Owner Driver 375 April 2024

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

TOLL BURDEN

Fels’ report reveals huge Transurban profits

Page 8

TRANSFORMERS

TRIBUTE

Peterbilt 379 honours

sci-fi series

Page 18

COLD STEEL

Hauling iron ore in the Arctic Circle

Page 50

Contents #375

58

8 LBRCA SALUTES YOUNG TRUCK DRIVERS

Young Driver of the Year Award ties in with push to boost driver ranks

14 AUSTRALASIAN TRUCK OF THE YEAR

Western Star X Series beats Volvo and Scania to lift 2024 award

18 BIG PETE’S TRANSFORMATION

Daniel Booby has big plans for his Transformer-themed 379 Peterbilt, all in the name of charity

32 CATTLE KING LEGEND

A working stock truck, the Einsiedel family’s 2023 Kenworth W900SAR Legend is a nod towards Kenworth’s history of Australian trucking

46 CLASSICS ON SHOW AT CLUNES

Vintage trucks and a plethora of other historic vehicles were on show at the Victorian town of Clunes in March

50 ORESOME SWEDES

Tracking a Volvo FH16 750 In the Arctic Circle where some of the world’s highest grade iron ore is hauled by road to eventually become Europe’s finest steel

58 LIVIN’ THE CAR CARRYING DREAM

David Johnston shifted up a gear when he made the move from hauling general to car carrying and eventually to his current role as driver-trainer

“The older guys prefer the Macks, but the younger ones want the Kenworths.”

ENGINEERED TO ENDURE.

Axle-Forward configuration for heavier payloads

Built in Australia for tough Australian conditions

Galvanised steel cab Mack Trident. An indisposable part of your business.

EDITORIAL

Editor Greg Bush

E-mail Greg.Bush@primecreative.com.au

Journalist Alex Catalano

E-mail Alex.Catalano@primecreative.com.au

TechnicalEditor Steve Brooks

E-mail sbrooks.trucktalk@gmail.com

Contributors Warren Aitken, Robert Bell, Frank Black, Warren Clark, Rod Hannifey, Sarah Marinovic, Chris Roe, Ken Wilkie

Cartoonist John Allison

PRODUCTION

Art Director Bea Barthelson

Print IVE Print

ADVERTISING

Business Development Manager Hollie Tinker Ph 0466 466 945

E-mail Hollie.Tinker@primecreative.com.au

SUBSCRIPTIONS

www.ownerdriver.com.au/subscribe

Phone +61 (0)3 9690 8766

Mon-Fri 8am-4.30pm (EST)

Email subscriptions@primecreative.com.au

Mail 379 Docklands Drive, Docklands, VIC 3008 Australia

EXECUTIVE GROUP

CEO John Murphy

COO Christine Clancy

Manager Regina Fellner Trader Group Sales Director

Gurusinha

Telephone: (+61) 03 9690 8766

BEHIND THE WHEEL Greg Bush

Solid start in sales

Last year was a boom year for the Australian truck market and, from the reported Truck Industry Council data, that trend is looking likely to continue throughout 2024.

Overall there has been a modest increase in commercial vehicles sold during the first two months of the year, mainly due to the slow start following the holiday season.

But by February’s end, this year’s sales, including vans and other light commercials, had almost doubled its year-to-date tally.

Breaking it down, it was a similar story in the heavy duty sector, although at the same time last year Volvo was sitting on top of the tree. But by the end of February 2024, Kenworth had outshone its constant rival, holding more than 20 per cent of the heavy market.

Scania has been the big mover in that sector,

selling 194 trucks compared to 115 in 2023 in those two months, elevating it up to fourth spot on the ladder – with a bullet!

Other manufacturers on the rise include Mack and Mercedes-Benz, at the expense of Hino and UD. Isuzu, despite the lack of a heavy duty prime mover, holds down third spot in the heavies. However, it’s in the overall list where Isuzu’s might shows. Despite a comparative drop in sales, it continues to enjoy a wide gap between it and other manufacturers. That advantage is magnified in the light duty sector, although it dropped from its lofty 50.1 per cent market share down to 47.9.

However, it is in the medium duty market where the increase in truck sales is most noticeable.

Isuzu’s tally increased from 483 to 582 from February 2023 to February 2024. Despite Isuzu’s rise, second placegetter Hino gains were even more pronounced, selling 124 trucks more than for the same period last year. Of interest is that Hino has widened the gap between it and third placegetter Fuso.

In fact, when tallied together, Isuzu and Hino currently hold a combined 83.9 per cent of the medium duty market.

Certainly, the impact of electric trucks has yet to be felt across the market, despite reported additions to various around-town fleets. SEA Electric is a case in point, its modest figures showing little or no increase in the first two months of the year.

Diesel will be around for a long time yet with one of the main talking points being the arrival of Volvo’s updated FH16 models with the new D17 engine, with horsepower ratings starting from 600hp.

But it’s the 780hp model that is likely to create much interest (see image left). We await with bated breath on the sales figures for the prime mover boasting the highest horsepower in the world.

Image: Volvo Trucks

The Goods NEWS FROM THE HIGHWAY AND BEYOND

Fels review reveals Sydney toll burden

TWU labels toll system ‘highway robbery’ following $195 billion toll forecast as NatRoad says flexible pricing for trucks is a “no brainer”

The independent Toll Review interim report, handed down on March 11 by Professor Allan Fels, lays bare the damage wrought by toll road privatisation of the former government and the huge task of reform required to ease the burden on motorists, according to the NSW Labor Government.

The review began in the first half of 2023 when Prof Fels and Dr David Cousins were asked to independently assess the efficiency, fairness, simplicity and transparency of tolls.

The government had stated that the price of tolls in NSW are simply too high which discourages the efficient use of toll roads and that the toll prices are locked in for decades with a system that was designed with financial returns back to toll road operators in mind rather than managing traffic in the most efficient way.

It adds that reforming Sydney’s vast road toll network is a complex task, spanning 13 different toll roads and 10 individual contracts, with two more toll roads under construction.

The range of the review’s recommendations include a unified, network-wide price structure that is charged on a declining distance-based method to assist people who must travel further –specifically the millions of motorists in western Sydney who currently carry the largest burden and have the fewest public transport alternatives.

It also recommends creating a state-owned special purpose entity to set toll prices and improve competition, legislative changes to allow toll prices to be set independently of individual contracts, and engaging the Independent Pricing and Regulatory Tribunal (IPART) in oversight of toll price setting.

The National Road Transport Association (NatRoad) welcomes the interim report, saying it is keen to work with its chair Professor Alan Fels on a fairer model for heavy vehicles.

NatRoad CEO Warren Clark say the review confirmed the existing tolling system was both broken and unfair.

“The review has found road users will pay $123 billion in tolls up to 2060 in today’s dollars, which is well over and above the cost of the infrastructure,” Clark says.

“The interim report lays out multiple problems with how tolls

have been set and makes a key recommendation for IPART to provide pricing oversight.

“NatRoad has long argued for independent oversight of toll prices.

“We are certainly interested in speaking to Professor Fels about the proposed new Mid Class heavy vehicle category,” he says.

“We are not opposed to network pricing in principle however there is a lot of detail in the interim report to work through.”

Clark says NatRoad was pleased the Review acknowledges the need to incentivise heavy vehicles to use tollways which was a key part of its submission.

“It recommends a trial so it’s a start,” Clark says.

“Flexible pricing for trucks is a no brainer if you want to incentivise them onto toll roads and off

suburban streets.”

However, the review’s results has spurred the Transport Workers Union (TWU) to label Sydney’s toll road system as an “out-of-control” crisis.

Despite Fels last year stating that the review would not recommend ways to override long-term contracts to toll companies like Transurban, the TWU says the finances of private companies are being prioritised at the cost of drivers.

The TWU says the ongoing increases in the costs of toll roads creates an enormous financial burden for all transport workers. It adds that while just about every operating cost for owner-drivers has steadily increased over the years, none has increased more than toll roads.

The TWU points to Professor Fels

statements, who made it clear “tolls need a big shake up. Major reforms, no holds barred and the NSW Government needs to take back control of tolls”.

TWU NSW/Qld state secretary Richard Olsen says the tolling system has spiralled out of control, placing an unbearable burden on road transport, becoming “highway robbery for transport workers”.

“It’s high time for major reforms that prioritise the livelihoods of owner-drivers over corporate profits. The NSW Government must step up and take decisive action to rein in the exorbitant toll costs,” Olsen says.

The TWU says Professor Fels’ report comes only a month after Transurban reported a net profit of $230 million in the six months leading up to December 31.

TRANSPORT BUSINESS PENALISED FOLLOWING EMPLOYEE RIP-OFF

The Fair Work Ombudsman has secured a total of $19,922 in penalty and backpay orders in court against the former operators of a Queensland transport and logistics business.

The Federal Circuit and Family Court has imposed penalties of $5,328 against each of Jatinder Singh Bassi, a sole trader who operated Bassi Group Transport, and his wife Satty Bassi, who was involved in operating and managing the business.

Bassi Group Transport formerly provided waste collection and disposal services in and around the Brisbane and Logan areas.

The penalties were imposed in response to Singh Bassi failing to comply with a Compliance Notice requiring the

back-payment of a truck driver he employed on a part-time basis between June 2019 and February 2020. Satty Bassi was involved in the contravention.

In addition to the penalties, the Court has ordered Singh Bassi to rectify the $9,266 underpayment of the worker, plus interest.

Fair Work Ombudsman Anna Booth said business operators that fail to act on Compliance Notices need to be aware they can face penalties in court on top of having to back-pay workers.

“When Compliance Notices are not followed, we will continue to take legal action. Employers who fail to act on these notices risk substantial penalties and backpay orders,” Booth says.

“Any employees with concerns about their pay or entitlements should contact us for

free advice and assistance.”

The FWO investigated after receiving a request for assistance from the affected worker.

A Fair Work Inspector issued a Compliance Notice to Singh Bassi in December 2021 in response to the worker being underpaid entitlements owed under the Waste Management Award 2010 and the Fair Work Act’s National Employment Standards.

The worker was underpaid shiftwork overtime rates, public holiday base rates, annual leave entitlements, payment-in-lieu-of-notice-oftermination entitlements, afternoon and night-shift penalty rates, and penalty rates for weekend and public holiday work.

Sydney’s M4 toll road. Image: Greg Bush

WHERE AGRICULTURE MEETS PERFORMANCE

How does Lusty EMS give owners the leading edge?

Lusty EMS prides itself on continuing to invest heavily in its manufacturing techniques, engineering and materials. However, its greatest investment has been in listening to its customers to deliver premium quality solutions that maximise your performance.

What’s more, all Lusty EMS tippers come with the backing of a national support network, meaning you can count on Lusty EMS to be there to support you for the life of the product. Experience the difference today.

maxitrans.com/lusty-ems

Driver shortage answer obvious: DSE

General public unaware of road freight’s importance to everyday life, says transport industry MD

DSE Transport has chalked up a significant milestone this year, marking 30 years in operation. However, amid the celebrations, DSE, like many other road freight operators across Australia, is contending with the dearth of professional truck drivers within the industry.

For DSE managing director Ryan Howison, the reason behind the driver shortage is obvious.

“On February 6, 2024, 20,473 truck driver jobs were advertised on seek. com.au – despite there being over 200,000 truck drivers working across the country,” he says.

“The answer isn’t in some ‘problem’ within the market. The answer is in the mirror.”

Ryan believes that, for many years, the transport industry has failed to give drivers the respect they deserve for the important role they play in delivering essential freight across the country.

He cites an article published a couple of years ago, written by a driver, who said, “drivers are treated as cash

cows by governments, scapegoats by government agencies and various motoring bodies and other self-interest groups.”

The article’s author stated that many employers treat drivers as a necessary evil, and that most of the general public has absolutely no idea that just about everything they need for everyday life depends on the services

“If this is how our drivers feel, then it is obvious why we have a shortage,” Ryan says.

“I try my very best to make my drivers feel that they are integral part of my business.

“They are not a ‘necessary evil’; they are a fundamental source of my company’s success.”

Ryan says if the underlying culture and companies’ attitude changes for the better, perhaps the industry will see more job applications coming through.

DSE Transport now employs more than 200 dedicated team members, including skilled truck drivers with a fleet of more than 250 vehicles nationwide.

BECOME A NATROAD MEMBER

NatRoad is the largest Australian road freight transport association supporting trucking businesses.

When you join NatRoad, you get discounts on fuel and tyres, expert advice on HR issues, workplace compliance support, insurance benefits, discounted roadside assistance, and more.

Above: DSE Transport team: An integral part of the business. Image: DSE Transport of road transport and its drivers.

‘Bonnie’ the Ford in charity raffl e

National Transport Insurance offers up 1946 Ford Jailbar truck to raise funds for Motor Neurone Disease research

A fully restored 1946 model Ford Jailbar, nicknamed Bonnie, is the latest vehicle from National Transport Insurance (NTI) to be raffled to raise funds for medical research.

NTI’s CEO Tony Clark says he was “extremely proud to announce Bonnie as the seventh truck to be restored and raffled by NTI, with ticket sales totalling $2 million for Motor Neurone Disease (MND) research over six years”.

The black Dual Cab 4x4 was one of the first vintage trucks modified by NTI. Bonnie has been the organisation’s promo truck and has reportedly gained a large following after appearing at events across the country over the past

two and a half years.

NTI’s chief customer officer, Janelle Greene says it’s truly a one-of-a-kind vehicle, and no surprise it’s a fan favourite.

“We are constantly asked by fans if they can purchase Bonnie, and after last year’s incredible fundraising efforts, we thought it was the right time to say a special thank you to our supporters by finding Bonnie a new home,” Greene says.

According to NTI, Bonnie was one of the toughest and most technically challenging restoration projects to date.

The building process took 2,500 hours, lengthening and widening the cab to include two rear doors, along

with a custom-made bonnet, tub tray, side steps and rear guards. The interior is kitted out with a full leather trim, air conditioning and touch screen media.

With a 5.2 litre turbo diesel engine, the team were tasked with also enhancing its off-road capabilities, turning it in to a 4WD with a 6.5 tonne electric winch, LED spotlights and rear air suspension.

While it possesses the latest technology, it honours the vintage style of the 1946 Ford Jailbar.

NTI Special Projects lead Don Geer says the excitement around the truck made the hard work worth it.

“Bonnie has that wow factor. Everyone is taken aback by the superb technology and engineering, and they always want to know how they can get

Do

DUMPMASTER

their hands on it.

“They all hurt a little bit when we let them go, but this one especially, just because it’s such a good vehicle, it’s bullet proof. It’s still very young, not even at 23,000kms yet so it’s the right time for somebody else to get it and enjoy it as much as I do.”

The truck will be displayed at National Diesel Dirt & Turf Expo in Sydney on April 12 go 14, the Australian Trucking Association conference in Canberra on April 17 to 19, Sydney Truckfest on May 3 to 5, and Cooly Rocks On at the Gold Coast from June 5 to 9.

Bonnie’s final appearance coincides with the raffle being drawn at the NTI Supercars Round in Townsville in  uly.

DRAIN VALVES - AIR BRAKE FILTRATION

you have an air dryer and still have water in your air tanks?

GP DumpMaster Drain Valves automatically drain water & moisture from your truck air brake system tanks!

XD-30 DUMPMASTER DRAIN VALVE

The pneumatically controlled XD-30 DumpMaster Drain Valve can be controlled by the air compressor Governor Valve to automatically drain the water & moisture from the air tank.

GP DRAIN VALVES XD-30 & EXT-50-12/24V

Mounted together as pictured (above), the EXT-50-12/24V can control additional XD-30 drain valves to drain water & moisture from additional air tanks simultaneously.

EXT-50-12/24V DUMPMASTER DRAIN VALVE

The electronically controlled EXT-50-12/24V DumpMaster Drain Valve will automatically drain water & moisture from the air tank every 6 minutes.

Bonnie, the 1946 Jailbar truck. Image: NTI

LBRCA salutes young truck drivers

The Young Driver of the Year Award announcement corresponds with association’s push to encourage new blood into road transport

The Livestock, Bulk and Rural Carriers Association (LBRCA) has announced Charlie Pittman of Pittman Transport as the recipient of its 2024 LBRCA Young Driver of the Year award.

Pittman received the award at the LBRCA annual conference on February 23 to 24 which was held in Wagga Wagga, NSW.

Pittman, aged 25, from Orange, NSW, was recognised for his outstanding dedication to safety, excellence in best practices, and notable contributions to the road transport industry, earning him the much sought after accolade.

Hailing from a family immersed in the transport business for over a century, Charlie Pittman’s journey into the industry began after completing a business degree. He embraced the family legacy by actively engaging in the transport of livestock and bulk commodities throughout Australia.

The LBRCA says Pittman’s commitment extended beyond driving, as he diligently learned all facets of the business, including allocations, scheduling, and compliance.

Upon receiving the award, Pittman highlighted the allure of the job, emphasising the independence and autonomy it provides.

“The job is really exciting as you can be your own boss behind the wheel, and the opportunity to travel is also quite attractive,” he says.

“In the last three years, I have travelled through most of NSW and as far as Far North Queensland and Tasmania.”

Ironically, the announcement of Pittman’s victory at the conference coincided with the event’s focus on addressing driver shortages, particularly among young drivers entering the industry.

Lynley Miners, the award

initiator, praised Charlie’s outstanding best practice approach and commitment to driving and safety.

“Charlie displays an exemplary work ethic, a proactive approach to safe work practices, and is a brilliant role model for the rural transport industry,” Miners says.

“The professionalism and leadership qualities Charlie possesses are a real win for our industry.

“He is hungry to learn and absorb every detail of the industry to be the best at what he does.”

Pittman will work closely with the LBRCA over the next 12 months to showcase the heavy vehicle industry to young people as a safe, rewarding and viable career choice.

At the presentation, he expressed gratitude to the LBRCA and SafeWork NSW for supporting the award over the past decade. He also thanked his parents, Jeremy and Annabel, for their

unwavering support in pursuing a rewarding career in the heavy vehicle industry.

Among the other finalists for the award were Brett Dawson from Dawson’s Livestock Transport Wagga Wagga, Nicholas Hamilton from Cavanagh’s Stockmaster, and Christopher Wisniewski, a driver for Divall’s Earthmoving & Bulk Haulage.

LBRCA LAUNCHES RURAL TRANSPORT WOMAN AWARD

Coinciding with this year’s International Women’s Day on March 8, the Livestock, Bulk and Rural Carriers Association (LBRCA) announced the launch of the Rural Transport Woman of the Year Award, sponsored by Repco Commercial.

