Owner Driver 344 September 2021

ownerdriver SEPTEMBER 2021 #344

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

OWNERDRIVER.COM.AU

Freight frustration State borders, permits

and ‘out-of-order’ truck stops See page 20

Cameron’s connection Revisiting Kenworth’s Australian origins See page 54

HIGHLY RATED Volvo eyes return to lofty pre-pandemic heights

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Contents #344

SEPTEMBER 2021

74 Justin Wenham generously hands the reigns of his new spruced-up Western Star 4900 to young driver Mel Ware

62

“When I die they need to dig a big hole ’cause my truck’s coming with me.”

20 TRUCKING THROUGH THE PANDEMIC

As COVID creates havoc around the country, truck drivers are facing more obstacles than ever

28 LOVIN’ THE HEAVY METAL

40 gptruckproducts.com.au

Brayden Abbaticchio’s dream of becoming an owner-driver took years to achieve. Now he’s behind the wheel of his own eye-catching Kenworth T908

40 WHEN STARS ALIGN South Australian owner-operator

54 KENWORTH AND THE CAMERON CONNECTION Among the annals of Kenworth’s Australian history, there is no greater contributor to the brand’s foundation than the late Ed Cameron

60 NRL LEGEND A TEMPORARY TRUCKIE Retired rugby league star Johnathan Thurston had a taste of life behind the wheel when he drove a Mack SuperLiner to the Mt Isa Mines Rodeo

62 DELICATE IN THE DETAIL

An industrious young woman is making her mark in the road transport industry, adding an artistic flair to her customers’ trucks

68 METTLE ON METAL

Determination, experience and new models are behind Volvo Trucks’ charge toward returning to its successful pre-COVID levels

74 BREATHIN’ EASIER IN THE BRONX A major beverage distributor has become the first fleet on the US East Coast to take delivery of an electric heavy-duty truck – the Volvo VNR

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ownerdriver EDITORIAL Editor Greg Bush Ph 07 3101 6602 E-mail Greg.Bush@primecreative.com.au Senior Journalist Ben Dillon Ph 07 3101 6614 E-mail Ben.Dillon@primecreative.com.au Technical Editor Steve Brooks E-mail sbrooks.trucktalk@gmail.com Contributors Warren Aitken, Robert Bell, Frank Black, Warren Caves, Warren Clark, Adam Cockayne, Rod Hannifey, Michael Kaine, Sal Petroccitto, Ken Wilkie Cartoonist John Allison

PRODUCTION Production Co-Ordinator Cat Fitzpatrick Art Director Bea Barthelson Print IVE Print

ADVERTISING Business Development Manager Hollie Tinker Ph 0466 466 945 E-mail Hollie.Tinker@primecreative.com.au Business Development Manager Con Zarocostas Ph 0457 594 238 E-mail Con.Zarocostas@primecreative.com.au

SUBSCRIPTIONS Ph 136 116 Fax 02 9267 4363 Web magshop.com.au Reply Paid 4967, Sydney, NSW, 2001

EXECUTIVE GROUP CEO John Murphy Publisher Christine Clancy COO Zelda Tupicoff Operations Manager Regina Fellner Trader Group Sales Director Brad Buchanan

BEHIND THE WHEEL Greg Bush

Taking two for the team

T

HE arguments surrounding COVID vaccinations in Australia have reached a crescendo in recent weeks, especially over whether truck drivers will be required to have had a couple of jabs before crossing borders.

The Queensland government backtracked on this requirement – for now at least – although transport industry workers must apply for a freight and logistics pass, which includes proof of having had a negative COVID test in the previous seven days before attempting to cross the border.

South Australia has taken it a step further. From September 24, essential workers travelling from restricted zones – currently Victoria, New South Wales and the ACT – will need to show evidence of receiving at least one dose of a COVID-19 vaccine before entering the state.

It’s fast becoming the norm. Qantas and Virgin Australia front line employees will soon be required to be fully vaccinated. Other staff members will later follow suit.

Across the Pacific Ocean, the situation is becoming serious.

Fans who arrived at the US Tennis Open in New York were given three days’ notice that proof of being fully vaccinated must be produced before being admitted to the venue.

In the entertainment industry, some high-profile musicians (including Bruce Springsteen) have barred nonvaccinated patrons from attending their gigs. It’s only a matter of time before similar edicts are issued in Australia for all types of events.

However, there are plenty who remain averse to receiving

any type of vaccine. They cite religious beliefs, political leanings (as in the case of most Donald Trump supporters), the threat of a global government conspiracy, or the hesitancy in having what they believe is a basically untrialled poison being injected into their bodies.

The anti-vaccine stance is not new. Everyone knows someone who refuses to have the annual ’flu shot.

COVID, however, is a different beast. And it’s constantly mutating. Statistics produced by Australian state governments point to COVID deaths being mainly confined to the unvaccinated.

The anti-vaccination movement is also notable among some sections of Australian road transport. First of all, most drivers are fed up with receiving a “brain tickler” every three days. It’s an unpleasant experience, as I found out. And they are angry that they may be either forced to be vaccinated against their beliefs or find another occupation.

Some are using social media to take matters a step further, threatening strike action or blockades to force the issue. Two truck drivers caused chaos on the Gold Coast in August (with Senator Pauline Hanson in attendance) when they parked their rigs to block the highway during peak hour. More threats gave been issued, which will directly inconvenience and cause the ire of the general public.

However, governments are leaning towards at least 80 per cent of the population being fully vaccinated, so it will soon be a case of either having the jab or living a restricted lifestyle.

Owner Driver is published by Prime Creative Media 11-15 Buckhurst Street, South Melbourne VIC 3205 Telephone: (+61) 03 9690 8766 www.primecreative.com.au ISSN 1321-6279 Largest circulation truck publication in Australia Member: Circulations Audit Board

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Circulation (CAB Audit March 2021)

OwnerDriver magazine is owned by Prime Creative Media. All material in OwnerDriver is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. Opinions expressed in OwnerDriver are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

If your delivery needs a dedicated truck, it will be a load off your mind knowing it’s in the safe hands of transport and logistics experts, trusted by businesses Australia-wide for over 25 years.

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Prices herein are recommended selling prices, inclusive of GST. Recommended selling prices are a guide only and there is no obligation for Dealers to comply with these recommendations. Freight charges may apply. All items have been included in good faith on the basis that goods will be available at the time of sale. Prices and promotions are available at participating Dealers from 1 September to 31 October 2021 or while stocks last.

* Calls from Australian landlines are generally free of charge whilst calls from mobile phones are typically charged based on the rate determined by the caller’s mobile service provider. Please check with your mobile service provider for call rates.

31/8/21 8:37 am

The Goods

NEWS FROM THE HIGHWAY AND BEYOND

ATA urges Paygo relief for industry

Truck charges and rego should be set over three years to avoid a large one-off increase, says the ATA’s Bill McKinley THE AUSTRALIAN Trucking Association (ATA) has outlined its submissions to the National Transport Commission’s (NTC) heavy vehicle charge consultation process.

Speaking on the 2021 pay as you go (Paygo) determination, ATA policy director Bill McKinley says truck fuel charges and registration should be set over a three-year period to avoid a one-off increase of 16.5 per cent.

Paygo is used to determine the road-user charge that businesses with trucks pay on fuel and truck registration charges in Australia – except Western Australia and the Northern Territory.

“The NTC is looking at three options for truck charges – one option would be to increase charges by 16.5 per cent, but this overall figure would include a 22 per cent increase in the road user

charge and registration charge increases of 85 per cent for some vehicles,” McKinley says.

“The ATA submission recognises that even large businesses struggle to increase their rates in line with CPI. That’s why we are arguing that charges should increase 2 per cent in 2022–23, followed by a 3 per cent increase in each of 2023–24 and 2024–25.

“To maximise certainty for the industry and governments, the charges should be set for the whole three-year period covered by the determination, with the NTC publishing information for the industry and customers about how the charges will change.”

The submission argues trucking businesses should only be charged directly for major road projects that have been endorsed by an independent

infrastructure agency, such as Infrastructure Australia (IA).

“At present, the charging system is entirely driven by governments’ spending decisions,” IA says.

“It requires trucking operators to pay an outsize share of the cost of road investments that are not freight priorities and higher costs due to inadequate project assessment and selection.”

The submission argues strongly against the NTC’s proposal to remove the community service obligation (CSO) discount in the charging system for double and triple road trains serving remote communities.

“The CSO for remote communities should not just be retained; it should be expanded as part of a whole-of-government response to the report of the

House of Representatives Indigenous Affairs Committee on food pricing and food security in remote Indigenous communities,” McKinley adds.

“The updated Paygo model is of great importance to the trucking industry and its members, which is why it is vital the new model achieve effective, value for money results for industry, governments and the community.”

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31/8/21 8:37 am

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

VTA in support of Sterle report proposals Senate review creates federal Transport Standards Commission framework, says Victorian Transport Association CEO THE VICTORIAN Transport Association (VTA) has welcomed a Parliamentary report scrutinising the state of the Australian road transport industry.

The recommendations in that report, if taken up, could create a framework for a future Transport Standards Commission responsible for vehicles, training and contracts, VTA CEO Peter Anderson says.

The Without Trucks Australia Stops report was led by the shadow assistant minister for road safety, senator Glenn Sterle.

In preparing the report, the Senate Rural and Regional Affairs and Transport References Committee consulted with industry for months and considered dozens of submissions about how the industry could become more viable, safe, sustainable and efficient.

Of the 10 recommendations in the report, Anderson particularly welcomed:

• the creation of an independent body for setting standards, resolving disputes, and establishing binding payment terms • the development of a national apprenticeship scheme to help attract workers to the sector • an expansion to the powers of the Australian Transport Safety Bureau to independently investigate commercial heavy vehicle road accidents • establishment of a national fund to assess, maintain and upgrade freight road in rural and regional areas, along with the creation of an independent national regulator to set commercial vehicle charges including toll road and port charges • the appointment of a dedicated Minister for Transport and a Transport Advisory Group to consult and advise ministers responsible for the infrastructure,

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“The VTA was pleased to contribute to the committee on the formulation of this report and we commend senator Sterle for leading a consultative and non-partisan review that has the safety, productivity and efficiency of the road transport industry at its heart,” Anderson says.

“Many of the suggestions the VTA made in submissions and hearings have been addressed, particularly around training, driver licensing and professionalism, setting higher standards and resolving disputes, and formally recognising the importance of our sector with a specific minister

for freight and transport.

“Our key recommendation was forming a Transport Standards Commission to set minimum standards of operation for all road freight transport operators.

“As an independent administrative body, the Commission would focus on the standards of the road freight industry, specifically vehicles, training and contracts.

“Whilst not specifically addressed in this report, its recommendations create a framework for a future Transport Standards Commission, which would establish a threshold for the coordination and harmonisation of an industry that is desperate for change.”

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Recent workplace incidents have resulted in SafeWork NSW action on high-risk work licences, including those related to the transport and logistics industries, the watchdog reported.

Licenses have been suspended or cancelled after inspectors responded to incidents involving the operation of tower cranes, slewing mobile cranes, vehicle loading cranes, forklift trucks and scaffolding work.

Persons must be authorised to undertake high-risk work, SafeWork noted.

“High-risk work licence holders must ensure they take reasonable care for their own health and safety and must ensure that their acts or omissions do not adversely affect the health and safety of others,” the safety watchdog said.

“Inspectors have the power to immediately suspend a high-risk work licence where there is an imminent serious risk to the health and safety of any person.

“Several licence holders have recently had their licence suspended or cancelled resulting in them not being authorised to undertake highrisk work.”

SafeWork pointed out that high-risk work licence holders must only do work they are licensed to carry out.

Persons who have had their licence cancelled need to be retrained and reassessed as competent and may also incur a disqualification period where they are unable to apply for another high-risk work licence.

Penalties apply for those undertaking high-risk work while their licence is suspended or cancelled.

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ownerdriver.com.au

1/09/2021 2:40:22 PM

Speed limiter tampering puts everyone at risk

Up to 10% of all heavy vehicles have illegally remapped engines The illegal practice of speed limiter tampering to manufacturer settings means the vehicle will not comply with the Heavy Vehicle National Law. This puts truck drivers and the public at great risk of harm on our roads.

With most accidents happening on regional and remote roads, and more than 500 hospitalisations each year, we need to do our part to make roads safer by complying with the Heavy Vehicle National Law.

We know that speed is a major contributing factor in road deaths and serious injuries involving heavy vehicles, and total fatalities for other road users outnumber truck drivers four to one.

The NHVR’s priority is to protect the safety of drivers and the community, helping to ensure a productive and sustainable heavy vehicle industry.

To find out more on the risks and penalties visit nhvr.gov.au/engineremapping

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Wall of Fame inductees announced

Fraser Livestock Transport boss recognised as an Icon of the Industry during Alice Springs’ announcements

DESPITE LOCKDOWNS in Victoria and South Australia, the 2021 National Road Transport Hall of Fame Reunion went ahead in August as 77 new inductees were added to the Shell Rimula National Road Transport Wall of Fame in Alice Springs.

The induction ceremony, which this year was mostly run virtually, is recognised as championing the achievements of the Australian road transport community.

After a year’s absence, the 2021 National Road Transport Hall of Fame Reunion marked a return of the annual event to acknowledge the dedication and commitment of individuals within Australia’s transport industry.

Held on August 8 at the Road Transport Hall of Fame

Left: Industry Icon recipient Ross Fraser

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in Alice Springs, the rebadged reunion now known as The Australian Festival of Transport, again celebraited Australia’s trucking heroes for their lifelong commitment to the road transport community.

Nick Lubransky, marketing manager transport lubricants, Viva Energy Australia (the Shell brand licensee in Australia) says the road transport community is an incredibly important part of our country, as seen during the pandemic.

“Viva Energy is proud to be able to continue supporting the individuals in this community through our partnership with the Shell Rimula Wall of Fame,” Lubransky adds.

The Road Transport Hall of Fame is celebrating its 20th year of Wall of Fame inductions, and Shell Rimula is proud to be partnering again this year to

celebrate Australia’s transport community and recognising influential members of the industry.

“We are excited to acknowledge such an important community and recognising those individuals that have shown a lifelong commitment to the transport industry.

Congratulations to all inductees, and to Ross Fraser, who was recognised as an icon of Australia’s road transport community this year,” Lubransky says.

“For 20 years, Shell Rimula and the Road Transport Hall of Fame has supported this special occasion, and we are thrilled to continue this partnership and welcome all 2021 inductees.”

For information on the Shell Rimula Wall of Fame inductees, visit the website at www.roadtransporthall.com.

ownerdriver.com.au

1/09/2021 2:37:51 PM

More COVID test sites for NSW Testing sites have been added at Marulan and on the Hunter Expressway to assist truck drivers maintain schedules TWO NEW freight-friendly testing sites have opened along key freight routes in the Hunter and Southern Tablelands to further support the freight industry and keep drivers COVIDSafe.

Minister for Regional Transport and Roads Paul Toole says the two new pop-up sites at Marulan on the Hume Highway and Buchanan on the Hunter Expressway would make it easier for truckies and other freight workers to get tested and help them keep essential supplies moving across NSW and interstate.

“It’s been 12 months since we opened the first freight testing sites at Tarcutta and Narrandera, and we are continuing to see significant demand across the eight sites already open,” Toole says.

“So far, more than 51,000 tests

have been carried out across all our testing sites – remarkably, more than half of those in the last four weeks alone.

“These testing sites have proven invaluable in helping the freight industry meet the challenges the Delta strain has presented by providing a simple and easy option for drivers to meet the testing requirements across multiple jurisdictions.

“We’re expecting this demand for our testing sites to only continue, as we’ve seen a 4,900 per cent increase in our testing numbers at our Taree site and a 1,750 per cent increase at our Tarcutta site since June this year.”

The Marulan site opened on August 30 at the BP Service Centre, southbound, on the Hume Highway.

The Buchanan site opened on

September 6 at the heavy vehicle rest area, westbound, on the Hunter Expressway. Both sites will be 24/7 pathology assisted.

However, the Wetherill Park freight-friendly testing site closed permanently on September at 3 due to the end of the lease agreement with the landowner.

The NSW government says it is continuing to work closely with the freight industry to investigate more options for testing sites across the state.

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SEPTEMBER 2021 15

1/09/2021 2:38:10 PM

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Call for light duty technicians to fill heavy vehicle skills shortage Scania points to upskilling and possible career progression in a bid to entice new blood to the industry SCANIA AUSTRALIA has intensified efforts to entice skilled workers into its technical ranks.

Scania is looking to attract diesel technicians to its nine company-owned workshops in capital cities, by offering to fund upskilling for light-vehicle technicians who want to transition to heavy-duty vehicles.

The move comes as the company expands services and parts domestically as well as being in the midst of a pandemic-exacerbated national skills shortage.

“Recently, we have been approached by light-vehicle technicians looking to work for Scania, but they are not qualified or certified to work on hydraulic systems or heavy-duty air-pressure braking systems,” Scania NSW and Victoria regional executive manager Sean Corby says.

“As a result, we have begun a program to invest in these technicians’ futures

by funding their skills gap training through TAFE.” Scania notes that Corby began his career on the tools in the UK and has graduated through the ranks to a senior executive role within Scania over two decades.

“One of the benefits of an original equipment manufacturers’ owned sales and service network is that you can come in as a technician and progress along a career path,” Corby says.

“This might take you as far as workshop manager or you might move into other areas of the business.

“How far you go and what skills you pick up are dependent only on your degree of motivation.

“At present, we’re keen to attract technicians who may have light-vehicle experience but who want to work on heavy trucks and buses. It is a

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different environment, but it can be very rewarding, and skills acquisition can broaden career opportunities for technicians across many industries.”

The company is keen to emphasise the variety of the work on offer.

“At Scania, we don’t just work on trucks and buses in our branches, but also trailers and trailer equipment, so the work can be varied and rewarding,” Corby says.

“Lately we have been approached by qualified light-vehicle technicians who have been keen to graduate to heavy-vehicle work within their existing employers’ businesses but have found little interest from their employers to invest in them.

“We’re saying ‘come to Scania’. We want to talk to you, and we have processes in place to upskill you, and plenty of opportunities for you to carve out a more successful career path.”

For the most adventurous, the company is holding out the prospect of overseas experience, once some sort of COVID-normality sets in.

“Scania provides continuous professional development throughout a technician’s career, and in normal times, offers the possibility of international transfer between Scania operations around the world,” Corby says.

“In Australia, we have many technicians who have worked for Scania in the UK, South Africa, The Philippines,

Sweden and South America. We’re the very embodiment of a global company.

“And every two years we hold a global after sales skills competition called Top Team, where workshop teams from 1,600 Scania locations compete to be crowned the best in the world.

“This is a competition that Scania Australia has won three times and placed very well in on several further occasions. Not only does Top Team hone skills and knowledge but it also builds teamwork and forges relationships

that last for decades,” Corby says.

“For a technician joining Scania from a light-vehicle environment, the skills gap can be bridged in 12–24 months depending on the degree of motivation a technician has, as well as the level of experience and qualification they have achieved so far.

“It would be possible that a light-vehicle technician who has been working in a heavy-duty environment without formal qualification could pass through our system very quickly if

they can demonstrate the competencies required by the certification program.

“Scania is keen to offer a career path and guaranteed employment to technicians who join us under this scheme and leverage their experience, qualifications and enthusiasm to achieve a higher level of qualification to be able to work on heavy-duty vehicles.

“We’d like to hear from diesel technicians who are ready for a career move and who are eager to expand their skillsets and knowledge base.”

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Volvo joins domestic violence cause

VGA partners with The Family Co to change attitudes in male-dominated industries through a series of work-related programs VOLVO GROUP AUSTRALIA (VGA) and The Family Co has announced a partnership that will see over 3,000 transport industry workers across Australia educated on domestic and family violence over the next 12 months through their Toolbox Talks Workplace Training Initiative.

These training sessions, which will be delivered by the Toolbox Talks team from The Family Co in all states, have been funded by the Volvo Group through their Seasonal Gift charitable donations program.

The gift is given from the Volvo Group on behalf of its employees to contribute to resolve society’s challenges in the local markets, serving to create prosperity in the communities.

In recognition of the growing problem of domestic violence in Australia, Volvo Group Australia says it felt it was an important issue to show leadership on.

“We are incredibly proud to bring a confronting, yet necessary, conversation to the workshops, offices and transport yards that make up the Australian transport industry; a conversation that will ultimately lead to increased safety for women, children and men across Australia.” says Martin Merrick, president and CEO of Volvo Group Australia.

“By improving awareness around domestic and family violence and its impacts, promoting positive male influences, challenging rigid stereotypes and upskilling workers in bystander intervention, the program endeavours to create safer homes and communities.

“We were attracted to this program because of the way it embraces men’s role in the conversation and contributes to conversations around diversity in the workplace, equality and improved culture,” Merrick says.

“We are eager to roll out this program across the country and not only integrate the program into our own workplace but share it with our dealers and their customers as well.”

