Owner Driver 361 February 2023

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Contents #361

8 SMOOTH PACIFIC HWY RUN ON THE WAY

The last pieces of the Brisbane-Sydney puzzle to be completed by 2028, bypassing nearly 20 sets of traffic lights

10 ROAD TRAINS HELP OUT WA FLOOD VICTIMS

A temporary exemption notice enabling road trains up to 53.5m in length to access the Kimberley region has been issued

14 WHEN GOOD TIMES ROLL

As most industry analysts

predicted, 2022 was a barnstorming year for new truck deliveries … the biggest on record

24 FRUITFUL TRANSITION

Over a 40-year period Shoobridge Transport has evolved from banana growing in northern NSW to an interstate transport business

32 MASTERPIECE IN MOTION

What better way to celebrate 20 years in business than the purchase of a big Mack Super-Liner – and a 100 Years Mack Anniversary model at that

44 KIWI TRUCKING ON SHOW

As in Oz, truck events have returned big time in New Zealand, but arguably the biggest of all is the biennial TMC Trailers Trucking Industry Show in Christchurch

58 REASON AND REALITY

This year, refrigerated freight specialist Lindsay Transport will notch 70 years in business and as part of a major fleet replacement program, take delivery of its 500th Kenworth

“As an employee it’s certainly a place where you’re made to feel part of the family.” 32

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SUBSCRIPTIONS

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Travelling companion

Truck driving, notably on the long hauls, can be a lonely lifestyle. It’s an acquired taste –some enjoy it, others have difficulties with the isolation, especially in remote areas where truck traffic is minimal. But thanks to today’s digital radio stations, a friendly voice is not too far away.

is no longer part of the festival. Many of the local Tamworth transport companies embraced the parade, however it has been explained to me by at least one operator that the Tamworth Council has opted not to run it due to safety concerns.

CEO John Murphy

I must confess to a degree of excitement when Prime Creative Media, the publishers of OwnerDriver, last year purchased its first radio station –Australian Truck Radio. Having been involved in music industry media back in the 1990s, it brought back memories of eagerly awaiting new music, attending album launches and interviewing artists, especially those from the friendly country music genre.

I hold dear the memories of attending the Tamworth Country Music Festival each January and watching with delight as the winners were announced during the Country Music Awards of Australia, better known as the Golden Guitar Awards.

I intend to return to Tamworth in 2024 for the first time in around 20 years, although I’m saddened to hear that the country music parade along Peel St

However, trucking and music has come together on air with gusto due to the aforementioned radio station – Australian Truck Radio.

The station’s founder, Simon Smith, has decades of experience in the field. As excited as I was with Prime Creative Media’s purchase of the station, I was personally delighted when Simon invited me to feature in a regular monthly slot to give my views on the trucking industry, as well as offering a snapshot of what’s happening in the music industry.

Listening to Australian Truck Radio is as easy as downloading the app on your smart phone or by tuning in on your computer via the website at www.australiantruckradio.com.au.

The combination of trucking and music via a digital station is a winner. But for every success, it’s not long before the copycats soon follow.

It’s up to each listener, but for my money, Australian Truck Radio is the breath of fresh air the industry needs.

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The Goods

Trucks to enjoy smooth Pacific run

“The M1 at Hexham is the last bottleneck on the Pacific highway between Sydney and Brisbane,” says Federal Member for Paterson, Meryl Swanson.

“This critical work will ensure thousands of vehicles keep moving, not only north/ south but also locals travelling back and forth from Maitland and Newcastle.”

The Australian and NSW governments are jointly funding the $2.1 billion M1 Pacific Motorway Extension to Raymond Terrace project on an 80:20 basis. The $2.2 billion Coffs Harbour Bypass project is being jointly funded, with $1.76 billion from the Australian Government and $440 million from the NSW Government.

The New South Wales Government has announced refinements to the design of the Coffs Harbour bypass, clearing the way for construction to begin in March.

The changes will affect the Englands Road, Coramba Road and Korora Hill interchanges, although Transport for NSW states that the overall design, including tunnels, has not changed.

Federal Infrastructure, Transport, Regional Development and Local Government Minister Catherine King says the design changes are minor but will improve traffic flow.

Once completed, road users will be able to avoid 12 sets of traffic lights through Coffs Harbour.

NSW Minister for Regional Transport and Roads Sam Farraway adds that once the Coffs Harbour bypass and the M1 to Raymond Terrace projects are complete, road users will be able

to travel between Sydney and Brisbane and not encounter a single traffic light.

Contractors have now been locked in for the M1 Pacific Highway Raymond Terrace extension, namely the John Holland/Gamuda Joint Venture and Seymour Whyte Constructions.

The project will include a 2.6km viaduct over the Hunter River and flood plain. Benefits will include up to a nine-minute reduction in peak period travel times and the bypassing of five sets of traffic lights.

The John Holland/ Gamuda Joint Venture will build the 10-kilometre southern section that extends from Black Hill to Tomago, and Seymour Whyte Constructions will build the five-kilometre northern section that bypasses Heatherbrae.

The M1 Pacific Motorway

extension is also predicted to reduce traffic volumes on the New England Highway which would improve traffic flow and access for motorists travelling between Newcastle and Maitland.

The Coffs Harbour bypass is predicted to be open to traffic from late 2026 and fully completed in 2027. The Raymond Terrace extension is expected to be completed by 2028.

SINGLETON BYPASS WORK UNDERWAY

Singleton’s biggest infrastructure project has taken a leap forward with early work commencing in January on the Singleton bypass.

The work will include installation of fencing along the corridor, demolition of existing buildings and relocation of utilities. Additional geotechnical investigations and surveys will also be carried out.

The project is being built under a design and construct contract with tenders expected to be awarded in mid-2023.

Following community consultation, the bypass will include a full interchange with Putty Road and a new 600-metrelong bridge at the southern connection.

The project will also be designed to cater for a later upgrade to a dual carriageway where required to meet future traffic demands.

The major work on the bypass is expected to start in late 2023 and it is due to open to traffic in late 2026, weather permitting.

The Australian Government says it has committed $560 million and the NSW Government $140 million to deliver the bypass.  Federal Infrastructure, Transport,

Regional Development and Local Government Minister Catherine King says the project represents a big boost for the area’s economy.

“The Australian Government is proud to be making a significant investment to bring this vital bypass to fruition.

“This will benefit communities and businesses around Singleton by boosting freight productivity while safely and more quickly connecting people with jobs and services,” King says.

“We know the real difference this can make for Australians, which is why our Government is investing in infrastructure like this right across NSW.”

NSW Regional Transport and Roads Minister Sam Farraway says once completed locals will be able to expect significant traffic improvements from the project.

“The eight-kilometre project will ease congestion on one of the Hunter region’s most notorious bottlenecks making the daily commute for motorist easier,” Farraway says.

“It will bypass five sets of traffic lights in Singleton’s CBD and remove about 15,000 vehicles a day from the town centre.”

The last pieces of the Brisbane-Sydney puzzle to be completed by 2028, bypassing nearly 20 sets of traffic lights

An artist’s impression of the new M1 extension at Masonite Rd, Heatherbrae

No more Big Banana views once the Coffs Harbour bypass is completed

Road trains helping WA flood victims

A temporary exemption notice enabling road trains up to 53.5m in length to access the Kimberley region has been issued

The Australian, Western Australian and South Australian governments and the National Heavy Vehicle Regulator have agreed to enact a National Class 3 Supplementary Access (Western Australia Assistance) Exemption Notice 2023 (No.1) which will remain valid until February 28.

Announcing the news, the parties said the temporary access would be provided to Class 3 vehicles to ensure the delivery of essential goods to north Western Australia and the Northern Territory via South Australia, in response to key freight routes closures caused by the recent flooding, which has been described as a one in 100 year event.

The Western Australian Government has also put in place permits allowing road trains up to 53.5 metres to travel between Coolgardie and the South Australian border.

Acting Federal Minister for Infrastructure, Transport, Regional Development and Local Government Madeleine King says the notice will allow increased freight capacity on alternative road networks to keep essential freight moving to affected communities.

Acting Western Australia Minister for Transport, Planning and Ports John Carey says the road network has been significantly impacted by the floods and allowing larger road trains on the network between Coolgardie and the South Australian border would help to maximise freight into the region.

“This exemption notice will ensure those longer road trains can continue their journey on the South Australian side of the border, and I want to thank both the Commonwealth and South Australian Governments for their cooperation on this issue, and the assistance they’re providing to the communities impacted by this flooding emergency,” Carey says.

“Allowing for larger road trains

means we can move freight more efficiently by road to parts of our state’s northwest and the Northern Territory.”

South Australian Minister for Infrastructure and Transport Tom Koutsantonis says the notice will allow Class 3 vehicles to travel from the Lincoln Highway and Eyre Highway to provide a safe and efficient alternative route into Western Australia.

“This is a common sense solution that will keep freight routes open and operating during this difficult period,” Koutsantonis says.

NHVR CEO Sal Petroccitto says the notice would allow the heavy vehicle industry to do what it does best.

“Time and time again, we see

the heavy vehicle industry do an incredible job of helping Australians in need,” Petrocitto says.

“We continue to collaborate with government, industry and the community to ensure the supply of essential goods to all Australians, and advocate for a safer, efficient heavy vehicle industry.”

“While this notice is in place, I urge road users to be patient and cautious when driving near road trains.

“Road trains are much longer vehicles and road users should only overtake if there is a very long, straight stretch of road where they can see there’s nothing ahead.”

The flood emergency in Western Australia has left thousands of residents isolated and prompted emergency funding support to assist the recovery.

On January 7 in Perth, the Lord Mayor’s Disaster Relief Fund was announced as the main disaster relief option for anyone keen to donate towards the recovery, with more than $5.2 million pledged so far.

More than 100 people have been rescued from the floodwaters, which continue to rise at communities in the Fitzroy River Catchment including at Looma, Willare and Camballin.

The clean-up efforts are expected to be both complex and costly.

LIMITED TIME LEFT FOR SAFETY PROJECTS GRANT APPLICATIONS

The National Heavy Vehicle Regulator (NHVR) as advised the heavy vehicle industry that submissions for crucial safety project funding will close on February 20.

The funding for the projects is being made available through the NHVR’s Heavy Vehicle Safety Initiative.

The Australian Government will provide approximately $4 million towards Round 8 of the HVSI, to support tangible, implementable industry-led heavy vehicle safety projects that address an existing issue for the transport and logistics sector and all road users.

NHVR CEO Sal Petroccitto states that the HVSI grants enable industry to spearhead their own safety project and establish their position as leaders in the field for heavy vehicle safety.

“I encourage those with a tangible project idea to apply for HVSI funding and help keep heavy vehicles moving safely and efficiently,” Petroccitto says.

Infrastructure, Transport, Regional Development and Local Government Minister Catherine King says the Australian Government’s contribution to the latest round of HVSI funding is a golden ticket opportunity for the heavy vehicle industry and its supply

chains to improve road safety at the coalface.

“Ideas for project topics include driver or supply chain skills and training, vehicle safety technologies and improvements, or heavy vehicle educational tools and resources,” King says.

“A new year is the perfect time to reflect and look at how we can improve day-to-day operations and safety on our roads.”

For more information on the HVSI program, including the submission process and eligibility, visit  www.nhvr.gov.au/hvsi.

Feedback sought on NSW rest areas

The NSW state government says it is encouraging truckies and the freight industry to participate in consultation to improve heavy vehicle rest stops across the state.

NSW regional transport and roads minister Sam Farraway says the initiative is important because it helps the government address gaps in the rest stop network and ensure facilities meet the needs of drivers.

“The road freight industry is critical to our state’s economy, from big business and farmers to retailers and consumers. We all rely on these drivers to ensure our goods get to us quickly and efficiently,” Farraway says.

“It is important that we provide quality facilities that support heavy vehicle drivers and improve road safety. Up north in Clybucca

we have installed outdoor fitness equipment for truckies to use so they can stretch and get exercise in after a long period on the road.

“The NSW freight task is expected to grow by 34 per cent by 2061 and the NSW government is doing everything to support this growth, which will ensure our supply chain is efficient, our economy is strong and our future bright.

“We have several projects underway investigating, planning, designing and constructing heavy vehicle rest stop improvements. Industry feedback is guiding this work to ensure it meets the current and future needs of heavy vehicle drivers and the growing freight task.

“We want to hear from the

road freight industry, particularly heavy vehicle drivers on what they need and expect at rest stops across NSW and where additional facilities are needed.”

The Livestock, Bulk and Rural Carriers Association president Wade Lewis welcomed the continued progression of the NSW Heavy Vehicle Rest Stop program, which will provide new and upgraded rest areas for heavy vehicles on key freight routes in the state.

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“Rest areas are a vital component of the heavy vehicle task and support drivers to manage fatigue and comply with driving hours regulation,” Lewis says.

“The NSW Heavy Vehicle Rest Stop program highlights the commitment by the NSW government to engage with industry to develop a practical and capable rest area network.” Consultation will be open until February 28.

The NSW government wants truck drivers to be involved in the consultation process as part of their new plans for more rest areas

Livestock code to reduce effluent risks

The National Heavy Vehicle Regulator (NHVR) has registered a new national code of practice developed in partnership with the Australian Livestock and Rural Transporters Association (ALRTA) to reduce the hazards and risks associated with effluent spillage during the transport of livestock.

NHVR CEO Sal Petroccitto said the Managing Effluent in the Livestock Supply Chain Code of Practice had been specifically developed by industry for industry but would have far-reaching benefits for all road users and communities.

“The ‘Effluent Code’ is a practical guide that helps livestock transporters and other parties in the livestock supply chain meet their primary duty and other obligations under the Heavy Vehicle National Law (HVNL) when managing livestock effluent during road transport,” Petroccitto says.

“It combines industry knowledge and experience in suggesting measures to minimise effluent loss that can be implemented at each stage of a land transport journey – from preparing livestock for transit to unloading – without impacting animal welfare.

“I’d like to congratulate ALRTA and the other parties involved for addressing this difficult issue and helping make the livestock transport task safer for all road users.”

ALRTA president Scott McDonald says the association had worked with a wide range of stakeholders – including livestock producers, transport operators and drivers, vehicle manufacturers, agents, saleyards, feedlot managers, processors, regulators, animal welfare advocates, government agencies and the community – to develop a code that was both practical and workable.

“Historically livestock transport drivers have been left solely responsible for managing livestock effluent in transit,” McDonald says.

“This code is a game changer because it makes it clear that Chain of Responsibility applies to off-road parties in the livestock supply chain, and articulates the measures they can take to minimise the risk of effluent accumulation and spillage.

“This is a supply chain problem that requires a supply chain solution.

“While the Effluent Code will help to improve road safety, it will also improve animal welfare outcomes, mitigate biosecurity threats and contribute to the sustainability of the livestock industry.”

The NHVR is currently working with stakeholders to develop further industry codes of practice and welcomes enquiries and suggestions about other new codes.

Facing

Also facing court is Bassi’s wife, Satty Bassi, who was involved in operating and managing the business.

The regulator began an investigation after receiving a request for assistance from a truck driver who was

employed by Bassi on a part-time basis between June 2019 and February 2020.

A Fair Work inspector issued a Compliance Notice to Bassi in December 2021 after forming a belief the worker was underpaid entitlements owed under the Waste Management Award 2010 and the Fair Work Act’s National Employment Standards.

The inspector formed a belief that the worker was not paid shift-work overtime rates, public holiday base rates, annual leave entitlements, payment in lieu of notice of termination, afternoon and night-shift penalty rates, and penalty rates for weekend and public holiday work.

The Fair Work Ombudsman alleges Bassi, without reasonable excuse, failed to comply with the Compliance Notice, which required him to calculate and back-pay the worker’s entitlements. It is alleged that Satty Bassi was involved in the contravention.

Fair Work Ombudsman Sandra Parker said the regulator would continue to enforce workplace laws and take businesses to court where lawful requests are not complied with.

“Where employers do not comply, we will take appropriate action to protect employees. A court can order a business to pay penalties in addition to backpaying workers.”

“Any employees with concerns about their pay or entitlements should contact the Fair Work Ombudsman for free assistance,” Parker said.

The FWO is seeking penalties in the Federal Circuit and Family Court in Brisbane against Jatinder Singh Bassi and Satty Bassi for allegedly failing to comply with the Compliance Notice. They each face a penalty of up to $6,660.

The regulator is also seeking an order for the alleged underpayments to be rectified in full plus interest.

A partnership between the NHVR and ALRTA will deliver a new code of practice for managing effluent

The Fair Work Ombudsman (FWO) has commenced legal action against the former operators of a Queensland transport and logistics business.

court is Jatinder Singh Bassi, a sole trader who operated Bassi Group Transport, which provided waste collection and disposal services in and around the Brisbane and Logan areas.

FORMER TRANSPORT AND LOGISTICS BUSINESS IN COURT

“This is a supply chain problem that requires a supply chain solution.”

Ph:

Fax:

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davids@gibbsparts.com

davids@ggd.net.au

Web: www.gibbsparts.com

Web: www.gibbsparts.com

WHEN GOOD TIMES ROLL

There has never been a truck market like it. Despite immense setbacks and challenges, from global and domestic supply issues to drastic driver shortages and the seemingly ever-present threat of a COVID comeback, the demand for new equipment in 2022 was a bonanza for truck suppliers.

Overall, total sales for trucks and heavy vans (above 3.5 tonnes GVM) amounted to 44,379 units, comfortably eclipsing the previous best result of 41,628 sales set in 2018.

No brand, however, did better or had more impact on making 2022 a record market than Isuzu.

It was, without doubt, a stellar year for the Japanese giant and its local force, led with absolute precision by Isuzu Australia Ltd and backed by a parent company intent on keeping supply lines flowing.

In its 50th year of selling trucks in Australia, Isuzu not only notched 34 consecutive years of market leadership but thumped its previous best performances into insignificance with total sales of 13,360 units. Putting that figure into perspective, Isuzu’s market share across all three truck divisions – light, medium and heavy-duty – amounted to 30.1 per cent, meaning that almost one in three trucks sold in Australia last year carried an Isuzu badge.

