Owner Driver 376 May 2024

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Contents #376

56

8 ROSS TRANSPORT DRIVER VOTED NUMBER ONE

Joshua Ulbrich was one of six award winners at Trucking Australia

14 HALFWAY HEAVEN FOR TRUCKIES

Support grows for a transport hub along the Eyre Highway

18 BEST IN THE WEST

The WA Mack Muster and Truck Show has evolved into what is arguably Western Australia’s biggest and best truck event

32 WESTERN STARRY EYED

Matt Kane had his heart set on a Catpowered Mack Super-Liner but ended up buying a 964FX Limited Edition Constellation

48 A STUDY IN BUSINESS ETHICS

Adelaide professional fleet operators AJ and Nick Singh offer incentives to encourage new drivers to come along for the ride

56 ELECTRIC CANTER LEADS THE CHARGE

The latest generation of Fuso’s light-duty eCanter is possibly the most viable and practical truck of any type contesting Australia’s battery electric market

62 SCANIA ASSISTANCE LOCAL GOES LIVE

Australian Scania customers now have access to a locally-based roadside support team

“I come to work happy, but every day is a challenge.”

EDITORIAL

Editor Greg Bush

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

Journalist Alex Catalano

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

Managing Editor Geoff Crockett

E-mail Geoff.Crockett@primecreative.com.au

Contributors Warren Aitken, Robert Bell, Frank Black, Steve Brooks, Warren Clark, Julie Downey, Rod Hannifey, Michael Kaine, Sarah Marinovic, Sal Petroccitto, 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

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EXECUTIVE GROUP

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Owner Driver is published by Prime Creative Media

379 Docklands Drive, Docklands Melbourne VIC 3008

Telephone: (+61) 03 9690 8766

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ISSN 1321-6279

OwnerDriver magazine is owned by Prime Creative Media. All material in OwnerDriver is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. Opinions expressed in OwnerDriver are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

BEHIND THE WHEEL Greg Bush

Blitzes and bother

Back in 1979, during a lengthy stint in London, I heard a remark from a passer-by while walking along the streets of the south-western suburb of Putney. It was a simple sentence that has stuck in my consciousness ever since.

I was on my way to catch the Tube across Putney Bridge. It was towards the end of the year when the weather was turning decidedly cool and the sun wasn’t rising as early as it had been a month or so earlier.

The aforementioned person, a man in his senior years, was walking in the opposite direction. The sunrise was both spectacular and eerie, with splashes of red.

As I approached, he remarked, “I haven’t seen a sky like that since the blitz”.

The “blitz” he was referring to was the unrelenting bombing of the UK by the German Luftwaffe during World War II, mainly the years of 1940 and 1941.

Although my brief encounter with the blitz survivor came 34 years after the end of the war, his memories of that time had remained.

Nowadays, for Australia’s road authorities, the word “blitz” means a timed crackdown on the road transport industry or, more pointedly, our truck drivers.

Years later, while attending a transport industry association conference, it was the turn of a senior member of the then NSW Roads and Traffic Authority to take to the stage, and the microphone.

He used the word “blitz” on numerous occasions, almost threateningly to the audience, of upcoming fullon operations at pre-designated areas. It seemed odd that he was preaching to the converted, an audience of industry professionals, many who were business owners already maintaining their fleets to the highest level while recognising and rewarding their best drivers.

As mentioned previously on these pages, I was caught up in one of the combined NSW Police and RTA blitzes in May around 10 years ago. Fortunately I was in the passenger seat, taking notes and taking photos of a new truck model during a long test run from Melbourne to Brisbane up the Newell. We also had an accompanying video and photography crew in a separate vehicle.

The officers on the ground – and there were many –were seemingly hellbent on finding fault. “Licence and logbook, please” came the usual demand. No luck for the authorities there, so they swarmed over the truck, looking

for irregularities. The problem for these enthusiastic officers was a brand new truck doesn’t have faults, unless it’s a manufacturing issue. Sorry, no defects here, so 45 minutes later we were allowed to leave, but not before we were ordered not to take any photos or videos of the operation. We weren’t A Current Affair, I guess.

While it’s in everyone’s best interests to keep all commercial vehicles in tip-top roadworthy condition, the driver’s logbook can be cause for concern, especially when fines can knock off a week’s wages for driving 15 minutes overtime.

Driving over hours often comes down to the lack of rest stops on our major highways. So it is welcome news that the Australian Government has announced a $6.7 million funding package to upgrade existing truck rest area facilities, or build new ones.

But will that be enough? And should the designers be seeking input from the people who will benefit from these rest stops?

A recent article on Yahoo News revealed that a UK truck stop operator received a 225,000 pound grant ($431,000) from the government to upgrade his premises. He used the money to upgrade toilets, showers, the CCTV system and install a new large cafe area with extra seating. The business owner is intent on looking after truck drivers.

Perhaps the Australian government could look into a similar arrangement?

Perhaps the funding could come from the megabucks extracted from truck drivers who simply want to do their job, have a break at quality truck and rest stops, and arrive home with the knowledge that all or part of their wages will not end up in government coffers.

“No photos allowed.” Image: Greg Bush

The Goods NEWS FROM THE HIGHWAY AND BEYOND

ATA praises Ross Transport driver

Joshua Ulbrich was among the award recipients at Canberra’s

Trucking Australia Conference in April

Multi combination driver Joshua Ulbrich of Ross Transport in Port Kembla, NSW has been crowned the National Professional Driver of the Year for 2024. Ulbrich was presented the award at the Australian Trucking Association’s (ATA) Trucking Australia Conference, which was one of five awards announced at the event’s Gala Awards Dinner on April 19 in Canberra.

Other awards presented included Jenny Fellows of Fellows Bulk Transport for National Trucking Industry Woman of the Year, Frasers Livestock Transport for the National Training Excellence Award and Marley’s Transport received the TruckSafe John Kelly Memorial Award.

In addition, Bill Manton of Simon National Carriers was honoured as the Outstanding Contribution to the Australian Trucking Industry, and ATA co-founder Denis Robertson received the Don Watson Memorial Award.

The National Professional Driver award recognises those who continue to put in the hard yards, honouring the changing freight task and demands on drivers.

Ulbrich accepted the award proudly, donning cowboy hat and all.

“I’d like to say thank you for the award. I’m very grateful and very humbled by it,” he says.

“I’d also like to thank the sponsors of the award, NTI, Volvo and BP. I’ve been lucky to have had many years in the industry.”

His journey in the transport

industry started from a young age in his native Milton along the NSW South Coast, watching trucks loading and unloading livestock at the nearby saleyards. Ulbrich was obsessed from that moment on, doing everything he good to pursue a career in the world of trucking.

“At the age of five, my mother had a knock of the door from one of the drivers she knew and asked where I was,” he recalls.

“’I’m sorry, he’s asleep, having a lay down’. ‘No he’s not, he’s up in the corner of the stock saleyards watching all the trucks come in’. That’s where my trucking life started.”

After this, Ulbrich got a job washing trucks – close to the gear, but not quite where he wanted to be – behind the wheel.

His next career move would see him join the army at 20 years of age, spending the next 14 years as a combat engineer learning skills both for work and life.

“I was able to obtain my truck licences from light rigid to multi combination in that time. For me and many others who have obtained their licence in the defence force, it was definitely a great training environment,” Ulbrich says.

“An example of this is my HC licence. This is a five week course in the military, having to load and unload trucks each day with different loads each time, and having to restrain and tarp.

“This concluded with a driving test from Seymour to Brisbane’s CBD and

then back again, with a minimum of 60 hours driving experience.

“What does this have to do with winning the award? Well, it gave me a great start to my driving career. This is what I think the industry can look into to train new drivers.”

Ulbrich credits his continued development as a driver to Ross Transport, who he has now been driving for a decade.

He thanked owner Alan Ross, for allowing him to drive his bright pink Kenworth T909, labelled ‘Truely Frantastic’, and Fran and True Ross, Alan’s mother and daughter respectively, who the truck is named after.

He also thanked Transport Women Australia Limited (TWAL), who provided his nomination for the award.

“Alan is a very honest and humble person who I have seen go out of his way for many drivers and myself,” Ulbrich says.

“Fran Ross, who still comes into the office and keeps up with the weekly goings on and is still happy to speak with drivers. We are lucky to have a

true matriarch in the industry, being in it from the 1970s and still going.

“True Ross is a standout not only in the company, but in the industry. I have seen her start at the company doing wages and daily office duties, to now running the top job at Ross Transport.

“Her dedication to the industry and showing that women are not only capable of doing the job but doing it with confidence and professionalism.

“And thank you to TWAL, for the nomination of the award and the fantastic work they do in the industry.

“They are providing training and courses to the new generation and are a standout in getting more women into transport roles.”

Olbrich concluded by thanking his wife.

“I would also like to say a massive thank you to my wife Belinda,” he says.

“She has been through not only my army career, but my transport career as well. She’s been the backbone of our family, being not only mum, but dad as well. It takes some really strong women to stand by the men in their lives doing this job.

“To say I never would have imagined earning this award this would be an understatement. Here is a kid that grew up loving trucks to being the ATA Pro Driver of the Year.”

– Alex Catalano

Above: Ross Transport driver Joshua Ulbrich takes to the podium at the Trucking Australia Conference in Canberra

Left: Bill Manton, a former truck driver, Volvo Group driver trainer and now national training manager at Simon National Carriers received the award for Outstanding Contribution to the Australian Trucking Industry

Image: Alex Catalano

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Rail union chides ATA on crossing safety

The Rail, Tram and Bus Union (RTBU) has penned a response to the Australian Trucking Association’s (ATA) call for improvements to be made for level crossing safety.

Previously, ATA chair David Smith wrote to the Office of the National Rail Safety Regulator (ONRSR) regarding its draft for a Code of Practice on Level Crossings and Train Visibility this week, calling for better lighting on trains and at level crossings.

“Road users and rail workers are dying, and better lighting on locomotives and wagons, such as flashing beacon lights and side lights could prevent crashes and save lives,” Smith says.

“Trucks are required by law to meet minimum lighting and illumination standards. There is no reason why trains should not be subject to similar requirements.”

However, RTBU assistant national secretary Shayne Kummerfeld has

hit back at the transport association, saying that the ATA’s statement was a “distraction” from other issues that may cause crashes at level crossings.

“Tinkering with lighting on trains will not change the dangerous behaviour of drivers who think they can ‘beat the train’ at a level crossing,” he says.

“The majority of level-crossing incidents occur during daylight hours when road traffic volumes

are higher. Adding lights for daytime issues is nonsensical.

“Furthermore, trains already have powerful headlights, so adding more lights would not make any positive difference to safety outcomes.

“In fact the RTBU is concerned the measures being promoted by the trucking lobby would be counterproductive to safety, as they would negatively affect visibility for train drivers and track workers.

“We will continue to support improvements to level crossing infrastructure, better driver education, and stronger enforcement of road rules –including the use of fixed and mobile safety cameras and higher penalties for motorists who illegally enter level crossings.

“Road rules are there for a reason, and everyone must obey them.”

The ATA issued the National Level Crossing Safety Notice in conjunction with the National Heavy Vehicle Regulator (NHVR) in March, in an effort to educate truckies on the dangers presented at level crossings.

It was put together in response to a report released by the Australian Transport Safety Bureau earlier in the year which analysed a selection of 49 incidents between trains and road vehicles.

The notice included advice and key statistics on road and rail incidents.

AIR BRAKE FITTINGS

Image: Greg Bush/Prime Creative Media

TWU demands freeze on autonomous trials

VTA

The Transport Workers Union (TWU) is calling for an immediate stop to what it says is the shambolic automated truck trials in Victoria until proper consultation processes are established with the State Government, industry, and community stakeholders.

The six-month trial commenced in April as the Victorian Transport Association (VTA) touted autonomous truck technology as the future of the industry.

“This technology is closer than you think – Transurban is already doing trials on CityLink,” VTA CEO Peter Anderson said during an interview on Melbourne’s 3AW.

“We’re looking at selected routes to put these trucks on trial and ensure they’re 100 per cent safe so they can be applied in the right instance.

“Absolutely this change is going to happen – it’s the future. The technology is catching up with us all and we’re going to be embracing it for years to come.”

The TWU says, due to a lack of consultation with necessary stakeholders, this trial will result in major delays to the critical distribution of freight.

The TWU believes that no automated heavy vehicle should be placed on public roads until there is unanimous agreement from government officials, the industry, and the community that these vehicles are safe. The TWU criticises the current trials for not adequately demonstrating the ability of these technologies to interact safely with human drivers, pedestrians, and other road users.

It says the recent sneaky strategy of notifying the public through mere lane closure alerts via Linkt

is highly alarming and indicates gross mismanagement and lack of transparency.

