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Transport bodies successfully unite against the Grattan Institute’s proposal to halve fuel tax credits
The Australian trucking industry is facing a number of both challenges and opportunities in 2023
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Another bullet aimed at Australia’s trucking industry was thwarted last month when the Federal Government knocked back yet another creative proposal from the Grattan Institute.
This time, the Grattan Institute came out with a plan of halving fuel tax credits for road transport. Fortunately, the various transport associations, as well as the Transport Workers Union, successfully came out fighting, highlighting the folly of the Grattan proposal.
This follows on from the Institute’s report in 2022 that “old trucks should be banned from Sydney and Melbourne” under the belief that heavy vehicles older than 1996 are contributing to diseases such as lung cancer, stroke, heart disease, pneumonia, asthma and type-2 diabetes in the urban population.
The majority of the Grattan Institute’s transport proposals arrive from the pen of Marion Terrill, the Institute’s transport and cities program director.
Terrill has made transport her own, establishing the Transport Program in 2015.
In her latest report, Terrill believes fuel tax credits are tied in with carbon emissions. Perhaps the recommended cuts will magically bring in net-zero emissions earlier than the 2050 target?
Or perhaps, the electric truck technology will be fasttracked to the point where they are able to travel from
Melbourne to Sydney on one charge?
Rather than issue one report, Terrill, along with her Grattan cohort, unleashed five separate reducedfuel-tax proposals which also took aim at the mining industry.
Of interest is that there appears to be a lack of positive suggestions for the transport industry anywhere to be found on the Grattan website.
The Grattan Institute proudly boasts that it ‘produces high-quality public policy recommendations for Australia’s future’ and ‘since we were established in 2008, our independent research has helped shape the Australian policy conversation’. Just in case you’re unaware, ‘conversation’ is one of the buzz words in wide use among Australian lobby groups today.
Grattan makes the claim that it is independent, taking the side of public interest rather than interest groups. It adds that it receives no ongoing government funding and rejects commissioned work to ensure its independence.
To me, its focus on ‘public interest’ reeks of populism. You only need to look at the anti-truck sensationalism emanating from mainstream media to see the damage this mindset is doing to trucking.
Meanwhile, Marion Terrill will continue to buy her groceries and household items which arrived at her local retail outlet by… you guessed it … a truck.
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“It is this short-notice, low red-tape, flexibility that enables the rural road transport sector to move seasonally unpredictable farm produce over vast geographic areas to domestic and international markets as efficiently as possible.
“Fixed minimum rates cannot take account of different business circumstances and practices such as backloading, part-loading, multi-owner loading, empty running, vehicle modifications, business innovation, debt and complimentary business activities which are an important part of efficient freight movements in the rural sector,” McDonald says.
“If someone can perform a task below the minimum rate because it suits their particular business circumstances, they should be allowed to do so.
The Australian Livestock and Rural Transporters Association (ALRTA) says a leaked document has confirmed that the Federal Labor Government is actively preparing to revive the powers of the Road Safety Remuneration Tribunal (RSRT), abolished in 2016.
The ALRTA labelled the RSRT, which was abolished in 2016, as “disastrous”.
“Federal Labor has made no secret of its intention to re-establish an authority to set minimum rates and conditions for owner-drivers,” the ALRTA says.
The ALRTA points out that in 2021, the move towards mandatory minimum rates became formal policy at the Australian Labor Party National Conference.
“That same year, the Labor-chaired Senate Rural and Regional Affairs and Transport References Committee report stated ‘Without Trucks Australia Stops: the development of a viable, safe, sustainable and efficient road transport industry’ made the same recommendation.
“Ultimately, Federal Labor took the policy to the 2022 Federal Election and won.”
The ALRTA says the leaked document indicates that additional powers will be given to the Fair Work Commission to do much the same job as the former RSRT.
ALRTA president Scott McDonald says it was important not to repeat the mistakes made by the RSRT.
“The RSRT was an absolute disaster for rural trucking. It created a two-tiered freight market in which owner-drivers became uncompetitive
and tied up in red tape,” McDonald says.
“Shortly before the 2016 payments Order came into effect, our member owner-drivers began receiving letters from head contractors advising that their services would no longer be required.
“Almost immediately, people lost their work. Families lost their businesses. And sadly, some took their own lives.
“There were flow-on effects along the entire supply chain. Truck and trailer orders were cancelled en masse. Small regional economies servicing owner-drivers with fuel, tyres,
servicing, food and clothing were left reeling.”
McDonald says, while he understands some small operators are struggling, fixing rates is not the answer.
“Owner-drivers are small business people who need freedom to innovate, adapt and accept work on their own terms.
“Rather than being continuously located at ‘the end’ of a sub-contracting chain, rural carriers often share work amongst each other and constantly change positions in the contracting chain.
“Instead, ALRTA would prefer greater focus on practical safety measures, financial education, elimination of sham contracting, maximum payment timeframes and accessible dispute resolution.
“With our deep understanding of the problems experienced under the RSRT, we expect that the Federal Government will listen to our concerns and work constructively to avoid a repeat of the previous debacle,” McDonald says.
The RSRT, which the Transport Workers Union labelled “safe rates”, was established by the Julia Gillard-led Federal Government in 2012, only to be abolished by the Coalition Federal Government four years later.
The National Road Transport Association (NatRoad) has called on the New South Wales Government to match a Labor opposition promise to cut tolls for heavy vehicles on two Sydney motorways.
Last month Labor promised that trucks using the M5 East and M8 will pay a third less for two years, if it wins the March election.
The changes would be introduced alongside the recently announced broader relief that caps weekly tolls at $60 for motorists.
“We’d like to see the concession made on all toll roads but any relief is welcome,” says NatRoad CEO Warren Clark.
“We’re calling on the Government to at least match this and show it’s serious about tolling reform.
A leaked document signalling a return to mandatory minimum rates has been labelled a “disastrous” move for rural trucking
incentives that encourage trucks to use them, especially in off-peak periods,” Clark says.
“Both Government and opposition need to address the underlying problem of high tolls by introducing rebates or
Road Freight NSW (RFNSW) has presented a list of election priorities which it says will deliver a range of positive outcomes for truckies, all road users and the wider NSW community. The state election will be held on March 25.
RFNSW says it has identified a number of critical issues currently facing its members working across the NSW road freight sector. Importantly, the state peak body also recommends what needs to be done by the incoming NSW Government to ensure a safe and sustainable trucking industry.
RFNSW says it is committed to ensuring NSW road safety is the cornerstone of what truck drivers do each and every day and is calling on the incoming NSW Government to invest in a new community road safety education campaign.
The incoming Government must also collaborate with the Federal Government to strengthen a commitment to delivering a robust
infrastructure pipeline across the State, with sustainable funding for truck rest areas, bridge upgrades, freight routes, regional and rural roads.
The association also points out that tolls in NSW are impacting road freight businesses, workers and their families. Heavy vehicle tolls have progressively been increased on most routes to three times the rate of light vehicle tolls.
It says the recently announced NSW Government Toll Rebate Scheme offers nothing for the majority of the NSW freight industry who coincidentally carry most of the cost and deliver most of the profit on toll roads.
RFNSW is calling on the incoming NSW Government to consider a range of tolling options for heavy vehicles, ensuring costs and benefits of toll roads are better aligned, including off-peak/ time-of-day discounting; a ‘per km’ distance-based tolling system; incentivising truck companies to use toll roads by way of rego
relief and/or a cash-back scheme; consideration of tolls based on a truck’s mass and consideration of tolls based on a truck’s environmental features (the cleaner the truck, the lower the toll).
RFNSW says it welcomes the widening of the M7 Motorway.
However, it says the lack of rest areas in the Sydney metropolitan area is of significant concern for freight operators in the state, says RFNSW. Rest areas also represent dignity and respect for a profession that kept the Australian economy and community in food, medicines and PPE during the COVID pandemic.
RFNSW recommends that the incoming NSW Government convene a summit to examine the lack of rest areas in the Sydney metropolitan area.
The association also highlighted the significant shortages of labour in the foreseeable future – not only skilled labour, but also low skilled young and new entrants
at the beginning of their career. RFNSW recommends that the incoming NSW Government commence a review of the role of TAFE to best utilise fully funded placements in partnership with the industry operators we represent.
“Our election priorities are informed by the day to day experiences of hard-working truck operators – they’re the critical issues which continue to impact the NSW freight industry,” says RFNSW chief executive officer Simon O’Hara.
“Ahead of the March election, RFNSW is calling on all political candidates to listen to the concerns of truck operators and commit to actions which ensure better safety and economic outcomes not only for truckies, but the wider NSW community.
“As the COVID pandemic has shown, without trucks Australia stops – the new Government will need to improve its support of the freight industry.”
As a part of a scheduled visit by members of the Swedish royal family to Canberra last month, Australian National University hosted the panel discussion event Electrification in Sweden and Australia.
Volvo Group Australia president and CEO, Martin Merrick took part in the discussion, covering topics from infrastructure, government policy, consumer behaviour and business incentives.
The wide-ranging discussion, facilitated by ANU Professor Mark Howden, director of the Institute for Climate, Energy & Disaster Solutions, tackled not only the issues raised by decarbonising transport networks but also the issues driving transformation in both Australia and Sweden.
“We talk sustainability and transformation within our business constantly,” Merrick says. “It’s like a mantra for us, however, it’s inspiring to hear the enthusiasm we have for those ideals echoed by others in a forum
such as this, be it from business, academia or government.
“We are determined to play our part in meeting the goals of the Paris Agreement and contribute towards net-zero greenhouse gas emissions by 2050.
“Promoting the uptake of zero emissions vehicles in Australia is a key part of meeting those goals.”
“Forums such as this play a key part in spreading awareness of what can be done to accelerate the transformation of transport and mobility.
“It really is a privilege to be able to take part in a discussion that shows just how aligned Australian and Swedish businesses and are on sustainability and the future of our planet.”
During the event, Merrick confirmed that Volvo Group Australia is on track to commence building electric trucks at its Wacol, Qld plant by 2027.
The ANU event was opened by Her Royal Highness, Crown Princess Victoria of Sweden as part of a royal tour of Australia and New Zealand. The Crown Princess took the opportunity to address climate change and the drive towards a more sustainable future.
“Loss of biodiversity is one of the greatest challenges facing humanity, affecting food, fresh water and clean air,” the Crown
Princess says.
“Climate change affects the planet itself and us who live there here and now. This is the time and place to mitigate the situation.
“I’m very happy to see representatives from both Government and industry here today, this is the nexus between science, policy and industry.
“Australia is a country with great potential for green transformation.”
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The Transport Workers Union (TWU), the Australian Trucking Association (ATA), the Australian Livestock and Rural Transporters Association (ALRTA), the Livestock and Bulk Carriers Association (LBRCA) and the National Road Transport Association (NatRoad) have responded strongly to a Grattan Institute’s ‘think tank’ proposal to halve fuel tax credits for the trucking industry.
The ATA then ran a successful media campaign resulted in the Federal Government stating it would not adopt the proposal.
The Grattan Institute had previously said that fuel tax credits were overdue for an overhaul.
“On-road heavy vehicles should be paying the same rate as utes, vans, cars, and small trucks used by Australian businesses. Off-road vehicles and machinery should still be eligible for fuel tax credits, but at a lower rate than at present, to take account of the carbon emissions and other damage they cause to the community as a whole,” the Grattan Institute wrote.
The author said the cost impacts of reducing fuel tax credits would be “very modest”.
“Grattan Institute calculates that prices at the supermarket would increase by an average of about 0.35 of 1 per cent – or 35c on a $100 grocery shop.
“For a low-income household, the average increase in all costs would be 0.09 of 1 per cent, equivalent to $42 per year.
“High-income households would typically face a lower percentage increase in the cost of living, but a higher dollar increase of about $100 per year.” However, the TWU says it warned of the Grattan Institute’s short-sighted and dangerous calls to halve the fuel tax credit lifeline for truckies would send transport operators and owner-drivers to the wall and cause more truck crash deaths on the roads.
“The fuel tax credit scheme provides relief to operators and drivers on razor-thin margins, while wealthy retailers, manufacturers and oil companies at the top of supply chains squeeze transport contracts to bolster their bottom line,” says TWU National Secretary Michael Kaine.
“The prospect of tampering with – let alone halving – a fuel cost lifeline for our essential
trucking industry in the current climate is as dangerous as it is ludicrous. This move would unfairly target operators and drivers battling razor-thin margins, under pressure to cut corners in safety to stay afloat. It would decimate operators and supply lines with deadly consequences in what is already Australia’s most lethal industry.
“It’s the powerful users of transport we have to watch here. Major retailers like Aldi and super-rich commodity companies reaping not only the practical benefit of transport services but also the yield of untrammelled commercial clout which enables them to pocket every last cent of transport operator margins.
“These users have already factored credits into the pricing they impose on transport companies. Last year proved that the removal of such credits under the Morrison Government did not see increased costs absorbed at the top of the supply chain but inflicted upon those struggling at the bottom.”
Institute’s proposal would spell disaster for the trucking industry – and ultimately for consumers.
“There is no way that any transport business could survive this. Diesel is our biggest cost. We’re already fighting ridiculous fuel prices; this would be the straw that breaks the camel’s back,” Smith says.
“Ultimately, our customers would have to pay the extra cost. But on the way through, many trucking businesses would fold. And costs in rural and remote areas would go up even more.
“The effective fuel tax on trucks should be set to recover the cost of the roads we need, and not inflated by extra costs or poor state government spending decisions.”
In its media campaign, the ATA pointed out that trucking is an industry of small and medium businesses. In June 2022, almost 58,000 of the industry’s 59,100 businesses had fewer than 20 employees while 31,600 trucking businesses –
“We need long-term, practical and sustainable reform which recognises commercial reality, not the blinkered theoretical economic view which frankly is a fantasy.
“The solution to this is already in the works, with the Federal Government committing to set fair, safe and sustainable standards in transport, which will be introduced to parliament later this year. The Grattan Institute would find it is better placed to join the conversation here, after first listening to and understanding the industry,” Kaine says.
Earlier, the ATA had argued that if the proposals in the report were adopted, the effective fuel tax paid by trucking businesses would increase by 20.5 cents per litre, from 27.2 cents per litre to 47.7 cents per litre.
ATA chair David Smith warned the Grattan
The also ATA quoted research which showed that only a third (34 per cent) of trucking businesses can pass on increased fuel costs (including reductions in fuel tax credits).
It added that the Grattan Institute’s plan would impose higher costs on rural and remote communities.
Quoting the Grattan Institute’s conclusion that its tax hike would only have a small impact on consumer prices, the ATA says the modelling is based on an average figure and that the tax hike would have a much greater impact on rural and remote communities, where the cost of transport is higher.
Both the LBRCA and the ALRTA echoed the ATA’s sentiments.
“This would be the straw that breaks the camel’s back.”
Prime Creative Media, publisher of OwnerDriver magazine, has announced the formalisation of its support for Transport Women Australia Ltd (TWAL) and its important role in the industry by signing on as a gold partner.
A strong history of collaboration, shared values, and a shared belief in the important role the transport industry plays in a healthy Australian economy topped Prime Creative Media CEO John Murphy’s list of reasons why strengthening the partnership with TWAL simply “made a lot of sense”.
Murphy says Prime Creative Media, through its suite of industry magazines, digital platforms, events and Australian Truck Radio, had been involved in the transport industry for more than 20 years.
He said he admired the dedication and innovation of TWAL and had seen firsthand the value of the work it does for the transport industry, and in particular its role in encouraging more women into the industry.
“This association certainly walks the walk. They do what they say they’re going to do. They are just so professional in their approach,” Murphy says.
“We think this is a great opportunity to support one of the
The Queensland Government says it is taking steps to enhance speed enforcement throughout the state with the use of transportable cameras in an effort to lower the road toll.
Acusensus, a road safety technology firm, has been selected to manage the implementation of its trailer-based transportable speed camera enforcement solution across regional and remote areas, as well as metropolitan cities.
The company, which already operates a mobile phone and seat belt camera program in Queensland, is set to begin the five-year trailerbased speed enforcement program this year with a $11.7 million contract over an initial five-year term.
This move follows the recent road safety roundtable hosted by the
most important associations in this industry.”
TWAL chair Jacquelene Brotherton says the announcement of this exciting partnership would help her group to continue to grow its offerings and further support the transport industry.
Brotherton says Prime Creative Media’s support for TWAL over many years had helped the organisation to build its membership base and boost the visibility of women working across the many varied roles within the transport sector.
She says the gold partnership agreement would serve to strengthen the existing relationship with Prime and provide TWAL with greater certainty of funding into 2023 and beyond.
TWAL was formed in 1999 by eight women working in the transport industry who were determined to see women given a stronger voice in the industry they love.
The work has continued to this day with TWAL hosting regular conferences and networking events, conducting detailed research and providing training, scholarships, awards, advice and advocacy for the industry.
Brotherton, who has been
involved in the transport industry for more than 50 years, says it has a great story to tell, but traditionally was not very good at telling it.
TWAL’s latest initiative on the storytelling front takes the form of its Living the Dream campaign. The campaign aims to promote
a positive image of the transport and logistics industry and highlight the camaraderie of the people in it.
A key element of the promotion is the Living the Dream song and music video co-written by brand agency Branthem and the TWAL team. The song has proven to be popular with listeners on Australian Truck Radio (www. australiantruckradio.com.au) where it has been played since its release and TWAL hopes to further extend its audience by releasing it on Spotify and Apple Music in the coming months.
In 2018, as part of the fifth annual Women in Industry Awards, Jacquelene Brotherton received the ‘Excellence in Road Transport’ accolade for her efforts in improving the Australian road transport industry.
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She joined the transport industry in 1970 and has worked for several major transport companies with more than 20 years in livestock transport and roles in fleet management, general and refrigerated transport operations as well as owning her own truck.
To find out more about TWAL visit www.transportwomen.com. au or follow Transport Women Australia Limited on www. facebook.com/transportwomenaustralia, LinkedIn and www.instagram.com/transportwomenaustralialimited.
The toughening Australian economy, the war in the Ukraine, talk of a global recession, the push towards a zero emissions future, labour shortages, increasing interest rates and high compliance costs are just a few of the challenges the transport industry will deal with in the year ahead.
There are also opportunities to be found in the roll out of rest stops around the country, the updating of PBS laws and the streamlining of administrative tasks faced by businesses operating in the transport space.
For Western Roads Federation’s Cam Dumesny, 2023 is shaping up to be all about decarbonisation.
“The Australian transport industry needs to prepare to move onto green energy for no other reason than fuel security,” Dumesny says.
“Decarbonisation policy for the transport sector will play a larger role for the industry in 2023 as the government looks to make good on its election promises.”
Dumesny says uncertainty around the Australian economy caused by inflation, rising interest rates and unrest around the globe will be felt by transport operators too.
“Transport has always been a lead economic
is facing a number of challenges and opportunities in 2023.
’s Julian Daw spoke to the leaders of industry bodies around the country to find out their thoughts on what lies ahead
indicator for the Australian economy,” Dumesny says. “We’re the first to be hit and the last to recover.”
Queensland Trucking Association president Gary Mahon predicts 2023 will be a tight for those operating in the road transport industry.
Mahon says increases in fuel prices, road user charges, and compliance costs will continue to put pressure on the sector.
“All these pressures will increase the freight rates and put more pressure on the cost of living which will in turn put pressure on wages and interest rates,” Mahon says.
Mahon says labour shortages will continue to make life difficult for operators too.
He wants the government to invest in targeted infrastructure investment to help the industry and says that despite the challenges ahead, he is hopeful the industry will be able to maintain minimum service standards.
