The latest news on one of Queensland’s biggest roads
14 TRAINING THE NEXT GENERATION
Tackling the challenges of skills transfer for transport
18 CASINO KICKS OFF
Records fell as truck lovers came out in force
32 STAR OF THE HAY HAULING
This rare beauty has what it takes to tackle farm life
50 LOVING THE LIVESTOCK LIFE
A look behind the scenes of moving live animals for a living
64 FIRING UP FOR THE COMMUNITY
Hino puts its latest emergency services vehicle on show
68 LOCK IN THOSE SHOW DATES
Find out what’s on for the end of this year
MAN MAX+
EDITORIAL
Editor Geoff Crockett
E-mail Geoff.Crockett@primecreative.com.au
Journalist Alex Catalano
E-mail Alex.Catalano@primecreative.com.au
Contributors Warren Aitken, Frank Black, Warren Clark, Tiarna Condren, Rod Hannifey, Michael Kaine, Chris Roe, Ken Wilkie
Cartoonist John Allison
PRODUCTION
Art Director Bea Barthelson
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Hollie Tinker Ph 0466 466 945
E-mail Hollie.Tinker@primecreative.com.au
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ISSN 1321-6279
OwnerDriver
BEHIND THE WHEEL Geoff Crockett
Truckies big day out
How quickly does the time go! It seems like only yesterday I was at the keyboard putting together the August editor’s note and peering into the future to when the second stage of the Closing the Loopholes Act would come into force, and now that day has come.
The work behind the scenes for this legislation has involved collaboration between the TWU and trucking industry associations in a bid to strive for a level playing field that ensures transport businesses are able to operate safely and profitably.
Having some security over contract terms and management of costs, it is hoped, will bring improved stability to the sector, which in turn provides non transport businesses and consumers with the best chance for consistent and uninterrupted supplies of the products truck drivers are moving every day.
A timely reminder of just how wide and varied that trucking task is was well and truly on show on August 3 when 30,000 people descended on the small New South Wales country town of Casino for this year’s truck show.
In a massive show of support for the transport industry the show set new records for attendance,
bringing together owner drivers, fleets and 600 gleaming trucks. Warren Aitken was along for a look, and a lot of walking, and we share his tale from page 18.
One highlights of the show was seeing owner driver Andrew Salter take out the Truck of the Show Award with his Kenworth K200 that he runs out of Adelaide taking oversized loads around the country with the help of a pilot. Congrats Andrew!
This month’s Truck of the Month is a rare find. The Durre Ag Iveco Powerstar is one of very few examples of this heavy hauling beast in Australia and we have the photos to prove just how hard it can work (page 32). We’ve also caught up with a number of young drivers as they set out on their trucking careers, learning from family, friends and the companies they work for and eager to build their future behind the wheel (pages 50 and 58).
There are tips for truck safety, on staying out of the fine zone, and a full list of what’s on to help you keep your truck show diary up to date.
If you have a story you’d like to share, please don’t hesitate to let me know at geoff.crockett@ primecreative.com.au
There were people and trucks as far as the eyes could see at Casino.
Image: Warren Aitken
The Goods NEWS FROM THE
HIGHWAY AND BEYOND
Push for immediate changes to licensing
Major industry associations believe the current heavy vehicle licensing system is not effective enough
The Australian Trucking Association has released its new plan to change truck driver licensing, which it says should ‘increase safety and encourage more people to join the industry’.
It was developed as a part of the Workforce and Driver Training Summit, which was held this past June. ATA chair Mark Parry says it found that the current licensing arrangements are inadequate for the industry.
“The problems became apparent to all in February 2016, when the crew of a B-double proved unable to reverse their overheight truck out of the entrance to a Sydney tunnel,” he says.
“The association of government transport agencies, Austroads, has done an extended review of driver licensing, but governments now need to act.
“Many driving training organisations do a great job. Others train to a price or a time. Driver trainers must be assessed more rigorously, by experienced auditors who understand driver training and competencies.
“There should be minimum behind the wheel training times, with the driver training experts at our summit proposing longer training times for discussion than the ones put forward by Austroads.
“At present, truck drivers progress through the licensing classes on a time basis. For example, once you have a medium or heavy rigid truck licence, you must wait a year before you can get a heavy combination (HC) licence.
“You are not required to use your licence and build up your driving skills and experience.
“Austroads has proposed that
drivers should also be able to advance through the licence classes based on their driving hours, with accelerated progression for drivers who are supervised. There would still be training and assessment requirements.
“We support these new pathways, but the existing time-based option should be removed. There is no connection between the passage of time and driving skill.”
Parry and the ATA believe the current medium combination class should be split in two to be a more accurate representation of the skills required to drive vehicles like triple
road trains, quads and quins.
They are also pushing for driver medicals to be conducted as a part of the licensing process.
“Many people who might consider a driving job can’t see a connection between getting a licence and having the skills to work safely and confidently in the industry,” Parry says.
“Strengthening driver licensing is a vital step toward encouraging more people with a safety-first attitude to join the industry.”
Branches across Australia & New Zealand
Royans Transmech based in Wingfield, is one of Australia’s leading manufacturers of car carriers. Supplying some of the industry’s most soughtafter vehicle transporters ranging from four car carriers through to fourteen car RTV2 Road Train configurations.
Transmech provides customers with the complete customised package from design, engineering, manufacture, trailer servicing and repairs. Additional capabilities also extend to other specialised transportation equipment, including specialist rig moving equipment for the mining industry.
Calls intensify to ‘Fix the Bruce’
The road quality of the Bruce Highway has been questioned by Queensland’s leading transport organisations, despite significant recent works
A
The Bruce Highway is a major Australian freight route has a fatal and serious injury (FSI) rate three
to five times higher than major highways in New South Wales and Victoria.
The Queensland Trucking Association (QTA), RACQ, Local Government Association of Queensland (LGAQ), Queensland Farm Federation (QFF), Royal Australasian
College of Surgeons Queensland (RACS Qld) and the Queensland Tourism Industry Council have joined forces for the venture.
of the nation’s most crucial freight routes.
“The road freight industry is heavily reliant on the Bruce Highway as a freight route to deliver into regional communities, get fresh produce to market and resources to ports,” Mahon says.
“Bold investment decisions are needed to make this key freight route safer for our truck drivers who are providing an essential service to the state.
The Bruce Highway is one of Queensland’s major freight routes. Image: Martin Valigursky/stock.adobe.com
RACQ analysis has between 2018-2022 has shown the installation of dual carriageways on the Hume and Pacific Highways have dramatically improved safety outcomes and almost eliminated head-on crash risk – the type of crash that accounts for over half (81) of the fatalities on the Bruce Highway.
Almost 1400km of the Bruce Highway (from Gympie to Cairns) is single-laned and undivided, which has led to an average per kilometre travelled FSI crash rate three times higher than rural sections of the Pacific Highway, and five times higher than rural sections of the Hume Highway.
QTA CEO Gary Mahon says improvements must be made to ensure the safety of truckies on one
“Floodway treatments, improvements in the economic carry of bridges and rest areas every 200km must be a priority for the next Queensland government.”
The collaboration is calling for a 10-year funding plan to urgently eliminate all two-star safety rated sections of the Bruce Highway.
Fix the Bruce was ranked as the top priority from a list of 10 options in RACQ’s recent State Election priority poll. All up, 24.6 per cent of respondents labelled it is their top priority, while 46.6 per cent listed in in their top three. A total of 56 per cent of regional Queenslanders nominated Fix the Bruce as their first or second priority.
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collaboration of leading Queensland organisations is urging the state government to improve safety outcomes on the Bruce Highway in a movement named ‘Fix the Bruce’.
NSW government invests millions in testing centre
The New South Wales government has eyes on the future of
New South Wales’ Community Road Safety fund has committed a further $30 million to expand the Future Mobility Testing and Research Centre (FMTRC) in Cudal to further enhance highway speed and heavy vehicle testing in the state.
The investment means the facility will quadruple in size, and it follows the purchase of 100 hectares of farmland adjacent to the existing site.
Planned works include the expansion and construction of a 4.4-kilometre loop track and a new heavy vehicle skid pad.
Construction of the new loop track is set to begin in 2025 following planning and community consultation.
NSW Minister for Roads John
Graham says the upgraded facility will help the heavy vehicle industry keep pace with technological advancements being made in the light vehicle sector.
“As light vehicles continue to become more advanced, there is also a need to uplift testing capabilities to keep up with new, increasingly automated, technology,” Graham says.
“The need for a new heavy vehicle testing space in the southern hemisphere was a key finding from extensive engagement with vehicle manufacturers, developers and researchers to map the future for the Cudal site.
“The new Cudal track will let the team test new driver assist systems
in real-world scenarios, including heavy laden B-doubles travelling at highway speeds, and situations involving head-on approaches and merging safety with cars, trucks and motorcycles.”
The FMTRC facility has delivered over 85 test and research programs since its establishment in 2019 and is critical in enacting real-world scenarios that further enhance truck safety.
Transport for NSW Director Future Mobility Evan Walker says the investment has come directly from industry feedback about what is needed to ensure trucks continue to become safer on Australian roads.
“We’re acting on feedback directly from manufacturers, developers,
and industry about the kind of facility they need, and addressing a growing community and government need for confidence and assurance in vehicle safety as new technologies emerge,” Walker says.
“Our team ensures these systems do what they claim to and identifies the best emerging safety technology that we want to encourage more of on our roads to reduce the heavy cost of crashes on our community.”
“Our vision for the Future Mobility Testing and Research Centre is that it continues to grow as a world-class vehicle testing site.”
The facility is the only government-owned and operated testing centre of its kind in the world.
Include truck drivers in national safety campaign
With millions invested in increasing safety on the road, the ATA wants to make sure truck drivers are also considered
The Australian Trucking Association (ATA) has called on the federal government to ensure that heavy vehicles and truck drivers are included in its planned road safety campaign.
$10.8 million has been pledged for a one-year National Road Safety Education and awareness campaign through the 2024-25 Budget, but the ATA fears that truck drivers will be overlooked. While the trucking industry’s safety had improved markedly over the decades, the National Truck Accident Research Centre’s 2024 major incidents report, released this week, raised
concerns according to ATA chair Mark Parry.
“Our industry is much safer than it used to be. For example, there were 56 fewer fatal crashes involving articulated trucks in 2023 than in 2003,” he says.
“The increase in safety is even more marked when you consider that the number of articulated trucks on the road almost doubled from 2003 to 2023.
“But the NTARC 2.0 report highlights issues we must address. The report found that driver inattention or distraction incidents have increased since 2022. Incidents due to inappropriate speed have increased, as have incidents involving tailgating.
“These findings show that the government’s planned road safety campaign needs to reinforce good safety practices by truck drivers as well as car drivers.
“We all need to be reminded to pay attention, slow down and stay back from the vehicle in front.
“The growing number of alerts from in-cab technology is also a distraction issue. Drivers need alerts that are urgent and important – such as warnings about drowsiness or lane keeping – but don’t need unimportant alerts while they are focused on driving.”
$10.8 million has been invested for the one-year campaign. Image: Jason Bennee/stock. adobe.com
Making new workers road ready
A workplace training course in Queensland is showing just how new transport workers can gain the skills they need to contribute to the industry
The ongoing driver shortage has the transport and logistics sector looking for different avenues to get more people behind the wheel.
In Queensland, this has taken the form of the ‘Road Ready’ course. Run by Strategix Training Group in collaboration with Programmed Skilled Workforce, it aims to provide people with barriers to employment the skills to enter the industry.
Students are taught theory and given practical, hands-on experience with the goal of getting them their heavy rigid licence, and ultimately, a job within transport.
Lizzie Tafilipepe is Strategix’s national workplace training manager, responsible for all the training that they do in conjunction with their various employers.
This ranges anywhere from pre-employment training, like the Road Ready course, to traineeships and on-site workplace training.
While they work across a number of industries, transport and logistics has become their main focus due to the current demands of the industry.
“The Road Ready course has been running since April of this year, and goes through two weeks of theory along with practical work,” Tafilipepe tells Owner Driver.
“There’s such a shortage in the industry right now for skilled workers. Our students will obtain six accredited units to do with load restraint, fatigue management, chain of responsibility and vehicle inspection in one of our warehouses in Coopers Plains or Loganholme.
“After those two weeks, each student is provided a timeslot where they come in from Monday to Thursday for an hour and a half each day for their lesson in the truck. They get taught all the workings of driving a HR truck.
“We’ve found that our success rate
in training that way, rather than just doing the six-hour lesson, gives them time to process what they’ve learnt. On the final day, they’ll then do their licence upgrade with Transport and Main Roads.”
The course is looking at how the industry can find new pathways for people to join the industry, particularly from demographics may not usually.
It was founded through funding that Programmed received through the Department of Employment and Workplace Relations’ Local Recovery Fund. This enables jobseekers from a number of agencies to be referred to the program.
“These are people that generally have some sort of barrier to employment,” Tafilipepe says.
“They could be long-term
unemployed, Indigenous, mums returning to work, early school leavers. They’re either underemployed and not in an industry they want to be in, or not employed at all. I’d say nearly 100 per cent are not in transport and logistics.
“We’ve got quite a few people who have family or friends are truck drivers and that’s ignited their interest. We’re letting them know about the industry and helping them make their way into it.”
Once students complete the two weeks of the course and pass their HR test, they are then connected with one of the many employers that Programmed works with.
They work to facilitate workplaces that will suit students’ locations, hours and working ability.
While most are encouraged to move into HR driving roles, some companies will opt to move them into other entry level positions and work their way up.
Some students will move into a courier driver role first, to get used to the demands of the transport industry and the process of making deliveries to clients and businesses.
Interested Queenslanders are encouraged to get involved, as Tafilipepe believes courses like Road Ready benefit both the industry and potential workers.
“We’re helping solve two issues at the same time,” she says.
“We currently have a very low unemployment rate. For companies,
it’s hard for them to find good, skilled workers because they already have a job.
“We have the problem where we have these candidates that have these barriers to employment that they haven’t had the opportunity to work through.
“Having this course where they can come in for two weeks, be there at 8:30 and stay until 3pm, are required to take specific lunch breaks. They’re learning to present in front of people, call someone up if they can’t make it.
“They can learn those soft skills, but also the tangible skills to be a truck driver like load restraint and fatigue management.
“They’ve got a short burst for two weeks and then they have the opportunity to be placed in front of these employers who have a good shot at a job.”
As many companies look towards diversity in their workplaces, this is something else that courses like this can offer.
“These courses bring together an extremely diverse group of people from different countries, ages and genders,” Tafilipepe says.
“By having these courses it gives these students opportunities they may not have had before.
“It also gives the employer an opportunity to get someone a little green to take under their wing and show them the ropes. They can get the staff they actually really need.”
Students get the chance to learn skills needed to work in the transport industry. Image: Lizzie Tafilipepe / Supplied
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With crowds topping 30,000 people this year’s Casino Truck Show was a massive hit with truck lovers, including our very own Warren Aitken
33,468. Thirty-three thousand, four hundred and sixty-eight. Or in roman numerals XXXMMMCDLXVIII. No matter which way you look at it, that’s a pretty big number. How is this number relevant to my summation of the 2024 North Coast petroleum Casino Truck Show. Well 33,468 is the number of steps I racked up in my attempts to cover every possible angle of this year’s show. 33,468 steps and I still didn’t manage to see all the trucks. The small NSW town was hiding trucks in every conceivable crevice. It was truck nirvana, and I was more than happy to wear out my Nikes as I soaked up the streets of shine throughout Casino’s CBD. Circumstances saw the numbers registered and participating in the convoy down, but the attendees, the quality and the truck show itself just keeps going up.
