Owner Driver 354 July 2022 by Prime Creative Media

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MACK HEAVEN

Bulldogs abundant at WA Mack Muster See page 18

OUTLANDISH OUTLAW Tamworth inspires collectable SuperLiner series See page 40

ALEXANDRA’S COMEBACK

Huge turnout for returning Victorian event See page 54

Kenworth blends tradition with modernity in new K220

EVOLVING ICON 18

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Contents #354

JULY 2022

40 OUTLANDISH OUTLAW

Bushrangers were known to be operating around the Tamworth region in the 1800s and it seems the ‘Outlaws’ are still present today in the form of the highly accessorised Mack Super-Liner

“This is a driver assistance feature, not a driver replacement feature.”

54 ALEXANDRA’S BIG COMEBACK

8 INDUSTRY REELING FROM DRIVER SHORTAGE Many truck drivers have failed to return to the industry post-COVID as the driver apprenticeship scheme is yet to materialise

18 MACKS MADE IN HEAVEN

It was only the second running of the WA Mack Muster and Truck Show, but trucks and spectators turned out in droves at picturesque Quarry Farms

34 NEW HORIZONS FOR PENSKE

74 OUT-OF-BALANCE POINT

CIRCULAR TUBE

MOUNTING PLATE

Penske seems intent on an expansionist policy with the opening of its new Port of Brisbane service and sales centre offering a glimpse of what is to come for the brand

Making up for three years of lost time due to COVID-19, up to 14,000 people flocked to the Alexandra Truck, Ute and Rod Show in Victoria on June 12

66 EVOLUTION OF AN ICON

The launch of the new K220 cab-over was more than expected, showcasing a tireless warrior transformed with a smart blend of modern features encased in classically Kenworth styling

74 ON THE STRAIGHT AND NARROW Mercedes-Benz has taken steering technology in the Australian truck market to an entirely new level by tapping into autonomous driving science with a system it calls Active Drive Assist

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ownerdriver EDITORIAL Editor Greg Bush Ph 0408 780 302 E-mail Greg.Bush@primecreative.com.au Technical Editor Steve Brooks E-mail sbrooks.trucktalk@gmail.com Contributors Warren Aitken, Robert Bell, Frank Black, Warren Clark, Ben Dillon, Rod Hannifey, Michael Kaine, Sarah Marinovic, Sean Mortell, Sal Petroccitto, Ken Wilkie Cartoonist John Allison

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

ADVERTISING Business Development Manager Hollie Tinker Ph 0466 466 945 E-mail Hollie.Tinker@primecreative.com.au Business Development Manager James Phipps Ph 0466 005 715 E-mail James.Phipps@primecreative.com.au

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behind the wheel Greg Bush

A fine day for Australia

he ‘Sunshine State’ cast a large, black cloud over offending road users on July 1 when it dramatically raised fines for failing to wear a seatbelt. Penalties for using a mobile phone while driving have also skyrocketed. The breakdown is that seatbelt-related fines have jumped from $413 to $1078. Hand-held mobile phone users will now have to cough up $1033, running a red light has risen to $575 while driving 1-10km/h over the speed limit will now cost the driver a tidy $287. With these new numbers, Queensland is now the most expensive state in Australia for road infringements. As per the other states, the ‘Sunshine State’ is known to boast its revenue figures in the name of road safety through mainstream media. Cynics believe the revenue hike is to fund Brisbane’s 2032 Olympics. Certainly, driving minus a seatbelt or using a hand-held mobile phone – but not a UHF radio – is a dangerous practice. To be on the safe side while trying to avoid a seatbelt infringement, it’s best to wear clothing that is not of a similar colour to the belt. And Queenslanders should be wary of holding onto any objects such as a banana while driving – it could easily be mistaken for a phone by the Queensland government’s new strategically-placed high-tech overhead cameras. When final figures are released, Queensland Treasury

is expected to collect around $595 million from road infringements during the financial year of 2021-22 – with the emphasis on “financial”. That’s a rise of around 39 per cent more than the previous 12 months. The police presence on Queensland’s roads appears to have noticeably increased in recent months as officers are seemingly becoming more enthusiastic in their role. It makes one wonder if that’s what they signed up for when joining the force. However, across the border there could be positive news for road users in New South Wales with the Labor opposition proposing to scrap the 40km/h speed limit at roadworks when no road workers are present – if it wins the next election. The non-roadwork sanity is already the case in South Australia and Victoria. Interestingly, in the UK speed limits on roadworks or road construction sites are set at 80km/h. Much different here with roadworks frustratingly slowing traffic to a crawl, often to 40km/h. In Victoria, the state government is raking it in, notably on the notorious Western Ring Road in Broadmeadows with one camera reported as collecting close to $11 million in only two months last year. It’s all big business for state governments but it presents dire consequences for those in the community who are least able to afford the hefty fines. It’s especially so for truck owners and drivers who are already struggling to make ends meet and provide an income for themselves and their families.

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

Industry reeling from driver shortage Many truck drivers have failed to return to the industry post-COVID as the driver apprenticeship scheme is yet to materialise Of the many things that Mark Tobin had to worry about when COVID-19 first hit Australia, having enough truck drivers wasn’t one of them. But now the Followmont Transport CEO and director is struggling to manage the ever-increasing freight tasks piling on his warehouse with the waning number he now has at his disposal. “We just don’t have bums on truck seats,” Tobin says. “We’ve been trying to get truck drivers in the door, but we just don’t have enough.” Tobin says he first noticed he had a lack of trained truck drivers when COVID restrictions and isolation rules prevented many drivers from operating. When they eventually could get back into the truck, many were turned off by the poor truck stop conditions and gruelling tasks facing the freight industry as the supply chain began to rely heavily on the sector to remain mobile. But, in the months that have followed the COVID pandemic, Tobin says nothing has changed and many truck drivers haven’t returned to the transport industry. “It hasn’t gotten any better for us at all,” Tobin says. “We’ve been inundated with freight tasks, delivering to people in the supply chain, and that’s added pressure to what we have to do without the adequate amount of drivers on board.” Tobin stresses the problem isn’t an easy fix. Transport companies simply can’t quickly train new drivers and pluck them from obscurity for arduous truck runs. Tobin says Followmont Transport has had to tread a fine line between prioritising the safety of drivers while also completing as many tasks as possible. “You can’t ever jeopardise a driver’s safety and we have zero tolerance for that,” Tobin says. “We’ve been trying to get drivers in while making sure they’re competent. “You can’t just throw a new truck driver straight in a truck. They require training and educating before they work and it’s a process.” Yet the transport company CEO says this spike in truck driver shortages isn’t a new issue. For years he says the cultural landscape of truck driving has failed to attract a younger generation of workers. He says the average age for truck drivers continues to push above 50 and that a

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lack of youth will only exacerbate the issue in coming years. It’s not a problem specifically haunting Followmont Transport. Gary Mahon, CEO of the Queensland Trucking Association (QTA), says he is witnessing more and more companies reporting skilled driver shortages in recent times. From Mahon’s perspective the problem has worsened over the past few years, with the pandemic adding to an aging profile of drivers and growing demand for supply chain tasks, creating an acute problem that’s hurting the entire Australian transport industry. He says he’s seen a wide range of problems emerge from transport operators failing to retain enough competent truck drivers. “It’s an ever-shrinking group of people that you can recruit from these days,” Mahon says. “Some companies are doing better than others but it depends on the nature of the work and whether it’s a long distance or urban-based business. “Our concern has now turned towards how to better recruit drivers to bolster the industry before it’s too late.” Mahon says many truck drivers

government has been teasing a jobs-ready initiative that would provide apprenticeships and traineeships for young people to hasten their safe transition into the truck driving industry. Mahon says this system wouldn’t just haphazardly usher in a flood of young drivers not prepared to face the dangers of Australia’s freight routes. Instead, he says it would lift the safety standard of all drivers in the country. “The jobs-ready program will improve the safety of all drivers in the industry,” Mahon says. “We know there’s a range of people with a truck license who can’t get a job because they lack experience. “This is a different and better way

“The jobs-ready program will improve the safety of all drivers in the industry.” decided to leave the industry during the COVID period due to the testing restrictions placed on workers. Although the road freight sector kept trucking along, constant PCR tests, cabin cleans, border arrangements and self-isolation protocols turned drivers away. When they did finally get out on the roads, Mahon says drivers were confronted with poor truck stop conditions. Yet Mahon can only praise the thousands of truck drivers who kept transporting goods during COVID lockdowns, even if they eventually chose to leave the industry. “I take my hat off to those drivers as they were the people out there day and night keeping up with the requirements,” Mahon says. “I don’t think many in authority fully understand what drivers had to weather during that period.” Both Mahon and Tobin agree on the solution. For years the federal

of developing the experience so that employers know what they’ve been through and can assess them through mentoring. They then know that, when the driver has finished the program, they will have a capable employee on their hands.” Although Tobin likes the idea and is keenly waiting for the initiative to begin, he says he has learnt not to solely wait on the federal government to replenish truck driver stocks. Instead, Followmont Transport has been implementing its own programs designed to lure young prospects into the industry while also tapping into sections of the population who haven’t been traditionally considered as viable truck drivers. “We’ve been looking at Indigenous Australian communities and wondering how we can encourage people from schools to come in who have diverse backgrounds,” Tobin says. “It’s not just about how you attract a male into the

industry; it’s about how you can attract everyone. “As an industry it’s our language that we use that has caused this trouble. We need to start talking a different language when it comes to diversity and getting more women to come and work for us.” Other initiatives Tobin is introducing at Followmont includes driver bonuses for recruiting a new employee to the business and solid schedules that don’t result in drivers working overtime to transport goods. Followmont has also introduced ‘Pinky’ – a new branded truck on the road that celebrates women in transport and encourages more women to consider truck driving as a career choice. Through projects like ‘Pinky’ and a series of videos on diversity, Tobin says his company is conscious of using its brand and marketing to connect people to the operators and promote its inclusive values. While Tobin continues to explore avenues of luring more skilled workers into the transport industry, he is also longing for the apprenticeship system to be put in place. He says it’s a primary solution that must be implemented as soon as possible. “The biggest thing we talk about with the federal government is the apprenticeship and traineeship scheme, but they still haven’t gotten it together,” Tobin says. “It took years to recognise they needed this for truck drivers, but it’s a process we need right now.” But while Tobin waits, he’ll keep doing whatever he can to make his business and brand a lucrative option for young drivers wanting to join the industry. “We simply have to be positive and focus on the solutions and not the negatives,” Tobin says. “All these changes in the industry recently means we need to look forward and promote the sector at every level we possibly can.” – Sean Mortell

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

NatRoad takes aim at HVNL fine hike

Association’s CEO says recent penalty increases are a National Heavy Vehicle Regulator revenue raising exercise it doesn’t attract anyone to join the industry either. “The fines must be proportionate to the offence – and that’s certainly not the case with minor administrative issues.” Clark says the ABS figures for transport sector profits were impacted by COVID-19 and what it did to the aviation sector and stressed that had to remain in mind when viewing the numbers. “My own members have reported working on a profit margin of about 2.5 per cent and costs have risen sharply since then.” NatRoad says it will continue to advocate for the introduction of a warning system for HVNL administrative offences. “This has become urgent given the economic pressures operators are under and is based on tying prior wrongdoing to a range of penalties,” Clark says. “On that basis, a first offence

for an administrative breach would attract a warning, a second offence a fine and so on, with repeated transgression resulting

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The National Road Transport Association (NatRoad) says rising penalties for minor issues has become a major reason why road transport operators are leaving the industry. Following the Australian Bureau of Statistics releasing figures that show an annual decline in transport sector pre-tax profits of 0.7 per cent, the National Heavy Vehicle Regulator (NHVR) announced it would increase its penalties across the board in line with inflation. The increases came into effect on July 1. NatRoad has criticised the NHVR’s move and says it will only cripple more transport businesses. “Even minor fatigue mistakes will cost $177,” NatRoad CEO Warren Clark says. “Enough is enough. This is another straw breaking the camel’s back for many people and

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

DHL buys Glen Cameron Group The international logistics group has boosted its Australian presence with the addition of 1000 Glen Cameron trucks and trailers DHL Supply Chain has announced the 100 per cent acquisition of national road freight and contract logistics company Glen Cameron Group. The Glen Cameron Group currently operates a fleet of 1,000 trucks and trailers while employing more than 820 Australians. DHL Supply Chain, part of the Deutsche Post Group (DPDHL) says the strategic combination with the group will help strengthen DHL’s position in the evolving Australian road freight market, while also hoping that the combination will create one of the largest Australian logistics companies with combined revenue of over $1 billion. “This is a unique opportunity for DHL Supply Chain to add additional high-quality transport services to our warehouse and transport solutions in Australia,” DHL Australia and New Zealand CEO Steve Thompsett says.

“We look forward to offering a fuller range of transport services to existing and new customers.” DHL Supply Chain says the Glen Cameron Group is recognised as a leader in freight and contract logistics, meaning DHL will benefit from the logistics team’s expertise in the consumer and grocery sectors. Glen Cameron Group founder and executive chairman Glen Cameron says the new acquisition will benefit both companies. “Since founding the Glen Cameron Group 47 years ago and over the past five decades we have built a successful, diverse and resilient business,” Cameron says. “What began as one eight-tonne truck in 1975 has evolved to be one of Australia’s largest transport and logistics businesses. “Together with DHL, we can take our business to the next level.”

Cameron says his group will benefit from DHL’s large-scale network in over 220 countries and global forwarding expertise in air, ocean and road freight to ensure strong development opportunities for the business, its customers and its employees. “I’m excited to see the Glen Cameron Group join with DHL – together we can increase our footprint and become of the country’s largest transport and logistics businesses,” Cameron says. “With the backing of a highly successful global corporate business, we have an opportunity to invest in growth and open new opportunities for our employees, and this marks an important milestone to continue an important legacy in the Australian

transportation industry.” DHL Supply Chain CEO Terry Ryan says the acquisition signifies the company’s commitment to growing business in Australia. “The supply chain is evolving quickly and with significant transport operational capability, we will be more agile, respond faster to changing demand and continue to deliver on our promises,” Ryan says.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Qld to tackle industry pressures

The TWU is praising the Queensland government’s move to establish an independent transport body that protects traditional workers The Queensland Government has introduced to state parliament a bill that will create an independent standard-setting body that protects against pressures in the transport industry. The body will give rights and protections to traditional transport operators, owner-drivers and transport workers that could guard against the threat posed by the rapidly expanding gig model in transport. The Transport Workers’ Union (TWU) says it has long advocated for the introduction of the body which could tackle the ‘Amazon Effect’ that has resulted in transport TWU NSW/ Qld secretary Richard Olsen

supply chains being hurt through cost-cutting in transport contracts and unfair competition. Should the legislation become law, the body would have the ability to set and enforce standards in transport for independent couriers that would tackle the model used by companies like Amazon Flex of engaging drivers below the minimum wage. In America, Canada and Europe, truck drivers are also now engaged through apps in gig-style arrangements under Amazon Relay. The TWU says without legislation of the kind proposed by the Queensland Government, the future of transport would see workers competing against each other with wages collapsing and no means to negotiate their terms or conditions. The standard-setting body will be able to make rulings to ensure independent couriers can recover their costs and are not left out of pocket when fuel and other expenses rise, while also allowing independent operators to appeal unfair terminations. TWU NSW/QLD branch secretary Richard Olsen says the capacity of this body to set safe standards in transport will give workers the protections they need now and in the future. “This is a terrific step forward from the Queensland government and a triumph for the transport workers

who have advocated for regulation to ease the deadly squeeze in transport that pressures operators and drivers to speed, drive fatigued or delay maintenance and training,” Olsen says. “With the imposing threat of the gig economy in traditional transport closing in, the hike in fuel and cost-of-living pressures, this legislation to support cost recovery and fair competition would be life-changing for many transport workers and their families while safeguarding the future of the industry. TWU national secretary Michael Kaine says the ‘Amazon Effect’ will continue to spread if our laws don’t catch up. “If passed into law, this will be landmark legislation to address the race to the bottom crushing transport supply chains and threatening to put reputable operators out of business and drivers out of secure jobs,” Kaine says. “The gig economy has exploded over the last decade and with it, we’ve seen hordes of workers lose hard-won rights, while operators paying fair wages and conditions face an existential crisis. “This legislation is crucial to ensure Queensland’s transport industry can thrive from top to bottom of the supply chain, protecting all the communities that rely on transport and the drivers who share the road.”

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truck events

MACKS MADE IN HEAVEN W It was only the second running of the WA Mack Muster and Truck Show, but trucks and spectators turned out in droves at picturesque Quarry Farms, a venue normally reserved for weddings. Warren Aitken crossed the paddock to embrace the atmosphere

elcome to the easiest article I have ever had to write. I’m not going to go as far as saying it’s easy money because I still want to give the impression I work hard for my coin. But I will say this article just flowed from my fingertips the moment I opened my laptop. I even managed to have it on my editor’s desk before my deadline had gone whirring past, saving him the expense of hiring the big burly repo men he normally has to send to my place to retrieve my overdue articles. It was my first time attending the WA Mack Muster and Truck Show and I had such a ball that this story flowed from me like I’d doubled up on my Dulcolax before a colonoscopy. It was a fantastic show and, considering it is only the second time the show has run, it would easily rate

as one of Australia’s premier truck shows. I realise that’s a big call, however I challenge anyone who tried the amazing steak sandwiches in the potato buns to disagree with me. Dear lord they were a religious experience. While a late change in weather may have ruined a few show photoshoots planned for Sunday afternoon, that was nothing compared to the hours of sunshine preceding mother nature’s temper tantrum. Add in the festive feel of the 6,000-plus patrons that attended Sunday’s official show day, the laid back vibes of all the truckies and volunteers that spent Saturday setting up and staging trucks, as well as the altruistic attitudes of all those that attended Friday night’s Charity Gala dinner and you have the recipe for success. Honestly, I was happier than a seagull with a French fry all weekend. Sharing it with you all is a pleasure.