This accolade aims to honour the achievements of women in the rural transport sector, recognising outstanding service and contribution in New South Wales. It acknowledges those who go above and beyond to create a safe, viable, and rewarding industry.

LBRCA president Wade Lewis emphasised the inclusiveness of the transport industry and the vital role women play in it.

“There’s a pathway for everyone,

from driving, scheduling, or maintaining trucks to working in the office ensuring that those out on the road are safely getting home and the trucks keep moving,” Lewis says.

The award ceremony will be a highlight of next year’s combined LBRCA and Australian Livestock and Rural Transporters Association (ALRTA) national conference, set to take place in Canberra on April 4 and 5, 2025. Next year also marks the 40th anniversary of the ALRTA, which the LBRCA says adds further significance to the inaugural presentation.

Criteria and nomination forms for the Rural Transport Woman of the Year Award will be released in mid2024.

Above: Charlie Pittman, 25, (centre) with his parents Annabel and Jeremy Pittman. Image: LBRCA

Above: NSW Minister for Regional Transport and Roads, Jenny Aitchison, with award finalists (from left) Christopher Wisniewski, Charlie Pittman, Nicholas Hamilton, Brett Dawson and award initiator Lynley Miners. Image: LBRCA

Superior construction and performance; now with intelligent control.

Unlock your Ultima light bar’s full potential with a revolutionary new Ultima Connect+ Controller.* Featuring 3 customisable driving modes, boost mode and the ability to connect multiple lights, Connect+ gives you total beam control.

Ultima High Performance Light Bars are the first in Narva’s innovative Ultima Connect+ range.

BRAWN: Ultima Light Bars

• Market-leading beam performance

• 2 beam pattern options available

• Unprecedented 10-year warranty

BRAINS: Connect+ Controller

• Adjustable brightness

• Boost mode – 15% more power for 30 seconds

• Single unit to control all Connect+ enabled products

X Series judged best in Australasia

Western Star X-Series comes up trumps ahead of Volvo and Scania for the Truck of the Year Australasia 2024 award

The new Western Star X-Series has been judged as the 2024 Truck of the Year Australasia. The winner was announced at a pre-conference event ahead of the inaugural Teletrac-Navman Technical Maintenance and Safety Conference on March 13 in Christchurch, New Zealand.

The coveted trophy was presented to Penske Australia and New Zealand managing director Hamish Christie-Johnston.

The Western Star fended off serious competition in the form of the Volvo F-Series Electric and Scania’s Super Series. The main criterion for the nomination and election of any Truck of the Year candidate is its contribution to the standards of safety and efficiency of transport of goods by road in Australasia.

Truck of the Year Australasia is judged by PowerTorque editor Tim Giles, New Zealand Trucking media editorial director Dave McCoid, FOCUS on Transport & Logistics editorial director Charleen Clarke, long-time Australian trucking industry stalwart Bob Woodward (who recently retired as the Australian Trucking Association’s chief engineer), and Randolph o ich u lisher of  Deals on Wheels (New Zealand).

“I am thrilled to receive the 2024 Truck of the Year Australasia award on behalf of our Australia and New Zealand Western Star teams,” Christie-Johnston says.

“Since we launched the all-new X-Series in late 2022, we’ve received outstanding feedback from everyone who has driven the trucks. From customers to media personnel, the response has been unanimous that the X-Series is a seriously premium package.”

Judge and PowerTorque editor Tim Giles says all three contenders brought major strengths to the competition.

“When it comes to pure engineering, the way Scania took what was an excellent and a frugal driveline and redesigned all of the components, taking them to another level, is very impressive, and Volvo needed an electric alternative in the prime mover department and came up with a solution which turned a good to drive, well-designed truck into a good to drive, well-designed truck that also achieves zero emissions,” Giles says.

“In the new X Series from Western Star, we see a completely different truck from its predecessor; the design brings the Western Star brand bang up to date.

“The X Series includes all of the latest goodies like the Detroit DT12 AMT, which has performed well from the word go. For the traditionalist, there is still a Roadranger available, just to reassure us that the dying art of the truck driver is still with us.”

Charleen Clarke says this year’s competition was particularly challenging to judge.

“All three contenders are superb trucks. On the one hand, there was the Scania Super, a brilliant truck that proves the potential for the internal combustion engine. It does everything exceptionally well –but the potential for fuel savings is hugely appealing. This would definitely resonate with each and every transport operator.

“Then there was the Volvo. The company has done an astounding job of bringing e-mobility to truckers around the world. The FH is sublime in that a driver can just hop into it, drive the truck, and save the planet at the same time (yes, I know that’s a slight exaggeration).

“Finally, there was the Western Star X-Series. With its powerful driveline, better-than-ever safety features, comfortable and ergonomic cab, we all knew that the X-Series had to be in with a shot,” Clarke says.

“The X-Series got the nod from me because it’s a huge leap forward for the brand. It’s also probably the ultimate truck for Australasian transport operators – and it can be rolled out right now.”

Dave McCoid says the competition was really interesting this year.

“After a couple of difficult rounds of discussion, all five of us involved in the selection process were unanimous the Western Star X-Series was this year’s winner.

“The X-Series circumvents several steps in what would normally be the evolutionary path for a truck at the stage the previous model was at, but being able to tap into the Daimler Truck North America platform has catapulted the X-Series to the pointy end of the market.,” McCoid says.

“The result not only increases choice in the marketplace for those whose customers have stringent safety requirements, but also raises the industry sector bar for the average level of capability. It also extends the challenge to competitors whose premium bonneted products might not match the X-Series in some core capabilities.

“In terms of the New Zealand market, offering an 8x4 in the 450kW hits the nail on the head.

“And lastly, there’s also that component in it that I love, the acknowledgement of lineage –who they are, being proud and honouring it, and knowing there’s still an active market. Yes, I’m talking gauges, gear levers, and grain on the dash. The sun is most definitely setting on that era in the industry, but not just yet if that’s what you want in your big, new, shiny Star,” McCoid adds.

“This is a well thought through market-wide offering.”

The Truck of the Year

Australasia is an expansion of the International Truck of the Year which was launched in Europe in 1977.

Last year, the concept made its way down under with the first Truck of the Year Australasia presented in May 2023 at the Brisbane Truck Show. The presentation venue of the Australasia award alternates between Australia and New Zealand on a yearly basis.

Above: Award presentation: Western Star Trucks Australia head Kurt Dein (left) and Penske Australia & New Zealand managing director Hamish Christie-Johnston accept the Australasian Truck of the Year trophy. Image: NZ Trucking

Above: Western Star’s 48X: The X Series is the 2024 Truck of the Year Australasia. Image: Penske Australia and New Zealand

NHVR SAFETY AND COMPLIANCE OFFICE R S

Working with you for safer roads across New South Wales, South Australia, Tasmania, Victoria, the ACT and Queensland.

Find out more at nhvr.gov.au

Rubber Floor Mats

TRP-24HD $150 L260 X W173 X H225 mm, 600CCA, 140RC, 75AH

Suits smaller vehicles, including Japanese trucks and utes

TRP-24LHD $150 L260 X W173 X H225 mm, 600CCA, 140RC, 75AH Suits smaller vehicles, including Japanese trucks and utes

TRP-700HD $155 L303 X W172 X H200H mm, 700CCA, 160RC, 82AH

Suits heavy duty trucks, including Kenworth

TRP-31HD $200 L330 X W173 X H240 mm, 900CCA, 160RC, 100AH Suits Freightliner, Sterling & Iveco

RECEIVER DRYER

$50.70

I Manufactured using OE materials and dimensions

I No installation modi cations required for tment

I Spring-loaded design ensures desiccant is kept under constant pressure, preventing desiccant from escaping and contaminating the compressor I 12 month warranty

BIG PETE’S TRANSFORMATION

With a background in car restorations, Daniel Booby says he “always wanted” to have a go at something bigger, namely a Peterbilt, in particular a 379 model. With that dream achieved, he has big plans for the Transformers-themed Pete, all in the name of charity. Warren Aitken writes

It has been a while since I have started one of my stories with some form of profound quote, but this truck and this story warrants an inspiring kind of introduction. For which there was only one quote that fitted this particular feature perfectly, those famous words from American senator, publisher, and capitalist Malcolm S Forbes: ‘The difference between men and boys is the price of their toys’.

It is fitting because when it comes down to it, this awe-inspiring icon of trucking that you see here is the result of years of hard work and decades of saving. But in reality, it’s still just a big boy’s toy.

Yes, it is true. The objective and purpose of this larger-than-life toy truck is to get involved in charity work and support worthwhile causes, but the driving

motivation in the first place was a young man with just a passion for really cool toys. And having seen his toy cupboard, ‘really cool’ is an absolute understatement.

Before we get to meet Daniel Booby and learn more about this picture-perfect Pete, I would like to put a little shout-out to the true hero of this story. If she’s not the most tolerant wife in the world she would make the top five, and more than likely place in the medals. That hero is Daniel’s high school sweetheart and now wife of 26 years, Kate Booby.

Kate and Daniel have been together since high school, they have raised three beautiful kids, Kate has garnered an HR degree from the Queensland University of Technology and, alongside Daniel, established Spinefex, a hugely successful company that specialises in portable power distribution and electrical safety.

That resume alone would make Kate a pretty legendary lady, wife, mother, and businesswoman. Her superpower though has been living with her husband’s malnourished memory.

Daniel has an innate ability, and terrible tendency, to forget all the things he has always wanted. Hear me out. On numerous occasions Daniel has a tendency to spot something and suddenly remember, ‘I’ve always wanted one of those’. Next thing the lovely Kate is witnessing a new project being wheeled up their driveway, or a new bill arriving in the mail.

This absentmindedness is why Daniel’s sheds are either full of toys he has ‘always wanted’ or cluttered with projects he has ‘always wanted’. It is also why Kate’s car gets parked outside while there’s a 1950s school bus, a 1980s tipper truck, and a huge Peterbilt parked inside the aforementioned sheds. It is why the matriarch has finally resorted to requesting Daniel submit a list of all the ‘always wanted’ things.

“Yeah, Kate has said I need to write her a list of all the things I have always wanted as I seem to spot a lot of things and then remember I always wanted them.” So Daniel may be the one I am interviewing to learn about this beautiful big Pete, but we cannot go past the years of tolerance, support and eye-rolling that Kate has offered. The woman is a saint. Now onto the boy and his toys.

The first thing to note, Daniel isn’t a truck driver. He can drive trucks, but he isn’t a truck driver. Daniel is the man behind Spinefex, one of Australia’s leading specialists in portable power distribution and electrical safety. You will see the Spinefex name on equipment being used by mining companies, the Defence Force, and even during natural disasters. They are a pretty big deal and a true Aussie family-built company. But it still doesn’t explain the Peterbilt though, does it? Let’s try and get to that, starting with Dan the man himself.

Holden rebuild Daniel is a man who epitomises the ‘work hard play hard’

Top: Daniel Booby and son Cooper, both happily dwarfed by the big Pete

Below: It’s a long way down the big 379 bonnet

mantra, right from back in his high school days while working three part-time jobs, as well as doing a night course at TAFE and trying to woo Kate.

Daniel has proven his work ethic since school, starting an apprenticeship as a fitter and turner. It was during this time he also set about building the company that would become Spinefex. As busy as all that sounds, Daniel did have passions and hobbies, one of which was restoring cars.

“I’ve always been into cars and doing them up,” Daniel explains. “The first car I did up was an HZ

Holden, that was when I was 15.

“I was going to school and at night I went to TAFE and did a panel beating course, to learn how to cut rust and stuff like that. I also had a part-time job at an engine reconditioner. The HZ engine needed work so I learnt that,” he says. “I learnt a lot like that along the way. I’m by no means an expert but I dabble.”

As you read earlier, Daniel went from school to apprenticeship, to work, to being his own boss. In that time, he maintained his love of cars and project work and they just kept coming.

“My dream truck was always the Transformer truck, the 379 Peterbilt.”

“I can’t remember a time when I didn’t have a project on the go, much to my lovely wife’s disgust sometimes,” Daniel laughs. “I went from the HZ Holden to an EH Holden, then I think it was a Chevelle, then I did a 1954 GMC Truck. It took about six years; it’s got a four-metre fully polished wooden tray on it.”

Daniel likes to get as much of the work done himself. With a fully kitted out workshop he has the skills and facilities to undertake these kinds of projects but also knows when to get the experts in to do their parts.

Still wondering how we got to from an HZ to a 379? Well, the leap starts in Daniel’s garden. When the family was looking to do some landscaping and needed some supplies, Daniel suddenly remembered another plaything that he had always wanted, his own tipper.

“I tried to look around for a hire truck, tried to borrow a mate’s, and then wondered what it would be worth to buy one,” he recalls.

“Then I thought, ‘I wonder if I could get a Peterbilt, that’s my ultimate truck’. There is just something a

bit special about a Peterbilt, just something a bit different and I’d always wanted one.”

See what I mean, even in our interview the ‘I always wanted one’ kept slipping out. Long story short, Daniel actually did find a Peterbilt tipper, a cab-over 362 in the New South Wales town of Glen Innes.

“Paperwork says it’s a ’99 but that’s when it was compliant. I reckon it’s a mid-’80s truck,” he says. “When I went down there I didn’t have a Roadranger licence, so on the test run I couldn’t even drive it.”

That first Peterbilt really did spark several changes for Daniel. Firstly, it made him realise he needed a different licence. Through a driving school, he found his enthusiasm flourishing and pushed himself to move not just to his Roadranger licence but eventually take it all the way to his open MC licence.

Admittedly the time spent learning in his 362 Peterbilt also lit the fire for the other truck he had ‘always wanted’.

“My dream truck was always the Transformer truck, the 379 Peterbilt. I always loved Transformers as a kid, I had all robots you put together. I wish I had them now – they’d be worth a fortune,” Daniel says.

Knowing that a 379 or as he puts it, ‘a whole lot of truck’, was

Above, left to right: The 63-inch standing sleeper sounds like a lot but when you see it side on, it is; The flat dash of a Peterbilt – a very traditional look

Below: It has the design of a 22-year-old truck, but the fresh interior makes it look brand new Opposite below: There’s nothing quite like the effect of amber watermelon lights blended with a top class paint scheme

“I have spent a lot of money for nothing on it.”

another factor that drove Daniel to get his licence and once he did, he set about trying to find his dream truck.

“I got hold of a mate Dave Pancino (Driver Dave for those Megatrucker fans) and asked him if the 379s were available in Australia. He told me they were about but not many available. He told me to give his boss Jon Kelly a call. If anyone will know, he’ll know,” Daniel says.

“I’d never met Jon, but he was great. He told me at that time there weren’t many about but he would keep his ears open and let me know.”

Several months after Jon started making some inquiries, several options started to crop up and it wasn’t long before Jon had tracked down a 2002 379 Peterbilt with a 63-inch standup bunk and a Cat motor in it. It had all the requirements Daniel had been after and within the price range. Daniel told Jon to snap it up and get it up to Queensland, where Daniel was then struck with another dilemma.

“When it got up here Jon had just started doing a TV show, Aussie Truck Rehab and they wanted it on that,” recalls Daniel, who humbly claims his ‘face for radio’ wasn’t at all willing.

“I was really reluctant to do that ’cause I’m just keen on doing my own thing, not the big promotional stuff. But he convinced me

it would be fun, and in the end it actually was.

“It was great to get an inside into how all that stuff works.”

In terms of rebuilding the truck, even with cameras watching every stage, Daniel had his plans and had his ideas. His love of the Transformers Peterbilt may have been a leading line into this project but it was far from the end goal.

“I didn’t want to copy the Transformers truck, I wanted my own colours and lines, something original,” Daniel says.

“I went in with my ideas and was pretty adamant about how I wanted it.

“In the end we did compromise a bit with the paint scheme and I’m glad because those panels are just so large and the colours I originally had in my head wouldn’t have been a true tip of the hat to a true Peterbilt look.”

Daniel’s years of restoring old vehicles gave him a real appreciation for precision and perfection and led his motivation in the Peterbilt rebuilt. The goal was very much to acknowledge and respect the aura that goes along with such a classic American truck.

“There’s just something about a Peterbilt. It is a worldwide thing, if you’re a Kenworth guy, or Mack, or even a European fan, everyone loves a Peterbilt,“ he points out.

Credit due

I think it is now time to start handing out some awards for the work done on this amazing truck. “A lot of the credit goes to Gary Rose,” Daniel says. “He’s in charge of the workshop (at Heavy Haulage Assets) and he was the one that planned out the whole project. He’d ask me what I’d like, how I’d like it and I just

Above: Not a bad-looking truck to see coming down your driveway

Below, left to right: There is plenty of space in the back for Daniel to work on his ‘always wanted’ list; Mood lighting and massive sounds, a perfect sleeper for getting no sleep

“I want to get to a point where I can go do like a hay run.”

kept bringing him more stuff. Somehow, he would manage to plan it all out.”

When it comes to first-up appeal with the paint and the lines, credit has to go to Damien and the team at Master Art Designs.

“We worked closely with Damo, I spent months combing the internet looking at ideas and I sat down with him and we drew out all sorts of ideas until we got the one that looked perfect,” Daniel continues. “On the back wall I didn’t want any kind of mural, just something simple with the ‘Money For Nothing’ name as well.” Before you ask, the motivation for the name came purely from Daniel’s love of the Dire Straits song and the accompanying animated video clip from 1985.

He laughingly adds, “It also kind of fits, because I have spent a

lot of money for nothing on it.”

The next big job was the interior. “Going in, I felt I knew a fair bit about projects like this, but with a truck it’s not just that interior headboard and dash panels, all of a sudden you’ve got like a big loungeroom behind you.” Lounge room indeed, the Pete is sporting the big boy bunk with a full 63-inch stand-up sleeper. Credit for all that goes to Mike Fellows Upholstery. The entire interior was ripped out and using the old panels for templates, it was all rebuilt.

Pengelly Trucks in Toowoomba also go on the awards’ list. The truck was sent there where, along with a microwave, TV and twin fridges, they also fitted the Icepak and full outdoor shower. If you have a look closely at the photos you could be forgiven for wondering where, but you will find all those goodies tidily hidden in the huge stainless toolboxes.

Tom and Jamie at Ontrack Electrical get their mention next for all the stunning electrical additions, the wicked watermelon lights being the most obvious.