For those that joined along on the 2023 Casino Truck Show crusade you may recall the numbers at the show just exploded, over 600 trucks, with pretty much all of them eager to participate in the through town convoy. It was impressive, but it was also a hell of a lot for the small committee to handle. From the difficulties of trying to stage and register 600+ trucks, in an industrial area consisting of three streets and an alleyway, to the complex permutations needed to park the aforementioned trucks in the town’s main street, whilst still allowing for people to enjoy the entertainment, peruse the trucks and generally be able to breathe out. It was a tight fit.
approach. An approach that would reign in the chaos a little but still allow for a pretty damn cool show. Step number one, the registrations were capped at 600 trucks. This was a pretty late call, but the committee found with several weeks to go they were running the risk of dwarfing the 2023 numbers. Whilst that sounds good, I am pretty sure their judges would have quit, their caterers would have capitulated and the parking wardens would have just thrown their hands in the air, refilled their Mai Tais and walked away. So yes, the decision was made to cap the registrations at 600. It wasn’t an easy decision. Many truckies can only make the call to attend a show at the last minute and that wasn’t lost on the committee. Hence several Casino enthusiasts missed out this year. It was however the right choice. It allowed a lot more control and, in the end, allowed for a much smoother day for those organising this epic event. The second big decision around the 2024 Show was the call to limit the number of trucks participating in the always popular Convoy. The decision was due mainly to the fact the team were unable to find an area to stage the
enjoying the festivities and the amazing display of steel and shine.
Top, L to R: The
of
don’t often get out to shows, they are normally hauling some of the biggest loads, all over Australia. It was great to see them in Casino; Well I guess that does save pushing the kids around all day... Rob Grill with his remote control Mercedes was escorting Bayley and Immy around. With Ryley getting the backseat roll in the speedway car.
Above: The appeal of the Casino truck show saw many teams battling to have truck projects finished in time to display. Like this 2024 5700 XE Western Star golf buggy conversion. The tanker on the back is actually a smoker and as soon as I find out who runs it I will be getting this cool set-up out to cater my wedding!
Opposite bottom right: This year’s truck of the show went to the stunning A & J Salter K200 from South Australia
big boys
S&S Heavy Haulage
“I also managed to acquire a poodle shaped balloon, and an enormous novelty hat”
overflow out at the convoys start point. As I mentioned earlier, the Casino industrial estate isn’t the biggest and without the extra staging area there would be trucks lined up all the way back to Lismore. However limiting the numbers actually had some unforeseen benefits. Firstly, speaking to the amazing volunteers out at Tomki Drive registration site, they all commented on how much more relaxed the vibe was out at the convoy start point. Obviously, there were fewer trucks trying to find parks and fewer drivers lining up to get registered which took a lot of the pressure off the volunteers and the drivers. Most importantly it also resulted in the wait times on the sausage sizzle reducing dramatically.
The other benefit of splitting the numbers was that it allowed
the committee to start parking trucks up in the main street as early as the Friday night. In fact, the North end of Barker Street had its own pre-truck show Truck Show on the Friday night with the likes of Land Transport, S&S Heavy Haulage, HHA and several others delighting the locals with a light show over dinner. Saturday morning saw trucks rolling in and parking up as early as 6am. I know this for a fact as I myself had brought a truck down to sit on display and when I rolled in at 6am I was well down the waitlist.
Another advantage of having so many trucks skipping the convoy and staging up down in the CBD was it gave the general public a reason to come down and get involved in the show a lot earlier than in previous years. As a Casino Truck Show fan from back in the days of around 100 trucks, I have never seen so many people in attendance. Word is the 2023 show had 14,000 people attend and it honestly seemed to me that there was that many just sitting out on the street awaiting the convoy, with half as many again wandering around the trucks already parked up. This year we did lose the attraction of those lunatics on the stunt bikes, although their area was besieged by more brilliant big, beautiful trucks, so that kind of nullified that. As is tradition, a stage was set up outside the Commercial Hotel to entertain the masses. If I had any rhythm or a modicum of dance skills, I would have happily cracked
Top middle: There was plenty of custom coolness on display this year, including the stunning FLB Freightliner seen here, which as far as I know is still for sale if you’re interested
Above, L to R: The town square was packed for the awards ceremony. It was a fantastic turnout overall for this year’s Casino Truck Show; The crowds were literaly bursting at the seams for this years convoy
out the moves with the Tony Q band bellowing out some beauties. Instead, I spared those watching years of PTSD and took my two left feet down to the other end of the packed Walker Street where this year a second stage was set up for Mossy Rocks to show their musical magic. There was no shortage of foot tapping entertainment on hand this year. PS… I didn’t traumatise the crowd down that end of town with my inept dance skills either. I am considerate. As is always the case at Casino there is a multitude of merchants on hand to help you with all the things you need and plenty of things you didn’t know you needed. Once again, I came away with more caps than I can possibly wear in my lifetime, as well as a couple of extremely cool hoodies. Considering Queensland temperatures only drops low enough for hoodies for about two weeks a year, I’m covered until at least 2044.
I also managed to acquire a poodle shaped balloon, and an enormous novelty hat. I just can’t remember where I garnered them from. Alongside all the merchandise vendors there were plenty of trade stalls, displaying everything from lubrication systems, to state-of-the-art bulbar design. The fantastic team from Healthy Heads in Trucks and Sheds were also on hand, raising awareness of mental health and wellbeing within our industry.
The Casino Truck Show is a family event and wouldn’t be complete without the usual kids’ corner. Or kids’ street is more accurate, it is a great area with plenty of activities. Although as usual they get a little tied up with their age restrictions. I reckon I would have been fine on the inflatable slide, just saying.
This year also saw Moore Trailers design and build a custom bar which was auctioned off to raise money for the Movember charity. Engel donated an upright fridge that
“Most importantly it also resulted in the wait times on the sausage sizzle reducing dramatically”.
Waving the European banner amongst all the Kenworth badges was Brendon Cuskelly who drives this stunning 2024 XF DAF for Lucas and Sons out of Brisbane; Yes the Casino Truck Show is predominantly about the big shiny trucks, however it is also a family event and a great time for all the family to get together. I managed to rangle the Reiner family all into one spot for a nice family photo with one of the family trucks. Laura and Levi. Mick with 16 month old Ollie. Chris with two year old Leo and Kate and Maddie; Everyone had smiles on at this year’s show, even the very hectic committee members, John Hamilton and Jess Ind. These two were extremely busy ensuring everything flowed smoothly all day; The Statewide Car Carrying team of Stix, Mitch, William and Brett came up from Somersby to enjoy the show. They even picked up the best car carrier prize with their stunning T410; Darrin, Nat and Charlie Cuthel from DC Trucking in Coffs Harbour brought a couple of trucks along, including this stunning Kenworth T659 that was perched on the Truck Writers’ display.
A CAREER ADVOCATING FOR TRUCK SAFETY
Industry stalwart Mark Farlow worked passionately in the 80s and 90s to make a safer transport industry in Australia. Alex Catalano writes
Mark Farlow has given his life to the transport industry. Recently retired (at least, semi-retired), his career started in the automotive industry as the youngest Mercedes-Benz sales manager in the world at 27, before moving into trucking.
Across his four decades in the industry, he was a passionate advocate for safety, working to make transport and freight a better place for every worker. He rose to prominence in the Commercial Vehicle Industry Association in the 80s and 90s, first as a member before rising to state president in New South Wales, then eventually national president.
OwnerDriver spoke to the transport stalwart about his career and the lasting changes that he campaigned for to this day.
Passionate advocacy
Mark seemed to be destined for a career in transport, first starting off with the New South Wales Department of Transport, issuing driver’s licences as a public servant.
He was caught between his two loves, sport and automotives. Mark even briefly acted as rugby league side Wests Tigers’ marketing manager, but it was transport where he made his name.
Joining the CVIA was the jumping off point for Mark to start advocating for a safer transport industry, the effects of which we still see today.
“In 1989, 346 people died on Australian roads in heavy vehicle accidents,” he tells OwnerDriver.
“The CVIA had done a lot of work with Blue Circle Southern Cement to get B doubles approved. It would reduce the number of trucks in the road and carry more freight.
“It took a lot of negotiation with the government to get B doubles approved. The original scope was they would go outskirts to outskirts like Somerton in Melbourne to the crossroads in Sydney, or depot to depot.
“You can carry one and a half loads of freight on a B double. Two B doubles replaced three normal semitrailers, so it gave higher productivity to the industry.
“I went to Canberra to have a meeting with the Minister at the time about getting them approved.
“There’d been a bad truck accident on the weekend that he walked into the room on the Monday morning, threw the Sunday paper down on the table
where it was on the front page of the paper. And he said, you fix that, and we’ll talk about B doubles.”
To get B doubles on the road, Mark and his team at the CVIA had to explore new safety avenues.
At the time, all European trucks came equipped with speed limiters. While it was law in Europe, they weren’t turned on in trucks that were operating in Australia.
To avoid on-road incidents where speed was the major contributing factor, he knew they would have to get speed limiters accepted across the Australian transport industry.
“In 1988 we started talking to the government about getting B doubles on the road, and in 1990 it got approved,” Mark says.
“The European trucks like Mercedes-Benz, Scania, Volvo, DAF, already had speed limiters in them. As a trade-off to get B doubles, we said what about speed limiters? I’m very proud of them now.
“In 1990 deaths from heavy vehicle accidents dropped to 260, and then in ‘91 it dropped to 180. If one person dies that’s too many.
“Before that time there were trucks on Australian roads, on the old Hume Highway, and they were geared to do 135km and did. Express freight was part of that. That was a trade-off to get B doubles on the road.”
Being a part of the CVIA and other industry associations helped with the longevity of his transport career, Mark says.
With the industry constantly evolving over his four decades involved in it, it always made sure he stayed informed on what was going on not only in Australia, but across the world.
“Being involved in industry associations helped. I would encourage everyone to be involved in their local industry association. You get the updates,” Mark says.
“I always looked overseas a lot. I subscribed to a couple of overseas industry magazines. And I found England pretty good, because they talk sense, and the same language! And the USA.
“Now I’ve been doing some advising work with the Department of Transport in the US on speed limiters, because they don’t have them. They have them in Canada, in Europe, in the UK, Australia, New Zealand, but they don’t in the US.
“They’re trying to bring it in, and they’re talking about 68 miles an hour, which is about 110kmh. But some over there want to do 75 miles. All the arguments that they’re bringing up over there, the same arguments are brought up again.
“You’ll create mobile roadblocks, you won’t be able to get out of trouble. None of that’s proven. In some ways they’re more legislated, but in other ways less. It’s been interesting dealing with them.”
Roles on the road
Throughout his career, Mark says he’s been on ‘both sides of the fence’, working both as a dealer and in fleet management.
He drove for Toll for five years, carted racehorses interstate for a now defunct company called Livestock Transport, and also drove for Linfox.
Mark says he did think about owning his own truck a couple of times, “but then reality kicked in”.
He spent a good five years as the branch manager of International Trucks Sydney across the ‘90s, getting a good picture of what drivers and fleets wanted to see from their trucks.
“We kept parts and service open 24 hours a day, six days a week to offer a difference,” Mark explains.
“That way customers whose trucks ran during the day, they could get repaired overnight, and trucks that ran overnight could get repaired during the day.
“If it was going to be open for the mechanics, I had to have it open to the general public. There were a number of fleets in Sydney that had their own workshops that worked to have a night. So they could come in and get parts.
“That brought in customers that hadn’t dealt with us before. We had 45 per cent market share in Sydney.
“We started selling trucks to people that we hadn’t sold to before. And I’m a firm believer, the sales department sells the first truck, service and parts department sell the rest.
“The owner driver could work all day, drop his truck in in the afternoon on his way home, have it serviced overnight, and then pick it up five in the morning go back to work.”
Mark’s ‘retirement’ should be taken with a grain of salt – while he is stepping back from some of his roles, he says he’ll still stick around the transport industry.
He still has plenty he wants to see change within the industry that hasn’t yet, which he will continue to advocate for.
“I probably will do some consulting work for transport companies. I’ll probably never fully retire,” Mark laughs.
“The industry is constantly changing, and I think the regulations are getting too much for drivers. I firmly believe that truck driving should be an apprenticeship.”
“The industry is constantly changing, and I think the regulations are getting too much for drivers.
“I firmly believe that truck driving should be an apprenticeship. The driver now has to know so much. It’s not just the road rules. It’s the loading codes, dangerous goods codes.
“For the large companies, they’ve all got training departments that can do all that. Something would change and you could do a course on the computer and update yourself. But for an owner driver or small fleet, that’s impossible.
“How can an owner driver or a small fleet, how can they keep up with the changes in regulation?
“How can they impart that to their drivers?
“How does an owner driver prove they’ve done training?
“I did driver training when I was at Toll for a while, the 10 most misunderstood road rules. I used to teach that, and people would want to argue with me.
“That said, I think I left the industry better than I found it. And I think any job you do where you can walk away saying that is pleasing.”
Above: Mark on his last day at Toll.
Opposite bottom: Mark spent time working for SupaGas.
TWU Michael Kaine
Let’s learn from history
The Covid years showed the importance of a functioning supply chain and offer a guide to how to get it right in the future
During the pandemic Australia and the rest of the world saw the importance of the transport industry to keep things running. Transport workers were busy making their way across closed borders and dealing with immense risk to themselves and their families to make sure critical supplies made their way around the country.
With legislation now in effect that will give us a once in a lifetime opportunity to make lasting change, it’s a reminder to look at our recent past and how we can use those learnings to inform how we can make transport safer and fairer.
A spotlight was shone on the health impacts of the pandemic on workers over the last few years. But beyond the health impacts, we saw how critical supply chains are to the lives of all Australians, and how easily these supply chains can be unnecessarily interrupted.
During the Covid pandemic, the TWU wrote to then-Prime Minister Scott Morrison several times warning of the possibilities of supply chain havoc, with confusion around testing requirements, rest stops closing, and a shortage of essential supplies.
Those warnings were ignored and in the beginning of 2022 we saw supermarket shelves empty and planes grounded as a lack of free and accessible testing wreaked supply chain havoc.
State and Federal governments were full of praise for how the transport and logistics industry kept the country going, and transport workers and operators can be immensely proud of those efforts.
The transport industry did its part. Next time we need to make sure governments support that work.
We know there will be a next time. Whether it’s a pandemic, floods, fires or anything else, transport is essential to keeping things running and we need to ensure that work can continue safely and sustainably.
The Transport Workers Union of Australia has a proud tradition of standing up for the safety of all transport workers. And we’re also proud to stand together with employers, industry associations and others who are equally committed to a safer industry for all.
SAFETY FOR ALL
Transport Education Audit Compliance Health Organisation Ltd (TEACHO) is a not-for-profit organisation working in our industry to deliver improvements in health
and safety in practical ways.
These include the BlueCard skills passport to improve training and skills outcomes, Steering Healthy Minds Mental Health First Aid training for peer-to-peer mental health support, and research to inform better policy. All of these are crucial pieces of the puzzle as we work together as an industry to improve road transport.
The TEACHO Board is made up of four Employer Directors, two Independent Directors and three Directors from the TWU, all with truckloads of experience in the industry.
And we all have one common goal.
When we think about safety, we often think of the danger on our roads, the potential for accidents and physical injury or death.
With trucking the deadliest industry in Australia these are of course massive challenges we are working as an industry to address.
But we are now learning more about psycho-social hazards and psychological injuries which also hugely affect those in the transport industry.
TEACHO commissioned a multi-stage research project on Infection Control, Transport Workers, and the Supply Chain, which was undertaken by the Centre for Health Equity Training, Research and Evaluation (CHETRE), at the University of New South Wales (UNSW), with a team of experts from UNSW and Sydney University.
The comprehensive research, which aimed to investigate the risks, transmission dynamics, training solutions, and implications for the transport industry makes a number of key recommendations, which include:
• TAILORED APPROACHES: tailor infection control activities, including pandemic prevention, to the different modes of activity across the transport sector – because as we know, the transport industry is diverse and requires diverse solutions
• ONGOING EDUCATION AND TRAINING: provide ongoing education and training programs that ensure consistent and adequate adherence to infection prevention and control measures, even during non-pandemic periods
• ESSENTIAL SUPPLIES: collaborate with government agencies to create stockpiles of essential supplies, including PPE and sanitization equipment, strategically located across transport networks – we saw the havoc that a lack of PPE and other essential equipment led to in our supply chains during covid
• INDUSTRY INPUT: engage transport sector leaders in pandemic focussed planning and decision-making, actively seek their input, fostering ownership and cultivating a sense of responsibility –the people who work in transport every day are the best placed to offer solutions
• EARLY DETECTION: implement routine health monitoring and testing for transport workers, enabling early detection and containment of potential outbreaks
• CLEAR AND CONSISTENT GUIDELINES: the transport industry advocate for the development and implementation of clear and consistent infection prevention and control measures for borders throughout Australia to the federal government – inconsistent measures which were constantly changing caused havoc during covid for those crossing state borders
These recommendations are practical and they would work to both protect transport workers and operators, and ensure our supply chains are prepared.
