Owner Driver 356 September 2022

10 TRUCK BAN PROPOSAL

NatRoad labels the Grattan Institute’s truck plan to remove pre-2003 trucks from Sydney and Melbourne urban areas as “bonkers”

20 BIGGER AND BEEFIER

The Casino Truck Show in northern NSW returned bigger and better than ever on August 6 with close to 400 trucks turning up

30 PAINTING THE TOWN SUNNY

It’s serious a decision jumping from a ute to buying your first truck, but for Rick Morgan it’s made the world of difference to his expanding business in Cairns

40 ATTITUDE ADJUST-STAR

Dalrumple Landscape Haulage’s Brenden Cook snared the last

30

truck off the heritage line with the purchase of the 11th of 11 limited edition Cheyenne Western Stars

50 IOWA ON FIRE!

Fireworks, big sleeper cabs and pork chops – that’s just a few of the talking points of the 2022 Walcott Truckers Jamboree held at the world’s largest truck stop –Iowa 80

60 HERE COMES TOMORROW

Two global giants will showcase how far they’ve come in making electric power, fuel cells and alternative fuels at IAA Hanover, Germany this September

68 MAN’S GENERATIONAL CHANGE

An impressive new range from German truck manufacturer MAN is aiming at improved economy, less downtime and lowering driver fatigue levels

76 MERC’S AMAZING MOG

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Electric avenues

An intriguing announcement appeared in late August that the Australian Renewable Energy Agency (ARENA) has received $871,000 in funding to Intellihub for an Australian first deployment of 50 electric vehicle (EV) chargers to be installed on street side power poles for EV owners who have no off-street parking in NSW.

The areas taking part in the project, bar Singleton and Lake Macquarie, are all suburbs of Sydney, where there is an abundance of apartments, townhouses and units.

Origin Energy is said to be supplying 100 per cent ‘GreenPower’ for the project, meaning all the energy required to charge the vehicles will be matched with the equivalent amount of certified renewable energy added to the grid.

It’s an admirable concept and it’s a step in the

right direction of catching up with the rest of the world.

However, while these charging hubs are aimed at cars, there’s no mention of electric trucks being able to take advantage of the street-side charging. Residents and councils don’t take too kindly to trucks, especially medium rigids and above, being parked in their neighbourhood.

The charging infrastructure for trucks in Australia is a work in progress. Deliveries are basically confined to urban deliveries where batteries can last the distance and the time required. However, the clock is ticking and the environmental lobby is pushing for a faster uptake of electric vehicles.

Now, the Grattan Institute has turned its attention to trucks, pushing for more electric commercial vehicles to be on the road and less diesel-powered trucks, especially those manufactured before 2003 (see page 10 of this issue).

It’s easier said than done. Truck manufacturers are doing their best to introduce more electric trucks onto Australian roads.

There’s nothing new in the Grattan report that truck owners and manufacturers are not already aware of.

Still, while electricpowered long-haul trucks are currently an unrealistic proposition due to Australia’s vast distances, in Europe things are moving rapidly.

Check out Steve Brooks’ article ‘Here Comes Tomorrow’ on page 60. It makes for an interesting read.

NHVR lays down HVNL law

including instruction or supervising another person including learning to drive a heavy vehicle, learning a new route, or making deliveries.

Also worth noting is that the time spent completing a document such as a work diary is stipulated as being a “work task”.

The National Heavy Vehicle Regulator (NHVR) has announced the release of its Heavy Vehicle National Law (HVNL) guide, which it says is intended to introduce judicial officers and legal practitioners to the components of the HVNL, its jurisdictional operation, key concepts and available penalty orders.

The NHVR says the guide includes commentary to assist judicial officers and legal practitioners to become more familiar with the HVNL and elements of submissions that the NHVR would be likely to put to the Court.

Within the guide, the regulator says the object of the HVNL is to establish a national scheme for facilitating and regulating the use

of heavy vehicles on roads in a way that promotes public safety; manages the impact of heavy vehicles on the environment, road infrastructure and public amenity; promotes industry productivity and efficiency in the road transport of goods and passengers by heavy vehicles; and encourages and promotes productive, efficient, innovative and safe business practices.

Sections within the HVNL document include codes of practice; executive officer liability; vehicle standards; access; and mass, dimension and loading.

In the fatigue management section, the HVNL explains that work time includes all tasks to do with the operation of a fatigue-regulated heavy vehicle.

In addition, the work includes tasks such as loading and unloading the vehicle; inspecting, servicing or repair work; cleaning or refuelling the vehicle; and instruction or supervising another person

The document lists the various state and territory jurisdictions that apply the HVNL. Western Australia and Northern Territory are not mentioned.

To download or view the HVNL document, go to www.nhvr.gov.au/ news-events/latest-news and click on Heavy Vehicle National Law guide for legal practitioners.

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Grattan truck ban proposal slammed

The Grattan Institute has released a 60-page truck plan document under the banner of ‘Practical policies for cleaner freight’ in a bid to convince New South Wales and Victoria state governments to establish low-emission zones in Sydney and Melbourne, prohibiting what is says are highlypolluting pre-2003 diesel trucks from the capital city areas from 2025.

“Truckies may be enjoying a newfound status as essential workers since COVID lockdowns – but that appreciation vanishes the minute a dirty big diesel truck thunders past on an urban road,” the report states.

“People want the truck task to be done, but dislike the side-effects of pollution, noise and carbon emissions. While those side-effects can’t be eliminated, they can be reduced.

“Even though trucks are hard to love, there is unlikely to be much change in either the demand for non-bulk freight, or the tendency to choose trucks for the task. Governments should therefore focus on reducing the negative impacts of trucks. This report focuses on that challenge.”

However, NatRoad says the report by the think tank Grattan Institute is a radical piece of ideology that flies in the face of the industry’s willingness to change.

“The idea of banning trucks from capital cities is bonkers,” says NatRoad CEO Warren Clark.

“There is no market for electric or hydrogen trucks in Australia yet, so forcing an industry out of the country’s most populous cities is mad.

“The opening chapter of the report is a dead giveaway – it says that people love home deliveries and stocked supermarket shelves but that trucks that make these possible are ‘hard to love’.

“Painting trucks as the enemy is counter-productive in the extreme,” Clark says.

“Our own national research shows that 98 per cent of people regard road freight as an essential industry and 99 per cent consider it important to the economy.

“It shows that about two-thirds [68 per cent] will make a trade-off of waiting longer for goods, accepting less variety, or paying more to help make road freight more environmentally sustainable.”

The Grattan Truck Plan report states that the typical Australian truck is older than its overseas counterpart, and that means it’s more polluting resulting in hundreds of deaths each year.

“Fourteen per cent of the Australian fleet is pre-1996, and these trucks emit 60 times the particulate matter

of a new truck, and eight times the poisonous nitrogen oxides. Exhaust-pipe pollutants from trucks kill more than 400 Australians every year,” it says.

“Even when they’re not killing people, they’re causing respiratory illnesses and cancer, and impairing decision-making and cognitive functioning.

“Hundreds of cities around the world handle this problem with low-emission zones.”

The report adds that older trucks that are most harmful to health would still be allowed to operate outside the city bounds. It adds that businesses operating in the city would need to upgrade to cleaner trucks and could be offered government assistance to do so.

“Even the new trucks coming into Australia aren’t as clean as they should be. Our pollution standard for trucks is a decade behind those of the US and Europe,” the report states.

“And the range of less-polluting trucks available in Australia is limited by pointless regulations demanding that trucks be 2 per cent narrower than the global standard.

“Australia should catch up to the international pollution standard from 2024 and update other regulations that needlessly limit the options available to Australian truck operators.

“Trucks contribute 4 per cent of Australia’s carbon emissions. It’s unlikely that the sector will reach

zero carbon emissions by 2050, but governments should minimise the cost of offsets to future consumers, shareholders and taxpayers. This means lowering barriers to the uptake of electric and hydrogen trucks.

“These trucks still cost more over their life than diesel trucks, and operators will need to figure out how to adapt their scheduling, garaging and fuelling arrangements as technologies develop.

“The Federal Government should introduce binding sales targets for zero-emissions trucks, starting at 2 per cent in 2024 and gradually increasing to cover most new sales by 2040,” the report continues.

“In the meantime, we need to ensure new diesel trucks emit less carbon, by imposing standards on engines and tyres, and ratcheting up those standards each year.”

But Clark says the rest of the report was patchy, at best.

“NatRoad supports moving to Euro VI emission standards. That should be accompanied by mass concessions on axles,” he says.

“There should be subsidies for those who move to Euro VI to accommodate reduced pay load. This needs occur with all technical and economic issues clearly set out and dealt with in a carefully planned way.

“Nowhere does it call for the abolition of the three per cent stamp duty on new truck purchases, which

should be the first thing to go to drive a move to alternative fuels.”

Elsewhere, the report states that with Australian trucks being limited to a maximum width of 2.5 metres it made for unnecessary difficulty to import the full international range of trucks with modern pollution-reducing technology. It says there’s no reason Australian trucks should be narrower.

Clark points out that the Grattan Institute was vocal in seeking a move to trucks with wider dimensions but silent on general lack of fit-for-purpose regulation for trucks that remains a drag on productivity.

“NatRoad is committed to helping members with the process of decarbon isation but the move will need greater investment in technology and financial incentives to stimulate change to alternatively fuelled vehicles.

“A scarcity of charging stations, long charging times compared to filling with diesel and higher up-front purchase costs are all major hurdles and mentioned in the Grattan Report.

“Some of its proposed solutions are heavy-handed grabs for headlines,”

Clark says.

“Banning trucks from cities should be second place to encouraging their owners with incentives and assistance.”

The Grattan Institute labels itself as independent, taking the side of the public interest rather than interest groups.

NatRoad labels the Grattan Institute’s truck plan to remove pre-2003 trucks from urban areas as “bonkers”

“Some of its proposed solutions are heavyhanded grabs for headlines.”

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Gavin O’Sullivan recognised for his work in the Victorian and national livestock transport industry associations

A long-time supporter of the rural trucking and transport industry has been acknowledged with an honorary life membership of the Australian Livestock and Rural Transporters Association (ALRTA).

Gavin O’Sullivan’s strong support for the industry meant he was presented with the life membership at the ALRTA’s national conference in Bendigo on August 12.

O’Sullivan previously served as the inaugural President of the (then) Livestock Transporters Association of Victoria.

He steered the state and national rural transport associations in their efforts to bring about many significant changes to improve the safety, working conditions and productivity of livestock transport.

He represented members to local, state and federal governments,

lobbying them on important issues like volume loading and crate heights.

Presenting the award to O’Sullivan was long time Livestock and Rural Transporters Association of Victoria (LRTAV) member Kevin Fechner, who told the large audience about those early days in the association and O’Sullivan’s ongoing and current personal support of the transport industry through his participation in ALRTA’s Large and National Member Chapter.

“Gavin has been instrumental in the formation and growth of our state and national livestock transport industry associations,” Fechner says.

He told the audience how O’Sullivan and his brother Peter built O’Sullivan’s Transport from a family small business carting

sheep and cattle to and from farms, saleyards, feedlots and abattoirs to a fleet of 70 predominantly Kenworth and Western Star prime movers carting a wide range of agricultural products across the nation.

It was an emotional moment when Fechner invited O’Sullivan to the stage to accept the honour and say a few words before ALRTA President Scott McDonald congratulated him and presented him with the Life Membership plaque amid the enthusiastic acknowledgement of the audience. O’Sullivan expressed his gratitude for the unexpected award and spoke highly of the valuable life-long friendships he had made with transporters right across Australia through active participation in the LRTAV and the ALRTA.

Above: Kevin Fechner (left) and Scott McDonald (right) with Gavin O’Sullivan as he receives his honorary life membership of the ALRTA for ALRTA stalwart

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Roundtable backs industry reform

Industry stakeholders call for urgent action to set transport industry standards to a safe, sustainable and viable level

At a roundtable convened by the Minister for Workplace Relations Tony Burke on August 29, representatives from Woolworths, Coles, Uber and DoorDash, plus major transport operators, industry associations and the Transport Workers Union (TWU), backed a shared set of principles calling for reform to set enforceable standards.

The roundtable was held ahead of the September 1–2 Jobs and Skills Summit in Canberra. It called for urgent action to ensure a safe, sustainable, viable and fair road transport industry for all supply chain participants, including independent contractors, and non-employee transport workers in the on-demand and rideshare economy.

The principles document outlined that reform could include adequately resourcing an independent body

administered by persons with industry expertise or better empowering existing bodies, to:

• establish and maintain appropriate and enforceable standards in relation to both traditional transport operations and on-demand delivery and rideshare platform work

• promote best practice supply and contract chain industry standards

• effectively and efficiently resolve disputes

• ensure transport workers are able to access and contribute to an effective collective voice

• convene as necessary specialist advisory groups drawn from the industry to provide advice and recommendations; and

• provide appropriate enforcement to ensure standards and objectives are met.

The broad transport coalition has united to address industry pressures caused by the Australian legal framework falling behind changes in the industry, including the rise of the on-demand economy and new types of work arrangements.

The TWU says transport is Australia’s deadliest industry. It adds that since the former government abolished a road safety watchdog, over 1,100 people have been killed

workers and even gig companies are all calling for the security of enforceable industry standards. Although this group may not always see eye to eye, our unity today shows how critical it is for the federal government to act.

“Transport is an essential industry for Australia. Over the last two years, pandemic pressures, flooding and global unrest have demonstrated how important transport is and how volatile supply chains have become. It’s in the best interests of the entire community to have a system that can support a viable transport industry,” Anderson says.

Truck toll relief gets NSW tick of approval

The National Road Transport Association (NatRoad) has praised a New South Wales Parliamentary Committee report that recommends immediate toll relief for road freight operators.

The recommendation is one of a number made by the NSW Legislative Council Transport Committee recently following its inquiry into road tolling regimes.

NatRoad gave evidence to the inquiry in May last year, calling for toll rebates or multi-trip discounts for trucks. It also advocated for the creation of an independent tolling authority to administer toll operator contracts.

The association’s CEO Warren Clark says he was delighted that the committee had echoed NatRoad’s call for extending current toll relief schemes to the road freight industry to encourage trucks off suburban streets.

“This is a practical solution to a so far intractable problem and it is one that the dominant toll road operator

in NSW, Transurban, could easily introduce,” Clark says.

“Tolls are a huge impost on heavy vehicle operators in major Australian cities and especially in Sydney where they are excessive.

“NatRoad continues to engage with the NSW government about its consideration of other changes to the tolling system.”

Clark says the report does not go as far as recommending establishment of an independent tolling authority with the powers NatRoad thinks it needs.

“Setting up a Tolling Ombudsman to adjudicate on complaints is at least a step in the right direction.”

in truck crashes, including 263 truck drivers. A further 11 food delivery riders have been killed at work since 2017.

“This is a powerful blueprint for reform backed by every section of the industry. If adopted by the federal government, a standard-setting body would enable transport to emerge from an industry dominated by deadly economic pressures at every level of the supply chain, to a safe, secure and viable industry where all participants can thrive,” Kaine says.

“Australia’s leading supermarkets, global gig companies, major transport operators, employer associations and workers are aligned and we invite others across the industry to join us.

“An industry coalition calling in unity for our system to be modernised in line with the reality of today’s transport industry is the strongest endorsement the Federal Government can receive to act quickly and with the backing of industry to get life-saving reform off the ground.”

Australian Road Transport Industrial Organisation (ARTIO) national secretary Peter Anderson says the outcome of the roundtable could not be clearer

“Transport clients, employers,

His claimed were backed by ACFS Port Logistics managing director and CEO Arthur Tzaneros, who says, as a large transport employer, he has seen the divide caused by the emergence of the gig economy and the pressure it’s putting on the industry.

“We have major retailers Coles and Woolworths alongside operators and workers calling for reform because we all need the protection of regulation to make transport a safe, sustainable industry.

“Every day it’s harder to be a top tier, safe provider of logistics services. It’s getting harder to recruit new people to our industry because it’s not considered a viable career. Things have got to change,” Tzaneros says.

FBT Transwest managing director Cameron Dunn points out that, as an employer transporting dangerous goods and liquids on our roads across the country, FBT wants to see every participant in the supply chain accountable for safe standards.

“There’s currently no system to hold the economic decision maker to account,” Dunn says.

“I choose to do the right thing, I need a system that rewards and supports that, not one that could squeeze me out because doing the right thing is uncompetitive.”

National industry convoys were held in July at Parliament House and in major cities across Australia in support of reform to set fair standards for a sustainable industry.

“A standard-setting body would enable transport to emerge from an industry dominated by deadly economic pressures.”

Senator Glenn Sterle, flanked by Peter Anderson (left) and Michael Kaine, addresses the media in Canberra on August 29

NHVR welcomes Vic crane access maps

New Victorian pre-approved maps to support national access automation while removing the need for multiple state maps

The National Heavy Vehicle Regulator (NHVR) has welcomed the Victorian government’s release of eight new pre-approved crane maps as an important step towards delivering national automated heavy vehicle access outcomes.

NHVR CEO Sal Petroccitto says that the NHVR’s National Spatial Platform will provide a single national dynamic map of state and local roads, providing transparency of all allowable access arrangements.

“The new map will remove the need for industry to access multiple state maps when planning their journeys and access requirements – with end-to-end and cross-border networks displayed in one location,” Petroccitto says.

“Pre-approved routes represent networks that have already been assessed by road managers and can act as an interim step before gazetting networks – they reduce permit turnaround times and provide

improved certainty for industry.

“The new National Spatial Platform will allow for immediate approval of pre-approved routes by instantly adding the route to an operator’s permit as soon as the access application is submitted.

“Supporting pre-approved routes is the ability for road managers to build networks and update network data in real time in the Spatial Platform – meaning access conditions can be changed by the click of a button.

“The Platform will also provide operators with their full fleet of vehicle configurations from the NHVR heavy vehicle database and will automatically match assembled vehicles with up-todate dynamically generated networks.”

The NHVR says it is taking an agile approach in enhancing its routing and mapping capabilities in stages as part of the National Spatial Platform.

In other improved access news, operators of eligible livestock carriers, AB-triples and Type 1 road trains –

including non-modular and modular B-triples – in South Australia can now operate at increased mass limits on designated routes, providing their vehicle has certified roadfriendly suspension.

NHVR chief regulatory policy and standards officer Don Hogben says the new South Australian Class 3 Road Friendly Suspension Mass Exemption Notice 202 allows certain heavy vehicles and combinations fitted with certified road-friendly suspension to operate at masses equivalent to higher mass limits, without needing to be enrolled in the Intelligent Access Program (IAP).

“The notice replaces the South Australia Class 3 (HML Application) Mass Exemption 2021, and includes beneficial changes to vehicle eligibility and networks,” Hogben says.

“This notice represents significant progress towards removing the need for multiple permits in South Australia.”

Australian Transport Association chair David Smith welcomed the notice as a significant win for Class 3 operators in South Australia.

“This is an important step towards national harmonisation and improved productivity for heavy vehicle movements, and that’s good for the industry and the local economy,” Smith says.