But the big selling point and award winner for me is the outstanding sound system. Roswell Marine, who deck out all the fancy American boats, came on board when they heard Daniel was doing up the Pete. These guys specialise in stereo equipment that can cop all kinds of weather and all kinds of power washing. The Peterbilt subsequently has, in a way, two separate stereos that can when needed work independently or cooperatively. Along with four superb speakers, there are two 12-inch subs all mounted to the exterior of the truck. Then the same again on the interior. The end result is a mobile nightclub that could come with its own history of cranky neighbour noise complaints. If you were wondering, yes there are more than a couple of extra batteries, eight to be exact.

It has been a pretty long wait to get the Peterbilt built, but well worth it as far as Daniel is concerned. His history of perfection in his projects means there was no rush on this one – good things take time.

Now that it’s all complete Daniel can finally sit back and revel in the truck he ‘always wanted’.

“I absolutely love it,” he enthuses. “Doing this shoot is the first time I’ve really got to enjoy it.

“I don’t use it at the moment, my intention is to do a few truck shows but really I want to get to a point where I can go do like a hay run, that sort of stuff. If there’s flood work, charity work, stuff where I can take a week off, throw my own diesel in it and go and do stuff to help.”

Honestly, I could go on for days about the details in this truck and the amazing people behind it and involved in it, but I won’t because a picture paints a thousand words. So for the sake of Kate, I will sign off and go and enjoy this perfect Pete myself.

Above, left to right: The rear end of the 379 is very much oldschool classic Peterbilt; Months of Pinterest searches by Daniel, paired with years of experience of Master Art Designs, and the final design was spot on

Below: The American-made Rosewell speakers will stand up to any truck wash or Gerni around. Waterproof and fully insulated, everyone gets to enjoy a bit of Daniel’s country music, whether they want to or not!

HIGHWAY ADVOCATES Robert Bell

Call off the search

HVNL gives officers the right to search premises, but truck searches comes with some limitations

When most of you have read this, Highway Advocates will be three years old. Still a toddler compared to many legal firms, we have seen a lot in our relatively short life. One of our main take outs from over 3000 cases and enquiries is how enforcement against heavy vehicles has evolved.

We also know that the Heavy Vehicle National Law (HVNL) and the regulations made under it are complex and convoluted. There are several Supreme Court cases that say much the same thing. The Law also strips away many of the common law rights that many of us take for granted. Can you all remember the Reasonable Steps defence that was part of the Law once but not anymore?

Another aspect of the Law that is often misinterpreted is the vehicle search provisions found in the Law. Again, drafted contrary to the plain English style. The HVNL gives authorised officers the right to search business premises without a warrant. However, the right to search heavy vehicles comes with some caveats.

A search may not be conducted on a general suspicion. Consistent with the common law, there must be a factual basis to ground the suspicion reasonably: see George v Rockett (1990) CLR 104, where this was discussed in detail by the High Court.

Both authorised officers and police may search heavy vehicles under certain conditions. One of the search powers found in the HVNL is section 520 in that it allows heavy vehicles to be searched for certain items only.

Section 520 is found under Part 9.3 of the Law – Powers in Relation to Heavy Vehicles. Drill down further, and we find Division 4 – Inspecting and Searching Heavy Vehicles. Section 520 permits the searching of heavy vehicles for monitoring purposes only. In short, it allows authorised officers to enter and inspect a heavy vehicle for the reasons of inspecting, examining, or filming any part of the heavy vehicle or any part of its equipment or load. It also allows the inspection of a relevant document, electronic relevant document, and relevant information.

Section 520 also allows an authorised officer to take necessary steps to allow this power, including the authority to open an unlocked door or an unlocked panel or thing on a heavy vehicle; and move but not take away anything that is

not locked up or sealed.

Relevant documents and information generally mean a document or information relating to a heavy vehicle and required to be kept under the HVNL or a heavy vehicle accreditation.

A search under section 520 requires consent by virtue of section 520(4), which provides that an authorised officer may not use force when exercising a power under this section.

Section 521 provides that an authorised officer may, using necessary reasonable help and force, enter and search a heavy vehicle for investigation purposes if the officer reasonably believes the vehicle is being, or has been, used to commit an offence against the HVNL; or that is being, or has been, committed; or the vehicle, or a thing in the vehicle, may provide evidence of an offence against the HVNL that is being, or has been committed; or the vehicle has been or may have been involved in an incident involving the death of, or injury to, a person or damage to property.

The required reasonable belief may be formed during or after an inspection of a heavy vehicle under section 520

ROBERT BELL, together with his team of legal professionals, are Highway Advocates Pty Ltd, a legal practice focused on heavy vehicle drivers and operators. It is their unique ‘Industry Insider’ advantage that keeps them at the forefront of this area of law. Robert’s experience in the transport industry, coupled with his insight, is a guiding force for the team of legal professionals appearing in Courts all around Australia, achieving outcomes that consistently exceed expectations. Highway Advocates are lawyers to the heavy vehicle industry, keeping you on the road where you belong. Contact Highway Advocates on 1300 238 028 or send your court notices and enquires to info@ highwayadvocates.com.au

or independently of an inspection of a heavy vehicle under section 520.

To further cloud already murky waters, HVNL s 726B states the following: To remove any doubt, it is declared that evidence lawfully obtained by a police officer using powers other than the power under this Law is not inadmissible in proceedings for a contravention of this Law only because the evidence was obtained using the other powers.

CONSENT REQUIRED

In plain English, authorised officers and police may search your truck for relevant documents and information only by consent. They cannot use force to conduct that search, and a refusal of consent cannot be used to ground a reasonable belief that an offence has been committed.

Section 521 permits the search for investigation purposes but only when the authorised officers hold a reasonable belief. Your heavy vehicle cannot be searched in this manner on a mere suspicion or “fishing expedition”.

In George v Rockett, the High Court observed, “When a statute prescribes that there must be reasonable grounds for a state of mind, including suspicion or belief – it requires the existence of FACTS which are sufficient to induce that state of mind in a reasonable person”. The Court went on to discuss that a suspicion and belief are not one and the same.

If you believe your heavy vehicle has been searched beyond the power granted under the HVNL or otherwise, contact us here at Highway Advocates. We are assisting clients in all jurisdictions where this has occurred. If evidence is obtained by way of a fishing exhibition, it may be that that evidence is inadmissible. Highway Advocates are keeping you on the road where you belong, as well as preserving and protecting what little rights you have under the HVNL.

“Your heavy vehicle cannot be searched … on a mere suspicion or ‘fishing expedition’.”

CHARGED AND READY.

Introducing the all-electric Mercedes-Benz eActros and eEconic.

EYES ON THE ROAD Rod Hannifey

Truck bay watch

Mixing a regular driving job with road safety and rest area meetings can be a juggling act

The recommendations from the NSW Parliamentary Inquiry into ‘Issues affecting truck drivers’ were released just in time before the NSW Road Safety Forum (concerned with the rising road toll) happened in Sydney on March 18 at the Sydney University of Technology. As far as I saw, I was the only working truckie invited. Simon O’Hara from Road Freight NSW was there and I believe NatRoad attended via Zoom. There were some volunteer road safety practitioners including Peter Fraser from the Yellow Ribbon campaign, ministers, Transport for NSW staff and police and many others. Of the nine recommendations, the first was to build and supply more truck rest areas, and the next four were about industrial sites, truck parking bays, loss of rest areas and then car drivers education about truck bays. Five of the nine recognised the issue of the current lack of suitable and sufficient sites. They have three months to respond. I had wanted to see what came out first, so I could either push harder and or add more at the Sydney meeting.

I had asked my workplace to see if I could attend the Sydney meeting and, for them, the best way was to run me in and out of Sydney till the Thursday, lend me the ute to get in there and then load out later. It was a bit of a change in a single for the week and running in and out over the mountain meant a road less travelled, but the one which many years ago, 25 to be exact, saw the need for and the first iteration of the then blue but now green reflector marking of informal truck bays.

At the meeting in Sydney I pushed

our needs, spoke with the Minister attending and invited him along with a few others for a trip. I spoke with the area Police Commander who is keen to do something in the Dubbo area with myself and some other local companies and drivers in the future, so that might be interesting.

We had group sessions where we raised issues and responded to questions raised and I believe there will then be follow up when all is collated.

Reductions in the road toll of other countries were looked at, with the aim of what works there, might work here, but we will see. Some ideas, for example, included using the point-topoint cameras – which only target trucks now – for cars as well as is done in every other state seems to be a no-brainer.

I had asked previously how many trucks had been detected and whether the enormous cost to only monitor trucks was justified. They did quote figures of a major reduction on speeding of trucks and a reduction in crashes, but honestly, with the hills within the zones I doubt many if any trucks, unless nearly empty, could beat the time unless they were stupidly running off every hill at big speeds.

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

“Between Wee Waa and Pilliga does not include a stopping bay.”

SPEEDING TRUCKS

As an aside, I would ask how many of you in trucks with tracking and company policing of speed and other factors now have trouble with other trucks who either aren’t so closely monitored, pushing you along and/or are keen to get past. There are still some faster trucks, but nothing like the days of old. Unless you are an owner-driver with no one watching you, I don’t see how many could get away with higher speeds anywhere, let alone on point to point, without having a record or company chasing them every time.

Any company has (though not really in court much) and will be held liable when something goes pear shaped or they are audited, but the other issue is, where do you draw the line? I doubt many motorists could honestly say they never exceed the speed limit, even if only by a few kilometres, so if we do 200,000-plus km a year, then does hitting 101 or 103 really affect your safety, or that of anyone else for that matter?

I have often asked when such issues are discussed, “Do you want me watching the road, or the speedo?”. Which do you reckon is more important? But of course, most will say they never speed. Yeah, right!

Then the following week I was able to get back into Dubbo on the Thursday afternoon and drive to Canberra for the Heavy Vehicle Rest Area Steering Committee (HVRASC) meeting. There were many new applications and we covered them all on the day. Our recommendations then go to the government and eventually the minister will decide and announce successful applicants. We have a long way to go to catch up.

I have emailed Transport for NSW citing some roads with nowhere to stop at all and am making a list. The current work being done between Wee Waa and Pilliga does not include a stopping bay or shoulder work that would give us somewhere to stop safely along there. Then from Pilliga to Coonamble is the same, work being done but nowhere to stop. The same applies from Collarenebri to Walgett and I am sure there are many others.

We don’t need a 20-road train bay on every road, but we do need safe places to stop. There is no guarantee they will listen or act, but I will keep trying.

Image: Greg Bush

The Enhanced

Greater Safety Better Fuel Ef ciency Smarter Drivability

Our latest Quon range offers enhanced performance, driveability, innovation and a raft of new and improved safety features. Intelligently designed and precision crafted in Japan, the UD Quon is purpose built for tough Australian conditions.

With their proven strength, strong pulling power, superior turning circle, and smooth driveline, UD Trucks deliver like no other. Plus, for complete peace of mind, it’s all backed up by Australia’s best service network.

Our enhanced Quon not only delivers the very best, but puts people and their safety rst.

Signs of pre-diabetes DIABETES AUSTRALIA

The risk of progressing from pre-diabetes to type 2 diabetes are high, but in some cases preventable

Pre-diabetes means that your blood glucose levels are higher than normal, but not high enough to be diagnosed with type 2 diabetes. There are currently around two million Australians living with prediabetes, and that comes with a 10-20 times greater risk of developing type 2 diabetes.

However, people with pre-diabetes can delay and, in some cases, prevent type 2 diabetes developing.

There is strong evidence emerging that shows type 2 diabetes can be prevented in up to 58 per cent of cases of pre-diabetes by making some lifestyle changes such as losing excess weight, eating healthily, and exercising regularly.

Pre-diabetes rarely has signs or symptoms, but if you are concerned about pre-diabetes you should organise a blood test with your GP.

If you start to develop any of the following symptoms you may already have type 2 diabetes:

• Going to the toilet more often, especially at night

• Feeling more tired than usual

• Losing weight without trying

• Genital itching

• Blurred vision

• Cuts that take longer to heal

• Feeling very thirsty.

The first check your GP will do is an HbA1c test which shows your average blood glucose levels over the past three months. If that reveals higher than normal blood glucose levels your GP will order an Oral Glucose Tolerance Test to find out more.

If you are then diagnosed with prediabetes the first steps are usually to see if lifestyle changes will return your blood glucose to normal levels.

Healthy eating

A healthy eating pattern involves:

• Reducing energy intake (kilojoules)

• Eating lots of vegetables and some fruit every day

• Choosing lean proteins such as meat and chicken (with fat/skin removed), fish, eggs, nuts, legumes and tofu

• High-fibre, low glycaemic index carbohydrate foods, such as wholegrain breads and cereals, legumes and fruit

• Replacing saturated fats with unsaturated fats such as extra virgin olive oil or avocado

• Limiting foods high in sugar, saturated fat and salt, such as cakes,

sweet biscuits, sausage rolls, and deli meats

• Avoiding high sugar drinks such as soft drinks, cordial, iced coffee or flavoured milk

• Limiting alcohol intake.

To get help with your diet, it is a good idea to visit an accredited practising dietitian member.dietitiansaustralia. org.au/faapd.

Regular physical activity

Regular physical activity helps your body to use insulin better, reduces insulin resistance, and reduces your blood glucose levels. Aim to do at least 30 minutes of ‘moderate intensity’ physical activity such as brisk walking or swimming on most, if not all days, or three 20-minute sessions of ‘vigorous intensity’ exercise per week such as jogging, aerobics, and strenuous gardening. Include resistance training, such as lifting weights, twice a week to improve the way your muscles work. Starting a regular activity program, and sticking

“Regular physical activity helps your body to use insulin better.”

to it, can often be made a lot easier by joining up with a group or motivated friend to encourage you to keep going.

Before starting any new type of physical activity, always talk to your GP.

What causes pre-diabetes?

There are some modifiable and some non-modifiable risk factors for prediabetes, these include:

• Being overweight, especially if you carry excess weight around your waist

• Being physically inactive

• High triglycerides (blood fats) and low HDL cholesterol (good cholesterol) and/or high total and LDL cholesterol

• High blood pressure

• Smoking

• A first degree relative with type 2 diabetes

• Coming from an Aboriginal and Torres Strait Islander, Pacific Islander, South-East Asian, Asian (the sub-continent), Arabic, or North African family background

• Women with Polycystic Ovarian Syndrome

• Women who had gestational diabetes in pregnancy or have given birth to a big baby (more than 4.5kgs).

Type 2 diabetes prevention programs

If you do receive a pre-diabetes diagnosis there are a range of free type 2 diabetes prevention programs across Australia that you might benefit from.

My health for life (Queensland): A free, healthy lifestyle program for Queenslanders who are at high risk of chronic disease, including heart disease, stroke and type 2 diabetes. Phone 13 74 75 or see the website at www.myhealthforlife.com.au.

The COACH Program (Tasmania): The COACH program is a free telephone coaching prevention program for people with chronic disease or at high risk of chronic disease. Website: www. diabetesaustralia.com.au/phonecoaching-tasmania.

Get Healthy Service (New South Wales): Free phone and online health coaching to help you make lifestyle changes to improve your health. Phone 1300 806 258 or see the website www. gethealthynsw.com.au.

Life! (Victoria): The Life! program helps you reduce your risk of type 2 diabetes and cardiovascular disease. It is delivered as a group course or through telephone health coaching., Phone 13 74 75 or see the website lifeprogram.org.au.

AUS2PREVENT (South Australia): Diabetes South Australia, in collaboration with Flinders University, is testing the AUS2PREVENT lifestyle change program. Phone 08 8354 5812.

Let’s Prevent (Western Australia): Let’s Prevent is a health program for people at risk of type 2 diabetes, heart disease or stroke living in the South West region of WA. Phone 1300 001 880 or see the website www.diabeteswa. com.au/prevention

Other useful contacts: Diabetes Australia 1800 177 055, National Diabetes Services Scheme 1800 637 700.

You can check your risk of diabetes or pre-diabetes at diabetesaustralia. com.au/risk-calculator.

CATTLE KING LEGEND

A working stock truck with the looks of a fully polished and immaculate show truck? Meet the Einsiedel family’s 2023 Kenworth W900SAR Legend, an acknowledgement to Kenworth’s history of Australian trucking. Warren Aitken writes

Iha e con rmed the answer e ery ody eel free to than me with raises accolades and or ac aniels for reiterate ha e con rmed the answer. e all now the uestion it s the same one all these fancy acronym ased a encies are tryin to come u with solutions to wor in out how to ensure the future of our industry is s illed e erienced and ready to carry the mantle. ell ha e con rmed the answer. t is all courtesy of an insiedel and his son ayden and it is as sim le as we ha e all sus ected.

he assen er seat. hat s the answer. t is the sim le assen er seat. f we want our industry to flourish if we want to reed calm conscientious and courteous truc ies of the future loo at the assen er seat. f we want a eneration of truc ies with that down to earth handle the ressure do the hard yards ind of attitude then loo at the assen er seat. f we want assion roducti ity and ride in the o then loo at the assen er seat.

ll this was confirmed when s ent a day in the ictorian town of ale with the truc mad cattle cartin father and son team of an and

ayden insiedel.

ayden has een in the assen er seat since efore he could e en lace u his steel ca wor ooties and now at years old he has een i en the eys to the insiedel fleet s latest and reatest fla shi a enworth e end.

here is no ne otism here.

ayden has earned the eys to this e ce tional truc after a two decade lon a renticeshi . lot of that a renticeshi has een underta en from the assen er seat of numerous insiedel truc s with a fair it also s ent in the dri er s seat while in the com any s yard. o matter which way you loo at it youn ayden has earned his stri es and ro en to all that the ri htest future for our industry starts in the assen er seat.

Legend series

ith this articular story when chose to cran u the car and head south to the ictorian town of ale wasn t e ectin to e answerin the trans ort industry s tou h uestions. was ust chasin some hotos of a ery cool truc . t all came a out after assin the stunnin insiedel e end a cou le of wee s earlier. t had een laden with deconstructed i acs

and was headed in the opposite direction while I was out trucking.

For those living under a rock and unaware of the Kenworth Legend series, let me give you a brief summary. In 2015 Kenworth Australia decided to reproduce a Legend version of their iconic T950 truck. There were only 75 made to spread among the 75,000 people that wanted one. They sold all 75 in under 48 hours; it was a huge hit. In 2017 Kenworth decided to release their second Legend

series, this time based on the T900. Lessons were learned from the 950 Legend and instead of a limited number, Kenworth went with a limited day of sales. The marketing strategy worked. June 26 saw 267 Legend 900s sold. Roll on 2021 and Kenworth upped the ante again. Their new Legend was going to be based on the first Kenworth, designed, engineered, and built in Australia for Australian conditions – the W900SAR. Once again, I am sure every truck nut on pub quiz

night will tell you the SAR stands for Short-bonneted Australian Right-hand Drive, but I’m repeating it anyway.