You can read a full copy of the report on the TEACHO website https://teacho.com.au/ news-activities/
The report has been submitted to the Commonwealth Government COVID-19 Response Inquiry, and shared with state and federal parliamentarians, industry associations and regulators.
If we are faced with a similar situation in future, these measures would mean we can be confident that employers are prepared, the workforce is safe and we can all continue to do what we are here to do – keep the country moving.
BELOW: Testing confusion added to supply chain woes during the pandemic.
THE IMPORTANCE OF STABILITY SYSTEMS AND EBS
There’s many things that can go wrong with all the inner workings of braking and stability systems, but expert Shane Pendergast is educating the industry on how to look after them as Alex Catalano found out this month
If your truck or trailer uses electronic braking or rollover stability systems, you probably know the name Shane Pendergast. Working as a service technician for Air Brake Systems in Sydney, he’s normally the first point of call for issues that arise with systems that keep your truck braking safely, and on the road.
Shane earned the prestigious Craig Roseneder Award for Technical and Maintenance Excellence last year, as recognition for the work he’s done both in his service role and educating the industry around EBS and rollover systems.
He was recently at the Livestock and Rural Transporters Association of Victoria’s annual conference in Shepparton, presenting to educate livestock workers and rural truckies on common issues with these systems.
His story began nearly four decades ago in rural New South Wales, where he was first captured by trucks.
“We all started driving very, very young back then,” Shane said at the conference.
“Badly influenced by all the people around with these beautiful trucks, I went out and bought my own truck, which was a 1965 Peterbilt. Adam Gibson, now at NTI dragged me to the Fraser’s yard in Warwick.
“Fraser’s now spends every Friday to Sunday educating everyone on truck safety. I have a regular gig there educating on EBS and rollover systems.
“I started very early in my trade, took over a workshop right at the end of my fourthyear specialising in Caterpillar earthmoving equipment. I had that business for about 10 years before I got a tap on the shoulder.”
This was when Shane was taken under the wing of the late Angus Wickham, encouraged to move out of the workshop and behind the wheel of a truck.
He moved into driving, jumping into a log truck after the popularity of the logging industry began to decline as all the businesses across rural NSW began to shut down.
“Angus Wickham asked if I wanted to drive a log truck,” Shane says.
“That’s all I ever wanted to do. I jumped into the C500. This was a big Kenworth town. It’s a big truck. It had two transmissions, four speed and a 10 speed main Road Ranger. It was very rough.
“It weighed about 14 ton empty. I jumped at the
opportunity, but it only lasted me six months. I had to be cut out of the truck after an accident.”
Shane tells his story as a lesson of what the industry could have continued to be had advancements in stability and braking systems not been made.
He continued to work in the industry however, getting back behind the wheel before too long in a mix of roles taking on subcontracting roles and as a part of fleets.
It wouldn’t be too long before he took another big step which led him towards the path he’s on now, learning more on the mechanical side of trucking.
“Still with that boyhood dream, I did go work for myself for another 14 months,” Shane says.
“I got a job with Hardy’s Haulage, who are one of the best transport companies I’ve ever dealt with. I spent seven or eight years driving for Ross and as a tradesman. That’s where I learned all about trucks. Braking, suspension, tyres, road rangers, roads, cities from Brisbane to Geelong. It was one big learning package.
“Cootes were then handed the Shell contract on a platter. All of a sudden there were 15 jobs available. I jumped at the opportunity, and made my wife move to Sydney.
“One of the last loads I did was to Darwin. That was a long way to go back to Sydney.”
Getting the systems right
Shane would go on to work for Cootes for nearly 16 years, as a workshop manager, handling a number of mechanical roles.
He would service the fleet, and carry out regular quality control checks on serviced units.
While the industry was becoming safer across the 2000s, there were still avoidable incidents happening that would require greater safety regulation for Australian trucks.
“The Pebbly Beach rollover was responsible for the implementation of modern day rollover stability control,” Shane says.
“I was in the Port Botany workshop at Cootes. This was a horrific accident. It closed the South Coast Road for nearly a week. The trailer was fitted with standard ABS only.
“That accident could have been avoided if it had been fitted with a rollover stability control system.”
The next step in Shane’s career would see him move, or ‘get poached’, to where he still is now – Air Brake Systems.
For the past eight years, he’s worked there as the NSW sales and service manager, servicing and educating about electronic braking and rollover systems.
“We now provide training, workshops for anyone that wants to learn,” Shane says.
“In 2017 I provided the first training to the New South Wales RMS. Trucks are getting bigger. There’s never been a more important time to have stability control function and braking systems in your trailers.
“I have no issue with high productivity vehicles – we have a lack of drivers, so that’s where we need to be. How lucky are we that we make the best trailers in the world.
“But if you’ve ever driven an A double or a B double that’s not set up correctly, it’s not fun at all. Braking systems need to be harmonised. We need to be doing onset testing.”
The process of testing and diagnosing these systems can be long and painful, but Shane has the benefit of advanced data systems on his side.
He’s got it down to a science now, with the primary issues with truck and trailer brake systems now more diagnosable than ever.
This can be the difference between wheels coming off the ground, or the brakes firing as strongly as they could be.
“We jack up the steer axle, put a high-tech pressure gauge in the booster and I turn the tyre with the palm of my hand,” Shane explains.
“We get a really good guy in the cab, and he goes down as slow as he can on the brake pedal. When I can’t turn the tyre anymore, I snapshot that pressure.
“It’s the same on the dolly. When the signal enters the brake booster, it stops travelling. At 100kmh, you’re travelling 28 metres per second.
“It has to push, rotate and overcome turn springs. Do you reckon all those wheels are contacting at the same pressure together? When the brake signal goes into the A trailer, it goes electronically through the rest of the trailer.”
Not only is it important to get your brake systems aligned correctly for safety, but also for the longevity of
your trucks and trailers.
Shane says that equipment would have to be replaced far less often if more attention was paid to these systems.
“If the whole system brakes at the same time, we’d get brake axles and tyre realignments back to 4-500,000km,” he says.
“In 2020, I gave a presentation to the ATA’s ITC committee. The point of that was to share with industry’s important heads that 70 per cent of EBS systems are unloved and turned off.
“I hate to say it, but there was only really one purposebuilt EBS vehicle in Australia at that time. I spent thousands of weekends fixing those things, and they just kept coming.
“Those figures have dropped dramatically, but only because of new trailers that are hitting the road. Up to 2010, there were 28,000 EBS trailers on the road. 15,000 have been added to industry year on year since then.
“Now there more than 80,000 in the Australian network.”
With more knowledge out there about the importance of these systems, there are still a number of issues that can be easily avoided.
“Brakes have always been a problem. If you’re not harmonising your braking systems, you’re completely wearing down your brakes,” Shane says.
“If you’re not brake rollover testing, you may never know the deficiencies in your systems.”
Top: Electronic braking and rollover prevention systems do more work than many may realise
Above: An Isuzu electronic braking system
Opposite top: Shane spoke at the LRTAV Conference in Shepparton
Opposite bottom: Shane accepting the Craig Roseneder Award last year
Rocking the Roads Simon
Smith
New sensation
Take a trip down memory lane as our newest columnist Simon Smith explores a few of the
milestone moments of Australian music history
Australian rock music has a rich history, marked by iconic bands and significant events. August is a notable month for several key anniversaries in the Australian rock music scene. Here’s a detailed look at some of the major anniversaries celebrated in August:
1. INXS AND THE RELEASE OF “KICK” (August 1987)
INXS, one of Australia’s most successful rock bands, released their landmark album “Kick” in August 1987. The album catapulted the band to international fame, featuring hits like “Need You Tonight,” “New Sensation,” and “Devil Inside.” “Kick” is celebrated for its eclectic mix of rock, pop, and funk, and remains a pivotal album in the band’s discography.
2. SILVERCHAIR’S FORMATION (August 1992)
In August 1992, three teenage friends from Newcastle—Daniel Johns, Ben Gillies, and Chris Joannou—formed Silverchair. The band quickly rose to fame with their debut album “Frogstomp,” which was released in 1995. Silverchair’s grunge-influenced sound and their remarkable success at a young age made them a standout in the Australian rock scene.
3. COLD CHISEL’S “EAST” ALBUM RELEASE (August 1980)
Cold Chisel, known for their raw rock sound and poignant lyrics, released their critically acclaimed album “East” in August 1980. The album included hits like “Cheap Wine” and “Choirgirl,” cementing Cold Chisel’s status as one of Australia’s leading rock bands. “East” is often hailed as a classic, showcasing the band’s versatility and lyrical depth.
4. THE BIRTH OF MIDNIGHT OIL (August 1976)
August 1976 marks the formation of Midnight Oil, a band renowned for their powerful rock music and politically charged lyrics. Fronted by the charismatic Peter Garrett, Midnight Oil became synonymous with social activism. Their song
“Beds Are Burning” from the 1987 album “Diesel and Dust” became a global anthem for indigenous land rights.
5. AC/DC’S “BACK IN BLACK” ALBUM MILESTONE (August 1980)
Although AC/DC released “Back in Black” in July 1980, the album’s massive impact was particularly felt throughout August of that year as it topped charts worldwide. This album, a tribute to their late singer Bon Scott, featured iconic tracks like “Hells Bells” and “You Shook Me All Night Long.” It became one of the best-selling albums of all time, solidifying AC/DC’s place in rock history.
6. THE ANGELS’ “FACE TO FACE” ANNIVERSARY (August 1978)
The Angels released their influential album “Face to Face” in August 1978. Known for its energetic rock sound and the anthemic hit “Take a Long Line,” the album played a significant role in shaping the Australian pub rock scene. The Angels’ aggressive style and engaging live performances made them a favorite among rock fans.
7. FORMATION OF JET
(August 2001)
In August 2001, the Melbournebased band Jet was formed. Their debut album “Get Born,” released in 2003, included the hit single “Are You Gonna Be My Girl,” which brought them international acclaim. Jet’s garage rock revival sound resonated with a new generation of rock enthusiasts.
These anniversaries highlight the diversity and enduring appeal of Australian rock music. From the hardhitting sounds of AC/DC to the socially conscious lyrics of Midnight Oil, the contributions of these bands have left an indelible mark on the music landscape. Each August, fans celebrate these milestones, remembering the songs and albums that continue to inspire and entertain.
SIMON SMITH is the manager and producer of Australian Truck Radio. He has been in the radio game for 44 years and has been customising playlists for truckies for at least 20 of those. For great tunes 24 hours a day, 7 days a week, download the digital app for your phone at www. australiantruckradio. com.au
Australian Truck Radio runs a music-based format with loads of industry news, interviews and insights that truckies can ‘lock on and leave on’ – 24 hours a day, seven days a week. Our programming is driven by the hottest country tunes and the greatest classic rock bangers along with the best mix of the ‘70s, ‘80s and ‘90s. We keep drivers engaged and informed for upwards of six hours at a time and improve road safety by doing what we do best.
“It became one of the best-selling albums of all time, solidifying AC/DC’s place in rock history.”
STUNNING STAR POWER POWER
This hay hauling beauty owned by Tim Durre of Durre Ag has been on Warren Aitken’s radar for many years
When it comes to chasing down stories there are several different approaches I employ. I can get a heads up from salespeople or I can absorb one of my mate’s recommendations. I can get called in for a photoshoot and then just morph that into a story, or I can make the most of that curse that is social media and hunt down an option from there. Then, on the rare occasion, I can just stumble across something really cool and unique.
That’s the category that Durres’ Iveco PowerStar falls into. It is a truck I have loved since the first time I saw it back in 2016. That was when this particular truck hit the road.
Its origin story lies with the king of king size rigs, Gary Athorn out at Cunnamulla, Queensland. Gary had customised the massive Iveco and thrown three stock trailers behind it. It was an absolute stunner. Back when it hit the road, I was a full-time driver and not in the business of chasing stories. I was hopeful one day I would get an opportunity to photograph the Powerstar but that was as far as my lofty goals went back then.
Roll on May 2024 and I am back behind the wheel as a relief driver,
Image: Warren Aitken
Above: Very much a European Strallis look to the cab, which it pretty much is. It has held up well though with no squeaks or rattles as the interior rolls around to a million kilometres.
Right: Driver Ben is one of the few that still gets to enjoy the drive of the 7800 Powerstar. Rarer still than this is his second Powerstar, having driven a different one earlier in his career.
Below: I managed to capture a shot of the extremely large Powerstar setup in the shadow of the local solar farm. The Iveco is definitely the better vision.
Opposite bottom: The 7800 badge is a hard one to find these days; not many were made but those still going are going strong.
All images: Warren Aitken
taking a few days off the fulltime journalist gig, but I am still always on the hunt for cool, character-packed stories.
I’m on my way back into Brisbane from out west, bouncing along the back blocks of Dalby in Queensland, happily absorbing the latest Peter Fitzsimmons audio book when I see this massive looking grill off in the distance. As we both drew closer the heat haze started to solidify and the outline of a huge Iveco took shape.
Like any good truckie I turned down the stereo volume, as that somehow refines our eyesight, and I realised I was glimpsing a very rare Iveco Powerstar. Better yet I was glimpsing the Athorn’s Iveco Powerstar.
As we got to the point where the stereo was all the way off, in order to see with 20/20 vision, I noticed the Athorn was off the roof and Durre had replaced it, but it was definitely the same truck. The same truck I had wanted to photograph eight years earlier and now I had a job that would permit me to track down and annoy the owners, pester them for some photos and find out what they do with one of the few remaining examples of Iveco’s flitter in the pool of heavy-spec road train trucks — the Iveco Powerstar 7800.
Unlike many of the other manufacturers Iveco has a relatively short history. The Italian multinational company first appeared in 1975 after a merger between Italian, French and German brands. Since 1980, when Iveco developed their first turbo diesel engine and began making heavy vehicles, they have predominantly focused on the cabover market — it’s a European thing. As the company
“You put your wallet on the dash, and it will still be there when you get there.”
grew and manufacturing factories opened up around the world it started to diversify.
When Iveco opened a plant in Australia the cabover was available, but now they were also building an Australian developed bonneted version — the Iveco Powerstar. This was a truck that combined the creature comforts and cab cosiness of a European lorry, with the running gear and wheelbase of an American truck. The first generation Powerstar proved to be extremely popular for that reason. Price was good, it was a comfortable ride and had a North American driveline. The second generation wasn’t as big a hit, with the trucks originally only able to be specced with the Iveco Cursor Engine and the EuroTronic II transmission.
In 2010 Iveco went back to fitting the Cummins engines, as well as road ranger gearboxes and all was well again. There were several different models available, catering for single trailer work, B double work and as far as 90t road train rated Powerstars.
In 2014 though, Iveco took a stab at the real heavy-duty side of Australian transport and began production of Powerstar 7800, the top
shelf big brother of the Iveco range. Dual rail, 140t rated, available with up to a 60-inch bunk, it really was a Power Star in the Powerstar range. That is the condensed and extremely broad rundown on the Iveco history. I could go into more detail, but a lot of the words are in French or Italian and that just gets confusing. Instead, we shall just move on and get a bit of a rundown on this rare and mighty looking lorry. I was able to catch up with the owner Tim Durre, and the current driver of the truck Ben Durkin as
“As far as the trucks go, I probably haven’t had to do as much as I’ve done, but I do it because I like it.”
they were pulled up in a Darling Downs paddock loading a double road train with some top-notch nosh for a field full of future steaks.
As mentioned in the last paragraph, Tim Durre is the man paying the registration fees for the staunch looking 2016 Powerstar 7800 on the pages before you. Tim is top of the food chain at Durre Ag Pty Ltd. The Toowoomba-based company owns three irrigation properties that supply hay to feedlots and farms around Queensland, NSW, Victoria and as far west as the South Australian border.
