In transport there’s no one size fits all. That’s why we have a wide range of sleeper cabs locally engineered to maximise the living quarters of your most important asset, your drivers. When it comes to comfort and well-being, size matters.
attracted some of the shiniest trucks from around Bathurst, the surrounding areas and interstate
LJ and Mary Qureshi were intent on staying “under the radar” with their plain white trucks, until they signed up to purchase the last Coronado to be sold in Australia
The Castlemaine Rotary Truck Show was back with new sponsors and a full program after a couple of COVIDimpacted years
With battery-electric trucks on the way, Paul Ilmer, Volvo Group Australia’s selfconfessed true believer in the viability and certainty of electric trucks, details the current state of play
In this exclusive first report, Steve Brooks discovers an entirely new engine being primed to provide the driving force of a bold model development at Paccar Australia
“Having a driver that behaves and represents well with the customers is important.”
t the start of each new year it’s almost obligatory to reflect on the previous 12 months and take a look at what’s ahead. Many of road transport’s issues will no doubt continue to be debated. Truck buyers, who placed orders during 2022, will be eagerly awaiting their new purchases to arrive after supply-affected delays.
There is one certainly, however. OwnerDriver magazine will continue to deliver the news, stories, features and new truck evaluations over the next 12 months and beyond, as it has for the past 30 years.
Proving equally as popular is the coverage of the various truck events, convoys and shows that dot the calendar throughout the year. And, although COVID still lurks in the background, these trucking get-togethers have returned with renewed enthusiasm.
OwnerDriver is unique to the trucking media landscape. It’s the only monthly full-colour glossy magazine focussed on owners and drivers available in Australia. It has, through research conducted time and time again, the honour of being the most widely read industry publication.
However, OwnerDriver is not only a print publication. It also has a news website to back it up – www.ownerdriver.com.au – where you can find daily updates on industry news, product news and upcoming truck events.
It’s really the complete package, continuously improved upon over the decades.
In addition to the aforementioned, readers can also receive a weekly electronic newsletter, free of charge simply by signing up on its website.
Outside the readership of the general transport public, OwnerDriver is well respected among the manufacturers, namely OEMS, for offering unbiased reports of new products available on the market, with many a “sneak peek” on what’s to come.
A look at this issue is a case in point with a feature on the new yet-to-be-released Cummins X15 engine.
And, of course, there’s the ubiquitous social media where OwnerDriver has a strong presence through its Facebook page at www.facebook.com/ ownerdriver as well as Twitter where you can find OwnerDriver at twitter.com/OwnerDriver.
So, whatever your preference, be it print, web or social media, OwnerDriver has you covered.
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The National Heavy Vehicle Regulator (NHVR) says four new Performance Based Standards (PBS) combinations are now eligible to operate in Victoria under the National Class 2 Performance Based Standards (High Productivity) Authorisation Notice 2022 (No.3).
These new vehicles include B-triples general freight, B-triples volumetric, AB-triples general freight and AB-triples volumetric.
NHVR CEO Sal Petroccitto says since the notice was introduced in Victoria and New South Wales, it has replaced thousands of Class 2 permits, saving administrative time and cost while improving productivity.
“In Victoria, this notice has streamlined access for most of the 1,500 PBS vehicles that meet the requirements to run on the state’s 8,000 kilometre High Productivity Freight Vehicle Network,” Petroccitto says.
“The release of the NHVR National Map in the new year will
continue to support improved efficiencies and get safer and more productive vehicles on the roads sooner, including the ability for road managers to update gazetted networks in real time.
“The new map will remove the need for industry to access multiple state and territory maps when planning their journeys and access requirements, with end-to-end and cross-border networks displayed in one location.”
Meanwhile, in South Australia, the NHVR along with the SA Department of Infrastructure and Transport (DIT) has approved a new configuration –the BA-triple for use on the road train network on state-controlled roads within the state.
BA-triples are now an eligible combination under the National Class 2 Road Train Authorisation Notice 2022 (No.3) (in South Australia only) and the South Australian Class 3 Road Friendly
Suspension Mass Exemption Notice 2022 (No.2).
Petroccitto says including the new BA-triple combination in these important access notices would deliver operational and safety benefits.
“Wherever we can, we want
A New South Wales-based transport company, its managing director and a scheduler have been charged for speed and fatigue-related breaches at the NSW Supreme Court following a sentence appeal led by the National Heavy Vehicle Regulator (NHVR).
The breaches occurred when both the managing director and scheduler of De Paoli Transport failed to ensure adequate systems and procedures were in place to manage driver fatigue, speed and compliance with work and rest hours.
The transport company entered a guilty plea to a Category 2 offence under the Heavy Vehicle National Law (HVNL) and received a $180,000 fine.
De Paoli’s managing director and scheduler were convicted of Category 3 offences under the HVNL and each were fined $15,000.
NHVR acting executive director of statutory compliance, Belinda Hughes, says this was the first Supreme Court judgment for primary duty offences under the HVNL.
“In this case, the managing director was found to be a party in the chain of responsibility and was convicted as a scheduler,” Hughes says.
“Schedulers have the responsibility to ensure they are compliant with their primary duty and take the reasonable and practical steps to ensure the safety of their transport activities.
“The judgement highlights that the HVNL operates based on what duties you perform, not the title you hold.
“The sentence sends a strong message to industry that the courts will take breaching your duty to ensure safe
transport activities seriously.”
The sentence reflected the changes the company has now implemented, including engaging a health and safety expert to review safety processes to implement additional safe driving plans.
De Paoli Transport has also increased reviews of driver compliance, which has led to an increase in corrective action reports.
to introduce safer and more productive vehicles on our road networks,” he says.
“The NHVR assessed the dynamic safety performance of BA-triples and found their handling ability to match that of AB-triples, which already have access.
“While the network currently only includes South Australian state-controlled roads, we’re working with DIT and local governments to progressively extend it,” Petroccitto says.
“This is another example of the NHVR, government and industry working together to develop a safer, more productive solution to the transport task.
“I thank DIT, the Motor Trade Association SA/NT and Livestock & Rural Transporters Association of SA (LRTASA) for their collaboration on this initiative.”
LRTASA President David Smith says that using BA-triples would reduce handling risks and improve safety in the industry.
“Eliminating the need to break down AB-triples with a light loaded rear trailer into a single and a B-double combination, will save time, reducing costs for the operator, but more importantly it will bring significant safety benefits,” Smith says.
“Using BA-triples will reduce the risk of injury to the individual reconfiguring the vehicle, and also to the driver and other road users by having these more stable vehicles on the road.”
The NHVR says new PBS notices for high productivity combinations in Victoria and South Australia to include triple trailers
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A new state-of-the-art truck wash has opened at the Gunnedah Regional Saleyards on the Kamilaroi Highway. The drive-through facility is capable of accommodating vehicles as large as road trains and B-triples.
The $1.8 million-dollar project was funded by Regional NSW, Restart NSW Fixing Country Truck Washes Program and Gunnedah Shire Council. It has been completed as part of the multi-million-dollar saleyards’ redevelopment and opened on November 21 last year.
Launched as a single round in 2016, the Fixing Country Truck Washes Program is a $10 million program joint-funded by the Australian and NSW Governments. The program has funded truck wash projects, improving access and efficiency across NSW.
The realignment and modification of Gunnedah’s truck wash allows trucks to move forward into the wash bays and exit from the same direction, making it safer and easier for livestock transporters.
The truck wash was designed following consultation with operators and industry organisations. The feedback and practical ideas received through this process will ensure it meets the needs of the changing industry.
Minister for Regional Transport and Roads Sam Farraway says the project highlighted the important role truck washes played in vehicle productivity and maintenance, as
well as protecting NSW’s biosecurity.
“The upgraded truck wash facility at Gunnedah Regional Saleyards will provide access for all truck operators, including livestock carriers, and has capacity to cater for modern road trains as well.
“The new truck wash means drivers no longer need to reverse their vehicle to access and use the facility, creating a safer and more efficient wash-down process.
“Truck washes are essential to reducing the spread of weeds and disease across NSW and I’m pleased to see the new facility opened,” Farraway says.
Gunnedah Shire Mayor Jamie Chaffey says the completion of the truck wash was great news for the livestock industry.
“It’s fantastic to see this new facility now made available to livestock transporters who rely on truck washes to clean their vehicles.
“This modern and efficient truck wash is a critical piece of infrastructure for those who come from around the region to use our saleyards.
“Since the introduction of road trains into this region, it’s great to see that transporters now have the ability to wash their vehicles, no matter the size.
“It also means Council can continue to ensure animal effluent is managed in accordance with NSW Environment Protection Authority licensing requirements,” Chaffey says.
Western Australian transport and roads body Western Roads Federation (WRF) has responded to recent calls from local WA governments for transport companies to pay more tax to help fix damaged roads.
According to the ABC, a group of WA regional councils called for more compensation to be given by mining and logging companies to fix the damage that their trucks do to roads in the state.
South West councils announced they will lobby the WA Local Government Association to update guidance on the levy, meaning councils have the ability to increase charging for road maintenance.
Capel Shire president Doug Kitchen says the levy hadn’t been updated
for a long time and that they wanted to see less of an impact on ratepayers to maintain roads.
“The price index hasn’t kept up with the reality of road maintenance cost increases,” Kitchen told the ABC.
“The Shire of Capel has advocated for the South West local government zone to have that reviewed and updated so local governments can have a fairer return on those maintenance upkeep costs.”
Yet the WRF says the local government shouldn’t be holding transport companies accountable for the current state of roads.
“Local government needs to stop trying to pick fights with the transport industry, as we serve their local communities and businesses,” WRF CEO Cam Dumesny says.
“The problem is that the federal and
“The new truck wash is just one part of the Saleyards’ redevelopment and we look forward to seeing the rest of the project unfold.”
Member for Tamworth Kevin Anderson says the NSW Government were supporting freight and agriculture by providing the infrastructure needed to allow industry to grow.
“Saleyards are the economic engine room of regional communities, bringing millions into country towns while supporting a protein industry that feeds the nation,” Anderson says.
In September 2020, the NSW Government announced $14 million for the Gunnedah Regional Saleyards Redevelopment. This has been supported by a Gunnedah Shire Council co-contribution of $3.56 million.
Plans for the precinct include a range of upgrades and innovations:
• Construction of a multi-purpose administration building, comprising of office and
state governments collect money from transport, but it’s local government that is responsible for maintaining more than 85 per cent of our state’s roads.
“Local government needs to grow a set and take up the fight for fair funding with the federal and state governments.”
Dumesny says the transport industry already pays billions of dollars in fuel excise tax to the federal government for roads.
When it comes to the state government, the transport sector also pays a high vehicle registration fee, contributing hundreds of millions of dollars to the state government.
“Many extractive industries already pay levies and/or royalties, so that’s more money being paid for road maintenance,” Dumesny says.
“We think the local governments should also try building the roads properly in the first place.”
administration spaces, a café and outdoor dining area and amenities
• Construction of new workshop sheds
• I mprovements to infrastructure including gates, fencing, gantries and watering systems
• I nternal lighting upgrades
• Construction of off-street car parking for light vehicles and a parking/queuing area for heavy vehicles
• Technological improvements including Wi-Fi and high-speed internet to facilitate future online sales and other smart technology applications
• Fenced containment of the site and major security upgrades
• Upgrades of cattle loading/ unloading ramps; and
• Making the site more self-sufficient through the installation of up to a 50kW solar system and installation of water tanks with the capacity to hold 1,324kl through major stormwater harvesting and reuse facilities.
New saleyard facility to provide access for all truck operators, including livestock carriers, road trains and B-doubles
was reported to being stuck in the Lane Cove tunnel in the city’s north, becoming the second time a truck had become stuck on the M2 in a four-hour period.
There was earlier report of an over-height truck that had to be removed from the Domain Tunnel entrance.
New South Wales Police are urging heavy vehicle drivers to plan their trip and know their load heights following a spate of incidents involving over-height trucks attempting to use tunnels across Sydney.
In recent weeks, the NSW Police Force, Transport for NSW and the National Heavy Vehicle Regulator have responded to numerous incidents involving over height trucks attempting to travel through Sydney’s tunnel network.
These incidents have resulted in significant traffic delays impacting hundreds of thousands of motorists.
On November 30 last year a truck
Additional officers from Traffic and Highway Patrol Command’s Traffic Operations Group have since been deployed daily to conduct compliance operations and provide rapid response with guidance from the Transport Management Centre.
Further, police will continue to work closely with the National Heavy Vehicle Regulator to enforce heavy vehicle laws.
Traffic and Highway Patrol Command’s Superintendent Paul Carrett said heavy vehicle operators, particularly those carrying over-height loads, needed to carefully plan their trips.
“Not only are there significant penalties that apply, but these types of incidents can also cause significant delays to other road users,” Carrett says.
“Those involved in moving oversize or over-mass freight
need to be doing more to ensure that the integrity of their load is appropriate for our roads.
“Every heavy vehicle driver needs to be aware of their obligations, which includes knowing what routes they can and cannot travel when transporting particular loads or goods.
“There’s no excuse for this type of reckless behaviour and significant financial penalties apply for non-compliance, as well as potential licence and registration
suspensions,” Carrett says.
The penalty for non-compliance with dimension requirements under the Road Transport Act 2013 increased to $5500 on December 9. The offence now also incurs 12 demerit points.
NSW Police advises that information relating to overheight, overweight and overloaded heavy vehicles can be made confidentially to Heavy Vehicle Confidential Reporting Line (HVCRL) 1800 931 785.
Mobile
Heavy
operators in Sydney are being urged to check heights as high-visibility
For Australian Truck Radio’s founder and manager Simon Smith, 2022 was an exciting year.
The digital radio station he imagined, with Australia’s truck drivers in mind, launched onto the world wide web with its website, android and apple Apps providing truck drivers with access to non-stop music, news and entertainment capable of following them across borders.
The digital focus solved the age-old problem faced by drivers travelling long distances who were previously left to scan the radio waves constantly as they rolled along to find the strongest local signal to listen to.
For the Australian Truck Radio listener, it’s a case of locking the station in once and letting it run.
Smith says the station’s music mix is wide, eclectic and constantly evolving to meet the requests of its audience and limit repetition as much as possible.
He says with drivers locked on for hours on end as they traversed the long highways of Australia the station aimed to become part of the journey –another voice around a virtual campfire where truckies across the land shared the same experience at the same time.
Adding to the camaraderie of journey, Australian Truck Radio now has a 24/7 text line on 0401 912 255 to complement the australiantruckradio.com.au
website and Facebook page.
Smith says listeners are encouraged to share their feedback, news, anniversaries, birthdays, and song requests with the station to be included in future programming and shout outs.
Moving into the new year, he says the station will be boosting its line-up of interviews and podcasts, including regular conversations with the team from Healthy Heads in Trucks & Sheds.
Another highlight is sure to be the Australia Day weekend Truckie’s Top 500 countdown – with Australian Truck Radio collecting song suggestions now. Listeners can expect to enjoy sounds from the likes of Midnight Oil, INXS,
Summing up the ride so far Smith says he couldn’t be happier.
“It’s been sensational, the response,” he says. “I had a text this morning from a listener`loving the new station, loving the
The National Road Freighters Association (NRFA) has set up a Gofundme page to raise funds to help support any drivers that have been successful in applying for the National Heavy Vehicle Rest Area Steering Committee.
The committee, to be chaired by Senator Glenn Sterle, will share strategic advice and set priorities for heavy vehicle rest area projects during a series of meetings in February.
Senator Sterle will be joined on the committee by five long-haul truck drivers and four representatives from industry organisations with the drivers selected through an expression of interest process.
“We are aiming to raise money, so that any driver accepted on the committee can be compensated for any loss of income they incur by participating,” the NRFA says.
music’ – that’s what it’s all about.”
There’s no hiding the passion for radio in Smith’s voice as he notes that just like the trucking industry the station simply doesn’t stop and it’s ready to serve.
“We listen to you, because you listen to us”.
To find out more about Australian Truck Radio visit australiantruckradio.com.au
“The government is covering any reasonable expenses (flights, accommodation and meals) but not wages.”
The fundraiser is being organised by NRFA administration officer
Collette Forsyth. To participate, go to https://gofund.me/ec622da0
Australian Truck Radio’s audience is building every day as more and more drivers tune in to hear a 24/7 station dedicated specifically to themAbove: Midnight Oil are certain to be among the Oz rock tracks to feature in the Truckie’s Top 500 countdown on Australia Day
For the second year in a row, Lowes Petroleum has acknowledged their driver’s commitment to safety through their annual professional driver awards.
Lowes’ belief is that when you are responsible for delivering millions of litres of fuel every year to country Australia, you need to have unwavering confidence your drivers’ eyes are firmly focussed on safety.
Lowes Petroleum’s general manager of Health, Safety, Security and Environment (HSSE), Bernie Morris, says the awards were launched in 2021 to salute the professionalism of its drivers.
He says while every driver made a commitment to best-practice standards, it was important to recognise those going above and beyond in their day-to-day deliveries.