Back in 1975 when these trucks came out, they were a bit of a mash-up between the W900AR and the S2 models. With the slopping bonnet and raised cab they were an immediate hit. They also featured for the first time the use of under-cab batteries and toolboxes.

Forty-six years later, Kenworth announced their next Legend would be a homage to the original SAR and they would use the same marketing strategy as the previous 900 Legends. Well, the allure of the old SAR had not diminished and all sorts of records were broken, as well as plenty of phone lines, when an excess of 700 Legend SAR were sold on July 8. In fact, almost two years after they were announced the trucks are still coming down the production line.

That’s your brief summary – now back to my point. With hundreds of the SAR Legends already on the road I am sure you have all seen several that just knock your socks off. Passing the Einseidel Legend with a B-double of walking steaks on board was the moment my socks were not just knocked off, they were torn off, thrown down the road, picked up by a gust of effluent-infused air and disappeared from site. I just had to chase it down.

Sure the colours and the lines just worked, but the

Above: There are decades of cattle carting experience in the father and son duo of Ian and Hayden Einsiedel

Top right: The inside of the Einsiedel’s SAR is as immaculate as the exterior; The attention to detail spreads to the interior details as well, as per the fitted custom switches

Left: The Legend SAR definitely catches the eye as it cruises along the road

Below: There is a remarkable skill involved in hand scrolling trucks and the Einsiedels were keen to get Bob Conway back in to do their newest Legend

“The older guys prefer the Macks, but the younger ones want the Kenworths.”

fact the truck was shining like a fully polished show truck just blew me away. Who has a stock truck like that?

The answer is the Einsiedel family. Although the Einsiedal name isn’t the easiest to pronounce, it is a name that is synonymous with cattle and carting cattle. Particularly down in Victoria where you will find the Einsiedel name on the side of some stunning stock trucks.

While Hayden is the young man in the luxurious driver’s seat, he has learned all his skills from his truckie father Ian who himself has grown up surrounded by cattle and crates.

“I’ve been around cattle all my life,” Ian explains. “I lived with my cousins from about 16 until I was 24 and they used to have a boning room and kill cattle. They also ran trucks.”

That cousin was Don Einsiedel, and the company was D.N. & E. A Einsiedel.

“Don was like a father figure to me in my teens and, in fact, the lines on the Legend are a tribute to his original scheme,” Ian says. “He used to have the same thing, but his trucks were green and white.”

Ian spent a fair bit of time working with and for his cousin. Cutting his teeth on old F-models, Cruiseliners, Valueliners and the legendary Super-Liners. While his weekends and evenings were spent working for his uncle, his days were spent working at G&K O’Conner Abattoirs in Pakenham.

“Yeah, I started working at the Pakenham abattoirs and then once I was ticketed I could legally cart into the abattoirs. Now it’s Hayden carting in there. They are a third-generation company, and we are a third-generation company,” Ian says.

“I’ve found in the cattle industry it is very much a relationship-based industry, very personal. More so than other parts of transport.”

Mixed brands

Ian has been mastering the art of cattle cartage for over four decades. In the earlier years a lot of his experience was gained while working for his cousin Don. Then, in 1999 when young Hayden came crashing into the world, Ian made the move to put his own truck and crate setup on the road. His time driving for his cousin may have been more Mack

motivated, but when it came to putting his first truck on the road he began with a stunning Kenworth T604. For Ian, it wasn’t about brand loyalty, it was about getting the job done right and doing it well. Hence why, since the purchase of that first T604, Ian has seen an assorted array of trucks pass beneath his feet.

“We’ve had them all,” Ian tells me. “Back in the day it was anything with a Cat in it – Kenworths, Sterlings, Macks with Cats, right up to the Cat trucks themselves – and they were good trucks too.”

Now however the fleet is back to either the new generation bulldog brand or the Aussie icon that is the Kenworth bug.

“The older guys prefer the Macks, but the younger ones want the Kenworths,” Ian laughs.

Talking of younger ones, let’s focus on Hayden.

“I remember my first interstate trip was in the Sterling, I don’t remember how old I was but I just loved it,” Hayden recalls, with his dad laughingly adding in, “I only brought one CD with me and we listened to it all the way up and all the way down.”

Ian is pretty sure by the age of two Hayden had already claimed the passenger seat as his sovereign right and any chance he could he was traveling with dad.

“Hayden has been driving since way before he was licensed. Only around the yard, any chance he could he was moving trucks. He’d wash them and drive them around,” Ian adds.

Working was what did it for Hayden. “I was never really into school, I liked to work,” he says. That wasn’t only helping his father, however. Hayden also had an afterschool job at the local auto-electricians. Hell, he kind of needed school just for some downtime. But as soon as he could, he waved goodbye to his teachers and headed into the big wide world.

“When I left school, I couldn’t get my licence so I went and did a mechanics apprenticeship,” Hayden says. “I did that but

“Hayden has been driving since way before he was licensed.”

as soon as I had my HR I went driving. I started in the DAF body truck we had and I loved it.”

Considering the experience and skills he had been developing since the age of two, Hayden still loved the responsibility that came with getting out on his own in the little DAF. He did his time, but once he got his HC he jumped into one of the company’s Western Stars.

“It was a cool truck, I had a two-deck single trailer behind that,” Hayden says. “And then when I turned 21 I was straight in to get my MC licence.”

Two days after he got his MC Hayden was handed the keys to the company T900 Legend and, along with an extra trailer or two, he was away. He was in his element with big rigs and bigger cattle.

“I’ve always been a truck nut, but the satisfaction of the cattle is something else,” Hayden says. “You can have a filthy truck, but if you’re watching them cattle walk off after a trip it’s something else. They could be old crackers that don’t travel too well and you got them there. It’s a good feeling.”

It is that attitude and that broader appreciation for the job that makes Hayden great at what he does. It is also a testament to the positive training gained from the passenger seat. It is also what leads to a young fella getting handed the reins, and the build sheet to a truck like the new Legend SAR.

Bells and whistles

As mentioned before, there was already a Kenworth Legend in the fleet, one that Hayden had spent three years in. When the new Legend SARs were released at the 2021 Brisbane Truck show the family company was quick to get their name down on one.

“We picked it up in March 2023,” Hayden says. “We decided we wanted to use our colours, the blue, but wanted to pay respects to Don’s old paint scheme with the same lines and stuff.”

The truck came out of the Kenworth Bayswater factory in the

stunning blue and then went off to Darren Febey at JRT Truck Refinishers in Melbourne to get the stripes added. From there it headed to Bendigo where the team at Tranz Air & Electrics got to work fitting all the bells and whistles.

“We did all the running around with it; we want to meet the people who are doing the work,” Hayden says. “We already had a relationship with Steve and the Tranz Air crew. They did Icepack, bunk heater, stand-up fridge, under seat fridge,

Above: Einsiedel’s SAR Legend up front of the historic La Trobe swing bridge

Right: Hayden in his element loading up the B-double

Below: The AdBlue and fuel tanks were all wrapped to give the impression of four balanced tanks, just like Ian’s old Valueliners

Bottom: A Barup bull bar was a late addition

ESTABLISHED 57 YEARS

G240,G280,G330available.S3.

“It is beautiful to drive, even bobtail.”

inverter … they did the lot. A very neat job.”

Next was to pop round and see the legendary Bob Conway. “Bob has signed and scrolled a lot of our trucks and we really wanted to get him to do this one,” Hayden continues. Bob also added the latest re-embodiment of the snorting bull figure found on the Einsiedel trucks.

“We’ve had the bull cartoon on our trucks for years and each one has a different saying. This time Bob has the ‘All Horns and Balls’ on it.”

From there they took the truck down to A&J Industries in Craigieburn to get all the stainless done. The talented team down there did everything from the air cleaner covers, extra lights and bunk trims to the tank wraps and visor.

“We actually wanted the look to be very similar to the old Valueliner Dad drove. It had four tanks so this truck had two 450 tanks on one side, then one 450, a 300 and the AdBlue tank. They wrapped them to look like both sides are the same.

“With the stainless and electric bells and whistles added, the final step for the truck was to get a solid shiny Barup bull bar added, taking the staunch look to a whole new level.

They say good things take time and with the Einsiedel SAR it is more a case of great things taking time and effort, but it was all worth it in the end. The truck doesn’t just look like perfection personified, it performs as good as it looks.

“I love it,” Hayden says. “It is beautiful to drive, even bobtail. The cab and bunk are on airbag rails, it’s just not at all rough. We’re really happy with the fuel and it does not shy away from our Macks.”

All in all the truck lives up to the fleeting first impression I got of it. That fleeting glance that enticed me some 1700km from home just to get a photo was well worth it. Then to meet a young truckie who takes as much pride in the passengers he has on board as he does in his truck. That too was worth it.

Hayden has proven the power of the passenger seat when it comes to the future of trucking. However, I will still leave the last word to his dad.

“It’s funny, people see Hayden in the Legend and they’re saying, ‘You wouldn’t see that back in my day, a young fella in a new truck’. I was 18 or 19 when I got a brand-new Cruiseliner with a V8 in it and Hayden’s worked harder than me, harder than most. Hell, he’s done 20 years with me. Come do 20 years with me! That’s not easy.”

Top: Even just sitting on the ramp, waiting to load, the Legend looks ‘legendary’

Above: All the Einsiedel Trucks carry the snorting bull, each with their own unique phrase, such as the SAR with ‘All Horns and Balls’

Left: With the truck loaded, Hayden does one last check of his precious cargo

Below: The ‘Big Macs’ of the future are getting ready for a ride in one of the coolest stock trucks in the country

THE LEGAL VIEW Sarah Marinovic

A point here and there

When your driver’s licence is a tool of trade, as I know it is for my readers here in OwnerDriver, it is important, and even empowering to know the ins and outs of how the demerit point system works as well as what your own points are up to.

In New South Wales, full licence holders can accrue a maximum of 13 demerit points within a three-year period. If a driver gets to 13 points, Transport for NSW will require them to atone either by serving some time off the road or taking up a good behaviour licence.

That said, there are a couple of schemes in place, one of them brand new, that shift that goalpost by a point – and they’re worth knowing about.

The first is the 14th demerit point

for professional drivers. If you do go up to 13 points exactly and receive a Notice of Suspension from Transport for NSW, as a professional driver you are entitled to contact Service NSW and apply for one extra pointkeeping you on the road and in business.

The second is the new NSW Government Demerit Point Return Scheme. The Scheme was trialled last year, and involved Transport for NSW taking a “snapshot” of the demerit point register on January 17, 2023 (random, I know) and announcing that any driver who managed to get to January 16, 2024 without accruing any more points, would be given a point back. The result has been an announcement that a staggering 1.3 million demerit points are expected to be wiped from

Buy Superchrome alloy wheels,

the register over the coming months and the Government has announced that it will repeat the process for another year.

What this means for you is:

• If you got through the year from January 17, 2023 until January 16, 2024 without copping any more demerit points, then you can expect one already on your record to be wiped in the next month or so. There’s nothing you need to do to make this happen, but you might like to check the status of your points in a few months’ time to make sure the trial applied to you.

• If you keep your head down and nose clean from January 17, 2024 until January 16, 2025, you can expect a point back for that period too, even if it is inside of three years old.

As a traffic lawyer, I welcome this new scheme. In many circumstances, holding a driver’s offence against them for a full three years is unnecessarily harsh, and means that many good drivers with real need for their licences end up off the road. More importantly, it rewards safe driving and so should bring the road toll down towards zero.

If you are having issues with demerit points, or need personalised advice on anything to do with traffic law or the Heavy Vehicle National Law as it applies to you and your business, feel free to give Ainsley Law a ring.

ROAD SOUNDS Greg Bush

Autumn soundscapes

Inspirational sounds for the long, lonely road ahead

UP TO THE GLASS

Morgan Harper-Jones

Play It Again Sam (PIAS) morganharper-jones.bandcamp.com

Morgan HarperJones, a singersongwriter from Manchester in the UK, received much acclaim after releasing a couple of EPs and the single ‘Breathe’. Having her music included on the Netflix show Love At First Sight didn’t hurt either. Her debut album Up To The Glass follows the loss of close family members, which has ultimately inspired much of her new material. With influences from the likes of Joni Mitchell and Paul Simon, these new songs range from ‘Forever For Now’, a quiet piece of reflection, to the seriously catchy pop-rocker ‘Boombox’ with guitar licks to boot. Harper-Jones sings of grief on ‘Lose A Tooth’, and she builds volume and momentum on ‘Main Character’, repeating that effort on the powerfully choral ‘Swimming Upstream’. Produced by Novello Award winner Iain Archer.

OUT OF MY HEAD

Delaney Davidson

Rough Diamond Records www.delaneydavidson.com

New Zealand singersongwriter Delaney Davidson has chalked up album number

10 with Out

Of My Head. Impressive from the first listen, the 12 tracks on this new release cover a wide gamut of styles, all with one common denominator – Davidson’s talent for penning well-crafted songs. He explores the lower end of his vocal register on ‘Don’t Walk Away From Love’, a slow tempo ambient track with a swirling orchestral instrumentation backing. Fellow countryman Marlon Williams lends a hand to ’You Drive Me Wild’, a song with a retro ’60s vibe, while relative newcomer, US-born Reb Fountain, adds her harmony vocals to the serious tones of ‘Heaven Is Falling’. As far as standouts, it’s hard to go past the title track ‘Out Of My Head’ with its Crowded House style of appeal, and the underlying blues on ‘Care Of You’. One of the best albums so far in 2024.

HAPPINESS BASTARDS

The Black Crowes

Silver Arrow Records theblackcrowes.com

Formed back in 1984, US rockers

The Black Crowes enjoyed much success in the early to mid 1990s before friction between bandmates resulted in a breakup. However, with a few new members joining founders Chris and Rich Robinson, The Black Crowes surprisingly regrouped a few years ago, releasing Happiness Bastards in March, their first studio album in 15 years. One of the first tracks released for airplay, ‘Cross Your Fingers’ boasts Led Zeppelin-type guitar riffs. They continue the rhythm on ‘Wanting And Waiting’ as frontman Chris Robinson sings of loneliness and “one last kiss”. ‘Bedside Manners’ is another no-holds-barred rock track, as is ‘Rats And Clowns’. The obligatory quiet moment comes in the form of ‘She Held A Wilted Rose’, helped by guest vocals from country star Lainey Wilson.

BE RIGHT HERE

Blackberry Smoke

Cooking Vinyl Australia www.blackberrysmoke.com

Although US band Blackberry Smoke started out in country rock, its sound has gradually moved closer to southern rock.

Be Right Here is the Atlanta, Georgiabased band’s eighth studio album. Opening track ‘Dig A Hole’ features grinding guitar chords behind frontman Charlie Starr’s powerful vocals. ‘Like It Was Yesterday’ boasts a strong melody as Blackberry Smoke sings of life and judgement day, before mixing it up with the acoustic folk-style ballad ‘Azalea’. The band presents the good news and bad on the rockin’ ‘Hammer And The Nail’, and there’s a touch of the blues to ‘Whatcha Know Good’. ‘Other Side Of The Light’ is another track with commercial appeal, while ‘Little Bit Crazy’ with its driving guitars is staple country rock (as per The Eagles).

Tragically, the album was released only days before drummer Brit Turner passed away due to a brain tumour.

ALL FULLER NO FILLER

Wesley Fuller Cheersquad Records wesleyfuller.bandcamp.com

There’s no doubt where Perth pop aficionado Wesley Fuller’s heart lies – in the 1960s. After releasing a debut album in 2017, the now Melbourne-based Fuller’s momentum was stifled due to COVID, but it enabled him to prepare material for his new full length release, All Fuller No Filler. He offers his version of flower power and bubblegum pop on ‘The Velvet Affair’, there’s Beatle-ish harmonies on the upbeat ‘The House Of Love’, and there’s more ear candy on ‘Alamein Line’. The opening track, ‘Back To Square One’, is another example of Fuller’s fascination with the style of ’60s pop-rock. He takes a serious route on the mid-paced Pacific Coast Highway, and increases the tempo on ‘Trade War’. Containing 14 original songs, All Fuller No Filler is unquestionably an album with “no filler”.

SWIMMING IN UNCERTAINTY

Hussy Hicks

Independent hussyhicks.com

Northern NSW duo Hussy Hicks (singer Leesa Gentz and guitarist Julz Parker) have, with the help of a fine bunch of studio and touring musicians, unleashed their new album Swimming In Uncertainty in time for their upcoming appearance at Blues On Broadbeach, Gold Coast in May. Hussy Hicks opens the album with ‘Fool On The Hill’, a funky blues number. Lachy Doley provides Hammond organ backing to Parker’s skilful guitar licks on ‘Light A Candle’, another bluesy track. The ballad ‘Ain’t It A Shame’ again highlights Parker’s guitar work, and there’s a contemporary country sound to the bright and cheerful ‘Sundial’. There’s more funky guitar on ‘Thought Mid Thought’, then Hussy Hicks raise the tempo for ‘Same Boat’ where Gentz unleashes her full vocal range. The album’s final track, ‘I Am Not A Dog’, is grunge rock at its best.

As well as being involved in road transport media for the past 23 years, GREG BUSH has strong links to the music industry. A former Golden Guitar judge for the Country Music Awards of Australia, Greg also had a threeyear stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.

Country Corner

DREAM TRAIN

Brian Cadd

Ambition

Entertainment

briancadd.com

Legendary singersongwriter Brian Cadd has spent time around country music’s fringes, even harking back to his Axiom years. In the late ’80s he joined US country rockers The Flying Burrito Brothers, and five years ago Cadd released his 13th studio album Silver City, recorded in Nashville, Tennessee. While that album had an Americana flavour, his newie Dream Train is a further step along the country road. Recorded in Australia with gun musicians, Cadd delivers 10 new songs, including ‘You Know What To Say’, labelled a companion piece to his 1974 hit, ‘Let Go’. He laments over a failed relationship on the slow, emotive ‘The One That Got Away’, in contrast to the country rock track ‘A Loving Man’. Steel guitar and fiddle highlight the mid-paced ‘Only We Know’, and Cadd ramps it up on the big production number, ‘Hell Outta Dodge’. Brian Cadd has enjoyed more than 50 years in the music business and he proves he has plenty left in the creative tank.