The Toolbox Talks program from The Family Co

utilises the experience and knowledge from over 34 years of frontline support work to provide a practical program covering education that engage the community in the fight against alarming national domestic violence statistics.

The program was established in 2017 and has already trained over 10,000 people across Australia.

With a focus on male-dominated industries, the program enjoyed early success within the construction industry and has now branched out into other industries, such as mining, maritime, hospitality and retail.

“We’re excited that this new partnership with VGA gives us an opportunity to educate more people about domestic and family violence, and through practical guidance, encourage appropriate bystander responses and behavioural change that will significantly contribute to the cultural change needed in Australia to achieve improvement in this social issue,” says The Family Co CEO, Ashleigh Daines.

“We hope that others across a variety of sectors will follow in VGA’s lead and similarly look at Toolbox Talks as a way to shape genuine change within not just their workplace, but communities across Australia as well.”

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Smartphone app to assist women in transport The Oz Truck App, developed by Wodonga TAFE and designed to support women in the freight and logistics sectors, follows reports of bullying and intimidation by male counterparts THE VICTORIAN government has announced its support for a new smartphone app that is intended to be a one-stop-shop for female truck drivers to give them the confidence and support they need on the road.

The $1.38 million Oz Truck App is said to provide 24/7 emergency support during breakdowns and crashes, as well as an online forum for drivers to provide peer support, health and wellbeing information, as well as petrol station, weighbridge and rest-stop finders.

Victorian Minister for Training and Skills, Gayle Tierney, says: “The Oz Truck App is a great example of TAFEs working with industry in innovative ways – creating great opportunities for Victorians, stronger and more diverse workforces, and addressing skills needs.”

The app was developed after research undertaken at Wodonga TAFE identified negative cultural perceptions of women in the freight and logistics

industry. This included reports of intimidation and bullying by male counterparts, and a desire for more support and training for new female drivers and those of diverse backgrounds.

The project is now being piloted using 5,000 truck drivers before being rolled out for free to the broader industry.

As part of the Victorian Government’s Women Driving Transport Careers program, Wodonga TAFE developed the app in collaboration with Launchpad App Development – alongside Australia Post, Linfox, Volvo Group Australia, the Australian Trucking Association and Transport Women Australia.

Wodonga TAFE CEO Phil Paterson says his team were proud to launch this new initiative alongside its industry partners. It’s an innovative app that will encourage more women to get involved in the industry and increase its professionalism, safety and diversity,” Paterson adds.

Other initiatives to support women in transport

careers include a VET ambassador in schools program, a diversity training program for middle managers in trucking organisations, the creation of a modified heavy vehicle training course and creation of a new truck driver capability framework.

Since 2014, the Victorian government says it has invested a record $3.2 billion to rebuild TAFE and support universities and higher education to ensure Victorians have access to high quality education and rewarding career pathways. The Victorian Budget 2021/22 includes a $383.8 million investment in the sector to ensure more Victorians get the training they need for in-demand jobs.

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industry issues

TRUCKING THROUGH THE PANDEMIC A

As the new wave of COVID creates havoc around the country, truck drivers are facing more obstacles than ever in their pursuit of delivering essential goods across state borders. Warren Caves reports S WE GO to print, New South Wales, Victoria and, to a certain degree, Queensland are facing ever increasing case numbers of the Delta variant of COVID-19. As a result, restrictions are being further tightened around travel by both essential and non-essential workers.

For drivers engaged in interstate transport operations, regulations and restrictions are becoming more and more confusing, while border crossing delays are further impacting freight schedules and driving hours.

At present, interstate drivers are required to have a border permit or declaration in electronic or printed form, as well as supply a negative COVID-19 test result obtained in the 72 hours prior to arrival at the border.

To gauge the true cost and operational imposition to interstate drivers, OwnerDriver recently caught up with several operators along the Newell Highway.

Mildura-based Drew drives a T610 Kenworth B-double pulling refrigerated trailers. He runs Melbourne, Brisbane, Adelaide weekly and says that the system is far from ideal. Border permits must be completed online, which Drew says is difficult for people like him who are not very good with technology.

With a negative COVID test required every three days, and results

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sent back via text, Drew says there are not enough testing stations available to accommodate heavy vehicles and they are often “chockers”.

“I had a mate who was stuck at the Queensland border for two and a half days, which can have an impact on timeslots at major distribution centres who won’t take your load if you are more than an hour outside your timeslot. This then requires you to rebook another slot,” Drew says.

Testing times Dave Anderson works for Kuchel transport and is based out of the Barossa Valley in South Australia. He was on his way back to Adelaide from Forbes with a load of corn kernels. Dave says at present he is required to be tested for COVID every three days and supply a negative test result.

Dave estimates that he has been subjected to around 40 COVID tests and says the time it takes to get your result can vary.

“I’ve been tested at Forbes and had a result in 24 hours; other times it’s much longer,” he says.

“Some of the testing points are not open at practical hours to suit the transport industry. Yamba on the South Australia/ Victoria border is only open from 8am to 4pm, they have no out-of-hours testing.

“At Forbes and Narrandera [Narrandera is now 24 hours] outside testing facility manned hours they were getting drivers to self-test with kits supplied, which you record your details on and leave for collection,” he explains.

Dave says that this second wave has been a lot tougher on truckies.

“I have been told that at least one of our customer sites has contacted our company requesting that all drivers delivering to them be vaccinated. Where this is not possible they are requesting a negative test result as a compromise.

“I have also noticed that toilet and shower facilities [when open] don’t appear to be getting cleaned regularly, which, if we are to stop the spread of the virus, should be happening more often.”

Border holdups A common theme among all the drivers I spoke with was that toilet and shower facilities are being denied to drivers under the guise of ‘out of order’ or maintenance issues. Who would have envisaged that a virus could inflict such widespread plumbing chaos? Poor form!

Phill from Bacchus Marsh was on his way to unload in Tumut, when we caught up for a chat. Phill agrees with the facilities issue.

“There’s nothing wrong with the toilets and showers, they just don’t want to do the extra cleaning!”

According to Phill, the border checkpoints are understaffed.

“I waited for one-and-a-half hours at Goondiwindi recently.

While the cops were good, there were only two of them working, which isn’t enough. There were at least 50 to 60 trucks there waiting to get through.”

Phill also throws some blame for the delays on truckies who don’t get their ducks in a row before they roll up to the checkpoints, causing even further delays in processing, which adds to the line-up.

The testing and result process shows no sign of regularity.

It would seem a bit of potluck as to when you might get your result back – if at all.

I spoke with Phill on a Friday at West Wyalong. He says he had a test conducted at Forbes on the Tuesday and still hadn’t received a result. In comparison, he recently had a test done at Tailem Bend in South Australia at 9pm in the evening and had the result via text by 2am the next day.

It would seem that savvy operators would do well to take advantage of any testing point they come across during their routes that can provide a test in smart time. It cannot be assured that the test they took before they set off on their trip will turn up a result in time to cross a border, or in fact turn up at all.

It seems having a bet “each way” would be good advice.

This tactic will only become more prudent if, and I’m almost certain it will, receivers demand proof of a negative COVID test before unloading at a depot.

In perhaps an overlooked aspect of the testing and permit application system, older or non-tech-savvy drivers are being ruled by an electronic reporting and management system that may not even be supported by their mobile phone. I interviewed an older driver recently with a Samsung flip

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phone that had no internet capability. Who is helping these individuals? I’m guessing there’s not much assistance out on the road at 2am. I suspect that some are getting help from family or workmates to tick all the necessary boxes for them in order to keep the wheels turning.

There are without doubt many industries and employment sectors that are suffering a downturn in productivity and trade due to the latest wave of COVID-19, so transport is not alone.

While largely unaffected by the first instalment of COVID-19, the transport industry is undoubtably being greatly inconvenienced now. Importantly, transport affects the nation as a whole. Streamlined freight movements, particularly foodstuffs, need to be made as timely as possible for all our sakes and those men and women moving the goods need access to basic, clean sanitary facilities while on the job.

So, if you’re one of these facilities closing off showers and/ or toilets, have a good look at yourself and pull down the “out of order” signs. Long distance trucking is hard enough as it is!

“While the cops were good, there were only two of them working which isn’t enough.”

Top: Truck driver Dave Anderson says he’s had around 40 COVID tests Left: Phill, from Bacchus Marsh, says toilet facilities at truck stops invariably have an “out of order” sign

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industry focus

CLOCK ON NOW TO GET YOUR HANDS DIRTY

Skills shortages and retention are an ongoing concern for Australian road transport operators. In a bid to distil what can be a daunting hunt, Isuzu Trucks has compiled a comprehensive list of automotive skills training courses and programs currently on offer throughout the country

W

ithin the current road transport labour market, the persistent challenge of driver and skills shortages continues to concern operators.

Isuzu’s The Future of Trucking report findings demonstrate, however, that beyond just awareness, employers are and have been active in their efforts to review driver recruitment practices as well as procurement and equipment selection to attract more of the brightest and best to our industry.

So, it stands to reason then that, if you’re currently working in parts, service, or the broader automotive industry and thinking about upskilling or re-training … it’s time to turn ambition into reality.

Skills training is firmly in focus right now, with federal government incentives like JobTrainer and the Boosting Apprenticeships Program – meaning more training places are available and course fees are being heavily subsidised.

A shortage of skilled workers within Australia’s automotive sector, with almost 50 per cent of businesses recording a shortage according to the Department of Education Skills and Employment (DESE), also points to now being the time for seek a course and upskill.

Certificate II, III or IV in Customer Engagement Employers are always on the hunt for workers capable of getting the job done and putting a good face to the brand at the same time — whether you’re in the workshop, on the road or manning the service desk.

A certificate in customer engagement can also help you stand out from the crowd when applying for a new role in the road transport or related industries.

Certificate III in Automotive Sales – Parts Interpreter A Certificate III in Automotive Sales (with specialisation in Parts Interpreting) can help prospective job hunters develop skills in this critical automotive sector. This course is suitable for existing workers who are performing general sales and marketing functions in an automotive retail, service or repair business, or workers new to the field.

Certificate III in Automotive Manufacturing Technical Operations (Bus, Truck, Trailer) This apprenticeship course aims to provide knowledge and skills in the fields of bus, truck and trailer components manufacture.

Completing this program can open many a door to employment within the automotive industry, including original equipment manufacturers, who can provide further training. This course is also subsided under the JobTrainer program.

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Gold Coast Isuzu technician Matthew Kempnich

Certificate III in Heavy Commercial Vehicle Mechanical Technology

Study Australia

MySkills

This course trains you to work in the heavy vehicle industry — ensuring you gain the skills and knowledge to competently carry out service, repair and diagnostic procedures. Whether you’re joining a workshop or taking on a new role in an authorised dealership, this certificate can lead to advanced studies, which can lead to job opportunities such as an advanced diagnostic technician.

Certificate III in Agricultural Mechanical Technology This qualification is intended for both new workers and existing employees working in the agricultural vehicle and equipment service sector. It can provide you with the ability to perform a broad range of servicing and repair tasks on a variety of agricultural vehicles and equipment – including servicing and repairing equipment and parts such as engines, transmissions, suspension and cooling systems.

Certificate IV in Automotive Mechanical Overhauling This is an advanced training course for automotive technicians who want to expand their repair and technical skills. Automotive overhaulers dismantle, repair and reassemble vehicle components to the manufacturer’s specifications. These components can include engines, transmissions, final drives, braking, steering and suspension systems — the course covers the servicing and repair of all types of vehicles.

Certificate II in Automotive Airconditioning Technology Whether you’re new to mechanics or wanting to gain sought-after skills and knowledge, this basic course requires you to perform a range of tasks related to servicing and repairing air conditioning components and systems of cars and heavy vehicles.

It’s suitable for new employees or for existing workers who are already in an automotive setting.

Certificate III in Mobile Plant Technology This course teaches a range of servicing and repair tasks on a variety of larger mobile plant machinery and equipment. This includes servicing and repairing mechanical parts like engines, transmissions, suspension, cooling systems, brakes and track type drive and support systems.

Although the pandemic may have wreaked havoc on many industries, increased demand for experts in the automotive sector is growing both locally and internationally.

For a full list of course providers around the country, available courses and how to apply, check out the Study Australia website or MySkills.gov.au and search for the course name or keywords.

ownerdriver.com.au

1/09/2021 9:54:33 AM

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31/8/21 9:05 am

NHVR Sal Petroccitto

Road to safer systems An SMS-enabled roadmap is enabling a safer grain harvest with its easy nine step plan

T

HE NATIONAL Heavy Vehicle Regulator (NHVR) has released a simple 9 Step Safety Management System (SMS) Roadmap to assist all parties across the heavy vehicle supply chain to support each other to operate safely.

The Roadmap is set out in an easyto-read format that allows users to access targeted content whether you’re starting out, improving on existing systems or striving for continuous improvement going forward.

The Roadmap also includes simple templates and quick guides on how to undertake key safety related processes, as well as targeted advice such as developing a risk register or safety procedures. And going forward we’ll be working with groups right across the industry to support and expand their safety systems.

For example, if you’re part of the National Heavy Vehicle Accreditation Scheme’s Mass Management module, you would already have clear procedures for ensuring that heavy vehicles aren’t overloaded and in line with the NHVR’s Safety Management System, but you may strive for continuous improvement in other areas.

Whatever your role is across the heavy vehicle supply chain, take some time to review your safety systems ahead of undertaking a task.

PRIMARY PRODUCERS One of the first groups to benefit from the 9 Step SMS Roadmap are grain growers. Each year there are

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35-45 million tonnes of grain grown, harvested and transported in Australia.

With good yields expected for this year’s grain harvest, there will again be pressure on primary producers during a harvest season.

Whether you contract a heavy vehicle service or operate your own heavy vehicle, now is the time to plan for safer operations, particularly in key areas such as driver fatigue, operating within mass limits, safe access to local roads and ensuring your heavy vehicle is mechanical sound.

Again, the NHVR is committed to assisting the heavy vehicle supply chain by providing easy-to-use tools and information to help those across the heavy vehicle industry to undertake their operations safely and productively. We’ve pulled all the information for primary producers and those involved in the primary production supply chain into one easyto-use webpage and through the 9 Step SMS Roadmap provided the tools and templates to match.

SAL PETROCCITTO became CEO of the NHVR in May 2014, bringing extensive knowledge of heavy vehicle policy, strategy and regulation to the role. He has broad experience across state and local government, having held senior leadership roles in transport and logistics, land use, transport and strategic planning, and has worked closely with industry and stakeholders to deliver an efficient and effective transport system and improved supply chain outcomes. Over the past seven years, Sal has led a significant program of reform across Australia’s heavy vehicle industry, including transitioning functions from participating jurisdictions to deliver a single national heavy vehicle regulator, harmonising heavy vehicle regulations across more than 400 road managers, and modernising safety and productivity laws for heavy vehicle operators and the supply chain.

PRIORITISING SAFETY Like all heavy vehicle operators, primary producers can implement

“Some farming activities aren’t counted as work when it comes to complying with work and rest hours.”

some simple steps to mitigate risks.

For example, every harvest throws up challenges for primary producers to meet their mass limits – especially considering weather conditions can change throughout the day and workers are often operating multiple heavy vehicles, making it difficult to accurately assess how a heavy vehicle should be loaded.

Therefore it’s important to have options that provide some flexibility for loading, such as the National Heavy Vehicle Accreditation Scheme’s Mass Management module, which allows vehicles to operate at Concessional Mass Limits for general access if there are clear procedures in place for ensuring trucks are not overloaded. There are also the different Grain Harvest Management Schemes in Queensland, NSW, Victoria and South Australia.

Using heavy vehicles that are safe, well-maintained and compliant will also result in less unexpected downtime and less stress on drivers, not to mention a more streamlined interactions with regulatory authorities.

If you don’t use your heavy vehicle regularly, refer to the manufacturers guidelines to ensure it is correctly serviced and checked by a certified mechanic before use. And take a few minutes to undertake a daily safety check – a quick visual inspection prior to leaving the property, depot or rest area.

Thirdly, having the appropriate permits and schedules in place will also assist operators in meeting their safety obligations. The NHVR’s Route Planner and website can help identify when an access permit may be required, or if a notice such as the National Class 1 Agricultural Vehicle and Combination Mass and Dimension Exemption Notice applies. This Notice works in conjunction with an Operator’s Guide and Tow Mass Ratio calculator to determine the dimension and tow mass ratio requirements for operators travelling within agricultural zones.

And, while it might feel like peak grain harvest season doesn’t sleep, primary producers play an important role in managing the fatigue of heavy vehicle drivers, whether you are using your vehicle or someone else’s. There are rules for operating fatigue-related heavy vehicles, however the general principle is that drivers must not drive any heavy vehicle while impaired by fatigue.

This is an important principle because some farming activities aren’t counted as work when it comes to complying with work and rest hours for operating a heavy vehicle, but may still result in driver fatigue.

Remember, if an activity seems unsafe, you should stop immediately, assess the risks and put the correct procedures are in place to ensure your safety, and the safety of the other workers involved or road users.

Now is the time to make review your operation, use the tools such as the 9 Step SMS Roadmap provided by the NHVR, and have a safe and productive grain harvest season.

You can find more information about primary producer safety at www.nhvr.gov.au/primaryproducers.

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16/8/21 12:28 pm 31/8/21 9:05 am

HIGHWAY ADVOCATES

Adam Cockayne Robert Bell

Penalties unbalanced Truck operators are professionals; we need to stop treating them like criminals

B

ECAUSE of COVID, every Australian has realised that truck drivers and operators are essential to our health and wellbeing. They have kept working during the crisis and put their own health on the line. Drivers are spending long hours on the road, complying with changing border restrictions, and sacrificing their family time so the rest of us are looked after. Now, more than ever, society needs to recognise their professionalism and support the industry. One way of doing this is to rethink the way the industry is regulated.

At this point in time, it is a crime if an operator or driver breaches the road rules or the heavy vehicle laws. It’s no different from any other criminal offence like theft or assault. You can get a conviction, a heavy fine and, with the added punishment of demerit points, it can destroy your business, your career and your livelihood. This is the last thing we need now.

However, we believe there is an alternative to the criminal approach. It is possible to regulate the heavy vehicle industry in a way that recognises its professionalism, ensures fair outcomes and enhances road safety.

DEMERITS SYSTEM Firstly, the demerit point system for professional drivers needs to

be reviewed or replaced with a fairer scheme.

In most jurisdictions, a heavy vehicle driver gets the same number of demerit points as the driver of a light vehicle. This fails to consider that in a 12-month period, a heavy vehicle driver covers 15 to 20 times the number of kilometres of an ordinary driver. Yes, you are professional, and society expects you to drive to a higher standard. Still, you are more likely to incur demerit points because of the extra time spent on the road and the fact that offences are applied exclusively to heavy vehicle drivers.

It is unfair to suspend your licence for incurring 12 demerit points over a three-year period, during which you could have clocked up 600,000km: it would take a light vehicle driver 30 to 40 years to drive this distance.

New South Wales is slightly more generous and will only suspend a professional driver’s licence if they have 14 points. However, this is only available if your licence is issued in that state; if you are an interstate licensed driver passing through NSW and you commit a demerit point

ADAM COCKAYNE is the legal practitioner director of Highway Advocates and is a lawyer with 25 years’ experience in criminal and administrative law.

ROBERT BELL, a former truck driver, and current law undergraduate and practising paralegal, is the CEO and a director of Highway Advocates.

Contact Highway Advocates on robert.bell@ highwayadvocates.com.au or phone 0491 263 602.

offence you are limited to 12 points.

And some states and territories have double demerit points which in effect alters the intention of parliament when the law was passed. The inconsistencies between the states for what is intended to be a national scheme, is unfair and may even be unconstitutional.

Demerit points are an “extracurial” penalty. This means they are a “punishment that is inflicted upon an offender otherwise than by a court of law”: R v Wilhelm [2010] NSWSC 378.

The courts should have a discretion not to impose demerit points if, for example, the driver would lose their licence and the overall outcome is disproportionate to the nature of the offence.

And the demerit points system is a blunt instrument that doesn’t differentiate between drivers who deliberately flout the law and those who make honest mistakes.

TRIBUNAL ALTERNATIVE Secondly, the heavy vehicle industry should be regulated like any other profession or industry where breaches of the rules are dealt with by a disciplinary procedure not by a criminal court. What would this look like?

If an operator or driver is charged with a fatigue, overloading or any other breach, they could elect to go before a road transport tribunal, which would consist of members from the industry, lawyers and other relevant experts who are qualified to assess the nature and seriousness of the matter. The operator or driver would appear at the hearing, explain the circumstances, provide any evidence and answer questions. Using their expertise, the tribunal members could assess the degree of risk arising from the breach.

The tribunal could impose a range

“The demerit points system is a blunt instrument.” of sanctions including a warning, a reprimand, an apology, a course of training, conditions on the driver, a fine, a suspension of licence, or even disqualification. None of these sanctions would be criminal. They would not show on a criminal record but would be listed in your traffic history.