The winners chosen had exhibited both a professional attitude and behaviours in every aspect of their job. They are highly regarded among peers and customers and are drivers who step beyond their duties, as a driver and for the business.
“Every day we are receiving comments from customers and the public to ‘stop and go’ traffic people about our driver’s professionalism and the awards are a perfect way to acknowledge this,” Morris says.
“Often there’s a perception that driving on country roads has less risk. That perception is wrong.
“Most of us go to work each day knowing that our immediate workspace is a safe environment
for us to work in,” he points out.
“Our drivers don’t have that luxury. Everyday road conditions, the weather, vehicle issues and the general public create dangerous work environments.
“Our drivers make hundreds of risk decisions daily to ensure that they, and others around them, remain safe. These awards were brought into play to recognise the drivers who do that the best.”
Morris says the winning drivers came from across the whole business. He adds that while some people believed the awards would go to the drivers of the big tanker road trains, one of the winners was in fact the driver of a smaller lubes delivery truck.
“This year we received significantly more nominations than we did last year,” he continues.
“We assess the nature of the nominations around customer service, the care drivers showed for their vehicles, the commitment to their depots and to the team they work with.
“We also have made sure that these were also the safest drivers we have.
“We assessed this by referring to drive cam alerts, to logbook and fatigue breaches and incidents like crossovers and speeding, so we believe the drivers awarded this year are, in fact, the very best drivers we have in our business.”
The Lowes Petroleum winners are David Hull from the Townsville depot for region one, Alex Connell from the Brisbane depot for region 2, Daryl Neal from the Newcastle depot for region 3, Mark Thomson from the Shepparton/ Melbourne depot for region 4 and Craig Hall from Burnie, Tasmania representing region 5.
In addition, honourable mentions went to Pat Kenyon from Townsville/Ayr depot for Region 1, Brett Harm from the Wondai depot for region 2, Rafat Quazi from Penrith for region 3, Chris Rhodes from Hillston depot region 4 and Noel Barrow from the Hobart depot for region 5.
Adelaide truck driver James Rundle has been recognised as a Bridgestone Bandag Highway Guardian after coming to the aid of a driver who had rolled off the side of a road and down a steep embankment in South Australia.
The Musico Refrigerated Transport driver was enroute to deliver eggs when he came across suspicious tyre marks on the highway. After initially thinking it was a past incident, Rundle doubled back to the scene to reinvestigate and discovered a driver trapped in their rolled over vehicle down the embankment.
Rundle alerted emergency services and administered first aid to the crash victim, waiting alongside them until they were taken to hospital with non-life threatening injuries.
The driver had been trapped for
several hours when they were found, and Rundle’s actions saved their life.
Bridgestone Australia and New Zealand managing director, Heath Barclay, commended Rundle on his gut instinct to go back and investigate further.
“James Rundle is a credit to the Australian trucking industry and has a genuine care for other motorists,” Barclay says.
“Not only was he vigilant in his daily duties and acutely aware of his surrounds, but he displayed incredible initiative by questioning the tyre marks and then going to the driver’s aid by alerting emergency services and providing first aid.
“We’re delighted to recognise James as a Bridgestone Bandag Highway Guardian for his perception of the situation and for taking action,” he adds.
Australian Trucking Association chair David Smith joined Bridgestone and Bandag in congratulating James Rundle on his milestone accolade.
“The Bridgestone Bandag Highway Guardian is one of the highest honours in our industry, and we’re delighted to award the title to James Rundle.
like James for their selfless and heroic actions.”
The Bridgestone Bandag Highway Guardian accolade is evaluated on a case-by-case basis by the Australian Trucking Association. To nominate a member of the industry, see the website at truck.net.au/ highwayguardian.
“There are thousands of individuals in our industry, and he joins a very elite group of only 24 others with the title today,” Smith says.
“We believe it’s important to recognise those who go above and beyond the call of duty, and together with Bridgestone and Bandag, we take great delight in celebrating driversJames Rundle, the 25th Bridgestone Bandag Highway Guardian award winner
Since the National Heavy Vehicle Regulator (NHVR) took over enforcement of the Heavy Vehicle National Law (HVNL) earlier this year, they’ve said their approach would be different. They wanted an increased focus on education and training to prevent repeat breaches, rather than relying mainly on large fines.
Recent court outcomes show this approach being put into practice. One of the ways we’ve seen this is through the use of Supervisory Intervention Orders. The NHVR seems to be seeking them more often and the courts are granting them.
A Supervisory Intervention Order is an order that the magistrate can make when they convict a person for a HVNL offence. These include fatigue offences, mass, load and dimension offences.
Before making a Supervisory Intervention Order the magistrate needs to be satisfied
SARAH MARINOVIC is a principal solicitor at Ainsley Law – a firm dedicated to traffic and heavy vehicle law. She has focused on this expertise for over a decade, having started her career prosecuting for the RMS, and then using that experience as a defence lawyer helping professional drivers and truck owners. For more information email Sarah at sarah@ainsleylaw. com.au or phone 0416 224 601
that the person is a systematic or persistent offender or is likely to become one.
In the past we’d usually only see these orders being sought in very serious cases or where the person has a long history of breaches. Now it seems they’re being imposed in more routine cases and where the person doesn’t have a lengthy history of breaches.
If the magistrate makes the order the person is required to do certain things aimed at improving their compliance with the law. Examples of the types of steps that can be required include:
• Using electronic work diaries
• Training and supervising staff
• Obtaining expert advice about maintaining compliance
• Installing monitoring equipment
• Implementing systems, policies and procedures
• Providing compliance reports to the
• Appointing someone to help improve the person’s compliance, monitor their compliance and prepare the compliance reports.
These obligations can last for up to one year.
If the person doesn’t comply with the order they can be charged with an offence. The current maximum fine a court can impose for breaching a Supervisory Intervention Order is $11,820.
The cost of complying with the order falls on the convicted person. As you can imagine, adopting these measures can be very expensive.
Having said that, there can be benefits of participating in a Supervisory Intervention Order. Firstly, when an order is made the magistrate can suspend the fines and other penalties for the offence. Magistrates can also impose a lower fine, being aware that the person is now taking steps to avoid future breaches.
From a practical perspective many of the steps required under the orders are helpful and good practice for drivers and operators. Good training and compliance policies are one of the best ways to avoid breaches. By far most people we work with want to do the right thing and are often looking to adopt stronger compliance policies even without a court order.
Usually the NHVR prosecutor will advise you if they’re going to ask for a Supervisory Intervention Order. If you do find yourself in this position it’s a good idea to get some legal advice. Our team at Ainsley Law are always happy to help.
Organisers of the 2022 Dane Ballinger Memorial Truck Show thumbed their nose at the weather while attracting some of the shiniest trucks from around Bathurst, the surrounding areas and even interstate. Warren Aitken reports from one of NSW’s best truck events
Now I’m the first to admit I know am a pretty lucky guy. As I sit in Sydney airport writing this story and waiting to catch my flight home, my surroundings remind me of the fact that I’m a pretty lucky guy. Not because I have the love of a good woman, healthy kids, steady work and all that. A humbler more selfless person would appreciate and acknowledge those attributes. Not me though, the instigator prompting the self-reflection of my lucky life today was none other than mother nature. Allow me to explain.
When I arose from my motel room in Bathurst this morning to pack up my rental car and drive down to Sydney to fly home it was raining cats and dogs. I mean proper cats and dogs too, not those hairless sphynx and truck sponge cavoodle kind of cats and dogs, I’m talking big cat tigers and German shepherd kind of dogs.
There was thunder and lightning and plenty of surface water as I hauled butt back to Sydney airport. Although it doesn’t sound particularly lucky, here’s the thing. The previous 48 hours had been nothing short of spectacular. Meaning after so much of the
state of NSW has been affected by flooding and road closures in November, the weather gods allowed just enough of a reprieve to ensure the ever-popular Dane Ballinger Memorial Truck Show was able to go ahead with some spectacular rigs and swarms of people.
Mother nature took a long enough break to ensure my Nikons got a thorough workout and then with the show over, she let rip again. Lucky!
As grateful as I am that mother nature gave the Bathurst region a break long enough to allow this great show to go on, there is no denying the weather in the preceding weeks had already taken a toll on
For the 2021 Dane Ballinger Memorial Truck Show there were close on 200 pre-registrations, however that number was down significantly on November 19 last year. The flip side of this was it made life a lot easier for chief parking officer Jamie Woods from Bondwoods Transport. Jamie spent most of Friday and Saturday morning marshalling trucks into the staging area. With fewer entries it meant he had more space to position the trucks in photographically pleasing positions. I’m pretty sure staging the trucks so all of us ‘truckarazzi’ could get good photos wasn’t his main goal, but it was a happy by-product and was well appreciated.
One of the great things about the Dane Ballinger Memorial Truck Show is something I just mentioned in the previous paragraph. While the show itself is on the Saturday, a large majority of the trucks get staged up in the showgrounds on the Friday afternoon and evening. There are several rationales for this. I believe the main reason is to allow us truck enthusiasts more time to snap photos of some ultracool rigs, however the truth is it has a lot more to do with the Bathurst Outdoor Expo and Christmas Markets. That is the other event running concurrent to the truck show at the same venue.
Although it doesn’t start until 10am on Saturday, there are people flocking to the showgrounds at ungodly hours of Saturday morning so many of the trucks enter the venue on Friday. This means there’s less congestion at the showground’s front gates and there is also less chance ‘Joe
Top,
“The
Top, L to R: It’s not the size that counts, it’s what you do with it. All Purpose Cranes had the size and used it to scoop up Best Mitsubishi; The Winston Express team are always on song and it’s great to see Nathan Smith helping out. The Winston Express T659 is no stranger to the pages of OwnerDriver magazine; JDN Transport, with its classy light display, is another long-time supporter of the Bathurst Truck Show
Middle, L to R: It’s easy to see why J&B Lidster Transport took out Best Tautliner 2019-2022. This Coronado setup is a beauty!; James Miller’s Scania stood out enough and raked in prizes for Best Scania, Best Intrastate and Best Curtain Sided; Bondwoods Transport from Brisbane had some stunning trucks entered at Bathurst, taking home plenty of trophies as well – Best Kenworth, Best Total Rebuild, Best Old Working 1997-2006 and Best Interstate
Above: No surprises here: The Best Tarp Job went to this Ball Haulage load
Left: It’s not hard to see which brand young Dominic and Nicholas Vella are backing
Right & Far right: Heath Painting, Doug Brimelow, Chris Watkins and Jono Anderson are all part of the Chris Watkins Furniture Removals crew. The company picked up prizes for Longest Distance, Best Interstate up to 2018 and Best Western Star; Great to see the young ones getting involved – and voluntarily as well. Lachlan Farrow and Jared Lawrence were doing the hard yards under the trailers of the Lawrence Transport B-double
Top: With a fleet of amazing Kenworths it was no surprise that DA Campbell Transport made sure its DAF looked just as impressive
Middle row, L to R: DA Campbell Transport may have been a few trailers shy this time but the trucks were more than enough to wow all those in attendance; No surprise that RayGal’s stunning SAR picked up Best Tipper 2019-2022
Above, L to R: It’s all about the marketing, the Shine Express Truck Wash team of Bridget Grima, Paul Grima and Edward Fuller adding mischievous slogans to their T-shirts; This JDN Transport Fuso was one of my favourites. It rightfully picked up the award for Best Fuso
Public’ will do anything that offends the health and safety people.
The added bonus is the trucks get to park up and finish polishing on location. It also allows for a pretty cool Friday night lights show.
Roll on Saturday and the official 2022 Dane Ballinger Memorial Truck Show. As mentioned, the numbers were down but the quality was damn hot and next level.
There were trucks from all over the place. Chief parking officer Jamie had come down from Brisbane with several of the Bondwoods Transport trucks. There was the always-stunning Winston Express fleet from Sydney, as well as some classic old trucks from both local and intrastate.
As in previous years the support from local companies was just phenomenal. DA Campbell Transport were out in force with its stunning Kenworths with a special mention of the company’s DAF. You can never go past the Ballinger Kenworths either, while Oberon-based Mangan Logging had a fantastic display of hard-
While I have taken the time to mention a few of the bigger names I would like to ‘shout out’ to all the trucks there.
Considering the atrocious weather leading up to the event and the difficulties faced in our industry at the moment, seeing so many people from big and small companies turn up was fantastic.
I should say it wasn’t just ‘turning up’, it was turning up in stunningly prepared trucks.
We were extremely lucky with the weather; you could not have picked a better day for the show. There were trade stands galore where I was able to pick up more gear I didn’t know I needed.
The very talented artist Brett Sullivan had made the journey up from Victoria and had his collection of shirts and prints for sale.
Bruce Gunter and his Copy Southbound podcast team were there. But as popular as his podcast is, it now seems to be his restored Max Keogh Kenworth that is the main drawcard these days.
If you were fully stocked with shirts, logbook covers or truck
“Seeing so many people from big and small companies turn up was fantastic.”
nor any wooden chopping boards or leather dog collars. However, I did manage to pick up an amazing chef’s knife and some outstanding Jerkymite Jerky. True story, vegemiteflavoured Jerky.
All in all, this was my third Dane Ballinger Memorial Truck Show and I still put it as one of my must-see events. The hardest part of the whole day is waiting around until 2.30pm to hear the judges’ choices. The Best Kenworth is always the most difficult to judge in a land of immaculate Kenworths.
There are two major prizes, one of which is Sam’s Choice, the winning truck picked by the late Dane Ballinger’s eldest son Sam. For the 2022 show he chose the stunning Kenworth T909 from Haran Haulage.
The other top prize is of course the Dane Ballinger Memorial Prize for Truck of the Show. The 2022 trophy went to Freightlinx with their stunning 100-year anniversary Mack Super-Liner. The spectacular Super-Liner is a rolling tribute to our fallen servicemen and women and carries the number plate LESTWE. The Bathurst show was actually the first truck event the big Mack had been entered into, so it’s batting pretty well – one win out of one.
Trophies and prizes aside, it was a fantastic day. Lots of shine, loads of smiles and more than a few dagwood dogs.
I shall wrap it up by blessing my lucky socks once again. Mother nature held off just long enough for all those stunning trucks to show off their shine and allowed everyone have a perfect day.
Top, L to R: What can I say? This photo says it all; Meet the JDN Transport team, from left, Joseph Corte, Joe Grima, Sean Finnigan, Lachlann Lenz, Joe Corte and Candice Brown
Above, L to R: It may not please the greenies but cranking up this old Kenworth pleased the crowds. A bit of smoke and a lot of noise; The 2022 Dane Ballinger Memorial Trophy winner Nick Jones from FreightLinx. The company’s Mack Super-Liner was outstanding
Left: The stunning Freightlinx Super-Liner, a big winner at Bathurst
Last year, I shared with you my key priorities for 2022. I outlined our vision to improve consistency and communication nationally, target the greatest safety risks, promote our Chain of Responsibility provisions and future iterations of our National Spatial Platform.
I’m pleased to say, we have progressed and achieved a lot of what we set out to do. Now, we set our sights to new goals for 2023 to support a safe, efficient and productive heavy vehicle industry, serving the needs of Australia.
For many in industry, 2022 was another very challenging year. While COVID-19 border restrictions lifted, the industry still faced unique pressures and challenges including supply chain issues, increasing fuel costs, driver shortages and impacts of flood events not to mention supply of new vehicles and accessing spare parts.
But, as always, the industry was able to navigate these challenges and keep trucks moving safely.
We were proud to support these efforts and work with industry and regulatory partners to find practical solutions while still delivering on our commitment to pursue a modern regulatory strategy that is focused on informing, educating, and enforcing.
Our safety and compliance officers had open conversations with drivers about safety practices and to help establish positive and long-lasting safety behaviours. We continued to work closely with policing agencies to build stronger relationships and ensure consistency in the way compliance and enforcement activities are undertaken.
This approach was supported by moving a step forward towards national consistency with the successful transition of heavy vehicle services from Transport for New South Wales to the National Heavy Vehicle Regulator (NHVR) in August last year. Only five months in but already I’m seeing, as I hope you are, the first signs of the benefits of a single national regulator and our industry interactions becoming more consistent.
We also ramped up our focus on key decision makers under Chain of Responsibility which we know is key to driving improved safety cultures and a key area industry has been advocating. This saw an increase in primary duties prosecutions over the year. Twenty-seven executives, off-road parties, operators and other parties in the chain were before the court for primary duty matters.
But prosecutions aren’t our key driver. We value working with businesses to improve their own operations which is why, where appropriate, we will use alternatives to prosecution for industry.
This year we accepted 15 Enforceable Undertakings and close to 30 court imposed Supervisory Intervention Orders (SIOs), as well as a number of improvement notices. Rather than issuing a fine, these tools enable companies to invest in improving safety practices or developing safety tools that will benefit the entire industry and other road users.