KOOKABURRA

The Whitlams Black Stump

EGR

thewhitlams.com/ black-stump

The Whitlams have taken a country detour with new album Kookaburra, renaming the band as The Whitlams Black Stump. The 13 songs are mostly reworked “countrified” Whitlams’ songs, including ‘No Aphrodisiac’, its backing banjo giving it fresh new life. Steel guitar makes an appearance on ‘Blow Up The Pokies’, a catch cry that’s getting louder in recent years. They cover singer-songwriter Bernie Hayes’ ‘Your Boyfriend’s Back In Town’ in a California country style, and deliver a lively version of Neil Young’s ‘Birds’. There’s a crisp, light and breezy sound to ‘Man About A Dog’ which originally appeared on The Whitlams’ 2022 album Sancho, and the band recalls the 1970 Rugby League Grand Final on ‘The Day John Sattler Broke His Jaw’. Lead singer Tim Freedman sings of Sydney drummer and his former flatmate on ‘You Sound Like Louis Burdett’, complete with spaghetti western twang. With Matt Fell and Rod McCormack producing, Kookaburra is a classy Australiana country album.

WILKIE’S WATCH Ken Wilkie

Time out in Canada

Observations on transport, truck brands and a refreshing lack of draconian enforcement

Last month I spoke of doing a trip to Canada. What an eye opener. That country seems to be a hive of economic activity. I did not get much insight into its road transport situation as most of our travel was via rail, private cars and taxis. I did however observe yards full of trailers and yards full of prime movers. I only saw two cabover prime movers – both parked up on agricultural properties. Everything has a bonnet. Freightliners are common, and N series Volvos. Peterbilts seemed to outnumber Kenworths, and there were a few Macks. I don’t think I saw either a European or Japanese jigger.

Trailers were predominately bogie axle – though a few tris were observed. The standard trailer length is 53 feet (16.15m). Pretty staggering when everything has a bonnet and often a generous-sized sleeper. The length measure only applies to trailers. The few B-doubles I saw sported a tri A-trailer and bogie B-trailer as in our original concept. Interesting as our initial B-doubles originated in Canada with that axle configuration.

On the run between Toronto and Niagara, which we did by private vehicle, I saw some different combinations. A tri axle with a lazy axle behind and a pusher in front with a bonneted ‘tractor’ fitted with,

by Australian standards, a generous sleeper, pulling the combination. Another tri axle with two axles in front of the tri. I don’t know how they negotiate turns. Some of these were tankers and some tippers. And flat tops too. That type of axle configuration was far from rare.

Most freight is moved by train. I was told trains can be more than two kilometres long. There were no short trains beyond ours which ran to 15 units including two locomotives. I can’t vouch for two kilometres, but rest assured they are bloody long and frequent, much longer than any coal trains I’ve seen in Queensland. The most common was three locomotives, usually one in the lead – sometimes two, with a second mid train and a pusher bringing up the rear.

Those with containers were most often double stacked and in the main 53ft boxes. There were lots of trains transporting oil in 45,000kg tankers. The capacity was shown on the sides.

I can vouch for 53ft as the length was plainly stencilled on the side, not to mention the considerable overhang

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

“Only one operator talked about a spy camera.”

when loaded on top of 40ft boxes.

Canada reportedly has the world’s third largest reserve of crude oil which is exported ‘conflict free’ to the United States. In addition, the nation is an exporter of potash and has large uranium deposits.

And there were utes on steroids! Rams, Fords, GMC/Chevrolets and Toyota Tundras. One could reasonably expect such vehicles in the prairies, but they are well represented in other areas also.

DRACONIAN-FREE ENFORCEMENT

At least on the long-distance rail trips, passengers are not allowed access to station platforms until just prior to time to board. Boarding passengers are very much supervised at that time. On local commuter trains I can’t say, but I saw suburban stations that had chain wire fencing between lines –obviously to stop pedestrians crossing between platforms. However, there are considerable distances where a major road runs adjacent to the rail line with no separating structure between the two modes of transport.

The Canadians seem to have a different attitude to us on road safety enforcement. Road policing seems much less standover than here. Spy cameras? My last taxi driver said it was a requirement legally for him to wear a seat belt and they preferred passengers to buckle up. Only one operator talked about a spy camera and that was at a set of lights in Niagara, the first and only set he knew about. The taxi drivers we used in Vancouver never mentioned such draconian regulations.

While it is an observation, I considered drivers to be more considerate and more tolerant than drivers here and less prone to have a ‘pony express’ mentality.

My book reading this month: Rogue Corporations, Inside Australia’s Biggest Business Scandals, by Quentin Bersford. Read during the 14-hour flight between Brisbane and Vancouver. What a ball.

Image: Adobe Stock

NATROAD Warren Clark

Pause for thought

It’s a matter of history that our truckies count

According to the Australian Bureau of Statistics, there were an estimated 20 million registered vehicles on January 31, 2021 on Australian roads, with 20.7 per cent of them carrying freight.

With one in five registered vehicles carrying the country on their back, why doesn’t our industry get a better break from the public and its governments?

For part of the answer, you need to go back to pre-Commonwealth Australia when each of the states built their own railways to carry freight. The capacity to move goods across Australia, by any other means besides ship, simply did not exist.

Despite the appearance of the first internal combustion engines in

Australia in 1912, our governments by 1920 had struck a general agreement to prohibit interstate road transport.

The states had invested heavily in rail, and there was no way they were going to allow anyone or anything to compete.

It took the Second World War to, at least partially, change that. By then, the rail system was overloaded and coastal shipping was in short supply. Trucks were suddenly more in favour. The states did not release the brakes fully and there were massive restrictions on road transport. It took a High Court challenge in 1955 to alter the state of play.

The introduction of a Road Maintenance Tax (RMT) in 1956 started a pattern of behaviour where governments took more and more

“Almost four-in-10 Australians are more likely to vote for a politician who is ‘truck industry-friendly’.”

NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact NatRoad on (02) 6295 3000.

from our industry. Things came to a head in 1979 with the nine-day Razorback Blockade which was a watershed of sorts ultimately leading to abolition of the RMT.

Governments became more serious about working with truckies from the ’80s despite missteps like the Road Safety Remuneration Tribunal and the more recent suspension of the Fuel Excise Levy. But it’s a hangover from the bad old days of restricted trade that we still lack a truly national system of heavy vehicle regulation.

I believe the COVID-19 pandemic and the way truckies carried essential goods keeping supermarkets and pharmacies operating gave our industry renewed drive to be recognised as an essential service. The current Federal Government’s push to introduce a new approach to setting minimum standards across our industry can be a game-changer, if managed correctly, with promised safeguards and industry input.

What’s more, there’s evidence that a government that singles out road transport for favourable treatment will reap rewards at the ballot box.

Two years ago, NatRoad conducted national research into attitudes towards the heavy transport sector, finding that almost four-in-10 Australians are more likely to vote for a politician who is “truck industryfriendly”.

The independent research showed 37 per cent of Australians who would change their vote are ‘likely’ or ‘much more likely’ to support a Member of Parliament who supports the industry.

With our Federal Parliamentarians back at work, and the pollies in Queensland heading to the polls this year, this should give us all pause for thought.

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

CLASSICS ON SHOW AT CLUNES

Vintage trucks and a plethora of other historic vehicles were on show at the Victorian town of Clunes in March. Alex Catalano brought his camera along to grab a slice of the action

Ahot and sweaty Victorian morning (and afternoon, and evening) wasn’t enough to keep trucking tragics, families and interested visitors away from this year’s Clunes Historic Vehicle Show, which was held on March 10.

Rows upon rows of vintage trucks, cars, buses, and even machinery long forgotten to time lined the grassy fields of the Clunes Showgrounds, located 35km north-west of Ballarat along the Ballarat-Maryborough Road.

Instantly walking through the gates, making sure you got your hand stamped first, the sense of community and history hung strongly in the air – even more so than the heat of the sun.

Truckies came from all over Australia, some as locally as Ballarat and others as far as Queensland and South Australia –such is the loyal community that surrounds Clunes.

Shade may have been scarce, but the joy of those both showing off their trucks and wandering around checking out others had brought was anything but.

The set ups to stay cool even offered a laugh – plenty of canopies propped up by the trucks and trailers themselves, and camping chairs outnumbering people.

Organiser Murray Pope had initially described the show as being for “anything more than 30 years old”. Some of these rigs were pushing 50, 60, some even as old as 70 and beyond.

Straight out the gate was an unmissable AEC Militant 6×6, as green as it was dazzling. Restored by Warren Harris of Harris Heavy Haulage, it looked as though it could very easily still be cruising down the streets of Ballarat, despite being first built in 1954.

Wandering across the rows of trucks would have your head being pulled left and right, especially when so many didn’t look a day older than new with how brightly they shone.

The numerous restorations were particularly impressive, sporting their freshly minted decals and painted chassis’ with hardly a chip or scratch in sight.

That’s not to say those showing the signs of their age were any

less of a feast for the eyes. One of the oldest rigs there, a 1952 Bedford ML, had one of the greatest stories behind it.

Continuously registered for more than 70 years now with only two owners, it is still on its original plates.

Some of the models scattered around the grounds were exceedingly rare and unique. Ian Watson’s 1946 Kenworth was no doubt one of the standouts among showgoers.

Now standing just two years shy of 80 years old, it was certainly one of the contenders for oldest on show.

While truckies flocked to Clunes from across Australia, some of the trucks had been on even longer journeys across their lifetime. Take for example ‘Bruiser’ the F761TL Brockway.

‘Bruiser’, a 1975 model, was one of 10 identically specced trucks ordered for a Brockway dealer in Los Angeles, California. After working in the US for most of its lifetime, it has found its way here.

One of the more unique set ups spotted was Robert Rawlins’ Atkinson 3800 International, unmissable in its bright red finish and complete with finely painted black and white decals, with the trailer to boot. From the distance the side of the trailer looked like a proper verandah you would spot in any old country, except it

was off the side of a truck, not a cosy little shack.

Robert has fully converted the trailer into a live-in home. After 56 years driving, dipping his toes into owner-driving but never quite enjoying it, he’s retired and travels in the truck alongside his trusty little Jeep. He leaps from show to show, place to place, staying for as long as he pleases with all the amenities you could possibly need. Robert says he’ll be in Albury next and has the whole calendar for the next 12 months laid out.

Even better than the outside may be the inside, with memorabilia as far as the eye can see. The interior is lined with posters, artwork, stubby holders, and an assortment of pictures of trucks that he has driven in the past – it’s clear that Robert’s career holds significant sentimentality to him.

For those looking to escape the heat, there was plenty to do indoors. Food and ice cream stands were popular attractions, while there was fun to be had for the little ones with motorised miniature trucks doing laps in one of the sheds off to the side of the showgrounds.

For a real taste of history, there was the photo display, located just off to the right of the entrance to the grounds. Housed inside were walls covered with black and white photos of trucking

Opposite Bottom: This AEC Militant brought along a passenger

Above, L to R: Robert Rawlins with his home-away-from-home International Atkinson 3800; Ian Watson’s 1946 Kenworth was a popular exhibit; Atkinsons were a popular item back in the day, including this big unit nicknamed ‘Mr Lucky’

Opposite Top: Just a few of the stunning rigs on display at the Clunes Showground

Top left clockwise: A 1980 Kenworth W model boasting a 400 Cummins engine; A Fiat truck – still livin’ in the ‘70s; This retired Kenworth paid tribute to fallen comrade Geoffrey ‘Chook’ Whitworth who passed away in December last year; This Mack Valueliner was presented in immaculate condition; This 1975 F761TL Brockway spent its early years in Los Angeles; This Catpowered Peterbilt is still paying its way; A Kenworth with curtainsided trailer that’s still doing the rounds; This 1952 Bedford tipper would have been the bees knees back in the day; Ralph Hetherington’s 1967 W model –back when Kenworth trucks were imported into Australia

history, not just of Clunes, Ballarat and surrounds, but Australian trucking as a whole. Most were marked clearly with the models and owners, but some had been discovered with little to no information about who they belonged or the work they did, shrouded in mystery and lost to time.

If you weren’t so truck-inclined, there were plenty of other old-school vehicles to give you your historic fix – buses and cars of various models and makes had their own sections to wander down.

For the real gearheads, there was even a display of some of the earliest engines, boasting an eye-boggling 4hp! It may have been hard to convince the everyday person to give up the horse and carriage for that new and shiny technology.

When all was said and done, with raffle prizes handed out and trucks slowly making their way back out the gates, the gathered crowd made their procession to the National Hotel, past the timeless post office, the library, a quaint bookshop and a handful of sparse motels for those staying the weekend.

With a good chinwag to reminisce on days gone by on the road and beyond, it was just another precious display of history in the quiet town of Clunes.

EV test drives at TruckShowX

Opportunities for conference attendees to get behind the wheel

TruckShowX, staged by Heavy Vehicle Industry Australia (HVIA), organisers of the Brisbane Truck Show, is set to provide attendees with the opportunity to an on-road test drive in as many as 16 low- and zero-emissions vehicles (LZEV).

The driving opportunities will take place on the coastal roads around the event’s venue, the RACV Cape Schanck Resort on Victoria’s Mornington Peninsular.

Battery-electric truck market leader Volvo will offer show attendees the chance to test drive its heavy-duty FMe and medium-duty FLe trucks.

The FMe, powered by three electric motors with up to 490kW combined, boasts a range of up to 300km and a GCW of as much as 50 tonnes. It claims an AC charging time of 9.5 hours and a DC charging time of 2.5 hours.

The medium-duty FLe is driven by a single electric motor generating up to 130kW/175hp. It has a claimed range of up to 450km and a GCW of as much as 16.7 tonnes. Charging times range from 2.3 hours with DC (150kW) up to 16.8 hours with AC (22kW).

Elsewhere, Paccar Australia will offer up its hydrogen fuel cell T680 Kenworth prime mover, featuring a Toyota hydrogen fuel cell electric

powertrain generating 470hp, with a claimed range of 560km and a 15-minute refuel time.

The Kenworth will feature alongside an all-electric DAF LF featuring a 260kW electric motor powered by a 282kWh battery pack.

Daimler Truck Australia will present its zero-emission Mercedes-Benz eActros and Fuso eCanter models, both as an exhibitor and drive day program participant.

Other LZEV manufacturers to take part include Foton, SEA Electric, Hyzon and Revora.

Foton Mobility Distribution will offer attendees the chance to get behind the wheel of its T5 electric truck, powered by 64/115kW engines and suited to urban and intra-city service.

The two-day event, which runs from May 13 to 14, will feature keynote presentations from global leaders in LZEV adoption, supported by practical case studies of local operators leading the decarbonisation effort.

ABOVE: Volvo’s medium duty FL electric has a claimed range of up to 450km. Image: Greg Bush

BELOW: Fuso’s eCanter will be part of the TruckShowX drive program. Image: Daimler Truck

WHAT’S ON upcoming events

SOUTH AUSTRALIA TRUCKING FORUM

April 10-11, 2024. Adelaide and Mt Gambier, SA

The South Australia Trucking Forum, hosted by NatRoad in Adelaide and Mount Gambier, is an opportunity to network with other truck operators, meet with transport regulators, and find out how NatRoad is supporting the industry. Hear directly from experts, receive industryupdates and provide feedback on issues affecting your transport business. The events are free to attend. The Adelaide forum will be held at the CMV Truck Centre, 100 Port Wakefield Road, Cavan on April 10. The Mt Gambier forum will be held at The Barn, 747 Glenelg River Road, OB Flat.

For further info or to register for the event, see the website at www.natroad.com.au/ events-networking/regional-forums

TRUCKING AUSTRALIA 2024

April 17-19, 2024. Canberra, ACT

Held at the National Convention Centre in Canberra, this event will feature presentations from leading industry practitioners, government agencies and peak/regulatory bodies to help shape solutions to the road transport industry’s most pressing challenges!. Includes the National Trucking Industry Awards, plus Kenworth Legends Lunch, Daimler Truck Local Showcase Dinner, and ATA Foundation Sponsors Gala Awards Dinner.

For further details see the website new.truck.net.au/ta or phone 02 6253 6900.

SYDNEY TRUCKFEST

May 3–5, 2024. Clarendon, NSW

Sydney TruckFest, sponsored by Silverback Armour and held at Hawkesbury Showground, will be a celebration of the trucking industry, showcasing the rich history as well as the latest advancements in transport technology, vehicles, equipment, accessories, and services. Although the event will have a dedicated section for older restored vehicles, this show will largely be about new vehicles and equipment manufacturers as well as all the auxiliary services, accessories and technologies that are involved in the Australian trucking industry.

For more info see the website at www.sydneytruckfest.com.au or the Facebook page www.facebook.com/people/Sydney-TruckFest/100092928671954

TRUCKSHOWX

May 13-14, 2024. Cape Schanck, Victoria

Held at the Cape Schanck Resort, TruckShowX, in partnership with NatRoad and NTRO. is a spin-off of the Brisbane Truck Show. The HVIA-run event will deliver expert advice and insights on the steps required to implement the eco-system necessary to support the move to low- and zero-emissions transport – as well as an expo showcasing the latest low- and zero-emissions vehicles and related technologies and a drive-day opportunity to get behind the wheel of the latest low- and zero-emissions vehicles.

For further information and tickets, see the website www.truckshowx.com.au or email info@truckshowx.com.au or phone 07 3376 6266

HERITAGE TRUCK ASSOCIATION TRUCK SHOW

May 18 to 19, 2024. Rocklea, Qld.

Held at Rocklea Showgrounds. All clubs and owners of historic vehicles welcome. Food, bar, stalls and displays in hall. Veteran, vintage and heritage trucks, vintage tractors, stationary working engines, vintage cars, daily parades, stalls, food and refreshments, raffle and more. Entry $10 adults, children under 14 free. Gates open from 9am to 4pm Saturday and 9am to 2.30pm Sunday.

For further information phone Mark on 0448 111 105, or John on 0477 499 530.

ALEXANDRA TRUCK UTE & ROD SHOW

June 9, 2024. Alexandra, Victoria

Celebrating the 27th year of the Alexandra Truck, Ute & Rod Show on the Kings Birthday long weekend in June, 2024. Sunday Show ‘n Shine on Alexandra’s main street, includes live music, Victorian woodchop tournament, exhibitions and trade displays, kids amusements and Truck Show Day raffle draw. Be early on Saturday for the local markets, convoy and truck driver’s memorial service at 2pm and sponsors’ dinner at 6pm.