Another wildcard for transport operators in 2023 will be the fate of the COVID-19 instant tax write-off scheme which is legislated to end on June 30 this year.
What happens to the scheme will likely determine just how much capital is invested into new trucks and assets in 2023 when compared to the record results of 2022.
The Australian Trucking Association (ATA) says the state of Australia’s roads will continue to dominate news in 2023, as will the roll out of the $80 million in funding promised for the purpose of overhauling the country’s heavy vehicle rest stops.
The ATA also says the transition to zero-emission vehicles will be a key issue as governments head towards a net zero emissions target of 2050 and turn to industries such as transport to help them get there.
The Heavy Vehicle Industry Association (HVIA) says its members have already shown a strong commitment to a zeroemission future which would continue to evolve over the next 12 months.
HVIA says it will also be taking a leading role in training and education for the industry this year, offering various courses to help transport industry staff to hone their skills and talents
on topics such as proper load restraint and best practice tyre management.
The HVIA will also launch its new tyre management course at this year’s biggest trucking event, the 2023 Brisbane Truck Show in May.
On the plus side, the National Heavy Vehicle Regulator (NHVR) argues that the Australian trucking industry is set to experience positive changes in 2023 as it focuses on improving safety and efficiency.
NHVR’s Sal Petroccitto highlights the regulator’s commitment to being a modern and risk-based regulator that takes an “inform and educate” approach before enforcement.
Petroccitto says the NHVR will continue its efforts to finalise the transition of heavy vehicle services from the states to the NHVR, resulting in more consistent and efficient compliance approaches nationwide.
He says this will include the delivery of a national network map that allows industry players to plan journeys and make use of the NHVR portal for automated access decisions.
The NHVR also plans to reduce red tape and get safer and more productive vehicles on the roads by reforming the Performance Based Standards scheme.
This will include moving mature combinations into the “as-ofright” fleet and reducing end-to-end approval times.
In an effort to help operators manage their rest periods and combat fatigue, the NHVR will also dedicate resources to its Advance Fatigue Management (AFM) program.
Petroccitto says operators can expect new tools and resources to be made available this year, including pre-approved AFM work and rest examples and a new streamlined online AFM application process.
“We’re the first to be hit and the last to recover.”
Alot of things are up in the air at the moment, many of which will have just happened (I hope) and gone well by the time you read this. The rose-coloured glasses are shining there I know, so let us dream for a moment and imagine what it would be like if only three things changed.
Imagine if the Heavy Vehicle National Law (HVNL) review was finally completed and, not only did it actually deliver some fair and reasonable change, but the governments all adopted it. I recognise this is a dream and we have to add some reality to it, but that will spoil everything – so we won’t.
I had a driver recently ask me are we better off with the National Heavy Vehicle Regulator (NHVR)? While it has had some issues and there are things I would like to see done quicker or a bit differently, I believe we are much better off than we were years ago.
Now there are those in the NHVR who are just as frustrated as we are that they cannot do certain things. While the National Transport Commission (NTC) can put forward the magical changes we want from this ongoing review (and then the review of the review), the government can pick and choose what they will accept. Different governments will choose different bits and around we go again, heading away from one set of rules we would all like to see for most things.
The NHVR can put in submissions from the likes of you and me, but not many of you do. It’s me and a few others. Then the NTC and the government will say, ‘Only 20 truckies complained, so it must be okay with what we are doing and we will just do what we think is right’. And there, my friends, is the biggest problem.
How many of those who decide these things for us, hopefully with the best intent (but not always), will ever spend a single day in a truck on the road?
How many will be looking for a parking spot to get a good sleep after a shit of a day, or looking for a toilet for a short visit, let alone a shower or a good feed? The decision makers all stay in top-of-the-line accommodation when travelling or, if a pollie, eat at Parliament House (doesn’t matter which one) and eat the terrible and expensive fare they are stuck with. The poor buggers. We must all feel for them having to suffer so much for us mere mortals.
How many will be travelling down
the road after being stuffed about by a customer, then bouncing up and down over our roads that will bang them and their truck into submission so they can then be knocked off for something loose or broken at the next local weighbridge? Then when they go 10 minutes further to find a parking bay or get a good feed and then get a fine for that too. What more could we ask of any authority trying to keep us all so safe?
So, the review fixes some of the ongoing issues, removes many of the fines that have little or nothing to do with road safety and gives us some flexibility. That alone would be like Santa giving the drivers a present in itself. Then we would not have to dream about the police giving us a fair go from the bullshit penalties they are using to make us safer (sorry that should read ‘top up the government coffers’) in the name of road safety. Of course that’s the only reason they are doing it, isn’t it?
Lastly, we would see roads not just patched badly but fixed properly and those repairs would last for years. None
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
of that scraping bitumen off the truck and trailers from the flaky stuff flung onto the road by those fantastic wastes of money machines, but truly fixed. What a world it would be What are we doing to see such dreams even likely to be possible, let alone happen?
A fellow phoned into Nightshift and asked why we can’t do 110 on the Hume (hell, why can’t we even do 100 on the eighth wonder of the world – you may know it as the Toowoomba Bypass one way mess). I replied I was told at the National Speeding Summit I attended (as the only truckie in Canberra in 2003): “While ever we catch trucks doing 147 down the dipper, don’t bother asking again.”
Of course, we still have some who don’t take well to rules, some who may not know better and some who are simply stupid. Every group has members of each type, no matter what the group. But we have changed, we have improved, our crash rate is down more than that of cars, yet we do more kilometres at higher weights and there are many more of us and the cars we share the road with. But is that enough? So I ask you all in good faith and with you knowing I plan to keep trying to do my bit for the next four years or so, are you legal and compliant? Yes, we need a few fixes as at the start and they might happen, but to get anything changed you have to do your part. No one else can or will.
So can we all try a bit harder? Can we try to be seen and recognised as the true on-road knights and professionals we are all either told we are not, or that we should be? Yes, we must push gently for change that is worthwhile and safe and helps us do our job better and more efficiently, but if we don’t, who will and how can anyone do that alone?
Can we make change happen, only if we make the effort to see it done.
“How many will be looking for a parking spot to get a good sleep?”
Our job as the regulator is to work with industry to provide the tools and support they need to do their job safely. Industry will keep improving what they do in their business – finding efficiencies and better ways of working, and embracing new technologies.
With a modern and flexible law in place, we can be most effective in supporting safety advancements by putting in place the right risk-based regulatory approaches.
This is why the regulator has invested heavily over the last four years to help guide the development of the new law.
This is particularly the case with managing fatigue. We’ve learnt a lot about driver fatigue over the past 10 years, and we now have a much clearer understanding of the need to better recognise individual driver needs.
Just like all other aspects of your business, fatigue is an area where you can invest in tailoring fatigue work and rest hours to better suit your business and individual driver needs.
The prescriptive (or standard hours) approach to fatigue will always be available for those in industry who want to use it, and it’s long been an accepted community standard.
However, Advanced Fatigue Management (AFM) can provide operators with a tailored approach to work and rest hours, provided they put in place additional controls and offsets to manage fatigue safety risks.
Under tailored fatigue options, drivers can have better quality rest periods, are working when they’re most alert, and can take more rest in a shift if they need to.
Indeed, from our data, we know that AFM is typically used to get drivers to somewhere where they can get better
quality rest at the end of their shift.
Even though AFM has been around for a long time, we’re aware that some operators may be put off by the amount of paperwork and process involved in seeking accreditation.
To help address this, we’ve launched a dedicated project to remove unnecessary administrative barriers and make the process more user-friendly for businesses of all sizes.
I am not interested in how well an application is filled out – I am interested in knowing that you have the right safety controls in your business to manage fatigue risks.
Effectively managing fatigue – and underpinning AFM – is the genuine commitment from a business to work with its drivers to better understand their needs and to put safety first.
Our project focuses on providing better tools and greater support to help more operators become accredited in AFM – as I understand it, many operators are probably already meeting a lot of the requirements for AFM.
Getting formally accredited will just ensure they’re proactively managing fatigue safety risks and have this documented in their business.
Through this AFM improvement project, we’ll be sharing examples of the types of tailored options that other companies are
SAL PETROCCITTO became CEO of the NHVR in May 2014, bringing extensive knowledge of heavy vehicle policy, strategy and regulation to the role. He has broad experience across state and local government, having held senior leadership roles in transport and logistics, land use, transport and strategic planning, and has worked closely with industry and stakeholders to deliver an efficient and effective transport system and improved supply chain outcomes. Over the past seven years, Sal has led a significant program of reform across Australia’s heavy vehicle industry, including transitioning functions from participating jurisdictions to deliver a single national heavy vehicle regulator, harmonising heavy vehicle regulations across more than 400 road managers, and modernising safety and productivity laws for heavy vehicle operators and the supply chain.
currently using, so operators can decide whether there’s a pre-made example of hours that would suit their business.
We’ll also be sharing the types of controls and offsets operators can use to manage fatigue risks. There’ll be a library to choose from, and we’ll provide guidance on which best manages a particular risk.
We’ll also be providing a collection of templates and tools for operations manuals, and other required safety systems, which operators can implement in their business – just like with our approach to Safety Management Systems.
In addition, the AFM application form will move to the National Heavy Vehicle Regulator (NHVR) portal, and there’ll be a built-in risk calculator into which applicants will simply have to enter what hours they need to work.
Importantly, we’ll have a dedicated AFM case manager to step applicants though the process.
We’ll release more information over the coming months about how industry can get involved in AFM using the new process.
I also recommend reading our Fitness to drive: Fatigue – Regulatory Advice on the NHVR website (www.nhvr.gov.au) which provides guidance to all parties in the Chain of Responsibility on fatigue in the heavy vehicle transport industry and outlines their obligations under the Heavy Vehicle National Law.
It looks at the hazards and risks associated with fatigue, emphasises the importance of considering external factors that may influence the driver’s fatigue risk – not just those related to compliance with regulated work and rest hours – and proposes a range of control measures to ensure the safety of heavy vehicle drivers and other road users.
Our free Safety Management System (SMS) guidance material also provides tools and templates to help operators assess their fatigue safety risks and communicate effectively with their employees about their fitness for duty.
I look forward to keeping you up to date with the progress of our AFM improvement project, and contributing to safer drivers on safer roads.
“Some operators may be put off by the amount of paperwork.”
Woohoo, 2023 is underway and I have kicked off my truck show calendar with my first ever visit to the Koroit Truck Show. The Koroit event was one of those truck shows I had heard good things about before and had always wanted to check out. I had made valiant attempts to get to it before it was added to the ‘fun things you can’t do because of COVID’ list. But when I realised the show would be returning in 2023 I was straight onto my editor imploring him to let me go. Whether it was his reluctance to see a grown man cry or just the fact he was too busy to argue with me I was granted permission to travel to southwest Victoria on January 28, drown myself in Koroit country hospitality, and finally tick this cool country show off my to-do list.
For those wondering, Koroit is a tiny town about 300km west of Melbourne. It sits just off the stunningly picturesque Princes Highway and right next door to the difficult to spell Warrnambool. Koroit village dates way back to the days before TikTok, selfies, or even electricity.
The township sits at the doorstep of a long-dormant volcano known now as Tower Hill. The area is littered with historic buildings and landmarks that reflect its agricultural past. All in all, it is a tiny little town in the middle of nowhere with almost more pubs than people, yet every year manages to put on a huge truck show that brings in truckies from far and wide. My
Normal service resumed for the Koroit Truck
in January when hundreds of new and classic trucks and their enthusiastic owners, drivers and families converged on the Victorian township.
Top: Paton’s Transport was well represented at Koroit. Lined up with their K200s was William Templeton, Seth ‘Walkabout’ McAlley and the Creekies – Shane and Cadence Creek
Above, left to right: Josh ‘Turbo’ Mifsud and Brad Walker in front of the Walker Transport tippers – a 2010 Cat and the 2018 Kenworth T909 that took out runner up in Best Rigid and winner of Best Tipper; Always time for last minute detailing as Rocky Princi finishes of the grille on his T909
Opposite top, left to right: This awesome Morris Transport eight wheeler caught my eye as it rolled into the show. I managed to get driver Josh Roberston (left) and assistant cleaner Mitchell Rowland to put down their rags long enough for a photo; The success of the Koroit Show relies heavily on volunteers, including Robert Buckley who was helping out with parking directions
Opposite middle, left to right: “Where are we going to put all of these?”; Bob Bush breaks out the polishing rags for the bull bar on his immaculate 2007 Kenworth K104B
Opposite bottom: The local Scania team were proud sponsors of the show and were well represented by some of the nearby companies
“Our first kind of show was back in 2007,” Graeme says. “I was part of the Koroit Agricultural Society and every year we had our show.
“In 2007 it was the height of the horse influenza and two weeks before the show we found out that we weren’t allowed to transport horses around.”
Instead of letting a small thing like no horses ruin a horse show, Graeme raised the idea of replacing horses with horsepower. “That first year I think we had maybe 20 trucks, it was just a show and shine. It was mainly just the local guys who showed up at the last minute,” he recalls. “There was no judging or prizes or anything, just a show-up and show off.”
When 2008 rolled around, the horses were back but Graeme and the committee found several of the previous years’ truckies were asking if they were still going to do a truck show again. Just like that the Koroit Truck Show was established.
For the first couple of years, the show ran in conjunction with the Koroit Agricultural Show. However, by around 2010 it was
“That first year I think we had maybe 20 trucks.”
getting a little too difficult to accommodate both.
“There were more and more trucks and the horses and stuff already took up so much room. So the decision was made to create a standalone event,” Graeme explains. Moving to a standalone event would allow the show to expand and then expand.
Although the actual truck show committee numbers only five, there is massive support from the entire township via the likes of the Koroit Irish Festival, Koroit Football Club and Koroit Lions Club. It’s that community participation that really resonates with local operator and committee member Richard Allen.
“What I really like about it is the village of Koroit and everyone that gets into it,” Richard says. “We also give all money raised to a local charity, this year we are giving to Foodshare. It’s a local distribution place that gives food to the needy.”
Richard then pivoted into his transport manager hat as he explained the other part of the day that he loves. “It’s a good opportunity to showcase transport and the industry in the district.”
The rural feel of the show is definitely one of the key ingredients in its continued success and popularity. From the last-minute show of 2007 where around 20 trucks turned up to this year’s return to the truck show scene and in excess of 100 entrants, it is a show that just keeps growing.
It also doesn’t hurt that the prizegiving is like rolling into
“The horses … took up so much room.”Top, left to right: Local company Logan Contracting took out the Best Fleet award with its stunning Kenworth collection; I managed to catch another talented photographer hard at work, although this time she had the camera down and the cleaning rags going. Anna Whitehead from Whitehead Transport was finishing of the 909 she drives with a little assistance from Nic Rayner Middle, left to right: Jason and Lachie Walters picked up best Prime Mover six months-one year with their stunning Beemaz Transport Mack Super-Liner; Ash Young’s partner, the driver of Fred Bear Freight’s 2010 K108, was nowhere to be found, leaving Ash to do all the hard work Above: It wasn’t all flash and new, the classic working rigs were also well represented
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winners for next year. There weren’t enough hands to cart everything away.
While I have been rabbiting on about all the cool truck show stuff, we can’t neglect all the other activities going on during throughout the day. “It’s not only just trucks,” Graeme continues. “We have the car show, motorbikes, lots of kids’ entertainments … we try and think of something different every year. This year we have the Victorian woodchop championships.”
In the centre of the showgrounds the exceptionally brave motocross team from Factory FMX put on several shows throughout the day. Although the unpredictable winds made it difficult, they still put on a gravity-defying display.
There was also a wheel stand bike for those game enough to test out their skill. I was not one of those. There are food
“It’s a good opportunity to showcase transport and the industry in the district.”
There was also an abundance of interactive activities available. Most were there to ensure a method of extracting energy from all the children but there were a couple of specific events designed to engage the adults as well.
First and foremost was the traditional Koroit Truck Show’s tug of war. This wasn’t just a handful of tough guys and a rope. We are talking full-scale professional tug-of-war apparatus, and teams very keen on taking out the title of ‘biggest tuggers’. It’s an extremely popular event and it got very serious very quickly. Let’s be honest, we all like to think what great tuggers we are and here at Koroit there is an official platform to solidify that claim.
In the end, it was the reigning champs, Wilsons Warriors that reclaimed their title and quite convincingly took the bragging rights to the title of Koroit’s best tuggers.
Alongside that feat of strength was the traditional Koroit trucker’s marathon. Although not technically a marathon, the 50-metre dash falls short by a little under 42 kilometres. It was still a titanic battle.
With plenty of top-class trucks on display, a pizza van that made the best calzone I have had in ages, Carlton Cold and Dry, and the support of hundreds of friendly locals, I can say the Koroit Truck Show lived up to expectations.
Big congratulations to all those involved, and I look forward to seeing you all again next year.
representatives of road users from pedestrians, cyclists, motor cyclists, automobile drivers, indigenous road users, health sector representatives and truck drivers. The meeting was chaired by Lisa La Rance, first assistant secretary, Road and Vehicle Safety Division.
The overall feel of the room was disappointment in the progress being made in road safety. We were all allocated four minutes to put forward our views on what is the most important element of future road safety infrastructure programs.
Iwill start out by thanking everyone who has joined or renewed their National Road Freighters Association (NRFA) membership lately and contributed to help all drivers attain better representation within government. This year is shaping up to be a big one for the NRFA with two board members being appointed to the Steering Committee for the $140 million rest area initiative. These are Rod Hannifey, our president and company driver with decades of experience and advocacy for better conditions for drivers, and our treasurer Craig Forsyth, a single truck owner-driver with 26 years’ experience living on the road.
I believe the contribution from these guys and the others on the committee will be monumental in bringing government and industry together. This should also help forge better relationships in the future by introducing a leadership model that produces real outcomes.
The membership of the NRFA is experiencing some growth now which I believe is the industry crying out for reform and reliance on a grass roots association to deliver the goods. The more members we have gives us a bigger voice when we lobby the lawmakers and regulators. Our voice is growing also with the departments just mentioned. I write this just days before our annual conference in Wagga Wagga and we are hoping to report some great outcomes in the next column. We have a great mix
of industry, lawmakers, politicians and the National Heavy Vehicle Regulator.
This year is the year the NRFA will be focused on carving a track to Canberra and placing a driver in the room with the policy makers at every opportunity. The past two years has seen the reliance on Zoom meetings become the accepted medium, but nothing beats being in a room and describing the pressures of our job and living with the decisions that have been made for years.
Helping our policy makers to understand the real needs of a changing industry will be a vital contribution to planning future infrastructure projects. It’s hard to design infrastructure when you don’t really understand what it’s like to drive a 30m A-double or B-triple.
On Monday, February 6, I was honoured to have the opportunity to represent the NRFA and truck drivers in Canberra at the Road Safety Infrastructure Programs Stakeholder Roundtable. Julie Downey from Women in Trucking Australia (WiTA) and I were among a group of passionate
The NRFA’s position is that consultation at the beginning of a project is critical to obtaining the road safety outcomes needed for a safe productive industry. We have been left out of many critical infrastructure projects and have to live with the results of poor design for years to come. The poor design and lack of anywhere to pull over on the Toowoomba Bypass highlighted an opportunity lost for proper consultation.
The Federal Government should use its power as a major funder of road infrastructure to impose conditions of consultation on every project they are involved in.
I thank Lisa La Rance for the opportunity given to us and look forward to working with her in the future.
Infrastructure programs all have the same difficulties of delivery as we have obtaining a PBS permit. The total combined length of Australia’s road network is 877,651km of which 24.7 per cent, 217,054km, including 23,696km of national highways are managed by states and territories and 75.3 per cent, 660,597km, is managed by local government. This spread of hundreds if not thousands of road managers is why we struggle to get a standard of road needed for a safe productive industry.