As our roads became busy again, we made a dedicated investment to improve awareness of the broader community on improving their interactions with trucks. Our young driver initiative, ‘Don’t #uck with a truck’, drove home an important safety message to our L and P platers in a purposely provocative way. We continued our ‘we need space’ campaign and partnered with Queensland Police Service to launch the Sharing Our Roads With Oversize Loads campaign.
After two years of virtual meetings and cancelled physical events, one of the major highlights of the year for me was the ability to reconnect with many of you in person. This interaction is something I truly enjoy and value as it gives me the opportunity to hear firsthand your concerns, issues or even just the opportunity to have a chat. There were robust discussions and information sharing at numerous conferences
SAL PETROCCITTO became CEO of the NHVR in May 2014, bringing extensive knowledge of heavy vehicle policy, strategy and regulation to the role. He has broad experience across state and local government, having held senior leadership roles in transport and logistics, land use, transport and strategic planning, and has worked closely with industry and stakeholders to deliver an efficient and effective transport system and improved supply chain outcomes. Over the past seven years, Sal has led a significant program of reform across Australia’s heavy vehicle industry, including transitioning functions from participating jurisdictions to deliver a single national heavy vehicle regulator, harmonising heavy vehicle regulations across more than 400 road managers, and modernising safety and productivity laws for heavy vehicle operators and the supply chain.
throughout the year and while I know there is still a lot of work to do, overall I am confident that by working together we are starting to make a meaningful and positive difference. We have appreciated your honest feedback during 2022, and I look forward to continuing to engage with you in the new year.
For those of you who have met me you will know my passion for improving the way we deliver our services to you. We have spent a lot of time internally to continue to improve our approaches and I’m really pleased to see that we were recognised for these efforts and being named the 2022 Service Champion for the Customer Service Organisation of the Year – Government/Not for Profit category at the CSIA Australian Service Excellence Awards. This achievement is at the core of our values, to provide a consistent, accountable and transparent customer experience.
I look forward to continuing to work together in 2023 as we strive to keep delivering a safe and highly efficient road freight transport sector. Next year we will continue our journey to finalise the transition of heavy vehicles services from the states to the NHVR, which will go a long way to delivering a consistent and efficient regulatory service across the country.
We recently released a Performance Based Standards (PBS) 2.0 Discussion Paper seeking industry involvement to shape the future of the scheme so we can get these safer and more productive vehicles on our road networks sooner. Our key priorities are focused on expanding access, moving mature combinations into the “as-of-right” fleet and reducing end-to-end approval times. We are holding a series of webinars early in the new year to ensure industry has a chance to provide input.
Continued improvements to the NHVR Portal being the single-entry point for industry, government and road managers to manage access and other heavy vehicle regulatory services will see the release of the first national network map. This will save time and effort by removing the need for industry to access multiple statebased maps to plan and manage journeys and will start to provide dedicated heavy vehicle routing options.
Our commitment to improving the management of fatigue and helping drivers rest when they are tired and drive when they are fit will be a priority. We are focused on breaking down the barriers to help operators get into Advanced Fatigue Management (AFM). New resources and tools will be made available, including pre-approved AFM work and rest examples and a new streamlined online AFM application process.
There are a lot of exciting and innovative projects in the pipeline over the next 12 months. I look forward to continuing to work closely with everyone across the heavy vehicle industry and supply chain to ensure safe, more productive and efficient 2023.
I want to personally thank industry for your contributions in 2022 and well done – it is truly a remarkable effort.
I hope you and your families have had a happy and safe festive season and I look forward to seeing you in the new year.
“Prosecutions
The Goulburn Convoy For Kids was back with a full format last November, registering well over 200 trucks while the crowds were treated to live music, entertainment and a worthy charity fundraising auction. Rod Hannifey writes
The Goulburn Convoy for Kids was one of the few events that continued during COVID, albeit in a diminished form. For the last two years the event included a mystery drive, the first with an informal meeting and dinner arranged more by the entrants than the organisers at the end.
In 2021 there was an informal barbeque at the event’s end at Divall’s Museum. The biggest convoy had been 220 entrants and they wanted to beat the record in 2022, ending up with around 240.
The November 19 event also saw a return of the Carnival Day.
Convoy for Kids Goulburn is a charity organisation that had its beginnings in 1999. The driving force behind the convoy’s objective is to provide support for local children with cancer, terminal illness
and permanent disabilities, by providing financial assistance to the families of such children with special needs.
The Goulburn Convoy for Kids is a registered charity run by local volunteers. All funds raised are distributed within the local community.
I spoke with a fellow who had been on the committee from the start in 1999 and he said the younger crew had come in and made it their own and done a terrific job in carrying on the work. It is all volunteers, a committee of 20 or 30 to organise and run the event and of course extra helpers on the day.
Around $70,000 was raised with all money going back into the community. As the auctioneer said a number of times, “It is only money” and “It is all for the kids”.
Divall Earthmoving and Bulk Haulage seemed to
have much of its fleet there. It also put in a big effort for the auction. Due to Divall’s line of work, the company offered up 200 tonnes of road base. Other items up for auction included another 100 tonnes of road base, 500 litres of diesel and even a pallet full of cement. There was another pallet full of horse feed as well as tyres, tools and a myriad of gear.
The representative of the committee I spoke with said, “We had some fantastic support from large companies like TransGrid and Essential Energy who both sponsored the event.
“Local businesses Tyre Team and Southern Truck Centre were also great sponsors, among many more businesses who gave donations in support of our day.
“We also received over $5000 in anonymous donations.”
Hidrive Group was another supporter bringing its
event support trailer and food stall.
The auction was split into two parts with music and kids’ entertainments in between. The kids’ rides were all free and the Bluey and Bingo Show went over extremely well. It seems to be the latest craze for the kids who have perhaps outgrown The Wiggles.
Country rock band Hurricane Fall, soon to be Lee Kernaghan’s touring buddies, provided the music for the enthusiastic crowd which carried on into the evening, despite a shower of rain threatening to dampen the event.
There was a variety food on offer during the day, a market and along with the kids’ rides, the RC Trucking stage was well watched and viewed by young and old.
Troy Crook was the MC and did a terrific job of keeping the audience interested and involved. Troy is the transport manager for 60-odd Kenworths in Divall’s fleet.
The only issue was the shortage of room for the trucks to queue for the start of the convoy. We were lined up all the way to the top of Governor’s Hill and others were queuing in the backstreets.
Community support was evident with the auction donations, the crowds lining the streets, the banners in local shops and the local council did their bit with the grounds. Even the local Visitors Centre, who promote a community event each month, chose to support the convoy.
Due to work commitments, many drivers left early following a couple of long days preparing their trucks for the event. Many were keen to give up the time and effort.
Overall, it was a good day and well worth the effort attending. While it is a good reason for owners and drivers to clean their rigs, the event also presents the industry in a positive light.
Well done to all involved. With the locals out in force on the road and the attendance at the showgrounds, it must be rated a success and a welcome return to the regular convoy format.
Above: The trucks are parked, ready to roll for the 2022 Goulburn Convoy for Kids
Right: Hidrive Group towed the Rapid Relief Team trailer for the Goulburn event
Below: There’s always a classic Kenworth at truck events, and Goulburn was no exception
Bottom: An aerial view of the trucks parked and ready to roll for the 2022 Goulburn Convoy for Kids
Will you be driving this year forward or sitting back and have it drive you? Will you wait for others to ‘fix’ things or will you make an effort to see it done? How long have we been asking for more and better rest areas so we can be safe and manage our fatigue? Yet the authorities have been more than forward in pursuing us if we make a mistake in a book, one that does not and never will manage your fatigue for you.
However, as much as it is about simply having a place to sleep, it is more specifically about having a place that provides an opportunity for good sleep. A bit of dirt and a bin in a space barely off the road may well do if all you want is to kick the tyres, have a leak or a 15-minute kip to get you to a proper bay, but if that is all you can find, what quality of sleep will you get?
The Tasmanian Trucking Association have done well getting funding. They’ve have had a few delays with some sites but that must be expected and recognised when you are going from a bit of dirt to a formal and recognised truck rest area. They used the laws, had big supporters and will solve most of their issues within a couple of years.
Western Australia has come from a low base and done well with some of the sites I saw when last over there. But there’s more to be done and, again, the funding is already in place for the next lot of improvements. Both states have worked hard with drivers to get these outcomes.
We would all have to agree Victoria probably did it best on the Hume. As towns were bypassed, rest areas – and decent size ones with toilets – were built and have in the main, served us well there. But there are still issues and gaps.
The rest has a long way to go to catch up and supply what we need. South Australia was so far behind but has not only put up some green reflectors after only 20 years and then went and did most of the highways as far as I can see. The rest have a lot of catching up to do.
None of this is news to you and the recent Federal funding for truck rest areas will not have 10 new ones built in a month. It will take time, but I hope there are some other avenues that can be actioned easily and quickly. I also hope there is a concerted effort to ask
drivers what they need and where, and that it is then done with the utmost and deliberate effort to supply what we need.
With the recent announcement of the need to apply to be a member of the Truck Rest Area steering committee, I will be applying, but as the president of the National Road Freighters Association (NRFA). Yes, I am a driver, but I believe the NRFA membership also need to be represented, being more on-the-road people. I am perhaps one of the few associations’ unpaid officers but one who lives on the road – like most of you do – who can contribute. Will it all be fixed this year? No one ever believed that before and if done right, will take years to catch up to where we should be.
Will this be enough money fix it all? No, but it is the biggest single rest area commitment from any government since I started driving a long time ago. If you want to have a say, don’t whinge about it. Contribute and even if you are not on the committee, you will be asked to nominate sites and needs. So make the most of the effort of those who have pushed for years and get behind it, instead of undermining it before anyone has even sat down to talk about it. The cost and effort to attend is simply yet another where government has in the past, taken our
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
time and effort for free, but this is a start.
The other current issue is roads and the state of them. Yes, it has rained a bit, but why have they failed so miserably? It will take more than money to fix and it will take years, but if we don’t get the value from the money spent, will we be better off?
I watched a New South Wales work crew recently. I imagine it must be a bugger of a job but I think their hourly rate is probably better than most truckies and they get to go home each night. What criteria did they use, what skills do they have and do they have the right tools and knowledge? The aim for the crew I watched over a couple of days and on more than one trip it seemed to be ‘do one, miss five, do three little ones and miss a crater, do one and miss three’. There was no ‘start here, work and fill this lot, then get some more material and start again’.
When they were ‘finished’ there were still more holes than road. Some small ones were filled and yes, we want them done to stop them getting bigger, but few seemed to be packed down and some of the big ones were still untouched. Once they reach a certain size, they may require more than throwing a shovel full in and driving on to the next one, but when will that happen then? Do they list and report every one, do they try to fix the ones that tear the steering wheel out of our hand and what about the hundreds that were missed while they did 50?
What happens when a car hits one and veers into us? We must get better value for money, but how and who will manage it?
“When they were ‘finished’ there were still more holes than road.”
As 2023 begins, the Christmas and New Year festivities will recede into a distant memory. Another long hard year is ahead of us and many will wonder what will be on the table for enforcement over the next 12 months. We have had major developments in recent times, not least the expansion of the Heavy Vehicle National Regulator (NHVR) into New South Wales. The Regulator has been waiting a long time for this, always considering NSW to be the missing jewel in the crown. They have moved into their shiny new HQ at Parramatta. A lot of their staff will not need directions to find their new office.
A press release dated September 23, 2022, the Minister for Regional Transport and Roads in NSW talked about opening the new office as part of the transition of statebased heavy vehicle services to the NHVR. Paradoxically, the NSW online court registry lists NHVR matters as Commonwealth. The Heavy Vehicle National Law (HVNL) and other road transport legislation are statebased. Constitutionally, the feds do not have jurisdiction over road transport. If they did, it would solve a lot of the problems we face today.
In a further quote from the same press release, the NHVR chair, Duncan Gay, said the transition would reduce the impact of state borders upon the movement of freight across Australia. We only have to think back to COVID-19 to realise the impact state borders may have on road transport. He stated further: “With staff now based in NSW, we can continue to work towards a national approach to heavy vehicle safety and compliance and improve consistency for operators” and “the transition is part of an ongoing journey towards becoming a single national regulator.”
The journey Mr Gay describes began in August 2011 with the much-vaunted Intergovernmental Agreement on Heavy Vehicle Regulatory Reform. The agreement outlined terms including, “This agreement will commence as soon as the agreement is signed by the party and expires on 31 December 2013.” Mr Gay took the place of another former NSW roads minister, Bruce Baird. Nice work if you can get it on top of your parliamentary pension.
The agreement was never signed by all the parties, with Western Australia refusing to sign and the Northern Territory signing with their fingers crossed when they possibly realised that they could not apply state law directly upon a federal territory. The Northern Territory is not a state. Another salient objective espoused by the
agreement was, “Through this agreement, the Parties commit to the objectives of:
• Seamless national regulations of heavy vehicles that achieve the same outcome in the same circumstances, and • consistent and streamlined administration service for the regulation of heavy vehicles.”
Seamless, consistent and streamlined do not roll off the tongue generally when describing the status quo. One particular example that springs to mind is how one offence under the law is prosecuted depending on which state the offence is detected. The Regulator’s wings are clipped in Queensland, their home state. Transport and Main Roads (TMR) – and police – hold sway over heavy vehicle prosecutions in Queensland.
Suppose either of these prosecuting authorities alleges that a driver has recorded a false or misleading entry in a work diary. In that case, the driver will be charged under HVNL s702(1) – a person commits an offence that the person gives an official a document containing information the person knows is false and misleading.
Here’s the catch. HVNL s702(1) does not apply if the person gives an official a document containing information the person knows is false but then tells the official how the information is false and misleading. That person cannot be prosecuted by giving the official the correct information.
To encapsulate, a driver may have false or misleading entries in a work diary when intercepted. As long as that driver admits they are false and misleading and provides the correct information, they
may not be charged under the relevant offence. Does your head hurt yet?
In all other participating jurisdictions, a driver would be charged under the correct provision HVNL s325(1) – A person must not record something in a work record that the person knows, or ought reasonably to know,is false or misleading. As defined in the HVNL, a document may be a work record.
The primary point is the inconsistency between jurisdictions that purport to apply a national and seamless approach. We may also rely upon a presumed assumption. What if HVNL s 702(1) was directed towards businesses to provide false or misleading documents. It would appear that the drafters of the law may have provided them with a free kick if they provided the correct information when caught out.
HVNL s 325(1), the correct provision applied in all other jurisdictions, does not provide the same metaphorical “free kick” to drivers. Are you feeling that seamless and consistent love yet?
We will finish this one up with another example inconsistency between states. Our client was issued an infringement in Victoria for a traffic offence with a mandatory three-month suspension. He was operating a Queensland licence at the time. The offence in Victoria does not carry demerit points as the mandatory suspension would expunge them. TMR, the Queensland licence authority, applied six demerit points to our client’s licence because they claimed the equivalent offence in Queensland permitted them to do so. Our client was effectively being triple punished with a large fine, suspension and demerit points.
The relevant legislative provision that TMR relied upon did not permit them to do so.
Demerit points can be a crushing extracurial punishment applied against truck drivers and operators. We believe that policy, rather than legislation, is enforced in many cases. One of many New Year resolutions at Highway Advocates is to address this issue.
“Our client was effectively being triple punished.”
LJ and Mary Qureshi were intent on staying “under the radar” with their plain white trucks. That all changed with the arrival of the couple’s daughter and signing up for the final Freightliner Coronado to be sold in Australia. Warren Aitken writes
Opposite top: The truck’s name may have come from an unfortunate experience but it has solidified LJ and Mary’s resolve when it comes to running their company, their way
Opposite middle: Hy Shyne Customs stainless fitted to the landing legs, but it’s definitely a working rig
Opposite bottom: The colours work perfectly during the day and with LJ’s added lights it looks Incredible after dark
ave the Best for Last’ is a line heard in various situations. For those with bad taste in music and old enough to remember cassette players this line may invoke memories of an old Vanessa Williams song from the ’90s. For those of us with younger siblings it tends to invoke memories of the only witty retort available to the baby of the family during childhood fights. In today’s little story though we are using this line in an extremely literal way.
What you have on the pages before you is the last of the Freightliner Coronados sold in Australia, the bonneted workhorse of the Freightliner fleet for pretty much two decades. The first generation Coronado was launched in the US in 2001 with production starting in 2002. The second generation came around a decade later and now, another decade down the track, the Coronado has been retired with the arrival of the all-new Cascadia.
In those 20 years there has been some cool looking Coronados, both here and around the world. However, LJ and Mary Qureshi of Sydney-based L&M Bulk Logistics who snapped up the last ever Coronado sold in Australia, have produced arguably the best example of this classic North American truck.
As if pairing the final Coronado with the coolest Coronado wasn’t enough of a hook for a writer like me, what makes this story even cooler is the small family
company that are responsible for this work of art –L&M Bulk Logistics.
If the L&M name isn’t familiar and the colours aren’t familiar, don’t beat yourself up. If you think it’s just a new company making a splash with its new colours, then you can beat yourself up. The truth is LJ and Mary Qureshi, the lovely folk behind L&M Bulk Logistics, have been in the industry for over 10 years now.