For truck show details email trucks@alexandratruckshow.com.au, or for further info phone Gordon Simpson on 0409 577 212, Andrew Embling on 0418 266 038, Facebook page at www.facebook.com/AlexandraTruckShow or see the website at www.alexandratruckshow.com.au

CASINO TRUCK SHOW

August 3, 2024. Casino, NSW

Show sponsored by North Coast Petroleum. The Highway Lights Parade will roll through Johnston and Centre Sts from 10am on Saturday, August 3. Truck registrations ($30 each) from 6am at the Casino Industrial Area on the town’s east side. Includes live music, amusements and markets. Over $12,000 in cash and prizes. Presentation at 2pm. Plus plenty of blinged up trucks from all across Australia will be parked in the CBD. Bobtail and rigid trucks only. For further info email info@casinotruckshow.com.au or Darren Goodwin at dtgoodwin1@yahoo.com.au and see the website at www.casinotruckshow.com.au and www.facebook.com/casinotruckshow or phone (02) 6660 0300.

It’s not easy jamming history into a nutshell but it seems that sometime in the thousandyear span of the Middle Ages – from around 500 to 1500 A.D. or thereabouts – native Swedes came to realise their iron ore produced better steel than anyone else’s. Apparently, their near neighbours in northern Europe were realising it as well.

Things have, of course, changed somewhat between then and now but not the demand for Swedish iron ore. Indeed, a little research shows that perhaps the only thing more consistent than yet another bad rendition of Mamma Mia at an old folks’ ABBA festival is the consistent quality of Swedish iron ore and its appeal to Europe’s leading steel producers.

According to that great font of geological knowledge, Google, Sweden has Europe’s and indeed, some of the world’s highest quality iron ore with few impurities in its natural state, therefore producing steel of exceptional standard. Critically though, the ore bodies have for centuries delivered the same consistently high quality which has, over just as many centuries, kept Swedish iron ore in high demand and equally, given Swedish steel an unsurpassed reputation for quality and strength.

Sweden is, in fact, easily the largest producer of iron ore in the European Union, responsible for up to 90 per cent of Europe’s iron ore extraction from a dozen or so mines mostly in the country’s far north, well inside the Arctic Circle. It’s an area historically known as Lapland, traditional land of the Sami people who proudly retain their reindeer herding heritage which, without too much surprise, occasionally causes friction with Sweden’s vested mining, business and political interests.

Nonetheless, cracking iron ore out of open cut and underground mines in this sometimes marshy and often frozen landscape remains an important national industry, fuelled by strong demand from both domestic and export markets. Germany is comfortably the biggest export market followed by Netherlands, Finland, Saudi Arabia and the UK.

On a global scale, however, Sweden is something of a minnow in the iron cauldron, apparently accounting for just one per cent of global production and thus, little more than a blimp on the radar compared to the titans of the iron ore export business led by – yep, you guessed it – Australia. Yet along with the vast differences in scale between Australia and Sweden, the other great difference is that the Swedes actually make steel from their iron ore. Lots of steel.

We, of course, make next to nothing from our iron ore except lots of money from selling vast quantities to the world’s greatest steel producers led, of course, by China.

Interestingly though, Sweden is also rated as one of the world’s leading steel producers and significantly, China buys considerable tonnages of Swedish iron ore and steel.

In some respects, Sweden’s iron ore and steel industries actually reflect the country’s remarkable standing in global business. Here is, after all, a country of barely 10 million people facilitating a highly developed export-oriented economy responsible for a few of the biggest brand names in the world, with none better known or perhaps more reliant on Swedish steel than automotive giant Volvo.

Yet in a significant mining enterprise in the country’s high latitudes, Volvo actually plays a role at both ends of the production cycle, from transporting iron ore by road to obviously being a major user of the end product.

The ore mining enterprise in this instance is Kaunis Iron which is neither the oldest nor largest in the Swedish industry. It is, however, entirely notable for a number of reasons, not least because

ORESOME SWEDES

On our large lump of Earth, iron ore comes from the ancient scarps of Western Australia’s vast Pilbara, carried to port across searing desert on the longest and heaviest trains in the world. It’s a tad different up north in the Arctic Circle where some of the world’s highest grade iron ore is hauled by road to eventually become Europe’s finest steel. Steve Brooks reports in the icy grip of a Swedish winter

Above: Back for another load, complete with all the snow and ice of the last run

Below: After being crushed to an almost talc-like state, top quality ore from the Kaunis Iron mine emerges almost steaming from the crushing plant black as pitch. It doesn’t steam for long

Opposite below: Kaunis Iron’s technical and vehicle manager, Mikael Wahlberg. On a minus 18 degrees Celsius morning, he says it’s relatively mild for a February day inside the Arctic Circle. A week earlier the temperature was 44 below. This winter has been hard even by Swedish standards

it uses a fleet of Volvo truck and trailer combinations to haul iron ore around the clock in winter conditions that can be so severe, ore freezes to the steel bins of the side tippers. No joke!

Cold comfort

For a visitor fresh from an Australian summer where the mercury has been regularly breaching the high 30s and low 40s, it’s difficult to imagine mining enterprises more Poles apart, literally and physically, than those operating in the furnace of Western Australia’s Pilbara and the deathly cold of winter about 100km north of the Arctic Circle.

Still, while being guided around the Kaunis Iron loading facility by technical and vehicle manager Mikael Wahlberg on a minus 18 degrees Celsius morning, we’re told it’s reasonably mild for a February day in Sweden’s far north. There’s not much cloud, gratefully the wind’s not blowing and a little after 9am, the sun peeks shyly over the horizon for a few hours before slinking back under Earth’s rim, leaving the landscape to deepening shades of

grey until around four in the afternoon when night comes again, quick and cold. Really cold!

Mikael seems mildly amused by our constant and invariably naïve opinions on degrees of cold before laconically pointing out that it can get much, much chillier. Last week, he says simply, the temperature dropped to minus 44. Suddenly, our perspectives become a little clearer, and considerably quieter.

Meanwhile, it’s not just the thermometer carving our perceptions of the extremes between Australia’s oven and Sweden’s freezer. It is also the colour and consistency of the actual ore pouring into stockpiles off high conveyors from a large undercover crushing plant.

Whereas our iron ore is the archetypal red of ancient Pilbara ranges, Sweden’s is black as pitch when crushed to an almost talc-like state, briefly damp and warm from the crushing process as it streams into the cold air, stockpiled and ultimately loaded onto trucks and trailers by front-end loader. At this time of year though, the ore isn’t black for long as snow and ice soon cover everything in a white shroud.

The mine gains its name from the small nearby village of Kaunisvaara and after the finding of extensive high quality ore deposits rich in the magnetite which makes Swedish ore so sought after, Canadian company Northland Resources started construction of the Kaunis mine in 2010. Production started two years later.

The mine is just 50km from Sweden’s eastern border with Finland and the construction of a broad-gauge railway was initially proposed as the best logistics link, connecting the mine to the Finnish rail network and thence on to the Baltic for shipping ore to international customers.

That somewhat expensive plan was, however, shelved when Northland was given permission to use an existing iron ore port on the other side of Sweden at Narvik in Norway, about 380km west of Kaunis Iron. The new plan was further cemented when the company was given the nod to run trucks grossing 90 tonnes from the mine to a rail head 160km to the north-west, where the ore is then transferred to rail for the remaining 215km or so to the Norwegian port.

Yet, achieving regulatory approval to run trucks on Swedish public roads at 90 tonnes was not easily won. Strict monitoring and safety requirements have been in place from the start.

Initially, Scania trucks were chosen for what would always be a high-profile, high mileage and carefully monitored road run

ELECTRIC DREAMS

Volvo Trucks spearheaded production of electric trucks in 2019 and it wasn’t long before some high profile operations were joining the company’s ambitious path to a fossil-free future.

Among them was Kaunis Iron.

After outlining plans to invest the Swedish equivalent of more than A$74 million in new electric trucks, the ball started rolling at Kaunis Iron in the northern winter of 2021 when a four-axle Volvo FMX Electric rigid tipper grossing around 32 tonnes started tests in typically Arctic conditions. It was the first step in what many hoped would be a radical change at the mining company.

Speaking at the time, Kaunis Iron head of logistics, Lars Wallgren said, “Our goal is to achieve fossil-free transport by 2025.

“We are working hard right now to solve our transport with electric trucks. If we succeed, we can reduce carbon dioxide emissions by about 15,000 tonnes per year at the current production rate.”

Critically, he added, “We will start the next phase using 74 tonne trucks in 2023, with the aim of moving up to 90 tonnes.”

Since then, however, the electric charge at Kaunis Iron appears to have stalled due in no small part to the severity of Arctic winters on drivers. In fact, the FMX Electric rigid has been the only battery-electric truck to work in the operation to date and even then, it was a brief trial of just a month or so.

The problem is, it seems, the inability of the truck to keep the driver warm. Without the inherent heating system afforded by a diesel engine, drivers were soon shivering when ambient temperatures plunged way below zero.

Apparently, an electric heater simply drew too much power and no amount of additional sheeting in and under the cab was able to stop the freeze when temperatures regularly dropped to minus 30 deg. C or lower.

Despite the apparent setback at Kaunis Iron, it would be naïve and even foolhardy to suggest that Volvo’s commitment to a fossil-free future is in any way diminished.

For starters, Volvo Trucks president Roger Alm is passionate in his commitment to a carbon-free future and more to the point, intent on realising Volvo’s stated goal of net zero emissions in all its products by 2040.

“We have been doing electric trucks for four years but we have been doing diesel trucks for 100 years,” he said in a recent interview, “so we are still very much in the starting phase of the electrification journey.

“Even so, we have summarised commercial operations and found that our (electric) trucks have travelled around 35 million kilometres, equal to 900 laps around the world, in 45 countries around the world, all in four years.

“Yes, the volumes are still very small compared to diesels but it’s growing,” he said, emphasising there are now eight models in Volvo’s battery electric range.

Above all though, Roger Alm remains one of the trucking world’s strongest advocates for electric trucks and overall carbon neutrality.

“We cannot wait (and) we are extremely focussed on zero emissions. Our children and grandchildren require it.”

Have no doubt, the passion is profound.

Above: Kaunis Iron’s first foray into electric trucks was with a four-axle Volvo FMX Electric. Keeping the driver warm proved a major challenge

Below: Plans to run FH Electric models at 74 and then 90 tonnes have apparently gone on the back burner. Still, Volvo’s commitment to battery-electric trucks remains entrenched

“Winter conditions that can be so severe, ore freezes to the steel bins of the side tippers. No joke!”

but in spite of meticulous planning in streamlining the operation, greater forces were at play and it wasn’t long before the whole project fell into a profitless pit.

Despite big reserves of some of the world’s best ore, low prices and high debts caused the venture to fail and in 2014 both the mine and the Canadian mining company were declared bankrupt.

But of course, nature and economics deplore a vacuum and with a projected 30 years of high grade ore still waiting to be tapped, the mine was back in business three years later when rights were sold to the newly formed and fully Swedish company, Kaunis Iron. So, with the support of Swedish investors, iron ore mining kicked off again in 2018.

This time though, it was Volvo doing the deal for the road work, winning a long-term (2017 to 2026) contract to supply trucks which by Scandinavian standards are among the heaviest combinations in the trucking business. Fittingly perhaps, the truck of choice was Volvo’s flagship FH16 750 configured as 10x4 twin-steer side-tipper rigid with a steering pusher axle at the rear, towing five-axle side-tipper dog trailers. Overall length is 22.25 metres.

In approving the high gross 10-axle combinations and in the process enhancing the viability of the operation, Swedish authorities judiciously kept the calculations simple by allowing nine tonnes per axle, thus a gross weight of 90 tonnes.

“Good drivers are attracted to the performance of Volvo’s potent FH16 flagship.”

The base details of the haulage operation are imposing with Mikael Wahlberg explaining that Kaunis Iron’s 35 combinations work around the clock every day of the year, each unit notching around 350,000km a year. All up, the fleet covers approximately 12 million kilometres annually and moving more than 100 loads every 24 hours at an average payload of 62.5 tonnes, the 35 combinations shift around 6500 tonnes on each 24 hour cycle, or 2.3 million tonnes of ore a year.

While details are currently under wraps, there’s apparently a proposal to significantly increase the fleet’s annual tonnage to as much as 3.2 million tonnes a year by 2027.

all just part of the process. Still, there are obvious necessities, like heavy-duty plastic liners in the bins of the Hardox steel sidetippers to help prevent ore from sticking to the metal body.

Yet given the intensely gritty and abrasive nature of the finely crushed ore, the liners suffer considerable wear and in a bid to overcome the problem, Webasto heaters channelling warmth through the bin floor are now being trialled in some units.

Webasto is well known for the effectiveness of its products in severe cold and there’s ample optimism the trial will deliver positive results.

Meantime, finding the right tyres for running on ice and snow is a constant challenge, according to Mikael Wahlberg. “We are always testing different brands and types of tyres,” he remarks, adding that studded tyres on steer axles and at least two trailer axles are standard issue in winter months. And in this part of the world, winter can obviously last a long time.

Yet finding and retaining good drivers, male and female, is not difficult according to Mikael, explaining there are around 130 drivers in the operation, obviously working on two shift schedules each day. “Generally, there are two drivers for each truck per day.”

Above: At 90 tonnes gross, Kaunis Iron trucks are among the heaviest on Swedish roads and authorities closely monitor their operation

Below: Around 130 drivers, male and female, work shifts around the clock in a fleet of 35 truck and dog trailer combinations. Demand for Swedish iron ore is non-stop

With trucks supplied on an operational lease arrangement, indexed on a tonne/kilometre rate, there’s a regular replacement program which has to date seen almost 100 Volvo FH16 750s enter the operation. Moreover, a thoughtful Mikael Wahlberg reports that reliability has been largely good thanks to effective maintenance programs from Volvo’s dealer in this part of the world, Wist Last & Buss.

It comes as something of a surprise though when Mikael casually mentions that among the 35 trucks in the fleet are two Scanias. He does not expand when asked why the ‘other Swedes’ are in the operation except to quietly mention that the experience hasn’t been particularly positive.

Asked about the inherent difficulties of operating in such fierce winter conditions, Mikael simply shrugs and intimates that it’s

The general consensus is that drivers born and raised in the north are the most resilient while those from the south of Sweden can find an Arctic winter particularly difficult. “It’s good today but this has been a hard winter,” Mikael emphasises.

Moreover, with 750hp and a burly 3550Nm (2618lb-ft) of torque under foot, he doesn’t deny that good drivers are attracted to the performance of Volvo’s potent FH16 flagship.

Still, it seemed reasonable to ask that at 90 tonnes on a relatively flat 160km loaded leg from the mine to the railhead, would a lesser rating be viable and perhaps more fuel efficient? He agrees, to a point, conceding that lesser ratings have been considered but retention of good drivers is an equally important consideration.

Besides, Mikael says the fleet average of 1.8km/litre (5.14mpg) across a full year of operation meets the required fuel efficiency demanded by Kaunis Iron in its contract with Volvo. He does, however, infer that it’s a close-run thing.

The 750s are Euro 6 models and AdBlue use generally runs around six per cent of fuel consumption, he reports, further pointing out that payload is enhanced by a single 278 litre diesel tank and 60 litre AdBlue tank. Trucks are refuelled at the rail head after each loaded leg.

Asked if Volvo’s new D17 engine with up to 780hp is likely be considered for the job, a smiling Mikael Wahlberg answered simply, “I think 750 is enough.” Then, after a few moments, added, “Maybe we will test a 780 just to see what it’s like. It might even be better on fuel.”

On the home front, Volvo Group Australia (VGA) has confirmed that the 780hp D17 will be offered in the top-shelf FH later this year for gross weights up to 90 tonnes or thereabouts.

Buoyed by the results of local testing, VGA is obviously confident the 780 can be adequately cooled under the FH whereas the 16 litre 750 was troubled by cooling issues. Subsequently limited to an ineffective gross of 50 tonnes, Volvo’s biggest big banger never made a mark on the Australian market.

Back inside the Arctic Circle, Mikael Wahlberg declared coyly, “Cooling isn’t a problem up here.”

Well, there’s a shock.

NRFA Chris Roe Bill misunderstood

The Closing Loopholes bills was always to deliver a viable, safe, sustainable and efficient industry

For many generations, including my own, one of the major lures to a career in the transport industry, more specifically truck driving, was that once you had been the recipient of enough practical training from family, friends or peers and were entrusted with your first solo engagement, from that point forward you became the master of your own destiny. Being alone, without the direct supervision of a superior meant drivers quickly became resourceful, resilient and fiercely independent.

The modern entrant to our industry isn’t afforded the same opportunity with a plethora of technology in the cabin keeping them under greater scrutiny than a boss in the passenger seat.

These earlier generation drivers quickly formed very set opinions on subjects such as the best types of trucks, engines, tyres, freight and even the best ways to remain viable and profitable in an overly competitive industry. The type of person that readily comes to mind includes OwnerDriver ’s regular columnist and my good friend Ken Wilkie.

Unfortunately, when individuals with such strong opinions disagree, sometimes friendships are fractured, often irreversibly. The events surrounding the now defunct Road Safety Remuneration Tribunal and its demise at Easter 2016 was the catalyst for many differences of opinion to become permanent.

In 2019 when Senator Glenn Sterle undertook a mission to bring reform to our industry which would make it viable, safe, sustainable and efficient, his constant mantra has been that “there is much more that unites us than divides us”. The plea at every meeting that I have attended to help effect industry reform was that we should “leave the machine guns at the door”.

Gradually, groups as diverse as the National Road Freighters Association (NRFA) and the Transport Workers Union were brought together to work alongside other industry bodies such as the Australian Road Transport Industrial Organisation, NatRoad and lately even the Australian Trucking Association to work diligently and cooperatively towards industry reform which culminated in the Closing Loopholes bill being presented

to and passed by the Australian Federal Government.

RAISING STANDARDS

Because I had been part of the NRFA delegation working with other industry bodies for reform, I was approached by Ken Wilke earlier this year to provide him with some relevant information on the Closing Loopholes bill. Ken has written about the documents that I provided him in his ‘Wilke’s Watch’ column in the March 2024 edition of OwnerDriver. While I have always supported Ken’s campaigns for truth and transparency when reporting accident and enforcement statistics, he makes the mistake that the now passed legislation was somehow tied to remuneration. Nothing could be further from the truth.

