the vast number of countries that run primarily cab-over outfits. Never mind taking the bureaucracy to task for failing to deliver the outcomes it was established to deliver – one nation, one regulation. Never mind demanding a level playing field on registrations.

Never mind the restrictive access for eastern states hauliers to Western Australia. Never mind the adoption of a sensible system of time spent driving regulations instead of the immoral unjust regulations now driving experienced people from the industry – and a massive disincentive to attracting younger people to the industry.

We have to get our priorities right. It is little wonder that this nation is not competitive internationally.

My required reading this month: The Fight for Australia by Roland Perry.

APRIL 2021 53

30/03/2021 11:47:01 AM

INDUSTRY COMMENT Andrew Harbison

Around the curve

TRANSPORT ADAPTABILITY

Transport planning in the COVID recovery phase

J

UST 12 MONTHS AGO, I was penning a speech for an industry event and the theme was ‘Preparing for Change’. All signs pointed to Australia’s road transport industry as poised at the edge of sweeping change – in terms of technological advancement, customer preference and product appeal.

As the name of the theme suggests, one of the focus points was the concept of preparing our businesses to pivot with change.

I still believe the most successful to emerge on the other side of this ‘evolution’ will be those planning for, and adapting quickly to, unfolding challenges.

It was truly a significant year for road transport in Australia last year.

From bushfires to COVID-19, to supply chain chaos and a national truck law review, not to mention intrastate border restrictions that continued to change week on week.

Planning and processes that help guide and inform our response to situations such as we’ve seen over the past year are critical for a functioning industry, and in supporting the country post-COVID. I place particular emphasis here on having a structured, robust and, importantly, practiced approach to critical incidents.

This ‘business readiness’ will give operators a strong head start when issues arise, whatever they may be.

At the time of writing this article, my hometown of Melbourne has recently emerged from a five-day ‘snap’ lockdown in another attempt to quash virus outbreaks.

Western Australia is also coming out of a similar lock-down period.

Let us take some spirit in the fact that we are now well-versed and prepared to tackle these disruptions head-on. It is one more bump, and assuredly not the last, on the road to national recovery.

Crisis and the grinding recession of the 1990s.

Evidence of this confidence and other positive indicators (including the job market’s steady improvement with six out of seven initial job losses caused by the pandemic reclaimed), should provide further hope that the longer-lasting downsides seen in recessions of the past, will be contained.

It is vital that businesses and households fortunate enough to have established a buffer over the past year, while taking advantage of various incentives and tax breaks, will use that buffer to help offset the impact on the economy with the withdrawal of support programs.

Indeed, Isuzu’s own research into the road transport industry shows businesses are prepared to ‘spend to stimulate,’ with 50 per cent of operators willing to purchase new equipment with the help of government incentives, which bodes well for the recovering economy.

SOLID FOUNDATIONS Share markets worldwide have broadly reflected business and consumer confidence, with gains almost wiping out the huge losses experienced at the outset of COVID. However, the volatility of these markets and the chain effects of international trade ‘obstacles’ – for want of a better word – must be recognised, particularly here in Australia.

Given our delicate situation with China at the moment, this is a work in progress.

On this point, I think it is important to note that Australia is increasingly standing on its own two feet.

According to Deloitte economist, Chris Richardson, our national income has so far increased rather than been adversely impacted by current trade circumstances.

In reference to the effect of trade tensions on the road transport sector and other industries fundamental to the national economy, I believe, in essence, that we are fully prepared to grow and find new opportunities and markets.

ANDREW HARBISON is director and chief operating officer of Isuzu Australia Limited (IAL)

Businesses in road transport now have a better understanding of the idea that we must adapt processes and plans for uncertainty in international parts supply, and be well prepared to meet these sorts of challenges before they arise.

And in many ways, Australia’s road transport operators are old hands at evolving.

In a diverse and competitive industry, operators are quick to adopt technology, build cooperative relationships and have comprehensive strategies in place to changing address market demands.

As for demand in Isuzu’s own market of truck and power solutions manufacturing and sales – the federal and state budget stimulus has created somewhat of a ‘perfect storm’ of conditions this year.

Average growth of two and a half per cent each year is forecast for the freight and logistics sector through to 2024. Construction and related industries are also booming.

All economic indicators are pointing to a strong year ahead, with a few headwinds to be mindful of and a concerted push to take up new technology.

As always, we should be looking for growth as usual, not business as usual.

We know it will be strong industry relationships and innovative thinking, along with rock-solid planning and processes, that will drive us into the future.

This in the hope that ‘change’, in whatever form it may take, is ours to embrace and harness.

“We should be looking for growth as usual, not business as usual.”

ENCOURAGING SIGNS News of a vaccine rollout is imminent and a stronger than expected economic recovery predicted for 2021.

According to Deloitte’s Access Economics report, conditions post vaccine will look very different to those now – with a 3.1 per cent hike in business investment and a 6 per cent increase in household spending predicted in 2021, while Australia’s overall economic output is expected to jump 4.4 per cent.

This is supported by Westpac’s rolling Consumer Sentiment Index, which shows confidence at a 10-year high in October 2020: this is 48 per cent above the lowest levels reached during our toughest lockdown period in April 2020.

Our behaviour as consumers serves to highlight the difference between this COVID recession and others in the past, including the downturn during the Global Financial

54 APRIL 2021

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

MaxiTrans on track for Brisbane

Trailer manufacturer’s milestone year coincides with its 2021 appearance at Australia’s leading and longest running truck show AUSTRALIAN TRAILER MANUFACTURER and parts supplier to the road transport industry, MaxiTrans, says it is wholeheartedly supporting the 2021 Brisbane Truck Show to be held in May. MaxiTrans says it will use the show to flag the 75th anniversary of Freighter trailers, which is a major engineering milestone in Australia’s road transport history.

Along with the latest in Freighter trailers, MaxiTrans will display the wide range of the company’s freight solutions across a full gambit of Australia’s transport requirements at the Brisbane Truck Show, which includes Maxi-Cube, Lusty EMS, Hamelex White, Trout River and AZMEB all being showcased at this year’s event.

In addition, MaxiTrans says its national retail parts brand, MaxiParts, will showcase the wide range of truck and trailer parts. The manufacturer says this further demonstrates the aftermarket support offered to customers via our national network.

The Brisbane Truck Show has also offered a physical interaction between operators, the public and manufacturers – and this year is no exception. Getting a hands-on experience with the hard edged reality of large highway equipment is important, according to MaxiTrans managing director and CEO, Dean Jenkins.

“This is an industry that deals in the hard facts of reality every day on the country’s highways and back tracks.

Nothing beats the ‘real world’ interaction between industry people and the latest transport tech at Australia’s premium truck show in Brisbane,” Jenkins says.

Interaction with the wider public is particularly important in an industry facing a shortage of future skilled employees. The Brisbane Truck Show is where thousands of young people see, smell and touch the trucks and equipment and taste the emotion of an industry that connects all of Australia.

60 APRIL 2021

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“Nothing beats the ‘real world’ interaction between industry people and the latest transport tech.”

With Freighter Trailers achieving its 75th Anniversary in 2021, Jenkins says MaxiTrans will be using the Brisbane Truck Show to celebrate the achievements of this all-Australian product.

Freighter Trailers came into being as a war-child, the trailer manufacturer working under the Freighter flag since the end of World War II. Riding the wave of road transport growth following the war, Freighter was a big force in trailer manufacture in this country by the 1970s.

Freighter merging with Maxi-Cube in 1998 gave birth to MaxiTrans. The company says Freighter trailers have

been leading the way on Australian highways with cutting edge freight technology to this day.

Jenkins says many transport operators are now second and third generation Freighter customers.

“It is this ongoing support that has helped build the legacy that Freighter is proud to have established,” he says.

In spite of the pandemic enforced global economic down turns in many areas, the Brisbane Truck Show will be a celebration of the resilience of the road transport industry.

From Thursday, May 13 to Sunday, May 17, more than 300 exhibitors will be showing the shining chrome and

hard steel of their wares over the three levels of the Brisbane Convention and Exhibition Centre. And MaxiTrans and the company’s broad spread of trailer technology will be there, flying the flag for Australia’s road transport industry.

“It’s time to celebrate and support our industry that’s supported our brands for 75 years,” Jenkins says.

“Celebrate the great role road transport has played in keeping the nation connected through the trying times of the past 12 months and bright future of the industry on Australia’s highways.”

Visitors to the Brisbane Truck Show can see the MaxiTrans display on stand 53.