LJ has been running trucks since he first bought two-tonne Mercedes-Benz Sprinter and left school to start his own business. Mary has been working in logistics sales since well before she married young LJ and they formed L&M Bulk Logistics.
The thing is, both LJ and Mary have placed huge importance on the foundations of business – building a reliable service, growing solid relationships with their customers and generally flying below the radar. This new truck though, the last Coronado, is a massive move in the opposite direction.
It is extremely hard to fly below the radar when your new truck garners more attention than a 50 per cent-off sale at Truckers Toy Store. So why has this humble trucking couple suddenly changed tack? It’s not like L&M are running old bangers. All their other trucks may just be plain white, but they still carry the shine and pride that LJ has had since day dot. It is just this truck is different because of one very simple
and beautiful reason. Her name is Zara, LJ & Mary’s first child.
Before we get to Zara and her influence on LJ and Mary, we need to go back and understand how L&M Bulk Logistics came about.
LJ is literally the driving force behind the company. Yet driving has not always been his main motivation. LJ was born and bred in Sydney though his transport lineage is anything but trucks. His family work primarily on huge ship deconstruction and his father was a pilot. If you look at it holistically the family has covered air and sea, so it does
seem fitting that LJ should cover the land side of the trio.
Trucks themselves were never the main motivator for LJ. For him it was the challenge of business.
“I never liked big trucks in the very beginning,” LJ admits. “I loved business, I loved the business idea. You get told where you’ve got to go, you deliver your load, keep it all safe and get a signature.”
I’m suddenly seeing the kind of person that buys all those company simulation games for their PlayStation. However, it wasn’t just the formalities that appealed to LJ though. It was the idea of building a business.
“Providing great customer service, keep your customers happy … that’s what I liked,” he says.
LJ’s first touch of the transport industry came about with the Sprinter that he used to deliver plants and produce around Sydney. “You could only transport three pallets on there,” LJ recalls. “I used to transport anything from local markets to local fruit shops. I used to do newspapers and stuff and a lot of it was hand unload.”
The hard work didn’t scare LJ though; he was happy to go door knocking for work and was intent on proving himself, not just as a businessman but as a driver as well. Right from the s tart LJ’s savvy business acumen was evident.
“My number one goal was to have lots of clients; I didn’t want to have all my eggs in one basket. That’s not only the transport industry but any industry will have ups and downs and you need to have your business flowing. To
“I didn’t want to have all my eggs in one basket.”
Above, L to R: A big thumbs up to the team at Fleetmark for encompassing LJ’s All-In concept to the back of the TopStart
A-trailer; It was LJ’s love of black and chrome that inspired the stunning stainless fitted to the back end
Opposite top: LJ and Mary both had a say in the stunning colours and design of the last Coronado
Opposite bottom: The traditional painted toolboxes are passed over for more stainless
keep your drivers, gear and bills paid you need constant work.
“When some customers are quiet there are others to keep going.” LJ says. He adds that retaining those clients comes down to doing the job well, being reliable and dependable.
It was this approach to building his business that saw LJ move from the two-tonne tray truck up to an 8X4 Scania in no time. Those were soon joined by another couple of local trucks as he picked up more contracts from his customers.
Along with getting bigger trucks LJ also found himself having to accrue a few more licenses as well so he could do the work. Car licence to MR, MR to HR, HR became HC and finally MC. With the work came more work and then drivers and more licenses. It was all just a snowball effect.
The other growing obsession was that truck addiction
we all suffer from. Building a solid business may have been the initial driving force but that love of all things trucks soon materialised as well. In 2015 he bought his first big truck.
While he admitted at the beginning it was the business side of things that motivated him rather than trucks themselves, LJ says he’s always loved seeing the big B-double units. “In 2015 I thought, ‘well, I could maximise my freight capacity, haul more and earn more’.”
At the time he didn’t have any customers that necessarily needed that much freight moved but he backed h imself to find the work, provide the service and get the job done. Turns out he was right.
By 2019 LJ was running 15 B-double units. There was a mixture of badges in the fleet – Scania, Volvo, Kenworth and, of course, the Freightliner badge.
“My first big one was an older Freightliner, an Argosy with a Cat in it, 110-inch with TV, microwave and everything. I bought it off a guy that had had it since new. It never broke down, never did an engine. I never even touched the clutch in it,” LJ says. “I don’t know if I was lucky but it was a good truck.”
With that kind of experience it would come as no surprise that Freightliners are a common sight in the fleet. In fact, after the performance of the original second-hand Argosy, it is fitting that LJ’s first brand new t rucks were another couple of Argosys.
After the addition of those two new Freightliners, the fleet grew steadily. It was a self-fulfilling conundrum. As more trucks were added LJ found he kept picking up more work.
Throughout the growth of the company however it would still have been difficult for anyone outside LJ’s customers to recognise him or his trucks, which is the way he wanted it.
As I mentioned, LJ’s priorities have always been about building a solid business but flying below the radar. Hence, if you are a regular on the east coast highways there is a high possibility that you have passed one or more of LJ’s trucks on the road. You would never know it though.
Back in the early days, even after he married Mary and they rebadged the company L&M Bulk Logistics, LJ has kept his trucks extremely low key. But it’s not like he hasn’t taken pride in his trucks. They may have been plain but they are kept immaculate.
Instead, the business, maintenance, servicing and looking after his drivers have been where the money goes with LJ. His focus has been on ensuring the trucks do the job and are reliable, keeping his customers happy and his business solid. Until now and the last ever Coronado, that is.
Now don’t get me wrong, the reliability and maintenance of his equipment is still the overriding motivator. Keeping his customers happy and his drivers content is still paramount. It is just the plain ‘below-the-radar’ approach to his business was put on the shelf after the arrival of Zara. “A child changes you,” says Mary. “And Zara definitely changed him.”
One of those changes was LJ finally allowing himself to indulge. “Since I’ve had trucks I had always wanted to have my own design,” LJ explains. “I wanted to have my own creation” The birth of Zara was the inspiration that allowed for the birth of this stunning truck.
The first step was the choice of truck. With the reliable history LJ had with the
Freightliner brand, it was no surprise that Stillwell Trucks at Milperra in Sydney (now known as Daimler Trucks, by the way) was his first port of call. LJ spoke to the Stillwell team and ordered what would turn out to be the last ever new Coronado sold in Australia.
There was a fair bit of time spent working with Stillwell as well as the design team at TopStart Trailers in Dandenong, Melbourne, to build the perfect combination for L&M Bulk Logistics’ needs. Once all the designs and dimensions had been achieved, the next part was back in the hands of LJ and Mary to work out the design of the unit.
Although it was LJ’s dream, it was a truck designed by the family for the family. Zara’s influence and inspiration is evident in the Z-lines on both the truck and the matching trailers, as well as the custom cut-out on the front bar. Mary’s influence is evident in the bold colour choice. “I loved black and gold but obviously we couldn’t really do gold so we went with yellow,” Mary explains.
The couple spent hours hashing out different designs and patterns for the unit. Mary laughs as she recalls, “LJ would keep going out in the sun with his colour palettes to see which yellow looked the best in different light.”
Mary’s love of the black and gold/yellow combination paired well with LJ’s love of the black a nd chrome idea. Once the colours and lines were settled on, LJ was free to add the shiny bits to wherever his creative mind desired.
Working in conjunction with the guys from TopStart Trailers, subtle stainless added to the likes of the landing legs, the back wall and the toolboxes. It wasn’t just the trailers though; LJ
“I don’t know if I was lucky but it was a good truck.”
ticked a lot of the boxes for the crew at Stillwell before the truck was sent to Hy Shyne Customs in the Sydney suburb of Narellan for its bling. They added plenty of stainless steel with the likes of the drop visor, the sleeper trim and even the stainless bug deflector.
It was a mammoth task considering the truck and its trailers were being built 1000 kilometres away from each other. The trailers were designed specifically for this one last Coronado and everything was measured to match.
Once everything had been built, the trailers joined the truck in Sydney where it spent another couple of weeks getting finished off by the talented team at Fleetmark. They added the signwriting as well as the more personal touches. The first of those is the outstanding image on the back of the A-trailer wall – the cool ‘All In’ graphic.
“I did the All In bit because that’s how I see this truck,” LJ explains. “It’s my all-in approach to business. It also represents the fact I have played my cards right. We don’t take shortcuts, we back ourselves, we go all in.”
Along with that personal message there is also a slogan added to the front – ‘Once Bitten
Twice Shy’. It seems a more ominous message for a truck dedicated to their daughter but its represents a very important chapter in the L&M Bulk Logistics story.
Like any feelgood movie there is always a part where the bad guy gets one over the good guy, before the good guy cowboys-up and overcomes adversity. LJ and Mary had that when they trusted in a partnership that left them hanging. However, they survived, rebuilt and they learnt. They also took that lesson and added it to the front of their flagship truck as a message and an example of resilience and determination for their daughter.
Obviously, we can’t talk about how sharp this unit looks without bringing attention to the number of lights added to it. This again is a sign that LJ’s love of a good-looking truck extends well past daylight hours. It also meant I couldn’t do a photoshoot without keeping LJ up late enough to capture the Coronado’s night-time attire.
The big question at the end of the day however is how is LJ coping with a truck that flies so far above the radar now? Mary was
kind enough to answer this one.
“I love the attention,” she laughs. “LJ doesn’t. But it is good for the business. We actually have new customers ringing us out of the blue. People see it and call us.”
LJ is quick to add that having the right driver is also extremely imperative. “Yes, it brings attention to the company and has our branding all over it, but having a driver that behaves and represents well with the customers is important.”
L&M Bulk Logistics still has several units out on the road that you will continue to see pass by and not give a second thought to. However, their new Freightliner Coronado is never going to be one of those.
I for one am thankful LJ and Mary chose to express their creativity in such a bold way. Their Coronado epitomises the ‘Save the Best for Last’ adage. What a way to farewell the Freightliner Coronado.
Above: The back of the B-trailer looks impressive, thanks to TopStart Trailers
Left:
The 34th Castlemaine Rotary Truck Show, now sponsored by HHA & Larsen Truck Sales, returned to a full schedule in November 2022 with what the organisers have called one of the biggest turn-out of entrants and spectators in a decade. Volunteers were kept busy serving food and registering the trucks for the judging. A quality line up of country music and free children’s entertainment created an enjoyable atmosphere for over 3,000 people at the event over the weekend.
Rotary Club president Grant Thomas says much of the success of the day came down to the help from its sponsors and volunteers.
“We simply can’t run an event of this magnitude on our own. Incredibly generous sponsors underwrite the core expenses to make it happen,” Grant says.
“And for every volunteer hour contributed we make a direct donation back to the volunteer’s school, kinder or sporting club. It’s a wonderful example of how a community can come together to do good.”
When I drove up to the Campbells Creek Recreation Reserve just out of Castlemaine’s main drag where the show was held, I found everything to be well run and the volunteers I encountered helpful and easy to talk to.
As I made my way around in the warm and dry central Victorian weather it was clear to
Opposite
Opposite bottom, L to R: Leo Kelly’s Kenworth W900 ‘Midnight Special’ has won a host of truck show awards over the years. Leo drove the truck for 10 years, sold it and 20 years later bought it back; Chris Brown from Browns Stockfeed brought along a nice Kenworth Legend
The Castlemaine Rotary Truck Show was back on with a full program show after a couple of COVID-impacted years in November. With new sponsors on board and it a big turnout of trucks, it was an ideal return for the popular Victorian event. Julian Daw reports
me that there was really nothing like a truck show. You can read all the media releases and truck spec sheets you want. But you’ll never really understand the appeal of trucking until you see it up close.
I had been to truck media events and while were impressive they had a distinct corporate air and feel to them. What struck me at the truck show that day was the passion and sense of community you could see on the faces of everyone who had made the effort to turn up.
The half-moons of camp chairs filled with tired but happy drivers, who had spent the past few days getting their trucks up to show quality or driven long distances from around Victoria, could now finally relax talk to old friends and admire all the other transport works who had made similar efforts over the last few days.
The excitement and energy of the event translated into a very successful show for Rotary. The club reported just after the show that while its profits were still being tallied, Grant Thomas confirmed that events like this are Rotary’s major fundraiser.
“Along with the Art Show, this event enables us to support many community projects and youth scholarships each year,” he explains.
Of all the truck show volunteer roles perhaps the most unenviable task was that of the six judges who had to assess 222 trucks over the two days. In a toughly contested show, there were some hair-split scores to determine who took home the 12 trophies.
Rig of the Show and a $1,000 cash prize went to an impressive Kenworth owned by JBE Transport, while Bransgove Trucking’s 2017 Kenworth T900 Legend took out Saturday’s Best on Ground, proof that it’s worthwhile turning up early.
As I made my way around I had the pleasure of speaking face to face with a number of operators and regular drivers. These
included Chris Brown of Browns Stockfeed who brought his staff and several of his spectacular red and white Kenworths over from Leongatha. Browns ended up taking home the Best Fleet Award from the show.
Chris told me his business has been around since 2003 when he founded the company with his brother. His father and uncle had also owned transport business in Victoria.
The Browns are in the business of carting their own grain around Victoria and New South Wales. When talking of the company’s fleet, Chris admitted a clear preference for Kenworths.
“We’ve got a couple of Western Stars but the fleet is pretty much all Kenworths,” he says.
As Chris and I got to talking a familiar handful of issues all operators are struggling with quickly came up.
“Fuel prices are always an issue at the moment, it’s a big cost when you’re running 30 trucks.”
On the plus side, Chris says the driver shortage isn’t much of a problem for them.
“We’re pretty lucky, we don’t turn a lot of guys over. We get good drivers, we look after them and they tend to stay.
“Having nice equipment brings good drivers to you. People want to drive them,” he adds.
Overall however, Chris says the government needs to focus on getting more drivers into the industry.
“There’s a lot of operators who have gotten out of the industry recently, because it has gotten too difficult.”
Ten category winners collected their trophies at the end of the show, with additional prizes being awarded to the People’s and Trucker’s Choice and five entrants selected by HHA (Heavy Haulage Australia) and Larsen’s.
Co-sponsor Jon Kelly from HHA expressed his pleasure at returning to the Castlemaine Rotary Truck Show and announced that HHA and Larsen’s Truck Sales would continue to sponsor
the next two shows. “This show was so refreshing, and it was an awesome job by the volunteers. Everyone in the community made us feel so welcome,” Jon says.
One of larger operators who made an appearance that weekend was Membrey’s Transport & Crane Hire. Membrey’s sponsored the Best on Ground award and got to take home the Best Working Rig (under 2 years) award themselves. The company’s founder, Craig Membrey, had his hands full when I strolled past their stall, however I grabbed the chance to chat to his son Jack Membrey.
Although only 15, Jack says he knows his way around a truck as well as anybody else in the company and told me a bit about their operations which runs mostly around Dandenong, Clyde, Packenham and throughout Victoria. The company also does trips to Brisbane.
When it came to my asking Jack about the size of Membrey’s fleet, there was a lot of back and forth between family and staff, with the number falling somewhere around 50 trucks and well over 200 trailers.
Jack will have to wait a few more years until he can formally go for his heavy vehicle licence, but it was clear that Membrey’s will have plenty of work for the company’s younger namesake.
There was one fantastic Kenworth I spotted whose name made me want to know more. Leo Kelly’s W900, nicknamed the ‘Midnight Special’, is something of a truck show award legend.
The truck first took out the now defunct Truckin’ Life’s Rig of the Year award in 1990 and then after that, as Leo puts it, “it just kept winning”.
The Midnight Special wasn’t always Leo’s partner in crime on the truck show circuit as he told me he didn’t see the rig for two decades.
“I had the truck for 10 years, sold it and then bought it back again about seven years ago and have recently done it all up to take it ’round truck shows again,” he says.
of Membrey’s Transport founder of Membrey’s Transport & Crane Hire Craig Membrey. Jack is keen to get his truck licence ASAP; Moloney Bulk Haulage, who specialise in long-haul interstate transport, travelled across from Traralgon with a fine array of Kenworth and Western Star trucks
Above, L to R: It was a rose between two thorns for Boland Transport Services … or was that a Peterbilt between two Kenworths?; There was plenty of truck eye candy on show at Campbells Creek Recreation Reserve
Opposite top, L to R: A new Western Star 49X model made a surprise appearance at Castlemaine; KW Thompson’s Transport, based in Castlemaine, brought along an attractive lineup of Kenworth prime movers
Opposite middle, L to R: Leo Kelly’s W Model Kenworth was an eye-catcher as usual; Steve Jephson built his Grand Hauler over three months during COVID. As well as the prime mover, Steven also has the crane under remote control
Opposite bottom: McSweeney Transport’s Peterbilt picked up the Best Custom trophy
“Incredibly generous sponsors underwrite the core expenses to make it happen.”
Leo is a farmer who carts his own produce, including cattle and grain, around the western districts of Victoria.