The TWU has strongly criticised the absence of the Victorian Government in addressing these urgent issues, allowing VicRoads and Transurban to recklessly advance these trials without proper oversight.

“This trial seems to be a rushed bureaucratic pipe dream that will inconvenience Victorians, undermine road safety, and could lead to delays to freight including vital supplies,” says TWU Vic/Tas branch secretary, Mem Suleyman.

“The community’s safety and the futures of our truck drivers are jeopardised due to this poorly executed plan. It’s unacceptable that these trials are being pushed by corporations that continue to disadvantage our hard-working mums and dads that work day in, day out to carry Victorians.”

In response to what this means for drivers, Anderson says the change to autonomous trucks won’t “get rid of

people”, as people will still be needed to load and unload trucks and ensure they’re safe.

“People are still going to have to play a role,” he says.

“It may not be driving. Drivers have a myriad of jobs and responsibilities outside of just driving, so that will continue.”

Among the TWU’s demands are full transparency and involvement of the workforce in discussions about the implementation and impacts of automated trucks. The union highlights the urgent need for these actions citing the deadly pressures that already exist in transport and the recent spike in fatalities on Victorian roads.

Suleyman states that transport is Australia’s deadliest industry, and the introduction of untested technologies could lead to even more tragedies.

Above: Autonomous truck trials have long been undertaken in the US Image: scharfsinn86/Adobe

Government adds noise to electrics

Alarm alert addition to design rule for electric vehicles

The Federal Government has announced that pedestrians will soon be safer around quiet trucks, buses and cars travelling at low speeds through the introduction of a new design rule to make electric vehicles safer.

The Acoustic Vehicle Alerting Systems (AVAS) is a safety alert or sound, emitted when an electric vehicle is travelling at low speeds in car parks, intersections, and driveways.

Quiet vehicles such as electric, hybrid and hydrogen fuel cell vehicles travelling at low speeds are harder for pedestrians to hear compared to noisier vehicles with conventional petrol or diesel engines.

This increases the risk of being involved in a collision, and this risk is greater for people who are blind or have poor vision who rely on

sound to negotiate the road network independently.

“As more and more Australians choose to drive EVs we are committed to ensuring that they are safe for both driver and others using the road,” says Infrastructure, Transport, Regional Development and Local Government minister Catherine King.

“This is a significant win for those the blind and low-vision community who have long been advocating for alert systems like this to be introduced in Australia.”

vehicles easier to hear by emitting a sound when the vehicle is travelling at low speeds in car parks, intersections and driveways.

A vehicle fitted with an AVAS will not be any noisier than a conventional petrol or diesel vehicle.

The Government consulted on a draft Impact Analysis proposing a mandate for AVAS for light vehicles and it was strongly supported by state and territory governments, the blind and low-vision community, and vehicle manufacturers.

The new Australian Design Rule (ADR) will require new electric, hybrid and hydrogen fuel cell cars, trucks and buses to be fitted with an AVAS from November 2025.

AVAS is reported to make these

The new ADR is predicted to avoid around 68 fatalities, 2,675 serious injuries and 2,962 minor injuries by 2060 and is estimated it will save the Australian community $208 million.

REGULATORY EVOLUTION: NHVR begins delivering heavy vehicle safety services in Queensland

The National Heavy Vehicle Regulator (NHVR) has assumed responsibility for the delivery of heavy vehicle on-road compliance and enforcement services in Queensland, including Programmed Vehicle Inspections (PVI).

The sunshine state’s transition to the NHVR came into operation on April 20.

Bart Mellish, Minister for Transport and Main Roads, says the transition of services in Queensland promises a streamlined approach to regulation across Australia.

“The Department of Transport and Main Roads (TMR) has been working closely with the NHVR to ensure a seamless transition of heavy vehicle regulatory services, to establish a safer road network in Queensland,” Minister Mellish says.

“This marks the end of a significant reform program, and is a step forward for industry, who now have a single point of interaction for consistent information about the Heavy Vehicle National Law (HVNL) and any issues they face as drivers or businesses.

“We look forward to the productivity and safety benefits of having a single regulator for the heavy vehicle industry, with Queensland the final participating jurisdiction to transfer these regulatory services to the NHVR.

“By having a borderless operating model, the NHVR will be able to address the greatest risks on our roads, improving safety for everyone.”

NHVR CEO Sal Petroccitto OAM says the integration of Queensland into the NHVR will not only simplify compliance for drivers by providing a more unified approach to heavy vehicle regulation, but will strengthen Australia’s position as a leader in transport, safety and innovation.

“By taking the wheel in the Sunshine State, the NHVR will provide nationally consistent education and enforcement across participating jurisdictions and will undertake more complex Chain of Responsibility and primary duty investigations into duty holders across the supply chain,” Petroccitto says.

“Our new operations head office is located in Townsville, expanding our reach and enabling us to boost compliance and improve road safety outcomes in North Queensland.

“The NHVR’s on-road officers have authority to stop heavy vehicles and check compliance against the HVNL, and importantly, provide information and education to industry where it’s needed.”

Image: Volvo Trucks

SCAN TO FIND OUT MORE

TO HAUL AND BACK AND BACK

HALFWAY RESPITE

Support has been gradually growing for a transport hub along the Eyre Highway, offering truck drivers an area to rest, eat and so much more. Alex Catalano writes

Fatigue has been, and continues to be, one of the major issues affecting the transport industry. Drivers are continuing to face time-based pressures, and are left without the infrastructure and support necessary to perform their jobs.

A lack of rest areas has been bookmarked by many as one of the primary causes behind this, from local councils to state governments.

The New South Wales government sought feedback from truckies on a new heavy vehicle rest area in Western Sydney in September, but little progress seems to have been made since then. This was then followed by a legislative council committee recommendation concerned over the lack of rest areas in the state.

It’s a similar story in every state of Australia. In South Australia, one group is eager to do something about it, and is going above and beyond to do.

The Eyre Highway is one of the nation’s most important freight routes, providing a link across the Nullarbor between SA and Western Australia.

According to the people behind the Eyre Hub project, there’s a major need for not only a rest area along the highway, but a transport hub for drivers travelling the route.

The proposed hub located in Kimba, SA, would not only offer a place for drivers to rest, but also storage, processing and other services for grain, with many trucks bringing grain to Port Augusta travelling through the area.

Director Kathleen Tierney believes there is no better place for a new rest area, filled with facilities including toilets, showers and access to food, with massive community support.

Originally created as a survey to gauge opinions in the area, it has involved into a project that is becoming reflective of the needs of a growing community.

Now with hundreds of responses from drivers, it’s becoming clearer that a resource like the Eyre Hub is needed in the state.

“The reason we did the survey, and are still running it, is because the question kept coming back at us – how do we know truck drivers are going to use it?” Tierney says.

“We didn’t have a lot of information from truck drivers themselves. That’s why we thought, let’s do a survey and put it out there. We didn’t think we were going to get any answers to be honest.

“We’re really pleased that we are getting responses, and they’re fairly consistent. We’ve cut up the survey in a couple of different ways.

“We’ve asked them basic questions: would you be interested in using a heavy vehicle rest area at Kimba? And it’s an overwhelming yes. We feel confident that we’re answering a need.

“They’re so basic in terms of their needs. It’s just toilets, showers, home-cooked meals.”

The area itself is an important one for the transport industry, as a (relatively) close town to the busy Port Augusta.

Kimba is famously halfway across Australia, and provides a convenient rest stop for drivers coming from WA, Victoria, New South Wales, Queensland, or within SA itself.

With many drivers having nowhere to stop within Kimba itself, the need was clear.

“Locals are observing the trucks trying to park every night, and they don’t have anywhere,” Tierney says.

“They’ve got nowhere to rest. Firstly, it was by observation that there was no facilities for them. We know that the numbers of heavy vehicles through Kimba has doubled.

“When you do the numbers in terms of mandatory rest, it’s a perfect location coming from east-west or west-east for drivers to stop and do changeovers.

“It’s far enough out of Adelaide for them to have a rest, but also coming in from WA and coming from Brisbane or Sydney across to WA. It’s the right spot. That’s been validated when we’ve spoken to transport companies.

“There are no heavy vehicle rest areas with proper facilities between Port Augusta and Ceduna.

“We ran the survey to see if there’s a real need, if drivers want to stop there. They’d prefer to stop at a small town like Kimba where it’s easy to get in and out than a more populated city or town.”

While the community and industry support is there, the next step is receiving government support.

The Eyre Hub project has hit a few roadblocks in that space, due to being community-driven rather than council or government-backed.

Tierney says the project group has considered a number of options, but the path to funding isn’t completely clear yet.

“We did get some initial government funding to do some feasibility studies and some planning,” she explains.

“We’re not at the stage where we’re shovel-ready yet, so we need funding support for that. Because it’s not-for-profit, it’s going to have to be funded between private commercial interest or through government. Those are the only two options really.

“As a community project, the ongoing funding is different. The operational funding will come from the facilities, which we’ve looked at – we think it’s very viable.

“The initial turn-off from the highway has to be funded, land use change has to be funded. Because this is the community and connecting with the drivers, the ideal is that we can get some government funding to take us to the next step.

“There are some current programs at the moment

through the government, one of which is the Heavy Vehicle Steering Committee Program. We can’t apply for that because we’re not local or state government, we have to partner with them.

“There’s about 100 members of Eyre Hub Limited, and everyone’s contributed financially to get it running. There’s been community financial support. In terms of achieving government funding, the HVSCP, which is headed up by Glenn Sterle, we can’t apply for that directly.

“Eventually we will partner with hopefully some commercial interests. We want to see some services on the precinct, whether that be tire repairs, mechanics, food service delivery or fuel. They will be commercial operators.”

Increasing road safety

While the Eyre Hub project may not have yet been able to secure government funding, it has also been backed by research and academic groups.

One of those is the National Road Safety Partnership Program (NRSPP), developed in partnership with the Monash University Accident Research Centre (MUARC) and run by director Jerome Carslake.

“It’s really centred around the vehicles as a workplace in a whole holistic sense,” he explains.

The program aims to make motorists aware of the responsibilities of sharing the road, in particular how to interact with trucks on the road and drive safely around them.

Jerome and the NRSPP work alongside industry bodies and perform independent reports, including for organisations like National Transport Insurance, working with a lot of road transport data.

He says that the collaboration and support with the Eyre Hub team came from them reaching out to MUARC.

“Instead of going out and saying let’s just create a truck stop and put that out there and hope, the Eyre Hub team has come through with specific questions,” Carslake says.

“They’re asking when are we going to do this? How do we design it to make sure it’s really fit for purpose and future proof it? How do we make sure it’s based on really leading good practice approach information? And how do we make sure it’s designed in a way where it’s centred around the transport sector?

“The power in this, and this is actually being driven by the community, is that they see the opportunity. It’s all about improving the safety of the transport sector. But in doing so, it directly benefits the community.

“We talk about the duty of care to truck drivers, the vehicles as a workplace. That’s their office, that’s their home while they’re at home away from home and these sort of jobs. The traffic flow through the

it’s insane.”

Carslake believes that easing fatigue factors on drivers travelling along the Eyre Highway and through Kimba will have a considerable flow-on effect on road safety in the area.

But there’s numerous other benefits that a project like the Eyre Hub can offer truckies travelling through the area, including access to facilities, food and water.

It’s something that’s sorely lacking in many rest areas across the country, and could make Kimba a sought-after rest stop if delivered.

“Under Heavy Vehicle National Law, we’ve put those fatigue requirements in, but where are these people going to pull over and rest in a safe way?

“Where can they have those conditions where they can have a proper rest break, they can eat quality foods, they can stretch,

they can do it in a safe position, the toilets and everything nice and clean, and there’s good quality food?

“There might be business centres and other areas. That’s what I think a community can do, they can guarantee there’s fresh provisions, all those foods, and there’s always going to be a need for it as well.

“From where I come from, it’s just about seeing that big picture of how you bring all these bits and pieces together. That’s what the NRSPP does, it’s around the ecosystem.

“In our collaboration with Monash and University of Adelaide, where it’s based, you can bring the strengths from both.

“If you can evaluate and set up in the right way, and you design it with those elements focused on you can then evaluate it, and you can highlight the benefits for this as well.”

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Above: The SA town of Kimba –the halfway point from east to west

Kimba area, I think

HIGHWAY ADVOCATES Robert Bell

Overtaken by inequity

Receiving a penalty notice for an offence that is not known at law? Welcome to New South Wales

In a recent enquiry conducted by the New South Wales government, interested parties were invited to make submissions about the pressures placed upon truck drivers in NSW. As a state that has the greatest amount of heavy vehicle traffic passing through it, the aptly named Pressures on Heavy vehicle Drivers and their Impact on New South Wales sought to find answers to some vexing issues.