Yet perhaps the best indicator of the brand’s dominance is gleaned from the vast chasm separating Isuzu from second and third placegetters, namely Hino with 5867 deliveries and 13.2 per cent

As most industry analysts predicted, 2022 was a barnstorming year for new truck deliveries. The biggest on record. Typically, some brands fared notably better than others but few failed to record bigger numbers in what was a deluge of demand for new trucks. Steve Brooks summarises an exceptional year

of the overall market, and Fuso with 5021 units and 11.3 per cent. Obviously enough, Isuzu also recorded markedly increased sales volumes across all three divisions and while further cementing its total supremacy in light and medium-duty categories, comfortably kept its third place ranking in the highprofile and highly competitive heavy-duty sector.

Still, the brand’s performance in the heavy-duty arena could have been markedly stronger if Isuzu Australia wasn’t hamstrung by the corporate complexity surrounding the local distribution of UD. After all, Isuzu owns UD, but we’ll come to that soon enough.

It is, however, worth reiterating that 2022 was a boom time for heavy-duty truck sales, bettered only at the small end of the market where light-duty sales were exceptionally buoyant at 16,044 units with Isuzu holding a breathtaking 47.7 per cent grip on the ‘little truck’ category.

Nonetheless, according to figures supplied by the Truck Industry Council (TIC) which represents truck, trailer and component suppliers in Australia, the delivery of 14,966 heavyduty units ‘… was a new record for the segment surpassing the 2018 peak of 14,344 by 622, or 15.1 per cent.’ Actually, the improvement over 2018 was only 4.34 per cent but despite TIC’s wayward maths, it still points to a market continuing to ride the crest of a mountainous wave for new trucks.

Like all waves though, sooner or later there will come a crash of some sort and with a hint of foreboding, TIC chief executive Tony McMullan commented, ‘The Truck Industry Council and our members remain concerned that current heavy vehicle orders taken under the COVID instant asset write-off tax incentive, can be fulfilled in the first half of 2023 due to ongoing global disruptions.’

Moreover, ‘TIC again calls upon the federal government to extend the deliver (sic) timeline for this incentive program, for all current heavy vehicle orders.’

Whatever the worries about supply lines, the undisputed king of the heavy-duty class was again Paccar’s Kenworth and given reports of a saturated order book through this year and beyond, a change at the top of the heavy-duty ladder seems highly unlikely in the short to medium term.

Here’s our take on the performances of each heavy-duty competitor in 2022, starting from the top.

KENWORTH

In 2022, Kenworth cracked through the 3000-truck mark, delivering 3002 units to take 20.1 per cent of the heavy-duty category and maintain what is increasingly becoming an historical lead of the class.

There are, of course, many reasons why Paccar’s premier brand is so fixed at the top of the heavy-duty business.

Heading the list is a model range covering a plethora of heavy

Left: Spectacular! The only word to describe Isuzu’s extraordinary domination in the record 2022 truck market

Below: In the heavy-duty arena, Kenworth once again led the pack, cracking the 3000-truck barrier. A highlight of 2022 was the launch of the new K220

“Almost one in three trucks sold in Australia last year carried an Isuzu badge.”

from

local and linehaul applications mixed with an entrenched reputation for home grown durability and an aspirational image among most drivers and many owners. And it’s a range which has seen several major updates over the past year and more.

The T610 and its later T410 sibling are, for instance, easily the best selling conventionals in the business but the big surprise was unquestionably the massive support for the retrospective Legend SAR first shown in 2021, topping up an order bank said to be bursting at the seams despite recent price increases across the range.

Meanwhile, the big news in 2022 was the much anticipated launch of the K220 cab-over, with deliveries now starting to roll through in significant numbers. The iconic K-series still accounts for around 30 per cent of Kenworth’s production.

VOLVO

While most of Volvo’s news in 2022 was about the inevitability and upcoming launch of a new and expanded range of electric trucks, the core of the business was obviously the traditional diesel-fuelled FM and FH cab-over line-up.

Like many others though, supply lines from Europe have been strangled and with its Wacol (Qld) factory struggling to finish trucks due to component shortages, Volvo Group Australia (VGA) took the decision to source fully built-up trucks from other factories in Volvo’s global empire, specifically Saudi Arabia for 13 litre models and Sweden for 16 litre units.

It was a wise move by VGA, allowing the brand to fulfil substantial fleet orders at a time of immense demand for new trucks, and subsequently post a strong result in 2022.

In a year that didn’t start with particularly bright prospects, VGA’s determination to make the most of a booming heavy-duty sector saw Volvo reaffirm its prominence with the delivery of 2539 trucks for a solid 17 per cent stake.

All things considered, a top effort by the big Swede. The question now, however, is when will Wacol be back to full steam?

ISUZU

Well, there’s not much that hasn’t already been said about Isuzu’s 2022 performance. ‘Spectacular’ probably sums it up best.

To some, of course, the bronze medal position in the heavyduty class might seem something less than spectacular but the numbers tell an undeniably positive story with the Japanese brand breaking through the 2000 barrier in the heavy-duty arena for the first time, delivering 2059 trucks for a 13.8 per cent stake. And this from a supplier with no dedicated prime mover model in its range.

Imagine, therefore, what Isuzu Australia might achieve if it

had a true contender in the articulated class: A contender, for instance, like UD’s Quon.

Strangely though, while it’s now several years since Volvo sold UD to Isuzu, Volvo continues to hold distributor rights for UD in Australia.

How long that arrangement will continue remains unknown, but for Isuzu Australia executives it can’t end soon enough. They want UD, firmly believing it will provide the impetus to take Isuzu to the top of the heavy-duty ladder. And given Isuzu’s marketing muscle and dealer strength, it’d be a brave punter who’d bet against it happening.

In fact, it won’t surprise if later this year Isuzu takes a significant step forward in its heavy-duty hardware.

SCANIA

With the top three brands accounting for more than 50 per cent of all trucks sold in the heavy-duty class, it’s no surprise that the gap to Scania in fourth place was yawningly wide.

Still, with 7.3 per cent of the heavy-duty sector achieved on the delivery of 1100 trucks, Scania’s 2022 performance at least maintained the brand’s respectable results over the past few years. Sure, the numbers were marginally down on 2021 and some Scania insiders were quietly disappointed with last year’s result but even with supply issues stifling sales potential, there’s little doubt the Swedish brand’s appeal is brighter than ever.

What’s more, Scania’s model range is almost certainly the best it has ever been and with new additions due soon, including a bolstered 13 litre range, bold V8 ratings and an expanded sleeper offering, the classy cab-over has plenty to offer a market still eager for new trucks.

UD TRUCKS

Even in last year’s record market, UD’s performance in finishing fifth in the heavy-duty contest was probably a complete surprise to many industry watchers, including this one.

True, UD has been long regarded as among the most effective and appealing Japanese trucks for heavy rigid and prime mover work, and its Volvo powertrain has been a major boon to the brand. Even so, it’s reasonable to suspect that at the start of the year few people would’ve seen the brand amassing 1063 deliveries for a highly respectable 7.1 per cent of the heavy-duty class.

After all, in UD’s previous ‘best ever’ year of 2018, the result was 535 heavy-duty deliveries while in 2021, the numbers were only modestly better at 611 units. Put simply, 2022’s performance was out of the ordinary.

The reasons are two-fold: One, record market demand and

“Supply lines

Europe have been strangled.”

Above: Volvo retained its second place in the heavyduty class with a helping hand from overseas factories but the group’s bullet performer was unquestionably UD

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two, strong supply lines from Japan. And vitally, a modern and efficient model line-up capable of fulfilling a wide range of roles.

Little wonder Isuzu Australia is keen to get hold of its adopted sibling.

BENZ AND FUSO

The reasons for putting these two brands together are simple: They come from the same Daimler Truck stable and their heavy-duty results in 2022 were almost identical – MercedesBenz delivering 814 trucks and Fuso 802, and according to TIC’s calculations, the numbers close enough to give each brand 5.4 per cent of the heavy-duty pie.

Like its continental contemporaries, European supply lines were the bugbear for the German giant, causing the largely lauded Benz line-up to fall far from its respectable 9.4 per cent (1218 deliveries) result in 2021.

The big question for all European nameplates in 2023 will be if supply lines unclog enough to meet market demand and for Mercedes-Benz specifically, if it can subsequently reignite the interest which made its current crop of cab-overs a bullet performer on sales charts over recent years?

Fuso, on the other hand, actually increased its heavy-duty take in 2022. The year before it could only manage 575 deliveries for 4.4 per cent of the category while in the bountiful market of 2018, its heavy-duty numbers topped out at an underwhelming 598 units for 4.2 per cent of the sector.

The Japanese maker is, however, Daimler Truck’s biggest supplier to the truck industry and in 2022, bolstered its heavyduty numbers with 1318 medium-duty deliveries and 2901 lightduty units.

MACK AND HINO

These two aren’t connected in corporate terms but their 2022 figures were also so close it seemed illogical to split them.

Each achieved better numbers than the year before, recording 5.0 per cent of the heavy-duty league with Mack delivering 755 trucks and Hino, 750.

Mack’s figures, however, are a long way from the high of 1134 units and 7.9 per cent in the bumper market of 2018.

Stifled supply lines from the US and subsequent stalled assembly at VGA’s Wacol plant were almost certainly factors in the famous bulldog brand’s relatively modest deliveries in 2022 and as things stand at the moment, it’s hard to see a recovery in a market where Kenworth conventionals remain so strong and a revitalised Western Star threatens to reclaim lost ground.

Hino, on the other hand, boasts the best heavy-duty range in its history despite being hamstrung by a Japanese parent (Toyota) coming to grips with an embarrassing emissions scandal which stalled truck production.

Finally, after a protracted silence, Hino Australia recently issued a statement announcing its “significant optimism” for 2023. Even so, according to Hino executive Richard Emery, “2022 will be remembered as a year of missed opportunities”.

Nonetheless, Hino at least managed to hang onto second place in the overall market and in the heavy-duty sector delivered more trucks than 2021.

DAF

Despite a booming market in 2022, Paccar’s Dutch truck fell marginally short of its best result the year before.

In 2021, DAF delivered 682 heavy-duty models to take 5.2 per cent of the category. Additionally, it sold 36 medium-duty trucks, taking its overall tally to 718 units.

By comparison, last year it put 656 heavy-duty trucks into the market to take 4.4 per cent of the category as well as delivering 44 medium-duty units for a 2022 total of 700 units.

Consequently, and particularly given the brand’s increasing impetus in Paccar Australia’s stable, 2022 was probably disappointing to some corporate insiders but again, supply lines from Europe weren’t helpful.

All up, DAF’s best days are still somewhere in Paccar Australia’s future.

FREIGHTLINER

Try as it might, Freightliner hasn’t kicked the goals it has so desperately sought since the arrival of the much touted and impressively equipped Cascadia conventional. Sales figures have, however, at least been consistent over the past two years. In last year’s massive market, the brand delivered 481 trucks for a heavy-duty slice of just 3.2 per cent. Figures the year before were 439 trucks for 3.4 per cent.

Inside Daimler Trucks Australia, supply from the US is cited as the main culprit in keeping Cascadia on the lower rungs of the heavy-duty ladder. There are, however, other factors including a

“The big surprise was unquestionably the massive support for the retrospective Legend SAR.”

long bumper to back-of-cab dimension on the flagship 126 model which limits the model’s appeal for B-double duties.

Consequently, it’s hard to see sales figures improving much until these issues are sorted.

IVECO

In 2022, Iveco delivered a total of 1381 vehicles into the Australian market.

Only 369 of them were heavy-duty units, equating to a miniscule 2.5 per cent sliver of the sector.

It’s a far cry from the days when Iveco Trucks Australia operated on the celebrated success of International but increasingly, particularly over the last lustrum or so, Iveco’s focus has shifted to the smaller ends of the market.

Still, it’s expected Iveco will this year introduce the new S-Way cab-over range to bolster its heavy-duty business. It will, however, be a tough sell in a fiercely competitive market where the brand struggles for prominence.

MAN AND WESTERN STAR

Continuing the mediocrity of previous years, the Penske pair did not do well in 2022 despite the market’s massive demand for new trucks. In fact, both MAN and Western Star actually lost ground.

MAN delivered 261 trucks for 1.7 per cent of the 2022 heavyduty market, joined by 59 medium-duty sales. By comparison, the German cab-over notched 309 sales for 2.4 per cent of the 2021 market.

Western Star’s fall was even more pronounced, from 373 trucks and 2.9 per cent of the heavy-duty sector in 2021, to a skinny 212 trucks and 1.4 per cent in 2022.

However, there’s justifiably high hope among Penske’s people that 2023 will be far better for both brands due to entirely new model line-ups launched towards the end of last year. Western Star’s new X-series is particularly appealing with an extremely well specified model range.

Again though, supply lines from Europe and the US remain potential issues.

Meanwhile, the other member of the Penske truck portfolio is Dennis Eagle. As a waste industry specialist, its 96 deliveries were perhaps reasonable given the brand’s limited operational scope.

HYUNDAI AND INTERNATIONAL

Their numbers are barely worth mentioning but for the record, the undisputed non-events in the 2022 heavy-duty market were Korean maker Hyundai with five deliveries and International with two.

While Hyundai will probably continue to have some miniscule heavy-duty presence as an extra string to its modest medium-duty and light-duty models, it’s unlikely we’ll ever see the International name back on the list.

In fact, for those who trusted that US parent company Navistar was serious about International’s return to the Australian market, there’ll probably be few tears that the brand is gone for good.

FINALLY, THE CORPORATE CONTEST

The three big corporate players in the heavy-duty contest are, of course, Volvo Group Australia, Paccar Australia and Daimler Truck Australia.

And that’s the order they finished the record sales year of 2022: VGA amassing 4357 heavy-duty deliveries with its Volvo, UD and Mack brands, Paccar’s Kenworth and DAF with 3658 units and Daimler’s Fuso, Mercedes-Benz and Freightliner well back with 2097 deliveries.

Interestingly though, Daimler Truck’s figures across all segments – heavy, medium, light and the heavy van sector led comfortably by Mercedes-Benz – amount to 8489 units, putting it at the top of the corporate contest, at least in volume terms. Then again, it’s still almost 5000 units behind the astonishing performance of overall 2022 market leader Isuzu. What a year!

Above: Scania finished 4th in the heavy-duty rankings but supply issues stifled the brand’s true potential

Opposite top: Like most other continental contenders, supply lines from Europe didn’t do Mercedes-Benz any favours in 2022

Opposite bottom: Western Star had a shocker in 2022 but the launch late in the year of the impressive X-series range justifies hopes for a bold new era for the brand

NHVR Belinda Hughes

Why prosecutions?

The NHVR prosecutions team enforces the HVNL in all Australian participating jurisdictions

The National Heavy Vehicle Regulator (NHVR) is a modernday regulator who takes an informing and educating approach to promote public safety, which is a key purpose of the Heavy Vehicle National Law (HVNL). We have increased our focus on enforceable undertakings and supervisory intervention orders as alternatives to prosecution where we are satisfied organisational reform can be achieved. We prioritise education so that we can educate industry, drivers and stakeholders to improve safety, productivity and efficiency outcomes across the heavy vehicle transport sector and the Australian economy.

To prosecute is the last resort. The role of a prosecution does not reduce the importance of education and prevention, which is why we continue to partner with police agencies and key associations to educate industry on their safety duties and responsibilities.

When we do have to enforce or prosecute based on contraventions of the HVNL, we have sound reasons why. A question we are often asked is why do we prosecute people and companies?

DECISION TO PROSECUTE

The decision to prosecute has a legal test that is applied. The test has two parts. Firstly does the evidence prove the offence occurred. The second is a bit more complex and focuses on whether it is in the public interest to prosecute. Here is where we consider how serious the offence is, how common or widespread the offence is, the circumstances of the offence i.e., technical breach or how long ago the offence took place.

In some cases where the offence is more serious or more common, the public interest will require a prosecution as the only reasonable option.

The full list of key considerations that must be taken into account when prosecuting, is available on the NHVR website: www.nhvr.gov.au/files/media/ document/65/202205-1069-policyprosecution.pdf

THE ORDERS

We want to drive safety outcomes to effectively manage risks within the community and believe that through obtaining orders requiring education and training, we can achieve that.

Wherever possible we will seek orders to address the public safety risk. For example, if a person or company is before the court for multiple offences for a load restraint matter, an order may require them to participate in a load restraint course. This means they are held accountable for their actions and the order assists in reducing the chances of the person or company reoffending.

We won’t always apply for orders. Some cases which involve serious offending may mean prosecutors need to seek significant fines or, in rare cases, custodial sentences.

This is where the offending has exposed the community or persons to a risk and could involve a death or serious injury. In these specific cases we carry out a prosecution for the purpose of deterring

that person or company and others from committing that offence.

Here is an example of one of our recent orders – a supervisory intervention order: An operator that travelled approximately 670km with a heavy vehicle that only had the permitted length of 26m. The vehicle’s length was measured at 28.15m. The heavy vehicle failed to comply with dimension requirements by exceeding them in excess length by 2.01m. The operator was charged with a severe risk offence. The prosecution sought an order that the company engage training for all their staff involved in transport activities, including directors. The company was convicted and as a result of the order no fine was imposed.

BROAD PURPOSE

There are seven key reasons for why we prosecute a person or a company:

1. To ensure those who engage in unsafe business practices are held accountable – this includes all parties in the supply chain from an employer through to a loader/unloader

2. To prevent and deter others from engaging in the same or similar unsafe business practices

3. To protect the community

4. To facilitate rehabilitation of offenders

5. To publicly denounce the conduct of offenders

6. To recognise and address the harm done to the victim/s and community

7. To ensure ongoing compliance with the HVNL by offenders.

OUTCOMES OF PROSECUTION

Some of the outcomes through prosecuting include:

• Enforceable undertaking

• Court convictions and accompanying orders such as fines or bonds

• Supervisory intervention orders

• Commercial benefit orders

• Prohibition orders

• Compensation orders

• Disqualification orders.

We have various guides available which cover the HVNL Judicial Guide and the NHVR Prosecution Policy. Both of these documents are available to view through the NHVR website: www.nhvr.gov.au/lawpolicies/prosecutions

BELINDA HUGHES is the National Heavy Vehicle Regulator’s acting executive director, statutory compliance

“The role of a prosecution does not reduce the importance of education and prevention.”

