Owner Driver 352 May 2022

ownerdriver MAY 2022 #352

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

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Convoy return

Sydney’s trucks in charity run See page 22

Soul survivor

Vietnam war veteran sings theMack Anthem See page 32

Kentucky’s cool rigs

Glitzy Mid-America Trucking Show See page 52

SWEET SLEEPER

Betterway Transport’s revamped Ford LTL goes big on the bunk

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Contents #352

“I went back to buying an older truck with the C500 to get away from the new motors.”

MAY 2022

52 14 BOOM TIMES FOR TRUCKS

The Australian truck market continues to set a blistering pace as the demand for new trucks heralds record sales figures for 2022

22 SYDNEY CONVOY MARCHES ON

The Sydney Convoy for Kids emerged from a lockdown-induced delay to raise much-needed funds for charity

30 TRANGIE TOUGHS IT OUT

Days of wet weather didn’t deter locals and visiting truck owners and drivers from making the Trangie Truck and Tractor Show a well-attended event

22 gptruckproducts.com.au

32 SOUL SURVIVOR

An unpleasant encounter with a new truck salesman in 1995 indirectly led ex-Vietnam vet Bluey Gordon to operating a fleet of Mack Trucks

32 40 TRUCK OF THE MONTH Betterway Transport’s Ford LTL is closing in on 40 years of service, but the can-do attitude of Marcus Post has breathed new life into the ageless workhorse

52 COOL RIGS OF KENTUCKY After a two-year pandemic-enforced absence, the Mid-America Trucking Show returned to belatedly celebrate the 50th running of the huge event

62 CHARLIE DOUBLE DOWN The Kenworth C500 is the Chuck Norris of trucks. It’s the go anywhere, do anything beast-class rig which has earned its place at the top of the ‘Toughest Truck Ever’ pile

70 SCANIA’S GREAT EIGHT There wasn’t a moment’s hesitation from Scania Australia in handing over the world’s most powerful production truck for a few days of linehaul B-double work

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ownerdriver EDITORIAL Editor Greg Bush Ph 0408 780 302 E-mail Greg.Bush@primecreative.com.au Senior Journalist Ben Dillon Ph 0423 312 298 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, Rod Hannifey, Michael Kaine, Sarah Marinovic, 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 Katie Otto Ph 0428 883 961 E-mail Katie.Otto@primecreative.com.au

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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

Give and take budget

O

wner-operators and small trucking businesses owners would have rejoiced when the Coalition Government announced a halving of fuel excise for six months as part of the 2022-2023 budget. With fuel prices rising by around 60 cents since the start of the year, it appeared relief was at hand.

So, instead of paying 44.2 cents per litre in excise it would be cut to 22.1 cents per litre. A big win, it would seem.

Not so! A few paragraphs tucked away in the government’s fuel duty fact sheet revealed that heavy vehicles would, for the same six-month period, have their fuel tax credits reduced from March 30.

So, in reality, heavy vehicle operators will ultimately receive only a 4.3 cent cut from the excise.

Gary Mahon, CEO of the Queensland Trucking Association, was one of the first to notice this bias against road transport. Other industry associations soon followed suit, slamming this section of the budget.

The government’s reasoning behind the decision is that the 22.1 cents per litre of excise saved is less than the road user charge which was 26.4 cents per litre of fuel used.

Hence, for a trucking business, the saving at the pump is a mere 4.3 cents per litre.

Initially, the clients of small operators would have

been rubbing their hands together thinking that rates would drop along with the cut in excise. They would have seen the results already as they fill up their new Lexus at the pump, enjoying the 22.1 cent per litre cut.

At a nearby pump the truck owner is filling his long range tanks with diesel at only a 4.3 cent per litre cut.

There’s also the situation of cash flow. Many small trucking businesses have come to rely on fuel tax credits to pay their quarterly business activity statements (BAS).

With fuel tax credits being a credit on the small operator’s BAS, it could mean that they don’t have to pay much, if perhaps nothing, back to the tax office. So, it worked out that, when they needed the cash to pay the tax office, the credits would offset their liability.

Now, with the disappearance of fuel tax credits for this six-month period, that situation has altered dramatically.

What is happening now is that, while they’re saving 4.3 cents a litre in tax, there’s no lump sum at the end of the quarter.

So, it’s a case of planning ahead for the next quarterly BAS. The small trucking business owner would be well advised to talk to their accountant about putting more money aside to counteract the loss of the fuel tax credits and the situation of being offered relief in one hand but having it taken back with the other.

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 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.

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

Call for audited rest stop network NatRoad says world class freight system needs to be matched with world class rest areas The National Road Transport Association (NatRoad) has welcomed the $80 million pledge by the Federal Labor Party for new truck road stops but says more needs to be done by all levels of government to alleviate driver fatigue.

NatRoad CEO Warren Clark says his organisation agrees with the industry view that existing funding programs for rest areas are “woefully insufficient”.

“The Heavy Vehicle Safety and Productivity Program (HVSPP) is one of the Australian government’s main programs for funding rest areas and an industry analysis shows it is running at an annual spend of about only $5.5 million,” Clark says.

“The whole national network needs to be thoroughly audited.

“You can’t have a world class road freight system unless you have strategically placed, world class rest areas.”

Clark says any commitment over and above current funding was welcome.

“It’s NatRoad’s strong view that federal road grants to the states and territories need to be

ABOVE: Trailer breakdown pad at Gatton: no facilities in sight.

Photo by Greg Bush

tied to upgrading and building truck rest areas,” Clark says.

“All current and proposed rest areas should all be graded in accordance with the 2019 Austroads’ Guidelines for the Provision of Heavy Vehicle Rest Areas Facilities and a plan put in place by governments for upgrading amenities and facilities.”

ATA WANTS ROAD SAFETY RESET The Australian Trucking Association (ATA) says it wants the federal government to reset the nation’s approach to road safety and productivity.

While launching the ATA’s 2022 election policy charter, ATA chair David Smith says he wants more emphasis to be placed on road safety.

“The number of crashes involving trucks is falling, thanks to the work of the industry and governments,” Smith says.

“But it won’t be acceptable until there are zero deaths and zero injuries on our roads.”

The ATA is calling for an improvement in road safety, and have listed a target they want to see reached in the coming years.

“Our target is for a 25 per cent reduction per year in crashes involving trucks, once the measures we propose get started,” Smith says.

Under the ATA charter, Smith wants to see: • The federal government fund and operate all major freight roads • A 10-year, $5 billion truck roads and rest area program so truck drivers always have a safe place to stop • Continued full expensing for trucks and trailers to increase the use of newer and safer trucks • A ir crash style investigations of truck crashes where there are lessons to be learned.

“The ATA’s policy charter calls for an improvement in the industry’s productivity and the elimination of red tape,” Smith says.

Currently, the ATA says trucking businesses

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need to lodge 44,000 applications per year to use roads that were built to be used, and uses recent examples to prove the need for a policy overhaul.

“The Tasmanian road access system shows it is possible to reduce this paperwork by 95 per cent,” Smith says.

“A policy reset by the Federal government would get the same results nationally.”

Smith also slams the government’s decision to halve the fuel tax for light vehicle owners for six months, due to the fuel confusion it has caused the transport industry.

“As our charter points out, the current model for setting truck registration charges and the road user charge on fuel is broken, we need a different approach,” Smith says.

HVIA calls for easy accessibility to Australian Standards Heavy Vehicle Industry Australia (HVIA) is calling for members of the transport industry to sign the current e-petition to make Australian standards more readily available for heavy vehicle operators.

The e-petition is currently open on the Australian Parliament House petition register and calls for Australian standards to be made for free or at a reasonable cost for anyone in the industry requiring them to perform their duties.

HVIA chief executive Todd Hacking says access to all Australian standards should be free as he pushes for these standards to be made available to the heavy vehicle industry.

“It is our members who have volunteered their time to develop the industry benchmarks, yet as soon as that is done, Standards Australia is putting them behind a paywall,” Hacking says.

“The Australian heavy vehicle industry comprises thousands of people who are preserving our nation’s ability to produce world leading innovative vehicles, and yet their viability is constantly being hampered and challenged by layers of red tape and profiteering.

“Our members are committed to adhering to these Standards and the regulatory framework, however in 2022 there has got to be a better model.

Hacking is strongly encouraging the HVIA and other members of the transport sector to sign the e-petition to help make the change.

Australian standards are essential to ensure the safety and operability of infrastructure, equipment and services.

For a single task or service, a number of standards may be required, often mandated by legislation.

“A trailer manufacturer gave me one typical example where a single piece of equipment included reference to 20 different standards, none of which are free,” Hacking says.

“Nobody is questioning the outcomes of setting design, safety and engineering benchmarks – we are all proud of that – but let’s not allow Australian innovation and hard work to be exploited.

“We agree with the petition that the existing model is unsustainable and cannot hope to achieve its very worthy purpose while it is creating barriers for industry to comply.”

HVIA chief executive Todd Hacking

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Truck technology a breeze for Karlie Experienced heavy combo driver Karlie Shire boosts Scania’s Western Australian driver training team Karlie Shire has been appointed as Scania’s driver trainer for Western Australia, Northern Territory and South Australia, as well as the company’s mining and resources division.

An experienced heavy combination driver based in Perth, Shire is said to have been a keen Scania enthusiast throughout her driving career. Having first appeared on Scania’s radar with her strong performance in the final of the 2016 Driver Competition, most recently Karlie has been driving a Scania G 500 prime mover combination for VISY. “I am very excited to take on this new role. For a while now I have been chatting to fellow Scania drivers at truck stops about their trucks and introducing many of them to features they did not know were hiding on the dash, especially with regard to monitoring their own performance,” Shire says.

“I have been very focused on my driving all of my working life and the Scania onboard driver scoring systems really helps you get along in the safest and most efficient way.

“Over more than a year while driving for VISY I was running at 97 per cent or above with 30-tonne boxes on average, and was among the top three or four drivers in the group of 120, in hilly and challenging terrain around Perth.

“Prior to VISY, I worked in general freight, with a short stint in mining sales and some road-train work on the wharf for Stevenson Logistics, where I was able to gain experience reversing road trains.”

Shire will be providing Scania’s driver training services to operators and drivers of new trucks as part of Scania’s strategy to ensure they benefit from the highest uptime and most efficient total operating economy.

“We don’t try to teach drivers how to drive, they already know that and many of them are extremely experienced, safe drivers,” Shire says.

“The aim of our training is to help them understand how the technology included in all Scania trucks can help them get the best performance, economy and

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durability from their workhorses, and to reduce fatigue as much as possible. This naturally leads to improved fuel efficiency and a reduced environmental impact.”

Hamed Shoghi, Scania Ecolution manager, has welcomed Shire to the Ecolution team.

“Karlie is very passionate about Scania, has a lot of real-world heavy combination driving experience and is a natural people-person.

“She’s able to clearly explain our technology and illustrate the benefits to drivers, which in turn will benefit both the driver and the operator,” Shoghi says.

“Getting the best out of the truck in a safe and efficient manner is what drives Scania Driver Training.

“Karlie joins our national driver training, working alongside Peter Verbrugge and Peter Clarkson who are both Melbourne-based, and Peter Koutelis based in New South Wales. We also have driver training contractors in other states, all of whom are available to all Scania

“Getting the best out of the truck in a safe and efficient manner.” drivers when required, not just when a new truck is purchased,” Shoghi adds.

Michael Berti, Scania WA’s regional executive manager, says Shire’s appointment is timely considering COVID and lockdown issues during the past two years.

“There are many new Scania drivers we need to catch up with,” Berti says. “Also, Scania in WA is very active in the mining industry and operators there are very focused on uptime and ensuring their drivers get the best out of their vehicles, particularly when downtime has such huge associated costs.”

Top right: Driver-trainer Karlie Shire (left) will be working out of Scania WA’s Kewdale branch

Lift mandatory vaccination requirements, says VTA The Victorian Transport Association (VTA) is leading the charge with transport companies and politicians calling for the state government to lift mandatory vaccination requirements for workers in the industry.

As the end of April only Victoria, Western Australia and the Northern Territory are continuing to require truck drivers to be vaccinated, with Queensland and South Australia recently lifting their requirements.

Last month Victorian Premier Daniel Andrews said he wanted all COVID-19 restrictions, including the vaccine mandate, to end on July 12.

The VTA is joining health experts, transport operators and Victorian politicians in calling for the Victorian government to join Queensland and SA. “Victoria is now one of only three jurisdictions to retain vaccine mandates for workers and with transport being a national industry we need consistency in the rules between the states and territories,” VTA CEO Peter Anderson says.

“Since mandates were introduced last year we estimate around 10 per cent of drivers have left the transport industry, which is significant for an industry already facing shortages and challenges attracting new drivers.”

According to Anderson, mandates should be lifted to make the recruiting of new drivers easier, as supply chain disruptions have resulted in labour pressures that operators shouldn’t have to continue experiencing.

The VTA also says the

transport industry worked harder than ever during the pandemic to keep the supply chain moving and deserves a responsible easing of the rules.

“From having to get swabbed up to 10 times a month, isolating from family and friends in order to continue working and observing strict hygiene practices, the transport industry hasn’t skipped a beat keeping Australia moving,” Anderson says.

“As we start to move into the next phase of COVID and with vaccination rates as high as they are, we need a consistent set of rules to start to get our supply chains back to normal.”

Almost 95 per cent of Victorian citizens over the age of 12 are now doublevaccinated.

Victorian shadow minister for ports and freight Roma Britnell has also joined the calls for the state government to remove the vaccination requirement.

“The freight and transport industry needs certainty to ensure it can continue to deliver the essential goods we need,” she says.

“We need to get truck drivers back on the road to shore up our supply chain, and the government needs to listen and at on this vitally important issue.”

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Vale David Armstrong A personal tribute to truck restoration enthusiast David Armstrong, who passed away on April 17, just days before his 63rd birthday Travelling about the countryside, meeting and interviewing truck enthusiasts, is certainly one of the perks of this transport media game.

Like minded, genuine men and women who share a passion for trucks and road transport in general quite often become mates through shared interests.

David Armstrong was one of those blokes.

Sadly, while the Easter long weekend was being enjoyed by many, David passed away suddenly on Sunday, April 17.

I met David in August last year at his home in Cootamundra to compile

a feature for the October 2021 issue of OwnerDriver magazine.

David and his Katoomba blue R-200 International, which he restored with his son Craig (who passed away in 2015), were regulars at truck shows and classic truck road run events, and will be sorely missed by his fellow enthusiasts.

Sincere condolences to David’s wife, Vicky, and family at this difficult time, from myself and the OwnerDriver team.

– Warren Caves

Above right: The late David Armstrong with his R 200 International. Photo by Warren Caves

Funding boost keeps Heart of Australia rolling Heart of Australia has announced a major funding commitment of $17.2 million from the Federal Government to guarantee its mobile medical clinics will continue to service regional and rural Queenslanders for the next four years.

The Heart of Australia fleet now numbers five trucks hauling customdesigned mobile clinics. Paccar Australia kicked things off in the early years, donating two Kenworth K200 prime movers. Black Truck Sales stepped up in with an Isuzu F Series FSD260 before Paccar added two DAF prime movers.

The latest – Heart 5 – a DAF XF 530, was launched in February this year.

Founder and cardiologist Dr Rolf Gomes says he is thrilled Heart of Australia’s five mobile clinics will continue to provide improved access to specialist medical services for Queenslanders living in remote and regional areas of the state.

“I would especially like to thank the Minister for Regional Health, Dr David Gillespie, for his unwavering commitment and advocacy to ensure

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funding for Heart of Australia to continue delivering services for regional Queenslanders was included in the 2022–2023 federal Budget,” Gomes says.

“Having the continued support from the federal government can give Queenslanders living in rural and remote areas the confidence we will continue to be there for them, no matter what.”

Heart of Australia’s fleet of five mobile medical clinics visit 33 Queensland communities from Goondiwindi in the south to Weipa in the far north and Winton in the west.

The clinics provide improved accessibility to a range of specialist medical services including cardiology, endocrinology, sleep medicine, geriatric medicine, immunology, neurology, psychiatry, gastroenterology, gynaecology, and general medicine, as well as CT and X-ray imaging for mine dust lung diseases, such as black lung and silicosis.

Above: ‘Heart 5’ – the DAF XF 530 joined the Heart of Australia fleet in February

OzHelp offers 24/7 phone support for transport workers The OzHelp Foundation (OzHelp) has a partnership with the Trauma Centre Australia which will see it provide 24/7 phone support to workers and their families in the transport and logistics as well as building and construction industries.

The partnership will see Trauma Centre Australia provide afterhours phone support to OzHelp’s customers, creating a crucial 24/7 service to those who need it most.

The partnership will also see the Trauma Centre Australia assist OzHelp’s customers with critical incident response in the workplace nationally, to ensure that critical incident support measures are in place.

“For workers in these high risk, hard-to-reach industries, often the early hours of the morning can be most critical,” says OzHelp’s clinical director, Emily Brown.

“As a leading suicide prevention organisation, it is important that we can offer tailored support options with trained professionals who understand the unique challenges these workers and their families are facing at any time.

“The Trauma Centre Australia have responded fantastically to meeting our needs and we are thrilled to be partnering with them.”

Building and construction and road transport and logistics are some of the largest male dominated industries, with men making up 87.3 per cent and 97 per cent, respectively. Research shows that men working in these occupations are

known to have higher rates of suicide, and lower rates of help seeking. Therefore, highlighting the need to have tailored support available at all hours of the day.

Peter Horton, senior psychologist and CEO of Trauma Centre Australia, has extensive experience in trauma and critical incident events with a specific understanding of the challenges facing workers in construction, road transport, and logistics.

“I believe in being responsive to those in need and acting with integrity, confidentiality, and respect.

OzHelp’s initiative is crucial to addressing the significant gap in a vital area of the Australian workforce,” Horton says.

Transport and logistics workers and their families can access mental health and wellbeing resources and support through OzHelp’s Health in Gear program.

The program includes access to free counselling and 24/7 phone support by calling 1800 464 327.

For more information about Health in Gear’s support services, roadside health checks, self-help resources, and ‘Share The Load’ podcast, head to the website www.healthingear.com.au

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market report

T BOOM TIMES FOR TRUCKS The Australian truck market continues to set a blistering pace as the demand for new trucks across all weight categories heralds record sales figures for 2022. Steve Brooks delivers this rundown of results from a remarkable first quarter 14 MAY 2022

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hree months doesn’t make a year but if the results of the first quarter of 2022 are anything to go by, this will be a year that sets an entirely new bar for some Australian truck suppliers.

Despite the impacts of a pandemic and political grandstanding on a grand scale, the demand for trucks has never been so consistently strong, culminating in an exceptional first quarter result.

In fact, the best first quarter result on record.

As Truck Industry Council chief executive, Tony McMullan, commented: “The first three months of 2022 have brought record new truck sales in Australia.

“As we have seen since the beginning of 2022, the leader of this growth has been at the heavy end of the market, with both heavy and medium-duty sectors showing strong growth, up 23.6 per cent and 12.9 per cent respectively.”