Our submission, number 22 in a list of 24, sought to address the specific terms of reference set down by the Parliamentary Committee. One of the points we made was the sheer number of enforcement authorities and relevant legislation that is applied against heavy vehicle drivers and operators.

Let’s imagine you are a truck driver and you pass under a Safe-T-Cam gantry just east of Balranald, for instance. That camera is situated just over a kilometre from the roadhouse on the eastern side of Balranald. Let’s also say that you are driving a prime mover with over 600hp and, as you set out on your eastbound journey towards Sydney, you come across a slower moving road train, for instance.

While the defined Safe-T-Cam zone has double lines, just east of it is over 2.5km of long straight road, a perfect overtaking environment some might say.

Does anyone know what a Safe-T Cam or average speed zone is by the way? Let me tell you it is not easy to find. A Safe-t-Cam zone means a length of road to which a Safe-T-Cam sign applies, being a length of road beginning at a Safe-T-Cam sign and ending 100 metres along the length of road in the direction driven by a driver on the road who faces the sign before passing it. The relevant piece of legislation passing that gem of legalese is the Road Transport (Driver Licensing) Amendment (Safe-t-Cam) Regulation 2001.

The explanatory note attached to this piece of legislation states that the object of this regulation is to amend the Road Transport (Driver Licensing) Regulation 1999 to increase the demerit points incurred by certain traffic offences when committed by the drivers of heavy vehicles in the vicinity of a Safe-T-Cam.

Going back now to our 600hp truck being driven by a driver preparing to overtake a slower moving vehicle in

what may be described as a perfect overtaking environment. The Road Rules 2014 (NSW) provide at rule 140, but a driver must not overtake a vehicle unless the driver has a clear view of any approaching traffic, and the driver can safely overtake the vehicle. To safely overtake a vehicle, it is fair to say, you are going to be closer than 60 metres behind it when you commence to overtake it.

Furthermore, Road Rule 144 provides that a driver overtaking a vehicle must pass the vehicle at a sufficient distance to avoid a collision with a vehicle or obstructing the path of the vehicle and must not returned the mark lane or line of traffic where the vehicle is travelling until the driver is a sufficient distance past the vehicle to avoid a collision with a vehicle or obstructing the path of the vehicle. So you safely pass the slower moving vehicle, and continue your way, never giving it a second thought. That is until you receive a penalty notice in the mail telling you that you must pay $1,545 and that you will lose four demerit points for your troubles. The penalty notice will tell you that you are receiving this because you committed the offence

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

of ‘Follow long m/v too closely –class B/C m/v in a Safe-T-Cam zone’. This fine might come some months after the alleged offence date, and you probably sit there racking your brains wondering how this came about.

You just got a dose of Revenue NSW, Transport for NSW, making it just another one of the pressures placed upon truck drivers in NSW. Many of you will be thinking, how is that offence allowed to happen?

MINIMUM DISTANCE

Well, the short answer is, it isn’t. The actual offence you will be charged with is Road Rule 127(1)The driver of a long vehicle must drive at least the required minimum distance behind another long vehicle travelling in front of the driver, unless the driver is driving on a multi-lane road or any length of road in a built-up area, or overtaking. The definition of overtaking in the Road Rules includes preparing to overtake. So, to cut a long story short, you would have received a penalty notice for an offence that is not known at law, for obeying one road rule that provides that you must overtake safely, while the actual offence you are charged with provides a defence if you are overtaking another vehicle. This is just one example, but there are many others. This offence adds aggravating circumstances to a road rule that may not contain such elements.

There is a lot more we could tell you about this offence and many others, but space defeats us at this juncture. If you receive one of these penalty notices, send it to us here at Highway Advocates. We can explain to the court that this offence is not what it seems to be, in many cases. We have assisted clients in similar circumstances where the outcomes have been no conviction, no fines, and no loss of points.

“You just got a dose of Revenue NSW.”

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BEST IN THE WEST

The WA Mack Muster and Truck Show has evolved into what is arguably Western Australia’s biggest and best truck event. Warren Aitken made the long-haul across the ‘paddock’ to join in the festivities

Imay be mistaken, but I am pretty sure that two years ago when I attended my very first WA Mack Muster, I couldn’t wait to start writing up my rundown of the show. In fact, I remember racing through airport check-in and finding one of those primordial torture devices known as an airport seat with such gusto and enthusiasm, overly keen to get my thoughts down on paper. The buzz of an epic weekend was dwarfing the uncomfortable anticipation of a five-hour flight home. The euphoria of a three-day trucking carnival had my fingers typing faster than an old-school Hume highway runner and my thesaurus was running out of ways to say awesome.

That was my first experience of the WA Mack Muster, just over two years ago and now I have returned for the biennial event and my eagerness to spread the story of the WA Mack Muster remains just as high. In fact, when I factor in all the changes involved in this year’s show, I’d say my eagerness has in fact increased.

The first change was all about me. This year I didn’t want to just attend the event. I wanted to really get involved, so I opted to ‘be one’ with this amazing show. With a lot of help from the team at Auswide Transport Solutions, I managed to get a load to run across the paddock with an exceptionally cool truck that I could pilot, then clean, polish and enter in this year’s WA Mack Muster, held on March 24.

That’s why this year I’m not sitting waiting on my cattle class section to board for a long trip home. Instead, I am sitting in the bunk of 2022 Kenworth SAR writing this story, parked in a very crowded rest area in Coolgardie. Waiting for my logbook to allow me to make my very long way back to Brisbane. So that is the first major change in regards to this year’s show. I went all in on this epic event. The second major change is with the

a couple of

this

Right: There were some stunning new breed Macks rolling in on the Friday afternoon. Including a few with the big bunks. How nice would it be to have that sort of room as a driver

Below left: Matt Lawrence pilots his four-wheeler around, keeping on top of everything

Bottom: Jason Clatworthy of CTS Low Loaders takes the old Mack down to the entrance, the perfect welcome for all the patrons turning up for this year’s event

Opposite bottom: Friday was prep day, hard to imagine how quickly this whole area would soon be a mix of axles and awesome

show itself. Technically I guess you could call it more of an evolution than change, but there are far too many syllables in a word that size and it didn’t fit with the narrative I was trying to portray. Let’s stick with change. The 2024 Mack Muster, held in Australia’s sunniest city (Perth averages eight hours of sunshine per day) has changed, it has added more trucks, more food vans, more people and generally more awesomeness. If it wasn’t already a must on everyone’s truck show calendar, the

Above, left to right: No shortage of variety on hand, from Macks to Kenworths to imported Sitraks; Everything is bigger in WA. MGM Bulk had

their new K220s on display

year

evolution shown this year has now moved it to be classed as definite.

While I would dearly love to focus entirely on me, drumming up respect for the hours and hours I spent cleaning, polishing, recleaning and repolishing my ride for this year’s show, I won’t, though if I do say so, the SAR was absolutely popping. I will instead focus on the show and shy away from the accolades I feel I deserve.

First things first. This huge event on the WA social calendar may often be referred to purely as the WA Mack Muster, but the full title is the WA Mack Muster and Truck Show. For while it started out as a way to gather a few like-minded ‘Bulldog Buffs’ together for a few beers, it is now a full-blown truck show and is by no means limited solely to Super-Liner supporters. In fact, with the addition of this year’s designated ‘Kenworth Corner,’ I think the Kenworth bug outnumbered the iconic bulldog statue by a fair bit. It is also worth noting the legendary Hulk Kenworth of Ryan Demasi deservedly took out this year’s Truck of the Show.

In case you weren’t along for the ride in 2022 when I covered the show, or in case you are like me and hardly remember last week’s roadhouse menu much less a twoyear-old article, allow me to give a little overview of how this show originated.

Like every great idea, it began with a beer or six.

The founding fathers, as we shall call them, are WA Limestone director Steve Della Bona and CTS Low Loaders director Jason Clatworthy, two men with two immaculate Mack Valueliners. Between them they have a massive Mack collection, but it was their Valueliners casting a shadow over the beers that day when they concocted the idea of a Mack Muster back in 2019.

The initial idea was just to have a weekend at Steve’s farm, with fellow fans of the iconic bulldog. A couple of beers, a few rums and a handful of sausages – simple.

Top: The bottom paddock was packed by the time the crowds started rolling in on Sunday

Above right: I hate photos but posed up with my fellow ATS drivers purely because our trucks were looking on point

Right: Another popular showing was Mick Phillis and his recently done up 2011 C509

Opposite middle: Mack Alley is still the greatest way to enter a truck show, it was filling up fast on the Filling up fast on the Saturday morning

Opposite bottom, L to R: Gareth and Paula Lane with six year-old Preston and four year-old Archer, and Steve Gibaud were representing McNally Mining & Resources with their 100 Year Mack and 50th Anniversary C509; Talk about taking your work home with you, Shaun Fishlock built this miniature version of the truck he drives; Brad Foster with a replica T904, the detail in some of these remote-controlled trucks was second to none

Then it started to grow, one idea led to another and another, and pretty soon the beers were gone. The sausages were eaten and one of Western Australia’s premier wedding and event locations, Quarry Farms, was about to play host to a fully-fledged Mack Muster.

Steve and Jason put a lot of effort into drinking and thinking, bringing in the likes of Matt Lawrence in order to do the fun stuff, like organising it all.

The first show back in 2020 took a good 12 months of preparation. The idea first sparked in November 2019 and was in full flight in November 2020, all done with a small committee of just eight. Steve and Jason, as well as Clem Catalano, Gerald Cunnold and Renee Whitsed from Truck Centre WA, Brand McNee of WA Hino, and Ross Cunningham from Rentco.

It was also decided that along with it being a great way to get the truck nuts together, it would also be a nice way to raise some funds for charity. With many of the committee members having had immediate and close experience with cancer, the decision was made to work with the world-renowned Harry Perkins Institute, whose goal is to make cancer a non-lethal disease.

Top: The ATS Karma Kenworth was a hive of selfies and interest the whole show, no wonder it took out the People’s Choice award

Above middle, left to right: Mick Tink, the general manager of Brooks Transport, was manning the fort when I stopped by to have a look at a couple of their stunning trucks; The iNSTRUCKTA trailer is an amazing educational trailer used in Western Australia to give people an interactive experience, introducing and educating them about the road transport industry

Above, left to right: Belynda Young from major sponsor Rentco was sprucing Rentco’s new all-electric tug truck; Nothing to see here and definitely not witnessing John Mulder trying to influence the very busy judging staff

One call to Royans, and we take care of the rest. We’ll help manage the process from the accident scene through to final delivery, and keep you informed every step of the way.

Our 24/7 transport accident response representatives will upload incident updates, accident photos and ensure we select the most appropriate towing company in the area to handle your recovery.

When the inaugural show was held in 2020 it was an instant success. They had 140 trucks from all over Australia turn up. The public open day saw 3500 people through the gates to check out the trucks and the event raised over $100,000.

Jump ahead to the second showing in March 2022 and everything went up a level with more than 200 trucks on display, over 6500 people wandering around and more than $250,000 raised.

Round three, 2024’s show, and there were 330 trucks parked up and over 8000 spectators. The amount raised? Well, they are still adding that up as we speak, but it will be well above their goal of $250,000 again.

Charity auction

Any of you who have had to add up your driving hours, night hours, rest hours and all the other technicalities in a work diary will be wondering how so much money is raised in a truck show. Well, allow me to elaborate. Whereas most truck shows are single-day fundraising events, the WA Mack Muster has taken a slightly different approach.

The show itself, with the crowds, the judging and the variety of delicious food vans, takes place on Sunday. That is the last day of what is a three-day event. It begins on the Friday with a sponsor’s dinner and charity auction. Turns out if you flash around some media accreditation you can get yourself invited along among the transport celebrities. All be it, I had to help with the dishes at the end of the night, but for the steak they served, it was worth it.

The dinner includes several guest speakers including Professor Peter Leedman AO who enlightened us all to some amazing breakthroughs in the medical world. After another round of drinks, it was onto the charity auction, the big fundraising event of the weekend.