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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

Lovin’ the music New albums that have dropped over the past month MUSIC IS LOVE (1966-1970) Richard Clapton

NATURE ALWAYS WINS Maximo Park

DETROIT STORIES Alice Cooper

Bloodlines www.richardclapton.com

Prolifica/PIAS www.maximopark.com

EarMusic/Sony ww.alicecooper.com

One of Australia’s leading singersongwriters of the past five decades, Richard Clapton revisits one of his favourite eras of popular music – 1966 to 1970.

Hence, Music Is Love is an album of covers – 15 in total – ranging from The Lovin’ Spoonful’s ‘Summer In The City’ and Buffalo Springfield’s ‘For What It’s Worth’ through to the oft-recorded Joni Mitchell masterpiece ‘Woodstock’, although Clapton’s version comes closer to the Crosby, Stills, Nash & Young 1970 recording. He toured with Neil Young back in 1985, which could be why he covers two Young songs here – ‘Cinnamon Girl’ and ‘Southern Man’. He also tackles The Doors’ ‘Riders On The Storm’, The Byrds’ ‘Eight Miles High’, and The Allman Brothers’ ‘Midnight Rider’. Clapton’s vocals now have a deeper register and he successfully breathes new life into these 15 classics.

British rock band Maximo Park has had to adapt to life as a trio following the departure of their keyboard player in 2019.

However, it appears to be business as usual for vocalist Paul Smith, guitarist Duncan Lloyd and drummer Tom English on Nature Always Wins, the band’s seventh album. There’s a self-confessional tone to ‘All Of Me’, which leans towards rock’s lighter side. In contrast, ‘Party Of My Making’ is heavier and laden with power chords, as is ‘Baby, Sleep’, a track that relates the frustrations of fatherhood.

‘Child Of The Flatlands’ is an interesting inclusion – it’s a sombre rock track with Smith craving for the ideals of yesteryear.

On the other hand, ‘Ardour’ has a postpunk sound, while ‘Meeting Up’ is a subdued rock track, reminiscent of new wave band China Crisis. Nature Always Wins may take a few listens to appreciate.

In some quarters, Detroit Stories is labelled as studio album #27 for Alice Cooper, the tally including both his band era and his lengthy solo years. The album title refers to Cooper’s birthplace of Detroit, Michigan and he namedrops a number of fellow artists on ‘Detroit City 2021’, a grinding rock anthem. The old Velvet Underground track, ‘Rock n Roll’, receives a typical Alice Cooper makeover, transforming it into a full-blown rocker, and he also does Bob Seger’s ‘East Side Story’ justice. The majority of the other tracks are co-writes between Cooper and producer Bob Ezrin, including the slow, bluesy ‘Drunk And In Love’. With the band chipping in, they swap insults on ‘I Hate You’, echoing band breakups of the past, and revs up the tempo for ‘Go Man Go’. Cooper shows that, at age 73, he can still rock it up with the best of them.

TONIC IMMOBILITY Tomahawk

WHERE AM I NOW? Camarano

CHANGEPHOBIA Rostam

Ipecac/Liberator www.ipecac.com

Camarano Music www.camaranomusic.com

Matsor Projects/Inertia www.officialrostam.com

US heavy rock outfit Tomahawk is basically the sum of varying parts, with members arriving from other bands, notably founders lead singer Mike Patton (ex-Faith No More) and guitarist Duane Denison (The Jesus Lizard). Tonic Immobility is Tomahawk’s fifth full-length album; its release preceded by the strong single ‘Business Casual’, which mocks America’s working life. Denison’s guitar work shines on ‘Tattoo Zero’, as Patton narrates and then reverts to his regular full throttle growl. Scattergun-type guitar licks highlight ‘Predators and Scavengers’, its rapid-fire tempo in contrast to ‘Doomsday Fatigue’, a slower soundscapestyle track with a Bowie-like flavour.

Bizarre “doggie” lyrics are a feature of ‘Dog Eat Dog’, while ‘Sidewinder’ has a mixed tempo, with Patton’s vocals moving from an understated to a menacing tone. Tonic Immobility is an album to keep you on the edge of your seat.

Where Am I Now? Is the debut album for Western Australian band Camarano, led by lead singer and multiinstrumentalist Mat Cammarano. Written and recorded amid the COVID lockdown, Where Am I Now? at times echoes the sound of US band The War On Drugs, which Cammarano cites as one his musical influences. ‘Give It To Me Straight’, a well-crafted pop-rock track, is a case in point. ‘Holiday Inn’ is another strong radio-friendly song that motors along nicely, and then the tempo is slowed for the reflective ‘Wish I Was Here’. Camarano’s vocals at times bare resemblance to Coldplay’s Chris Martin, as on ‘Did It Cross Your Mind?’, another mid-paced track. Camarano takes centre stage with ‘Pleasure/Pain’, a solo piano-backed ballad and then electronic vocal effects come into play for the acapella track ‘Bored’. A classy album that is refreshingly not overproduced.

Acclaimed US record producer Rostam (full name Rostam Batmanglij) has followed up the success of his debut solo album, 2017's Half-Light, with Changephobia. Rostam was previously a member of Vampire Weekend, including producing that band’s first three albums.

As expected, Changephobia is a lesson in sublime music production, although this eclectic mix is a big departure from Vampire Weekend’s rock sound. Rostam’s vocals are light but not too airy as he takes a road trip on ‘4Runner’, a pop-rock track. He starts ‘Kinney’ in similar fashion, but heavy guitars make an appearance midway through. He brings out his full suite of modified percussion as he hangs out with a love interest on ‘In The Back Of A Cab’, one of the album’s best tracks, and there’s smooth jazzy saxophone as Rostam’s mind turns to sex on ‘Unfold You’. A classy album of cleverly-crafted tracks from an in-demand producer.

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Country Corner THE WORLD TODAY Troy Cassar-Daley

Sony Music www.troycassardaley.com.au A leading light of Australian country music, Troy CassarDaley celebrates the release of his 11th studio album, and his first album of new material in five years. He’s been hanging out with the likes of Cold Chisel in recent years, possibly a reason that there’s a harder edge to certain tracks on The World Today. From the opening guitar chords on ‘Back On Country’ through to the sombre ballad ‘I Hear My River’, this is an album full of surprises. The seven-minute ‘Drive In The Dark (Be A Man)’ starts with a lengthy electric guitar instrumental before it evolves into a blues track. ‘Rain Maker’ also has a rootsy tone, and ‘Parole’ is a mid-paced country rocker.

Possibly Troy Cassar-Daley’s best album yet.

VIKING Innocent Eve

Independent www.innocenteve.com.au The second album for Rockhampton sister duo Bec and Rachel Olsson, better known as Innocent Eve, six years on from their debut. Although Innocent Eve’s feet are planted firmly in country, tracks such as ‘My Despair’ have an Irish folk vibe.

‘Mixed Bag’ is a bluesy type of number, and on ‘The Rant’ the sisters take aim at selfish political leaders in an angry waltz-timed folk protest song. There’s country rock on the devilish ‘Running For My Life’ while ‘Three Quarter Time’ is just that – an emotive waltztimed ballad. However, it’s the title track ‘Viking’ that lays claim to being the album’s best. The Olsson sisters will be tagging along when the Burrumbuttock Hay Runners head to central Queensland in July.

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family business

FATHER AND SON

It was starkly obvious from a very young age that Quinten Mathie would follow his father Phillip into trucks. As a boy, he thrived in his father’s shadow, copying everything he did, especially in the ways of operating and respecting big machinery. But now, the boy is a man forging his own future and, despite cruel circumstance, resilience and an unfailing work ethic remain the lifelong values of a proud and stoic family. Steve Brooks writes 62 APRIL 2021

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What you read here is an indulgence and I make no apology for it. It is the story of a close friend, who is totally blind, and his only son, and their abiding passion for trucks and family heritage.

Nonetheless, it is a difficult story to tell because it mixes the inherently opposing loyalties of a strong personal relationship with the responsibility to report the challenges and pressures of an enterprising family business.

But it is, above all else, a story of human spirit and the strength of family. My hope, and only hope, is to do it justice.

O

N MY OFFICE wall hangs a large framed photo of two little boys under broad-brimmed hats, their backs to the camera, sitting on a big log. One almost six years old, the other barely a year older, their gaze stuck on a truck and trailer loaded with hardwood logs.

The truck they’re so intently focused on is a black ‘Super Star’, the 1,000th Western Star sold in Australia, with the words Bruce Mathie & Sons on the doors.

The year is 1993, the place a timber mill at Lawler’s Creek on the Princes Highway, just a few kilometres north of the pretty town of Narooma on the NSW south coast, and even fewer kilometres from the Mathie base in a quiet industrial cul-de-sac on the outskirts of the little village of Dalmeny.