“We run three properties supplying hay. It’s basically like a paddock to plate in the meat game except we go from a pallet of seed to a crop, which we bail, then store and finally deliver when people need it,” Tim says. “We’re doing about 27 to 28 thousand bails a year. So having our own trucks value-adds to the farm. We have three trucks now and about eight trailers.”
Hence Tim’s job is literally to make hay whilst the sun shines.
Farming and agriculture are the dominant aspects of Durre Ag but that’s not to say trucking hasn’t always played a part in Tim’s life. Realising the importance of a hardworking truck has even more so.
“I’ve grown up on properties, Nan and Pop had a dairy farm north of Dalby and I started out share farming myself,” explains Tim.
The share farming for Tim, who was 19 at the time he got into his first property, was seen as more of a hobby/sideline gig. He spent his time between that and driving trucks for Swalling Livestock in Toowoomba.
“I loved the driving. I started just doing single trailer work for Gavin in a Heritage Western Star and he helped me get my MC licence so I could do the bigger stuff for him as well.”
For several years Tim balanced his life between driving trucks and share farming.
“Yea, there weren’t a lot of weekends, there was always something to be done,” admits Tim. “But it’s not really a job when you’re having fun is it. I was driving, meeting people and working the farm.”
As the farming work increased, the driving decreased a bit until Tim bought his first property.
“I’d gotten into a couple of feedlots which was year-round, and I started looking at having to get my own truck to cart the hay,” says Tim.
“I bought a CH Mack, it was a local truck, and I knew it was well looked after. I got the truck and single trailer. I’d cart my own hay and when I wasn’t doing that, I was subbing to Swallings.”
After that first truck things kind of snowballed. The Mack got sold and replaced with a Freightliner. A Western Star
Right: With Ben strapping down and Tim in the loader, the boys make quick work of loading the road train.
4900 Constellation then joined the fleet to make it two trucks.
“As far as the trucks go, I probably haven’t had to do as much as I’ve done, but I do it because I like it.”
The Western Star then got sold and replaced with a Kenworth T409SAR and in 2018 the Freightliner got sold and Tim got his hands on the big Iveco.
“It’s a great truck, so comfortable and huge to live in. Honestly you could drive from here to Birdsville with no air in the seat, it’s that smooth.
“You put your wallet on the dash, and it will still be there when you get there.”
Tim likes to point out that he can easily get in and walk around the gearstick with room to spare. Sitting in the seat he can’t touch the roof, emphasising the incredible amount of space. For the record, Tim is one of those 6ft giants as well which adds more gravitas to his claims. Just to add some perspective.
Aside from the comfort of the truck one of the other contributing factors in its purchase was the previous owner; Gary Athorn of Cunnamulla.
“Gary normally turns his over every couple of years and he always looks after his gear. When this one came up, I grabbed it. I knew it was a solid truck, we needed one capable of pulling two and three trailers, and I knew it had been well maintained,” Tim says.
“Gary had set it up a bit different to the others, This one has the double bed and no cupboards
“Hence Tim’s job is literally to make hay whilst the sun shines.”
up the back. The other ones I think just had the single bed, with cupboards and a little bar fridge. It’s perfect for living away in.”
When Tim picked up the Powerstar it had clocked up just over 300,000 kilometres, pretty much all of it with three, and occasionally two stock trailers in tow.
“It’s a real workhorse, it has the Cummins EGR motor in it, but we haven’t had any issues. We stay on top of all the maintenance and look after all the gear.”
Since it went to work with “Durre” on the roof kit, the truck has clocked up a further half a million kilometres, most of those with Tim behind the wheel, although at the start of last year he handed the keys over to his driver Ben Durkin, who himself is no stranger to the Powerstar badge.
“This is actually the second Powerstar I’ve driven,” Ben says. “I had one in my previous job, then got a T659 and now I’m back in the Iveco.”
Whilst Tim copped a few comments when he originally purchased a truck sporting the infamous EGR motors, both he and Ben have had a pretty good run, especially considering the
motor is closing in on a million kilometres, with pretty high engine hours.
Ben has noticed that if they are just poking around locally the Cummins tends to do a lot of shorter burn offs, but once you put two or three trailers behind it, it just cowboys up and loves it.
“It is a working motor for sure,” says Ben. “It loves it, with the big radiator as well I never have issues with it getting hot, even out west. You would send yourself broke refilling the coolant though, I think it takes about 120 litres.”
Having the capacity for 2000 litres of fuel also makes the truck perfect for the role into which it slots at Durre Ag. Ben does get home most weekends; but he still spends a fair bit of time out in far flung areas, where fuelling up every 1000km isn’t always feasible.
The six-metre wheelbase means carting hay into paddocks is fine, but you won’t be seeing the Iveco backing onto finger docks or doing local Bunnings deliveries. Again that is fine with Tim as the truck is designed for the hard heavy work and that is exactly what it does, and does very well.
“I really can’t understand why Iveco didn’t
Above: One thing us short legged folk do struggle with in the 7800 Powerstar is the step up from the tank to the cab. As you can see, it’s not the most ergonomically functional.
Below: Durre Ag Pty Ltd have all the tools for feeding the herd, from the Iveco, the feed, the loader and the knowhow. It’s a business that knows exactly what its doing.
make more,” Tim says. “They are a heavy truck, full of fuelits about 14t, so they aren’t any good for tippers of grain. But as a stock truck, and for what we do, it is great.”
Whilst Iveco mass-produced many of the Powerstar range, the 7800 was a customer specific request. Although I have struggled to get confirmation, the word is only around 20 were ever made. It is kind of sad - they are a damn cool looking truck.
Doing photos with Tim’s Powerstar out in the paddock, loading in the mud and maize, there was very little glistening stainless, with the exception of the old school spiders. The painted tanks and minimal stainless don’t detract at all, if anything it adds to the toughness of the Iveco’s look and is a lot more job applicable. The Powerstar 7800 looks every bit at home offroad with two trailers hanging off the back. It is a truck that holistically parallels its owner Tim. For Tim has spent his life just working hard and never backing off. Exactly what the Powerstar has done and continues to do.
I am very thankful I happened to pass the big Iveco on one of those outback goat-tracks we call highways earlier this year and extremely thankful I had the opportunity to finally snap some shots of the larger than life, and twice as elusive Iveco Powerstar 7800.
HIGHWAY ADVOCATES
Rodney Boyd & Robert Bell
Guilty pleas can help
Experience, knowledge and strategy are key to finding the right outcome for clients when it comes
to any legal proceedings
Since we launched in May 2021 Highway Advocates has managed over 1,000 cases across Australia and many of those cases have involved guilty pleas.
We are often asked why anyone would invest in pleading guilty. The answer lies in our name. We aim to provide effective and focused advocacy, and in some cases, that means a guilty plea.
Effective advocacy is important at all levels of the criminal justice system, but never so important as when you are pleading guilty. Unfortunately, with some very important exceptions, most offences under the Heavy Vehicle National Law and other Road Transport Legislation are treated as strict liability offences.
This means, in simpler terms, that the offence is proven even if you aren’t aware of any intention to commit the offence. In other words, you can be found guilty of a strict liability offence regardless of your intent or knowledge of the act.
Let’s be honest: most of truck drivers don’t intend to accumulate a work diary full of serious offences that will attract hefty penalties and demerit points.
This is where effective advocacy comes into play. We’ve consistently delivered unheralded outcomes, often resulting in no convictions, no fines, and no loss of demerit points in NSW through being able to explain to the court how and why a transgression may have taken place.
This often means our clients do not have any demerit points deducted from their driver’s licenses, helping them to maintain their driving privileges and livelihood.
Some of our most recent outstanding outcomes include:
• 4 x critical risk breaches – Potential maximum penalty of $75,600 and 16 demerit points. We achieved no convictions, no fines and zero loss of demerit points.
• 5 x fatigue and false and misleading
– Potential maximum penalty of $47,840 and three demerit points. We achieved section 10(1)(a) dismissals on all five counts.
• 10 x fatigue-related breaches with a potential maximum penalty of $70,580 and three demerit points. We achieved a total fine of $600, which
is less than one per cent of the maximum penalty.
These outcomes were achieved in just one week. Imagine our outcomes over a year. This is the reason we exist, to help truck drivers and operators facing some of the highest penalties and most onerous enforcement known to any industry, let alone one that carries this country.
Another amazing recent result worth mentioning is one in which our client inadvertently tripped an over-height alarm on the Warringah Freeway, North Sydney. This triggered an absolute avalanche of enforcement, including licence and registration suspensions. It also left our client with a sheaf of penalty notices, including one for $4,376 and, wait for it, 12 demerit points.
BELOW: Sometimes a guilty plea is what’s needed to move forward
Our client had lived outside of Australia for many years and returned to truck driving in Australia after the wildfires that ripped through the Hawaiian island of Maui in 2017 destroyed his business and home.
Trying to do the right thing, our client purchased a Garmin DEZL LGV10 GPS Truck Navigator. He had preset the height restriction at 4.6 metres and relied upon this device to do what it claimed it would do.
On the date of the offence, this device directed our client to enter Pennant Hills Rd, then inexplicably directed our client towards the Warringah Freeway and the Harbour Tunnel. The outcome we achieved for our client was no conviction, no fine and zero loss of demerit points.
Another aspect of enforcement under the HVNL is that, in many cases, the prosecution has the choice of whether to proceed against the driver or the registered operator. It is no coincidence that the registered operator carries the can in these circumstances. The maximum penalties are five times higher than those imposed on individual drivers.
However, when the registered operator is charged instead of the driver, the offence allows the defence of ‘reasonable excuse’.
In the last four cases we handled under these circumstances, all charges were withdrawn / dismissed upon Highway Advocates’ representations.
Highway Advocates, keeping you in business, and your drivers on the road.
“We aim to provide effective and focused advocacy, and in some cases, that means a guilty plea.”
THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Cracking down on towing scams
The Western Australian government is conducting a major overhaul in regulation of its towing industry, with concerns raised both by operators and customers
The ‘wild west’ days of the Western Australian towing industry are expected to end after the State Government stepped in to bolster regulation in the sector in response to industry and public outcry.
The final straw came at the end of 2024 with 17 people charged and 26 charges laid in a police operation targeting unlawful activity from tow truck operators.
Now, the Towing Services Bill 2024 is before the WA government, to establish maximum charges for the towing of vehicles, as well as better working and safety standards for drivers.
Owner Driver sought comment from the state’s assistant transport minister David Michael on how the new regulations will impact towing operators.
“The new requirements will cover all workers providing crash towing and storage services and support a safe, fair and efficient towing industry,” a government spokesperson says.
“The first stage of the Bill (covering maximum charges for towing and storage) will build on existing requirements for record-keeping and price transparency, so this will mean minimal changes for towing industry workers.
“Workers will need to ensure that drivers of crashed vehicles are given an ‘authority to tow’ that specifies the actual charge that is being imposed for towing from the scene of the crash, and for daily storage.
“Other new requirements for the first stage of the Bill will include a ban on ‘spotter fees’ (giving money to people who report crashes) and introduce the regulation of safety requirements and the conduct of workers at crash scenes.”
“These changes will have minimal impacts on industry professionals who are already doing the right thing.”
The Bill will include a requirement for towing operators to meet ‘fit and proper character provisions’ and occupational authorisation checks to crack down on illegal operations.
The WA government says that this to protect both workers and towing customers across the state.
“The purpose of the authorisation process is to protect motorists by ensuring that towing is undertaken by reputable parties,” the spokesperson says.
“The provisions will be similar to those already in place for the on-demand transport industry: regulations will define certain offences which are ‘disqualification offences’ that prohibit the Department of Transport from granting an authorisation to a worker or business.
“These are serious crimes such as violent offences, fraud, drug trafficking and sexual offences. DoT will also be able to suspend, cancel or refuse to grant an authorisation where the person is not of good repute, with regard to their character, honesty and integrity.
For workers, DoT will also
consider their medical fitness.
“In making decisions around the public interest, DoT must consider ‘the need for the creation and maintenance of public confidence and trust in the credibility and integrity of the towing industry.’”
The initial regulations will be aimed at the storage and towing of light vehicles, as this is where the towing industry sees most of its business.
However, the DoT understands that heavy vehicles (trucks and otherwise) also require inclusion in industry regulations.
While this will be another task in the process of making new industry regulation, it will be considered once the new guidelines are set.
“The initial priority is to introduce maximum charges for the towing and storage of light vehicles involved in crashes in the Perth and Peel regions. Public consultation found that this was the greatest problem,” the spokesperson says.
“Crash towing and storage for other scenarios will still require the charges to be ‘reasonable in the circumstances’. This will be determined by factors such as the cost of providing the service and market rates.
“If there is displacement of problematic behaviours into other types of towing, the legislation will have the ability to introduce regulations which expand coverage to further geographical areas, vehicles of particular types, or to breakdown towing.”
With the Bill currently in front
of the WA government, the hope is that these regulations will come into effect as quickly as possible.
If passed within the coming weeks, expect the guidelines laid out in the Bill to come into effect before the end of the year.
“Subject to Parliamentary approvals, the first stages of the legislation will be in force in late 2024,” the spokesperson says.
“This will include the regulation of maximum charges for crash towing and storage, spotter fees, offences around safety and conduct at scenes, and new powers for information sharing and enforcement.
“Introducing occupational authorisation for workers and businesses will require new systems, and it is currently planned that these will be developed during the 2025/26 financial year.”
Above: WA assistant transport minister David Michael. Image: WA government
Below: The WA government is cracking down on maximum charges for towing operators. Image: Patrick/stock.adobe.com
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truck event
RED DUST AND RODEOS IN COOLGARDIE
There was plenty to enjoy at the Coolgardie Rodeo and Outback Festival, including the small but mighty truck and ute muster
The tiny, remote Western Australian town of Coolgardie was bustling to the brim over the weekend of August 16, as patrons from all over the nation flocked in for the Coolgardie Rodeo and Outback Festival.
In all, 4500 people attended the event over the weekend, which is nearly six times the typical population of 800.
It was the fourth edition of the event, which is organised by Outback Rodeos, and it has only gotten more popular year on year, particularly with trucking fans.
This year, 32 trucks entered for the chance to claim prizes valued at $500 across a number of categories including Best Old School Mack, Old School Kenworth, Rustic, Work Horse, Kenworth, Mack and Unique Banger.
On the ute side, entrants were competing for the Best Work Ute Setup, Best Camping Rig, Best Muscle Ute, Best Old School Ute and Best B & S Beast.
Event organiser Bodean
Buckingham says it was a cracking weekend full of fun for all ages.
“We had about half an hour of bad weather but for the most part people had a good time,” he tells OwnerDriver.
“We had 1400 people camping out the back. It was awesome. People came from all over Australia. Last year we had people from every state other than the ACT.
“We know we had a few competitors fly in for it. We had interstate travellers, New South Wales people.
“We’re trying to grow the truck side of things. We’d love to have more support from the trucking and fill the whole Lady Loch truck bay. That’s why we do it there. We want to see it full of rigs.
“We grew the prize money this year to make sure blokes that win something have enough money to fill a tank. There was close to $20,000 for truck prizes alone, ute prizes $15,000.”
The festival all kicked off on the Friday morning, with several fun competitions from 10am including the mug shuffle, flag race, sack race, barrel race and more.
In the afternoon, the country kids got to take centre stage in the junior
rodeo, with age groups from as young as under 8s all the way up to 18 competing across a number of events.
This included steer, barrel, breakaway, bending and dummy roping competitions, which were all great fun for aspiring rodeo riders.
There were pony rides for the youngsters, with awards presented for the junior rodeo-goers that night.
With live music going long into the night, it was then a quick turnaround for the ute and truck musters, which kicked off at 8:30 on Saturday morning.
This then led into the highlight of the festival and what everybody was there for – the main rodeo.
Aspiring and experienced rodeo cowboys battled it out for $1500 in prize money in the open bareback, open saddle bronc, open steer wrestling and the ladies barrel race.
The Gareth Laurent Memorial Novice Bull Ride, named after late local legend Gareth Laurent, drew $1000 in prize money.