Mack enthusiasts There’s not a lot of background I can fill you in on with this show as I was serious when I said this event is only on its second go around. The first show was back in 2020 and its origin story can be traced back to the customary Australian tradition of ‘drinking beer in the backyard’. Many of the world’s greatest ideas have spawned from a backyard BBQ underwritten by alcohol. Rumour has it the Sumerian people came up with the idea for the wheel after witnessing Cousin Ralph rolling down his neighbour’s hill after a few too many ales. It’s no surprise then that the director of WA Limestone, Steve Della Bona and the director of CTS Low Loaders, Jason Clatworthy, would come up with the idea for a Western Australia truck show while sharing a couple of cold ones one Saturday night. The fact they both sat

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in the shadow of their stunning Mack Valueliners kind of explains why the show would single out the bulldog breed for its centrepiece. What started as a plan to get a few fellow Mack enthusiasts together for a catchup – and a bit of a show and shine – snowballed. You can tell by the state of Steve and Jason’s outstanding trucks that these men don’t do things by halves – and this was no exception. A committee was formed and organising began. It was decided that the event would also be used to raise funds for Perth’s Harry Perkins Institute of Medical Research, a centre leading the way in investigating

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Top right: Peter ‘Haynsie’ Haynes with his 1978 G88, the last built. He still works it as well and deservedly picked up the award for Best European 1970-1995 Right: A big shout out to Claudia Palandri, Jazmin Cavanagh, Elisabeth Hebble, Estee Blake and Trish Ruck. These fantastic ladies manned the gates as 6,000 patrons streamed through Below: Plenty of people stood and admired as the Ridolfo team rolled in with a couple of stunning vintage trucks Opposite below: The old and the new – the West Oz Custom Mack Alley had it all; stunning new Macks as well as some beautiful old girls

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Top: Quarry Farms’ vastness allowed for the trucks to be spread out throughout the grounds. Here the CTS boys parked up in the back area Above, L to R: The Ramsay’s Horse Transport team brought some stunning Kenworths to the show, but there they are with a 1977 and ’74 Benz as well as a pimped-out buggy; Outback Truckers’ Steve Graham was another of the crowd favourites. It was great to find he was still a very down-to-earth guy as well Right: The queue to get through the gates was almost as long as the queue to get into the carpark Below: Notice the professional posing of Tony Clay with his 1930 Chev vs the more flamboyant Lance Fussell with his 1939 Ford COE

some of the biggest health issues affecting us today. When the show ran in 2020 they ended up with 140 trucks, over 3,500 spectators through the gates and around a $100,000 raised. It was an instant success and the decision was made to turn it into a bi-annual event. Which brings us up to this year’s event. I’m extremely thankful I was able to make it to the show this year and need to acknowledge a couple of people for that. First and foremost is Matt Lawrence. Matt is one of the committee members and along with being the go-to guy for everyone he was also the guy that approached me about using one of my Bicentennial Mack prints for the charity auction. It was only when Matt reached out to me that I really became aware of the WA Mack Muster and Truck Show. Once I became aware, the bulldog fan in me made it a priority to somehow journey across over 4000km and attend this ‘mecca of Mackness’. That leads me to my second acknowledgement. This time to Gabby Singh and the team at Auswide Transport Solutions (ATS). I regularly undertake relief driving for different companies and Auswide are one of those companies. When I checked to see if any of their paddock runners needed a trip off, not only did they squeeze me in, but they gave me a truck that I could enter in the show. It has been a long time since I’ve been able to experience the joy of spending hours polishing and preparing for show, ending up with more polish on me than the truck and looking like an offensive blackface character that would get me cancelled in a second. The efforts of Matt and ATS to allow me to have some ‘skin in the game’, so to speak, was priceless. By Friday my Volvo was spectacular. We’ll get to the ‘unfair’ judging claims that denied my beautiful Volvo a prize later.

Community environment The official truck show takes place on the Sunday with crowds lining up at the gate for a 10am opening. However, the truck show is only a small part of the overall event. The original goal of Steve and Jason was to create a ‘muster’ event, a community environment that transcends a one-day show. I was invited, along with a couple of fellow Auswide trucks that had been roped in, to stage up our trucks on the Friday afternoon. There was already plenty of action as other trucks and businesses were setting up. Mack alley was already brimming with bulldogs.

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Top: #TeamAuswide represented by Scott Shedden, Warren Aitken ( yes me) and Damian Toms. The day of polishing was great, but the days spent at Quarry Farms were perfect Above: Daniel Ridolfo’s 1963 351A Peterbilt, a beautiful restoration project, took out Best Vintage at the show Left: It was great to finally meet the amazing Heather Jones from Pilbara Heavy Haulage Girls as well as the Truckie Nutrition Chick herself, Tracey Marley Below, L to R: Bruce Rock Engineering brought in one of their latest creations. Not only displaying their wares, with so many wheels it was a handy temporary fence; Five-year-old Emersyn found her truck of the show – Damian Tom’s T909 won her approval because “It’s shinier”

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Friday night saw us suited and booted for a fancy gala dinner which was held on location at the stunning Quarry Farms. The 350seat invitational dinner was there to thank and acknowledge all those involved. Well-known personality Yogi from Kendall Trucking, MC’d the event that saw speeches from the likes of Tom Chapman, vice president of Mack Trucks Australia. There was also an interview with the young-at-heart Max Winkless, the man who played a pivotal role in not just getting Volvo trucks set up in Australia but also in the design of the legendary F86. I must admit I don’t often get invited to dinners where the food is dressed better than me but once again I had a blast. Everybody was jovial and friendly, and when time came for the charity auction, they were more than generous. I fully intended to do my bit, prepared to blow the cobwebs out of my wallet and purchase something I didn’t need, for a price I couldn’t afford, just to raise money for a good cause. However, it soon became evident that I was a minor league player in a room for of major league talent. The munificence in the room left me on the side lines. There were some quality items donated, a signed Wallabies’ Rugby Union jersey going for nearly $2,000. There were truck tyres, fuel vouchers, Weber BBQs, even a trip over to Mack’s Wacol plant for a guided tour of the factory. That was one I was bidding on but not for long; it raised a fortune as well. I took some solace in the fact the framed Bicentennial Mack print I’d donated raised a whopping $5200. So, although I’d been significantly outbid on all the toys I wanted, I had contributed in a way. Another great aspect of the show was once our trucks were staged up, we were able to stay on site at the show, meaning we were able to make the most of the gala night’s open bar policy and merely stumble to our trucks in the early hours of the morning. Saturday morning had us waking to the docile tones of Mack E9s rumbling up Quarry Farms driveway. Add in the unmistakable ring of a plethora of Mack air starts and I understood how therapeutic a good weekend away can be. As the sun rose Saturday was spent doing some finishing touches to the shiny bits and admiring all

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OWD-354.indd 23

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the striking rigs that were rolling in for Sunday’s show. A day spent switching between sparkling my XXL Volvo and snapping away at the stunning trucks staging up. Just bliss. Friday night had been the gala dinner where my shoes had as much shine as my truck, while on Saturday night the committee held a driver’s dinner. Here it was more work boots and hoodies as nearly 100 drivers gathered around a custom-built Mack fire pit. A food van had been brought in, feeding fresh hot pizzas to all as beers flowed as freely as the laughter and tall tales. That friendly ‘muster’ feel flourished in the conditions. Sunday morning we awoke with the threat of bad weather looming but not a cloud in the sky. Trucks were still rolling in and staging up and by around 9am there was a queue of cars stretched far enough along the main road that even Google was directing people around the area to avoid the traffic. The gates opened at 10am and the long line of people swarmed into the event. I’ve never seen such a line-up to get into a truck show.

Unhappy brides Quarry Farms in WA is one of the state’s premier wedding venues and several cranky brides had to change their dates as the truck show tied up the whole weekend. The inaugural show boasted 140 trucks, but this follow-up event exceeded that, reaching 214. The committee did a brilliant job of dispersing the trucks around the venue, meaning freedom to explore all the beautiful rigs without having to shoulder charge anyone out of the way. They also did a great job of catering for the entire family. There was plenty to entertain the kids, from face painting and immersive art areas to a remote-control model truck arena and Bella the Cow. The sponsors had displays and plenty of stalls, even Bruce from Drake Collectibles had made the journey over. I never had the chance to say ‘hello’ though, his stall was as busy as you’d expect with his range of diecast trucks on display. The spread-out nature of the event meant I happily spent the day Top, L to R: Bec and her four-year-old son Jay found the old Flintstone quite appealing; Travis Hodge’s 2019 T409 took out Best Tow Truck Above left: The remote-control team toured the grounds and attracted plenty of attention Middle, L to R: The Mack trophies themselves make it worth turning up for. I’d love to have one of these on my shelves (just in case anyone has a Mack for me to take in 2024); The MC of the WA Mack Muster and Truck Show, Glen ‘Yogi’ Kendall, was actually left speechless when Jan Kerkhofs presented him with a scale model of his legendary truck Left: It may have been Mack focused but all the character came with Denis ‘Cheech’ Pavlinovich. I managed to grab him long enough to snap a shot of him and his stunning Western Star. He has big plans for the truck, so expect to see more of it

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wandering around, losing complete track of time as I admired all the stunning trucks from throughout Western Australia. As is the case when things are going so well, there must be a ‘Karen’ somewhere. In this case it was mother nature. She exchanged our beautiful day for gale force winds, strong enough to blow us back to Friday’s gala dinner, enough rain to re-float the arc and a drop in temperature so rapid that it saw me breaking out my winter thongs. All of this as prizegiving was getting underway. Thankfully there was enough room at the Mack Doghouse Bar for us to all stay dry while the prizes were handed out. Between the rain and the opening of beer bottles it made it a little hard to hear Yogi announce the winners. Like any good truckie though, he found a way to be heard. With the prizegiving over, my plans of photographing the winning trucks were quite literally down the drain. The same can’t be said for the WA Mack Muster and Truck Show though. Over 200 stunning trucks, a jam-packed West OZ Custom Trucks Mack Alley, over 6,000 people through the gates and in excess of $200,000 raised for the Harry Perkins Institute for Medical Research. The show shined. Obviously, I would be remiss if I didn’t complain at least once about why my beautiful Volvo didn’t get a prize. There’s nothing bias about that, it’s every truck entrant’s right. I may not have gotten a prize, I may have been outbid on the tour of Mack’s Wacol plant, but I can guarantee one thing – I’ll be back in 2024.

Top: Old and new – they were all welcome up Mack Alley Above left: Talk about a piece of history. This fire truck is one of only 20 ever made and is the only known complete version left. This 4X4 auto is packing the legendary E9 motor underneath all that firefighting equipment Left: Barry Napoli’s 1988 Mack Super-Liner took out Mack of the Show. Well deserved Below: A couple of the hard-working judges who had the toughest job of the day

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COURT TIPS

The legal view Sarah Marinovic

Costly consequences Not responding to a Notice to Produce will lead to an unwanted court appearance and big fines

ecently I’ve seen several operators charged with failing to reply to a Notice to Produce in time. Usually the failure isn’t deliberate, and often it’s the result of an administrative oversight. Unfortunately, it can mean having to go to court and risk large fines. So this month I wanted to talk about what to do if you find yourself in this situation. Before we dive in, a quick recap on what Notices to Produce are. Often when the authorities first become aware of a potential breach of the heavy vehicle laws, they don’t have enough information to pursue a charge or even be sure the breach has occurred. To help with investigating, the Heavy Vehicle National Law gives the authorities power to require certain information and documents be provided to them. These are called Notices to Produce. They will set out what information is required and by when. The most common situations what will trigger a Notice to Produce is when a truck passes between Safe-T-Cams too quickly or misses the exit to a checking station. Failing to comply with a valid notice is an offence. In New South Wales the potential fines for a company can be over $30,000. If you do find yourself having missed the deadline it can still be worth contacting the authority and providing the information. Sometimes, if you’re not too far overdue they will accept a late reply without any further action.

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Often though, it’s the arrival of a Court Attendance Notice that first alerts people to their mistake. Unfortunately, providing the information at this point (in NSW at least), won’t usually be enough to convince the authorities to withdraw the court case. However, it can still be worthwhile to submit a late response because this can be a factor that warrants a lower penalty. The first important decision to make if you’ve received a Court Attendance Notice is whether to plead ‘guilty’ or ‘not guilty’. Although the Notice to Produce powers are broad, they’re not unlimited. Occasionally the authority asks for information they’re not entitled to or fails to serve the notice validly. In these cases you might have a defence for a ‘not guilty’ plea. It’s a good idea to speak with a lawyer at this stage because it can be quite technical. Often though, the Notice will have been validly issued and the person accepts they failed to respond in time. In these situations many people choose to plead guilty and seek a lenient penalty. In my experience so long as the person is well prepared magistrates are often willing to significantly reduce the fines.

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

“Occasionally the authority asks for information they’re not entitled to.”

If you have to go to court in NSW, some of my tips for putting your best case forward are: 1. ‘Right the wrong’: Providing a late nomination can often help reduce the penalty. The courts take failing to comply with Notices to Produce seriously because they worry it shields people who are breaching heavy vehicle laws. Providing the information reassures the court that the authorities have had the opportunity to investigate. 2. Work out what went wrong and how to fix it: There are many reasons people don’t reply to Notices to Produce in time. Maybe they didn’t update an address quickly enough, perhaps they’re swamped with business administration, other times an employee makes a mistake. Most magistrates want to know what went wrong and why it won’t happen again. We recommend thinking carefully about why you didn’t reply in time and what steps you can put in place to remedy it. This can be simple things like updating addresses, getting help with the book-keeping, or retraining staff. Showing you’ve taken steps to fix the problem can equate to a lower penalty. 3. Engage with the court: When you receive a Court Attendance Notice you will be given the option to submit a ‘Written Notice of Pleading’. This lets you provide a short explanation and ask for the case to be dealt with in your absence. While it can be tempting, in our experience it’s better to attend court if you can. Being there means you can answer any questions that the magistrate might have and show them that you’re taking the case seriously. If the case is at a location far from your home you can ask for the case to be transferred to a court closer to you (so long as it remains in NSW) or arrange for a lawyer to attend for you. If you do need to rely on the Written Notice of Pleading, then make sure to include a detailed letter and proof of anything you’d like to rely on. Finally, if you find yourself needing help with a Notice to Produce my team at Ainsley Law are always willing to chat.

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industry focus

WHO LET THE DOGS OUT? Owners and operators of tipper and dog trailers working in the construction industry know how hard their rigs work and that hardworking gear needs proper scheduled maintenance to remain in safe and efficient working order

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ne of the key advantages of the PACCAR Parts network is its extensive national dealership footprint and the ability to supply parts from the front bumper all the way down to the trailer tail light. That’s the view of Matt Neilson, truck parts manager for the Barry Maney Group in Mount Gambier, which has been keeping owner-operators mobile since 1977. “PACCAR Parts dealerships and TRP stores are really a one-stop shop for all things tipper and dog trailer related, providing original equipment parts or quality TRP alternatives, depending on the user’s requirements,” Matt says. “When talking tipper dogs there are obviously a lot of parts to consider, from simple things like the tow-eye bush to more complex parts like hydraulic power take-off. But, no matter how large or small, simple or complex, they’re all critical parts that need proper maintenance. “When you drill down into each of these areas the list quickly becomes much more comprehensive, covering turntables, tow hitches, tow eyes, and draw bar bushes, as well as suspension components, airlines, air bags, shock absorbers and pivot bushes. You also need to consider axle components, including oil seals, wheel bearings and hub caps, plus brake parts, brake shoes, brake drums, slack adjusters and brake boosters, as well as hydraulic couplings, air actuators, roller tarps and more.” Matt suggests chatting to the specialists at any one of the 48 PACCAR parts dealerships or 11 dedicated TRP stores Australia-wide for information and assistance on maintenance tips and techniques. But, among the list of trailer maintenance essentials, he recommends

regular inspections for tow-coupling wear and tear, plus suspension and brake component condition checks. Matt says there are two types of trailer suspension – the old rocker/spring suspension and more modern airbag suspension. The spring suspension is one of the more popular setups and, by design, requires a minimal amount of maintenance. But, like any suspension used in ‘over the road’ operations, it requires periodic checks to ensure trouble-free performance. “We recommend a six month or 200,000km inspection that includes checking U-bolt nuts, equaliser nuts, torque arm bolts and torque arm clamp nuts to ensure they’re all tightened to the correct torque settings,” he says. “Remember that to ensure an accurate torque reading, the torque tool itself must be properly calibrated. We also recommend checking the fit of the hangers and equalisers to ensure continued good ride characteristics. “Suspension alignment and torque settings should also be checked outside of scheduled maintenance periods if you discover any loose suspension fasteners or elongated holes in the suspension components. Likewise, when bushings are replaced, or if you notice excessive or abnormal tyre wear.” Another popular tipper and dog trailer setup is the air suspension system. “When it comes to air suspension systems, we recommend checking the torque settings for all fasteners and inspecting for visual damage and wear every 25,000km or quarterly, and repairing and replacing any parts as necessary,” he says. “Over and above that, we recommend a more

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comprehensive inspection every 100,000km or annually, which includes checking fastener torque settings and inspecting for visual damage and wear, checking all suspension bushings for wear and deterioration, and replacing or repairing as necessary.” The 100,000km service also includes checks of leaf springs and U-bolts for wear and deterioration, visual inspection of the suspension, and repairing or replacing any worn or damaged parts, Matt says. “We also recommend checking the axle alignment and readjusting as necessary. That’s especially important after there’s been severe kerb contact or other accidental damage, and if the trailing leaf spring pivot bush is replaced.” Matt notes that the maintenance schedules mentioned are the minimum recommended service requirements for trailer axles, and more frequent service and maintenance schedules could be required depending on operating conditions. “These suspension systems are generally designed for operating on clean paved roads, so while use on graded or gravel roads is acceptable, for equipment that is regularly used off-road or off-highway we recommend halving the service intervals. In severe operating conditions, weekly and even daily inspections may be required to ensure safe and correct operation of the suspension and axle combination. “While there’s a lot to consider when talking tipper and dog trailer maintenance, one thing that’s pretty much universal is that, like us, trucks and trailers enjoy a good feed. When I’m talking feeding a truck or trailer, I mean grease, and plenty of it. “Greasing any piece of machinery but especially some of the stuff we’re looking at with tippers and dog trailer will not only make the components work better, but provide enhanced longevity and reduce wear and tear. “Some people baulk at regular maintenance because of

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the cost, but the fact is that it saves money in the long run by limiting downtime, improving wear and tear on gear including tyres, and improves the overall performance and longevity of your equipment.” PACCAR Parts stock parts for all makes and models of trailer suspension and axle, including popular brands like BPW, SAF-Holland, FUWA K-Hitch, Hendrickson, Meritor, York, Jost and a wide range of TRP alternatives. If you’re seeking more information on PACCAR Parts’ industry-leading range of tipper and dog parts visit paccarparts.com.au, or contact your local PACCAR dealer to pick up a copy of PACCAR Parts’ comprehensive trailer catalogue.