Out of shot in the background, two fathers smile at the

Above: New generation. Quinten Mathie bought his first truck in 2009 at just 23 years of age.

Despite a strong family allegiance to Western Star, his choice of a Kenworth T908 was based purely on practicality Below (L to R): Time travel. From bullocks to bulldozers, then trucks. John Mathie ‘steers’ a bullock team into Wandandian in 1935 and more than a decade later, his son Bruce at the controls of his first ‘dozer, hauling an early truck out of trouble

“I just enjoyed being with Dad. There was always something to learn from him.”

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sight of their sons being captured in an image of little boys and big boys’ toys. The symbolism is strong and the photo will eventually adorn calendars and the walls of corporate offices from Canada to the US and Australia.

The younger of the two lads is my son, Dane. The other is Quinten Mathie, the only child of logging operator, Phillip Mathie. Time and circumstance will ultimately take each of the boys along completely different paths but with surprisingly similar levels of initiative and the brash, sometimes troubling boldness of youth, both will carve highly satisfying, rewarding careers of their own choosing.

Right at that moment though, I had no idea what future endeavours would entice my son. There was, however, little uncertainty surrounding Quinten’s direction, even at such a tender age. Rarely shy about expressing an opinion, he already knew exactly what he wanted to do and I don’t doubt his parents knew it, too. Especially Dad! Indeed, except for those days when his mother Jenny levered their son to school, Quinten was either in a truck with his father, in the workshop or begging for a chance at the controls of an excavator or bulldozer. He was, in every sense, born to a life of trucks and heavy machinery, and if it wasn’t his father being hounded to the edge of tolerance, it was Phillip’s trusted and highly capable workmate, the late Merv Breust taking the youngster under his burly wing. For the young Mathie, skilful mentors were never far away and critically, lessons were not without a firmly enforced discipline for safety.

Yet, Quinten is not, of course, peculiar to a hands-on upbringing in a family business. There are many young men and women with similar stories, sourcing solid livelihoods from the collective influences of personal initiative and the example and experience of forebears who, in instances such as the Mathie’s, stretch way back to the days of drays and fourlegged force.

Quinten is, in fact, the fourth generation of a prominent south coast family involved in logging and haulage, starting with great grandfather John Mathie’s bullock team pulling logs out of the bush around the family’s historic home at Wandandian, today just a 20 or 30 minute drive south of the district centre at Nowra.

Likewise, Quinten’s grandfather Bruce Mathie also hauled logs with a bullock team while on Jenny’s side of the family tree, his maternal grandfather was equally a well-regarded axeman. Yet, while naïve nostalgia might paint a somewhat picturesque, even idyllic image of these early days, it was often a life of hardship and financial struggle. As the family

“The people at Western Star have been as loyal to us as we’ve been to them.”

Above & opposite top: From this to this. The transformation of the 1955 White WC28 from little more than scrap metal to a stunning piece of trucking history typifies the passion of its owner and the skills of Cleary Bros tradesmen Opposite middle: Phillip and Jenny Mathie. It has been a hard slog at times but devotion and determination are the foundations of an immensely stoic and loyal family Below: Pride and passion. For Phillip Mathie, blindness hasn’t diminished his absolute regard for White trucks and Cat machinery.

Nor has it stalled his appreciation and awareness of high quality workmanship

story goes, the depression years of the 1930s saw Bruce Mathie mustering and droving cattle before moving back to log felling and eventually buying his own bullock team.

Mechanical muscle, however, was on the rise and in 1946 Bruce bought his first tractor for snigging logs, followed by a White ‘Super Power’ truck in 1948. The White connection would run particularly strong, and stay strong, in the second of Bruce’s four sons, Phillip.

The 1960s were a time of change, no less in the Mathie household in Wandandian when opportunity saw logging displaced by a milk haulage business that grew to seven trucks, hand loading and unloading milk cans from dairy farms in and around the district. As Phillip remembers, the family milk business went well until the evolution of bulk tankers and, while his father wasn’t against the move into tankers, it seems milk co-ops were against contractors moving into the tanker trade.

Ironically, tankers would many years later become an integral part of Quinten’s future, but fuel rather than milk.

Anyway, left with few options, Bruce returned to the forests and as his sons reached working age, the modest enterprise developed into Bruce Mathie & Sons. The mould was set.

Similarly though, while Quinten’s early days were spent in the shadow of his father, it’s a smiling Phillip who reflects on his own childhood and youth where almost every waking moment was spent with own father.

“Yeah, I suppose it’s a bit of history repeating itself,” he says with a soft laugh. “I just enjoyed being with Dad. There was always something to learn from him.”

Bruce passed away in 1980 at 61 years of age and, even now as Phillip closes in on his 70th birthday, the emotion stirs close under the skin.

“He’d worked hard but I know he would’ve liked to have done a bit more. He still had plenty to give. For sure!”

Quiet for a few moments, it’s a sombre Phillip who adds quietly: “He was just a really good bloke to be around.”

Southern Stars Since our first meeting in the mid ’80s when Bruce Mathie & Sons became an early supporter of a Western Star brand struggling for resurrection from the ashes of White, Phillip

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has become a loyal and much-admired friend. In at least one instance, many years back, he was also a generous coach as he handed over the wheel of a fully loaded log truck to teach the finer features of operating Spicer’s versatile but somewhat quirky 20-speed transmission. It was a classic example of ‘easy when you know how’, and the lesson was never forgotten.

By the time of Quinten Bruce Mathie’s arrival in September 1986, his father and uncles (Kevin, Gill and Stuart) had in separate ways steadily built the family business into arguably the most prominent logging enterprise on the NSW south coast.

The mainstay of the business had long been the handling of logs with bulldozers and loaders but the purchase in 1981 of a second-hand White Road Boss added haulage to the operation and with Phillip and Gill initially doing much of the driving, trucks quickly developed into an integral part of the business.

The demise of White, however, while especially disappointing to Phillip, posed the question of ‘which truck next, Kenworth or White’s Canadian cousin, the newly introduced Western Star?’

With so much White in its heritage, Western Star won with the Mathie purchase in 1984 of a new Cummins-powered Cheyenne 4800 model. An almost identical unit followed a year later and it was a confident Phillip who said at the time: “There were a few early doubts about whether the Western Star company would last long in Australia … but the two we have are giving us a good run.”

While Western Star’s future back then was still questionable as various negotiations between Australian interests led by high profile Brisbanebased businessman Terry Peabody and the brand’s Canadian connections continued into the 1990s, Mathie’s allegiance to both the truck and Cummins engines remained rock solid. As time and toil continued to show, the allegiance was well founded but somewhat surprisingly, Terry would

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come to play a significant role in Phillip’s future, well beyond trucks. A role that, for some, may seem completely foreign to a Peabody reputation for cold, uncompromisingly tough business tactics.

In the interim, however, and in the middle of a global recession in the early ’90s, Terry shocked the socks off everyone when he bought Western Star Trucks Incorporated, which included, of course, its manufacturing facility in Kelowna, British Columbia.

It was a decisive swoop which shored up his Australian investment by quickly returning the Canadian offshoot of the former White Motor Corporation to a financially viable and respected builder of high quality trucks.

So viable, in fact, that in 2000 he sold the whole Western Star operation – with the notable exception of the Australian business –

to German giant Daimler Trucks North America.

Yet, throughout much of Western Star’s local history, a friendship was quietly developing, which to many may even now seem unusual.

Indeed, it’s a very broad chasm both personally and professionally from the private planes and calculating character of wheelin’ dealin’ billionaire businessmen like Terry, to the truck cabs and workshops of hard-edged men like Phillip.

There is, however, a mutual respect and instinctive trust between these two entirely different men that is almost certainly at odds with the perceptions, and even understanding, of most people. Yet, on those occasions when the two are in each other’s company, and long after Terry’s involvement with Western Star has ended, the mutual regard remains as obvious as it is genuine.

Equally obvious, it’s no surprise that the only new

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“The 4900 model with the integrated Constellation bunk was too long for the 19 metre B-double skel.”

Top: Flashback to little boys and big boys’ toys. From a tender age, Quinten Mathie already knew what he wanted to do. Drive trucks, just like Dad Below: Quinten Mathie (left) with good mate and good driver, Shannon Doherty. For Shannon and a 19 metre B-double loaded with fuel, deadly fires on the south coast came too close for comfort on one particularly nasty day

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trucks ever bought by Bruce Mathie & Sons were Western Stars, 15 in total.

“They’ve always been a good truck for us, so why change?”

Phillip asserts, before reflecting, “Loyalty works both ways and the people at Western Star have been as loyal to us as we’ve been to them.”