We look forward to contributing further at the table in Canberra with our passion for a safer sustainable trucking industry.
GLYN CASTANELLI is a long distance driver of more than 15 years, a compliance consultant and accredited NHVAS and WAHVA Auditor and the current NRFA Secretary and Victorian Delegate. Glyn is a member of the Ozhelp Health in Gear steering committee and Healthy Heads in Trucks and Sheds Standards Committee.
“Nothing beats being in a room and describing the pressures of our job.”
I’ve seen the biggest transport companies in Australia with shiny posters on the wall with incorrect load restraint information so don’t be hard on yourself if you’ve not been up to snuff on this complex topic. These transport companies have forced me to lash freight incorrectly for a pretty photograph. My motivation today is general information to whet the whistle of curious or safety-conscious truckers.
Lashing capacity is a critical factor in load restraint, as it determines the maximum load that can be safely transported on a semi-trailer truck. One crucial factor that affects lashing capacity is the lashing angle, which refers to the angle between the load restraint strap and the trailer floor. This article will explore how lashing angle affects lashing capacity and what truckers need to know to ensure safe and compliant load transportation.
Over the past year, I’ve noticed the improper use of load restraints carrying bulky items such as packed timber or concrete blocks.
When carrying the 1.5 or 2-tonne packs of timber, for example, the centre section of the trailer is usually left bare to spread the mass of the load to the axles beneath.
Now load restraint is much more complicated than what meets the eye. A 50mm webbing strap, our bread and butter in curtain sider and flat
top transport, has a rated lashing capacity of 2,500kg printed on the strap, but it goes deeper than that.
My inspiration for this article was a B-double going down the Hume fullpelt with six packs of timber across its tri, three high on each side, taking up about eight pallet spaces with only 3x 2500kg 50mm webbing straps. There was a gap in the middle of the trailer, and there were another six packs up the front with three straps.
Up the front, the load was hard up against the headboard/end rack. One more strap was required, but good practice would be to belly-strap the lower packs before loading the top set. The 2,500kg lashing capacity of the strap times three would be 7,500kg in lashing capacity. Each pack is about 1.5 tonnes, so you’ve got a severely understrapped load.
But because the rear section of the load was not blocked by anything in front of it, this section becomes an unblocked load.
I want to bring your attention to the National Heavy Vehicle Regulator’s load restraint guide – www.nhvr.gov. au/files/202112-1285-load-restraintguide-2018.pdf – and in particular the chart on page 272.
I would place chequerplate steel with high friction against timber, but it could be less.
With three lashings of 2,500kg 50mm webbing straps, the chart places our 9-tonne load at 15 degrees or so and 2,700kg of lashing capacity with three straps rated for 2500kg each. Meaning this load is 6,300kg under strapped.
When carrying timber out of the timber mills, I used about nine straps over the rear six packs. Five straps across the lower four and four straps across the top. This is what’s referred to as the belly-strap method.
The lashing angle is essential in determining lashing capacity because it affects the force exerted on the load restraint strap. When your straps are coming almost vertically off the top of the load to the trailer, adding additional straps is essential. The lashing angle determines the direction in which the force is applied to the load, and a larger lashing angle results in a greater force being applied to the load. The greater the force, the greater the lashing capacity and the more weight the load restraint strap can support.
However, it’s important to note that there is a limit to the lashing angle that can be used, as exceeding this limit can result in the load restraint strap breaking or becoming damaged. Generally, the maximum lashing angle is 45 degrees, providing the optimal balance between lashing capacity and load stability.
To determine the lashing angle, truckers must measure the distance between the load and the trailer floor and the space between the load restraint strap and the trailer floor. The lashing angle can then be calculated using simple trigonometry. It’s crucial to accurately determine the lashing angle and use the correct lashing capacity for each load as this
will ensure the safety and stability of the load during transit. In addition, it is essential to comply with all relevant regulations and standards, as non-compliance can result in significant fines and even legal action.
In conclusion, the 2,500kg lashing capacity printed on the straps is a bit misleading, and the lashing angle is a critical factor in determining lashing capacity. Truckers need to understand how it affects load restraint. Truckers can ensure the safe and compliant transportation of goods by accurately determining the lashing angle and using the correct lashing capacity for each load.
It could be wise to consider if 75mm webbing straps are more appropriate for your load. Still, these straps are about four times the price of a 50mm, but there isn’t a price on productivity and safety.
ROB MCDONALD is an experienced driver, having been behind the wheel of trucks and coaches since age 22. He is currently employed at Shaw’s Darwin Transport and prefers a manual gearbox. To contact Rob email robbie_mac@icloud.com
“Exceeding this limit can result in the load restraint strap breaking.”
Ph:
Fax:
Fax:
davids@gibbsparts.com
davids@ggd.net.au
Web: www.gibbsparts.com
Web: www.gibbsparts.com
When the status quo causes deaths, bankruptcies and chronic health conditions, the last thing we should do is make it worse. Year on year, trucking accounts for more workplace deaths than any other industry. On average, in the five years to 2022, 28.4 per cent of all workers killed in Australia worked in transport.
The Driving Health study by Monash University also revealed trucking is one of the unhealthiest industries, with over 70 per cent living with chronic pain, one in five suffering from depression, and around a third living with multiple chronic health conditions. The health concerns of truck drivers far exceed national averages.
The picture doesn’t improve when looking at the health of transport businesses. Transport is in the top 10 industries for insolvency rates, with 160 businesses becoming insolvent in 2022.
And this figure doesn’t represent the countless others who’ve shut up shop and sold off trucks to prevent falling into debt, or those who’ve had to delay maintenance, patch up temporary repair jobs, or push fatigue boundaries to stay afloat.
There is a reason for all of this.
Transport is collapsing under unregulated commercial pressure from the wealthy retailers, manufacturers and oil companies, which are able to squeeze every dollar of margin from operators, most severely when it comes to owner-drivers.
These powerful companies cut and slash at transport contracts until they are bare bones. They call the shots.
Cost-cutting is passed on at every level of the supply chain until it reaches the operators and owner-drivers shouldering the heaviest burden.
Add to this the threatening imposition of the gig economy, with more and more transport work pushed out to app-based workers paid far below minimum wage with no ability to negotiate, and you have the perfect storm of the deadly Amazon Effect.
Currently in Australia, there is nothing stopping the world’s largest online retailer from squeezing its supply chain contracts while also pushing more transport work to its gigbased AmazonFlex delivery arm.
So far, Amazon hasn’t brought its exploitative freight gig model to Australia, but under our current
system, there would be nothing stopping the global behemoth from doing so.
Clearly, the status quo is a disaster. Transport is in crisis, and it wouldn’t take much for supply chains to topple like a house of cards.
That’s why the recent report from the Grattan Institute which called for the fuel tax credit scheme to be halved was so alarming and short-sighted. In the current state of transport, tampering with an essential subsidy could tip the teetering industry over the edge.
Cost pressures have ballooned lately, and owner-drivers are overwhelmingly forced to bear the brunt.
The real reason for this is less about the cost of fuel, and more about how the wealthy owners of freight construct their contracts so that increasing operational costs are not their burden to carry.
The fuel tax credit scheme is not a pot of gold from which operators and owner-drivers can reap profits. This relief, designed to offset part of the road user charge, has already been built into clients’ cost structures.
Last year, when the Morrison Government revoked the credits, it proved beyond doubt that those structures, manufactured by wealthy
heads of supply chains, are made of steel.
Despite newspaper front pages consecutively leading with skyrocketing fuel costs, many clients didn’t budge. It was owner-drivers that had the impossible choice of shouldering the additional cost or battling it out job to job for a rate that supported cost recovery.
The principle of applying a financial penalty to truck drivers for the fuel they need to keep the country moving is simply not viable. Transitioning to cleaner energy won’t be solved this way, it will simply send more transport businesses to the wall.
The debate is distressing because of the fatal impact it would have on lives and businesses. But this debate is a distraction.
We should be channelling our energy not into maintaining the flimsy system we currently have, but into reshaping this industry into something fairer, safer and more sustainable. We need wholesale industry reform as quickly and effectively as possible.
We need to rebalance the broken market to address unsustainable, topheavy commercial power. Only then can we look to other ways of improving transport, like reducing emissions in a sustainable way.
Lifting standards right across the industry would mean everyone has the support of a regulatory mechanism to recover costs, get paid on time and compete on a level playing field. We need standards in place which transcend the vertical line of the supply chain and ensure wealthy clients at the top are paying their fair share so that all operators, drivers and jobs are viable.
The Federal Government has made a commitment to act. To hold supply chain clients and gig behemoths to account. But this commitment still has to make it through parliament and that will require support from the whole of the industry.
If we come together as a strong, unified industry, the same way we united around the preposterous suggestion to slash fuel tax credits, we will see real, lasting change.
“The fuel tax credit scheme is not a pot of gold.”
The Heavy Vehicle National Law (HVNL) started out as uniform national law designed to simplify the quagmire of existing state-based legislation that existed back then. Nothing seems to have changed since. Fatigue laws are contentious, to say the least, but there remains no doubt as to the ferocity of enforcement across most, but not all, of the country at present.
The current maximum penalty for a single critical fatigue breach is $17,740 and four demerit points. The legislation does not provide such a penalty apart from the fact that HVNL section 737 allows for maximum fines to be increased by CPI every year. As anyone else noticed how wages have not increased at the same rate as just about everything else?
The Heavy Vehicle National Law (the HVNL) and the Heavy Vehicle (Fatigue Management) National Regulation (the Regulation) provide three layers of driver fatigue management:
1. a driver working under standard hours may work up to 12 hours in a 24-hour period
2. a driver accredited under Basic Fatigue Management (BFM) may work up to 14 hours in a 24-hour period; additionally, a driver operating under a twoup arrangement may drive continuously for 14 hours without a single rest break
3. a driver accredited under Advanced Fatigue Management (AFM) may propose their own hours as long as the fatigue risks are offset by sleep, rest and other management practices. These practices may allow for work of 15 hours and 30 minutes in a 24-hour period.
The foremost question to ask here is this: If the HNVL provides that public safety is one of the primary purposes of the law, then how does the law allow two drivers in a truck on BFM to drive for up to 14 hours at a time without taking a single break. Surely, surely, two people, one most probably unrestrained in the bunk and unable to sleep because of the state of the roads, invokes the public safety principle, in more than one fashion. At the far end of the fatigue spectrum, we have Advanced Fatigue Management (AFM) that permits drivers, who in some cases have less training than is required of BFM
(online multi-choice) and are then allowed to be scheduled to drive/ work for up to 15.5 hours in a 24 hour period.
The National Heavy Vehicle Regulator published a document entitled Risk Classification System for Advanced Fatigue Management Policy in June 2013. That policy document states: “Fatigue is an inexact science and there are no limits or arrangements which can guarantee that an individual driver is not fatigued. However, research provides a sound basis on which to assess the likelihood of fatigue risk and it is this research which has driven the development of the Risk Classification System. Based on research and historical AFM arrangements an outer limit of 17 hours work opportunity will be applied. Either side of this work opportunity there must be sleep breaks of seven hours or more. Taking into account minimum short rest breaks during the period of work, this will result in a 15.5 hour outer work limit.”
A point to consider relevantly is this: How does a driver, achieving just a foundation education and in literacy in many cases, become subject to a maximum penalty of $17,740 and four demerit points, per contravention on standard hours, when the same person could do 3.5 hours more a day without penalty under AFM?
In most cases, the ‘critical fatigue breach’ that occurs under standard hours is not caused by fatigue at all, nor does the prosecution ever provide any admissible evidence of such. It is caused by what that Supreme Court of South Australia has referred to as a ‘trap’. The Supreme Court said that
while not a defence, this common error is a ‘mistake in law’.
The Supreme Court goes on to say “… I do consider that they could be more ‘user friendly’, particularly having regard to the audience to which they are addressed. It seems to me that, without in any way trying to be comprehensive, the single most obvious improvement might be to expressly state, loudly and clearly, that following the end of a major rest break there can be two overlapping 24 hour periods running at the same time.”
One of the most common offences Highway Advocates deals with are standard hours critical breaches. In almost every case, the breach is caused by having too much rest in a fashion. Calling an offence a ‘critical fatigue’ breach means no more than calling a law ‘national’.
Those with a keen eye will see the instructions in the work diary note that Northern Territory and Western Australia have ‘adopted’ different laws. They don’t have to ‘adopt’ any laws, they can actually make their own. Remember, just stating something over and over doesn’t make it so.
Even the Regulator CEO, when he thought no one of any consequence was listening, said this: “A modern approach would be required to tackle the issues around driver hours as the current system in place had proven flawed for many road transport operators.
“In some cases, the current fatigue laws when operators are compliant are unsafe, and when you’re noncompliant, you’re actually safe,” he said.
“We need to shift that focus of counting hours with providing you, as an industry, the flexibility that your drivers need so they can rest when they are tired and not when you’re actually safe.”
Highway Advocates believe the fatigue laws have become so prescriptive that the notion of ‘managing” your fatigue has evolved into your fatigue, in fact, being ‘managed’. What a difference a word makes.
Remember, Highway Advocates have partnered with Logmaster EWDs to provide drivers and operators with a one-stop process to assist you when the ‘trap’ is sprung.
“The breach is caused by having too much rest in a fashion.”
After soldering on in an ’81 Isuzu for more than a decade, Clint and Robyn Whitaker decided to look for truck with more grunt, more space and a little easier on the eye. The couple’s prized cattle are now travelling in style, riding comfortably in the back of a brand new Kenworth T410SAR. Warren Aitken writes
Above: Although the couple don’t overnight in the truck, the SAR’s compact bunk Kenworth provides them with that little bit of extra room and comfort
Below: The crate design by Leader makes the day-to-day operations so much easier for Clint, whether it’s moving horses or cattle
Opposite top: Clint Whitaker with all his hard workers. The dogs, the horse and his Kenworth; Clint wanted to add the ‘Worth It’ to the front, shining a light on all the hard work the family has put in over the decades
Welcome to ‘Marble II’ – A stunning Kenworth T410SAR. Arguably one of the coolest T410s on the road, this exquisite piece of equipment is 50 years in the making. Born of hard work and dedication, it is a well-earned piece of luxury and a well-deserved reward. It is also more than just a pretty face. It is a hard-working practical piece of equipment that is making life a hell of a lot easier for a small family business. And on top of all that, it has come out of nowhere – allow me to explain.
The cool thing about this truck and the story is that it isn’t really a trucking story. Yes, it includes a truck, and yes, it is an epic truck. However, the folks involved in its conception aren’t full-on truck people. Don’t get me wrong, they aren’t strangers to trucks either but when you see a truck as grand as the Whitaker’s T410 you kind of assume that driving and building cool looking trucks is in their DNA. Well, it’s not.
Care to take a guess what the Whitakers were traveling around in before they put this Kenworth on the road? A 1981
“I would much rather have been driving the truck.”
Isuzu SCR. Yes, you read that right. From a 40-year-old Isuzu into a state-of-the-art, Australian-built masterpiece. Now you are starting to understand what makes this truck and story just a little bit different.
Clint and Robyn Whitaker are the couple who own this impressive rig and the couple behind Whitaker Beef and Whitaker Brahman Stud. Their passion is in breeding very fancy ‘moo moo’ cows. I’m not talking about the kind of thing you’ll see for $35 a kilo at Coles. I am talking about prizewinning Brahman, Charbray and Charolais bulls. The kind of quality cattle that people pay thousands for in order to enhance their own breeding stock.
For over 20 years now this family-run operation has been growing a name for itself on the back of some good-looking cattle. I’d love to quote you all the awards and prizes they have won from showing their bulls at different events, but it would probably go right over your head as it did with me. Suffice it to say they are very good at what they do. Up until late last year, their emphasis has solely been on growing the herd, so to speak, and building their reputation and putting their resources into a quality product.
Transportation of themselves and their stock had never been a major factor in their business. When Clint and Robin first started their venture back in the early 2000s, they would transport their stock to shows using their farm ute and a gooseneck trailer. If they needed to move any of their stock to sales or between properties, they just utilised local cattle carters. It wasn’t until Beef Week 2009 in Rockhampton that the couple gave some serious thought to the transport side of their business.
“We used to go to all the shows in our gooseneck,” Robyn tells me. “We’d have to carefully pick our team ’cause we could
only fit a few on. Then we decided at Beef 09 to buy a truck.”
Moving from the gooseneck to a small rigid truck would allow the couple to almost double the amount of cattle they could include in their show team.
Clint was left in charge of sourcing out Whitaker Beef’s first official stock truck as he was the one with trucking in his heritage. Clint’s younger years had been spent around trucks; both his father and his grandfather were involved in trucking. He can still recall the memories of his grandfather’s truck.
“Admittedly it was about the same size as our ute,” Clint laughs. “It would fit one log on it and It would be done.”
Clint’s father and his uncles also used to run trucks. “I remember the old petrol Perkins that used to take 23 hours to get from Eidsvold to Brisbane and back home,” he says. “There was one hill that Dad would get the local farmer to tow him over; he even got towed over it by a motorbike once.”
Top: After years working their old Isuzu, Clint and Robyn Whitaker rewarded themselves with the stunning T410SAR
Above: Why is it called Marble II, Robyn? “Well, the tractor is called Marble I and this is called Marble II, “cause after those two this is as close to my marble kitchen top as I am ever going to get.”
Opposite top: The hard-working dogs get their own ride in the new truck too; It’s a big step from the old 1981 Isuzu. Though I think you’ll find the passenger seat of the Isuzu is almost as good as new
Opposite Bottom: As the big 410 leaves for another workday, the maroon and chrome clearly stands out against the lush green background
That same old Perkins would arrive in Brisbane around the same time everyone was crammed onto trams heading for work. The trams were loaded with dolled-up workers and the Perkins was loaded up with cattle and excrement. Those two didn’t mix well when Clint’s dad would have to brake suddenly.
Back in those days Clint was like every good kid. School days were spent drawing pictures of trucks and then skipping homework to help dad in the truck and filling his weekends and holidays off-siding or cleaning trucks.
His dad ran several different truck makes after the Perkins, but the one that Clint was drawn to though was a Cumminspowered International. It was a much more comfortable seat for young Clint to spend his extracurricular hours and a great truck for him to learn to drive. It also solidified Clint’s transport addiction.
However, by the time Clint was old enough to get his licence, his dad was out of the transport game. He still had the old International and had it converted it from a single drive semi into a camp draft set-up body truck for property work. Freshly licensed Clint spent a fair bit of time using the International to move stock around the family property, but instead of moving forward with his love of trucks he followed the livestock path instead.
“What happened with me was I went to Gatton College and became a stock inspector,” Clint says. “Basically tick line clearance, any form of market access.”
Working with livestock created a passion for that lifestyle, but the love of trucks was always just sitting below the surface. “Here I was, all these years, taking the cattle off the trucks and dipping the cattle but to a certain extent I would much rather
have been driving the truck,” he smiles.
Next thing you know Clint is all over Queensland as a stock inspector and trucking became a distant memory. His spare time, along with that of his wife Robyn, was spent laying the groundwork for the company that would eventually become Whitaker Beef.
As Whitakers Beef started to grow and build a reputation in the breeding arena, Clint found it was taking up more and more of their time. They were required to show their cattle at more events and they also started running more cattle on their properties. This meant the addition of a gooseneck trailer to tow behind the ute. But they soon outgrew their gooseneck setup and the four to five cattle it could move.