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truck events

BIGGER AND BEEFIER

Massive! That’s the word that comes to mind as I sit in my motel room reflecting on the 2022 North Coast Petroleum Casino Truck Show. I’m not regurgitating the Ali G slang from a couple of decades ago (if you are unfamiliar with him, don’t Google – just appreciate the fact you are lost on this reference). No, I am using the term MASSIVE, in capital letters because that really is the only way to describe the return of this community-driven truck show.

For those who are unaware, Casino is a New South Wales town in the Richmond Valley, inland from Ballina. Over the past few years it has been decimated by floods, fire and drought. It is a tough little town famous for its Beef Week celebrations. In years past, during that week, the town also played host to a high calibre truck show. Unfortunately, like most fun things recently, the Casino Truck Show was a victim of that dreaded ‘C’ word and has been off the calendar for a bit. On August 6 this year, however, the show returned with renewed enthusiasm and boost in prize money for the truck category winners.

With the support of the Richmond Valley Council, many local businesses

Top, L to R: Ballinger’s impressive Kenworth 9-0 leads the convoy for 2022 followed by OwnerDriver ’s August Truck of the Month, Jason Whitty’s Peterbilt; All the way from Hughenden, the MFT boys put on the shine. Jon in the Lone Ranger here took out King Rig for 2022; I had to take several looks at this stunning Gooden Transport Kenworth. It’s got 1.3 million on the clock but looking better than new Middle: Show spokesperson Darren Goodwin kept his hat on all day as it stopped his hair from falling out. He anticipated a big turnout but even he was shocked by the numbers that just kept rolling in Bottom, L to R: It is very hard when there is only one Best Kenworth prize and lots of trucks like this one; It was good to see so many little ones out watching the return of the Casino Truck Show convoy

The Casino Truck Show in northern NSW returned bigger and better than ever on August 6 with close to 400 trucks arriving from local regions and further afield. Warren Aitken soaked up the atmosphere of the Richmond Valley event

Top, L to R: The show was open to all ages – this tow truck may have been out of his depth if someone was stuck, but it still looked the goods; Gold Coast-based Reiners Transport had a couple of its trucks make the trip inland for the show as well; The SRV boys always look good, this year they were led by the new Legend in the fleet. The SRV boys can be very proud taking out 3rd place in Best Fleet

Above, L to R: Tobin Transport is always a crowd favourite at truck shows and, as usual, Troy lead the Tobin fleet in the immaculately restored Kenworth; Another big fleet to make the journey and turn up in style was the big boys from Dawsons Haulage. They actually took out second prize for Best Fleet; The Auswide Transport Solutions team of Ranjit, Darryl, Tom, Mark and Damian were a lot happier to be at the show than they were to pose for me –but they did; It’s not always about the new and shiny. Sometimes it’s just about toughness

Bottom, right & far right: It was no surprise to anyone that the Fred’s Interstate Transport boys took out Best Fleet. It wasn’t just about quantity, which they had. It was also the quality, which they had in abundance; Wants Transport of Lismore had a fleet of the new Freightliner Cascadias on display. These things had more space in them than my motel room

and what seemed like all 11,000 residents of Casino, the 2022 truck show was a massive event. To quote a line from the Hollywood blockbuster Field of Dreams: “If you build it, they will come.” The 2022 Casino Truck Show epitomised that perfectly.

Show spokesperson Darren Goodwin may be the go-to man at the top of the truck show’s food chain, but he couldn’t do it without a great team of volunteers, and what they built this year attracted loads of supporters.

Before we address the turnout of trucks we need a shout out to all the off-truck entertainment. There was an FMX crew showing exactly how far you can push the envelope when you’ve had your fear glands surgically removed. Right opposite the Commercial Hotel was a tautliner doubling as a stage for the class music acts that were performing throughout the day. It was enough to almost get me up on the dance floor. Thankfully my lovely assistant from Michelle Williams Photography pointed out I have zero rhythm and stopped me before I embarrassed myself.

The kids were also well catered for with plenty of bouncy houses, slides and rides to keep them entertained. Luckily, I got kicked off those rides early and was able to catch up with the ever-popular strongman Troy Conley-Magnusson, who had popped into the show to help with parking. He didn’t need truck keys, he was literally dragging the trucks around.

There were plenty of stalls dispersed between the trucks so you never went too far without finding something you didn’t even realise you really needed. My wardrobe has been

“It is a tough little town famous for its Beef Week celebrations.”

Above, L to R: No stone left unturned and no spots left unpolished. Young Joshua Manhood made sure every part of his T909 was in show condition while his fellow workers (supposedly) shouted out words of encouragement; It was great to see the variety of trucks at the show. Didn’t matter what, it was they were presented beautifully. A pure example was this stunning UD

Opposite top, L to R: It was great to see the Seccombe Family turn up with young Tom’s truck. They were very busy selling shirts and hoodies to raise money for Lifeline North Coast; This stunning 100 year Mack of DNV Transport lead of a convoy of Macks for DNV

Opposite middle, L to R: I didn’t envy the judges, none more than those who had to choose best Kenworth. Rightfully so Imeson’s T659 took the honour. It deserved it; By about the halfway point of the parade, old mate realised he was going to have to start rationing his hydration. It was a bloody long convoy; MidCoast Trucks sent its stunning Scania up from Coffs Harbour, I’ve been trying to catch this truck since pre-COVID and it never stops.

Credit to them for finding the time to support the show

Opposite bottom, L to R: Local company CMT held its own amongst the out of towners. Its fleet of Kenworths were a crowd favourite; I spent a fair bit of time enjoying the artwork and number plates; this Kenworth took the cake – ‘YEHRGHT’

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In summary there was more stalls and entertainment than ever before, which is extremely fitting. It pairs up with the fact that the show itself was bigger than it’s ever been.

Stacks and chrome

This year a total of 375 trucks were on display in the streets of Casino. As I watched and waited for the convoy to roll into town, I began to feel extremely glad I wasn’t helping Darren and his team park the trucks up. It would honestly have been like watching one of those terrible family magicians pulling the never-ending handkerchief out of their sleeves. Every time they looked down the road there was another line of stacks and chrome as far as the eye could see. Half an hour later it would be the same thing. Stacks and chrome, stacks and chrome.

When the convoy finally finished rolling past me, my shoes were out of fashion and I was in need of a haircut. My cameras had run flat and my assistant’s camera was starting to smoke. The locals that lined the streets were still beaming and the hundreds of kids had worn out their air-pumping arm.

A big thumbs up to everyone out watching the convoy. With nearly 400 trucks it was no 10-minute convoy; even the final truck got a warm reception from the locals.

Top: The Mactrans Heavy Haulage boys were out in force as well. Faadhil taking out Best Mack and Best Mural with the jaw-dropping 100 year Mack

“To quote a line from the Hollywood blockbuster Field of Dreams, ‘If you build it, they will come’.”

It’s worth noting as well that it wasn’t just locals packing the street. There were truck nuts and ‘truckarazzi’ from far and wide. Some big names in truck photography had made the pilgrimage. It was great to see the likes of Chris and Stephanie Serone from Loaded Media down there, with their drones and cameras capturing the action. Budding photographers like Cody Nowlan from Aussie Trucking Photography who had trekked across from Nabiac were there as well as the likes of Mackay truck photographer Kirsty Llessur from Freeze the Moment photography. There was a huge turnout of truck fans from far and wide. Throughout the day and well into the evening the local pubs and eateries were brimming with patrons and there was a positive vibe that just radiated throughout the town.

TV sensation, MC royalty and, when he has time for it, truck driver Glen ‘Yogi’ Kendall was there to host the prize giving and sign autographs. Along with Followmont legend Mork, the two of them ensured there was almost as many laughs as there was trophies given out.

All in all, I stand by my opening statement. The 2022 Casino truck Show was massive. The number of entrants was massive. The quality of the entrants was massive and the porterhouse steak from the Commercial Hotel? You guessed it – massive!

Bring on August 5, 2023. At this rate they’ll be closing down streets in Lismore to park up next year’s entrants.

Top: It seemed every time I crossed the road to look and see how many more were rolling in, all I could see was a never ending lineup. The trucks just kept coming

Above: Another team that was in the Best Fleet running were the boys from Grahams Quarry. There fleet of hard-working tippers turned up with massive shine

Left: I didn’t envy the local photographer as he tried to herd all the winners in for a group shot. The beer tasted good from The Commercial as I watched on

From opposite top left clockwise: Not every truck met the local emissions, and not everyone cared. This ’88 Valueliner was just all kinds of cool; Not sure why young Brandon Albury from Bondwoods Transport was flashing his lights at me, if he wasn’t able to see where he was going there was a line-up of trucks to follow. Or maybe he was just being nice and telling me to get off the road before I get run over; Another of my favourites was this new Scania for Rangeview Transport on the Gold Coast. Its latest in a long line of Scania has upped the ante on its image. It looks stunning; The KS Easters trucks are always a standout when they roll into a show. The big Volvo was alone on show duties this year but still made an impact

“There was a positive vibe that just radiated throughout the town.”

TWU Michael Kaine

Amazon effect spreads

that these workers are nothing like owner-drivers.

The decision stated that all that mattered were the words in the contract, not the reality of the degree of control exercised over a driver performing work for the company.

It enables the manipulation of contracts to rip off drivers’ pay and entitlements.

This all means it is becoming even harder for owner-drivers to maintain their businesses – often on wafer-thin margins as it is.

That’s why we need a standard-setting body that protects everyone earning a living in transport.

It’s not just drivers feeling the pressure. Traditional transport operators large to small are facing an existential crisis too.

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

That’s why many are joining forces with transport workers to call for a tribunal.

Recently, an industry delegation of workers, large operators and industry groups went hand-in-hand to Canberra to show politicians that urgent action is required.

Over two days at Parliament House, transport operators ACFS and FBT Transwest, and industry groups ARTIO, VTA and NRFA joined a TWU delegation of owner-drivers, employee drivers, couriers and gig workers in meetings with politicians. Many politicians signed a pledge to get lifesaving transport reform off the ground.

Owner-drivers at FedEx are facing an immediate threat to their jobs. In what the American transport giant claims is a bid to remain competitive, FedEx is attempting to mirror an AmazonFlex gig-style model. This is the first casualty of the Amazon Effect.

We must act quickly and cooperatively to prevent an opening of the floodgates. If FedEx can do this, it will put pressure on more transport operators to follow suit just to stay in the game.

That will destroy owner-drivers’ negotiating power, pay and eventually put everyone out of business. Those unable to leave the industry will be forced to join the gig economy under exploitative conditions and with no autonomy over how they work or how much they earn.

We must work together to ensure transport has a robust, independent authority to provide safe standards that can’t be undermined by the gig economy.

Under FedEx’s proposal, which is soon to come into effect, drivers with their own vans will be paid piece rates pre-determined by the company.

After a $120 flat rate, drivers will earn just $2.50 per consignment, which could contain multiple parcels at different addresses within an allocated area. No room for negotiation.

FedEx’s claim that drivers can recover their costs, drive safely and make a living under the model is a fantasy. The company’s dodgy sums are based on drivers completing a consignment every six minutes for 10 hours straight with no rest break, just to earn $35 an hour before costs.

Before this has even got off the ground, FedEx has already declared its plans to grow this part of the business to cover 50 per cent of its business-tocustomer section. It will not stop there.

This plan is directly targeted at bringing down transport costs. The owner-drivers FedEx has engaged for decades see the writing on the wall – this gig-model will take increasing amounts of work off them until they’re out of business.

We know that Amazon Relay – its gig model for truck drivers – has now spread from America to Canada and Europe.

In 2014, FedEx settled a class action over misclassification brought by truck drivers for $228 million. The drivers claimed that FedEx labelled them independent contractors to underpay them, while exercising such a high degree of control over their work they were treated like employees.

Being an owner-driver in Australia has always been a choice. The rapidly spreading gig economy turns that choice into a loophole to control and exploit drivers.

It creates a vicious cycle of dependence. Drivers with no negotiation power can barely cover their costs, so have to work longer and harder under terms dictated by the company.

ENTITLEMENTS ILLUSION

Earlier this year, a High Court Personnel Contracting decision made it even easier for companies to create the illusion of ‘independent contracting’ to avoid paying drivers entitlements, while controlling their pay, conditions and allocation of work to the degree

In nationwide convoys the following Saturday, hundreds of trucks, vans, cars and bicycles converged at Parliament House and in state capitals.

Soon we’ll be joining the federal government’s jobs summit to put transport voices front and centre of the minds of ministers who can lift standards in our industry.

We’re making noise. To secure our position at the top of the new federal government’s agenda, we need more voices to join us in the fight for a safer, fairer transport industry.

As per Amazon’s model, Fedex is planning to change its rate structure with no room for negotiation

“We need a standardsetting body that protects everyone earning a living in transport.”

BELOW: Trucks took part in nationwide convoys on July 30

THE

Courting confusion

NSW Revenue call centres may send out flawed advice

Recently I’ve helped a few operators with a confusing situation regarding Notices to Produce. It’s an issue that needs attention to stop others from falling into the same trap. The problem is how failures to respond to a Notice to Produce are dealt with. Currently, the process can be very confusing, leading drivers to receive huge fines without realising.

In New South Wales, when a Safe-T-Cam detects a possible fatigue breach, a Notice to Produce is issued. It usually asks for the driver’s details, work diary pages and proof of any fatigue management accreditations.

Failing to comply with the notice is an offence, but here’s where things can get confusing. Even though the request comes in a single Notice to Produce, legally it is two separate requests under two different sections of the law.

This means when someone fails to reply

to a single Notice to Produce they’re actually committing two separate offences. One of failing to provide the driver details and one of failing to produce documents.

To make things even more confusing the two offences are dealt with in different ways. The failure to produce documents is dealt with by a penalty notice. It’s a $711 fine that you can choose to pay to wrap it up.

The other offence of failing to provide the driver details can’t be dealt with by a penalty notice. I’m yet to understand the logic behind this, but for some reason this offence has to go through the court system.

What this means is that the operator receives both a penalty notice and a Court Attendance Notice within a couple of days. The offence details on both are almost identical, so it’s very easy to mistakenly think that you’ve received both a fine and a court date for the same infringement.

SARAH MARINOVIC a principal solicitor Ainsley sarah@ainsleylaw.

It’s worth remembering too that, normally, the operator’s failure to reply wasn’t on purpose. Often the Notice to Produce has been mistakenly overlooked or not received. The arrival of the Court Attendance Notice and penalty notice is often the first time the operator realises the Notice to Produce even existed. This just adds to the confusion.

It’s not just operators who find this confusing. Even the authorities can get it wrong. Recently I helped an operator who found himself in this situation. He was confused and when he sought help was directed to Revenue NSW for advice. The Revenue NSW call centre operator told him that paying the penalty notice would resolve the entire case. This is not true. You still need to go to court even if you pay the penalty notice.

Having been told that the court date would be cancelled he didn’t attend. The result was a fine of more than $10,000, no doubt partially because the magistrate thought the company was ignoring both the Notice to Produce and their court date. In the end we were able to reverse that fine but it’s a headache that could have been avoided if the system was clearer.

My client made a good point. A simple letter with the Court Attendance Notice explaining that is separate to the penalty notice would have solved the problem. Had things been clearer he would have attended court to present his case.

Until the system is clearer, the best thing we can do is raise awareness. The more people know the less likely they are to make the same mistake. If in doubt, it’s a good idea to speak with a lawyer.

BUILT TO LAST

PAINTING THE TOWN SUNNY

It’s serious a decision jumping from a ute to buying your first truck, but for Rick Morgan it’s made the world of difference to his expanding business in the tropical city of Cairns. Greg Bush writes

Purchasing your first major commercial vehicle is always a big decision. The question of what brand and model to choose to suit particular needs can take time and a lot of research. So, when Cairns-based Rick Morgan wanted to upgrade from his 4WD ute and trailer setup to take his painting business to the next level, he sought advice from his father, Scott Morgan.

With around 30 years’ experience in road transport, Scott has worked for QRX and is now the Laos country manager for Linfox. He also spent time in the mining logistics sector in Laos and Papua New Guinea.

“I didn’t know anything else about trucks,” Rick admits. “But my father said he would personally go for a Hino if he had the choice.”

Rick’s new 300 Series Hino 616 Trade Ace crew cab arrived in 2021, serving not only to carry all the gear

he needs, but also acting as a mobile billboard for the business he operates with his partner Liza – Morgan’s Master Painters.

With the old ute and trailer measuring around nine metres long, including what Rick says was wasted space between vehicle and trailer, the 7.2 metre-long Hino rigid made for an even more attractive proposition.

“The amount of gear we can carry and the trestles and planks and all the heavy stuff I can compact into a smaller space, it just made sense,” he says.

“What I liked about Hino as opposed to Isuzu was the trucks were a little bit longer in the range I was looking at. And it also had engine brakes,” he says.

“People laughed because they said it wouldn’t carry enough weight for exhaust brakes, but I put it on the scales and it’s 4.3 tonne loaded. That’s a a lot of weight.

“So I quite liked that aspect of it and the extra room for the length.”

In addition, the Hino comes with pre-collision system as standard, including autonomous emergency breaking, pedestrian detection and lane departure warning.

“It’s got seven seats, which is amazing, because it’s got four in the back and three in the front,” Rick adds.

“I’ve got two kids – a six and a five year-old with two booster seats – and I can still fit in everything else under the sun.”

To add the custom-built box on the back, Rick drove 25 minutes down the Bruce Highway to Shane and Trisha Stroud of Decked Out Fabrications in Gordonvale.

“They weren’t the cheapest quote but I went to them because of reputation,” he explains, adding that the Strouds went the extra mile to accommodate Rick’s needs.

“Because the box spread out across the width of the truck, he was quite worried that it might crack because the aluminium tray would twist slightly when you’re going over bumps.

“So he ended up putting it up on industrial springs, which are bolted to the tray, and it moves independently, which was a great idea.”

For the signwriting on his new Hino truck and trailer it was simply a case of driving around the block from Rick’s regular paint supplier, Paint Right on Scott St. Again, the choice of Adrian Fernandez from Design Lab who wrapped the rig except for the front of the truck, was one through strong word-ofmouth reputation.

“I’ve been told if you service and look after them you’ll get every bit of 20 years.”

Opposite: Rick Morgan founded Morgan’s Master Painters in 2018

Left: setup: The custom-built box holds all the Morgan’s Master Painters

“The signwriting was important because for me it’s like driving a giant billboard and I’m still a new company in the industry,” Rick explains.

“We’ve only been going for four or five years so still trying to get our name out there. We obviously want to look professional because we try to give professional workmanship on each and every job.

“So, for me, it was about getting something that was not only practical but I wanted people to say: ‘Oh wow, that’s different.’”

The right brew

Rick founded Morgan’s Master Painters in March 2018, starting out with just himself and a tradesman. After eight months he hired an apprentice and, later, another tradesman. Before painting he worked in the family business, Marlin Coast Home Brew, operated by his mother Terri Morgan. He then decided to try his hand as an adult apprentice employee, a vocation he says suited his “meticulous nature”. All up, including being at the helm

of Morgan’s Master Painters, Rick has been in the painting game for close to 15 years. Now in its fifth year, the business is actually a team of five. With Rick, his apprentice and two tradies out on jobs, Liza takes care of the office essentials.

“She helps me out with a lot of the paperwork side of things,” Rick says. “I do all the quoting and invoicing and pays online but Liza, my bookkeeper and our accountant, basically handles everything else.