Leo says he hasn’t been to Castlemaine for a while although he says in years past the truck won Truck of the Show there two years in a row.
“Not many trucks have done that,” Leo adds.
The W900 sadly isn’t a working truck anymore, but with all its history it’s certainly worth hanging onto for a while longer.
“This truck doesn’t do anything but sit in the shed at home, besides win truck awards of course,” Leo says.
There was one truck that was just asking to be ogled and that was the bright purple Kenworth C509 built up as a tow truck for Truckworks of Adelaide. Steve Gus and Gordon Smith from
Top, L to R: A couple of classic Macks kept the retro flag flying; Another blast from the past – a Mack Econodyne represented the Tasmania branch of the American Truck Historical Society
Middle, L to R: PJA Haulage brought along an old Detroit-powered T601; J&A Beale Transport brought this stunning Kenworth down from Oaklands, NSW
Above: A couple of spruced-up Western Stars added colour to Castlemaine
Below:
the South Australian-based company told me a bit about their regular duties. “The core of our job is road transport crash repair,” Gus says.
Truckworks also builds tow trucks for the Australian market; they’re up to around 200 to date. They’re a wellrespected name in South Australia, having been operating for over 40 years in the state and in their home state of Tasmania as well.
“We’re only trying to branch out more and more, with new equipment and efforts to get our name out,” Gus adds.
Truckwork’s fleet is currently a mixture of Kenworth’s and Freightliners.
“We try to have a diverse fleet. With the supply issues there are at the moment, it makes it hard to get certain makes.”
Speaking of the C509 they had at the show, Gus says it was a very capable build. “You can roll out to a job and be ready to do anything.” This includes hauling B-doubles and road trains that have been involved in accidents.
Gus also mentioned that signature paint schemes are a bit part of the business.
“The truck we’ve brought today is one of our more glamorous paint schemes. All hand painted,” he explains.
Truckworks seemed to make no apologies for being proud and flamboyant in what they do. Gus had a knowing smile when he mentioned the choice of colour for the trucks.
“Purple has been the paint scheme for a long time,” he says.
“It’s a mobile business card essentially.”
That for me summed up what it was like to walk around the dusty reserve in Castlemaine. All those dolled-up trucks, their attentive staff and drivers were visual representations of their companies and the values they espoused.
The HHA and Larsen’s Castlemaine Rotary Truck Show will return in 2023 on November 25 to 26.
“The truck we’ve brought today is one of our more glamorous paint schemes.”
The freight task is predicted to grow 35 per cent by 2040 but will driver numbers increase?
American business academic Aaron Levenstein likened statistics to a bikini: “What they reveal is suggestive, but what they conceal is vital.”
What the late professor neglected to say is that too many numbers can make people’s eyes glaze over.
It is summer and the season of good cheer; I wouldn’t want to send people to sleep when Christmas-New Year food comas are taking care of that.
Statistics are very useful for putting things into context, however, and that’s important when reflecting on the year we’ve just had.
It’s also central to some of the work NatRoad is doing with its membership to analyse how they can ensure their businesses are more viable and still productive this time next year.
So, what do stats say about the Australian road transport industry? Well, according to the boffins at IBIS World, trucking transport generates $65.3 billion in revenue per year. That’s based on 2020 figures and likely to have increased a tick since then.
It makes us the 17th largest
industry in Australia, just behind computer design services ($66.4b) and ahead of liquefied natural gas production ($55.7b).
We’re a long way behind iron ore mining (seventh at $141b) and supermarkets and grocery stores (eighth at $123.9b) but remember that neither sector could operate with trucks – and let that sink in.
Between rail, road, and ships, the transport sector moved 800.4 billion tonne-kilometres (b tkm) of goods in 2020, a 2.4 per cent increase on the previous year.
We might move less cargo than rail (453.1b tkm versus 235.4b tkm) but our value to the nation is the highest of any transportation sector. And the freight task is growing – the prediction is by 35 per cent by 2040.
And while demand for road has grown steadily since the ’70s, rail freight has slowed to a crawl.
If we think it’s all smooth sailing, we are kidding ourselves.
The biggest problem for our sector is that nobody’s getting any younger, and too few people are pushing to join the ranks.
According to the Australian Industry and Skills Committee, the
average age of employees in Transport and Logistics is 45.6 years.
Typically, a truck driver is 48. The average Australian worker’s age is 40.
NatRoad takes pride in being a solution-based member organisation. Solving the skills issue is going to take concerted policy change at a national level.
Changing migration policy to make it easier for overseas drivers to move here is one aspect, but it won’t work unless we lift competency standards and make them universal.
Ultimately, however, we need to grow our own new generation of drivers. Yes, that means being more inclusive.
About 17 percent of people working in transport are female and just three per cent of drivers are women. We need to accommodate women on the road with access to safe and wellmaintained amenities at rest stops.
We also need to make entry to our industry more attractive to younger people.
Creating apprenticeships is only part of the story. We all need to become better advocates for our industry and celebrate the good things.
Enforcement authorities need to treat us as responsible, productive and safe people, not hopped-up extras from a Mad Max sequel who are sitting ducks in a pursuit for revenue.
It’s a complex equation and probably a lot to absorb at this time of the year when most of us are chasing downtime.
I believe the best intentions are there. It’s reliant on all of us –industry and governments – to get cracking.
So on behalf of NatRoad, I’d like to wish you all a safe and enjoyable new year as we all focus on recharging our batteries for 2023.
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.
“Enforcement authorities need to treat us as responsible, productive and safe people.”
As well as being involved in road transport media
Despite the skeletal cover, Perth band Coterie has delivered 13 catchy pop-rock tracks for its self-titled debut album. Coterie is made of up two sets of New Zealand-born brothers, hence part of the album was written in Mangawhai, NZ, the headquarters of Kiwi band Six60, who also invited Coterie to sign up to its Massive Records label. There’s a reggae beat to ‘West Coast Drive’ and again on ‘Cool It Down’, both tracks previously released as singles. ‘Always Beside You’ is a romantic ballad with Six60 adding contributions, then Coterie hits the pedal for the fast-paced ‘Honey Dance With Me’. Lead singer Tyler Fisher delivers an energetic vocal on ‘Shakin Her Body’, and the other band members add tight harmonies to ‘Deja Vu’. This album is a perfect soundtrack to an Australian summer.
Liberation Records liberationrecords.com.au
It’s been a long time between solo albums for Victorian singersongwriter Adalita. In fact, Inland, her third album comes nine years after her previous release, although she has been involved in a variety of projects since, including reunion gigs with the band Magic Dirt. Inland, however, has been worth waiting for; its 10 tracks ranging from the folk-rock of ‘Savage Heart’ to the rumbling rock of ‘Listened Hard’. ‘Private Feeling’ is an immediate earcatcher as Adalita’s vocals simply soar above the atmospheric guitar backing. ‘Dazzling’, a piano ballad, is another well-written song, and there’s an ominous intro to ‘Blue Smoke’ as Adalita adopts a minimalist approach before upping the volume amid fuzzed-out guitars. With a voice that’s occasionally a reminder of the power of Irish singer Sinéad O’Connor, Adalita has come up with the goods on Inland
jamieleedimes.com
Gold Coast singersongwriter Jamie-Lee Dimes, now based in the US, has attracted plenty of attention both here and across the Pacific Ocean with a couple of singles. Surprisingly, they don’t appear on Heaven And Hell Come In Threes, Dimes’ debut album. However, two of the 13 new tracks have been released for radio airplay – the ’60s-style ‘When Will I See You Again’ with its jangling guitars, and the slower ‘Thank You’ on which Dimes delivers a smoky vocal. The album's opener ‘Ode To Nic’ is, apart from harmonies, devoid of lyrics but is a captivating track. Dimes leans towards Americana on ‘Sierra’, while the midpaced ‘Keys To The Devil’ is a trip to the dark side. Dimes’ vocals are impressive on the ballad ‘Release Me’, and there’s symphonic sounds on ‘Goodbye’.
Cheersquad Records & Tapes www.cheersquad.com.au
The late Chris Wilson enjoyed success as a member of Paul Kelly & The Coloured Girls and Crown Of Thorns before embarking on a solo career in 1992 with the album Landlocked. Cheersquad has now re-released the album on CD as well as on vinyl for the first time, adding an extra disc and renaming it Landlocked, Faithless & Free. The excellent original album’s 12 tracks occupy the first disc, with strong rock tracks such as ‘The Big One’ and the bluesy ‘My Little Pony’. Disc 2 includes tracks from previously released EPs, plus a live version of ‘Wreckage’, a surprise cover of George Gershwin’s ‘Summertime’, the jazz standard ‘Bye Bye Blackbird’, and a slow version of Bill Withers’ ‘Ain’t No Sunshine’. With Wilson’s harmonica playing and his deep, rich vocals, this double album package is a reminder of his talents. Sadly, Wilson passed away in 2019 from pancreatic cancer.
Sound As Ever 90-99 soundaseveraustralianindie90-99.com
A popular figure in the Sydney scene, Gynia Favot passed away in 2020 after battling cancer. But her music lives on with this compilation Blues Into Gold: The Songs of Genie Favot. Favot was a member of many Sydney bands including Disneyfist, Half Miler and Modern Giant, and her work with those bands appears here. Favot embraced the dirty side of pub rock as heard on ‘Big Deal’, a punk offering from Half Miler’s catalogue, as is ‘Married’. There are seven tracks from the Disneyfist days, including the grinding guitar-backed ‘Down In D’, as well as a demo version of 'Tank Girl. The soft rocker ‘I’m Not Broken’ is one of nine from the Modern Giant catalogue. Profits from the album's release will be donated to cancer research via Chris O'Brien Lifehouse at Royal Prince Alfred Hospital.
Simon
Dog Meat Records/Rocket dogmeataus.bandcamp.com/releases
Melbournite Simon Juliff, former singer with The Roys, is another with a debut album this month, despite having been in the music industry for decades. Stars is proof that Juliff’s heart lies in the 1960s with the title track recalling the beat sound of that era. The guitarfilled ’Til Next Time’ is a quality rock track that would suit a Foo Fighters’ set list. Juliff proves you can make friends with salad on ‘Salad Days’, performed in the style of Neil Young at his most grungy. He ups the grunge further when he sings of a bloke named ‘Sal’, and there’s more ’60s-type fair on ‘Shot Across The Bow’, while ‘Private Party’ has a Beatle-ish flavour. There’s the occasional quiet moments – ‘Green Papaya’ drifts along as Juliff delivers a casual vocal, and ‘Charlie’ boasts British pop credentials. Stars is out now although its offical launch is not until March 4 at the Fitzroy Workers Club.
Cooking Vinyl Australia melissacarper.com
You can’t get more “country” than Melissa Carper, who hails from the US state of Arkansas. Following the success of her 2021 album Daddy’s Country Gold, Carper returns with another batch of “hillbilly” songs with Ramblin’ Soul. Carper reminisces about her first car on ‘1980 Dodge Van’, then has a wardrobe malfunction on the down-home sound of ‘Boxers On Backwards’. ‘Hanging On To You’, one of only two songs Carper didn’t write, is a rare lean towards country pop, and there’s old style swing on ‘Zen Buddha’. ‘That’s My Only Regret’ harks back to the sounds of Patsy Cline and Loretta Lynn, then Carper makes a forthright point on ‘I Do What I Wanna’. Ramblin' Soul is a perfect example of traditional country.
Billy Strings
Thirty Tigers/ Rounder billystrings.com
Grammy award winner Billy Strings’ new album Me/And/Dad is, as the title suggests, a collaboration with his father Terry Barber who introduced his son to the world of bluegrass from an early age. The pair tackle a variety of both traditional and country covers, including giving George Jones’ ‘Life To Go’ the bluegrass treatment. They reach further back for A.P. Carter’s ‘Wandering Boy’, with Barber taking lead vocals. Strings sings vocals on the old Bill Monroe song ‘Little Cabin Home On The Hill’, and they tackle a couple of traditional pieces from way back – ‘Long Journey Home’ and the instrumental ‘Frosty Morn’. The duo then compare themselves to a ‘John Deere Tractor’, a song that was a hit for The Judds in 1987.
for the past 23 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.
GEELONG CLASSIC TRUCK & VINTAGE MACHINERY SHOW
January 21, 2023.
Victoria
Following the impact of COVID restrictions, the Haulin’ the Hume Highway 31 road run is back on the truck events calendar for the first time since 2019.
Organised by the Western Sydney Historical Truck Club, the classic and vintage truck run is generally held every two years, although the pandemic played its part in the popular event being postponed in 2021.
The 2023 version of the historic road run will follow the old Hume Highway, aka ‘Sesame Street’, out of Sydney, en route to Yass over the two days of March 25 and 26.
As well as reliving what many seasoned truck drivers refer to as the ‘good old days’, Haulin’ the Hume will again raise awareness and much-needed funds for Autism Spectrum Australia (Aspect).
Departing from Clarendon Showgrounds, Richmond in Sydney’s north west, the trucks will travel along Northern Road to Narellan and onto Razorback,
the sight of 1979’s legendary truck blockade.
From there the convoy will travel through the ‘Hole in the Wall’ at Picton, and then onto Mittagong, Berrima and then Goulburn for a lunch break and static display.
The afternoon will see the old classics continue on their way through the scenic Cullerin Range and into Gunning, before reaching their destination of Yass for dinner where it is expected many stories, jokes and banter about Australia’s trucking heritage to take centre stage.
The Sunday morning wrap up will be in the popular ‘Gasoline Alley’ for a short road block and breakfast before heading back to reality.
Entry fee is $50 per vehicle. The event is limited to 300 commercial vehicles which must be 30 years or older.
Entry forms can be obtained from the Western Sydney Historical Truck Club’s website at www.wshtc. com.au.
February 18, 2023. Boyup Brook, WA
For further info see the Facebook page www.facebook.com/ TheBoyupBrookUteAndTruckMuster, email uteandtruckmuster@countrymusicwa.com. au or see the website www.countrymusicwa.com.au/ute-truck-muster
March 9-11, 2023. Tamworth, NSW
The annual LBRCA is a gathering of fellow truckies, government, suppliers and industry representatives to focus on the needs of rural and regional heavy vehicle transporters. Issues range from unfair infringements and regulation to unsafe loading and unloading facilities. Includes the Young Driver of the Year Award presentation and Gala Dinner and Auction Spectacular.
For further info see the website www.lbrca.org.au or email office@lbrca.org.au
HAULIN THE HUME
March 24-26, 2023. Clarendon to Yass, NSW
Haulin’ The Hume, the old Hume Highway road run will depart Hawkesbury Showground at Clarendon on the morning of March 25 to Razorback Mountain, Picton, Mittagong, lunch at Goulburn then on through the Cullerin Range into Gunning and on to Yass for dinner. Entry fee $30 per vehicle. Organsed by the Western Sydney Historical Truck Club.
For an entry form and further information see the website www.wshtc.com.au, phone Darrell Killick on 0412 050 224 or email bruce@prodrivecompliance.com.au. Or join the Facebook group Haulin’ The Hume - Highway 31 Road Run
March 29 to 31, 2023. Sunshine Coast, Qld
Held at the Novetel Sunshine Coast Resort, Twin Waters, and presented by the Australian Trucking Association (ATA). Join the nation’s trucking operators and industry stakeholders to tackle the big issues. Includes the National Trucking Industry Awards and Daimler Truck Local Showcase Dinner.
For further information and registration go to the Australian Trucking Association’s Trucking Australia website at https://new.truck.net.au/ta/
The Mid America Trucking Show (MATS) is arguably the largest annual heavy-duty trucking industry event in the world. Held each year at the Kentucky Expo Center in Louisville, KY, the show attracts 70,000-plus attendees and 1,000-plus exhibitors from throughout the United States and abroad. Includes the PKY Truck Beauty Championship. For further info see the website at www.truckingshow.com
Organised by Heavy Vehicle Industry Australia (HVIA), the Brisbane Truck Show is held every two years and attracts approximately 290 exhibitors and up to 40,000 attendees. As the largest event of its type in the southern hemisphere, the Brisbane Truck Show stands alone as the premier event in Australia for the transport industry showcasing the latest in heavy vehicles, technology, engineering and innovation.
For further information see the website at www.brisbanetruckshow.com.au
Iwas impressed recently to note that NatRoad CEO Warren Clark has commented on the safety implications of requiring different combinations on the same road to have different maximum legal speeds. There needs to be discussion regarding the safety implications of friction in the traffic flow. Again, those who are charged with promoting safer road activities have got it wrong in simply extolling drivers to slow down.
All driving is speeding – to that end we are constantly faced with signs stating a speed limit. Having drivers too timid to travel at or near the limit or relying on flawed speed measuring devices causes traffic flow friction. Has any effort been made to record the impacts on safe motoring of such friction? I doubt it as those with the influence to make such judgements don’t understand it’s significance in the first place.