This year’s auction saw some incredible items up for grabs. Again, I could show some bias and speak only about the large, framed Mack Bicentennial print, kindly donated by Aitken Photography, which raised several thousand dollars, but I won’t. I will mention some of the other items on the list, like a seven-night Bali holiday, a Paccar factory tour with flights and accommodation, even a brand new NTS flattop trailer. However, the

Top, left to right: Ramsay’s Horse Transport had several new trucks on hand, but it was their collection of 1924 Benz trucks that really drew the attention; Craige ‘The Great’ Scott, Jason Boyle, Mike Prink, Rob Manders and Chris Gammon were all on hand to share the Merkanooka Haulage story

Above: I spent a fair bit of time appreciating Harvie Strang’s 1986 142H Scania. He still works the old girl and manages to keep it looking immaculate; When the floodgates opened the crowds piled in along Mack Alley

Left: The back end of a couple of the SR Coyne Contracting Block trucks, each one paying tribute to the past

Opposite, left to right: Seven year-old old Finley found the truck he wants – Casuarina’s stunning FH Volvo; Young Henry made Dad head straight for the Stacks Macks; Josh Beattie and his old man Malcolm rolled in with a couple of very hard-working trucks, an ’85 MK1 Super-Liner and his 1996 E7, both of which are still working hard

highlight item had to be the one-of-a-kind Mack-themed Softail Harley-Davidson, which went for over $80,000 in case you were wondering.

While Friday night was all about the dress pants and shirt sleeves, Saturday night was all about the cold beers and conversation. With a lot of trucks mustering in during the day and camping overnight for Sunday’s show, the WA Mack Muster committee brought in food vans and chilly bins to cater for all the drivers on Saturday night. As you would expect it was a night of tall tales that went well into the early hours, ensuring there were a few sore heads as the West Australian sunrise broke, and the final cleaning clothes came out the next morning.

In terms of the truck show itself, everything lined up perfectly. The weather gods obviously took note of the committee’s emails and turned on a spectacular day. Joe Public rolled in in their thousands to come and see some of the West’s best-looking rigs and most importantly I managed to find my new favourite food van, @Thelittlecorntruck. They specialise in fresh corn, flavoured corn and even popcorn. Trust me, it was legendary.

I could pleat on for pages about this event, but I will try to limit myself so you can just enjoy the photos and start planning for 2026. Where the WA Mack Muster shines is in the catering stages. I don’t just mean the diversity of its food vans, I mean overall. There is a massive section for the kids, with all manner of soupedup sugar options, activities and interactive adventures. For the grown-ups, there are trucks from every era to appreciate.

The historic clubs have their own displays as well. There is representation from Main Roads WA on hand to talk to, there are new technology displays as well as state-of-the-art training displays. Add all that into a location that has every facility you could require, as well as a backdrop that blows you away and you have the recipe for what is an amazing show.

Once again, the photos are going to tell a better story than I ever can, so go and enjoy. Mark my words though, you definitely want to start looking for accommodation in Perth for March 2026. Better yet, polish up your truck, grab a load and let’s see the WA Mack Muster hit 400 in 2026.

Top left: Clem Catalano, another of the board members responsible for this event, brought along a few favourites from his Mack collection, all in the company colours

From top right: Young Bjorn was keeping a close eye on his grandad’s 1969 Flintstone; Told you there was something for everyone, from the stunning new X-series Western Star to a whole van full of showbags; The wind meant there was always dusting to do – Damian ‘Kardashian’ Toms was caught cleaning the ATS Karma Kenworth, the 2024 People’s Choice truck; The Bandana Earthmoving crew: Sam Samek, Jake Hopkins, Scott ‘Chur’ Ngamoki and owner Ryan Demasi

Right: Ryan Demasi with the Rig of the Show trophy for Bandana Earthmoving’s stunning Hulk Kenworth

UNIQUELY

THERE’S ONLY ONE CHOICE

We’re not all made the same and neither is a Kenworth. With a huge range of options, a Kenworth can be customised for the driver and the task at hand. Drive something to be proud of; a truck that’s uniquely yours.

Significant milestone

NHVR drives nationally consistent regulation after assuming heavy vehicle responsibility in Qld

Since commencing in 2016, the National Heavy Vehicle Regulator’s (NHVR) National Services Transition program has successfully transitioned heavy vehicle regulatory services from the relevant state and territory transport agencies in the Australian Capital Territory, South Australia, Tasmania, Victoria, and New South Wales, to the NHVR.

The program has now reached completion following the transition of services in Queensland, the final participating jurisdiction to transfer responsibility for the direct delivery of heavy vehicle regulatory services.

As most would be aware, this responsibility shifted from the Queensland Department of Transport and Main Roads (TMR) to the NHVR on April 20.

This ended an eight-year journey towards a more streamlined and consistent approach to how heavy vehicles are regulated in Australia. A significant milestone for our organisation, and for the entirety of the heavy vehicle transport sector.

As a direct result of the transition, industry is benefiting from a borderless operating model. There is now a more consistent approach to compliance and enforcement across the country, and a single point of interaction for consistent, reliable information about the Heavy Vehicle National Law (HVNL) and issues facing drivers and businesses.

The NHVR uniform logo and branded vehicles can now be seen across Queensland, with NHVR safety and compliance officers (SCOs) working roadside and at heavy vehicle inspection sites across the Sunshine State.

Industry must still meet the same safety requirements as they have done in the past, with our SCOs authorised to stop heavy vehicles

SAL PETROCCITTO OAM became CEO of the NHVR in May 2014, bringing extensive knowledge of heavy vehicle policy, strategy and regulation to the role. Over the past seven years, Sal has led a significant program of reform across Australia’s heavy vehicle industry, including transitioning functions from participating jurisdictions to deliver a single national heavy vehicle regulator, harmonising heavy vehicle regulations across more than 400 road managers, and modernising safety and productivity laws for heavy vehicle operators and the supply chain.

and check for compliance with the Heavy Vehicle National Law as well as some other heavy vehicle related state-based laws.

Our officers will check compliance with mass, dimension, load restraint, vehicle standards, access conditions, driver fatigue and work diaries, as well as some state requirements, like dangerous goods, licensing and registration.

The NHVR is providing nationally consistent education, enforcement and resources, and will undertake more complex Chain of Responsibility and primary duty investigations into duty holders across the supply chain.

We are delivering our inform, educate and enforce approach to Queensland roads. The NHVR is committed to this regulatory intervention strategy – we have always placed priority on educating industry on how to comply with the HVNL, whether it’s via our on-road compliance activities or industry engagement.

We understand the importance of utilising our enforcement methods for those who consistently do the wrong thing and won’t hesitate to enforce the HVNL where required.

Following the transition, the NHVR has assumed responsibility for issuing infringements and prosecuting serious heavy vehicle related offences in Queensland, in addition to issuing defect notices where heavy vehicles do not comply with safety standards.

“The NHVR uniform logo and branded vehicles can now be seen across Queensland.”

As a modern regulator, we are increasingly using data to target the biggest safety risks on our roads. We now have national data to inform more targeted compliance activity, and better capability to deliver timely, national responses to critical compliance issues.

To ensure a seamless one-stopshop approach for heavy vehicle regulation in Queensland, the NHVR is now also providing Programmed Vehicle Inspections (PVI) on behalf of TMR, including at regional and remote PVI locations. Industry can continue booking a PVI through existing TMR channels, but fleet bookings must be organised through the NHVR Contact Centre.

While the transition of services in Queensland is the end of a significant reform program for the NHVR, there is still plenty of work to be done. Our focus now lies on accelerating harmonisation across state borders, as we continue on the long road towards a safer, more efficient and productive heavy vehicle industry in Australia.

For more information on the transition, visit www.nhvr.gov. au/about-us/national-servicestransition

Creating sustainability

Gig companies arriving from the USA are adept at side-stepping laws to create unsafe conditions

There’s no time to waste in creating safer, fairer jobs for transport workers. After transport reform passed the Australian Parliament in February, the industry has been hard at work with how we can use the new laws to start making things better –as soon as possible.

Laws come into effect in August, and of course, change will take time. But there are some areas where the industry has been crying out for change.

The first is fair payment terms.

If you’re part of this industry, whether you’re an owner-driver, employee driver or operator, you know first-hand what unfair payment terms can mean for a business. They transfer all the financial risk onto those with the most to lose, from the ones who gain the most from the labour – the clients at the top of the supply chain.

They’re also far too common in the industry. How are you supposed to run a business if you’re on razor-thin margins as it is, and then have to wait 120 days to be paid?

In a survey of over 1000 road transport workers the Transport Workers Union (TWU) conducted in 2021, over half had experienced wage theft.

When Scott’s Refrigerated Logistics collapsed, after being an industry leader, administrators said unsustainable contracts were a key reason for its demise. The company was having to use debt funders just to pay its people. The trucks never stopped running at Scott’s, but if the contract settings aren’t fair in the first place, disaster can be just around the corner, no matter the size of your business.

Fairer payment terms are a rational and reasonable standard to set immediately, and one we’ll be pursuing from day one of the laws taking effect.

Another area is the gig economy. Technology has come a long way since a century and a half ago, when the TWU’s first members were trolley and draymen – the transport workers who helped build our nation. They were owner-drivers, paid piece-rates.

When the trollies were replaced by trucks, the owner-driver model continued. Thousands upon thousands of truck drivers today operate as small business owner-drivers.

Then the gig economy arrived on our shores – new-fangled technology that promised flexibility but delivered working conditions from the 1800s.

We’re all now familiar with the

lethal conditions faced by riders, often migrant students, dodging trucks to deliver a hamburger in the rain, while the algorithm on their phone screams at them to go faster, or face being kicked off an app.

DRIVER PRESSURE

Recently we were met with another stark reminder of the exploitative nature of the gig economy.

Zhuoying Wang is a food delivery rider for Hungry Panda. She organised protests when the company imposed pay cuts and dangerous bonus schemes that pressured drivers to deliver food in impossible time frames.

Following the protests, Zhuoying suddenly stopped getting orders on the app. She logged on for over 100 hours and only made $84. The company effectively punished her for speaking out about pay and safety by sacking her by stealth, attempting to silence her. It was Zhuoying’s only source of income, and she’s faced immense financial difficulty since, but has continued standing up for fairness.

If the legislation that just passed through Parliament didn’t capture gig workers, in five years’ time we’d see app-based trucking, with algorithms telling drivers they were going too slow, and companies not using a gig model finding themselves unable to compete.

Gig-style models for trucking already exist in the US through behemoths like Amazon – and they don’t spell good news. Amazon contracts unsafe trucking operators at double the rate of other clients.

If this were to be a reality in Australia, margins wouldn’t just be razor-thin, drivers and operators would be losing money having trucks on the roads. Not

twu@twu.com.au

just that, drivers may not even make it home.

Meanwhile, you’ve got billionaires like Jeff Bezos – Amazon’s former CEO –thanking workers because they’d funded his joyride to space.

In the last month, Amazon overtook eBay as Australia’s leading marketplace. Without these laws, it’s certain that we’d be going down the low road the US is currently on. That’s because of how adept these companies have become at side-stepping laws.

Companies like Amazon and Hungry Panda get around our laws by shifting the goalposts and tweaking contracts to avoid any responsibility.

The vehicles and methods of delivery may differ, but the same dynamic underpins both. It’s unregulated, dehumanising work. It’s a cannibalistic cycle of competition, where drivers, riders or operators are pushed beyond extremes, risking their lives to meet the unrealistic demands.

The explosion of the gig economy around the world has meant governments and courts are behind the eight-ball – laws just haven’t been able to keep up with the way gig companies shift definitions of work. The classification of a food delivery rider or rideshare driver as an “employee” or a “worker” is not going to guarantee that they have rights. Hungry Panda would just change its riders’ contracts again to fit them back into the contractor definition.

This legislation will ensure that it won’t matter what label or legal definition you’re working under, you will still have rights.

“The company effectively punished her for speaking out about pay and safety.”

The power of having an industry that’s so united is that the outliers lose their control. The legislation that’s just passed will mean the gig economy won’t be able to drag the rest of the industry down with it. Everyone will be brought up together, protecting both drivers and transport operators from the cycle of cannibalistic competition.

So that must also be a priority for when laws take effect, dealing with the exploitative and dangerous gig economy by setting minimum standards there. It’s not just so that workers like Zhuoying finally have some justice and dignity at work, it’s so the whole transport industry doesn’t become controlled by algorithms telling you to go faster.

There’s a long list of ways the transport industry needs to change to make it better for drivers and operators. The industry unity that’s been so critical to achieving reform must now continue to get decent standards in place as quickly as possible.

There are common-sense applications we can make as soon as laws take effect. With day one just a few months away, it’s time to start making road transport safer, fairer and more sustainable.

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

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WESTERN STARRY EYED

Matt Kane had his heart set on a Cat-powered Mack Super-Liner but ended up with a 2000 model Western Star, and a 4964FX Limited Edition Constellation at that. To say Matt was pleasantly surprised is an understatement, as OwnerDriver’s roving reporter Warren Aitken discovers

“Can I love a Western Star? I’m a Mack man, can I love a Western Star?” That’s the question Matt Kane asked himself after spending years chasing the Bulldogs’ backside down the highway. After spending months fruitlessly searching for his own dream truck, an LT Super-Liner, Matt found himself staring at an ad for a 20-year-old limited edition Western Star and wondering if he could picture himself not just driving this iconic American brand but owning one. As you can see by the images of the truck here, and by the Matt Kane haulage stickers on the side, it seems the question has been answered.