“I’m not real good with the tax paperwork but I can get by with all the standard stuff.”

The bulk of Rick’s work is for high-end residential and commercial buildings. He avoids doing project homes, preferring to work for smaller builders. Residential repaints, however, are his core business.

“People appreciate quality,” he says. “We’re not the cheapest company but we go out of our way to try and be the best at what we do and do everything by the book and make sure it’s an A-grade finish.”

That’s one of the reasons he only uses the Haymes ultrapremium range of paints.

“Out of the big brands, Haymes is the only one that’s still Australian owned and operated,” Rick points out, adding that Haymes has won Canstar Blue’s award for number one paint brand in Australia five years running.

“But I also like them because we’ve never had a problem there. They have great customer service and, for the smaller companies, they actually help you out on price to stay competitive.”

The Hino has helped make life much easier for Rick; it’s a truck that he plans to keep running for some time yet.

“I’m hoping to get 20 years out of it,” he says. “I’ve been told if you service and look after them you’ll get every bit of 20 years.

“It’s been a big difference for us as far as just ease of having everything in the one spot.

“If it got to that point where I was big enough and I could get a fleet I think I would always keep it myself,” Rick ponders.

“So yeah, I don’t imagine I’d ever get a fleet of trucks, but you never know. It might work out as something that no one else has.

Morgan’s Master Painters might one day be 20 trucks strong!”

Left: Rick is planning on driving the Hino for up to 20 years

Top: The Hino 300 Series 616 Trade Ace crew cab can fit in “everything under the sun”

Above: In comparison to Rick’s previous ute and trailer, the Hino Trade Ace offered space saving and stability

NRFA Glyn Castanelli

Amending the award

Payment for all work completed, including loading and unloading, must become the norm

Iwrite this column after reading yet another story about veteran truckies calling it quits. There are many reasons given by truckies calling it quits, including being sick of the enforcement of work diary rules on drivers, the large fines that can be given out, the increasing compliance burden put on drivers, the poor treatment of drivers by loading and unloading facilities, the perception of the media that all truckies are drug induced outlaws and the long hours of work for poor renumeration.

I must agree these reasons have made me rethink how I operate as a driver but instead of calling it quits, I choose to change.

The first change I have made is using an electronic work diary (EWD). I will not expand on EWDs as those that know me will be aware that I have been supplying EWDs to drivers and businesses since December 2020.

I will add that, at the recent National Road Freighters Association (NRFA) conference Sal Petroccitto, CEO of the National Heavy Vehicle Regulator, asked how we can reduce the enforcement of work diary offences. I stated that using an EWD would remove this problem from the industry.

The next change I suggest is who and what you will work for. With the shortage of drivers, we now have the choice to only work for those

that pay more than just a kilometre rate and provide safe compliant work schedules.

The industry has changed. We can no longer ‘get the job done’, no matter what. There is just too much evidence being created around us. GPS, SafeT-Cams, traffic cameras and your mobile phone all create a history of your movements, evidence that can be used against you if something goes wrong.

Over the last couple of months I have seen rates advertised for drivers improve to include payment for loading/unloading, excessive waiting and being held over. I suggest we all get familiar with the award and do not work for anything less. See the Road Transport (Long Distance Operations) Award [MA000039] at https://awardviewer.fwo.gov.au/ award/show/MA000039.

The award is not perfect but is what we must work with now.

The NRFA has, for the last few years, been fighting for changes to the award especially in the areas of unpaid work time. The penalty of lost wages for following the rules needs to be

GLYN CASTANELLI is a long distance driver of more than 15 years, a compliance consultant and accredited NHVAS and WAHVA Auditor and the current NRFA Secretary and Victorian Delegate. Glyn is a member of the Ozhelp Health in Gear steering committee and Healthy Heads in Trucks and Sheds Standards Committee.

removed completely from our industry.

The NRFA is committed to working with the government to implement the 10 recommendations of the Senate Standing Committees on Rural and Regional Affairs and Transport.

These include the importance of a viable, safe, sustainable and efficient road transport industry; ‘Without Trucks Australia Stops’; the development of viable, safe, sustainable and efficient road transport industry recommendations; and setting safe and sustainable standards in the road transport industry (that’s a mouthfull but is what it’s called).

POSITIVE RECOMMENDATIONS

The first two of these recommendations when implemented will have a positive effect on the viability of all drivers, owner-drivers and operators. They are:

Recommendation 1, 8.10:

The committee recommends that the government establishes or empowers an independent body that will, in consultation with industry, set universal and binding standards (including binding standards with respect to pay) which:

• ensure the safe performance of work and eliminate unsafe economic and contracting practices; and

• apply to all road transport supply chain participants, including transport operators, online/on demand operations, and workers (regardless of their employment or work status), and throughout supply chains.

Recommendation 2, 8.21:

The committee recommends that the proposed initial priorities of the independent body should include to:

• ensure that all workers, whether owner-drivers or employee drivers,

are paid for all work time, including driving and non-driving time, and that any costs or efficiency dividends associated with this change are allocated fairly throughout the supply chain;

• institute a system of demurrage rates to help drivers and operators recoup costs for waiting and loading times, and that any costs or efficiency dividends associated with this change are fairly distributed through the supply chain; and

• establish binding industry payment terms ensuring that all road transport workers and operators are paid in full upon-delivery.

The government has stated that the NRFA will have a seat at the table when the how and what these 10 recommendations will become is discussed. With real industry people that have spent most of their working life behind a steering wheel we can hope the future for drivers improves.

“The penalty of lost wages for following the rules needs to be removed completely.”

HIGHWAY ADVOCATES Robert Bell

Our surveillance culture

Switching to an electronic work diary can offer less chance for a NSW Police infringement opportunity

The country is starting to open up again, as they tell us. Since the last edition of OwnerDriver, we have attended the Casino Truck Show, the first since COVID-19 restrictions began.

We shared a stand with the guys from THS Logmaster. They have affiliated with us in promoting and supporting their excellent electronic work diary (EWD), which has just been approved for use by the National Heavy Vehicle Regulator (NHVR). Glynn and Craig from THS Logmaster also provide compliance training and auditing services to the heavy vehicle industry.

We mention this for another reason also. Highway Advocates handles all heavy vehicle and traffic matters. However, we are becoming increasingly focused on fatigue offences. We have spoken about police enforcement on numerous occasions previously. There is no point in labouring the point here again.

The NHVR has spread its wings since the last edition – operating in New South Wales since the start of August. We have noticed changes in how things are done since that date. We have seen the NHVR applying for

Supervised Intervention Orders (SIO) for first-time fatigue offenders, describing them as “systemic and persistent offenders”.

We have also experienced examples in South Australia whereby the regulator offers the opportunity for individual fatigue offences to be dealt with by an ‘Enforceable Undertaking’. We see this as a positive step. We are not so sure about the SIO idea, though. We believe it should be reserved for “systemic and persistent offenders”. Not first-time offenders who have, in most cases, simply started work too early after a major rest break.

Where are we going with all this, you may ask? We have been operating for almost 18 months and have represented many clients charged with multiple fatigue offences. The outcomes we have achieved are unheralded. However, they do not come easy.

The EWD is one key factor we believe is crucial in achieving these favourable outcomes. Another important ingredient is the personal story. This personal story is what changes you from an extension of a machine to a natural person with hopes and dreams.

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 or see the website at www.highwayadvocates. com.au

DIARY CONFISCATION

Most of you who know me will know that I am not a fan of the surveillance culture. That culture is one of the main reasons we now promote using EWDs. If you fudge or make a mistake in your work diary, you may face fines of over $17,000 and four points for each occasion. If you do the same and have an accident or worse, your travel times will be investigated with forensic depth. The level of surveillance watching your every move is staggering. If the worst happens, you will be looking at serious jail time.

Why expose yourself to the risk of potentially massive fines or worse? Many clients come to us with multiple breaches, which are nearly always police matters. Police load up single court attendance notices with as many sequences or counts as possible. We have also noticed a disturbing trend with NSW Police confiscating complete work diaries on the side of the road. Never mind the pink copies, they take the whole kit and caboodle.

The only way in which we can advocate for leniency is to give a little. When we are approached by clients facing multiple sequences, we know one thing for sure. We give the court an offender who has ameliorated (look that up) their offences and is unlikely to re-offend. This is also known as taking responsibility for your actions. Why be responsible for putting thousands of dollars towards respective state government budgets?

Someone very wise told me not long ago: “If you can’t beat ’em, join them.” Well, I did that, and now we are doing it again. This is why we have teamed up with the guys from THS Logmaster.

Many of our clients have experienced remarkable outcomes when we combine our knowledge and experience with the technology advantage of an EWD.

MULTIPLE PENALTY NOTICES

Segueing now to state governments again, this particular brickbat is reserved for NSW. Not the courts, who have nothing to do with this. It is the executive who is responsible in this instance. When we achieve one of these remarkable outcomes, it is usually ordered as a conditional release order for a certain period (six months up to two years). The standard conditions provide that you must not be brought back before the court for any other matter during that period. If you are, the court may convict and penalise you for the offences that brought about the order in the first place.

However, they are still dismissed upon a finding of guilt. The difference between a section 10(1)(a) or a 10(1)(b) is the conditional release order or good behaviour period attached to it. Get the 10(1)(a) and no court costs. Get the 10(1) (b), and it is $165 for every sequence. If you get 20 sequences dismissed, you are still looking to have to pay over $3,000 for victim impact and court cost levies.

However, there is only one court attendance notice, which is another reason why we think it wrong to load up a single notice with multiple counts or sequences. We often find that police will do that and issue multiple penalty notices also. Talk about the gift that keeps giving.

If you get one of these, we know what to do. You should know how to find us by now. Safe travels till next time.

NATROAD Warren Clark

Fuel tax credits fiasco

Coalition loses the plot with populist fuel call

On what planet does the Federal Coalition live with its call to extend the halving of the fuel excise cut after it expires on September 28?

That’s the question every truck driver around Australia has been asking.

It’s something every Aussie household should consider, too, because their already high weekly grocery bill would be at risk of climbing even further.

Let’s be blunt: the Morrison government made a grab for electoral popularity when it halved the excise imposed on fuel at the bowser shortly before the last federal election.

It scrapped a long-running tax rebate given to every commercial operator of trucks at the same time – undoubtedly because it or the Federal Treasury thought most people wouldn’t notice.

While motorists received a 22.1 cents per litre reduction in fuel duty, removing the so-called Fuel Tax Credit (FTC) for trucks meant the cost of diesel was effectively reduced by only 4.3c per litre for heavy vehicle operators. In what world is that fair?

The trucking industry estimates the impact of scrapping the fuel rebate on every Australian household is about $20 a week in costs that have been passed on to consumers.

So, if mum and dad thought they

were saving at the petrol pump, they were actually paying through the nose at the check-out.

The point was made in a joint letter to then Prime Minister Scott Morrison at the height of the election campaign.

I probably don’t need to tell anyone from within our industry that most truck drivers are selfemployed or small business owners, operating on an annual profit margin of about 2.5 per cent.

The impact of a tax credit being suddenly wiped out for six months after massive supply chain disruptions and an ongoing driver shortage was the last straw for some who were put out of business. Imagine what extending

that to a year will do. Fewer operators to move goods around an already stressed supply chain can only mean higher prices.

NatRoad has been engaging the Albanese government and asking it to restore the FTC when the excise cut finishes. At the time of writing, this seemed the most likely course of action. We’ve also asked for extra relief – in the interests of fairness and keeping our industry running. It would be a sign of faith in our industry and a practical way of keeping some of the most vulnerable operators afloat.

NatRoad did research with the public late last year that found 98 percent of Australians regard road freight as an essential industry and 99 per cent consider it important to the economy.

Members on the Opposition benches would do well to keep that in mind.

The war in Ukraine isn’t going away soon so all of us should brace for a shock when the halving of fuel excise expires and heavy vehicle operators and motorists alike see prices rise again.

The FTC must be restored then. No matter what.

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.

WARREN CLARK is CEO of the National Road Transport Association, Australia’s largest national representative road freight transport operators’ association.

“98 percent of Australians regard road freight as an essential industry.”

If you work in or around the automotive industry, it’s safe to say you’ve probably heard of Snap-on Tools. The ‘come to you’ tool shop model has been emulated by many, but there’s a few elements critical to the success of any Snapon franchise.

Overall presentation is essential, be that the Snap-on mobile store itself or the products within. But perhaps most important of all, though, is the face of the operation –their experience, knowledge and, of course, their ability to connect.

Enter south-east Queensland-based Snap-on franchise owner-operator Emma Newell-Courtney. As a former diesel mechanic, when it comes to the ins and outs of automotive and trucking, Emma certainly knows her stuff.

Completing this partnership is her beloved Isuzu FRR 107210, affectionately named ‘Suzie-Q.’

The Snap-on Isuzu delivers tools and diagnostics to a broad range of customers throughout Emma’s beat. Sporting a shiny silver drop-visor referred to as the ‘crown’ and the customised ‘OHHSNAP’ licence plate, she certainly turns a few heads.

“I rock up every week and the guys jump into the back of Suzie-Q, and they have a browse. I have tool storage, diagnostics, power tools, hand tools, anything and everything you need for the automotive industry,” Emma says.

With a strong connection to the region, Emma NewellCourtney is a proud Gamilaraay (Kamilaroi) and Bigambul woman who grew up on over 500 acres out in regional Queensland.

“I spent a lot of time on the land with my grandfather camp-drafting and working with horses and cattle. After I ON WHEELS

left school, I went out to cattle stations working and gaining experience.

“I began tinkering with engines and learning how to look after a vehicle, because if you’re on 250,000 acres and you end up breaking down, you have to be independent or you’re not getting home that night,” Emma laughs.

Passion for engines

Emma keeps a lot of plates spinning and has done for many years. Before starting her Snap-on franchise, she studied a certificate three in heavy commercial mechanical techniques and a certificate four in mechanical engineering diesel fitting, making Emma a qualified heavy diesel mechanic.

“I found out I was pregnant at 19 and I made the decision to go ahead and be a parent. I wanted some stability, so I came back home.

“My eldest was probably only 10-months old when I started my apprenticeship, and I was only 20 myself,” Emma recalls.

“Working out west really started my passion for trucks and lead into my apprenticeship.

“I was so passionate about what I was doing, working with trucks and engines. Even then it didn’t stop push-back from people who thought I didn’t belong in the truck and automotive world.

“There have been times where I have had to pull out my trade certificates and say, ‘where does it say that I can’t do this job because I’m a girl?’” she says.

“When it comes to a mechanic, gender shouldn’t matter, but there can be a lot of negative attention if you don’t fit the prescribed mould – if you are a person of difference.”

Tools of the trade

Now a parent of three children, Emma has juggled the responsibilities of being a heavy diesel mechanic, a young parent and a successful business owner.

A Snap-on enthusiast herself, she moved into her own franchise to branch out into ‘something different’.

“I’d been in the trade for almost a decade and, all of a sudden, the opportunity came along to start my own franchise. The location was near where my kids go to school, and it seemed like a perfect fit.

“I loved using Snap-on already and now I get to play a key role in providing my clients with the Snap-on service and all their tooling needs.”

Emma’s passion for trucks and for the equipment and tools needed to maintain them makes her an expert resource her customers have come to rely on.

Community on wheels

Emma suggests that Suzie-Q has become a bit of a mobile community hub for her Snap-on customers. People gather around Suzie to have a yarn, share their woes, share their triumphs, get advice and access high quality tools.

“Suzie-Q gets people talking – customers feel happy and comfortable to share stories while their children play in the back of Suzie. Whole families congregate around the truck.

“People get brought together and it’s these moments that wouldn’t be possible without this truck.

“Suzie-Q is people’s safe place.”

Emma’s FRR 107-210 has a gross vehicle mass of 10,700kg and gross combined mass of 16,000kg and sporting Isuzu’s highly regarded 4HK1-TC engine with 154kW @ 2,400rpm and 726Nm @ 1,600rpm, Emma has plenty of power in reserve should the need arise.

It is fitted with Isuzu’s six-speed, two-pedal automated manual transmission with torque convertor, allowing ease of use and stress-free driving in and around the industrial suburbs of Brisbane.

Cruise control, driver and passenger airbag, antilock braking, anti-skid regulator and hill start aid also add to a long list of comfort and safety features within the FRR – perfect for the task at hand.

Topping-off the comfort factor is the addition of the ISRI 6860 air suspension driver’s seat with pneumatic lumbar support and weight adjustment, otherwise known as Emma’s ‘throne’.

Snap-on has a working relationship with Isuzu and while Emma could have chosen from competitors, she was excited to explore Isuzu’s F Series.

“I’ve worked at Isuzu dealerships when I was a heavy diesel mechanic and the reliability of the Isuzu product is what prompted me to go with an FRR,” Emma says.

“Suzie-Q has a six-metre body, which is the biggest option for a Snap-on set-up. Knowing the reliability of the Isuzu brand along with that guarantee that I am getting a workhorse … Isuzu was a perfect fit for me.

“The comfort inside the cab is so important because I spend up to eight hours on the road per day doing short trips between customers in my area,” Emma says.

“I had no hesitation; I chose an Isuzu straight away.”

TOP: Emma, a qualified heavy diesel mechanic, behind the wheel of the Isuzu FRR

ABOVE: The customised number plates add to the Isuzu FRR’s professional appearance

BELOW: Another happy customer at Emma Newell-Courtney’s Snap-on mobile store

OPPOSITE BELOW: Emma Newell-Courtney’s Isuzu FRR, nicknamed ‘Suzie-Q’

“I ROCK UP EVERY WEEK AND THE GUYS JUMP INTO THE BACK OF SUZIE-Q.”

RIDING THE ROAD TRAINS: HOW FUEL CARTAGE HAS CHANGED

Glenn Scott fell in love with road trains in northern Australia. It’s a passion that’s stayed true over decades, from driving through to his current role as fuel operations manager for Road Trains of Australia.

From co-driver to lead driver and moving into transport management, Glenn reflects on the changing industry and the value of relationships.

GETTING STARTED

By the time he was travelling and getting a thrill from seeing three trailers and a pro-mover driving past, Glenn’s farming background meant he already had some experience driving trucks and trailers.

“We went to Broome and I thought I might stay and get a job driving,” Glenn recalls.

After approaching two businesses, he proved himself and took a role as co-driver of a three-trailer road train carrying cattle between Broome to Perth.

“I started off as a co-driver for 12 months then I became a lead driver, mainly on the Gibb River Road and elsewhere in northern Australia. I was 21 when I first drove a road train.”

APPEAL OF THE ROAD TRAIN

“Coming from a small farming area, where you weren’t allowed to go over 12 or 13 metres with your truck and trailer, seeing something that’s 53 metres long… it’s amazing!” says Glen.

But learning to drive one was no minor undertaking.

“It’s a bit of a challenge. Understanding how it all works and how to operate it was quite something. You had to start with the maintenance side, getting to know these vehicles and how to keep them going.”

As a co-driver, Glenn recalls an equal focus on driving and mechanical skills.

“You started from the front and worked all the way to the back, looking after the bearings, changing the tyres and monitoring all the wearing bits and pieces on the carriage of the trailer,” he says.

STAYING IN TOUCH

How drivers communicate with each other and back to base has changed a lot since Glenn first drove road trains.