But so, too, has the light-duty category improved significantly. “Over the same period, light-duty truck sales are up by 8.4 per cent,” he remarked.

Looking at the bigger picture, McMullan said: “This level of sales growth across all truck segments will likely stem the ageing of our truck fleet, however more needs to be done to ensure that the significant level of safety, environmental and productivity features available in newer trucks permeates through our nation’s fleet.”

On the eve of a federal election, however, he also took a swipe at the federal government’s lack of effort on the emissions front. “The federal government’s inaction in implementing ADR80/04, Euro VI and alternatives, is disappointing,” McMullan concluded.

Some brands, of course, achieved significantly better results than others and, predictably, Kenworth’s command of a heavy-duty sector that delivered 3,012 trucks in the first quarter was particularly strong. At the end of March, Kenworth held 21.5 per cent of the sector, delivering 647 units in the first quarter of the year while corporate colleague DAF fell to 4.1 per cent (124 units) after a record result in 2021.

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Perhaps the biggest surprise, however, came from overall market leader Isuzu. Despite the fact it has no dedicated prime mover model in its vast local line-up, Isuzu Australia knocked Volvo out of second place in the heavy-duty stakes by taking 16.3 per cent on the delivery of 490 units.

In our recent exclusive interview with Isuzu Australia chief Andrew Harbison, he made no secret of his belief that with at least one modern heavy-duty model in the stable, Isuzu was more than capable of challenging Kenworth’s long-established leadership.

Nor did Harbison deny his frustration that despite Isuzu buying UD from Volvo Group, the popular UD Quon continues to be sold through Volvo Group Australia (VGA).

“There’s no doubt in my mind Isuzu Australia could do a very, very good job of distributing a UD heavy-duty product,” he said ruefully.

Positive trend Meantime, VGA appears to be on the road back from a few difficult years. The group’s premier Volvo brand may have lost second place on the heavy-duty ladder in the first quarter results but its 14.8 per cent on the delivery of 447 units at least points to a trend in the right direction.

From there, it’s a big drop to 4th and 5th positions where Volvo stablemates Mack and UD held 6.6 (200 units) and 5.9 per cent (179 units) respectively at the end of the first quarter. For Mack particularly, it’s a welcome improvement on the poor performance of 2021 while for UD, it signals consistent acceptance of the versatile Quon.

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“The federal government’s inaction in implementing ADR80/04, Euro VI and alternatives, is disappointing.”

Opposite: Kenworth. Making the most of a booming heavy-duty market Top, L to R: Isuzu. Historic leader of the overall truck market but desperate for a heavy-duty flagship; After a tough 2021, Mack’s numbers have improved in the first quarter of this year Below: Supply issues have hurt Mercedes-Benz’s business but the truck continues to impress

All up, the combined first quarter results of Volvo, Mack and UD put VGA at the top of the corporate rankings with 27.3 per cent of the heavy-duty sector, ahead of Paccar’s Kenworth and DAF with 25.6 per cent, and both groups a long way ahead of Daimler’s Mercedes-Benz, Fuso and Freightliner trio on 12.8 per cent.

The galloping success of Mercedes-Benz and Scania over the past few years slowed to a modest canter in the first quarter of this year, notching 5.4 per cent (163 units) and 5.2 per cent (158 units) respectively as supply issues continue to dog the fully imported brands.

Yet, arguably the biggest concern for the Daimler Trucks trio is the consistently slight sales of its Freightliner Cascadia conventional. After a lacklustre 2021, accounting for 3.4 per cent of the heavy-duty market with sales of 439 units, Freightliner’s 3.1 per cent on the delivery of just 94 units in the first three months of this year was considerably less than inspiring.

From any angle, Cascadia has a great deal of ground to cover to bridge the gap with a seemingly resurgent Mack and Kenworth’s vice-like hold on the conventional class.

Among the placegetters, Japan’s Hino and Fuso each have new models on offer and appear locked in a battle for heavy-duty business with 4.4 and 4.3 per cent respectively, while Iveco’s 2.9 per cent was perhaps predictable given the pending end of local assembly at the historic Dandenong (Vic) factory.

The last three cellar dwellers in the first quarter figures are all from the Penske stable with MAN on 2.5 per cent, Western Star on 2.4 and waste specialist Dennis Eagle on a miniscule 0.2 percent.

In the medium-duty class, there were no surprises with Isuzu dominating as it always does, holding 45.6 per cent, perennial bridesmaid Hino on 30.9 and Fuso on 17.9 per cent. With these three brands accounting for 94.4 per cent of the medium-duty class, the pickings are sure to remain exceedingly slim for the remainder of the field.

There was, however, one medium-duty newcomer worth mentioning. SEA Electric recorded three sales in the first quarter of the year. A sign of the future, perhaps!

And finally, while the light-duty league continued Isuzu’s historic domination with 37.5 per cent at the end of the first quarter, the contest between Hino and Fuso remains intense with 23.6 and 21.3 per cent respectively.

From the figures so far, 2022 will be a year of record results but there’s an increasingly evident trend that the strong will only become stronger and strugglers will struggle to make the most of a hugely buoyant market.

MAY 2022 15

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OWD 352.indd 17

26/4/22 10:37 am

TWU Michael Kaine

Ignorance at our peril An independent body must be introduced to enforce binding standards in road transport

W

ith the federal election underway, all manner of political promises will be made to secure your vote. But a better way to gauge how any future government might treat the trucking industry is to look at what’s happened in the past.

The road transport industry continues to be one of Australia’s most dangerous. Since the Turnbull Government scrapped the Road Safety Remuneration Tribunal (RSRT) in 2016, 1,040 people have died in truck-involved crashes. Of those deaths, 249 have been truck drivers.

We can argue until we’re blue in the face about the RSRT. But it is clear that abolishing the RSRT has not “fixed” the industry. As margins continue to shrink or disappear altogether, drivers are pushed to new extremes and it’s increasingly harder to safely and sustainably make a good living.

The Morrison government knew this too.

An extensive inquiry chaired by Senator Glenn Sterle heard from industry, drivers, operators both small and large, the union and transport associations. All agree action is urgently needed.

The subsequent comprehensive report hit the nail on the head, finding Australia’s deadliest industry is trucking with an average 180 deaths per year. It found underlying economic and contracting pressures are the leading causes of this safety crisis, with major transport supply chain clients setting rates of pay, and the terms and conditions,

in a race to the bottom on prices. The squeeze on transport contracts puts pressure on operators and drivers to delay maintenance, speed, overload trucks and drive fatigued to get by.

Its 10 recommendations are critical, sensible, and widely supported by industry.

But for eight months the Morrison government ignored this report and this deadly trend. Since it was tabled in August 2021, 111 people have died in truck-related crashes – 40 were truckies.

The Transport Workers Union’s (TWU) own surveys of truck drivers tells us that at least half of the country’s essential workers, who get the goods in our shops and keep the country moving, know someone who has died on the job.

Owner-drivers don’t have to accept that death, poor health and struggling to make ends meet is the cost of being a truckie. No operator or driver should face economic pressure to skip a service or maintenance, use stimulants to keep pushing through fatigue, or sacrifice family time just to make a living and contribute to this essential industry.

RECOMMENDATIONS IGNORED The Sterle report sets out several key reforms to lift industry standards.

A key recommendation was for the federal government to establish an independent body to create and enforce universal binding standards in road transport. This would include setting sustainable rates of pay and other terms for owner-drivers so that

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

the deadly squeeze could be addressed and the increased costs passed onto the largest transport clients in our industry.

The inquiry also included a range of other important recommendations including ‘real’ investment in rest areas and industry training, maximum 30-day payment terms in all contracts, and ensuring that all standards set in the industry are created by transport workers and operators – not suits with little industry knowledge or expertise.

The inquiry was widely supported and its recommendations endorsed by workers and the industry. It was a workable blueprint for a fairer and more sustainable road transport industry.

In March the Morrison Government quietly rejected the recommendations.

That’s why when fuel prices began to surge, there wasn’t any meaningful assistance.

Prior to the budget just before this election the TWU wrote to the Prime Minister demanding that in the absence of a tribunal to support cost recovery, the government should provide targeted support to put money directly into the pockets of heavy vehicle owner-drivers surviving on razor-thin margins. This was ignored.

The government threw together a halfbaked budget plan to reduce the fuel excise.

This was cold comfort to owner-drivers forced to absorb extortionate diesel prices.

In fact, in an outrageous act that was hidden among the budget papers, the government also removed the fuel tax credit scheme, resulting in almost a zero benefit to owner-drivers trying to recover fuel costs.

SUCCESSFUL CLAIM The government sat on its hands for years while the industry suffered. In the lead up to an election it peddled the lie it was on the side of small business operators.

The cost of fuel is at unprecedented levels for the transport industry. The rates that owner-drivers are being paid were set when diesel costs were around $1.23 a litre. Prices have been seen as high as $2.21 a litre.

So it was left to the TWU do something on behalf of owner-drivers. In early April, the union successfully filed a claim in the NSW Industrial Relations Commission for an increase to the rates paid under the General Carriers Contract Determination in NSW. These increases will provide some ‘real’ relief to owner-drivers for rising fuel-costs.

The TWU was able to do this in NSW because of a system established by the union that provides powers to set rates and conditions for owner-drivers in a similar fashion to the RSRT. Had the RSRT existed today, this relief could have been extended immediately, without the need to rely on false government promises.

Elections are full of promises. But for those who are yet to decide who will get their vote, rather than listening to someone telling you about what they’re going to do, have a look at their track record – and the state of the industry at the moment – that’ll give you a better idea of if they’ll end up delivering.

“No operator or driver should face economic pressure to skip a service or maintenance.”

18 MAY 2022

OWD_352_018_COL_TWU_GB.indd 18

ownerdriver.com.au

26/4/2022 6:12 pm

NHVR Sal Petroccitto

Next piece of the puzzle National Services Transition program well underway

O

ur priority is to build a single, consistent national regulator. To achieve this, we work closely with each level of government, industry, and agencies to ensure we have a safe, efficient and productive heavy vehicle industry serving the needs of Australia.

We continue to progress the National Services Transition (NST) program, working closely with governments and jurisdictions to transition regulatory services to the NHVR. National reform isn’t easy, and it doesn’t happen overnight.

We’re working towards a blueprint for the NST, approved by ministers and jurisdictional heads, that outlines the journey the NHVR is on to become the single national regulator for all heavy vehicles in Australia.

What the last two years has shown is that national consistency must be our paramount goal. You can’t have individual rules or

requirements for operators that need to travel across the country seamlessly. We have been able to create seamless operations in South Australia, Tasmania, ACT and Victoria, where we are now the regulator. In these states, we have increased the levels of resources, services and functions at no cost to industry. We’ve provided improved regulatory capability, and we’re now starting to see harmonised policies, procedures, and training of our staff.

We are well on track to transition New South Wales (NSW) later this year. This is a significant milestone in terms of transitioning one of the largest jurisdictions to the National Heavy Vehicle Regulator (NHVR). It is also a jurisdiction that has been leading the way in terms of safety and enforcement.

As part of the transition in NSW, we will be undertaking the Heavy Vehicle National Law (HVNL) functions as well as delivering the heavy vehicle inspection services function for the NSW government.

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.

For industry, what does the NST mean?

A more consistent approach to compliance and enforcement is the most significant improvement for industry, particularly those drivers intercepted on the roadside.

The capability to deliver timely national responses to critical compliance issues will also be a significant advantage of the NST. Industry can rely on a single contact point for consistent, reliable information about the HVNL and issues facing drivers or businesses.

The other key piece of work is the relationships we build with our existing and new partners. As you’re aware, there are two regulatory agencies that implement the HVNL – us as the regulator and the police agencies.

We have been working closely with all police agencies to address any inconsistencies, and our relationship with NSW police continues to grow as we undertake this transition.

In the states where we have transitioned, we are delivering an ‘inform, educate, enforce’ approach. While we acknowledge this takes time, we also reserve our regulatory powers for those that consistently do the wrong thing, to ensure we maintain the highest safety outcomes.

We’re using multiple data sources to ensure we identify high risk operators. Examples include crash data, data captured from our national camera network, information provided from industry, police and other state agencies. We are becoming data rich to ensure we can tailor our activities to the areas where we need to provide the most focus.

So, compliant operators and drivers shouldn’t see us, as we are focused on allowing industry to operate seamlessly and effectively in doing what they do well.

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OWD_352_019_COL_NHVR_GB.indd 19

MAY 2022 19

26/4/2022 6:15 pm

HIGHWAY ADVOCATES Robert Bell

A need to know basis Did you view an identity card the last time a TfNSW officer handed you a pineapple?

T

hose of us that have been around the road transport industry for more years than we care to remember will recall the many guises of what we know as Transport for New South Wales (TfNSW). It all began back in 1932 when the Department of Main Roads (DMR) was created. It was responsible for a significant road construction and maintenance period throughout NSW. DMR was also responsible for many ferries and bridges throughout the state.

In January 1989, the DMR, Department of Motor Transport, and The Traffic Authority all amalgamated to become the Roads and Traffic Authority (RTA). This was legislated under the Transport Administration Act 1988 (NSW). The RTA was created as a state-owned corporation (SOC). It was done so for a specific reason. Nick Greiner, Premier at the time, introduced the SOC Act in 1988 in line with his vision to run NSW government like a business. The RTA was created as a corporation and a state government agency rather than a government department because Greiner anticipated selling it off at a later stage.

Sounds familiar, doesn’t it?

In November 2011, the RTA merged with NSW Maritime to become the Roads and Maritime Service (RMS). This is the guise most of us know and love/despise, depending on where you sit. In December 2019, the RMS was dissolved by an Act of Parliament, and TfNSW was created.

One may ask, why did this all happen?

We will get the usual spin about efficiency and modernisation from the spin doctors, but the enforcement and sanctions seem to go on regardless of what they are called this week or the next. However, there is a little story we all should know that might inject some clarity.

Let us just let that sink in for a minute, shall we? If the RMS could not employ staff, all the inspectors and other enforcement personnel were employed by whom?

The Fair Work Commission (FWC) went on to state that although Victoria Leeman was not employed by RMS, it did not preclude her from being “at work in” RMS. The FWC also stated that the RMS was a constitutional trading corporation, therefore captured by the Fair Work Act. A subtle difference indeed.

The FWC concluded that RMS engaged in substantial trading activities. An interesting point to note also was the fact that RMS had several business names registered with ASIC at that time. ASIC publicly listed RMS as an unincorporated entity, the direct opposite of a corporation.

The RMS appealed the decision and lost again. The RMS disappeared not long after this decision, replaced by TfNSW. The Constitution Act 1902 (NSW) now states that an NSW government agency (TfNSW) cannot employ persons unless legislation specifically authorises it to do so.

It also states that the holding of any

ROBERT BELL, a former truck driver and current law undergraduate and practising paralegal, is the CEO and a director of Highway Advocates Pty Ltd. Contact Highway Advocates Pty Ltd on robert.bell@ highwayadvocates.com.au or phone 0488 010 101.

“The RMS appealed the decision and lost again.”

office under The Crown shall continue despite the demise of The Crown. An oxymoron of sorts.

This is all very interesting to probably not many of us, but what does it mean for the industry in real terms? As opposed to police, transport inspectors do not have any inherent jurisdiction. In short, their uniform gives them no authority.

TfNSW operates predominately in the enforcement area under delegated authority given by legislation. For instance, to enforce the Heavy Vehicle National Law, inspectors rely upon express authorisation by instrument from the National Heavy Vehicle Regulator (NHVR).

The question we may all ask now is this.

How could those officers be authorised if the RMS did not employ them? It is a question that may never be answered but needs to be asked nonetheless. Even today, TfNSW officers have no authority without that individual authority given in the form of the identity card. That card must be produced for inspection or be on prominent display before any enforcement powers may be employed.

Think back now to when you have received that pineapple. Was that card produced or on display?

If not, anything that happened afterward possibly becomes “fruit from the poisoned tree".

TEAM CHANGES Since our previous article, we have had significant changes in Highway Advocates.

Travis McGeachy, a senior solicitor, has joined us and has had some great success in court already. Travis is a valuable addition to the Highway Advocates team.

We have also partnered with the professionals at HSE Global Pty Ltd. Owen Corey and Graham Agnew are highly experienced in the compliance and auditing field and bring their wealth of knowledge to bear on enforceable undertakings and other services that we offer.

These are very exciting times for Highway Advocates as we grow in this ever-expanding enforcement field. We even have a new contact number for initial enquires: 0488 01 01 01.

That’s Highway Advocates, 0488 01 01 01, or OI! OI! OI! We know what you need to know.

RMS DEPARTURE In June 2018, a woman called Victoria Leeman sought relief through an application under section 789FC of the Fair Work Act 2009 as a “worker who reasonably believes that he or she has been bullied at work”. Victoria believed RMS employed her at the time.

In what could be described as a spectacular “own goal”, the NSW Crown Solicitor’s response was to submit that the Fair Work Act did not cover Victoria Leeman as the RMS does not, and cannot, employ anyone directly. Section 47A of the Constitution Act 1902 (NSW) precludes TfNSW, the State Transit Authority, and RMS (and any of their public subsidiary corporations) from employing staff.

20 MAY 2022

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ownerdriver.com.au

26/4/2022 6:10 pm

NatRoad Warren Clark

Tackling the viral road It’s time for operators to plan for life with COVID

T

he idea that the heavy vehicle industry is old-fashioned and resistant to change has died an ignominious death. Bombarded by a blizzard of pandemic rules and compliance requirements that have changed almost daily, we’ve shown ourselves to be both adaptive and resilient in the face of ever rising financial pressure.

Drivers haven’t been happy with everything our governments have done, but they’ve generally bitten the bullet and complied – even if an edict hasn’t made sense.

NatRoad has taken the fight to governments and put forward a Five Point Plan of practical solutions to some of the inconsistencies and contradictions. We’ve had our share of wins and hit some walls.

That’s part and parcel of dealing with lawmakers.

In the same pragmatic way, we need to accept that COVID-19 is going to be with us for a very long time. We need to look at what we have to change in our own backyards to stay viable.

Much of dealing with COVID is about making choices. For example, we can choose to get vaccinated if we are medically able.

What is mandatory is the need for every operator to have a COVID Safe Plan.

Some drivers may not be aware that it is a government requirement for every logistics and freight operation to have a documented plan.

These plans are all about maintaining a safe workplace and complying with government and public health directives.

We have made that easier for NatRoad members by making a template available that can be downloaded and adapted to fit any business, no matter its size.

Our framework covers things like access

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.

to the workplace, physical distancing, infection-control training, use of personal protective equipment (PPE) and environmental cleaning and management.

It also provides a guide to recordkeeping, responding to a positive case or close contact in the workforce, work team management, and limiting interactions in closed spaces.

Some governments go further. For example, freight workers entering the Northern Territory must submit an online COVID-19 Freight Risk Mitigation Management Plan to the Territory government before entry.

In New South Wales and Victoria, there are specific rules for drivers who are casual contacts of people with COVID. If travelling more than three to four hours in NSW, for example, they must have a COVID Safe Travel Plan. This involves speaking to a local Public Health Unit on 1300 066 055 and seeking advice on how to minimise contact enroute with other drivers and the public.