He sits silent for a few moments. “I don’t think there’s a lot of that, loyalty, going around these days.”

Meantime, still never far away from his father or the trucks or the machinery, the teenage Quinten was increasingly itchy to leave high school and start work. His father had left school at 14 to work with his father, so why couldn’t he?

Fair enough, but still several years away from being old enough to hold a licence, the parental proviso insisted on a trade first, and there was no better trade for the 16-year-old Quinten than a four-year diesel fitter’s apprenticeship with Cummins at Queanbeyan near Canberra. “It was one of the best things I ever did,” Quinten would later confirm.

At every level, these were good years for the family and, with the fully-qualified diesel fitter returning to Dalmeny in 2006 to maintain equipment and drive log trucks for Bruce Mathie & Sons, life appeared to be going exactly the way everyone thought it would.

Still, Quinten was predictably keen to do his own thing and, in 2009, at just 23 years of age, he bought his own truck and trailer set to start his own company, sub-contracting to Bruce Mathie & Sons. Fittingly, the company name is QB Mathie, or simply QBM. The new truck chosen to haul a Kennedy Mini-B folding skel trailer was – wait for it – a Kenworth T908 with a 600hp (447kW) Cummins under the snout.

Nowadays, Phillip smiles at the memory of his son’s first truck being something other than a Western Star, but equally respects and accepts his decision.

“He’s the one who had to pay for it,” he says with a shrug.

“Besides, he knew what he was doing.”

For his part, Quinten insists: “There was no real preference for a Kenworth over a Western Star but it was always going to be one or the other. I wasn’t interested in any of the other brands.

“And I’ll tell anyone that Western Star is a good truck. A very good truck, but the 4900 model with the integrated Constellation bunk was too long for the 19-metre B-double skel. Yeah, I could’ve gone for an aftermarket sleeper but I wasn’t keen on that.

“On the other hand, Kenworth had a 28-inch (71cm) integrated sleeper. It’s not a big bunk by any means but when you’re tired it’s a heap better than the day cab 4900 Western Star I’d been driving for the previous few years.”

However, 2009 was a year when the cycles of change were moving in directions far more intense than simply the choice of trucks.

“It was definitely a big year,” Quinten explains.

“I bought my first house, bought my first truck and we [with future wife Tennealle] had our first child.

“But it wasn’t all good because that was also the year Dad

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started to lose his sight, and lose it quickly.” He stops for a moment. “With so much going on, I probably wasn’t paying as much attention [to his father’s condition] as I should have.

“That still troubles me a bit but you live and learn, aye.”

The Dark Days It’s a warm, humid Thursday afternoon in midFebruary. Phillip is sitting quietly in a corner of the shed, surrounded by the three stunningly restored White Mustangs and the two small dozers that define so much of his pride and passion for White trucks and Cat machinery.

The video crew, which has been here most of the day to record the interview of a blind man’s dedication to the immaculate restoration of such classic trucks, has packed up and gone, and now he rests, his hands on the long white stick that helps guide him around obstacles.

Sitting in one of the old trucks, I stupidly shut my eyes and try to imagine what it’s like to see nothing but a curtain of pitch black. Ridiculous! I can open my eyes and see. He can’t.

The latest of the old Whites is a 1955 WC28 model, the biggest and arguably most intricately restored of all three, bought as little more than scrap metal from a wrecker’s yard in the NSW Hunter Valley.

Like the petrol-powered 1961 WC22 model and the 4200 model from 1964, with its even bigger bore petrol engine, the WC28 with its Cummins NH220 diesel engine was fully restored by the

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skilled tradesmen of prominent south coast family company, Cleary Bros.

The original Cleary brothers – Denis and his late siblings John and Brian –have been close friends for many decades and Phillip is quick to give credit to the company and its tradesmen for the unquestioning commitment to the remarkable rebirth of his trucks. In the next breath: “Other than my father, I learnt more from John Cleary than anyone. He was a very smart man and a great friend.” It’s high praise from a man who most times keeps his inner thoughts well contained.

Even so, it’s one thing to know every detail of each truck’s specification, but how does a blind man maintain a passion for wonderfully restored machines and critically, be assured of the high standards of the workmanship? His answer is spontaneous and without the slightest hint of doubt.

“I can picture it and I can feel it. I can picture what they are and what they need to be.

“I’ve been around trucks all my life, and trucks like these were part of my life as a kid. People tell me how good they look but I can visualise it, too. I reckon if I could see, they’d look exactly how I see them in my mind.

“Besides, I know the blokes at Cleary Bros will do a good job and they’ll do it just the way I ask. They’re good tradesmen but they’re good people, too.”

Still, there’s no escaping the disappointment and the frustration. Here is a man, after all, who worked hard all his life, and loved most things about his

working life, hardships and all. A man who drove and operated and understood trucks and heavy machinery as well as any, yet a man who continues to thrive in the company of like-minded, honest people, and once a friend, remains an unwaveringly true friend.

In quiet conversation though, Phillip admits he’s fully aware that some people are unable to relate to him the way they did when he had his eyesight.

“It’s a bit annoying really. I’ve known some of these people for a very long time,” he says sharply.

“I’m still the same person, I still know the same things, but I think they just can’t handle talking to a blind man. It’s as if they don’t know what to say anymore. I might be blind but I’m not bloody deaf or stupid and if it worries them, they should try it from my side.”

He seems relieved to get that off his chest.

The blindness is caused by a condition called anterior ischemic optic neuropathy and for Phillip, its first effects were felt in 2009. Most times, as wife Jenny explains, sight in at least one eye can be saved but it is extremely rare that both eyes are affected to the point of complete blindness.

Despite the best efforts of many specialists including top ophthalmic doctors in the US introduced through Terry Peabody’s connections, nothing could be done and by Christmas 2010, Phillip was completely blind. It was, of course, a brutal hit and coping mechanisms came in many forms, but none greater than the incredible stoicism of an intensely loyal wife and resolute family.

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“It is what it is, so you just have to do what you can,” Phillip says with flat acceptance. The bitterness dwells deep and is rarely exposed.

“Not much good whinging about. Or not whinging too much,” he snickers.

Jenny drives him to and from the shed most days and when it’s quiet around the office he’s often feeling his way around the old trucks or sometimes wandering among parked trucks and trailers in the yard. He’s never far away from the machinery that is, and will always be, such a foundation of his life. Critically though, technology plays its part with a highly advanced phone which allows him to easily source people and information and as he puts it: “To just stay in touch.”

Quiet for a few moments, he says candidly: “The worst thing, I suppose, is the disappointment.

“It’s disappointing and it gets frustrating that I can’t give Quinten a hand when he needs it. If I could still see, I could do a load for him now and again, give him a break, or just do a bit of work on a truck or trailer.

“That’s a big disappointment because he’s had to do a lot on his own. I know he’s capable and he can do lots of things but it would’ve been good to help him. Besides, I miss driving. A lot.”

Fire and Pestilence By 2016, the family company was effectively finished and it’s a seemingly untroubled Quinten who shrugs when asked if his father’s condition and the wind-down of Bruce Mathie & Sons put added pressure on him or his own ambitions. Collecting his thoughts, the response was typically firm.

“It was difficult with everything that was happening then, but Dad’s condition was what it was and we couldn’t change anything, as frustrating and upsetting as it was.

“I think about it a lot, for sure, and it was absolutely disappointing for both of us.

“Suddenly, all that ability was stripped away. For 23 years I’d seen what he could do and learned so much from him, then to have it taken away wasn’t easy. But it was an awful lot harder for Dad, and Mum too. No doubt.”

As for the pressure, he says simply: “There was pressure, I guess, but you do what you have to do. I’ve always been taught to just get on with it.” And that’s exactly what he’s done.

Yet, he is equally quick to mention that he’s not the only Mathie of his generation to run trucks, with cousins Luke and Heath also operating their own trucks.

“It must be in the blood,” he says with a smirk.

With the inevitability of Bruce Mathie & Sons coming to an end, the opportunity in late 2013 to add the fuel industry to existing logging and woodchip work was snapped up with Quinten’s acquisition of a fuel haulage operation that included a Detroit Series 60-powered Freightliner Argosy and two tankers.

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“I can picture it and I can feel it. I can picture what they are and what they need to be.”

Top: Hauling north out of Cobargo, the south coast village is still recovering from the tragedy of bushfires. Kenworth K200 is the truck of choice for QBM’s B-double tanker combinations. South of home base at Narooma, B-doubles are still limited to an overall length of 19 metres on the Princes Highway Above: For several months from late 2019 to early 2020, several Mathie tankers were committed to keeping water supplies up to fire appliances on the ground and in the air

It was, he resolutely confirms, “a good move” and while the Freightliner cab-over is something of an odd-bod among its much preferred Kenworth and Western Star counterparts, it at least continues to earn a respectable living for QBM. On the other hand, with the Series 60 EGR engine proving typically troublesome, it was ultimately replaced with an ISX Cummins.