Top: A six month or 200,000km inspection is recommended for trailer suspension Above: Halving the frequency of service schedules is suggested for equipment operating in tougher operating conditions Opposite bottom: Regular maintenance saves money in the long run

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NHVR Sal Petroccitto

Transition of services From August onwards, the NHVR will move towards building further consistency across the nation

he National Heavy Vehicle Regulator (NHVR) has taken steps to create seamless operations in South Australia, Tasmania, ACT and Victoria where most heavy vehicle services have transitioned. 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. The next major reform will take place with the transition of all heavy vehicle services from Transport for NSW to the NHVR from August 1. This is a significant milestone which will see the transition of services from one of the largest jurisdictions to the NHVR. They are also one of the jurisdictions that have 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.

TRANSITION OUTCOMES What does the transition of services mean for industry?

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A more consistent approach to compliance and enforcement is the most significant improvement for industry, particularly those drivers intercepted at the roadside. The capability to deliver timely national responses to critical compliance issues will also be a significant advantage of the National Services Transition (NST). Industry can rely on a single contact point for consistent, reliable information about the HVNL and issues facing drivers or businesses. It is another important step towards the NHVR’s priority is to build a single, consistent national regulator for the heavy vehicle industry. To achieve this, we continue to 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.

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.

SEAMLESS TRAVEL National reform isn’t easy, and it

“We are delivering an ‘inform, educate, enforce’ approach.”

doesn’t happen overnight. However, 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. 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 in most states – the NHVR as the regulator and the police agencies. We have been working closely with all police agencies to address any inconsistencies, and our relationship with police agencies across the country continues to grow as we work together and 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 also 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. As we complete the full transition of services, we will continue to grow our data and resource capabilities which will allow us to become a truly riskbased regulator. While the transition of services in NSW will be a significant step in the national reform process, it’s part of a greater goal for a safer, more productive and more efficient heavy vehicle industry.

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reviewing statements and interviewing witnesses. Let’s not forget that if a matter goes to a higher court on appeal, a junior barrister to work with a solicitor can command $5,000 a day with senior barristers costing up to $10,000.

NatRoad Warren Clark

Costly tug of law Better get a lawyer? It’s often not worth it

t’s a truism that many heavy vehicle operators are loathe to challenge fines in the local courts. They often “cop it sweet” – and there are a few factors at play that tell you why. Firstly, they perceive that magistrates are overloaded, processdriven and are rarely able to give attention to the context of a defence. A recent article in a legal publication bears this out. It outlines a case in a regional New South Wales local court in February 2022 in which a man appeared after being arrested for allegedly breaching an apprehended domestic violence order. A Supreme Court Justice has described what went on as “a travesty” after a prosecutor did not show up, no plea was entered and no paperwork was tendered. The Magistrate disposed of the case without giving a reason. Police only found out the matter was finalised when they received an email from the court.

EXPENSIVE EXPERIENCE The feedback from National Road Transport Association (NatRoad) members is that poor enforcement and petty fines remain a massive disincentive for attracting people to professional driving and retaining them. Turning to the courts is an expensive, hollow experience. Secondly, even if members succeed in defending a claim, they are often financially worse off, as the court penalty is five times the infringement based fine and state agencies like Transport for NSW typically claim

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court costs. This is because most offences are strict liability, and the defence is a plea in mitigation. To explain, most offences just need the prosecution to prove the basics, such as the speed limit being exceeded, the unbroken line was crossed, or that a document was sent after an operator received a Notice to Produce. This is strict liability. Often, the operator wants to show the context in which the offence occurred – such exceeding the speed

WARREN CLARK is the CEO of the National Road Transport Association. NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact Richard at richard.calver@natroad. com.au, or on (02) 6295 3000.

“Poor enforcement and petty fines remain a massive disincentive.”

BFM UNRECOGNISED Only last month, NatRoad fielded a complaint from a member who had received a $691 fine for his alleged failure to produce documents that he had proof of sending. Challenging the fine would mean a trip to court and his absence for that period was worth far more than the fine, let alone adding the cost of a lawyer’s fee for attendance. You can appreciate how unjust this is when you know that the Notice to Produce is generated because the NSW cameras don’t recognise Basic Fatigue Management (BFM). Diary pages must be produced to show that the driver and operator are BFM-compliant, rather than applying standard hours to which the cameras are configured. If the current system’s reliance on enforcement being critical to improving safety outcomes makes no sense, consider the burden that vehicle registration offences place on the court system. In 2019, these accounted for 20 percent of charge matters dealt with by NSW local courts. The Australian freight task has quadrupled over the last four decades and it feels like red tape and regulation has grown at the same rate. We really need to ask ourselves if the current “big stick” approach really is the best way to drive a safer, more productive industry.

limit slightly as the driver accelerated to miss a kangaroo, was always in control and there were no safety issues. This is a plea in mitigation. Costs orders can run from $5,000 to $20,000 in more complex cases. We all know someone in our industry who has pled guilty to offences they didn’t commit because the cost of defending a matter would have been prohibitive. Legal fees vary according to the area of law and a lawyer’s experience. NSW solicitors typically charge from about $300 an hour with their daily court rate upwards of $3,000. While it’s easier for them to offer set rates for straightforward matters like speeding fines and driving charges, preparation of the case can be expensive, especially when it involves

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truck dealerships

NEW HORIZONS FOR PENSKE Penske seems intent on an expansionist policy with the opening of its new Port of Brisbane service and sales centre offering a glimpse of what is to come for the brand, as Ben Dillon discovers

‘T

he crucible of motorsport is where legends are forged’, or something along those lines, is an idiom often used to describe the intensity of drivers battling it out for the glory of being crowned champion in whatever discipline they are competing. What this expression doesn’t cover, but is also appropriate, is the white-hot heat of commercial interest which uses motorsport for a, very expensive, proving ground for products and/or brands. Penske’s reach into motorsport spans multiple categories, disciplines and even continents but it’s this reach which seems to be the calling card of Roger Penske and a focus which sees Penske Australia making a big push into the on-highway segment of the heavy vehicle industry in Australia with the opening of its Port of Brisbane location. “I think from a market demand perspective, certainly in Brisbane, we recognise the need to

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have two outlets,” says John Delany, general manager of Eastern Operations for Penske Australia. “The port outlet area has significant demand and being 45 minutes away from Wacol (Penske’s first Brisbane outlet) we need to be seriously in the game and that means we need to have a footprint and includes the Port of Brisbane area so that’s the background to it and we hope to have another outlet in this area and they’re not too distant future to and we’re certainly looking at our footprint in some of the other capital cities as well and beyond Australia. “But this is our first significant step forward as although we’ve built several new branches or facilities, this is the first one that started from the ground up so we haven’t relocated an existing business into a different building. “It’s all about growth for us, significant growth both in market share and obviously in our aftersales business. The transport industry is absolutely key to our growth survival and strength, particularly in the capital city areas.” Matt Oldham is the branch manager for the Port of Brisbane facility and will be steering the ship on a day-to-day basis. “It’s an exciting opportunity for myself being a brand new branch and the first on-highway only branch in the Penske group and the team here is pretty much brand new to Penske, a couple of people have come across from our other local branch and we’ve just got a great opportunity to start something from the ground up,” Matt says. “We’ll have truck sales here very shortly but from a workshop perspective we got 10 service techs and a leading hand as well as an office staff over round another 10. “Penske will be based out of here, we have 19 bays in the building, a two and a half tonne crane for one whole side of the workshop, we’ve got two sets of portable hoists which are Bluetooth controlled all on a site which is 11,000 square metres and a workshop which is 2600 square metres in size, so we have plenty of room here. “From a customer base perspective we’ve got a lot of customers in and around the port area and north of Brisbane so locality wise it makes sense to be here not having to travel all the way over to Wacol so the reception we’ve had from the customers has been pleasing they’re very excited that we’re here and we’re ready to help them out; we had trucks pre-booked in so we were able

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“The port outlet area has significant demand.” Opposite: Penske general manager – Eastern Operations John Delaney (left) and Lytton branch manager Matt Oldham Top: Workshop space is a massive 2600 square metres with 19 bays Above: New facilities and tools at the ready for the service techs

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to welcome our first customers from the first day we opened.” Speaking of having trucks rolling in on the first day of operations, John goes on to explain Penske’s logic in the placing of its facilities. “Our company has an appetite to put our facilities close by where our customers are to make dealing with Penske as convenient and efficient as possible and to do that in an area the size of Brisbane there’s certainly opportunities to do a better job and to have another outlet in the future. “I think parts and service business is the heart of whatever we’re doing and I think putting that service capability closer to customers – and the footprint in a number of areas justifies doing that –we have some quite aggressive plans to expand our business generally but certainly in the on-highway side of our

“A lot of our competitors in the market are fairly confined to the truck industry.” business and that means having additional outlets and putting ourselves closer to the customer and having the capacity both for up-fitting trucks and for the sale and support of trucks.

Four pillars One of most impressive elements to the Penske Lytton story has been the time frame in which the company was able to transform a former distribution warehouse into the dealership you see in these photos.

“It’s been an eight-week build process to get the dealership from a shell up to an up and running concern. It’s been a phenomenal result from everyone,” John says. “In terms of the design and layout we had our Penske automotive group team back in the US looking at the design and helping us with the redrawing overnight, everything from traffic flow, layout on the site, bay angles, parts warehouse layout, office layout the whole lot so obviously with the time difference we could

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Above: Happy client: an Autocare MAN looking the goods at the new Penske Port of Brisbane centre

design in the daytime and then have fresh drawings back when we come back to work the next day, which makes it very efficient.” “We just had our president here yesterday, we’ve only been open for seven days and Randall Seymore has come from the US to have a look at the site, so that was great.” Penske is a company with its fingers in many pies and it’s this diversity which John Delany believes gives the company a strong base to expand upon, and opportunity for its employees. “A lot of our competitors in the market are fairly confined to the truck industry with its ups and downs whereas we have what we call ‘four pillars’ in our organisation which are defence, mining, transport and power generation or energy solutions and those four pillars allow us to diversify and bring a whole lot of strength,” John explains. “In some cases when one market’s up the other ones are down so it gives us a unique strength and opportunity for our staff to move in amongst different segments for job variation as well.”

Opposite: Huge outdoor area awaiting new stock in preparation for truck sales

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truck of the month

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Bushrangers were known to be operating around the Tamworth region in the 1800s and it seems the ‘Outlaws’ are still present today in the form of highly accessorised Mack Super-Liners. Warren Aitken tracks down the fourth member of the Outlaw gang

OUTLANDISH OUTLAW

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“We wanted to enhance the truck.” Above: The man behind the Outlaw series: dealer principal for JT Fossey Trucks, John Saint Right: The Bling is on, the bar is on, now it’s time for Showie from Showman Signs to work his creative magic Opposite top: Some of the apprentices from JT Fossey’s Tamworth workshop. The entire team has had an input into the Outlaw series Macks

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was going to start this article by subtly mocking our relationships with salespeople, you know, making a few ‘slicker than an oil spill’ kind of affronts. It’s not that I believe those stereotypes, they are just fun to come up with. Subsequently, with the majority of the credit for the ‘mack-nificent’ Mack truck gracing the pages before you belonging to a New South Wales salesman … sorry salesperson, I’m still struggling with my political correctness. With this particular salesman being the brainchild of the Mack Outlaw trucks, I thought I could start my account by poking fun at salespeople. Anyway, as I was saying I had intended to begin with some light-hearted roasting of the man behind the ‘Outlaw’ badged Mack Super-Liners. This is because the Mack you see on the pages here, along with three Macks preceding it and reportedly another six following it, are all the brainchild of a salesperson. Normally as victims of countless salespeople encouraging me to get the ‘extended warranty’ I was very reluctant to do this story and risk finding myself complimenting a salesperson. That is not something we should be encouraging. I mean the generalisation is that salespeople are trying to extract every dollar out of us consumers and in return we are trying to extract every possible extra out of them. However, I won’t be breaking out the salespeople cliches. Before you all assume it’s because this particular salesperson bribed me with a huge Mack merchandise pack,

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well, that’s not the case. It’s not to say I can’t be bought off; there is still time before this story goes to print. I can very easily be bought off. Nope I’m going to avoid the low hanging fruit of negative salesman jokes because when I caught up with John Saint, the aforementioned salesman, he turned out to be a top bloke with an immeasurable passion for the trucks he sells. You can’t really take a stab at such a genuine guy. But I’ll still try. Let me officially introduce you to the man that curtailed all my salesman jibes, John Saint. John is the dealer principal for JT Fossey Trucks in Tamworth. Anyone familiar with the New England area will no doubt have heard of JT Fossey in some way or another. The company has been a part of the area’s landscape since before automatic transmissions and in-car air conditioning were available on the cars they sold – 1939 and 1940 respectively in case you were wondering. Yep, it was 1937 when the JT Fossey first appeared on the scene in NSW north-western region. They have been spent the next 85 years servicing the motoring needs of those around Tamworth and Gunnedah while expanding their manufacturers repertoire.

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The company began in cars and still has an extensive array of dealerships. Their foray into heavy vehicles came about in 1975 when they began selling the newly arrived Ford Louisville in the NSW area. Three years later they added the UD franchise to the books. In the year 2000 they added the Volvo brand, and in 2008 the Mack Bulldog also joined the fray. In the midst of all of these additions to the JT Fossey range, a young wool classer named John Saint joined the team. The young man was looking for some more reliable work that would see him home more than he was away and decided to try JT Fossey. John began as a salesman in 1993, having never sold a thing before. Nearly 30 years later he has progressed from salesman to senior salesman, sales manager and eventually dealer principal. He now sits in the big office at the company’s Tamworth office. Right here is where I would have mocked a salesperson’s motivations, maybe by implying the goal of a salesman is purely to chase the biggest office and a nice place to display their golfclubs. Truth is though, John worked from bottom to top and is still in the same office he started 29 years ago. He’s really making it hard for me to crack egotistical salesman jokes.

Options aplenty As I mentioned, John has risen to the role of dealer principle. Personally, I have no idea what that truly means but I do know it means he carries some major responsibilities. With that kind of accountability comes the reward of having an employer that trusts his judgement and allows him to indulge a little. In John’s case he indulged in the creation of a limited edition ‘Outlaw Series’ Mack Super-Liner. “The idea started about three years ago,” John explains. “I wanted to build a Super-Liner that had every possible option that we could fit on a truck.”

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“I had to think of things I hadn’t done on standard Super-Liners or Tridents.” He needed a platform that offered plenty of flexibility – and the Macks are John’s go to for that. “I wanted to build a truck that was special that no one else had done.” After the birth of the initial idea, John involved his entire team at the Tamworth yard. The benefits of a small-town company are that’s it’s like a family and everyone chips in. “We discussed doing a few trucks and tossed around ideas for the series name,” John says. “We had a few other alternatives but everyone agreed the Outlaw name worked best.” Tamworth’s history is steeped in bushranger tradition, lending itself well to the Outlaw name as well as Mack’s staunch American history. It was a perfect fit. The idea was to take a top-of-the-line specced Mack SuperLiner and pass it on to some of the best in the business when it comes to customising trucks. “We wanted to enhance the truck, enhance the look of it and add some more accessories to brighten it up and make it our own,” John continues. The original plan was to build five Mack Outlaw SuperLiners. All five would be specced-up the same, with the same luxuries and personalised Outlaw branding. The only difference was they would be different colours. “We decided to start with a red one as we figured that would be the most popular colour,” John says. A stock standard Super-Liner is already a magic sight on its own, so the idea of taking it next level must be tricky. So where do you begin? “Ideas came from those involved. I wanted to rely on the

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Above: Note the effect of the full length bunk trim at the back of the sleeper, a real stand out feature of the stainless work Below: Bling HQ chose to fit the Hogebuilt guards to Outlaw 4 as they offer a stronger guard. Very useful for trucks that are going to working hard in tough Aussie conditions

people we employed to be part of this whole exercise, to put their own touch on it,” he confesses. “I built the truck, then I just relied on each person to put their individual touch on it so that it would become special in their own right, as well as the truck’s right.” There are several notable contributors on board for the Outlaw series. One of the most obvious is King Bars who designed a very special tough as FUPS bar for the SuperLiners. The five-post bull bar is designed with larger tubing to give it a very staunch look. Bel Air Truck Spraypainting in Brisbane were the next cab of the rank. The team at Bel Air were tasked with painting all the tanks. This idea came about as an alternative to wrapping all the tanks and it allowed the colour theme of each individual Outlaw to rise. As you can see, Outlaw 4 is a beautiful green. Outlaw 1 was red, then Outlaw 2 was black and Outlaw 3 blue. The next one,

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“The Outlaw brand only appears on the Outlaw trucks.” Outlaw 5 is going to look amazing in … sorry, it’s top secret. Top: Cardboard flooring isn’t standard but it’s what you have to deal with when you are sneaking photos in before pre-delivery Above: Each Outlaw truck has custom colour matching seats with Outlaw branding and bulldog stitching Opposite middle: The Outlaw badging continues inside as well with custom stainless door bars Opposite bottom: MJR Haulage of Yallaroi took possession of Outlaw 4 and put it straight to work

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Big on bling The factory 58-inch high-rise bunk came off the truck and went to Joe Bradley Fibreglass in Brisbane where it had an interior makeover. Custom shelving was designed to fit around all the added extras in the truck, like the standup fridge, microwave, invertor, TV and DVD player. The two factory seats were sent off to Hunter Valley Seat Specialists where they got the custom Outlaw branding stitched in and were colour matched for each Outlaw. Haultech Engineering fitted their top-of-the-line Icepack system and, with the exception of Outlaw 1, the trucks also spent time getting pumping gear fitted at Mr Wong Hydraulics in Brisbane. The final stages of the build were all about the aesthetics and the Outlaw branding. To do that, step number one was