The Open Bull Ride was the star of the show, attracting $2,000 for the winner.
It was a weekend that took significant organisation and set up, both before and after the event.
“I’ve been on site for almost two weeks,” Buckingham says.
“There’s 32 tons of fencing that we put up, 4.3km of it, all by volunteers. We’re a non-for-profit organisation that puts back into the community,
we’re not a private-run business. We work together with community groups.
“I’ll be here for another week packing up still. This is more than a half a million-dollar event to organise.
“We provide power for all our food vendors, watercarts, graders and loaders, tractors, quadbikes. It’s pretty impressive.”
“We gave out over $15,000 in prize money and prizes.
And while the rodeo is what draws the crowds, the festival wouldn’t be complete without Sunday’s classic competition – the Camp Oven and Slow Cook Championship.
Aspiring chefs competed to make the best meat and three veg, casserole or stew, sweet/cake/pudding, slow cooked brisket, ribs or traditional damper.
“The overall winner got to take away the coveted gold-plated camp oven,” Buckingham says.
“It’s the only one in WA!”
Image:
Image:
Image: Antonio Gatani/Supplied
Image: Peter Rowling/Supplied
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EYES ON THE ROAD Rod Hannifey
Juggling time
The challenges of living with the 14-day rule
Goodaye all, been a big month for k’s travelled, calls taken, and issues raised. I have done five states in four weeks and generally not had much drama, though the 14-day rule has meant 24-hour breaks in Cobar on the way home from Perth, yes only three-and-a-half hours from home, but then the following week at Yunta, stuck there for the same rule, then tried to have another at home, to not get caught again.
I thought these rules were supposed to manage and improve fatigue, not make it worse.
I have been asking, have any drivers ever been pinged on the 14-day rule? How many of us can remember where we were last week, let alone two weeks ago and, as I suppose I have often done, kept driving knowing we had to have a 24-hour break, got home, had a second 24-hour break and started again, without much specific thought and or checking on what had been done two weeks previous.
Now, with my Electronic Work Diary (and we will come back to that), it picks up, and yes does warn me, when 24-hour break is due. Though I have asked for more warning time, and this is being addressed, it will show a breach if I don’t comply. We finally got the 84-hour rule, giving flexibility in the first week, but there is no flexibility with the 14-day rule.
I must admit, till the EWD caught me out in Sydney the first time, yes hours enough left in every other way, but because I had gone to the Castlemaine Truck Show and then left Saturday afternoon to get into Brissie on Monday, it forced me to sit in the Sydney depot for 24 hours from Friday afternoon and I just made it back there
legally. But it would have been time much better spent at home.
So, I made some calls and found the 14-day period is a rolling one, like most others, and then I made more calls about why and how and what can be done. It has now bit me three or four times and left me frustrated, sitting with little or no facilities away from home for a 24-hour break that whilst legally needed, is not needed in any way for fatigue as such.
I have raised it with Hubfleet, which is how I found it is a rolling 14-day period, so not a start, work 14 days and then another start, but it starts after every 24-hour break. So, I raised it with the NHVR officers at TRUCKFEST and had a call back within the day asking what I was on about. I then spoke with the NHVR fatigue guru and there is little they can do in any way. I thanked them for the near immediate follow up and after the last time, rang and raised it again, getting some empathy, but no result, though it is now on their radar as well.
I rang the National Transport Commission and was told it is unlikely to be addressed in the current HVNL review. Again, got some empathy, but it seems it has not been raised by anyone else anywhere I can find. So, have you had the issue? It is only likely if you are using an EWD, please let me know.
DIARY OF CONFUSION
So, I got a call from a driver wanting to use an EWD. He had been doing local for years, so did not need a logbook much at all. He was about to change to long distance and simply thought it would help him. He had been told by the NHVR call center he could not have one as a driver, unless his
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
A
BELOW, L TO R: A classic Atkinson offered a striking start to the truck line up at Dubbo’s Golden Oldies Truck, Tractor, Coach and Quilt Show this month; Check out the wheels on this historic truck
company had one and agreed. I said that was not correct and detailed why, he was then going to check again with the NHVR and get back to me. Instead, I heard from his immediate next in line up the tree to go through it all again. I said I believed the NHVR officer had simply misunderstood the question, believing the driver wanted to use a company system, and if that system is not approved for use as an EWD, then the answer would be NO, you can’t use it.
I had of course immediately contacted the NHVR to both confirm the information I was giving was correct and that the information being given out by the call centre was not.
This was confirmed and then again by the fatigue guru who also called me back, so I thought, fixed.
Wrong.
I got another call saying he went back and checked with the NHVR, and was told if the driver has used an EWD it was already a legal matter (this really ramped up the concern) and they were told ‘no’, he can’t use one as a driver and gave a link to the NHVR website.
I checked and read the info on the link and it agreed with me, so again, back on the phone and after only five hours over two or three days, not only has the driver now got Hubfleet, is using it and very happy, his next up says, once I explained the benefits, he would look at getting it for himself as well.
SHOW TIME
I have just spent the weekend at the Golden Oldies Truck, Tractor, Coach and Quilt show in Dubbo with the trucks and trailers on display.
BOTTOM: There was something for everyone at Dubbo, including a wide collection of classic buses
Lots of nice words and comments from many, some fantastic machinery on show and without such shows and the chance to show such gear, I was left to wonder who will make the effort to restore and keep working to maintain our history, through the trucks of the past?
Safe Travelling, Rod Hannifey.
TOP RIGHT: The great green machine was on show
ABOVE:
Kenworth campervan adds another dimension to truck show fun
NHVR Paul Salvati
Heavy vehicle health check
Fleet safety is the driving force for the NHVR’s National Roadworthiness Baseline Survey
At the National Heavy Vehicle Regulator (NHVR), we are determined to ensure Australia has one of the safest heavy vehicle fleets in the world. This is why we are currently undertaking our National Roadworthiness Survey for the third time across all Australian states and territories.
NHVR Safety and Compliance Officers are currently conducting random visual and mechanical inspections of around 8,500 trucks, buses, and other Special Purpose Vehicles. Through these inspections, we are collecting critical data which is enabling us to identify existing and emerging risk trends, to enhance road safety across the heavy vehicle industry.
The first iteration of the survey was carried out in 2016, under the National Roadworthiness Baseline Survey (NRBS). At the time, this was the most comprehensive assessment of mechanical condition of the national fleet ever undertaken, with authorised officers inspecting 7,130 vehicles across participating states. The results of the checks allowed the NHVR to gain a clearer picture of the national state of heavy vehicle roadworthiness, serving as a first step towards raising that overall standard.
After the NRBS, the NHVR continued to monitor the fleet by conducting the NRS 2021. Throughout NRS 2021, authorised officers from the NHVR and partner agencies conducted the random mechanical inspections of 8,339 vehicles between May and July, across all Australia’s states in regional and metropolitan areas. It was a massive undertaking by all involved.
This year’s survey is now well and truly underway, which is pleasing as it presents an opportunity for the NHVR to put our borderless approach to regulation to practice. Through the NRS, we are able to accelerate harmonisation across borders, one of the NHVR’s biggest goals post transition of services in Queensland.
Initiatives like the NRS are crucial to driving a safer industry. We developed the National Roadworthiness program in late 2014 to find ways to reduce the safety, economic, and environmental impacts of unroadworthy heavy vehicles, and to improve safety on our roads. The survey allows our organisation to monitor the makeup of the nation’s heavy vehicle fleet and gain an understanding into levels of
mechanical compliance and areas that pose a risk to road safety.
Through the mechanical inspections of heavy vehicles by authorised officers, we are able to collect the information needed to determine where both the NHVR and industry are making improvements in vehicle safety, and where we should turn our focus to.
As some may have noticed, the inspections are currently occurring at roadside inspection sites and depots across the country. Buses are primarily being inspected at their depots to take advantage of operational downtime given the difficulties of intercepting them during normal operations.
It’s important that drivers and operators factor adequate time into their scheduling to accommodate inspections times, which average around 45 minutes, depending on the vehicle type and if there are defects identified. I would like to remind
drivers and operators that these inspections are mandatory, and they are for the benefit of industry.
We appreciate the survey may cause some disruption for drivers and operators whose vehicles are stopped and understand the importance of keeping the heavy vehicle supply chain moving. Our officers are ensuring minimal disruption occurs and have been vigilant in carrying out these inspections as efficiently as they can.
We are working alongside industry during this time to ensure the survey is effective and runs smoothly. We understand that industry works to tight schedules and deadlines, and I would like to thank all businesses and individuals who have been or will be impacted by the survey for their cooperation with our on-road officers.
The results from this year’s NRS, which is due to conclude in October, will be compared to both the 2016 NRBS and subsequent NRS 2021. Through the survey, we will build stronger partnerships and knowledge sharing between jurisdictions, our organisation and industry via the analysis and public release of the survey findings.
Results from NRS 2021 showed the rate of non-conformities had dropped significantly in comparison to 2016, and we are hoping this downward trend continues. Results from NRS 2024 will help inform the NHVR’s modern approach to regulation, that uses data and intelligence to address the greatest safety risks on our roads and keep our heavy vehicle industry productive and efficient.
To find out more go to www.nhvr.gov. au and search for NRS 2024.
“Through the NRS, we are able to accelerate harmonisation across borders, one of the NHVR’s biggest goals post transition of services in Queensland”
PAUL SALVATI is the NHVR’s chief operations officer. He has worked with the NHVR since 2019.
Image:
NHVR
BELOW: Roadworthiness inspections continue this month.
CATTLE QUEEN
Those steaks don’t just deliver themselves to our plates as Warren Aitken found out this month
Who doesn’t love a good turd-herding story, huh?
There’s just something iconically Australian about carting cattle. It’s a niche vocation amongst the transport industry, one that requires a particular demeanour and specific skills. We often get to see the top end of the stock carting world with the lifestyles of the outback road train transporters, however there are multiple layers when it comes to livestock transporting and recently, I got to catch up with a stock carter who is at the beginnings of what will be a lifelong career.
The protagonist in this story is a young lady from deep in Victoria’s back blocks. A young lady that has grown up in the passenger seat of a truck and earned her pocket money in the back of a stock crate with a hose and the aromatic ambiance of overflowing ordure. I had the pleasure of spending a day with the lovely Rochelle Storr and got to appreciate her knowledge of the industry, her skills behind the wheel, her management of the doubts and worries of becoming a truck driver and her overall enthusiasm for the transport trade.
However, I have one big complaint. Yes, it’s a little selfish and more than a little self-centered but I’m the one writing this so I get to complain. On no less than four occasions throughout our interview Rochelle would use the phrase, ‘When I was younger’ or ‘when I first started out’. Sure, that sounds harmless, except Rochelle is only 24. I had to reprimand her and reiterate to her, only us oldies get to use the phrase ‘when I was younger’. If you weren’t around when your entire household only had one phone, and you could only walk as far as the cord would stretch, then you cannot use the ‘When I was younger’ term. All that aside, Rochelle may only be 24, but she has
Images: Warren Aitken
packed a lot into those 24 years. She is a young lady that loves to work hard, thrives on the challenges of building her own future and has the utmost appreciation and respect for those that have helped her to get where she currently sits in her journey. It’s inspirational for us actual oldies to see this kind of resolve in the next generation of truckie.
As we’ve already established, Rochelle has grown up in the transport game. Storr Transport was formed just over 25 years ago when Rochelle’s Nan and Pop bought a livestock carrying business. Carting cattle wasn’t an unfamiliar vocation for the Storr family as Rochelle’s Nan and Pop had spent years living and working on farms in the Toora area of Victoria.
With her Granddad, Dad and Uncle driving, and her Aunty and Cousin working the books and managing the office, Rochelle literally grew up around livestock carting.
“I don’t remember back that far but apparently, from about two or three years old I was going all around Australia with Dad, that was how I spent my life, he taught me everything I know,” says Rochelle, who cheekily laughs as she adds in her mother’s response to dad’s babysitting duties — “Mum wasn’t always that happy, she’d ring up and ask ‘when are you going to be home, what state are you in,’ stuff like that.”
It was a lifestyle that suited Rochelle and appealed to her hard work ethic.
“I remember when I was about 14 maybe, I had gone for a ride with dad to Pakenham saleyards doing the market, Pop rung and said to Dad you need to start heading to Alice Springs. Dad always had a bag packed but I wasn’t the kind to pack a bag
“All through school, until I left in Year 10, I would spend all my spare time either washing trucks or going with Dad or Pop.”
— I went the whole way up to Alice with no clothes, no nothing. It was an incredible trip and now I know not to go anywhere without a change of clothes and a lunch box.”
It was fairly evident from a young age that the blue-collar lifestyle held greater appeal than any form of extra schooling or study for Rochelle.
“All through school, until I left in Year 10, I would spend all my spare time either washing trucks or going with Dad or Pop,” recalls Rochelle.
“I was a bit of a brat at school to be honest, and I would spend my days watching the trucks go past our school and pointing out every time I saw one of ours.”
It’s almost the cliché meme, with the teacher admonishing Rochelle and exclaiming ‘you can’t spend your days staring out the window’ and now that’s exactly what she gets to do.
Her love of the farm life and her desire to get working saw Rochelle apply for a station hand job at the age of just 16.
“It was a lifechanging experience and one of the best things I ever did.
“I applied, they rung me up and said I was shortlisted but wanted to ensure I was serious as I was only 16. Mum supported my dreams and so next thing I know moved to Morstone Downs Station about 50km out of Camooweal in Queensland, it was awesome.
“I did a full season up in Camooweal and everything about it was more than I could have imagined. I couldn’t recommend it enough.
“In the end though I came home because I just missed my
Top left: A lot of Rochelle’s work involves getting into farms where just the HR truck has access. Since she has gained her HC licence, however, it makes things a lot easier when she can make use of a pig trailer as well. She saves several trips by just transshipping into the trailer rather than having to go all the way back to the yard to unload
Above: Trucking is just second nature to Rochelle and she enjoys it all. Though getting under the DAF to hook up and unhook is a lot easier when you are young and energetic
Right: Rochelle may not have enjoyed school but there is still plenty of paperwork to do in transport. Even more so when carting livestock
Opposite top: It’s definitely not a Chanel No5 kind of working environment but Rochelle loves it
Opposite bottom: It’s not all side loading in sale yards for Storr Transport and that’s where Rochelle and the company’s other tray trucks shine. They can get into all the smallest farms
family, I’m such a family person and missed them a heap.”
Rochelle returned to home and was straight back into the crates with her hose and sponges.
“I was working at a couple of dairy farms and Pop would still ring me at night and ask me to wash out the trucks before they went out again in the morning.” Got to love family don’t you.
By the time Rochelle hit the age where she was able to go for her HR license, she was now spending her spare time in the passenger seat alongside her granddad, Stuart Storr.
“I was old enough to get my licence but I was kind of sitting on the fence about it. I had this thing in my head that I wouldn’t be able to actually drive one of these big things all by myself,”
Rochelle admits.
I must also admit I was a little taken aback by Rochelle’s selfdoubts. Her life had been spent working around these trucks and her ability to date had shown that she could master any task thrown at her. The idea this young lady had reservations did not fit with the competent driver that was escorting me around.
Thankfully the support of her family, the encouragement of the Storr Transport team, and most importantly some driving lessons from her Pop resulted in her attaining her HR license.
“I had learnt so much from my Dad and my Pop. After I came back from the station and between my other jobs I would always go and help Pop, he’d do the driving and I would do the loading and unloading,” Rochelle says.
Then Pop started throwing Rochelle into the driver’s seat to teach her the joys of an 18-speed gearbox and build her confidence.
“It was awful,” laughs Rochelle. “It was in one of our older DAFs and Pop would get me to leave the yard, through the S-bends and up to the highway. It’s quite steep and I remember we’d be in fifth or sixth, I’d be asking Pop how I get it back a gear and he’d just say no-one’s coming, just go for it. I used to just chug it, almost stalling it.”
The ’she’ll be right’ driving lessons were soon replaced with more in-depth training from the team at Yugo Driving School in
Above: Rochelle takes a lot of pride in her ride. The DAF is the perfect vehicle for what Storrs needs and Rochelle ensures that it looks as good as it works
Right: Rochelle loves her DAF, although she does admit she preferred having the gearstick. We can’t have everything though can we?