Victoria says it assesses each incidence of a driver being a casual contact on a case-bycase basis. They should be tested as soon as possible and call the Victorian Coronavirus Hotline on 1800 675 398 for advice.

“We’ve had our share of wins and hit some walls.”

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OWD_352_021_COL_NatRoad_gb.indd 21

MAY 2022 21

26/4/2022 6:19 pm

truck events

Photos by Warren Aitken and MW Photography

“At 5am on Sunday morning there were trucks already rolling in.”

Left: It was all smiles as the Pearson’s team get ready to head into the show. From left: Chris Mule, Lynette Gaylord, Janelle Smith, Isaac and Moses Elbaz, and Tom Haley Right: One of my favourites for the day.

Raymond Taylor with his Traffic Logistics Hino. Supercool!

Far right: John Grimsey stands proudly with his 2004 K104 flat roof Kenworth. John spends his days moving containers around Sydney in this classic

22 MAY 2022

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ownerdriver.com.au

27/4/2022 6:56 am

SYDNEY CONVOY MARCHES ON I

The Sydney Convoy for Kids emerged from a lockdowninduced delay to dodge the city’s deluge and take new route, raising much-needed funds for charity along the way. Warren Aitken reports from the March 20 event

f you are on top of your truck shows and charity convoys you would know the Sydney Convoy for Kids is regularly run in the latter part of the year. Therefore, seeing an article like this in the May issue of OwnerDriver magazine would normally mean either I am really slow at submitting it or I’m a fortune-telling wizard pre-empting the event.

Sure, my editor will willingly attest I am a little slow getting my stories in. I live by the Douglas Adams quote: “I love deadlines. I like the whooshing sound they make as they fly by.” But I’m not seven months slow, nor am I some kind of clairvoyant Hogwarts-type character as I look terrible in a pointy hat and my beard is too short.

The truth is, the 30th running of the Sydney Convoy for kids, which should have taken place last October, was postponed.

Surprise, surprise – it was affected by that virus and all those lockdowns.

Instead of cancelling, though, the committee chose to postpone it. Postpone it until March 20, 2022 in fact. This allowed me to be able to get down and, along with my apprentice truck photographer, I managed to snap some shots and catch

ownerdriver.com.au

OWD_352_022-28_FEA_Sydney Convoy for Kids_GB.indd 23

up with a few folks out raising money for NETS (Neonatal & Paediatric Emergency Transport Service) and the Sydney Children’s Hospital Foundation.

It should be noted that, although the lockdowns and border closures had changed from late last year, the cosmic world or the fates or whichever religious deity you believe in, it still managed to throw a spanner in the works for the Convoy for Kids committee. This time it was by dumping enough water down that the event’s regular destination was more suited to a water polo carnival than a truck show.

As the saying goes, some days you’re the pigeon, some days you’re the statue and, with mere days till the event, the committee were no doubt feeling very much the statue. Instead of a further delay, the convoy committee combined their event with the inaugural Harmony Day event being organised by the team from Turbans for Australia and Liverpool Catholic Club.

Thankfully the 30th running of the Convoy for Kids would still go ahead.

With all the challenges surmounted, and with Sydney actually throwing on a near perfect weather forecast, it was no

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surprise that at 5am on Sunday morning there were trucks already rolling in.

Sydney Dragway at Eastern Creek was the formation area for this year’s convoy and while I wasn’t a pleasant sight at 5am, some of the trucks definitely were. Grabbing shots was proving difficult at the early hour as, due to daylight saving, it was still awfully dark at that time of the day in Sydney. As I awaited the rising sun my apprentice took the time to point out her fees for the day were ‘coffee, coffee and coffee’. It was a subtle hint for me to join the other early convoy arrivals and line up at the coffee van.

While I couldn’t get photos I could mingle with and talk to

Top: The Winston Express crew turned up with a large number and a lot of shine Left: It might not please the greenies but even the volunteers in charge of parking love a little smoke from the classic trucks Opposite top left: The Bakewell Haulage was another standout and proudly standing with it was driver Luke Curtis with Bailey, Cody and Harmony Opposite middle: These local heroes hadn’t had a lot of down time lately, thankfully these SES volunteers spent their day of supporting the Convoy for Kids. From left: Evan Gray, Jerome Jones, Emily Gray, Mell Weissflog, Jessica Weissflog, Kelly Jones and Anthony Smith Opposite below: Not the big rigs I was expecting but super cool anyway. Stavros Zervas with his 1927 Roadstar and Peter Trees with his 1927 T-bucket

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Top: I gathered many of the Winston Express team in for a bit of a group shot Above right: Parking was premium, so the marshalls had to do a good job of organising everybody. Big appreciation to all the volunteers Below, L to R: Two of the real heroes, Nathan Flint and Tom Walsh from NETS; No, this wasn’t a reflection of the coffee clientele. I staged this purely for comedic effect

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many of those that had been trying to shine their trucks up the previous day in-between showers of rain. Many of those I spoke to had been supporting the event for years, some even since the beginning. It’s a charity event that has lasted so long because of the good it has done.

Previous years has seen entrant levels reaching as high as 800 trucks. Unfortunately, when you factor in the convoy running at a different time of the year, as well as the weather in the preceding week (which had been about as pleasant as a Bachelorette TV marathon), let’s not forget many truckies were out literally keeping the country afloat as the east coast was flooding. All that resulted in a much smaller convoy than

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“The convoy committee combined their event with the inaugural Harmony Day.”

previous years. What they lacked in numbers, though, they made up for in noise and enthusiasm.

When 7am rolled around the convoy lead off from the dragway and down Ferrers Road towards Preston. The advantage for me and my apprentice was we were able to grab some convoy shots as the trucks left Sydney Dragway, then jump up onto the M7 as the trucks rolled down Cowpasture Road and beat them to the Liverpool Catholic Club.

I managed to capture a few shots as the trucks arrived and parked up for display, though I must admit the smell of the sausage sizzle dragged me into the event area well before the last of the trucks arrived.

The Harmony Day event that had been arranged by the Turbans for Australia team meant that it wasn’t just a truck show. There were rides and events for all the kids (apparently I’m ‘too big’ for the fun rides) as well as plenty of small stalls and markets for the adults. There was entertainment going and the Convoy for Kids merchandise tent was flat out.

All in all, credit goes to the Convoy for Kids committee and the Turbans for Australia team. Life threw a lot of obstacles at them all and as a team they overcame them for a successful 30th running of the event.

A special shout out must go to Mother Nature. During a period of pretty dismal weather, she took the day off and ensured the sun shone for the Sydney Convoy for Kids.

Top left: The Cameron Transport crew were out enjoying the beautiful weather. From left: Peter and Joseph Munoz, Hope Neilson along with Jamie and Lea Russell Above: The Convoy for Kids team. From left: Leanne Towle, Kirrily Chidgey, Jennifer Towle, Suzanne Stevens, Brett Thompson, Pam and John King, and Ros Anderson Left: My pick for top truck: Winston Express’s stunning Mercedes looked awesome. Full credit to the driver Chris Munoz (left) with help from Alexis Munoz

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TRANGIE TOUGHS IT OUT

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Days of wet weather didn’t deter locals and visiting truck owners and drivers for making the Trangie Truck and Tractor Show a surprisingly wellattended event in April. Rod Hannifey reports from the NSW township

I

t was with a wet set of clothes as I tried to wash the truck, ready to head out the Trangie Truck and Tractor Show on Saturday, April 9. But the more I washed, the more it rained, so I gave in and thought at least I will still be there.

Setting out from Dubbo, it rained all the way to Trangie and into the first hour of the truck show. But luckily, around 9am, the rain lifted with only a few sprinkles, continuing after the ceremony and awards at the showgrounds around 3pm.

The organisers had said the show would go on and they stood their ground. They were rewarded with a reported 200 vehicles that entered across all categories – trucks, cars, bikes and tractors.

It was well done to all who braved the weather and to all the organisers and crew behind them for what turned out to be a terrific effort.

Local shops and community groups had steak sandwiches cooking, and coffee, tea and cakes for sale. The main street was busier than it has been for some years – since the last truck show at least. Naturally a few attendees ended up at the pub.

As well as the food outlets, the showground played host to a

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market. However, while the tractor pull had to be cancelled, the demolition derby gave the hangers-on some fun and excitement, despite the rain returning shortly before the start. They breed them tough in Trangie.

As well as the truck awards, the organisers are working on Trangie’s own Hall of Fame. While they don’t have a building yet, the first six members were inducted, all local and industry stalwarts and long-time transport operators.

Apparently, the reasoning behind the introduction of the Trangie hall is due to the big Alice Springs Hall of Fame being a road too far.

Organisers feel that having something close to the centre of New South Wales would be of benefit to the transport industry and could go on to become a regular special trucking event.

Feedback following the Trangie Truck and Tractor Show had the town agreeing that local businesses, residents and, of course, all the truck owners and drivers that it was well organised and worth the visit, despite the wet weather.

Well done to all involved and let us hope the sun shines on the show next year.

Opposite from top: As well as its new rig, Inland Petroleum had this wellpresented Maple Leaf Chevy on show; Inland Petroleum, the Trangie Truck Show’s major sponsor, rolled up with its latest Kenworth combo; This handmade steam engine had the kids enthralled; Following the tracks to Trangie; These Macks were in prime position Top, L to R & underneath: This old White Super Power hitched a ride on the back of a Freighter trailer; This ex-Rudd Transport White now calls Narromine home; The wet start didn’t deter the truck owners and drivers Above, L to R: Doing it in style, this Western Star is a home away from home; A couple of Metal Transport Industries’ Kenworths made the trip up from the Illawarra

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SOUL SURVIVOR

An unpleasant encounter with a new truck salesman in 1995 indirectly led Bluey Gordon to owning and operating a fleet of Mack Trucks, including the first Anthem to hit the road on Queensland’s Darling Downs. Greg Bush chats with the Vietnam War veteran about his good and not-so-good times 32 MAY 2022

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B

“I wanted it back because it was my first truck.”

Left: Proud Mack truck fleet owner Bluey Gordon Top: Bluey’s first truck – and first Mack. He later had it repainted white Below: It’s all Macks at the Toowoomba depot

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luey Gordon leans back on a desk chair, his demountable office building in the yard sitting adjacent to a varied assortment of Mack trucks. He’s up for a chat and has a multitude of stories to tell, some of which can’t be repeated in these pages.

It’s been a long haul for the 76-year-old. Born and raised in the Darling Downs city of Toowoomba, it’s a place he’s always called home, apart from a 12-month compulsory military assignment to Vietnam in the years 1967 to ’68. But more about that later.

Bluey tells of trying his hand at a number of vocations, including truck driving, pulling beers, selling baked goods and, finally, running his own fleet of Mack trucks with a new Anthem leading the way.

For the record, Bluey’s given name is Graham but, as with many males born with red hair in bygone years, that was never going to last.

“I’ve been Bluey all my life,” he explains. “A lot of people wouldn’t know my name.”

He tells of his early working years driving a water truck around Miles and Chinchilla.

“That was when they were doing seismic for oil in those early days.

They were just smaller rigs, just truck rigs. We were drilling holes and they were blowing them.”

Bluey says he enjoyed the work and, as he says, it made him a “few dollars”. Not bad for a bloke in his late teens during the 1960s.

That ended when he was called up for National Service in 1966, which the Coalition government had reintroduced the year before.

Eight months later he was on a ship to Vietnam.

The general belief back then was that conscripts weren’t required to go off to war unless they volunteered.

“A lot of people say you didn’t, but there was no way out,” Bluey says. “You were made to go; there was no volunteering about it all. I had my 21st birthday going over and 22nd coming back.”

At the time there was growing opposition about Australia’s participation in the Vietnam War and animosity towards the returning soldiers. The ship carrying Bluey and his war-torn mates, the HMAS Sydney, was due to dock on April 24. But it sat outside Sydney Harbour until April 26 to avoid possible protests.

Once the ship docked, Bluey was handed tickets for his trip back to Queensland. He had leave owing from his two years in service and headed home to Toowoomba. Three months later he received notification that he was to attend Enoggera Army Barracks in Brisbane to be officially discharged.

“When I went to Enoggera I was there for a week. They checked your teeth, grabbed your old fella and made you cough, and sent you home. I never ever heard from them since,” Bluey says.

“Even to get the medals, we had to apply for them. No one came near us. That was the end of the story.”

Bluey says he has no fond memories of the Vietnam War. “It wasn’t a place to be in any way, shape or form. There was nothing in the system that made you happy at all or what we had to do.

“A lot of people would agree with me that they should never have dragged us off the street and sent us there. It should never have happened.

“It would never happen to my kids. Never.”

According to Bluey, he’d lost two of the best years of his life and returned with what he explains was a “bulletproof” attitude.

The stigma surrounding returning Vietnam solders added to his

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Top: Macks of various models are in the Gradon Qld and Queensland Water Services fleets Above, L to R: The gold bulldog indicates an all-Mack driveline; Bluey’s Mack Anthem is the leading light of his fleet Opposite top: Bluey with his daughter, Leola, who is a co-director of Queensland Water Services Opposite bottom: One of three Mack Granites in the bread delivery fleet

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state of mind, and friends from his pre-Army days were gone.

“I’ve got five children and they would tell you stories about what I was like. I was never physically abusive to any of them, but I was just cranky. I was just one of those blokes that, if it didn’t go right for me, I’d go off my head.”

It wasn’t until age 60 that Bluey sought professional help.

“I realised I was out of control for most of my bloody life.”

League legend However, there were plenty of good times for Bluey. Back from the war, he found work at Browns Transport, led by one of Toowoomba’s most famous rugby league players, Edwin Brown, whose nickname, due to political correctness, can’t be repeated here. However, any

Google search will explain the Edwin Brown story and the protests leading to the removal of his name on a Toowoomba Sports Ground stand.

“He was a great bloke,” Bluey recalls. “When I worked for him he used to employ blokes and bring them up and get them to play for Toowoomba.”

With a bunch of young men working at Browns, Bluey made new friends that he’s still good mates with today.

Brown’s son was the local Leyland car dealer, leading to the transport business primarily running Albions, Austins and Leyland Boxer trucks.

“He had a lot of eight-ton trucks, he had trailers and did 30 trips a day to Brisbane. Most of them went down loaded and then back

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loaded. We had the foundry, abattoirs and we had bottles.”

Bluey spent around 13 years at Browns Transport, eventually being promoted to the role of foreman.

A change of career came when his brother, Trevor Gordon, was offered the job of managing the Cheyenne Hotel in Drayton on Toowoomba’s outskirts. Trevor invited Bluey to join the business where he stayed for close to seven years.

“We had a lot of fun at the pub,” he recalls.

Following that venture, Bluey was back behind the wheel. Not in a truck, mind you, but a school bus that he operated for close on three years. He laughs when he says that one of the school children is now in his employ. “He was one of the kids who was well behaved.”

Daily bread After selling the school bus run, Bluey did a few odd jobs here and there until two locals he knew, Vyv Pascoe and Kerry Pugh, bought a bakery in town, renaming it Pascoe Pugh Bakeries. Bluey became a contractor, buying a van from the businessmen to deliver bread to vendors.

“After a while I told them I’d had enough. So, when I sold the vendors’ run, they asked if I would work direct for them, which I did.

“They had a little truck and I had to deliver a lot of pies. You’d go out everywhere, out in the bush, up in central Queensland.”

The trips would take Bluey north to towns such as Moura and Moranbah, delivering about 1,500 cartons of products each trip. Each organisation would take 100-150 cartons, mainly directed at school and club annual fundraising events.

Bluey admits to taste testing the goods along the way. “I’d load up at 2 or 3 o’clock in the morning and Kerry would give me a couple of pies and say, ‘there’s your breakfast, get going’,” Bluey laughs.

“I did that for a while and then I got to the stage where I’d had enough. I’d had a dustup with some of the fellas – they were just too lazy.”

However, Pascoe and Pugh obviously saw something more in Bluey, asking if he would like to try his hand at selling the bakery’s products. Having Brisbane Boys College already on the books, Bluey went looking for further customers, winning over prominent establishments such as Brisbane Boys Grammar, Brisbane Girls Grammar, Holy Spirit and St Andrew’s Hospital. He was eventually promoted to the role of sales manager.

“We used to take a little Isuzu down to Brisbane, a four or six

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“We were drilling holes and they were blowing them.”

tonner,” he says. “Then, as we got bigger, I said: ‘If you want to put a truck on, I’ll put one on.’ That’s how it started.”

Bluey bought his first truck in 1995, a maroon-coloured CH Mack, despite initially having Ford on his agenda. He’d just dropped off a load of pies in Brisbane and called into the Ford dealership. It wasn’t a pleasant encounter.

“The salesman there just treated me like shit. I hadn’t owned trucks before and he underestimated me.

“I said ‘thanks’ and walked out. From there I went to Mack and bought a truck that afternoon.

“A lot of people say, ‘why are you buying a bloody Mack?’ Because they look after me – it’s a good brand,” Bluey says.

With a new business name of Gradon Qld Pty Ltd, he was soon doing 13 trips to Brisbane each week. His truck tally grew to four – another CH and two Visions – when he picked up runs to the Gold Coast, Caboolture and Sunshine Coast. He has clocked up 30 years working for the same bakery, now known as Homestyle Bakeries under its new ownership.

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“They should never have dragged us off the street.”

Passenger seat

Top: Bluey has been loyal to Mack over the years Above, L to R: Experienced Mack mechanic John See also doubles as a driver when needed; The Anthem’s Vawdrey trailer waiting to be filled with fresh bakery goods Right: This Mack Fleet-Liner is used on the water haulage side of the business

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Bluey has bought eight new Macks since 1995, including three Granites. “One of them is rougher than the other two. What it is, I don’t know,” he says.

As for the new Anthem: “It’s like sitting in a lounge chair. It’s just the ride, it’s like driving a car. It’s very quiet and the seats are nice and comfortable. It’s a nice truck.”

Unfortunately, Bluey says he suffered a seizure a few years back, meaning he’s no longer able to sit in the truck’s driver seat, unless its bobtail around the yard.

“I’ve got a car licence but they took my truck licence off me three years ago. I love them but I can’t get into them.”

It was also around five years ago that Bluey was given the opportunity of buying a water truck business, Queensland Water Services. What made it extra attractive was that it came with three Macks.

Realising it was too big a task to run both businesses, his wife, Pamela, and one of his daughters, Leola, became directors of the venture, although Bluey laughs when he says he has the last say.

“He’s the boss,” Leola asserts.

As for as the Macks’ maintenance, in-house mechanic John See keeps the wheels rolling. John knows the Mack brand well, spending 14 years with the truck manufacturer. He also hops into the driver’s seat when demand is high.

Unlike the bread deliveries, the water trucks can run up as far as Central Queensland, although they generally stick to the Darling Downs, down to Warwick and east to Ipswich.

Bluey also has a side tipper and a drop deck trailer for the occasional extra job.