NRFA Mark Brown

Put up or shut up

Now is the time to have your say on the issues affecting Australia’s road transport industry

We all have an opinion on why the industry is in turmoil and, until now, for many years those opinions and solutions have, unfortunately fallen on deaf ears. Some don’t care, some have an opinion yet keep their opinions to themselves, some just thrust their opinions on anyone that cares to listen on the radio or social media without actually doing anything constructive themselves. Then we have those that are prepared to put their own money, time and effort into trying to bring about change, such as the members and the board members of the National Road Freighters Association (NRFA).

Since the inception of the NRFA in 2009, the board members have been quietly chipping away by attending discussion tables and meeting with government officials for over 10 years, and all at their own expense by paying their own accommodation and travel costs and taking time out of their own business and jobs.

The NRFA board and its membership consist of owner-drivers, small to medium fleet owner-operators, employed drivers and external business owners that have a connection with the transport industry. The NRFA are proud of the fact that it is a truly independent association that represents the views of the industry as a whole and are always welcoming

to anyone who has an opinion, and we believe that every opinion does matter. However, it serves no purpose to have an opinion or complain if you’re not prepared to do something about it. To do something about it is as simple as joining the NRFA as a member for the princely sum of $11 a month.

Becoming a member will not only assist to cover the cost of running the association, but more importantly it shows that you are prepared to do your bit to help show the authorities our strength in numbers or, if you are serious about having your own voice and input, you can become an active member in a board position. All board positions are vacated every year at the annual AGM and any member is welcome and encouraged to apply for a board position after having served 12 full consecutive months as a financial member immediately prior to nominating.

An important and noticeable difference between many of the larger associations and the NRFA is that it is the NRFA board members who are the ones attending the meetings with the relevant government stakeholders. The board members have

MARK BROWN is an insurance broker specialising in the transport industry after serving 20 years as a transport owner and driver. Having been on both sides of the fence, Mark understands the enormous challenges of the transport industry and has become involved in the NRFA to help try to bring some common sense back to the industry of which he has been a part of since 1989. To contact the NRFA see the website at www.nrfa.com.au, email info@nrfa.com.au or phone 0493 564 467.

“skin in the game” and are out there every day doing what you do, so they know and understand your struggles.

ANNUAL CONFERENCE

On February 11 the NRFA is giving everyone the opportunity to have their say, hence “put up or shut up”.

The National Road Freighters Association (NRFA) will be hosting its annual conference on Saturday, February 11, 2023 at the Wagga Wagga RSL Club where those attending will have the opportunity to hear various government officials explain why things are the way they are, what they are doing or can do to help improve the industry and will also be taking questions from those attending.

Guest speaker/panellists on the day include: Sal Petroccitto (NHVR), Senator Glenn Sterle (Heavy Vehicle Rest Areas Committee Chair), The Honourable Carole Brown (Assistant Federal Transport Minister – via video link), Nola Bransgrove OAM (National Transport Commission), Nick McIntosh (TWU), Paul Fenech (VDaq), Kim Hassall (Logistics Survey Updates) and Greg Casey (ex-highway patrol officer).

During the morning of the conference there will be a rollover demonstration thanks to the support of National Transport Insurance, Royans Truck Repairs and the generosity of Wagga Truck Towing (Jimmy & Paul Cool).

The Conference Day is free to attend (numbers are limited) but booking is essential for catering purposes.

You are also invited to attend our dinner after the conference ($50 per person) and who knows, you may also have the opportunity for an informal chat with one of our guest panellists. The opportunity is yours, don’t waste it.

To register your attendance please email admin@nrfa.com.au or call 0493 564 467.

“Some just thrust their opinions on anyone that cares to listen on the radio or social media.”

HIGHWAY ADVOCATES Robert Bell

Who’s who in the zoo?

Faceless NTC bureaucrats in a swanky Melbourne office block are setting enormous penalties for us

The Australian Transport Association (ATA) recently called for the abolition of the National Transport Commission (NTC). While this would appear to be an ambitious gambit, we don’t necessarily disagree with the premise on which it is based. The NTC is a good starting point for who’s who in the zoo.

The NTC is a Federal Government entity created by the National Transport Commission Act 2003 (Cth). The NTC Act has given it a sweeping mandate, permitting it to draft legislation affecting truck drivers and operators across the Commonwealth. A rather large elephant in the room rears its head at this point however as the Federal Government does not have the constitutional seat of power to legislate on road transport. It is a State Government responsibility.

All manner of road transport legislation that affects us daily leads back to state coffers. The Heavy Vehicle National Law (HVNL) road rules, and the plethora of other rules and regulations we encounter, all emanate from within the state capitals, not the federal one, the ACT.

So, we may ask, how does the NTC have so much sway when it doesn’t have the jurisdiction bestowed upon it? Smoke and mirrors come to mind, although it sits in plain sight once you connect the dots.

Through its parent Commonwealth Act, the NTC has an ongoing responsibility to develop, monitor and maintain uniform or nationally consistent regulatory and operational reforms relating to road transport. They have the mandate to create model legislation relating to road transport. And they relish that role.

All very good, one might say.

However, the NTC Act (Cth) section 7 provides that regulations setting out model legislation and road transport legislation does not have the force of law. This means the NTC may create model legislation until the cows come home, but they cannot enforce it or enact it into law.

How does it affect the side of the road near you? When you are copping that proverbial pineapple, as it were? How was the seed planted in the first place? The NTC writes or drafts the law that we know. Some faceless academics or bureaucrats in a swanky Melbourne office block write legislation and set enormous penalties without considering

the actual consequences to real people.

To top this off, they allow these fines to increase yearly and permit small operators to face penalties multiplied by five for most offences under the HVNL. Yet they never have to face scrutiny for this and remain largely ringfenced against complaints or submissions.

You only have to look at the results of the so-called “reviews” of the HVNL conducted to this point. Remember, rubbing your face against a cheese grater may be a way of describing that process in actuality.

LEGISLATIVE FLOP

So we now have the HVNL and regulations made under it drafted by the NTC, and we also have an entity called the National Heavy Vehicle Regulator (NHVR) created from within that law drafted by the NTC. However, how do they get it into law, given they are a federal entity?

The answer is to give it to a state to enact, which can allow it to be applied or adopted by other states and territories should they respectively choose to do so.

The HVNL was a legislative flop from the very outset when the States (COAG) could not agree in unison. On August 19, 2011, the Feds released an elaborate document called the Intergovernmental Agreement on Heavy Vehicle Regulatory

Reform, an agreement between all the States and Territories to establish a national system for all heavy vehicles over 4.5 tonnes, consisting of uniform laws administered by a single national regulator. Sounds impressive when you read it in context.

However, it didn’t achieve that purpose from the very beginning and still doesn’t to the present day. Barnett from Western Australia refused to sign it, and the Northern Territory did sign it, only to renege when they realised they couldn’t apply a state law in federal territory.

The devil in detail is a key part of any government publication – and this agreement is no exception. The agreement provided that Queensland would host the National Law and, by extension, would be the home of the Regulator. Why Queensland, one may ask? Queensland is the only unicameral state in the Federation, having abolished its upper chamber or Legislative Council in 1922.

Unlike the other states around the Commonwealth, it only has the 93-member Legislative Assembly. This means that Queensland may pass legislation very quickly and without the checks and balances that the upper house may provide in other States.

Unicameral legislatures, or parliaments with only one chamber, are uncommon in Westminster parliamentary democracies. Generally, the preferred model is two chambers with both a Lower House and an Upper House of review.

Hence, Queensland was and remains the repository for the HVNL. Queensland adopted the HVNL, the Regulator ensconced itself at Newstead and the other participating states and territories adopted or applied the Queensland Law, drafted by the NTC, as a law of their jurisdiction applied with various derogations (changes).

REGULATOR EXPANSION

Fast forward to 2023 and we have the NHVR franchise expanding, having secured the agreement of New South Wales to further the branding. We know the NHVR utilise police in South Australia and Victoria to conduct interceptions and breaches, then take over carriage of matters at court. Let’s hope this does not become the norm de rigueur in NSW.

Another concern for us and the industry is HVNL section 569, which provides the Regulator functions only to include provisions of the HVNL or powers conferred upon the Regulator by the HVNL. This means the HVNL may not prosecute registration offences, drug or drunk driving, or other offences that fall under other road transport legislation of the various jurisdictions that apply the HVNL.

Highway Advocates regularly deals with both the NHVR and police in all jurisdictions, and our report card on prosecutorial conduct is not glowing at this point in time.

Remember, who watches the watchtower?

Highway Advocates, now more than ever, is the link between your world and the law world.

“How does the NTC have so much sway when it doesn’t have the jurisdiction bestowed upon it?”

FRUITFUL TRANSITION

Tucked away in the industrial area of Murwillumbah, Shoobridge Transport

It appeared to be a fairly relaxed environment when I rolled up for a mid-morning catchup with the team at Shoobridge Transport’s depot in the northern New South Wales town of Murwillumbah. While there were was the intermittent truck arriving and departing, it would be easy to surmise that one of the Tweed Shire town’s largest family-run road transport operators was going through a quiet phase. That presumption proved to be totally incorrect.

“We’re busy all year round,” company co-director Peter ‘Pedro’ Shoobridge points out. “Come back in the afternoon.”

However, the supposed ‘quiet time’ gave me the opportunity to sit down with Peter and his compliance manager Ken Harries, for a chat about the origins of Shoobridge Transport and how it has progressed to the strong position it enjoys now.

Later, I took Peter’s advice and returned to the depot a few hours later to be confronted with a hive of activity. Trucks of various makes, including Scanias, Western Stars, Volvos, Kenworths and Freightliner Cascadias

were being loaded with various forms of freight, bound for the southern capitals and over the nearby border to Queensland.

“The Cascadia is definitely the cheapest truck to operate at this stage,” Peter says. “They’ve been brilliant. We’ve only got two of them and potentially a third one this year.”

The Scania tally is up to 11, including a new R 650, Peter stating that they’re winning the fuel battle by a fairly healthy margin. As for the bonneted trucks, Peter has a new Western Star 48X on order.

“We’ve got guys who have to have the big chrome grill and whatever. Then we’ve got the guys who won’t drive anything but a Scania or a Volvo for the comfort and safety levels.

“So I think the beauty of having a mixed fleet is that we do cater for a cross section of drivers, and I think in some ways that helps with retention.”

has evolved from a humble banana growing operation to a successful interstate transport business over a 40-year period, despite the driver shortage and the occasional Tweed River flood. Greg Bush writes

Below: Peter Shoobridge (left) and his son Ryley, up front of the company’s new Scania R 650

There’s around 50 trucks at Shoobridge and, while the various makes and models may seem an issue for some trucking operators insofar as service and maintenance is concerned, there’s simple logic behind Peter’s multi model fleet choices.

“One of the reasons that we have such a cross section of trucks is because we actually have good relationships with all the local dealers. We like to spread the love,” he smiles.

Importantly, Shoobridge Transport has its own in-house workshop, although one of the company mechanics, Mick Hall, later remarked to me that, “sometimes it’s a pain in the bum”.

“But at other times, for the apprentices here, it’s good that they get a bit of knowledge on everything,” Mick adds.

In a bid to encourage newcomers to the diesel mechanic trade, Peter says Shoobridge Transport takes on a new apprentice each year. It’s a sign of

the times where mechanics are as hard to come by as professional drivers.

“We haven’t been able to employ a qualified mechanic for a good three or four years,” Peter says. “We’re bringing through a team of apprentices. We just had one apprentice finish his apprenticeship and gain his trade, which is fantastic for us.

“We’ve had a lot of applications and kids interested but unfortunately, as much as we’d like to put them on, we’ve just got to have the balance right of tradesmen and apprentices. At the moment there’s not enough tradesmen and far too many apprentices so they’re not going to get the supervision they need.”

In keeping with Shoobridge’s family environment, one of the apprentice mechanics, Josh King, tells me that his father Shane King works in the operations side of the business.

Family culture

For the Shoobridge clan itself, there’s Peter’s brother and co-director Barry ‘Basil’ Shoobridge who much prefers life on the road than in the office, while Peter’s wife Kay Shoobridge is admin manager. At the younger end of the scale, Peter’s 21-year-old son Ryley does weekend changeovers to Kempsey.

“Ryley has been exposed to the industry from a very early age; he’s loved trucks since he was a kid,” Peter says. “He’s semi-trailer and B-double

“We’ve got the guys who won’t drive anything but a Scania or a Volvo.”

licensed now so he’s working full on every day in the business.”

Last but certainly not least is Peter and Barry’s semi-retired mum Gwenda who remains a director of the business, putting in a few hours each Sunday on paperwork duties.

However, it soon became easy to realise that Ken Harries, despite not bearing the Shoobridge surname, is as vital to the team as any family member.

“Certainly, as an employee it’s certainly a place where you’re made to feel part of the family; part of the bigger Shoobridge family,” Ken says. “I certainly appreciate it.”

Ken’s role in the business has gained extra importance over the years with compliance becoming a major issue in today’s world of trucking, although Shoobridge Transport has been an earlier adopter of compliance and accreditation, including TruckSafe.

Recent years has seen the introduction of Seeing Machines in all company trucks in a bid to recognise the signs of driver fatigue. Ken admits that educating employee drivers to the system had some acceptance issues.

“I guess there was a bit of negativity at first, but we’ve certainly communicated back to the drivers that the reason we do this is for their protection,” Ken says.

“We’re not after a disciplinary tool as such, it’s purely there for their protection and it gives us a bit of confidence as well as peace of mind.”

Ken explains that an alarm and seat vibration is activated after a driver closes his eyes for a second and a half.

“There’s also distraction events after four seconds. Events are verified by a Guardian call centre. They will adjudicate it as either a reportable event or not and, within our system,

they send us emails for all events.

“For the serious fatigue or fatigue event, we’ll also get a phone call.”

Peter says nowadays it’s a prerequisite for any transport business to be compliant.

“We don’t want to be on the news, we don’t want to be going to funerals, we don’t want to be in the courts every second day,” he stresses.

“I think everyone can go on about the authorities and policing, but we really have no complaints in that area because we understand it’s a fact of life that we have to stay safe and compliant.

Top: These two Western Stars will soon be joined by a new 48X model

Left: Every truck depot needs a Terberg

From opposite top: Peter Shoobridge rarely has the opportunity to get behind the wheel – he’s the backup driver for the backup drivers; Shoobridge Transport compliance manager Kent Harries; Workshop masters and apprentices, from left, apprentice Zac Wilson, mechanic Aiden Kammel, apprentices Connor Goodhew and Josh King, and long-serving mechanic Mick Hall

“So, from our point of view, compliance is a natural part of doing business.”

Peter adds that one area of transport that needs to improve, as far as fatigue is concerned, are the lengthy delays at distribution centres. “They’ve got better but they’re still a factor in fatigue related issues for the industry.”

Ageing workforce

Ken believes the negativity from mainstream media is impacting on the attractiveness of the trucking industry as a career choice. As per most transport businesses, Shoobridge struggles to attract new blood to an ageing workforce.

“The industry has got to do more,” Ken says. “You ask Joe Average out there about the trucking industry or transport industry, they’ll only tell you bad stories and largely these come from what’s put in the media.

“I don’t think we have enough good stories of the good work that we do – you’ll only hear about major incidents. When we as an industry are involved in an incident, the media always refers to it as a heavy vehicle crash and that the driver has been taken away for drug and alcohol testing.

“I’m not sure what the current statistics are but I know a number of years ago it was 93 per cent of fatalities involving heavy vehicles were caused by light vehicles. I’m sure 90 per cent of the population will be astounded by that figure.”

Ken says he believes the general public would also be surprised by the amount of compliance work undertaken at Shoobridge Transport. “Many only perceive red neck truckers on the road whereas truck drivers these days are far more professional.”

He points out that there is a myriad of jobs available in road transport, apart from getting behind the wheel.

“We’ve got over 100 staff here, only 60-odd of them are truck drivers. You could be a mechanic, in admin, operations, and you could be in the warehouse.”

Nevertheless, the staff levels are a far cry from Shoobridge Transport’s origins. Back in 1973, Glen Shoobridge and Des Stafford, Peter’s father and uncle, were banana growers in the Tweed Shire and surrounds. They bought their first truck to carry their own produce to market. That led to the brothers receiving requests from other farmers in the area to haul their goods. Hence, more trucks soon followed.

Describing Des as a “bloody hard worker”, Peter and Barry bought their uncle’s side of the business in 1994. Sadly, their dad Glen Shoobridge passed away eight years ago.

“I think we can say we were born into it,” Peter says. “I don’t know that we had too much desire to do anything else at the time.

“We’re from the land originally and basically born into the transport business or maybe we had a dose of diesel in the blood and from an early age. I know we used to get off the school bus and go and load banana boxes by hand.”

Peter says he and Barry used to joke that their father wouldn’t do any work until 3.30 in the afternoon, just when

Below:

the school bus turned up.

It was unfortunate in some respects that the northern NSW banana industry began to decline, mainly due to the growth of Queensland’s plantations. From hauling hundreds of pallets of bananas each week, that side of Shoobridge’s business is now down to less than 10 pallets.

“The banana industry was initially where we kicked off, it was very strong in the region. But over time it’s basically dissolved into next to nothing,” Peter says.

Countering that, Shoobridge Transport evolved from concentrating on local business into line-haul operations and a diversified customer base. Nowadays, many Shoobridge Transport’s customers come from the food and beverage sector, including craft beer which is a big percentage of its operations.

“For a lot of our business we’re doing the finished product now,” Peter explains. “Before that we were doing a lot of the inbound ingredients and packaging for the same manufacturers.

“So if you look at it, we’ve got a bit of a loop going on. We do inbound into the end of their manufacturing, but then carry out the finished product as well.

“So if anything, we’ve managed to put together a good all round service for a lot of these customers. We’re doing the inbound that they need and then we’re doing the outbound when it’s all made.”

As suggested, customer service, as well as their fleet’s tidy appearance, is one of the reasons behind Shoobridge Transport’s success, despite being subjected to flood events in the past five years due to its proximity to the Tweed River.

“We’re certainly getting better at that flood response through the experience we now have and planning,” Ken Harries says.

It’s that focus on service that has maintained the relationship between the business and its regular customers who were sympathetic during the crises.

“Service is the only way you’re going to be successful in this industry because we’ve all got the same equipment, we all travel on the same roads and we’re all regulated by the same regulations,” Ken explains.

“The only thing that really can be different is your service offer.”

Peter goes further when he states that Shoobridge Transport is now in the best shape it’s ever been.