This legislation has always been about making our industry viable and safe by lifting standards and having them enforceable across the supply chain. The frustrations of Senator Sterle and indeed everyone

CHRIS ROE has been involved in the road transport industry for almost five decades. He is currently a board member and Victorian delegate of the National Road Freighters Association. Contact the NRFA at nrfa.com.au

who has contributed to this reform process are palpable when the commentary descends into these inaccuracies.

I have long admired the industry advocacy of Ken Wilke but surely even the most sceptical commentator would have to concede that ridding our industry of scourges like scam contracting, dodgy labour hire arrangements and no compensation for time lost at the hands of inefficient DCs and manufacturers loading points can only be a positive outcome even if operating above these standards adds to the costs of our services.

The contributions of Ken and his family to the fabric of our industry are unsurpassed. They were the original benefactors of Rod Hannifey and the TruckRight Industry Vehicle concept and Ken and Dot Wilkie’s contribution to the driver education of their now adult children’s class cohort, was probably immeasurable as a practical road safety initiative.

I have no desire to engage in any form of a war of words with Ken and trust that by highlighting the error of comprehension that Ken has made, our friendship is still intact.

I will however conclude by committing to those brave enough to pick up the baton that when my time as a participant in this industry and its representation concludes, I will refrain from running commentary and taking pot shots in print or on podcasts at our successors.

‘We should ‘leave the machine guns at the door’.”

BELOW: Senator Glenn Sterle. Image: Greg Bush

GROWING MORE THAN PLANTS

Rangeview Transport’s Matt Borkowski is leveraging state-of-the-art technology and its fleet of Scania trucks to hit his elevated productivity and efficiency targets

This plant transport business has a 25 year history but is very much moving with the times, with a sharp eye on costs and asset utilisation. Thanks to a reliable fleet of Scania trucks, Rangeview Transport is expanding into Far North Queensland and out to Western Australia as it collects a growing number of general freight customers to ensure every trailer is fully loaded.

“We run our trucks on a schedule like an airline,” says managing director, Matt Borkowski.

“Traditionally we focussed on transporting plants, but now if we see there’s spare capacity in the trailers, we have been using online freight booking service providers to connect us with people who need general – and increasingly refrigerated – freight moved.

“Our trucks must leave on time, so it is up to us to make sure the trailers are full. One of our advantages is that all our trailers have a tail lift, and half the fleet are rigids which can pull pig trailers. This gives us a lot of loading and unloading flexibility.

“When the trucks arrive at our capital city depots, they can drop the pig and then continue to a customer’s premises, even if it is a built-up area,” Matt says.

“The pig trailers are pulled by 8x4s which ensures better weight distribution and also traction, useful for traversing gullies at customer premises.

“Essentially we can deliver anywhere, and that is appealing to our general freight customers, a side

of the business that is growing nicely.

“Lately we have been achieving around 90 per cent capacity on the trailers, and we are more and more efficient which makes our operation more profitable, gaining greater utilisation from our assets.

Last week we had 110 per cent of capacity booked on the run to Newcastle, so I had to call one of our customers and ask if we could send their load the following day,” Matt says.

Since COVID, Rangeview has added another 10 trucks to the fleet which now stands at 27 vehicles, of which 20 are Scania, split evenly between prime movers and rigids, with seven other older, predominantly Japanese trucks. Further new Scania trucks are on order.

“We have one of almost everything in the Scania fleet,” Matt says. “We have 4x2, 6x2, 6x4 and 8x4 configurations, most of which are six cylinderpowered with a few older V8s. There’s a new R 660 V8 on order which will be hooked up to a road train combination, as well as a new 560 G rigid Super as well.

“The road-train will be working out of Brisbane heading north, and we’ll use that configuration out of Melbourne to Perth once we set up our new depot there, sending plants to WA from Victoria and bringing other plant products back east, along with general freight.”

Matt says all the Scania trucks are on Repair and Maintenance contracts, which gives Rangeview full predictability and visibility of costs.

“I know exactly how much the fleet costs to

keep on the road each month, and if there’s a breakdown, I know Scania will get the vehicle fixed promptly to avoid paying me $500 per day while they are off road.

“We had a clutch issue recently on two trucks, one in Townsville and one in Brisbane, and the Brisbane truck was repaired overnight, so there was very minimal downtime, which is a real help.

“We aim to keep our trucks for five years, and in that time the prime movers will cover more than one million kilometres, and the rigids around

600,000km. Soon we’ll be replacing our 2019 R 520 V8 8x4 rigid with a new 560 G 8x4, but at this rate we’ll probably need another one on top,” Matt says.

“Over the past three years our business has expanded quite significantly. We added a new depot in Townsville and expanded our facility in Brisbane, and we’ve started transporting refrigerated produce, for example cut flowers from Melbourne to Adelaide.

“We’re loading product in trolleys that take up less space than pallets and require less packaging, so the customer saves costs there. With demand for cooled trailers to Brisbane increasing we’re now sending refrigerated trucks to Queensland at 14-degrees. I believe we’re the only plant carrier in Australia offering refrigerated services,” he says.

Matt points to the expansion of the business, its staff headcount now numbering more than 50, including a manager in each depot. Stuart Brown, previously with Mannway and Linfox, is the new general manager for Rangeview Transport.

“Stuart is a highly experienced and knowledgeable GM who has joined us from one of the biggest fleets in the country,” Matt says.

“With the additional vehicles, the strength of the Scania product and the benefits of Scania’s excellent aftersales service, the R&M contracts really do take a weight off my mind.

“Our drivers also like the onboard Driver Support System as well as the Scania Driver Training, and they are constantly comparing their driving efficiency scores with each other. We have been proactively rewarding drivers for scoring in the 90 per cent range, which has been very well received,” he says.

Scania Australia’s new truck account manager, Mathew Staddon, says that Rangeview Transport is a real success story as a business that has been powered by Scania.

“We have been partnering with Rangeview for several years and have been pleased to see their business and their fleet expand.

“Matt Borkowski’s imaginative forward thinking and productivity focus is in line with Scania’s ethos of encouraging higher asset efficiency. Not only does it bring new business to Rangeview, but it helps reduce overall transport movements saving resources and emissions,” Mathew says.

“As a business that has a wide range of Scania vehicles in use, Rangeview has the flexibility to deploy the right truck for the job, but also because he keeps a close eye on his operating costs, Matt knows which truck will be best suited for the job, not only in delivering for his customers, but also for his bottom line.

“Ultimately this is what is driving his business growth and profitability,” Mathew says.

“We’re really looking forward to delivering Rangeview’s new R 660 V8 shortly, which will add another dimension in terms of power, torque and fuel efficiency for really big loads across big distances which is what makes the Australian trucking landscape unique.”

“WE HAVE ONE OF ALMOST EVERYTHING IN THE SCANIA FLEET.”

ABOVE:

Images: Charlie Suriano

TOP: Rangeview Transport managing director Matt Borkowski behind the wheel of one of the company’s Scanias

Through Scania’s driver training, Rangeview Transport drivers are reaching high driving efficiency scores

LEFT: Rangeview is constantly monitoring the age of its Scania fleet, including prime movers which are traded in after five years

LIVIN’ THE CAR CARRYING DREAM

David Johnston shifted up a gear when he made the move from hauling general to car carrying. Now a driver-trainer at one of PrixCar’s Melbourne facilities, David outlines the merits of the company’s new UD Quon and his passion for training. Greg Bush writes

David Johnston is a self-confessed fan of goodlooking automobiles. There’s nothing he enjoys better than admiring the latest models, especially the gleam machines in the luxury car class. A driver-trainer at vehicle logistics specialist PrixCar, David started with the company in 2014 as a driver after 14 years hauling various types of freight including general and containers. His previous job before joining PrixCar was driving a brick truck, including operating a forklift to do his own loading and unloading. However, hauling cars suited David’s mindset, despite the peculiarities involved in securing the precious cargo. And of course, there’s the high esteem that the drivers have for the freight, not to mention the rubber necking from the general public as the gleam machines pass by.

“A truck goes past on the road and most people don’t take much notice unless it’s big and shiny,” David says. “But ours, they always stand out, they look good because nine times out of 10 the freight’s exposed to the whole world.”

Five years after joining the business, a driver-trainer vacancy became available at one of PrixCar’s Melbourne depots. For David, it seemed a natural progression, so he successfully applied for the role.

“I always admired the person who was training in the past. But it came down to your abilities, it’s not just your want for the job because we have quite a few pieces of machinery that you have to be able to understand,” he explains.

“It is a real challenge to stack the cars to keep them under height and length.”

Left: PrixCar’s new 430hp UD Quon – bought specifically for luxury car freight. Images: Volvo Group Australia

“It’s not like a standard pallet that you put on your truck,” David explains. “Different models get mixed together so you don’t always get the same load, so it is a real challenge to stack the cars to keep them under height and length.”

The varying freight, which ranges from motorbikes, cars and through to commercial vehicles, can require a particular brand of truck and trailer. In the truck department, there’s the full gamut of truck models running around with either the livery of PrixCar or its subsidiary, Move My Wheels.

Safety conscious

One of the latest truck acquisitions is a brand new 4x2 UD Quon, with enclosed car transportation in mind. David says the 430hp GK 17 430 model with its box trailer is perfect for the role.

“It’s obviously got enough power to do the job, which is great. But manoeuvrability is really important for that trailer because it is expected to get into the tightest of tight places,” he adds. “So deliverability and drivability – 100 per cent.”

A well as delivering customers’ vehicles from A to B, the enclosed trailer serves a couple of other important purposes –keeping the vehicle out of the weather and avoiding prying eyes. For manufacturers, the veil of secrecy could extend to a yet-to-be released prototype.

“A lot of the time the customers don’t want the public to see what’s in the back, so it’s not just pull up and unload in the street, it’s actually backing into buildings and doors. That’s always quite a challenge but, yeah, the UD really helps with that.”

Safety was another major plus when it came to selecting the Quon. Features include the lane departure warning system, automatic hill start assist, electronic stability control and the emergency braking system. And, as PrixCar fleet manager Goran Koviloski says, “We really can’t have enough safety in the truck”.

Although the UD is only a newcomer to the ranks, driver feedback so far has been positive.

“We would never do without the drivers’ input,” Goran points

Top: Up to four cars can be loaded in the back of the Quon’s van

Left: The enclosed trailer ensures the precious cargo is kept safe from prying eyes

“Most of our drivers stay for a long time and I’m no different.”

out. “Our drivers are very important to us.

“That’s particularly so with driver-trainers. We get together and discuss what vehicles we should buy … and it’s absolutely considered.”

Skilling up

According to David Johnston, PrixCar has managed to, for the most part, avoid the dilemma that road transport faces – the driver shortage.

“I think at the moment there’s a bit of a skill shortage all around the country,” David says.

“We have some incentives that we offer to some of our drivers

to get people to come on board.

“Not everyone that comes to us has got a HC licence so we will help people to not only train them to operate the equipment but help them with their driving.

“I think we’re a great company that provides a lot so once the word gets out, people know that it’s a good place to come and work. It’s a very caring company.

“But like I said, the training is second to none, whatever it takes basically if you’re motivated to work here.”

As per David’s desire to work at PrixCar, that initial motivation for would-be employees is likely to be the love of cars and simply being around them.

“A lot of the guys that come here are car people – and they love it,” David continues.

“But the training program is obviously quite intensive. It can go from two weeks for a really good driver to six weeks for someone who’s new to it all.

“We’re happy to do that for anyone who wants to work here. If they’re dedicated to working here, we’ll definitely go out of our way to help them.”

It’s not a one size fits all approach though, especially for the freight. With varying vehicles, the truck required could be bonneted, a cab-over or a rigid. And there’s an extensive range of all, although the majority of the conventionals are Mack or Kenworth. The SARs come in handy with the addition of a frame over the top of the cab, enabling an extra car to be slotted in.

While the new UD Quon is used mostly for local deliveries, it can also take up the slack and travel further afield. It’s the same deal for David and others in the PrixCar ranks.

“When things are really busy and we’ve got spare trucks, a lot of our managers get together and we’ll hop in on the weekend and do deliveries.

“I’ve been around the country for special moves with a new piece of equipment and a new client. I’ve been to Brisbane, Adelaide and Sydney or Canberra, all over the place doing specialty moves, especially in the enclosed trailer.

“When it comes to a pinch, we’ll definitely hop in and help out.”

It’s an unmistakable fact that David enjoys his position at PrixCar and his total of 25 years in the trucking industry.

“Most of our drivers stay for a long, time and I’m no different. I’ll retire here unless it’s out of my hands, that’s for sure,” he says.

“It’s a great career and I’ve done well out of it. I’m pretty happy with where I’ve got and the lifestyle I’ve been able to lead.”

Above: David Johnston moved into the driver-trainer position at PrixCar’s Melbourne depot four years ago

Below: The UD Quon is equipped with a multitude of safety features – and they’re all standard

BOOSTING HEALTH AND WELLBEING

MyTrucking’s five tips to help keep your internal motor running smoothly while on the road

Let’s be honest. The transport industry isn’t for everyone. With long hours, a lot of time sitting down, and delicious on-the-go food, it’s easy to fall into habits that will see your engine running at less than full speed.

Registered dietitian Sarah Percy shared some tips on how small changes can be incorporated into daily life to help combat some of the challenges of truck driver life.

Everything in moderation. This isn’t about never eating a pie ever again (a somewhat unrealistic expectation, especially when they’re so darn good!). But more about thinking about food as fuel and asking yourself, “What is this doing for my body and nutrition?”

Good nutrition will:

• Reduce fatigue levels by stabilising blood sugars. When people are fatigued, that’s when accidents are more likely to happen

• Strengthen our immune system

• Boost energy levels

• Increase concentration

• Help reduce the risk of a raft of conditions like heart disease, stroke and more.

Prepare your fuel

Failing to prepare is preparing to fail. It might seem obvious but in order to help ourselves eat well, we need to be prepared. If we have good, easy food choices on hand we don’t rely on grabbing things on the go.

Start the day with a hearty, protein-packed meal. Eggs, grainy toast, baked bean and cheese toastie, the list goes on. This will help stabilise your blood sugar and set you up with good energy levels.

Don’t focus on what you can’t have; instead,

look at what you can add to your diet that will nourish you and help you feel good. Add in some extra protein sources or some extra veggies to your go-to meal.

Tip: Spend some time once or a few times a week pre-preparing a bunch of healthy (and yummy) snacks you can take on the road with you.

H20 on the go

Think of your body like a sponge. When a sponge is dehydrated, it shrinks and does a piss-poor job of cleaning the bench top.

It’s the same for our cells. Shrunken cells impair concentration and performance. Often, by the time we ‘feel thirsty’, it’s too late, and we’re already dehydrated.

We’re not suggesting you jump on the current Stanley Cup trend (there are plenty of cheaper, just as good alternatives out there!), but get yourself some large water bottles to take with you on the road.

Tip: Pop one bottle in the fridge and one in the freezer. The next morning you’ll have cool water to drink, and by the time you reach for the second, it should have defrosted but still cool.

I like to move it, move it Our bodies aren’t designed to sit for long periods of time, but in today’s world, it’s unavoidable. And not everyone has the time or wants to join a gym. The solution? Microbreaks.

These could be during a toilet stop or while waiting for a load. Go for a short walk, do 10 jumping jacks or maybe a bit of a dance break is more your style. The type of movement isn’t

important; it’s simply moving your body.

Think about ways you could build some nonstructured exercise into your day. This could be playing ball with your kids, walking instead of driving to the dairy or making dance-offs after dinner a regular thing.

Tip: Focus simply on moving more, rather than thinking, “I need to exercise more”; it’ll be more fun and easier to stick to.

Night night, sleepyhead

Often, the quality of our waking performance is defined by the quality of our sleep. A lack of sleep can cause stress, mood shifts, and irritability and also have effects on our immunity and weight.

Everyone has different sleep needs, with the general rule of thumb being somewhere between 7 and 9 hours each night.

Tip: If you are having trouble falling asleep or feeling like you are getting quality sleep, book an appointment with your doctor.

Mental health

The nature of truck driving exposes you to numerous factors which can negatively impact your mental health. The long hours, loneliness, lack of exercise and poor diet are just some of these factors that contribute to mental health issues for thousands of truck drivers around the country.

Tip: If you or anyone around you seems like they’re struggling, reach out to friends and family and seek expert advice and guidance. Some great resources can be found at www.roadsafetytruck. co.nz/mental-health.html or see the website at www.mytrucking.com.

FOLLOWMONT ADDS FIRST VOLVO FH ELECTRIC TO QLD FLEET

The first Volvo FH Electric sold in Australia has been delivered to Brisbane-based Followmont Transport as the state opens access on vital freight corridors.

The family-owned and operated transport company says it welcomes the significant milestone, marking a pivotal moment in the company’s journey towards reducing its carbon footprint and embracing cleaner, greener transportation solutions.

The FH Electric prime mover, which only arrived in Australia a week before the handover, will be tasked with shuttling trailers between Followmont’s Eagle Farm depot, servicing major accounts around Brisbane and running overnight linehaul to the company’s Toowoomba and Sunshine Coast depots.

The 540kWh, 666hp FH Electric prime mover is currently rated to 44 tonnes and has a range of up to 300km on a single charge. A 60kW

WESTERN SYDNEY BOASTS LARGEST ELECTRIC FLEET

Team Global Express (TGE) has unveiled what it says is Australia’s largest logistics electric vehicle fleet trial following the arrival of brand-new electric trucks at its depot in Bungarribee (Eastern Creek). To date, 43 out of the 60 ordered trucks have arrived at the depot which will roll out across the streets of Western Sydney.

Team Global Express will receive 36 Volvo eFLs and 24 Fuso eCanters in total to facilitate the five-year trial.

The trial, in partnership with the Australian Renewable Energy Agency (ARENA), will see Team Global Express replace a third of its Western Sydney fleet with a total of 60 electric trucks to deliver parcels to customers around the metropolitan Sydney area.

Over the last 12 months, Team Global Express claims it has transformed its Bungarribee facility into ‘The Depot of the Future’ to house the vital infrastructure required to service the all-new electric vehicles.

The depot upgrade included the construction of charging infrastructure and a battery storage system, which utilises 400kWs of solar energy from on-site panels. The installed 1mW battery energy storage system (BESS) is said to enhance the depot’s renewable power capacity and reduce Team Global Express’ reliance on grid power.