Ryan Northcott at Bling HQ in Brisbane. Ryan had previously worked on a few trucks for John and was honoured to be a part of the Outlaw series. “It was about making it special and John was open to anything I had in mind to make it special,” Ryan enthuses, while explaining the challenges he faced. “I had to think of things I hadn’t done on standard Super-Liners or Tridents. The biggest thing for me was to look for the dead space you never work in, to do something in an area you don’t normally do something in.” One of the best examples of this is the full custom bunk trim, across the entire rear end of the sleeper with the Outlaw name cut in and illuminated. The use of the Outlaw name was something Ryan had to accommodate into his work without going over the top. As well as on the bunk trim, Ryan incorporated the title into the specially designed custom facia plates behind the steer tyres. I feel for Ryan though, he now gets a lot of requests for some of the custom parts he designed for the Outlaw Macks. “You can’t afford to turn down work, but the thing is the Outlaw brand only appears on the Outlaw trucks.” For example, he may do more facia plates, but the Outlaw name appears only on John’s Outlaw Macks. After nearly 400 hours of work in the Bling HQ shed the truck was sent down to Showman Signs where ‘Showie’ sets about adding the final touches. With the exception of the painted tanks from Bel Air, the rest of the colour comes from Showie and his team. All the lines and scroll work is done by hand, with all four trucks carrying the same style and topclass finish. All up, the whole process is about a three-month project, from the moment it rolls out of the Wacol factory until the day it’s parked in the Tamworth yard ready for John to sell. “The first one we did was done very much behind the scenes, “John says. “We built the truck and had it all worked on without telling anyone. It only got announced when we were ready to sell it.” Outlaw 1, the red Outlaw Mack, barely had time to let the engine cool down in JT Fossey’s front yard before it was spotted and snapped up. The reception to and the interest in the Outlaw-themed custom trucks was exceptional. Not just locally mind you, in fact by the time Outlaw 2, the Black Outlaw, was ready it had been snapped up and headed all the way over to the other side of the country. It is now hauling a

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Left: I was fortunate to be able to snap some photos of Outlaw 2 at the recent WA Mack Muster. For the record, it took out the award for Best Mack 2010-2022

low loader in and out of Western Australia. Another Tamworth local procured Outlaw 3, the Blue Outlaw. I don’t even think it made it to JT Fossey’s front yard before it was sold. Outlaw 4, the beautiful green one gracing the pages before you, was sold before pre-delivery. The popularity and quality of the Outlaw-themed trucks is ensuring they get snapped up quicker and quicker with each one. In fact, Outlaw 5 was sold before it has even made it off the production line. Can’t wait to see that one and its secret colour. “Originally we had planned for five Outlaws,” John says. But he now confesses they have the colour schemes set up for 10. The feedback he has received from Mack as well has been extremely supportive and, like John himself, they are extremely proud of the trucks when they hit the road. “I get a real thrill out of seeing them completed and on the road,” John says. “It’s been amazing.” I do have to admit, and I’m not just saying this to encourage John to send me a Mack bag full of merchandise (2XL by the way John), I have to admit the Outlaw Macks are another level. John’s vision for these trucks was to let everyone involved get creative and put their best foot forward and they all nailed it. From the impressive bar on the front to the remarkable shine and finish of Bling HQ, from the outstanding lines and scrolls to the high-end custom interior. These state-of-the-art trucks look a million dollars. John’s vision for a custom series of SuperLiners is spot on– well done! It just shows what a salesperson can achieve when they aren’t having four-hour lunches. Come on, I had to get one dig in.

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industry focus

CHECK YOUR WEIGHTS THE RIGHT WAY

Ararat-based Molloy Bros Transport and Bulk Storage turn to Right Weigh and V-DAQ to boost its grain haulage operation

ight Weigh, a leading player in on-board truck scales and weigh gauges, has teamed up with compliance telematics provider V-DAQ to offer Australia’s first wireless smart on-board mass (OBM) management solution. Right Weigh’s Type B approved air suspension gauge provides a connected on-board weighing system designed to help operators boost productivity, while ensuring safety and compliance is maintained. The smart OBM solution by Right Weigh and V-DAQ features a new driver app (available for both Apple and Android) that allows operators to easily view and record real-time weights from within the cab. It’s flexible, easy to use, and enables location and mass tracking. Since being launched, numerous operators are seeing the benefits of combining Right Weigh’s trusted weigh gauges with V-DAQ’s smart telematics. Among them is Molloy Bros Transport and Bulk Storage. Based in Ararat in Victoria’s south-west, it’s a family owned and operated company started by brothers Tim and Shane Molloy in 1998. Originally shearers and farmers, they began driving trucks part time. Then they bought their first truck, a Kenworth T600, and things progressed from there. They now operate a fleet of six trucks, mostly towing B-double tippers, as well as a new road train. Molloy Bros – which carts grain and fertiliser throughout Victoria, and into South Australia and NSW – began using Right Weigh scales around 15 years ago, and Tim says he’s never looked back. “We have Right Weigh’s scales fitted on all the trucks. Prior to that we were using old analogue air gauges, whereas these ones go down into small 10kg increments, so are very accurate,” Tim Molloy says. In a bid to increase efficiency and productivity, Molloy Bros purchased a new Kenworth road train, complete with a Right Weigh onboard scale connected with V-DAQ telematics.

“By setting that one up with V-DAQ, we were able to go up from a B-double to a road train when operating within Victoria. That means we can fit more on at the same time – it’s real handy at harvest time when you’re shifting large quantities of grain,” Tim continues. “By using this system, we’ve been able to use a bigger combination, which means we’ve gone up from about 43 tonne on a B-double to 57 tonne on the road train, so it’s a big difference. “It’s got Bluetooth, too, so the driver can look at the weights while in the truck cabin or at a safe distance to stay out of the dust,” he explains. “We’re hoping to get another road train on the road in the next couple of months, and it will use this same smart weighing system too.”

Along with the road train, Molloy Bros have three B-doubles also using the Right Weigh/V-DAQ system. “That means they can run at higher mass in NSW, so we pick up an extra three tonne. It doesn’t sound like a lot but, over the course of a year, it’s a fair bit of extra product,” Tim adds. He says that as well as the system being user friendly and very affordable, the teams at Right Weigh and V-DAQ offer excellent customer service too. “Leigh Noske at Right Weigh is exceptional to deal with – they provide a great service. If there is ever a problem with the gauge, they get it sorted straight away,” he says. “Paul Fenech at V-DAQ is really good too. Everything happens very promptly, and their service and feedback is right on the ball.”

“WE WERE ABLE TO GO UP FROM A B-DOUBLE TO A ROAD TRAIN WHEN OPERATING WITHIN VICTORIA.”

Top: Details at your fingertips with the new Right Weigh/ V-DAQ driver app Right: One of the Molloy Bros’ Kenworths equipped with the Right Weigh/V-DAQ system

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industry focus

HELPING TO GROW YOUR BUSINESS Who is Ryno Insurance? Ryno is the insurance expert for trucks and enthusiast cars, going the extra mile to see its clients properly protected

R Top: Ryno clients Paul and Jakob and their small fleet of hardworking trucks Above: Family business: Ryno Insurance founder and CEO Greg Rynenberg and his daughter Alicia Rynenberg Below: A happy Ryno customer – Frank is appropriately protected for his journeys ahead

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yno Insurance started off as a brokerage of just one. Rewind to the early ’80s, its founder Greg Rynenberg sat in the garage of his Queensland home in the blistering summer heat calling up owner-operators in the hope of assisting them with their transport insurance. Greg always had special ties with the trucking industry and it is something that has become a part of Ryno’s DNA since it opened its doors 16 years ago. Its mission remains the same ever since – to give its customers a transformed and simplified insurance experience, minus the hassle. Ryno’s connection with owner-operators has enabled it to form a well-rounded understanding of what’s involved in running a transport business, including the concerns and challenges. “Our position as a family-operated company gives us the upper hand in recognising the needs of other small businesses,” Ryno says. “It takes one to know one!” Mind you, Ryno isn’t another brokerage that’s just about winning new businesses. In fact, an important value that it carries is to nurture strong relationships with its clients – both new and existing. “The best way for us to demonstrate this is through our team,” Ryno says. Ryno is made up of a group of motoring enthusiasts and

insurance experts who are passionate about what they do. These are the same people customers will speak with over the phone, whether it’s about their policy or a claim. “You can rest assured knowing you’re backed by a team who knows exactly what’s going on and how to advise you,” Ryno says. Ryno Insurance adopts the belief that no two businesses are the same. “To help build a truck insurance package that fits you, we need to first understand your business and the person, or people, behind it,” it says. “It’s not just about ensuring you get proper insurance coverage; we also want the best for our truckie clients. You will see that in how we tailor and package your insurance.” Ryno says some may be concerned that working with a family business limits the benefits you get, however, it offers the reassurance that while Ryno is a cosy team, it is confident in delivering the results its customers deserve. “Remember, we’re your trusted mate for anything and everything related to transport insurance! We know that having to spend long hours on the road makes it difficult to find time for other things, let alone organising truck insurance,” Ryno continues. “While insurance coverage for your business is an important part of business continuity, finding a compatible cover can take time.” As Ryno explains, truck insurance isn’t one-size-fits-all, and a cookie-cutter policy isn’t going to pull its weight when you need it to. “Ryno is here to help carry the burden where we can. Not only will we help put together your insurance, but the team will also be there when you need us most,” it says. “If you ever find yourself in a sticky situation, you can count on us to get you through it. Don’t worry about dealing with the insurer because we’ll do that for you. Ryno will act as your representative, and we work hard so you can come out the other side still in the driver’s seat. “So, whether you’ve got a single truck, or a small fleet of 2 or 10, trust Ryno Insurance to help you grow your business.” To find out more about Ryno Insurance and how they can help, get in touch with the Ryno team today by phoning 1300 650 670 or email hello@rynoinsurance.com.au! Ryno welcomes transport operators with a small to medium-sized fleet. You can even submit a quote online and have it sent directly to your inbox by visiting: https://rynoinsurance.com.au/quote/transport “We look forward to working with you!”

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14/6/2022 13:08 28/6/22 11:49 am

truck events

ALEXANDRA’S BIG COMEBACK

Making up for three years of lost time due to COVID-19, up to 14,000 people flocked to the Alexandra Truck, Ute and Rod Show in Victoria on June 12. Attendees got to see the unveiling of the brand-new Kenworth K220, a retired 1987 model, loads of registered heavy vehicles and were treated to a variety of entertainment. Peter White reports

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“Our crowd was one of the biggest we’ve ever had.”

ndrew Embling is a member of the Alexandra Truck, Ute and Rod Show’s organising committee and has been involved with the event since it began 25 years ago. According to Andrew, this was the Victorian town’s biggest truck show ever. “We had 315 registered trucks, 77 registered utes and 25 registered hot rods,” he says. “Our crowd was one of the biggest we’ve ever had; we were estimating between 12,000 to 14,000 people.” Andrew says the show took up 2.75 kilometres around town. The reason he thinks the show was so popular this year was because of its three-year postponement. The team at Alexandra tried to cater for everyone, with woodchopping events, the annual truck auction, and country rock music from Simply Bushed. However, there was one not-so-little surprise waiting for truck enthusiasts. The new Kenworth K220 was unveiled to the public only a few weeks ago, but Andrew and his team managed to bring it to Alexandra for the show, thanks to Hallam Truck Centre. “We were lucky enough to have the K220 – straight off the line from Brisbane, here in Alexandra,” Andrew adds.

First timer This year was Oliver Russell-Lothian’s first experience at the event, bringing a Kenworth T659 on behalf of Dirt Rock Civil (DRC). “I brought the truck up here to get our name out there as well as to show off how awesome our trucks are,” he says. “This is my first year bringing the truck and it has been a bigger turnout than I expected.” DRC’s main line of work is hauling rock – usually big boulders along with a bit of quarry work on the side. “We’re based out of Cardinia and we’re all over the state,” Oliver says. “We’ve had a few trucks go up to New South Wales doing

From top, L to R and underneath: A Klos Bros 950 Tradition was a class act; Oliver Russell-Lothian drove a Dirt Rock Civil Kenworth T659 to the show; The Alexandra event is unique in that trailers are permitted – even heavy haulage combos Above, L to R: Fine example of the industry’s artistic flair on show; SRV Road Freight Services is another Alexandra regular Left: The cool temperature didn’t deter visitors from returning to Alexandra for the first time since 2019 Opposite bottom, L to R: The crowd squeezed into Alexandra’s Grant Street; Paul Johnston brought 10 Freightliners to Alexandra, as well as his two sons

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“I brought the truck up here to get our name out there.”

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contaminated work, but everywhere – wherever the job is – we’ll get to it.” Paul Johnston from Johnston Transport in Yea returned to the event this year, bringing 10 of his Freightliners to Alexandra. Paul explains that he regularly attends truck shows but the pandemic knocked that on the head in recent years. “I’ve missed a couple, obviously because of COVID and that, but I come quite often,” he says. The 10 Freightliners included a 2001 C12 Century Class which Paul says has been very reliable for the business he operates with his wife Belinda. “The engine’s done 4.35 million kilometres and it’s still going. It works every day, runs interstate along the east coast and up to Cairns. They’re used for carting steel mostly, with flat top trailers, tarps … old fashioned stuff.” An interesting restoration project also attended the show this year – a 1987 Kenworth W model. Adam Locket, who drives for Graham Sutherland, has been coming to Alexandra for at least 15 years. He brought the Kenworth to Alexandra to show off the project truck. “He picked it up brand-new from Kenworth in 1987 and has owned it ever since,” he says. “It’s one of the last W models ever built. It’s got an 892, 13-speed, three fives, air glide. It’s done 2.8 million, it was rebuilt at 1.8.” Adam explains that the truck isn’t in use anymore and the team is focused on restoring it to its former glory. “It’s retired now,” he says. “It sat in the shed for the last eight years, it hasn’t been registered or used the whole time, we just started doing it up. “We’re midway through restoring, we’ve done from the cab down,” Adam explains. “We’ve still got to restore the paint on the cab and redo the linework – we’re going to leave the paint original. It’s as original as they come. Adam says it still has a spring seat. “It’s like a time warp this thing. There’s nothing on it that wasn’t on it when it came out of the factory in ’87.” For those intending to visit the Alexandra Truck, Ute and Rod Show, mark the 2023 Queen’s Birthday long weekend in the calendar.

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From top: The Kenworth brand was in the majority, overshadowing a lone Mack in this line-up Middle, L to R: This Upper Goulburn Freight Lines found a nice parking spot outside the Shamrock Hotel; Another fine example of the industry’s artwork Above: Part of Paul Johnston Transport’s fleet, only a short trip from its HQ in nearby Yea Opposite top, L to R: Who said Thurwood trucks were off to auction?; Some even dared bare their bonnet Opposite middle, L to R: Adam Locket rolled up in Graham Sutherland’s ’87 W model Kenworth; No show should be without a Peterbilt Opposite bottom, L to R: This flashy Kenworth 900 came across from Western Australia, thanks to Glen ‘Yogi’ Kendall; Membrey’s Transport are Alexandra regulars, this time bringing along a well-appointed Kenworth T900 among its fleet

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that apply or adopt the HVNL. The National Regulations contain all the fine detail, the nitty-gritty that has a sting in its tail. We are not convinced that the Queensland Governor has any authority beyond the Queensland border.

HIGHWAY ADVOCATES Robert Bell

Road law inconsistency NSW has never forgotten the rejection over Queensland being awarded the HVNL guernsey

he current vibe around the transport industry is New South Wales transitioning to the National Heavy Vehicle Regulator (NHVR) for heavy vehicle enforcement in August 2022. Currently Transport for NSW (TfNSW), or whatever they are called this week, undertakes enforcement duties across various legislative instruments in NSW. Those who travel through NSW regularly will know that this is a role that TfNSW cherishes and it remains to be seen if the Regulator will change the way things are done. We can only hope so. Perhaps then we may see the end of some of the offences we encounter in our daily practice. Offences such as deeming an interstate registered heavy vehicle unregistered even when it is validly registered. We often wonder how something can be deemed unlawful in NSW when is it perfectly lawful elsewhere in the country. The Regulator boasts how they will offer a more streamlined approach and a greater degree of consistency in regulating heavy vehicles. Maybe the enormous fines and points imposed if your trailer wheels drift over the edge line in a Safe-T-Cam or average speed zone may be looked at once the Regulator becomes the new ‘Sheriff’. These offences face some complicated statutory construction questions, in our opinion.

STATE MANAGEMENT Road transport is a state issue constitutionally – and so is licensing and registration. The Feds only have jurisdiction over the National Highway system and even then they allow the states to manage them through funding arrangements. This roundabout way brings us back to the Heavy Vehicle National Law (HVNL) and the Regulator. The HVNL is a schedule to the Heavy Vehicle National Law 2012 (QLD), which is applied in Queensland by the 2012

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Act—confused yet? The NHVR was created in 2013, a creature born out of the National Heavy Vehicle Law (Qld). We need to strip it back to understand how the law works. The HVNL, which is applied through an application law of a state or territory, is drafted by the National Transport Commission (NTC). The NTC is a Commonwealth entity with no legislative authority to enact laws or statutes. It drafts model legislation that is then applied or adopted by a state or territory. In the case of the HVNL, Queensland got the guernsey. This brought a smile to the face of the cane toads but peeved the cockroaches at the time and they had never forgotten this snub. NSW might have had a chance if it had gotten rid of its contemporaneously superfluous Legislative Council like Queensland did in 1922. One clue to the Queensland connection in NSW is HVNL (NSW) section 730 – National Regulations which provides for the purposes of this section. The designated authority is the Queensland Governor acting with the advice of the Executive Council of Queensland on the unanimous recommendation of responsible ministers. Section 730 defines the ‘Queensland Governor’ as the Governor of the State of Queensland. The ‘Queensland Governor’ appears to become the ‘Governor-General’ for the purposes of the HVNL. This is all very well, and we mean no disrespect to the Vice Regal institution in Queensland, but this is NSW we are talking about. In fact, any other states and territories

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 penalties in many aspects are manifestly excessive.”