The (not) National Heavy Vehicle Regulator has announced that it has rescinded regulations requiring two trailer combinations doing oversize loads up to 3.5 metres wide between Toowoomba and Warra in Queensland to be pilot escorted. The rationale of the previous requirement fails me. Single trailers doing the same width loads were not like required. So much
so for them just administering the law as opposed to making laws.
In my work there is a constant demand to have trailer deck heights as low as possible to accommodate the height of products transported. My trailer deck height is 900mm.
Those ignorant people managing road works who persist in marking lanes with bloody bollards gets up my nose. The things are 1.3 metres high to accommodate lanyards for pedestrians. Pedestrians in road works?
Going up Broadsound Range recently stretched out to 23 metres and the road is reduced to one lane on tight bends. Workers are engaged in removing the inside embankment to allow passage for the carriage of turbine blades for the up-and-coming wind farm. Bollards everywhere – whereas had they been witches hats the load would have carried over most and no need for on-site staff to either grumble at us or be forced to reinstate the bowled over bollards.
The too frequent practice of removing both shoulders at the same instance to facilitate shoulder reconstruction should be frowned upon. The practice removes any escape option should situations arise as well as seriously constricting pavement width.
National Road Freighters Association (NRFA) member Chris Roe penned an interesting article in OwnerDriver ’s November 2022 issue. He expressed concern that all the bigger load weights now available on bigger gear had not resulted in better financial outcomes for those driving and owner-operating.
What needs to be understood is that the liberalising of weight limits is for the economic easing of transport cost to society. It’s a damn pity there is not some competition within bureaucracy – transport costs along with other overheads restricting our international competitiveness might then be reduced.
I’ve never got involved with the question of financial returns for owner-drivers. My attitude has always been to ‘move along little doggie’ if the biscuit was not big enough. I’m possibly fortunate in that I’m based in an area where opportunities for choice are more available. But once in business in a capitalist society, I don’t believe one should expect financial prop-ups but a level playing field. In a recent comment to me, one of my recent supporters decried the failure of legislators to ensure the provision of a level playing field.
In conclusion, Chris extoled people who want to see change in the industry to come along to the NRFA conference in Wagga Wagga on February 11. He quotes old timers like himself and Rod Hannifey looking forward to lounging back admiring the new vibrant group.
I have to say, possibly the reason I’m so cynical these days is that I have spent longer than both gentlemen trudging off to conferences, being in associations and doing things in the interest of road transport that no owner-driver has done before or since. If we are on the cusp of new and better times, my thoughts are it will simply be because of our operation size having been screwed for so long, industry is now desperate for people to sit behind a wheel. Perhaps the screws might be let off a little.
My suggested reading for this month: Bastard Of A Place by Peter Brune. Yes, I’m boiling the cabbage twice. I do understand I’m not the brightest light in the street. Another point about the actions in New Guinea was the lack of understanding of the job description by the army leadership of the day.
Reading Rod Hannifey’s article in OwnerDriver ’s November issue highlights that current industry leadership is very much of the same ilk. Namely full of self-congratulatory language and not knowledgeable about real issues drivers must contend with. My knowledge that such ignorance existed prompted me to make available to Rod a perfectly good late model prime mover (it was ideal for my work) to support his ambition to provide real time education. That that effort has not been as successful as I had hoped demonstrates not only ignorance of the need at the higher echelons of industry but also an arrogance in equal measure.
Hope you all had a great Christmas and New Year.
“I don’t believe one should expect financial prop-ups but a level playing field.”
In 2022 we made big strides towards a fairer and safer road transport industry for all. However, 2023 is the year we make change after years of working towards a solution that will lead to real, industry-led, positive change. But it will need all of us to make it happen.
Since it took office in May 2022, the Labor Government has demonstrated that it will listen to workers. It’s a refreshing change from the previous government, which ignored, dismissed and rejected drivers’ and operators’ concerns at every turn. The Albanese government has wasted no time introducing desperately-needed reforms to workplaces, with its Secure Jobs Better Pay bill passing late last year.
With that first set of reforms now passed, the Federal Government’s commitments in road transport are now on the horizon. As the deadliest industry in Australia, road transport faces unique challenges that must be addressed separately to other industries.
We know how badly road transport needs change. We’ve seen the carnage over the last few years as drivers and operators stretched to their limits have shouldered crisis after crisis, all while wealthy companies at the tops of supply chains rake in the profits.
The next natural disaster, pandemic or the like has the potential to again throw supply chains into chaos, as covid, bushfires and floods have done over the past few years. Compounded by sky-high inflation and fuel costs, as well as the ongoing threat of the gig economy, many drivers and operators are already on the brink of crisis.
What’s clear is that if we are to protect supply chains we have to start by protecting the men and women behind the wheel. The price of inaction is far too high. Labor’s commitment to empower the Fair Work Commission to set minimum enforceable standards in transport will give drivers and operators the regulatory backing they need for a fair playing field, easing the deadly pressure to speed, drive fatigued or drive maintenance.
One of the crucial points to Labor’s commitment is that it will include workers in the gig economy.
This has become even more important following Deliveroo, one of Australia’s largest food delivery companies, exiting the market in late 2022, leaving thousands of workers without a job in the blink of an eye.
GIG TSUNAMIIt may seem that gig economy workers operate in a vastly different realm to those in trucking, and of course there are separate challenges between an UberEats delivery rider and an owner-driver. But we have seen the insidious infiltration of the gig tsunami in this country. We’ve seen Amazon undercut traditional transport operators by offering basement-level pay and conditions, with FedEx following its lead by exploiting owner-drivers in a similar gig-style model. Deliveroo’s exit, like Foodora’s before it in 2018, shows the potential consequences of a lack of regulation in transport. The gig economy has the potential to be an existential threat to the industry as we know it if it is left unchecked.
Deliveroo refused to join the industry’s calls for reform and continually shifted the goal posts for workers to avoid all accountability. It was an outlier in an industry that has never been so united
as it is now, with even companies like DoorDash and Uber pursuing reform with us.
Deliveroo saw the writing on the wall: that soon, it wouldn’t be able to continue its exploitative model. It shows how urgently we need the Federal Government to act to stabilise our industry.
But what’s promising is that the remaining players who are willing to join together for a more prosperous industry only stand to gain from Labor’s commitments. That’s because with the top of the supply chain paying its fair share, the whole industry can prosper from a safe and just starting point that will allow all participants to thrive.
Just as importantly, there will be a forum for the whole industry to have input on decisions that will affect it and be able to provide advice and recommendations.
Self-interested players came out in droves to oppose Labor’s Secure Jobs Better Pay bill in late 2022. For Labor’s road transport commitments, we are one step ahead because we have come together as an industry with a united call for reform. But that doesn’t mean it’s going to be an easy win.
Over the next few months, we’ll be ramping up our fight for a better industry, and every single one of us must demand the change that will see road transport become safer, fairer and more sustainable.
By standing together, we can finally achieve the industry reforms necessary to end the squeeze on owner-drivers and small fleet operators, and set up the sustainability of national supply chains into the future.
2023 is our year – it’s time to get behind the fight.
“The gig economy has the potential to be an existential threat to the industry.”
What came first, the chicken or the egg? Why is the transport industry struggling to gain/ retain good operators? How do these 2 questions relate? Well, do we have an undesirable industry because of poor personnel take up, or do we have poor personnel take up because of an undesirable industry? I personally believe these go hand in hand.
Recently I was contemplating this. For many years we have practically given anyone with a heartbeat a licence. Pathetically low skill requirement and a total disregard for a basic level of health and fitness to be in control of a heavy vehicle set the bar low to begin with. We as an industry simply don’t care. There is no baseline.
I have in the last two years gained my pilot’s licence. This has given me a look into an industry in which to gain a licence you have to first pass an extremely stringent medical. This is not the disgrace most heavy vehicle medicals are.
Once the medical is sorted a massive amount of study and training followed by a stringent flight test that the moment you do something out of tolerance you’re back on the ground, train some more, fork out another $500 and try again.
One of my instructors has spent $90,000
to get to where he is now. Is this why pilots who are not paid substantially more than truck drivers are arguably more respected? Yes, I believe so.
I believe we have cheapened the industry. I believe the standard for licensing is pathetically out of sync with the skillset required to do the job safely and efficiently.
I am not saying an MC licence should cost tens of thousands of dollars, what I am saying is we need to lift the standards to obtain a heavy vehicle licence. It is simply too easy and that lowers the respect shown to our industry.
Two other big problems I see that need immediate rectification are as follows: Firstly, we cannot take our kids along anymore. ‘So what’ I hear the pencil pusher at the local grocery DC say. Well, I’ll tell you what. Those kids are not exposed to the
operation, loading and daily maintenance of heavy vehicles that previous generations were. They are not learning to think like a transport operator from an early age. If and when they go into transport, they are totally green.
Now in the eyes of the majors it is far better to have a totally green operator come in, and as long as they are in long pants, fluoro shirt and hard hat and read an A4 page of on-site rules, they will be absolutely prepared for the task at hand.
Secondly, we will not let our young people into the industry as heavy vehicle drivers before they are 19 years old. Well, this may come as a shock to the brainiacs that made that rule, but most kids a year or three after leaving school are lost to other industries and are not coming back.
My daughter is also a pilot, albeit in training. On Easter Sunday this year at 15 years of age, yes 15, she met the very stringent standards set by her instructors and the aviation industry as a whole and was sent up on her own for the first time – solo. That’s right, in aviation they don’t make people wait until they are in the second year of being an adult before they can gain a licence. What they actually do is teach them correctly, thoroughly and to a standard that not only keeps them safe but garners a respect that unfortunately our industry has given away.
We have major companies that go in and sweep up all the freight, so much they could not possibly handle themselves. Then, after gouging the profitability out of it, they so kindly offer it to the smaller and I must say far superior operators at a rate that sends good operators out of the industry with such a bitter taste that they won’t even drive someone else’s truck. Good operators lost. That’s okay, they’ll replace them with someone inexperienced who is willing to work for less and so lower our industry standards even more.
After years of customers despising transport rather than seeing it as the vital link between them and the consumer. After years of transport companies treating drivers like they are a dime a dozen, rather than the sole entity guiding not only their expensive equipment, but their customers products to the consumer. After years of drivers accepting working hours for nothing without proper superannuation and holiday pay. After all this I fear our industry is in an unrecoverable dive.
All these things add up to an industry that has not just lost but given away its self-respect. Transport companies accept it, drivers accept it, so naturally the general public expect it.
Back to the chicken and the egg, how do we fix our industry? Do we gain respect and attract higher quality transport operators? Or do we attract higher quality transport operators and gain respect?
Just like the chicken and the egg one cannot exist without the other.
While we have high profile companies along with well-known media personalities pardoning inexcusable behaviour of drivers, we are accepting a dim future.
When we as a whole industry raise the bar, set and demand proper standards, maybe we can look forward to earning much needed respect.
Who knows, we may even attract some new people whose standards are already set where our industry’s should be set.
“They’ll replace them with someone inexperienced who is willing to work for less.”
The Australian Trucking Association (ATA) has reiterated its argument that the National Transport Commission (NTC) be abolished.
“Just 12 months ago, the NTC released a paper recommending a cut in drivers’ wages of 25 per cent,” the ATA says.
“This year the NTC has continued to frig about with the heavy vehicle national law.”
The ATA say the situation is so bad that ministers have appointed a higher level steering committee to get the NTC under control.
“Sack ’em (the NTC), we say.”
The ATA says that one of the thorny issues it has raised is getting action eliminating the outdated broken permit scheme.
“Neither industry nor governments are coping with the volume of applications and this blockage can cripple the economy.
“It was the original efforts of the NHVR (National Heavy Vehicle
Regulator) in this area that forced Tasmania to intervene to protect the state’s economy.
“The Tasmanian automated access system is one option. The NHVR is also spending a lot of money for little result to date.”
The ATA maintains that it is neutral on the technology but demands the following action:
• get rid of duplicated permits now • one approval should apply to all similar vehicles by notice
• the repeat bridge assessments stopped.
The ATA says the unseemly bureaucratic brawls that are breaking out should be stopped.
“The ATA continues to hear about attacks from the NHVR on Tasmania and its scheme, Austroads, ALGA and anyone else in the firing line.”
The ATA says the NTC should stop and focus on the national economy. It also points out that there are no women on steering committee, as well as no industry representation.
Businesses come and go in Victoria, so the longevity of the ever-popular Routley’s Bakery means the team must have a secret ingredient.
Routley’s Bakery is a successful Geelong-based business with a focus on pies, breads and cakes. There are 10 flagship stores Victoria-wide, with Routley’s Bakery supplying many cafés and restaurants with their gourmet goods, along with school canteens, and tuckshops at sporting facilities and football clubs across the region.
Speaking from a typically cold but clear Geelong, Sam Routley is the third generation of the Routley family running the bakery business and describes how this might play a part in their recipe for success.
“I’m in North Geelong at our main baking facility, overseeing the distribution, packing and wrapping of products, which is part of my role as operations manager.
“My grandparents started the business back in 1947, they had five children and the five children are all in the family business,” he says. “So, it’s become very family orientated.
“Now the next generation have done their apprenticeships and are working at Routley’s Bakery, four generations deep in baking for the family name.”
With such a time-sensitive product, Routley’s Bakery requires complete reliability from its Isuzu transport fleet.
“We’re very service orientated. Customers will put in their order six days a week and we’re super reliant on our fleet to get the product to our customers every day, without fail.
The great service Routley’s Bakery receives down at Geelong Isuzu keeps the fleet operational and always on the road.
Service is a top priority for Routley’s Bakery not only with their own customers but with their strong reliance on their Isuzu fleet, which is vital to business operations.
“Our latest truck is a long wheel base FRD 110-260 Auto fitted with a Thermo King fridge body and a rear tail lift. We’ve had it seven months now and it’s exactly what we needed,” Sam explains.
The FRD 110-260 has a GVM of 11,000kg and GCM of 16,000 to 20,000 and with a 10-pallet capacity build out the back, there’s not only plenty payload, but acres of space to build genuine efficiencies into their daily delivery routing.
The fleet has been built up slowly over time in-line with the bakery’s expansion increase, with the relationship between the Routley’s and Isuzu Trucks stretching back to the ’90s.
“Our Isuzu fleet is on the road early six days a week,” Sam says. “But the trucks do have a day off on Sunday.”
With an eight-truck fleet on the road already, Sam has plans expand within the next 12 months due to continued growth.
“We have tried other trucks at times to mix up the fleet but with Geelong Isuzu’s incredible service and reliability I know there won’t be issues,” Sam said reflecting on the business relationship.
“We did try the competitors and it wasn’t a smooth process in the end, or anywhere near the reliability we needed.”
In a marriage of convenience of sorts, the
Geelong Isuzu dealership and servicing arm happens to be located fortuitously directly opposite the bakery itself, a level of accessibility that works to keep the fleet on the road.
“Our fleet travels the Geelong and Surf Coast region, and the FRD 110-260 travels to Melbourne delivering a massive amount of food and produce, which is then divided into the fleet of Isuzu N-Series trucks that service the Western suburbs of Melbourne,” Sam explains.
“We also have a truck that drives to the eastern suburbs of Melbourne, which then delivers to another distributor there.”
“The whole fleet covers a combined 1,200 to 2,000 kilometres every day!”
“If there’s an urgent issue, Geelong Isuzu always will always have our truck back to us on the same day!” he points out.
“For routine servicing we drop them off and then Geelong Isuzu brings the truck back in the afternoon. Without the trucks on the road, products get left in the factory. That’s why we continue to buy Isuzu because they don’t let us down and we don’t have downtime waiting on repairs or servicing.”
With fleet expansions in the works and more demand than ever for their award-winning bakery range, it will
be exciting to see what happens next for Routley’s Bakery.
“We know we’re sticking with Isuzu Trucks because they’ve got the right formula for their business…a balance between their outstanding product and fantastic customer service and truck servicing.
“With that level of reliability, it’s no wonder they are leading the field and that’s why we partner with Isuzu Trucks.
“We like partnering with the best!”
“THE
As Volvo Group Australia prepares to add battery-electric prime movers and rigids to its model line-up later this year, Paul Ilmer, the company’s selfconfessed true believer in the viability and certainty of electric trucks, details the current state of play. Steve Brooks reports
In many ways, Paul Ilmer is the epitome of the quiet corporate achiever. The bloke in the background, always there, always thinking and no doubt, always influential.
Yet, despite a somewhat deferential demeanour, he does not go unnoticed. Indeed, when he was a regular Volvo Group Australia (VGA) representative at Truck Industry Council meetings, where senior executives from all brands converge to advance the interests of Australia’s truck and component suppliers, some top level competitors openly rated him as a highly capable and impressive executive performer.
An unassuming smile and simple “sometimes” are his only admission when asked how often executive poachers have come calling. It seems,
however, it would take something very special and hugely lucrative to entice an end to almost 20 years with VGA: And now more than ever as Volvo races headlong into the era of battery-electric trucks, with an eager and passionate Paul Ilmer apparently thriving at the pointy end of the process.