“Back in those days, we didn’t have mobile phones or even satellite phones,” he says.

“The radio often didn’t work in remote areas, unless it was at night. They might not hear you and it was scratchy.”

Drivers got to know the routes and where to stop to stay on schedule and make their daily check-in call.

“We’d leave Broome knowing our first port of call was the Swagman at Port Hedland. You’d have your shower and your feed, then find the telephone box. I’d have a jar full of coins in the truck so I could make a phone call and let the boss know I was on track and how my day had gone.”

FROM MUD MAPS TO JOURNEY MAPPING APPS

Map technology has also come a long way since Glenn started driving.

“Early on, it was mud maps on a bit of paper,” laughs Glen.

“The maps would tell you what was what, because there was no GPS. It would be: drive down this road until you see the big tree, then turn left and go for 57km until you see three mailboxes on the right.”

Glenn says sharing this information also meant drivers were keeping each other safe.

Change moves fast these days. As Shell marks 120 years in Australia, it has been one of the few constant things on the road

“It was more than just where to go, we’d share information on driving conditions and things to watch out for, like a corner with dips that could tip you over, or tricky river crossings.”

This shared info became the first versions of the modern journey management plans drivers use today via apps and GPS.

“We’d map the route out on paper: how long it should take and where times might vary, what supplies you’d need, the best places to stop,” says Glenn.

“We were doing a lot of that before GPS tracking became available. You’d rely on that journey plan.”

Glenn sees the biggest change for journey planning is moving to electric trucks.

“That’ll be a very different way of doing things,” he says.

“It’ll change how often and where drivers stop. It’ll be interesting to see if the technology will support doing 1,000km a day in remote areas.”

COMMUNITY AND SAFETY STILL THE CORNERSTONES OF INDUSTRY

Alongside the sense of community, a commitment

to driver safety continues to attract people to the industry.

“Everyone tries to look after each other,” he says.

“Everything is moving faster, everyone has deadlines and there’s more pressure to stay on schedule as you get from A to B. We’re all trying to do the best we can and make sure everyone goes home safe,” he says.

Glenn says the ways things were done years ago were different — but not necessarily unsafe.

“We didn’t used to be monitored for fatigue management,” he says.

“But when we saw a truck coming the other way, we’d pull up to have a cup of tea. That was our break, how we connected, and how we swapped information on road conditions. You’d have a yarn and find out what was ahead — to watch that last river crossing because it’s been washed out and it’s pulling to the left.”

With the average age of truck drivers in their early 60s, Glenn is concerned that younger people are finding the job less attractive.

“There’s definitely a lifestyle of being a truck driver, and that’s changing with technology and pressure on supply chains. I find that a lot of people who get into the fuel cartage industry, stay in it. I still enjoy the challenges, even if I’m not out on the road seeing the countryside.”

RELATIONSHIPS AND PARTNERSHIPS KEY TO INDUSTRY SUCCESS

Glenn credits positive relationships and partnerships — from drivers through to fuel suppliers like Shell — for Road Trains Australia running smoothly and safely

“I’ve known lots of people in the industry for donkeys’ years, and now we’re all growing old together,” he laughs.

“When you’re operating 90 vehicles across nine depots, it’s important to have the open and honest relationship we have with Shell. We talk everything through, from potential issues to new ways of doing things. It’s that sort of industry.”

OPPOSITE: Glenn Scott: fuel operations manager for Road Trains of Australia

ABOVE: With the Shell Card GO app, Glenn uses his phone to pay for his diesel at the pump

BELOW: To be sure, Glenn also has the traditional Shell Card

Glenn says with change on the agenda through new technologies and a shift to net-zero carbon emissions, Shell ensures it’s keeping up with industry progress.

“When we guarantee reliability, our clients trust us. They depend on us, and we depend on Shell,” he says.

“WHEN WE GUARANTEE OUR CLIENTS TRUST US. THEY DEPEND ON US, AND WE DEPEND ON SHELL.”

truck of the month

ATTITUDE ADJUST-STAR

Brenden Cook snared the last truck off the heritage line with the purchase of the 11th of 11 limited edition Cheyenne Western Stars. Now it’s the shining star of the show at Dalrymple Landscape Haulage. Warren Aitken writes

Above: The ‘Attitude AdjuStar’ heads out of the Allora yard on Monday morning, ready for another week of big loads and trying to maintain that Western Star shine

Right: Another load goes on the Big AB triple and another week on the road for Donk. He has the perfect truck for the job

From opposite top: Brenden Cook (left) and his brother Mitch stand proudly with the new addition; A tribute to Brenden’s father Eric Cook was added to the rear wall of the Cheyenne

“I wanted it to look a bit special to attract a good operator.”

Welcome to number 11 of the fantastic, limited edition Western Star Cheyenne series trucks –number 11 of 11 actually. They are a throwback to the birth of Western Star trucks here in Australia and a tribute to the ‘built tough’ trucks that have been gracing our Australian roads since the early ’80s.

I’m going to start today with a little history lesson because the Western Star story is far from a simple one. It was known as a Canadian truck, though it was a division of a US company. It is now owned by a German automotive conglomerate although, for almost a decade, it was actually an Australianowned truck manufacturer.

Western Star Trucks Australia built Australia’s first RTL (road transferable locomotive) that could run on public roads and also jump on the rail network and pull up to 900 tonnes. In the 1980s you could get customised packages with native American-inspired names. Hence why we are here. Let’s take a closer look at Western Star’s history.

In 1967 White Motor company added the White Western Star brand to its existing White and Autocar resume. The idea was to operate the headquarters from White’s existing Ohio base but build the trucks up in Canada at a new factory in Kelowna, British Colombia.

While the new Western Star trucks would

incorporate influences from the current White models, like the Road Boss, it would also use features from the Autocar stables. The first Western Stars were built around the Autocar cab. The idea was to build a lightweight, tough as hell truck that could withstand the rugged conditions of the USA’s west coast and the unforgiving backblocks of Canada. The trucks rapidly grew a substantial following, earning respect for the solidness of their lightweight build.

This is where things get a little tricky and, if I haven’t pieced this together correctly, I would love someone to fill in the gaps. In 1980, White Motor Company, which had started the century as a sewing machine company, filed for bankruptcy. In 1981 Volvo bought the majority of the company. The Western Star division, however, was not included in the White sale. In fact it was bought by a couple of Canadian energy resource companies, believe it or not. They purchased the Kelowna plant and the Western Star range.

Jump ahead a couple of years and back home here in Australia White had quite a foothold in the Australian market, especially with the Road Boss and Road Commander. However, the sale of the company saw the White production facilities closed down and all that equipment and expertise left flounder ing. This abundance of skill and ingenuity saw the creation of Western Star Trucks Australia.

A large group of ex-White workers, including the former head of White Trucks Australia Bob Shand, put their skills and knowledge to use and began assembling and distributing Western Star trucks out of Brisbane’s Wacol factory. The trucks were built from kits sent from Western Star’s Kelowna plant and then assembled here in Australia. The countries’ first Western Star was completed in March of 1983 and went to work in July of 1983.

Heritage celebration

Now we start getting closer to what makes this amazing truck on the pages here so much more relevant. When Western Star first began here in Australia, it was mainly producing two models – the 4864 and 4964 Heritage. These particular trucks were offered with customised packages, named Apache, Comanche, Chinook, Mohawk, Pawnee, Navajo and Cheyenne.

Now we jump to nearly 40 years later and Western Star is about to launch its new exciting range of heavy vehicles that will see the end of the traditional 4800 and 4900 series, the ones that started it all.

On such a momentous occasion the brains trust at Western Star Australia decided to acknowledge and celebrate an icon of Australian trucking.

It was decided that it would produce a limitededition range of ‘Cheyenne’ Western Stars, with the throwback Cheyenne Western Star signage, custom steering wheel, badging and interior. The company

may have started in Australia with just the 4800 and 4900s but the Cheyennes would be available in Western Star’s full range, including the 5800 range and the bigger-than-Ben-Hur 6900 series.

Organising a limited edition like this isn’t easy as Western Stars aren’t built here in Australia anymore. Let’s jump back into our history lesson again. We were up to 1983 right, when the first Aussie built Western Star hit the road? While Western Star was building a solid reputation here in the southern hemisphere, ironically for being a solid truck, over in Canada and the US the company wasn’t doing so well. In fact, by 1991, the company was in major strife.

The two big cheeses at Western Star Trucks Australia, Terry Peabody and Bob Shand, arranged to buy out the Canadian parent company, turning the Canadian truck brand into an Australian Truck enterprise.

A year after the purchase it was decided to shut down the plant in Brisbane and, with the addition of several Australian design applications, they would produce Australian bound Western Stars out of the Kelowna plant, along with all the other worldwide orders.

For the next eight years this was where all Aussie Stars would get shipped from, until Western Star Trucks Australia was sold to DaimlerChrysler in 2000 and became part of Freightliner Trucks. By 2002 the production and distribution of Western Stars moved from Kelowna in British Columbia to Portland, Oregon. Then, in 2015, some of the Western Star range was also being produced from Daimler Trucks’ North Carolina plant.

That’s about it for the history lesson, though we should note that, in 2020, Western Star Trucks Australia was purchased by international automotive retailer, Penske Automotive Group. At this point in my story, it is a significant change as now I no longer have to keep typing out Western Star Trucks Australia, I just need to type out Penske.

Top: Meet Justin ‘Donk’ Donpon, the young driver that gets the privilege of steering the new Cheyenne

Above: A little added donkey decoration to recognise the man behind the wheel of the new Star–Justin ‘Donk’ Donpon

Opposite top: Did we mention Brenden’s project truck? This stunning Heritage Star was meant to be a restoration job but it’s still out there working

Right: Rather than go with standard colours for his new AB-triple side tippers, Brenden opted to raise the bar again. The whole unit looks on point

With everyone caught up and aware of the scale of the company, you can appreciate how difficult it is to produce a limited edition commemorative truck. Penske Australia wanted to acknowledge the long history of the Western Star trucks in Australia before the new model release. What better way than to go back to the Cheyenne packages that were available on the original Heritage models.

The Penske salesman contacted a lot of its customers to inform them of the upcoming Cheyenne trucks and deposits flowed in. The problem was the ‘Limited Edition’ release would become even more limited. With Daimler gearing up for the new Western Star range there was only a select number of slots on the company’s production line. Turns out there would be only 11 spots available for the Cheyenne tribute trucks. This is where I would add in one of those sad face emojis that younger hipper people would do.

Old school

Now we can start focusing on the fantastic rig you see before you – the Dalrymple Landscape Haulage 4964 Cheyenne, owned by Brenden Cook. As mentioned, it’s number 11 of the 11 Cheyenne Stars.

Brenden has been a Western Star man for most of his life. Firstly, through his role in the parts allocation side of the industry, then later in his life as a transport owner and driver. While trucks have always been a part of his life, he hasn’t grown up solely in the driver’s seat. His father Eric Cook and family had trucks but only as a means to an end. They were sawmillers and logging contractors in the New South Wales’ Northern Rivers area and used trucks to cart their logs.

“Dad was a very old school trucker; he ran a lot of old tough Macks,” Brenden recalls, adding: “I used to do some driving for dad when I was younger.”

Brenden’s older brother Mitch left school and followed the truck driving route, although he went into carting stock rather than timber. Brenden on the other hand followed neither his dad or brother, instead he took on a role working in parts allocation when he left school, getting to know the behind-thescenes side of the transport industry.

This area of work would see Brenden form his affiliation with the Western Star brand as he took on a parts role for the Western Star dealership in Toowoomba, eventually heading up the parts and service department when Brisbane Truck Centre was built in Rocklea, Brisbane.

Working so closely with clients and technicians, Brenden was able to appreciate the workmanship and quality of the Star brand.

“They are a very well-built truck. You open the bonnet and everything is there, easy to get at,” he says.

His role in the company also gave him the chance to spend some time behind the wheel to appreciate more than just the truck’s practical advantages.

In 2006, after a decade of working in parts and servicing, an opportunity arose for Brenden to buy his own truck.

“The construction industry in Brisbane was booming and they couldn’t get enough truck and dogs,” he explains.

“So I decided to put a truck on the road.”

Brenden bailed up his old friend and Western Star icon Errol Webber and set about speccing up his first truck and dog tipper.

“Truck and dog drivers are harder to find this side of the hill.”

“I didn’t want to just do what everyone else was doing, I wanted it to look a bit special to attract a good operator,” Brenden says.

“Something people would want to drive.”

Seeing a truck and dog tipper back in those days that had a big bumper, shiny tanks, drop visor, air intakes – well, it just wasn’t the norm. Add in a stunning silver paint job and Brenden’s first truck set the benchmark, not just for his trucks but for a lot of the local tipper trucks.

A month after Brenden put that first truck on the road, he also took on a new role himself. Leaving the Western Star uniform behind and with a good operator behind the wheel of his shining Star, Brenden began a position with Arvin Meritor as the commercial vehicle aftermarket account manager.

This role would see him looking after clients in northern NSW, Queensland, Northern Territory,

Papua New Guinea and New Zealand. As if the new job wasn’t busy enough for Brenden, he was also reaping the rewards of the effort he had put into his first ever truck. The silver Western Star wasn’t just eye-catching, it was also business-creating.

Within two years he had grown to three trucks and, by 2010, his business, Cookhaul, was running five trucks. With mounds of work and his regular day job seeing him all over the world, often with multiple phones ringing, something had to give. Brenden opted to throw himself into the world of trucks full time.

By this point his Peak Crossing-based company in southeast Queensland was running five truck and dogs as well as a prime mover and deck widening quad axle low loader set up.

The business survived the booms and busts of the fluctuating construction industry on the back of the

Clean and professional

However, in 2012, six years after he first started Cookhaul as a side gig, Brenden decided it was time to get out of the rat race and scale back. He built a house up in his old stomping ground of Allora in the Southern Downs and aimed to settle down. Brenden sold off CookHaul’s established contracts and its supply agreements, as well as a couple of the truck and dogs, and moved up above Cunninghams Gap to quieten down. Yes, time to settle down a little, more time at home, a much more relaxed lifestyle, time for his lovely wife Wendy and their son Jackson to see a bit more of him – all those cliches awaited Brenden and his family.

Unfortunately, Brenden only ‘slowed down’

solid Western Stars that ageless Errol Weber kept sending Brenden’s way.

long enough to move house. His attempts to take it easy were hampered by the fact his trucks looked good.

“People were booking us because our gear looked clean and professional,” Brenden explains. He found himself working with long-time mate Tony Roche. This meant not just Brenden’s truck and dogs were flat out, but Tony’s units were as well. Next thing you know there’s a road train getting added to the Dalrymple Landscape fleet, followed closely by Brenden’s first AB Triple. Let’s not forget that, as well as the contract work, Dalrymple Landscape Supplies was started from its Allora base.

Brenden was doing a terrible job of ‘slowing down’. While the number of trucks in the newly named Dalrymple Landscape Haulage was kept at a minimum, the size of the ones he was adding were huge. I refer to the road train and AB-triple. It was a necessity though.

“Truck and dog drivers are harder to find this side of the hill,” he says, “so we started running AB-triples as there were more road train drivers and they were getting more work done.”

There are still a couple of truck and dogs in the Dalrymple fleet of four, but the main focus is on running the AB-triples. Which leads us to the fleet’s latest acquisition.

“I am always talking to Errol and he knew I was looking for another setup,” Brenden tells me.

“So, when these Cheyennes were being talked about, he let me know and I was straight onto it.

“I had said to Errol if they are going to be numbered could I get number 11 as that’s my lucky number. As it turned out they cut the orders off at 11 and I got that one.”

The 4964FXT is a big truck for a man that left the city to ‘slow down a bit’ but Brenden is lucky enough to have a good man behind the wheel, not just looking after the truck but getting the most out of the big girl.

“’Donk’ is the guy that drives it and he loves it,” Brenden says. With its AB-triple in tow, the truck carts all manner of product. Currently Justin ‘Donk’ Donpon spends his weeks over in the Western Darling Downs region, living out of the Star’s 54-inch

bunk. Along with all the extra storage of the custom Cheyenne interior, Brenden had the truck fitted out with an RTE sleeper air, microwave, fridges … all the necessities.

With the big 4900 series wheelbase and the Cummins X15 motor underneath, the Cheyenne Star really hooks into its work and has impressed Brenden.

“Like any new truck there’s always a few minor teething issues but it really is a great truck,” Brenden exclaims.

“It’s not in my traditional silver, though. When they first talked about the Cheyennes they were only available in the traditional blue or maroon. But I really like the look.”

Before I sign off and let you all enjoy perving at this sexy Star, I think a special congratulations should be awarded to Brenden. He started a trend with his very first Western Star that he has managed to continue throughout the ownership of 17 trucks, 13 of which were brand new Western Stars. That trend is a term known as ‘nesting’. No that isn’t a reference to clucky first-time mothers, it’s the act of accentuating a word inside a word. For every truck he has named, Brenden has managed to ‘nest’ the Western Star name.

His first truck was ‘Cookie MonStar’. That was followed by ‘SilverStar’, then ‘WincheStar’, ‘GangStar’, ‘Hasta La ViStar’, ‘Rock MobStar’ and on it went. It culminated in the new Cheyenne – ‘Attitude AdjuStar’.

It’s no easy feat, so well done on your creativity Brenden and well done on your latest ‘Super Star’.

Top: The Cook family: Brenden, his son Jackson and his wife Wendy with the new Star and one of the family’s recognisable silver Western Stars

Above right: The Dalrymple Landscape yard makes for a great spot to grab some shots of the new Cheyenne Star before Donk heads west to grab his other trailers

Below: Each Cheyenne Star comes with special artwork and limited edition number on the back of the cab

“Like any new truck there’s always a few minor teething issues.”

IOWA ON FIRE!

Bottom, L to R: There is plenty of worthy trucks at the Walcott Truckers Jamboree at Iowa 80 and I was lucky enough to just happen to catch Eva with her W900 Kenworth and fancy pink lights, posing perfectly with the big US flag waving in the background; I didn’t just chase down Steve Landry because we rarely get to see the International LoneStars in Australia. I was also keen to talk to him about his bunk. Which as you can see here, is no slouch

Above: A nice Ennis Corp Peterbilt in position at the World’s Largest Truckstop

If you are anything like me, you have most likely eyeballed the ensuing pages before reading my carefully composed waffle. That’s understandable, the trucks on the following pages are outstanding! I’m continually distracted just trying to write this piece. You have most likely also deduced that this story is not a locally-sourced exposé. Once again, kudos to you.

None of the trucks you’ve been perving at can be found on this great continent of ours. Even this story was written abroad.

I, in fact, started writing this while crammed into a seat built for a much smaller individual, dining on meals served at an eighth of the standard size while cruising along several thousand feet above the Pacific Ocean with my knees in my ears.

Here’s the kicker, though. If you think this story is about a truck show you would be completely wrong. It’s not. It is my attempt to impersonate an investigative journalist. Stop laughing, it’s true. I ‘Cirque du Soleil-ed’ myself into a cattle class seat and travelled for 20 hours to investigate the living conditions of the average North

Fireworks, big sleeper cabs and pork chops – just a few of the talking points of the 2022 Walcott Truckers Jamboree held at the world’s largest truck stop – Iowa 80. Warren Aitken investigates the gleaming working trucks in the US Midwest while pondering why the North Americans are allowed large, luxurious cabs compared to Australia’s restrictive dog boxes

American trucker (that’s American for truckie). I put myself through all of that for you guys, so you are welcome.