Dandenong. Rochelle was more than competent — it really was just a case of getting her to realise that years of second-seat driving had already taught her more than enough. The two-day Yugo course resulted in Rochelle gaining her HR and before the ink could even dry on her licence, Pop had Rochelle in the driver’s seat and earning her keep.
“The very next day after I got my licence, it was a Tuesday, our busiest day and I was out at it all day.
“I knew how to drive and that, but that first day when you head out on your own it’s all very real. Within two hours though it was like I’d been doing it all my life.”
The great thing about starting in the smaller body trucks in the stock world is you are going to be the one that gets sent to all the farms and pens that others can’t get to. Sure, it can be intimidating and overwhelming, but it is also a great ‘in the deep end’ skill enhancer and Rochelle lapped up the challenge.
“The tray trucks are just as important as the B-doubles,” she says. “We’re often the ones having to do the pickups for the doubles, getting into the awkward spots, doing all the little tight jobs.”
After a year of adventuring into the far-flung stockyards of Victoria, Rochelle started to get the pressure to move up to her HC license.
“I did hold off getting my HC license for so friggin long, even though it was the best thing I have ever done,” admits Rochelle. “Internally I was still thinking it’s too big, it’s too long, but one of our drivers Justin just said to me to get in and do it. Now it just makes my job so much easier.”
As far as the next stage, her MC license, Rochelle is back to her own self-doubts though I am sure it will come in time. For now, having the ability to tuck a trailer in behind her DAF is perfect for the work she is doing and has Rochelle mastering her current domain.
There is so much more that needs to be added to the biography of this accomplished young lady, like did I mention in the little spare time she does have she has also started her own country clothing line — ‘Muddy Creek Co’. My new wardrobe is on its way, and it looks good. That wasn’t my point though, I was saying there was a lot to learn during my day in the
“I don’t really think of myself as a female driving trucks, I don’t look at that label, I just see myself as a person doing a job they love, I’m just a truckie.”
DAF’s passenger seat, but before I run out of space I shall cover our conversation around the subject of females in transport, transport in general and the alure of the industry.
“I don’t really think of myself as a female driving trucks, I don’t look at that label, I just see myself as a person doing a job they love, I’m just a truckie,”
Rochelle says,
“There’s no aspect of the job where being a woman hinders me doing my job.”
Rochelle also points out that in the cattle industry in particular there are plenty of females throughout, from farmers and drovers to the truckies and agents.
“It’s not just the job I love though, I love the truck side of it as well. It is a lot harder to keep the truck shiny in our line of work. Plus, we live in Victoria where it rains 95 per cent of the time and we are off the tar seal as much as we are on it.
“But we have a company policy that you don’t leave the yard with a dirty back door. Our name’s on the back and we like to keep the trucks looking as
good as we can.” As our day of moving deconstructed Big Macs around Victoria started to come to an end, I really appreciated the attitude and approach that Rochelle carries with her in her work.
What started as the concept of a short drive, a decent photoshoot and a bit of chat, turned into a full day event and I must admit I thoroughly enjoyed it.
Yes, Rochelle may be less than half my age, so we put paid to the ‘when I was younger’ comments, but this young truckie has a really good head on her shoulders.
Her insistence on moving up the driving licence ranks at a pace that ensures she’s comfortable and confident is certifying her safety and that of the valuable cargo she loves to cart. Her respect and admiration for the support and assistance of family, her partner Travis and her workmates is another trait that should be admired. I do believe she should listen to her workmates and get onto that MC licence though; we could definitely do with a few young ones like Rochelle Storr.
BUSTING THE STEROTYPES
Daniel Woods caught up with the ATA’s newest board member to talk about finding the next generation of transport professionals
The transport industry’s employee recruitment problems need to be hit at the core according to recent Australian Trucking Association board appointee Ann Lopez, who believes greater engagement with schools could hold the key to inspiring the next generation of transport professionals.
In another world Lopez would be lost to the transport industry. After initially practicing as a teacher, she shifted careers 30 years ago, and has since become a key figure in the New South Wales transport landscape through roles with Road Freight NSW, Transport Women Australia Limited (TWAL) and now, the ATA. Ann chipped in to help with the family business while seven months pregnant and simply “forgot to go back to teaching”. Since then, she’s never looked back.
She is now the co-owner of Sydney-based
company Lopez Brothers Transport alongside her husband, Phil. The pair have helped see the company reach new heights since the turn of the decade following its initial foundation by Phil’s father Jack and his uncle, Felix, in 1929.
Plenty has changed since Lopez Brothers’ first foray into the transport industry almost a century ago though, and the industry is facing an unprecedented recruitment and retention crisis that will only continue to make its presence felt as the current generation of drivers continues to age out.
A recent report from NatRoad found the average age of an Australian truckie is 49 years old, with half of drivers aged 55 years or over.
Conversely, just 5.2 per cent of drivers are under the age of 25 and just 6.5 per cent are women.
Although it is more than possible for people
to pivot careers into the transport industry – and Ann is a prime example of the success to be found in that space – she believes the destigmatising of the industry at an educational level holds the key to repopulating the sector with young, hungry, hard-working individuals.
“Finding people to come into the industry is a real challenge, and it has been for the past 20 years or so,” she says.
“There’s been a huge push at making tertiary education more accessible, which is great, but it’s often been at the expense of trade careers.
“That’s not only for the trucking and transport industry, but a lot of other trades are also now struggling.
“Because trades are a manual, hands-on job, they’re often not overly well-regarded. Parents aspire for what is best for their kids, and there’s a caution around considering careers in our industry because it’s not perceived as being
glamourous or aspirational.
“But it really could be, because there are just so many opportunities.
“There’s been a huge push at making tertiary education more accessible, which is great, but it’s often been at the expense of trade careers.
the opportunity and the knowledge, can go and do great things.”
The Queensland Trucking Association’s recent announcement of the Driving Townsville’s Future program is a prime example of a multi-faceted approach to recruiting new faces to the transport industry.
Of the 20 people selected for the program 10 have no connection to the industry and are looking to break in.
The other 10 may be working in unskilled or entry level roles and looking for new opportunities to upskill or progress their careers long-term.
Given Australia’s current 26,000 driver shortfall, there will need to be innumerable programs like Driving Townsville’s Future to bring the industry back where it needs to be, and that, Ann says, could start in Australia’s regions as long as they’re given the help they need.
“You often find the ones who are coming into the industry have already had some exposure to it,” she continues.
“Perhaps they have family members involved, or they’re from regional towns or areas where you can just see the industry in action a bit more.
“Regional towns are crying out for support in engaging with young people for the industry.”
“TWAL is doing some exceptional work at getting out to schools and connecting with young people to let them know all about the different opportunities the transport and logistics industry offers, but it’s going to take a while to get that message across.
“In the meantime, you’re missing out on those young people.
“There’s all this talk about the ‘Tik Tok generation’ who want a quick fix and a fast track to money, which can make it harder to recruit people when they have to put their shoulder to the wheel, so to speak.
“But there are some great kids out there that, given
With its headquarters in Enfield, Sydney, Lopez Brothers is far from a regional company, however it has seen the benefits of that exposure to transport from a young age through the development of the family business’ next generation.
“We have one son that works with us. He’s our depot manager. He finished his diesel mechanic apprenticeship and joined us soon after,” Lopez says.
“Our other two kids have, at different times, worked for us but have chosen to explore their own careers. They’re both graphic designers, so it’s quite a different path they’re on.
“At various times they come back and help us though, and they understand the business. None of them can ever not know what a truck is, or what different components are.
“It’s just a part of who we all are. My family still teases me about my inability to pick a B-double from an A-double, or whatever combination you can pick. I will forever be tongue-tied and caught up.
“I can’t speak to the technical experience, but what I can do is give a voice to operators and their everyday struggles and challenges.”
How, then, can the transport industry buck its stereotypes to attract more young people into the industry?
Again, it goes back to engaging with schools.
Ann believes it’s not just school children and other mouldable young people that need to be exposed to the modern-day realities of the opportunities that are available throughout transport industry. It’s the teachers, counsellors and other key decision-makers involved in the next generation’s day-to-day lives.
“If you talk to teachers and careers advisors, they’re not necessarily promoting these sorts of industries because it just doesn’t occur to them. It’s not in their lived experience and they have no exposure to the industry,” she says.
“Careers and guidance counsellors are not necessarily advocating for our industry because they don’t know about it, and they could be holding onto incredibly clichéd stereotypes that are both damaging and just not true anymore.
“Trying to clear those stereotypes from peoples’ judgement is a challenge we perhaps need to address more.”
Above: This playground truck in Casino, NSW, is an innovative way to demystify at least one aspect of the transport world.
Below: Transport industry stalwart Ann Lopez.
Actions louder than words
If you ‘talk the talk’ you better ‘walk the walk’
It seems there are a lot of people that like to put themselves on record or stand tall and loud whenever there is an accident, where a truck or multiple vehicles are involved and in the unfortunate event that there is a loss of life.
The outcry over our licencing and training is all over newspapers and social media. The ones leading the charge are happy to try and call out associations for not doing enough and asking them to stop looking at the financial dollar and start doing something.
Well, I have to say, and this may come as a shock to many of you, but many associations are doing something. Many board members attend regular meetings to achieve change and they do it week in and week out, and at a point of having to repeat what I have said before ‘at a financial cost to themselves’.
It is time away from their own jobs or businesses, time away from family, and usually they turn up and have a significant financial cost out of their own pocket to attend and be a part of the consultation process that so many of you have been crying out for, for such a long time. If you cannot see it, then it would be because you aren’t there, you are not in the room and if that is the case, then ask yourself why?
I ask you, where is your $11 a month to contribute to ease the financial burden for those that are making this sacrifice? Don’t pump your chest out on social media and claim to be all that you are and call out others that
“We now need to band together as a united front to achieve change and to do this we need to be looking forward, not backwards.”
are trying to make a difference, if you yourself are not prepared to support them in their cause or do exactly what they are doing week in and week out.
If people want to stand on the outside and throw stones, I can guarantee we will be exactly where we are now, in another 20 years. My point is that if you are not a member of an association or you, yourself, are not being invited to attend and be a part of the consultation process then ask yourself why.
FORSYTH has been a member of the NRFA since 2021 at which time her family owned and operated their own truck. In 2022 she became NRFA’s administration officer and in 2024, was voted on to the board of the NRFA as Treasurer. Collette is steadfast in her support of those in the association who do so much for positive change for the transport industry.
ABOVE: Hollow words are easy to dispense on a keyboard, but real change will take physical presence and involvement. Image: Artur/stock.adobe.com
BELOW: Collette is urging people to taken a more active role in their industry than simply commenting from the sidelines on social media
Voicing your opinion on social media, either via posts or comments does nothing but contribute to the negative slinging match and is only detrimental to the changes so many of you want.
While it seems you are happy to state that these issues have been a discussion point, or that you have been talking about them for the last 20 years, that does not move us any further forward in change — it simply keeps you looking in the rearview mirror of where the industry has been.
We now need to band together as a united front to achieve change and to do this we need to be looking forward, not backwards.
Yes, there is much in the transport industry that needs change, but Rome wasn’t built in a day and the wheels turn slowly. But I think I can honestly say, ‘we are making progress.’
There is consultation from industry representatives where there hasn’t been in the past. The associations are included in meetings with the powers-that-be and are working well together. There is a respect from each other for the knowledge that each one brings to industry specific meetings.
So, if you are so dead set on change coming about, get on board and either step up yourself or join an association and help support those that do.
I invite you now to join the NRFA and support the people that are at the table trying to make a difference in the transport industry to make it a safer, viable and more sustainable industry into the future for us all.
COLLETTE
SCANIA INTRODUCES NEW GENERATION GEARBOX
Scania has introduced the newest iteration of its G-series gearboxes to pair with its most powerful engine yet, the 16 litre 770hp V8 engine. It has been explicitly developed to fit the Aero 770, and can handle 3800 Nm.
“It is basically about metallurgy, choosing more extreme steel qualities and applying technologies such as cog polishing and shot peening for increasing the hardening and the durability of certain vital components,” says development engineer at Scania R&D Mats Henriksson.
“We have also added extra oil channels for the most crucial parts, but that is all – the basic design of the G-series is very sturdy in itself.”
Scania says that one of the pros of the new gearboxes is a significant weight reduction compared to current gearboxes, due to its all-aluminium housings and smaller dimensions.
They also have lowered noise in order to meet future regulations. By using shaft brakes, Scania’s engineers have reduced the number of synchronisations to save space for wider cogs.
“The G-series and its features was something of a revolution at the time of the introduction, and it still is if you ask me,” says product manager Bo Eriksson.
“It offers all the customers values you can ask for while at the same time being flexible and fit for a broad palette of applications and operations of the kind where a lot of horsepower and torque are involved.
“Heavy-haulage prime movers for instance will definitely benefit from the G38. It is the ultimate addition when it comes to well-balanced performance steps in the Scania modular system.”
The new G-series gearboxes will also be available in heavy duty versions, with a wider planetary gear wheel.
AUSTRALIAN-FIRST HYDROGEN PRIME MOVER REGISTERED
Pure Hydrogen has officially registered Australia’s first hydrogen-powered prime mover, with the truck set to be handed over to PepsiCo in the coming weeks.
The registering of the vehicle is the latest event in the partnership between Pure Hydrogen and PepsiCo, which initially commenced in 2022. Now, PepsiCo will trial the vehicle for the next six months.
Pure Hydrogen managing director Scott Brown says the real-world trial of the prime mover is the next step in the long partnership between the two companies.
“The completion of the prime mover registration follows an extensive period of collaboration between Pure Hydrogen and PepsiCo,” Brown says.
“This marks the latest step in our development strategy for hydrogen-powered vehicles in Australia.
“Pure Hydrogen continues to pioneer the use of hydrogen fuel
cells and is establishing itself as an emerging leader in the Australian hydrogen and energy space.
“The six-month trial will allow Pure Hydrogen to demonstrate the hydrogen fuel cell prime mover’s potential to a broader range of potential local and international customers.”
The registering of the vehicle in Queensland is, itself, noteworthy, given the Sunshine State’s desire to become a world-leader in the
hydrogen industry.
The Queensland Hydrogen Industry Strategy 2019-2024 says the state aims to have established a domestic market and export partners with a safe, sustainable and reliable supply of hydrogen.
“As we continue to build and grow the company’s hydrogen ecosystem, Pure Hydrogen is well positioned to capitalise on opportunities in the country’s booming energy sector.”
ABOVE: Scania says it will be their most powerful gearbox.
RIGHT: The new G-series gearbox.
Images: Scania/ Supplied
Pure Hydrogen supplied the prime mover to PepsiCo. Image: Pure Hydrogen/Supplied
PASSION FOR THE HIGHWAY
Inspired by her partner this young driver has launched herself into the world of truck driving as Tiane Gavillucci found out
Relationships often bring lessons. Being with your partner can teach you about patience, loyalty and good communication. And sometimes, it can teach you how to drive a truck.
Clare Temby knew next to nothing about big rigs. That is, until she met her boyfriend, Jack Milthorpe.
Jack’s family is heavily involved with trucks, being the owners of Milthorpe Transport in Truganina, Victoria, so it was only right that he taught Clare the tricks of the trade.
From spending two years in the passenger seat of Jack’s truck, to sitting behind the wheel herself, Clare has come a long way.
“I didn’t know anything about trucks before I met Jack, when I was 17,” she says.
“His passion rubbed off on me, and now I love it too.
Image: Clare Temby
Image: Lees Photography
Clare says she’s been surprised by how many people have been supportive of her.
She hopes to inspire more young women to pursue a career in transport, despite the challenges it brings.
“I want to get a following on social media and inspire young girls to get into the trucking industry,” she says.
Taking a leaf out of social media influencer Trucking with CJ’s book, Clare plans to share videos from a day in the life of a female truckie and teach her audience some tips and tricks.
“Everyone just sees the negative stereotype of trucking,” she says.
“You’re never home, you never see your family, you can’t have a life, etc – but that isn’t always true.