In Australia, tribunals regulate the conduct of teachers, nurses, doctors, lawyers and many other professionals.

The UK has already decriminalised parking and some traffic offences and established a Traffic Penalty Tribunal to review these cases. We think a similar approach is needed for the heavy vehicle industry.

By treating operators as professionals rather than criminals, all of society wins and no-one goes without. Highway Advocates always promotes the fact that every defendant truck driver we represent has a story worth hearing.

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Brayden Abbaticchio’s dream of becoming an owner-driver took years to achieve and many miles across the continent before reaching his goal of driving his very own sparkling Kenworth T908. Warren Caves writes

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1/09/2021 2:14:26 PM

“I

t isn’t a job, it’s a lifestyle; if you like your job, it’s easy.” While he admits this is a bit of a cliché, Brayden Abbaticchio of BMA Truckin’ lives by this axiom.

Brayden has just received his Kenworth T908 after four months off the road following an unfortunate incident with a car on Sydney’s M7 motorway, which resulted in a considerable repair job.

While he once again sits up high in the 908, grinning like a rat with a gold tooth, it didn’t start out this glamorous for a young kid destined to become a longdistance truckie.

Role models can play a significant part in the direction of youthful career selection. Brayden’s dad was a carpenter. However, growing up with his stepdad, who was a truckie, and having the day-to-day exposure and interaction to this type of career, Brayden was drawn to the transport industry.

“If I had grown up in the same house as my dad, I would have become a carpenter, 100 per cent,” Brayden says.

Before the big horsepower, multiple trailers and the shiny stainless adornments came along, there was a young kid of 18 jumping into his first truck driving role in an uninspiring, Isuzu NPR 200, two-tonne rigid truck.

The job was with Flowers Freight lines and Brayden ran “hot shot” work in the little Isuzu, venturing out to places such as Innamincka, Mt Isa, Adelaide and anywhere in between. He worked in this role for a year or so, sleeping across the seat in the little truck to get the job done.

The little Isuzu was never going to suffice for this truck-mad kid so Brayden moved into a job running Tarcutta changeovers in a Mercedes-Benz Atego rigid.

This kept him busy four nights per week moving freight for StarTrack and, at the same time, gaining valuable experience. As these things often turn out, contracts come and go and, after a year, the contract was up and a new job was needed.

While on a visit to Queensland, Brayden took the opportunity to upgrade his licence from a heavy rigid to a multi-combination qualification.

“On my 21st birthday I drove my first B-double truck,” Brayden says. As it would turn out, it would be only a short 12 months later that he would be hooking on to his first triple road train – on his 22nd birthday.

“I went for a holiday to Perth … I ended up staying for four years.”

Above: Brayden’s career in trucking has taken him along the east and west coasts of Australia

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“That 30-inch bunk just wasn’t big or comfortable enough.”

On his path to bigger and greater things, Brayden started working for Ross Transport in Port Kembla. It was here that he was taught to dog and chain loads as well as the tarping skills necessary to transport the steel he was tasked with delivering from Port Kembla to Brisbane in his allocated Freightliner Century Class and accompanying single trailer. Before long, he moved into a B-double, again a Freightliner, this time a Coronado, which saw him covering some 5,800km or so per week between Port Kembla, Melbourne and Brisbane for Ross Transport.

Life seemed good and Brayden had achieved a lot within the industry in a short space of time. However, there was something more beckoning that would take him across the continent to experience.

“I went for a holiday to Perth, I just wanted to see all the big jiggers. I ended up staying for four years,” Brayden laughs.

Western road trains The move to Western Australia offered Brayden, at the age of 22, his introduction to road train work. Securing a position with JKL in Perth, the wide-open spaces of WA offered a nomadic adventurous lifestyle some only dream of. Running from Perth to Darwin and Perth to Karratha was a dusty world away from the busy highways of the east coast freight routes.

“After a while, I ended up working for a guy out of Brisbane doing Brisbane-Innamincka- Brisbane in a T650 with a 36-inch [91cm] bunk. I liked the work, but I liked Perth more and found I was not getting back there enough so I gave that job away and went back west,” Brayden explains.

Upon his return to Perth, Brayden worked for some time with Russell’s Transport, running Darwin and Kununurra in Kenworth T904s and T909s with 60-inch (152cm) bunks.

Along with the miles, time was marching by and it had now been four years since he had left Sydney for some adventure out west. Home life and family were calling and Brayden ultimately moved back to Sydney.

He settled back into a driving role with Scarcella Transport.

However, there was just one itch that had been left unscratched. Inspired by his stepdad Chris who had been an owner-driver, Brayden had dreamed of one day owning a truck, something he could call his own to add his unique touches to.

But the straight bonnet of the T908 was still a little way off yet.

To kick off his owner-driver career, he enlisted a Mack Trident to pull a single, flat top trailer, which Brayden bought from his former boss, Alan Ross. Brayden worked the truck contracting to Toll and K&S Freighters carting steel to Brisbane

Above: Brad wanted a little more class and comfort, hence the leather trimmed seats Left: Brayden subcontracts to Lawrence Transport who kindly loaned him a set of Vawdrey B-double trailers for the photo shoot

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“They helped me getting the truck repaired and back on the road.” company where Brayden seemed to fit right in.

For those who frequent trucks shows (when we could have them of course) the maroon and white livery of the Lawrence fleet stand unparalleled among the crowd. Brayden had truly found his crew.

“I started working with Lawrence Transport in November 2018 on the recommendation from my mate, Cody, the operations manager for Scarcella Transport, and honestly they have been more than great to work for,” Brayden adds.

While he admits the 609 was a great truck and he regrets selling it, it wasn’t the illustrious straight bonnet he quietly desired. The chiselled straight cut, no-nonsense design of the long bonnet models were his ultimate goal and, with that in mind, Brayden’s current T908 entered the fold.

Up until recently, Brayden had been working his T908 in its original state, adding minor personalisation to the truck. Working with Lawrence Transport sees Brayden pulling mainly B-doubles to Melbourne, Brisbane, Cobar and West Wyalong. That is, of course, until the M7 incident, which put the truck on the sideline for a few months.

The collision caused a good deal of damage to the front end of the truck. While the collision

before realising the small 30-inch (76cm) bunk paled in comparison to the big 60-inch bunks he was used to.

“That 30-inch bunk just wasn’t big or comfortable enough for the time I was spending in it, and I really wanted to get back into B-doubles, which the 470hp [350kW] Mack wasn’t really up to,” he recalls.

Right price The Mack was traded up for a Kenworth T609 with a 50-inch (127cm) bunk, a move that allowed Brayden to get back into his beloved B-doubles. The T609 was found for sale in Moree – it hadn’t done a lot of work and had only 400,000km on a rebuilt engine and, according to Brayden, the price was right.

“The 609 was a great truck and I set about getting it looking the way I wanted it to look.”

The 609 served Brayden well for a time and led him into contracting for Lawrence Transport at Ingleburn in NSW, a company he still works with today. Lawrence Transport is a Top: The 908 pulls mainly B-doubles to Melbourne, Brisbane, Cobar and West Wyalong out of Sydney Above: Hy Shyne Customs added a few nice cosmetic touches, including wrapping the tanks Right: Brayden Abbaticchio named his Kenworth T908 ‘The Price of Existence’ after an album by US heavy metal band All Shall Perish

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“I’m still blown away as to how the truck has turned out.”

Above: Brayden preferred the Kenworth T908’s straight bonnet to his previous steed Below: Brayden added a bullbar from specialist Mr Bullbar

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repairs were carried out by Kent Collison & Custom, a good deal of the time off the road was a result of Brayden deciding to take the opportunity to further accessories and ‘bling-up’ the truck to something he could be justifiably proud.

Stainless, low-mount guards and a Mr Bullbar bar were fitted

by Kent, with final paint and design work being drawn up by truck artist Brad Natoli. A sketch was drawn up by Brad with the input from Brayden, culminating with the final result we see here.

After the custom paint work was completed, the 908 was shipped out Hy Shyne Customs for the remainder of the cosmetic embellishments.

“Luke at Hy Shyne wrapped the tanks in stainless, fitted new exhaust shrouds, stainless intake covers, roof light and tank lights, etc.,” Brayden explains.

In true old school fashion, the line and scroll work was painted by Dennis at Signs, Lines and Scrolls.

To make the long days in the saddle a little kinder, Brayden had the seats re-trimmed in leather with the company name added to them.

The truck is fitted with an Ecowind air conditioner, fridge, freezer, microwave and power inverter to run it all, adding to the comfort level during the long trips away from home.

The truck is powered by a Cummins EGR engine rated at 615hp (459kW) and 2,150Nm of torque. An 18-speed manual transmission is used for ratio adjustments. To date, according to Brayden, the 908 has clocked up around 1.3 to 1.4 million kilometres.

“I really want to thank all involved, including the team at Lawrence Transport. They really treat you like part of the family,” Brayden says.

“They helped me getting the truck repaired and back on the road and kept me on driving one of their trucks while it was being repaired.

“They were also kind enough to lend me this new Vawdrey B-double set for this photo shoot.

“I originally went to Lawrence’s in 2018 to do a week’s work and haven’t left.

“I’m still blown away as to how the truck has turned out, I can’t believe it’s mine,” Brayden proudly proclaims.

“I always wanted to have a nice truck I can call my own, something to take pride in.”

‘The Price of Existence’ adorns the back of the cab; it’s the name of an album by All Shall Perish, a metal band Brayden is into. The phrase could also easily apply itself to Brayden’s refreshed 908. Undoubtably the price of this superb 9-0’s existence is quite a few more hours in the driver’s seat.

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31/8/21 9:05 am

EYES ON THE ROAD Rod Hannifey

Requesting a fair go The pedantic powers of police must be kerbed to stop the financial burden on truckies’ families

A

LETTER to the Police Commissioners of Australia: Dear sirs and madams, I am an interstate truckie and have been for many years. I have now travelled over six million kilometres in mainly B-doubles across every state in Australia, bar Tassie.

I have met and dealt with some excellent and understanding police and similar staff of road authorities but have met some of both groups who do not meet these high laurels or what I would hope would be your standards of both operation and professionalism.

We now have the National Heavy Vehicle Regulator (NHVR) taking over those state road authorities. While we do not yet have a fully national set of rules, we are closer with virtually the eastern seaboard NHVR rule set and a western and Northern Territory one by default. We are all awaiting the results of the current Heavy Vehicle National Law (HVNL) review and a Senate Inquiry into a Safe and Sustainable Road Transport Industry.

Both have received many written, oral and online submissions seeking many things, but a distinct and often recurring theme has been the inflexibility of the logbook. The penalties often handed out from such rules and the outright ridiculous fines handed out to truckies, often for things that have nothing to do with road safety and often by police.

Your officers have a great responsibility, they deal with rapists and murderers and

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all of those who break the law, but it seems sometimes that mindset carries over into dealings with truckies.

MINOR MISTAKES We live on the road, away from our families, often without sufficient facilities like enough decent rest areas and shade and toilets, etc. and often have our lives risked by those in cars who cannot wait one minute to save their own lives.

I agree, we are certainly not all perfect.

We are human and we do make mistakes in our logbooks, but should leaving off a date or missing one line incur a massive fine? Then, when we want to dispute the true need and justification of that fine, often issued by your officers, it is not simple and fair justice to seek a review, let alone attend to court in another state at a large cost in not just lost wages, but legal fees and other costs as well. It seems some of your officers think we can simply pay or “You can fight it in court”, which in all fairness, is not true justice nor a good use of our legal system.

The reason for contacting you is twofold.

Because of the hopefully few of your

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. Rod is the current president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au

“We are not killers; we want to get home safely to our families after each trip.”

officers who seem to enjoy writing tickets for truckies over minor breaches but seem very busy from the number of complaints I receive as our associations do so as well. I put forth a paper asking for police powers to enforce the HVNL be removed.

This is until such times as these reviews are finished and released. We hope some of those minor breaches and horrendous fines for things that have nothing to do with road safety will be removed or, at least, brought to a reasonable level and a fair system made available for us to challenge such fines.

While we certainly recognise your officers’ legal ability to issue traffic fines for all, not all of them have the same awareness and training given to them to, I believe, police and fully understand the HVNL in the intent it is aimed, to improve road safety. Some it seems, simply don’t want to treat us as humans – people who may make a minor error.

While that document is a tall ask, it is genuine in its intent. The absolute least we will accept is that any HVNL fines issued by police be adjudicated by the NHVR, not simply another person who does not have to do the job we do, simply saying, “Sorry, we cannot withdraw that fine”, no matter how good our argument might be that it is unfair and or unjust.

EDUCATION BEFORE ENFORCEMENT The NHVR is saying once it controls all the road authorities on-road staff their focus will be firstly education before enforcement. We all accept there are those who do intend to break the law and most will accept they should be punished. But leaving a date off a page or a line off a logbook should not cost my family a week’s wages and then should not cost even more to allow me the chance to defend myself, supposedly a right of our justice system.

What I am asking of you as the Police Commissioners is, will you follow that intent from the NHVR, recognising some of the logbook rules and penalties as, if not flawed, certainly as overzealous and not improving road safety? Or is it just simply giving some of your officers more things (and sometimes easier things) to punish us for?

The NHVR has no control over the activities of police, nor should it in normal traffic matters or in normal life. However, you are policing the HVNL, which does not apply to all, only truck drivers, and not all your officers are fully trained in its entirety. We struggle with its 600 plus pages of rules and penalties. Many will say if it needs near 30 pages of instruction in the front of each book it is way too complex for us, let alone others who do not have to live by it.

May I then ask of you: as Police Commissioners, will you instruct your officers to at the very least, consider education before enforcement? And to consider warnings for those unjust laws and penalties that simply take away our ability to manage our fatigue and operate safely on our roads to deliver the food and fuel and clothes you all use the same as other Australians?

Will you give us a fair go when we make a mistake? We are not killers; we want to get home safely to our families after each trip, as do your officers, but someone has to direct them to consider this. Will you? I would welcome your replies.

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truck of the month

WHEN STARS ALIGN Like good wine, South Australian owner-operator Justin Wenham’s 2007 Western Star appeared to be getting better with age, although it’s now been overshadowed by the arrival of a stunning, brand new spruced-up 4900 model, with young driver Mel Ware the beneficiary. Warren Aitken writes

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Polly doesn’t drive the trucks and she doesn’t organise the trucks. In fact, Polly is a teacher and qualified accountant. She is also an extended member of the Wenham family and has been there since she was a kid. This quietly spoken young lady can often be found elbows deep in water or grease, cleaning or helping maintain the Mahnew Western Stars. What’s the reason she gets special mention at the head of the story though? Polly makes the best sausage rolls I’ve had since I shifted from New Zealand to Australia. Sure, this has no bearing on the story but our lunchtime interview was just exponentially enhanced buy the cooking of young Polly. Thank you very much.

O

ften with my long-winded stories I tend to focus on a single protagonist and, nine times out of 10, it’s the owner of the featured truck, or the driver, or the owner-driver. For this story, though, it really feels like I’m writing one of those big budget Marvel ensemble movies as there are so many main characters.

The lead character is Justin Wenham, owner of Mahnew Transport, which is based in Lenswood, South Australia, although I’m sure he thinks he’d look good in tights and a cape. However, this isn’t a superhero movie; it is unequivocally a family story with a bucketload of ‘Star’ power (sorry, couldn’t resist that pun). In fact, Justin really shares top billing with the other cast members, notably his number one driver and unofficial little sister Mel Ware, his extremely tolerant wife Bronwyn and their capable and friendly kids Heidi, Sam and Nick.

Mahnew Transport is a family company, built by the family, run by the family, operated by family members

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Show regulars and supported by family members. Not all of those involved were born into the family as you will learn, but once the heads of the table, Justin and Bron, accept you in, you are family.

I was lucky enough to be invited into the Wenham family home in Lenswood, South Australia recently to enjoy some lunch and a chat. I spent a couple of hours learning how a Victorian farm boy with a fondness for tinkering with machinery ended up becoming a qualified plumber before running an orchard and, eventually, a successful two-truck owner-operator business.

I learnt a lot in those two hours, a lot of stuff I can’t repeat either. I did get to know the family very well and realised what a close, friendly bunch they are. I met all the cast I listed at the start and another member that I believe warranted special recognition. This young lady is another old family friend that’s become part of the Wenham furniture and is easily the quietest member of the cast: Polly Mason.

Onto the subject at hand and the man with a million stories to tell – Justin. I stumbled across Justin in my endeavours to organise a story on this year’s fantastic SA Truck and Ute Show in Mannum. Justin has always been heavily involved in the community event.

When I tracked him down to learn more about the show, I found not only was he involved, but his two trucks were regular ‘Stars’ of the show. I’ve always been a fan of the big bonneted Western Star brand and, when I laid eyes on the Mahnew Transport rigs, I needed to know more. Take a look for yourself; they are immaculate.

Although Justin grew up on a farm in Victoria he has a strong family history in the transport industry. His grandfather, Ronald Collins, was one of the pioneering Adelaide to Sydney truckies.

Diesel was in Justin’s blood from an early age. It took a while to seep out, though. After school he became a qualified plumber. Once he finished his apprenticeship, Justin left Victoria and moved back to his grandfather’s backyard in South Australia. That’s when he met Bron.

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Bron was working on her family orchard and, as Justin put it: “She put a collar and leash on me, and I stayed.” I’m sure if Bron knew then what she knows now she might have used one of those shock collars. At the time, Justin was making use of his plumber’s skills by working at his cousin’s earthmoving business, doing machinery work with septic tanks and the like. At the same time, Justin admits he still had his eye on the trucks.

“I just love my trucks,” he says.

When Bron and Justin took over running Bron’s family farm it gave Justin the opportunity to indulge that diesel desire that we are all guilty of getting.

Weekday work on the orchard was broken up with relief driving work for a local transport company. Eventually it became a standard Friday night ritual for Justin to be jumping in a truck and running hanging meat into Melbourne. The powerful pull of the open road meant it didn’t take long before Justin was wanting more and more ‘relief’ work.

Next thing you know Justin is doing two weeks on, two weeks off for another well known South Australian name, Kuchel Contractors.

Those that know Kuchels will be aware it is another firm follower of the Western Star badge and Justin was loving the Star he was sharing.

The truck was definitely a lot nicer than the loads, though.

“We were carting chicken offal and chicken feathers,” Justin recalls with a grin.

“The law enforcement officers didn’t like us ’cause of the smell.

I used to tell them I was carting out of the morgue,” he says with a laugh.

On one occasion a young officer didn’t accept that and wanted to inspect the load. It led to the older officers having a great laugh and Justin leaving that weigh station with a little more added to his load, courtesy of the young officer’s lunch.

Project truck The relief driving soon turned into a fulltime gig for Justin. He stopped sharing a Star and had his own Kuchel Star to pilot, love

“The law enforcement officers didn’t like us ’cause of the smell.”

Above & Left: Justin’s Cat-powered 2007 Star features a highly customised interior, done in house

by Justin and Mel. He carried the same creativity over to Mel’s new model Opposite top right: It was difficult to slow Justin down long enough for photos, but I did manage to catch him with his daughter Heidi as they celebrated strongman Troy Conley-Magnusson’s feat of pulling both Mahnew Western Stars at this year’s SA Truck Show in Mannum

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“I loved my Star, it had 620hp and I wasn’t afraid to use it.” and care for fulltime. While Justin had been indulging his diesel bug his extended family had increased after 17-year-old Mel Ware, an old family friend, had turned up at the orchard looking for work. Justin took her under his wing and by the time he was driving fulltime, Mel was basically running the place.

Mel was also, some may say, a ‘younger classier Justin’. Anything he could do she would do. When Justin was home with the company truck it would be him and Mel out there washing or working on it.

Pretty soon driving someone else’s truck wasn’t enough for Justin and he decided he wanted to buy his own project to do up and tinker around with. Growing up on the farm, doing the earthmoving, even a bit of auto electrical training, mixed in with the ‘MacGyverness’ needed on a family orchard meant ‘tinkering around’ was a professional hobby for Justin, and Mel was right there to soak it all in as well. After broaching the idea to the business manager, Bron, Justin and Mel headed down to Adelaide to find a project truck.

This was early in 2016, and the target for Justin was a Kenworth T600 with a Series 60 Detroit He’d never ever driven one, but that’s what he wanted. However, what he got was a 2007 4900 Western Star with a C15 and 900,000km under its belt. It also had a small issue with the right-hand mirror stemming from the fact the truck had laid down on it somewhere near Broken Hill. From there it was gathering dust in The Truck Factory’s’ Adelaide yard.

After another consultation with the business manager the choice was made. A deal was arranged where the truck would get a fresh lick of paint and road-worthied at the Truck Factory.

It took several weeks and both Justin and Mel spent a fair bit of time working on the Star themselves – “tinkering around”, as Justin loves to say, fitting guards and a front bar, cleaning up the interior and generally taking a hands-on approach to the resurrection of the big girl. Afterwards, the truck got painted the stunning Toyota Starlet green, just like Justin’s ute.