“A lot of people go, ‘you’ve bloody done well’, and I say, ‘it’s only perseverance that’s kept us here’,” he says.

“So at the end of the day, it’s just hard work and dedication and commitment from many good people over many years.”

Top, L to R: One of only two Freightliners in the Shoobridge fleet; The heart of Shoobridge Transport, from left, Vicki Love, Linda Smith, Kay Shoobridge and Lauren Conroy

Above: Gibbs Truck & Trailer Parts is more than handy. It has an outlet inside the Shoobridge Transport premises

Keeping it clean: The truck washing team of James ‘Jim Bob’ Fleming, Quinn Willis and Lindsay ‘Wheels’ King

“We’re certainly getting better at that flood response through the experience we now have.”

PASSING ON HIS KNOWLEDGE

One of Shoobridge Transport’s senior drivers, Tony Blair laughs whenever he introduces himself. “Like the ex-British prime minister,” he smiles.

Tony has had two stints at Shoobridge, his current employment period extending to 13 years, although he has clocked up a total of 25 years. In between he took a complete break from the road transport industry.

Originally from Sydney, Tony moved to the Tweed area 28 years ago. These days he visits his former hometown fi ve times a fortnight in a Kenworth T410 SAR. “I used to do Adelaide but I[m leaving that for the younger fellas,” he adds.

Previously, Tony was behind the wheel of a T908. Before that he piloted three Western Stars. He admits preferring the T908’s Cummins over the Paccar engine in the SAR. “It’s not too bad, but a bit less power and the retarder I don’t think is up to scratch.”

However, he enjoys the SAR’s comfort factor, as well as the driving and safety features, including the Kenworth Wingman and, surprisingly, the Seeing Machine installed.

“There was a lot of opposition to the Seeing Machines from older drivers but once you get used to it, it’s not a problem,” he says, labelling himself as an “old fella and nearly 66”.

“You have days on the mic when you laugh and your head goes back, but other than that I’ve never had a fatigue issue with it. It sends a warning, just in case.”

Tony’s longevity with Shoobridge Transport speaks

volumes for the company’s culture and its familyorientated approach.

“Every company has its good and bad and we try to get through the issues and be better at what we do.”

When I spoke with Tony he revealed he had not long returned from a couple of months off due to a severe bout of pneumonia. He says the company was extremely supportive to him during his absence.

“I’ve had death in the family [in 2022] and they accommodate all that sort of thing. They’re a good company to work for,” he says.

Tony has experienced first hand Shoobridge Transport’s growth over the years.

“We didn’t have these sheds, we didn’t have the workshop. Now we’ve got our own workshop and we’ve got all the accreditations and mass management.

“There’s many things that have been put in place through compliance and everything like that. It’s just the way of the day.

“They try to alleviate any disasters that anybody could have, or damage to freight,” he says.

Unlike some transport drivers, Tony says he has no issue with police and road authorities.

“When a vehicle leaves this depot there should not be any reason that they’re going to get an infringement. Logbooks, we’ve got MT data, all sorts of things, so they can’t run over hours.

“We’ve got onboard scales so they shouldn’t be overweight at any time and we’ve got maintenance management so the trucks are kept in pretty good condition and are serviced regularly.”

BUILT TO LAST

Tony has had experience with owning a business. He knows the importance of customer service and presentation to clients, which is line with the Shoobridge philosophy.

“We try to instill that in some of these younger guys that come through,” he says.

“I try to help train young fellas; some of them will listen. I just keep trying to pass on the knowledge.”

He agrees that the biggest problem the industry has is trying to attract young people.

“They don’t want to get out of their comfort zone. They want to go to the gym, they want to have life after work in the afternoon.

“Yeah, it’s very hard to get interstate drivers, let alone local drivers. And COVID has made things worse,” Tony says.

“You can’t work from home being a truck driver.”

Tony Blair has racked up a total of 25 years with Shoobridge Transport

DRIVER’S

Benefits of isolation

The long distance truck driver’s balancing act of solitude and keeping connected

As an interstate truck driver, you spend a lot of time on the road, often driving for hours and spending the night in your truck. For many people this lifestyle can be isolating and lonely. However, being alone has many benefits. It’s important to learn how to enjoy your solitude and happiness while on the road whilst connecting with others when the opportunities present themselves.

The COVID-19 pandemic has had a disconnecting impact on the way we have meals at truck stops. Due to concerns about the spread of the virus, many truck stops had to implement measures to ensure social distancing. This has often meant that people were required to eat their meals while isolated from others, either by sitting alone at a table or by eating in their trucks or other personal spaces. I’ve noticed that these practices have typically remained not by force but by practice. While they’re not enforced or encouraged, I’ve noticed that truckies tend to sit on their own while eating and have not yet reconnected with others. These measures were temporary, but they have impacted the way we interact and connect with others while on the road.

There are many benefits to sharing a table with others, including:

• Conversation and discussion. Meal times are an excellent opportunity for casual conversations about various topics

• Relaxation and enjoyment. Eating a meal with others can be a relaxing and enjoyable experience, especially if you’re in an isolated location away from family

• Cultural exchange. Sharing a meal with people from different cultures can be a way to learn about their traditions and customs

• Health benefits. Research has shown that people who eat with others tend to have healthier diets and make healthier food choices.

Using a phone can make you appear less approachable for many reasons. One reason is that it can give the impression that you are busy or unavailable. If you’re constantly checking your phone or responding to messages, others may assume that you need more time or aren’t interested in interacting with them. Additionally, phone use can be seen as a way to disengage from social situations, making you appear less approachable to others.

Another reason that phone use can make you appear less approachable is that it can create physical barriers between you and the people around

you. For example, sitting at a table with your phone in front of you can create a visual barrier that makes it harder for others to engage with you. Similarly, holding your phone to your ear or wearing headphones can make it more difficult for others to get your attention or initiate a conversation.

While driving, you can take in the sights and sounds of your surroundings and enjoy the peacefulness of being on the road.

To improve your experience on the road for your well-being in methods you can control, you can take advantage of the opportunity to see different parts of the country and experience different cultures. You can visit new cities, small towns, and even rural areas you might not otherwise see.

Finding solitude is the chance to focus on your own thoughts and goals. When you’re alone, you can use the time to think about what’s important to you and what you want out of life. This can be especially helpful if you’re feeling overwhelmed or stressed. Solitude can also be an excellent opportunity to listen to music, audiobooks and podcasts or simply relax and clear your mind.

Of course, being alone can also be challenging; finding ways to stay connected to others is crucial. One way to do this is by using technology to keep in touch with friends and family. You can use social media, phone calls, or video chat to stay connected and share your experiences on the road. You can also join trucking forums or groups where you can connect with other truckers and share stories and advice.

LONG HAUL STRATEGIES

There are a few strategies that you can use to help you ignore the bleak parts of the job and reconnect with your love for trucking:

• Find ways to relax and unwind. Take breaks when needed and find activities that help you relax and recharge. This could be listening to music, walking, or practising a hobby. I spend a lot of time listening to podcasts and always take my camera with me on trips

• Practice mindfulness. Paying attention to the present moment can help you stay focused and calm in the face of stress

• Set goals and plan for the future. Having a sense of purpose and direction can help you stay motivated and focused on what you love about trucking. Set specific goals for yourself and make a plan to achieve them

• Connect with others. Talk to your fellow drivers or family and friends about your experiences on the road. Sharing your thoughts and feelings can help you feel more connected and supported

• Take care of your physical and mental health. Get enough sleep, eat well and exercise regularly. This feels almost impossible – and I’m guilty of ignoring it.

Being a truckie can be a lonely job but it’s also an opportunity to experience solitude in a unique and rewarding way. By finding ways to enjoy your time alone and stay connected to others, you can make the most of your time on the road and find fulfilment in your work.

“Phone use can be seen as a way to disengage from social situations.”

NATROAD Warren Clark

Missing in action

Honey, they shrank the workforce! So where did the 2.6 million drivers go?

Sometimes it’s comforting to live in a country where our relatively isolated physical location, resilient economy and sense of self sufficiency means the negative impacts of many overseas events pass us by. Of course, global pandemics are an exception to the rule. So too, are major supply chain disruptions.

Even so, it was a surprise to see a report surface just before Christmas from the IRU, the European-based organisation that represents road transport and logistics companies worldwide, saying there’s now a global shortage of 2.6 million professional drivers.

The product of research among more than 1,500 commercial road transport operators in 25 countries across the Americas, Asia and Europe, the report made sobering Christmas reading.

It found that in Europe, driver shortages jumped by 42 per cent from 2020 to 2021, with vacant driver positions reaching 71,000 in Romania, 80,000 in both Poland and Germany, and 100,000 in the UK.

In Mexico, shortages rose by 30 per cent to reach 54,000, while in China, they increased by 140 per cent, reaching 1.8 million.

Of course it’s not all a result of the pandemic. The virus has played a huge part, as well as tightening economic conditions and the domino effect of supply chain disruptions, but it’s been occurring for some time.

It’s the sheer scale of the issue that’s surprising.

To put in perspective, 2.5 million is the equivalent of how many people have fled the Ukraine War since it started. It’s also equal to the death toll from the Korean War. And it’s roughly how many people call Greater Western Sydney home.

This raises the valid question that even if we lower the barriers for overseas drivers to come and work in Australia –something NatRoad supports provided we have a system of national accreditation –are we going to solve our own issue?

Commenting on the report’s findings, IRU Secretary General Umberto de Pretto said: “Chronic commercial driver shortages are getting worse, with millions of positions remaining unfilled. This is putting already stressed economies and communities at higher risk of inflation, social mobility issues and supply chain meltdowns.

“Road transport operators are

doing their part, but governments and authorities need to maintain focus, especially to improve parking infrastructure, training access, and encourage more women and young people into the profession.”

The IRU is so concerned that it arranged a briefing for members of the European Parliament to explore how to remove barriers to entry for young people, improve working conditions and enhance the road transport industry’s image.

TRUCK LICENCE COSTS

The European Union will have around 500,000 vacant driver positions by the end of the year. It currently has a 14.5 percent youth unemployment rate.

Taking a deeper drive into the report, some of the themes sound familiar to Australian ears.

High licence and training costs are an issue. In France, for example, a truck licence costs 5,300 euros (or $A8,160) which is more than three times the average minimum monthly salary for drivers in that country.

Security for women drivers has been identified as crucial to making the profession more attractive by 94 per cent of transport companies. Yet only three per cent of existing EU truck parking places are certified as safe and secure.

The European figures include bus drivers, so the impacts run deeper, but you get the picture.

Our common issue is one of generational change for which there must be a concerted response from industry, state and federal governments and society.

According to the Australian Industry and Skills Committee, the average age of employees in transport and logistics is 45.6 years and a driver is 48. The average Australian worker’s age is 40.

Three per cent of professional drivers being female is much too low. There are simply too few young people and women wanting to join the profession.

I’ve said it before but it’s worth saying again. Opening up to overseas recruitment and creating apprenticeships are only parts of the solution.

Australians generally have to acknowledge road transport as a genuine economic driver of prosperity in this country rather than an annoyance when it comes to transporting their family down the highway during the summer break.

If the Federal Government wants to convene a conference of industry to discuss practical solutions to pressing problems, here is one obvious place to start.

WARREN CLARK is CEO of the National Road Transport Association (NatRoad).

“Australians generally have to acknowledge road transport as a genuine economic driver of prosperity.”

MASTERPIECE

Hot damn! I know it’s a weird way to start an article but in all honesty it’s the most accurate summation of the story that follows. Just look at the photos. This amazing Mack is a visual masterpiece. It’s massive, it’s tough, it’s a truck lover’s paradise put together by a man that just loves trucks. There has been so much thought, passion and creativity put into this build that the only appropriate words are ‘hot damn’. With that out of the way, let’s get into the details. There is so much to unpack on this truck, from the fact that the truck itself is a limited-edition release to the fact it is also a celebration of a major milestone in the success story of a family-owned business. In addition, this truck is sporting one of the most impressive paint jobs undertaken on a vehicle this size. Then there’s the fact it is fitted out with every conceivable extra available. It really is a masterpiece in motion.

While there are so many people that have played a part in this fabulous creation, the buck stops with the man at the top – Mustapha ‘Mussy’ Deen. It was Mussy and his wife Yasmin that started Mactrans Heavy Haulage back in 2000 and two decades later it was the two of them that chose to acknowledge the company’s successes with this standout Mack.

Mactrans Heavy Haulage is a true family-run company. It began with Mussy behind the wheel of a Mack Valueliner and a rented low loader back in 2000 with Yasmin supporting him both as a workmate and partner. From that single

What better way to celebrate 20 years in business than the purchase of a big Mack Super-Liner. Not any Super-Liner mind you, but a 100 Years Mack Anniversary model, specced up to the max. Warren Aitken chases down the ‘king pin’ of the Mactrans Heavy Haulage fleet

IN MOTION

Top: Yasmin and Mussy Deen are rightfully very proud of both ‘King Pin’ and the 20 years of service it represents

Above, Left to right: Another lovely touch by Mussy is found below the driver’s door; Crossing Brisbane’s Gateway Bridge, the 100 Years Anniversary Mack SuperLiner dwarfs the local trucks

Below: Mussys original Valueliner, the big rig that started it all, not just the business but the iconic Mactrans colour scheme

Opposite top: As the sun rises up Cooroy Hill, the Mack’s MP10 motor makes light work of the big D11 dozer on the back

Opposite below: Within Jeff ‘Cyclone’ Barrie’s amazing airbrushing you can see the extra fleck in the paintwork, nearly five times as much as planned

truck driven by the boss himself, the company has grown to have over 100 pieces of equipment factoring in truck trailers and trailer components. You can now find Yasmin now sitting in the director’s chair, Mussy out from behind the wheel and operating as COO, and Yasmin and Mussy’s two sons Faadhil and Farhan continuing their dad’s legacy behind the wheel.

The company is more than just a business though, it’s a passion for Mussy. Big trucks and big challenges are the fuel that keeps the massive smile on his face every day. Plus, it’s that love for the job that has led to the creation of this behemoth of beauty that is Mactrans’ anniversary truck.

“I love trucks; I love what I do,” Mussy says. “This is the whole thing – people do trucks and trailers to make money. I’m not in it to earn money. Obviously, you need to earn money but it’s my passion. Trucks are in my blood, I love what I do, I love how I do it.”

Mussy is ready for a chat, explaining how he and Yasmin arrived at this point in their business. While Yasmin grew up as a farm girl and her trucking experience was limited to much smaller farm trucks, Mussy was surrounded and

indoctrinated into transport from a very early age. His love of the industry would lead you to believe he was bottle-fed on diesel and I honestly would believe that.

His childhood was spent around his father’s transport company and, from about the age of 12, it was all-consuming for Mussy. The moment he turned 17 he couldn’t get his licence fast enough. That last line was very literal. With friends and workmates in the Northern Territory, Mussy was aware he could obtain his licence there. So that’s exactly what he did.

“I left school at Grade 9; I wasn’t very good at it,” he laughs. “The old man pulled me out and showed me the ropes, like an apprenticeship. At 17 I flew up to the Northern Territory and got my licence.”

The theory and practical tests were never going to be a problem for Mussy. He had been surrounded by trucks for years and had moved more than his share around the yard. He also found studying for that test a lot more enjoyable than anything he’d tried at school.

Once he was an officially licensed driver there was no

“At 17 I flew up to the Northern Territory and got my licence there.”

holding him back. He wasn’t limited to driving around the yard and off-siding on the big moves though. Now he was free to put all he had learned into practice.

“It was mainly mine stuff, all over Australia,” Mussy recalls. “It wasn’t real big loads, oversize stuff on drop decks, tri-axle floats, anything up to a quad axle low loader.”

Working for his father was a great stepping stone and laid the foundation for the knowledge base. When the time came to gather more experience and specialise in heavy haulage, he found work with other companies. In 2000, he took the plunge to start his very own heavy haulage company.

It was a huge move for the then 22 year-old Mussy, but what helped him immensely was having the support and belief of his wife Yasmin.

“When he first started he had an old Mack Valueliner and hired a trailer off his dad. He was still a bit apprehensive about going and getting the work,” Yasmin tells me. “I was the one pushing him saying, ‘you can do it, you can do it’.”

Having that kind of belief at home, along with the need to put food on the table for the couple’s first child, was enough to drive Mussy onwards. There was no doubt about his passion and knowledge, it was just the getting out there chasing his own work. However, what he learned in those early years helped the company succeed to where it is today.

Letting his customers see his passion for the job, as well as his upfront, customer satisfaction-based approach ensured the work soon flowed in. His clients understood they could ring Mussy and get answers and replies straight away. When he turned up to the job it was with a smile and a ‘glad to be here’ attitude.

Mactrans milestone

Within 12 months the workload had enabled him to return to the bank and get a loan to buy his own trailer. Twelve months after that he had a second truck and a second driver. The company was thriving.

The year 2007 was another milestone for Mactrans Heavy Haulage when the company was able to purchase their first brand new Mussy-specced truck.

“It was a Mack Titan,” he says. “It was our fifth truck, ‘Mussys Mutt’.” He also guiltily admits, “I kind of went to town on that one.”

That same year was also big for another reason, one that relates directly to the truck we are talking about now. “I’ve always liked anniversary collector trucks, special edition trucks, whether they were Macks or Kenworths but more Macks,” Mussy says.

“I always wanted to own a Bi-Centennial Mack Super-Liner. In 2007 I bought Captain Starlight. I always wanted that; as a kid it was my dream.”

That affiliation for special edition trucks saw Mussy buy one of Mack’s limited edition Southern Cross releases in 2014. Subsequently, when word seeped out Mack would be doing a 100 years release, it’s no surprise Mussy had a deposit down before the salesman finished whispering the rumour.

It is worth noting here that as supportive as Yasmin is, during our conversation she often pointed out, “I have learned not to let Mussy loose with the chequebook when doing a truck; I need to put him on a budget.” I mention this because it was also revealed that yes, it was Mussy that wanted the 100 Years Mack but it was young Yasmin who opted to make it extra special.

“Yes, It was my idea,” Yasmin smiles. “I read the email and asked about the truck. Mussy said he was thinking about it and I said we’ll do it. It’s an anniversary truck and it’s our 20th anniversary for Mactrans. We’ll get this truck but make it as a Mactrans anniversary truck and make it something special.”

“In 2007 I bought Captain Starlight. I always wanted that; a s a kid it was my dream.”