However, water was not a friend of the Gordon family in late February this year. Like most of Australia’s east coast, southeast Queensland copped a deluge and Bluey’s bakery runs to Brisbane were hit by flash flooding. The blocked Warrego Highway, and then a failed attempt to loop around through Cunningham Gap came with consequences.

“We lost a few loads,” he says. “The bakery probably lost more than us.”

Outside of the two businesses, one of Bluey’s personal projects is restoring his first CH Mack, that’s now back in the fold. He had sold the old truck off when it ticked over a million kilometres. Twelve months ago he recognised the old Mack on an auction website.

“I wanted it back because it was my first truck,” he says. “I want to bring it back to its former glory.”

Bluey plans to take the cab off, strip it back and redo the chassis, brakes and bearings. The old CH sits out on the family farm, alongside an old B-model that he’s in the process of restoring.

A Mack Vision, another old faithful but still working in the fleet, has clocked up more than three million kilometres with the help of an engine replacement.

“You wouldn’t know it by looking at it. It’s quite a tidy truck.”

Bluey admits to spending most of his time on the farm nowadays, although he’s always close to the phone.

“I’ve got cattle there, and we pull a lot of water out of the farm as well for the water trucks.”

As for retirement? He leans back and replies emphatically: “Not at the moment”. Bluey still has much to do, keeping an eye on business while tinkering with his beloved old Macks.

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26/4/22 10:38 am

EYES ON THE ROAD Rod Hannifey

Thick-skinned freight Livestock of a different kind swapped places during a delicate changeover between Dubbo and Monarto

T

here is so much big stuff to discuss that it’s hard to decide where to start. But this is more about on the road. From the Trangie Truck Show’s very wet start to carting rhinos north and south, I have had an interesting week.

So many of our industry events have been deferred and delayed, but the organisers of most, genuine industry people and their local community supporters, have been chomping at the bit to get back into it. The NSW town of Trangie is no exception.

Droughts, disease and then bloody floods but they said “rain, hail or shine, the show will be on” and they stuck by that. It may have deterred some participants travelling from further away, but the locals were there in support.

I had arrived home on the Friday night, started washing the truck on Saturday morning but the more I washed, the more it rained, so I took off as it was, half done. Adding to that, it rained all the way to Trangie.

While I had Sunday off at home, I spent time trying to fit the clear film coat to the bull bar. I had planned to have it all done before hitting the road, but a number of factors came into play. It had a few stone chips so I couldn’t wait any longer. I hooked up and slept outside the Taronga Western Plains Zoo in Dubbo to be ready to load in the morning.

The freight, a male white rhino named ‘Umfama’, was travelling to Monarto Safari Park in South Australia, which is expanding. In a swap, the zoo’s stud white rhino, ‘Satara’, was returning to Dubbo to expand the bloodlines.

A vet travels with the truck to both keep an eye on the passenger and to be able to monitor how any sedatives affect the animal during travel. I was told our southbound rhino had bumped into something and got a bit of a fright. It needed a little more sedating before we could load.

So, instead of getting away by 7.30 it was closer to 9.30 when we left, arriving at Monarto at 11.30pm. The last zoo trip I did was transport a giraffe and the box for them is oversize, so it’s lights, signs and daylight travel only. But the rhino-laden trailer was within size, so it worked out well.

It was a bit tight getting into the enclosure, but better than trying to carry the box all the way in on the crane and the other all the way out. A few tree

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branches were removed but I got one nick on a stone on the bottom corner of the bull bar (damn!). A bit of tree clearing with the trailer was needed to get out, but we got the job done and I was soon on the road back to Dubbo.

TRAILER CHANGES I have only done two B-double loads in the last month or so – a triple to Mt Isa and back, then a quad to Barcaldine for a changeover, a train out to Broken Hill and then to Perth with a B-triple.

I drove back to the border for another changeover and then back to Perth.

My interim A-trailer is done and the ‘B’ is under way, maybe soon back to semi normal and with a good looking set of trailers to keep.

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

LEFT: Umfama the white rhino enjoys a feed at Monarto after its trip south from Dubbo BELOW: Horny devil: Satara is back at Taronga Western Plains Zoo to spread the love

This B-double set will recognise 50 years since Rod Pilon first registered Rod Pilon Transport (RPT) and I will tow the trailers until I get a new set for the TruckRight Industry Vehicle (TIV).

When I left Toll 15 years ago now (after 29 years’ service through Luya Julius Transport, which was bought

by Finemores, then Toll) I rang and emailed and approached nearly 30 major transport companies asking them for a job and to support a truck to promote the road transport industry and road safety. I had approached Toll management, was called into my second meeting in Sydney and was told: “We can’t afford to do that,” so I left.

My aim was to find someone with some industry passion. They had to be big enough to support a truck that would attend some shows and events, but small enough to care and recognise and to give something back to the industry that had supported them. I asked in all my correspondence for the truck theme that would become the TIV – I did not think it fair to get a job and then ask for it.

Of all those others I approached, in a time when the driver shortage was kicking in fairly well, only two replied.

One saId they would welcome me as a driver “but could not support my road safety efforts”. The other, as I heard from a driver months later, did not think they could employ me because I communicated with the RTA and the like.

Rod Pilon said he would give me a go, coming out of tankers into general, and I found out later some of the other employees had taken bets on how long this “tanker wanker” would last. None of them still work for RPT. This is my 15th year so I will take this opportunity to personally thank Rod Pilon, the drivers and staff, and now Rod’s son Ben, for their ongoing support of my efforts with the TIV. Many say they will do something, few do, but Rod Pilon Transport has helped me and continues to do so.

“The rhino-laden trailer was within size, so it worked out well.”

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19/4/2022 11:46 26/4/22 10:38 am

truck of the month

EVERY POST A WINNER Betterway Transport’s Ford LTL is closing in on 40 years in service, but the can-do attitude of Marcus Post, the truck’s driver and vital member of the small family-run operation, has breathed new life into the ageless workhorse with a series of unique modifications. Warren Aitken writes

Y

ou know what I love about our industry? The dichotomy. Now that’s a pretty fancy word. I even had to look it up to understand but it’s fun and appropriate. As I understand it, dichotomy means a division between contrasting things or parts. How does it relate to our industry? Well, that’s easier to explain. We are an industry that thrives on new and modern technology while also being an industry that thrives on old and reliable technology.

The fancy new high-tech gear does the job that the old more simplified gear also accomplishes. In today’s story it’s the latter part we are going to focus on, with another twist. We will be focusing on the old classic gear, but with a young modern driver behind the wheel. Oh, so many dichotomies. Now I think I’m just using that word because it sounds cool.

By now you’ve all seen the gorgeous green LTL that graces these current pages. That is our ‘old’. The ‘young’ is represented

by Marcus Post, the driver of this fine-looking Ford. Marcus is a mere pup at only 28-years-old, however, he’s a young man with old school skills, all of which stem from the family-run business he’s been a part of since day dot.

This family business prides itself on not just old school trucks, but old school values, such as offering a better service, offering a better attitude and offering an all-round better product. Appropriately it is known as Betterway Transport and, after many attempts, I finally managed to catch young Marcus for some photos and a chat.

Firstly, I must start with a thank you to a good friend and, as it turns out, Marcus’s partner, the lovely Corrina Riley. If the name seems familiar it’s no doubt because of the work she does with Woman in Trucking Australia Ltd, or because of the big Black Pete she drives. I’m thanking her because although I’ve seen the Betterway LTL before and tried to grab photos, I have

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“He taught me how to earn a living.” never managed a proper sit down. I naturally assumed it wasn’t my sparkling personality that was keeping Marcus away, it must just be the fact his LTL is always working. It turns out I was only half right.

When Corrina stepped in to mediate a sit-down, I found out Marcus’s reluctance stemmed from humility more than anything else. “It’s not a show truck,” Marcus repeated to Corrina when she mentioned I wanted to shoot it. “He won’t like it, cause it’s not really a show truck.”

Although it is a show truck to Marcus, he fears it’s not what many would see as a show truck.

Add in the fact that, at nearly 40-years-old, it’s been around the block a few times. Marcus was sceptical that others would see in the truck what he does. What he failed to realise is, it’s not all about the chromed rims and stainless wrapping.

The essence of our industry is passion. And nothing displays passion more than Marcus, his LTL and the entire Betterway Transport family.

So, thank you Corrina for twisting Marcus’s arm, or whatever you twisted, to get him to agree to the story.

Let us start by introducing the players in today’s action. We begin at the top with John and

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Belinda Post, the head honchos of Betterway Transport. This family company has two out of five sons already behind the wheel, one more itching to go when he’s old enough, one working behind the tools and, just to buck the trend, one’s a guitar player. The family’s sole daughter went into nursing. It so it seems the whole family likes professions where you work hard with little recognition.

Logged out Trucking has been in the Post family for longer than Marcus can recall. Marcus’s dad has been changing gears since before Jesus played halfback and is still doing it today. When Marcus arrived in the Post household, the family was based in Tasmania where John was hauling logs out of the tough Tasmanian back blocks with an old Mack Cruise-Liner.

Straight from birth Marcus was gripped by the trucking bug and would sit beside his dad in the truck as often as he could. Marcus was a bit too young to remember the Mack but recalls the Kenworth T440 his dad had when he was running express between Sydney and Melbourne.

Before Marcus was out of nappies, though,

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the Kenworth was gone and John had returned to carting logs in Tasmania, this time with a tough as nails Ford LTS. NB: For those that know Marcus, please don’t use this turn of phrase to insinuate that he may not have gotten out of diapers until well after his 28th birthday, or anything similar. Anyway, it’s fair to say Marcus’s love for his LTL stems from his formative years alongside his dad in the Ford.

John’s big LTS handled the logging work with ease. What it didn’t handle, nor did the Post family, was the demonstrations and protests that eventually curtailed Tasmania’s logging industry. When things slowed down, John went back to doing more interstate work, Sydney and Melbourne, all that kind of thing and whatever paid the bills.

The ability to roll with the punches and adapt to the situation generated not just a resilience in the Post family but also helped inspire the company name. The Betterway Transport title was the brainchild of mum Belinda Post, her

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Top: Betterway Transport prides itself on carting anything and everything for its customers Above, L to R: Once again, not Ford factory mounted door handles. But they do look pretty cool; It’s definitely not original behind the driver’s seat, but definitely a lot more comfortable for Marcus Left: The hydro-dipped dash components are again the brainchild of Marcus, adding attitude as well as the glossy green company colours. And yes, the gearstick with inviting gear knob really is that big Opposite top: There’s a smile in every mile for Marcus Post

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Above: Marcus (right) stands proudly with his younger brother, Bradley, and a truck almost as old as the two of them together Below: Marcus’s LTL gets to see a variety of work and garners plenty of admirers. Here he is busy answering the forkie’s queries about his standout truck Opposite below: The old LTL was a little different when Marcus first took a shine to it

vision for how the company would operate along with tying back to the era of trucking they’d been working in. All those things culminated in the new business name.

Back in the early days you learnt how to do things and how to fix things or you didn’t get anywhere. Essentially you learnt a better way to operate, or you wouldn’t be operating. Mix that with Belinda’s aspirations for the company to offer a better service to their clients and the result was the new name, Betterway Transport.

By the time Marcus was old enough to be skipping school and riding alongside his dad, Betterway Transport was up and running with John and his LTS. The change from logging to interstate and general freight work also pre-empted a change in John’s LTS. With the help of a few specialists the old girl got stretched out and a 60-inch (152cm) bunk added.

It didn’t take long for Betterway’s reputation to grow and, as such, so did the workload. This required growth in the fleet.

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“With a fridge between the seats I literally was crawling into the sleeper every night.”

In late 2009, John and Belinda purchased a secondhand 1985 LTL, with a 3406 engine, a 15-speed overdrive box, Hendrickson suspension and a 40-inch low roof sleeper. A driver was hired and the LTL was there to assist John with the ever increasing workload.

Sadly, none of the drivers really took the big Ford under their wings. It passed through the hands of several different drivers. All the while the young Marcus kept his eye on it, cleaning it, servicing it and caring for it.

Eventually Marcus made it clear to his dad that the LTL would be his. No one else deserved it. He started buying parts for it, tinkering around and coming up with cosmetic ideas. The only minor hurdle was that Marcus didn’t even have his car licence yet. But the passion was there, that’s the main point.

Years of travelling with his dad, assisting his dad, learning from his dad. All that experience had fostered an old school attitude in a very young new truckie.

“When I was old enough, I left school and worked fulltime helping dad,” Marcus recalls. It was a choice

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he’s never regretted, complimenting his dad with teaching him more than he would ever learn from school. “He taught me how to earn a living.”

Nothing beats the life lessons you pick up as a kid from the passenger seat. The two of them completely stripped down and rebuilt a Series 60 Detroit as a ‘leaving school’ present. It helped that it saved them money and taught them a lot as well.

Although he was too young to get his licence, Marcus worked alongside his dad until that magnificent piece of paper landed in his wallet. Those years as an offsider taught him how to interact with customers and clients. It taught him how to load and secure a vast array of different freight options. It taught him how to behave on the road and gave him invaluable on-road experience. All this was happening while Marcus was accumulating and modifying the LTL in anticipation of it being his workhorse.

In 2016, the barn doors were swung open and the old LTL was let loose with Marcus behind the wheel.

Betterway Transport was prospering in its element.

The small company had a core group of clients that appreciated the family’s better way of doing things.

Having Marcus on the road now meant the company grew. The extra truck enabled extra work. Even now the company is still growing.

A fleet of five trucks now wear the Betterway logo.

There’s three Kenworth T401s and the two big Fords – John’s LTS and Marcus’s LTL. Take note, though, that the big spacious Ford you see now wasn’t the truck that Marcus spent his first few years in. Originally it was nowhere near as roomy.

“I spent three years driving it with the 40-inch [102cm] low roof,” Marcus says.

“With a fridge between the seats I literally was

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Above: Two very old classics making up the Post family transport.

Marcus’s LTL as it started and his dad’s long running LTS Opposite top: Strapping down loads is just second nature for Marcus

crawling into the sleeper every night. There was no room to stand up and get dressed either.” I’m pretty sure all those trucks in the ’80s were designed for much smaller drivers.

The family made the decision to do a few minor moderations to the old girl, to make it a little more comfy for Marcus. When I say the family, I mean the entire family. For although I mention John and Marcus a lot, his other brothers – Bradley, Jackson, Sam and Joshua – played pivotal roles in helping with the LTL. None of the brothers had ‘spare time’. If they were idle, they were helping out. It is a family business to the core.

Home job First step on the LTL’s modification process was adding 1,200mm into the chassis. This would allow for the 63-inch (160cm) Unibilt

sleeper (that John had found on Facebook) to be fitted. While that was being done it was also decided that the rear end would get replaced. Out went the Hendrickson walking beam and in went an airline system. The 3.9 diffs replaced with 3.73s. Not only did the new suspension improve the ride but aided the fuel efficiency as well.

All these changes were a hands-on job for John and Marcus.

Yes, professionals were used for specialist roles, such as engineers and fabricators, but as a whole everything has been a home team operation.

Take the aircon unit fitted to the Unibilt sleeper – it was obvious it was going to need one. Marcus spent far too much time in North Queensland to be without a decent night’s sleep. However, John saw no need to spend 10 or 15 grand getting one installed when

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“It still has a lot that needs doing.” he could take pride in building one himself. So that’s exactly what he did, running a diesel engine plumbed into the fuel tanks and even installing an alternator to recharge the batteries and help run the TV, fridge and travel buddy oven that Marcus and John had fitted to the sleeper.

The truck also got a repaint, the gorgeous green really setting the rig off and now matching his dad’s LTS. A couple of months off the road and it was good to go.

At almost 40-years-old the big Ford has seen more miles than we can count. Marcus himself has piled on over a million kilometres, covering everywhere from Cairns to Melbourne, Adelaide to Mt Isa. The biggest problem he finds is that, with all that time on the road, he tends to come up with new ideas and plans for his beloved LTL. “I tend to drive down the road and either get ideas from other trucks or just think, yeah, that might work,” Marcus admits.

The thing is, despite having grown up in a family that relies on each other to handle and solve problems or create and follow through with ideas, when Marcus has a vision he sets about doing it. He’s not reliant on anyone. As a man that needs to re-read Lego instructions, I sit in admiration at the likes of Marcus and his dad and their can-do attitude.

However, there have been times Marcus admits even his mum has questioned him.

“When I do a run out west and there’s kangaroos and wildlife and stuff, I come back and have to fix or replace a lot of things,” Marcus says.

“Mum said to me once: ‘Don’t you get sick of replacing the same old shit?’ Honestly, no I don’t.”

Solving problems, adding features, fitting extra lights – it’s not just a skill itself but a testament to Marcus’s attitude.

At the start of our interview Marcus was worried that people won’t see the appeal of his truck. “I see it and treat it as a show truck ’cause it is a show truck to me,” Marcus exclaims. “But it still has a lot that needs doing.”

The fact is, he may be right. However, the truck stands as a testament to the good old Aussie trucking family.

It oozes cool, it sounds wicked and it gets the job done.

It supplies the family, and it relies on the family.

If truck shows had a congeniality award, you wouldn’t find a truck with more personality or more charisma than this Ford LTL. In summary, I just want to commend Betterway Transport, John and Belinda in particular and Marcus’s approach to his truck and his humility around it. The way I saw the young fella interact with customers and his professionalism on the road is a testament to the old school trucking ways that the family holds onto.

Old school values coupled with old school trucks; it’s a breath of fresh air.

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WILKIE’S WATCH Ken Wilkie

Book of bulldust Road enforcement officers hound truck drivers despite a lack of knowledge of road transport law

A

mate of mine, Daniel, was interviewed by way of a New South Wales Task Force officer at Narrandera on the last day in March. In the first instance he was advised that he’d committed a breach some days prior by failing to nominate in the boxes at the top of the page for day of week, state or time zone and which fatigue management program he was operating under. The preceding pages and the following ones were marked as per requirements – Daniel had just stuffed up. Nothing that $680 won’t fix.

Daniel has now been breached for not recording the required information before starting work. Mister Plod has demonstrated that not only is justice and decency outside his basic human attributes, he has also demonstrated that he does not know the regulations that we as truckies are forced to operate under.

Page 14 of the bulldust book advises that one is only expected to record the place and odometer once if those details have not changed since being recorded on that same page.

Daniel had completed a work period just after midnight and then proceeded to take his seven consecutive hours. The breach is a fallacy and definitely not worth almost $700.

Now this pure bastardy brings me back onto my soapbox – well, one of them anyway. When will someone from these associations get behind drivers

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and demand truth in breach reporting?

Yeah, ‘join an association and improve our industry’ is the catch cry.

How can they sleep at night knowing the crap being dumped on drivers in the name of road safety compliance? Is it revenue? Is it a reflection of industry prejudice or is it just bastardy?

Just one simply illogical expectation getting the tick of approval from supposedly intelligent folk at the moment is the requirement to mark a logbook “fit to drive”. I definitely cannot see the point in marking a book not fit to drive and then driving.

The ramifications would be stupendous.