Today, QBM operates eight trucks – three Western Stars, the Argosy and four Kenworths consisting of two T9s including his original T908, and two K200 cab-overs coupled to 19 metre B-double tanker sets.

The specialist demands of logs, woodchips and fuel haulage mean most units work in one form of freight or the other but a couple such as his original ’908 and an immensely loyal 1997 Western Star ‘Heritage’ model (nowadays largely a back-up truck) are equipped to swap from one application to the other.

Asked what workload dominates the business, he says the ratios vary.

“The dynamics of fuel and logs are entirely different and they can change quickly depending on circumstances.”

The last 15 months or so have, for instance, been particularly tough on both applications, starting with the devastating fires of late 2019 and early 2020 which had a blatant impact on logging operations.

“The whole south coast was alight from Nowra down to the border,” Quinten explains as we drive through the small town of Cobargo where a year earlier, fires took a severe toll on life and property. Today, the town still carries the scars and there’s

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“I know he’s capable and he can do lots of things but it would’ve been good to help him. Besides, I miss driving. A lot.”

Pictured: The Cummins NH220 engine runs as sweet as it looks while the finish on the inside of the ’55 White is brilliant, right down to the rosewood fascia in the centre of the dash

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much work remaining but it’s a modest Quinten Mathie who casually mentions there was no shortage of work for two of his tanker combinations during the fires, hauling water almost non-stop over several months to fire tankers and large water pods used for reloading helicopter buckets.

For driver and close mate Shannon Doherty, the fires came a tad too close for comfort as night and blinding smoke settled in on one particularly nasty day, punching a B-double load of fuel ahead of a fast moving fire front as Police were closing the road behind him.

“The smoke was really bad and I never knew whether I would run into fire around the next bend,” he now calmly recalls.

“There was no mobile phone service and the UHF was useless over distance. I just had to push on as hard as I could.

“It’s something I’m in no hurry to do again, that’s for sure.”

As Quinten adds though, these were difficult days and difficult things had to be done. The diesel bowser at the Mathie depot, for example, became one of very few refuelling points in the entire district for emergency services vehicles.

Yet, no sooner were the fires out, then COVID-19 hit and, this time, with almost no traffic moving anywhere along the coast for months, the normally busy fuel haulage operation went into an unwelcome hiatus.

“Like I said, the dynamics are entirely different and they can change very quickly,” Quinten remarks with a shrewd grin and a maturity that seems to have softened the abrupt and occasionally antagonistic mannerisms of earlier years.

Still, it’s a familial trait that he does not suffer fools easily, setting high standards for himself and consequently, others.

As his wife, Tennealle, attests from the Mathie office: “No one is harder on Quinten, than Quinten.”

Likewise, a formidable work ethic either in the cab of a truck or swinging spanners in the workshop is a characteristic moulded in early childhood.

“I have my own standards,” Quinten continues, “and I suppose that can make me hard to work for at times, so I have to remind myself that not everyone has had the same background or experience I’ve had.

“The fuse definitely isn’t as short as it used to be, so I guess I’ve learned something about tolerance,” he says with a wry grin.

Sitting quietly a few metres behind his son, Phillip listens and suddenly, the same grin appears.

The similarities run deep and from somewhere in the cranial cavern, the thought hits me: ‘I never knew Bruce Mathie but I reckon he’d be proud. Very proud.’

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brisbane truck show

TRUCK FESTIVAL IN THE PARKLANDS

Of all the places to hold a truck show! How could you ever hope to beat the surroundings of Brisbane’s amazing South Bank Parklands?

S

outh Bank is Brisbane’s premier dining, lifestyle and cultural destination. The tourist brochures all rave about the world-class eateries, 17 acres of lush parklands and the stunning river and city views. Check, absolutely no arguments there.

And they talk about the “epic line-up of eclectic events all year round”.

Eclectic, fair enough. It is hard to disagree that a truck show set amongst the restaurants, cafes, bars and bougainvillea is eclectic.

It is extra special when they close the streets for you to hold a festival in your honour. That is what the South Bank Truck Festival is.

The locals are rolling out the red carpet in preparation for your arrival. And it is up to all of us to show the Brisbane community how much we appreciate their hospitality.

So, our truck display will honour our connection with the community and tell stories of the different roles we play. We will explain to them how proud we are of our industry’s innovation, skilful engineering and world-class local manufacturing. It has seen us develop some of the most amazing high-productivity vehicles on the planet.

They will appreciate that you are hard workers; proud but humble; always ready to lend a hand. The backgrounds of our people are as diverse as the different roles we all play. That makes for some of the most satisfying lifelong career paths anyone could hope for.

You can’t look at a line-up of trucks like this and not be a little proud of the fruits of your labour. Immensely proud, actually.

So, we will be putting on some entertainment and we hope you will mix amongst the locals and let them experience the generous heart and soul that underpins every one of you.

We will invite the locals and visitors from far and wide to come and share the experience with us. And we will leave an indelible mark on them that will further elevate their perception of us, and our role in the community.

Meanwhile, the locals will be catering for you too. They are opening their doors and their arms to welcome you to their wonderful establishments. The options are seemingly endless.

They’ll be rolling out the proverbial red carpet for you and your guests to create a festival atmosphere, including free live entertainment; many will be offering special deals for truck show visitors.

Come and join us at the South Bank Truck Festival. It’s a major heavy vehicle display and entertainment & networking hub.

Little Stanley Street and Stanley Street Plaza will be closed to traffic for a major display of trucks and trailers.

The week will see 30–40,000 people enjoying this exciting initiative, a place for our industry to gather with customers, mates – both old and new – and the broader community.

Come and share in the spirit of this fabulous week of events – a great reason to host your guests in the area.

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Strongman truck push aims for Guinness World Record Troy Conley-Magnusson is very strong. Very, very strong. A quick search of his name online and you will see video and images of Troy pulling aeroplanes, semi-trailers and even a fleet of 16 cars.

There is something incredibly likeable about the guy, and you don’t have to scratch the surface far to see what it is. It is what motivates him.

Over the past couple of years Troy has had a lot of attention due to his many amazing exploits.

He has had more than a fair go at a number of phenomenal records. A Guinness World Record is inevitably going to feature his name very soon, and it could very well be as a result of his next challenge, during the South Bank Truck Festival.

But the question is why? Always start with why.

“What’s important for me is the fundraising,” Troy told us. “That’s absolutely number one. If we can drive that past $30,000, that would be incredible.

“The record is then a nice bonus.”

That is pretty awesome, isn’t it?

Troy says that while the challenges are great fun(?), they are for a very sombre reason.

“It’s all about helping kids that have been seriously injured or diagnosed with critical illnesses like cancer and leukaemia,” he said.

“Unfortunately, that is what happened with young Ava. At just two-years-old, she was diagnosed with a rare form of leukaemia and subsequently lost over 98 per cent of her bone marrow.

“Thankfully, now five years on, she’s ok and in remission, largely thanks to the support Little Wings, Ronald McDonald House and Sydney Children’s Hospital offer.”

Last November, Troy was attempting to break the Guinness World Record for Most Cars pulled by an Individual with 16 Hyundais, weighing over 25 tonnes. Unfortunately, he came up short of the record by five metres due to a misplaced foot on one of the car’s brakes!

To keep momentum going and keep driving the fundraising, Troy was looking for another challenge.

“I’ll be looking to set a new Guinness World Record

for the heaviest truck pushed by an individual for 100ft (30m). Currently this is 11 tonnes.”

Well, thanks to Daimler Truck and Bus Australia, we have the vehicle: a 12 tonne Freightliner Cascadia.

To be eligible for a Guinness World Record the area used has to be surveyed by a qualified surveyor and certified to be within 1 per cent of 100 per cent flat.

We have found that surface on Little Stanley Street in South Bank.

“After the failed world record attempt last year I received a message from Ava’s mum,” Troy added.

“For all the things I’ve done in my life, nothing has moved me in the way that did.

“So, now I’m a man possessed, and a man on a mission, to ensure we reach our $30,000 target.”

It doesn’t do it justice not to include the whole note. However, here is a small excerpt from Ava’s mum Kathy: “Ava and I were chatting about you and she realised you lived at Ronald McDonald house as well for a long time when you were little, then the penny dropped.

“You could see her eyes begin to sparkle. She asked ‘so I could do that?’