HIP POCKET PAIN Regulations, or rules as they are known sometimes, do not pass through the process of parliament in the same way as acts or statutes. But these regulations, in many cases, affect us where it hurts – in the hip pocket. The complexity increases exponentially as a result. So, when we speak of the HVNL, we must also consider the regulations—feeling that streamlined effect yet? Another aspect of the law that rails many is the criminality aspect. It is widely considered that most of the offences under the law and regulations may be considered regulatory in nature. The penalties in many aspects are manifestly excessive compared to most others. With the introduction of demerit points applied to some fatigue and defect offences in 2018, the overall penalty can be crushing. What if these offences were not meant to be criminal in the first place? Again, we look at how the law is drafted, applied, or adopted. When the NTC drafted the Law, they tried to make it ‘one size fits all’, but of course all States and Territories do it differently. They all have nuances, and the courts and tribunals vary. Therefore, each jurisdiction must make certain declarations in their application/ adoption Acts to adapt these variances. One such declaration is ‘relevant court or tribunal’. Let’s look at how each State or Territory has made such a declaration: • Queensland – QCAT • NSW – Local Court but doesn’t state whether in Civil or Criminal Jurisdiction • ACT – ACAT • Victoria – VCAT • South Australia – Administrative and Disciplinary Division of the District Court • Tasmania – Magistrates Court (Administrative Appeals Division) is declared to be the relevant tribunal or court for this jurisdiction for the purposes of Chapter 11 of the Heavy Vehicle National Law (Tasmania); and the Magistrates Court is declared to be the relevant tribunal or court for this jurisdiction for the purposes of all other Chapters of the Heavy Vehicle National Law (Tasmania). Clear as mud as they say. In Victoria and SA, where the Regulator has set up camp already, we see police intercepting drivers and operators, issuing breaches, and then handing them over to the Regulator to prosecute. Is that something we can look forward to in NSW also? Will the NHVR allow multiple contraventions to be put on a single court attendance notice? In one recent outcome we successfully achieved 20 dismissals on a 20 sequence court attendance notice., including seven critical breaches. Unfortunately, our client recently received a demand to pay over $3,500 in court fees and levies. We are onto that as this goes to print, but this has to stop. Multiple offences bite in so many ways. One thing is for sure, though, this law is anything but streamlined and consistent. If you get snared by it, talk to Highway Advocates. We know what you need to know and always strive to get the best possible outcome for our clients. We are a genuinely national law firm. Contact us at www. highwayadvocates.com.au or 0488 010101.

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REIMAGINING T H E S U P P LY C H A I N

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E H X H I B I T I O N C E N T R E

ASS OCIATION PAR TNERS

28/6/22 11:49 am

TWU Michael Kaine

Stronger together The gig economy is threatening both the livelihood and safety of Australia’s owner-drivers

s the results of the Federal Election rolled in, owner-drivers and small fleet operators would have breathed a collective sigh of relief. Nine long years of neglect have left road transport in a parlous state. Sky-high operating and fuel costs are decimating wafer thin profit margins while gig bottomfeeders like Amazon Flex are undermining the strong conditions drivers have built up for generations. In these economic and contracting conditions it’s never been harder for drivers to make a safe and sustainable living. Having dealt with those pressures for almost a decade, if you chat to any driver at a truck stop about how they’re feeling, you’d get similar answers: stressed, overworked, fatigued and less financially secure. Yet when our fractured industry united to present a roadmap for industry reform, the former Morrison Government baulked. There was apparently nothing to see here. The 10 critical recommendations of the landmark Without Trucks, Australia Stops Report – the result of two years of consultation led by former truckie and industry expert Senator Glenn Sterle – were left to gather dust as operators went bust and drivers died under enormous pressure. Adding pandemic failures to the mix only made the industry more dangerous. Drivers were dismissed when calling for common-sense solutions – like priority vaccine access for drivers who wanted it, consistent border and testing rules, and free and accessible rapid tests – to make their incredibly difficult job keeping Australia moving during COVID just a little easier.

INQUIRY ENDORSED All in all, the Federal Election closed a sorry chapter of dismissal and outright hostility all of us in the transport industry felt from The Lodge and Parliament House. The incoming Albanese Government gives us hope that the terrible pressures crushing supply chains and sending experienced drivers from the industry in droves will finally be addressed. In opposition, Labor Senators endorsed the Inquiry’s recommendations and committed to establishing an independent body with strong powers to set enforceable standards. Regulation of this kind would strike at the heart of the crushing pressures drivers face in two clear ways. First, it would bring the wealthy supermarkets, retailers, manufacturers and oil companies at the very top of our

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national supply chains to heel. For too long, these wealthy companies have been able to freely crush supply chains, feeding unsustainable competition between large transport companies, ownerdrivers and small fleet operators to cut costs to win lucrative contracts. The net result is an industry in which drivers are working longer hours for less money. Dangerous undercutting is rampant. Running on the whiff of an oily rag, the pressure is on to drive tired, overload, cut back on maintenance and take risks on the road to make ends meet. An independent body would stop this race to the bottom by setting minimum standards for all drivers, including nationally consistent cost recovery mechanisms for expenses like fuel prices. It would improve supply chain accountability by recognising that as pricesetters, those at the top have the power to drastically lift and depress standards through the terms set in their contracts. Under the spotlight, these wealthy companies wouldn’t be able to continue the same dangerous practices that have seen margins shrink and standards collapse. Second, it would finally address the existential gig threat that’s been bearing down on the road transport industry over the past few years.

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

Below: The Amazon effect is spreading from the US to Australia

“Dangerous undercutting is rampant.”

It’s easy to write off the gig economy as something only affecting bike riders in major cities. The gig threat is much bigger than that. You need only look at the experiences of transport workers in the United States and Europe to see what’s on the horizon if we don’t act fast. Traditional transport companies like FedEx, owner-drivers and small fleet operators are now in direct competition with gig companies like Amazon that can offer much lower freight costs to their clients by paying drivers a pittance. In those countries, it’s a daily fight to make ends meet and it’s drivers that are missing out. While traditional operators are thrown from the market, drivers are forced to accept the shocking conditions offered by gig companies on a take-it-or-leave-it basis: there’s no workplace protections, no ability to bargain for fairer rates, and drivers can be sacked on a whim by an algorithm.

AMAZON THREAT The ‘Amazon Effect’ is the single greatest threat to the sustainability of our industry in a generation. While Australia isn’t as far down the Amazon rabbit hole, it’s only a matter of time unless we fight back. Amazon Flex depots are sprouting in capital cities across the country, and only last year we saw some of our largest transport companies attempt to attack their own drivers to remain competitive against Amazon’s growing market share in parcels. A strong regulatory body with the power to set minimum standards would end this undercutting by forcing gig companies to play by the same rules as everyone else. The likes of Amazon would no longer be able to import the same deadly tactics its used to attack traditional operators in other countries. While these commitments from the new Federal Government are important first steps, promises only go so far. It’s critical the industry again comes together to fight for change. The Transport Workers Union, the Australian Road Transport Industrial Organisation and the National Road Freighters Association are out of the starting gates. We’ve called on newly-minted Industrial Relations Minister Tony Burke and Transport Minister Catherine King to reconvene the successful industry working groups forged through the Senate Inquiry to provide a timetable for reform. It’s critical this process is led by someone who understands and has lived the experiences of drivers on the road. That’s why Senator Sterle is the perfect person to lead this process. Ultimately, the resolve of owner-drivers and small fleet operators has been tested these past few years as we’ve battled COVID, bushfires and floods. Yet we’ve come through stronger by working and fighting together. As you backed the country by putting your shoulder to the wheel these past two years, it’s time the new Federal Government did the same by taking decisive action to improve our industry’s sustainability. Join our industry-wide campaign to lift standards and stand shoulder-to-shoulder in the fight for a road transport industry of which drivers, operators and the country can be proud. See the website at www.twu.com.au/join

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28/6/2022 9:45 pm

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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

Singin’ the blues away New music to ease those long hours on the road WEIRDER & WEIRDER Ball Park Music

CHEAP MOTELS AFTER MIDNIGHT Dave Favours & The Roadside Ashes

LEAVE THE LIGHT ON Pillow Queens

Prawn Records www.ballparkmusic.com

Stanley Records www.stanleyrecords.com.au

Royal Mountain/Virgin www.pillowqueens.com

Brisbane band Ball Park Music has chalked up album number 7 with Weirder & Weirder, following hot on the heels of the group's 2020 self-titled release. It’s another innovative offering from the five-piece combo, highlighted by ‘Pleb Rock’, a track that frontman Sam Cromack toyed with in 2012 before giving it a makeover. ‘Stars In My Eyes’ gives a nod to British poprock, there’s crafty guitar licks on ‘A Field To Break Your Back In’, while ‘Caramel’ has a touch of whimsy that builds to a big crescendo. ‘Sunscreen’ has an upbeat tempo that is certain to be a live gig favourite, ‘Writing Hand’ is slightly more sedate and serious, its mood emphasised by a string accompaniment, and there’s an anthem-like quality to ‘Right Now’. Ball Park Music has toured with many big name artists and is currently undergoing an extensive local tour.

For those into raw garage rock, look no further than Sydneybased band Dave Favours & The Roadside Ashes and their album Cheap Motels After Midnight. The title is a hint of the unfashionable rock ’n roll lifestyle. Favours laments his home town's changing landscape on ‘There Goes The Neighbourhood’ with Aaron Langman’s pedal steel delivering an alternate country sound to that track, reverting to lead guitar on most others including the grungy ‘When The Summer Comes’. Favours sings of relationship issues on ‘Louisa’ and there’s Status Quotype guitar riffs on ‘Underground’. His honest, gravelly vocals shine on ‘One Day’, a quiet interlude compared to the rest, while Favours relates the disappointment of lost love on ‘Cleveland’, a true pub rock track. A no-frills rock album with a touch of country.

Irish indie rock band Pillow Queens attracted much attention with their 2020 debut album In Waiting, so there was plenty of anticipation surrounding their second outing Leave The Light On. As expected, the all-female group continues to deal with religion and sexuality. They sing of concubines, wives and widows on ‘No Good Woman’ and there’s a Florence + The Machine flavour to ‘Hearts & Minds’. ‘Be By Your Side’, with its rhythm, harmonies and lyrics of passion, is one of the album’s standouts, while ‘Historian’, amid its tempo changes, boasts some of the best fuzzed-out psychedelic guitar licks around. The slower beat of ‘House That Sailed Away’ belies its complicated relationship lyrics, then Pillow Queens question a woman’s role in marriage on ‘Well Kept Wife’. Not a pop “girl band”, Pillow Queens are serious rock artists.

THE STORM BEFORE THE CALM Chris Cheney

IN OUR OWN SWEET TIME Vance Joy

FOLLOW YOUR HEART Michael Franti & Spearhead

Liberator Music www.chrischeney.com.au

Liberation Records www.vancejoy.com

Thirty Tigers/Cooking Vinyl Australia www.michaelfranti.com

With his regular band The Living End in a state of hiatus since 2018, Chris Cheney has taken advantage to complete his first solo release, The Storm Before The Calm. The album had its beginnings in Nashville in 2016 when Cheney was dealing with personal demons. It was completed in locked-down Melbourne, his angst-ridden songs now balanced by more positive material. Cheney and his family spent many years living in Los Angeles, hence the rock track ‘California’, a place that holds fond memories for him. He slows the pace for ‘Still Got Friday On My Mind’, a song dedicated to his late father. Cheney reminisces again on the acoustic ballad ‘Football Team’ and misses the good times and friends of his youth on ‘Corner Shop’. ‘The River’ is a strong, emotive rock number, and he sings of sleeplessness on ‘2AM’, another up-tempo track. Cheney has survived his “stormy” days in good style with this solo debut.

Australian singersongwriter Vance Joy has been kicking big goals both here and overseas, including a recent appearance alongside Pink and Luke Combs at California’s Bottlerock Napa Valley Festival. In Our Own Sweet Time is Joy’s third album, maintaining the strategy of releasing new music every four years. He’s maintained his high standards with classy tracks such as the mystical ‘Wavelength’, the big impact first single ‘Missing Piece’, and the breezy ‘Boardwalk’. ‘Clarity’, another single release, is a catchy pop number about forging ahead amid crumbling roads and the like. ‘Don’t Fade’ is another top track with a positive vibe, and there’s more than a hint of intimacy on ‘Every Side Of You’. Joy brings out the banjo for ‘This One’ and the ukulele as he goes travelling on ‘Catalonia’. In Our Own Sweet Time is impeccably produced and the songs are well crafted. Joy kicks off his Australian tour in September.

Michael Franti has long left his rap days behind, as indicated on Follow Your Heart, his 12th album with his regular band Spearhead. However, while keeping with his social beliefs, including urging an end to gun violence in the US, Franti paints pictures of optimism. On ‘Brighter Day’, a big production upbeat track, he sings of never giving up against the odds . He puts peace above hate on ‘Good Day For A Good Day’, and continues that track’s reggae beat on ‘Life Is Amazing’, another positive song. Franti hits the highway with the cool dance beat of ‘Baby Let Your Soulshine’, and he states the obvious on ‘People Need People’, another reggae-flavoured number. ‘Tryin To Keep The Lights On’ relates to dreaming big, while the title track is a contender for upbeat anthem of the year. If that’s not enough to lift the spirits, take a listen to ‘Life Reminds Us We’re Alive’. Follow Your Heart is an excellent follow-up to 2020's Work Hard & Be Nice.

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Country Corner THE SULLI-VANS Kevin Sullivan

Checked Label Services www.kevinsullivan music.com Kevin Sullivan swapped a NSW police force career to chase his country music dream, achieving the first step with the album Belonging in 2018. Sullivan is working on the follow-up album for 2023, but in the meantime he’s gathered his three talented kids KJ, ChaCha and Jet to record an album of Aussie and country classics, performed under the banner of The Sulli-Vans. With dad Kevin singing lead vocals, the family band bring an air of freshness to John Williamson’s ‘True Blue’, and then look further afield as 10 year-old Cha-Cha takes centre stage on the Dixie Chicks’ ‘Travelin Soldier’. There’s a sprightly version of Johnny Cash’s ‘Big River’, and they all join in for Bob Dylan’s ‘You Ain’t Goin Nowhere’.

DENIM & RHINESTONES Carrie Underwood Universal Music www.carrieunderwood official.com

Carrie Underwood proved that country is cool by winning American Idol in 2005. Since then she’s racked up string of platinumselling albums. Underwood took a detour last year, releasing the gospel album My Savior but is back on track with Denim & Rhinestones, her ninth studio album. With her big Nashville production, Underwood sings of a failed relationship on ‘Ghost Story’, the only track she didn’t have writing credits on. There’s country rock on the title track as well as ‘Velvet Heartbreak’, and she’s on high alert over a man-stealing relationship wrecker on the livewire ‘Poor Everybody Else’. In contrast, ‘Wanted Woman’ is a smooth mid-paced song and, along with the equally serious ‘Burn’, are two of the album’s best tracks.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

WHAT’S ON upcoming events CASINO TRUCK SHOW August 6, 2022. Casino, NSW Show sponsored by North Coast Petroleum. The Truck Parade will roll through Johnston and Centre Streets from 10am on Saturday. Truck registration ($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 blingedup 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

Witchy Peterbilt wins big in US

Truck owners from around the US and Canada chase the Shell Rotella SuperRigs calendar dream Trucks from the US and Canada descended on the city of Branson, Missouri over the weekend of June 9–11 to try for a spot in the 2023 Shell Rotella SuperRigs calendar. The annual competition sees plenty of slick rigs enter with owners vying for cash prizes and for their rigs to be immortalised in the Shell calendar. Owner-operator truckers from across the United States and Canada compete for cash and prizes valued at approximately $25,000. Twelve drivers were also selected to have their truck featured in the 2023 Shell Rotella SuperRigs calendar. All of the winning trucks from Shell Rotella SuperRigs will be posted on Shell Rotella Facebook, Twitter and Instagram. Theresa DeSantis of Apache Junction, Arizona captured Best of Show honours with her 1985 Peterbilt 359 with a 2016 East trailer. DeSantis was awarded $10,000 from Shell Rotella. In addition, DeSantis captured the Steve Sturgess Best Theme award for her ‘The Witches Inn’ theme. She previously won Best of Show in 2019. Truett Novosad from College Station, Texas won Best of Show first runner-up and $4,000 from Shell Rotella for his ‘Doc Holliday’ 2007 Peterbilt 379 EXHD. Dean DeSantis of Apache Junction,

MEGATRANS is an integrated trade exhibition and conference showcasing the full freight and logistics supply chain, spanning warehousing and logistics, through to multimodal freight and final mile delivery. For further details and tickets, see the website www.megatrans.com.au

LIGHTS ON THE HILL MEMORIAL CONVOY October 1 & 2, 2022. Gatton, Queensland The 2022 Lights on the Hill Memorial Convoy is planned to be held on October 1 en route to Gatton Showgrounds with the memorial service to be held on October 2 at the Lake Apex Memorial wall. Live music at the showgrounds includes The Wolfe Brothers, Josh Setterfield, Hayley Jensen, Will Day, Kerry Kennedy & Double Barrel and more.

NATROAD CONFERENCE 2022 October 20 to 22, 2022. Gold Coast, Queensland After a difficult two years for road freight operators, NatRoad is pleased to invite members to the NatRoad National Conference 2022, to be held at the InterContinental Sanctuary Cove Resort, Gold Coast from October 20 to 22. Includes the ‘NatRoad Parliament’ and the NatRoad Awards presented at the Gala Dinner. For further info see the website at www.natroad.com.au

Ariz. was awarded Best of Show second runner-up for his 2018 Peterbilt 389, Career Gambler. The event’s 40th Anniversary highlights included the truck lights contest and fireworks, contestant dinner and the truck parade through Branson Landing. There was entertainment and events throughout. Additional first place winners included Todd Gribble in the Tractor/ Trailer Division for his 2012 Peterbilt 389, Kaleb Hammett in the Tractor Division with a 2019 Peterbilt 389 while David Foster won in the Classic Division with his 2005 Kenworth W900L. Daniel and Phyllis Snow won the People’s Choice Award for their 1996 Freightliner Classic XL. The winner was selected virtually with voting taking place online.