And there is no requirement to fill the bloody thing out if one does not intend to or is unfit to drive during a calendar day.

Can’t we just accept that the filling out of the bloody thing deems we consider ourselves fit to drive?

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

ASSOCIATION APATHY It had been suggested to me some years ago that I remove myself from a committee because I was an unsettling influence. Anyone with a sense of

“The experiment into nationalising road transport law has been a failure.”

decency should have an unsettling influence given the issues confronting the drivers of today.

Industry associations have been condoning the sort of deal meted out to Daniel for eons. I am disappointed in the extreme that industry was able to convince politicians of the need to have road transport regulations unified nationally but since have sat on their collective hands. In the meantime, bureaucracy has thought up every distraction in the book to cover its dismal failure to produce uniform regulations.

I suspect the associations have been hoodwinked by bureaucracy. What has NatRoad done with the Castalia report that it commissioned way back in 2009?

What is being promoted to reduce stress and worry caused by the complexity and impropriety of the eastern states fatigue regulations? Where is the concern for Western Australia failing to honour its obligation under the national constitution for free trade between states? What about varying height limitations on the same route depending solely on the description of the product being transported? Or different speed expectations for oversize depending on which state the transport is being undertaken in?

How can industry associations be silent on the disgusting mental treatment drivers are subjected to during these slandering ‘blitzes’ that enforcement is so enamoured with?

I am aware that part of the issue is state bureaucracies being unwilling to give up their own ‘Taj Mahals’.

That should not change industry’s determination to get its members treated with respect and equipped with appropriate legal parameters that both ensure safety and industry mental wellbeing. In addition, the nation is still suffering from the cost inflation caused by the “personalising” of regulations within state boundaries.

BOUGHT CREDIBILITY I am aware of an organisation pushing to have the mental health of drivers supported and I commend those genuinely involved. But guess what?

Other so-called supporters are there trying to buy credibility on the one hand but contributing markedly to the problem on the other.

By any unbiased judgement, the experiment into nationalising road transport law has been a failure. It is a failure because constitutionally road transport regulation is a state responsibility. It requires a referendum to change the constitution to make road transport a federal responsibility.

Such referendums are historically not successful.

Currently industry has relied on bureaucracy having the national interest at heart to make the experiment a success. Historically, bureaucracy has only had self-interest at heart.

It is time for politicians to become heavily involved in the road transport discussion. Industry needs politicians to drive bureaucracy. After all politicians are elected to represent electors – bureaucracy is supposed to be a tool of the management nationally, not the management.

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with a lawyer as soon as you receive the penalty notice. In NSW there are a couple of options to dispute the suspension notice in court. One option is to ‘court elect’ the ticket and ask the magistrate to decide the entire penalty (i.e. should there be a fine, should you lose your licence, how much should the fine and licence disqualification be, etc?).

The other option is to pay the fine and then just appeal against the suspension.

There are benefits and risks for each option, and the right approach depends on your individual circumstances. This is why it’s important to seek help straight away so the lawyer can help you choose the best option and avoid you accidentally taking the wrong path.

As always, my team at Ainsley Law are happy to have a chat if you need help.

The legal view Sarah Marinovic

Beware the variables Being caught unawares when the road authorities alter posted speed limits can lead to loss of licence

L

ately I’ve been seeing a lot of drivers being caught out by variable speed limit signs. Anyone who’s driven on a New South Wales toll road will be familiar with them. They’re the electronic signs that allow road authorities to change the speed limit in response to changing road conditions, e.g. for roadworks or other hazards such as a breakdown.

The problem for drivers caught by these signs in NSW is that it’s very easy to find yourself so far over the speed limit that you trigger an automatic licence suspension. The worst part is that most drivers don’t realise a loss of licence is even a possibility until the suspension letter arrives in the mail.

I hope that making drivers aware of the risk will help them avoid the same trap.

The first thing to understand is how a speeding fine can lead to automatic licence suspension. In NSW, any speeding offence in excess of 30km/h over the speed limit carries an automatic suspension. It’s a three-month suspension for 30–45km/h over the speed limit, and six months for being 45km/h-plus over the limit.

Normally when a driver is caught speeding by more than 30km/h over the limit, they knew they were doing the wrong thing (at least that’s my experience speaking to people in this situation).

But where variable speed limits are involved, I often see drivers being caught out travelling at relatively low speeds completely unaware that they’re breaking the law. Take for example a road that normally has an 80km/h speed limit.

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When that limit is dropped to 40km/h the person only needs to be travelling over 70km/h to be more than 30km/h above the speed limit. So, if you don’t notice the changed speed limit you could be sitting 5–10km/h under what you thought the limit was and still be more than 30km/h over.

Frustratingly, the penalty notice doesn’t include any information about the automatic suspension. Even worse, since the suspension is dealt with administratively by the Roads and Maritime Services, a lot of police officers aren’t aware of it either and will mistakenly tell drivers that there’s no suspension for the offence.

So, quite often, drivers will read the penalty notice, see the fine amount and demerit points, check that the points won’t put them over the limit and then pay the fine thinking their licence is safe.

Then a few months later they receive a notice of suspension.

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

“The penalty notice doesn’t include any information about the automatic suspension.”

LEGAL OPTIONS There are two main things I hope people will remember from this article.

Firstly, be extra vigilant whenever you are on a variable speed limit road. It’s so easy to fall into the habit of travelling the usual speed and not realise that the limit has been lowered. I also know how difficult it can be to stick at 40km/h on a motorway when most other drivers are ignoring the reduced speed limit.

Remembering that there’s a licence suspension at stake helps.

Secondly, if you do get caught, this is one of those situations where it pays to speak

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truck events

COOL RIGS OF KENTUCKY

After a two-year pandemic-enforced absence, the Mid-America Trucking Show returned to belatedly celebrate the 50th running of the huge event, inspiring truck owners and drivers to converge on the city of Louisville, Kentucky to show off the shiniest rigs in the land. Warren Aitken soaks up the bling-fest

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“There were a few extra hoops to jump through.”

Top, L to R: Young Karsen and Karter Lopedota did their bit to help out, wiping down their parents – Courtney and Dustin’s – rig; Extra points for having your valves centred and staged correctly. Kim Jaikes spent plenty of time doing the tyre writing and staging for her husband John’s Kenworth; Part of the huge truck displays lined up for the PKY Truck Beauty Championship Above: It wasn’t all new and shiny, the old school cool had its moment in the spotlight as well

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itting at Louisville’s Muhammad Ali International Airport (renamed in 2019) I had a couple of hours to kill before beginning the three-leg, 21-hour, 16,000km trip home. I feel exhausted but energised.

It had been two years since I last attempted to get over to the Mid-America Trucking Show (MATS) and this year’s event also happened to be its 50th show. Bonus! Yes, there were a few extra hoops to jump through to get here and get home and, yes, the flight time was a little longer than previous as the international flights are not as abundant. But I made it and I filled up more memory cards than my previous trip.

I also managed to meet more passionate truckies, tried fried pickles for the first time and saw my very first tractor pull. Now it’s time for a bit of a rundown on my adventure.

I know there is a heap of fellow truckies keen to experience the lengths the Americans go to for their trucks. Literally!

This year, rather than just write about the show, I wanted to break it down a little more. The pros and cons, costs and expenses. We’ve all been locked away for so long I wanted to use this trip to encourage and inform my fellow truck devotees. So let me whet your whistle with a travel journal roundup of the 2022 Mid-America Trucking Show.

Fittingly, I’ll start with the logistics of the trip, the getting there. The moment it was announced that the borders were coming down I was nagging my beloved travel agent Lauren Dunemann to get me airborne. Now, many people prefer to do all the online booking themselves because they’re more internet savvy than me. I stick with a good travel agent because she knows all the rules and regulations, especially in the new pandemic travel era.

She’s also always there when things go wrong. Not if, when.

Trust me on that.

At the time I booked, and even now, there’s still only limited flight options but that no doubt will change before I head back again. Previously I’d flown BrisbaneSydney-Dallas-Louisville and return. This year however it was Brisbane-Sydney-LA-Atlanta-Louisville with a return journey via Detroit. With limited flights comes less competitive prices. Previously you could get there for around $1,500. This year the flights set me back $2,200. In terms of the flight experience I was running on Delta Air Lines. Definitely not the same luxury as Air New Zealand or Singapore Airlines but a few steps above rowing a boat over.

The one good thing was the plane wasn’t full on the big Sydney-LA leg. I had an entire row to myself so was able to grab some sleep. Sure, it wasn’t much wider than an old 1418 sleeper, but even with the turbulence we had it did the job. Not much different from doing two-up in a 2.3 K200 on the Bruce Highway really.

After leaving Sydney at 10am Monday, then 14 hours to LA and a two-hour layover followed by a five-hour flight to Atlanta. Another couple of hours testing out the local cuisine before the final hour and a half flight to Louisville which saw me landing at about 7pm Monday night. I know the maths doesn’t add up; you just have to take it in your stride.

My plan had been to land and grab my rental car, an $800 expense for seven days. Add that to your total. Then I would proceed immediately to my accommodation. No Grand Chancellor or Hilton for me, just a run-of-the-mill motel close to the Kentucky Exposition Centre where the truck show was being held. Seven nights there set me back around $850. Hope you’re keeping a tally.

My plans, however, were thrown out the window when the Delta flight decided to fly in over the Kentucky Exposition Centre when landing. From a few hundred feet up I was already getting sunburnt from the shine coming out of the carparks. My fatigue and plan for an early night was squashed as I found myself heading straight into the Exposition Centre. Let the truck spectacle begin.

For those unaware of how it works, the Mid-America Trucking Show is one of the largest trade shows for our industry. While that’s going on inside the Kentucky Exposition Centre, there is the PKY Truck Beauty Championship outside in the area that used to house a full baseball stadium. Around the outside of the entire complex is a four-lane road, ‘The Circle of Champions’, which allows access to the centre and the various parking

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“From a few hundred feet up I was already getting sunburnt from the shine.”

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pavilions around it. When the MATS circus rolls into town each year those parking lots fill up with an excess of extremely cool trucks and countless truck washing and polishing companies. They’re all flat out getting fantastic trucks looking like showroom exhibitions.

On that Monday night, still two days before the event, those carparks were already a hive of activity. I couldn’t help it; I broke out the camera and before I knew it I’d filled in a couple of hours just shooting and drooling.

The hardest part of that first night wasn’t any fatigue issues, it was climbing back into the wrong side of the car every time I pulled up and jumped out to grab more photos. Once the light faded I was left with no option but to finally go and check in to my motel.

Tuesday morning I was up at sparrow’s fart, racing down the stairs and ready to jump in my rental and head off to enjoy a day of what can only be described as trucking nirvana. I raced outside from the motel and, like a Warner Brothers cartoon character, froze in mid stride! Yep it was bloody cold, like 35 degrees. Before you start calling me a big softie, that’s 35 degrees Fahrenheit, which is roughly one degree Celsius. Add in a wind chill factor of ‘WTF’ and I would have felt warmer sunbathing in the Arctic Circle. I was prepared though – a quick trip back up the stairs to get layered up and then back into it.

Polishing passion Since my exploratory expedition the night before there had been numerous trucks roll in. Not just trucks entering the PKY Championship, but trucks and trailers that were getting rolled inside the Exposition Centre as well.

The polishing teams in the parking lots were swamped. My first stop was to visit the boys at Evans Detailing and Polishing. When it comes to putting the shine on, Evan Steager and his team are the best in the business. Evan even started his own line of polishing products specifically for trucks. Thankfully you can even find his Time2Shine products here in Australia now. Not that I’m looking for endorsements but, just to back up my rundown on Evans Detailing, it should be noted that five of the six Truck of the Show awards this year went to rigs that his crew prepped. I watched in awe as the team hooked in. They end their days looking like underground coal miners. It’s kind of funny to watch the transformation.

Seeing the attention to detail these guys go to is incredible. The trucks get a full work over in the parking areas before heading over to the Top, L to R: Almost worth breaking down just to get towed by this stunning Peterbilt; It’s a sea of big and beautiful bonnets over in Louisville. Every truck nut’s dream; Cab-overs were hard to find but they stood tall Middle, L to R: Before you ask, no, I don’t know where you can buy those seats. I did ask; Waiting for Sunday’s Big Rigs Video convoy Bottom, L to R: How low can you go?; Another of the extremely cool trucks on display and an eventual winner of several top awards is Karla and Jimmy Ganski’s 2014 389 Peterbilt

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“Any cleaning, polishing and the like must be done by hand.”

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staging area. Once they are in the staging area this is where the rules of a US truck show kick in.

Number one rule, no power tools. Any cleaning, polishing and the like must be done by hand only.

Rule number two: the owners and drivers have until 8.30am on Thursday to do as much polishing and staging as they like but at 8.30am on Thursday it is officially ‘rags down’.

This year was slightly different in that they judged the Light Show on Wednesday night and then put on a public light show on the Thursday. Their judging is as pedantic as their polishing. For lights, if you have one out, basically that’s it. They’ll measure distances between them to check for uniformity, they’ll assess height of all the lights to check they’re all the same.

They take this very, very seriously.

Judging of the other categories is as fussy as the lights. With such an extremely high calibre of entrants it’s not surprising, though. Points can be lost if you haven’t polished the inside of the rims or tyre shined all the tyres. I don’t mean ‘all’ the tyres, I mean all of the tyres. Inside, outside, even the tread … all the tyres. There were even guys who had their tyre valves lined up with the centre of the painted tyre wording and staged so all the tyres were spun

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exactly the same with the valves top centre.

I was just flabbergasted by the extent of the drivers’ commitment. Flabbergasted, thoroughly impressed and extremely worn out.

Manufacturers’ absence The actual Mid-America Trucking Show opens to the public on Thursday lunchtime – that’s when the numbers start rolling in. Because I’m good to you guys and like to provide all the information I can, I walked the entire internal grounds, covering all the lanes and ensuring I went past every stall for a total of 4.57km. That’s how far it is.

Useless statistic aside, the show is enormous.

However, it was also a little disappointing. None of the major manufacturers were in attendance.

Before COVID hit there was speculation the likes of Kenworth and Peterbilt would only be doing alternate years but there was no Kenworth, Peterbilt, Mack, Freightliner or anything. It could be because, like Australia at the moment, there is a huge wait

Top, L to R: One of my favourite trucks was this Elite Transportation rig. Travis Harmon was the young man responsible for the stunning state of this 2019 315 Peterbilt; This face may be familiar to some. Eva Knelsen featured in OwnerDriver a while ago. This was her first MATS show and her pink Kenworth was a crowd favourite; Bill Rethwisch displayed his 2021 389 Peterbilt and 2021 gas trailer Middle, L to R: This face may be familiar to some. Eva Knelsen featured in OwnerDriver a while ago. This was her first MATS show and her pink Kenworth was a crowd favourite; I caught with a couple of the judges who were in action on Wednesday night. I do not envy their job; The mobile washboys were kept flat out, even after the staging area had closed the park bay trucks still wanted to get shined up; The action wasn’t limited to the show, out in the carpark I ran into the lovely @TruckingwithAubry, a well known figure over in the States. She’s extremely proud of her big, bonneted Volvo but was teasing me with news of the truck she’s bringing next year Opposite bottom: It’s all hands on deck, at least until ‘rags down’ occurs on the Thursday morning

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“There’s a big emphasis put on engine bays.”

Top, L to R: It’s all hand polishing once you’re in the staging area. Plenty of guys with their Time2Shine products out getting the last minute shine on; Lights, camera … and more lights; When it comes to friendly folk you cannot go past this family – Kolt, Krystal and Bubba Branch with their cleaning assistant Dale Stripling. The family had driven their 1996 W900 from Lakeland, Florida for the show Above: It’s not just the outside that has to look good. The engine bays on these working rigs are incredible; Details, details. I caught young Ben Overton underneath his Kenworth, polishing the inside of the rims Opposite below: Inside the vast Kentucky Exposition Centre

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for a new trucks, but who knows? After a three-year hiatus and the fact that it’s the 50th show I would have thought the major players would turn up. Even if just for customer relations.

There was still plenty to see, though, from massive trailer exhibits to sleepers as big as our actual prime movers. You could get everything from fantastic tools for cleaning up pet hair in your cab to a book on truckie yoga.

Among all my wandering around I also found Simon from NXT Journey peddling his famous truckie bags.

Unfortunately for me it seems the bags were pretty popular with the Americans as he had none left to sell me for my mate over there. In among all those selling their wares the ATHS (American Truck Historical Society) had placed some extremely cool classics throughout the three big exhibition halls.

The MATS Friday night concert is always a popular event as well. This year saw Tony Justice, known for his trucking music, opening for country star Clay Walker. I admit to getting a bit of toe tapping going but refrained from full on line dancing.

Saturday is the final day and by far the busiest. With thousands through the door I was able to avoid the crowds by joining the hundreds of others that were at the prize giving instead. Again, I cannot reiterate how seriously they take their shows and their trophies over there. There’s a big emphasis put on engine bays, as well as interiors, both standard and custom. I really would not like to be a judge.

The show officially wraps up at 4pm on the Saturday and, at 4.01, the crews are already inside dismantling everything. I, on the other hand, was outside trying to arrange shoots with guys that were heading off that night.

The majority of the show trucks were hanging around for the legendary Big Rig Videos convoy on Sunday. This involves doing laps of the exposition centre while Chris from Big Rig Videos works his magic, doing interviews and videos. Make sure you check out OwnerDriver’s Facebook page to see the convoy heading off this year.

By lunchtime Sunday you could be forgiven for heading back to the motel to recover from your five days of trucking heaven. On the other hand I lined up several more trucks to photograph as they were just too hard to say no to.

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It was near on 9pm when my MATS 2022 finally drew to a close and I packed away my well worked Nikons.

Monday rolls around and at 10am I’m out of the motel and at the airport ready for the circus ride that will eventually see me land back in Brisbane at lunchtime on Wednesday. Once again, I’m thankful for others who were reluctant to fly as it ensured I had a whole row of seats to turn into a bed.

It was great to finally be back travelling and appreciating the working show trucks that make US trucking great. It was great to catch up with some good friends and it was great to wear out the batteries on my Nikons.

As a summary, for those contemplating a trip to the States for a truck show, it’s a hell of an experience. The costs this year would be at the high end, but by next year I’m sure there will be more competitive flight options. Also, if you travel with mates, you will save on accommodation as well as sharing a rental car – I’d estimate around $3,000 to $3,500.

I would suggest investing in some very comfy shoes as well. I amassed a total of 162,000 steps during my trip. I wouldn’t recommend that.

All in all it was a great trip to the 50th Mid-America Trucking Show and I can’t wait to see what it rolls out for the 51st show.