While the Mactrans anniversary theme on a 100 Years Anniversary Mack was Yasmin’s idea, the extent to which it developed is entirely Mussy’s doing. There was a family discussion between Mussy, Yasmin and their eldest son Faadhil as to the theme of the truck.

“I also have a theme and airbrushing on my truck,” Mussy says. “Normally western or gangster or just tough bulldogs. For this one I wanted ‘country’ but I got outvoted by Yasmin and Faadhil.”

Gangster theme

Faadhil Deen is actually the man behind the wheel of the big Mack so that may have swayed his mother into voting to go with his ‘King Pin’ gangster theme. Either way, Mussy got outvoted.

The theme was settled on but then came the hard work of creating this masterpiece. “Once Mussy’s doing trucks he doesn’t sleep at night,” Yasmin laughs. “One thing leads to another, his mind is thinking what he’s going to do, how he’s

going to do it, how he’s going to make it better than the rest of the trucks.”

Before anyone else could get started on the truck it was rolled into the Mactrans workshop where the team, led by Brad McGrath and Mick Arrabal, went to work customising the rear end. Rebuilding the whole back of the truck, designing the hitch, the custom guards and everything else needed to ensure the truck suits the work that Mactrans specialises in.

Once the engineering was complete the next step was choosing the paint. Mack had commissioned Rob Rundell at Bel Air to design specific paint profiles only available for these limited editions 100 Years Macks. “Mack went with a pearl and a glass look on the trucks, which basically made them all three-layer pearl trucks,” Rob explains.

“Mussy picked black but with Mussy everything is to the extreme. Mack had seven grams of effect per layer, while Mussy changed his to have 30 grams per layer.”

The other challenge Mussy put to the Bel Air team was an insistence on having a proper flow effect to the paint job,

Top: Special edition trucks are like catnip to Mussy Deen. Hard work has paid of with two Bi-centennials, as well as a 50th Anniversary Mack and now the 100 Years Mack

Above left and right: The family side of the family business. From left: Faadhil, Yasmin, Mussy and Farhan Deen; Mussy had it all planned for cutting the truck name into the beacon brackets Opposite from top: Just in case you weren’t sure if this was a special edition truck, just open the passenger door; The interior was done by the talented team at Haultech Engineering in Brisbane, ensuring Faadhil Deen will neither roast or freeze, nor will he go without his morning coffee; Custom-built guards require custom-designed signage

meaning you can run your hand along the side and not feel any of the lines. It took a lot of clearing and blocking to leave the whole truck feeling smoother than a Teflon banana skin. Getting the paint right had to work hand in hand with applying the airbrushing – and there’s a lot of that. I mean a lot. While the ideas once again came from Mussy, it was the creative genius of Jeff Barrie, affectionately known as ‘Cyclone’, that created the amazing stories along the sides of the Mack, also on the bonnet, rear wall, sleeper roof, sun visor, and engine bay. I think I listed them all.

Vision splendid

There was plenty of time spent discussing ideas, mocking up images and even repainting different areas when they didn’t quite fit Mussy’s vision. The end results however are stunning. It does pay to think about the precision and dedication to perfection, particularly in the fuel tanks. Airbrushing the tanks, straps and brackets so they all line up perfectly would be a mammoth task. Then there’s the drop visor. From most angles you can just see the effect of the 30 grams of flake per litre paint. Due to the magic of Jeff’s airbrushing, under the right light you can spot the Mactrans brand displayed like the faintest of silhouettes.

Top: A quick photo of Faadhil before he finishes checking the D11 load

Above: Mactrans’ grill all fitted –no need for week-old Chiko rolls here

Below: Number five in the Mactrans fleet but the first Mussy specced truck. It’s still one of the best looking rigs around

It’s not only the paint that makes this a special truck. Let us look at the bull bar. The 100 Years Macks all had specially manufactured King Bar bull bars fitted but Mussy had his customised even more. Extra-large four-and-a-quarter inch tubing with a second inner tubing was used to make it stronger, specifically for push-pull work.

The next stage saw the truck in the Haultech Engineering sheds where the team there customised all the creature comforts for Mactrans. The Haultech team were responsible for all the custom interior work, fitting in reverse cycle air conditioning, invertors, climate control, fridges and everything you could ever need.

It wasn’t just the inside though. Haultech Engineering fitted a slide-out barbecue system, the toolbox setup behind the cab and even an outdoor shower system with separate hot water.

After fitting all that, the truck found its way out to Ryan Northcott at Bling Man HQ in Kentville, west of Brisbane, to get all the shiny bits fitted and more than a few extra lights added. As with the airbrushing, Mussy knew what he wanted and, with Ryan’s help, he was able to bring those ideas to life. “I had my ideas for what I wanted,” Mussy says. “I’d show Ryan pictures and stuff and he’d draw it up and fine-tune it.”

While the truck is dominated by the paint and artwork, there was still plenty of options for adding shiny parts and custom cut-outs. The stainless trim below the bunk not only hid the Haultech barbecue but has been laser cut and lights up with tributes to Mactrans 20th anniversary. Below the cab the trim lights up with Mussy’s and Yasmin’s names.

Mussy also had Mactrans cut into the exhaust shrouds and the truck’s name ‘King Pin’ cut into the brackets for the safety beacons. Another custom addition can be seen from the passenger seat. The standard dash has been covered with custom laser cut stainless, again acknowledging not only the 100 years of Mack but also Mactrans’ 20th anniversary.

With all Bling Man HQ’s extra lights and shiny parts added, the truck was sent off to the lovely ladies at Slick Azz to get the final protective film added. It’s a treatment Mussy adds to his trucks anyway but after so much time and money invested in the amazing artwork on this truck, it was a compulsory move.

After an 18-month mission, the truck was finally complete and handed over ready for Faadhil to put to work. The big Mack is rated to pull 250 tonnes, sits on six-rod suspension and is powered by Mack’s massive MP10 engine. It has arguably the coolest paint job and artwork in the country and sports almost as many lights as the Sydney Harbour bridge.

Yes, the more traditional 20th anniversary gift is meant to be China. However, I think I speak for Mussy and Yasmin who chose a much better way to acknowledge and celebrate the success of Mactrans Heavy Haulage. I can’t wait to see what they do for their 25th.

“I have learned not to let Mussy loose with the chequebook.”

TWU Michael Kaine

US culture unwanted

By working together we can build the Aussie high road and avoid the United States low road

The year 2023 is here, and while many around the country are slowly returning to work, drivers have as usual been working across the holidays to keep the show running. This year will be the year to fight for an industry that means, whether working through bushfires, floods, pandemics or whatever else is thrown their way, drivers can be safe at work and make a fair living.

The need for a top class Aussie system has never been more urgent. We must avoid the US low road.

At the beginning of this year, there was startling news out of the US as Amazon announced that it would be cutting 18,000 jobs, its biggest round of job cuts ever.

It might seem like these job cuts have no tangible link to Australia. But what we’ve seen over the last few years is an accelerating trend towards companies importing their US-style tactics that undercut competition, smash workers’ rights, and kill small business – and it spells a clear and present crisis for the freight industry.

That’s because by bringing in Amazon Flex, which pays basement rates to its drivers on a “take it or leave it” basis, the whole industry is undercut. For owner-drivers and operators already struggling to keep up with rampant inflation and exorbitant fuel costs, this race to the bottom could spell the end of business for many.

This attack is not confined to parcel freight. Amazon in the US has already taken things one step further by infiltrating traditional freight. In 2017, it quietly launched Relay, an app designed for truck freight, branching out of its model that had previously only been used for couriers in vans or cars.

Now several years later, Amazon is firmly entrenched in the traditional freight landscape. That spells enormous trouble for drivers and small businesses across the US. More importantly, it foreshadows what would happen if the same were to happen in Australia.

A report last year, for example, found that Amazon’s contracting practices are deadly. In fact, since 2015 trucking companies that Amazon contracts to in the US have been involved in crashes killing more than 75 people.

KANSAS TRAGEDY

We know all too well in Australia that significant financial strain from the tops of supply chains pressures

drivers and operators to cut corners on safety, speed and drive fatigued. Amazon’s focus is on grabbing market share through rock-bottom prices – in fact it washes its hands of its safety responsibilities entirely, saying it has “little role” in its contractors’ safety. Consequently, the track record of freight contractors for Amazon in the US is shocking. One driver in Kansas lost control while braking and was involved in a fatal accident. It happened two months after the driver’s employer failed to act on a police order to fix the truck’s brakes.

This is the same company that told a driver in Illinois in 2021 that she would be sacked if she stopped delivering, despite tornado alarms going off in the area. Another delivery driver, and five other workers, were devastatingly killed when the tornado tore through the Amazon distribution centre where they were working. The parents of the delivery driver have filed a wrongful death lawsuit against Amazon.

These are just a few of the examples of the lack of regard Amazon has for its workers, but it’s not just Amazon importing its disgraceful and deadly tactics to our shores.

In the US, FedEx spent $837,000 on a union-busting campaign when workers fought for pay parity with UPS workers. Here in Australia, FedEx fought back against employee drivers’ call for job security in 2021. Now it’s threatening owner-drivers’ pay and conditions as

well, by bringing in an Amazon Flexstyle model for couriers, who would be stripped of rights like sick leave and superannuation, and imposing gig-style piece rates at just $2.50 a drop.

SEEKING STABILITY

Trucking is already the deadliest industry in Australia. During 2022, 174 people were killed in road crashes in Australia, 43 of them truck drivers. If we see the likes of Amazon and FedEx continue to creep in with insidious methods of stripping back rights and protections that support sustainable operations, ownerdrivers and operators will be under even more financial pressure.

It is essential we rein in the Amazon effect before it obliterates the industry as we know it.

Luckily, companies like Amazon and FedEx are still the outliers in Australia. For many others, even gig companies like Uber and DoorDash who have joined calls for reform, fair competition is the crucial part in stabilising road transport.

That’s why 2023 is such a pivotal year in our fight for a safer, fairer and more sustainable industry. With Labor’s commitments to empower the Fair Work Commission to set minimum standards across all of road transport, we’ll be able to halt the Amazon effect that’s devastated trucking in the US.

Importantly, it would also mean drivers and operators are given a seat at the table – to be part of the decision-making process, and be able to provide advice and recommendations instead of the “take it or leave it” basis that has crept in from the likes of Amazon.

Around 18,000 job losses in Amazon in the US is a warning to us that this is a company that thinks it can do what it likes and so far has been able to exploit workers unchecked. Our laws have not kept up with the rampant pace of the gig tsunami, and unless we update them urgently, owner-drivers, operators and everyone else in the industry will see their pay and conditions go even further backwards.

With Labor’s commitments, 2023 is our year to make sure once and for all that we have a fair, sustainable and safe road transport system. Let’s ensure that together we build the Aussie high road.

MICHAEL KAINE is the national secretary of the Transport Workers Union of Australia. Contact Michael at: NSW Transport Workers Union, Transport House, 188-390 Sussex Street, Sydney, NSW 2000. twu@twu.com.au

EYES ON THE ROAD Rod Hannifey

Truck drivers matter

Electronic work diaries can help alleviate the risk of unnecessary and incorrect out-of-hours fines

Anew year is upon us and as you read this I believe the National Road Freighters Association (NRFA) conference at Wagga Wagga will be underway or completed. I’ll report on it for next month.

Electronic work diaries (EWDs) or as known and used in the US, electronic logging devices (ELDs), were mandated there in December 2018 and have now become mandatory in Canada as well even if you are not based there. They were to solve all the industry’s problems. Have you heard that before, or does it at least sound familiar to propose a solution driven and controlled by those who do not have to live by and under it?

There was a report released recently saying it has not actually reduced crashes as promised, but it has certainly put more pressure on drivers and on the lack of truck rest areas. I have spoken of Jason’s Law, where a trucker died after being robbed and killed for the $6 he had on him when he had nowhere else to park and so parked in an abandoned truck stop for a sleep. His wife fought for years and finally got the law brought in across the US, but they still do not have enough truck stops in many places and, once your EWD says you are out of time, it will hold you to account.

When EWDs were first mooted here many years ago, I put my hand up and

was on the advisory panel, possibly the only driver involved. I am sure you are all not shocked and surprised! I was then told I could not participate in the second stage trial because I already had a device in the truck that was a trial towards EWDs.

I also vehemently pushed that the law for EWDs should not come in until the current law (of the time and this is nearly 10 years ago) was “fixed” as we were then and now still copping fines for bullshit things that have nothing to do with road safety.

It all went quiet for many years and then it came back with little real industry consultation or involvement. But we had some help from the National Transport Commission (NTC) and its then CEO Paul Retter who, after a trip with me, stood up for some common sense and, to his credit, he did (after my specific request) also provide funding for the update of the truck rest area design guidelines.

At our last NRFA conference and even

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

at the Trucking Australia convention we attended, I asked National Heavy Vehicle Regulator (NHVR) CEO Sal Petroccitto how to fix the problem of these fines. His answer was to get an EWD. Now even then, while there have been a number available for a few years, some are tied to the vehicle and, like all things, better versions and efforts follow over time.

Coming back from the last shoulder surgery, I looked at a few and have gone over to Hubfleet. Yes, I provide feedback to them and again, if you join up through the NRFA page, the NRFA will earn a small fee from them but thus far I have found it good to use.

Previously, I’ve had to write times in my logbook and then argue with officers that I refuse to have them steal my time when I stop for 25 minutes but the logbook will only give me 15 minutes break, or when I stop at 3.20 I must then have 25 minutes to get a 15 minute break. Now I don’t lose one minute. It will provide an alert when I am coming up to breach time, so you don’t find out after you pulled up that you have gone over. Thus far it is better than a logbook and near the same price per year.

I still want to see the Heavy Vehicle National Law review completed and many of the things in it addressed and the life on the road made easier and fairer. But how long has it been now and when will it ever happen? With all the effort and money gone into it, we are still waiting for a single change or improvement.

SUBSTANDARD HIGHWAYS

Then there are our roads. It is good to hear there is funding being made available, but will we get the value from it? Having been down the reopened Newell, again I will say that if the work had been started after the floods of five years ago, it would not have been so bad or closed for so long this time.

It’s funny how we can see the work on the inland rail further north with so many culverts and water flow space that it will be unlikely to ever close, yet our one national highway gets washed away and closed for months at a time, three out of six years.

Then I went into Melbourne and they are working on the Tullamarine tunnel. There were five rear bump trucks, all the drivers were sitting and playing on their phones with not one person working within a kilometre. Surely good value roadworks there.

It is our lives at risk on the road. None of us want to see roadworkers hurt and, without them, we won’t get any roadworks or repairs done, but there must be some oversight and value. How many of the new overtaking lanes on the Newell have failed – and more than once? How can spending money badly to do half-arsed patching week after week and month after month when the holes come back again and again be real value when we then hit them again and again? What will happen when we start sending the bills to the road authorities for damage to the trucks?

You all know we as the drivers don’t count, do we?

“It will provide an alert when I am coming up to breach time.”

WILKIE’S WATCH Ken Wilkie

Different strokes

Do most bureaucratic institutions carry a bigoted attitude against road transport operators?

Another one is on the books. Some call it the silly season. For me, I call it the hypocrite’s season. Boxing Day sales and some organisations were advertising better than 50 per cent off. So, what is their mark-up before it becomes important to clear unsold stock? What’s that got to do with road transport? Probably nothing on the face of it but to my mind it’s something of a reflection of the morality of society.

The fuel companies don’t need to clear excess stock. Fuel is a road transport concern. Most of the big outlets around Brisbane were offering diesel at around 230 cents a litre before Christmas. I found an outlet letting it go at 210c a litre. Or go west of the range and plenty of service stations had it at 216c. I must ask, who are the bunnies in this game?

SLOW SPEEDOMETERS

I argue that Queensland’s appalling road toll also is in large measure a reflection of our national integrity. Take out those crashes obviously caused by people impaired by illicit substances or grog, and those who have came to grief driving at a considerable speed and what have we got? North and south of Brisbane we have two arteries that are subject to enormous volumes of “casual” drivers. And dare I add that casual is too often combined with an absence of driver competence.

The whole fiasco is worsened by road safety management that hasn’t attempted to address traffic flow friction. I’m still working my way through the book, A Bastard of a Place by Peter Brune. There is constant reference to a gross ignorance of the situation facing the poor buggers at the front by egoistical arrogant leadership. And I simply must ask, “What has changed”?

The gurus of road safety management of recent years have bleated that there is zero tolerance on speed. But in their limited intelligence, they have neglected to factor in that the Australian design rules have a legal plus or minus variance of 10 per cent on the accuracy of speed measuring equipment.

Now I shouldn’t have to point out the absolute horror that company directors have of being seen to be anything like antisocial. I’m sure our general media journalist would have a field day should an organisation be found selling vehicles that were travelling faster than the speed indicated. But there is no hue and cry when they sell vehicles travelling at less than the indicated speed. Couple vehicles not showing the true speed – indicating

a speed higher than that being achieved – with timid drivers who are desperate not to blot their copybook as they try to impress by their “safe” driving (read: slow) and there is the recipe for disaster.

The often-resulting frustration, whether on two-lane roads or multi-lane freeways can have catastrophic consequences. Zero tolerance on speed? Hey stupid, all driving is speeding. At least try to reduce traffic flow friction.

DIFFERENT RULES

In my good old days when doing dangerous goods, I was much aware of the financial consequences of displaying dangerous goods placards once the load had been delivered. No issue, but again the public sector is governed by a different set of rules.

Talk about the shepherd boy who called wolf! How about roadwork speed reductions when no workers are on site? How the hell can a driver be expected to comply with requirements when the purpose of the restriction is more of a reflection on the power of the site manager than a genuine safety consideration?

In so many ways the public sector is letting this nation down. I see where the Australian Trucking Association (ATA) is again calling to have the National Transport Commission (NTC) dissolved. Is it just the NTC or are most bureaucratic institutions carrying an attitude of

KEN WILKIE has been an owner-driver since 1974, after first getting behind the wheel at 11. He’s on his eighth truck, and is a long-time Owner//Driver contributor. He covers Rockhampton to Adelaide and any point in between. His current ambition is to see the world, and to see more respect for the nation’s truckies. Contact Ken at ken@rwstransport.com.au

discrimination against road transport operators?