ABOVE: Theresa DeSantis scored the big prize with her big Peterbilt LEFT: Part of the truck parade through Branson Landing

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August 24 to 26, 2022. Melbourne Convention & Exhibition Centre, Victoria

For further information go to the Lights On The Hill website or see the Facebook page at www.facebook.com/lightsonthehillmemorial

TOP: Spectacular lights and fireworks show in Branson, Missouri

ownerdriver.com.au

MEGATRANS 2022

BRISBANE CONVOY FOR KIDS November 5, 2022. Redcliffe, Qld The Brisbane Convoy for Kids will form a Convoy of Trucks and Transport Support Vehicles, travelling from Paradise Rd, Pallara across the Gateway to the Redcliffe Showgrounds for a Family Fun Day. Includes truck show, bikes and other vehicles, live entertainment, auctions, food stalls, free kids rides, evening fireworks. Truck registrations open at 6am on November 5, Redcliffe Showgrounds gates open at 9am. For further info see the website at www.brisbaneconvoyforkids.com.au or the Facebook page www.facebook.com/BrisbaneConvoyForKids

I98FM ILLAWARRA CONVOY November 20, 2022. Appin South 32 Colliery to Shellharbour Airport, NSW The Illawarra community’s 17th annual big convoy. Bikes will leave Illawarra Coal’s Westcliff Colliery on Appin Rd at around 8.15am, followed by family buses then lead trucks. Non-lead trucks join at Maddens Plains to Mount Ousley, Warrawong to Shellharbour Airport. Family fun day at Shellharbour Airport (COVID restrictions permitting). Fundraising will continue on-line with a silent auction, raffles and merchandise, with monies raised to be distributed via the Illawarra Community Foundation to charities and families in need within the Illawarra and South Coast regions. For further information visit www.illawarraconvoy.com.au or see the convoy’s Facebook site at www.facebook.com/i98fmillawarraconvoy

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

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weeks ago. Surely they can do better than stopping highway traffic for every single car on a side road at every single light!

EYES ON THE ROAD Rod Hannifey

NT EMPATHY

Truck drivers snubbed Comfortable roadside facilities abound for tourists but it’s the bare minimum for long-haul truckies

trip to Darwin for a change with a triple road train kept me busy for a week or so. On the way up I stopped at roadhouses and truck bays, including some new green reflector bays. Truck Central, the big new road train site at Wishart, has plenty of room for parking up to triples and a loading ramp (which I used to double up trailers). While there, I chatted with a driver who told me that while BP had built the truck stop, it was the Northern Territory Department of Infrastructure which supplied the funds and land for parking. A joint venture such as this has been done before at Miriam Vale in Queensland, but then the servo burnt down and some truckies complained the caravanners took it over. However, it is a better way to get what we need and will be pursued. The aforementioned driver was accompanied by his wife for the run north. She raised an interesting question: “How come all the truck bays have bins and nothing else and all the car/caravan bays have toilets and shade and tables?” As I said, I had looked at the truck bays on the way up, stopped in one to make a phone call and thought they looked big enough, were paved and mostly well signed, although a few were missing some signage – the skid marks confirming others had missed them too. I looked at the many bays for caravans, mostly with ‘No Truck’ signs and thought they looked okay also. But once this subject was raised, I looked a lot closer on the way south.

were only two green reflector bays, but by magic a few more appeared over the last couple of days. From Mt Isa to the NT border, signed stopping bays at least filled the gaps between truck bays, but north from Augathella on the way up I had a strap come loose and was looking for a spot to stop for many kilometres. I asked another driver who told me of a spot completely unmarked, but you could turn a triple road train in there, but you wouldn’t know. That too now has some green reflectors. So, Queensland Department of Transport and Main Roads will be getting more emails. I recently tried to call them, spending over 30 minutes on the phone until it dropped out. I have since emailed them with a list, then had to go back again with a second email and raise the issue of every red light through Rocky on the way to Mackay two

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

“That is how far removed the road managers are from reality.”

I rang the NT Dept of Infrastructure and spoke with the first gentleman. He was a bit hard to understand but I detailed my concerns and within 15 minutes I had a call back. Not only did the second gentleman (this one a bit easier to understand, but still an accent problem) listen, he seemed to both care and have some empathy for the issues I raised. I told him I did not get to the NT regularly but I was serious in raising these concerns. He was not aware of the green reflector marking of informal truck bays (he is now and received some reading material to support this and other suggestions by email after we spoke) and said they were working on improving facilities for truckies. They were doing up shoulders both north of Camooweal and south of Three Ways and they looked nice and tidy, but in adding wider culverts, were nearly completely removing any wide shoulders. If you get tired between bays, hit a ’roo or need to take a leak, you have to stop on the road! Then with the wide culverts with large concrete ends you wouldn’t even see one till you hit it if you had been forced onto the shoulder. A couple had the double guideposts to warn of this, the drops and the like, but most did not. Then without those shoulders we can use, there was nowhere else. While they’re doing good work to improve safety and the road, they simply don’t understand our needs and the reality of travelling up there with big trucks and even bigger gaps between anywhere to stop. There must be and it must be part of a national standard or rest area strategy, places to safely stop on a road shoulder, not necessarily a rest area, perhaps not even green reflector bays. Yes, some stopping bays do fill this need, but not all. A car can stop near anywhere safely; we need to be able to do so as well.

NO TRUCKIN’ TOILETS Years ago I did a trip up with Simons National Carriers and recalled that, at the one place with a toilet sign, you could not even park a semi on the shoulder to go and use the loo, let alone a triple. It seems little has changed. There may have been one southbound caravan bay, where you could park safely on the shoulder, but most not. So where do truckies go to the loo? How can they build some for them and not for us? Yes, we can go to truck stops, but so can all the others. Some caravans have their own showers and toilets but I am yet to see a truck with a toilet. That is how far removed the road managers are from reality – they think trucks have toilets. Then there are some big gaps. The next truck bay was over 75km, there

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28/6/2022 9:39 pm

WILKIE’S WATCH Ken Wilkie

Heart of the matter More thorough health checks must be introduced for Australia’s ageing truck driver workforce

couple of issues ago I took Australian Trucking Association (ATA) president David Smith to task because he expressed concern that sleep apnoea sufferers were going undiagnosed, thereby putting their lives at risk and the lives of other road users at risk. Surely industry management must understand the disincentive to put ones hand up to be tested when the result is immediate stand down until appropriate remedial systems are put in place. Surely an awareness of the problem and appropriate consideration of the problem should allow restrictive operation until such time that remedial support is in place. Or immediate access to a Medicare support payment. At that time of writing I expressed concern regarding a failure to mandate heart stress testing for mature age drivers. Since that time, after discussion with my medical provider, I’ve been advised that an even better system would be compulsory coronary artery calcium score (CACS) testing. I had a work colleague, John, who had passed his 75th birthday in December. A couple of months ago he informed all that he’d received notification to be screened medically owing to his age to ensure fitness to operate a commercial vehicle. I know he was very concerned at the potential to be grounded because, like me, he wanted to continue in the industry he was so proud to have been a part of. John went back to the days of the Grey Ghosts and beyond. I was a little surprised when John reported to all and sundry that he had been

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cleared medically with a clean sheet. But no stress test or CACS! John is not with us anymore. He did want to drive his beloved black Peterbilt until retirement. I’m sure he’d be happy that his passing took place in his home and not at the expense of either damaging the truck or anyone else. But I wonder had he been more thoroughly tested maybe he’d still be alive, recuperating from surgery with the expectation that once recovered he could continue to follow the white line. I was once a drop-dead candidate – it was a heart stress test that highlighted my issue – not the yearly dangerous goods medical. The stress test was instigated by a desire to walk the Kokoda Track – not an industry prerequisite. Another acquaintance, Chris, has survived a horrific heart attack and is now back driving. His attack also took place at home where immediate support was available that saved his life. Poor John was home alone and in no position to call for help. I’m calling on industry to mandate heart tests for all commercial drivers on their 50th birthday. Once a first test has been completed, then any future testing be at the advice of the testing medicos. Let’s put a stop to the ‘Russian Roulette’ situation currently existing. Its Russian Roulette for aged truckies and its Russian Roulette for those we share the road with. I remind you that Shane Warne was not even 60 years old.

DISGRACEFUL INJUSTICE The Roe Holdings’ operators have received an answer to their request to have a review

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

of the breach for failing to mark which fatigue system Dan Roe operated under (see OwnerDriver May 2022, page 50). It was a simple error as Dan was breached for accidentally neglecting to tick the BFM box one page a week prior to being intercepted. It was obviously an error because every page prior to and post that date – and it was found several pages back from the day it was discovered – were appropriately marked. Why a breach to start with but why after review, persist with the demand for $690 or so? The ‘away with the fairies’ industry hierarchy expresses dismay that trucking cannot attract young people to the role of drivers. Currently one has to say that those poor buggers who so gallantly gave their lives, those who gallantly persisted in putting their lives on the line time and time again have done so in vain. What an absolute and utter disgrace and an indictment on those sitting back and letting such injustices to continue.

POLICY POWER What a wasted opportunity. I’m advised that the ATA convention did not have politicians available to hear operators’ concerns. Was it just private bureaucracy pandering to the whims of the public bureaucracy with a few operators along to get warm and fuzzy feelings? It seems industry management is just too stupid to understand that it is the role of politicians to determine policy – not bureaucracy. I’m sure the Lancaster men would be turning over in their graves at the lack of integrity persisting in this nation at present. Hence, my required reading this month is Lancaster Men, the Aussie Heroes of Bomber Command by Peter Rees. This book would have to be the most disturbing but also the most enlightening historical review of the determination of this country’s forebears to protect justice and the freedom of our way of life. It is a testament to the generosity of our society of a bygone era. So vastly different to the selfishness and level of injustice prevailing currently.

“I was once a drop-dead candidate.”

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new model launch

EVOLUTION OF AN K We knew it was coming and we knew Kenworth would launch it with all the gusto and pomp befitting the brand’s top-selling truck. Even so, the launch of the new K220 cab-over was more than expected, showcasing a tireless warrior transformed with a smart blend of modern features encased in classically Kenworth styling. But after 50 years, is this the last major makeover we’ll see for the iconic K-series? Steve Brooks reports 66 JULY 2022

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enworth events are a big deal. Always have been, and given the aspirational notoriety of the brand, probably always will be. Historically, they don’t happen very often but over the past four or five years there has been a veritable glut of ‘big deals’ from Kenworth and Paccar Australia. All with good reason, of course, and all producing remarkable results as well as an occasional, intriguing insight into bold new developments quietly taking shape behind closed doors. Obviously enough, the latest blockbuster was the recent and typically upmarket release of the K220 cab-over to around 500 customers, dealers, special guests and media in a purposefully prepared hangar at Brisbane’s Archerfield airbase. With air-race ace Matt Hall performing jaw-dropping aerial stunts, it was, by any measure, a slap-up, full throttle shindig to not only launch a new version of an old warhorse but also, as one high-ranking

ownerdriver.com.au

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ICON

Paccar Australia executive poignantly remarked, an ideal opportunity to celebrate normality after two years of COVID-induced mayhem and misery. Anyway, while we’ll get to the basic details of the truck shortly, suffice to say it would take a fountain of foolishness in a noggin of pure naivety to suggest the K220 will be anything less than a continuation of the incredible acceptance which keeps K-series the dominant model in Paccar Australia’s product portfolio. Again though, the arrival of the substantially reworked cab-over was simply the latest notch in a swathe of celebrations which largely started in 2018 with the first locally assembled DAF to roll out of the Bayswater (Vic) factory. Vitally, the truck emerged in sync with the announcement of a $37 million expansion of the Bayswater plant and the unreserved expression of DAF’s critical importance to Paccar Australia’s future. However, unbeknown to anyone outside Bayswater’s executive sanctum, it was apparently the same year Kenworth started

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planning for a successor to the stunningly successful K200. Then came the launch of Kenworth’s highly anticipated T610 conventional and its T410 and T360 siblings, followed by the celebration of 50 years of truck production at Bayswater. After that was the 2021 Brisbane Truck Show which saw the arrival of the T410 SAR and the phenomenal, almost rock star response to the retrospectively crafted Legend SAR. Heady days, indeed, and all the while further cementing Kenworth’s and Paccar Australia’s powerhouse performance at the peak of the Australian heavy-duty truck market despite the brutal ravages and constraints of COVID. A truly amazing effort by a truly intuitive company. Paccar Australia is, however, not a company to rest on laurels or let the grass grow under its feet and soon after the arrival of the new conventional models, inquiring minds were wondering if the hugely popular K200 would be next in line for a significant makeover. After all, the T610 and its siblings were the result of a $20 million overhaul of Kenworth’s conventional armoury and consequently, it seemed entirely logical that with more than a decade passing since the K200 skyrocketed onto the market in 2010, the opportunity was perhaps ripe to start work on a refreshed cab-over design. Little did we know that plans were already well advanced. Still, there were at least two factors which caused

some people to wonder if there was even the need for a refashioned K-series. One was the K200’s established acceptance and ongoing sales strength in a booming truck market. In effect, why change something so successful? The other, and arguably most provocative factor, was the growing inference of a boldly unique cabover being developed in Europe specifically for our part of the world, powered by an entirely new, lightweight 15 litre Cummins engine with up to 660hp and 2300lb-ft of torque, and believed to be set for a 2024 release. Together, these two factors questioned whether investment in a substantially refashioned K-series was altogether worthwhile, particularly given strong indications that the new Cummins engine – currently being trialled in Australia – will not be offered in the K-series. But as the launch of the K220 unequivocally showed, a multi-million dollar investment was not only deemed worthwhile but also, entirely appropriate for a truck which continues to be the prepotent platform for Kenworth’s strength and success over more than half a century. However, with the winds of change blowing ever stronger from Europe and the absolute certainty that DAF is the core of Paccar’s cab-over future, is K220 the last major makeover of Kenworth’s seemingly indomitable K-series? Right now, it appears a question with no definitive answer but as we wrote late last

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end of the line for K-series. If we have the market to develop it further, we will.”

Next Level

year when first breaking news of the K220’s emergence, ‘the only certainty is that despite the increasing costs of producing K-series purely for the Australian and New Zealand markets, Paccar Australia is unlikely to ever voluntarily withdraw or kill off its classic cab-over’. ‘Market forces alone will determine K-series’ future but judging by the fact it is still Kenworth’s biggest seller, this incredible survivor will be around for many, many years yet. Investment in a new K220 version will prove it beyond doubt. ‘If people are prepared to keep paying for K-series in sufficient numbers, Paccar Australia will almost certainly continue building it.’ Or as Brad May, Paccar Australia’s resolute sales and marketing director, asserted when recently asked if K220 was the final evolution of Kenworth’s redoubtable cab-over, “It (K220) is by no means the

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Let’s face it, without the Australian and New Zealand markets, and most notably Australia’s reliance on B-doubles for linehaul freight movements, Kenworth’s K-series probably wouldn’t exist today. It would’ve simply drifted into dusty engineering archives several decades ago, sometime after American length laws made conventionals preferable and cab-overs obsolete. Yet, as the only cab-over on the Australian market with an entirely American powertrain, K-series has probably never known better times in our part of the world despite the fact that for many years now Paccar Australia has been entirely on its own when it comes to investment in the cab-over’s future. More to the point perhaps, Paccar Australia’s engineers and product designers have progressively done a superb job of keeping the aging cab-over relevant, productive and popular in the face of fierce competition from highly advanced and increasingly assertive continental brands. It all started, of course, in March 1971 when a slimline K125CR rigid model – affectionately known as the Grey Ghost – rolled off an infant Bayswater production line to become the first Australian-built Kenworth truck. Since then, gradual changes have seen the evolution of various cab-over models, from the somewhat archaic K100C, the marginally less archaic K100E, the significantly upgraded K100G, the underwhelming K104 which led to the slightly

less underwhelming K104B, and the stoic but altogether awkward K108. Then in 2010 came the biggest and best change of all. K200! Defined by a highly distinctive grille design, Bayswater engineers had performed the seemingly impossible by greatly reducing the engine cowl to provide drivers with a vastly improved work space and dash layout, and critically, good access to the bunk and even standing room between driver and passenger seats. It might be taken for granted these days, but K200 was a revolution in Kenworth’s cab-over design. And now there’s the K220, marketed as the ‘Next Level’ in Kenworth’s cab-over chronicle, but unquestionably more evolution than revolution. Even so, as Brad May rightly enthused in a press statement, “K220 celebrates Australian ingenuity to engineer a uniquely Australian product”. “It is a development path that has been forged by an amazing collaboration between Australian transport operators and a dedicated and determined local development team that has spanned more than five decades.” Similarly citing the critical involvement of customers in the K220’s development, chief engineer Noelle Parlier stated, “Although the K200 has benefited from many years of refinement, customers were able to give us several areas of product improvement. It became apparent that our focus should be applied to providing greater driver comfort and technology integration.” The end result is a truck which is obviously different inside and out, yet retains Kenworth’s familiar contours and the design diversity to

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ROLE MODELS B

ehind the glitz and glamour of the K220 launch was news of major management shuffles at Paccar Australia, led by the return to the US of chief engineer Noelle Parlier after a highly successful stint in Australia. Most notably though, Brad May is moving from sales and marketing director to fill Parlier’s demanding chief engineer’s role. From the outside looking in, May’s move signals a seismic Paccar Australia sales and marketing director Brad May addresses the audience at the upmarket launch of the new shift in Paccar Australia’s engineering focus as an entirely Kenworth K220. He’s now moving into the chief engineer’s role in preparation for a major new model development new cab-over currently under from Europe development at DAF facilities in Europe, specifically designed for the Australian and New Zealand markets, draws closer to completion and a likely launch in 2024. Regarded by many as an extremely astute and highly practical proponent of customer needs, Brad May’s input into the new model’s specification – along with Paccar Australia’s product development director Ross Cureton and the company’s local engineering team – will be vital in ensuring a truck tailored specifically to Australian needs. Despite a reputation as a rusted-on Kenworth addict, May concedes that Paccar’s biggest potential rests with DAF. “It has taken a very long time and it hasn’t been an easy road with Kenworth as the cultural base (but) DAF is now a critical part of the Paccar culture,” he said several years ago during a DAF presentation in Brisbane. As we’ve written before, none of this is to infer or foolishly predict that Kenworth won’t continue to reign supreme. Far from it. Paccar principals are much too clever and the Kenworth brand too respected and deeply ingrained in the market’s mindset for such cataclysmic upheaval to occur in just one or two generations. Kenworth is king but have no doubt, in the cab-over class, the Paccar pendulum is swinging more and more to a Dutch touch.