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Finally, after weeks of work, the big green Western Star was driven back home to Lenswood and made ready for its first official job, escorting Justin’s daughter Heidi to her year seven formal.

From there, Justin had arranged to start subcontracting to a local transport company. His Western Star would be on the road as often as possible and when it wasn’t it would be in his shed, where he and Mel would be adding and modifying it even more.

When the wine season kicked in the truck would be flat out carting local grapes. Soon, Mel started her trucking career as well, driving their farm truck, a 1987 112-metre Scania carting grapes as well for local boutique wineries.

The diesel bug had bitten Mel fairly early. For Mel’s 21st birthday her parents paid for her semi licence; all that time with Justin made her extra keen to get out there driving.

That time on the road would come about when Justin moved his truck from doing local work to contracting to Harrold Services, going from flat top, tautliner work (where he was annoying Bron at home every night) to B-double tipper work.

Working for Harrold Services, who runs an impressive fleet of its own trucks carting bulk products from farm to factory and everywhere else, meant Justin was racking up the kilometres a lot quicker now. Mel would take every opportunity to jump in the passenger seat and learn the ropes firsthand. Justin would even hand the keys over every now and then. Pretty sure that stopped when Mel’s gear changes started getting smoother than Justin’s, but he’ll deny that.

In 2019, the opportunity arose for Mahnew transport to double in size. A second Western Star was added to the fleet and Mel was sent off to work for another farm, carting product solely to, from and for that farm. Mel was in heaven with her first truck. Here she was, a petite lady that could hold her own in any pub or workshop, with a 2007 Western Star Constellation that had more pulling power than a

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D10 dozer, steering road trains into Adelaide at maximum weight.

“I loved my Star, it had 620hp [462kW] and I wasn’t afraid to use it; no pussyfooting around,” states Mel, although her favourite memories are catching Justin on the hills.

“Best feeling ever, going past Justin with my thumb up and a huge cheeky grin.”

Mel’s Western Star was worked equally as hard as Justin’s, maybe even harder due to Mel’s work ethic. When the work at the farm finished, Justin was invited to put the second Star to work for Pat and Amanda Harrold at Harrold Services as well, and he jumped at the chance. He was finding his time with Harrold’s to be very helpful.

“Pat’s a very smart man, he knows what he’s doing and has a great business mind,” Justin attests.

Justin’s respect for Pat and his knowledge of transport was growing as he learnt more and more. “You’re never too old to learn,” says Justin – and he was doing that.

Secret Star With the two Western Stars flat out, and Mel’s rig looking at needing a bit of a rebuild, Justin took the time to investigate the advantages of trading it in and purchasing a new truck instead. Plenty of thorough investigating, followed by a consultation with business manager Bron, then a meeting with the team at Wakefield trucks in Adelaide and a brand new 2021 Western Star 4900 with 58-inch (147cm) bunk was ordered.

The tricky part of this order was the decision to keep it a secret from Mel. It would be Mahnew Transport’s first ever brand-new truck but in Justin’s mind there was never any doubt it would be going to Mel. Yes, it had a lot to do with the fact Mel had earned it, the way she drove and maintained her 14 year-old working Western Star was beyond reproach. It was also due to the fact, as Justin says: “When I die they need to dig a big hole ’cause my truck’s coming with me.” Justin’s Star, just shy of 2 million kilometres, wasn’t going to get demoted. So the new one was ordered, and every measure was taken to ensure Mel had no idea.

“I remember when it was in getting a wheel alignment and I knew Mel was heading through that area,” Justin recalls.

“I rung them and said, ‘do not move that truck, leave it in the shed’.

“I watched the tracker and when she was through I rang them back to say, ‘OK, go go go’.” Bron recalls similar close calls as she would often be in town picking up or delivering parts for the new truck and suddenly aware of how close Mel was to spotting her.

As with his Western Star, Justin was heavily involved in ‘tinkering’ around with the new one. Organising the likes of the wrapped dash,

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getting eight-inch (20cm) stacks brought down from Sydney, even arranging for the team at Chris Barron Engineering to custom build the front bar as a mirror image of Justin’s own bar. It was going to be a top notch Mahnew Transport Star.

Mel’s no fool though and although she wasn’t aware there was a new one on the way, she was aware something was up.

“I kept telling Justin about issues with the truck, especially the fact it needed a tune – it was desperately in need,” Mel says.

“In the end I was getting pissed off and just figured, ‘well fine, I’ve done my bit, if you’re not going to listen and it blows up … tough’.”

Above: The Mahnew Transport 2007 Western Star carries a special tribute to Justin’s grandfather Ronald Collins, the man who started his love of transport Below: The 2021 model Western Star in tipper action Opposite: I convinced Mel to pose with the new Western Star. Young Mel is a great role model for woman in trucking

Key handover When the day finally arrived for handover Justin had arranged for Mel to be back in town and, along with Justin’s family and Mel’s family, the team from Wakefield Trucks rolled through the stunning South Australian landscape and pulled up in front of Mel to hand her the keys. I’m sure you can all picture it now, it’s that part of the

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Above: The new Western Star up front of Justin’s 2007 model Below: The two Stars shining while working the fields

story where the heroine gets her moment of glory, an emotional time where years of toil and trouble are rewarded. A strong young woman thriving in a male dominated industry feeling vindicated for her work ethic with the pleasure of hundreds of thousands of dollars’ worth of state-of-the-art Western Star quality. It’s a situation where even the hardiest truckie struggles to find the words to portray their gratitude.

Gulping back the emotion, Mel said, “I’m going to miss my white one.” I’m sure she meant, “OMG, thank you” or maybe she really meant: “So, you’re so sick of me passing you Justin, you bought a new truck to avoid it.”

Responses aside, Mel loved her new Western Star. That very afternoon the inverter, microwave and other features were transferred from the old to the new and by the next morning the big Star was off earning its keep.

Since the handover Mel has racked up nearly 70,000 kilometres in the new Western Star and is loving it. The truck turns heads everywhere it goes, those heads turning even harder when the door opens and out pops little Mel. While female drivers are increasing in numbers, in the bulk tipping arena Mel is still a rarity, but it’s a job she encourages more woman to get into. Sure, changing tyres on the side of the road is never easy, backing into some locations can be a chore, but it is a job Mel loves and doing it in the comfort and spaciousness of her new Western Star is just icing on the cake for her.

This has been an exceptionally long-winded waffle from me but after my time with the Wenham family I had to do them justice – from the hard work behind the scenes with Polly and Bron, Sam, Heidi and Nick, to the time put on the road and into the trucks by Justin and Mel. I’m sure I will be back for a sequel to this family story. As daughter Heidi made it perfectly clear, she wants to follow in the footsteps of you, Mel. Bring it on!

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1/09/2021 2:07:10 PM

NatRoad Warren Clark

Motorway robbery It’s time for a cop on our beat to make truck tolls fairer

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OES ANYONE remember life before consumer watchdogs? If you’ve ever contested a power bill that was estimated instead of being read from a meter, challenged a surprise internet charge or disputed an out-of-control mobile phone bill, you’ll know exactly what I’m talking about.

Bodies like the Telecommunications Industry Ombudsman (TIO) have been a godsend to the average Australian.

Sick of endless conversations with call centres where the hapless operator has no authority to do anything about your issue? Mentioning the Ombudsman might just see your complaint escalated and a solution miraculously appear.

But some of the appalling practices that the TIO and statutory authorities like it have clamped down on pale in comparison to what toll operators get away with.

I know governments say that we can’t have nice things like motorways without the private sector bankrolling them, and I understand why commercial negotiations between companies and bureaucrats proceed behind closed doors. But what’s the use of a motorway connecting Point A to Point B in a straight line if the cost of using it is prohibitive?

Tolls for trucks are generally three times greater than those for cars. They are increased regularly and relentlessly.

That’s because the tolling companies have their own formula baked into their contract with government for calculating the cost of road wear and tear.

The country’s largest toll operator,

Transurban, applies its multiplier to trucks versus car tolls using a logic that that defies understanding.

Modelling shows that of the extra $16.48 Transurban charges a truck over 20 kilometres on the M7 in Sydney, just $3.20 represents actual road damage costs.

It’s not just Sydney. The country’s largest city is running neck-and-neck with Brisbane for the title of Australia’s ‘Toll Road Capital’.

This indexation of tollway charges is a creeping burden that grows like a tumour.

NatRoad was due to give evidence to a New South Wales Parliamentary inquiry into tolling regimes in that state in July but the hearing was delayed due to COVID-19.

Our written submission makes the point that if charges reflected the real cost of road maintenance or the actual savings from using tollways, operators would be more likely to use them.

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.

We suggested differential tolls, rebates and off-peak incentives would go a long way towards making the playing field fairer for truckies.

We also called on the NSW government to create an independent tollways watchdog. It’s an idea that would work in every other jurisdiction.

The independent regulator would oversee an independent pricing system based on pricing rules agreed by the government.

It would be an arbiter in commercial negotiations between a government and a tollway builder to make sure the interests of all road-users are considered from the get-go.

It would set service levels for the road network that would make high productivity vehicle access, future vehicle automation and truck rest stops realities.

In NSW, we suggested the government’s own Independent Pricing and Regulatory Tribunal do the job on an interim basis and then recommend a way forward, based on an analysis of all current commercial-in-confidence contracts with toll providers.

Remember the adage about there never being a police officer around when you want one? We all need a cop on the beat when it comes to tolls.

“This indexation of tollway charges is a creeping burden that grows like a tumour.”

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1/09/2021 1:51:07 PM

sponsored content

KS EASTER: STRIVING FOR EXCELLENCE

In the 75th anniversary of Freighter, we talk to Ken Easter, founder and MD of KS Easter, one of Brisbane’s most well-respected road transport businesses.

Running a fleet of nearly 200 Freighter trailers, he shares his experience with the brand and trust in its quality products

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ne of the things that KS Easter managing director Ken Easter believes in is having a quality fleet to run his transport business.

Easter’s fleet of roughly 240 trailers runs across most of the Australian east coast, South Australia and Melbourne, delivering timesensitive freight.

Ken started his work life as an owner-driver around 44 years ago in Newcastle, before moving base to Brisbane in 1988.

“It is a family-run business. My older son Kenny Easter is the general manager, and his wife Karlie Easter is the compliance manager, while my younger son Mathew Easter is the paymaster,” says Ken. “We have roughly 240 trailers and a considerable number of those are Freighter. Our oldest Freighter trailer is around 20 years old. This year, we are adding 12 new B-doubles to our fleet and we have already taken delivery of a number of those.

“The new ones are similar to many of our older trailers – curtain-sided drop decks with SafeAdjust mezz decks. Our customers love them because adjusting the floors on these trailers is no longer a labour-intensive task.”

Ken says that what has made him stick with Freighter all these years is the quality of the trailers and the customer service experience his team gets from local Freighter dealer Trailer Sales.

“Their quality of product is great. They are easy to do business with. We have a similar desire for excellence and good service. Over the years there have hardly been any complaints with their products. They have been very, very helpful,” he says.

It’s a relationship between two companies that works both ways, Ken explains.

“We’ve had some intricate custom design

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specifications that have been done for us. We’ve had curtain-siders with mezzanine floors, fullheight gates and other details for retaining specialised products. Freighter has been happy to comply with these design requirements. On the other hand, we have assisted them with testing on some of their new products, so it works both ways.”

Although KS Easter manages most of its service at its depots, it has a dedicated fleet running between Sydney and Melbourne and some of the service of those vehicles is looked after by MaxiTRANS. “They have been very good to us. The fact that they can help us out with service nationally is a

big bonus for us. We do a lot of service work with them in Melbourne and Sydney,” says Ken. “We are quite proud to be associated with Freighter’s anniversary. It’s a very good partnership. We are hoping to grow our business further this year and hopefully that will create more demand for trailers, so we’re optimistic about our future.”

“THEY HAVE BEEN VERY GOOD TO US.”

Above: KS Easter is proud to be associated with Freighter’s 75th anniversary

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1/09/2021 1:37:06 PM

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31/8/21 9:06 am

MALIGNED INDUSTRY

WILKIE’S WATCH Ken Wilkie

Breach haul braggers What’s the ultimate aim when authorities gloat about the number of HV breaches they hand out?

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HAT AN indictment of our industry, what an indictment of the Australian Trucking Association (ATA). What an indictment of National Heavy Vehicle Regulator (NHVR) and what an indictment of the New South Wales Police Service.

Firstly, the ATA. This meretricious group has been crying crocodile tears for donkey ages in relation to the inability of the industry to attract new people to pilot the machinery that provides the essential service. Crocodile tears? NSW enforcement at Moree recently gloated about getting 175 breaches from just 295 intercepts. On the face of it that’s an indictment of the compliance performance of the industry.

The revelation of such numbers must cause grave concern to the general public.

Of course, the officers will deny that they are gloating. But that is a disgusting outcome from the total number of intercepts. I suggest strongly that that was the main aim.

For some time, I have been calling publicly for truth in breach reporting.

A message to the ATA: get off your collective backsides and demand the true nature of those breaches. If the ATA was sincere about attracting people to my role in the industry, it would be wanting a full explanation from the policing department as to what those breaches were. Maybe then it would be obvious that the exercise was not one to improve safety but rather one that was designed to entrench the role of enforcement.

My belief and driver feeling is that a lot of those breaches would be nit picking.

Now my section of this essential industry

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has had that view long before the NHVR was installed. That was one of the driving forces to install the NHVR. Well, at least uniforming national regulation maybe more so than getting rid of the rot. I feel safe in saying that getting rid of the rot was high on the wish list of drivers.

I suggest readers check the dictionary meaning of the word meretricious. It describes so much of the actions of so many of our public agencies. It’s all right for bureaucracy to use its influence to silence critics, but that is no cost to my reputation. But what it does do is allow reinforcement of the degree of malignity.

The considerably maligned transport industry that makes it so unattractive as a profession.

Now, I’m not writing this criticism of that Moree action to either argue that the police don’t enforce road transport law or indeed not to conduct checks of transport operator compliance, although I and most drivers detest that policing policy.

Police have the job of enforcing law – period. What I am disgusted about is the apparent effort to score as many breaches as is possible. That it is even an ambition is a disgusting attitude. That the NHVR has allowed irrational and irrelevant regulation to persist is a pox on them. Because allowing irrelevant and irrational regulation to remain on the statutes allows the Moree rubbish to happen.

Stifle criticism all you want but the proof in the pudding is the lack of attractiveness of this profession to new entrants is aptly demonstrated by the failure of the industry to attract new entrants.

KEN WILKIE has been an owner-driver since 1974, after first getting behind the wheel at 11. He’s on his eighth truck, and is a long-time Owner// Driver contributor. He covers Rockhampton to Adelaide and any point in between.

His current ambition is to see the world, and to see more respect for the nation’s truckies. Contact Ken at ken@rwstransport.com.au

I had a phone call from a seriously competent operator before Moree but in relation to Jandowae, Queensland.

Enforcement had been working the pads there for a time and Paul was on his way back through. He suspected he had made a mistake in relation to his 24-hour time.

The call to me was to verify the counting of hours requirement and I was able to advise that, from what he had explained to me, he was legal. And he’d had hours over his consecutive rest requirement which were taken during the night hours into the bargain.

He explained a couple of days later that the pads were cold when he came through – but alas, on his journey into Toowoomba, he was followed for a time by a couple of task force cars. He was then shitting himself in case he was stopped and gone through.

Paul is an absolute professional driver. He loves his work apart from the maligning aspect that overarches the whole road transport industry. At 50-plus years, what are his alternative job prospects outside of this road transport industry?

Phil is another top-shelf owneroperator in his sixties. Phil has been able to sell his equipment individually and take up a position in a new family enterprise outside the industry. “I’m over this shit,” was his comment.

WA PARAMETERS

“He was followed for a time by a couple of task force cars.”

The indictment of the NHVR is that it has sat on its hands in relation to uniform national regulation for a decade or more but is keen to promote articles that it feels improves its image within the industry. It has become the hallmark of a meretricious organisation.

I don’t understand the rationale behind NHVR CEO Sal Petroccitto’s comments in the previous edition. To my mind, if AFM is the wonder drug that he is claiming for it, then he and his organisation should be working to have its benefits available industry wide. Beyond being individually tuned and expensive and time consuming to administer, how can it be different from the Western Australia fatigue parameters?

I wonder at the general level of intelligence sometimes. A good friend named Glenn does the essential thing between South-East Queensland and Melbourne from time to time. I know COVID is an obnoxious and dangerous virus and it has many people scrambling to develop safe practice codes.

Glenn went south at a time when Queensland required proof of being virus free seven days prior to entry and in some cases a test every three days.

Glenn was perplexed that the only point where he was forced into close contact with other potential carriers was at the queue to be tested for the virus. Glenn suggested it would be safer to have the tester visit each truck as that way should an individual driver be contagious, that driver would not put other drivers at risk.

Good point.

It is an absolutely disgusting state of affairs that the country that gave the world the Anzacs has sunk to such a low level of integrity.

Your homework for this month: RAAF Black Cats by Robert Cleworth and John Sutter Linton.

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1/09/2021 1:34:06 PM

TWU Michael Kaine

Forced to make a stand Truck drivers have done the hard yards during the pandemic while company bosses reap the rewards

E

ARLIER THIS YEAR, Scott Morrison said truck drivers are “doing a great job keeping Australia moving”. In making those remarks, he joined a long list of community leaders who have, in recent months, acknowledged the important work drivers do to keep supermarkets, pharmacies and businesses stocked.

It shouldn’t have taken a global pandemic for some people to wake up to the significance of trucking, but I welcome to realisation all the same. And while praise is great, action is what we want. There is a serious mismatch between what is said and the reality for drivers when they are on the road.

A recent TWU survey of 1,200 road transport workers found that one-in-two were not vaccinated against COVID-19.

Eighty four per cent reported they did not have paid vaccination leave, while limited appointment availability, confusing government information or difficulty finding the time around work hours were other leading reasons for being unvaccinated.

There are some absolutely disgraceful statistics when it comes to how drivers are treated during the pandemic. Due to lockdowns or COVID restrictions, 53 per cent of interstate drivers could not find open truck stops to shower, get a hot meal or rest. Forty-three per cent queued for several

hours to get tested – as is legally required across multiple states and territories – and one-in-three were told to self-isolate in their trucks.

This is an indictment on our nation. And, sadly, the abuse does not end there.

FATIGUE IMPACTS SAFETY We know that trucking is Australia’s deadliest industry. Since the federal government abolished an independent tribunal investigating risks to safety in trucking there have been 200 drivers killed; an average of one death every 10 days.

When drivers can’t get enough rest between driving hours or use rest time to spend hours queueing up for a COVID test, fatigue levels go up and the ability to work safely goes down.

The overwhelming majority of drivers want to do the right thing by themselves, their families and the community. But many don’t have the support they deserve from government.

If governments want to reduce the risk of COVID transmission, they should prioritise drivers in the vaccine queue, given they are the most mobile and at-risk workforce in the country. If governments need to mandate regular COVID testing, they should be open 24/7 to support irregular driver hours and make them suitable for trucks and other commercial vehicles.

If governments need to impose restrictions on hospitality and retail, they

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

“What we need is an independent body that can set fair rates.”

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should do so in a way that still allows drivers get the food and rest they need to continue driving safely.

It’s not just government failing drivers, but the wealthy companies at the top of our industry too.

When you look at the field of play, you will understand why so many drivers are fed up: in 2020, wealthy retailers, supermarkets and oil companies earned record profits due to the shift to e-commerce.

Amazon is the perfect example: it recently announced its profits were up 224 per cent to US$8 billion (A$11 billion) in just the first quarter of this year.

But it wasn’t head office big wigs moving stock across the country that generated those profits – it was drivers who did so without complaint because they knew the community was counting on them.

GONE GOLFING How are drivers being rewarded for their hard work? Job insecurity, wage cuts and outright attacks on driver jobs.

Even in the middle of this latest Delta outbreak, these wealthy companies at the top of the supply chain won’t put their hands in their pockets to ensure their rates guarantee that drivers get paid leave to get vaccinated and deal with possible side effects without losing pay. When wealthy companies at the top squeeze our industry, drivers suffer.

At Toll, drivers are fighting against ‘B rates’, which strip rights and conditions, attack overtime and scale back hard-fought superannuation arrangements.

At FedEx, the company has refused to guarantee job security and set rates for all work carried out to be paid the same rate of pay. This is the same company which scored a net income over US$5 billion (A$6.9 billion) and runs a golf tournament with a US$60 million prize but apparently now can’t afford job security and fair pay for its drivers.

At StarTrack, transport workers are fighting against plans to use lower paid outside labour-hire; the same workers who netted StarTrack $166 million in six months last year through their hard work.

It all comes down to money: those enormous multinationals like Amazon and Apple have put a deadly squeeze on our industry, resulting in operators cutting pay and conditions to the bone to minimise transport costs and maximise profits.