Matt’s origin story may sound a little cliché,

however if the recipe works then why change it, right? He grew up immersed in transport, left school as soon as he could, took on an apprenticeship until he could get his licence, and then got behind the wheel and has never looked back. Figuratively speaking that is, a good truckie always looks back.

The more detailed version goes like this. Matt grew up on the family farm east of Ballarat that had some cattle and a whole heap of potatoes. Because farming is only a part-time gig (being a little sarcastic here) Matt’s dad Leo also took on extra work driving trucks. He started with doing farm pickups for the local dairy in a little single drive 1419 Mercedes-Benz, then moving on to driving a Ford LNT9000 carting spring water down to Melbourne and containers back

Above: Matt Kane held Lloyd Peers in very high regard so when he passed he wanted him acknowledged on the truck

Above: Matt’s first Mack – an old CH day

Below: Plenty of room to kick back in the back of the

Opposite: Matt Kane is a proud truckie, and now a very proud Western Star truckie; Believe it or not, these rigs aren’t that far apart in age but miles apart in appearance

“I would spend as much time as possible in the truck with Dad.”

home to Ballarat.

“I would spend as much time as possible in the truck with Dad and always wanted my own,” Matt recalls.

As I mentioned earlier, Matt spent enough time at school to learn how to write neat enough to fill out a work diary and then bolted, motivated by a desire to get behind the wheel himself. As is the case in a standard trucking origin story, age was a factor and Matt filled in the ‘waiting to get a licence’ phase by undertaking an apprenticeship.

“I actually chose to go and get an auto-electrician apprenticeship, which I really enjoyed,” Matt says. “I found myself doing that job for about nine years.”

While Matt was honing his skills in the auto-electrical world, refining his ability to wire up extra lights and fix all those gremlin issues us common folk can never find,

his parents Anne and Leo, along with his brother Paul and Paul’s wife Jane, had started a family transport company. They still had the farm as well, obviously though a 24-hour, seven-day-a-week job like farming just wasn’t enough for the hard-working Kane family. To keep themselves even busier they decided to purchase a little Toyota Dyna and start distributing parcel and general freight around Ballarat. Hence Kane Transport was created.

Over the next few years Kane Transport grew, the parcel freight got busier and the general freight work around Ballarat just kept growing, quickly outgrowing the Toyota Dyna’s capabilities. Bigger trucks kept getting added and soon even more staff was needed.

In 2003 Matt hung up the multi-meter and circuit tester and put his newly acquired HR licence to good use, working for his dad and brother. “I left the auto electric work and began doing Ballarat to Melbourne runs in a 14 pallet Kenworth T300,” Matt explains. It didn’t take long for the diesel fumes and gear changes to once again embed themselves into Matt’s psyche. The desire to get into the bigger gear, even the goal of his own truck resurfaced and the purchase of Kane Transports first Mack, a second hand CH Mack, just added fuel to Matts driving desires.

From the driver seat of his T300, Matt saw multiple Macks start to join the fleet and soon enough he got to step up and became ‘bulldog branded’ when he got handed the keys to one of the company’s recently acquired second-hand Macks.

“My first Mack was a cool silver 2001 CH Mack. It was ex-Sergeants Refrigerated Transport. I drove that for about three years, it was a beautiful little truck,” he says.

At this stage, Kane Transport was predominantly covering Ballarat and Melbourne. That radius grew around 2006, the same time Matt moved from the silver CH into another Mack, this time a Vision. Matt spent another three years in that Mack, covering more ground, building his Mack mania with every kilometre.

Not for sale

The bulldog truly bit him in 2009 though when Kane

Top: Look closely at the condition of the interior, it’s hard to believe this old girl has done over five million kilometres

cab

Western Star

Transport bought the old Jack Daniel Racing LT Super-Liner. “I loved that truck, that one was my favourite. I drove that truck doing everything – local, interstate, singles, doubles, even with a float behind it,” Matt explains. “No one else drove it, Paul did a few runs but that one was mine.

“In 2016 and 2017 I stepped out of trucks and moved into the workshop which I ran, looking after my brother’s fleet. I was chasing more family time and wanted to be closer to home, so I took on that role.

“My brother had a fleet of about 17 trucks, so it was a busy job with big hours.”

While he loved working for Kane Transport, that childhood dream of owning his own truck had never gone further than the back of Matt’s head. It was always an idea, waiting on an opportunity.

“I spoke to my brother about getting my own truck and he was very supportive until I tried to buy the Black LT,” Matt laughs as he recalls his brother’s absolute refusal to sell the LT SuperLiner. “Why would you though, it’s one of the last ones with a Cat in it, it’s awesome.”

Instead, Paul sold Matt the red Mack Vision that he had spent several years in. Thus 2021 saw the realisation of a lifelong dream for Matt, the formation of Matt Kane Haulage.

“I only ended up working the Vision for about nine weeks before I bought the Star. I was still hell-bent on getting a Cat-powered LT Super Liner

and had been looking,” he says.

“My ‘I wish’ truck was always a V8 Super-Liner, everyone wants a V8 Mack, and they are so hard to find. If you do, they are going for ridiculous prices. So next best thing was a Cat-powered LT. I always kept an eye online to see what was available,” admits Matt, as he recalls the day he found the Western Star.

“It was Good Friday 2021 and I was on the ride-on. Anita came out with a beer, kicked me off and told me to go take a break. I sat down, opened up a sales page on Facebook and the first truck I saw was the Star,” Matt explains. “I’m a sucker for a ‘Z’ stripe paint job, so it caught my

attention straight away. I loved the look of it and rung the number right then and there.”

Here is where the transport world gets very small. As soon as Matt placed the call and began talking to the guy on the other end, he recognised the voice. The original owner and the man who deserves humongous credit for the immaculate condition of this Western Star was an old acquaintance, Lloyd Peers.

“Lloyd used to live here in Ballarat,” Matt says. “When I was an auto electrician, I used to work on his V8 Cruise-Liner and remembered him and the truck.” It Turns out Lloyd traded that old V8 Cruise-Liner in on the Western Star back in

“It had everything I wanted in a truck, mainly the C15.”

2000. Although they hadn’t seen each other in over 20 years, the two soon struck up a friendship over the phone and Lloyd agreed to hold the truck until Matt could get over the following week to check it out.

The drive over to South Australia to see Lloyd and check out the truck was where my opening line conundrum was playing out in Matt’s head. ‘Can I love a Western Star, I’m a Mack man, can I love a Western Star?’. Matt was trying to justify the idea in his head on the way over.

“I wasn’t sure about a Western Star but it had everything I wanted in a truck, mainly the C15, but I didn’t know if I would like a Star.”

However, the doubts vanished as soon as Matt arrived at Lloyd’s place. “The moment I pulled into Lloyd’s driveway and saw it, I’ve gone, ‘Yes I can, I really can’. Then I took it for a drive and thought, ‘Wow, what an amazing truck’.”

It wasn’t just the truck that Matt bought though, the trailer came with the deal as well as a workshop’s worth of spare parts and an extremely detailed history on everything done to Lloyd’s pride and joy.

Lloyd Peers was the only owner of the limited-edition Western Star. Bought from Hartwigs Trucks in Wagga Wagga NSW, the 2000 Western Star 4964FX Constellation is build number 17 of 49 Limited Edition Millennium Stars. Lloyd had worked the Star flat out for over 20 years, taking immense pride in maintaining the truck both mechanically and visually. “Lloyd loved that truck and only sold it due to a health issue,” Matt says, sadly adding that he bought the truck off Lloyd in April and he passed away in August.

“When I bought it I asked him how many kilometres it had done and without hesitation he said 5.4 million,” Matt says. Let me add in here, I conducted this interview after I had already taken the photos, including the interior shots. When he told me it had over five million kilometres under its belt, I seriously did not believe him. Once I picked my jaw up off the floor, I queried Matt a bit more about this claim.

“I believed him, the truck has 59,000 hours on it and Lloyd used to run Adelaide to Sydney three times a week,”

Above: The lines of the classic Western Stars have lasted for decades for a reason, they just work

Below: The trailer may be showing signs of age but it’s still packing a fair bit of shine

Bottom: Another feature not found on Lloyd Peers’ original set up was the wrapped tanks

Matt continues. “It has 3.9 diffs in it and word is it used to wind up pretty good. So, I believe that he could have easily clocked that up.

“Lloyd had two engines, he would run the C15 to a million kms, then swap it out with another C15 and get the other one rebuilt. When I bought it, the rebuilt motor only had 200,000km on it, had two new diffs and a new gearbox. It was like a brand-new truck.”

When you look at the state of the trailer as well, you can easily envision the level of care Lloyd took with the entire setup.

I think we can all agree, aesthetically, the truck does not look at all like it has done seven round trips to the moon (yes, I did the maths). In fact, it barely looks like it has done seven trips to Melbourne and back. It is a massive testament to the care that Lloyd showed for his Star and now Matt continues to show.

Work of art

There has been a little bit of assistance along the way, a facelift so to speak. In 2019 with the clear coat beginning to peel, Lloyd took a couple of weeks off and sent the truck into the Truck Art at Wagga Wagga for a full respray.

“Originally the truck was a plain grey,” Matt says. “When Lloyd dropped it off at Truck Art he just said I want it

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resprayed but add a stripe, they said OK but what kind of stripe, and he just said, ‘you work it out’.”

Truck Art did an amazing job, giving the whole unit a fresh coat and breathing life back into it with a bit of line and scroll work. Inside the truck, it is unbelievably still original. Lloyd had his dog travel with him every day so there was a lot of dog hair hidden in places you wouldn’t believe dog hair could get to, but after a thorough clean it looks as good as the first day Lloyd rocketed off to Adelaide in it.

“I’ve made a few changes since I got it, it didn’t have any lights on it, so I added a few,” Matt says. “I put a drop visor on it, changed the air-cleaners, took the bug deflector off, put the swan on there, wrapped the tanks, just bits and pieces to make it my own,” Matt says. “I have had to rebuild the suspension, all the spring saddles, it cracked a couple of cross members and we had to sort that out.

“It is still an old truck so every weekend there is something to do on it. But I love that, I do most of it myself.”

Matt has also made sure the nearly 25-year-old Western Star is not working as hard as it did in its early life. “I only do maybe 200,000 a year now, subbying for a few smaller outfits and a bit of local work for my brother if needed.”

He even has the odd job that gets him up into Queensland. All with his trusty single tautliner in tow.

“I’ve had a few guys ask me when I’m going to put a double behind it and I don’t ever intend to,” Matt says. “I’ve done all that stuff and I’m just happy with the single trailer in tow now. This way I get the big bonnet and the big bunk as well.”

As we start to wind this up, I am sure many of you have checked out the photos and try and comprehend the 5.7 million kilometre idea. Just look at the interior again and you can start to comprehend how much love has been shown to this truck throughout its life.

We can’t finish up however without swinging back to the

“I’m just happy with the single trailer in tow now.”

opening line and getting Matt’s take now. He’s clocked up over 200,000km himself now, on a truck he didn’t know if he’d ever be able to love. He placed a swan where he’d hoped a bulldog would sit but now it seems he is fully converted.

“I’ll be honest, I’d never had anything to do with Western Stars up until this one and as soon as I bought it I just thought, ‘Wow, how good is this’. It’s the perfect truck, it has a great turning circle, the C15 goes well and boy is it comfortable,” Matt says.

“My brother has a few Volvos and you don’t get much more comfortable than them, but this I reckon is even better. So yes, it seems as a Mack man, I can love a Western Star.”

Top: With the big motor and single trailer, Matt Kane’s Western Star hooks in and rocks along nicely

Above: The Super-Liner that really locked Matt into the Mack mandate – the ex-Jack Daniel transporter; Matt closes up after loading the big Star for another run into Melbourne

Right: There is just something cool about the old school Western Stars

EOFY TAX TIPS FOR TRUCKIES

As we head towards the end of the financial year, now is the time to take steps to get your tax affairs in order. Mark Chapman, director of tax communications at H&R Block Australia offers these tips for a happy tax time

Take some time out to gather all the information you will need to help you prepare your tax returns, including invoices and receipts for work-related expenses and any bank/credit card statements that contain items of work-related expenses that you no longer have (or never had) receipts or invoices for. If you’re not sure if it’s claimable, collect the receipt or invoice anyway and discuss it with your tax agent. If you don’t have the paperwork you can’t claim a deduction, so it makes sense to set aside this time in advance of the end of the financial year to spare yourself a stressful document hunt whilst you’re actually in the process of getting your return prepared!