“Paccar Australia’s engineers and product designers have progressively done a superb job of keeping the aging cab-over relevant.”

Opposite from top: All eyes on Kenworth’s new K220. Building on the legacy of the supremely successful K200 and sure to maintain Kenworth’s high stature in the premium cab-over class; Paccar Australia managing director, Andrew Hadjikakou. There’s plenty to grin about with the launch of the K220 and Kenworth’s ongoing domination of the heavy-duty truck market Left: Arguably the greatest change of all is on the inside with Kenworth’s first foray into digital dash technology. It’s a smart layout

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Above: Launched in Brisbane to an invited crowd of 500 customers, dealers and special guests, rain didn’t deny a close-up look at Kenworth’s newest cab-over. In the background sits the Grey Ghost, the first Kenworth built in Australia Opposite top: K220 with the 2.3 metre hi-rise cab leads a 2.8 metre ‘big cab’ version around Brisbane’s Mt Cotton track. Gone are the vista windows in the new roofline

be configured as a 6x4, 8x4, 8x6, 10x4 or 10x6 with gross combination mass ratings ranging from a nominal 97 tonnes up to around 250 tonnes. Typically, cab options include a 1.7 metre day cab to a 2.3 metre sleeper cab in flat-roof or high-rise aerodynamic form, and a 2.8 metre aero ‘big cab’. Side extenders are available on all cab sizes, plus there’s a wide range of sleeper storage and bunk options on the 2.3 and 2.8 metre cabs as well as roof fairings. Critically though, K220 also delivers a number of significant advances led by a new electrical package with enhanced capacity to integrate current and future functions from Europe and the US in areas such as safety, telematics and powertrain developments. On the outside, the new grille is the most obvious change, giving the cab-over a distinctive family resemblance to the T610 and T410 conventionals. What’s more, Kenworth says, ‘The new grille works with a more efficient fan (and) the new wheel well shield protects the engine bay and critical electrical systems from road spray and debris’. However, ‘The most significant exterior change is the new wind-cheating roof profile. Shaped with the aid of computational fluid dynamics, the profile improves aerodynamic efficiency by four percent,’ Kenworth claims. Surprisingly absent from the new model are the vista windows on the front of high-rise roofline and according to Kenworth, the decision to forego the windows was, ‘Inspired by the success of this change on the T610, for improved sleeper insulation and a more easily maintained cab temperature’.

Likewise, ‘The new roof profile increases headroom and provides greater overhead storage space, which is now triple the size. The new climate-controlled HVAC (heating, ventilation, air conditioning) system provides significantly improved performance … in any weather. Meantime, the K220 also has new LED headlamps with integrated indicators and daytime running lights which Kenworth says, ‘can be paired with bright bezels to enhance the model’s on-road presence’. Overall though, the most dramatic change is on the inside where a 15-inch (38cm) digital instrument panel provides a complete departure from Kenworth’s typical array of gauges, and while uniquely different from the digital dash designs of prominent competitors, at least takes Kenworth into the modern realm of digital instrumentation. ‘Intuitive and easy to read,’ Kenworth states, ‘this new digital instrumentation helps reduce distraction by allowing the driver to control how much information is shown when

“The end result is a truck which is obviously different inside and out, yet retains Kenworth’s familiar contours.”

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operating the truck. This can be customised from driver to driver and trip to trip.’ Typical of most modern digital systems, ‘The instrument panel will display critical content to alert the driver of all necessary information, constantly monitoring vehicle parameters and displaying them as required.’ Furthermore, ‘With the press of a button, the K220 will perform a comprehensive Systems Check (and) at the end of the day will display a detailed trip and vehicle summary including average fuel economy, idle time, cruise control usage as well as any potential mechanical issues.’ Kenworth also emphasises easy control of the various functions and settings through, ‘a new and improved SmartWheel and stalk mounted controls’ while an eight-inch (20cm) Audio Visual Navigation (AVN) unit on the left of the dash ‘provides easy access display with intuitive controls for truck navigation, the audio system, and smartphone mirroring’. The AVN can also be operated through control buttons on the steering wheel. For the purists though, there’s space for the option of up to six regular analogue gauges on the

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left extremity of the dash fascia. Continuing the techno trend, Kenworth says every K220 is equipped with Paccar Connect, Paccar’s proprietary telematics system which offers live tracking and monitoring of the vehicle, driver, and fleet performance data in easy-to-read reports that can be customised to individual needs. For drivers, ‘the interior is more spacious and quieter than ever (with) more space in the footwell achieved by moving pedals further forward, combined with a greater range of seat movement’. And maintaining the all-important Kenworth image is soft upholstery in traditional studded trim with updated colour choices. After the initial fanfare and fuss of the K220’s blazing entry, a few quiet minutes inside the cab at least revealed user friendly features and system controls in an entirely pleasing environment, and an extremely impressive digital dash display. Hopefully, it won’t be long before an overnight run will provide the opportunity to better gauge the extent of the new model’s makeover. Under the cab though, it seems the only significant change is in the availability of Eaton’s all-new Endurant XD Pro 18-speed automated transmission behind the quintessential Cummins X15 engine in either Euro 5 or Euro 6 form. Of course, there’s also an 18-speed manual version but it’s the much anticipated automated ’box which sets a new standard for both Eaton and Kenworth. Said to be lighter, smoother, and engineered to reduce fuel and maintenance costs, Kenworth says the Endurant XD uses Eaton’s ‘extreme duty’ clutches equipped with components designed for greater durability, lower noise and vibration levels, and better low-speed manoeuvrability. On the subject of safety, Kenworth makes considerable claims for its latest cab-over. As the company states, ‘Contributing to improved safety for drivers and other road users, the K220 has the largest range of active and passive safety options ever offered by Kenworth Australia, adding multilane Autonomous Emergency Braking and stopand-go functionality (whatever that means) to a growing list of systems.’ Sounds impressive but typically, Paccar Australia

chose to keep advanced safety systems on the options list rather than match its major rivals with the standard inclusion of a high-level safety package. Rest assured though, the day is coming within the next few years when world-class safety systems will be an integral standard feature in a highly advanced cab-over from Paccar Australia. Whether that truck will be badged a DAF or a Kenworth remains to be seen. You never know, it might even be called a Paccar. And why not? After all, it’s a brand that already reflects prestige and success. Whatever it’s called, we’re expecting to be amazed by a truck which will bring together Paccar’s global strengths to produce something entirely unique to the Australian market, and like nothing ever before offered by Paccar Australia. In the meantime, there’s no question the K220 will continue to do what its forebears have done for decades – work hard and work well, for as long as it takes before time, technology, circumstance and cost ultimately combine to create another Kenworth ‘Legend’.

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industry focus

TRUCKIN’ WITH CARPENTRY

Isuzu tippers, including a new NQR 87-190 AMT model, are knocking 23 Carpentry’s fleet into shape … touch wood!

ormed 10 years ago in Albury-Wodonga, 23 Carpentry has a firm foothold on regional commercial projects straddling the New South Wales and Victorian border that need that touch of something extra special. From striking wooden outfits on council buildings and cladding on Wodonga Library, through to a stylish re-cladding of the Bendigo GOTAFE and the Wodonga Justice Centre to ensure safety compliance, it appears the dynamic team can turn their expertise to just about anything. The company currently has a large staff team of carpenters and apprentices, captained by father and son duo Paul and Chris Seaton. A builder and carpenter by trade, Chris manages overall operations and contract management. He brought in Paul to help manage the workload after business really started to take off. A bricklayer for over 50 years, Paul now oversees the driving and delivery team that transport materials on site. Currently he’s most often found in the cab of 23 Carpentry’s new NQR 87-190 AMT tipper. The new NQR is the latest and largest addition to their trusted line-up of Isuzu NLR tippers — which Paul mentioned also earn their keep in a side hustle of pool renovations, as the NLR cab fits perfectly in tight spots under residential garage doors. While constructing and putting the finishing touches on buildings is obviously their stock in trade, it’s also evident Paul and Chris are driving enthusiasts. Paul said his own father did some racing under the number 23 back in the 1950s and his brother in Auscar in the ’80s, while Chris had a stint racing in Europe, also under number 23. There’s nothing like keeping a good thing going; it

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certainly seems to be a lucky number for the Seatons. Their enthusiasm for all things automotive gets serious when it comes to sourcing the right tipper to support their growing business. “With my son, Chris, expanding the business, we purchased an all-terrain scissor lift and a bobcat, which we needed to get around,” Paul explains. “We already had a range of Isuzu NLR tippers, which are very convenient for the staff to drive on a car licence, but we needed something specifically to transport machinery and materials to job locations. “The NQR tipper ticks all the boxes — it’s able to carry the load we needed and comes with a 3.8 metre tray, so we can use it for delivery to forklift material on and off. “The reverse camera is irresistible, and the interior lighting is like a stadium; we couldn’t be happier with those extra features.” Under the hood, the NQR 87-190 AMT tipper is fitted with Isuzu’s 4HK1-TCC four-cylinder turbocharged engine, featuring power of 140kW @ 2,600rpm and max torque of 513Nm @ 1,600–2,600rpm. With a healthy 8,700kg GVM and an option of 8,000kg LR licence model, and six-speed automated manual transmission (AMT), the NRQ AMT tipper provides operational flexibility. This is doubled down with a considerable 12,200kg GCM and industry-leading 4,500kg towing capacity. “In terms of drivability, it has good visibility and an unbelievably tight turning circle – none of that going back and forth again to negotiate an exit turn,” Paul says. “The convenience of being able to pick pallet-loads of cladding and also attach something like a splitter behind to cut wood, and load what we need, is just great.” Paul also noted the NQR’s fuel efficiency is comparable with a dual-cab ute, as was the packaged purchase price they settled on with Richard Peneros at dealership Blacklocks Isuzu.

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“THE NQR TIPPER TICKS ALL THE BOXES — IT’S ABLE TO CARRY THE LOAD WE NEEDED AND COMES WITH A 3.8 METRE TRAY, SO WE CAN USE IT FOR DELIVERY TO FORKLIFT MATERIAL ON AND OFF.” However, it’s a bit like comparing apples and oranges, considering the NQR’s available payload with a 3.6 cubic metre volume in the tray and practical features, including auto-tipping function and autorelease tailgate, drop sides and non-slip steps. Chris and Paul’s decision to invest in a fleet that has payload to spare and can efficiently manage building supplies (and waste) has proven to be a major accomplishment for the business. Paired with their unique reputation for end-to-end service and a focus on preserving customer relationships in the region, it’s simply a winning combination. “We offer a broad range of supplies and price options and we also like getting involved in the project from the start … we just try and develop a good relationship with everyone we work with as opposed to the usual ‘thanks, see you later’ line,” Chris continues. “Having started off with a ute for the business, we can see the savings in upgrading to a truck fleet. “We’ve effectively eliminated having to get someone to pick up materials and equipment. We can just take materials and equipment anywhere we want ourselves. The trucks have been really good for the business, they fit perfectly for the tasks of 23 Carpentry.” Paul chimes in: “An old fellow told me years ago, when I went to buy my first truck: ‘Stick with Isuzu and you won’t go wrong’. “We’ve got our fourth truck here now and never had a warranty claim on any of them, even though Isuzu just upped their warranty to six years on the 4x2 N Series models. “Backing the product … I think that’s one of the reasons why a lot of people like us in business are coming back to Isuzu again and again.”

Top, L to R: The all-Isuzu line-up of 23 Carpentry’s N-Series tippers Above: Paul Seaton has swapped bricks for sitting behind the wheel of 23 Carpentry’s new NQR 87-190 AMT tipper Opposite bottom: Father and son team Paul and Chris Seaton

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truck technology

ON THE STRAIGHT AND NARROW Mercedes-Benz has taken steering technology in the Australian truck market to an entirely new level by tapping into autonomous driving science with a system it calls Active Drive Assist, or simply ADA. While the driver still needs to keep at least a light touch on the wheel, ADA will actively steer the truck in its lane but as Steve Brooks reveals, the system’s only fully effective on the best roads. And as we all know, they’re not everywhere 74 JULY 2022

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“Nothing will stop the tide of technological advance now pulsing through every element of truck development.”

s the rush by truck makers to gain a new or even perceived technological edge over competitors becoming like the battle that once raged for bragging rights in the race for the greatest grunt? Sometimes, it seems so. Nonetheless, there’s no escaping the fact that the modern powertrains which today make yesterday’s belching big bangers appear almost feeble in comparison, are simply the latest evolution in an ongoing, and occasionally mindboggling, explosion in technological triumphs. Indeed, it’s not stretching the bounds of believability to suggest the last decade has seen more sweeping technology hit the trucking industry than any time in history. Emissions, fuel efficiency, performance and critically, safety, have all been vastly and in most cases, positively enhanced by the application of increasingly advanced technology by the world’s leading brands. And right now, the global automotive industry is moving ever closer to the most radical advance of all: The rapidly escalating, climate driven departure from fossil-fuelled motive power. There is, of course, much of that story still to be revealed and just as much still to be written but rest assured, with many billions already invested by corporate super-powers, the race to the future is moving at a frenetic pace. Meantime, on the Australian stage where almost every technological advance stems from the heavily funded research facilities of overseas suppliers, there’s no doubt some truck and powertrain providers are more active than others in highlighting and offering their technological wares to our market. Likewise, there’s no doubt some operators in the Australian road freight market are more attentive and accepting of modern advances than others. Each to their own, but whatever the opinion or level of acceptance, nothing will stop the tide of technological advance now pulsing through every element of truck development, performance and efficiency. Nor should it come as a shock that Daimler’s Mercedes-Benz is among those at the global forefront of truck technology and in Australia, arguably the most active in bringing new developments to our part of the world. Typifying, for instance, the local effort to inform and educate operators and drivers on some of Mercedes-Benz’s latest achievements is a dedicated ‘Truck Training’ unit based on the popular 2653 model. With a gross combination mass rating of 70 tonnes and a regular runner in everything from linehaul and shorthaul B-doubles, single trailers and truck and dog work, the 2653 is among the most successful and versatile models in Benz’s local line-up. Consequently, it’s also an appropriate platform for training and demonstration duties, sporting the 2.3 metre wide L-cab and with a full-width bench seat along the back wall in place of the bunk, the demo unit is able to accommodate up to four passengers along with the driver. Underneath, the standard powertrain sees the responsive 12.8 litre OM471 six cylinder engine pushing its peak outputs of 390kW (530hp) and 2600Nm (1918lb-ft) of torque through the slick PowerShift direct-drive 12-speed automated shifter into a tall 2.733:1 rear axle which, according to Benz’s figures, delivers 100km/h at a twitch over 1400rpm. In this truck though, there’s far more to mull over than the basic attributes of an exceptionally comfortable cab and a lively powertrain with a solid reputation for frugal fuel consumption. There is, in fact, an extensive stockpile of optional ‘assistance’ features such as the latest version of the digital multi-media dash layout, and predictive powertrain control which uses GPS and topographic information to ‘remember’ a travelled route

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and accordingly, select the appropriate gear and rev range to maximise performance and fuel efficiency. On the safety front, there’s also no shortage of assistance with high-tech systems marketed as Lane Keeping Assist, Attention Assist, Active Brake Assist 5, Proximity Control Assist and apparently still looking for a marketing moniker, self-activated cornering lights and high beam that dips automatically. Yet perhaps the most intriguing of all the truck’s features from a driver’s perspective are MirrorCam and, as an extension of the Lane Keeping Assist function, the recently added Active Drive Assist (ADA) system.

Eyes on the future There has already been plenty written about MirrorCam which is, of course, the digital camera technology replacing conventional side mirrors with unobtrusive cameras mounted high on each side of the cab, relaying images onto tablet-style screens mounted on the A-pillar inside the cab. As we’ve reported before in several trips behind the wheel of Mercedes-Benz trucks fitted with MirrorCam, no one should be surprised that the advanced digital imaging system is now a real option rather than just another piece of prospective wizardry to excite technocrats. However, as we’ve also commented, ‘there remain question marks surrounding the system’s broad acceptance on the

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“This is a driver assistance feature, not a driver replacement feature.” Australian market, and perhaps the greatest drawback is the convex image of MirrorCam’s main screen. ‘Convex mirrors are the norm in the UK and Europe but they’re certainly not the norm here and brief attempts decades ago by one or two continental brands to introduce convex glass were met with derisive dismissal. Consequently, it’s easy to suggest that MirrorCam’s chances of widespread driver and customer acceptance will remain negligible until the main screen provides a flat image.’ Moreover, ‘It’s an issue accentuated by the extra length of a B-double, notably when reversing. According to several sources, some early adopters of the (MirrorCam) system have reverted back to external glass mirrors due in large part to drivers struggling to judge the distance from the rear of the trailer when backing into a dock or the like.’ Taking the long-term view though, we’ve equally asserted, ‘MirrorCam has too many benefits to ignore its potential as the mirror system of the future. Increased safety through unobstructed side vision and the economic benefits of significantly enhanced aerodynamics and fuel efficiency will almost certainly be the main drivers but in the interim, evolution will need to continue. For our neck of the woods, that’ll require Daimler’s technical gurus in Europe to give more consideration to Australian customers, truck and trailer combinations and critically, drivers.’