And so, while public recognition, including from the country’s leader, is a great first step, there’s a lot more government and wealthy retailers, manufacturers and oil companies can do to support our drivers.

We need measures to help drivers do their jobs safely: priority vaccination access, paid vaccination leave, and 24/7 truck testing centres in convenient locations.

The federal government could stop turning a blind eye to sliding pay and conditions in trucking. The government must do what’s needed – and what we need is an independent body that can set fair rates, safe conditions and provide needed protections for all drivers in our industry (including owner-drivers).

Drivers have shown over the past month that they’re prepared to fight for their pay and conditions – including through industrial action.

No driver takes this decision lightly, because they know the community and the pandemic response relies on them. But they also know their worth.

It’s time government and wealthy companies at the top recognised it, too.

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trucking heritage

KENWORTH AND THE CAMERON CONNECTION

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1/09/2021 12:30:33 PM

Ed Cameron , second from left in centre row, was part of a study tour the USA in 19 to 59 which led to the first Kenworths arriving in Australia

Among the annals of Kenworth’s Australian history, there is no greater contributor to the brand’s foundation than the late Ed Cameron. But what drove this enterprising Victorian truck operator to seek something better and, in the process, create the platform for such a stellar future? Perhaps the best answer is to be found in a 1984 interview long after Ed’s retirement, revealing the resolve of a man who truly believed in ‘havin’ a go’. Steve Brooks compiles this report

I

T’S EARLY July and the half-yearly sales figures for 2021 have just been issued.

In the heavy-duty class, Kenworth is king by a country mile. Again! Still!

Yet, in many ways, and despite the seemingly unrelenting interruptions and difficulties of a bludgeoning pandemic, Kenworth’s latest figures are just another notch in a year of notable notches.

A year, for instance, celebrating 50 years of manufacturing Kenworth trucks – more than 70,000 of them – at Paccar Australia’s Bayswater (Vic) headquarters.

In another part of Melbourne, though, July 2021 was a sad and solemn time for one particular family. Sure, the sadness and solemnity are soothed somewhat by feelings of immense gratitude and pride, but it’s a month that nonetheless marked the passing five years earlier – on July 16 – of family patriarch and Kenworth founding father Ed Cameron at the grand age of 93.

There was, however, far more to Ed than the instigator of the first import of Kenworth trucks to Australia. Much more!

For starters, he was the father of Glen Cameron, whose high profile transport and logistics operation is widely regarded among the most professional in Australia. Like his father, though, Glen’s start in the trucking industry in 1975, at just 22 years of age, was both modest and unspectacular, built on little more than the staunch belief that dedication and service were the keys to ultimate success.

Intent on doing his own thing, his own way, and sourcing little more than advice from the family archive, it is an equally resolute Glen who declares the values and determination of his father as the guiding principles that have seen his business evolve into a national company with more than 1,000 pieces of equipment and major logistics and warehousing facilities.

Consequently, and deservedly, the desire to preserve his father’s legacy runs deep and strong in Glen Cameron, and while much of Ed’s initiative in laying the foundations for Kenworth’s future in our part of the world is formally recorded in the brand’s history books, it is perhaps easy to overlook the operational factors that encouraged Ed and others to look beyond the status quo.

Who better to tell the story of this bygone yet hugely formative era, though, than Ed himself?

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KENWORTH’S ‘WRITE’ STUFF

Truck makers aren’t always impressed with the truck media, particularly if there’s a difference of opinion regarding the virtues or otherwise of some practices or products. Kenworth – or rather, Paccar Australia – is no exception.

However, in Kenworth’s formative years in Australia, one truck magazine played a crucial role in actually educating and informing truck operators about this newly arrived American brand’s attributes.

First published in 1936, Truck & Bus Transportation magazine was an industry tome with a powerful and influential following. By the turn of the century, though, fierce competition, questionable management and a departure from the genuine journalism that had given the publication such valuable credence, saw the magazine slide sadly into oblivion.

In its post-war heydays though, Truck & Bus and its long-serving, highly respected chief editor Jack Maddock were vital allies in the advancement of Australian road transport, and Ed Cameron knew it.

As he told Jack’s successor, Geoff Johnson, “During the initial introduction of Kenworth we found Australian truckies had no knowledge of the custom-built trucks of the USA other than Mack and White.

“Kenworth and Peterbilt were almost unknown,” Ed continued. “Jack Maddock came to the party and regularly published pieces explaining these vehicles and their performances.

“He believed in what we were doing and saw the importance of heavier, more powerful and safer trucks in this country. He used Truck & Bus to further operators’ knowledge of these vehicles [and] I can’t speak too highly of Jack’s help.”

FOOTNOTE: Similarly grateful is this journalist, Steve Brooks, who started his truck reporting career in 1978 under the guidance and mentorship of Geoff Johnson at Truck & Bus Transportation. Grateful indeed!

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“We set up a company called Australian Kenworth Truck Sales [AKTS] Pty Ltd to distribute the models nationally [and] appointed Brown & Hurley as Queensland dealers.”

Tough start

Top, L to R: A Cameron Transport Kenworth plies the Hume. Ed Cameron took the punt on Kenworth and the rest is history Above left: Flashback. Truck & Bus Transportation magazine reporting on a batch of early Kenworths driving down Bourke St, Melbourne, for delivery to Ansett Freight Express

Fortunately, the late Geoff Johnson, chief editor of the once esteemed industry magazine Truck & Bus Transportation, interviewed Ed for the January 1984 issue about a decade after he’d handed over control of D & E Cameron Transport, the business formed with his brother Don. What follows is a moderately edited version of that insightful interview.

“When I was demobbed from the Army in 1946,” Ed started, “I was living in the Doncaster-Templestowe area of Melbourne, then given over to fruit orchards.

“My dad had been running a truck for many years and my brother and I could see an opportunity to try and make some money hauling locally-grown fruit to the Melbourne markets.

“We bought dad’s truck, a 1935 Dodge for 150 pounds [$300], went into business and shortly afterwards, sold the truck for 300 pounds [$600]. Our first profit, you could say. We then purchased our first new truck, a 1946 Dodge five-tonner.

“During market days in Melbourne, George Blomfield, who carried fruit from Mornington Peninsula to the Victoria Market, and myself, discussed the prospect of transporting and selling fruit and vegetables on the Sydney Growers market.”

Back then, the NSW and Victorian rail systems ran on different gauge widths and, as Ed remarked, “Because of strikes and damage caused with the rehandling of fruit at Albury, there was a great opportunity to establish a profitable operation.”

So, one cold June morning in 1946, George and Ed set off for Sydney in George’s 1938 Federal Diesel loaded with cases of apples and brussels sprouts. A couple of blown tyres and 24 hours later, they arrived in Sydney markets and proved their idea was good, but the truck and roads were lousy.

Even so, as Geoff reported, they soon started a weekly service to Sydney, serving the Thursday morning market and loading general goods on the return trip. However, after a couple of trips the crankshaft broke and the Federal was replaced with a K5 International powered by a GMC 36hp (27kW) petrol engine from Army disposals, coupled to a round-nose 24ft (7.3 metre) McGrath trailer, also from Army supplies.

Although the K5 performed reasonably well, they had real trouble with overheating, so they developed a system of engine cooling that had to be seen to be believed. At the front of the trailer they mounted a 44 gallon (200 litre) drum of water connected to a halfinch (12mm) rubber hose to a pump mounted on the passenger’s

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“I believe Kenworth brought the manufacturers and importers to the reality that only a truck specced and built for Australian conditions would succeed.”

Above: Glen and Ed Cameron. Glen attributes his father’s guiding principles as major factors in the success of his own business Above right: Early S-series Kenworths ready for delivery from the D & E Cameron Transport depot in Melbourne Opposite above: A batch of early cab-overs delivered to Brambles.

Ed Cameron is first on the left Opposite below: When the day is done. Ed Cameron in his 90s.

Remarkable achievements in a remarkable life

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side floor, then to the radiator, returning through the overflow pipe and attached hose to the 44 gallon drum.

With two drivers, the passenger would operate the pump when needed, which was often when travelling between Tarcutta and Yass in summer months.

They kept this up for six months, doing one round-trip per week until early in 1947, when the Cameron brothers bought a new Reo, soon after adding an International and some tray trucks to the fleet.

Ed took up the story again, introducing Kenworth to the discussion for the first time.

“Over the next few years we built up the business, which was then trading as D & E Cameron Transport Pty Ltd with an assortment of trucks and trailers, but we were constantly plagued by mechanical problems.

“We never had enough power for the demands of interstate haulage; there was never enough braking and manufacturers’ reliability was almost a joke. We had made enquiries with local suppliers to see if they would bring out better designed trucks from the United States. To no avail so, in 1955, we went to the USA to look over the market.

“International Harvester was only interested if we would place a big order for 50 or so units, but we only had 12 trucks in the fleet, so we decided to just plod on with what we had.

“We were very impressed with what Kenworth had to offer but import quotas and dollar restrictions made it impossible to continue negotiations. Everything we looked at indicated American custom-built trucks would be ideal for Australia.

“I returned to the USA in 1959 as a member of a delegation from the Australian Hauliers Federation and, while there, talked to the Kenworth people again. By this time the import position was better and they decided in 1960 to give it a go.

“Two top executives from Kenworth came out to Australia and I travelled with them to survey the market and interview operators in Victoria and New South Wales. We ordered seven Kenworths – three for George Blomfield and four for us – but at least it was a beginning.

“We set up a company called Australian Kenworth Truck Sales [AKTS] Pty Ltd to distribute the models nationally, established outlets in Melbourne and Sydney, and appointed Brown & Hurley as Queensland dealers.” (It’s worth noting that 2021 also marks Brown & Hurley’s 75th year in business, but it was largely Ed who first

convinced Alan Brown and Jack Hurley of Kenworth’s potential in Australia.)

By this time, things were moving quickly for Ed Cameron and Kenworth as his faith and confidence in the brand’s future picked up pace.

“We bought land at Doncaster and built an assembly and servicing centre,” he continued.

“The initial vehicles came in fully assembled and, shortly after, we did partial Australian components supply and then went into assembly of CKD [completely knocked-down] units.”

By this stage, though, trucks weren’t the only things on Ed’s mind.

Trucks, trailers and truckies “Kenworth re-engineered their ‘S’ model with a 90-inch [2,280mm] BBC – bumper to back-of-cab – for right-hand drive and we offered Detroit Diesel 6V71 and 8V71 power with 12-speed Spicer transmission and Timken rear axles.

“The long nosed 120-inch [3,050mm] BBC was then engineered in right-hand drive followed shortly after by the 52-inch and 76-inch [1,320 and 1,930mm, respectively] cab-over units, each one being properly engineered and set up for Australian conditions.”

Such was the brand’s burgeoning success, however, that Ed recognised the time had arrived to move aside.

“We continued to import and sell Kenworths until 1967 when we could see that the operation was getting too big for us, so we talked to Kenworth in America and they agreed to open their own subsidiary in Australia, taking over what we had begun in 1961.

“They set up Kenworth Trucks Australia and built a new plant and headquarters in Bayswater.

“I stayed with them for several years and helped in the establishment of sales, marketing and distribution divisions. By that time Kenworth had penetrated most aspects of heavy haulage in Australia, so I decided to ease out and return to running trucks, not selling them.”

In what was obviously a reflective moment, Ed told Geoff: “It’s interesting to look back on those pre-Kenworth days. In 1962, Leyland and AEC and Albion models held about 60 per cent of the 40hp [30kW] and over diesel market. These, and other English-built trucks, were not originally designed or engineered for Australian conditions, while Kenworth had engineered its ‘S’ series for use out here, before putting it on the Australian market.”

But, as Ed then pointed out, Kenworth’s interest was perhaps fortuitous.

“I believe if International or other distributors had brought in larger models, they would have stood to make a killing in Australia.

“As it was, the only trucks gearing up to give the Leyland Group a

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run for its money was Atkinson, which later was taken over by International, and Mack, which had a good market in Queensland and the Northern Territory.”

However, American trucks weren’t his only interest.

“By 1958, we were building our own trailers in Doncaster, using a fabricated suspension similar to Fruehauf equipment, which we found to be superior to what was available at that time.”

Given the brand’s growing reputation here, Fruehauf’s American masters decided to set up an Australian arm and, as Ed explained: “Their first products included an insulated van body when other trailer manufacturers were only offering flat-tops and tankers. We were carrying a lot of semi-perishables and were looking for a unit of this type.

“We already knew of Fruehauf in the States so decided to buy the first unit off the local assembly line [and] this was the first of many Fruehauf trailers for our business.”

Yet, despite the emergence of better products, the

trucking industry had other issues that caused Ed to become heavily involved.

“The late 1950s were a bad time for small fleet owners and owner-drivers,” he recalled.

“We were assailed by all the state governments wanting to clap heavy road maintenance taxes on interstate operators.

“Every one of these imposts had to be fought in the courts and I was very active in the Road Transport Development Association of Victoria, which looked after the interests of the interstate road hauliers who were mostly owner-drivers.”

Still, after many years running a trucking business and fighting for a better deal for interstate operators in particular, Ed conceded: “By the early 1970s I’d had my fill of the hard slog of interstate transport.

“About this time we sold the business to Mitchell Cotts, the big British transport group, which was looking for acquisitions in Australia. We were running about 20 Kenworths with a fleet of 50 trailers [but] Mitchell Cotts ran the operation for a few years and then quit the long distance scene.”

New generation Speaking to Geoff a decade or so after retirement, Ed remarked: “I haven’t exactly lost contact with the industry because my son Glen runs Glen Cameron Trucking.

“His business is mainly local and country transport and storage, operating a mixed fleet of trucks and semitrailers, with some very innovative ideas about the co-ordination of trucking with warehousing and storage.

“I offer advice and assistance from time to time but Glen is doing very well, so I guess he knows how to run his own show without too much of my help.”

As the interview started to draw to a close, it was perhaps a pensive Ed who asserted: “Personally, I’m glad I’m no longer in the road transport industry. I was deeply involved during the most interesting and exciting period [and] in addition to running trucks, I was also privileged to have a lot of experience in the importing and marketing of Kenworth.

“I wouldn’t want to go back to the 24-hours-a-day, seven-days-a-week grind with bad roads, hassles with the authorities and, above all, unreliable vehicles that were quite unsuitable for Australian conditions.

“I believe Kenworth brought the manufacturers and importers to the reality that only a truck specced and built for Australian conditions would succeed.”

Then, in a final comment, a staunchly loyal Ed concluded: “Long distance transportation costs in Australia are truly competitive, and industry and the community reap the benefit of fast, economical transport at probably less cost per tonne-mile than anywhere else in the world.

“Having regard to our relatively high wages, fuel and equipment costs, coupled to inferior road conditions, this is quite an achievement. For this economy of transport, the Australian public can thank road transport operators, drivers and sub-contractors.”

Almost 40 years after that interview, it’d be more than a tad interesting to know what men of Ed’s era and ilk would think of Australian road transport today.

As for how far Kenworth has come, no one could hold their head higher than Ed; an enterprising truck operator who saw something better, had the initiative to have a go, and the drive to make it happen.

Your Transport Manufacturing Specialist 5 Year Structural Chassis Warranty

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Email: admin@bte.net.au

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Ph: (03) 979 40330

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Ph: 0427 502 881

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celebrity spotlight

NRL LEGEND A TEMPORARY TRUCKIE R

Former rugby league star Johnathan Thurston had a taste of life behind the wheel when he teamed up with Mack Trucks and Driza-Bone for a surprise appearance at this year’s Mt Isa Mines Rodeo ETIRED RUGBY league legend Johnathan Thurston ticked another item on his bucket list when he climbed behind the wheel of a new Mack SuperLiner to claim centre stage at the Mt Isa Mines Rodeo on August 14.

With Thurston being a Driza-Bone ambassador, his appearance was part of collaboration between Mack Trucks and the iconic Australian clothing company.

The 685hp (511kW) MP10-powered Super-Liner’s appearance at the Mt Isa was the final stop of a journey that started in south east Queensland, stopping at rural communities along the way.

Mack is no stranger to recruiting celebrities for its cause, none more prominent than rock star Jimmy Barnes who helped launch the “working class Mack” back in 2019.

Thurston, a premiership winner with the North Queensland Cowboys in 2015, was clearly chuffed with the opportunity to be in Mt Isa for the rodeo.

“I’ve had an amazing few days with my first Mt Isa rodeo experience and equally loved meeting so many locals, thanks to Driza-Bone and Mack Trucks,” Thurston says.

“I can’t think of anything more Australian than arriving at the outback rodeo in a Mack Super-Liner, head-to-toe in my Driza-Bone kit. It’s been a really cool experience.

“It’s an honour to work with two legendary Australian brands that have such a strong presence in Queensland communities through their products and manufacturing plants.”

Thurston, fully decked out in Driza-Bone gear, was full of praise for the Super-Liner, especially the driver comfort.

“If you’re going to be a hauling around Australia, you’d want to be in one of these bad boys, that’s for sure. It’s a beast, it’s got the double trailers as well. It’s awesome,” he says.

“Super comfy, there’s obviously a bed in there as well, so that’s more my style, camping in the back,” he laughs.

“I didn’t want to get out, so I was hoping I could take it home and pick the kids up from school in it, but I don’t think that will be allowed.”

The 685hp 16-litre MP10 in the Super-Liner puts out 2,300lbft (3,118Nm) of torque and is connected to Mack’s mDrive HD 13-speed automated manual ‘box. With the all-Mack driveline, including front and rear Mack axles, the Super-Liner earns ‘Gold Bulldog’ status.

Driza-Bone’s creative director Justin O’Shea says the story behind Driza-Bone and Mack Trucks coming together just “made sense” with two hard-working Australian brands,

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both customised for the challenging Australian conditions.

“While our brands are vastly different, they are rich in Australian history and our respective products are built for surviving everything Australia’s big backyard can throw at you be it the outback, hinterland or bush,” O’Shea says.

“When the opportunity presented to work together at one of Queensland’s biggest culture and community events in the Mt Isa Rodeo, we jumped at the chance to connect with locals and give something back.

“Johnathan embodies what our two brands represent so it has worked out perfectly that he could be in Mt Isa.” Mack Trucks Australia’s vice president Tom Chapman, who joined Thurston at the event, says he was proud to have teamed up with another iconic Australian brand and come back to their proving grounds in the outback.

“Mack Trucks are proudly built in Australia and are engineered and designed to meet the harsh Australian conditions,” Chapman says.

“Driza-Bone share this mission and we have come together to Mt Isa this weekend for exactly that – to connect and give back to our customers.

“What a sight it was with Johnathan rolling into one of the most iconic outback events in a Mack black Super-Liner, wearing his DrizaBone gear and adding another layer of enjoyment to the day.”

Rodeo guests had the opportunity to meet Thurston, win DrizaBone and Mack Trucks prizes and see the blacked-out Mack SuperLiner truck used on the road trip, with its new 36-inch (91cm) standup sleeper cab and redesigned interior, at the event.

“I was hoping I could take it home and pick the kids up from school.”

Top: Former North Queensland Cowboys’ rugby league star Johnathan Thurston Above: Thurston looked right at home behind the wheel of the black Mack Super-Liner Left: Thurston pilots the Super-Liner into the Mt Isa rodeo arena

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truck accessories

DELICATE IN THE DETAIL One young woman has approached the road transport industry from a different angle to most, and it’s paying dividends for both her business and her customers’ slick-looking trucks. Warren Aitken writes

T

HE GREAT thing about road transport is the variety. There are so many different areas within our industry, from drivers and loaders to allocators and managers, store people and office workers to salespeople and detailers. Therefore, when I’m looking for volunteers for my ‘Woman in Trucking’ profiles, there is a vast array of options.

For my second Woman in Transport feature I decided to step away from the driver’s seat side of things and look into affiliated businesses.

I got very lucky when I met an extremely

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motivated and driven young woman who has built a successful business that caters to a tremendously important aspect of our industry, making sure our trucks look cool!

Maddison Lawrence is the young lady that I’ve lined up for this story and Slick Azz Protective Films is the business that she started.

The Brisbane-based company specialises in applying paint protection film to heavy vehicles.

It’s a high-end film that shields the vehicle from the wear and tear of the tough industry we work in. The bonus side being it makes maintaining

shine and cleaning trucks a hell of a lot easier.

The question is, how has a 27-year-old woman, with no family affiliation to transport, managed to not just break into the transport industry but thrive and fall in love with it. Easy really, she’s a bloody hard worker.

Maddison is a self-confessed gypsy. Born in Gladstone but raised throughout Queensland, the transport industry was never really a goal for her.

“Everyone asks if my dad’s in transport and stuff like that. There’s no family history at all,” says Maddison, laughing as she adds: “My dad is a scientist, he’s the most impractical person ever.”

Ending up in the transport game was purely a result of Maddison’s larger goal.

“I just wanted to run a business,” she confesses.

At the completion of high school Year 12 her father offered some sound advice.

“Dad said don’t go to Uni to learn business, do something and learn business firsthand,” Maddison recalls.