Bring on Beef Week 2009 and Robyn’s call to look into getting a dedicated stock truck for the company. This was the catalyst for the re-emergence of Clint’s passion for trucks. His childhood love of all things diesel had been reignited. He would take those fond memories of time spent in the mighty International and get himself his own mighty machine. That mighty machine, the workhorse of Whitaker Beef would be … a single drive Isuzu! A 1981 single drive Isuzu at that, making it a 28-year-old second-hand truck. It didn’t exactly fulfill Clint’s childhood big rig dreams, but practicality had to beat flamboyance at that stage.
“It was an old truck that had always been around the area and the bloke that owned it said to take it to Beef Week and ‘if you like it, take it’,” Clint recalls. Robyn adds that they were all as keen as mustard, they loaded up about nine head of cattle
in their team, she jumped in the passenger side, and off they went to Rocky.
“We barely made it out of town and the front wheel was making all kinds of noises, the whole thing just wanted to run,” Clint laughs. “We had a mate that ran a ‘one day garage’ in Thangool. One day you drop your truck off and one day you’ll pick it up. So we called it to get him to check it out and found a whole bunch of broken stuff on the front end. Nothing bad, just didn’t sound good.”
It was able to get the Whitakers to Beef Week though and they left it at a local workshop to get it fixed up for the return trip. The show lasted all week and the truck took that long just to straighten out the front end. Seven days later the Whitakers returned. Robyn recalls that trip fondly.
“Yeah, we picked it up, it was all fixed. We loaded the team back in and headed for home. We didn’t even make the roundabout on the way out. There was no way I was traveling in that, I’d have a heart attack, I would die.” It was not the joyous trucking experience that Robyn had envisaged.
“We ran it from ’09 until 2021 and I drove in it twice,” Robyn laughs. “One other time I got the guts to drive in it, we went and picked up some cattle
and were driving back and I started saying to Clint, ‘what’s that smell, that burning smell, quick pull up we need to get these cows off before we burn them’.”
It turns out in that instance someone had put too big a fuse in and it was starting to melt behind the dash. There are plenty more stories that make you wonder how the old Isuzu lasted, from Clint’s dad blowing the motor up and just leaving it on the side of the road. To the fact that in the rain you had to sit sideways on the driver’s seat because the rain would come in from the side window. It was a cacophony of catastrophes, yet at the same time it did exactly what it was supposed to. It helped the Whitakers get their prize-winning cattle to many a show and made moving stock between properties a lot more manageable.
“It’s still a good truck,” Robyn says. “Mechanically the new motor is solid, it’s just the rust in the cab and stuff for the roadworthy that’s a bit iffy.”
That’s why, come 2021 the Whitakers started looking at getting a replacement. “I was always looking to extend a prime mover and put a crate on it,” Clint says.
Even though he had long expressed the desire to have a cool bonneted truck, he had already written the likes of a new Kenworth off. The assumption being that it would be well outside his price range.
“We looked at a couple of second-hand ones and checked out a few options. By the time you extend them, you’re three parts of the way to a new truck.”
As much as Clint’s trucking fanaticism had him pining for a big, bonneted truck, common sense and affordability had the family looking closer at a very similar, yet more modern replacement to the old Isuzu. “I sent Robyn and Sam off to Toowoomba to look at and drive a couple of the Japanese replacement options,” Clint says. “After test driving a couple Robyn made it clear she wasn’t spending a thousand kilometres in those and packed up to come home.”
“The front wheel was making all kinds of noises.”
Top: The new Kenworth with the family’s original International
Right: The Leader crate is a luxury for those traveling in the back. They even have their own reading lights along the way!
Below: Clint and Robyn along with Clint’s parents Carole and Barry. It’s a long way from Barry’s’ old Perkins now
Opposite: The stainless with the cut-out below the window was the brainchild of Robyn after seeing a similar effect on a truck Townsville. Brown & Hurley
Toowoomba did the rest; Tay Porter from Signs ’N Lines, Toowoomba did amazing work on this truck, using photos of the Whitakers’ history. The driver’s side shows Clint’s dad working a team in Woolooga, Queensland while the left side is a flashback to Clint’s grandfather leading a team to Brisbane’s Ekka show
They called into Brown and Hurley in Toowoomba on the way and one of the parts people gave them a brochure for the T410. More out of curiosity than anything, Clint and Robyn followed up with salesman Angus Short and, to their surprise, found that a custom-built T410SAR with a brand-new crate was actually a feasible option.
Although Clint was still a little sceptical, Robyn pointed out that Clint had always wanted to have a cool classy, bonneted truck. It would be a truck that would make their lives a lot easier and if they could take an old Isuzu from its 28th birthday through until its 40th, then a brand-new Kenworth would still be working when the kids were running the show.
Clint still remembers that call to Angus to discuss exactly what he wanted. “I’ve driven this old truck for long enough mate, all I want is when I drive out of Mundubbera, I don’t want to see that hill,” he says, referring to the long pull out of his hometown. It’s a hill that, in the Isuzu, would allow Clint enough time to make a couple of sandwiches and boil the jug for a coffee.
But Angus assured him that in a new T410 with a 510hp Paccar motor and 18-speed gearbox, he would not have time to finish a biscuit yet alone make a sandwich on the Mundubbera hill. With that assurance, the truck was ordered.
The next step was to design the truck and crate for the back. The crate was left in the hands of the Toowoombabased company Leader who designed and fitted a system that would allow the Whitakers to load all manner of animals safely and easily.
The whole crate system right down to the dog boxes on the side has its own light system so work can be done whenever needed. There’s an extremely handy hay tray that sits on top of the crate and allows the Whitakers to bring their own feed on the longer runs.
Another lesson learned from those hard-laboured Isuzu days was storage. “No way did I want to be loading gazebos and stuff on top of the truck again,” Robyn laughs. “So we got an extra-long locker box down the driver’s side for all the tents and stuff like that.”
There are four separate dog boxes down the passenger side that allows Clint to take up to eight dogs when needed. With the practical side sussed out, the next job was more about cosmetics and luxuries. “Robyn had two very specific stipulations,” Clint says. “One, it has to be maroon. If you notice, everything else around here is maroon, so the truck needs to be maroon. And two, it needs to have an air-ride seat on the passenger side.” Done and done, though the first wasn’t as easy as expected.
‘If we didn’t chase one truck we chased them all,” laughs Clint as he recalls them scouting out any maroon-looking truck. The couple spent months finding the perfect maroon
“Everything else around here is maroon, so the truck needs to be maroon.”
and eventually stole the colour code off their good friend Robbie Mills when they saw one of his maroon-coloured MFT Kenworths.
The next challenge was the overall look of the truck. Round tanks versus square, wrapped or painted, polished bull bar or chromed – there were so many options. Thankfully for Clint, he had friends like Daltrans Bulk Haulage owner Dallas Kropp. That man has plenty of experience making trucks look cool and had no hesitation assisting Clint.
“I still remember Angus coming out to us just before the end with a brochure for all the extras available on a T410,” Robyn says, as she addresses the cosmetic side of the truck. “I just handed it back to him and said, ‘you show me in there what we don’t have already’.” That pretty much sums it up.
This is a one-time truck for the Whitakers and they have deservedly gone all out on it. It was a truck built to work and just by chance has turned in to an absolute jaw-dropper. “I remember when we picked it up and were heading home there were people grabbing photos all the way,” Robyn recalls. “We could actually follow our progress through Facebook as we were spotted in all the little towns.”
After years of flying below the radar in their 40-year-old Isuzu, it is a whole new experience for the couple. I can actually say ‘couple’ now as well, for while most of the Isuzu experience was bestowed upon Clint as he travelled solo, Robyn has found the passenger seat of the T410 a lot more to her liking.
“I went twice in the Isuzu in about 10 years and I haven’t been out of the Kenworth yet,” she laughs. Heck, Robyn is even driving the 410 as well.
Time to wrap up. All this talk of cattle has me yearning for a steak now. But seriously, like I said at the start, this isn’t your standard truck story. It’s the story of a farming couple and the rewards they have earned. It is the story of a stockman that grew up drawing trucks and dreaming of the open road who finally gets to bring to life his dream truck.
It is the story of an extremely cool Kenworth T410SAR.
There’s no doubt about it, 2022 was a huge year for the broader Australian truck market and, indeed, for Isuzu Australia Limited (IAL). It was a year that saw records tumble and Isuzu’s continued domination as the number one truck band in Australia – across multiple sectors.
For the 34th consecutive year, Isuzu trucks retains its position as market leaders and throughout that incredible run, the company has been able to use their proven engineering recipe and marketing smarts to distinguish themselves from the pack.
The immense confidence in the product is illustrated by the recently unveiled, market-leading aftercare package applying to nearly all new light, medium and heavy-duty models across the line-up.
IAL Chief of Sales and Aftersales, Ben Lasry, says the new
aftercare package sets the bar at an all-time high for the commercial road transport industry.
The major aftersales upgrade now applies to new N Series models, released in November 2021, as well as new F, FX and FY Series models – unveiled in April 2022.
“Majority of the Isuzu line-up now comes standard with a huge six-year warranty, much higher distance limits, as well as six years of Isuzu’s roadside assist offering,” Ben says.
“These numbers are unsurpassed within the truck parc right now, and it talks to not only the supreme confidence we have in backing our products in, but our commitment to our customers and the industries that rely heavily on all manner of Isuzu trucks.”
The upgrade for smaller 4x2 trucks in Isuzu’s medium-duty FRR/FRD, FSR/FSD and FTR range, which cover trucks from 8,000-kilogram GVM up to the 15,000-kilogram GVM mark, includes …
• Six years standard factory warranty on cab chassis* / 300,000 kilometres with no engine hour limit
• Six years of Isuzu 24/7 Roadside Assist
• T hree years (unlimited kilometres) on truck bodies in the Ready-to-Work range; and
• T hree years (unlimited kilometres) on genuine Isuzu parts and accessories.
All new 2022 F Series cab chassis models in the 16,500 kilogram GVM to 26,000 kilogram GVM bracket now come with …
• Six years standard factory warranty on cab chassis* / 500,000 kilometres with generous 8,000 engine hour limit
• Six years of Isuzu 24/7 Roadside Assist
• T hree years (unlimited kilometres) on truck bodies in the Ready-to-Work range; and
Isuzu’s commitment to its customers continues long after that new truck purchase
• T hree years (unlimited kilometres) on genuine Isuzu parts and accessories.
Those involved in heavier applications such as construction, mining or earthmoving will also enjoy the benefits of the new warranty package (applying to Isuzu’s FX and FY range), which takes in operators up-to a GVM of 35,000 kilograms.
“These workhorses are designed to keep operators safe on the job, day-in and dayout, and are backed with an aftercare package that will stand up to harsh harduse applications,” Ben adds.
All 2022 models now come with …
• Six years standard factory warranty on cab chassis* / 600,000 kilometres with generous 10,000 engine hour limit
• Six years of Isuzu 24/7 Roadside Assist; and
• T hree years (unlimited kilometres) on genuine Isuzu parts and accessories.
“To give customers greater peace of mind, we’ve removed the engine hours stipulation on all new 2022 4×4 models and those specified for concrete agitating or rubbish compaction.
“We’ve also upgraded the kilometre limit across our entire medium- and heavy-duty range,” Ben Lasry said.
These extended warranty stipulations were crafted by IAL with their customers’ best interests in mind. These measures show an immense confidence in what IAL clearly believes to be a resilient product designed to get the job done and continue doing so.
“Whether it’s out in the field or working an inner-city rubbish route, our customers can take comfort in knowing that their transport fleet will be covered with one of the most comprehensive aftersales support packages available in the Australian truck market to date,” Ben concludes.
* For further information on warranty and aftercare visit: isuzu.com.au. Standard factory warranty on cab chassis excludes 4×4 vehicles and those operating in ‘Harsh Applications’ including c oncrete agitators and garbage compactors.
“THESE WORKHORSES … ARE BACKED WITH AN AFTERCARE PACKAGE THAT WILL STAND UP TO HARSH HARD-USE APPLICATIONS.”
Arecent paper by the Grattan Institute think tank that calls for the slashing of fuel tax credits for heavy vehicles is deeply flawed. It’s symptomatic of the constructive thinking – or lack of it –going on in some parts of society about enabling road transport on the road to zero emissions.
The Grattan Institute called for a scrapping of the fuel tax rebate. In effect, this would increase the effective fuel tax paid by trucking businesses from 27.2 cents per litre to 47.7 cents per litre.
Most road transport operators would shut up shop. It’s that simple.
The Grattan does make an obvious point that the ability of governments to collect revenue for road maintenance from taxing fuel will fall once electric vehicles become the norm. There are various options on the table to pick up the shortfall. But hammering the trucking industry when it cannot yet go electric should not be one of them.
Some in academia fail to understand that there’s not yet a market in heavy EVs in Australia. Nor is there a network of charging stations to enable long-haul freight to be moved.
And considering the up-front substantive capital cost of upgrading from diesel to electric, there are no incentives to make the transition viable.
The New South Wales Government is offering $3,000 rebates for the first 25,000 new battery electric and hydrogen fuel cell vehicles with a dutiable value of less than $68,750. That means the scheme practically applies only to light commercial vehicles such as utes.
The Federal Government will exempt low and zero emissions cars from fringe benefits tax which is great news for fleet and lease companies. And our industry stands ready to do its part. We’ve already embraced Euro VI emission standards.
The fact that fuel excise collected by government declined in the early 2000s was due in part to the new generation of more efficient trucks.
Back to that report, and how do you analyse the impact of fuel tax credits on the heavy vehicle sector without mentioning the Road User Charge?
This is the mechanism for the Commonwealth to recover part of the road construction and maintenance costs attributed to heavy vehicles.
The rest of road construction and maintenance costs attributed to heavy vehicles are recovered by states and territories through truck registration charges.
The Fuel Tax Act 2006 establishes a mechanism for collecting the Road User Charge by reducing the fuel tax
NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact NatRoad on (02) 6295 3000.
credit on each litre of fuel used by eligible heavy vehicle operators.
In effect, the fuel tax credit claimable equals the excise rate paid on each litre of fuel minus the Road User Charge. I suppose it is complicated, but the report is also not telling the full story.
It went on to say that back when the fuel tax credit was extended to include all off-road users and on-road vehicles weighing over 4.5 tonnes in 2006, then-assistant treasurer Peter Dutton said: “This is good news for business, and regional Australia in particular”.
The Grattan’s next comment is just a little gratuitous: “… if the aim of the policy is to support regional areas, fuel tax credits are a poorly targeted way to do so.
“In the five industries that receive almost 90 per cent of the value of credits, more than 60 percent of businesses, and 67 percent of employees, are in major cities.”
Let’s back up the truck a bit and examine that statement. In particular, “if the aim of the policy is to support regional areas”.
It may well have been an objective back in 2006 – but it was not the sole reason.
A viable road freight industry is a foundation of our economy.
And just because an operator or their company is not based in the bush, it does not mean the work they do isn’t fundamental to the survival of so many communities in regional Australia.
It’s all a little insulting and just a tad simplistic.
The fact is that achieving zero emissions will be like piecing together a complex jigsaw – and many parts aren’t yet in play.
Picking on a target like road freight transport is just too easy.
There’s a lot of work to do, and advocating a simplistic, all or nothing approach might get you a cheap headline but will also undermine your credibility.
Net zero won’t happen overnight, and it isn’t as simple as switching off the light in a lecture theatre.
“Picking on a target like road freight transport is just too easy.”
The Heritage Truck Association Australia (HTAA) has confirmed its big annual classic truck show will be held at its regular home of Rocklea Showgrounds in Brisbane on May 20 to 21.
In 2021, with COVID in full swing, the classic truck event was cancelled, only to be granted space at the Brisbane Truck Show to exhibit several of its prized members’ vehicles in a prominent location.
It turned out to be among the most popular exhibitions as members displayed 12 classics: a 1946 Ford Jailbar ‘Roxanne’ painstakingly restored by show partner NTI, a 1948 Chevrolet Loadmaster, a 1954 International AR110, a 1962 Mack H673 ST, a 1970 International Loadstar, a 1971 Mercedes Benz 1418 LS, a 1972 AEC Marshal, a 1973 Kenworth W924, a 1975 Bedford KMR/XT5, a 1975 International D1310, a 1978 International 3070B, and a 1986 Kenworth W925 SAR.
“It was certainly a once-in-alifetime opportunity for our club to be an exhibitor at the 2021 Brisbane Truck Show,” says the HTAA’s Michelle Wilkie.
“The amount of interest from other exhibitors and the public in the heritage truck display was wonderful to see and gave another dimension to the show.
“Being a first-time exhibitor, the process was daunting at first but all went smoothly, from bump in to bump out and everything in between.”
However, with Rocklea being only 15 minutes from the Brisbane Entertainment and Exhibition Centre, the HTAA show is expected to entice visitors away the big Brisbane event.
Wilkie says the association is hoping to once again see the showground at capacity, filled with all different makes and models of trucks, tractors, cars, utes and machines.
Wilkie says the exceptional response to the exhibition reflects an increase in interest in historic trucks in recent years, a trend also mirrored by steady growth in the number of trucks on show at its events as well as HTAA membership.
“These historic trucks are a piece of our history and if not restored, we will lose those pieces of history,” she says.
HAULIN THE HUME
March 24-26, 2023. Clarendon to Yass, NSW
Haulin’ The Hume, the old Hume Highway road run will depart Hawkesbury Showground at Clarendon on the morning of March 25 to Razorback Mountain, Picton, Mittagong, lunch at Goulburn then on through the Cullerin Range into Gunning and on to Yass for dinner. Entry fee $30 per vehicle. Organsed by the Western Sydney Historical Truck Club.
For an entry form and further information see the website www.wshtc.com.au, phone Darrell Killick on 0412 050 224 or email bruce@prodrivecompliance.com.au. Or join the Facebook group Haulin’ The Hume - Highway 31 Road Run
March 29 to 31, 2023. Sunshine Coast, Qld
Held at the Novetel Sunshine Coast Resort, Twin Waters, and presented by the Australian Trucking Association (ATA). Join the nation’s trucking operators and industry stakeholders to tackle the big issues. Includes the National Trucking Industry Awards and Daimler Truck Local Showcase Dinner.
For further information and registration see the website at new.truck.net.au/ta/
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
“Some of these vehicles have been lovingly restored to their original glory and create a spectacular display. There is a pride and passion by all members in their vehicles.”
Held on the third weekend in May every year at Rocklea Showgrounds, the annual event has experienced strong growth in the volume of exhibitors showcasing their trucks, tractors, machinery and stationary engines.
At the last show in 2019, more than 200 trucks were on display and the showground was at full capacity, Wilkie says.
“On average we would see approximately 1,500 attendees through the gates each day,” she adds.
With a motto ‘Keeping Old Wheels Turning’, the HTAA was founded in 2002 when an ad was placed in Brisbane’s Courier Mail seeking interested parties to attend an inaugural meeting where the idea was floated to form a new club to promote the preservation of heritage trucks and associated memorabilia.
The club kicked off with 13 foundation members and membership now sits at 498 financial members.
The first HTAA show was held on July 26, 2003 at Mt Gravatt Showgrounds, before moving to Beenleigh Showgrounds in 2006, and on to Rocklea Showgrounds in 2013.
The HTAA also stages club runs every month plus members attend other clubs’ events, including the Yesteryear Truck & Machinery Club at Wauchope, the Kingaroy & District Vintage Machinery Club, and Toowoomba & District Old Machinery Society.
April 29, 2023. Milbrodale, NSW
Held at Garry Miller Memorial Park, Putty Rd, Milbrodale. Service starts at 1pm. Local school providing refreshments from 11am. Afterwards, ticketed reunion dinner at 6pm, Charbonnier Hotel, Singleton at $60 per head.