Dan Roe copped almost $700 for accidentally not ticking his BFM box. A dangerous goods operator who fails to remove the DG placards – three grand by three times. An Australian resident returning from overseas claims to have nothing to declare. When found to be concealing diseased citrus fruit, the penalty was a paltry couple of hundred bucks. Can we get real here?

Please consider the ramifications. One deliberate act could cost the country billions should the disease be released. The first road transport misdemeanour has no ramifications because the accidental-not-ticking could not impact anyone. The second could simply result in an unnecessary call out of emergency services. Can we please have a show of integrity within road transport bureaucracy – please? How about we make it a new year’s resolution.

CONCERN APPRECIATED

Here’s a story that makes me happy and gives me a smile when I remember it. Before Christmas, daylight gave away at Taroom. A local service club has erected an ablution block for the use of the travelling public. Great effort and the council have committed to keeping it clean. Another great effort. It was approaching dark as I wandered on my way to removing the day’s grime, going past three truckies enjoying an end of workday beer. Lighting in the ablution block is controlled by a light sensitive switch and it was quite dark inside before it operated. It took me a while to remove the clobber – finding a safe place for hearing aids, false teeth – getting all the ducks lined up in the reduced lighting.

Undressing and dressing these days is a complicated procedure, rivalling the time a socialite takes to dress for the mayoral ball. The boys partaking of the beer must have recognised my antiquity and were concerned about the time taken to reappear. One took the trouble to check to make sure I hadn’t fallen and bashed myself into unconsciousness.

Thanks fellows. Much appreciative of your consideration.

“How about roadwork speed reductions when no workers are on site?”

KIWI TRUCKING ON SHOW

Trucking Industry Show.

atmosphere

Over the past few years I have had the privilege of attending a vast array of truck shows. All the top events Australia has to offer as well as a few over in the United States. I’ve covered Casino to Castlemaine, Lights On The Hill to Louisville in the US, and Sydney’s Convoy for Kids to Clarendon’s Kenworth Klassic. I’ve been in Western Australia for the Mack Muster and Walcott in the US for the Truckers’ Jamboree.

My passion for truck shows has seen me rack up a huge number of kilometres in rental cars. However, it has been a very long time since I caught a show back in my home country – the land of the low-profile tyre. Finally, though I have managed to wedge myself into a tiny middle-row seat and get back to home soil and visit the biggest show on the New Zealand calendar – the TMC Trailers Trucking Industry Show. On the off chance my mother reads this, I was actually returning home after a three-year hiatus in order to visit her. The fact that there was a huge truck show just 45 minutes up the road was a happy coincidence. True story.

Before we start dissecting the show itself, allow me to correct some of my language. I do keep referring to it as a ‘truck show’, but in the official advertisement it is listed as ‘New Zealand’s Largest Trucking Festival, so it’s only fair that I try and refer to it as such, which is a much more accurate summation.

Top: The Saturday morning sunrise unveiled a line of stunning trucks. The Rhys Trucking Kenworth, from Tauranga on the North Island, picked up the award for Furthest Travelled

Above, left to right: Start ’em young they say. Well, let’s see where this young bloke is in another 15 years – fingers crossed; Mack Super-Liners are cool, no matter which country you find them in. It’s hard to beat this one from Hiab and Transport Solutions in Christchurch

Left: Here’s an old UK truck you don’t get to see in Australia – a recently restored ERF. There used to be heaps of these breakfast cereal boxshaped trucks running around NZ

Far left: For those wondering about the Bright H you’ll see on the front of a lot of the Kiwi trucks, It is an indication the truck is running under a high productivity program. Kind of like the PBS scheme in Australia

As in Oz, truck events have returned big time in New Zealand, but arguably the biggest of all is the biennial TMC Trailers

And while Christchurch is only a short flight across the ditch, the variety of trucks on show was distinctively varied to what’s doing the rounds in Australia. Warren Aitken returns to the land of the long white cloud and the low-profile tyre to soak up the

Middle, left to right: The truck racing scene in NZ is going strong and one of them was good enough to rock up on display in Christchurch; Before the crowds started rocking in I had a wee wander through the early morning arrivals where many stunning trucks were already parked up; Twin steer with four-axle single trailers, the Kiwis definitely find a way to make things work

Above, left to right: This stunning R-series Mack was another standout; The push for more awareness of the effects of mental health in our industry was on display at the show as well

Opposite bottom: For those who firmly believe size doesn’t matter, check out Mackleys’ cool display

The two-day event, which ran on November 25 and 26 last year, was more like a festival than just a truck show. It obviously had all the attributes of a truck show. There were nearly 500 trucks registered for the official show and shine, however that was merely one aspect of the two-day event. There was so much more to take in, so much more to visit and so much more to participate in. The TMC Trailers Trucking Industry show really was a full-on trucking festival.

Record numbers

The team at the New Zealand Trucking Association have been behind the success of the TMC Trailers Trucking Industry show since it began back in 2014. The event is held every two years with the 2022 event being the fourth time it has been staged in Christchurch. Yes, if you were paying attention, you will note that 2022 should have been the fifth running of the show, not the fourth. The 2020 event was another victim of that dreaded ‘C’ word again.

However, the absence has not diminished its appeal. In fact, it’s the complete opposite. The 2022 event saw record numbers of trucks enter the Show and Shine. It saw bigger and brighter exhibits, it saw a heap more hands-on activities and, most importantly, it saw huge lines of traffic out on the road as record numbers of people flowed through the gates on Saturday’s open day.

The two-day event begins on Friday with a Trade Day and Careers Showcase. This is a fantastic concept and a great way to introduce the next generation to our industry’s possibilities. In conjunction with several local schools, the New Zealand

“The virtual reality simulator is an extremely cool way for people to experience life on the road.”

Top: It was great to see a limited edition Mack 100year Super-Liner arrive at the show

Above, left to right: One of the longest-running names in NZ trucking is Christchurch-based Opzeeland Transport, seen here with one of their newest Scanias hauling one of their restored original trucks; Another extremely fun activity was this monster bouncy castle, only suitable for ages 5-plus, although it seems you also have to be under 40 – unfair!

Opposite top: A stunning 630hp Mercedes-Benz Arocs, one of the many Hilton Haulage trucks that participated in the truck show Opposite middle, left to right : A stunning restoration project on display was this rebuilt Foden; One of the show’s highlights was outstanding New Zealand Trucking Association Education Trailer. The interactive setup was both educational and fun Far left and left: Another truck we don’t get to see often enough is the International ProStar – Blue Diamond Haulage turned up with this stunner; Although the Euros dominate the Kiwi trucking scene, the KW badge was still on show with some stunning rigs

Trucking Association arranged to bring busloads of local kids in and take them through all the different stands and displays.

While the show and shine trucks don’t start entering until Friday night, there were still plenty of outstanding trucks on display for future truckies to ogle.

Another major attraction that drew the kids in was the NZ Trucking Association Safety Education Trailer and the Pro-active Drive driver simulator. The virtual reality simulator is an extremely cool way for people to experience life on the road and a great learning tool for drivers. The system could be set up with different programs and would measure and track responses. You could do a test where distractions like text messages and texting were simulated and drivers’ reactions and attention were recorded. Suffice to say it’s scary how much a simple text message can affect on-road performance.

The Friday experience also saw the culmination of several transport industry competitions. The TR Group NZ Truck Driver Championship was one. This yearly event saw winners taking home a heap of prizemoney with awards going to Truck and Trailer Driver of the Year, Semi Truck Driver of the Year, Class 2 Driver of the Year, Young Driver of the Year, and Woman Driver of the Year.

Along with the truck driving competition, there was the Palfinger Crane Competition where the NZ top truckmounted crane operator was crowned after some amusing and highly skilled events.

The other cool event to watch involved another vital part of the truck driver’s life – the forkies. AB Equipment and The NZ Forklift Association held their yearly competition

Top: North Otago Road Metal Co are long-time Mack enthusiasts. Along with a fleet of new bulldogs, they rocked up with a couple of their original workhorses

Middle, left to right: Here’s something we don’t get to see in Australia – a 750 badge on a new Volvo; This Footrot Flats-inspired Titan was among the Central Otago-based ProTranz Earthmoving fleet, which is big on Macks, including the cab-over version

Above, left to right: This sparkling Peterbilt took out the NZ Trucking Association’s People’s Choice award; I didn’t get this monkey’s name – I was too busy laughing

Opposite, left to right: It’s not often do you see oversize loads entering truck shows but trust the Kiwis to squeeze one in; Another awesome entrant in the BP Classic Show was this beautifully restored Mount Cook Line Ford; One of the real workhorses of the Kiwi trucking industry is the iconic International T-line, this one being the latest restoration project for Burnett Motors Rural

with the champion crowned alongside all the others at a special Industry awards dinner held after the show on Saturday night.

Show and shine

For Saturday’s big public show day, the show and shine comp entrants began arriving Friday night and again at the ungodly hours of Saturday morning. It was a huge mission parking the 478 trucks, with many of them coming in as full units. A big thumbs up to the chief parking officer Mark ‘Magpie’ Amer. With his golf buggy and whistle, he was in his element. By 10am when the gates were opened to the public all the trucks were in position and the crowds streamed in.

Along with some amazing state-of-the-art combinations, there was an awesome display of historic vehicles as well, plus displays from all the major players involved in the transport sector. There was plenty to spend your money on

from diecast collectibles to books and magazines. There were tow truck demonstrations and arguably the world’s largest ‘Bouncy Truck’ obstacle course. For the 35,000 people that came through the gates on Saturday, there was plenty to entertain them.

As a wrap up I would like to reiterate to my Mum that it was just so dang coincidental that there was a show on when I came for a family catch-up. A fantastic show to be honest. The support from the everyday Kiwi and the interest from Joe Public was quite remarkable.

The NZ Trucking Association has created a hands-on style of show that showcases the passion of our industry and spreads it among those involved, but it also manages to capture the attention of those we are trying to encourage to join. Well done and I’ll see you in 2024.

Clockwise top left: Mid Canterbury Transport run a fleet of outstanding Scanias, all with impressive artwork; With a company name of Sharp As, you’d have to ensure your trucks look the goods – this Western Star does exactly that; There were many contenders for the Truck of the Show trophy, but the eventual choice was this outstanding K200 from Brenics Transport; An impressive line-up of DAFs – the brand is a major player in the NZ truck market; Another stunning restoration project was this awesome Mack – a fantastic job by Kelvin Anderson and his team; There are plenty of jokes about Kiwis and their sheep affiliation but carting them around in such opulence as this new Solly’s set-up plays right into the joke maker’s hands

“It was a huge mission parking the 478 trucks.”

Cheap, healthy eating DIABETES AUSTRALIA Dale Cooke

As living costs rise, here are a few tips to help your budget go further while reducing food waste

Healthy eating on a budget really comes down to being savvy and planning ahead. The additional effort spent up front will pay off in the long run. Meal planning and making a shopping list will help you stay organised, stick to a budget and avoid impulse buys.

Planning ahead could involve checking out the catalogue for your local supermarket to find out what’s on special for the week.

It may mean shopping later in the day when products are marked down, and it will almost certainly mean becoming best friends with your freezer.

BUDGETING RECOMMENDATIONS

• Keep an eye out for reduced price food items, ones that are near their sell by date, and freeze them as soon as you get home. Once defrosted, consume within 24 hours

• Buy lean meat, fish and chicken on special and freeze – bulk buys are often cheaper, so portion them out to what you would normally use for a meal. Make sure you write on the package what the cut is and the date you froze it. The Food Safety Information Council

recommend keeping frozen foods for a maximum of six weeks in a freezer/ fridge combination, or up to three months for a chest freezer

• Replace all or half the meat, fish or chicken in recipes with legumes. You might like to match the colour of the legume with the meat, such as butter beans with chicken and fish, or red kidney beans and brown lentils with red meat

• Choose home brand products – check the label to ensure they don’t have lots of added fat, saturated fat, salt and sugars but are high fibre. With most products look for less than 10g of total fat/100g, less than 3g of saturated fat/100g, more than 5g of fibre/100g and less than 400mg of sodium/100g. For milk look for less than 2g of total fat/100mL and for cheese look for less than 20g total fat and less than 800mg of sodium/100g. When it comes to sugar check how many sugars are added in the ingredients list – the natural sugars already in milk, yoghurt and fruit are okay

• While pre-cut fruit and prepped vegetables can make life easier, they are almost always more expensive. Choose

the non-prepped version and wash, cut and prepare at home

• Farmers’ markets, grocers, butchers and fish markets may also provide value, and they allow you to buy the quantity you prefer. For example, if you only want a small serve of meat, your butcher will be able to help.

WASTE NOT, WANT NOT

• When using fresh herbs, place them in a glass of water to keep them fresher for longer. Once they start to wilt, don’t throw them away. Instead chop them up, including the stalks, add to a small amount of olive oil and water and put in an ice cube tray in the freezer. Next time you need some extra flavour for a dish, just pop out the ice cube and add to your meal. You can also do this with leftover spinach, sauces and other liquids. Perfect for adding flavour to soups, curries and casseroles

• Use up old vegetables by boiling them and once soft use a stick blender to make a delicious vegetable soup using some of the cooking water. Better still, roast them first with a spray of oil and some herbs and then purée into a soup.

FREEZER TIPS

• To get the most out of your freezer try and keep it neat and organised. Group foods onto different shelves, and label items clearly. Note the date you froze the product and how long before it’s use by date. That way you know how long you have to safely use it once defrosted.

• To save space in your freezer transfer the product from its packaging into a freezer bag. You can then store the food flat, freeing up more space in the freezer

• If you have bought in bulk, chop and portion the food into smaller bags so when you defrost you only defrost the amount you need for your meal

• When defrosting put the product at the bottom of your fridge, ideally 24 hours before you intend to use it. Make sure you allow enough time for your food to thaw properly. Don’t forget big items can take more than 24 hours to fully defrost

• If you’ve frozen cooked food, don’t freeze it again after reheating it. Products that freeze well include meat, milk, vegetables, fruit, cheese (grate it first), and bread. While in summer, freezing chunks of bananas, grapes, or berries means you will have a delicious cold snack ready when you need something to take the edge of the heat.

DIY TAKEAWAY

• Do your own healthier version of chicken and chips: buy a supermarket cooked chicken and a bag of readymade coleslaw mix, then make your own orange sweet potato or low GI potato oven chips

• How about a healthier hamburger? Add a pan fried or oven-baked fish fillet to a wholegrain bun, add lots of salad leaves, sliced tomato and pickles

• Easy pizza in a flash: Use a wholegrain or low GI flatbread/wrap, spread it with tomato paste or pesto, then top with onion rings, sliced capsicum, drained tinned pineapple, and add a little grated cheese. Bake at 220 degrees for 5-10 minutes and top with a few green salad leaves.

DALE COOKE is an accredited practising dietician at Diabetes Australia. For more information on diabetes or to talk to a dietitian, call the Diabetes Australia Helpline on 1300 342 238.

“If you’ve frozen cooked food, don’t freeze it again after reheating it.”

WHAT’S ON upcoming events

BOYUP BROOK UTE AND TRUCK MUSTER

February 18, 2023. Boyup Brook, WA

The Boyup Brook Ute and Truck Muster is incorporated into the annual Boyup Brook Country Music Festival which will run from February 17 to 19, 2023. Truck registration 8am at Old Railway Staton. Includes parade through town continuing to Hockey Oval on Jackson St. $10,000 in prizes over 14 categories. Live entertanment, licensed bar. 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

CAMP QUALITY GEELONG CONVOY

Isuzu’s truck of the year winners

Celebration time as lucky Isuzu truck owners receive cash cards

Isuzu Trucks’ has announced the winners of its Truck of the Year 2022 competition. Leading the charge is Craneworx who took out the Grand Prize with its FYJ 300-350.

For his efforts, Daniel Lockwood of Craneworx takes home a $6,000 Visa cash card, in addition to a $1,000 cash card for winning the FY Series prize as well.

“It’s the Swiss Army knife of trucks,” says Lockwood of his FYJ 300-350, which he claims is a vital part of Craneworx, a crane and rigging hire business based in Adelaide.

Isuzu says its judging panel were kept busy with contestants arriving from all manner industries.

In addition to Craneworx’ win, Lachlan and Savannah Gregory of Gregory Plumbing and Excavation took out top honours in the 2022 N Series category with their NPR 65-190 tipper.

Luke Hinrichs and New Wave

Concreting took out the top prize from among the F Series entrants with their FRR 107-210 tipper, while City Coast Services won the FX Series category with its FXZ 240-350.

The People’s Choice award, chosen via public vote on Isuzu Australia’s Facebook page, was awarded to YP Rimshine and its NLR 45-150 which, along with the other category winners, received a $1000 Visa cash card.

To coincide with Isuzu Australia Limited’s 25th anniversary of the Truck of the Year competition, as well Isuzu celebrating its 50th year of trading trucks in Australia, a special Heritage truck category was created. This prize went to Rowan Leen Demolitions for its 1985 Isuzu JCR Tipper.

Isuzu’s Truck of the Year competition awards a prize to one winner per model series, selected from a pool of monthly winners throughout the calendar year.

February 19. Lara, Victoria Camp Quality’s Convoy Geelong will start and finish at Avalon Raceway after travelling through Geelong. Includes entertainment such as kids rides, roving entertainment, live music, fundraising award ceremonies and food and drink options. Prime movers without trailers are accepted, as well as trucks such as cement mixers, and small-to-medium sized trucks or tractors. Vehicle registration is $12 plus a donation of at least $55 to secure a position. Doors open at 7am, convoy departs 9am. Further information see fundraise.campquality.org.au/event/convoy/home or phone 1300 662 267 or email convoy@campquality.org.au

AUSTRALIAN ROAD TRANSPORT HERITAGE CENTRE TRUCK SHOW AND TRACTOR PULL

February 25, 2023. Gundagai, NSW

Held at Gundagai Showground, the event includes Truck Show ’n Shine, Vintage Tractor Pull, stationary and steam engine displays, swap market and collectables stalls, children’s amusements and heavy horse events. Public entry $10 adults, $20 family. For further information email info@arthc.com.au, see the ARTHC website at www. arthc.com.au or phone 02 6067 2106.