“My mum had a car detailing contract that she’d been wanting to sell so I took my savings and bought that.”

In comparison, at the end of my school years, my life savings – bearing in mind I was a lot like Maddison and I’d been working since about age 12 – would barely have stretched to a Happy Meal. An indication of Maddison’s character was she’d saved

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11 grand and used that to buy the car detailing contract.

Even back then it was evident Maddison had her head screwed on right.

Slick Azz Detailing was her first official business and Maddison would eventually grow beyond the fleet car contracts she had and end up with mobile detailers in Brisbane, Rockhampton and Emerald. She wasn’t just the manager though; Maddison was very much a hands-on boss, contorting herself amongst the fleet cars and cleaning up with the rest of her employees.

Maddison ended up living back up in Rockhampton when she got Slick Azz detailing started there. The self-confessed country music girl was happy in Rocky as well, until a call from Jason Ryan at Viking Trucks on Queensland’s Sunshine Coast offered a new opportunity and would throw her into the transport industry.

“I’d detailed a couple of trucks for Jason while I’d been living in Coolum,” Maddison explains.

“Then, he rang when he’d just picked up a contract to refurb some trade-in Volvos. He asked if I’d move back and detail the trucks.”

That job had her detailing around 10 trucks a week.

Right: Kayla Marshall and junior installer Madison Wooller were too busy concentrating on the intricacies of a T659 bullbar to pose for a photo Opposite: The Slick Azz Protection Film team – from left: Samantha Turner (workshop manager), Kayla Marshall (installer), Natalia Sharp (accounts), Maddison Lawrence (the lady in charge), Janielle Pyne (film wrangler), Demikah Sendal (reception), and Madison Wooller (junior installer)

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“It was just me doing the trucks and they were used, so they were gross,” Maddison admits with a laugh.

It was hard work, as any detailer will tell you, but Maddison was growing a solid reputation for the work Slick Azz Detailing was doing on heavy vehicles. Her affection for heavy vehicle and the transport industry had developed to the point she started focusing Slick Azz Detailing on trucks, picking up work at Brown & Hurley as well.

As if cleaning them wasn’t enough, another example of the opportunities within our industry blossomed soon after when Maddison got a chance to become Maddison Lawrence, used truck salesperson.

“Jason just said to me one day: ‘You’re here enough, do you want to have a go at selling trucks?’” Maddison tells me with a smile. “I was like, ‘yup’. I was 20 or 21 … real young. I didn’t know [anything] about trucks.”

I’m not sure if it was just youthful enthusiasm or Maddison’s natural optimism but she jumped into the new challenge with the gusto of truckie in a chrome factory.

“It took me a while, it took me a long while, but I finally sold one,” Maddison says.

“I still remember my first customer, he’s now a customer here at Slick Azz.” There really isn’t a great number of female salespeople and Maddison found her first hurdle when the phone calls would come in asking to be put through to the ‘salesman’. In her effervescent voice Maddison would say “yeah, that’s me”. Nine times out of 10 this was greeted with an initial, “What?” but that shock never lasted long.

“I always had good intentions and that’s what really mattered,” Maddison says.

“If someone asks me something I didn’t know, I’d say: ‘I’m really sorry, I don’t know, let me get back to you.’ I’d go find out and ring them back.”

Maddison took to truck sales like a duck to water, though she admits her day-to-day memory is shocking, although she was great at recalling which truck had which running gear and so on. Again, when a question stumped her, she went and learnt. It wasn’t all smooth sailing though. Maddison recalls an incident at an auction where her lack of industry experience had her looking less than professional.

“I mainly dealt with Volvos, everything I dealt with was like FM or FH. I didn’t know Kenworths, so when a guy was asking

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“We get the blingiest cool trucks; I love that.”

Top: This Emerald Carrying Company Kenworth looks the goods after a Slick Azz treatment Above right: For Kayla Marshall it’s an extremely long process working on the bullbars, but time on the road shows it’s worth it Right: One of the first trucks Maddison protected was K.S. Easter Transport’s one-of-a-kind FH Volvo Opposite: Business owner Madison Lawrence helps Samantha Turner work on the difficult parts of a 10-year-old Super-Liner. It’s a big job when you have a whole truck to do; Workshop manager Samantha Turner is another ‘manager’ that’s keen to get her hands dirty, so to speak

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me about a 409 I thought he was telling me the part number or something.”

“Yeah, but what type of truck?” she kept asking him. His reply was a very curt: “A bloody Kenworth 409.”

However, Madison says: “It was a fun job, I really liked it and I really liked the people,” she admits. She adds that she encountered the occasional person that didn’t want to “deal with a chick” but it was rare.

Technical advice I couldn’t write this without including one of Maddison’s more embarrassing truck sales stories.

It all stemmed from a customer requesting a bit more information on a truck he was looking at. As Maddison had already said when she wasn’t sure of the answer, rather than offer salesman BS, she would go off and find the right answer.

“I was very good at regurgitating information,” Maddison recalls.

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“So I rang the service department, ‘Gotta find out blah blah blah’. The service department told me, ‘It’s got a bit of a knock in the engine’. I didn’t really realise that’s not a good thing and went back and told the guy.”

Maddison soon realised her mistake when she got a call from her boss.

“Did you tell the customer there’s a knock in the engine? Why would you tell someone that?”

It’s laughable now but Maddison admits in the beginning she never understood a lot of what she was regurgitating so had no idea what information to withhold. Funniest part of the story, she still sold the truck to that customer. Honesty does work.

What Maddison also learnt from her time as ‘the chick on the coast that sells trucks’ was that she loved sales. Slick Azz Detailing was still running but Maddison was looking for something else. The goal now was to combine the two – detailing and sales.

She took her biggest grievance in detailing and went about trying to find a solution to sell it, which was chassis rails.

“I was so sick of cleaning f#%kin chassis rails; worst job and they never look clean.”

So, Maddison went looking for a rumoured sprayon product that would protect chassis rails.

This would eventually be the birth of Slick Azz Protection Film. Maddison wanted to find a product she could sell to make detailing trucks easier, a product that wasn’t reliant on labour. With her usual gumption and lack of fear she boarded a plane and went off to a trade show in China, aiming to find this magical chassis cleaning spray. Like the Loch Ness Monster, cheap fuel or a smooth border crossings it turns out the chassis cleaner didn’t exist. However, she did stumble across the paint protection film.

In a short space of time she learnt as much as she could, finding out it was a product that had been being used on high end luxury cars for years. When she questioned the companies over there about putting them on trucks they looked at her like a dog learning algebra. However that didn’t dissuade her, she could see a market for it.

“When I was selling the second-hand Volvos they were just peppered in stone chips on the front,” she recalls, “and I thought ‘why isn’t this stuff being used on trucks?’”

The next few days at the trade show were a whirlwind. With a huge language barrier, zero comprehension of the technicalities of the product she wanted and no idea how to install it, she threw herself into it. For the record that’s her summation, not mine.

“I knew nothing about this product, like absolutely nothing. I’m like, ‘You got the clear wrap? Can I be your Australian distributor? It’s pretty much how it went down,” Maddison laughs.

The irony is, after a lot of translation issues and frustrating meetings, Maddison met the CEO of the US manufacturer Flexishield.

With some sample rolls and Maddison’s connections in the transport industry, Maddison was able to test the product out. As she believed, it worked a treat. Slick Azz Protection Film was underway.

First task was for Maddison and her crew to fly over to Flexishield’s US plant and learn how to install it. Like other manufacturers, Flexishield had primarily been using its product for the luxury car market, never once thinking about the truck market.

“They actually thought I was a bit crazy wanting to put it on trucks,” Maddison admits.

“I was mainly looking at the cab-over problems and they don’t have a lot of cab-overs in America anyway.”

Maddison and her crew were trained up on installing the product by the team there. With bags filled with the Flexishield product, the team flew home to hit the ground wrapping.

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“Wrap it as if it were your own truck.”

Show truck

Top: Tobin Transport is another Slick Azz customer Above: Check out the branding on the Slick Azz shirts: ‘Send it, don’t scratch it’

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The transport industry can be a very tight knit community, it’s who you know and word of mouth, so with the contacts Maddison had accrued through her detailing contracts she slowly started to get a few people willing to try the product out on their trucks.

One of her first trucks was the stunning Viking Truck build show truck of K.S. Easter Transport. After word got out a few working trucks started turning up. When those guys were suddenly racking up thousands of kilometres without faded paint, dull bullbars or bucket loads of stone chips, business began picking up further. The booking sheet at Slick Azz Protection Films was filling up quick.

Pretty soon the small workshop they had rented in the Brisbane suburb of Wacol became too cramped and a newer bigger area was needed, allowing the team to build a dust-free area so they could expand into the car and 4WD market as well.

“It’s a lot of work,” Maddison says. However, the trade-off is the amazing transport people she meets.

“A lot of my customers have become good friends, they take as much pride in their trucks as I do in my work.” She also admits getting excited when a new truck gets dropped off.

“We get the blingiest cool trucks; I love that.”

The process involved is extremely time consuming, a standard bull bar can take up to 10 hours to do, with another two hours cutting out the film. Wrapping tanks is an hour to 90 minutes.

Getting a bonnet done can be an eight-hour job.

“We try to do it as seamless as the cars,” Maddison explains.

The level of attention to detail is rewarded with repeat customer getting more and more done with each truck they send through.

“We have one customer that just says, ‘Wrap everything, wrap it as if it were your own truck’,” Maddison laughs.

The company is now in its fifth year and there is never an empty shed. Another point I need to make is the majority of Slick Azz staff are women. In a way it’s a deliberate yet not intentional move. Maddison has just attracted a lot of women who are keen to get involved. They all love the hands-on aspect of working in the transport industry and Slick Azz Protection Film has been a way for a lot of these women to be a part of it.

The lack of male influence may also be swayed by the highenergy social media presence from the Slick Azz team. Hell, they even tried to talk me into being a part of one of their TikTok dance videos. No one wants to see me dance.

Maddison is a great advocate for the transport. In a male dominated industry she has been met on every level with respect and admiration and although it was tough at the start, whether it be selling a truck or wrapping a truck, she notes that once people realise she had as much passion for her area of the industry she was welcomed with open arms.

I think that’s the best part of our industry. There are so many roles available, and Maddison Lawrence has shown that women can succeed and ‘shine’ (pun intended) in any of them.

Slick Azz bro.

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As well as being involved in road transport media for the past 22 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

Sounds of spring Music to ring in a new season of health and wellbeing I FEEL THE VALLEY LIFTING Toby Martin

RESERVATIONS Suicide Swans

HOW LONG DO YOU THINK IT’S GONNA LAST? Big Red Machine

Ivy League www.tobymartin.com.au

Near Enough Records www.nearenoughrecords.com

Jagjaguwar/Inertia www.jagjaguwar.com

Toby Martin spent many years as lead singer of Australian band Youth Group before going it alone.

I Feel The Valley Lifting is the third album of his solo career, his influences coming from living in northern England. There’s a definite folk element here, although there’s the unmistakable influence of indie rock with Iranian percussion adding to the album’s distinctive sound. Martin sings of an ill-fated Yorkshire escape artist on ‘Linthwaite Houdini’ and, after an a-capella start, takes the listener on a journey from folk to fuzzed-out electric guitars on ‘Strange Fish’. ‘German Sea’ is a two-dimensional piece, mixing slower melodic sections with fast-paced rock.

‘Dark Red Blood’ is an intriguing track, opening with a Mike Oldfield-type guitar line before Martin’s high-pitched vocals and heavier guitars kick in.

Classed as an alternate country-roots band, Suicide Swans has established a firm following since releasing their debut EP in 2013. Originating in Toowoomba, the five-piece outfit are now up to their sixth album with Reservations.

With Kyle Jenkins' casual vocals having a Dylan-type quality, Suicide Swans serve up fast-paced honky-tonk on the rousing ‘13th Floor (Alabam)’, a track that’s certain to be a crowd pleaser. ‘You Should’ve’ is slightly sombre without losing the band’s sense of fun, ‘Breathe’ is a waltz-timed love song, and ‘Wish Bone’ is one of the heaviest tracks on the album. There’s an appealing rawness about Suicide Swans, although songs such as ‘Below Zero’ are as well crafted as anything currently doing the rounds. Other standout tracks include the thoughtful ‘Georgia’, the folky ‘House Fire’, and the upbeat ‘Hand Of Mine’.

Big Red Machine is the sum of two parts, namely Aaron Dessner and Justin Vernon, both of whom are also members of two successful US bands; Dessner with The National, and Vernon with Bon Iver.

How Long Do You Think It’s Gonna Last? is the second instalment of the Big Red Machine project. Vernon’s indie folk-rock credentials and his high register vocals take centre stage on the track ‘Reese’ amid swirling guitars. The duo also recruited a few guest artists; Robin Pecknold from Fleet Foxes adds his distinctive vocals to ‘Phoenix’, a track that also features US singer-songwriter Anais Mitchell. Mitchell then appears on the piano-backed ‘Latter Days’, one of the quietest tracks on what is a laid-back album. Other guests include rapper Naeem, Californian singer Ilsey Juber and, surprisingly, Taylor Swift on two tracks. Perfectly chilled.

HELLO MY BEAUTIFUL WORLD Holy Holy

PRESSURE MACHINE The Killers

THE WAIT Vika & Linda

Wonderlick/Sony www.holyholymusic.com

Island/Universal www.thekillersmusic.com

Bloodlines www.vikaandlindabull.com

Australian band Holy Holy garnered critical acclaim back in 2015 with its debut album When The Storms Would Come.

Founding members Timothy Carroll and Oscar Dawson have continued to progress musically through the years, leading to Hello My Beautiful World, their fourth full-length release. To add to the album’s merits, Holy Holy brought in sister duo Clews for vocal support on the vibrant track ‘The Aftergone’, co-written

by Kim Moyes of The Presets. Another guest, Melbourne rapper Queen P, adds an extra dimension to the Holy Holy sound on ‘Port Rd’. The band bring in orchestral strings, electronic beats and atmospheric synths throughout; the impressive ‘How You Been’ a prime example. However, it’s Carroll’s vocals and Dawson’s signature guitar licks that are the hallmark of Holy Holy albums – take a listen to 'I.C.U'. This is a well-produced album without being overdone; and they’re worth catching live.

With its touring schedule thrown into chaos due to the pandemic, US rock band The Killers turned their attention to writing and recording new music. The resultant release, Pressure Machine, is the band’s seventh studio album. It’s somewhat of a departure as lead singer and chief songwriter Brandon Flowers recalls his formative years in the small town of Nephi, Utah, and its cast of characters.

He paints a dark picture of the Godfearing townsfolk on ‘Terrible Thing’, an acoustic ballad, and then introduces us to a desperate individual named ‘Cody’.

Singer-songwriter Phoebe Bridgers adds harmony vocals to another quiet number, ‘Runaway Horses’, however normal rock service resumes on ‘In Another Life’ and ‘In The Car Outside’, a song about revisiting an old flame. Despite painting a mostly bleak image of small town USA, Pressure Machine also illustrates that The Killers refuse to be pigeonholed.

It’s been a long gap between albums for much-loved Australian duo Vika & Linda.

Aptly titled The Wait, it’s the Bull sisters’ first album of new, original material in 19 years and it has indeed been well worth the wait. ‘Raise Your Hand’, an uplifting track written by Kasey Chambers and Brandon Dodd, sets the scene for this classy pop-rock album. The Ben Salter-penned ‘My Heart Is In The Wrong Place’ is a strong mid-paced rock number about staying afloat in tough times. ‘Pigface And Calendula’ is an oldfashioned rocker, while ‘Like A Landslide’ is a gentle track from the pen of Bernard Fanning. There’s a pop-folk quality to the quietly sensitive ‘Not The Same Girl’, and Vika & Linda liven up proceedings with ‘Lover Don’t Keep Me Waiting’. The midpaced ‘Hand Grenade’ is another strong track, as is the energetic ‘Rabbit Hole’. The Wait will be released on September 17, followed by a series of live gigs.

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Country Corner LIVING IN COLOUR Shane Nicholson

Lost Highway/Universal www.shanenicholson.com Multi-award winning Australian singer-songwriter Shane Nicholson returns after a four-year break with his seventh solo album Living In Colour. He has also released two highly successful albums with Kasey Chambers.

Nicholson has maintained the quality with these 13 tracks, using the COVID-induced lockdown to produce the new album at his Central Coast studio. ‘And You Will Have Your Way’ is a brilliant piece of songwriting both in melody and lyrically.

He takes aim at shonky characters on ‘House Burns Down’, and he recalls his favourite music on ‘Harvest On Vinyl’. Nicholson tones it down for the serious ‘Life Ain’t Fine’ and sings of life’s tribulations on ‘The High Price Of Surviving’. A top class album that's likely to attract mainstream acclaim.

WANTED Jayne Denham

Checked Label Services www.jaynedenham.com From the word go Australian country rock artist Jayne Denham leaves nothing in the tank from the opening chords of her new album Wanted. She kicks off proceedings with the up-tempo title track, setting the scene with “spaghettiwestern” guitar licks. That theme continues on ‘Better Make It A Double’, then fellow country artist Troy Kemp steps up for the powerful ballad ‘Rainstorm’.

Kemp also co-wrote a couple of songs with Denham, including ‘Dear Jayne’, one of the album’s most impressive tracks. She sings of a wandering lifestyle on the sing-along styled ‘Highway Vagabond’ and lays down the law on ‘Better Settle Up’, a strong guitar heavy anthem. ‘Beautiful World’, another uplifting track, is a fitting finale for a fine album.

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truck technology

METTLE ON METAL In normal times, the last year or two probably would have been something quite special for Volvo in Australia. A time of high achievement driven by strong sales and the optimism of smart new trucks. But ‘normal’ went into limbo as COVID led the charge to crash Volvo’s party. Still, there’s determination, there’s experience and there are new models – all the things the Swedish maker is relying on to get back to its own ‘normal’. Steve Brooks reports

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I

t takes only a short step into the past to see how sharply the COVID era has impacted Volvo’s present.

Mid-way through 2020, when the economic and social ramifications of the global pandemic were still ramping up to full ferocity, Volvo was the undisputed dominant force in Australia’s heavy-duty truck market with a formidable 18.8 per cent of the category; several points ahead of eminent rival and fellow local manufacturer, Kenworth.

So strong was Volvo’s charge on the back of a proven product range, so purposefully planned and so clinically constructed over the previous few years, that some industry commentators – including this one – were absolutely convinced that by year’s end the Swedish powerhouse would be firmly fixed at the top of the heavy-duty tree.

Pandemic or no pandemic.

Yet, it wasn’t to be.

Sure, it can be adventurous and even foolhardy to predict success at Kenworth’s expense, particularly given the brand’s remarkable and increasingly historic resilience in maintaining market leadership. But such was Volvo’s impetus that insiders and industry watchers alike had every reason to believe and, indeed, expect that 2020 would

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be the Swedish brand’s year to take the heavy-duty crown.

In a ridiculously short time, however, the wheels started to wobble as the second half of the year unfolded. Within a few months it was blatantly apparent that confident expectations of market leadership in 2020 were fast melting into a mirage.

At the end of a year like no other in modern memory – not least for those who lost their jobs as Volvo Group Australia (VGA) moved quickly to cut overheads – Volvo had slipped back to its bridesmaid’s berth with 16.4 per cent of the heavy-duty class, significantly behind a bolting Kenworth on 19.9 per cent.

Moreover, the new year has so far brought little relief for the corporate giant. In fact, from the outside looking in, things have become progressively more difficult for Volvo in 2021, struggling to keep Kenworth within striking distance while a salivating Scania and marauding MercedesBenz circle like sharks on the scent of a wounded whale. At the half-way point this year, Volvo had at least held onto second spot but, with an underwhelming 12.4 per cent of a surprisingly strong heavy-duty sector, it was hardly a performance to write home about.

On the other hand, at the halfway mark this year,

“Let’s face it, COVID will probably be with us for a while and disruptions will be with us for a while as well.”

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From the top

Above: Volvo Truck Australia vicepresident, Gary Bone. “My goal, and only goal, is to get Volvo back to where it should be.”

Opposite: Two views of the heavily revamped FH interior layout. The digital dash is the major change but there are many other design shifts which Volvo says further enhance driver comfort and operational ease

Kenworth had powered to a seemingly unassailable lead with 20.8 per cent, and most indicators pointing to an even stronger performance in the second half.

Potentially more worrying for Volvo though, cab-over combatants Benz and Scania continue to gain ground, with insiders at both brands quietly optimistic that first half performances will lead to record sales by the end of the year. It is, of course, no coincidence that their gains have run in sync with Volvo’s slide.

Still, it’s fair to feel a flicker of empathy for Volvo. After all, while COVID-19’s influence has been brutal on everyone, everywhere, it certainly could not have come at a worse time for a truck maker on the cusp of launching a major new range of FH and FM models.

Indeed, several years of planning and investment in the lead-up to the new trucks had to be quickly reassessed and reorganised as COVID took hold, causing disappointment and worse, disruption to supply lines across the entire network.