For dinner tickets and accommodation phone Marie Warby on 0414 631 206 or 02 4578 5492. Memorial enquries phone Paul Crollick on 0427 472 250 or Shane Kent on 0419 287 159 or see the Facebook group page.
May 18-21, 2023. Brisbane Convention & Exhibition Centre, Qld
Organised by Heavy Vehicle Industry Australia (HVIA), the Brisbane Truck Show is held every two years and attracts approximately 290 exhibitors and up to 40,000 attendees. As the largest event of its type in the southern hemisphere, the Brisbane Truck Show stands alone as the premier event in Australia for the transport industry showcasing the latest in heavy vehicles, technology, engineering and innovation.
For further information see the website at www.brisbanetruckshow.com.au
HERITAGE TRUCK ASSOCIATION ANNUAL SHOW
May 20-21, 2023. Rocklea Showgrounds, QLD
A weekend of fun and activities at the Rocklea Showgrounds, located corner of Marshall Road and Goburra Street. You can expect a huge array of vintage and heritage trucks, stationary engines, vintage cars, heritage buses, vintage tractors and more. Entry is $10 for adults and children under 14 are free. Sponsored by HVIA.
For further info contact Phyllis Davies on 0417 002 386 or see the website at https:// heritagetruckassociation.com.au and the Facebook page at www.facebook.com/ heritagetruckassociation where you can win a Kenworth Legend SAR
WAUCHOPE YESTERYEAR TRUCK & MACHINERY SHOW
July 8 & 9, 2023. Wauchope Showground, NSW
Featuring historic and late model working trucks, vintage cars and tractors, machinery, motorcycles and stationary engines. Plus market stalls, swap meet and family entertainment. Free entry for exhibitors. $10 weekend camping. Saturday night fully catered meal and unreserved auction with proceeds to charity.
For info phone Greg and Christine Cavanagh on 0400 366 422. The truck exhibition inquiries phone Kirby Maxwell on 0407 594 149 or see the Yesteryear Truck and Machinery Show Facebook page www.facebook.com/groups/1671228919932231
CASINO TRUCK SHOW
August 5, 2023. Casino, NSW
Show sponsored by North Coast Petroleum. The Highway Lights Parade will roll through Johnston and Centre Sts from 10am on Saturday. Truck registrations ($30 each) from 6am at the Casino Industrial Area on the town’s east side. Includes live music, amusements and markets. Over $12,000 in cash and prizes. Presentation at 2pm. Plus plenty of blinged up trucks from all across Australia will be parked in the CBD. Bobtail and rigid trucks only. For further info email info@casinotruckshow.com.au or Darren Goodwin at dtgoodwin1@yahoo.com.au and see the website at www.casinotruckshow.com.au and Facebook www.facebook.com/casinotruckshow
To have an event listed free, phone 0408 780 302 or e-mail greg.bush@primecreative.com.au
Tex Perkins and the Fat Rubber Band
Source Music
texperkins.com
Australian singersongwriter Tex Perkins has fronted a number of successful bands during his career, including Beasts Of Bourbon and The Cruel Sea. For Other World, Perkins has enlisted the Fat Rubber Band, which includes an experienced bunch of musos such as guitarist Matt Walker and bassist Steve Hadley. Although the album starts out as a fairly low-key affair, e.g. the low and emotive first single ‘Brand New Man’ and the ambient ‘Around The World’, Perkins and the band rock on with the grungy ‘(I Wanna Be) Close To You’. There’s a honky tonk bar scene groove to ‘Devil Ain’t Buying’, while there’s darkness amid the message of ‘Nobody Owes You Nothin’. ‘This Mornin’ has a swampy tone and is one of the best tracks on Other World, which is another classy Perkins release.
Robert Forster
EMI Music
www.robertforster.net
The Candle And The Flame marks nine solo album releases for Brisbaneborn Robert Forster. Better known as the lead singer of internationally acclaimed band The Go-Betweens, Forster has been releasing his own projects since 1990. Foster’s effective minimalist style again comes to the fore on this new album. Much of the inspiration behind The Candle And The Flame comes from his partner and sometimes music collaborator Karin Bäumler who is battling ovarian cancer. Hence, the album’s opener ‘She’s A Fighter', a track with limited lyrics but with a strong impact nonetheless. Forster has a liking for acoustic guitars, as on the excellent track ‘The Roads’, and he recalls past travels to exotic destinations on ‘I Don’t Do Drugs’. He describes his current life on ‘Tender Years’ and there’s twin acoustic guitars on the philosophical ‘There’s A Reason To Love’. Brilliant!
TAKEN BY FORCE
Civic
Cooking Vinyl Australia
www.cookingvinylaustralia.com
Taken By Force is the second album from Melbourne punk rockers Civic, following on from the well-received Future Forecast. For the recording of this new release, the five-piece band ensconced themselves in a house in rural Victoria near Castlemaine, enlisting Rob Younger of Radio Birdman fame as producer. It’s rapid fire rock for the most part, including the science fiction-themed title track. The mid-paced ‘Trick Of The Light’ starts out as a slight departure before revealing its subject matter, that of abusive relationships. It’s back to full pelt on ‘Time Girl’ with frontman Jim McCullough delivering a forceful vocal, while ‘Born In The Heat’ is full bore garage rock. McCullough relaxes vocal-wise on ‘Blood Rushes’, although the other band members maintain the energy with gusto.
BURNIN’
John
Craft
Gaz Coombes
Hot Fruit/Virgin Music
www.gazcoombes.com
English singersongwriter Gaz Coombes made is name as the lead singer of alternative rock band Supergrass, his solo career kicking off in 2012 as the band called it quits. Turn The Car Around is his fourth album and is being hailed by UK music press as his best yet. Certainly, there’s much merit and variety among the nine new tracks.
‘Don’t Say It’s Over’ is a brilliant piece of lavish pop-rock as Coombes recalls the initial meeting with his future wife.
‘Feel Loop (Lizard Dream)’, backed by a constant drum and bass beat, is simple but addictive. ‘Long Live The Strange’ is of equal high quality, its backing chorus and mid-track instrumental section taking it to greater heights. Coombes reaches the upper range of his vocal ability on the title track, rounding out one of the best releases so far in 2023.
Lee Hooker Recordingsjohnleehooker.com
Originally released in 1962, John Lee Hooker’s album Burnin’ has been given the re-release treatment, thanks to Craft Recordings. Available in both vinyl (in various colours), CD and digital, it’s the CD version that holds most interest for aficionados in that there’s two version of the same album – the original mono plus a stereo mix. There’s also a previously unreleased alternate take of ‘Thelma’. The album proved to be a turning point in Hooker’s career in both style and production, and his rhythmic boogie style blues gets the full treatment on ‘Keep Your Hands To Yourself’ and ‘What Do You Say’. However, Burnin’ is especially noted for the appearance of Hooker's classic blues track ‘Boom Boom’, later covered by UK rock band The Animals and others. Burnin’ is a prime piece of blues history and is well worth revisiting in this revitalised format.
Ivy League Records
www.wilsnmusic.com
After teasing with a few single releases, Melbourne’s Shannon Busch, better known as WILSN, has now delivered Those Days Are Over, her debut album. With a soulful pop sound reminiscent of the likes of Joss Stone, the 13 tracks range from the upbeat title track to the big band style of Amy Winehouse on ‘Me Or Her’. WILSN’s powerful vocal range shines on ‘Everyday and Every Night’, and she slips into blues mode on the slightly sedate ‘I Love You So’. There’s two versions of the purposeful ‘Hurts So Bad’, the second featuring Josh Teskey from The Teskey Brothers on vocals. Other standouts include the slow tempo but big impact track ‘Come On Over My Way’ and the end-of-day number ‘When Those Bright Lights Go Down’. As well as WILSN’s impressive vocals and wellcrafted songs, Those Days Are Over is boosted by the sound of its world class production.
As well as being involved in road transport media for the past 23 years, GREG BUSH has strong links to the music industry. A former Golden Guitar judge for the Country Music Awards of Australia, Greg also had a threeyear stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.
Elle King
RCA/Sony
www.elleking.com
Elle King has straddled both country and rock since kicking off her career in 2015 with the album Love Stuff She continues that trend on Come Get Your Wife, an album of 12 tracks, 11 of which she co-wrote. ‘Ohio’ starts out with King and banjo before the rest of the studio band kicks in. King then gets down to business on ‘Drunk (And I Don’t Wanna Go Home)’, singing of whiskey, gin and tonic, and an impending hangover as country star Miranda Lambert helps out on vocals. Another country artist, Dierks Bentley guests on the country rock track ‘Worth A Shot’, a song about love and drinking.
‘Crawlin’ Mood’ is closer to straight country, and King sings of cleaning up her act on ‘Before You Met Me’.
Kim Cheshire
Independent kimcheshire.com
Looks Like
Heaven, the third solo album from England-born Kim Cheshire, was released some time ago but importantly scored a Golden Guitar for Alternative Country Album of the Year at Tamworth in January. Cheshire has fronted a number of English and Australian bands, including award winners The Wheel. With a talented bunch of friends in the studio, including guitarist-producer Rod McCormack, Cheshire delivers a batch of 10 countrified tracks. It’s a classy piece of work, including ‘Another Day Goes Down’ and the lyrically strong ‘That’s What’s Wrong’, a track that includes guest vocals from ARIA-award winner Shanley Del and former Mondo Rock bassist James Gillard. Other top tracks include the Americanastyled ‘Like A Fool’ and the more traditional ‘Hole In My Heart’.
“As someone who grew up around the trucking industry here in Australia, and is still close to it, I love what I do both here in Australia and overseas with the industry. I know just how important it is for truckies to have a voice in this huge mobile community that carries the nation 24/7. What Australian Truck Radio is building is a really great thing for the trucking industry. I very much look forward to contributing and supporting what they do at Australian Truck Radio, which I reckon will make a real difference to hard- working Aussie Truckies.”
Jayne Denham Singer/Song Writer
Igave considerable thought to attending the National Road Freighters Association (NRFA) conference in Wagga Wagga this year. In the end I just couldn’t do it. It probably comes across as irrational, but I have this idea going through my mind that there is a considerable parallel between tailgating and being politically correct. Both situations at the extreme end can have very negative outcomes. But at the other end of the spectrum the consequences are more to do with sensitivity of the respondent.
I have come to the conclusion that sensitivity to political correctness is a studied art within road transport bureaucracy and politicians who don’t want to hear another side to the story. With tailgating, it can both be a real threat as well as being simply being perceived as a threat. It depends so much on the mentality of the person claiming persecution. Over the course of my professional career, I have had instances of followed drivers claiming harassment as a result of my vehicle following, when in fact I was a reasonable and substantial distance behind. It can come down to a person’s sensitivity – or more correctly, the fear factor.
Political correctness! Yes, there are times when speakers need to moderate their language and abrasiveness when addressing points of view – even when
being critical. I don’t consider myself to have been unreasonable in my criticism of the bureaucracy. Constant, pointed and strident – yes!
Bureaucracy and politicians have been entrusted to advance the conditions of this industry. Both areas of public staff have failed miserably. I largely consider that bureaucracy has taken the attitude of claiming political incorrectness to cover its failure to advance industry situations and, secondly, largely to dissuade insignificant people like me from taking a stand.
What is the point of attending meetings when addressing issues of concern are frowned upon? Both by bureaucracy itself and their puppets manning association benches?
I have been forwarded a note from Norm Bransgrove. Norm has raised the issue of excessive fines for trivial breaches as a deterrent to newcomers to the industry.
I’ve recently been advised that there is even a right way and a wrong way to mark day of week/time zone and the boxes advising of the fatigue program being operated under. The advice is, do not circle the boxes and on ruling the lines indicating rest and work periods, as per the example on page 19 of the revenue collection/soul destroying document, thank you.
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
There are so many issues in the ‘that’s not the right category of this industry’ that have not been addressed by the public sector. I was always of the view that industry associations exist to ‘point the way’ to a safer, fairer road transport industry. There has been an absolute failure to address the level playing field. Currently the situation is going from bad to worse with influential industry participants using that influence to gain preferential regulatory outcome just for that business alone. I wonder which National Road Freighters Association (NRFA) board member raised the issue of primary industry registration charges that impact the level playing field of those of us engaged in the hire for reward sector? Why hasn’t the board raised Peter Whitecross’ very considered work on designing a fairer registration scheme? Diesel is not done yet as the primary energy source of road transport. I wonder what alternative road maintenance charging scheme bureaucracy is dreaming up to level the playing field with those using currently not measured fuel on the roads?
Norm has commented on the Western Australia fatigue system. Has the current politically correct NRFA board followed up on a previous board’s design of a more user-friendly set of fatigue regulatory parameters?
Paul Q, who has decades of involvement with road transport, also sings the praise of WA fatigue management. Paul is bemused that his offer to attend industry advisory panels has been rejected because he doesn’t own a truck. Decades of high level involvement with numerous road transport operations has given Paul
a massive insight into industry situations. There are none so blind as those who refuse to see.
Have current board members been too shy of being branded politically incorrect to suggest a legal challenge to WA’s restriction on free trade between states? Or how about the failure of the so-called National Heavy Vehicle Regulator to unify oversize mass requirements between states?
Of course, there needs to be markedly more roadside opportunities for roadside rest. I well remember one wet night travelling across western Victoria with a 24 tonne load of packaging group one dangerous goods (packaging group one is the most dangerous class of DG). Low and behold, I had to have my seven-hour break in some small built-up village north east of Horsham.
The need is not for ‘Taj Mahals’ but hard standing in all-weather situations and in numerous quantities. In my view the NRFA lost credibility when it embraced political correctness in favour of determinedly raising issues of concern for grass roots operators.
“Diesel is not done yet as the primary energy source of road transport.”
We receive lots of calls from truck drivers about demerit points. When your licence is your livelihood, points are a real concern. This month I thought I’d answer some of our most commonly asked questions.
These answers relate to the laws in New South Wales. Remember the laws are different in every state, so make sure to seek advice from the local jurisdiction if you have an offence or hold a licence in another state.
The NSW Road Transport legislation has a list of offences that carry demerit points. It prescribes how many points apply for each of these offences.
The points are automatically added to your record if you pay a penalty notice or get conviction of one of these offences. The points will also be added to your record if your fine goes overdue.
The legislation also sets a ‘demerit point threshold’ for each type of licence. If you reach this threshold within a three-year period then you will receive a Notice of Suspension. The thresholds are:
• Unrestricted licence holder: 13 points
• Professional driver: 14 points
• Provisional 1 licence holder (red Ps): 4 points
• Provisional 2 licence holder (green Ps):7 points.
You will trigger a suspension if you incur the threshold number of demerit points within a 3 year period.
Your points are applied to your record based on the day the offence happened (not when you pay the fine). This means that they count all the points within three years before the date of your most recent offence.
The fact the points are applied for the offence date is important, because even if you have received some of your points back recently before paying the fine they might still count towards a suspension. It’s a good idea to get a copy of your traffic record and speak with us before paying the fine to work out whether the old points still count.
The other way to ‘use up’ points is to serve a suspension or good behaviour licence period. The points for any of the offences on the suspension notice will not be counted towards future suspensions.
There are a few options to avoid points being recorded against you in NSW.
SARAH MARINOVIC is a principal solicitor at Ainsley Law – a firm dedicated to traffic and heavy vehicle law. She has focused on this expertise for over a decade, having started her career prosecuting for the RMS, and then using that experience as a defence lawyer helping professional drivers and truck owners. For more information email Sarah at sarah@ainsleylaw. com.au or phone 0416 224 601
Firstly, you can apply to Revenue NSW for a review of the penalty notice. If Revenue NSW agrees to issue a caution, the points will not be added to your driving record.
The other option is to take the offence to court. If you are found ‘not guilty’ then the offence is not placed on your record and there are no points. Also, even if you are pleading guilty to the offence there is still a way to avoid the points.
When a magistrate is sentencing for a traffic offence they can make a ‘nonconviction’ order. You might also hear this called a ‘section 10’. This is where the magistrate finds the person guilty but does not record a conviction.
If the magistrate grants a ‘nonconviction’ the offence is still put on the person’s driving record, but the magistrate cannot impose a fine and more importantly the demerit points aren’t applied.
It’s important to speak with a lawyer before you take your fine to court. There are some risks of taking a penalty notice to court (e.g. increased fine or a conviction) and it’s not always possible to achieve a non-conviction. So it’s important to get advice about how strong your case is.
Unfortunately it’s not possible to pay the fine and avoid the points. Demerit points are applied automatically once you pay
the penalty notice. If you take the fine to court and plead guilty, then the only way to avoid the demerit points it to get a ‘non-conviction’. If the magistrate grants a ‘non-conviction’ they are not allowed to impose a fine.
A magistrate cannot reduce the number of demerit points you receive. The number of points for each offence are prescribed by law. They are automatically applied when the penalty notice is paid or the person is convicted. No one has legal power to adjust how many points you receive for a particular offence.
Your options depend on what class of licence your hold.
Unrestricted licence holders: If you have an unrestricted licence then you can choose to either serve the suspension or go on a good behaviour licence.
A good behaviour licence is where you are given one demerit point for 12 months. If you successfully complete this period then the suspension is waived. However, if you receive two or more points within the 12 months you will receive double the original suspension (e.g. 6 months instead of 3).
Good behaviour licences can be a good option if you’re confident to get through 12 months without new offences, but it’s also a risky option because you risk a much longer suspension. It’s important to think carefully before choosing.
Provisional licence holders: P plate drivers can choose to either serve the suspension or lodge an appeal against the suspension.
If you appeal against the suspension your case will be heard by a magistrate in the Local Court. They can do one of 3 things:
1. Remove the suspension entirely
2. Reduce the suspension to a shorter period
3. Make you serve the full suspension. Again, it’s a good idea to speak with a lawyer before deciding to appeal. We can help you understand the likely outcomes in your particular circumstances and how to improve your chances.
Professional drivers who hold a NSW unrestricted licence can claim an extra demerit point, meaning they need to incur 14 points before their licence is suspended. You may be eligible for a professional driver point if you work as a paid driver for over 20 hours per week driving:
• A motor vehicle transporting goods within NSW or interstate; or
• A bus, taxi, hire car with authorisation under the Passenger Transport Act 1990.
There are some restrictions on what counts as a professional driver so you should seek some guidance from Transport for NSW or a lawyer.
You can apply for the professional driver point once you receive the Notice of Suspension. You need to make the application before the suspension period begins. You can apply by attending a Service NSW registry with the appropriate forms and evidence. The Transport for NSW website has all the information you need to apply.
“There are some restrictions on what counts as a professional driver.”
It was the biggest, most anticipated truck launch of 2022 and now, sporting laudable levels of modern sophistication in a booming market for new trucks, Kenworth’s K220 is set to write yet another chapter in the seemingly endless narrative of the iconic K-series cab-over. For this sliver of the story, Paccar Australia chief engineer Brad May joined Steve Brooks for a run into the far western backblocks of NSW
It was almost certainly the most lavish new model launch ever held by Paccar Australia. And fair enough! After all, K220 may be more evolution than revolution, building on the platform carved by its prodigiously popular K200 predecessor, but it nonetheless introduces levels of technology and digitisation which take Kenworth’s evergreen cab-over into a new and arguably overdue sphere of sophistication.
And sure enough, we were keen as fleas in a foxhole to climb aboard for a long run. First, however, it’s worth recalling the factors and features which make this latest rendition so decidedly different and overall, so markedly more modern.