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Above: MirrorCam: It hasn’t set the Australian trucking world alight but the more time spent with it, the easier it is to accept and appreciate, particularly in single trailer roles. A big benefit is improved vision thanks to an overhead camera replacing big mirror housings Opposite bottom: Active Drive Assist allows drivers to select where they prefer the automated steering system to keep the truck in the lane – more to the left, more to the right or in the centre

All those factors were equally evident during a day behind the wheel of Benz’s ‘Truck Training’ 2653. But even so, with a single trailer attached and on a route that included congested arterial roads, fast freeways and secondary country roads, it became increasingly apparent that MirrorCam’s acceptance is directly relevant to the amount of time spent with the system and perhaps more importantly, a willingness to adapt to an entirely new and different way of looking and judging what’s behind. In fact, reversing into a particularly tight spot in a congested service centre on Melbourne’s south-western outskirts, the broad wide-angle view through MirrorCam was actually a significant asset. What’s more, there’s no denying that the absence of Mercedes-Benz’s large mirror housings dramatically enhances the driver’s right-hand view at roundabouts and the like. Even so, MirrorCam has not set the Australian market alight with delight but again, the system has too many benefits to ignore its ultimate potential as the mirror system of the future. Just when that future will arrive remains anyone’s guess. But of course, the major attraction of this truck – and indeed, the reason for climbing behind the wheel in the first place – was to spend time with the recently introduced Active Drive Assist option. So what exactly is ADA, how does it work and what does it cost? The last question is the easiest to answer: Around $5000! The other questions aren’t quite so straightforward but

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fortunately, and despite a predictably positive spin, a comprehensive answer actually comes from a well-crafted press statement from Mercedes-Benz in Australia stating, ‘… the Active Drive Assist technology now enables SAE Level 2 partially automated capability; a first for Australian heavy trucks (and) helps to actively steer the truck and keep it in the centre of its lane, although the driver is still required to hold the steering wheel.’ And that’s the vital point. Unlike the much publicised autonomous driving systems which in European trials have shown the driver to be little more than a passenger, and largely relevant only in emergency situations, ADA requires the man or woman behind the wheel to stay in touch with the steering wheel. As Mercedes-Benz Trucks Australia director, Andrew Assimo explains, Level 2 automation requires drivers to hold the steering wheel at all times and must be prepared to take over at any stage. But if that’s the case, what is the system’s benefit if the driver still maintains control over where the truck’s pointed? “Level 2 automation makes life easier for drivers and boosts safety by helping reduce fatigue,” Assimo insists. He further asserts that after a successful 1.2 million kilometre validation program that included 15 trucks in Australia and five in New Zealand, “The

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feedback has been overwhelmingly positive from drivers who can really appreciate the benefits of the system after experiencing it first-hand.” Again though, he emphasises, “This is a driver assistance feature, not a driver replacement feature.” Even so, Mercedes-Benz maintains that ADA, ‘… is one step ahead of some current systems (because) it actually helps to steer the truck in the first place and aims to prevent it getting out to the edge of the lane. ‘The Lane Keeping Assist system is proactive rather than reactive (and) it does this by using cameras to monitor lane markings and uses that data to help operate the electro-hydraulic steering system.’ Importantly, Benz’s statement adds, ‘The driver can overrule Lane Keeping Assist at any time and is able to turn off the system.’ Furthermore, and like other electro-hydraulic systems, ‘Active Drive Assist uses an electric motor on the steering box to provide assistance in addition to the standard hydraulic power steering (to) not only help keep the truck in the lane, but also provide more assistance to the driver and improve manoeuvrability, especially at lower speeds.’

In the real world It was mid-morning by the time I climbed behind the wheel and pointed the 2653 demonstrator out of the Velocity Daimler Trucks dealership at

Laverton (Vic), with Mercedes-Benz’s experienced training associate Rob Young in the passenger seat to answer any queries on the operation of the various ‘assistance’ systems. The original plan was simple enough: Head towards Ballarat along the rolling dual carriageway of the Western Freeway where the Active Drive Assist system could be showcased in its ideal element on a well-marked road, and head back the same way. But such was the system’s obvious merit on the outward journey on a good highway, it was decided to take a different return route to gauge its effectiveness on the far more diverse road conditions between Ballarat and Geelong. On the Western Freeway, ADA’s lane-keeping performance was extraordinary and while MercedesBenz insists the driver needs to keep a hand on the wheel, the temptation was too great to tentatively let go of the wheel completely. And sure enough, running on cruise control in conjunction with the Proximity Control function, and within clearly defined lane markings, the system’s ability to actively steer the truck through curves and adjust to different road cambers was nothing short of remarkable. Simply put, in these well-marked highway lanes, the technology works just as Mercedes-Benz says it will.

ownerdriver.com.au

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“Simply put, in these well-marked highway lanes, the technology works just as Mercedes-Benz says it will.” Equally though, the absence of any steering input from the driver for more than 15 seconds brings on the first of a series of warning functions in the form of a prominent warning light in the centre of the digital dash. After 30 seconds, the light is joined by an audible warning and if there’s still no input from the driver after 60 seconds, Mercedes-Benz says the system will automatically switch to a passive mode which deactivates the system. While a rocker switch on the dash fascia engages and disengages the lane keeping functions, if the system automatically deactivates three times, it can only be reactivated by turning the ignition off and on again. As Mercedes-Benz further explains, Active Drive Assist is the combination of two sub-systems – a typical lane keeping function which works to keep the vehicle within lane markings, and a significantly more advanced lane departure protection system which automatically steers the vehicle back into its lane if it drifts out. What’s more, the system can be adjusted to favour a preferred place in the lane – more to the left, more to the right, or stay in the centre. The adjustments are made by a toggle on the arm of the steering wheel and the position highlighted on the digital dash screen. As with most modern operational systems, familiarity with the various control functions takes time but there’s no denying, it’s all highly impressive technology. Meantime, turning off the Western Freeway and with cruise control disengaged on the regional roads leading to Geelong’s outer limits, ADA’s attributes were increasingly less evident as

ownerdriver.com.au

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Top left: Full of technology and modern features but the MercedesBenz interior remains entirely functional and comfortable Above: Mercedes-Benz’s 2653 Truck Training unit is jam packed with modern technology, with Active Drive Assist the latest and most advanced feature

lane and road edge markings became intermittent and even completely absent. Yet even without the lane keeping technology, there’s also no denying that like all the electro-hydraulic steering systems now available in several European cab-over brands, MercedesBenz’s modern steering and road handling qualities are an unequivocal asset on any road, but most noticeably on battered surfaces and rough edges. Overall, it’s easy to conclude that the hi-tech systems which make Active Drive Assist possible are extremely advanced and likewise, extremely effective on major highways where lane markings are consistent and easily ‘observed’ by the camera technology which feeds data to the on-board electronics. Simply put, ADA is largely the inevitable extension of the lane-keeping and lane departure warning systems becoming ever more prevalent in modern trucks. In operational terms, its greatest advantage is obviously on well-marked highways and likewise, its greatest asset is in safeguarding against those rare and perhaps inevitable occasions when a few moments of driver inattention, tiredness or distraction can lead to a truck veering out of its lane with potentially ugly consequences. Whether truck buyers see the $5000 price tag as a worthwhile option, well, again it’s a case of ‘each to their own’. Some will see value in the potential in minimising risk. Others won’t. One thing’s certain though. The march of technology is in full stride and Mercedes-Benz isn’t planning on losing its pace at the head of the column.

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tech briefs

ON WITH THE ROADSHOW ELECTRIC PROTOTYPE BENZ TO BE REVEALED The battery-electric eActros LongHaul long-distance truck will be Mercedes-Benz Trucks’ trade show highlight at this year’s IAA Transportation show in September at Hanover, Germany. Daimler announced the 40-tonne truck in 2020 and will present the “concept prototype” exactly two years later for the first time. The eActros LongHaul provides a preview of the design theme of the series-production vehicle. The first prototypes are already undergoing intensive testing and the eActros LongHaul will be tested on public roads this year. In the coming year, near-

production prototypes will get to customers for real-world use testing with series readiness planned for 2024. On a single battery charge the eActros LongHaul will have a range of around 500 kilometres and will utilise high-performance charging – or so-called “megawatt charging” where the batteries can be charged from 20 to 80 per cent in well under 30 minutes at a charging station with an output of about one megawatt. “The electrification of heavy long-distance transport is the next milestone on our road to CO2neutrality. The eActros LongHaul is a battery-electric vehicle which is planned to be economically feasible

for our customers. My team and I look forward to presenting this innovative truck to our customers and the public in September,” says Karin Rådström, CEO MercedesBenz Trucks.

Kennedy finds Kindred spirit in WA

ABOVE: Kennedy Trailers’ CEO Cory Kennedy and Jamie Lodge, managing director of Kindred Equipment Sales & Hire

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Kennedy Trailers has announced the appointment of Kindred Equipment, Sales & Hire as its official Western Australian dealer. Cory Kennedy, CEO of Kennedy Trailers, says adding a Western Australian dealer has always been on the company’s radar. “To pair with Kindred Equipment, Sales & Hire is a big step forward to being more competitive, trusted and admired in the west. “We have always had trailers on the ground in WA, but not being based here has always cast a shadow on our commitment and compromised our competitiveness,” Kennedy says. “Having Kindred onboard cements our commitment and endorses confidence

for our Western Australian customers.” Kindred Equipment, Sales & Hire boasts years of experience in all aspects of transport, haulage and equipment. It will now take responsibility for the entire range of Kennedy Trailers’ products in the west, including sales, warranty, repairs and support. Jamie Lodge, managing director of Kindred Equipment, Sales & Hire was obviously excited at the prospects of partnering with Kennedy Trailers. “Bringing Kennedy Trailers on-board will enhance Kindred Equipment, Sales & Hire,” Lodge says. “Their custom-made trailers are designed with advanced engineering, efficient build times and quality above. Let this new chapter begin.”

Travelling over 130,000 kilometres, a fleet of next-generation Hino trucks valued at over $3 million have begun a convoy as part of Hino Australia’s first ever national roadshow. After the disruption of the last two years, Hino Australia says it is bringing its full range of next-generation trucks to its customers in towns and cities around Australia over the next 18 months with a national convoy designed to showcase the brand’s new models. “Starting in Cairns, the roadshow is an important opportunity for Hino customers to engage with and drive our range of trucks, all of which have undergone significant enhancements over the last five years,” says Richard Emery, VP of brand and franchise development for Hino Australia. “The route we have chosen allows us to also leverage our sponsorship of the Repco Supercars Championships by visiting specific rounds including the NTI Townsville 500 on 8-10 July. “Industry events such as the 2023 Brisbane Truck Show are also on the agenda. “This will be the biggest-ever joint undertaking between Hino Australia and our dealers, and we anticipate over 1,700 customers will engage in this event, this year alone. Each dealer will carefully select the most appropriate trucks for its market from a range of 16 award-winning light, medium and heavy-duty on and off-road trucks. “This is an opportunity to provide both static displays and drive opportunities, while also reinforcing our Hino Advantage customer support program,” Emery says. TOP: Part of the next-generation Hino trucks fleet that is taking part in Hino Australia’s national roadshow

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Iveco impressed with S-Way tests After arriving in Australia during 2021, the first Iveco S-Way vehicles began a comprehensive local testing and validation program, overseen by Iveco Australia’s engineering division, ahead of the model’s launch in the fourth quarter this year. As a part of the local validation program, the trucks have been running in single and B-double trailer combinations, as well as in rigid setup, and have covered several hundred thousand kilometres fully loaded and in real-world operating conditions, including during summer temperatures. As well as milage accumulation, Iveco says it is closely evaluating collective load measurement and undertaking a full cooling system evaluation and localisation program, to ensure the models are ready to perform in the demanding Australian conditions. Along with this focus on driveline performance, Iveco state that it is conducting a series of suspension and braking tests while also evaluating many of the vehicles’ new technology features including GPS predictive drive capabilities. The testing program also incorporates several exercises to evaluate fit and finish including door seal and noise reduction performance, while also evaluating a number of Iveco genuine accessories. Iveco Australia senior engineer, David Dunlop, says the S-Way was an important release for the company and that the engineering team had been progressing to schedule with the trials and preparations for certification. “Testing undertaken to date has seen the S-Way

evaluation vehicles perform extremely well,” Dunlop says. “We’re focused on ensuring the new models arrive tailored specifically to meet our demanding Australian operating conditions and applications for long distances, high speed, loads and temperatures, making them a valuable addition to any fleet.

“Having now spent a number of months in and around the new S-Way, I know that future customers will be extremely pleased with these next generation of heavy-duty trucks from Iveco.” Iveco says the S-Way has already won several prestigious international industry awards, including an iF Design Award, adding to the anticipation of its release in Australia and New Zealand.

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The publisher accepts no responsibility or liability for any losses incurred by a buyer responding publisher accepts no magazine. responsibility or liability for any losses incurred a buyer responding toThe an advertisement in this Buyers are solely responsible for theirbyown negotiations and to an advertisement in this magazine. BuyersMedia are solely responsible for theirofown negotiations and transactions with advertisers. Prime Creative advises buyers beware negotiating by email transactions advertisers. Prime Creative Media advises buyers beware of negotiating email only; of payingwith deposits to private advertisers for goods unseen; of transferring money (for by example only; of paying deposits to private advertisers for goods unseen; of transferring money (for example via Western Union) interstate or overseas. Buyers should contact Prime Creative Media customer via Western Union) or suspect overseas.anBuyers should contact Creative Media customer service on 1300 362interstate 272 if they advertisement may bePrime fraudulent. In the event that a service on 1300 362 272 they suspect an advertisement may be fraudulent. In that a buyer suffers financial lossifas a result of responding to a private advertisement in the thisevent publication buyer suffers financial lossMedia as a result of responding private in this publication Prime Creative (The Publisher) shall to nota be held advertisement liable or responsible. Prime Creative Media (The Publisher) shall not be held liable or responsible.

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FOR THE OWNER-DRIVER Frank Black

Still falling behind Minimum wage earners scored a pay increase but there’s little joy for struggling owner-drivers

he new Labor Government wasted no time getting started on lifting the minimum wage. A 5.2 per cent increase just shows the state of our economy with inflation now predicted to reach 7 per cent by the end of the year, fuel still through the roof and now an energy crisis adding to our bills. While some may see this as an opportunity for owner-drivers to pick up more work, what it really means is that we’re falling behind again. It means we’re getting closer and closer to doing runs for no profit, and what tight margins we do maintain failing to cover our living expenses, truck maintenance and the general rising costs of doing business. With the rising cost of fuel taking centre stage we tend to overlook things like rising cost of living on the road. When we really look at things does a fuel levy really compensate us adequately? The answer would have to be … no! How long would it take for us to see a 5.2 per cent increase in our rates? And especially a rise that would go directly to our bottom line. Any rise in rates that we see is usually associated with fuel costs not our maintenance or living costs. Usually, some major cost spike has to happen for it to be reflected in our rates. Even then, it has to be recognised as a long-term change before our rates catch up and by the time they do, rising expenses have already run away from us again. It’s only when enough drivers are forced to turn down work because it’s not worth the wear and tear of the truck – which means sacrificing our income before we start to see a pay increase. That’s why there are usually truckies saying nothing will change unless we all park up and stop the country running. That’s all well and good to keep saying, but it would take a pretty major event for people to even consider getting involved. There’s plenty we could be doing to improve the industry without waiting for that day. If we had a safety net of fair rates that rose in line with operating costs, all of that effort just to keep up could be channelled into running a safe, professional and viable business. In New South Wales, all it takes is an application and some evidence of rising costs to see rates lifted for everyone – a bit like the annual minimum wage

86 JULY 2022

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review. There’s no need for drivers to sacrifice pay or park up the truck. It’s simply an administrative task. A national system like this would save us all fighting our individual battles and give us a baseline to work from. We’d still have autonomy over how we run our business, with the added efficiency of negotiating from a decent benchmark.

MORRISON INACTION Many of us – including some who may not want to admit it – were pleased with Labor’s election win. Unlike the Morrison Government, Labor had pledged to act on Senator Sterle’s recommendations to fix our broken industry. But this is no time to be complacent. The election win alone was not the answer to all our problems. Our struggle didn’t end overnight. With a packed agenda of commitments and a total mess to sort out after years of Morrison inaction, the hard work starts now to get our industry prioritised by the new Federal Government. We know it will be a tough slog, particularly with Senator Sterle missing out on his assistant ministry, and Catherine King announced as Transport Minister though we barely heard from her as Shadow. That’s why we won’t get

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.

anywhere if we all just sit back and wait to see what happens. The minimum wage rose because enough people shouted about the cost-of-living crisis. In an industry often forgotten by the broader population, we need to raise the alarm loud and clear for our voices to be heard. That takes us all working together and playing our part. It doesn’t just have to be about pay. We all have our gripes. There’s a long list of problems to address in trucking. Whether you’re passionate about rest stops, roads, log books, licensing or a safety net to help us negotiate fair rates, it all starts with us doing something about it. After his ground-breaking report, Senator Sterle will continue to play a major role – but we have to get behind him. As a former truckie and with many truckies in his family, Sterle is the greatest representative we could have in Parliament House. We can’t allow him or our issues to be sidelined by the new Ministry. Whether it’s through letters, emails, phone calls, or showing up in person – we have to show the new Federal Government that Sterle has our total support. The report of the Senate Inquiry that many of us took part in must not go to waste. It sets out the plan for making transport an industry of viable businesses and safer conditions. We’re closer than ever to achieving the change we need but there’s still an uphill climb. We have great people leading us,Together we can share the load.

“How long would it take for us to see a 5.2 per cent increase in our rates?”

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FREIGHTLINER ARGOSY 2005, DETROIT 14L ENGINE,RTLO20918AS2 gearbox, Meritor RT46-160 diff on airliner, cab parts, alcoas. Wrecking. W2525. TA1137180. POA

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OWD-354.indd 87

MDL 19571 MVRL 24428

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OWD-FP-5011320-B

TRUCK DISMANTLERS

28/6/22 11:46 am

FleetguardFIT LED Air Restriction Indicator A visual signal of when to change your air filter. Easy to install

Clean Filter

Know exactly when to service Proven to lower operating costs*

Partially Loaded Filter

How it works • Monitors restriction across the filter • LED indicator changes colour (green, yellow, red) based on restriction • Provides visual indication and electrical signal of filter status

Filter Needs Service

Conventional vs. FleetguardFIT

Accurate, reliable, and continuous electronic measurements Dynamic, Color-coded Visual Indication of Service Life Can be integrated into vehicle telematics for real-time data analysis ^ * Operating cost savings vary, contact Cummins for more information. ^ Subject to system configuration.

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Cummins press ad-Owner Driver Magazine July 2022-280x395.indd 2 OWD-354.indd 88

22/6/22 11:46 10:03 am am 28/6/22