In addition, if you’re claiming any expenses that have a work-related element and a private element (such as for the use of a personal mobile phone) set some time aside to work out what a reasonable apportionment is for the work-related bit.

Entitled deductions

You can claim deductions on any money spent during the financial year on products or services that directly related to earning your income. You need to have spent the money yourself (it can’t have been reimbursed by any third party) and you need to keep a record of the expense such as a receipt or invoice.

What deductions can I claim?

There is a wide range of deductions you can claim as a truck driver, such as:

• Any costs associated with washing and repairing your truck

• Any transport expenses (including parking fees and tolls) if you are driving between multiple job or work locations during the day, or getting a taxi to the depot because you’ve reached your maximum driving hours

• The cost of any medical examinations you need to take to fulfil any health assessment requirements to certify you’re fit to drive

• Meals when you’re travelling away from home overnight for work, and overtime meals when you are paid an overtime meal allowance under an industrial law, award or agreement

• Travel expenses such as accommodation, showers, sleeping bags/pillows and meals if you’re travelling for work and need to stay away from home overnight, and pay these expenses yourself

• The cost of buying, repairing and cleaning any clothing items (including footwear) that are protective in nature or part of a uniform and have distinctive features such as your business’s logo on them

• Self-education costs for attending any courses, training or seminars specifically related to your work (such as first aid certification or renewal)

• The cost of buying any notepads, logbooks, diaries and pens needed to record your route or schedule

• Sunhats, sunscreen and sunglasses (including prescription/ anti-glare) if you’re required to work in the sun and need protection

• Phone and internet expenses for any work-related usage (such as checking in with the base) on your personal phone or device

• The cost of acquiring and looking after a working dog, but only if you’re carrying cattle or livestock and need the dog to herd them.

What can’t I claim?

There are several key expenses you can’t claim, including:

• The cost of buying CDs, talking books, iPods, or any other entertainment devices, even if they are purchased to keep you awake during a long drive

• The purchase of seat covers, air fresheners or any other adornments to your vehicle

• The cost of renewing your driver’s licence, even if having it is a condition of driving your truck

• Any fines for speeding or parking that are incurred during your work day

• Accommodation expenses if these are covered by your employer or you sleep in your truck

• Any entertainment activities (such as going to the cinema, a gaming arcade or dinner) even if you’re travelling for work and sleeping away from home

• Regular clothing such as jeans, a t-shirt or running shoes, even if you only wear them to work

• The cost of any meals or snacks consumed during the course of a normal work day, even if you are given an allowance to cover the meal expense.

ROAD SOUNDS Greg Bush

Various shades of sound

Revitalised rockers and cool country tunesmiths

INTERPLAY

Ride

Wichita Recordings/PIAS www.thebandride.com

UK rock band Ride mirror the history of fellow UK outfit Slowdive. Both were leading lights in the late 1980s and early ’90s “shoegaze” scene, both broke up in the mid 1990s, and both reuniting around 12 years later to renewed success. The release of Interplay, Ride’s third album since reforming, was preceded by the single ‘Peace Sign’, a positive rock anthem. On ‘Monaco’, the band voices their disdain for the European principality in Brit-pop fashion, and sing of pointless wars on ‘Portland Rocks’. Ride deliver dreampop on ‘Light In A Quiet Room’, its lyrics about a near death experience amid a heavy distorted guitar finale. ‘Last Frontier’ is a hark back to the band’s early days, then Ride delivers the drumdriven ‘Last Night I Went Somewhere To Dream’, another of the many standouts.

THE

TRUE NORTH

Peter Garrett

Sony Music petergarrett.com.au

It’s been a long gap between solo albums for Midnight Oil frontman Peter Garrett. The singersongwriter, environmentalist and former Labor Federal MP released A Version Of Now in 2016 prior to Midnight Oil’s reformation. With his old band reportedly now retired, Garrett has released The True North, a rock album of nine tracks. He tones down the vocal histrionics while maintaining his passion on the title track as he highlights Australia’s unique landscape in the tropics. He name-drops author George Orwell on ‘Permaglow’ while taking aim at humanity, toning it down for ‘Human Playground’, a song of pushing yourself to overdrive. On the seven minute ‘Innocence Parts 1 & 2’ Garrett refers to rich listers, bankers and tax dodgers before the track ends with a meaningful monologue amid an acoustic backing. And the solemn ‘Everybody’ is an apt finale to a classy album.

ALL QUIET ON THE EASTERN ESPLANADE

The Libertines EMI/Universal Music www.thelibertines.com

It’s been a long gap between albums for UK rock band

The Libertines, mainly due to friction between main members Carl Barât and bad boy Pete Doherty. Hence, All Quiet On The Eastern Esplanade comes nine years after their previous release. They borrow a couple of melody lines from Tchaikovsky’s Swan Lake on ‘Night Of The Hunter, the lyric “taking me away for a while” a possible reference to Doherty’s prison stints. ‘Shiver’ is fairly sedate, compared to the decidedly English rock track ‘Run Run Run’. The mid-paced ‘Mustang’ has more to do with drinking than horses, and they sing of illegal immigrants in a whimsical manner on ‘Merry Old England’. The final track, ‘Songs They Never Play On The Radio’, is a shot at record company executives, and ‘Be Young’ is pure post-punk rock.

A LA SALA Khruangbin

Dead Oceans/Secretly Group www.khruangbin.com

Here’s something a little different – Khruangbin, a US trio from Texas, collaborated with various musicians on three of its first four releases. Not so with new album A La Sala, on which bassist Laura Lee Ochoa, guitarist Mark Speer and drummer DJ Johnson recorded the 12 mostly instrumental tracks with minimal overdubs. The distinctive sound of Speer’s guitar is a highlight, its sharp tone a chilled-out version of ’60s surf guitar. Khruangbin brings in a funky West African disco beat to ‘Pon Pón’. There’s a relaxed after-party tone to ‘A Love International’ as Ochoa’s rhythmic bass shines behind Peer’s sweet guitar licks and minimalist harmonies. The band’s subtle vocals come to the fore on ‘May Ninth’, as the melodic guitar licks evoke images of a picturesque soundscape. A brilliant music lesson on how sometimes less can be more.

DARK MATTER

Pearl Jam

Republic Records/Universal Music pearljam.com

Dark Matter is the 12th album for US band Pearl Jam since bursting onto the Seattle grunge scene in 1991. The album’s forthright first single is also the title track and, as lead vocalist Eddie Vedder suggests, needs to be played “really loud”. There’s menace on ‘Running’, a frenzied track of escapism, in contrast to ‘Wreckage’, a mid-paced rock track as Vedder sings of dark places and mistakes. It’s full throttle on ‘Scared Of Fear’, and ‘Upper Hand’ moves from being laid-back to a guitar-fuelled ending, although ‘Something Special’ is a definite departure from the album’s other tracks – it’s as close to soft rock as Pearl Jam gets. Other notables include the hard rockin’ ‘React, Respond’ and the more sedate closing track ‘Setting Sun’. Pearl Jam is playing selected Australian venues in November.

EVOLUTION

Sheryl Crow

Valory Music Co/Universal Music sherylcrow.com

Sheryl Crow has enjoyed an illustrious career, from providing backing vocals to Michael Jackson in the late 1980s, to her smash 1993 debut Tuesday Night Music Club. Crow dabbled in country on 2013’s Feels Like Home and released the collaborative album Threads in 2019, an album that was reported to be her swan song. Surprisingly, she has released Evolution on which Crow wrote or co-wrote nine tracks. The exception is Peter Gabriel’s ‘Digging In The Dirt’, a strong rock track on which Gabriel adds his distinctive vocals. ‘Alarm Clock’ recalls the sound of her 1996 self-titled second album, and there’s a rhythmic beat behind ‘Do It Again’. Crow compares a relationship to the weather on ‘You Can’t Change The Weather’, but quietens the mood for the title track, it’s strong melody line combined with guitarist Tom Morello’s licks making it one of the album’s best.

As well as being involved in road transport media for the past 25 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

HOMES AND HEARTS

Asleep At The Reel

Independent asleepatthereelband. com

Brisbane-based folk-country quartet

Asleep At The Reel, led by singersongwriter Mark Cryle, has an unmistakable affinity with Celtic music with a distinctive Australian flavour. They’ve continued that trend on And Hearts, the band’s third album. They recall Northern Irish culture on ‘My Derry Days’, a song strong on melody. Asleep At The Reel get their groove on as they cruise further south for ‘The Streets Of Dublin’, then quieten proceedings as they sing of a woman, Sydney Harbour and Galway. They travel from Cork to Collingwood on ‘Could We Make This Land Our Home?’, a track that wouldn’t be astray in Mark Knopfler's catalogue. The band tell of sailing on the high seas and welcome home drinks on ‘Three Sheets To The Wind’, notable for its impressive vocal harmonisation, and then fiddle player Hugh Curtis shines on the short but sweet ‘Promised Land’. Guitarist-producer Michael Fix, the occasional fifth member of Asleep At The Reed, worked his magic with Homes And Hearts at his Parkland Studios.

LUKE GRIMES

Luke Grimes

Mercury Nashville/ Universal lukegrimesmusic.com

Fans of the movies

Fifty Shades Of Grey, Fifty Shades Darker and Fifty Shades Freed would recognise Luke Grimes as the brother of Christian Grey. However, Grimes also has an eye on music, now releasing his self-titled debut album following 2013’s EP, Pain Pills Or Pills. A fan of Johnny Cash, Merle Haggard, Willie Nelson and Waylon Jennings, Grimes has his feet firmly planted in the style of country music’s legends. But he’s occasionally into country rock, as per tracks such as ‘Black Powder’ and the mid-paced ‘Ain’t Dead Yet’, the latter song one of the album’s best. Mostly though, Grimes steers away from the Nashville sound, preferring meaningful lyrics and alternate country-type backing, as heard on ’No Horse To Ride’, previously released as a radio single. He sings of his home state on ‘Oh Ohio’, an acoustic instrument-backed ballad, and admits to never growing up on ‘Playin' On The Tracks’. It’s an excellent launching pad for Grimes, who is currently appearing in the TV drama Yellowstone

WILKIE’S WATCH Ken Wilkie

A matter of opinion

With a little common sense, anyone can be successful

in road freight transport

In regards to the National Road Freighters Association (NRFA) column in OwnerDriver ’s April issue. The author, Chris Roe, gave me a heads up beforehand on the contents of the column. OwnerDriver editor Greg Bush then invited me to respond if I so wished –and I do. Firstly, Chris accuses me of suggesting that the Closing Loopholes legislation was somehow tied to renumeration.

If one takes the trouble to read the summary of the Road Transport Industry Statement: Closing Loopholes Road Transport Reform document, which is the one Chris generously furnished to me, on page three it says, “With 347 insolvencies in the last financial year, decades of research has demonstrated the link between low pay and poor safety outcomes. Operators and drivers are pushed to the limit with no safety net of industry standards to fall back on. In 2022 this led to 185 truck related fatalities, including 44 truck drivers.”

Where is that research data? What study were these figures based on? Any statement such as this must

provide facts and figures.

Now this is where I take exception. That statement offers no evidence for cause or fault, and I feel it is something of an insult as it implies that simply better economic parameters will substantially improve the industry’s safety outcome. I’m not stupid enough to suggest that no truck driver is innocent of cause. It’s never been done and I for one would like to see the result should a study be undertaken to determine the financial status of every heavy vehicle driver involved in a fatal accident – his/ her causation or another’s error.

I’m very aware that some operators can operate safely on the smell of an oily rag – others can’t.

I draw your attention to comments attributed to DSE Transport managing director Ryan Howison, as appearing in the Big Rigs newspaper. Ryan expresses some concerns about the new Bill that so many people are singing praise to.

INCORPORATED OR EMPLOYEE

Many moons ago in South East Queensland, there was a situation

of self-employed, not incorporated, operators sub-contracting to one of the majors, to the extent that the trucks of these subbies were painted at company expense in company colours and to the exclusive availability to that major. Suddenly there was a hue and cry when – and with help – these blokes claimed holiday and superannuation as employees. The outcome was that all subbies were required to become incorporated so as they could not then claim employee status.

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

Ryan suggests a new capacity of the Fair Work Commission for operators such as myself. I quote Ryan’s article under the heading, ‘casual employment’. “So, what is the main change? The new definition will say that employees are casual only if: there isn’t a firm advance commitment to continuing and indefinite work, factoring in the real substance, practical reality and true nature of the employment relationship.”

I and several other operators are currently engaged to tow company trailers. Consequently, it appears that my prime contractor could be held responsible for sick pay, weeks of leave and superannuation contributions. So where to now?