K220 is, as Kenworth bills it, ‘The Next Level’. Certainly not the highest level in the business, but definitely the next level in the continuing saga of a truck model which for more than 50 years has been at the core of Kenworth’s business. Simply stated, K220 starts a new page in the history of an enduring icon of the Australian truck industry.
There are, of course, many reasons why Kenworth’s cab-over has stayed so strong for so long. Obviously, there’s the aspirational aspect of the brand with many drivers and buyers, but there’s more to it than that. Much more!
Even so, K-series has definitely had its issues. Big time, with a long list of earlier models making the driver’s existence, well, awkward at best, awful at worst. Yet despite the drawbacks, the model’s reputation for reliability and home grown engineering tailored to Australia’s various length and weight tolerances have kept it at the forefront of
the bristling heavy-duty cab-over market, specifically for linehaul B-double duties. Indeed, it’s no idle assertion to state that B-doubles are the prime reason K-series, in even its most archaic forms, has kept on keeping on.
However, the arrival of K200 in 2010 put Kenworth’s cab-over on a new footing, one which enhanced all the operational positives yet gratefully dispensed with the woeful ergonomics of predecessors. As we’ve said before, given the incredibly long existence of the K-series cab, the achievements made by Paccar Australia engineers and product development personnel in creating K200 were nothing short of remarkable. In some estimations, perhaps the company’s greatest engineering achievement.
So, enter K220 mid-way through 2022. In some ways, it seemed Paccar Australia might have gone too early with the new model’s introduction. In a booming market, K200 was still selling extremely well and along with record demand for most other models in the Kenworth cache, production at the Bayswater (Vic) factory was stretched like never before.
But then, as a senior Paccar executive mentioned at the model’s launch, K220 would place Kenworth on a new pedestal in the premium cab-over market and for that, he insisted, the timing is always right.
In effect, it all boils down to a model which is both obviously and subtly different, and undeniably more relevant to a modern market where technology and digitisation are common themes. Still, K220 retains the design diversity to be many things to many people, able to
be configured in three, four and five-axle layouts from 6x4 to 10x6, and gross weight ratings from a nominal 97 tonnes to around 250 tonnes.
Typically Kenworth, options are prolific, starting with a 1.7 metre day cab to a 2.3 metre sleeper in flat-roof or high-rise form, and a 2.8 metre aero ‘big cab’, all available with side extenders and on sleeper sheds, heaps of storage and bunk options as well as roof fairings. And important to many, the choice of a single-piece or two-piece windscreen.
Critically though, K220 also provides an upgraded electrical platform with the capacity to better integrate systems from Europe and the US in areas such as safety, telematics and powertrains. It may not seem particularly exciting but talk to boffins at Kenworth and several key suppliers – notably Cummins and Eaton – and the importance of substantially advanced electrical architecture hits home with absolute authority.
Yet despite this electrical leap, Kenworth strangely decided to keep a high-level safety package optional rather than standard. It appears an odd decision, particularly after Kenworth trumpeting that K220 has the largest range of active and passive safety systems ever offered by the brand, and the increasingly widespread view that advanced safety is more a prerequisite than a prerogative.
Anyway, the biggest outward change is obviously the grille. Gone is the dunny seat design of the K200, replaced with a new ‘face’ more in keeping with the look of the T610 and T410 conventionals. Less obvious yet more useful are a more efficient engine fan and new wheel-well shield to reduce spray and road debris reaching the engine bay and electrical connections.
There are also new LED headlamps with integrated indicators and daytime running lights but, according to Kenworth, the most significant shift in exterior design is a more aerodynamic roof profile which also improves headroom and substantially increases overhead storage space. Similarly, the deletion of vista windows on the top of high-rise cabs is a move aimed squarely at improving sleeper insulation and maximising performance of a new climate-controlled air-con system.
From the driver’s seat, the most dramatic change
is a 38cm (15-inch) digital instrument panel which is, to state the obvious, a complete departure from Kenworth’s typical array of gauges. Purists might poo-poo the progress but seriously, Kenworth designers appear to have done a superb job with the brand’s first full foray into digital instrumentation. Excellent, in fact, with probably the most logical and likeable digital display on the heavy-duty market.
Moreover, switchgear and control functions have been heavily reworked with a long bank of easily identified switches across the lower edge of the fascia, easily understood switches on a revised steering wheel layout, and stalk-mounted indicator and retarder controls. Initially, there appears to be much for a driver to comprehend because K220 is so
different from any of its kin but that said, it’s apparent a great deal of thought went into making the new systems as practicable as possible. Consequently, familiarity comes quickly and one of the most appealing features is a comprehensive ‘Systems Check’ delivered by the press of a button to reveal a swag of maintenance detail, including the operation of truck and trailer lights.
Also, there’s a 20cm Audio Visual Navigation unit on the left of the dash with what Kenworth describes as intuitive controls on the dash and steering wheel for navigation, the audio system and phone pairing. Further left, there’s space for up to six optional ‘traditional’ gauges.
Meanwhile, the revised interior has seen brake and
throttle pedals moved further forward to make more space in the footwell but perhaps even more critically for some, Kenworth’s interior image is retained with soft upholstery in traditional studded trim with updated colour choices.
And clearly, providing the punch for all this transformation is a Cummins X15 in either Euro 5 or Euro 6 form. The big difference here, however, is the coupling of Eaton’s all-new Endurant XD Pro 18-speed automated transmission. Of course, there’s also an 18-speed manual ’box for the stirrers but the XD Pro is the big news, with ‘extreme duty’ clutches and components designed to make this latest generation of Eaton automation better in every way.
But that’s enough of the detail. Let’s drive.
On the move
For a number or reasons, this trip was many months in the making, not least because most of the pre-production trucks built for the launch event were for a good while busy doing demos with dealers around the country. Plus, our idea was to do something more than just another run along the Hume or the Newell, even if it meant waiting considerably longer for a truck to become available.
Why not, we proposed, take a K220 B-double from Melbourne to Mildura, across the border to Wentworth then up to Broken Hill, do a spot of dirt work around Silverton’s stark saltbush country, and head back the same way? All up, a round trip just shy of 1800km.
Gratefully, Paccar’s people liked the idea, including chief engineer Brad May who wrangled a busy diary to ride shotgun for a few days. ‘Busy’ would, in fact, be something of an understatement these days given projects on Paccar’s engineering agenda, not least a major Cummins-powered DAF exercise with the potential to propel Paccar even deeper into the premium cab-over class. Maybe, even, at the expense of an increasingly expensive K-series but that’s a story, a very big story, for another day.
Nonetheless, K220 is a critical foundation of Kenworth’s commerce and any delusionary thought that a few days in the cab with the chief engineer may divulge some secret insight on current projects proved to be exactly that – delusionary! As anyone who knows him may attest, Brad is part of the Paccar faithful with KW etched deep into the May family history. His exterior can sometimes seem abrupt, even brash, other times deeply thoughtful, but at all times resolutely confident and passionate of Paccar Australia’s abilities and achievements. Simply put, it was good to have him in the cab and for a few
hours at least, share the driving as he, too, took stock of the new model’s road manners.
With Christmas just a few weeks away, we left late one weekday morning after hooking up a B-double set at the Kenworth and DAF dealership in Laverton on Melbourne’s manic western rim. At 55 tonnes, gross weight was lighter than expected but still enough to gain some real world indication of the K220’s on-road character and likewise, an impression of a 565hp Euro 6 X15’s performance and fuel efficiency, particularly with Eaton’s new double overdrive Endurant box doing the shift work.
As for the truck, it was a high-roof 2.3 metre cab model which had notched a whisker over 23,000km on demo duties since first appearing six months earlier at the K220 launch event in Brisbane. Built on a 4.28 metre wheelbase and said to tare a tickle under 9.14 tonnes, the truck was equipped with 750 litre rectangular fuel tanks each side and a 180 litre plastic AdBlue tank behind the driver’s side step. At the back, mounted on Kenworth’s Airglide rear suspension, Meritor diffs ran a 4.3:1 ratio while stopping power came from the same maker’s disc brakes front and rear.
Optional items were the immensely worthwhile ‘Hill Hold’ function along with the Bendix Wingman Fusion safety package consisting of an electronic braking system, electronic stability program, auto traction control and active cruise control braking. The demo truck’s inventory also had Paccar Connect, a GPS telematics information system tracking the vehicle and monitoring performance and driver behaviour.
Predictably perhaps, the run north on the Calder Highway was uneventful in some respects, revealing in others.
Uneventful, for example, because the Cummins with the new Eaton ’box simply reaffirmed the opinion that the integration and synergy between the US engine and transmission specialists has evolved considerably since the 2017 formation of an Eaton Cummins joint venture and subsequent creation of the ADEPT
“Kenworth designers appear to have done a superb job with the brand’s first full foray into digital instrumentation.”
Top: Icons in the outback
Opposite: It’s much better than it once was but cab access has never been a strong point for K-series. Optional swing-out staircase makes entry\exit much easier but it’s an expensive ‘extra’
(Advanced Dynamic Efficient Powertrain Technology) driving program. Mind you, they’re not yet in the same league as the fully integrated Europeans but definitely playing in the same ball park and over the next few days, the Endurant transmission would steadily reveal far smoother and more intuitive qualities than its Ultrashift-Plus predecessor.
On the other hand, and despite respectably strong pulling power, the Euro 6 X15 has a strange engine note under heavy lugging. For whatever reason, it is simply a significantly different and at first unsettling sound compared to the Euro 5 version.
Predictably, the Kenworth delivered what was expected of it with superb steering, good road manners, and a sleeper layout justifiably considered by many to be the best in the cab-over class. But then, lumpy ride quality wasn’t altogether unexpected either due to the absence of air suspension under the rear of the cab.
The first few hours also revealed the usual quirks of a preproduction model. There was, for instance, a squeak in the passenger side of the dash which had a determined Brad May pressing and poking panels until the offending item was discovered and squished into silence. Not so easily poked into submission were areas of fit and finish untypical of Kenworth’s high standards of build quality.
But, as a definite Brad May pointed out, that’s one of the prime functions of pre-production units; to find those points requiring adjustment and fine-tuning prior to full production, and as the day rolled on it was obvious the engineer’s ear was eager for anything even remotely resembling something less than ideal.
Recent heavy rains had chopped the Calder badly in some parts, yet the distance ticked away easily with the Cummins running at 1570rpm at 100km/h through the tall 0.7:1 ratio of
Endurant’s top gear. In an age where most brands seek the lowest possible engine speeds in the hunt for fuel efficiency, it seemed an unusually high rev count but the ADEPT program is purposefully designed to deliver the best compromise in both performance and fuel consumption.
Consequently, a fuel burn of 2.0km/litre (5.68mpg) from a responsive powertrain seemed entirely reasonable after almost 600km as the combination crossed into NSW over a heavily flooded Murray River and soon after, pulled up for the night at Wentworth along the equally deluged banks of the Darling River.
The night had passed quickly and we were keen to make a mile, checking tyres and turntables by the light of mobile phones before stowing bags and making the spider-like stretch into the high cab. Key on, let the electronic systems run their checks and calibrations, fire the Cummins into life and fill in the log book.
Familiarity had come quickly and there was already an appreciable liking for the neat and logical layouts of the digital dash and surrounding switchgear. Again, Kenworth designers have done their work well.
Still, it struck me – not for the first time – that climbing into and out of a K-series cab has never been the best, due largely to the model’s set-forward front axle. That said, a swing-out driver’s side step has been available for a number of years but it’s said to be an expensive option with relatively few takers, so in the great majority of cases, cab access remains a consistent bugbear of the K-series cab.
Anyway, dawn was still a hint of soft colour on the fringe of a star-sprinkled sky as the outfit ambled through town with Brad
“The powertrain has been undeniably enhanced with the deployment of the Endurant XD Pro automated transmission.”
May at the wheel for the 300 or so kilometres north to Broken Hill and the quirky surrounds of Silverton.
Cruising across the open expanse, it was easy to just sit back and talk about the finer details of a model which will account for as much as 30 per cent of production at the Bayswater plant. K220 is, of course, the only cab-over of North American origin on the market and displays its cultural differences with European rivals in many ways. It is, for instance, not as whisper quiet as the continental contingent but that’s not to suggest in-cab noise levels are obtrusive or annoying. Not at all.
Likewise, convenience is a big factor and while detractors will rightly refer to K-series’ veteran status, there’s no question the Australian market is the sole inheritor of decades of local development which altogether make the model so consistently popular with owners and drivers alike. Behind the wheel, there’s more than an inkling that many years of operator input have gone into making this truck more convenient and practical than any predecessors and indeed, even one or two contemporaries.
Still, like most cab-over competitors in this class, K220’s big mirrors provide excellent rear vision down the sides but at roundabouts particularly, the large housings impede the driver’s right-side view. All brands should perhaps take a look at Volvo’s mirrors for a better view.
And again, airbags under the back of the cab would be beneficial to take the lumps out on poorer roads, sealed or otherwise, rather than largely leaving ride quality to an excellent Isri suspension seat. And on driving position, while there’s ample adjustment on the seat and steering column for a bevy of body types, Kenworth’s assertion about K220 offering more room in the driver’s footwell is perhaps overstated. There’s limited room for the left foot but the re-sited brake and accelerator pedals don’t deliver the gains suggested. At the helm, even the chief engineer nodded in agreement.
Anyway, after a day of different conditions, late afternoon saw the truck back in Wentworth and heading south with the overall thought that the modern and largely practical changes which make K220 different are accompanied by less apparent aspects, some which still need refinement, yet all designed to take Kenworth’s seemingly ageless cabover further into the future. The big shifts, of course, are a significantly more capable electrical package and the move to a digital dash and gauge layout. In both areas, and to again push the point, Paccar Australia engineers and product designers appear to have done their work extremely well.
Meantime, the powertrain has been undeniably enhanced with the deployment of the Endurant XD Pro automated transmission, even though Eaton’s latest box of tricks initially seemed little different to its Ultrashift-Plus predecessor. After all, Ultrashift-Plus had evolved considerably over the years and was almost certainly at the peak of its capabilities by the time Endurant arrived.
But as the K220 pushed on and conditions over several days varied from quick freeway to questionable highways, ’round-town teetering and secondary country roads, the new transmission’s affinity with the performance traits of the Euro 6 X15 became ever more apparent, through seamless and highly intuitive shifts, and a superbly stepped ratio spread from a 14.32:1 bog cog to 0.83 and 0.7 top slots.
It is, in short, simply a smoother, smarter powertrain but it, too, showed the need for further refinement, specifically to cancel what can only be described as an occasional and somewhat hefty ‘thump’ when coming out of cruise control. Odd!
Back at Laverton, fuel consumption for the overall trip of 1790km according to the K220’s on-board trip computer (there are literally dozens of trip meters available through the updated electrical system) was more than respectable at 1.92km/litre, or 5.42mpg for us older folk. It’s worth remembering though,
the Euro 6 X15 is totally reliant on SCR for emissions compliance and subsequently uses higher levels of AdBlue than its Euro 5 counterpart, so fuel efficiency needs to be considered with this in mind.
All up, perhaps the most appropriate conclusion is to repeat our opinion after the launch event midway through last year: ‘It would take a fountain of foolishness to suggest the K220 will be anything less than a continuation of the incredible acceptance which keeps K-series the dominant model in Paccar Australia’s product portfolio.’
Even so, as a certain Paccar Australia engineer remarked some years back at an upbeat DAF function in Queensland when asked about the future of K-series: “Nothing lasts forever.”
Too true, but in our estimation the greatest challenge to the future of Kenworth’s iconic yet increasingly expensive cab-over will not come from aggressive competitors. It will come from within in the form of a model currently being developed by Paccar resources in Europe and Australia, specifically for the Australian and New Zealand markets, powered by an entirely new Cummins engine.
In the meantime, K220 will keep on keeping on. Simple as that.
US country music star Dave Dudley’s 1963 hit ‘Six Days on the Road (and I’m gonna make it home tonight)’ is one of the most memorable and widely covered trucking songs of all times. The notion of arriving home weary after a long stint at the wheel is a sentiment every driver can identify with, as is the knowledge that, as night follows day, the rig will need cleaning the next day.
The Product Team at Kenworth have made wash day simpler by launching a new range of genuine cleaning products that have been specifically formulated and developed to be used on Kenworth trucks, ensuring operators can use premium cleaning products on their premium rigs.
Marcus Dunn, Senior Product Manager at PACCAR Parts explains that the Kenworth Genuine Cleaning Range has been specially formulated to ensure compatibility with the factory first paintwork and top coat of Kenworth trucks.
“This has resulted in more concentrated formulations that are softer on paintwork, plastics
and alloys than traditional truck washing products. Several formulas also offer the latest ceramic technology that offer exceptional protection, gloss and water beading,” he said.
“We needed to move away from traditional truck washes and offer customers a cleaning range that will thoroughly clean their Kenworth truck, yet still be safe for use on the variety of heavy vehicle applications.”
Mr Dunn said the technology in chemistry has evolved considerably in recent years, particularly with regards to synthetic polymers and detergents, and by including Ceramic Dioxide (Si02) technology, the Kenworth range of cleaning products are now the industry’s most advanced.
Mr Dunn said that by combining nano synthetic polymers with Silicon Dioxide (Si02), the main ingredient used in the manufacture of glass, the team has created a durable protective coating that resists environmental contaminants and harsh UV exposure.
“This formulation creates an extremely
hydrophobic (water beading) surface. The microscopic polymers provide a much smoother finish creating a higher gloss on all surfaces. With consistent use of the Kenworth wash, road grime will be removed much easier and the gloss will improve with repeated use.”
There are two different wash products in the new Kenworth Genuine cleaning range, Kenworth Genuine PRO Wash and the flagship wash product Kenworth Genuine Wash & Wax.
“Kenworth Genuine PRO Wash is a concentrated super foaming wash gel that can be used via a high-pressure foam cannon, low pressure foam gun or standard bucket wash”, Mr Dunn said.
“Its higher level of active components means it can be diluted up to 200:1, providing excellent wash performance on traffic film, insect splatter and exhaust soot. It’s also an excellent touch-free wash for lightly soiled vehicles or a highly effective pre-soak before washing by hand.
“Then there’s Kenworth Genuine Wash & Wax which is the premium wash product. It combines a
There are few better advertisements for your transport business than a clean truck rolling down the road with its paint and chrome gleaming. A new range of Kenworth Genuine Cleaning products makes it easier than ever to shine when out on the highway
robust wash gel with the highest quality synthetic waxes and Silicon Dioxide to produce a super hydrophobic, slick and incredibly high gloss finish with supreme cleaning abilities.
“It has the added benefit of containing high levels of synthetic wax, which outperforms natural waxes such as carnauba and bees wax in durability and gloss level.”
“We’ve ensured that all surfaces such as acrylic, enamel or gel coats, highly polished alloys and
chrome, plastic, rubber, wood, canvas and more, can be cleaned and rejuvenated safely.”
Two new products in the range, which offer unique benefits when used after washing the vehicle are, the Kenworth Cleaning Spray Wax and the Kenworth Ceramic Spray Sealant. These products further enhance the gloss and protective coating on the vehicle, Mr Dunn said.
“Spray Wax is a highly concentrated Synthetic Wax. You simply spray a diluted solution over the
vehicle and rinse it off. The result is instant in water beading and gloss level, which makes drying the vehicle much easier.
“The Ceramic Spray Sealant adds a super glossy, silky finish to any surface. Its hydrophobic properties are very impressive, meaning vehicles will remain cleaner for longer, and subsequent cleaning is much easier. It can also be used as a spray to remove light dust and road grime without the risk of scratching.”
Environmental and OH&S considerations have also been carefully considered in the development of the Kenworth Genuine Cleaning Range, Mr Dunn said.