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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

Stretching boundaries Eight new albums to cover almost everyone’s tastes

Country Corner LIVE AT THE DENI UTE MUSTER Lee Kernaghan

ABC/Universal www.leekernaghan.com

THE BOMBASTIC BOP Profanity Fair

WATCH MY MOVES Kurt Vile

DEAR JOHN Sam Buckingham

Independent www.instagram.com/profanity_fair Brisbane alternative rock band Profanity Fair, known for its energetic live gigs, teased with a couple of singles last year as a prelude to its debut album The Bombastic Bop. Led by frontman Tye Nathan, Profanity Fair explodes (in a music sense) with all guitars blazing on ‘One Hit Wonder’, backing that up with ‘Strawberry Jellyfish’, the lyrics of that track inspired by brain-dead reality TV shows. Although punk-style guitar chords dominate the album’s first tracks, Profanity Fair takes a left turn for ‘Young’, slowing the pace and showing the band’s sensitive side. ‘My Fair’ is another track that could attract Triple J radio airplay, while ‘Burnt Up Daisy’ is slightly funky with Duran Duran-style riffs.

‘How Bout This’ is a quiet surprise, a short interlude of sorts before the band moves into pop-rock mode on ‘Persona’, ‘River’, ‘Smiling To Yourself’ and ‘Perfect Blue’.

Verve Records/Virgin Music www.kurtvile.com

Independent www.sambuckingham.com

Watch My Moves, stylised as (watch my moves), is the ninth album from Philadelphia’s Kurt Vile, that list including his collaboration with Australia’s Courtney Barnett on 2017’s Lotta Sea Lice. The new album kicks off with the odd ‘Goin On A Plane Today’; misleading as it’s basically Vile and piano, offering no hint at what lies ahead. Normal service is resumed on ‘Flyin On A Fast Train’ with Vile’s meandering vocals amid a backdrop of constant jangly guitars. The sound of ‘Like Exploding Stones’ harks back to his days as a member of US rock band The War On Drugs, then Vile gets out his “cottonball slide guitar” for the equally relaxed ‘Mount Airy Hill (Way Gone)' as he switches between high and low register vocals. In fact, Vile uses a similar part-singing, partspoken-word technique to that of the late Lou Reed. A cool, laid-back album.

Byron Bay’s Sam Buckingham admits to writing the 10 new tracks for Dear John following a toxic relationship.

However, this new album is not about recriminations.

Previously labelled as an indie folk and Americana artist, Buckingham has transcended those genres with the attitude-fuelled pop track ‘Something More’. She readies to escape while delivering a serve of soft-rock on ‘Run’, one of the album’s up-tempo tracks. It was ‘Run’ that inspired Buckingham to dispense with some of her already written tracks and pen a batch of new ones, referring to Dear John as a “wake-up” album. The title track, one of her best, is basically Buckingham and keyboards, while ‘Let It Burn’ is a piano-backed emotive ballad. Buckingham’s vocals are endearing, and somewhat reminiscent of '60s–'70s pop star Melanie Safka.

Celebrating 30 years since the release of his landmark album The Outback Club, Lee Kernaghan has launched his first concert album – Live At The Deni Ute Muster.

Recorded in front of more than 20,000, Kernaghan presents hits such as ‘Boys From The Bush’, ‘Hat Town’ and Deniliquin crowd favourite ‘She’s My Ute’.

Another early classic, ‘High Country’, gets a rousing reception, and Kernaghan pays homage to Slim Dusty with a rockin’ version of the trucking track ‘Lights On The Hill’. He plays piano for one of his signature covers, ‘Great Balls Of Fire’ and inspires the crowd with a strong vocal performance on ‘Spirit Of The Anzacs’.

The sound quality on this live album is exceptional – it's as if you were there.

RUN WITH ME The McNaMarr Project

EVERYTHING WAS BEAUTIFUL Spiritualized

OMNIUM GATHERUM King Gizzard & The Lizard Wizard

HUMBLE QUEST Maren Morris

MGM www.themcnamarrproject.com

Bella Union/PIAS www.spiritualized.com

Following the success of their previous collaboration Holla & Moan, Melbourne blues and soul artists Andrea Marr and John McNamara have combined their respective talents for the 10-track Run With Me. From the opening guitar riffs on ‘Save It Till I See You’, it’s an energetic ride. McNamara performs an impressive vocal-guitar duet on the title track and there’s rockin’ soul with a hint of gospel on ‘The Right Temptation’, helped by keyboards and horns, adding to the song’s impact. It’s duelling vocals for Marr and McNamara on ‘Stand Up’, another highoctane track. The fast pace is countered with a couple of slow, bluesy numbers – Marr gives a rousing vocal performance on ‘Love Starts With Me’, and keyboardist Ezra Lee complements Marr’s vocals on ‘Brighter’, another slow groove. As a grand finale, Marr and McNamara combine three soul classics from Otis Redding, Etta James and Sam Cooke for ‘Soul Medley’.

Fifteen years after its groundbreaking third album Ladies and Gentlemen We Are Floating In Space, UK “space rock” band Spiritualized returns with Everything Was Beautiful. Driven by the inspiration and musicianship of Jason Pierce (aka J. Spaceman), it was recorded and produced during lockdown. No problem for the isolationist Spaceman: “I felt like I’d been in training for this my whole life.”

However, its ninth album was recorded at 11 different studios, boasts more than 30 musicians and singers, and Spaceman plays 16 different instruments. ‘Best Thing You Never Had’ telling of a bad drug scene, boasting a similar beat to The Sopranos theme track. The dreamy ‘Always Together With You’ has a big choral backing while ‘Crazy’ has a distinct country flavour. ‘The A Song (Laid In Your Arms)’ builds to a cacophony of guitars, and the final track, ‘I’m Coming Home Again’, is an ominous 10-minute opus. Brilliant album.

KGLW/Virgin Music www.kinggizzardandthelizardwizard.com Melbourne psychedelic rockers King Gizzard & The Lizard Wizard managed to record and release three albums during Victoria’s lockdown. Back in the studio together, the six-piece band has released the jam-packed Omnium Gatherum. The emphasis is on “jam” for the frantic 18-minute opener ‘The Dripping Tap’ where guitars take precedence over lyrics. ‘Gaia’ is heavy rock behind simple but growling vocals but, in distinct contrast, that track leads to the dreamy, jazz-influenced ‘Ambergris’. Showing much variety, King Gizzard & The Lizard Wizard deliver ‘Candles’, a soft-rock track with a mystical Middle Eastern sound, and then introduce rap and a character called ‘Sadie Sorceress’. There’s further fantasy on ‘The Garden Goblin’, then pop plus more mysticism on ‘Magenta Mountain’.

The band takes a shot at news media and hackers on ‘Evilest Man’ and bring out the metal for ‘Predator X’.

Maren Morris, originally from the US state of Texas, is not your regular country artist, stretching the genre’s boundaries regularly. Humble Quest, her sixth album and third major label release, was produced by Greg Kurstin, who has worked with the likes of Foo Fighters, Adele and Sia. On the opening track, ‘Circles Around This Town’, Morris sings of trying to get a break in Nashville.

She reveals her fears on ‘Nervous’, a strong rock track, and then reveals the advantages of being in the company of ‘Tall Guys’.

Absence makes the heart grow fonder as Morris slows the tempo on ‘Furthest Thing’, one of the album’s best. However, it’s hard to go past the title track as the standout on this album.

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Sony/Columbia www.marenmorris.com

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND Nev Nicholls in 1999

WHAT’S ON upcoming events PUTTY ROAD TRUCK DRIVERS MEMORIAL SERVICE May 21, 2022. Milbrodale, NSW

Held at Garry Miller Memorial Park, Putty Rd, Milbrodale. Service starts at 1pm. Local school providing refreshments from 11am. Afterwards, ticketed reunion dinner at Charbonnier Hotel, Singleton.

For dinner tickets and accommodation phone Marie Warby on 0414 631 206. For all other enquries phone Paul on 0427 472 250 or Shane 0419 287 159 or go to www.facebook.com/groups/300521246718/

HERITAGE TRUCK ASSOCIATION AUSTRALIA ANNUAL TRUCK SHOW May 21–22, 2022. Rocklea, Qld

Farewell to trucking song tunesmith Australian singer Nev Nicholls, a champion of trucking country music, passes away at 91

Popular Australian country singer Nev Nicholls, whose repertoire included many songs of the trucking lifestyle, passed away on April 16 at age 91 after spending the last years of his life in a nursing home.

Nicholls had always been a prolific writer and besides recording vast numbers of his own songs he also covered songs, but was known significantly for his connection to trucking music.

Nicholls was born in the New South Wales town of Millthorpe, spending his formative years in the farming community of Tallwood.

He started playing guitar at age 11. In 1957, he took part in his first country tour, The Reg Lindsay Show, on the NSW north coast. In 1968, he began a 10-year stint at the Texas Tavern in Sydney’s King Cross, the audience including Australian and international music celebrities, as well as US serviceman on leave from the Vietnam War. “They were superb days,” Nicholls said in an interview for Australian Country Music Roundup magazine in 1999. “It was like going to the best party of your life every night of the week.

“People went to the Texas Tavern to have a good time. The Americans certainly were because they were likely to go back to Vietnam and never return.”

In 1972, Nicholls released his first album, Cross Country Music.

But it was his trucking songs that attracted a new audience.

In 1974, he released the album

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Keep On Truckin’, quickly followed

by Just My Truckin’ Luck and Truckin’ Around.

In the late 1990s, a resurgence in trucking country music saw Nicholls team up with Lucky Grills for the R-rated comedy trucking album Do You Want A Screwdriver?. It coincided with the 1988 re-release of Loaded Up And Truckin’, an album that he originally launched in 1984.

In 1999, he followed that up with another re-release, Supertrucker, which first saw the light of day in 1979.

“Record companies are not really aware of how big the audience is among truck drivers,’’ Nicholls said at the time.

Among his achievements, Nicholls, along with his band the Country Playboys, won a Golden Guitar award in 1975 for the instrumental track ‘Nashville Express’.

From the late ’70s through to 1988, he launched the syndicated two-hour Nev Nicholls National Roadshow, which was aired weekly on more than 90 radio stations throughout Australia.

Nicholls was inducted into the Australian Country Music Roll Of Renown at Tamworth in 1992.

His work in radio gained further recognition, being inducted into the newly established Australian Country Music Broadcasters’ Hall of Fame in 2002, the same year he retired from the music industry.

OwnerDriver offers condolences to the Nicholls family and his many friends.

– Greg Bush

Held at the Rocklea Showgrounds, the HTAA show will feature veteran, vintage and heritage trucks, vintage tractors, stationary engines, vintage cars plus a daily grand parade, stalls and displays. Food & refreshments, multi-draw raffle. Limited camping available. Gates open 8am. Entry $10 adults, children under 14 free.

For further info phone Phyllis Davies on 0417 002 386, Trevor Davies 0417 644 199 or Evan Williams 0448 160 044. See the website at www.heritagetruckassociation.com.au and Facebook page at www.facebook.com/heritagetruckassociation

WA MACK MUSTER AND TRUCK SHOW May 22, 2022. Byford, Western Australia

Held at the stunning Quarry Farm, Byford, the WA Mack Muster and Truck Show is a grassroots family friendly muster experience that promises to be a fun day out at the farm with a bunch of Macks and other makes and models on display. Food trucks and licensed bar, kids zone, competitions, exhibits, local trucking celebrities and more.

Raising money for cancer research.

For further info see the website at www.mackmuster.com.au or the Facebook page at www.facebook.com/wamackmuster or phone 0419 911 981.

LIVESTOCK BULK AND RURAL CARRIERS ASSOCIATION CONFERENCE May 26–28, 2022. Wagga Wagga, NSW

Held at The Range Function Centre in Wagga Wagga with the theme of “Cutting Red Tape”. The annual LBRCA is a gathering of fellow truckies, government, suppliers and industry representatives to focus on the needs of rural and regional heavy vehicle transporters. Issues range from unfair infringements and regulation to unsafe loading and unloading facilities. Includes the Young Driver of the Year Award presentation and Gala Dinner and Auction Spectacular.

For further info see the website www.lbrca.org.au

ALEXANDRA TRUCK UTE & ROD SHOW June 12, 2022. Alexandra, Victoria

The Alexandra Truck, Ute & Rod Show will make its long-awaited return to the Queens Birthday long weekend in June, 2022. Sunday Show ’n Shine on Alexandra’s main street, includes live music, Victorian woodchop tournament, exhibitions and trade displays, kids amusements and Truck Show Day raffle draw. Be early on Saturday for the local markets, convoy and truck driver’s memorial service at 2pm and sponsors’ dinner at 6pm.

For truck show details email trucks@alexandratruckshow.com.au, or for further info phone Gordon Simpson on 0409 577 212, Andrew Embling on 0418 266 038, or see the Facebook page at www.facebook.com/AlexandraTruckShow plus the website at www.alexandratruckshow.com.au

CASINO TRUCK SHOW

August 6, 2022. Casino, NSW Show sponsored by North Coast Petroleum. The Truck Parade will roll through Johnston and Centre Sts from 10am on Saturday. Truck registrations ($30 each) from 6am at the Casino Industrial Area on the town’s east side. Includes live music, amusements and markets. Over $12,000 in cash and prizes. Presentation at 2pm. Plus plenty of blinged up trucks from all across Australia will be parked in the CBD. For further info go to www.casinotruckshow.com.au and Facebook at www.facebook.com/casinotruckshow or emailinfo@casinotruckshow. com.au or Darren Goodwin at dtgoodwin1@yahoo.com.au

To have an event listed, phone 0408 780 302 or e-mail greg.bush@primecreative.com.au

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truck detailing

CHARLIE DOUBLE DOWN

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The Kenworth C500 is the Chuck Norris of trucks. It’s the go anywhere, do anything beast-class rig which has earned its place at the top of the ‘Toughest Truck Ever’ pile, as Ben Dillon discovers

V

ast ability and good looks generally don’t go hand in hand. Often it’s a case of choosing either aesthetics or ability but with Scott Shaw’s silver and blue 2005 Kenworth C500 he has the best of both worlds – good looks and massive amounts of kick-arse capability, kind of like Chuck Norris if he had plastic surgery.

But a neat segue from a martial arts legend who is as tough as the proverbial coffin nail to the trucking incarnation of that same robustness has to be stretched today because we have not one, but two, Kenworth C500s. Double Chuck anyone?

On the prowess front Scott has no one to thank but the Kenworth gods for imbuing his Charlie with all the strength to go anywhere, do anything and drag back whatever, all in time for dinner, but when it comes to the C500’s good looks Scott has himself and Jon Kelly of MegaTruckers fame to thank for that.

“Some people say I’m good with the graphic stuff. I don’t know about that but I drew it all up,” says Scott on the stripe design of his C500.

“I was going to do it the same as my old nine, ‘The Judge’, which everyone knows. I changed it a little bit to fit in with the old RTA [Road Trains of Australia] stripes and just put my colours into it.

Jon’s got a good eye for detail so, between the two of us, it came off pretty good, I think.”

Jon Kelly has much the same to say on the theme of Scott’s C500 but can also speak to the merits of C500 ownership as the white Charlie you see on these pages is Jon’s personal truck, which he has brought out just for our photo shoot today.

“Scott’s truck is little bit of his colours and then there’s a bit of artistic license here with me

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chucking some of my colours on it, just to liven it up a bit,” Jon says.

“So, it was a sort of scrapbook of both of our designs, and tastes and colours you know. We wanted to sort of keep it as original as we could but with a bit of a twist.”

Back with Scott who’s based at Alton Downs outside Rockhampton as his phone line crackles in and out of reception but he’s more than happy to talk about all things Kenworth, and his C500.

“I’m only 25 kays west of Rocky and I’m flat out getting service on the phone,” Scott laughs.

“I’ve known Jon Kelly for a while. Some people talk down about him but I’ve never had a drama with him and he’s a good bloke to me.

“Jon knew I’d been looking for one for a while so when the C500 came up I jumped on it.

“I’ve been working for myself for 13 years now and I’ve been driving trucks 22 years, I suppose.

Top: From left: Mechanic Marshall Watego, Jon Kelly and Scott Shaw with the best pair of Charlies getting around town Below: The badge says it all

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Growing up on a cattle property is what got me into it. I mainly do tipper work and drop deck work, pretty much 75 per cent is side tipper work doing roads and construction I suppose you’d say.

“When it comes to trailers, I hook up as a quad set.

Otherwise, I just run an AB-triple, but I’ve got Bruce Rock Engineering making new trailers up for the Charlie in Western Australia and they should be here soon. They’re going to be all colour-matched to the truck and I just have to get one of my A trailers sandblasted and repainted because my old ones were all red and white, and now the new ones are going to be silver and blue to match the Charlie.”

Being a Kenworth man, after the C500 is there anywhere left to go in the Kenny universe Scott would like to explore?

“Nah, the Charlie will do me for a while. I’m gonna sell my T659, which is in the workshop at the moment with a broken crankshaft. I’ve been waiting a bit over three months to get a motor for it and I’ve had motors fall through and all sorts of shit going wrong but the story is I was pulling a quad and giving it a fair bit of horsepower and snapped the crankshaft right on the number six piston.”

We all know things go wrong when anything mechanical is involved but Scott hasn’t let the experience sour him on the Cummins.

“These old Gen II are best motors out, I reckon,” Scott says.

“Even on fuel economy, I reckon the old Gen II motors are

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“I went back to buying an older truck with the C500 to get away from the new motors.”

Top: Having two C500s in one place, let alone two as pretty as these, is a rare occurrence Above: Proud owner Scott Shaw with his Kenworth C500 Right: Interior is typically Kenworth but if it ain’t broke …

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EYE CANDY

Some of the trucks on hand at Jon Kelly’s yard drop a heavy ‘want?’ on you as soon as you walk in the gates

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“Just ask Scott or Jon about their Charlies and the pride of owning a C500 is instantly visible on their faces.” better than all these new motors. It’s the way you set it up I suppose. Other fellas will mostly disagree but, yeah, I can’t stand these new electronic motors. Gen II is electronic too but it’s not like these new ones with the AdBlue and all that shit to them.

“Part of the reason I went back to buying an older truck with the C500 was to get away from the new motors.”

Tasty rigs While we’re waiting for the two C500s to roll out for some photos we take a walk around Jon Kelly’s new base of operations in Archerfield, Queensland and there’s a tonne of tasty rigs to check out.

“It’s pretty much like we’re operating in a time where people can’t get trucks and we’ve got 50 on the ground here,” says Jon as we wander the yard.

“We’re defying, I suppose, the market trend of where people

Top: The C500 looks as good going as it does coming Right: Trucks need to have a name and, as with all Jon Kelly creations, a song lyric doesn’t go astray either Opposite top: Scott Shaw and Jon Kelly both had a play with stripes and colours to come up with something that’s modern but also a nod to the past

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don’t have the ability to get trucks. We’ve got some great trucks but my biggest problem is I can’t fall in love with everything and do a custom paint job or a custom fit-out on everything. That’s the challenge,” Jon smiles.

People who think reality TV shows are what they say on the tin might be disappointed when meeting Jon Kelly in person. The fiery persona he conveys on MegaTruckers might be lurking within but in the flesh he just comes across as a relaxed bloke who absolutely lives for trucks.

“We try and make the process of buying a truck, and dealing with someone, as nice as we can,” Jon says.

“There are always speed bumps involved with trucks because they’re mechanical and it can go bad and sometimes stuff goes bang, but you know, we try and do the right thing by everyone.”