Ryan, at the conclusion of his comments, and again I quote: “I think the main message we need to understand from these laws is that transport faces an uncertain future. This legislation will introduce changes that are brand new, unpredictable and untested. Now more than ever, it is important for transport operators and companies to ensure that their ‘legal’ ducks are in a row and make sure they are prepared for the changes when they come into effect. We won’t get it right first time around, but we need to be ready.”

My personal view? I don’t condone people taking advantage of others, as with our society’s driving safety outcomes. We’re trying to crack the egg using legislation as opposed to education. Trying to legislate to replace morality.

The other part of my article in which I apologised for skiting was put there to demonstrate that drips like me can be especially successful in this industry with just a little common sense and attention to detail.

As described in my OwnerDriver March column, I have been involved in two horrific accidents. Neither was caused by financial cutting of corners, but both could have had their severity markedly reduced with more competent driving.

Lastly. I have no intention of ever shutting my trap while ever I see injustice, dishonesty, or ignorance that can be remedied.

“We’re trying to crack the egg using legislation as opposed to education.”

NATROAD Warren Clark

Under the influence

Safe, drug free driving is everyone’s business

We all want a road transport industry where the families of drivers can be confident that their loved ones will make it home at the end of their working day.

Driving can be a risky business, and one in which your chances of avoiding injury or death often come down to the behaviour of others, who may be under the influence of alcohol or drugs.

Social standards regarding the acceptability of driving under the influence of alcohol have changed significantly over the past decades, and yet, when it comes to drug driving, we are still catching up.

Take for example, new figures from police road enforcement activities over the 2024 easter holiday.

New South Wales Police reported conducting 232,092 random breath

tests over this period, with 295 positive results. That means that one-in-850 people in control of a vehicle were found to be driving with more than the legal level of alcohol in their blood.

Contrast that with the results of 17,256 drug tests being conducted in that state over the same period, which returned 863 positive tests. That’s a ratio of one-in-20 road-users being on drugs.

These figures should concern anybody who operates a trucking business or makes a living behind the wheel of a heavy vehicle.

We seem to have a bigger problem with drug use by all road-users than we may have previously thought. The impact on our sector is obvious and can be tragic.

This point was well made by NSW Upper House independent

Move your trucks, not your people

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.

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Parliamentarian Rod Roberts on May 3 when he told 2GB radio host Ray Hadley that it was a “crisis”. Mr Roberts – a former police officer - said that while we can’t ease up on making drunk-driving socially unacceptable, nobody seems to be talking about drug impairment.

Data from the Australia Institute of Health and Welfare shows us that in 2023, 44 per cent of regular drug users participating in a drug and alcohol related reporting system (EDRS) drove a vehicle within three hours of taking drugs.

Let’s not pretend our industry doesn’t have its own issues. Yet, the vast majority of our sector are doing the right thing on our roads and deserve to feel safe behind the wheel. And rather than simply laying the blame for drug driving at the feet of our industry, it’s clear that more must be done to stop drug driving across the community.

At NatRoad, we’d like to see greater public awareness, including government driven campaigns, to begin to change society’s attitude towards drug driving, whether its illicit substances or everyday prescription medicine.

We hope, through these measures, alongside increased drug testing and sensible policy development, we can work towards bringing drug driving under control and make our roads safe for all.

That’s everyone’s business.

Protect your business and reputation with the highest standards of safety, compliance and driver pay and conditions in the industry. When you need a truck moved, we can often pick it up on the same day and get it moving immediately across the city, state or country. Truck Moves Australia will help keep your dealership, fleet and business moving. Call us for a free quote.

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

Julie Downey

Whingers versus doers

Are you a keyboard ‘hero’ or a proactive member of the industry seeking change for the better?

It’s a tough gig out there right now, isn’t it? Rising costs are hurting all of us and it’s hard to not run out of income before the end of the month. Every day, in social media, there’s the same group of grandstanding people looking to blame, with post after post, giving organisations a hard time over anything they can.

Years ago these were the ones found in the roadhouses talking instead of making a mile, assuring all who by virtue of having to wait for their meal that if only *insert organisation name here* would do XYZ then all would be fixed. But I’m sure you know the story all too well. The moment it’s time for some work to be done they have vanished and left you to it.

These people – the legends in their own lunch times – are the passengers in life.

There are only two kinds of people, the doers and the talkers, or the drivers and the passengers. The ones who take a stand to make change and the ones who sit back and only mouth off and criticise.

But think about it, when your backs are against the wall and you need people in your corner, who are you going to trust and reach out to? Well, my money is on the quiet ones who get things done rather than the flashy keyboard warriors.

BATTLERS AND BEHEMOTHS

The trucking industry is a rich and colourful tapestry of single operators, family businesses right through to international public listed corporations. The behemoths rely on subcontractors to be the kind of stretchy elastic workforce they need to cover their busy periods. Without the subbies to carry the overflow work – and I’m preaching to the choir here – we all know what happens. Australia stops!

“You can get a lot more done from inside the tent than out of it.”

But what are the industry organisations doing to fix this? Well, if you listen to the passengers, they just take your money, do nothing and go out for lunch. But if you choose to be a driver and not a passenger, you’ll soon realise it’s probably never been so busy or so productive.

Industry associations like the National Road Freighters Association (NRFA) which represents ownerdrivers, drivers and small to medium fleets just like yours have seats at the industry and government tables. The NRFA is advocating for what our members need most – ongoing viability and safety in our workplaces so everyone gets home to the things that matter most.

In fact, by the time you read this there would have already been

meetings with bodies that are part of or provide advice to the Fair Work Commission to prioritise providing certainty and addressing the trucking industry’s most obvious low hanging fruit – fuel levies and payment terms.

The NRFA will also be a part of the Regulated Worker User Group which will be advising Fair Work on matters affecting individual operators and businesses. We invite you to come speak with us and tell us your ideas and what you need.

The National Level Crossing Safety Committee is another one and the NRFA is there too, pushing for safer level crossing approaches, better signage and lit sidelights on freight wagons. We are also involved in education and telematics subcommittees to find better ways for trucks and trains to let each other know they are around. That might be signage, or it might even be a proximity alert on your phone. Do you want to weigh in? We would love to hear your ideas.

Long ago we realised you can get a lot more done from inside the tent than out of it and from this position we recognise that a united industry that works together and speaks with a collaborative voice is powerful. Of course, we will never all agree on everything but we will continue to be a united voice to achieve the changes we need as an industry to secure our financial viability and ensure our trucking brothers and sisters are safer out on the roads. For you and for us because at the NRFA we are truckies too.

THE LEGAL VIEW Sarah Marinovic

Beware the variables

Variable speed limits in tunnels and on motorways can easily catch drivers off guard

Variable speed limits are becoming a real problem for drivers on NSW roads.

Anyone who’s driven on our motorways and tunnels will have noticed how common they’ve become. The big problem with these variable speed zones is that they are increasingly resulting in automatic licence suspensions. Often for people who have no idea they’re doing anything wrong.

Over the past two years we’ve seen the number of people caught out skyrocket. Just last month I saw several professional drivers having to defend themselves in court to save their licence after being caught by one of these zones.

In NSW, speeding fines for more than 30km/h over the limit carry an automatic three-month licence suspension. If you’re more than 45km/h over the limit it’s an automatic six-month suspension.

Normally it’s not easy to find yourself unknowingly more than 30km over the speed limit. However, with the variable limits on motorways and tunnels, it’s really easy.

The common scenario we see is drivers travelling through the tunnels. The speed limit is normally 80km/h. The driver is travelling

SARAH

MARINOVIC is a principal solicitor at Ainsley Law – a firm dedicated to traffic and heavy vehicle law. She has focused on this expertise for over a decade, having started her career prosecuting for the RMS, and then using that experience as a defence lawyer helping professional drivers and truck owners. For more information email Sarah at sarah@ainsleylaw. com.au or phone 0416 224 601

below the speed limit, often around 75km/h, honestly believing they are responsibly staying under the limit. But when the variable signs are dropped to 40km/h, if the driver misses the sign they quickly find themselves 35km over the limit. We see similar on the motorways, where normally the speed limit is 100km/h, but gets dropped to 60km/h. The compounding problem is that often there’s no obvious reason for the reduced speed limit. The variable speed limits are meant for situations where there’s roadworks, a breakdown or some other incident. But they regularly remain at the lowered speed even after the obstruction is cleared. Often the driver has no idea they’ve missed the reduced speed limit until the fine arrives.

AUTOMATIC SUSPENSION

The surprises don’t stop once the fine arrives. The second common problem we see is that the penalty notice for

the speeding offence doesn’t warn drivers that paying it will result in an automatic suspension. So people pay the fine thinking that’s the end of it, only to be surprised once a suspension letter arrives a few months later.

This is why we feel it’s important to raise awareness of the issue. We’re not against enforcing speed limits and having reduced speed limits for road works or hazards. It’s a really important part of keeping people safe. We do however want to make sure people aren’t losing their licence unnecessarily.

The first step in keeping your licence safe is to be aware of the risk in these variable speed limit areas. Knowing how easy it is to lose your licence means that you can be extra vigilant as soon as you see the variable signs. Make sure to keep a close eye on them and reduce your speed as soon as you notice a change.

The second step is knowing what to do if you do receive a fine. There are a couple of different ways that you can avoid or reduce the suspension period. One is taking the fine to court and seeking leniency on the penalty. The other option is to wait until the suspension notice arrives and then appeal to the court against the length of the suspension.

This is a situation where it really is best to speak with a lawyer early. There are pros and cons to each option. Making the wrong choice can make the situation worse, for example resulting in a conviction, higher fine or longer loss of licence. There’s no ‘one size fits all’ solution either. The right choice really depends on your personal situation. A good lawyer will be able to help you choose the best option for your situation.

“Often there’s no obvious reason for the reduced speed limit.”

A STUDY IN BUSINESS ETHICS

Brothers AJ and Nick Singh boast one of the most professional and cleanest looking truck fleets around Adelaide. And they’re offering incentives to encourage new drivers to come along for the ride. Greg Bush reports

Adelaide transport operator Amarjeet Singh, better around town as AJ, initially set off from India in 2007 to continue his university studies overseas. The choice of destination came down to three countries – the USA, Canada or Australia. However, it was AJ’s love for cricket that may have had swayed him into opting for the land ‘down under’. In retrospect it’s certainly proved to be a wise decision. The freight business he operates with his brother Nick Singh now runs a 50-strong fleet of mainly Hino, Volvo and Scania trucks out of Adelaide. But it wasn’t meant to be this way.

Arriving from India’s Kashmir region, AJ was focussed on studying for a masters’ degree in computer science. He’d completed his bachelors’ degree in India but his father, who was running a transport operation, suggested a move overseas.

“My dad was an illiterate man, he did only year four or something,” AJ explains. “Then he went straight on to the trucking business because that was a part of the family business with my granddad.

“He used to struggle with a lot of things and the only thing he wanted for me and my brother was not to go into the trucking business but do something else.”

Arriving in Adelaide at age 21, AJ needed to earn a living while at university, so he started driving taxis, just one day a week. That eventually led to starting his own taxi business. He admits, though, that the thought of running his own trucking operation was at the back of his mind.

Despite having no experience behind the wheel in India, AJ was well versed in the ways of trucking. His father ran a fleet of Tatas so AJ and Nick would spend their spare time and weekends cleaning the trucks, checking oil, tyre pressures as well as servicing.

“I was pretty familiar with what we were doing,” he says. “Coming here wasn’t a change.”

AJ began searching for a second-hand truck. Problem was, he only had around $16,000 in his bank account. He came across a 1980 Mitsubishi tautliner advertised for $15,500. “I negotiated it down to 14 and a half,” he says.

“In just over a month I recovered my money back so whatever I made I put it straight into the bank,” AJ says.

“The truck paid for itself.”

AJ kept the Mitsubishi for three years, delivering groceries around Adelaide for Spectrum Transport.

“Having an Indian background, they gave me all the Indian stores to deliver to,” he adds.

In 2013, with his workload increasing, AJ took the plunge and headed to CMI Hino in Adelaide where he bought his first brand new Hino truck.

“Nathan Chatfield is the general manager of the group, but back then he was a salesperson. He’s helped us a lot.

“That was the first fridge tautliner I bought. Ever since I’ve had the love for Hino. We’ve had Hinos that have done a million kilometres in four years and they’ve never let us down. We’ve found it to be a premium product.”

Images: Mark Walker

Left: AJ Singh, part owner of Adelaide Taxi Trucks

Running both taxis and trucks, AJ decided to call the business Adelaide Taxi Trucks. However, he opted out of the taxi business around 10 years ago but kept the name.

“I just have a love for the name,” he admits.

A year or so earlier, brother Nick, who had been driving trucks out of Sydney, moved to Adelaide to be part of the business which runs out of the South Australian produce markets in Adelaide.