TOORADIN TRUCK SHOW & TRACTOR PULL

February 25, 2023. Tooradin, Victoria

Postponed from January due to flooding. Held at Rutter Reserve, the Tooradin Truck Show & Tractor Pull has been an annual event since 1998. Full catering, kids amusements, helicopter rides, how FX fire jets wet/dry area, no BYO. Truck show from 10am to 3pm, Tractors 3pm to 10pm. Adults $25, kids $10 (kids under 10 free), family $60. Classic car show entry $10 inc driver, truck show entry $50 including driver. Strictly no dogs. For further info go to www.facebook.com/tooradintractorpullandtruckshow

LIVESTOCK BULK AND RURAL CARRIERS ASSOCIATION CONFERENCE

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

TRUCKING AUSTRALIA 2023

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 see the website at new.truck.net.au/ta/

MID AMERICA TRUCKING SHOW

March 30-April 1, 2023. Louisville, Kentucky, USA

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

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

New Wave Concreting’s FRR 107-210 tipper won the top prize from among the F Series entrants

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Lobbyists against COR

Policing the trucking industry is totally different to dealing with the everyday motoring public. For a start the heavy vehicle specific legislation can be quite complicated for those who are not routinely exposed to it.

Further to this no other area of traffic enforcement requires you to deal with a group of road users who are routinely exposed to pressures which ultimately can lead to drivers making poor decisions.

The majority of police (including traffic/highway patrol) are limited with what action they can take due to issues such as training, experience, confidence, motivation and other competing work.

In a number of states there are officers attached to units whose primary role is heavy vehicle compliance/enforcement (generally called ‘taskforce’ by the industry but listening to the CB have a number of other colourful titles).

Experience and confidence are critical when it comes to policing heavy vehicles. The majority of truck drivers will sense a ‘green copper’ very quickly and some are well versed in taking advantage of this lack of experience.

Furthermore, it will not take long to identify an officer who is at the other end of the spectrum. The reality is that whoever conducts the intercept will determine the rigour of the compliance check and most notably any outcomes that may follow.

I can honestly say that when you start investigating other parties in the chain it is not difficult to find issues which can adversely impact on a driver’s compliance. Multiple deliveries, time spent in distribution centres, the number of docks available, a lack of forklift drivers and on one occasion a forklift driver going to lunch halfway through an unload are just a few.

Each of these problems can negatively impact on the ability for a driver to obtain the mandated major rest break. And the reality is that, more often than not, transport tasks with compliance risk issues are subcontracted to a smaller operator.

I saw this practice time and time again with COR investigations. The nature of the transport i ndustry doesn’t help when there is always someone willing to put their hand up to do the task,

whatever the risk.

It is becoming more apparent that the government’s continuous drive to increase productivity for the sake of the economy is at the expense of certain parts of the transport industry and road safety in general. What is also concerning has been the obvious push back on enforcement, particularly on proactive officers who have been willing to investigate other parties in line with COR legislation.

It is my view that in my last few years police management made decisions which had a significant impact on the ability of officers to conduct COR investigations. Greater emphasis has been placed on road enforcement as opposed to the investigation task.

One thing I have learned is that big companies, whether they be transport or customers, have significant lobbying capacity within the government, particularly when they are at risk of losing a significant contract as a result of investigations. This should be of particular concern to those who believe it is a fair and level playing field.

Police management needs to understand that you cannot effectively enforce compliance

broached this subject before, however I am of the opinion that it needs to be looked at again as I do not think that it has been considered as a serious impediment to the growing infrastructure/construction in NSW.

As before I have put forward the proposal to allow the transport of bridge girders/gangways to be able to travel in NSW with an overall length up to but not exceeding 45m without a police escort!

Queensland and Victoria have already adopted this policy with Victoria going as far as 50m. Unfortunately, NSW is apparently content to live in the last century when it comes down to road transport reforms.

I have mentioned the vast amount of infrastructure works now taking place or about to take place in NSW (Coffs Harbour, Sydney Metro, Western Airport, M12, Sydney Gateway and Inland Rail projects). These are only a handful as there are many more starting in 2023 which equate to several thousand loads to be delivered.

As a transport company which specialises in this field we are constantly frustrated with the delays encountered in trying to

construction begins. Not in this state!

2. Once the permit has been granted and police escort is required, application is then made to the Traffic OSOM branch in Sydney before we can apply to the local command where the load is originating from. Another day or two gone.

3. In NSW police escorting is done on a voluntary basis and only if there are enough cars available. There is usually one officer who organises this within each command. Most of these are extremely helpful and do a great job. However, they are usually the only one who knows the system but if they are away on leave, they are sometimes not replaced or an untrained officer is thrown in at the deep end.

Escorting OSOM loads should not be a priority for police, they are understaffed and stressed enough without having to do this because it is voluntary businesses who pay the bill for delays.

An example of this could be a real situation we have at the moment. We have 10 girders 34m long to deliver to Dapto (permit applied for December 1, 2022, permit  granted January 11, 2023. The client wanted them before

within the transport industry via on-road enforcement alone.

A Work Diary inspection at the side of the road will often not reveal the extent of a driver’s fatigue compliance. You may have suspicions about the correctness of Work Diary records but not enough evidence to support a breach/ grounding. It is not until such time as you are able to obtain further transport documents etc that the true extent of noncompliance becomes visible and possible reasons why.

Dare I say it, do you wait for a fatality to occur before you conduct a COR investigation?

One thing is for sure, giving a driver an infringement for an administrative breach in a Work Diary will never fix the risk on the road!

Author’s name withheld by request

To NSW Govt and TfNSW

As you would be aware I have

meet the delivery schedules of the construction sites. While the major client in most of these projects is TfNSW, the delays are caused mainly by TFNSW due to the processes involved.

1. NSW participation in the NHVR has set the acquisition of permits back from approximately one week to an average of one to two months (based in Queensland by Queenslanders with no local knowledge and no actual power to make decisions – in reality they only shuffle the paperwork).

Applications still have to come to TfNSW who are understaffed and sometimes do not get applications until a week after they have been submitted. As road managers, local councils have no compunction to process permit applications as they have six weeks grace to even reply. If a major project is to take place where council is involved, any access to sites should be preapproved long before

Christmas. Council delayed the permit by wanting swept path drawings for one road on the access from the Princes Hwy (why wasn’t this preapproved as it is a council owned bridge on council approved subdivision?).

We applied to Sydney Traffic OSOM on January 11, received permission on January 13. The officer at relevant command is on leave, no one else can help.  We can travel at 39.9m without police. Because of the girder configuration we would be at 43.9m. Travel is basically on twolane divided road at or around midnight. The crane on site costs approximately $25,000 per day and the meter is running.

If you are serious about getting transport moving and the State going forward, we need to get together and come up with sensible solutions ASAP.

Graham

Ellercamp Rutherford NSW

YOUR LETTERS

Greg.Bush@primecreative.com.au or 379 Docklands Drive, Docklands, VIC 3008 We prefer letters by e-mail, but handwritten letters will be accorded the same opportunity to be published.

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“Big companies … have significant lobbying capacity within the government.”

REASON AND REALITY

This year, refrigerated freight specialist Lindsay Transport will notch 70 years in business and as part of a major fleet replacement program, take delivery of its 500th Kenworth. These are, of course, memorable milestones for both outfits but as Rob Dummer, Lindsay’s general manager of operations explains, Kenworth is just one part of a product strategy which also sees corporate cousin DAF making big inroads. Steve Brooks reports

Old habits die hard and to those of a particular vintage and mindset, the high profile company known nowadays as Lindsay Transport will always be simply LBs. Lindsay Brothers!

Whatever, it’s hard to imagine that in early 1953 when Peter and Tom Lindsay agreed to buy a couple of secondhand tray-top trucks from their father Victor, these two stalwarts from the school of hard men and hard knocks would’ve dared dream of the evolution or indeed, the legacy which would unfold over coming decades.

Tough and tenacious, and famously quick to bursts of fiery expression, they were just as quick to recognise opportunity and it’s a matter of simple record that hauling produce

from surrounding farms to trains in Coffs Harbour bound for Sydney markets was the inauspicious foundation for achievements on a far greater scale. Like, capitalising on the emerging potential of refrigerated trailers for hauling fruit and vegetables, and particularly as trucks improved, the opportunities this provided for forging a network of depots throughout eastern Australia to move produce fresh from farming regions to far distant city markets.

Ultimately, diversification would also become part of Lindsay’s progress. In 1983, for instance, a small rural supply company near Bundaberg (Qld) named P&H Rural first opened its doors, eventually forming the platform for the Lindsay Rural division, supplying agricultural products such as seed, chemicals, fertiliser, packaging requirements and so on, specifically to the horticultural industry on which so much of Lindsay’s workload continues to be based. Today, Lindsay Rural operates in more than 20 locations based in and around most of the nation’s eastern food bowl.

For Peter and Tom, theirs was a time of build or

Above: Lindsay Transport general manager of operations, Rob Dummer. Time and toil determine why Paccar’s Kenworth and DAF dominate the fleet

Below: For local prime mover work and as an eight-wheeler rigid, DAF since 2015 has become entrenched as a cost-efficient and reliable workhorse for Lindsay Transport

“It is all about staying ahead of the game, not just keeping up with it.”

break, but breaking just wasn’t part of who they were. Not one bit! Their fortitude was formidable, their achievements exceptional, and as a younger man writing about trucks and road transport, it was always a privilege to listen and learn about the making of a truly remarkable business by men of immense character.

They’re both gone now – Peter in 1998 at 68 years and Tom late in 2021 at a grand 90 years – but their legacy lives proud and prominent in the high profile and highly successful public company called Lindsay Australia, with dozens of transport depots and facilities stretching from Cairns to Melbourne, Adelaide and now Perth, and every major fruit and produce growing region on the mainland.

First listed on the Australian Securities Exchange in 2001 and now operating through three distinct divisions – Lindsay Transport, Lindsay Rural and since 2014, Lindsay Fresh Logistics at Brisbane Markets – it’s a group which has continued to invest in

itself by building and expanding facilities, maintaining a strong emphasis on running efficient equipment, and focussing on longterm growth, typified perhaps by the 2015 introduction of rail freight into the transport division.

A flick through Lindsay Australia’s 2022 Annual Report reveals a powerful performance. In its summary of operating results, the report states, ‘Despite ongoing disruptions from COVID-19 and several adverse weather events, the group delivered a strong performance … a testament to the robust foundations formed over several years from capital investment in facility upgrades, fleet renewal, rail expansion and technology investments.’

Accordingly, the report states, ‘Driven by strong demand for road, rail and rural services, operating revenue for financial year 2022 grew by 27.1 per cent to $553.07 million (while) earnings increased by 32.6 per cent to a record $60.1 million.’

Importantly, ‘Although rail has been the

key organic growth strategy for the past three financial years, the capital invested in the road fleet renewal program has ensured that both parts of the division remain well placed to take advantage of strong market conditions.’

Thus, ‘The Group will continue to renew its road fleet in line with the replacement plan which remains a key pillar to the ongoing success in the Transport segment’s performance and ensuring the fleet remains first in class while delivering efficiency and safety across Lindsay Australia’s network.’

Obviously enough, it all means 2023 will be another big year for new trucks and trailers at Lindsay Transport. Perhaps the biggest yet as the company prepares to mark 70 years since two redoubtable brothers decided to do their own thing, not knowing what the future held but obviously determined to make the most of what they had, however modest.

Fast forward to the modern world and for general manager of operations Rob Dummer, there’s certainly nothing modest about the demands for ensuring the right equipment continues to keep the company on top of its game, just as there’s nothing modest or mildmannered about the determination to make it happen.

Time travel

There’s no Lindsay in his bloodline but born and bred in Coffs Harbour, there’s something about the strong character and candid conversation of Rob Dummer which reflects an inherent affinity with the underlying core of this company. And the affinity, the connection, runs deep. His father worked at Lindsays, Rob’s two sons work there, and it’s now more than 25 years since he started as a driver doing local pick-up and delivery work as well as linehaul shuttles, based out of the company’s historic heart at Boambee on the southern outskirts of the coastal city.

While the company’s tentacles reach far and wide these days and the Boambee depot is small compared to some of Lindsay

Transport’s facilities in major metro and regional areas, it has been home base since Peter and Tom Lindsay’s earliest days. Critically, Boambee also contains Lindsay’s national transport office, ideally sited straight off the northbound lanes of the Pacific Highway, about 525km north of Sydney and less than 400km from Brisbane. It is, quite simply, the perfect base for linehaul shuttles

Opposite from top: Rail was added to Lindsay’s transport division in 2015. Growth has been strong but rail has not stymied demand for road transport; DAF’s rise includes eight-wheeler rigids with 16-pallet bodies. DAF’s success has seen the demise of Fuso and Kenworth T3s

Above: Foundation stones. Peter (left) and Tom Lindsay. In the early days it’s unlikely either brother would’ve dared imagine what would be created

Below: A sparkling new T610 gets the final touches at the Boambee base near Coffs Harbour. In 2023 Lindsay Transport will notch 70 years in business and take delivery of its 500th Kenworth

between the two capitals.

In an unpretentious office next to the typically hectic operations room of a transport company with hundreds of trucks moving across a maze of routes from the far north to the deep south, mixed with strings of east-west runs, highway shuttle work and metro delivery units, it’s a momentarily reflective Rob Dummer who concedes that his own journey from driver to the head of transport operations has been many things: satisfying, sometimes surprising and always challenging.

Responsible for the purchase of “… everything from a pallet jack to refrigeration units, rail equipment and every truck and trailer,” it’s no surprise to hear that experience has been a strict and occasionally punishing teacher. Good or bad, however, the lessons are firmly embedded.

The challenges, though, are arguably more pronounced than ever, not just in maintaining the high standards the company sets for itself but in building platforms to make the most of opportunities as they occur in what is always a fiercely competitive and customer-driven business. It is, Rob remarks, all about staying ahead of the game, not just keeping up with it.

Yet he is quick to counter even the slightest suggestion that rail’s introduction in 2015 and subsequent growth –there are now around 400 rail containers in the group’s inventory – has drawn some workload from road transport.

“Rail hasn’t taken anything off road,” he says bluntly. “The two work as part of the group but operate as two separate divisions within transport. Simple as that.” But there is, of course, nothing simple about the complexity of an operation tracking trucks and freight across the country, allocating loads and drivers, and contending with all the maintenance necessities and inevitable operational factors of a refrigerated freight business stretching from one end of the nation to the other.

Further, Rob Dummer insists that while the road fleet hasn’t grown much over the past few years, productivity and efficiency have increased significantly as new models have steadily replaced older units. “Overall, it’s largely the same number of trucks just doing the job better.”

Asked late last year about the size of the Lindsay Transport road fleet, he said it was something of a moving total due to the ongoing replacement program but overall, the company was operating around 350 trucks. Obviously enough, the majority are Kenworth cab-overs and conventionals on B-double linehaul and highway shuttle work, but also a large number of DAF prime movers primarily for single trailer and local B-double delivery duties and what he described as ‘fish runs’ from co-ops along the coast.

Also in the line-up at the close of 2022 were a couple of single-drive prime movers and upwards of 50 rigid units spread across the country, increasingly DAF eightwheelers but also Fuso six-wheelers and a handful of aging Kenworth T300s. The odd bods in the mix, however, were a Western Star, a near new MercedesBenz 2663 and a pair of Volvo FH16s.

As Rob explained though, by the middle of this year the lone Benz and two Volvos will be the only

“Overall, it’s largely the same number of trucks just doing the job better.”

exceptions in a fleet dominated by Paccar’s Kenworth and DAF brands as Lindsay Transport undertakes its latest and arguably most comprehensive fleet renewal program. What’s more, somewhere among a big batch of new K220 cab-overs and T610 conventionals set to join existing K200s and T409s will be the company’s 500th Kenworth, a milestone highlighting Lindsay’s long association with Paccar’s premier brand.

For an openly pragmatic Rob Dummer, the Kenworth preference is based solely on factors forged by time and toil. Overall, durability and resale value top the list but in an era when finding and retaining good drivers is a concern for most trucking firms, he’s certainly cognisant of Kenworth’s appeal to many drivers in the long distance fraternity.

As he puts it, “Finding drivers is one thing. Finding good drivers is something else.” High on the list, too, is Paccar Australia’s ability to tailor some models to specific requirements, with Rob pointing to linehaul

T610s with a 600mm sleeper and standing room between the seats, yet still meeting the 26 metre B-double length limit with a bull bar attached.

Critically, he also cites the importance of Lindsay’s connection with the Brown & Hurley Kenworth and DAF dealer group which has over the last decade and more expanded considerably and in the process, provided a wider service network for Lindsay Transport’s fleet requirements along the eastern seaboard.

“Brown & Hurley knows what we need and probably more than that, they know what we expect,” he says succinctly. It’s the combination of all these things, he explains, which make Kenworth the linehaul truck of choice.

Much the same applies to Lindsay’s reliance on trailer group MaxiTrans and refrigeration giant Thermo-King. “We run more than 600 refrigerated trailers and they’re all either Maxi-Cube or Freighter, and there’s well over a thousand fridge units and they’re all ThermoKing, including the rail containers,” Rob comments.

Cummins, too, continues to be a long-term provider with an enviable service structure and for the most part, good performance and efficiency standards at Lindsay’s. Even so, as an assertive Rob Dummer agrees, it’s no secret that earlier Cummins 15 litre engines reliant on exhaust gas recirculation (EGR) for emissions compliance created issues with farreaching consequences.

In Lindsay Transport’s case, those EGR issues provided the opening for a truck brand which had long had its sights on the high profile fleet. Mack!

Learning curves

“Like everyone else, we had a few issues with Cummins EGR engines,” says a somewhat understated Rob Dummer. “Those things are well behind us now but back then, we needed to do something quick and Mack had been knocking hard on the door, so through 2011 and 2012 we bought a batch of Tridents.”

Long story short though, the durability of Trident’s 13 litre engine was soon found wanting in the high mileage, high weight hustle of linehaul B-doubles where shuttle combinations can notch between 450,000 and 500,000km a year. “Trident’s not a bad truck but for us it quickly became a boy in a man’s job,” he quipped. “It was a hard lesson.”

Consequently, a deal was struck which saw the struggling Tridents replaced by 16 litre 600hp Super-Liners with more than 20 units joining the company between 2014 and 2016. Rob admits expectations were high but inconsistent fuel economy and Super-Liner’s heavier weight over drive axles (compared to equivalent Kenworths) didn’t do Mack’s future prospects at Lindsay Transport any favours. Indeed, as 2022 drew to a close, the last two Super-Liners sat forlornly at the back of the Boambee depot ready to be traded.