“All these products are biodegradable and phosphate free. They can also be used where interceptor pits are in use. The washes are pH neutral, non-acid, non-alkaline, non-corrosive, and do not contain harsh ingredients.”
The Kenworth product development team was particularly proud of the Tyre Gloss products, which use a water-based emulsion instead of the traditional highly flammable solvents and silicone oil, Mr Dunn said.
“The Kenworth Tyre Gloss is, completely nonhazardous, non-flammable and doesn’t ‘sling off’ silicone onto the vehicle.
“We think users will be very impressed with this product.”
“Kenworth drivers take a lot of pride in keeping their rigs looking great and the new Kenworth Genuine Cleaning Range makes it even easier to keep your truck gleaming,” Mr Dunn said.
To find out more about the new Kenworth Genuine Cleaning Range, drop in for a chat with your nearest PACCAR Parts Dealer. With their extensive Australia- wide network of 57 PACCAR Parts Dealers offering expert advice and the best quality products, they know what’s required to keep your rig looking great.
for more information or to find your nearest dealer.
“ALL THESE PRODUCTS ARE BIODEGRADABLE AND PHOSPHATE FREE.”The Kenworth Genuine Cleaning Range
Clever or crazy, trucking history is full of inventions of one sort or another. But every now and then, something genuinely good emerges and if all goes well, the ball starts rolling. Such is the story behind the Base Air suspension system, forging a new paradigm in truck and trailer stability according to some high profile and highly astute operators. Steve Brooks digs deep to file this report
Strange how things sometimes develop. Like the Brisbane Truck Show 2021 and a casual conversation with a good friend from trailer group MaxiTrans.
“Have you heard of an air suspension system called Base Air?” he asked.
“The name rings a bell but that’s all. Why?”
“Just curious. There seems to be a lot of interest in it. Wanna catch up for a beer tonight?”
Obvious answer, “For sure.”
Less than an hour later there’s an equally casual encounter with retired Boral engineer Merv Rowland. Merv’s a top man, respected far and wide, and what he doesn’t know about truck and trailer performance
probably isn’t worth knowing, but out of the blue he mentions Base Air and its creator, a bloke named Matthew Vaughan. Long story short, Merv says he’s hearing nothing but good things about Vaughan and his air suspension system.
But this is the Brisbane Truck Show and busy as a check-out chick on Friday arvo, thoughts about Base Air and its boffins soon drift into the cerebral clouds.
So, fast forward a year or more, parked in a quiet, shady spot making notes about the truck I’ve been driving. The phone rings, and a distinctly familiar voice says, “Hi Steve, it’s Ray Martin.”
Thinking it’s a mate who has caught me before with his voice impressions, I’m tempted to say, ‘Yeah, and this is George Negus,’ but something stops me.
Just as well, because it actually is legendary media man Ray Martin.
Now what would this national icon, a man who has interviewed some of the world’s most famous people, even Bradman, want with a truck journalist who’s been around almost as long as he has?
Yep, you guessed it. Base Air!
A long conversation starts and after unfurling a passionate appreciation for Australian initiative and ingenuity mixed with a surprisingly detailed understanding of trucking in general, he brings Base Air and its mastermind Matthew Vaughan into the chatter and it’s immediately apparent Ray Martin’s a fan. A big fan, and it’s not long before he’s not only asserting Base Air’s performance and safety
attributes, and its acceptance by an increasing number of fleets and drivers, but questioning why it’s not yet a production line option with local truck makers, notably Kenworth.
By now though, cynical suspicions are starting to stir. What’s behind this level of enthusiasm and even excitement from an Australian media legend about an aftermarket suspension system for trucks and trailers? Is he angling an interview for 60 Minutes (I hope not, because I am certainly not a fan) or does he have a financial stake in the Base Air business? A harsh thing, cynicism!
Gratefully, neither is the case and the cynicism is unwarranted. As later discussions would disclose, Ray Martin met Base Air founder and director Matthew Vaughan in 2008 and became an ardent supporter of what’s best described as an air management system for heavy vehicle suspensions. So supportive, in fact, he has interviewed dozens of drivers about the system’s performance, spoken openly on Base Air’s benefits, done voiceovers to explain the system’s operation and in May 2020, joined the Advisory Board of controlling entity, Base Air Management Ltd. Other than that, and the fact his son Luke Martin is employed in a marketing capacity with the company, that’s as far as the media luminary’s involvement goes.
Eventually, and with Merv Rowland’s comments from a year earlier bouncing around the brain box, the conversation ends with an agreement to talk with Matthew Vaughan and in a few months’ time, perhaps get behind the wheel for a comparison of trucks with and without the Base Air system.
That comparison took place at the end of last year but before that, it didn’t take much research to reveal other unrelated Martins in the Base Air story, namely Martin’s Stock Haulage forthright founder Gordon Martin and his son Jason. And others of similarly candid character, with far more at stake than any media celebrity. People like Blenners Transport principal Less Blennerhassett, Wickham Freight Lines director Graham Keogh, former Toll Group (now Team Global Express) executive general manager Ross Longmire, and critically, a bunch of drivers with definite opinions on what works and what doesn’t. They’re all there on YouTube, citing the benefits of Base Air and not pulling
any punches in their enthusiasm and support for the system. It’s worth noting though, these high-profile and highly successful companies are all committed and long-term users of Kenworth trucks, yet there is no indication from Paccar Australia that Base Air will become a production line option at the Bayswater (Vic) factory anytime soon. Sure, the Base Air kit is now available through Paccar Parts but so far, senior Paccar Australia people insist they have more than enough on their production plate without adding yet another option to the Kenworth book of bits.
Consequently, in the majority of cases where a new Kenworth is to be fitted with the Base Air system, the installation is done to Base Air’s direction by highly regarded Melbourne company,
Below: Early morning at
depot near
(NSW) based company runs 85 prime movers, around 260 trailers and Base Air is now a fundamental fitment because “it ticks all the boxes, and then some”
The
Australian Bus and Truck Modifications. But some, like Martin’s Stock Haulage, have been trained by Base Air to do their own installations.
Nonetheless, these fleet people are not walkovers when it comes to product promotion or endorsement. They call it the way they see it, whatever it is, so if they’re prepared to put their company and their name to a particular product, there must be something to it and more to the point, something beneficial for their business.
As Wickham’s Graham Keogh, a man well-known for not mincing words, succinctly says of Base Air, “I’ve got no reason to say it works if it doesn’t … all round it’s a really good experience for us.”
As for the function of the system, the text of Ray Martin’s voice-over on YouTube probably explains it best, first describing Base Air as ‘a revolutionary air management system … designed for heavy vehicles’.
Simply, it is not a new air suspension. It is a system which allows an existing air suspension to more instantly react to dynamic forces. Or, as Base Air states, ‘It actively and mechanically increases control over the air suspension – in real time – in response to changing vehicle dynamic driving conditions such as offset loading, chassis roll, cambered roads etc.’
Furthermore, ‘When the vehicle is not in a chassis roll condition, Base Air actively equalises pressure in all air springs to ensure load share and reduce overloading on suspension components. This is accomplished without electronics and adjustment
is never needed.’
It’s worth mentioning the small print though, ‘Base Air is not applicable on vehicles fitted with electronic height control valves’.
Anyway, as the explanation continues, ‘Traditional methods of pressure control for air suspension are often static systems. They use one air circuit for two sets of air springs.
‘The Base Air system uses a vehicle’s existing air supply, connected to a dual-pressure protection valve. It then runs two separate air lines of equal length and equal diameter, down to two bespoke height control valves. This creates a dual-circuit system.
‘Each valve operates independent of the other depending on road conditions. For example, when the vehicle enters a bend in the road, or the surface has become unstable, both circuits operate independently. Each set of springs responds to changes in loading, with the appropriate pressure for that side.
‘When the vehicle is once again on level ground, air pressure is equalised via unique cross-flow technology, which maintains perfect load sharing. This smarter control system reduces vibration for the driver, and for freight, along with more uniform loading, resulting in less tyre wear.’
Moreover, in a written response to our questions, Matthew Vaughan explained, ‘Separating a singlecircuit air system into a dual-circuit system helps each lateral set of air springs maintain appropriate pressure for varying conditions.
‘This means what the driver feels is more consistent and predictable. Less steering correction is necessary
to maintain the driver’s intended path, so the driver reaches the end of a journey less fatigued, with less tyre-wear and less movement that can damage freight.
‘Synchronising the two circuits via cross-flow once the vehicle has returned to steady conditions, ensures load share is always maintained.’
Again, Vaughan cites reduced driver fatigue, less component wear, reduced vibration and freight damage, and increased tyre life as the benefits reported by operators of the system.
Tyre life has been a particularly big gain for Wickham Freight Lines with Graham Keogh reporting a 20 to 30 per cent improvement. “If you’re saving on your tyres, you’re generally saving on fuel, which is the big one,” he remarks, while further stating, “Drivers are really impressed.”
Likewise, Martin’s Stock Haulage national operations manager Adam Ross reports similar improvements in tyre life along with a slight gain in average fuel consumption from 1.62 to 1.67km/litre. He’s also adamant, “Drivers get out of the truck fresher.”
Meantime, at Tully in Far North Queensland, Les Blennerhassett says the company’s first driver of a new combination fully fitted with Base Air was Graeme Lyon. Les admits he was keen for unfettered feedback, so Graeme wasn’t told of the Base Air fitment. However, just a few hours after leaving on the combination’s maiden run, Graeme rang to ask, “What’s different? This thing just stands up so much better.”
Much the same sentiments came from former Toll Group executive Ross Longmire (now a general manager with Followmont Transport in Qld) who saw improvements in tyre wear as a direct result of trucks and trailers simply “… standing up better.” There are, he added, “Lots of positives.
“Driving is an onerous job and anything we can do as an organisation, as an industry, to improve that, we need to
Above: Critical components. Base Air height control valves fitted under a T909 (above right) and under a trailer
Opposite above: Emerald Carrying Company’s stunning ‘Super Triple’. The entire combination is fitted with the Base Air system
Opposite below: The driving force of the Base Air system, Matthew Vaughan
explore it. If someone asked me about Base Air I’d definitely recommend they go explore it,” he concluded.
All these accolades are, of course, music to the ears of the team at Base Air and its principal, Matthew Vaughan, whose first foray with a dual height control system for airbag suspensions dates back to a concept originally developed by a Gippsland (Vic) truck driver in 2005 and the subsequent formation of a company called Ride & Glide Pty Ltd.
Since then, and despite no formal engineering background, Vaughan has been the driving force in the technical evolution of the product and the creation of Base Air Management Ltd, an unlisted public company with around 500 shareholders.
As he explains, the technology of an air suspension system with dual height control valves was patented in the US, Mexico, Europe, China, Japan, Australia and New Zealand in 2008 and by 2011, Ride & Glide had morphed into Base Suspension Pty Ltd. In case you’re wondering, ‘Base’ is an acronym of ‘Balance And Safety Enhancement.’
In 2014, Matthew Vaughan relocated to the United States and it was here in 2017 that the key to Base Air’s future emerged with his development of ‘cross-flow technology’ to equalise air pressure in a dual-circuit, height control valve (HCV) system, effectively reinventing the original technology.
From this point on, producing and testing proprietary components with the necessary performance and quality were the prime goals. Ultimately, after extensive field trials of prototypes in the US and Australia in 2019, as well as laboratory tests by Camozzi Automation in Italy, production of height control valves and dual-pressure protection valves built to Base Air’s exact requirements commenced in 2020 in Brescia, Italy.
As Base Air’s product information details, the core components of the system are ‘proprietary precision-engineered HCVs with crossflow technology, dual-pressure protection valves, full-flow US Dept of Transport (DOT) approved air fittings, and high capacity, low resistance, equal length DOT approved air lines.’
Things moved fast from 2020, starting with the first installations and field trials in Queensland. There were minor hiccups but early results were hugely positive and by August 2021, the decision was made to relocate to Yatala on Brisbane’s outskirts to accommodate, as Matthew Vaughan put it, increases in staff and the supply of HCVs.
In February last year, a supply agreement was reached with Paccar Parts Australia and little more than six months later, vital warranty approval was given by air suspension suppliers Hendrickson and SAF-Holland.
Operator acceptance appears to have come with even greater
“It is a system which allows an existing air suspension to more instantly react to dynamic forces.”
zeal. According to Matthew Vaughan, at the end of 2022 there were around 140 Base Air systems operating across Australia, with each standard system consisting of two HCVs and one dual-pressure protection valve.
Unquestionably, one of the most impressive combinations is the ‘Super Triple’ belonging to Queensland’s Emerald Carrying Company with all seven axle groups – from the steer and tri-drive of the T909 prime mover to the quad-axle trailer groups and tri-axle dollies – equipped with the Base Air system.
Meantime, one of the latest to join the growing list of high-profile companies adopting Base Air is Visy Industries, adding the system on an order for 10 new Vawdrey trailers.
‘It would,’ says Matthew Vaughan, ‘be safe to say the
system has been run over 20 million kilometres.’
‘So far, we have had nothing but positive feedback on the system.’
Early one summer morning on the backroads beyond Oakey in southern Queensland, it didn’t take long to understand why.
Good to go
Base Air isn’t just for heavy trucks and trailers. It can be fitted to air-suspended buses, caravans and utes, like the gutsy Chevy Silverado punching hard through the bends on the long climb up Toowoomba Range by Base Air technician Tony Thurgar.
It’s well after dark and predictably, the conversation inside the cab is all about the workings and attributes of Base Air. The Chevy is cornering flat as a toad on tar but rather than ramble on about how good it is, Tony flicks a switch (fitted for demonstration purposes only) which cancels the Base Air system and immediately, the Silverado reverts to its standard sloppy self, rockin’ and rollin’ around the bends.
A short but impressive demonstration for sure, but according to Tony, nothing like the difference we’ll experience tomorrow morning when two Martin’s Stock Haulage B-double sets demonstrate why Base Air has become fundamental in a company which puts high stock – literally – in stability and safety.
The sun has just cracked over the hill at Martin’s Oakey depot and two drivers wait among a line of serious toilers, mostly T909s mixed with a few T610s.
The two men seem a tad anxious at first, and fair enough. They are, after all, about to move into the passenger seat while a couple of journalists drive their T9s with double-deck cattle crates. Even empty crates, it’s a worry for drivers whose abilities and experience come from hard yards in a hard line of work where one mistake can quickly become one too many.
But over the rest of the morning an easy acceptance emerges, and Matt Lanagan and Nathan McLoughlin seem happy enough with a stranger who at least knows how to change gear and steer straight. Still, they’re much happier talking about Base Air and the huge stability benefit it produces in notoriously topheavy cattle crates, loaded or empty.
The exercise is simple enough: Compare the ride and handling of two T909s hauling B-double crates, empty and loaded, one with Base Air controlling the standard air suspension of truck and trailers, the other without.
Understandably, Martin’s draws the line at inexperienced people driving a combination with a heavy load of cattle on board, so we only drive the trucks empty. Again, fair enough.
Besides, in reality there’s not a lot to be gained from short stints behind the wheel of either truck. The fact is, it’s the drivers who best know Base Air’s on-road attributes and as the day will define, the system’s merits become plainly evident from either side of the cab.
From Martin’s yard, it’s a steady run on typically rough-edged backroads to the Kurrawong feedlot where each outfit will take on board a full load of big Brahman-cross cattle headed for eternity at Kilcoy,
about 140km away. And predictably, it’s on the loaded run where the Base system will show its strongest asset, physically and visually. Indeed, following each of the loaded trucks in a car later in the day, the ‘lean’ factor was almost imperceptible in the Baseequipped combination while the other unit had, well, a typical leaning one way or the other.
Anyway, first up I climbed in with Matt Lanagan in the un-Based combination, a 2015 T909 with 1.1 million kilometres under its belt and truly, a credit to Kenworth’s build quality and critically, Martin’s maintenance standards.
We’re not going far, just 30km or so before swapping to the Base-equipped truck, but far enough for Matt to explain a few things while I steer. For instance, after many years chauffeuring cattle around the country, he’s something of a fill-in driver these days and admits to initially being “a bit sceptical” about Base Air but after driving a number of new trucks fitted with the system over the past year and more, the scepticism has been replaced by high regard. “I can’t fault it,” he says simply.
From behind the wheel, the aging T909 is a nice truck to drive
yet altogether typical of a model built for this type work. It steers well, ride is a tad choppy and yes, even unloaded, the high centreof-gravity is something to be aware of on sweeping bends.
A few hours later with 60 head of hefty cattle on board, Matt’s experience keeps the combination on an even keel but even so, it’s obvious a steady hand and keen sense are taking nothing for granted on roads that seem to change character and camber from one turn to the next.
“That’s what I like about the Base system,” he remarked quickly. “It’s the balance it provides. This is a good enough truck but you’re always working at it. Even standing still, it rocks around with the cattle moving.” Right then, it was easy to appreciate the comments by some operators and drivers that Base Air has been a boon for minimising driver fatigue.
“You’ll notice the difference in Nathan’s truck.” Matt declared. “It just stands up so well.”
The truck is a 2021 model with near enough to 291,000 on the clock and as Nathan McLoughlin explained, “I’ve been in it from new and it’s had Base Air on the truck and trailers from the start.”
With Martin’s for the past nine years, he seems content enough to sit in the shotgun seat for the next half or so to the feedlot, and agrees that even empty, the combination sits noticeably more upright than the standard suspension. What’s more, the ride’s not as harsh on broken bits of road, bitumen or dirt.
“But you really notice it with cattle on, especially big cattle on both decks,” he adds. Indeed you do.
In fact, from the moment the loaded trucks pulled over for a passenger swap it was blatantly obvious that the Base-equipped
Top: Martin’s Stock Haulage driver Nathan McLoughlin. A big fan of Base Air for reasons that go hand-in-hand.
Safety and stability
Above right: Matt Lanagan. The experienced livestock driver admits to being a Base Air sceptic at first but now, “I can’t fault it. It just stands up so well.”
Left: Trucks and technology have come a long way since Gordon Martin started business with one International and today, both he and son Jason are avid proponents of Base Air
Opposite top: Up north. Another high profile fan of Base Air is Blenners Transport in Tully, North Queensland
Opposite bottom: Media legend Ray Martin pushing the case for Base Air at the 2022 Paccar Parts and Service conference. The Base Air kit is available through Paccar Parts but there’s no sign yet it will be offered as a production line option on Kenworth
“Tyre life has been a particularly big gain for Wickham Freight Lines with a 20 to 30 per cent improvement.”
Top: Even standing still, the difference was remarkable. With Base Air, there was hardly any movement of truck or trailers as cattle shuffled and shoved each other. Without it, the rocking was constant
Above: Locked and loaded at the Kurrawong feedlot west of Toowoomba. With heavy cattle on top and bottom decks, the difference in stability between the B-double with Base Air and the combination with a standard air suspension was dramatic
unit was barely moving while the other combination rocked noticeably as cattle continued to shuffle and shove each other around.
“You should try sleeping when they’re moving around all night,” Matt Lanagan laughed.
Soon enough, Nathan had the Kenworth punching along sweeping country roads with an easy confidence, and much like Matt, a calm affinity with the metal and mass around him. It was good to just watch him work and there’s no question, this truck rides better.
“It’s definitely kinder on the cattle,” he says with absolute certainty, “but the big gain is stability.”
He has good cause for the comment. Some time back, he explains, a truck came his way on the wrong side of the road. The only option was to ‘go bush’, putting his fully loaded B-triple into a table drain and it’s a totally convinced Nathan McLoughlin who believes the only reason the trailers stayed upright was the Base Air system. “No doubt about it,” he says, “a standard unit would’ve been on its side.”