“I think it would be amazing if you could go and tell all the kids who stay at Ronald McDonald house your story.

“You understand gratitude like we do; it is this level of gratitude we have for you today for unlocking our little girl’s potential.”

He is truly an inspiring bloke – passionate, relentless in pursuing excellence, and most of all – genuinely caring.

“Going the extra mile like I am at the moment to help the community, to allow kids like Ava to be able to follow their dreams, and support families like hers when they need it the most; that’s all I need,” Troy says.

Make sure you are there to support Troy on Friday morning, May 14.

You can make a pledge or a donation to help Troy reach that target on the South Bank Truck Festival website. Go to www.truckfestival.com.au

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truck technology

VOLVO EYES FOSSIL-FREE FUTURE Volvo Group Australia’s recent press conference coincided with the release of an updated range of Volvo Trucks, as well as the arrival of the new Mack Anthem. Ben Dillon writes

A

MID A SHOWROOM backdrop of Volvo Group Australia’s (VGA) latest offerings, President and CEO Martin Merrick outlined VGA’s direction in the local market during the group’s 2021 press conference at it’s Wacol, Queensland headquarters, stating that its global aim is to have 35 per cent of Volvo trucks utilising electric drivetrains by 2030.

While Merrick wouldn’t provide an estimate on the percentage of local electric trucks the company hoped to be shifting by the 2030 target, he set out a road map for the brand, which features electric and alternative fuel drivetrains.

Another couple of future dates to keep in mind for Volvo are 2040, when the company says it will no longer be using fossil fuels, stating that liquid natural gas (LNG) and biodiesel will be the future drink of choice for its trucks, and 2050 which is the target set by the company to become carbon neutral. “We are on a journey toward fossil-free transport solutions by 2040. That said, the internal combustion engine will be with us in Australia for a very long time to come,” Merrick says.

“With the research going on today into alternative fuels perhaps we will see an internal combustion engine which is fossil-free.”

When questioned if a hydrogen-fuelled internal

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combustion engine would be on offer, VP of sales, strategy and support, Paul Illmer, said that hydrogen fuel cell technology is the only hydrogen tech Volvo is interested in at this time.

Also juggling the role of acting vice-president of Mack Trucks, Merrick announced that the Anthem and Trident models will feature predictive radar-based cruise control, a proprietary Mack technology that is part of VGA’s hope for zero collisions in the future.

“It learns the topography of routes and stores the information to automatically adjust the speed, torque and gearing to deliver the best fuel performance on saved routes.”

When it comes to safety in the updated Mack range, in particular the lack of driver-side airbag in the Anthem, Merrick announced a package to improve safety of the Mack range.

“Mack trucks international has committed to invest in around A$100 million in the Mack product range over the next three years. Of course I will say the airbag will come but we are on that journey,” Merrick says, adding: “We take what we have from the US and then build what we need here in Australia, so watch this space.”

With Tony O’Connell’s departure to fill the MD role at Volvo Malaysia and the sideways move of Gary Bone from Mack to Volvo, Merrick will

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“We are on a journey toward fossil-free transport solutions by 2040.”

Right: VGA President and CEO Martin Merrick

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“Isuzu will remain a direct competitor.” continue to fill the void left at Mack until a suitable replacement is found.

VP of UD, Lauren Downs, took the opportunity to further outline what the UD and Isuzu partnership will look like with the main theme being that it’s not a clear cut change of ownership of UD to Isuzu but a ‘strategic partnership’, which benefits both parties, stating how this strategic alliance works will be different for different markets.

“Volvo Group Australia will be the sole importer and the sole distributor of the UD product here in Australia,” Downs says, adding: “The changes will be limited as both brands are successful in their own rights.”

The partnership, which is slated to continue for 20 years, will be overseen by a board with offices in both Sweden and Japan and filled with key members of both brands, including Volvo CEO Martin Lundstedt.

Downs went on to address the issue of UD and Isuzu competing for the same slice of the Australian truck market in segments that are already highly competitive.

“There are currently no plans to change the UD product line up or strategy. We believe we have the best premium Japanese product,” Downs says.

“Isuzu will remain a direct competitor, and in our minds it’s full steam ahead and there’s not much they can do.”

For the new Volvo models the FL, FM, FH and newly introduced crew cab FM come with a host of safety features including adaptive high beam lighting, which senses an approaching vehicle and dims head lights on one side while retaining high beam on the offside, a blind spot camera activated by the left turn indicator and adaptive radar cruise control, which now works down to zero km/h from the previous low of 15km/h, which Volvo says is advantageous in stop/start city conditions.

The adaptive cruise is also upgraded for greater connectivity, with vehicle systems allowing better downhill retardation of the truck.

Top right: Paul Ilmer, VP of sales, strategy and support Above: UD vice president Lauren Downs Left: Volvo Trucks vice president Gary Bone

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tech briefs

Toyota, Hino and Isuzu partner up

ISUZU, HINO AND TOYOTA are to collaborate on commercial vehicles battery and fuel cell developments focused on the latter’s computer-aided software engineering (CASE) technologies, the Japanese trio reveal.

Focused on light trucks, the trio plans to jointly work on the development of battery electric vehicles (BEVs) and fuel cell electric vehicles (FCEVs), autonomous driving technologies, and electronic platforms.

“While working together on BEVs and FCEVs to reduce vehicle costs, the three companies plan to advance infrastructurecoordinated societal implementation, such as by introducing FCEV trucks to hydrogen-based society demonstrations in Japan’s Fukushima Prefecture, and accelerate their dissemination initiatives,” they say.

“Also, Isuzu, Hino, and Toyota plan to link their connected technology platforms to build a platform for commercial vehicles that can help solve customers’ problems.

“Through this platform, they intend to provide various logistics solutions that not only help improve commercial vehicle transport efficiencies but also contribute to reducing CO2 emissions.”

It has been a transformative time for Isuzu recently.

With a more heavy-duty focus, the firm entered a 2019 technology link with Volvo globally that saw it gaining control of UD. Explaining the move, Toyota president Akio Toyoda says CASE developments changes the investment and development playing field for the global automotive enterprise.

“What we are now being called upon to do is refine CASE technologies and disseminate them,” Toyoda continues.

“To achieve that, I arrived at the notion that it is important to implement such technologies through commercial vehicles in unison with infrastructure.

“And there was one more thing. Viewed from a user’s perspective, shippers use both Hino and Isuzu trucks.

“If Hino and Isuzu work together, we would be able to face 80 per cent of Japan’s commercial vehicle customers and come to know their reality.

“And if we used Toyota’s CASE technologies, we may be able to solve many of those customers’ difficulties.”

He adds that the location of the action is motivated by the earthquake and tsunami that devastated the region and admits the initiative has his company entering uncharted waters.

“This year marks the 10th anniversary of the earthquake disaster, so I was wondering which site I should visit,” Toyoda says.

“As I was thinking about it, I was given an opportunity to visit Namie Town in Fukushima Prefecture, which is advancing initiatives for the future.

“On-site, I was able to talk with Fukushima governor Uchibori and Namie mayor Yoshida about their thoughts on reconstruction.

“One project has advanced since then. Isuzu and Hino fuel cell trucks are carrying goods using green hydrogen produced in Namie Town.

“And we will contribute to the realization of uniform, waste-free delivery by linking ‘make’, ‘transport’, and ‘use’ using connected technology.

“Together with everyone in Fukushima, we will make the work of ‘transport’ people easier and propose new lifestyles to people on the ‘use’ end.

“We are now living in an uncharted era in which we can’t foresee the right direction.

“In such an environment, you first have to try. From there you can see what’s waiting next and try again. Toyota has

Above: Hino and Toyota agreed to jointly develop a heavy-duty fuel cell truck back in April 2020

survived so far by doing so again and again.

“This time, engaging more in the transportation front line, our three companies will work together and try it first.”

To promote their partnership, Isuzu, Hino, and Toyota are establishing Commercial Japan Partnership Technologies Corporation (CJPTC).

To be headed by Hiroki Nakajima, it is a company for planning CASE technologies and services for commercial vehicles based on discussions among its three parent companies.

“Going forward, Isuzu, Hino, and Toyota intend to deepen their collaboration while openly considering cooperation with other like-minded partners,” they add.

Isuzu Trucks Australia CEO Andrew Harbison welcomed the latest strategic alliance by Isuzu’s parent company in Japan.

“With the building of a connected technology platform another key objective of the collaboration, we see a clear path for Isuzu in this critical response to the challenges facing the commercial vehicle industry and our customers,” Harbison says.