Yet as Mack was making its move at Lindsay Transport, so was Western Star but again, engine issues became a problem, namely Detroit’s DD15. “That engine wasn’t a success for us,” he said sharply. “Fuel and reliability weren’t great but there was something about Western Star some drivers just didn’t like either.

“It’s hard to know exactly what it was but many of the drivers just didn’t take to it. Maybe it’s a Kenworth thing. Whatever, the last one is a 2015 model and it’ll be gone this year.”

In hindsight, 2015 was something of a seismic year at Lindsay Transport for a number of reasons. It was, of course, the year rail was introduced to the company’s operations but it was also a time when automated transmissions

– encouraged in no small way by the smooth and intuitive performance of Mack’s mDrive powertrain –became the standard for all truck purchases.

Apart from making life easier for drivers and drivelines, a definite Rob Dummer says the fleet fuel average has improved notably since standardisation on automated shifters, predominantly Eaton’s UltrashiftPlus in Kenworth models and DAF’s standard ZF Traxon box. Soon enough, however, Eaton’s new Endurant automated 18-speeder will debut with the company in a sizeable batch of K220s being built for the latest fleet update.

Importantly, the company’s first move to DAF also came in 2015 and there are absolutely no regrets. “We still have our original DAF and seriously, we can’t fault it,” he asserts. “As a single trailer truck and eight-wheeler rigid, and even local B-double work, we can’t go past DAF.”

All Lindsay’s DAFs, now numbering more than 100 units, are from the versatile CF range punched by Paccar’s MX-13 engine with earlier Euro 5 versions rated at 460 hp and the latest Euro 6 models at 480hp.

Meantime, it’s a cautious Rob Dummer who concedes that DAF’s positive standing at Lindsay Transport may become even more pronounced over the next few years.

As we reported exclusively in the previous issue of OwnerDriver, Lindsay Transport is currently trialling an entirely new, lightweight Cummins 15 litre engine

in at least one Kenworth K200 cab-over. While there’s little doubt the new six cylinder plant with up to 660hp and 2300lb-ft of torque will be eventually offered in Kenworth, Paccar Australia’s priority right now is for the engine to provide the muscle for a bold new DAF flagship being developed specifically for the Australian market under the new XG+ cab.

Late last year Rob was among a group of Australian truck operators visiting DAF facilities in Europe and Germany’s huge Hanover truck exhibition. Again choosing his words carefully, he confirms there was a lot to like in the new DAF cab.

Rumour has it there are already a couple of right-hand drive XG+ models powered by the new Cummins under test in Australia. Asked if Lindsay Transport with its high mileage, high weight B-double shuttle operations are likely to provide a real world test bed for DAF’s promising flagship, a non-committal Rob Dummer said simply, “Could be!”

As for the top-shelf DAF’s ability to gnaw at Kenworth’s cab-over business, he was a fraction more forthcoming. “Could be. The K220 is an expensive truck.”

And finally, DAF made a big deal at Hanover about its electric trucks and there are already hints that Paccar Australia will be soon trialling an electric DAF or two, so does Lindsay Transport see a place for an electric model in its future?

“In local work, sure. Eventually!” he concluded.

Above: Kenworth K200 is being superseded by K220 but with an all-new Cummins set for DAF, is Kenworth’s iconic cab-over under threat? Could be!

Opposite top: By June this year, an existing pair of Volvo FH16s and a late model Mercedes-Benz 2663 will be the only non-Paccar trucks at Lindsay Transport. Neither brand is likely to break the Paccar preference

Opposite bottom: Last of the line. There were high hopes for Mack Super-Liner but it wasn’t to be. Mack’s slick automated drivetrain did, however, encourage Lindsay’s liking for automated transmissions

“The company’s first move to DAF also came in 2015 and there are absolutely no regrets.”

BENZ ELECTRICS AWAITING VALIDATION

The first all-electric MercedesBenz trucks bound for Australia and New Zealand have rolled off the production line.

Mercedes-Benz Trucks will begin a local validation program for the zero emission eActros in Australia and New Zealand this year. An all-electric eEconic will also be subject to a validation program in Australia.

Four eActros and one eEconic electric trucks will operate with a wide range of fleets in Australia, while one eActros will operate in New Zealand.

Both Mercedes-Benz electrics have received full approval to operate on Australian roads as both have been designed to fit within the region’s width restrictions. As a result, there are no operation restrictions and customers do not require any specific permits regarding Australian Design Rule exemptions for the MercedesBenz trucks.

The focus of the eActros is for heavy-duty short radius distribution. Development trucks have been working away nearsilently in select fleets in Europe since 2018.

The eEconic has been in

TRUCK MAKERS SHINE IN DAKAR RALLY

operation in Europe since last May and the Australia and New Zealand models will be used for waste collection in urban areas.

The eActros and eEconic are largely built on the same lines as diesel-powered trucks at the

Mercedes-Benz Trucks factory in Worth, with this flexibility ensuring efficient production. The trucks are then transferred to the Future Truck Centre area, where they are equipped with electric drive components.

Globally, Daimler Truck says it is committed to advancing battery electric technology for trucks and buses, but is also working on hydrogen fuel cell technology that is well suited to Australian requirements of longer distances at higher weights.

While hydrogen fuel cell trucks are currently being tested and developed, they are still some years away from being in showrooms.

Mercedes-Benz Trucks says it is keen to move forward with battery electric technology, but it is also continuing to help traditional internal combustion engine customers drive down their emissions.

PICTURED: Iveco

Powerstar, with Janus van Kasteren behind the wheel, came up trumps in the 2023 Dakar Rally

LEFT: The Hino 600 Series hybrid marked the 32nd consecutive Dakar Rally finish for the Japanese manufacturer

Iveco has capped of a successful 2023 Dakar Rally campaign with experienced Dutch driver Janus van Kasteren taking the Boss Machinery De Rooy Iveco Powerstar to victory following 8500km over 14 gruelling stages in some of the world’s most difficult conditions.

The 45th edition of the Dakar Rally took place from December 31, 2022 to January 15 and was said to be the most gruelling instalment since the rally came to Saudi Arabia four years ago.

The race also saw Eurol Team De Rooy entrants Martin van den Brink and Mitchel van den Brink guide their respective Iveco Powerstar race trucks into third and fourth positions. The three vehicles were all powered by FPT (Fiat Powertrain) 13 litre engines capable of producing over 900hp.

Iveco Australia-New Zealand managing director, Michael May, says Iveco’s off-road range boasted a tremendous pedigree, with advancements and testing gained

in the theatre of competition filtering through to local showroom models.

“Participation and ongoing success in the Dakar Rally confirm the reliability of Iveco trucks and the brand’s commitment to research, development and testing in extreme environments,” May says.

Meanwhile, Hino returned to the Dakar top 10, finishing the Rally in 10th place with its bonneted 600 Series hybrid truck.

This was the 32nd consecutive Dakar Rally finish for Hino since 1991 when it became the first Japanese commercial

vehicle manufacturer to enter the rally.

“The course was amazing and I think this has been the most difficult year for us so far,” says Teruhito Sugawara, driver and team director of Hino Team Sugawara.

Hino Australia vice president of brand and franchise development, Richard Emery praised the team’s excellent results.

“Hino Australia has been a proud sponsor of Hino Team Sugawara for the past decade, and we congratulate them on returning to the top ten,” Emery says.

“In difficult weather conditions over tough terrain, Hino Team Sugawara again demonstrated the reliability that Hino is renowned for.”

Featuring full-time 4WD, the Hino Dakar Rally truck is powered by an 8,866 litre direct injection, turbocharged and intercooled A09C engine, which is matched to a sixspeed automatic transmission.

A production version of the A09C engine is available in the Hino 700 Series and 500 Series Wide Cab trucks in Australia.

CMV ACQUIRES WARRNAMBOOL REPAIR BUSINESS

CMV Truck & Bus has announced that it has entered into an agreement to acquire Warrnambool Truck & Trailer Repairs in Victoria.

Founded in 2010 by Anthony and Catherine Convey, and Phil and Tanya Noonan, Warrnambool Truck & Trailer Repairs is the largest heavy-vehicle truck repair centre between Geelong and Mount Gambier.

Warrnambool Truck & Trailer Repairs has been representing CMV Truck & Bus in the region for both parts supply and servicing and repairs of Mack Trucks, UD Trucks and Volvo Trucks and Buses over the last 12 years.

CMV Group says Warrnambool Truck & Trailer Repairs is a family-owned business that upholds values similar to that of its own. It currently employs seven staff who support a significant customer base in the Warrnambool region. All of whom are being offered employment with CMV Truck & Bus.

CMV Truck & Bus are a division of the CMV Group, which employs more than 1700 people across Australia. They are the Victorian franchisee for Volvo Group Australia brands; Mack Trucks, UD Trucks and Volvo Trucks and Buses. CMV Truck & Bus operate dealerships in Clayton, Dandenong, Derrimut, Epping, Shepparton, Traralgon and Wodonga, along with a Training Institute at Derrimut.

Reflecting on the recent acquisition, David Simmons, CMV Group chairman, says: “We look forward to bringing the Warrnambool Truck & Trailer Repairs business and their staff into the CMV Group fold.

“We’re committed to

maintaining the strong customer service and focus the Warrnambool Truck & Trailer Repairs customers in the region have experienced over the years.”

Phil Noonan of Warrnambool Truck & Trailer Repairs says after 13 years in partnership, 12 of which we have worked alongside CMV Truck & Bus, he was pleased to announce the transition of ownership to the CMV Group.

“We believe the standards and integrity of Warrnambool Truck & Trailer Repairs will continue with the CMV Group as the company upholds values and principles similar to ours,” Noonan says.

“Anthony and I, along with Catherine and Tanya and all our

current employees, will continue to apply our years of experience, knowledge and business relationships with assisting in the continual growth of Warrnambool Truck & Trailer Repairs.”

Miles Crawford, general manager of CMV Truck & Bus, echoed those statements.

“Anthony and Catherine Convey, and Phil and Tanya Noonan have been outstanding business partners over the last 12 years, and have continued to grow their operation through a focus on customer service, strong communication and business relationships.

“We look forward to working with Anthony, Catherine, Phil

and Tanya through the transition period, and supporting all staff and customers moving forward.”

The transfer of ownership of Warrnambool Truck & Trailer Repairs to CMV Truck & Bus took effect on February 6.

From a staff of five in 1934, the CMV Group now runs substantial operations in automotive dealerships and agriculture predominately in Victoria and South Australia, employing more than 1700 staff. CMV also administers the CMV Group Foundation, a charitable trust which channels the Group’s distributable profit back into the community through donations to worthy causes.

Warrnambool Truck & Trailer Repairs will now come under the banner of CMV Truck & Bus

TOW OPERATORS REQUIRED

Tow Operators, GTS Freight Group (GTS) is expanding in 2023, and as a result currently have some great opportunities for Tow Operators living in the Sunraysia district and Adelaide looking to get on board with an iconic Mildura based business operating since 1980.

Does this sound like you?

• I am looking for a business that values and respects the service I provide

• I have a great attitude, and I am looking for a stable, secure future

• I would like to have work patterns that suit my lifestyle and personal circumstances

• I am a safe, professional driver that cares for my equipment and the freight I am carrying

• I am looking for good rates with a weekly payment cycle

• Great earnings potential with secure, ongoing and regular work

If this is you, then GTS can provide that opportunity!

GTS is a privately owned, market leader in linehaul transport and logistics solutions, servicing a range of blue-chip companies nationally. GTS is about customer service, safety, and compliance, and we are looking for new Team members who can continue to build that reputation.

GTS currently has opportunities for Tow Operators around the country, but immediate starts

FOR THE OWNER-DRIVER Frank Black

The power of unity

The signs are there that road transport will soon become a fairer industry for everyone

Being an owner-driver can sometimes be a lonesome job. Long hours in the truck can make it seem like we’re isolated. But we know if we are to make things better for our industry, we all need to stand up for fairness and safety, as an entire industry.

It’s been a tough few years for us, between bushfires, floods and the pandemic. Recently extraordinary scenes have come out of Western Australia where drivers have been navigating flood plains getting freight where it’s vitally needed, with strict main road permits in place. It’s terrible to see the extent of the damage that’s been done over in the west but heartening to see communities coming together to keep things running.

We’re always the first to step up to help our communities, but the pressures of the industry have only become worse over the years. We know the industry can’t be sustainable with the trend towards rates that lead us to drive long hours, not to mention shabby truck stops, poor availability of healthy meal stops and the rest of it.

Sometimes in road transport it can be tempting to start fighting amongst ourselves, especially when we see drivers that appear to lack driving skills. It’s easy enough to point the finger and say that a particular group of drivers are what’s wrong with this industry. Often it ends up being

drivers from diverse backgrounds who are just doing what we’re trying to do: earn a decent living and do our job safely.

This is not an easy job, and all drivers deserve respect and a good, safe job. Perhaps we need to be looking at the people that have inadequately trained them in their thoughtless effort to get drivers on seats, with no real regards to anyone’s safety. Some may feel pressured to accept a job that they are not comfortable with for fear of losing their job therefore putting their visa in jeopardy.

When we start pointing fingers and placing blame on each other, we’re not helping ourselves or our industry, and we’re missing the bigger picture. That’s why we need to come together as a collective to place the accountability where it belongs: further up the supply chain, to those big companies whose greed for profits has driven down standards in our industry.

It’s that kind of greed that has led to sham contracting, to a lack of proper training for many drivers, and for the shocking conditions that workers as in the gig economy are under, with no

ability to negotiate anything better.

ON THE SAME PAGE

The road transport industry is incredibly diverse, not just in the men and women behind the wheel, but the kinds of jobs we do. If we’re going to make change that’s lasting, we need to make sure all of us are fighting together. Whether we’re owner-drivers, workers in the gig economy, operators or even those bigger companies threatened by the race to the bottom, we need to be on the same page or we’re never going to get anything done.

This year in particular that’s going to be incredibly important. We’ve been working for years as an industry towards a solution that will make road transport better for everyone.

I joined many other drivers in Glenn Sterle’s road transport inquiry, giving evidence alongside other industry players. With operators struggling to keep their businesses going, and many of us just trying to earn a decent living, we know that something has to give.

From Glenn Sterle’s inquiry to national truck convoys last year, to an industry roundtable where everyone was calling for reform, the Federal Government has started listening to us. Last year they made a commitment that they’d enable the Fair Work Commission to set standards in transport.

The Fair Work Commission being the vessel for this reform is important because it means that, as ownerdrivers and drivers, we’ll be part of the process to provide advice and recommendations for our industry going forward. Even gig workers will be included in these standards for the industry, and as we know, the gig economy represents a huge threat for us with the way it’s surging into traditional transport.

If we all get involved, we can make a real difference – nothing can beat the power of unity. All of us need to stand up and be heard this year to make this a reality.

More than that, we need to make sure we hear each other – because we all face the same issues in this industry. What I’ve discovered through many years of talking to other drivers is that even when it comes to an Uber Eats delivery rider, we have more in common than what divides us.

We need to use that this year, because what’s clear is that difficult years are going to keep coming. In our line of work, you can’t do anything about natural disasters and other external events. But what we can do is make sure we unite for a fair system that allows us to weather the storm safely and fairly. We might drive alone but we must be in this together.

FRANK BLACK has been a long distance ownerdriver for more than 30 years. He is a former long-term owner-driver representative on the ATA Council.

“The pressures of the industry have only become worse over the years.”

IVECOPOWERSTAR6700 2004,CURSOR13ENGINEPARTS ONLY,AUTOGEARBOX,MERITORRT46-160DIFFSONHAS,ALUMINIUM BULLBAR,CAPPARTS,HYDRAULICS.WRECKING.W2535. TA1149025. POA

KENWORTHT408 2008,PRIMEMOVER,CUMMINSISXEGRENGINE,18

FORDHN80LOUISVILLE 1997,CUMMINSN14-525HP,18SPEED GEARBOX,MERITORRT46-160DIFFSONHAS,ALUMINIUMBULLBAR, HYDRAULICS,TUBELESSRIMS.WRECKING.W2536.

KENWORTHT403 2012,daycab,Cumminsegr,RTLO18918gearbox, MeritorRT-46160diffsonairglide460,cabparts,Alcoas,wrecking. W2523. TA1133288. POA

KENWORTHT610SAR 2020,CumminsX15Engine.RTLO20918AS3 Gearbox,MeritorRT46-160diffsonAirglide460suspension,Jost JSK37CZWGreaselessturntable,Brevinibulkfeedpumpsystem.POA. w2532. TA1144038.

FREIGHTLINERC120 2004,DETROIT14LENGINE,RTLO20918B GEARBOX,RT46-160DIFFSONAIRLINERSUSPENSION,CAB PARTS,ALCOAS,HYDRAULICS.WRECKING.W2537.

MACKQUANTUM 2001,PRIMEMOVER,E-TECH470,18SPEED GEARBOX,MERITORRT46-160DIFFSONHAS,ALCOAS,CAB PARTS.WRECKINGW2534.w2534. TA1144024. POA

FREIGHTLINERARGOSY 2013,DETROITDD15ENGINE,RTLO20918B GEARBOX,MERITORRT46-160DIFFSONAIRLINER SUSPENSION,ALUMINUMFUPSBULLBAR,CABPARTS.WRECKING. W2540. TA1158892. POA

KENWORTHT408 2010,CUMMINSEGRENGINEPARTS ONLY,RTLO20918BGEARBOX,MERITORRT46-160DIFFSONAIRGIDE 460SUSPENSION,ECOWINDENGINE,FUELTANKS.WRECKING.W2541.

FREIGHTLINERARGOSY 2010,Detroit14LEGRengine,RTLO20918AS3 gearbox,MeritorRT46-160diffsonairliner,cabparts,fueltanks, alcoas.Wrecking.W2527. TA1137354. POA

KENWORTHT408 2008,CumminsEGRengine,RTLO20918Bgearbox, SpicerRT46-170diffsonairglide460,cabparts,fueltanks,alcoas. Wrecking.W2528.

FREIGHTLINERARGOSY 2007,CUMMINSGEN2ENGINE,RTLO20918B GEARBOX,MERITORRT46-160DIFFSONAIRLINERSUSPENSION,CAB PARTS.WRECKING.W2542.

TA1137355. POA

TA1149026. POA

TA1149027. POA

TA1158893. POA

TA1158894. POA

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