“I just want to learn everything there is to know about trucks.”
Clare worked for Milthorpe Transport for a year and a half, doing general flat-top freight before the family sold the business in May this year.
Being a 20-year-old female truck driver hasn’t been an easy ride.
She says the hardest part of her job is dealing with people who are quick to doubt and underestimate her due to her age and gender.
“Proving yourself is a big one as a girl in trucking,” she says.
“There are people who are just against it. They would never admit that I’m good at what I do or that I know what I’m doing.”
Despite dealing with some negativity here and there,
“I want to show people that you can still have a normal life while travelling, driving and working.”
While Clare enjoys the long drives, the part of trucking she loves most is actually securing a load.
“Sometimes you have to really think about how you’re going to tie a knot without everything falling off,” she says.
“That’s my favourite thing, the challenge of it.
“That’s why I love general freight. I’ll never do anything else.”
Born and raised in a small NSW town called Wentworth, Clare dreamt of being a station worker there, just like her dad.
Looking back, she had no idea what awaited her, and that romance would be the catalyst for her trucking journey.
Recently beginning a new job with Dawson’s Haulage, Clare does local and interstate work with her 2001 Kenworth 104.
She shared a message for any young woman who might be interested in joining the trucking industry.
“Don’t be scared of what other people think, because people are always going to judge and have an opinion of you, no matter what,” she says.
“Just do whatever you want to do and prove them all wrong!”
Opposite top: Clare at the Rutherglen Rumble Truck Show.
Top: Clare on the road with her Kenworth.
Opposite middle: Mostly doing local travel, Clare is slowly introducing interstate work to her schedule.
Above: Clare and her boyfriend Jack’s last day at Milthorpe Transport.
Image: Clare Temby
Image: Clare Temby
STEERING STRAIGHT WITH PRO-AXLE AUSTRALIA
Pro-Axle Australia is eyeing off continued expansion across the country as it hopes to provide its wheel alignment service to more fleets and ownerdrivers
Bryan and Melisa Freestone are the brains behind Pro-Axle Australia, having run the wheel alignment business since they first purchased it from the original owners in 2016.
They’ve been involved however since 2002, and more than 20 years on, the company is continuing to thrive in the Australian market.
Pro-Axle specialises in a range of services, including wheel alignment, suspension checks and repairs, componentry service, wheel balance, steer correction, general axle check and trailer axle laser track adjustment.
But more importantly, Bryan and Melissa are proud of the work they’ve put into the business to see it grow and develop beyond where it was when they first started.
They own Pro-Axle’s Narellan outlet in Sydney’s southwest, which has had endless amounts of work poured into it.
“2009 was a big year for us,” Bryan says.
“We relocated to a purpose-built site in Smeaton Grange. This allowed for a more superior workflow and better facilities for our mechanically qualified staff and our valued customers, who still remain with us today.
“We are very proud of our purpose-built facilities.
“WE ARE VERY PROUD OF OUR PURPOSE-BUILT FACILITIES.”
“In 2016, the opportunity presented itself to purchase the Pro-Axle head office, from owner Matt Leighton, and we took it.”
Leighton was the original founder of Pro-Axle Australia, retiring after more than 30 years of service to the greater community of Sydney and surrounds.
With the Freestones taking over, the two Pro-Axle offices were merged into one, with the business being run out of a state-of-the-art purpose building on Topham Road in Smeaton Grange.
This allows Pro-Axle to provide better service to the six current franchisees in its network, including 4WD, car, bus and truck wheel alignment outlets, as well as other specialist trade customers who require their unique products.
This includes a range of specialist, patented alignment correction products and various products sourced from around the world, plus technical data required in the dayby-day operations of their businesses.
Pro-Axle currently have six stores in total, five locations across New South Wales and one in Victoria, with three in Sydney (NarellanEnfield and Smithfield), Newcastle, Wollongong and Campbellfield in Melbourne.
Melisa says they understand that having the best control over any heavy vehicle is not only a matter of driver comfort but also of safety.
The quality service and specific work carried out by the experienced and skilled team ensures that the customers see exceptional tyre wear results on their vehicles.
While its core business is service and wheel alignment for fleet trucks, Pro-Axle also looks after caravans — providing them with roadworthy certificates.
“Many local holiday makers come to us before they head off on holidays to ensure their caravan tows straight,” Melisa says.
“This extra care makes sure the family holiday starts and finishes well.”
While Pro-Axle caters strongly to customers looking to have their trucks serviced, they are also looking to the everevolving 4WD market.
Pro-Axle Australia can service all suspension needs as they specialise in the unique adjustment components to allow for fine-tuning of the wheel alignment to the specific requirements to suit Australian road conditions due to the camber variations pertaining to different terrains encountered in all corners of the country.
To this end, they are currently looking at the opportunities for franchisees in rural areas, where they don’t service now.
Pro-Axle has ambitions to provide their wheel alignment services across more towns in each state of Australia as part of their continued business growth.
Bryan and Melisa also recognise that continued cost of living pressures are taking their toll on owner-drivers, who are largely responsible for keeping their own trucks on the road and say that regular wheel alignments will keep their trucks on the road longer and can ensure fuel saving, lowering the pressure on the truckie’s hip pocket.
Pro-Axle Australia takes immense pride in the relationships it has fostered with its customers over the years and hopes to continue to do so.
“One of the things that I am especially proud of is our valued relationships with our local customers,” Melisa says.
“We understand that their trucks are their lifeline and when they break down, we do everything we can to get them back on the road as soon as possible.”
“We really enjoy living and working in Macarthur and we look forward to helping many local businesses get back on the road quickly.”
You can find out more about Pro-Axle’s range of alignment correction products on their website www.proaxle.com.au, or you can call 02 4647 1867.
TOP: Pro-Axle’s headquarters in Smeaton Grange
LEFT: Pro-Axle provides wheel alignment services for your truck
THE LEGAL VIEW Sarah Marinovic
Not so happy snaps
Now’s the time to mind the gap when you’re on the road
Recently we’ve seen an increase in drivers being fined for travelling too closely behind other vehicles in Safe-T-Cam and average speed camera zones in NSW.
We’ve helped several drivers caught in recent months. Most of them receive a penalty notice for following too closely. However, in a new trend we’ve also seen drivers sent to court with serious criminal charges.
We wanted to take a moment to draw this to the industry’s attention and hopefully save you the headache of being caught up.
The NSW Road Rules require drivers of long vehicles (7.5 metres or longer) to maintain a minimum distance when travelling behind another long vehicle. The required minimum distances are:
• For road trains travelling behind another long vehicle – 200 metres
• For any other long vehicle (i.e. not a road train) – 60 metres
These minimum distances apply unless one of the following applies:
• Another law specifies a different distance, e.g. there’s a sign on the road setting another distance.
• On a multi-lane road or any length of road in a built-up area
• When overtaking The main place we are seeing this law enforced is in Safe-T-Cam and average speed camera zones. Transport for NSW is using the technology at these locations to measure the following distances and issue fines.
One common trap is that the cameras seem to be positioned in places where cars tend to slow down unexpectedly, either because they’ve seen the camera and mistake it for a speed camera, or even just because there’s a nice view out the window that catches their attention.
If heavy vehicles don’t leave enough space between themselves, then responding to this behaviour from cars pushes the trucks closer together right at the point where there’s a camera.
The penalties are tough. The penalty notice fine is $1,636 and also carries 4 demerit points. If you get caught a few times before the first notice arrives it’s easy to use up all your points and accumulate multi-thousand-dollar fines.
But it’s not only fines and demerit points that we need to worry about.
The authorities are also using the data captured at these camera sites to prosecute very serious criminal driving offences.
Recently we have seen a Court Attendance Notice issued for ‘driving in a manner dangerous’, alleging that the truck was driving so close to the other vehicle that it constituted dangerous driving. This is one of the most serious driving offences you can be charged with. The penalties include imprisonment and, concerningly for professional drivers, a minimum 12 month licence disqualification.
As always, the best outcome is prevention.
Make sure to familiarise yourself with the minimum distances required and be extra-vigilant in Safe-T-Cam and average speed camera areas.
If you need one or 100 trucks moved, Australia’s leading truck mover will get the job done without fuss. Truck dealers, fleet managers and others in the truck trade rely on Truck Moves Australia every single day to move their trucks across the city, state and country. Since 1988 our national network of experienced drivers has moved more than 500,000 trucks efficiently and safely.
Our comprehensive service includes truck delivery, registration and storage, and we protect your business and reputation with the highest standards of safety, compliance and driver pay and conditions in the industry. When you need a truck moved, we can often pick it up same day and get it moving immediately. We’re standing by to help drive your success.
quote.
ABOVE: Safe-T-Cam and average speed camera zones are generating plenty of legal action at the moment.
Image: Prime Creative Media
NATROAD Warren Clark
Watch the costs
As the cost of living continues to rise, now is the time to get fleet fit to save costs and boost efficiency
In a time when margins are tightening and costs steadily climbing, the need for efficiency has never been greater. As the CEO of NatRoad, I see firsthand the challenges our members and our industry face, from fluctuating fuel prices to the increasing demand for sustainable practice and the reduction of carbon emissions.
As we move towards net zero emissions as a nation, we recognise the impact this action will have on your business. While reporting on emissions is currently voluntary eventually our sector and others will be faced with the reality of mandatory reporting, right across the supply chain.
At NatRoad, we want to help with this transition and assist trucking businesses to measure and manage their emissions in preparation for the inevitable. That’s why we have developed ‘Get fleet fit’, a new program
designed to help truck operators, particularly those with a small fleet, navigate these turbulent times not just sustainably, but also more profitably.
Let’s face the facts, in addition to the up-and-coming changes relating to the management and reporting of emissions, operating costs for trucking are on the rise and profit margins are not what they once were.
‘Get fleet fit’ is a practical roadmap to cutting costs and boosting your bottom line, while preparing you for the changes we expect to see relating to carbon emissions reporting.
Our NatRoad 5-step process aligns with your own business needs, in practical and easy-to-follow steps:
1. Set goals: Understand what you want to achieve financially and operationally.
Setting clear, achievable goals is the first step in any successful business strategy.
2. Measure your starting point: You can only manage what you measure. By knowing your current fuel usage and operational costs, you identify where improvements can be made.
3. Understand your options: Figure out available opportunities to reduce costs. This might be through more efficient driving techniques, regular vehicle maintenance, or even investing in more fuel-efficient technologies.
4. Make a plan: Decide what works best for YOUR business. This plan should be tailored to your specific operational needs and financial capabilities.
5. Take action: Implement your plan and monitor the results. Adjust as necessary to ensure you are achieving your desired outcomes.
By following these steps, we are confident you will start to see an almost immediate reduction in your operational costs.
While the immediate focus of ‘Get fleet fit’ is on cost reduction, these steps also set you up for long-term sustainability. With regulatory environments set to change and customers increasingly demanding greener supply chains, taking steps now means you’re ahead of the curve.
Change can be daunting, especially for small operators. That’s why NatRoad is committed to supporting you every step of the way. Participating in ‘Get fleet fit’ doesn’t just mean making adjustments to your operations, it means being part of a community that navigates these changes together.
WARREN CLARK is CEO of the National Road Transport Association (NatRoad). NatRoad communications are intended to provide commentary and general information.
HINO FIRES UP
When it comes to important specialisations providing a solid platform for fighting fires has to be right up there
Visitors to the Hino Australia stand at the upcoming Australasian Fire and Emergency Service Authority Council (AFAC) conference at Sydney’s International Convention & Exhibition Centre will have the chance to witness the power of collaboration.
The star of this year’s Hino stand at the event, to be held from September 3 to 6, is a 500 Series Wide Cab FG 1628 crew cab fitted with a bespoke road crash rescue body designed and built by renowned body builders Bell Fire & Rescue.
“Safety and ease of use for firefighters and mechanics were key in designing the body – additionally, all equipment is powered by either battery or the truck’s systems with an onboard inverter providing power for smaller items such as lighting,” says Hino Australia’s Manager of Product Strategy Daniel Petrovski.
With 280Hp (206kW) of power and 883Nm of torque, the J08E engine in the FG 1628 combines with an Allison six speed automatic transmission.
Also to be featured on the stand is a 700 Series FS 2632 6x4 cab chassis, which supersedes the outgoing 500 Series Wide Cab FM 2632 6x4 model.
“The FM2632 has been a perennial favourite with our fire-fighting and emergency services customers for
many years and is suitable for a myriad of applications,” Petrovski says.
“The 700 Series FS2632 is the latest generation of Hino chassis and offers Euro 6 emissions compliance, and even higher levels of standard safety with the Hino SmartSafe safety package.”
He says the 700 Series provides a more comfortable cabin environment and easier ingress and egress courtesy of a lower-set cabin while delivering the same levels of power (320Hp/235kW) and torque (1275Nm) as its predecessor courtesy of the revered A09C engine.
The FS2632 model is fitted with Hino SmartSafe, a comprehensive safety package that features driver
assist technologies, which take an active focus on protecting the lives of drivers, passengers and other road users.
Hino SmartSafe includes a Pre-Collision System (PCS) with Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), Lane Departure Warning System (LDWS), Vehicle Stability Control (VSC), Driver Monitor, Reverse Camera and a suite of other standard safety features.
“Vehicle Stability Control (VSC) is available across the range of Hino trucks and is of particular interest to our fire and emergency services customers as tankers carrying liquids are particularly vulnerable to rollovers,” Petrovski says.
VSC continuously monitors the vehicles’ operation and can help prevent an incident in situations such as when a vehicle enters or exits a corner too fast.
Hino-Connect telematics is another standard on all 500 and 700 Series vehicles providing customers with real-time performance data, tracking, remote diagnosis of vehicle operation and dedicated Hino-Connect support specialists.
ABOVE: The crash rescue body is designed and built by renowned body builders Bell Fire & Rescue.
BELOW: A 500 Series Wide Cab FG 1628 crew cab fitted with a bespoke road crash rescue body will feature on the Hino stand at AFAC.
EXCITING TRAILER COUPLING SOLUTION ON THE WAY
CLIPLOCK, the latest innovation from GP Truck Products is arriving this month with the promise of preventing unintentional airline decoupling
Melbourne-based supplier / manufacturer GP Truck Products has made a name for itself providing air brake fittings and truck and trailer components ranging from Suzi coils to trailer couplings, air brake filtration systems and associated products.
Since forming in 2002 on the back of General Pneumatics, the Truck Products division has expanded time and time again and is now recognised within the market for its commitment to offering unique and high-quality products.
“We’ve always been an innovative company,” says General Pneumatics Managing Director, Joe Borg. “We design products and are very selective as to what we take on to make sure that they are fit for purpose.”
GP Truck Products’ latest innovation, CLIPLOCK, is an innovative trailer coupling which was specifically
designed to ensure positive and secure connections of trailer airline couplings while preventing unintentional decoupling.
CLIPLOCK features a unique two-stage locking mechanism in the form of an optional stainless steel locking clip and locking groove, as well as a unique bright yellow cable which acts as a visual lock indicator.
Connected to the locking clip, the visual lock indicator makes it easy for operators to quickly notice potential connection issues – if the yellow cord and locking clip is dangling, it means that the coupling may not be securely connected.
In addition, if the locking clip cannot be inserted into the locking groove of the coupling, it means the male and female couplings haven’t been connected properly. CLIPLOCK, Joe says, is therefore an added layer of protection for fleets.
“We’ve machined a special groove into the coupling to accommodate the innovative locking clip that stops the locking collar from coming back and releasing,” he says. Ultimately, Joe says this puts the minds of end users at ease.
“We’re bringing this product to the market because of unintentional coupling disconnections,” he says.
As Joe reveals, CLIPLOCK will be arriving in the market this month, with several organisations already enquiring and testing to make it a standard feature across their fleets.