Isuzu and Toyota have agreed on a capital partnership for the project, with Toyota gaining around 5 per cent of Isuzu for Yen42.8 billion (A$510 million), while Isuzu plans to acquire Toyota shares of the same value through a market purchase.

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tech briefs

SEA launches locally assembled trucks

MELBOURNE-BASED COMPANY SEA Electric has announced the commencement of volume commercial production of electric trucks. SEA states that the trucks will cost under $14 per day to charge from the grid, and even less if depot solar is used.

SEA Electric expects to see company assembled and badged trucks based on Hino 500 Series Wide Cab GH, and Hino 300 Series 816 models.

The company is placing its SEA-Drive battery electric power system into SemiKnocked Down (SKD) chassis kits with a view to seeing retailed them through SEA Electric dealers. It notes that this is a progression from retrofitting vehicles designed for diesel engines, which is where the local link with Hino began.

The move comes as traditional truck makers, notably Daimler and Volvo, are eyeing the Australian commercial electric-vehicle (EV) market seriously, along with and pure-electric or hydrogen fuel-cell players.

“SEA Electric is privileged to be able to bring this Australian first to the marketplace,” SEA Electric regional director for Oceania, Glen Walker, says.

“These trucks truly meet a need in the marketplace, and prior to this launch, we have received pre-orders for 46 vehicles from some of Australia’s biggest companies and councils.

“It represents an exciting phase in global EV development, and this places SEA Electric at the forefront.”

Both models offer a range of motor, battery, chassis and axle configurations.

At the top of the range is the SEA 500225, a 6x2 axle configuration, allowing for a maximum body length of 9,240mm and a gross vehicle mass (GVM) of 22,500kg.

The SEA 500-225 is available with a “range-topping” 280kWh battery, with

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full details of the SEA-Drive 280 power system will be released shortly.

The medium-duty SEA 500 is available in a pair of 4x2 configurations, with a maximum body length of 8,930mm and a GVM range between 14 to 17 tonnes.

Drivetrain options include the SEADrive 120-35 and 180-35, which are both powered by an electric motor producing maximum torque output of 3,500Nm and maximum power value of 350kW. The 120-35 has a battery capacity of 138kW/h and an un-laden range of 175km, while the 180-35 features a battery capacity of 220kW/h, and an un-laden range of 200km.

The light-duty SEA 300 range is available in a variety of wheelbase, payload and body length configurations, all with a 4x2 axle format, and GVMs ranging from 4.5 to 8.5 tonnes.

“The SEA 300 range can be ‘specced’ up with one of three motors,” Walker sys.

“The 700Nm torque and 127kW variant powers the SEA-Drive 70-7, combined with its 88kW/h battery it is perfect for the car licence 4.5-tonne GVM truck.

“Ideal motors for up to 8,500kg GCM are the midrange 1,000Nm of torque and 108kW of power for the SEA-Drive 100-10.

“If 1,000Nm is not enough, perhaps the 1,500Nm of torque and 125kW of power from the SEA-Drive 100-15 is more to your fancy?

“In addition to two motors, the SEA 300-85 is available with two different batteries, providing capacities of 103kWh through to 138kWh, which provide for un-laden ranges from 210 to 300km.”

All SEA-Drive power systems are said to have an operating temperature range of -20 degrees C to 50 degrees C, with empty to full charging times ranging from approximately five hours for the SEA-Drive 70, through to 12 hours for the SEA-Drive 180 iterations.

The standard charging equipment for all SEA-Drive models features a threephase 32amp on-board charger with 5-pin plug, charging at up to 22kW/h.

“A key feature of this charging system is its access to the world’s largest charging network, namely truck workshop three-phase power,” the company says.

Optional DC to DC fast-charging increases the charging rate fourfold to 88kW/h. ”Real world testing of in-service vehicles that travel up to 1,000 kilometres per week has revealed daily recharging costs of less than $14 per day using standard off-peak electricity prices

of 15c per kWh,” the company says, or less if depot solar is used.

“Future proofed with an upgradeable plug and play architecture, the SEA-Drive Power-System can be charged using the world’s biggest charging network, which is 415V 3-phase power via the truck’s standard on-board charging equipment, with optional DC fast charging also available.

“The fast charging option enables a charging rate four times faster than standard, and offers range extending topups during lunch hour or vehicle loading.”

Roadside assistance is to be available through NTI for the life of the warranty period.

ITALIAN POWER FOR KOREAN TRUCKS

FPT INDUSTRIAL, headquartered in Turin, Italy, has been chosen as the preferred engine supplier by TATA Daewoo Commercial Vehicles for the launch of the new ‘the CEN’, a semi-medium truck for the domestic South Korean market.

The CEN – whose name means ‘The Strong’ in Korean and ‘Complete, Efficient, Needs’ for the rest of the world – is powered by an FPT Industrial Euro Dynamics 45 engine. FPT says it was chosen for its unique characteristics in terms of superior power, torque, torque reserve, overall efficiency and compliance with emission rules exhaust gas recirculation (EGR)-free.

Launched in 3, 4 and 5 tonne versions, the CEN features an eight-speed automatic gearbox in the segment, fully pneumatic brakes, pneumatic suspension seats and LED DRL. Available in two versions with 186 or 206hp (139 or 154kW), the FPT Industrial Euro Dynamics (ED) 45 engine is a member of the NEF engine family, sold worldwide for all kind of applications – on road, off-road and marine – in about 100,000 units per year.

FPT states that the ED 45 delivers up to 21 per cent more power and torque up to 23 per cent higher versus competition in South Korea. Its HI-eSCR aftertreatment-system is said to be EGR-free.

Stated benefits include better breathability (the engine breaths fresh air only, instead of very hot and dirty recirculated gas), optimised packaging and installation (being EGR-free the cooling circuit is smaller and easier to accommodate), higher reliability (the whole cooling circuit operates at lower temperatures), and up to 150,000km DPF service intervals due to passive regeneration.

ownerdriver.com.au

31/03/2021 1:10:04 PM

Fuso launches eCanter in Australia IN A TIMELY MOVE before the 2021 Brisbane Truck Show, Daimler Truck and Bus has announced the Australian launch of the all-electric Fuso eCanter.

The eCanter, which is the available now, is reportedly the first original equipment manufacturer (OEM) allelectric truck available in Australia and will be supported by select Fuso eMobility dealers.

In 2017, the eCanter became the world’s first small series electric production truck. Fuso says it has been the subject of a rigorous testing regime around the world, including a sixmonth Australian test running with a maximum load, while global customers have covered more than three million kilometres of real world driving.

Fuso Truck and Bus Australia director, Alex Müller, says he is excited to be able to offer the eCanter to Australian customers.

“The eCanter is perfect for emissionsensitive areas in our big cities, where many pedestrians and residents stand to benefit, but it is not just a concept truck or environmental tribute.

“It is a serious truck with a payload of more than four tonnes and it gets the job done day and night.”

Müller says the eCanter is proving

that all-electric local transportation makes sense; not just for the community and for the environment, but also for business.

“We are excited to be pioneers in this field and to prove that electric trucks are practical in the correct application right now,” he says.

“The eCanter is a vital proposition for any company that is serious about reducing emissions.”

Of particular interest for freight companies and government bodies is that the eCanter comes equipped with active safety features such as the advanced emergency braking system and the lane departure warning system.

Müller says eCanter customers can rest assured the truck is fitted with advanced pedestrian-sensing camera emergency braking technology, just like the regular Canter 4x2 range.

“By their very nature, electric trucks operate in high-density urban areas, so active safety systems are more important than ever,” he says.

“Our customers do not have to choose between safety and electric mobility, they can have both,” Müller adds.

The eCanter is said to have a range of more than 100km when fully loaded, and can be recharged to 80 per cent

capacity in an hour using a 50kW rapid charger or fully charged in 90 minutes.

Daimler Trucks states that the eCanter is part of its commitment to help customers reduce emissions in Australia with its Fuso, Freightliner and MercedesBenz brands.

Moreover, Daimler Trucks is aiming to have all new vehicles in Europe, North America and Japan “tank-to-wheel” CO2neutral by 2039.

“Our leading customers in Australia want reduced emissions and advanced safety and Daimler Truck and Bus

is committed to lead the market in delivering both,” Whitehead says.

Six liquid-cooled lithium ion batteries mounted in the eCanter frame store 82.8kW/h of electricity (with 66kW/h of usable power) and feed a permanent magnet synchronous motor. Power output is rated at 135kW and 390Nm of torque can be delivered the moment the accelerator pedal is pressed.

The eCanter will feature on the Daimler stand at the Brisbane Truck Show, which runs from May 13 to 16.

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tech briefs

Paccar celebrates Australian half century INDUSTRY AND POLITICIANS have lined up to highlight the significance of Paccar Australia’s 50 years of manufacturing in Australia.