Getting back on the subject of Scott’s C500, Jon’s eyes light up as both he and Scott are in awe of what the big Charlies can do.

“I’ve known Scott probably close to 10 years, if not more,” Jon says.

“His nine-oh was a good-looking truck and we sort of kept in contact when he bought that new. Then he bought a truck off me a couple of years ago at the old yard when we kicked off at Rocklea.

“When I bought this big package of Charlies he’d been chasing one for quite a while, so he just rang me one day and asked if I had one available and I said ‘matter of fact, I do’.”

While selling the C500s was done without advertising a single one, the road for Jon to actually get his hands on the trucks was a bit longer and more expensive than he might have anticipated.

“I’ve known Dave Jones, who owns RTA, for a long time – we’ve done a lot of business over the years – and I wanted an RTA 193, which is the last Charlie made, and I’ve been trying to buy it off him for the last six years.

“I actually had quite a few Charlies in the HHA [Heavy Haulage Australia] days. I had three of them that I did up, and they were very famous trucks. Everyone loved them and, ever since I sold them, I’ve been wanting to fill that void of getting one back in the family.

“So, I kept on Dave, and Dave being Dave, told me to piss off about 460 times and then made me buy another 30 trucks

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to get to the Charlie. He goes: ‘Listen. You can have the 193 but you gotta buy 28 other trucks.’ So, when everyone asks how much I paid for the C500, I let them know it was about $7.2 million actually,” Jon laughs.

“When it came down to doing the deal he goes: ‘I’m not gonna sell you yours. If you want to buy them, you need to buy them all.’

So he gave me a price and we came in and bought the lot. Six C500s and they’re all gone now, and we didn’t even have to advertise one of them.”

Passion is the dominant theme here and it’s easy to see why – just ask Scott or Jon about their Charlies and the pride of owning what is the pinnacle of achievement in the trucking world is instantly visible on their faces.

The legend of the C500 also shows that owning one is like have a constant Chuck Norris in your corner, you know the old bloke is getting on a bit but you also know that, when push comes to shove, he’ll have you covered.

OWD-HH-5211106-CS-318

monroe.com.au

BUILT TO LAST

High temperature resistant hydraulic fluid Viton seal improved operating temperature range Double action valving system in bump and rebound Single bonded bushing

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industry focus

ISUZU HELPING TO RAISE MENTAL HEALTH AWARENESS Isuzu NNR Servicepack truck to be raffled to help secure funding for mental fitness foundation Gotcha4Life

M

ental fitness foundation, Gotcha4Life, and Isuzu Australia Limited (IAL) are giving the public a rare chance to win a fully equipped and unique Isuzu NNR Servicepack Crew with canopy body and a raft of built-in accessories valued at over $152,000, and all for a fantastic cause.

During late April, the one-of-a-kind, custom truck build recently undertook the Mateship Miles roadshow with Gotcha4Life, travelling from Victoria to New South Wales via Shepparton, Wagga Wagga, Canberra, Nowra and Wollongong.

The Mateship Miles saw Gotcha4Life founder Gus Worland visit regional towns that have been affected by fires, floods and COVID19 over the last few years.

The aim of the roadshow was to kick-start conversations about the importance of building mental fitness, meaningful mateship and social and emotional connection in communities, while utilising the custom NNR as a roving community asset and gathering point for free breakfast barbecues in each town.

“This is a one-of-a-kind truck build and something special to reflect the importance of the cause, and its donation expands on our partnership with the Gotcha4Life Foundation,” says IAL marketing manager Sam Gangemi.

“Gotcha4Life is a fantastic organisation taking action to engage, educate and empower Australians from all walks of life through its mental fitness programs.”

Gangemi says the NNR had been developed from the ground up to serve as a meeting place for the Gotcha4Life roadshow.

“We’re extremely honoured to be involved in this capacity,” he adds.

“In raffling off this spectacular truck, we’re hoping to raise some much-needed funding to ensure Gotcha4Life can continue in their admirable bid to end suicide in this country.”

on the truck will ensure the lights never go out and the fridges stay cold.

In terms of its post-raffle life, the Isuzu NNR could easily convert into the next campground mecca, much needed crew transport or even a ‘game day basecamp’ for travelling sports teams all over the country.

The truck would be a welcome addition to any work site with fridges for workers as well as the coffee making facilities, barbecue and sink. This versatile truck could slot into any number of applications.

“There will be 20,000 tickets available at a cost of $25 each and the draw will take place at 10am on Monday October 10, 2022. Results will be published in The Australian newspaper on Wednesday October 12, 2022,” Gangemi says.

“We encourage everyone to dig deep, buy a ticket and go into the draw to win an amazing bit of kit, but most importantly, help us support this noble cause.”

For tickets and further info, see the website at www.raffletix. com.au/gotcha4lifeisuzuraffle.

Above: The Nespresso coffee machine comes in handy during the working day Below: The build was facilitated by truck body specialists Service Bodies Australia

BELLS AND WHISTLES The NNR has been fitted-out to perform all the functions and luxuries of a remote meeting place, with the unique build facilitated by truck body specialists Service Bodies Australia (SBA).

With a couple of Weber barbecues on board and an all-important Nespresso coffee machine out the side, catering is well and truly taken care of.

On the entertainment side of things, weather-proof TV screens and a professional sound system, all powered courtesy of Redarc Electronics, will keep viewers amused and informed. Solar panels

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26/4/22 10:38 am

test report – Scania R770 B-double

SCANIA’S GREAT EIGHT E very now and then, something special comes along. It doesn’t matter what it is. It can be anything. For whatever reason or reasons, it just comes together in a way which makes it, well, special. A cut above. A bit better. A good thing. Ahead of the pack.

Something that doesn’t just do one or two things well, but does most things better than most.

Even so, there’s a danger in calling something ‘special’ because so much depends on individual opinion. After all, one person’s delight is quite easily another person’s derision and, let’s face it, when it comes to trucks, opinions can be poles apart.

However, after a few days in Scania’s R770 flagship, it would almost certainly be a severely jaundiced and irrevocably riveted view that failed to acknowledge or even comprehend something altogether special about this Swedish package.

It’s not just the muscle and mountain-munching 3,700Nm (2,730lb-ft) of torque bulging out of the burly 16.4-litre V8, or the way Scania’s much evolved 14-speed overdrive (0.8:1) automated shifter pours such potent performance so smoothly and efficiently through a tall 3.07:1 rear tandem. Nor is it just the way the highly effective retarder works so compatibly with the software ‘smarts’ of the various cruise control and safety functions, or the exceptional road handling of the airbag front axle and electro-hydraulic steering system. It’s not even the remarkable ride and comfort inside a stylish and superbly built cab.

Quite simply, what makes the R770 so special is the way all these things come together to create a truck which, in this estimation, is to date the pinnacle of Scania’s achievements and, in any cab-over comparison, sets a standard of the highest level.

Again, other opinions may see it differently, and time and toil will no doubt deliver the ultimate judgement, but, over more than four decades, I’ve been incredibly fortunate to drive many good trucks. Special trucks. In any era, though, few have delivered so many attributes in one premier package as the R770.

Pushing ahead Obviously enough, Scania’s European announcement in late 2020 that it was reclaiming the title of ‘world’s most powerful production truck’ with the launch of the R770 was big news in itself. Soon after, Scania Australia left no doubt that it was keen to bring the new model’s momentum to our part of the world to spearhead a major update of its V8 and 13-litre lines.

Then, just a few weeks before Christmas 2021 following the arrival of the first two R770s in the country, came an invitation to take Scania’s biggest banger for a short B-double run from Melbourne to near Bendigo and back. Not far, for sure, but more than enough to light the fire for something more conclusive.

Something, in effect, to determine if this new flagship was actually as good as a few hours in Melbourne

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A few hours was initially enough to suggest that Scania’s new R770 flagship is something special. But, of course, it takes far more than a short trial run to measure the merit of any truck and, to Scania Australia’s considerable credit, there wasn’t a moment’s hesitation in handing over the world’s most powerful production truck for a few days of linehaul B-double work. And as expected, the big Swede did not disappoint. Not one bit!. Steve Brooks reports

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Above: On the inside. There’s a lot to like. Comfort, build quality, and fit and finish are superb but the bunk has its fans and detractors Right: Road handling and ride quality are outstanding. An airbag front suspension and electrically enhanced steering system are standard in the R770

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traffic and on the undulating Calder Highway were so quick to first suggest.

From the outset, there was a lot to like and plenty to talk about. As our report last February stated: “Justifiably, all the talk at the moment is on the V8 flagship’s formidable grunt but the raw fact is that there’s far more to this truck than the burly block underneath.”

High on the list of likes was Scania’s overall build quality.

“Typically, from the moment you climb in, certain things become blatantly obvious. First is the build quality, fit and finish of the modern Scania. First rate! Furthermore, Scania appears to have declined the trend to replace conventional gauges and switchgear with the digital screens and touchpads now in vogue with several of its continental competitors. For us more mature folk, it’s nice to see some things remain the same.”

On another tack, “… it takes a while to forge familiarity with the many buttons, switches and knobs controlling a vast array of functions but obviously, time and travel eventually overcome any awkwardness.”

As for the grit and grunt of the big bore V8 hauling a gross weight of 62.1 tonnes with just 1,700km under its belt, expectations and reality were on much the same wavelength as the big Swede showed “an easy willingness to hold 100km/h around 1,250rpm”.

“Yet, even with such potent performance on tap, it would be a mistake to think the R770 expresses itself with dashing displays of brute force or bold ferocity. It is, in fact, quite the opposite, delivering its deep reserves of resolve with a metered smoothness and seemingly sympathetic appreciation for the running gear putting such potent performance on the ground.

“As was the case with the superseded R730, the 770’s hillcrunching torque peak is only available in 10th to 12th gears, delivering a remarkable capacity to maintain relatively high cruise speeds on long grades. Still, even when a hill demands a deeper gear, there’s nothing at all timid about 3,500Nm (2,583lbft) of torque being dispensed from 1,000 to 1,450rpm all the way from crawler cog through to 9th gear.”

As further reported, 770hp (574kW) is reached at 1,900rpm which, on first impression, suggests thirsty fuel consumption.

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However, as the engine’s performance graphs show, power and torque curves cross over “at a twitch under 1,400rpm [where] the big bore V8 is still pouring out almost 740hp [552kW] and close to 3,600Nm [2,655lb-ft] of torque. What this means is that there’s a fountain of fight right where it counts on the fuel front.

“At the end of the day, the on-board trip computer revealed a figure of 1.75km/litre, or 4.93mpg. It’s a return which didn’t disappoint, given such impressive strength from a new truck running at 62.1 tonnes on a route that varied from stuttering suburban traffic to flat freeway and long country grades.”

Still, the day-long exercise wasn’t enough. Or at least, not enough to satisfy the thirst for more time behind the wheel to better gauge a range of factors, including the 770 model’s standard use of an airbag front suspension and electrically-enhanced steering system. Sure, the short pre-Christmas drive quelled some concerns from earlier experiences that airbag front suspensions are prone to being soft, even sloppy, while electric steering systems tend to be too reactive, but only a much longer drive on a wide range of roads would provide a more definitive conclusion.

There was also the desire to spend a night or two in the cab for two specific reasons: First to gauge the effectiveness of Scania’s integrated cab cooler powered by dedicated batteries that allow the system to operate fully for up to eight hours.

As explained in our first report: “The cooler core is mounted behind the passenger side air deflector and plumbs fridge air directly through the cab’s HVAC vents. Critically, the integrated system deletes the need for cab ‘intrusions or

adjustments’ to fit an aftermarket cab cooler.”

And second, to attest if our estimation that Scania’s sleeper is one of the least desirable bunks in the premium cab-over class is truly justified.

After all, why would Scania develop an extended cab – due in Australia later this year – which adds 300mm to the depth of the current structure, if there was not the call for a bigger bunk?

Begging to differ Again, however, opinions vary and, according to a pragmatic, well-written email from veteran owneroperator Ken Begg following our initial report on the R770, there’s nothing at all wrong with Scania’s current sleeping arrangements.

Based in Mildura (Vic), it’s 50 years since he bought his first truck and as an operator who nowadays runs a Scania R650 and a Volvo FH600 XXL extended cab driven by his son, Ken stoutly defended the current R-series bunk.

“I have some experience in living in both a Scania cab and a Volvo cab and spend five nights a week sleeping in my truck,” he said.

“The bed on the Scania is 1,000mm wide and Volvo is 1,050mm wide. Compare this to the ubiquitous [Kenworth] K200 cab, which only has an 800mm-wide mattress.”

What’s more, Ken and his son are both big blokes and he was quick to point out that they each get a good night’s sleep in either the Scania cab or Volvo’s XXL bunk.

“One would have to be a bit of a nit picker to say 50mm makes some sort of difference,” he commented, adding that in the Scania it takes just five or six seconds to effortlessly, “and I must stress effortlessly, roll the two seats forward to roll the bed

out. The beds are pretty much the same size in both the ‘smaller’ Scania cab and the ‘larger’ Volvo cab, so I can’t see the bed being an issue.”

There is, he continued, also a downside with a bigger cab’s impact on space between the rear of the truck and front of the trailer.

As Ken explained: “We have roadtrain walking floor trailers that get unhooked and put back together a few times a week. We need to hook up two hydraulic hoses to the couplings behind the cab and these hoses are quite inflexible and need some effort to align with the fittings.

“The rear of the Volvo XXL cab is 300mm closer to the front of the trailer, which makes that area quite tight and I find the job of hooking hoses up behind the Volvo quite hard compared to the Scania.”

Critically, though, Ken has ordered a new R770 with delivery expected later this year, and he confirms it will not be fitted with Scania’s bigger cab. Simply put, he doesn’t see either the value or the need for the extended cab.

He does, however, see the benefit in “a couple of smaller features that are important to me. The Scania has two roll-out fridges under the bunk, one of which can be used as a freezer and the Scania has its own integrated a/c for engine-off usage.

“It is an excellent cooler and saves having to spend another $10k [or thereabouts] on an aftermarket cooler.”

A few weeks after Ken’s email, the R770 was ready for our longer run and while it was the same truck driven a few months earlier, there were a couple of differences. For starters, a bullbar had been fitted and a change in turntable placement had seen gross weight dropped to 59 tonnes. Yet, with just 2,600km on the clock, the truck had obviously been

“All these things come together to create a truck which sets a standard of the highest level.”

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busy with engineers rather than on demo duties. The plan was simple enough: leave Melbourne on the Calder Highway, heading north towards Mildura. Early dinner at Hattah Roadhouse, across to Robinvale then over the border to an overnight stop at Balranald.

Next day, head to Hay and pick up the Newell at Narrandera, then south to Jerilderie and back into Victoria at Tocumwal, down to Shepparton and onto the Hume Freeway into Melbourne and Scania Australia headquarters at Campbellfield.

All up, just shy of 1,400km and while performance standards of the big bore V8 were already firmly entrenched in the brain box after the earlier drive, it was an ideal opportunity to assess not only fuel economy over the longer run but also the road handling qualities of the airbag front suspension and electrohydraulic steering system on various road conditions. Plus, of course, with Ken’s comments in mind, to again consider the attributes or otherwise of Scania’s current R-series sleeper.

The airbag front end and electric steering system were, however, the big factors, especially since they’re now standard issue on the R770. Apparently, wide profile steer tyres are also now standard on the Scania flagship, though the test unit was still fitted with its original 295/80R boots.

As stated earlier, previous experiences with steer axles riding on an airbag suspension and electrically enhanced steering systems weren’t particularly positive but, as our initial drive in the 770 indicated, Scania appears to have succeeded on both counts. According to Scania’s information, the airbag front suspension has overcome previous complaints about being too soft in cornering by providing the stiffest suspension it offers from a radius roll perspective. In technical terms: “This new airbag system has 495kNm/rad roll [roll stiffness]

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The Roadhouse Blues

“The thing is, the longer spent in the truck, the greater the satisfaction grew.” compared to 195kNm of the older airbag system and 385kNm of the leaf spring version.” Simply put, the truck ‘stands up’ better with the new airbag front suspension.

Consequently: “This airbag suspension replaces the previous system’s multiple arms, and instead locates the [front] axle traditionally with a longitudinal helper leaf spring,” as the above schematic highlights.

Furthermore, the new airbag design provides a weighing system on both front and rear axles via a dash display and, to assist with rough terrain or low clearance areas, Scania says it “has the ability to be raised up to 220mm or lower the vehicle by 80mm from the factory standard setting”.

As for the electrically assisted steering (EAS) system, it effectively comprises two parts – the relatively standard hydraulic base gear and an electric motor. Scania explains: “The base gear functions as a normal power steering gear with hydraulic force. The electric motor assists the driver and adds extra torque to the input shaft on the base gear.”

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Top: Over almost 1,400km, Scania R770 averaged 2.0km/litre. Big power doesn’t necessarily mean poor fuel economy Opposite bottom: Scania’s cab cooler is an excellent inclusion

There was a time when roadhouses lived or died on the ability to deliver reasonable food and reasonable service at reasonable prices. Nothing too elaborate, just good basic meals and an inherent regard, even gratitude, for a truck driver’s custom. And, regularly, some empathy for the difficulties of life on the road.

But times have changed and with the notable, sole exception of Rob Stephens’ Hattah Roadhouse south of Mildura, the recent run in Scania’s R770 highlighted just how far the standards have fallen.

The Bridgewater Ampol, for example, seemed as good a spot as any for a short nature break and maybe something to chew on. So, with the truck parked on the dusty pad out back, the woman behind the counter was asked for the key to the toilet. “You gunna buy anything?” she asked back.

“Maybe in a sec,” I said, keen for relief.

“Well, you can’t use the toilet if you’re not gunna buy something,” she said abruptly.

“Are you serious?” I asked.

Driven by desperation and animosity, a small puddle beside the truck soon demonstrated just how serious she most certainly was.

Later in the day, fortunately, the Hattah Roadhouse was like a pleasant trip down memory lane. A privately owned roadhouse where the food is cooked fresh, the prices are fair, the atmosphere and welcome are friendly, there are a couple of clean showers and toilets out back, and there’s a distinct appreciation for the men and women driving trucks through this part of the world.

Word has it, too, that owner Rob Stephens was somewhat stern in his recent approach to a couple of VicRoads enforcers who decided the area opposite the roadhouse’s parking bay was a good spot for random checks on trucks. After a candid discussion about the effects on clientele, particularly after a protracted downturn in trade due to COVID, they were soon gone.

Sadly, the Hattah experience was short-lived as that night the BP at Balranald showed better than most just how low roadhouse standards have fallen. Blocked and filthy showers and toilets, average food that takes ages to appear and a dusty parking bay riddled with potholes were as inviting as a nail in your best pair of thongs.

Admittedly, things improved from here on, but only marginally, and the final coffee stop at Wallan on the Hume Freeway typified the modern corporate idea of a roadhouse, mixing trucks with road travellers and asking all to share the same fast food and high prices.

Sure, the good ol’ days weren’t always good but when it comes to roadhouses, I’ll take the ol’ days, any day.