For more information phone GP Truck Products on 03 9580 1811 or go to www.gptruckproducts.com.au
PICTURED: GP Truck Products’ CLIPLOCK is designed to improve the connection of airlines and prevent unintentional decoupling. Image: General Pneumatics
SHOWING UP FOR THE SHOW’N’SHINE
Tranzmile’s Show’n’Shine event was a blistering success, raising thousands for charity and the Brisbane Convoy for Kids
Truck, trailer and 4WD parts supplier Tranzmile is celebrating the success of its first ever Show’n’Shine event, which it held in late June. The weekend of fun kicked off with its end of financial year sale, the start of the ‘two-day spectacular’ held at its Wacol facility. This saw $250,000 worth of parts hugely discounted across a number of brands including Castrol, Meritor, Bendix, Ancra load restraint, RYCO filters, Fleetguard Filters, N70ZZ batteries and tools from Kincrome and Sp Tools.
Also featured were 17 trade stands so customers could come in for some personalised training, with sessions being run by Stemco, Timken, Shaeffler, Valeo, Mahle, RYCO, Narva, Can Do diagnostics and more.
There were food vans and coffees onsite, with Convoy for Kids in attendance to raise money for Hummingbird House. They did a great job cooking up a storm on the barbecue, with attendees enjoying a bacon and egg roll or sausage in bread straight off the grill.
“The turnout was incredible with 55 entrants, featuring an impressive array of trucks, 4WDs, and a stunning variety of vehicles from drag cars, vintage, classic and muscle cars,” says Tranzmile’s Lisa Peterson.
“Each of our 55 entrants received an entrant gift bag and a coffee on Tranzmile. With a crowd of more than 200 we gave away thousands of dollars in prizes including a National Luna Fridge, Ryco Supercar model, lucky door prizes and lots more.”
The proceeds for the day were donated to the Brisbane
E xpEriEncE
Specialists in CAT and Cummins Engines also carrying parts for all American Truck Brands and Road Ranger Gearboxes. Rebuilt and Second Hand Options Available. Warranty with all second hand and rebuilt engines.
CAT C-15 Rebuild (6NZ or 9NZ Prefix) $48,000 + GST exchange on Special Until EOFY or While Stocks Last. (Block Work, Pistons/Sleeves, Cyl Head, Injectors, Turbo, Camshaft, Rocker Gear, Water Pump, Oil Pump). 12 Months Parts Warranty, 6 Months Return to Base Labour. 550 HP Spec.
CAT C13 Engine (KCB Prefix) $25,000 + GST exchange. Second hand engine with 600,000km on it. Runs good with good oil pressure. 60 Days Return to Base Warranty. 470 HP Spec.
CAT C15 Acert Engine (NXS Prefix) $26,000 + GST exchange. Second hand engine. Has had a bearing roll (mains and big ends). 60 Days Return to Base Warranty. 550 HP Spec.
Convoy for Kids, which ended up being to the tune of $3,066.66.
“This fantastic amount will go towards supporting the incredible work of Brisbane Convoy for Kids, including their efforts for Hummingbird House in Queensland,” Lisa says.
“Tranzmile is proud of this achievement and grateful for the community’s support. All in all, the day was a great success.”
Cummins Signature Gen 2 Rebuilt Engine $48,000 + GST exchange on Special until EOFY or Stocks Last. Block Work, Pistons & Sleeves, Cylinder Head, Turbo, Camshafts, Injectors, Water Pump, Oil Pump all done. 12 Months Parts Warranty and 6 Months Labour.
Cummins ISX 475 Engine Second Hand Engine. $22,000 + GST exchange on Special Until EOFY. Good Oil Pressure, Ran Good. 60 Days Return to Base Warranty.
Cummins Signature Gen 2 Second Hand Engine $25,000 + GST exchange. Good Oil Pressure, Ran Good. 60 Days Return to Base Warranty.
Cummins ISX Signature EGR Engine. $52,000 + GST Exchange on special until EOFY or Stocks Last. Blockwork, Pistons & Sleeves, Cylinder Head, Turbo, Camshafts, Water Pump, Oil Pump.
Road Ranger Gearboxes Reconditioned and Second Hand. All genuine Eaton Parts in reconditioned boxes. Various models available including 16718B, 16918B, 18918B, 20918B, 22918B. Call for
Pictured : The inaugural Tranzmile Show ‘n’ Shine event held at its Wacol HQ in Queensland was a hit with participants. L to R: A pair of stunning Kenworths, a Kenworth W900 and 2018 Kenworth T409, showed what a difference chrome can make; Andrew Ramsay brought along his 1969 Chevrolet Camaro; There was no missing the brightly coloured 2005 Mack; The exhaust stacks on Michael Lake’s 1964 Kenworth Seattle were reaching for the sky; There was no missing the gold and blue paint job on the ever popular 2022 Kenworth T909.
TRUCK EVENT
All roads lead to Urana
Lovers of classic trucks, machinery, and Volvos, take note, the Urana Vintage Rally and Truck Show is just 7 short weeks away
Just about due west of Canberra and about 400km north-east of Melbourne, the tiny country town of Urana in New South Wales is known for its picturesque lake, and as a hub for local sheep and wheat farmers.
In October the 250 or so residents of the town will be gearing up for a big weekend as the Urana Vintage Machinery Club plays host to the 2024 Vintage Rally & Truck Show.
The popular two-day event draws people from all over the country, keen to marvel at the vintage engines and tractors on show, and to admire the trucking chrome at Sunday’s Show and Shine.
NATROAD CONNECT 24
September 12-13, 2024. Coffs Harbour, NSW
NatRoad Connect 2024 is a must-attend event for the Australian road transport industry. The event connects industry representatives, operators, NatRoad members and Partners with practical operational information and advice. Inspiring keynote speakers and industry experts will address key business issues including driver shortage, compliance and legal updates. and decarbonation. There will be a range of opportunities to network and connect with peers including The Cummins and PACCAR and its Dealer Industry Fund Gala Dinner, presentation of the NTI NatRoad Awards and many more catered networking opportunities across the two days.
For further information and to register, visit natroad.com.au/conferences, or contact NatRoad on 1800 272 144 or info@natroad.com.au
MEGATRANS 2024
September 18 to 19, 2024. Melbourne Convention & Exhibition Centre, Victoria
Leaders from across the supply chain will gather at the Melbourne Convention & Exhibition Centre to discuss the future of the logistics industry at MEGATRANS, an integrated trade exhibition and conference showcasing the full freight and logistics supply chain, spanning warehousing and logistics, through to multimodal freight and final mile delivery. For further details and tickets, see the website at www.megatrans.com.au
WAUCHOPE YESTERYEAR TRUCK & MACHINERY
October 5-6, 2024. Wauchope, NSW.
Held at the Wauchope Showground, this year’s event has been moved to October with plans for a bigger show. Classic and new trucks, tractors and on show, food and drink available (no Saturday night dinner).
With free camping and showers on site, it’s the perfect weekend away for lovers of classic steel, with Sunday’s hospital fete another highlight, promising great country hospitality with ice creams, cakes, food stalls, a chocolate wheel and even activities for the kids.
Spart parts business Volwreck, is one of the key supporters of this year’s event, which chosen Volvo as its focus brand.
Volwreck’s Graeme Troutbeck is planning to make the trek from Volwreck HQ in Campbellfield, Victoria, to Urana this year with a host of classic Volvo’s including, hopefully, a newly restored G88, which is in the shed now.
The G88 restoration will be the fourth for Graeme, following on from a 1972 F86, an FL10 and an FH16 XXL Globetrotter.
It was the F86 and the other models of that era where Graeme
honed his skills as an apprentice mechanic and began building his many years of experience in troubleshooting and repairing all manner of Volvos.
Having put all the hard work into restoring the trucks, the Volwreck team are likely to bringing at least three of their completed projects to the Urana Vintage Rally & Truck Show, with the Globetrotter taking on the role of truck carrier.
The two-day event will also feature a Vintage Tractor Trek, Twilight Tractor Pull, and has a spotlight on the Deutz brand of tractors.
For show updates see https:// www.facebook.com/uranavintagemachineryclubinc/
For further info email wytmc.inc@hotmail.com or see the Wauchope Yesteryear Truck & Machinery Club Inc Facebook page.
LIGHTS ON THE HILL MEMORIAL CONVOY
October 5 to 6, 2024. Gatton, Queensland
The 2024 Lights on the Hill Memorial Convoy is planned to be held on October 5 with twin convoys leaving from Brown & Hurley Toowoomba and Mica St, Carole Park in Brisbane, en route to Gatton Showgrounds with the Memorial service to be held on October 6 at the Lake Apex Memorial Wall. Live music at the showgrounds, kids’ entertainment, markets, trade and food stalls.
For further information go to the Lights On The Hill website lightsonthehill.com.au or see the Facebook page at www.facebook.com/lightsonthehillmemorial
MULLUMBIMBY TRUCK SHOW
November 9, 2024
Held in conjuction with the annual Mullumbimby Agricultural Show. Truck registrations open from 9am at the Mullumbimby Industrial Estate off Manns Rd. Drivers to register their vehicles before the truck parade through town at 11am, travelling through town to the showgrounds. All the attractions of a country show including sideshow alley, rides, food vans, full bar facilities andlive music. Other features include horse and cattle events including trotting.
For further truck show info see the registration form at www.mullumbimbyshow.org. au or phone Mark on 0427 634 903 or email wardysmachinerycentre@gmail.com
I98 ILLAWARRA CONVOY
November 17, 2024
The Illawarra community’s big annual big convoy is celebrating 20 years. Bikes will leave Illawarra Coal’s Westcliff Colliery on Appin Rd at around 8.15am, followed by family’s buses then lead. Non-lead trucks join at Maddens Plains to Mount Ousley, Warrawong to Shellharbour Airport. Family fun day at Shellharbour airport, includes live music. Fundraising will continue on-line with a silent auction, raffles and merchandise with monies raised to be distributed via the Illawarra Community Foundation to charities and families in need within the Illawarra and South Coast regions.
For further information visit www.illawarraconvoy.com.au or see the convoy’s Facebook site.
CASTLEMAINE ROTARY TRUCK SHOW
November 23-24, 2024
The highly anticipated Castlemaine Rotary Truck Show will be held in the second-last weekend of November in one of the highlights of the Victorian trucking calendar. Last year saw 265 trucks entered for judging, with the oldest being 96 years old. Applications are open for those interested in entering their truck or a display at the show which is held at Campbells Creek Recreation Reserve, Campbells Creek, Victoria. For more information contact castlemaine.truck.show@gmail.com or go to rotarycastlemaine.org.au/page/truck-show online.
ABOVE: Volwreck’s classic Volvos are sure to be a hit at Urana. Image: Volwreck
NO BULL
SPRING TIME LAUGHS
Winter is ending, Spring is here, so we went hunting for some topical, seasonal, one- liners to help get the conversation started on your next tea break.
Why is the letter “A” like a flower? Because a B comes after it.
How do bees brush their hair? With honeycombs.
Why are trees so forgiving? Every spring they turn over a new leaf.
Why are flowers so popular? They have a lot of buds. How can you tell the weather’s getting warmer? There’s a spring in people’s steps. What type of bow can’t be tied or untied? A rainbow.
Where do thunderstorms keep their money? In a rainy day fund.
What goes up when the rain comes down? Umbrellas. How does the sun listen to music? On the Ray-dio
Why is Yoda a good gardener? Because he has a green thumb.
would you pay for a number plate with the numbers 123-456?
Believe it or not, at the Donington Auctions ‘Collector Car and Number Plate’ Auction
TANKS FOR TRUCKS
on August 25, one dedicated person spent $363,000 to own this one-of-a-kind piece of Victorian motoring history – blowing the $250,000 to $280,000 pre-auction estimate out of the water. The sale created a new record
“How much would you pay for a number plate with the numbers
123-456?”
price for a 6-digit Victorian number plate, beating the $230,000 record set in February this year for the plate 888-888.
FOOTY FINAL TIME
It’s that time of year when the footy mad punters out there get excited for the big games.
This year’s dates for the grand final diary / party are Saturday, September 28 at the MCG for the AFL Grand Final and Sunday, October 6 in Sydney for NRL.
For anyone wondering. Reserved ticket prices for the AFL game range from $185 to $493. For NRL it is $209 to $739 for the elite experience tickets. Or, there’s always your closest sports bar and their big screen televisions!
FOR THE OWNER-DRIVER Frank Black
Band-aid blitz fails
No amount of random blitzes will fix the challenges of time and supply chain pressure that put unsafe trucks on the road
All of us in the truck community want to drive and share the road with well-maintained trucks. We all know the risks to ourselves, as well as other road users, if heavy vehicles are not in top shape. But we also know that inspections aren’t the answer to the problem of truck maintenance getting skipped or delayed — that comes down to the pressures in the industry. No inspection, fine or slap on the wrist is going to change the industry. In fact, it only makes things worse.
The pressures of unrealistic deadlines and to cut costs as there is less money getting passed down the chain, means the risk of maintenance issues and defects are higher.
Police blitzes and inspections keep occurring, but until we have safer, fairer standards, they’re a bandaid solution at best, and part of the problem at worst.
We need to see meaningful change to the industry, so drivers are paid well enough to afford regular maintenance and proper repairs and to be able to take the time to take care of their trucks. The industry, in its current state, is pushing too many drivers to skip or delay critical work on their trucks. Fines for the defects that
inevitably occur only heap more financial pressure on drivers.
Heavy vehicle inspections could have a time and a place, if they were used properly. For example, when a truck defect is found, it should trigger an investigation — or at least for the inspector to hear the driver out — about the reasons for maintenance being skipped or a repair being done on the cheap. This would give us more information about the pressures in supply chains that are leading to unroadworthy vehicles putting us all in danger and allow those causing the issues to face the repercussions rather than always just the drivers at the end of the chain.
Equally, if lots of similar defects are being found, that data could give us more information about the industry and about issues with trucks, so that those things can be resolved.
The problem with inspections is there’s too much nit-picking and not enough improvements to safety. These blitzes have been going on for years, but truck crash deaths are only increasing. It all just seems like a revenue stream, and it is ownerdrivers on tight margins paying the price.
Nothing is as valuable as time, when you’re an owner-driver, on the clock and under the pump.
What I’m worried about is drivers being hit with the double whammy of heavy vehicle inspections and questionable traffic policing. If one doesn’t get you, maybe the other will.
What I mean by this is while police officers are trained in general traffic enforcement and have some minor vehicle knowledge, for instance with regards to tyres and lights, their expertise in the intricacies of heavy vehicle mechanics is often limited. This can lead to defect notices being issued even if they are unsure if a component is defective or not, while actual issues may be missed.
The current process is unfair for the truck driver who would be burdened with the task and cost of having the defect checked and removed, even if it wasn’t defective in the first instance. As well as being very unfair, this is very frustrating as it also means truck operators have to take time off in order to have the defect notice cleared — and in the trucking game, as we all know, time is money.
None of this is to say we should just allow defective trucks to keep being driven around at 100km an hour day and night. We need safe trucks, and well-rested, trained drivers behind the
“The first step is to address the root cause of maintenance issues by making supply chains more sustainable.”
wheel. But there has to be a better way.
The first step is to address the root cause of maintenance issues by making supply chains more sustainable. We have an upcoming opportunity to finally do this, with laws now allowing applications to be made to the Fair Work Commission to set standards throughout contract chains.
We need to make sure everyone is getting a fair rate that allows for cost recovery and an income on top. Until that is tackled, we will continue in a vicious cycle of inspections, fines, inspections, fines, without the defects actually being taken off the road.
Carefully managed inspections by heavy vehicle experts may then have a role to play, by providing additional checks and raising issues that may be persisting in supply chains.
Inspections should never be about targeting drivers or generating revenue, but about keeping roads safe and understanding what issues are occurring in supply chains so that they can be addressed.
FRANK BLACK has been a long distance ownerdriver for more than 30 years. He is a former long-term owner-driver representative on the ATA Council.
BELOW: Carefully managed truck inspections could have a role to play in identifying dangerous supply chain issues.
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With our care program, we always go the extra mile to help look after our customers and protect their investment by providing the best service, using the best parts. And for a short time, if you buy a selected N Series cab chassis or Ready-to-Work truck† you can add a 6-Year Essentials Service Agreement Package for the price of three years, e ectively halving your servicing costs. This covers all scheduled service work using Isuzu Genuine Parts and includes engine, transmission, brake, suspension, and electrical components. Find out more at isuzu.com.au or see your nearest Isuzu Truck Dealer.