The way he sees it, this is the future unfolding and while his official title is vice-president of engineering technology and business development, reporting directly to VGA chief Martin Merrick, it’s a candid Ilmer who concedes he has willingly become the company’s ‘go to’ figure for all things electric.
It all started, Paul casually explains, about four years ago when he needed little encouragement to look into the broadly evolving e-mobility market and consider VGA’s opportunities and obstacles. Soon enough, it was consuming at least half his time before two years ago, as the introduction of electric trucks became inevitable, the role became full-time. So, while others continued with the day-to-day ICE (internal combustion engine) business, Ilmer was tasked with building the platforms for the integration of electric trucks into VGA’s model range and in the process, trying to make e-mobility “as normal as possible.”
Instead of the Truck Industry Council, he’s now a member of the Electric Vehicle Council and it’s a frank Ilmer who asserts that as interest in electric vehicles has gathered pace so, too, has the demand for information from industry and business groups.
“In all honestly,” he says earnestly, “we haven’t gone to our customers about electric trucks, they’ve come to us seeking our response on things like sustainability and how electric models impact their costs.
“A lot of our early development work with operators has been simply consultative.”
As he was quick to mention though, consultation has extended well beyond the road transport industry. Big business also wants to know as much as possible about this new era of automotive electrification and the day after our meeting in Sydney, he was speaking as an invited guest at a sustainability forum hosted by the Commonwealth Bank.
Surprisingly perhaps, Paul contends VGA’s move to electrics has been relatively free of significant issues. “So far, issues are very few,” he said, adding that somewhat surprisingly, battery charging has not been cited as a major impediment to
Opposite top: Volvo Group Australia’s Paul Ilmer. Busy responding to demand for detailed information on electric trucks from industry and business groups
Opposite middle: By 2026, Volvo Group Australian plans to be building battery-electric trucks on the same line as diesel models at its Wacol plant in Brisbane
Above: Early FH Electric production model on the road in Sweden. Australia will soon be following suit
“The greatest challenge remains the lack of regulatory approval for a 7.5 tonne front axle allowance.”
the introduction of electric trucks.
Of course, that may change if recharging infrastructure develops too slowly but with Volvo’s new FH and FM heavy-duty electric models set to join their smaller FL and FE siblings in VGA’s stable in the back-half of 2023, he emphasises the greatest challenge remains the lack of regulatory approval for a 7.5 tonne front axle allowance.
As a forthright Paul Ilmer commented, the FM Electric and FH Electric are fitted with six 500kg batteries to deliver a driving range of around 300km and obviously enough, the combined weight of the batteries overloads the current 6.5 tonne steer axle allowance. Thus, as he bluntly points out, the whole electric truck proposal for carbon neutrality falls on its face if there’s no regulatory concession for a 7.5 tonne allowance on the steer axle.
Subsequently asked if VGA is assuming too much in its bid for a heavier steer axle allowance when, historically, bureaucrats and politicians have been averse or at the very least extremely slow to agree to higher axle weights without industry concessions in return, a thoughtful Ilmer answered, “Perhaps, but it needs to be done if we want carbon neutrality.”
Nonetheless, he admits to cautious confidence that the social, industrial and political pursuit
of carbon neutrality is a major driver for the introduction of electric vehicles in general. Moreover, he agrees the election last year of the Albanese federal government provides a more positive
Meantime, VGA is preparing to start road trials of its heavy-duty battery-electric models, with an FM Electric first to hit the road. While he wouldn’t be drawn on timelines or locations for the trial in the lead-up to FM and FH electric trucks going on sale, he said the models are likely to carry the same 44 tonnes gross combination mass rating as their Swedish counterparts.
Yet as he was similarly quick to emphasise, there’s more to their introduction than simply running trials over various routes. Critically, there are many protocols to be determined, not least the development of major training programs at dealer and service levels.
Safety, for instance, is a vital issue in both the commissioning and decommissioning of a 600 volt electrical system, while driver training programs will be essential to guide the operational transition to battery-electric trucks, including recharging requirements.
So, too, will sales processes require a new approach, Paul explained, citing the creation of an Electric Range Simulation (ERS) program for determining the suitability of an electric truck for a proposed application. As he remarked, a batteryelectric truck won’t be suitable for all applications,
and it’s to the proposed buyer’s advantage that an ERS report accompanies each sales order to determine the truck’s suitability for a particular task.
However, with reports that an electric truck will cost as much as three times more than an equivalent diesel model, pricing could be an early detriment for electric trucks. Paul Ilmer acknowledges that while price shock could be an issue, he equally asserts there’s no confirmation on price at this stage and that the ‘three times’ figure may prove to be overstated. Time will tell.
Whatever the issues, it is an entirely adamant Paul Ilmer who insists that VGA is on track to make electric trucks a major part of its product portfolio and vitally, well advanced with plans to build electric models on the same line as diesel counterparts at its Wacol (Qld) factory by 2026.
Much further down the technological path, he’s confident hydrogen-fuelled electric trucks will eventually become a reality but concedes, “Hydrogen is still a long way down the track.”
Likewise, electric trucks do not mean the end of diesel. Not by a long shot. “We’ll be using diesel for decades,” said a definite Paul Ilmer, emphasising Volvo’s commitment to ongoing research and development into diesel engine efficiency.
Still, in the next breath it’s a blatantly optimistic and confident Ilmer who contends that by 2030 up to 50 percent of VGA’s production at Wacol could be battery-electric trucks.
“We’ve gone from baby steps to big strides in a very short time,” he concluded.
“VGA is preparing to start road trials of its heavy-duty batteryelectric models, with an FM Electric first to hit the road.”Above: An electric powertrain being assembled at Volvo’s Tuve plant in Sweden. An Australian test unit has already been built with plans to start trials here within a few months platform for the electric vehicle industry.
Isuzu Australia Limited (IAL) welcomes the new vehicle emission standards that will come into effect for heavy vehicles from November 2024, however IAL director and chief operating officer Andrew Harbison says the federal government still needs to provide some certainty to Australia’s road transport industry about the cut-off date for the instant asset write-off tax scheme
reducing the emissions of Australia’s road transport fleet. This is particularly important given the increased demand for road transport equipment to meet the year-on-year growth of the freight and logistics industries.
The continued and heightened demand for road transport capital equipment places additional pressure on the need for clarity on the instant asset write-off scheme as we approach June 30, 2023, the date by which eligible assets must be first held, used or installed.
If completed (including body builds) trucks aren’t delivered by this date, the customer will miss out on the instant asset writeoff tax break.
It’s an unforgiving position for all parties, given current global supply-chain challenges, which have coincided with unprecedented demand for trucks, globally and domestically.
In Australia, these supply chain challenges have meant that the volume growth for heavy commercial vehicles has not been evenly spread across the market.
At the close of 2021, the total Australian truck market volume was up 8 per cent on the prior year, yet for Isuzu, market volume at year end was up a massive 24 per cent and the leading heavy-duty truck OEM in Australia experienced 34 growth volume growth.
In 2022, the total market volume is up market volume is currently up only 5 per cent, yet Isuzu is managing an additional 31 per cent volume throughput, such is the demand for product and Isuzu’s ability to supply into the local market.
The October 25 federal budget was the perfect opportunity for the new Albanese government to announce an extension clause for the eligibility of capital equipment purchased under the instant asset write-off scheme, but not delivered by the current expiration date for the scheme of June 30, 2023. Unfortunately, no clarity has been provided.
A few days before the budget was handed down, Transport Minister Catherine King announced Euro VI (Stage C) requirements will be phased in for newly approved heavy vehicle models supplied from November 2024 and existing heavy vehicle models still being supplied to the Australian market on or after November 2025.
This long-awaited news comes more than 11 years after Australia mandated Euro-V requirements on new heavy vehicles, and as European countries begin planning the introduction of Euro 7 standards to tackle emissions from tailpipes, brakes and tyres for light and heavy vehicles.
The new Australian heavy vehicles emission standard provides certainty both for heavy vehicle Original Equipment Manufacturers (OEMs) in their future product development and release programs for the local market. Australian road transport operators also benefit from access to the latest equipment and technology, and the regulatory change demonstrates further progress on the immediate path to
The increased demand and supply chain disruptions have meant lengthy delays in new vehicle deliveries here in Australia.
Using the passenger car market as an example, the average wait time for a new car in Australia in October is 152 days, compared to just 30 days in January 2019. Car buyers in the Northern Territory face the longest wait of 297 days – almost 10 months!
In the truck market, depending on the model, body build and location, the time between order and delivery can extend out to 12 months. OEMs are under immense pressure to be able to deliver finished trucks to Australian businesses.
It’s also important to note that the current cut-off represents a serious issue to businesses far beyond truck OEMs. There are multitude of affiliated businesses, from body builders to component suppliers that are also heavily affected by the current deadline.
Custom truck body builds involve complex engineering and fabrication and inputs such as skilled labour are also in short supply, let alone the raw materials required.
The financial, workforce and broader long-term industry viability must be accounted for in the considerations around extending the current deadline to reflect orders placed rather than delivered.
We’ve been hearing whispers and rumours for well over a year that Cummins is undertaking a major Australian engineering exercise and field trials of an entirely new 15 litre engine.
And we mean ‘entirely new’, with nothing more in common with the current X15 than pistons that go up and down, red paint and a Cummins stamp on the rocker cover.
To date, however, that’s all it has been – whispers and rumours, with only occasional snippets of information seeping from random sources about an engine known to some as an M15 and to others, MX15.
Whatever it’s called, we can now confirm that several of these significantly lighter and livelier
In this exclusive first report, Steve Brooks discovers an entirely new engine being primed to provide the driving force of a bold model development at Paccar Australia
15 litre Euro 6 engines – as many as five, we understand – are busily notching up big kilometres to iron out the bugs in a trial program which will precede the launch of a major product release by Paccar Australia in the next year or so.
The centrepiece of Paccar’s plan is a high horsepower, Cummins-powered DAF flagship based on the superbly equipped XG+ model launched in Europe in 2021.
As we’ve reported several times, the Cummins-powered DAF project is being jointly developed by Paccar engineering teams in Europe and Australia, with Cummins an integral part of the development effort both here and at DAF headquarters in the Netherlands. No question, the new engine is the key to the success of the entire exercise and for Cummins, the pressure is on to not only iron out bugs but ensure the performance and efficiency levels expected by Australian operators.
As we reported well over a year ago, ‘There is no shortage of talk about a new DAF cab being close to release in Europe and likewise, emerging rumours of an entirely new, lightweight big bore global engine from Cummins.’
As we further speculated, ‘It is becoming more apparent that Cummins is on the cusp of announcing a highly advanced and completely new global engine. Built on a sculpted ladder block similar in principle to the livewire Cummins X12 engine, the new powerhouse is believed to be as much as 250kg lighter than the
Above: Southbound on the Pacific. On the outside it’s just another new K200. Underneath, it’s an entirely new powerhouse
Below: This isn’t the actual test truck but Newcastle-based AJM Transport was one of the first to trial the new 15 litre Cummins
“Weight loss has also been achieved with inclusions such as a composite oil pan.”
Top, L to R: Exhaust packaging suggests there’s something peculiar about this particular K200; The badge says X15 but what sits underneath is something far different
Above: The new 15 litre engine is not only significantly lighter than the X15, it’s also physically smaller
Right: Climbing Coolongolook. It’s early days and performance and fuel results are still being acquired
current X15, consequently easing the burden of high front axle weights that currently trouble the set-back front axle designs of many European brands punched by big bore engines.
‘In performance terms, it won’t surprise if this entirely new Cummins hits the market with up to 660hp and 2300lb-ft of torque.’
Neither Cummins nor Paccar have been forthcoming with confirmation of our reports, but nor has there been any denial.
As our exclusive photographs show, however, Lindsay Transport is a high profile fleet with at least one of the engines notching big kilometres in a new Kenworth K200 on B-double shuttle work. Actually, word has it there’s also a Cumminssupplied K200 engineering trial unit doing the rounds at Lindsay.
What’s more, Lindsay Transport is certainly not the only company with trial engines. According to other sources, one of the first outfits to run the new engine was AJM Transport based at Newcastle.
Technical details of the engine are obviously being closely guarded but after a close look and a few quiet conversations, a number of facts have emerged. A single cam design, it uses a rear geartrain assembly which not only helps harness noise levels but also aids installation in cab-over models.
Further, while the sculpted iron block is a major contributor to reducing weight and enhancing overall strength without resorting to the cost of graphite iron, weight loss has also been achieved with inclusions such as a composite oil pan.
It’s also understood the new engine can endure substantially higher peak cylinder pressures than the current X15, thus enhancing overall power density and efficiency.
Critically, this new generation 15 litre engine is built by Cummins in China, in what the engine maker insists is the most
advanced engine manufacturing facility in the world.
It is, of course, still very early days in the Australian testing program and the fact that engines are being trialled in Kenworth cab-overs suggests the new Cummins will be also eventually offered in Paccar’s premier brand, but most likely only after it officially surfaces in the new DAF XG+ flagship, perhaps in another year or so.
Nor would it surprise if there were already quite a few XG+ models with the new Cummins being rigorously assessed at DAF facilities in Europe and somewhere in and around Paccar Australia’s Bayswater (Vic) headquarters.
Whatever, these are exceptionally exciting times for both Cummins and Paccar Australia, building the platform for an entirely new and potentially market-shaking addition to the heavy-duty product portfolio. Much hinges on the success of the project, for both companies.
If there’s one thing we can be entirely sure of, it’s that engineering and product development teams at Paccar Australia and Cummins will leave nothing to guesswork or naïve hope in the creation of a premium DAF model tailored specifically for the Australian market.
What’s more, while it’s likely the new model will be initially marketed alongside its iconic K-series counterpart, it’s easily conceivable that commercial (price) considerations will ultimately make the Dutch truck the dominant cab-over in Paccar Australia’s portfolio. Kenworth traditionalists may shudder at the thought, but what’s being prepared now is undeniably Paccar Australia’s path to tomorrow.
Stay tuned, because this story still has a long way to run before the curtain eventually comes up to reveal arguably the most enthralling and exciting new model development ever initiated by Cummins and Paccar in this country.
“It’s likely the new model will be initially marketed alongside its iconic K-series counterpart.”
Continental Tyres has announced that its Conti Hybrid HT3 (CHT3) Gen 3 Intelligent Tyre is now available in Australia.
Continental says that the CHT3 Intelligent Tyre is its latest technology in intelligent trailer tyre advancement, designed to increase fuel efficiency and reduce operational costs for fleet operators in long-haul transportation.
The CHT3 Intelligent Tyre is claimed to be the first trailer tyre of its kind, featuring factory-fitted tyre-pressure monitoring systems (TPMS) sensors.
As transport operators and fleet organisations continue to face high operational costs due to fuel consumption and vehicle downtime, efficiencies in digital tyre monitoring is a vital component in the pursuit of maximising productivity and getting vehicles back on the road, according to Continental.
The tyre manufacturer says it aims to alleviate these challenges and offer a complete digital solution to operators with the introduction of the CHT3
Intelligent Tyre to the Australian market.
Continental Tyres points to its records that show customers with 10 per cent underinflation are able to save up to $1000 per vehicle annually with its monitoring system – Continental Digital Solutions.
Iveco Australia has advised that its dealer network is now taking customer orders for its new S-Way range. The first of these vehicles are expected to arrive in Australia in the first half of the year.
In the meantime, Iveco says it is now in the final stages of local validation and testing of the new range, which has seen several models in rigid, single trailer and B-double configuration travel the country under full working conditions.
Iveco points out that, as part of the program, B-double variants also operated for extended periods at full 70 tonne GCM to ensure the reliability and robustness of the vehicles.
Available in the S-Way line-up are 4x2 and 6x4 prime movers and rigids in 6x2, 6x4 and 8x4 configurations. Three Euro 6-rated engines will be offered across the line-up with five output options, delivering power and torque that spans from 340hp (251kW) and 1400Nm to a range-topping 550hp (419kW) and 2500Nm.
Coupled to the engines is Iveco’s highly regarded Hi-Tronix automated manual transmission in 12 and 16-speed guise, which is
said to ensure seamless gear changes, torque optimisation and an extended operating life.
Other features of the driveline include anti-idling capabilities and Eco Mode Plus, both functions that are reported to reduce fuel use.
Iveco says that also assisting fuel efficiency and reduced operating costs is the S-Way’s aerodynamic cabin design. This encompasses a reshaped roof, optimised mirror design, high efficiency A-Pillar covers, and a host of other new styling introductions has resulted in a cabin that provides a 13.5 per cent CX coefficient improvement over previous heavy duty Iveco models.
With safety in mind, Iveco states that it will continue to deliver a wide range of active and passive technologies in the S-Way, including
The
emergency braking, adaptive cruise control, lane departure warning system and an even stronger reinforced ECE R29.03compliant cabin.
“Inside the cabin functionality meets comfort, with an ergonomic dash and cluster layout, abundant storage and a raft of new driver appointments,” Iveco Australia says.
“Also new is Iveco Driver Pal, which is available in the top spec 550hp model.