– Steve Brooks

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“The big bore Scania showed, yet again, that big performance doesn’t necessarily equate to poor fuel economy.”

Importantly, “The system is speed dependent with the ability to offer lighter and easier steering during low speed manoeuvring, whilst firming up for improved road feel and vehicle placement at high speed. The system also features a return-to-centre system, returning to the straightahead position automatically, which is extra beneficial when reversing.”

Accordingly, Scania says while its EAS system ensures “that the steering wheel torque is always proportional to the resistance coming from the wheels”, it also insists “the driver is still responsible and in command despite the system’s comfort and safety benefits”.

Road work

Above: Short break on the Hay Plain. Few trucks have impressed as much as Scania’s new flagship Opposite top: Makin’ a mile. With so much muscle underneath, trip times are extremely good

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As it did in our first run months earlier, this truck was a delight to drive from the moment the big V8 burbled into Melbourne’s morning traffic, with a powertrain that simply oozes strength and smoothness, and top-shelf levels of comfort and class.

Again, it took a while to become familiar with the various control buttons and switches, and it could be argued that the placement of switches for cruise control and the like on the lower edge of the steering wheel hub could be better, but overall it’s a small issue in an otherwise exceptional layout.

The thing is, the longer spent in the truck, the greater the satisfaction grew. Admittedly, after mixing with Melbourne’s morning traffic and hitting the sharp climbs of the Calder Highway heading towards Bendigo, the truck’s on-board computer was showing average fuel figures that weren’t particularly impressive. It wasn’t long after, though, as the Calder swings north towards Mildura that the average rapidly improved to 1.9km/litre (5.37mpg) and by end of the day after 650km from Melbourne to Balranald, had settled to a highly respectable 2.0km/litre, or 5.65mpg.

Critically, the exceptional road manners and handling quality shown by the truck in our first run became even more impressive as the trip continued, and no more than on the second-rate stretch of road from Hattah to Robinvale. Narrow

in parts with no shortage of rough and broken edges, a good deal of truck traffic plies this road. Yet, the Scania’s ride and handling instilled nothing but absolute confidence in the truck’s airbag front end and electrically enhanced steering system. Seriously, top marks.

A blustery night had moved in by the time a reasonable parking spot was found in a crowded, dusty, dirty and downright disgraceful BP roadhouse at Balranald. A long day made it easy to sleep but, then again, vicious rumours suggest I have the ability to sleep sound on a brick fence.

No question, the Scania bunk is comfortable but as Ken Begg’s comments typify, opinions vary on whether the sleeper is adequate for linehaul work. Personally, and I stress ‘personally’, I’m not a fan of moving seats to maximise sleeping space.

Maybe, as Ken suggested in his email, I’m being too Millennial in my estimations of what constitutes a good sleeper but, again, it’s doubtful Scania would be introducing an extended cab if there wasn’t some demand. Whatever, the simple fact is that without constant evolution in truck design and comfort features, drivers would be still sleeping in little more than match boxes attached to the back of skinny cabs.

That aside, Scania’s current cab is certainly well appointed with its twin fridges and, now, an exceptionally efficient and silent cab cooler, which provided the perfect in-cab temperature all night.

Anyway, well rested as dawn broke, the Opticruise transmission’s ‘Economy’ mode was selected for the run across to Hay and Narrandera to gauge if there was any improvement in fuel economy from the ‘Standard’ setting of the day before. There is, of course, also a ‘Performance’ mode, which offers a few hundred revs more between shifts but unless the truck’s pulling very high weights, it’s hard to see why a driver would even consider it given the extraordinary muscle of this machine.

With a steady breeze hitting the side of the combination across the Hay Plains, fuel consumption dipped to 1.9km/litre in Economy mode on the run across to Narrandera but quickly returned to a commendable 2km/litre when the Standard setting was selected for the run into Melbourne.

Either way, doing the job with such ease, the big bore Scania showed yet again that big performance doesn’t necessarily equate to poor fuel economy.

There’s probably not much else to say about the overall trip other than to express the fact that Scania’s R770 flagship was even more impressive on the longer run than it most certainly had been on the shorter run late last year.

All up, a truly good thing. Special indeed!

ownerdriver.com.au

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27/4/2022 6:40 am

tech briefs

Iveco to dispense with NZ dealerships

MANDATORY STANDARDS FOR REVERSING TECHNOLOGIES UNDER EXAMINATION Heavy Vehicle Industry Australia (HVIA) has advised that a consultation Regulation Impact Statement (RIS) examining the case for introducing a new mandatory standard for the installation of reversing technologies to new vehicles has been released.

Reversing technologies (i.e. rear-view cameras and ultrasonic sensors) increase the driver’s awareness or vision of vulnerable road users behind a vehicle, reducing the number of reversing collisions with pedestrians that result in severe or fatal injuries.

The consultation RIS considers two options to address crashes from reversing collisions.

The RIS suggests that a new ADR, aligned with United Nations Regulation No. 158, for mandatory fitment of reversing technologies, will save 12 lives

and avoid 340 serious and 152 minor injuries over 35 years.

It also shows the highest benefitcost ratio of 1.47 – 2.14, 2.58 – 2.99 and 1.40 – 1.76 for light passenger vehicles, light commercial vehicles and heavy vehicles respectively.

A new standard for reversing technologies is expected to return a net benefit to the Australian society of almost $40 million over 35 years.

The statement can be viewed at www.infrastructure.gov.au

As part of an ongoing operational review following its transition to standalone manufacturer and distributor of ‘on-highway’ assets, Iveco Group has announced that it will assume full responsibility for Iveco vehicle sales in New Zealand via its Auckland facility.

The decision is said to be based on the company’s desire to form even closer relationships with its New Zealand customer base, with a view to better servicing its needs. Iveco says its Auckland site already accounts for the majority of vehicle sales in New Zealand, meaning most buyers will be unaffected by the move.

The operational change will mean that three existing dealerships will cease sales of Iveco vehicles in six months’ time. Iveco Group says it has invited the affected dealerships to remain part of the network in service and/or parts capacities, and is also in the process of appointing additional service and parts dealers to grow its capabilities in these areas.

Iveco Trucks Australia head of network, product and marketing, Ella Letiagina, says that New Zealand was an important and growing market for the brand.

“In recent years Iveco has experienced strong growth in New Zealand, especially since the opening of our flagship sales service and parts facility in Wiri, Auckland during early 2019,” Letiagina says.

“We believe that by concentrating sales efforts at this location we can further streamline our processes leading to greater efficiencies, while also benefiting future buyers who will enjoy a more engaging and seamless customer journey.”

Letiagina acknowledged the contribution that the three impacted dealerships – AdvanceQuip, Star Trucks International and Waikato IVECO – had made during their tenure as Iveco sales dealerships.

The New Zealand decision follows Iveco’s Australia’s announcement late last year to cease local manufacturing and move to imported vehicles only.

AROUND-THE-CLOCK FLEET TRACKING Webfleet Solutions has announced the introduction of its latest vehicle tracking technology, Webfleet Sat, which is said to empower fleet managers to stay connected to their fleets anywhere, anytime across the globe.

Powered by Iridium Satellite Network, Webfleet Sat is claimed to leverage global satellite communication to achieve reliable connection with vehicles beyond

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cellular coverage areas. Webfleet Solutions says this means fleet managers can track the position of a vehicle, record driving events and receive geo-fence alerts when a vehicle is in an area without cellular coverage and be confident that all the data generated during this period will be buffered and restored in a safe, effective manner.

One example offered is when a trucking company, tasked with keeping mine site diesel tanks full at all times, is now able to track and share their live road tanker locations across the complete journey.

Webfleet Solutions explains that the satellite coverage will provide greater visibility for safety and driver behaviour, plus allow the mine site

to plan with accurate arrival times.

Speaking of the new innovation, Webfleet Solutions’ sales director Christopher Chisman-Duffy says he knows reliable connectivity is critical, especially for fleet businesses that operate primarily in remote areas.

“For fleet managers operating in Australia’s remote areas, the lack of strong mobile networks can significantly impact the ability to track and trace a fleet and whether it is operating safely,” ChismanDuffy says.

“Webfleet Sat provides reassurance to fleet managers of consistent and reliable tracking no matter where the fleet is located.”

In areas with normal cellular coverage, Webfleet Solutions says

its vehicle-tracking device Link transmits real-time data on vehicle position, road events, as well as messages and alerts, directly back to the online fleet management software Webfleet. Once a threshold of 10 minutes movement with no mobile network has been reached, the device switches to satellite communication to continue tracking the asset. This data is then buffered and sent to Webfleet once cellular coverage returns.

Additionally, when a vehicle enters or leaves a defined area when there is no cellular coverage around, satellite communication is capable of sending geo-fence notifications, alerting fleet managers of the vehicle’s movement.

ownerdriver.com.au

27/4/2022 6:38 am

Record electric order in US for Volvo Volvo Trucks in North America has won an order for 110 Volvo VNR Electric trucks from the global logistics company Maersk.

The deal adds to a previous order of 16 vehicles of the same model and marks the single largest commercial order to date for Volvo’s electric trucks.

The order was placed by Performance Team, part of the Maersk Group, and adds up to mean a total of 126 such electric trucks will be in service for Performance Team. The first electric trucks are scheduled to be in operation this quarter, with all 126 trucks are scheduled for deployment by the first quarter of 2023.

“Volvo Trucks is excited to continue collaborating with Maersk on its fleet sustainability goals and to play a key role in the organisation’s continued scaled investments in electromobility solutions,” says Peter Voorhoeve, president of Volvo Trucks North America.

The Class 8 electric trucks will be used in California for a variety of transport assignments, serving port drayage and warehouse distribution

routes. The Volvo VNR Electric has an operating range of up to 440km and energy storage of up to 565kWh. The truck can be 80 per cent charged in 90 minutes with the six-battery package and 60 minutes with the four-battery version.

The Volvo VNR Electric is produced in Volvo Trucks’ New River Valley plant in Virginia, which is the

exclusive producer of all Volvo trucks in North America.

Globally, Volvo Trucks has set the ambitious target that, by 2030, 50 per cent of all trucks it sells will be electric.

“We are determined to lead the electric transformation of the transport industry. Volumes are still low, but we see rapidly

growing interest in Europe, North America and also other parts of the world,” says Roger Alm, President Volvo Trucks.

“In 2021 we took orders, including letters of intent to buy, for more than 1,100 trucks in over 20 countries. It’s clearly becoming a key competitive advantage to be able to offer electric, zero emission transports.”

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tech briefs

Daimler in support of Ukraine population

In news from Stuttgart, Germany, Daimler Truck and its employees from all over the world are sending a multitude of strong signs of solidarity with the people of Ukraine in which it says is a difficult time of war.

As an immediate measure, the executive board of Daimler Truck approved a monetary donation of one million euros to the United Nations Children’s Fund (UNICEF).

In addition, the manufacturer is providing trucks and buses as well as touring coaches for aid deliveries free of charge, as well as donations in kind and personnel support for targeted support campaigns.

Currently, employees can donate

and the company says it will match the amount collected at the end.

Daimler has been providing trucks and buses as well as touring coaches for aid deliveries free of charge, as well as donations in kind and money for targeted relief efforts.

Daimler Trucks says its truck aid convoy with five Actros semitrailer trucks started in mid-March.

Setting off towards Poland from the commercial vehicle centre in Würzburg via Neumünster and Eisenach, the vehicles transported 105 pallets of medical supplies to care for patients in the hospital in the Ukrainian city of Lviv. The cargo included water,

VOLVO TAKES FINANCIAL HIT OVER RUSSIA SANCTIONS Volvo has announced that since the war in Ukraine started and sanctions were imposed, all sales, service and production for Volvo in Russia have been suspended, but this has come at a price for the Swedish truck maker, with Volvo announcing a financial hit to the tune of AU$568 million.

In a statement the Volvo Group says it “has total assets of approximately SEK 9 billion [AU$1,280 million] related to Russia, of which approximately SEK 6 billion [AU$853 million] is cash items that could be materialised over the coming years”.

“In the first quarter 2022, assets amounting to approximately SEK 4 billion [AU$568 million] will be

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provided for and have a negative impact on operating income, primarily in the Financial Services segment,” the company says in its release.

In 2021, approximately three per cent of the Group’s net sales were attributable to Russia. Australia’s sales for reference are reported as part of the Africa and Oceania market and was close to five per cent in 2021.

The Volvo Group went on to say that it “expresses its deepest sympathy with all the people suffering due to the devastating war in Ukraine and is committed to supporting affected employees, families and communities”.

disinfectant, hygiene products, food and medical equipment such as ultrasound machines.

Near the Ukrainian border, in the Polish town of Tomaszów Lubelski, relief supplies were reloaded onto Ukrainian trucks for further transport to Lviv.

At the end of March, the executive board, the General Works Council and the World Employee Committee of Daimler Truck launched a worldwide employee donations campaign: The approximately 100,000 employees in all regions where the company operates want to show their commitment. In this campaign, ending in mid-April 2022, they can donate money via a central page. After the end of the appeal, Daimler Truck will match the total amount of money that has been donated up to that point.

The matched total from the employee donation campaign will go to UN Refugee Aid, the national partner of the UN Refugee Agency (UNHCR), in order to help the people ABOVE: Mercedes-Benz Actros fleet bound for Poland BELOW: The Benz cargo includes medical equipment

in Ukraine directly affected by the war as well as those fleeing and displaced due to the war.

In addition to distributing food, blankets, mattresses and other humanitarian supplies, UNHCR’s recent activities have included supporting local authorities in setting up transit and reception centres in Ukraine and neighbouring countries. With the money raised from the employee donation campaign, Daimler Truck is helping the organisation to further expand its activities and capacities throughout the region.

Jürgen Hartwig, member of the executive board of Daimler Truck AG for Human Resources, emphasises the solidarity between the company and its employees in order to jointly support the people in Ukraine.

“At Daimler Truck, it is very important to us to help the people in Ukraine. Because, in many cases, the attack on the country has changed their entire lives from one day to the next,” Hartwig says.

“We know that there is a great willingness among our employees worldwide to help the refugees from Ukraine.

“In a joint effort by companies and employee representatives, we are therefore launching a global fundraising campaign that will benefit UN refugee aid. We hope for a large turnout and look forward to matching the amount raised at the end.

“With this donation, we are expanding the relief efforts already initiated for the people of Ukraine,” Hartwig says.

Michael Brecht, chairman of the General Works Council of Daimler Truck AG, says he is pleased about the straight-forward crossborder initiative.

“The war in Ukraine is bringing great suffering to the population and is a humanitarian tragedy.

“The joint donation initiative by the company, the General Works Council and the global employee representation gives us the opportunity to make our contribution to the people in Ukraine and at the same time demonstrates the global solidarity of our employees,” Brecht says.

From the urgently needed donations, UNICEF (which does not favour any company, brand, product or service) buys items including food, clean drinking water, first aid kits, toys and winter clothing for the children affected by the war.

Another aid convoy of MercedesBenz Actros trucks is currently in preparation to haul medical supplies to help the population in the embattled city of Lviv. The trucks from Mercedes-Benz CharterWay and other divisions are being driven by Daimler Truck volunteers.

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FOR THE OWNER-DRIVER Frank Black

Danger in deleting diary Losing the logbook is a step in the wrong direction, placing more pressure on owner-drivers

L

et’s be honest: no one really likes Australia’s logbook system.

It’s an old-school model which doesn’t respond effectively to what it’s actually like out on the road in 2022.

Every so often, one group or another pops up and suggests we change it. That’s a good thing – we should always be looking at ways we can make things easier and more efficient in transport, particularly given just how tough the industry can be.

The problem is that, more often than not, the suggestion proposed is to just scrap logbooks altogether without replacing them with a strong system to monitor industry safety in their place.

In the last few weeks, it was the Australian Trucking Association’s (ATA) turn.

The ATA says it’s frustrated with the lack of industry reform in recent years.

Its solution is a new Road Transport Act that would abolish work diaries entirely and make it the responsibility of transport companies to document work hours to ensure fatigue rules are followed.

On first read, one could think that’s a great idea – we’ve all had situations where we’re meticulously completing our logbooks at a time when we’d much rather be resting or having a meal. Not to mention the fact that making sure we’re regularly sending copies home every seven days feels like the last thing you want to be worrying about when you’re hurtling down the Pacific Highway.

Yet, as always, when you look under the bonnet of these proposals, you realise there’s a lot more wrong with what the ATA is trying to achieve than there is right.

Yes, physical logbooks can be frustrating and out-dated, and fines for minor infractions only make the financial squeeze we’re under as owner drivers more significant – but there’s a couple of things to remember.

The ATA doesn’t represent drivers’ interests: it’s there to advocate for transport companies. For all its talk about wanting to make it easier for us to do our important work, at the end of the day, its primary focus is to make it easier for transport bosses to get ahead.

That’s why I always take the views of groups like the ATA with a grain of salt – is it only proposing these sorts of changes because it would be more advantageous to the transport

86 MAY 2022

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companies who already have incredible power over the industry?

DEADLY PRESSURE The idea of handing transport companies complete control over drivers’ hours would somehow make trucking safer and more efficient would be hilarious if it wasn’t so serious. Removing drivers’ ability to independently document working hours is one of the only tools we have to limit the deadly pressure from transport companies to take risks on the road.

Any drivers with industry experience will tell you it’s not uncommon for transport companies to make what they’d call “suggestions” about how we work. In reality, it’s just these companies ramping up the pressure on drivers to speed, skip breaks and drive tired because the deadline set for drivers to complete runs are just so unrealistic.

Giving companies exclusive control over record-keeping would only give them more power to cover up these

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.

“Listen to the men and women behind the wheel.”

pressures. It’s like putting the cat in charge of the canary.

If the ATA was actually serious about backing drivers and fixing up the logbook system, it’d be advocating for something like electronic logbooks instead – something that’s always spoken about, but never seems to be implemented successfully.

Refining electronic logbooks and rolling them out industry-wide would do two things: it could provide realtime information about dangerous pressures and risk-taking before something tragic happens and would ensure that no one can cheat the system.

That’s not to say an electronic system would itself be perfect. Questions of what is being recorded, who can access the data and in what circumstances, and penalties for breaches, would still need to be fine-tuned.

But we should be looking at ways we can progress something like electronic logbooks instead of just throwing the baby out the bathwater because, apparently – at least according to the ATA’s views – no system is better than a system with problems.

The worst time to make important decisions is when you’re angry or frustrated. That’s why we shouldn’t jump the gun and decide to dump logbooks altogether just because the current system is burdensome on drivers.

The best thing we could be doing to progress industry reform is to listen to the men and women behind the wheel, not transport bosses in corner offices who don’t really get what it’s like for us out on the road. At the end of the day, we are the ones who have to live and work with the consequences of these hare-brained decisions, so our views should be considered of equal, if not more, importance to some of the industry’s biggest players.

In announcing its proposal, the ATA described the last few years as a “reform circus” for trucking – but with dangerous ideas like these, they only adding extra clowns to the circus.

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26/4/2022 5:46 pm

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