I understand there will be a few cynics out there calling “BS”, claiming: “If that’s the case how come all the photos are from the Iowa 80 Truckers Jamboree?” To which I say, just because the 43rd annual Walcott Truck Show was on the same weekend I was over there investigating how length regulations play a part in driver fatigue. It doesn’t mean I did all that travelling just to go to a truck show and take thousands of photos of extremely cool trucks. It very easily could have been a happy and lucky coincidence.

Okay, cards on the table. It wasn’t a coincidence. The cynics were kind of right. I had saved all my coins to experience the 43rd annual Walcott Truckers Jamboree. That’s a fancy name for a big ass truck show by the way.

Just like the amazing feed that was available courtesy of the Iowa 80 Pork Chop Cookout, it did not disappoint. It doesn’t mean I lied about the investigative stuff. I really was motivated to see how the length laws effected the lives of everyday truckers. I really wanted to investigate how the Americans can get away with not just decent sized sleepers, but in some cases extraordinary sleeper setups. I wanted to find out why.

It’s not like US drivers spend any longer on the road than the average Southern Hemisphere driver, but I was pretty sure they were not venturing into as many remote locations as an Australian outback trucker would. So, as I said at the start, there was more to my trip than just the amazing shine applied at Iowa 80.

If I’m honest then, I would say this story is 90 per cent investigative journalism and 10 per cent truck show, although I will also be delving into all the activities that went on during the

three-day Jamboree event. Let’s say its 25 per cent truck show and 75 per cent learning about the US length laws.

However, I can’t write this without telling you about the massive Truckers Museum that’s on site at the Iowa 80 Truckstop. Let’s call it 35 per cent an expose on what decent bunks look like and 65 per cent about the show. But looking at all the images I took, there is only a few actual ‘sleeper’ photos compared to the dozens of truck show photos. I guess 10 per cent investigative journalism and 90 per cent truck show is probably more on the spot. Let’s go with that, OK? In that case I shall start with a bit of a roundup of the show.

Flagship workhorses

This was the 43rd annual running of the Truckers Jamboree at the ‘World’s Largest Truckstop’ and my second field trip to this Mecca of all truck stops. I know my memory is fading a little but my take was that the numbers were down a bit on the previous trip I did.

Above: The Thursday and Friday night firework shows are always a crowd pleaser, especially with the backdrop of such stunning trucks

Opposite top, L to R: It wasn’t all about the trucks in the show, the carpark, and in this case the motorhome park, was worth visiting. I caught up with Carol Smith, Doug Fetterly and Wolfie, along with their 1987 R-model Mack that they use to tow their motorhome around; Now I could go and give you the names of the responsible adults that are encouraging the arm-honking behaviour but the important people are Cameron, Damien, Emma, Piper, Andrew and Jamie. These little truck lovers were busy getting reactions from all the truckers coming in and out of the Iowa 80 Truckstop

Opposite middle, L to R: They take their judging pretty seriously over in the states. Even taking a film crew along to talk to interview each driver; I caught this very special Pete as old mate was passing through town. It’s a very special truck having been manufactured and painted up during Canada’s 150 year celebrations. A stunning limited edition rig

Opposite bottom, L to R: Just showing you this inside of another ‘standard’ sleeper. This time we are inside Eva Knelsen’s W900 Kenworth. Yep, 72-inch here. Imagine if we were allowed that; Once again, this is the standard of the trucks that just call in to visit the Iowa 80 Truckstop. This W900L was one of the coolest trucks passing through

“The place has parking for 900 trucks!”

be about $1.85 per litre over here. Pretty much on par with us.

Regardless of the quantity, the quality of the trucks on show was still second to none. I spent a few days before the official showing watching drivers, their families and some regretful mates in, under and all over these flagship trucks, polishing the bejesus out of them.

One of the main things that distinguishes the Iowa 80 show from the likes of the Mid-America Trucking Show is that it’s predominantly packed with working trucks. Show quality working trucks, but still working trucks. This year’s line-up was no exception.

You can spend most of the day just wandering around the stunning line up of rigs in the competition area. If you happen to be a fast walker you will have plenty of time to wander among the regular truck parking area as well. When the Iowa 80 Truckstop isn’t cordoning off an area for the Jamboree, the place has parking for 900 trucks! Before you ask, yes, even with that many parks finding one at the end of the day is just as difficult as it is at Eastern Creek. Though not as many local blokes tend to drop their trailers and head home for the night.

Just to give you an indication of how big this place it, the truck stop sits on a 220 acre block … or 89 hectares. That’s a lot in case you didn’t gather that. It is a massive place. The main building, that’s the one that caters for around 5,000 daily travellers, is over 6,000 square metres and caters for all your needs. Not only that, but it also caters for the needs you didn’t even know you needed.

I was able to get a great feed at the Iowa 80 Kitchen. That’s the truck stop’s dine-in buffet restaurant. I was also able to get an extremely rich and oversized ‘medium’ sundae from the in-house Wendy’s. Then, before I went down to the chrome shop to buy some chrome brake buttons and hood ornaments, I popped in to have a go on the world’s largest Pac Man machine. Turns out I’m as crap at Pac Man now as I was when it first came out.

All of this is under the main building’s roof and on the first floor. When you head upstairs in the main building you will find all the driver amenities. Chiropractor, dentist, gym, hairdresser, movie

theatre, minister and a hell of a big laundry. Don’t get me started on the showers – OMG!

Once you leave the confines of the main building you have the huge Truckers Museum to entertain you. There is a plethora of classics under this roof, and I almost feel guilty whinging about us not having big enough sleepers after looking at the gear the Americans used to run across the country. There are some icons of US trucking beautifully restored in this massive museum.

Alongside all the stuff to refresh and revitalise the drivers you will find equal number of facilities to refresh and revitalise your ride. From a 24-hour service centre to a multi-bay wash facility. There is the certified CAT scales and even a multi-bay wash facility for your pet. It really does have it all.

For the past 43 years around early July the Iowa 80 Truckstop has blocked off many of the 900-odd parking spots and hosted the Walcott Truckers Jamboree. This year it coincided with my investigative trip to the US. Lucky me!

As I mentioned this was my second experience of Iowa hospitality and, even with lower numbers, the three-day event was bustling. It kept me highly entertained with fireworks closing out the Thursday and Friday night activities. It got a little damp on Friday morning for a few hours, but it didn’t put paid to any of the intensely competitive Trucker Olympics, nor did it spoil any of the concerts that were organised throughout the entire event.

Truth be told, you don’t need to hear about it from me. You really should experience it. The local Mid-West warmth is worth the visit alone. Add in some amazing trucks and it is a great week away. Have a look through the photos and get a feel for the fun they put on over there when they host a jamboree.

Decent sleepers

Before finishing, I did say was doing some investigative work in the US and I was telling the truth. I wanted to know what they

Above: You can never accuse the Americans of lacking in patriotism

Opposite top, L to R: One of the nicest young blokes I met over there was young Mike Harbison. Having recently lost his father, Mike still made the journey to display his family’s legendary Mack trucks. They were packed full of character; Along with the TV room the Iowa 80 Truckstop also has two dedicated movie theatres. Your 24-hour break can be done in comfort

Opposite middle, L to R: It wasn’t all about the low and large units. Working company trucks were involved and young Sean Roe picked up an award for the Kenworth he treats like his own; Just to go to the opposite end of trucking luxury was this old girl, found in the Iowa 80 Truckers Museum

Opposite bottom: Yep, this is a working truck! A working truck where the boots obviously never get inside, but still a working truck

Right: Where do old Macks go when they retire? To a crazy American’s workshop where they end up like this

Below: Big thumbs up to all the cool kids that posed up for a photo before rolling out on Saturday afternoon

“The local Mid-West warmth is worth the visit alone.”

class as a decent sleeper setup over there. In Australia in seems any alteration to the length laws is a chance to put bigger and longer trailers on the road. Anyone wanting a decent sleeper needs either a master’s degree in permit interpretation and a bottomless piggy bank, or they can only tow a single and can’t compete in an increasingly aggressive industry.

We can tow 42-pallet super B-doubles, or pocket road trains, that seem to stretch out longer than a politician’s promise. However, we can’t put a bonneted truck, with a bullbar and a 60-inch bunk, in front of a 34-pallet B-double.

What did I learn over in the land of aircraft carrier wheelbases? I learnt a 60 to 70-inch sleeper is practically a given. What we class as a sleeper is here is basically a day cab over there. The reason being they really have no length limits on their tractor units. Their regulations are measured from the kingpin back. This puts the restrictions on the trailers that are being towed rather than the overall vehicle length, like we have here.

The end result is drivers can have a truck they can live in.

I know there are much smarter people than me making the decisions around truck lengths. I’ve never worn a suit, discussed

Clockwise from top right: Not only did I get to pose up Kim Jakes’ Freightliner for some fireworks photos on the Thursday night, she also just threw me the keys and sent me off in it; I had to snap this cool Kenworth on its way out. Strikingly similar colour scheme to some very cool Kenworths back here in Australia; Even the display trucks take your breath away. I don’t know how Trux Accessories expected to talk to anyone when they all just hovered around this stunning 1951 Pete; One of the glamour events of the Truckers Olympics. How far you can pull this old girl and how quickly? A few of them got her rolling pretty quick

dividends with shareholders nor ordered a Venti 7 pump vanilla soy 12 scoop matcha, or no foam green tea latte, while flying business class. I have, however, spent a lot of time on the road. I reckon that does allow me to have some insight into the situation.

It’s about time the decision makers appreciate how much of an impact confined spaces have on a driver’s mental health and fatigue. The advantages of a decent sleeper extend past the obvious things like more storage space and a larger area for fridges, microwaves and luxury items like that.

Think of the drivers that are regularly spending 10 to 12 days on the road. All that time on the road, away from home, can be very isolating and, under current conditions, it is rather cramped.

When you pull up following 14 hours of driving and can separate yourself from that work environment, it is like a huge mental relief valve. That’s an indulgence that shouldn’t be restricted solely to trucks running west with road trains or those who can afford the time and money to navigate the complicated permit system.

I’d love to have a massive whinge about those that are tasked with deciding the working conditions of a job they have never experienced but you guys have better things to do.

Let’s just summarise it this way. The Americans have worked it out. If they can do it, surely we can.

Now go and enjoy some quality US iron, take note of the sleeper cab photos I did while impersonating an investigate journalist and let’s hope one day we learn from those bloody yanks.

“What we class as a sleeper is here is basically a day cab over there.”

In the shoulder season

Having one arm in a sling opens the opportunity to take time out for the local truck show

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

magnificent and the even earlier model still hooked up out in the paddock not far behind.

There were some beautiful old cars, a few truck models, stationary engines, roaming tractors and steam monsters, some stalls, food and more. I did have a quick look at the quilts, but I have a pair made for me by the crew at the Stone the Crows Festival and they looked best to me, but of course they have trucks on them and I am a bit biased.

A grand parade, trucks and tractors around the showground ring, raffles and lots of trucks to look at and photograph, plus lots of people to talk to made for a good day all round and the rain did hold off to after five and we even got some hail at home. Many had got to Dubbo early and others stayed over Saturday night at the showground where the showies normally park up. Congratulations to all the organisers and supporters and participants, it was a good day out.

Ihad surgery on my left shoulder in August and now have matching ‘Popeye’ lumps where the tendon drops down into a bulge above each elbow. However, this side, the left this time, did reattach, so the doctor says, and was good enough to then leave the bicep tendon as is and just do the shoulder cuff. Trying to sleep in a sling for four weeks before you can even do physio is the biggest issue. The pain was not too bad unless I moved it the wrong way or bumped it. I am already starting to get some movement back, but there are weeks of physio before driving.

If you were to say to a doctor: “I will probably only have to climb in and out of my cab more than 20 odd times a day”, you can then imagine them saying: “Not for a while yet, once the repair has settled and you have done enough to return some strength to it. Otherwise, you will simply tear it straight off again.”

Thankfully the fold-out steps (thank you Kenworth) will help with a quicker return as will the Ultrashift Plus (thank you Eaton) and these may well help me get back quicker.

The gate skates and new curtains will do their part to get me back and on the road quicker than last time when I stepped out of the TruckRight Industry Vehicle (TIV), mark 2, for right hand shoulder surgery. Being right handed also meant it was a bit harder. Now being the left I am hoping with serious physio and a bit of help for the first few weeks at each end to be back on the road in October.

The back trailer for the Rod Pilon Transport 50 year B-double set is now mostly finished and, thanks to the workshop

crew who washed the ‘A’ trailer for me, we were able to get the unit to the Golden Oldies Dubbo Truck, Tractor & Quilt Show in Dubbo. It rained most of Friday and the organisers were not only wet, but a bit concerned, though they had said they were going ahead no matter what. But they reckon I brought good weather and, of course, I was happy to help.

These will be my interim trailers once back on the road until new ones come next year. They are a refurbed set with new paint and curtains and I hope to get them to some shows. From a photo someone else put up on Facebook, many offered comments and recognition to Rod Pilon and his 50 years of service in the industry. Rod and his son, Ben, now doing much of the day-today work, have been very supportive of my efforts. Rod bought his first truck in 1971, but then registered Rod Pilon Transport in 1972, hence the 50 years in 2022. He ran to Darwin after Cyclone Tracy and now has depots in Melbourne, Sydney, Brisbane, Mt Isa and Moree with the head office based in Dubbo.

CLASSIC TRUCKS

They had a good turnout at the show, though the weather and the price of fuel may have kept some away. The amount of time, effort and money some of these fellows pour into old trucks, then travel to display them, cannot be sneezed at. There were some newer ones of course, some part done and some simply older trucks, but there were also examples of what you can only call a return to glory with hundreds of hours putting them back into showroom condition. The Atkinson was simply

I had spoken with Bruce Gunter from the Copy Southbound Podcast a few times recently and rang him the week before.

I said I was keen to have a coffee and a chat if he was through Dubbo while I was off work. Not only was he coming for the show, he asked if I would have time for a podcast and by the time you read this it should be available.

Doing up old trucks has been a passion for Bruce (and he tells me the nine-year job on Max Keogh’s Kenworth is just about complete). But Bruce had another reason for coming – the next big project, a Brockway. It’s not a truck name we have ever heard much of in Australia, but something quite old and unique.

So, with the show, podcast, children’s and grandchild’s birthdays, it was a very short weekend but I even had some time for one-handed bowling – my excuse for poor form being my balance was out a bit with the sling. Safe travelling.

“Doing up old trucks has been a passion for Bruce.”

TOP RIGHT: A classic Atkinson at the Golden Oldies Truck Show in Dubbo

LEFT: Another showpiece Atkinson

BELOW: This old Kenworth K series was in specially good nick

ROAD SOUNDS Greg Bush

Rockin’ along the road

Bright new sounds from the US, UK and Australia

ON THE GHOSTLINE, WITH HANDS OF LIGHTNING Halfway Plus One/ABC Music www.halfway.com.au

Brisbane band Halfway is one of the most revered bands, not only in its home city, but Australiawide. The lengthy-titled On The Ghostline, With Hands Of Lightning is the seven-piece band’s seventh album; it follows the collaboration with Indigenous elder Bobby Weatherall on Restless Dream, an album that was a 2021 ARIA finalist. Not a “soft rock” outfit, Halfway has its own indie sound while delivering catchy melodies as on the opening track ‘Ghostline’. John Busby’s casual vocals perfectly suit ‘1994’, a song relating to an incident in the city of Rockhampton, while ‘The Blue Dress’ is a relaxed number. The tempo lifts for ‘By How Far’, and ‘Northerly’ builds in intensity from start to finish. The album was produced by Canada’s Malcolm Burn, who has worked with Bob Dylan.

HORSEPOWER FOR THE STREETS Jonathan Jeremiah PIAS Recordings www.jonathanjeremiah.co.uk

London-based soulful singersongwriter Jonathan Jeremiah returns with his fifth album Horsepower

For The Streets. With his distinctive vocals, Jeremiah paints pictures with his lyrics, notably on the excellent and breezy ‘You Make Me Feel This Way’ as he observes street life from his window. Soft female backing vocals amid tasteful orchestration are a highlight of that track, as it is again on ‘Small Mercies’, another relaxed number. The haunting backing vocals return for ‘Cut A Black Diamond’, a song about facing demons, and he chases the shadows away on ‘Lucky’, another outstanding track on which Jeremiah’s sound bares some similarities to Irish singer Hozier. Jeremiah has enjoyed more success in Europe than in his home country, which is probably why the album was written in France and recorded near Amsterdam. It's all killer and no filler.

DREAMLAND: REAL LIFE EDITION

Glass Animals

Republic/Universal opensource.glassanimals.com

English indie pop-rock band Glass Animals released its third full length album Dreamland in 2020. Now, around a year later, Glass Animals has re-released the album under the title of Dreamland: Real Life Edition The original 16 tracks – including brief snapshots of Dave Bayley’s childhood – are here, including the number one smash hit ‘Heat Waves’. This new edition contains 12 bonus tracks, including the poppy new single ‘I Don’t Wanna Talk (I Just Wanna Dance)’. The remaining Real Life Edition tracks are remixed versions of some of the originals. ‘Waterfalls Coming Out Of Your Mouths’ has a bigger production with its 'Clap! Clap! Remix', while ‘It’s All So Incredibly Loud’ gets the double remix treatment, firstly by Kelly Lee Owens and the second by DJ Seinfeld.

ALL OF US FLAMES

Ezra Furman

Bella Union/PIAS www.ezrafurman.com

SOMEBODY ELSE Phil Jamieson Cheersquad Records www.philjamieson.com.au

Better known as singer-guitarist of Australian rock band Grinspoon, Phil Jamieson has, after decades in the music industry, released his debut solo album Somebody Else. The title track, co-produced by Holy Holy’s Oscar Dawson, kicks off proceedings – it’s a catchy piece that would sound even better live. Jamieson reaches for the high notes on ‘Lights On’, a track with echoes of the ’60s. ‘Trouble’, with its grinding guitar riffs, is another strong rock track, and he sings of love and running away on the highway-bound ‘Kapow!’. There’s pop elements to ‘Rebecca’, while there’s a rare tempo change for the slower and eerie ‘YCBM’. The final track ‘Little Pickle’ is a sensitive ballad with Jamieson backed by various guitars. At only around 27 minutes long, it's quality over quantity.

NEANDERTHAL JAM Datura4

Alive Records www.datura4.com

US rocker Ezra Furman has been plying her trade since fronting the band Ezra Furman and The Harpoons.

She has steadily increased her profile since, scoring further recognition when her songs were used to soundtrack the Netflix show Sex Education All Of Us Flames is Furman’s seventh album; it’s 12 tracks of music with attitude to the point where she could pass as a rock version of Lucinda Williams. Furman admits she’s “trouble” on the feisty track ‘Forever In Sunset’, but looks to calmer waters on ‘Point Me Toward The Real’ despite being “picked up by the cops”. There’s a solid beat to ‘Poor Girl A Long Way From Heaven’ as she recalls a childhood spiritual experience, while pounding piano leads into ‘Book Of Our Names’, another forthright song. Furman has a similar casual approach to staying in tune as the late Lou Reed, but with more gusto.