The half-century anniversary was celebrated in March when Paccar was lauded for supporting local jobs, industry productivity, and the Australian economy with truck production at its Bayswater plant in Melbourne.

“Paccar built the Bayswater facility in 1971 to design, engineer and manufacture Kenworth trucks – a

unique and high-quality product that has become an icon of Australian trucking,” Paccar Australia managing director Andrew Hadjikakou says.

As part of the celebrations, federal treasurer Josh Frydenberg, assistant treasurer Michael Sukkar, assistant minister for freight transport Scott Buchholz, assistant minister to the deputy prime minister Kevin Hogan, Australian Trucking Association (ATA) chair David Smith and ATA CEO Andrew McKellar toured the facility.

“During the past 50 years, Paccar

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has manufactured 70,000 trucks in this plant. We are extremely proud of this achievement and honoured that the Treasurer and his colleagues have joined us to show their support for our industry,” Hadjikakou says.

The celebrations saw Frydenberg hand over the keys of the 70,000th Kenworth manufactured at the plant to Brown and Hurley, a multi-generational Australianowned family dealership that celebrates 75 years in business this year.

“Brown and Hurley are a fourthgeneration Australian family-owned business, which started in 1946 as a ‘fixanything’ mechanical repair business and service station,” Hadjikakou says.

“They distribute and support Paccar products, and during their 75-year journey have grown the business to 11 locations providing 460 Australian jobs.”

Smith says that, in addition to supporting local jobs and communities, Paccar provides broader economic benefit by producing trucks that are designed locally for the unique conditions and demands of the Australian transport industry, moving freight in the safest and most productive way.

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1,200 people in Australia, with many thousands more employed in its supply chain,” he adds.

“Sixty per cent of the parts required to manufacture a Kenworth truck are sourced locally, employing another 10,000 people.

“Australian manufactured Kenworth trucks represent 20 per cent of all heavyduty trucks on our roads, and while manufacturing contributed $100 billion to Australia’s GDP in 2020, Paccar alone made up nearly 1 per cent of that total.

Hadjikakou says there are many exciting projects on the horizon for Paccar, including the completion of a $40 million factory expansion and a $15 million investment in 2021 for local research and development, software integration and engineering to produce new products in the Bayswater factory.

“These products will benefit our industry, community and broader economy through cleaner engines, higher levels of safety and comfort, reduced fuel usage and higher productivity,” Hadjikakou says.

“Our factory expansion is set to double our manufacturing capacity and will position the organisation for the next 50 years of manufacturing on this site.”

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31/03/2021 1:11:07 PM

Scania’s western Sydney expansion An artist’s impression of the Scania Eastern Creek site, which is due to open later this year

with the building expected to be handed over during the third quarter of 2021.

Scania says the new, state-of-the-art workshops will boast eight workbays including three inspection pits, along with a bespoke wash-bay, and a full complement of vehicle testing equipment including shakers and rollers for assessing suspension, braking and steering components.

Additionally, trailers and trailer equipment can be serviced on site along with prime movers, vocational rigids (such as construction and jetvac trucks and fire appliances) as well as the full

range of Scania buses and coaches.

“The new location is well positioned to support many of our customers in the local area who previously would ferry their vehicles to Prestons for servicing.

But more importantly it will give us a base to continue to prospect for more customers in the busy surrounding suburbs from Parramatta to Penrith,” Corby adds.

“Our proximity to major roads and the crossroads of the M4 and M7 motorways will also provide a further advantage for interstate customers visiting this part of Sydney.

“While we will be transferring some experienced staff from Prestons to Eastern Creek, we will also be creating new job opportunities at all levels with the opening of the new branch, particularly within the workshop.

“In addition, the new location will have plenty to offer truck or bus drivers, with a comfortable lounge area and a number of resting locations ideal for drivers to catch some sleep while having their vehicle serviced,” he says.

“It is our intention to operate the workshop Monday to Friday from 07:00 to midnight and Saturday until midday.”

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SCANIA AUSTRALIA has announced its latest branch development, a second company-owned outlet in New South Wales, which will be operating from Wonderland Drive, Eastern Creek from later this year.

“We’re adding a second companyowned sales and service location in Sydney to cope with the increasing demand for our products and services in NSW over the past five-to-eight years, and also to be able to accommodate the future growth that is pivotal to our continuing success in Australia,” says Sean Corby, Scania regional executive manager for NSW and Victoria.

“The growing appeal of our New Truck Generation, the significant expansion of our contracted repair and maintenance agreements and ever-increasing customer loyalty requires us to develop additional capacity to service a much larger number of Scania vehicles than ever before.

“Already at Prestons we are running an evening shift five days per week in order to deliver on our uptime promise to customers,” Corby says.

Mikael Jansson, Scania Australia managing director, proudly turned the first sod on the site in December 2020,

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FOR THE OWNER-DRIVER Frank Black

Business is business Now, more than ever, it’s important to recognise that trucking is a business – not a lifestyle

M

Y DAUGHTER will soon turn 35, a sentimental moment for a father and a rude reminder of my advancing age.

It also marks the 35th anniversary of my career as an owner-driver.

I look back on the purchase of my first truck and remember my excitement to embark on a new lifestyle of travel and opportunity. “I’ll be the master of my own destiny,” I thought.

I didn’t realise that with the exchange of keys I was locking myself into an industry for life. The freedom I thought I was investing in has over time diminished to a point where I have no choice but to keep running my truck.

I still get enjoyment from my job, and I’m reminded of that early excitement I felt in the ’80s whenever my two-yearold grandson Eli hops in the cab with me and wants to push all the buttons within reach.

As a young man full of enthusiasm I used to chat with owner-drivers who would come into the workshop. I would hear success stories how if you were prepared to make sacrifices such as being away from home friends and family and work hard, it would pay off,

in four to five years owning the truck and a home was not just a long-term dream.

Being your own boss is an appealing dream, but nowadays it should come with a warning: if you treat trucking as a lifestyle rather than a business, you’ll go bust.

Perhaps the warning signs were already there and I, a mechanic at the time, refused to see them. After all, I did buy my first truck from a driver who couldn’t afford the repairs it needed. Sadly, this is a story I’ve heard over and over and it’s only getting worse.

HIGHER COSTS

For 35 years I’ve steered my truck forwards, and the industry has gone in the opposite direction. While rates have stagnated, costs like insurance, fuel and repairs have continued on an uphill climb. Years ago, your truck registration included three number plates: two for the truck and one for the trailer. Now, the trailer has its own registration that will set you back an additional $1,600 a year.

It’s a continuous squeeze that puts pressure on each run to be viable. If drivers get lured into thinking you can

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

put in the hours for enjoyment’s sake without ensuring every hour spent on the job is profitable, it’ll be a short road to bankruptcy.

Enjoying the job is fantastic, but it is vital to separate work and lifestyle, and more importantly to ensure that the work can fund the lifestyle.

Many people ask if I would jack it in and go back to being a mechanic.

To do that, I’d have to go back to school to learn the new technology, and even then would struggle to get employment at my age. Aside from the enjoyment I still get from driving a big rig, it is the only viable option for me until retirement.

Retiring is another important factor to consider. How many drivers are still going well into their 70s?

For many, it’s not a choice. As I write this, I’m sitting across the table from a bloke who’s 74 and has no plans to retire soon. In long-distance driving, the squeeze on rates doesn’t allow for superannuation savings.

AGING WORKFORCE

The recent attention on truck driver health and the concerning stats showing obesity, heart problems and chronic health conditions highlights why an aging workforce is dangerous for all involved. The Monash University study drew the link between deteriorating health and increased chance of being involved in a truck crash.

And of course, the job itself is to blame for many of the health concerns raised in the study. Sticking with the job as an old man or woman is only going to increase the prevalence of those conditions.

In the long-distance game, it’s unlikely to get consistent medical care when we’re rarely in one place for long. With tight margins it’s unlikely many drivers have good healthcare either, including dental.

It’s a frightening thought that truck drivers must continue working well beyond retirement, even with multiple health problems. But too often it’s a choice between working or relying on your family to keep a roof over your head – if you’re lucky to have that option.

This is why it’s so important to make sure we listen to our heads and not our hearts when making decisions about our trucking businesses. A job is only ever worth doing if it is profitable, will fund our lifestyles and enable us to save for maintenance, time off if we need it and retirement.

After 35 years in the game, here’s my pearl of wisdom. By all means, enjoy the job. Just make sure you’re a viable business owner and not a slave to the lifestyle.

“The squeeze on rates doesn’t allow for superannuation savings.”

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