“Iveco Driver Pal is a technology that allows drivers to fully interact with their vehicles and operate all in-cabin controls through voice commands.”
Iveco advises that further S-Way details will be provided closer to the launch date.
Continental says the CHT3 Intelligent Tyre revolutionises tyre management and monitoring via real time tyre pressure and temperature readings, substantially increasing the accuracy of the readings on longhaul trips.
Factory fitted within the tyre, TPMS sensors allow users to monitor their tyres via the Continental Digital Solutions platform. This integration minimises inconsistencies and irregularities in tyre condition and tyre wear, improving the tyre performance.
Continental says it has incorporated core technologies into the CHT3 Intelligent Tyre to further optimise tyre performance. The TPMS sensors are reported to enable trailer operators to receive tyre information and related alerts through Continental Digital Solutions to enhance road safety for users.
“In line with our vision to provide intelligent technologies for mobility, through our tyre expertise and digital solutions, we deliver a safer, smoother, and efficient experience for fleet operators with our CHT3 Intelligent Tyre,” says Mitchell Golledge, Continental Tyres’ managing director – Australia and New Zealand.
“It simultaneously provides improved performance and costefficiency for operators.”
With industry-leading innovations, Continental Tyres says it is bringing an intelligent premium line-haul trailer tyre to the Australian market.
It adds that the CHT3 Intelligent Tyre is made for a variety of trailers and works efficiently in conjunction with other Continental Digital Solutions components.
The first DAF LF with the brand-new Paccar driveline has been delivered to Farnborough Van & Truck Hire (FVTH) in the UK, a leading rental and contract hire company with a fleet of over 600 trucks.
“The new powertrain takes city distribution to the next level as it really does bring passenger car-like driveability, combined with the lowest fuel consumption,” says FVTH managing director Tim Houghton.
For up to 7 per cent higher fuel efficiency, DAF recently introduced a new array of powertrains for the LF distribution truck series. The range features completely redesigned Paccar PX-5 and PX-7 engines and a new automatic 8-speed PowerLine gearbox.
The redesigned Paccar PX-5 and PX-7 engines – seven ratings in total – boast a lightweight yet strong compacted
graphite iron block, low-friction pistons, new efficient compressors and a new waste-gate turbo. The engines (with outputs from 124kW/170hp up to 227kW/310hp) are reported to develop peak torque at even lower engine speeds, supporting down-speeding and thus class-leading fuel efficiency.
Part of the new DAF LF driveline is the new 8-speed, fully automatic PowerLine transmission. Powershifting without any torque interruption enables smooth shifts and quick throttle response, resulting in excellent comfort and driveability.
An ‘urge to move’ function is said to deliver outstanding low-speed manoeuvrability while the large spread of ratios, including a double overdrive, together with ‘lock-up’ from first gear, helps to deliver significant fuel saving benefits.
Combining modern looks, brilliant output and tough construction that will meet the heavy demands of commercial vehicle and offroad applications, Narva says its new Model 38 and Model 45 clear lens LED Rear Combination Lamp variants, deliver both form and function.
Power steering systems with intermittent system temperatures greater than 120 degrees C will damaging pump and gear seals as well as power steering hoses, decreasing the reliability of the power steering system and increasing maintenance costs, warns power steering specialist Hydrosteer.
High fluid temperatures can be caused by incorrect pump specification, worn or damaged steering gears and poorly maintained kingpins to name but a few causes. Heat is the enemy and slowly overtime it can cause premature failure of components. The hotter the system runs the quicker this occurs.
Hydrosteer says its Coolflow Coolers have stood the test of some of the harshest environments in Australia. The company points out that it has been installed on many vehicles which regularly complete long
haul, high ambient temperature environments such as Perth to Darwin.
Hydrosteer advises that Coolflow Coolers are effective at lowering the power steering system temperature due to the highly efficient and robust fin design that is mechanically strong to resist stone damage.
In addition, with the use of a highly thermally conductive aluminium alloy that rapidly pulls heat from the power steering system fluid and dumps it into the air, it reduces the overall heat load faced by the power steering pump, gear, and hoses.
Hydrosteer says Coolflow Coolers are simple to install and are proven to reduce the heat load on not only power steering systems but can also be used to assist with temperature reduction of fuel, transmission and differential oil systems.
Narva explains that the lamps are clear when off and coloured when activated. It adds that the new models are fully load legal complying with ADR 49/00, ADR 6/00 and ADR 1/00, while also being fully sealed and waterproof (IP67 rated), making them well suited for use both on and off the bitumen. Further aiding the lamps’ performance is their virtually unbreakable polycarbonate lenses.
For heavy vehicles, Narva says the Model 45 is available in stop/ tail, rear directional indicator and reverse. It adds that the latest 9-33V LED Rear Combination lamps are the first within the Model 45 range to offer the clean and modern aesthetics of a clear lens.
Narva advises that the lamps are suitable for both vertical and horizontal fitment with the latest Model 45 lamps coming with a hardwearing rubber grommet. They are reported to be perfect for use on a variety of truck bodies, where strong light output and long wearing characteristics are a necessity. To aid installation, these lamps are also fitted with insulated bullet terminals.
Model 38 offers multi-voltage circuitry for both 12V and 24V operation and are available in stop/ tail, rear direction indicator and reverse. Narva says the slimline design (48mm H x 170mm W x 25mm deep) and clever optic engineering evenly spreads the light, this lamp aimed for use on ute canopies, 4x4 rear bars and on forklifts. The model can also also be used on a variety of Narva utility bars.
Narva points out that, for ease of installation and durability, the lamps also come with a 30cm hard wired and sheathed cable entry.
Australian express freight giant Team Global Express (TGE) has placed the largest order to date globally for Volvo medium duty electric and the largest order of electric trucks in Australia so far. In addition, TGE has ordered 24 zero-emission Fuso eCanters, part of a five-year TGE electric truck trial that also includes the installation of 63 chargers on site and a large battery system to store energy generated by a 400kW/h solar power generation system at its Bungarribee depot in Sydney’s Eastern Creek.
The zero-emission vehicle trial has been made possible thanks to a $20.1 million Australian Renewable Energy Agency (ARENA) grant drawn from the federal Driving the Nation Fund. TGE will also invest $24.1 million.
The Fuso eCanter is already in operation with leading brands including Australia Post, Bunnings, Coles, Centurion and Toohey’s.
Daimler Truck Australia states that the eCanter is the first electric truck from an original equipment manufacturer in Australia and the only electric truck in its class to feature active safety features.
“We are thrilled to partner with Team Global Express for this exciting project, which represents a dramatic step forward on the journey towards zero emission freight transport in Australia.
“This ambitious initiative shows what our industry can achieve with positive government policies and agencies like ARENA. We have no doubt this ground-breaking project will provide inspiration for many operators in Australia and are pleased the Fuso eCanter has been recognised as the best truck for this role,” Whitehead says.
For the Volvo FL Electric, a total of 36 have been ordered for the trial. These will be equipped with four 66kWh battery packs for increased range and improved charging performance. The FL Electric utilises a 600-volt single motor electric drive system as well as a 2-speed automated transmission and has a range of up to 300 kilometres.
With a GVM of 16,000kg, payload for
the quad battery FL is expected to be 5,900kg in this application.
The trucks will be fitted with 10-pallet van bodies and will become a part of the company’s Sydney metropolitan pick-up and delivery fleet.
“I’m extremely happy to see a valued customer such as Team Global Express take such a significant step towards zero-emissions transport,” says Paul Illmer, vice president Emerging Technology Business Development, Volvo Group Australia.
“Importantly it’s also a show of faith in our ability to deliver electric transport solutions that are efficient, productive and dependable business solutions.”
“We’ve had to put in some hard yards to ensure that we deliver a customer experience that is a step up from the status quo. Electromobility doesn’t have to be a compromise and ultimately, I feel we will prove this and more as these trucks take to the streets during 2023.”
“We provide an entire connected ecosystem around our electric vehicles, and this helps deliver both peace of mind and certainty when transitioning to zero emissions vehicles.
“Working with a partner that is as passionate and proactive about this transition as we are makes this order all the more rewarding.”
A determined advocate of the zero-emissions journey, Heather Bone, director of ESG for Team
Global Express, has been the driving force behind the move towards electrification.
“As an organisation we are committed to decarbonising along our intermodal supply chain.
“This is one of our first major steps towards becoming the most sustainable transport company and I can’t wait to see these trucks plying the streets of Sydney in the very near future.
“By collaborating with ARENA (the Australian Renewable Energy Agency) we have been able to make a big commitment to making our cities better places to be and contribute to a happier, healthier society.”
Christine Holgate, Group CEO of Team Global Express, says the pioneering trial will place Team Global Express at the forefront of electric vehicle adoption in the Australian logistics sector:
“I want to thank ARENA and Minister Chris Bowen (Minister for Climate Change and Energy) for this opportunity and their support under the Driving The Nation Fund. I would
also like to thank our employees, our union partner the TWU, and our board, who together have all made this trial possible,” Holgate says.
“This announcement is a very proud milestone for our people, our customers, our industry and our country.”
Holgate says it’s an important step toward progressing Australia’s pathway to reduce scope 1 emissions and secure a net zero future.
“This is the first project of its scale in Australian logistics, as such we are in a unique position to work closely with ARENA to share the knowledge we gain and provide this vital information for the benefit of the entire transport and logistics sector.
“This trial will not only address emissions, it will also give our valued employees at Bungarribee the opportunity to be trained on charging, driving and optimising the electric vehicles of the future.
“For Team Global Express, it’s a significant milestone in our vision to be Australia’s most sustainable logistics company,” Holgate says.
ABOVE: TGE’S Volvo FL Electric announcement. Pictured, from left: Federal Minister for Climate Change and Energy, Chris Bowen; CEO Team Global Express, Christine Holgate; CEO ARENA, Darren Millar, president and CEO Volvo Group Australia, Martin Merrick
Daimler Trucks Dubbo has opened its doors for business with the new dealership is now selling and servicing Fuso trucks and buses as well as providing service support and spare parts for Freightliner and Mercedes-Benz Trucks.
The new facility, situated on Boothenba Road, Dubbo, covers an area in the important Central West region of New South Wales.
The new Daimler Trucks dealership is backed by Dubbo local businessman Chris Gibson, who has drawn together a sizable team led by general manager, Damian Brewer.
Daimler Trucks Australia Pacific President and CEO, Daniel Whitehead, says he is pleased Daimler Trucks Dubbo team has joined the network.
“We are really excited that Chris and his team are committed to supporting Daimler Truck customers in the Central West region of New South Wales,” he says.
“They have a lot of experience putting the customer first and we know they will be a valuable addition to the Daimler Truck network in Australia,” Whitehead adds.
Brewer says he is thrilled the dealership is now open.
“We have drawn together a strong team to ensure that we can
CMV Truck & Bus Derrimut has been announced as Australia’s first fully certified Volvo Trucks electric vehicle (EV) dealer in Australia.
A team of individuals across the workshop, parts and sales departments at CMV Truck & Bus are reported to have
support our local Daimler Truck customers and every single one of us is excited to get started,” Brewer says.
“We have a lot of knowledge and a lot of enthusiasm and are committed to providing the support that customers from our region need to get on with their work.”
undertaken extensive training to become the first certified dealer in the country.
“We’re thrilled to have achieved all elements of Volvo Group’s rigorous EV certification process, allowing us to be the first certified Volvo Truck dealership in Australia” says Ross Greig, CMV Truck & Bus Derrimut branch manager.
CMV Truck & Bus Derrimut says its purpose-built facility offers state-of-the-art equipment and
Chris Gibson says Daimler Trucks Dubbo provides important coverage.
“There has been a gap without a Daimler Truck dealership in the area for a while, so we know Daimler Trucks Dubbo will be well-received and play an important role for our customers,” he says.
diagnostic tools, comprehensively equipped work bays, overhead cranes, underground pits as well as brake and suspension testers.
Further investments in these facilities and equipment has been made in order to service and maintain electric vehicles, with the site including dedicated bays for servicing electric trucks in addition to on-site charging stations.
The Volvo Trucks Certified EV Dealer program was designed to ensure that dealerships are fully prepared to support customers with electric trucks. Sales teams are trained to consult with their customers who are considering adding a Volvo EV to their fleet to ensure they are selecting the right model configuration for their operating requirements.
As part of the certification process, technicians received extensive technical training to ensure they have the skills and knowledge required to maintain electric vehicles. Technicians also received training in relation to safety procedures to follow when working with high-voltage systems.
“Our dealers are the backbone of our business,” says Martin
“We are a local business and are committed to a long term presence with Daimler Trucks Dubbo. Our customers can now be assured that our whole team is committed to help them operate their business in the best way possible with class-leading trucks and unbeatable service,” Gibson says.
Merrick, president and CEO of Volvo Group Australia.
“Qualified support personnel are vital on our path to zero emissions, and as newer, cleaner mobility solutions emerge we will always ensure that our dealer partners are at the cutting edge in terms of knowledge and competence.
“I congratulate CMV Truck and Bus Derrimut on becoming our first EV certified workshop.”
CMV Truck & Bus are a division of the CMV Group, a third-generation Australianrun family business. CMV has seven dealerships located across metropolitan and regional Victoria.
“We’re firmly focused on supporting our customers in the transition to more renewable energy sources and the new Volvo electric trucks are a significant step in this process, says Miles Crawford, CMV Truck & Bus general manager.
“We look forward to achieving EV certification for our other CMV Truck & Bus dealerships in the near future.”
to act without delay because of how far the pendulum has swung in favour of big corporates at the expense of our small businesses.
Cost-cutting in this industry has deadly consequences and will only lead to more dangerous roads and more operators struggling to make ends meet.
In recent months I’ve noticed a glaring trend in rates getting lower despite costs skyrocketing. It has become so difficult for us to pick up runs that would actually make us a sustainable margin – it must be time for the Australian Competition and Consumer Commission (ACCC) to investigate. The rates currently being offered are anything but fair or sustainable and are heaping further pressure on operators and drivers in Australia’s deadliest industry.
Operators up the chain from us blame their own tight margins, which clearly shows we need an investigation of the whole supply chain – starting with those at the top who ultimately hold the power over our rates.
We need to be paid fairly for the work we do. But this isn’t what I’ve been seeing lately, with loads being offered at alarmingly low rates, even from some of the bigger players.
The ACCC should share our concerns that rates are decreasing while costs increase. This trend will ultimately push more and more owner-drivers and small operators out of business. This could also cause some to take short cuts on maintenance and other essential obligations such as rest breaks, in order to keep their head above water.
Fair, safe and healthy competition is the cornerstone of a properly functioning supply chain, and Australia relies on the smooth operation of supply chains to keep the country moving.
We all know the cost of living –and of running a viable business –has reached new heights and we’ve been warned there’s much worse to come. Fuel prices are already sky high and the costs of running and maintaining our equipment has gone through the roof.
From the price of spare parts to truck maintenance and fuel – we’re fighting an uphill battle to cover our costs, with rising expenses running away from us at an alarming speed.
This isn’t to mention the extra pressure that abnormal weather patterns and floods have been causing. We need to take detours to transport freight safely and protect our equipment from the damaged roads, and that leads to us incurring extra costs. But instead of lifting rates to ease the pressure, or even keeping them steady, some companies have been trying to bring our rates down.
At the time of writing, I’ve been offered loads at substantially lower rates than usual over the last few weeks.
To name just one example, I was recently offered a run that was $700 to $800 lower than a standard rate for one leg. That’s not a small amount of money to lose during the best of times. But right now? If I was to accept that, I’d be working for virtually no profit.
When retail is booming, there is no justification from the top of the supply chain to cut costs in transport and push our businesses to the brink.
Overall, we need a body that can regulate supply chains by setting enforceable standards to tackle the root cause of the crisis in the industry. Of course, we have the Labor Government’s commitment to do this but we are not there yet.
In the meantime, the ACCC should be using its authority to oversee and enforce healthy competition throughout supply chains. It is critical
In another instance, I was offered a run from Brisbane to Sydney by one of the major players at another ridiculous rate. I worked out that if I accepted the load at the rate I was offered, I would’ve come away having made merely $300. And that wasn’t taking into account any other running costs aside from fuel, so when all costs were considered – it would have cost me to transport their load.
I don’t need to spell out why this situation is so alarming. And I’m not the only one who’s been staring down the barrel of low rates in recent weeks.
I’ve spoken to mates and fellow owner-drivers who have been faced with similarly low offers recently, which would leave them working themselves to the bone and walking away with essentially nothing to show for it.
Cost cutting at the top of supply chains does nothing but lead to a race to the bottom in rates and wages, safety and conditions – which spreads like a cancer through our industry.
As Australia’s independent authority that exists to ensure a fair, regulated market – it’s time for the ACCC to step in and investigate the low rates that are ravaging our industry.
To keep Australia running safely, we need to be paid viable rates. It is essential for the survival of our industry and those of us who operate it, now and into the future.
Engineered for Allison Transmission by Castrol, the technology and market leader for over 20 years.