The thing is, though, the impacts of the COVID pandemic are certainly not exclusive to Volvo. Almost every brand in almost every industry has, to varying extent, been battered by dramatic disturbances in supply lines, begging the question: why has Volvo slid while others have improved or at least maintained their market position?

A tough question perhaps, but one which didn’t cause a moment’s hesitation for Volvo Trucks Australia vice-president, Gary Bone.

There’s little doubt the amiable country kid from Nhill in western Victoria still lurks somewhere close under the skin, and maybe that’s what gives Gary Bone the innate ability to quickly know his audience and adapt accordingly, whatever the social spectrum or the circumstance.

Highly competitive, commercially astute and naturally affable, all in the one breath at times, he has developed into a consummate corporate performer, possessed of a wily intellect and confident character.

He is also a man on the move. After 16 years or so with Mack and VGA, which included a few years at Mack in the USA before returning to senior leadership roles with VGA, in 2013, he moved outside the trucking industry for the first time to take up the managing director’s role with former John Deere distributor, Chesterfield Australia.

Almost six years later and with an undisguised desire to get back to trucks, he rejoined VGA as vice-president of Mack before, early this year, moving across to take control of Volvo at a time when the task of rebuilding the corporate flagship’s market strength is certainly not for the faint-hearted or fanciful. Cometh the hour, cometh the man, as Shakespeare sayeth.

Rumours, however, that Bone is heir apparent to current VGA president Martin Merrick produce an immediate and definite response, even a tad tetchy.

“I can assure you, it is absolutely not on my agenda,” he says bluntly.

“My goal, and only goal, is to get Volvo back to where it should be.”

As for the conditions that led to the brand’s somewhat dramatic slide from the back half of last year, Bone’s reaction is equally immediate and definite, explaining that COVID’s effects on supply lines – and subsequent impact on the introduction of a new family of Volvo models – have caused a major makeover in how and where components are accessed for VGA’s Wacol (Qld) production plant.

“Look, we got tied up in the global logistics supply chain [and] a lot of disruption in incoming goods definitely started to impact on production flow at Wacol,” he asserts.

“To recover from that, we took down the line speed to try and put some predictability into the flow of incoming goods, and that’s really what created the slowdown of available vehicles.”

Quiet for a moment, Bone continues: “So, we took the decision in late 2020 to secure our local supply chain with less reliance from incoming containers because, let’s face it, COVID will probably be with us for a while and disruptions will be with us for a while as well.

“We are now,” he insists, “well into the process of bringing the supply chain closer to the factory.

“We’ve opened a 14,000 square metre warehouse in Brisbane, so

“Believe it or not, the new Volvos are perhaps even more whisper-quiet than their predecessors”

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instead of working on just-in-time and having goods bobbing along across the ocean, we will have supplies a kilometre from the factory instead of 12,000km.

“We’re also investing heavily in local supply chains to try and alleviate some of the challenges we’ve had with global supply.”

Furthermore: “We’re making some really big investments in the factory. I won’t talk about what the [current] build-rate is, but when we get back to full strap, we’ll build more trucks at Wacol than we ever have before.”

His confidence is impressive but, with the momentum of some competitors snapping at Volvo’s heels, the conviction could easily seem misplaced given that all brands have been affected to some extent by disruptions to supply lines.

However, it is an adamant Bone who continues: “If I look at our European competitors, they’re all bringing in CBU [completely built-up] models. That’s quite different to what we’ve faced.

“We have a lot of cross-docking issues in Singapore with our containers being off-loaded there, and then reloaded to get to us … that’s why we’re working to bring supply lines closer.”

As for when these shortened supply lines might lead to a turnaround in Volvo’s market fortunes, an emphatic Bone says the recovery is already happening, citing the brand’s 15.9 per cent slice of the July heavy-duty truck market as an indicator of better times ahead.

Volvo’s turnaround is, he contends: “… already here.

We look at our order books and they’re extremely strong.

We have some continuity of flow coming out of the factory and. from our perspective, the turnaround is happening now.

“We’re starting to fill up the pipeline back into the dealer group and I think you’ll see some really solid market share numbers starting to flow.

“We will be back, and very strongly, by the second half of the year,” he declares, leaving no doubt that as the last trucks in Volvo’s superseded range are belatedly built

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and delivered, the door is finally swinging open for the much-anticipated new model line-up to play its vital role in Volvo’s recovery.

Drive time When it comes to the launch of a new model range, few do it better or with more flash and fanfare than Volvo.

Unless, of course, a global pandemic gets in the way and throws the best laid plans into turmoil.

Still, despite the dramas and disruptions, Volvo has at least kept its new truck show on the road, literally, travelling the country whenever and wherever to put as many people as possible behind the wheel of

pre-production and prototype units and in the process, maintain the message that new FH and FM models with a vast array of modern features are just around the corner.

There has, of course, already been much written about the new trucks as Volvo has busily promoted the pending arrival of a range which is claimed to tick a lot of boxes for the brand, particularly in fuel, function and emissions.

When it comes to the premium FH range, for instance, Volvo doesn’t beat around the bush.

“The FH is smoother, more intelligent and more efficient than it’s ever been,” the company states.

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And on first impressions, there’s plenty of appeal in an FH line-up sporting new ratings among a mix of Euro 5 and Euro 6 versions in both 13-litre and 16-litre displacements.

Indeed, Volvo appears to have done its homework for the Australian market exceedingly well, starting with Euro 5 and Euro 6 500hp (373kW) 13-litre models and a 540hp (403kW) 13-litre unit also available in Euro 5 and Euro 6 form.

It’s also worth noting at this point that all models in the new range, both the flagship FH and utilitarian FM, are available with the standard I-shift 12-speed automated transmission or optional 13- and 14-speed versions with crawler ratios. A smart move.

Up the power scale, 16-litre models start with a Euro 6 FH550, a Euro 5 FH600, Euro 6 FH650 and, at the top of the tree, a Euro 5 FH700. For heavy-duty work in this era of emissions-conscious sobriety, it’s easy to see the FH550 and FH650 Euro 6 ratings being especially attractive to a wide cross-section of the market.

Yet, arguably the most intriguing model of all in the FH fold is the Euro 6, 13-litre FH500 I-Save unit that, along with an 11-litre FM460 model, were provided for short test drives out of Volvo’s Wacol headquarters.

But what, exactly, is I-Save?

Well, as we reported almost two years ago during speculation of Volvo’s future product plans, I-Save is the platform for what the Swedish maker describes as a ‘long haul fuel package’, accompanied in Europe by claims of a seven per cent improvement in fuel consumption.

Put simply, I-Save consists of tailored cruise control and transmission functions, the advanced I-See topographical system to determine ideal shift points on regular routes, a tall rear axle ratio and most notably, the addition of a turbo-compound system to create the DT13-TC engine.

In basic terms, a turbo-compound system employs a second turbine driven by engine exhaust that captures a significant proportion of the heat energy that would otherwise be lost through the tail pipe and, by channelling it through a gear train and clever fluid

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coupling, punches more power into the crankshaft via the flywheel.

In principle and in practice, turbo-compounding is an effective waste recovery system and while there’s nothing new or revolutionary about the technology – nor is it Volvo’s first use of turbo-compounding – this modern derivative is employed entirely to boost torque, facilitate lower engine cruise speeds and consequently, enhance fuel efficiency.

In fact, it takes only a quick scan of the spec sheets of Volvo’s two 500hp 13-litre Euro 6 models to comprehend the influence of turbo-compounding. In the non-TC version, the 13-litre engine produces 500hp between 1,530 and 1,800rpm, and peak torque of 2,500Nm (1,844lb-ft) from 980 to 1,270rpm.

In its turbo-compound I-Save equivalent, however, the 500hp D13-TC engine produces peak power from 1,250 to 1,600rpm, while torque output is boosted to 2,800Nm (2,065lb-ft) from 900 to 1,300rpm. In effect, turbo-compounding delivers 300Nm more torque due to a system that simply makes use of otherwise wasted exhaust energy. It’s also worth noting that the 500hp I-Save turbo-compound engine punches out even more torque than the 2,600Nm (1,918lb-ft) produced by the 13litre family’s top 540hp rating.

Strangely, though, the FH500 I-Save model provided for our short driving stint was a prototype unit with a 3.09:1 rear axle ratio rather than I-Save’s taller standard ratio of 2.83:1. Pulling a B-double combination, grossing around 58 tonnes and driving through a 12-speed I-Shift direct-drive transmission, the 3.09:1 ratio delivered 100km/h around 1,550rpm, whereas the 2.83:1 diff is said to reach 100km/h at a significantly more frugal 1,350rpm, or thereabouts.

What’s more, the prototype truck was fitted with an I-Shift lever and driver-selected operating modes (economy or performance), whereas in standard I-Save format – with fleet applications the obvious target market – drivers will have a basic press button selector pad instead of a lever, and the transmission will be permanently fixed in ‘economy’ mode.

However, the I-Save model’s fuel-saving features are

certainly not limited to the powertrain, with a low-roof cab and medium-height chassis doing their parts to reduce aerodynamic influences on fuel economy.

But just how fuel-efficient is I-Save under Australian conditions? Well, obviously, it’ll take much more than a few hours in a prototype with barely 17,000km of demo duties under its belt to judge the model’s thirst for work.

Still, for what it’s worth, the truck’s on-board trip computer revealed a figure of 1.8km/litre (5.1mpg) on an easy 150km round-trip from Volvo HQ in Wacol to Aratula at the base of Cunningham’s Gap; a result which perhaps provides a respectable base line for future assessments.

All up though, it is easy to understand Volvo’s confidence that the FH500 I-Save, with its 70 tonne gross mass rating and design potential for thrifty fuel economy, will be particularly appealing for certain fast turnaround B-double roles. Linehaul shuttles, for example.

Yet, I-Save, of course, is just one part of Volvo’s new entourage and, like all models in the range, the FH interior layout has undergone significant change.

The most obvious among a swathe of updates that, in large part, typify modern European design trends is the introduction of a digital dash, allowing the driver to select the instrument display of his choosing and,

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“Some drivers, if not all drivers coming to grips with VDS for the first time, will find the system unusual, to say the least.” equally, check the status of various components by simply scrolling with control buttons on the steering wheel.

Standing unusually tall on the left of the main dash is another screen providing digital access to a further swag of ancillary functions, not least the radio and in-cab control systems.

Many of the changes are aesthetic but nonetheless worthwhile, further enhancing Volvo’s high standards of driver comfort and operational ease. One notable example is the introduction of a single rotary wand to engage the power divider and diff lock.

Lively FM There is, of course, much more to the new FH than the few features listed here, just as there’s much more to the entirely new FM than those reported after a few short hours driving a Euro 6 FM460 truck and single trailer combination at 38 tonnes in and around Brisbane’s ’burbs.

Nonetheless, the latest FM shares plenty in common with its bigger brother. According to Volvo, as much as 50 per cent of the cab structure and equipment features are shared with the FH, including the digital dash arrangement and most operating functions. And believe it or not, the new Volvos are perhaps even more whisperquiet than their predecessors, while Volvo further claims that forward vision in the all-new FM cab is 10 per cent improved over the soon-to-be-superseded shed.

Similar to its FH sibling, the FM range also covers plenty of bases with both 11-litre and 13-litre models offering Euro 5 and Euro 6 emissions standards.

The 11-litre line-up starts with the Euro 5 FM380 and FM420 models followed by the Euro 6 FM460 while the 13-litre FM500 and FM540 are both offered in Euro 5 and Euro 6 forms.

Driving into a direct-drive I-Shift 12-speed transmission to a fast 2.83:1 final drive ratio – incidentally, the same standard diff ratio in the FH500 I-Save model – the 11-litre 460 demo unit was a surprise packet from the start.

Producing peak power (339kW/460hp) from 1,700 to 1,800rpm and top torque of 2,200Nm (1,622lb-ft) from 1,050 to 1,400rpm, the response and tenacity of this light and lively 11-litre lump were constantly surprising.

Meantime, the retarding ability of Volvo’s integrated engine brake (producing 290kW of braking power at 2,400rpm) was similarly effective in a model with a standard gross combination mass (GCM) rating of 50 tonnes. According to Volvo though, the choice of a slower diff ratio will allow the model to work at GCMs up to 60 tonnes.

Like the I-Save demonstrator, the FM460 test unit was also fitted with a number of options that included the latest ‘Evolution’ version of VDS – Volvo Dynamic Steering.

Some drivers, if not all drivers coming to grips with VDS for the first time, will probably find the system unusual, to say the least. It is, after all, a technology that affects pressure on the steering wheel and delivers the sensation – which can be disconcerting at first

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– that a force other than the driver is working at the wheel. And actually, that’s exactly what’s happening.

As Volvo explains, VDS is “an active steering system producing a torque overlay of up to 25Nm [which can] reduce steering force up to 85 percent, lowering driver fatigue”.

However, in its latest ‘Evolution’ form, VDS gives the driver the choice of several pre-defined settings, accessed through the digital screen on the left of the dash. The standard is a ‘default’ (factoryset) setting designed for most drivers and conditions, but there’s also a ‘light’ setting, a firmer ‘stable’ setting, a ‘responsive’ setting described by Volvo as a ‘sporty feeling’, or if the driver wants to create a personalised steering effort, there’s a ‘custom’ setting.

Said to cost around $5,000, VDS may not be for everyone but, equally, the technology is vastly improved over early versions and it’s easy to see the system being tremendously worthwhile in some conditions, like the high-crowned, narrow, broken edged roads that proliferate along many of Australia’s interior truck routes.

As for the fuel economy of the livewire FM460: Again, a few hours and slightly less than 150km behind the wheel in suburban traffic and busy freeways were hardly a definitive evaluation.

Even so, a fuel figure of 2.62km/litre (7.4mpg) recorded by the model’s on-board trip computer was undeniably impressive in a truck with less than 2,000km on the clock.

Finally, while it’ll take more than a short drive of just two preproduction versions of Volvo’s latest models to cite long-term success, there was at least enough to suggest the Swedish maker and its Australian offshoot have combined to deliver a smarter and even more appealing line-up for this market.

The priority for Volvo now, of course, is to actually get the new trucks into the market and retrieve some semblance of normal. Or whatever ‘normal’ is these days.

Above: The FM boasts an entirely new cab with significant gains for the driver. According to Volvo, forward vision is improved by 10 per cent and noise levels are even lower than previous models

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electric truck technology

BREATHIN’ EASIER IN THE BRONX A major beverage distributor has become the first fleet on the US East Coast to take delivery of an electric heavy-duty truck. In a powerful affirmation for the future of electric trucks, the delivery of a Volvo VNR Electric is being hailed as a vital first step in addressing poor air quality in an area with some of America’s highest rates of asthma in children.

Steve Brooks files this report

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I

N DENSELY populated neighbourhoods around the largest food distribution centre on the US East Coast, more than one in five school-age children suffer from asthma.

The distribution centre is in the South Bronx region of New York City and diesel trucks running in and out, day and night, have for many years been basted as significant contributors to the area’s notoriously poor air quality.

Well aware of the district’s air pollution problems, particularly since a study at the turn of the century highlighted the area’s elevated incidence of asthma in children, Manhattan Beer Distributors (MBD) has followed earlier efforts to reduce diesel emissions in its growing fleet by recently taking delivery of its first battery electric heavy-duty truck, a Volvo VNR Electric model.

The electric truck is not, however, MBD’s first move at minimising air pollution in the region.

Among the largest beverage distributors in the US, the privately-owned company in 2001 retrofitted 15 of its 200 trucks to run on compressed natural gas (CNG).

“We did it, honestly, only because I thought it was the right thing to do,” company founder and president, Simon Bergson, told leading US trucking publication FleetOwner in a recent report.

Since then, MBD’s fleet has grown to more than 400 trucks and around half are now fuelled by CNG. Moreover, Volvo is certainly not a new brand in the MBD fleet, with more than 160 VNR and VNL CNG heavy-duty units currently in the operation.

Yet, in a bold bid to remove diesel emissions from its fleet altogether, the August delivery of the Volvo VNR Electric – the first of its type to join an East Coast fleet in the US – is planned to be the first of many.

MBD principals say they expect to have five VNR Electric trucks operating by the end of the year,

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“Transitioning to electric allows us to go deeper into a maintenance-free truck.” with the goal to purchase 35 VNR Electric models annually for the next four years as it strives to reach the goal of being a diesel-free fleet by 2025.

In the meantime, to support the addition of its VNR Electric trucks, the company has installed three DC fast chargers at its Bronx facility, said to be capable of charging the trucks up to 80 per cent in 70 minutes.

Aside from the environmental assets, the move to electric trucks offers benefits in other areas as well, according to Juan Corcino, MBD’s senior director of fleet operations and sustainability.

“Transitioning to electric allows us to go deeper into a maintenance-free truck,” Corcino told FleetOwner.

Nonetheless, while the environmental benefit is a critical bonus, electric trucks need subsidising to gain price competitiveness against their diesel counterparts, he attests.

“We foresee prices to go down and be more affordable to the point that you can afford the truck without an incentive and Volvo is working on reducing the price.”

Similarly, Peter Voorhoeve, the past president of Volvo Group Australia who now heads Volvo Trucks North America (VTNA), suggests the total cost of ownership of electric trucks for applications such as beverage distribution could actually match diesel equipment by 2025, depending on how battery technology develops.

Right: The first VNR Electric bought for work on the US East Coast nears completion on Volvo’s New River Valley plant in Virginia Opposite below: Volvo Trucks North America chief, Peter Voorhoeve. The former head of Volvo Group Australia is a strong advocate for electric trucks, particularly in urban operations. The VNR Electric is now “a normal part” of Volvo’s US model range, he says

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“It is the right thing to do for our planet, for our future, and for our community.”

Battery costs Currently, electricity is cheaper than diesel but while the batteries that power Class 8 (heavy-duty) trucks such as Volvo’s VNR Electric aren’t cheap, Voorhoeve suggests, “… as battery technology develops and energy density increases, the battery cost will go down.

“How quickly [prices] will go down is a little difficult to say.”

It’s worth noting too that the purchase of MBD’s VNR Electric trucks was assisted by state and city subsidies funded through New York State’s Volkswagen settlement funds, through the New York City Department of Transportation’s Clean Trucks Program, which aids the purchase of zero-emission vehicles and equipment.

(Volkswagen, of course, was hit with massive fines by US regulators for cheating on its emissions compliance.)

The initial plan is for MBD’s first electric Volvo to service customers in Manhattan, where routes originating in the Bronx range from 15 miles to 35 miles (24km to 56km) and take six to nine hours, with the stop-start nature of traffic in the region benefitting the battery-powered truck’s critical regenerative braking system.

While electric trucks for long-haul operations are further down the development pipeline, Juan Corcino suggests the Volvo VNR Electric is able to handle any of MBD’s New York City routes where the average operating range is about 60 miles (97km), with projections indicating the truck could potentially operate for two days on one charge.

Opposite: Volvo VNR Electric models being readied for delivery to Manhattan Beer Distributors in the South Bronx area of New York City. The high profile beverage distribution fleet is working to be diesel-free by 2025 Below: Dropping off supplies to a Bronx client

“I grew up not far from here,” she commented during the New York press conference.

“We hear the phrase ‘environmental justice’ but we lose sight of what the ‘justice’ part means … that it’s really not fair that just because you are born in the South Bronx that you have a higher propensity to develop asthma in your lifetime.

“These are the types of program that really focus on the future,” she said.

Appropriately, the final word at the press conference came from Simon Bergson who started MBD with one truck in 1978, and has made a habit of looking for ways to demonstrate his company’s environmental regard in an industry often criticised for its carbon footprint.

“It was really just the right thing to do and it does cost a little bit more money,” Bergson said of phasing out diesel trucks, though he also envisaged that if a customer had the choice of choosing between an operator with a diesel truck or an electric truck, they were “maybe” more likely to nowadays choose the cleaner alternative.

Either way, Bergson concluded: “But you know, it is the right thing to do for our planet, for our future, and for our community.”

Future focus “It is the ideal location to get started,” VTNA boss Peter Voorhoeve said at a press conference marking the introduction of MBD’s VNR Electric, attended by politicians keen for New Yorkers to get a taste of a cleaner future.

“We’re really, really grateful for the opportunity,” Voorhoeve added.

“This is a huge step. It’s a huge event.”

In fact, Voorhoeve likened the electric truck’s introduction on the East Coast to an Olympic relay event.

“We needed to work together to get to the finish line,” he said.

“We played one role in this relay race and that was by developing the truck, which we started in 2018. We’re now live. This is not a pilot or a tryout. This is now a normal commercial operation and a normal part of our offering.”

Especially pleased with the growing interest in electric trucks was South Bronx political representative, Amanda Septimo.

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tech briefs

Isuzu to bolster N Series line-up ISUZU AUSTRALIA (IAL) has signalled an upcoming launch of a new lightduty N Series model.

The truck manufacturer says it is on the cusp of offering customers the “most compelling light-duty package to ever hit the Australian market” featuring industry-setting safety benchmarks.