Multi-talented Western Australian Dom Mariani has appeared under various guises, but since 2015 he’s called five-piece rock band Datura4 home. Neanderthal Jam is the group’s fifth album, opening with one of the best road songs around – the high-octane ‘Going Back To Hoonsville’. ‘Open The Line’ is another rock blast, and ‘Black Speakers’ harks back to the ’70s with its organ and grinding guitars. There’s more ’70s sound on ‘A Worried Man’s Boogie’, a track reminiscent of US rock band Kansas. Slide guitar features on ‘Bad Times’, and ‘Black Speakers’ is a blues-rock standout. Echoes of ZZ Top abound on ‘Secret Society’, ‘Digging My Own Grave’ has a frantic pace with twin lead guitar solos, the organ giving the track a Deep Purple sound, and the title track is an instrumental jam. Datura4 takes its foot off the pedal for the calmer, closing track ‘Drive By Island’.

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 threeyear stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.

Country Corner

ALL OR NOTHING Adam Brand

ABC Music adambrandmusic.com Adam Brand has been around the top Australian country music tree since the mid 1990s. And he has 12 Golden Guitar awards to prove it. All Or Nothing is Brand’s 16th album and it’s another master class. The powerful title track, written with help from the Wolfe Brothers, is also the album’s opener. Brand gets back to basics on the farm with the acoustic-flavoured ‘Homegrown Love’. There’s sentiment on the piano-backed soul ballad ‘God Walks In The Room’, and he recalls the simple times on ‘Old School’, one of the album’s best. Other standouts include the mid-paced country rockers ‘Still The One’ and ‘A Little Less Lonely’, while Brand shows his anti-establishment attitude on ‘1905’. Another fine Adam Brand release.

CALIFORNIA

Ian Burns

Checked Label Services ianburnsmusic.com Hailing from south-west Sydney, Ian Burns’ latest album California was due for release in December 2021. However, in these COVID times, it didn’t see the light of day until August. Burns has been putting out good sounds since 2014, winning a number of independent Tamworth awards. He should attract more attention with California, an album written from the heart about his life experiences. Burns’ affinity with the US west coast and its music was behind the well-crafted title track, while the slower ‘Hey Cowboy’ has “hit” written all over it. He longs for the working week’s end on the vibrant ‘Friday Night’, and ‘The Outlaws’ is a country rock anthem-type track. Well produced, great songs – what more could you ask for?

Big metal on show at AFAC

Volvo, Hino and Isuzu at the ready for upcoming fire season

Truck manufacturers took centre stage at the Australasian Fire and Emergency Service Authority Council (AFAC) conference in Adelaide last month.

Leading the charge was the Volvo FM crew cab that was unveiled to the fire sector for the first time. Volvo points out that the FM crew cab has been specially designed and equipped with the needs of the firefighter in mind.

The FM, which is Euro 6 compliant, boasts an 11-litre Volvo engine, automatic transmission as well as a number of safety features.

An FTS 139-260 4x4 Crew tanker highlighted Isuzu’s stand. With a 3,000-litre tank capacity, Isuzu says the FTS has been specifically designed for Australia’s brutal conditions as well as preparing for the looming fire season.

Isuzu also showcased an NPS 75-155 4x4 Crew, on loan from

the South Australian Country Fire Service. The NPS has a 1,550-litre capacity tank that Isuzu says is well suited to rural off-road environments as well as on the blacktop.

Elsewhere, the Hino stand featured a 500 Series Wide Cab FM 2632 cab chassis. Hino says the unique “ultra heavy tanker” has been trialling with a rural fire authority for the past three years.

“The UHT includes a 10,000-litre water tank plus a water cannon on the front of the truck, maximising the amount of water delivered to the fire front while reducing the number of crew,” says Daniel Petrovski, Hino Australia’s department manager –product strategy.

The 2632 has a 320hp (235kW) A09C engine putting out 1,275Nm torque.

Hino also had a 500 Series GT 4x4 1528 Crew Cab on show.

The AFAC conference, which was held on August 23 to 26, returned following a COVID-enforced hiatus.

WHAT’S ON upcoming events

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.

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

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

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

EAST GIPPSLAND HERITAGE TRUCK DISPLAY

November 19 to 20, 2022. Maffra, Vic.

Held at the Maffra Recreation Grounds on Newry Road, the East Gippsland Heritage Truck Display is open to all trucks of any age, reflecting the history of transport in Australia. Plus live music, kids’ entertainment including a jumping castle and model trucks. Catering provided plus American Truck Historical Society club merchandise available. Admission: adults $10 per day, $15 two-day pass, children under 16 free. Satiurday night dinner. Free camping for exhibitors. All dogs on leash.

For further info phone John Burley on 0413 516 233 or Terry Whelan on 0408 516 144.

I98FM ILLAWARRA CONVOY

November 20, 2022. Appin South 32 Colliery to Shellharbour Airport, NSW

The Illawarra community’s annual

HHA & LARSEN’S CASTLEMAINE ROTARY TRUCK SHOW

November 26-27, further info see

Volvo

HERE COMES TOMORROW

There’s a revolution happening in automotive energy sources and at Germany’s massive IAA commercial vehicle show in Hanover this September, two global giants will showcase just how far they’ve come in making electric power, fuel cells and alternative fuels a commercial and operational reality. But that doesn’t mean diesel is dead. At least, not for many years yet. Steve Brooks compiled this special report

Have no doubt, the automotive world is undergoing a change of epochal proportion, from motorbikes to massive mining machines and everything in between. And it’s happening right now, faster and more certain than perhaps any period in industrial history.

Driving the change are climatic geopolitical events. Delivering the change is climactic corporate resolve.

In both cases, the change is evident and inevitable, and accelerating at a pace few could have imagined just a decade or so earlier.

The ultimate goal is carbon neutrality and in its most fundamental form, that means no more fossil fuel. No oil, no gas, no coal.

Of course, such earth-shaking change after much more than a century of total reliance on Earth’s extracts won’t come without inherent criticism or significant cost, especially in commercial enterprises such as freight haulage. But change is coming, absolutely, and 20 years from now it’s entirely likely that only trucking’s old timers with ever more muddled memories will recall the days when there were things like manual gearboxes, drum brakes, paper log books and the need to pour vast volumes of diesel into fuel tanks.

Sure, there’s little doubt diesel will be still in use for some work for at least the next few decades, particularly in countries like Australia where long, heavy hauls across thinly inhabited regions are likely to remain part of the national landscape for at least another generation or two. However, in the great majority of applications involving commercial vehicles of one sort or another, working in shorthaul roles in urban or regional areas, the energy

for road freight will almost certainly be derived from plugging in rather than pouring in.

It is, quite simply, indicative of a global automotive industry striding through a technological revolution of immense magnitude and what we’re witnessing right now is the evolution of that revolution. Step by step. Piece by piece. Bit by bit. And yes, there have been, and will continue to be, mistakes and missteps along the way, complete with grievances and complaints of every sway, but the path is now set.

Equally, the great drivers of this technological advance in the commercial vehicle world are the giants of the business, Daimler’s Mercedes-Benz and Volvo Group, individually and collectively creating the platform for a tectonic shift in the power sources that move freight across Europe, North America, Japan and, eventually, everywhere.

Perhaps most vital and indicative in this corporate camaraderie between Daimler and Volvo is the 2021 formation of a company called ‘Cellcentric’ which, as the name implies, specialises in the manufacture and supply of fuel cell systems. Make no mistake, this is high end technology that will ultimately play an intrinsic role in meeting road transport’s environmental responsibilities. Moreover, by combining their respective strengths, the two powerhouses are effectively easing the technological and economic burden of such immense change.

By its own definition, Cellcentric is “a 50:50 joint venture of Daimler Truck and Volvo Group to take advantage of the expertise and extensive experience from several decades of development work on fuel cells within its predecessor companies. Cellcentric’s ambition is to become a leading global manufacturer of fuel cells, and thus help the world take a major step towards climate-neutral and sustainable transportation by 2050.”

To achieve its lofty goals, Cellcentric’s primary focus is to develop, produce and commercialise fuel cell systems for use in heavy-duty trucks and, according to a recent Volvo statement, “build one of Europe’s largest series production facilities for fuel cells”.

Already, several hundred highly specialised technicians and engineers are working at facilities in Germany and Canada, with the company stating: “Around 700 patents have been issued,

Above: The shape of things to come? Daimler Trucks’ concept design for CO2 neutral trucks. The future is racing into focus faster than we might think

“Such earth-shaking change … won’t come without inherent criticism or significant cost.”

underlining the leading role played by the company in terms of technological development.”

There is, of course, so much of this story still to be explored but, rest assured, with many billions already committed to being invested by corporate super-powers, the race to the future is moving at a frenetic pace.

Critics and doomsayers are plentiful but, again, nothing will stop the tide of technological advance now pulsing through every element of truck development, performance and efficiency.

From all indicators, this year’s Hanover truck show will reveal the tip of the technological iceberg.

Home turf

After several years of COVID-induced hiatus, the 2022 IAA commercial vehicle show in Hanover, Germany, will be a stellar showcase of how dedicated and determined the trucking world’s global powerhouses are in development of battery-electric and fuel cell technologies, and specifically the close links they have forged to bring fuel cells to commercial reality.

Be assured, though, Mercedes-Benz and Volvo will not be alone in featuring a cleaner, greener future at Hanover. But then, nor will developments in diesel-powered trucks and their significant impact on Australian interests be completely on the backburner.

Nonetheless, it is no coincidence that, on the same day in June this year, the German and Swedish entities issued press releases outlining their aspirations and goals for carbon neutrality in future products, with Mercedes-Benz announcing that it will unveil its eActros LongHaul electric truck at Hanover.

Meantime, taking a further step up the technological ladder, Volvo Trucks announced that it has started testing vehicles with fuel cells powered by hydrogen, with a driving range of up to 1,000km.

But the Hanover show is, of course, slap in Mercedes-Benz heartland and, typically, the three-pointed star makes a sharp point of being the biggest and brightest exhibitor.

This year, however, the message is all about alternative power sources and, appropriately, the eActros LongHaul will be Mercedes-Benz’s show highlight.

According to Benz’s press release: “The eActros LongHaul to be shown at IAA provides a preview of the design theme of the series-production vehicle.”

In effect, an indication of what to expect when the truck actually goes into production, planned for 2024.

“The tractor unit is also part of the eActros LongHaul test fleet,” Mercedes-Benz continues.

“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 go to customers for real-world testing.

“On a single battery charge the eActros LongHaul will have a range of around 500 kilometres,” it’s claimed, with batteries using lithium-iron phosphate cell technology that not only provides long service life and more usable energy, but the ability for batteries to be charged from 20 per cent to 80 per cent in under 30 minutes.

While the LongHaul version is still being refined and tested, Mercedes-Benz explains that “eActros for heavy-distribution [shorthaul] transport has been in series production at the Worth plant since October 2021” and was followed in July this year by the eEconic model, largely for municipal use in waste collection.

In the same press statement, Karin Radstrom, chief executive

Opposite top: The battery-electric eActros has been on sale in Europe since late 2021 and will soon start trials in Australia and New Zealand. Meantime, at Germany’s IAA commercial vehicle show in Hanover this September, an eActros Longhaul version will make its first public appearance

Below: Daimler Trucks’ hydrogen fuel cell prototype snapped recently in Germany. Trials are well advanced, with production planned for the second half of this decade

“The electrification of heavy longdistance transport is the next milestone on our road.”

Best known for its fully automatic transmissions, Allison points out that it is also “a leading designer and manufacturer of conventional and electrified vehicle propulsion systems for medium and heavy-duty vehicles”.

Mid-way through this year, for instance, at an industry event in Germany and just a few weeks before Mercedes-Benz and Volvo issued statements about their latest battery-electric and fuel cell developments, Allison Transmission introduced a new electric axle known as Allison eGen Power.

At this initial stage, the electric axle is specifically designed for fire and rescue vehicles, with one of the first installations of the eGen Power axle going under an MAN TG-M model operated by Emergency One, a British manufacturer of fire and rescue vehicles.

Allison Transmission describes eGen Power as a bolt-in electric propulsion system compatible with existing vehicle frames, and features two fully integrated electric motors, a two-speed gearbox, oil cooler and pumps.

Power certainly isn’t lacking in the twin-engine 100D version, with Allison Transmission claiming a continuous output of 454 kilowatts and peak output of 652 kilowatts, making it one of the most powerful electric axle systems on the market.

The design, Allison continues, prioritises starting and climbing capabilities, as well as high speed and efficiency, giving fire and rescue vehicles unsurpassed performance and reliability, strong acceleration and excellent manoeuvrability.

A variant of the eGen Power 100D is the 130D model, designed for European and Asia Pacific markets where many commercial vehicles require a heavier 13-tonne gross axle weight rating.

Pictured: A schematic impression of Allison’s eGen Power electric axle fitted under a typical truck chassis

officer of Mercedes-Benz Trucks, was unequivocal: “The electrification of heavy long-distance transport is the next milestone on our road to CO2 [carbon] neutrality.”

Effectively, eActros LongHaul is just the latest in a long line of future milestones planned by the German giant and a vivid indication that battery-electric technology has matured far beyond light-duty, local delivery trucks.

Additionally, Mercedes-Benz further asserts: “Battery-electric drives have the highest efficiency among alternative drives [and] eActros LongHaul provides a high level of energy efficiency with its purely battery-electric drive.”

The key, however, is the availability of charging stations and as the Mercedes-Benz press statement explains: “Daimler Truck, Traton Group [Volkswagen, MAN, Scania, Navistar] and Volvo Group have signed a binding agreement to establish a joint venture for public charging for long distance transport.

‘This provides for the establishment and operation of a public high-performance charging network for battery-electric heavy-duty long distance trucks and coaches in Europe.”

Accordingly, it’s all part of Daimler Truck’s ambition to only offer new vehicles in Europe, Japan and North America by 2039 that are CO2 neutral.

“In the second half of this decade,” the MercedesBenz statement concludes, “the company aims to add series-production trucks with hydrogen-based fuel cell drives to its range of vehicles.

“Putting CO2 neutral transport on the road by 2050 is the ultimate goal.”

But as already explained, when it comes to fuel cell technology, Daimler certainly isn’t acting alone.

Cell time

Volvo doesn’t pull any punches when it comes to proffering the benefits of commercial vehicles powered by a hydrogen-based fuel cell.

“Imagine a truck,” the Swedish giant enthuses, “that only emits water vapor, produces its own electricity on-board and has a range of up to 1,000km. It’s possible with fuel cells powered by hydrogen, and Volvo Trucks has started to test vehicles using this new technology.”

Already offering battery-electric trucks and models running on renewable fuels such as biogas, Volvo says its plans to decarbonise road transport will take a big step in the second half of this decade when fuel cell electric trucks powered by hydrogen are added to its product portfolio.

“We have been developing this technology for some years now, and it feels great to see the first trucks successfully running on the test track,” says Roger Alm, president of Volvo Trucks.

“The combination of battery-electric and fuel cell electric will enable our customers to completely eliminate CO2 exhaust emissions from their trucks, no matter the transport assignments.”

The fuel cell electric trucks will have an operational range comparable to many diesel trucks – up to 1,000km – and a refuelling time of less than 15 minutes, with the two fuel cells said to have the capacity to generate 300kW of electricity on-board.

Customer pilots will start in a few years from now

and commercialisation is planned for the latter part of this decade.

With Volvo citing the potential to haul gross weights of 65 tonnes and more, Roger Alm asserts:

“Hydrogen-powered fuel cell electric trucks will be especially suitable for long distances and heavy, energy-demanding assignments.

“They could also be an option in countries where battery charging possibilities are limited.”

Incidentally, Volvo Trucks Australia openly states that (battery) electric trucks and their assembly at the company’s Wacol (Qld) production facility are firmly on the local agenda.

Further down the technological track, though, Volvo explains that a fuel cell generates its own electricity from the hydrogen on-board instead of being charged from an external source. The only by-product emitted is water vapor.

Moreover, while the Swedish powerhouse reinforces the fact that fuel cells will be supplied by ‘Cellcentric’, the technology is still in an early phase of development and although there are many possibilities and benefits, there are also challenges ahead.

One of the big challenges is large-scale supply of green hydrogen, simply explained as the hydrogen produced by using renewable energy sources, such as wind, water and sun.

Another is the fact that refuelling infrastructure for heavy vehicles is yet to be developed.

“We expect the supply of green hydrogen to increase significantly during the next couple of years, since many industries will depend on it to reduce CO2,” says Alm.

“However, we cannot wait to decarbonise transport, we are already running late.

“So, my clear message to all transport companies is to start the journey today with battery electric, biogas and the other options available. The fuel cell trucks will then be an important complement

“We cannot wait to decarbonise transport, we are already running late.”

Above & bottom: Inside views of DAF’s XG+. Reports suggest it’s the roomiest cab on the European market, taking full advantage of EU increases in mass and dimensions. Digital mirrors are optional

Left: Step by step. Volvo is well advanced with battery-electric and fuel cell electric technologies for longhaul trucks. Daimler and Volvo have joined forces for fuel cell manufacturing

Above: New DAF XG+ model. We’re tipping this premium Dutchman will be the platform for a bold new model being developed specifically for the Australian and New Zealand markets, punched by an all-new Cummins 15-litre engine

for longer and heavier transports in a few years from now,” he concludes.

Still, as insightful as the 2022 IAA show will be as a showcase of advanced new power systems, it is also sure to be a revealing platform for upcoming developments in diesel-powered hardware, with perhaps none more notable or indeed exciting for the Australian market than Paccar’s DAF Trucks and its new generation XG+ flagship model.

DAF intrigue

The second half of September might be a difficult time to find a few of Paccar Australia’s top product people toiling away at company headquarters in Bayswater, Victoria.

In fact, a handful of the company’s most senior engineers and product executives are more likely to be found wandering around the IAA show in Hanover, probably not too far from the stand of corporate colleague, DAF Trucks.

Likewise, it’s a fair bet that at least one senior Cummins executive from Australia might be also seen tramping around Hanover’s vast exhibitor halls.

What takes them to Hanover is a very special project combining the formidable resources of DAF Trucks, Paccar Australia and its chief engine supplier, Cummins, working collectively to develop a unique cab-over variant specifically for the Australian and New Zealand markets.

None of this, however, should come as an Earth-shattering shock. We’ve reported numerous times on the increasing likelihood of a premium DAF model being tailored specifically for Australia’s heavy-duty requirements, powered exclusively by an all-new, relatively lightweight 15-litre Cummins engine with up to 660hp (492kW) and 2,300lb-ft (3,118Nm) of torque.

For instance, in the ‘Evolution of an Icon’ story in our previous issue, detailing the launch of Kenworth’s new K220 cab-over, we

referred to “the growing inference of a boldly unique cab-over being developed in Europe specifically for our part of the world”.

Even so, to date we’ve had no official confirmation of the new model’s introduction to the Australian market, probably in 2024. But nor have we had any denials or refutations.

Similarly, questions emailed recently to DAF Trucks senior product executives about aspects of the Australian model’s development had gone unanswered when this article was being written.

It is our belief, however, that DAF’s new XG+ model is the platform for what will be a major milestone in Paccar Australia’s product history by formally and powerfully establishing DAF as the keystone in the company’s heavy-duty cab-over future.