Yet for all the merits of the Base Air system expressed by the
two Martin’s drivers, Nathan concedes, “I admit that if I had to drive the other (non-Base) truck right now, I’d need to do a quick mental recalibration.
“It’d be easy to come unstuck if you thought everything stood up this well,” he says earnestly. Earlier, Matt Lanagan had expressed much the same thought.
The last word
All too soon the day was done, leaving nothing but a hugely positive opinion of the Base Air system.
The final words, however, need to come from Gordon and Jason Martin, the principals of a company which runs 85 prime movers and around 260 trailers in an industry with little to no tolerance for the foolhardy or frivolous. It is, after all, Gordon and Jason who not only agreed to make their drivers, trucks and trailers available for this exercise but most importantly, are fully committed to a system which they bluntly affirm, delivers immense benefits on so many levels.
According to Jason Martin, the story starts a few years back when “one of our trailer makers said check out this new Base Air system.
“I was sceptical, thought it too good to be true.”
There’s no sign of that scepticism now. Like his drivers, he says simply, the trailers just stand up better and the freight gets to the end in better condition.
With these attributes, company founder Gordon Martin was typically adamant about the decision to adopt Base Air. “Let’s just use it.”
And use it they are, on all new trucks and trailers and progressively retrofitting the system to existing equipment in their own workshop.
Jason doesn’t deny it’s a substantial investment “… but the impact it will have on our business will be massive.
“Our biggest costs are fuel, tyres and maintenance. Base ticks all the boxes and then some,” he insists.
For Gordon Martin, there’s an even higher priority. “The safety has just blown us away.
“The great thing is to send a bloke out on a job but the greater thing is to get him home.”
Indeed!
“It’s definitely kinder on the cattle … but the big gain is stability.”
Daimler Truck North America (DTNA) has unveiled the Freightliner SuperTruck II in a glitzy presentation in Las Vegas. Daimler says the new truck uses a variety of technical innovations to demonstrate efficiency potential in freight transportation.
The concept vehicle was developed as part of the SuperTruck program co-funded by the US Department of Energy, which aims to reduce emissions in road freight transport. As part of the SuperTruck program, DTNA engineers researched next-generation heavyduty commercial truck technologies, technical ways for their development and ways to integrate them into series production.
DTNA says it is focused on developing new technologies for promising core components and systems to improve truck operating efficiency in the real world, increasing customer success and fleet efficiency.
Improved aerodynamics, low-rolling resistance tyres, powertrain improvements and energy management with advanced technologies were reportedly identified as areas for technology
innovation that could potentially enter production for customers in the future.
Building on the success of SuperTruck I, which was introduced in 2015, DTNA says SuperTruck II surpassed expectations in aerodynamics, tyres, powertrain and energy management, while doubling the freight efficiency of the base vehicle from the start of the SuperTruck program.
Freightliner engineers were reportedly able to overachieve in
aerodynamic improvements and reduce the aerodynamic drag of SuperTruck II by more than 12 per cent over SuperTruck I. Instead of radically changing the structure of the truck, the design goal for SuperTruck II was to redefine the existing shape of the market-leading Cascadia to maximise aerodynamic efficiency and simultaneously employ advanced design language to convey that efficiency.
The redesigned hood, bumper and chassis fairing all work well with
New UK-based hydrogen-powered commercial vehicle manufacturer Hydrogen Vehicle Systems (HVS) has revealed that the consortium it leads, Hub2Hub, has been awarded £6.6 million ($11.5 million) to develop and deliver what it says is a world-first autonomous zero-emission HGV for the UK market.
The Hub2Hub consortium says it will create a self-driving heavy goods tractor unit, which will begin vehicles trials in 2024, with major UK retailer, ASDA, supporting on end user needs as strategic partners. It’s hoped that the cost savings an autonomous lorry could provide will speed up the adoption of zeroemissions vehicles by the freight sector, reducing the industry’s contribution to climate change.
The £12 million ($21 million) venture has been selected by the Centre for Connected Autonomous Vehicles (CCAV) as a recipient for its joint industry and governmentfunded project with the aim of showcasing the potential of autonomy in the transportation sector with unprecedented levels of efficiency, safety and operational cost savings for logistics operators, as well as providing new employment opportunities.
HVS, which laid out its plans to disrupt the haulage industry by revealing its hydrogen- electric powertrain technology demonstrator in November 2022, will receive £3.4 million ($5.9 million) as one of seven grants being announced from the CCAV and Connected and Automated Mobility (CAM) program.
The first hydrogen-electric HGV prototype will be fitted with a driver’s cab and tested on the road in autonomous operation, using the Fusion Processing Automated Drive System, CAVStar, with a human safety driver at the wheel.
The second prototype will have
the driver’s cab removed and replaced by an aerodynamic fairing. During the project this vehicle will be evaluated on test tracks, with the CAVStar system in this application allowing a remote human driver, located in a control hub, to operate the vehicle.
Together these two prototypes are reported to point to an optimised future logistics system where vehicles could be operated in autonomous mode on a hub-tohub route, with a remote driver then taking control to drive the vehicle from the hub to its end destination.
the existing cab structure and now allow the air to flow undisturbed around the truck. The grille, air intakes and doors were redesigned to be as seamless and clean as possible in order to not compromise the aerodynamics of the truck.
Active side extenders and a roof spoiler system closes the trailer gap by up to four inches at highway speeds and an enhanced Aerodynamic Height Control lowers the truck just inches off the ground for additional aerodynamic improvements.
DTNA explains that by removing the exterior mirrors and integrating a mirrorless camera system the aerodynamic drag of SuperTruck II was significantly reduced.
SuperTruck II is said to feature the most efficient powertrain Freightliner has ever integrated into a truck, enabling a 5.7 percent fuel consumption reduction over SuperTruck I, achieving lower down speeding and greater fuel savings through reduced drag overdrive.
DTNA says an innovative 48-volt electrical system using lithiumion batteries allows for decreased fuel consumption and increased driver comfort features like a new electric air conditioning system that consumes 50 per cent less energy than SuperTruck I and continues seamless operations while the engine is turned off.
The sales volume of the electric truck market is predicted to hit 1,154,996 units by 2030, according to North American industry forecasters P&S Intelligence.
Following 86,799 units sold in 2022, P&S predicts the compound annual growth rate to advice at 38.2 per cent from 2022 to 2030.
Compared to electric trucks, the diesel trucks are said to have higher maintenance and operating costs. Additionally, P&S electric variants help buyers save significantly on component expenses because they do not need to have their oil changed, spark plugs replaced, fuel filters repaired, or emissions checked.
The battery electric vehicle (BEV) category will is predicted to grow at the highest CAGR, of about 40 per cent, due to the financial incentives by governments for the purchase of such vehicles in many nations. Many of these plans and schemes are specifically designed
to assist the advancement of the freight infrastructure and equipment.
In an example offered by P&S, the German government provides subsidies to the equivalent of close to $20,000 on the purchase of trucks weighing up to 12 tonnes and more than $65,000 for those weighing more than 12 tonnes.
By vehicle type, the HDT category is predicted to advance at a 44 per cent CAGR in the years to come. This is mainly due to the rapidly growing demand for freight transportation and swift economic expansion in India and China.
In the global market, the Asia Pacific region accounted for a significant share in 2022. Moreover, in the region, China is the largest industry for electric trucks, owing to the government support, municipal air quality mandates, and national sales
targets for alternativefuel-vehicle replacement.
Additionally, owing to the continuous advancements in battery performance, decrease in battery prices, and expansion in the model portfolio of major OEMs, the sales of electric trucks is predicted to grow in China.
Moreover, the North American market will expand significantly in the coming years as fleet owners progressively include battery-powered trucks in their fleets to keep up with the escalating need for freight transportation. Furthermore, the strict rules to reduce CO2 emissions will drive the demand in the region.
The battery pack accounts for a significant share of the entire
drivetrain cost and, thus, has a considerable impact on the vehicle’s selling price. These packs have integrated management systems and electrochemical cells within a casing.
The chemistry employed in electrochemical cells, which affects a number of performancedetermining factors, including the energy-to-weight ratio, charging time, and lifetime, primarily influences the price of these packs. The batteries used in electric trucks are similar to those used in passenger vehicles, although the former have a higher number of cells.
Hyundai Motor Company Australia (HMCA) has announced the impending arrival of the Hyundai Mighty electric truck, which is set to join Hyundai’s local electrified vehicle line-up later this year.
The zero-emission Mighty electric will join passenger electric vehicles Kona Electric, Ioniq 5 and the soonto-arrive Ioniq 6 state-of-the art EVs.
The Mighty electric follows on from Xcient Fuel Cell, the brand’s first-ever hydrogen-powered heavy truck, currently deployed in Switzerland and California.
Hyundai’s Mighty electric has an estimated laden range of approximately 240km and being aimed at metropolitan and last-mile deliveries.
Mighty electric’s 120kW, 320Nm traction motor is powered by a 114.5kWh battery system with a reported rapid charging capability of 10 per cent to 100 per cent in under 70 minutes.
HMCA says this technology gives Mighty electric capabilities that perfectly complement those of the long-haul, heavy load Xcient Fuel Cell prime mover, which HMCA is studying for a potential trial in Australia.
HMCA adds that the Mighty electric will help drive an expansion in emissions-free commercial
Brake specialist Bendix states that there’s been a notable shift in recent years towards European brand trucks including MercedesBenz and Volvo models for refuse
transport options by demonstrating its driveability and everyday practicality, while helping to reduce the carbon footprint of transport and logistics operations in Australia.
Hyundai Motor Company claims
collection applications such as front lift, rear and side loader compactor work.
The wider adoption of these vehicles is largely being driven by private and government operators, wanting to provide improved safety for drivers and other road users, as well as to achieve better emissions performance.
the arrival of the new electric truck will mark another important step towards its global ambition to be carbon neutral in products and operations by 2045.
“We are excited to announce
On the safety front, these trucks feature a wide range of active and passive technologies as well as excellent visibility and easy cabin access. Another performance benefit of the European trucks compared to North American driveline alternatives is the use of disc brakes on all axles.
Bendix states that disc brakes offer superior stopping performance compared to drum brakes, but were traditionally not favoured for heavy vehicle applications because of their added cost both to manufacture and maintain.
According to Bendix, its Protrans HD disc pads are cost effective and easy to install with all hardware included and ready to fit. The pads also feature Titanium Beddingin technology to further reduce installation time as they’re ready to use without a bedding in procedure.
Specifically developed for high stress applications such as the stop and start conditions experienced by waste collection trucks, concrete agitators and buses working on inner city routes, Bendix says the Protrans HD discs feature friction material that is formulated to cope
Mighty electric truck for Australia as a key step in driving growth in emissions-free commercial vehicles,” says Hyundai Motor Company Australia chief executive officer, Ted Lee.
“Mighty electric will bolster our growing EV line-up and underlines Hyundai’s continuing commitment to developing sustainable mobility solutions.”
In addition to its EV technology, the Mighty electric is said to represent the latest in cab, including comfort and convenience features such as a digital dash display, a multi-function steering wheel and a suspended driver’s seat.
Mighty electric’s safety features include Forward Collision-avoidance Assist (FCA), Lane Departure Warning System (LDW), Electronic Stability Control (ESC), and Electronic Air Brake System (EBS).
Hyundai points out that the Mighty electric is classed as a light duty heavy truck (3,501-8,000kg GVM) and has an approximate cargo capacity between one and 3.5 tonne, depending on the variant and upper body specification.
From launch, the Mighty electric line-up will be available in a single 7,300kg Gross Vehicle Mass (GVM) variant, in 4x2 configuration with a 3,300mm wheelbase.
Bare cab-chassis, tray or pantech (regular or refrigerated) versions will be offered for Australian customers. A tipper variant is also currently under study
Mighty electric production for Australia is set to start in the second quarter this year, with final specifications and pricing to be confirmed closer to the launch date.
with the high temperatures found in constant braking environments at high GVM loading, overcoming any fear of premature wear.
Bendix reports that its inhouse testing shows the Protrans HD pads offer improved durability when compared to many aftermarket and OE pads, particularly at elevated operating temperatures. Additionally, Protrans HD pads were also claimed to reduce rotor wear, resulting in longer service intervals, reduced fleet maintenance costs and less downtime.
Protrans HD disc pads are said to meet ECE Regulation 90 (ECER90) which specifies the design, construction, performance requirements and test protocols for strict European regulations.
Bendix points out that the Protrans HD range is comprehensive with pads available to suit a wide range of European truck and bus brands as well as certain Japanese models. Additionally, the pads are compatible with many popular truck trailer brands.
After a year of record sales and the 34th consecutive year of market leadership for Isuzu Australia Limited (IAL), the company has recognised its top nine performing dealerships with Dealer Excellence Awards.
The award acknowledges efforts in fostering excellence in key elements of dealership operations including sales, parts, customer experience, training and business management.
Despite many challenges in 2022, Isuzu says its network of dealers gained new business while maintaining existing relationships, with total sales of 13,360 trucks, a record performance beating the previous year’s total by 31 per cent.
Representing a mix of both metro and regional locations, of the nine winning dealerships five are located well outside of major metropolitan areas throughout News South Wales, Victoria and Western Australia. The remaining four winners are located in Melbourne and Sydney, with Adelaide-based North East Isuzu also making the list in 2022.
The Isuzu Trucks 2022 Dealer Excellence Program winners were North East Isuzu (SA), Suttons Motors Arncliffe (NSW), Gilbert & Roach (NSW), Westar Truck Centre (Vic.), South West Isuzu (WA), Ballarat Isuzu (Vic.), Dwyers Truck Centre (NSW), Mildura Truck Centre (Vic.), and North East Isuzu Shepparton (Vic.).
IAL director and chief operating officer Andrew Harbison praised the entire network, acknowledging the dealerships that delivered outstanding sales, customer service and aftersales care.
“Last year saw some exceptional results and this could only be achieved with the hard work and dedication exhibited by our Isuzu dealer network,” Harbison said.
“It is fair to say that 2022 commenced with plenty of nervousness from some businesses with the pandemic and its effects still a contributing factor. However, as the year progressed the needs of our customers steadily climbed and that put pressure on dealers to deliver.”
Daimler Trucks Albury has been announced as the 2022 Daimler Truck Australia Pacific Dealer of the Year.
Daimler Truck President and CEO, Daniel Whitehead, presented the award to Daimler Truck Albury dealer principal, David Warren, in Melbourne last month.
“Daimler Trucks Albury represents a remarkable success story, having thrived since David Warren and the team took hold of the reigns in early 2020,” Whitehead says.
“A highly respected local, David leads a highly motivated team that has reinvigorated the Mercedes-Benz Trucks, Freightliner and Fuso brands in the region and raised customer support to remarkable levels.
Daimler Trucks Albury is clearly a deserving winner of the Daimler Truck Dealer of the
Year award,” he adds.
The Daimler Trucks Albury team is the sister store to another successful dealership in a key freight corridor: Daimler Trucks Wagga.
Both Daimler Trucks Albury and Daimler Trucks Wagga recently achieved Elite Support certification, a dealership initiative that delivers the highest levels of customer experience.
Daimler Trucks Albury also took out the Mercedes-Benz Trucks Regional Dealer of the Year and Freightliner Regional Dealer of the Year awards.
The Fuso Regional Dealer of the Year Award was presented to Daimler Trucks Sunshine Coast, while the Fuso Metro Dealer of the year Award was awarded to Sydney’s STM Trucks and Machinery.
Daimler Trucks Gold Coast won the Mercedes-Benz Trucks Metro
Dealer of the Year, while Daimler Trucks Perth was announced as the winner of the Freightliner Metro Dealer of the Year.
Velocity Truck Centre (VTC) has announced the appointment of Les Spaltman to the new role of vice president of Retail Sales. Spaltman was most recently head of sales with Isuzu, where under his leadership the brand reached all-time record sales in consecutive years. He resigned from the position last year to return to the dealer world.
Recently promoted Velocity Truck Centre president, Richard Higgins, says he was delighted to welcome Spaltman to VTC team.
“Les is a man of high integrity and is dedicated to supporting both his customers and his team. His past performance is unquestionable and his approach and understanding of market trends will be a huge boost to our already high performing sales team.
“Les will work in close collaboration with Simon Ramsay who has recently been appointed senior vice president Fleet Sales and Customer Experience and will draw on his vast experience to ensure we provide the best possible support to our fleet customers,” Higgins says.
VTC’s Australian network sells and services commercial vehicles and exclusively represents Daimler Truck brands Mercedes-Benz Trucks, Freightliner and Fuso, as well as Mercedes Benz vans. Velocity also operates 65 commercial vehicle dealership locations in the US across California, Arizona, Nevada, Tennessee, Kentucky, North Carolina, South Carolina, Alabama, and Hawaii and eight locations in Baja California, Mexico.
Owner-drivers have no need to fight with the rest of the industry – the ‘us’ and ‘them’ culture only makes things worse. Of course, we have our differences. Running a truck as a small business is no easy job. But while the industry has come together like never before over the need for positive action, some would rather throw mud from the sidelines than join the conversation constructively.
It was disappointing to see the Australian Livestock and Rural Transporters Association (ALRTA) trudge up outdated arguments and a blinkered view to criticise industry reform that has received broad support.
Recently, the ALRTA jumped on the Senator Cash bandwagon not realising that she has isolated herself from the conversation. While she is playing politics, trying to attack the government from opposition, the industry has moved on.
Her recent comments, which were echoed by the ALRTA, were completely inaccurate.
The Federal Government has not committed to regulating ownerdrivers. This reform is not just about lifting standards for owner-drivers but for the industry as a whole and everyone in it. It’s bigger than just us.
It’s the result of Glenn Sterle’s two-
year inquiry which heard from hundreds of drivers, operators and associations. It’s a response to the gig economy which is a direct threat to us all. And it is a promise of a more sustainable industry after seven years of inaction.
Even the article running the ALRTA’s objections said: “Ultimately, the government took the policy to the 2022 federal election and won.” The support for this has been felt far and wide.
Although it is about far more than owner-drivers, we do stand to benefit in many ways. Ironically, many of the areas the ALRTA said we should be instead focusing on can be dealt with by this system. Things like payment terms, eliminating sham contracting and accessible dispute resolution.
Rather than defaulting to attack mode, we should all be participating constructively to shape this system to benefit us all. If nothing changes, the whole industry loses. It’s important to think in context.
If you own a farm and a paddock and don’t have the same financial pressure as those living in or around cities, try to put yourself in their shoes and understand that the pressures they’re under to drive longer and faster to stay in business affects all of us on the road.
The issues that matter most to some won’t be the same for everyone. We all need to think through how best to make this work for us and then raise our voice in a practical way.
The only thing that is guaranteed is that the industry will never improve if we keep wasting our energy fighting each other. Let’s put our time and effort into making this workable for everyone.
Senator Cash said the Federal Government is declaring war on 3,500 owner-drivers. What a joke. I personally know countless ownerdrivers who are ready for change. Those that aren’t are most likely uninformed or misinformed on what reform will mean for them. The best way to combat that is to get involved in the process.
I don’t blame people for voicing their opinions, and we’re all still reeling to some degree from seven years ago. The government at the time weaponised owner-drivers for their political agenda. Let’s face it – they’re the party known for supporting the big end of town, not truck drivers. It was never about what was best for us to them, but about protecting their wealthy mates from having to pay their fair share. We need to move on from that. We have the opportunity to really shape this industry into one that we can all gain from. The Federal Government is now consulting on this, so rather than trying to work against it, now is the time to work with it.
“This reform is not just about lifting standards for owner-drivers but for the industry as a whole.”
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.