The range, first introduced to the Australian market in 1984 and now in its Ready-to-Work generation, is credited with underpinning Isuzu’s sales leadership for more than 30 years, having resonated with “businesses requiring work-hard, work-smart trucks”.

“It may appear business as usual on the surface, but for Isuzu Trucks it has been a hive of activity underneath with brand-new product ready for imminent launch,” IAL national sales manager Les Spaltman says, without elaborating on vehicle specifics.

“If a proverbial fire has been lit under the Australian market in this

first six months of operations in 2021, then we cannot wait to see what the rest of the year has in store.

“The new N series will set a new benchmark for the light-duty truck segment and prove once again that our customers can trust us to bring the best product to market.

“Our message is this – the best is about to get even better.

“The next generation of safety is coming with our new N Series.”

The range is set to bolster Isuzu’s year-to-date performance, which counts a 16 per cent year-on-year rise in total units sold year to date (YTD).

Isuzu leads the market with 23.8 per cent of overall share in 2021, with 1,546 units and 1,414 units sold respectively YTD in the medium- and heavy-duty segments.

However, the make’s impact is strongest in light-duty with 3,251 sales YTD; 30 per cent above the same period in 2020 and a 20.8 per cent increase on 2018’s record figures.

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required not only a laser focus on product and customer but a nuanced reading of market conditions – no easy feat in the current state of play.

“From rising consumer confidence to new infrastructure and homebuilding, to the government’s ongoing business stimulus, all these factors have combined to spell out a peak in capital equipment investment and a very strong result for truck sales.”

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“In particular, we see this in great effect within the light-duty segment supporting essential businesses in trade – an important consideration as we continue to operate under the threat of COVID-19.

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Eaton has launched a line-up of specialised differentials for electrified vehicles (EVs).

The passenger vehicle market is increasingly transitioning to EVs, Eaton noted, reporting comparable performance to traditional internal combustion engine (ICE) vehicles from its new range.

“Eaton conducts a total system analysis, using state-of-the-art tools and in-house know-how, to design a differential for electrified vehicles optimised for efficiency, reliability and manufacturing,” Eaton Vehicle Group business unit director Brent Pawlak says.

“We also can partner with an OEM to design and develop a differential to specifications and requirements, including torque levels, duty cycles, fatigue and size requirements, as EVs often require compact components and unique torque requirements that can be integrated into electrified drivetrains.”

Eaton’s traction control solutions comprise: Truetrac – Helical-gear limited-slip differential maximises wheel traction and enhances driving and handling characteristics. Easily integrated into compact packaging spaces, with high power density capacity.

ELocker – Allows for maximum driveline flexibility. Users can switch from a fully open to a fully locked axle at the touch of a button, or it can be integrated into the vehicle (auto-

locking). High torque capacity and range, with compact designs.

IntelliTrac – Smart electronically controlled, limited-slip differential is fully integrated to the vehicle to provide instant response and optimised vehicle performance at any speed or traction condition.

MLocker – Automatic, mechanical locking differential that provides drivers best-in-class traction without the need for buttons, shift knobs or other driver intervention. Improves towing and off-road performance with low integration cost.

Posi – Limited slip differential which automatically prevents wheel slip before it can get started. Easily integrates into most axle designs and can be tuned for application requirements.

Open – Compact open differential which allows cost-effective solution for managing torque between left and right wheels.

“Each differential is highly engineered, tested and validated for a variety of traction control applications,” the company adds.

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WA growth behind Scania warehouse move SCANIA Western Australia has announced its relocation into a new, much larger parts warehouse in the Perth suburb of Welshpool to better service the needs of its growing customer base of both on- and off-road trucks, as well as buses and coaches.

The new 2,000 square metre facility is said to be more than four times larger than the warehouse it replaces. It allows the Kewdale-based company-owned sales and service facility to supply its statewide network of independent authorised service dealers, and customer workshops, with a higher rate of first pick.

The move follows a similar expansion of the Scania Australia National Parts Warehouse in Melbourne in order to support the growing numbers of Scania vehicles in service across the country.

“Scania has attracted many more customers across a broad spectrum of applications over the past seven to 10 years in WA, and we see no sign of this growth slowing,” says Michael Berti, Scania WA’s regional executive manager.

“We have increased our warehousing floorspace by a factor of four and the value of inventory we will hold by a factor of three.

“Supply to the new Welshpool facility

will primarily be direct from our global distribution centre in Europe, with access also to supply from regional warehouses in South East Asia, and of course, Melbourne,” Berti states.

“With the new facility we will be able to receive and unpack more quickly, as well as pick and dispatch orders more efficiently, cutting the wait time for parts for all our customers and dealers in the west.

“We will bring to this facility scanning technology, initially on the inbound side of the inventory flow, with a plan to integrate this technology also into our outbound flow. This will improve not only our efficiencies in pick, pack and put-away but will also improve inventory accuracy.

“Outbound consigning will be streamlined thanks to equipment designed to automate the process of weighing and measuring packages with software that links this data directly to the carriers’ freight system.

These improved metrics are critical to our continued success with mining customers in particular, where unplanned downtime is very costly,” Berti says.

“Leveraging the benefits of the Scania

Fleet Management System, which globally has 500,000 connected vehicles, we’re far better able to project when components will require replacement, and pro-actively launch preventative maintenance campaigns, again aimed at bolstering uptime for the customers’ assets.”

Berti says Scania’s Kewdale branch has always been a strong performer in over-the-counter parts sales within the organisation, but Scania is aiming to improve on that with the opening of the new Welshpool facility.

“If customers are confident that we

will have the part in stock they are far more likely to return, especially if they need a major component replaced.”

National parts manager for Scania Australia, Ben Nicholson, says the new regional warehouse in Perth will assist in building additional resilience into the truck maker’s supply chain within Australia.

“The reality of this situation has been brought home to everyone in the industry during the COVID pandemic, with state borders being snapped shut, compromising logistics networks,” Nicholson says.

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tech briefs

Hino launches 700 telematics system HINO AUSTRALIA has revealed its in-house telematics system, HinoConnect, for its heavy-duty 700 Series customers.

The offering, included as standard, is underpinned by real-time performance data tracking, remote diagnosis of vehicle faults 24/7 and dedicated HinoConnect specialist support.

Available as standard fitment on the all-new Hino 700 Series, Hino-Connect is an Australian-built and designed system that communicates directly with the driver via the truck’s Multimedia unit, and delivers comprehensive levels of data to business managers through an online portal and app. ‘‘More than just a mapping or tracking tool, Hino-Connect delivers 700 Series customers real-time insights into the operation of their fleets,” Hino Australia general manager – service and customer support Gus Belanszky says.

“In an Australian-first, Hino-Connect will allow direct communications with drivers through the intelligent Multimedia unit.

“This is the next iteration of the intelligent Multimedia unit that is standard on all Hino trucks – while Hino-Connect is currently only available on all-new 700 Series, this is an exciting indication of what the future holds for Hino customers.”

Using real-time data and insights, Hino-Connect is said to automatically analyse the cause and effect of driver performance, safety and vehicle utilisation using simple dashboards in the portal.

Hino-Connect also claims to gather live vehicle performance data to provide full operational visibility to business managers including brake count, gear change numbers and even the amount of times a vehicle is operating within its optimum RPM band.

Hino-Connect uses Driver Score Reporting to monitor key indicators like harsh braking or acceleration, over revving or speeding to identify poor performance that can then be addressed through coaching to enhance driving techniques.

“Business managers can also track

current fuel usage of individual trucks, and use the forecasting tool to estimate future fuel costs,” Belanszky says.

Live GPS tracking and detailed trip reports allow fleets to update customers with accurate delivery times while also identifying inefficient routes.

For increased fleet security, tools such as ‘movement without ignition’ alerts while geo-fencing ensures operators will be notified if a vehicle leaves a designated area.

Automated email notifications provide full visibility of the Active Safety System with Pre-Collision System alerts to provide another level of safety.

Hino-Connect also proactively monitors maintenance reminders so customers can schedule ahead and minimise downtime.

In the unlikely event of a severe vehicle fault, an alert and remedy is delivered straight to the driver through the multimedia unit, and to the customer and Hino-Connect specialist via email.

Another feature of Hino-Connect is the case management and the support provided by Hino-Connect specialists, who liaise between the customer, driver and dealer to track and oversee the progress of the repair or maintenance to get the truck back on the road quickly.

“The dedicated support provided by our Hino-Connect Specialists extends our Hino Advantage commitment to our customers and further enhances our in-house Customer Support Centre,” Belanszky says.

The 700 Series is supported by Hino Advantage, a suite of business solutions that are designed to reduce costs over the life of the vehicle.

Hino Advantage includes Hino SmartSafe, capped price servicing, Hino Genuine Parts, 24/7 Hino roadside assist, and finance options.

The 2021 Hino 700 Series comes with five years of complimentary remote diagnostics and Hino-Connect Specialist support including vehicle engine control monitoring; severe fault alerts; and case management of fault rectification, Hino notes.

GUARDIAN PARTNERS WITH EROAD TRANSPORT IT provider eRoad will integrate Seeing Machines’ Guardian technology into its fleet management software as part of a new agreement between the firms.

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The Guardian technology uses face and eye tracking algorithms to detect fatigue and distraction, allowing proactive intervention before a risky driving incident occurs.

The integration of the technology will provide operators with a single tool for managing video telematics, where previously there were two separate managing systems, road said, making it easier for fleet managers to prioritise actionable insights from data as well as developing a greater understanding of the risks associated with their fleet and coach drivers.

“Our mission at eRoad is to help

MERITOR TAKES STAKE IN SEA ELECTRIC AMERICAN drivetrain manufacturer Meritor has made an equity investment in SEA Electric, expanding its involvement in the electric vehicle market.

Though specifics of the deal are undisclosed, the equity investment aims to accelerate SEA’s global sales while adding another string to Meritor’s electric bow, diversifying its drivetrain, mobility, braking, aftermarket and electric powertrain solutions for commercial vehicle and industrial markets.

“This collaboration with SEA Electric gives us another path to apply our expertise in electrification solutions for the medium-duty market,” Meritor CEO and president Chris Villavarayan says.

Founded in Australian but now headquartered in Los Angeles, SEA Electric currently partners with commercial vehicle OEMs, dealers, operators and upfitters to deliver a range of zeroemissions trucks with remote mount electrification solutions to the commercial vehicle market.

every community enjoy safer, more productive roads,” eRoad CEO Steven Newman said.

“We’re all about improving fleet safety through better driver behaviour and the integration of Seeing Machines’ Guardian technology will help us achieve that.

“Seeing Machines’ Guardian safety technology is set to become a vital element in the MyeRoad portal to ensure safer and more sustainable outcomes for fleet operators and drivers.”

According to Seeing Machines’ research, in-cab alerts reduce fatigue by upwards of 60 per cent, and 24/7 monitoring centre analysis and intervention decreases the occurrence of fatigue by an additional 30 per cent

In March, SEA launched two SEA Electric badged vehicles, the SEA 300 EV and the SEA 500 EV, locally.

“Meritor’s investment will help us to accelerate global sales efforts and strengthen the delivery and distribution transportation segment for vehicles that operate in urban and metropolitan areas,” SEA Electric president and founder Tony Fairweather said.

“We are excited for Meritor to join us as a strategic investor and shareholder.”

Meritor’s electric initiatives include acquiring all outstanding common shares of electric-drive firm TransPower last year.

to achieve a reduction in fatigue related driving events of more than 90 per cent.

Its Guardian technology is being used in more than 26 countries.

“We are very happy to be partnering with eRoad,” Seeing Machines CEO Paul McGlone said.

“Our Guardian technology has seen expanding global penetration into long haul and heavy transport fleets and will be a huge benefit to eRoad users not only in New Zealand, but Australia and America as well.

“The Seeing Machines purpose is to get everyone home safety so we are closely aligned with eRoad as both companies take pride in helping make roads safer, knowing this integration will help achieve that.”

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VISIT TRADETRUCKS.COM.AU/SELL OR CALL 1300 362 272

• BATTERIES• ALTERNATORS • STARTER MOTORS • LIGHTS • WIRING • ACCESSORIES • MINE SPECIFICATION

AUTOMOTIVE AIR CONDITIONING SPECIALISTS

OWD-16-5209971-TS-325

3 Australian Owned and Manufactured 3 All Industry Sizes 3 Embossed Company Name 3 Reinforced Mounting Face (patented) Ph: (02) 9899 4090 www.transcomindustries.com

Call us today 07 3890 3033 www.hemmantauto.com.au

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MUDFLAPS

MOBILE UNITS

SERVING ALL AUTOMOTIVE INDUSTRIES

Proudly servicing Brisbane since 1988

WIRELESS PARKING SENSORS FOR TRUCKS

Real Service Real People Real Experience Real Insurance Solutions

MAIN FEATURES:

• Wireless technology for trucks, ideal for large vehicle applications.

• Can be installed on the end of a trailer.

• Waterproof ECU. • Quick and accurate digital active sensor.

• Long detection range: 0.30 ~ 4.0 m /1.0~13 ft.

• Self-test function.

• Intelligent detection, suitable for a vehicle with other protrusions at the back.

02 6925 8788 www.tbiinsurance.com.au

www.promata.com.au

02 9922 7270

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

Booth#3408

16-18 FEBRUARY 2022

SACKED OWNER DRIVERS REDUNDANT OWNER DRIVERS Specialist Transport Legal Advice Helping Owner Drivers Aust-wide for over 20 years

• Unfair Dismissal and Termination claims • Underpayment claims re Hourly & Km rates • Workplace Health and Safety Matters

• Redundancy and Loss of Contract Claims • Unfair Contract and Award Claims • Advice Owner Driver Legislation Australia wide

6 Year Time Limitation Period

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T T CONNECT LEGAL C C E L NO WIN NO FEE E L N A Contact Jake - Principal Solicitor N N G N GA 02 9889 2239 O E O www.connectlegal.com.au C L C LE

1800 625 746 OWD-EP-5164923-CS-299

TANKS FOR TRUCKS

CUSTOM MADE ~ FUEL, WATER & HYDRAULIC FUEL ~ HYDRAULIC CONVERSIONS HIGHEST QUALITY ALUMINIUM FABRICATION CANFRED Engineering Pty Ltd - 48 Barry St, Bayswater, Vic

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Phone: 03 9761 0595

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12 VOLT OVEN HOT FOOD ON THE GO!

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HEAT A MEAL ON THE MOVE 1. 12 volt Marine — $260 + POSTAGE 2. 12 volt — $215 + POSTAGE 3. 24 volt — $275 + POSTAGE

THE TRAVEL BUDDY IS A STURDY OVEN THAT YOU CAN TAKE ANYWHERE

Ph: (03) 5441 3388

• The stainless steel makes it easy to use and clean • Fast Food takes on a whole new meaning with the Travel Buddy • This portable, lightweight, 12V oven can cook, bake and warm foods while you travel

www.travelbuddy.net.au

31/8/21 9:25 am

DRIVERS & TOW OPERATORS 5 YEARS EXPERIENCE

PRIME MOVERS required to tow OPEN FLAT TOPS, Singles, B Doubles, Extendable and/or Wide Loads along EASTERN SEABOARD.  Local – Intrastate – Interstate available  Must have “smart” phone  QUICK PAYMENT from “Towies” invoice  Must have all relevant insurances  Fuel Package available Email bookings@projecthaulage.com.au Use “DRIVER” or “TOW OPERATOR” as Subject.

We will forward further information in our “Driver” or “Tow Operator” Packs.

www.projecthaulage.com.au

POSITIONS AVAILABLE We have a number of driving positions available for HC & MC LINEHAUL DRIVERS to be based at our depots in the following areas:

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Depots: Brisbane, Sydney, Grafton, Port Macquarie and Taree

Benefits include: • Fulltime employment • Above Award klm rates – paid weekly • Paid Pickups & Drops

• Modern & well maintained fleet • Drug safe working environment • On going training • Uniforms supplied

IF YOU ARE INTERESTED, PLEASE PHONE ROSS ON 0402 014 939.

Positions Available

Exodas Pty Ltd is a well-established Transport and Warehousing company that operates Australia wide. We predominately provide transport services to the east coast of Australia, from North Queensland through to Melbourne.

Exodas Pty Ltd, Head Office is located in Yatala (QLD). Additionally we also have three sub depots located in Warnervale (NSW), Townsville (QLD) and Mareeba (QLD).

We are now seeking candidates for the following vacancies: • Heavy Vehicle Mechanics (Yatala) • Linehaul Drivers (Various Locations) • Local MC Drivers (Various Locations) • Tug Drivers (Yatala) • Forklift Operators (Yatala) The successful candidates will join a fast growing company, access great working conditions and be offered a competitive pay rate!

If you could see yourself working for Exodas, email your resume to employment@exodas.com.au or contact our Recruitment Officer on 0459 922 550.

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right across Australia on a daily basis.

Several truck yards have become exposure sites, forcing many drivers to go into quarantine. If you’re an ownerdriver, that’s a fortnight of no income through no fault of your own.

FOR THE OWNER-DRIVER Frank Black

TESTING QUEUES

Lacking leadership There have been dozens of rule changes during this time of COVID crisis but still no national plan

M

ORE THAN a year after we were hailed ‘heroes of the pandemic’, we’re still waiting for the federal government to recognise the essential work that we do and put in place national systems to make sure we can do it safely and efficiently.

When will Prime Minister Go Slow (Scott Morrison) realise that dedicating some time to this would prevent transport hold ups and help the whole country run more smoothly?

I’m thinking of adding ‘administrator’ to my CV after the last 18 months of research and paperwork to keep up with the constantly changing border rules.

We’re clocking up the unpaid hours applying for permits and waiting for COVID tests, though the police seem less concerned with how this is affecting our fatigue than they usually do about checking our logbooks.

Off-the-cuff rule changes are coming in thick and fast. Truck drivers spend hours on the road and often only stop off at places where there is a patchy signal, then we can find ourselves at the border before we even know there are new rules for crossing it. To stay ahead I have been getting tested every second day – and I have the sore throat and nostrils to show for it!

The directives change so often that even the police at the borders seem unsure. I’ve even found myself having to explain why I shouldn’t have to isolate in my truck when I have a house across the border I’m trying to get to.

When the Queensland government last month announced that essential workers would need a vaccine passport to cross the border in less than a week, it took hours of confusion and uproar in freight industry, before they clarified that truck drivers would be exempt.

During the same week, the New South Wales government introduced permit rules for workers needing to leave greater Sydney, even though 24 hours before the order came into effect, there was still no system available to apply for the permit.

This is the kind of hiccup that can cause massive delays to freight, frustration and leave drivers stranded in limbo seeking direction. At a time of such high demand and importance on the transport of essential supplies, it makes no sense to keep allowing this stupidity to continue.

Common sense is severely lacking.

With different state governments making their own snap decisions, each

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day brings another challenge to work out where we stand. When our work is disrupted to answer the call of a new border permit or testing requirement it causes unnecessary stress to us and delays to the delivery of freight.

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.

INDUSTRY CONSULTATION

The federal government can, and should, prevent this chaos by rolling out uniform rules and only changing them after consulting with the industry about what is sensible and practical. Morrison should have taken control of the borders from day one so that everyone knows what’s going on.

The reluctance to do this comes down to the same issue the country faced during the 2019 bushfires. When we need national leadership, the Prime Minister (Go Slow Morrison) is missing in action.

Thanks to Go Slow’s botched vaccine rollout, thousands of truckies have faced difficulties getting the jab despite coming into contact with communities

“Morrison should have taken control of the borders from day one.”

While companies start considering mandating vaccines for workers, many are still unable to get an appointment that suits our work patterns, especially for interstate drivers, then having to find time for tests every couple of days.

It seems unfathomable to governments that there are masses of people that aren’t available during office hours.

Health professionals are doing a fantastic job, but coming into contact with them so regularly for COVID tests really highlights the gaps in the system.

The 24-hour testing centres are really helpful (when they actually are open 24 hours), but some are far better run than others. On one occasion, after a long time in the queue I realised I’d left my phone in the truck. I asked the attendant if I could keep my place in line while I went to fetch it, but they assured me I wouldn’t need my phone. “Just fill in the form,” he said. Only when I came out the other end of my test did I find myself having to battle with the nurse to give me a ticket so I could prove I had undertaken a test at the border.

Truck stops are no better than they were a year ago. Staff I’ve spoken to tell me they’re getting conflicting advice when they just want to treat us like human beings. The return of plastic plates and disposable cutlery doesn’t make it seem like the bosses feel the same way.

This chaos would be easily rectified if our jobs were considered essential and treated as such.

The federal government constantly overlooks our industry, despite trucking being the most common job for men in Australia. If only Scott Morrison would wake up and put some effort into fixing this mess to save us the headaches of the next months or years that it will take to restore some state of normality.

ownerdriver.com.au

1/09/2021 9:37:34 AM

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Heavy Duty Diesel Engine Oil

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THE PARTS YOU NEED to keep you safe on the road

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