Yet, despite the lack of comment on the Australian version’s development, the XG+ has been at least well received by northern hemisphere commentators, citing a cab that is 330mm longer and 200mm taller than its XF counterpart.

What’s more, the model’s late release is said to have allowed DAF to create the biggest cab on the market and, in the process, take full advantage of broadened EU regulations on mass and dimensions.

Reports further suggest high levels of storage space, a clever fold-away passenger seat to significantly enhance interior space, and improved levels of fit and finish which were already of a high standard.

As photos show, there’s also the availability of digital mirrors while under the cab, the top European rating is 530hp (395kW) from Paccar’s MX-13 engine coupled to a ZF Traxon 12-speed automated transmission.

Of course, with a big bore 660hp Cummins underneath, an Australian derivative will require vastly greater cooling capacity. As for the transmission, there’s no indication if an Australian version will continue with the ZF Traxon or Eaton’s new heavyduty Endurant 18-speed automated shifter.

It’s unknown at this time if a Cummins-powered XG+ with up to 660hp will be also launched in Europe. Whether it is or isn’t, there’s nothing particularly new about a Cummins-powered DAF.

In fact, from 1994 to around mid-1999, Cummins N14 engines were used to push DAF to higher horsepower heights.

In the northern spring of 1994, for example, DAF’s Super Space Cab 95.500 model used a Cummins N14 at 500hp (373kW) for some markets. Then in 1997, the 95XF model offered a Cummins N14 at 530hp until early 1999 when the N14 was dropped from the range with the introduction of the Euro 3 emissions standard.

As for any other expectations on what the future might hold for DAF in Australia, right now we simply expect to be amazed.

“DAF’s new XG+ model is the platform for what will be a major milestone in Paccar Australia’s product history.”

GENERATIONAL CHANGE

An impressive new range from German truck manufacturer MAN is aiming at better economy, less downtime and, with its new cab layout and driver comfort, lowering driver fatigue levels in a bid to attract new blood to the road transport industry. Greg Bush writes

Hailed as the first newly-developed MAN truck generation (TG) in two decades, Penske Australia and MAN Truck & Bus launched its new range of German-built trucks amid much fanfare at the RACQ Mobility Centre at Mt Cotton near Brisbane in early August.

With its line-up of TGL, TGM, TGS, and TGX trucks on display, the all-new MAN truck generation launch enticed Randall Seymore, executive vice president of global commercial vehicles and power systems at Penske Automotive Group, back to Australia … albeit briefly.

Although mostly static displays, the TGS and TGX trucks with trailers in tow were available for short drives around the centre’s winding circuit. And the presentation made no bones that Volvo, Scania, Mercedes-Benz and Kenworth were in MAN’s sights.

However, the emphasis was on what both Seymore and general manager of on-highway at Penske Australia, Craig Lee, described as the “four pillars” – driver fit, efficiency and economy, optimised uptime and a strong partnership.

For the latter, Seymore emphasises the relationship between Penske and MAN, pointing to MAN being under the umbrella of the Volkswagen Group. He ties that in with Penske’s 85 automotive car dealerships in the US selling Volkswagen Groupowned products such as Audi, Porsche, Bentley and, of course, Volkswagen. More importantly, though, is the relationship between Penske and its customers, says Seymore.

“Ultimately that’s the biggest pillar that Penske has control over. We are constantly striving to improve our support of our customers,” Seymore explains.

Top right: Overhanging trees proved an obstacle for the TGX’s big cab

Left: The ergonomically-designed workplace is not only aimed at reducing fatigue, but attracting new drivers to the industry

Opposite bottom: Randall Seymore flew back from the US for the new truck generation launch

“A safety cell is a unique part of the MAN safety features.”

“We survey about 300 customers a month and ask them for feedback. We’re reading through every single one of those surveys and striving to continue to improve.”

However, it’s the ‘driver fit’ pillar that holds the major importance for prospective drivers and owner-drivers. In addition, MAN Truck & Bus, along with the other manufacturers, is concerned about the ongoing shortage of drivers in Australia and globally. Seymore says the aim of the new range is to have drivers emerging from the truck feeling less fatigued after being behind the wheel for between eight to 12 hours a day.

Sergio Carboni, MAN Truck product manager at Penske Australia, points to some of the niceties in the updated cabs. He says the improvements starts before the driver sets foot in the cab, the door opening up to 89 degree angle for an easier ingress and egress, coupled with the improved vertical staircase.

The driver’s side door also houses an easy control system where you can select various functions, such as PTO (power take-off) engine start, among other features.

Top: Penske Australia believes the new MAN line-up will take a slice of the action away from its competitors

Above: The 2.1 metre-long bed is said to be “best in class”

Left: Sergio Carboni, Penske Australia’s MAN Truck product manager, compares the new truck’s digital dash to that of a prestige car

“So you don’t have to get into the truck to do those sorts of basic things,” Carboni says.

Once behind the wheel, he believes drivers will be struck by the quality of material in their work surrounds.

“When you settle down into the driver’s seat and turn on the ignition, you can see the digital dash both for the instrument panel, the infotainment system and the like,” he says.

Carboni compares the layout to that of prestige cars, notably the ability to toggle through the SmartSelect navigator system. And although, the new TGX models may not compare with some other brands on the market in view of cab space, he says the 2.1 metre-long bed is the best in class.

Ikea comparison

Storage space is in abundance, although opting for an extra bunk means there’s a loss of storage in that back area. Still, Carboni smiles when he says that there are “more storage compartments in this truck than you’ll find in an Ikea superstore”.

Extra space for the driver is available in the rotating passenger seat which can double as a desk or a dining table.

Looking at the safety angle, side mirrors have been improved to be the point of eliminating blind spots, one of the bugbears for some cab-over drivers. This leads to what MAN says is the truck’s “safety cell”.

“A safety cell is a unique part of the MAN safety features where, on a severe frontal impact, the whole cab moves rearwards up to

“You could argue that the MAN is the safest truck going around today.”

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InterContinental Sanctuary Cove, Queensland

750mm, ensuring the integrity is kept with the doors so that the driver and passenger and/or essential services can get in and out of the vehicle in a safe manner,” Carboni says.

“So that now complements the driver’s side airbag as well. There’s an argument that says, along with the emergency brake assist, adaptive cruise control and all the other standard features, you could argue that the MAN is the safest truck going around today.”

The impact of the cab’s insulation was noticeable during the short drive around the track – engine noise was almost non-existent while the air bag suspension made for a firm but smooth ride.

Getting down to the ‘efficiency and economy pillar’ and the MAN’s integrated driveline, the power range starts with 250hp (186kW) D08 engine up to the 640hp (477kW) D38 Euro 6e engine. These are coupled with the MAN Tipmatic gearbox shift system uses software to determine the optimum moving off and gearshift strategy in all situations in conjunction with load and inclination detection.

MAN says that, coupled with ‘SmartShifting’ and the ‘idle speed driving’ functionality, it delivers the ultimate transmission.

“Additionally, with the engine, it’s got the class leading engine brake in Australia, a whopping 840hp [626kW] engine break –in metric that 630 kilowatts,” Carboni says.

“That’s something like around 20 per cent more than our competition out there today.”

As far as the ‘optimised uptime’ is concerned, MAN points to extended oil drain intervals and low tare weights equating to possible higher payloads. And then there’s the extended driveline warranty in the TGX range of up to 1 million kilometres or five years, which MAN says is a pointer to its product reliability.

Customer confidence

It’s been quite a wait for the new MAN with unusual weather patterns, COVID and more recently Russia’s invasion of Ukraine impacting the supply chain. In March, MAN’s plants in Munich, Germany and Krakow, Poland reopened following a six-week standstill due to shortfall repercussions from the Ukraine war.

With that in mind, Craig Lee says it’s an understatement to say that Penske Australia and MAN Truck & Bus Penske are excited about the new generation of trucks.

“We are very confident that our existing customers will see the value and see the benefit in this truck, but more importantly than that, we’re very confident that new customers will see the brand and will benefit from those features and benefits that we’re bringing to the market.

“So we’re here to express our confidence that our intention is that over the next 18 to 24 months, we will more than double the market share that we enjoy today,” Lee says.

“And we are going to actively take it to our competitors.”

Top: Tackling the tricky RACQ Mobility Centre circuit

Left: Craig Lee, general manager of on-highway at Penske Australia

“We are going to actively take it to our competitors.”

Down to grass roots

While some progress has been made in road transport over the years, many grievances remain

It was brought to my attention that because I didn’t specifically state in OwnerDriver’s August issue that the National Road Freighters Association (NRFA) conference was attended by Senators Brown and Sterle, readers might have been given the impression that no politicians attended. My apologies.

I must express my disappointment that Senator Sterle did not gain the transport portfolio in the new government. But many moons ago, a more progressive NRFA – and they then politically correctly branded us as rednecks –undertook a massive endeavour in staging a series of convoys to Canberra to highlight issues. We adopted the name ‘Coalition of Industry Convoys’.

It was at the time of the cancellation of live cattle exports and primary industry was suffering decisions of an ignorance from those in positions of influence in that current administration. A member of the then Labor government labelled us the “convoys of no consequence”. Does Anthony Albanese still consider road transport of no consequence and not warranting an expert in the field at the helm? Did Senator Sterle get passed over because he is viewed as basically a truckie?

I am absolutely convinced that real

progress of industry concerns will only come about once a significant number of elected people are made aware of grass roots issues. I read Razorback – The Real Story, written by Ted Stevens, and the list of grievances as listed on page 34. Lo and behold – uniform weight, length and speed limits. Oh, and raising the weight limit. Yep, it was lifted from 36 tonnes to 38. Where are we at now? Almost a case of the sky being the limit providing one can grease enough bureaucratic palms.

One nation one regulation! As I said in my podcast with Bruce Gunter, there is no renumeration connection between the efforts of bureaucracy and their achievements. Consequently, politicians whose role it is run the country must be bought into play. At least politicians must go to the electors every three to four years.

On fatigue regulations – the head of the not National Heavy Vehicle Regulator (NHVR) made a statement at the NRFA conference that NHVR’s AFM gives more flexibility than my much-touted Western

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

Australia system. I’m sorry Sal. Everybody in WA is in the system. No humbug about being a single truck operator irrespective of being ‘certified’ or ‘corporatised’.

A discussion point at the conference was how is it possible to raise the image of the industry. Firstly, speed measuring devices need to be accurate. The zealous policing of minute speeds outside the posted limits is promoting friction in the traffic flow. Friction in any medium creates negative outcomes.

ROAD WORKS

I had the pleasure of travelling the Bruce last week. It was a recent political promise to make the road four lanes throughout – Brisbane to Cairns. That promise didn’t eventuate because the promoter did not achieve office. However, it almost seems to be an ambition with the current government, but it would appear that some site managers are in a competition to see who can implement the most draconian speed restrictions irrespective of real safety issues.

The road surface hasn’t changed in decades for many kilometres north of Apple Tree Creek. Yes, preparatory work is being conducted on the shoulders but there are no workers in sight after dark. So why a restriction to 60km/h?

It’s relevant to the stated concern by NRFA people regarding industry image. The image wasn’t enhanced the night I travelled. Stupidly restrictive limits coupled with heavy vehicle drivers with a pony express mentality.

Thanks to Liz Martin for some brilliant and essential reading in her book My Territory, My Life, My Story plus Razorback – The Real Story and The High and Mighty: The Noel Buntine Story are all significant accounts of the history of road transport in this country.

“Did Senator Sterle get passed over because he is viewed as basically a truckie?”

BELOW: A memorial for the 1979 Razorback blockade on the old Hume Highway. But what’s changed?

IT’S PARTS AVAILABILITY, STUPID!

The phrase, “It’s the economy, stupid,” was first coined by James Carville, a strategist for Bill Clinton during the 1992 US presidential campaign and is often referenced during political debates to hone-in on what really matters to voters. There’s an obvious parallel in the trucking world, where keeping big rigs on the road is essential for the success of any operation.

“Availability, availability, availability. We live and die by our ability to keep the big trucks on the road,” says Jack Greig, WA state parts manager for the CJD Group, when asked what is most important to his customers.

“We’re a mining state and we’re very dependent on iron ore and so forth, which means big trucks earning big money, so availability of parts means everything to us,” Jack says.

It’s a view supported by Rod Leake, spare parts manager at Mildura Truck Centre, who says PACCAR’s reliable and fast parts service is vital to keeping his customers mobile and happy.

“That’s important because when the wheels aren’t turning, they aren’t making any money. Everything PACCAR Parts do with its plan, inventory and ordering system is all geared around availability. Not just the next day availability but on the same day as when the customer needs it.

“Customers come in the door and need the

parts and we have them on the shelf and can complete the order today, not order them in for tomorrow or maybe the next day. We set the bar high because that’s what our customers expect, especially in the trucking industry where the vehicles are so big and expensive –they need to go, they can’t be sitting around.”

Joel Bray, parts manager at Wagga Wagga’s Inland Truck Centres, agrees that PACCAR Parts’ range and accessibility is one of the most important ways the company supports its customers.

“For most locations around Australia, PACCAR Parts offer an overnight service for the odd part that is not stocked. MDI [managed dealer inventory] planned inventory helps to limit stock outs and to ensure we have the part on the shelf for that breakdown in the middle of the night, that untimely fan belt that lets go in the middle of harvest, or that radiator hose that blows in the heat of summer with a load of cattle on board,” Joel says.

“Planned inventory ensures we have the right part on the shelf 97 per cent of the time. PACCAR dealers are also fully factory trained, so our parts, sales and service technicians are always up-to-date with latest technology to ensure we can support our customers as efficiently and professionally as we can.”

Matt Neilson, truck parts manager for Mount Gambier’s Barry Maney Group, says the way

PACCAR dealers work with their service departments is another way they ensure customer satisfaction.

“We pre-pick parts for our future work, to be certain that the right parts are supplied when the vehicle arrives for service or repair. By constantly reviewing the demand side of things, as well as updating the parts inventory as new makes and models arrive, we’re also ready for any unexpected jobs that might arrive,” Matt says.

Great customer service, strong relationships, strategically located Parts Distribution Centres and sophisticated Managed Dealer Inventory systems are some elements that keeps PACCAR Parts and TRP dealers at the front of their field, but ultimately, it all goes towards the goal of having the right parts available at the right time to keep trucking operators mobile

CJD Group’s WA state parts manager

Jack Greig

Mildura Truck Centre spare parts manager

Rod Leake

Wagga Wagga’s Inland Truck Centres’ parts manager

Joel Bray

Kenworth DAF Melbourne parts manager

Peter Mammarella

Brown and Hurley Agriculture parts manager, Emerald Qld Rebecca Patton

Mount Gambier’s Barry Maney Group truck parts manager

Matt Neilson

“Because truck and trailer combinations can be made up of many different configurations, detailed analysis of our customers’ vehicles helps us identify the type or brands of parts we need to have in our inventory.”

Over at Kenworth DAF Melbourne, in Melbourne’s western suburbs, manager Peter Mammarella says the focus his operation puts on the service department is key to building successful customer relations.

“We’ve got a dedicated team of parts interpreters set up to service primarily the workshop, and we have a team of three people to look after their needs,” Peter says.

“One of the other things we’re trying to do is better plan our availability to support the interpreters’ requirements. What we’re trying to get to is a level of forward planning where, if they know we have a vehicle coming in that may need something left-ofcentre, they give us notification ahead of time and we can ensure that we have that stock here to support that requirement.”

It’s another example of how PACCAR Parts and TRP dealers work with their local market to ensure their needs are met, something Rebecca Patton, parts manager at Brown and Hurley Agriculture in Emerald, Qld, also puts plenty of focus on.

“We work very hard on building open and trusting relationships with our customers through promotions, customer visits, information evenings and ongoing

communication. This means we are in constant communication with our customers to ensure we’re stocking what they need to keep them up and running,” she says.

Whether it’s the old school boots-on-the-ground approach of parts reps spending time out in the field getting to know their customers’ needs, the sophisticated algorithms that underpin PACCAR’s MDI system to ensure the right breadth of stock is always on hand, or strategically located PDCs (parts distribution centres) to shorten delivery lead times, owners and operators can be sure that PACCAR and TRP Parts dealers are committed to doing everything they possibly can to keep big wheels turning.

PACCAR and TRP Parts’ extensive nationwide dealership network is staffed by friendly and expert industry specialists who can supply parts promptly from the front of a truck to the back of a trailer, so customers need look no further for their specialist truck and trailer maintenance requirements, or for industryleading parts at competitive prices.

“WE SET THE BAR HIGH BECAUSE THAT’S WHAT OUR CUSTOMERS EXPECT, ESPECIALLY IN THE TRUCKING INDUSTRY.”

Find your nearest PACCAR Parts dealer or TRP® store at paccarparts.com.au/ find-a-dealer or scan the QR code.

It was an obscure, unmarked dirt track draped with tall trees, just a few kilometres off a busy German motorway. Deutschland’s version, perhaps, of ‘off the beaten track’ and for a few imaginary moments under a blazing summer sun and drifting dust, Down Under didn’t feel quite so far away.

But there was, of course, more to this diversion than just a curious detour through a foreign forest. A few hundred metres further, the track opened up to reveal a man-made torture course of off-road obstacles designed to test, demonstrate and dramatically accentuate the abilities of various all-wheel-drive models from the Mercedes-Benz ‘special trucks’ range. None more dramatic, though, than possibly the world’s most adroit and diverse commercial vehicle, the Mercedes-Benz Unimog.

Initially engineered as part tractor, part truck, purists might suggest Unimog is not a freight-carrying commercial vehicle in the true sense. Nothing, however, could be further from the truth. Sure, agriculture was the main purpose behind the initial design in the immediate aftermath of World War II, but it was also created to be many things to many people; a vehicle capable of powering, pushing or pulling implements as well as transporting loads and people over and through terrain generally impassable to more conventional trucks, even those with a driven steer axle. And, unlike a tractor, entirely at ease rumbling along at pace with the rest of the motoring masses.

Indeed, in a modern world where versatility can often appear to run an increasingly distant place behind hightech wizardry and knife-edge efficiencies, Unimog stands as something of an understated masterpiece in utilitarian performance and practicality.

Nowadays, Unimog is built in a ‘Special Trucks’ section of Mercedes-Benz’s massive Wörth production plant, widely held to be the biggest truck manufacturing facility in the world. Around 2,500 of the specialist workhorses are produced each year, which is, of course, almost miniscule compared to the vast volumes of regular trucks rolling off Wörth’s lines.

As insiders quietly concede, though, there’s comparatively modest demand for the high cost associated with the specialised engineering and operational ability that have seen Unimog go to work in some of the most remote and difficult terrains on Earth, from frozen Poles to blistering desert and everything in between.

Unique and certainly unconventional in general trucking terms, Unimog nonetheless plays a significant role in the Daimler Trucks range, not least for an established reputation to cope with applications that few others are able to match, with a track record compiled over more than 70 years. As Mercedes-Benz proudly boasts, “there is no other vehicle in the world that offers such a broad scope of operational capacities”.