TGE reports that it was able to save $7,300 of energy costs in the first hour of the BESS system being turned on.

Team Global Express Group CEO Christine Holgate says transport accounts for 19 per cent of all emissions in Australia and this trial represents an important step towards addressing the emissions intensity of the sector.

“As part of our partnership with ARENA, we will be sharing the knowledge we gain from the trial with other industry providers to benefit the entire sector,” Holgate says.

Team Global Express’ director of ESG, Heather Bone, said that Western Sydney was chosen for its strategic location to urban distribution areas,

allowing for the trucks to increase their own energy via regenerative braking.

“Bungarribee now houses advanced charging infrastructure fuelled by solar energy, enabling our new trucks to be recharged and back on the streets in as little as two hours if required.”

Team Global Express team members based at Bungarribee have undertaken specialised electric vehicle training.

“We’ve also used this trial as an opportunity to upskill a number of our female employees and support them in getting their heavy vehicle driving licences; so they too can enjoy driving our new electric trucks,” Bone says.

charger has been installed on site at Followmont’s head office for overnight charging, with plans to install charging solutions further afield as the company seeks to increase reach and range.

The March 11 delivery corresponded with the announcement of a zero-emissions heavy vehicle road network for South East Queensland which will increase steer axle mass allowances to 8 tonnes on the steer axle and 18.5 tonnes on the drive axles for battery electric heavy vehicles in what is regarded as a vital step to enable the rollout of heavy batteryelectric vehicle transport.

Mark Tobin, CEO and managing director of Followmont Transport, says while the company is thrilled to integrate electric trucks into its fleet, it is equally excited that to receive the news that the road network is expanding to make the adoption of EV trucks easier.

“The investment in this truck reinforces our commitment to driving positive change and supporting a sustainable future for generations to come,” Tobin says.

As these electric trucks enter service, the company says it intends to showcase the vehicles to its key partners, providing customers and staff with firsthand electromobility experience.

The company has also signalled its intention to invest in electric vehicle competencies for staff providing in-house expertise for emerging technology.

“This truck is proof that there are plenty of transport applications that can be electrified right now, not at some distant point in the future,” says Martin Merrick, president and CEO, Volvo Group Australia.

“Having partners like Followmont who are committed to joining us on our path to net zero is vital for us.

“The announcement from the Queensland government that axle mass weights will be raised for zero emission heavy vehicles in South East Queensland will make the move to battery electric a smoother transition for transport customers.”

Followmont Transport says its adoption of electric trucks represents just one facet of the company’s sustainability strategy, being committed to exploring innovative technologies and practices that minimise its environmental footprint.

“This delivery of Australia’s first heavy duty electric truck to our customers, Followmont, also carries the promise of innovation, efficiency, and a future where road transportation is environmentally sustainable. A promise that VCV is proud to support, says Greg Sargeant, dealer principal of Volvo Commercial Vehicles.

The Volvo FH Electric was launched in Australia in 2023, with Volvo stating that every diesel truck in its range has an electric equivalent.

The Followmont Transport-bound Volvo FH electric. Image: Volvo Trucks

One of the 24 Fuso eCanters in the Team Global Express fleet. Image: Daimler Truck

US HYDROGEN FUEL CELL TRUCK UNVEILED IN MELBOURNE

US-based hydrogen fuel cell technology developer Hyzon has launched its single stack 200kW fuel cell system and powertrain in a vehicle at a ceremony in Melbourne attended by government officials, heavy-duty fleet operators and company employees and executives.

The vehicle – Hyzon’s 200kW prime mover, was officially unveiled at the Kangan Institute’s Automotive Centre of Excellence (ACE).

Sporting the company’s bright refreshed branding, the 200kW prime mover is said to reflect Hyzon’s commitment to technological advancements and is designed to meet the operational demands of heavy-duty road transport.

Hyzon says it integrated its innovative fuel cell technology and 200kW FCEV powertrain first into a cab-over vehicle. The company expects to deploy 200kW cab-overs in Europe and 200kW conventional vehicles in the US later this year.

“This is Hyzon at its best,” says Hyzon CEO Parker Meeks. “The Hyzon 200kW prime mover provides our customers with a powerful, zero-emission option for their fleets, showcasing our expertise in crafting state-of-the-art FCEVs.”

According to Meeks, the single stack 200kW fuel cell system also may allow Hyzon to bring the same technology to industrial ecosystems beyond trucking, including mining, rail, marine, stationary power

ELECTRIC ECONIC TAILORED FOR AUSTRALIA

Mercedes-Benz Custom Tailored Trucks (CTT), the MercedesBenz Trucks department for customised conversions, has announced the welcome of a “rare guest”.

CTT, in Molsheim, France, is where ‘A model series’, such as Actros, Arocs and Atego vehicles are converted most of the time. However, the team from Molsheim is currently working on a customised solution for the Mercedes-Benz eEconic to enable an Australian waste disposal company to switch to e-mobility. The modified eEconic is one of a total of 10 of this type for the Australian market.

generation, and airport ecosystems.

“Hyzon is harnessing the power of hydrogen to deliver zero-emission energy where it is needed most,” he adds.

The single stack 200kW fuel cell system for the prime mover was manufactured at Hyzon’s US production facility in Bolingbrook, Illinois. This system, expected to reach start of production in the second half of 2024, generates 200kW of power output from a single fuel cell stack.

Reaching 200kW fuel cell power typically requires two smaller units, but Hyzon says it has engineered a single stack 200kW fuel cell system that is 30 per cent lower in weight and volume and estimated to be 25 per cent lower in total fuel cell system cost compared to two of its 110kW fuel cell systems combined.

By integrating high-power, compact fuel cell systems into familiar vehicle builds, Hyzon plans to offer a zero-emission option to fleets that can match the operational expectations of a diesel truck.

Hyzon managing director for Australia, John Edgley, says the prime mover was designed and assembled locally, which is a testament to the skills and capabilities of the company’s local workforce.

“We are assembling zero-emission heavy vehicles right here in Melbourne, Australia, using local skills and employing local people,”

Edgley says. “Hyzon established Australia’s first purpose-built assembly plant in Melbourne’s southeast in 2021 to capitalise on the wealth of homegrown industry skills left behind when several global automotive businesses shut down their regional operations.

“We have grown our team to more than 50 local employees, including engineers, fabricators, welders, and designers to put this new 200kW vehicle on the road.”

According to Edgley, the 200kW prime mover is expected to revolutionise Australia’s heavyduty transport market and is an important step in solving a uniquely

“Australian” problem: conquering heavier payloads and longer distance requirements – without emissions.

As the host of Hyzon’s 200kW prime mover event, Kangan Institute CEO Sally Curtain affirmed Kangan’s collaboration partnership with Hyzon.

“This collaboration accelerates the commercial deployment of heavy-duty FCEVs in Australia, driving sustainable innovation in transportation.”

Hyzon’s 200kW prime movers are expected to operate on Australian and New Zealand roads later in 2024.

The reason for the conversion is the differing national approval regulations in Australia. With the eEconic series produced in Wörth am Rhein, Australian waste disposal companies cannot use the maximum payload due to different calculation principles.

Both in Australia and in Europe, specific values for the maximum gross vehicle weight apply for registration, depending on the axle configuration. However, values applied in Australia are far below the European limits. By converting from a single to a dual trailing axle, the eEconic

converted for the Australian market can carry three tonnes more payload.

To make the vehicles fit for Australia and their operations with waste containers, the wheelbase has also been extended from the standards four to 4.6 metres.

eEconic modifications underway in Mercedes-Benz CTT division in Molsheim, France. Image: Mercedes-Benz

Hyzon’s prime mover single stack 200kW fuel cell system at the Kangan Institute’s ACE in Melbourne.

Image: Hyzon

HINO AWARDS TOP DEALERS

collectively celebrate the success of 2023, while also congratulating our pre-eminent dealerships on their success,” says Richard Emery, president and CEO of Hino Australia.

“Southside Truck Centre only commenced as a Hino dealer in mid-2021, and has hit the ground running, demonstrating commitment to the Hino brand with strong investment in its facilities.

“It is a particularly poignant award for the Southside team – its Lismore dealership was essentially destroyed in the floods of 2022, and Coffs Harbour was vital in keeping the business going, despite being in its infancy.

“This is the third successive Dealer of the Year title for CMI Hino Adelaide, which is a fantastic achievement for our longest serving Hino dealer,” Emery says.

Nathan Chatfield, general manager of CMI Hino Adelaide accepted the award on behalf of his team.

“To receive this award in our 90th year of operation is an honour – we have been a part of Hino for almost 55 years and Hino is a part of our DNA,” Chatfield says.

Collecting the Regional Dealer of the Year award, Southside Truck Centre dealer principal Steve Robinson says winning in the category was amazing, especially

A

as Southside was relatively new compared to other Hino dealerships.

“This win is particularly emotional as it has been almost two years to the day since our Lismore branch was wiped out in the floods – we lost everything including 21 Hino trucks and every single spare part and piece of furniture.

“While the Lismore dealership was starting from scratch, the new, young team in Coffs Harbour just went from strength to strength,” Robinson says.

Southside Truck Centre also picked up the Parts Excellence Award (Regional).

For the third consecutive year, CMI Hino Adelaide, Sci-Fleet Hino Brisbane and Sci-Fleet Hino Gold Coast were recipients of the President’s Award and were joined by Sydney’s City Hino, Coffs Harbour’s Southside Truck Centre and Sunshine Coast’s Wideland Hino.

Adtrans Hino’s Stewart Scoon was awarded the Salesperson of the Year while the Customer Experience (Regional) award was won by Turnbull Hino.

The remaining major regional awards were claimed by Wagga Trucks Hino, which took out the Sales Excellence Award (Regional) and the Service Excellence Award (Regional).

Hino Australia has crowned its top dealers for 2023 at its annual Dealer of the Year Awards.

Once again, CMI Hino Adelaide won the Metropolitan Dealer of the Year, while Coffs Harbour’s

Southside Truck Centre was crowned the Regional Dealer of the Year.

“The annual Dealer of the Year awards are an important opportunity for us to reflect and

ABOVE: From left: Sam Suda (outgoing Hino Australia president & CEO) , Steve Robinson (Southside Truck Centre dealer principal), Nathan Chatfield (general manager CMI Hino Adelaide), Richard Emery (Hino Australia president & CEO) and Satoshi Ogiso (Hino Motors Ltd. president & CEO). Image: Hino Trucks

MURPHY’S 40 YEAR ISUZU MILESTONE

Truck dealership Patterson Cheney and Isuzu Australia has congratulated service manager Wayne Murphy on a milestone of 40 years under the Patterson Cheney Isuzu banner.

For Wayne, he knew that he was destined for engines from a very young age.

The first job he set sights on was a motor mechanic apprenticeship across the road from his family home – that being the Patterson Cheney Trucks workshop.

“I’m old school, I like the smell of fuel, the noise and the power,” Murphy says.

“I wanted to work on trucks because I could see there were a lot of interesting things going on at the time … they were a bit harder to deal with than cars, so the other apprentices weren’t that keen on working on them.”

Little did the young Murphy know that he would be making the sizable trek into the Port of Melbourne from Dandenong to attend the GM training facility on ‘Bedford by Isuzu’ product (as they were known at the time).

Persistence paid off and he quickly developed the skills to move up the ranks to foreman, assistant service

manager and then onto his current role of service manager.

In the 1980s there were eight service technicians at the dealership compared to today’s team of 30 technicians and diesel mechanics that work under Murphy’s watch.

His 40-year run with the Isuzu

product has also encompassed the entire 35 years the brand has led the Australian truck market.

“I have a great relationship with Isuzu Trucks so that’s made my job very easy, their support is fantastic,” Murphy continues.

“I am still enthusiastic about my

role after all these years because I have great customers and a great OEM.”

As a service manager, Murphy’s days under the cab and chassis may be over, but he stands ready to assist the team with his expert knowledge and guidance.

ABOVE: Wayne Murphy, celebrating 40 years with Greater Melbourne dealership Patterson Cheney. Image: Isuzu

NO BULL

Marry a truck driver

Controversial author and outspoken leading figure in second-wave feminism, Germaine Greer, has a new word of advice for career women – marry truck drivers.

As reported by Fairfax European correspondent Rob Harris, the 85 year-old Australian was in the midst of being interviewed by British-American broadcaster Louis Theroux on one of his regular podcasts late last year.

During the interview, Greer stated that clever women should marry truck drivers if they want to outshine their husbands.

When asked why she thought ambitious women should marry truck drivers, Greer is reported to have said: “I think it’s the notion that you should be in competition with your husband is a bad notion. But we always think that we need that status in our husband.

“He doesn’t think he needs that status in us. So there’s an imbalance at the very beginning.”

Greer seemingly didn’t touch on the subject of women truck drivers. Nor did she offer any insights into the world of the Australian truckie.

Perhaps a ride in Rod Hannifey’s TruckRight Industry Vehicle would open her eyes to the daily challenges facing truck drivers, especially on long-hauls.

Well lubricated

The Melbourne head office of Prime Creative Media (publisher of OwnerDriver magazine) was flush with high grade engine and gear oil recently when representatives from Eiffel Lubricants, including company director Sayeed Islam, dropped in recently.

The reason? Delivering a prize of 30 litres of Synthetic Engine Oil plus 30 litres of Mineral Gear Oil.

It was all to do with the 2023 OwnerDriver Truck of the Year competition where one lucky voter, in this case Luke Keogh of Speewa, NSW, won the impressive prize, valued at $1,011 ex GST.

Pictured here, from left are Eiffel Lubricants’ Shoeb Mohammed, Prime Creative Media’s Trader Group sales director Asanka Gurusinha, Eiffel Lubricants’ director Sayeed Islam, and Mohammed Imaduddin, also from Eiffel.

Scary roads

A national survey, conducted by Continental Tyres, has revealed what motorists regard as Australia’s scariest roads.

Coming out on top were Queensland’s Bruce Highway, Sydney’s Parramatta Road, Western Australia’s Kwinana Freeway, ACT’s Monaro Highway, and SA’s Victor Harbor Road.

Sydney Road in Victoria, Tasmania’s Midland Highway and the NT’s Stuart Highway were others to rate highly.

The survey revealed that 73 per cent of drivers plan to actively avoid notoriously dangerous roads. Continental apparently did not survey commercial vehicle drivers who often don’t ha e the lu ury of ic in and choosin alternate routes.

FOR THE OWNER-DRIVER Frank Black

Cooperation is the key

Working together gives owner-drivers the capability to strengthen their bargaining power

Major retailers are finally feeling the heat – whether it’s pricegouging, ripping off farmers, or squeezing transport, everyone knows it’s time for them to pay their fair share.

When we think about the ways in which major retailers engage in cost-cutting and taking shortcuts when it comes to transport to save a buck, we often look at it in the vacuum of our own industry. However, this can be indicative of a wider pattern which affects other sectors, and also flows through to the wider economy.

As widely reported in the media, the Federal Government has appointed former Minister Craig Emerson to head a review into the Grocery Code of Conduct, as it is clear that none of the record profits enjoyed by supermarkets are passed on to our struggling farmers. The Australian Council of Trade Unions (ACTU) launched an inquiry into price gouging in 2023 headed by the former chair of the Australian Competition and Consumer Commission (ACCC). The report found that the power balance between businesses and their customers, the supply chain, and their workers was out of whack.

Reasonable decision-making by clients towards truck operators, farmers and others have a huge influence over safe, fair and sustainable supply chains. Both transport operators and farmers are dependent on major retailers, whether

they like it or not. We rely heavily on these wealthy clients for our livelihoods and that keeps us in a vulnerable situation, which highlights the importance of the Closing Loopholes legislation which has just passed both Houses of Parliament. We are often at the mercy of unscrupulous well-resourced and wealthy clients who have unlimited bargaining power and influence in the market. This power imbalance can lead to unfair practices and exploitation and in turn influence safety.

Both transport operators and farmers struggle to negotiate fair prices or contracts leading to financial pressures and are vulnerable to price volatility influenced by major retailers and clients. Farmers often face fluctuating prices for their produce, which can be influenced by big buyers and market dynamics.

CLIENT RESPONSIBILITY

Owner-drivers consistently face a lack of transparency in their dealings with the big end of town. Wealthy clients are in a

position where they could theoretically take advantage of contractors, given the latter often don’t have access to complete information about market price contracts for the overall supply chain.

Clients have a lot of responsibility in ensuring enough money is flowing through supply chains for a safe and sustainable road transport industry. This lack of transparency can make it difficult for us to make informed decisions or have the power to negotiate fair terms. For example, we don’t know how long waiting times for loading and unloading are required, which makes it hard to set a reasonable price. There is no current way of recovering that cost if a load takes much longer than predicted.

This is why we need to recognise the importance of collective action when dealing with major retailers and clients. There’s no way a single truck or small fleet operator on their own can take on a formidable multinational and force them to cough up fair and appropriate rates for their goods to be delivered.

Working as a powerful collective gives workers the capability to strengthen their bargaining and negotiating power. By coming together operators can voice our concerns, share information, and collectively address challenges. This is why it’s fantastic that the Closing Loopholes legislation has recently passed as it can help make our industry fairer through enforceable standards.

Again, anything which affects transport costs inevitably affects our safety as fewer financial pressures mean we’re less likely to rush around. The lack of regulation also affects working practices and conditions, for instance, unsafe and inconsistent loading practices and procedures.

“There’s no more room for excuses and no escape from accountability.”

Wealthy clients can’t ignore their responsibilities anymore because standards can apply to the whole of the contract chain. There’s no more room for excuses and no escape from accountability. Finally, we will have the backing of legislation to stop cost-cutting from the top that prevents us being able to negotiate fair rates.

Again, anything which affects transport costs, inevitably affects our safety, as fewer financial pressures mean we’re less likely to rush around or stay on the road too long.

The struggle with major retailers and clients can have a significant economic flow-on for society at large. If transport operators face financial difficulties or are forced out of business, this can lead to bad safety outcomes, job losses, and a decline in the economy.

To operate safely and professionally, we need the industry to be financially sustainable. The legislation passed because the industry backed it. We came together like never before because we knew something had to be done. The unity we showed as an industry must remain to hold wealthy clients to account and ensure that we can get standards in place as quickly as possible.

The first thing that will kill this opportunity to reform our industry and give us back some bargaining power is if we fight amongst ourselves and tie up the system with disputes. The days of the transport industry being a battlefield should be behind us – meaningful change is possible through cooperation not conflict.

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.