For our foray into the forest, sited just a dozen kilometres or so from the Gaggenau facility in south-west Germany where Unimog was built for generations before production moved north to Wörth, Mercedes-Benz brought in test units from the two specific platforms that typify the modern ‘mog – a U5023 model from the widespread off-road range and

Opposite bottom: Unimog versatility is perhaps unmatched in the commercial vehicle world

Top: Created in the immediate aftermath of World War II, Unimog’s agricultural roots have expanded far beyond farm work

Arguably the trucking world’s most enduring model range, the ultraversatile Unimog has been part of the MercedesBenz commercial vehicle portfolio for more than 70 years. Engineering and technology have obviously created massive changes but what hasn’t changed are the extraordinary capabilities that continue to define a truly unique workhorse. Steve Brooks reports

“Purists might suggest Unimog is not a freightcarrying commercial vehicle in the true sense.”

not carry attachable tools on all four sides. Likewise, there were wheeled agricultural tractors that could do some of these tasks, but they couldn’t carry cargo without a trailer and were not great to drive on road.

“The first prototype sought to do it all, featuring a complex suspension with portal axles, designed with permanent allwheel drive, with equal-size wheels in order to be driven on roads at higher speeds [and] with very high ground clearance and a flexible frame that is essentially a part of the suspension.”

Still, while Unimog was never designed to carry as much load as regular trucks, it is essentially engineered to carry its load just about anywhere.

However, Mercedes-Benz parent company Daimler was not Unimog’s original manufacturer. Herr Friedrich’s design was, in fact, initially developed by the small German automaker Boehringer Bros, which first showed a production-ready prototype of the highly versatile truck at a machinery show in Frankfurt in 1948.

Apparently, success came quickly, no doubt buoyed by the desperate need for effective machinery in the aftermath of a devastating war. Consequently, after a positive first appearance in Frankfurt, 600 units were produced in the same year and it wasn’t long before demand was outpacing supply.

For the limited capacities of Boehringer Bros, demand became problematic as it became increasingly apparent that huge investment would be required to not only satisfy demand for Unimog, but continue its development into the economic boom of post-war Germany.

Enter, Daimler-Benz!

The German giant obviously recognised Unimog’s immense potential and, in October 1950, as Daimler-Benz

the extraordinarily specialised U530, designed largely as an implement carrier for an equally extraordinary range of agricultural and municipal attachments able to be attached to almost any part of the vehicle.

Throughout the world, Unimogs are routinely used as snowploughs, mowers and blowers in municipal applications, agricultural implement carriers, forest management and firefighting vehicles, remote area construction units, road-rail maintenance trucks and, typically, a wide range of military and emergency vehicle functions. On Australia’s east coast, for example, Unimogs recently played a vital role during devastating floods.

Yet, for all its enduring diversity and ultimate durability, Unimog actually grew out of the ruins of World War II in 1946.

The unusual name derives from Universal-Motor-Gerät (universal motorised vehicle) and as the history books tell it: “The roots of Unimog were planted in the months after the allied victory in Europe, when engineer Albert Friedrich and others began work on a medium-sized, four-wheeled agricultural tractor that could perform a number of jobs in the field and on the road.

“The list of goals for this machine, laid out differently from most agricultural tractors of the time, was quite long: it had to be able to carry attached tools on all four sides while also offering four-wheel drive, being able to carry cargo, act as a tractor by pulling a plough and also be able to have a highenough on-road speed to keep up with city traffic.

‘There were small trucks at the time that could carry cargo, but most were not four-wheel drive and they certainly could

“There is no other vehicle in the world that offers such a broad scope of operational capacities.”

Above: Up or down, forward or reverse, with several tonnes on its back, Unimog’s abilities on severe grades up to 80 per cent were extraordinary

Right: On the German test course, every angle is covered. Behind the wheel, it’s a daunting experience

Below: Unimog museum in Germany depicts the vast applications over more than 70 years

Opposite top: Chassis and coil spring suspension design give Unimog exceptional articulation over tough terrain

states, “signed the contract to take over Unimog production, lending its manufacturing base and expertise to what was rapidly becoming a sought-after machine both for farmers and for many other uses”.

Accordingly, “the OM636 diesel engine, initially developed for the Mercedes-Benz 170D sedan, which was the first diesel passenger car engine produced in post-war Germany, found a natural home in the Unimog, serving up 25hp”.

Precarious drop

Fast forward to the northern summer of 2022 and a forest not too far removed from Unimog’s historic heartland at Gaggenau, the opportunity to experience the two top-end models was both appreciated and a vivid reminder of this exceptional vehicle’s extraordinary abilities.

It was, for instance, like looking down the face of a cliff as first the four-cylinder U5023 model and, soon after, its sixcylinder snub-nosed sibling were driven over the lip of an

80 per cent grade. It wasn’t far, maybe 25 or 30 metres to the dirt below, but from behind the wheel it seemed a hugely precarious drop even with the advantage of deep off-road gearing and a two-stage retarder comprising an exhaust brake and engine (Jake) brake, Yet, in fourth gear and with just the exhaust brake engaged, each of the partially loaded ‘mogs walked down the slope with consummate ease.

But then, just before reaching the bottom, the smiling Unimog specialist in the passenger seat said: “Stop here.

Now put it in reverse and go up backwards.” And so, with the benefit of a semi-automated transmission sporting eight forward gears and six reverse ratios, each unit walked backwards up the seriously sharp hill just as easily and confidently as they’d done going down.

Words probably don’t do the exercise or the seemingly effortless performance of the Unimogs justice but, over a few hours, the various hill climbs and jaw dropping descents became just part of a showcase of the vehicle’s immense

“The SES Unimogs will be employed in a wide range of roles.”

capabilities as it waded and walked, crawled and climbed, and dipped and dived its way up, over, across and through a series of extreme obstacles.

Ironically perhaps, around the same day as our trial on the German test track, it was announced that the NSW State Emergency Service (SES) had taken delivery of the first of three Unimog 4023 models, quickly put to work responding to

extreme flood events where its wading depth of 1,200mm is a critical factor.

Typically, the SES Unimogs will be employed in a wide range of roles where front and rear diff locks, a central tyre inflation system and the high articulation of coil spring suspension will be vital for accessing difficult terrain in often dangerous conditions.

As a press statement on the SES units further explained, the M100-8 gearbox features a transfer case and optional lowrange mode that enables a total of 16 forward gears and 14 reverse gears.

“This is an automated system and can be operated in full automatic mode. The driver can also choose to use a special fold-out clutch pedal that assists at low-speed in slippery conditions where minute clutch control is valued,” it says.

“The Unimog is powered by an OM934 four-cylinder turbo diesel engine that generates 231hp [170kW] and 900Nm of torque while meeting Euro 6 emissions standards.

“The SES units are initially being fitted with standard trays in order to get them into service as soon as possible and be used to move people out of dangerous situations or to provide logistic support to isolated communities.

“Further upgrades, including fitting a crane and flood rescue module, which includes an inflatable rescue boat carried on top and other features for flood operations work, are being planned for these units.”

And finally: “The Unimog U4023 features a factory hydraulic pump with front and rear quick release hydraulic couplings that will be used by NSW SES for cranes and front and rear mounted hydraulic winches.”

Meantime, back in Germany, the two Unimogs just kept showing why this supremely capable and immensely versatile workhorse has been for so long a Mercedes-Benz family favourite. There’s simply nothing quite like it.

Above: NSW State Emergency Service has ordered a batch of Unimogs for a wide range of emergency and recovery roles

Below: Unimog has a strong history in Australia. An early version during construction work at Perisher Valley in the Snowy high country

XCIENT’S EUROPEAN INCURSION

ASTRA ON TOUR

Prospective buyers of the heavyduty Astra off-road range are currently experiencing the opportunity to take a closer look at a model and even put it through its paces, as part of the ‘Extreme by Nature’ national roadshow.

Astra, an Iveco Group brand, designs, manufactures and markets a wide range of construction, mining, oil and gas and heavy haulage off-road vehicles.

Astra says its HD9 8x6 model – which can also be specified in 8x8 configuration – is the largest off-road truck in the Astra product offering within Australia.

Off-road equipment on the Astra includes a constant all-wheel drive system, hub reduction and differential locks to all axles (three axles in 6x8). The Astra is said to offer extreme traction as well as superior articulation over the roughest conditions, thanks

UD Quon Eye Van’s rural mission

Due to the support of UD Trucks Australia, the St John’s Ambulance Eye Van is bringing world-class facilities to rural and remote communities in an effort to substantially reduce blindness and visual impairment among Aboriginal and Torres Strait Islanders with diabetes.

Since its inception in 2013, the van has treated over 5,500 people.

UD Trucks Australia’s partnership

to front parabolic springs and rear parabolic cantilever suspension.

Astra points out that the off-road ability combined with 43.8 tonne GVM/70 tonne GCM 13-litre engine produces 353kW (480hp) and 2,300Nm of torque, and an “easy-to-drive” 16-speed ZF automated manual transmission, that has seen the vehicle become popular in tough applications including mining and

exploration, forestry and civil construction work.

The roadshow vehicle is equipped with a heavy-duty tipping body and provides a payload of 32 tonnes. It also features Roll Over Protection and Falling Object Protection Systems, allowing those who intend to test drive the vehicle to do so in a realworld environment.

The Hyundai is making inroads into Europe with 27 of its heavy duty Xcient models being placed into fleet service in Germany.

This move follows Hyundai Hydrogen Mobility, a joint venture between Hyundai Motor Company and Swiss company H2 Energy, deploying 47 Xcient Fuel Cell heavy-duty trucks to Switzerland where they have clocked up more than 4 million kilometres as of July this year.

Seven German companies in logistics, manufacturing and retail will put the 27 Xcient trucks into fleet service with funding for eco-friendly commercial vehicles from Germany’s Federal Ministry for Digital and Transport (BMDV).

Mark Freymueller, senior vice president and head of commercial vehicle business innovation at Hyundai Motor Company, says the opportunity will offer leverage to expand its business into the wider European market by successfully supporting Germany’s efforts to achieve its carbon neutral goals.

In August 2021, BMDV rolled out its funding guidelines for commercial vehicles with alternative drive systems upon approval by the European Commission. The funding is available for battery, fuel cell and (overhead line) hybrid electric vehicles, corresponding to refueling/charging infrastructure and related feasibility studies.

with the Eye Van (formerly called the IDEAS Van) involves providing and maintaining the prime mover that pulls the mobile ophthalmology clinic. The IDEAS Van was independent before merging with St John’s Ambulance in January this year and becoming known as the Eye Van.

“UD Trucks’ mission is ‘to challenge for better life’ so the partnership with the Eye Van is an extremely fitting one for the brand,” says Lauren Pulitano,

vice president, UD Trucks Australia.

Pulitano says the UD Quon GK 4x2 is one of the safest and most comfortable trucks in its class.

Diabetes and glucose intolerance affects 50 per cent of the Aboriginal and Torres Straight Islander adults who live in rural and remote communities. One in three will experience vision loss which is preventable or treatable in 94 per cent of cases when diagnosed in the early stages.

The Xcient Fuel Cell to be delivered is equipped with a 180kW hydrogen fuel cell system with two 90kW fuel cell stacks.

Hyundai says the system’s durability and the vehicle’s overall fuel efficiency are tailored to the demands of commercial fleet customers.

The 350kW e-motor with maximum torque of 2,237Nm, which Hyundai says enables dynamic driving performance.

WESTERN STAR PREVIEWS NEW 57X

Daimler Truck North America (DTNA) has presented the all-new Western Star 57X long-haul truck in the US. Western Star’s latest truck boasts a striking front-end design and characteristic chrome look and is the latest family member of the X-Series product family.

The 57X joins its sister series, the 47X and 49X.

DTNA says the entire X-Series has been redisgned to meet customer needs for greater safety, efficiency and durability. The all-new 57X is said to be designed primarily for customers who travel on long-distance routes, especially in the small-fleets segment or as owner-operators – in contrast to the 47X and 49X series, which mainly serve the vocational segment.

Different variants of the 57X are offered to the various applications.

Penske Truck Rental expands

Penske Truck Rental has announced the opening of its sixth location in Australia with the launch of a second Brisbane-area branch in Lytton.

Co-located with Penske Australia, the Lytton facility allows for expanded truck rental and leasing services in south-eastern Queensland.

“We started the Australian truck rental business back in 2014 with just 20 prime movers, and the Brisbane fleet has quadrupled in size since then,” says Adrian Beach, general manager of Penske Truck Leasing.

“The steady growth we’ve seen across our operations in Melbourne, Sydney, Adelaide and Perth will put us close to 300 trucks before the end of the year.

“The existing Wacol facility continues to be a great base to service our customers in western Brisbane, and we’re now able to offer a new location that is ideal for those north of the city and near the Port of Brisbane.

“Throughout these strange and uncertain times, we’ve been able to access equipment and support fleets both large and small with shortterm rental and long-term leasing solutions that do not require capital investment.”

Beach says Penske Truck Rentals’ portfolio of Western Star and MAN trucks will be further bolstered with the new product arriving later this year.

SAFETY FIRST FOR ECONIC

Mercedes-Benz Trucks has brought its safety first approach to the recent Australian Waste and Recycling Expo with the wasteindustry-focused Econic.

The Expo was held in Sydney on August 24 to 25.

The Econic is said to be the only waste-collection truck in Australia and New Zealand to combine a high-visibility cab design with a full suite of fully-integrated active safety features including Sideguard Assist.

The original equipment manufacturer Sideguard Assist system uses twin radar technology to look down the left side of the truck and alert the driver if any vehicles, other objects or pedestrians are in the danger zone.

Mercedes-Benz states that Select Econic models have been recognised with London’s prestigious five-star Direct Vision rating (formerly known as CLOCS), which measures how well the

driver can see pedestrians, cyclists and other road users.

The Econic boasts a range of other key safety features including Lane Keeping Assist and a radarbased Advanced Emergency Braking System (AEBS) system that can automatically brake the vehicle even if the driver fails to respond to a potential impact. The latest generation of Mercedes-Benz Active Brake Assist can even brake when it senses moving pedestrians.

The shorter and the longer cab versions both are available with different ceiling heights between 152 and 183cm; the long version includes the bed and driver’s lounge.

Improved insulation, a larger windshield and easy-to-use ventilation and temperature controls enhance operator comfort are also stated upgrades.

DTNA says the LED lighting package gives the 57X a distinctive look and helps improve safety with optimised road illumination.

Start of production of the Western Star 57X will be in the 1st quarter of 2023 at the Daimler Truck North America production plant in Cleveland, North Carolina, US.

An optional Blind Spot Camera package is also available and includes four cameras around the vehicle that give the operator complete visibility.

Other benefits available to Econic customers include a walk–through cabin and four seats.

The Econic is available as a single control model, or a dualcontrol version that was speciallydeveloped for the Australia and New Zealand markets.

BQS has sereval positions available for the right Owner Drivers with BD/Road train rated Prime movers alternately Experienced Drivers Looking to make the leap into Ownership.

We run a transport logistics company looking to add to our current Truck Network for our Regions of Geelong, Vic Mallee / Sunraysia, Rockhampton, Goondiwindi, Central NSW and the Riverina regions.

Servicing the eastern seaboard with freight options for both bulk commodities in tippers and general freight via our flat top division.

Current availability is 4x BD tipper positions + 4x BD/ Road Train flat top positions, to tow our late model trailers with support packages available for the right applicants.

A great attitude, strong work ethic, and understanding of the chain of responsibility (COR).  BFM accreditation would be an advantage, you will be required to supply all relevant insurance’s: public liability carriers’ liability (marine).

Comprehensive motor vehicle & trailer in control & work cover insurances.

FOR THE OWNER-DRIVER Frank Black

Lifting our standards

National convoys are a start in raising the new government’s awareness of the industry’s failings

It’s not often we get a chance to join truck convoys with drivers from all around the country, or head to Canberra to tell politicians why we need road transport reform. Just recently I got to do both of those things in the space of a few days. With this newly elected Labour government in power, we finally have a real chance to make pay and conditions fairer and get the balance right for everyone, but we need to make sure we make it clear to the government that this is long overdue and must be made a priority.

It was especially great to be at Parliament House for the first time the new government came together, and you could really see a shift starting to happen now that most employers and employer groups are agreeing with us and are on the same page on a lot of issues.

We had a huge diversity of people calling for change in road transport: not just owner-drivers but employee drivers, gig workers, couriers, even employers and other industry leaders like the Australian Road Transport Industrial Organisation (ARTIO).

It’s a huge thing for us owner-drivers

when employers are behind our calls, because that accountability needs to be all the way through the supply chain if things are going change and to be fair for us.

RATE RIP-OFFS

It was so interesting to learn from people in other parts of the industry. I didn’t think we had much in common with UberEats delivery riders, for example, but our struggles are strangely similar.

Take the gig economy. It’s this ‘new frontier’ in road transport, but you’ve got companies like Amazon doing whatever they legally can to rip off workers. We heard from FedEx drivers who are terrified for their jobs, because the company’s bringing in ownerdrivers on shocking piece rates – trying to follow Amazon’s lead.

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.

We can’t sit back and let these guys do what they like, driving down our pay and standards whether we are ownerdrivers, employee drivers or from any other sector. That’s why getting everyone into a room, some with the influence to make significant change, is so important.

Over the week we had dozens of politicians from across politics pledging to commit to just that kind of change. We’re impossible to ignore when we all act together, and we have great advocates on our side. Western Australian senator Glenn Sterle, who’s not only a former truck driver but the son and father of truck drivers, has been a champion for our industry for us to get the reforms we need.

Allies like Glenn have been really important in getting our message out there, but during the week we made it clear to the others just how urgent it really is that we fix things.

FAIR EMPLOYERS

The week ended with convoys of hundreds of drivers from all around the industry in each of the states. There was also a huge convoy right to Parliament House in Canberra. Owner-drivers, employee drivers, gig workers and others have all come together and sent a strong message to the new government: we’ve had enough of low pay that forces us to drive unsafe hours, enough of the ‘take it or leave it’ attitudes of customers, and enough of those big companies like Amazon driving down standards for everyone.

It’s not going to stop there, either. Unless we get reform there will never be a level playing field for owner-drivers and drivers regardless of which sector of the industry you are in. Things will get even more dangerous than they are now, with the emergence of Amazon, FedEx and other companies with similar models coming in. Australian senator has been a champion for our industry.”

I joined the convoy in Adelaide and what a great atmosphere it was with dozens of drivers with their trucks, calling for a safer industry. What was especially great was seeing drivers allowed to join the convoys, with their company trucks. It made it clear that this is an industry push for fair standards for owner-drivers and employees alike, which promotes healthy competition – and that’s good for employers too. Having responsible and fair employers on our side is hugely powerful and shows how much momentum we’re building.

Meanwhile, it continues to be blindingly obvious by its absence in all this that the Australian Trucking Association (ATA) is not for ownerdrivers or really any drivers. If it was serious about safety and truly represented the industry it would get involved in calling for and shaping reform, instead of meddling in things without actually listening to what the majority of the industry is calling for.

But, luckily, the ATA is the exception and not the rule. When we engage with other industry players we find we have far more in common than what divides us, and if we’re going to improve the industry we need each one of us to get on board and help change things for the better.

Things are starting to shift now but the coming weeks and months are going to be crucial if we’re going to make transport reform a priority for this new government. If we all get involved we can make a real difference, and have a system in place that ensures we can operate professionally, safely and viably.