“I’m the managing director of the company, and Nick is the general manager,” AJ explains.

Now with up to 80 pieces of equipment, including more than 50 trucks, Adelaide Taxi Trucks’ business takes in interstate and intrastate around South Australia and regional Victoria. But when it comes to rigids, Hino is the go-to truck.

Included in the Hino fleet are four 700 Series models, including one 700 twin steer. As well as local deliveries, the Hinos venture as far as Murray Bridge, Mt Gambier and Kingston, hauling mainly fruit, vegetables and liquor for IGA and Foodland stores.

“It’s mostly the expensive booze that we carry,” AJ points out.

Pricey products require a truck to match, and Adelaide Taxi Trucks’ fleet is one of the smartest looking around the state. And that’s the image AJ is keen to present to his clients.

“If you can go to the customer with a presentable truck, it gives them the confidence that your stock is going to get from point A to point B. But if you are turning up with a truck that is looking like falling apart or yucky, they’re a little bit a little bit anxious whether that freight is going to make the journey or not.

“Even if you’re turning up in an old truck but it’s presentable, neat and tidy, it gives the customer confidence.”

AJ estimates that truck turnover in the business is generally around three to five years for prime movers,

“We’ve had Hinos that have done a million kilometres in four years.”

Right: Hino trucks, including the 700 Series, play in big role at Adelaide Taxi Trucks

Below: AJ Sing occasionally gets behind the wheel during busy times

Opposite, below: Southern Cross is the fridge van of choice for Adelaide Taxi Trucks

although some of the Hino rigids can stick around for over 10 years.

Experienced drivers

While AJ is more than happy with his brand choice of trucks, it’s his 50-odd casual and full-time drivers that have caused him some angst. And that’s not totally due to the driver shortage.

“Trucks are not the problem. It’s the people, it’s the team,” he says.

“You’ve got your values and ethics. How you’re going to pass on these values and ethics to your team is the biggest challenge.

“So it’s the vision, you want your team to have the same vision,” he says. “It’s the hardest thing.”

Nevertheless, AJ says he has many good drivers in his employ. Of interest is that the best and most reliable are generally 50 years of age or more.

“We’ve had young drivers in their 20s and 30s, but after five years we realised it’s better having people 50-plus. They’ll come to work on time, every time and before time.

“Yes, they have got a few appointments, they have to go to the doctors every month or so, but I don’t mind that. They have got great work ethics. They’re a little bit slow but they get the job done.

“We try and have the young kids as well, but they’re driving the smaller vans and doing a little bit of hand unloads to take the pressure off.”

AJ says he can relate to a time when he was

“If we pay for somebody’s HR licence, then we expect them to stay with the company for 12 months.”

“young and stupid”. “You do a lot of silly things and you come up with loads of excuses on Mondays and Fridays, with, ‘Oh, I’m sick’. We’ve done the same through the same stages.

“But we try and merge young and old in our teams. We send them with an old driver so at least he or she can learn about ethics.”

To keep the young brigade interested, Adelaide Taxi Truck has set up a system where it pays for truck driver licences.

“But there’s a catch as well,” AJ emphasises. “It’s not for free.”

“If we pay for somebody’s HR licence, then we expect them to stay with the company for 12 months. But if you have to leave within that time, you have to pay for your

driving licence.

“It’s the same with HC. We pay for the HC licence, so it kind of works for both the parties and for the business.”

As with most reputable transport businesses, all trucks include tracking for monitoring over-speeding, harsh braking and fuel consumption. And that’s on top of the usual safety features.

“Every driver is given a tag so they can’t jump in any other truck and start it up. And if they’ve got to change, the ops manager has to change the settings before they can jump in the truck because we don’t want a Hino driver jumping into a Volvo truck. We get the drivers inducted for each and every thing.”

The success of the business can also be linked to the performance of its Hino fleet and the more than 10-year relationship AJ and Nick has had with CMI Hino, especially Nathan Chatfield.

“When we were running out of trucks, Hino has come and helped us,” AJ enthuses.

“The trucks have, literally, close to zero downtime. If there were problems, they’re out of the workshop in minimum time.

“And it’s not just the trucks, it’s the proper training. They’ve just been an amazing team to deal with.”

It’s all positive, despite shrinking profit margins across Australia’s transport network. But Adelaide Taxi Trucks is continuing to grow, coming a long way from that lone Mitsubishi to the fleet it is today. And much of that comes down to the enthusiasm and passion which AJ thrives in.

“I come to work happy, but every day is a challenge. Every day there are problems and how you’re going to solve those problems. Some days it might be a little bit stressful, but when you go home it’s a sense of accomplishment that you have achieved something today.”

Above: Hino makes up to 50 per cent of the fleet with the 300 Series concentrating on local deliveries

Below: The Hinos haul mainly fruit, veg and expensive liquor

EYES ON THE ROAD Rod Hannifey

Uncomfortable silence

Truck drivers are still waiting on the arrival of more rest areas and adequate stopping bays

As of Tuesday, April 4, two National Heavy Vehicle Regulator (NHVR) weighbridges, northbound at Halfway Creek on the Pacific Highway and both sides at Daroobalgie between Parkes and Forbes on the Newell will be left open to allow us to check weigh. In February NHVR CEO Sal Petroccitto announced the trial would commence in April and here we are, trial delivered.

VicRoads has done it for some time at all their weighbridges I believe (though Broadford is still closed, waiting for those parts). Queensland’s Department of Transport and Main Roads leave the ones at the Port of Brisbane on for use and check weighing, though the inbound was not working last time I went in. Why not NSW? This is a trial. If there is any stupidity or vandalism there will be cameras for this (not for watching your weights and this is absolute and guaranteed). If successful, others could be opened up for use as well. I stopped and used the northbound Daroobalgie that first night, had one other driver say he had heard of it, but the lights on may make some think they were operating. I rang the NHVR the next day to both suggest a sign where the normal open/closed LED signs are, saying ‘Weighbridge available for self-check when closed’ and that the 80km/h speed reduction be turned off and only in operation when the NHVR is operating there. It is now looking at these.

It’s a simple thing to help us and, yes, there is some cost to them in setting up the overhead scale readout, but it’s well worthwhile. I thank them for the speed and effort to get this up and running. If only other fixes were as well accepted and could be achieved as easily.

Austroads is currently reviewing the truck rest area guidelines. I have asked for several things, recognising the biggest factor is that no matter how good and genuine the guidelines are or could be, there is no mandate, no power and so no real push to see the needs of drivers will be met by any government.

Unless we have a national truck rest area strategy and that is then adopted by both government and councils mandating, for example, that any new roads or major reconstruction longer than 10 kilometres must include

provision for truck rest areas, including consultation with industry, then little will change. We can’t backdate the needs, though they are real and genuine, and we can and must keep asking and pressing for more and better truck rest areas. We could then at least have some form of pressure applied so that new roads and major works must include them into the future.

The other is about including stopping bays, whether marked or not, and have national guidelines for those as well. How often have you seen a number together, then nothing for hundreds of kilometres? Or they are simply a wide shoulder but unmarked in any way, so realistically they don’t exist at night. Also, are we legally allowed to park and/or sleep in them when fatigue strikes or there are none or insufficient truck bays available. Are the laws for them the same in all states?

The money spent on them when badly

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

Below: Northbound from West Wyalong, this space is too small for a B-double, too close to the road for safety of any user and invisible in the dark

placed could have provided decent sized truck bays, but as we don’t have the pressure on supplying them, can we at least make sure they are suitable for all vehicles.

PATCHED UP

Then there are our roads, holes, failures, repairs that last for weeks or, as with one patch north of Marsden, left with a savage dip and shoulder from the ridged pushed out material and fixed with a ‘Rough Surface’ sign for a few months and patched up. I commented to the other driver I passed that it had not lasted long. He replied, “It lasted less than a day”. No wonder we both shake our heads when they blame us for the damage and then complain they have no money to fix it.

VicRoads is the same. I have now made three phone complaints about the drop-off a bridge southbound towards Euroa, then the double level drop-off on the northbound shoulder coming out past the Shell towards Kalkallo, both still there untouched and not even a ‘Rough Surface’ or ‘Hazard Ahead’ sign.

While I have said in the past that we need the roads fixed and someone has to do it as well as getting home safe each night, simply further extending speed reductions for kilometres before any real work takes place only seems to frustrate people more.

Closing an outbound lane at Beveridge while someone worked on the elapsed time camera, about five metres off the road and causing a 5km traffic queue is nearly as bad as closing an outbound lane and dropping the remaining three lanes to 60km/h on the Monash at night for kilometres, all while they work on the other side of the road.

In the US they return to closer if not normal speeds if the work is not on the road or when finished for the day. But if you kill or injure a road worker while working, there is more than a good chance you will be going to jail, not just getting a fine.

Are we getting good value for our roads and repairs? Not from where I sit, yet it is OK to destroy and damage our trucks and, some would say, not just double but possibly treble our maintenance costs on vehicles due to the state of the roads.

And don’t start me on the added weight electric trucks look to be given. While we will get fined for being overweight and wrecking their roads, they will be heavier and pay no fuel tax. What future do our roads and real road safety have for us as the ones who spend the most time on them?

“We need the roads fixed and someone has to do it.”

Image: Rod Hannifey

TOOLS OF THE TRADE

Light-duty trucks looking sharp as industry booms

Trade services are in demand like never before, calling for over 1.3 million workers nationwide – one of the highest combined workforces in Australia, second only to health care and social assistance. This includes just shy of 70,000 new tradies who picked up the tools between November 2022 and 2023, according to recent Federal Government statistics. For those new to the sector and existing businesses preparing to meet Australia’s demand, the choice of a work transport that can help streamline costs and deliver genuine efficiencies has never been more important.

Offering a huge range of pre-built models and cab chassis light-duty trucks, Isuzu Trucks has a multitude of options available to help operators achieve their productivity goals.

Front and centre comes Isuzu’s number-one selling light-duty truck in Australia: the 4.5-tonne GVM Ready-to-Work NLR 45-150 Traypack. This premium trade-centric truck has found a home in all manner of trades and services needing a work-ready vehicle, from carpenters, builders, electricians, and plumbers, through to material transport and delivery.

A chief concern for many owner-operators in the field is the time required to earn a rigid vehicle licence and any potential setbacks this wait time can have on the business timeline.

Light-duty trucks such as the NLR 45-150 Traypack, which feature a 4,500kg GVM and a substantial 4,000kg towing limit** (model dependent), can be driven on a standard Australian car licence –removing the need for extra licencing and opening up opportunities for apprentices and staff to get behind the wheel.

The right rig

For a limited time (April 1, 2024–June 30, 2024) and as part of its Ready-to-Work, Playtime’s Over campaign, Isuzu is offering the NLR 45-150 AMT SWB Traypack for a drive-away price of $62,990, with a bonus $3,500 extra that can be put towards Isuzu Genuine Parts & Accessories or an Isuzu Essentials Service Agreement*. The bonus $3,500 (for Isuzu Genuine Parts & Accessories or for an Isuzu Essentials Service Agreement) is also applicable across Isuzu’s entire

NLR Traypack range, providing greater choice with manual and two-pedal Automated Manual Transmission (AMT) models in a variety of short-and medium-wheelbase sizes.

The Traypack’s four-cylinder 4JJ1-TCS turbo-diesel engine produces 110kW @ 2,800rpm of power and 375Nm of torque @ 1,600–2,800rpm. Matched with a payload capacity of 2,210kg, this is sure to keep tools and materials moving no matter what’s packed into the tray.

This truck is adaptable to a wide range of uses – both on and off-site – with a pre-built, heavy-duty aluminium tray a headline feature. Add to this removable drop-sides and rear tailgate, integrated load restraint anchor points, headboard (including rear window protector) and a low light capable reversing camera.

Coming with Isuzu’s Advanced Driver Assistance Systems (ADAS), which is a standard inclusion in all 4x2 Isuzu N Series trucks, the Ready-to-Work Traypack is geared to get operators on site, safely, and in record time.

Smart Traypack fleet

Family-run business Smart Posts has gone from strength to strength since opening their doors in 1989. With the catch phrase ‘Creating a Better Image’, Smart Posts are a professional supplier and installer of signage to the real estate arena and property development market in Adelaide, South Australia.

Business owner Stephen Banwell took the opportunity to upgrade his aging ute fleet as demand for their service increased.

Stephen introduced seven new Isuzu trucks to his vehicle fleet, including six NLR 45-150 AMT Traypacks which were put to purpose transporting large signs and posters for installation around the city.

The six NLR 45-150 Traypacks are fitted with custom built containers, designed to allow the installers easy, efficient loading and unloading of the signboards.

Improving both delivery timelines and making the job easier for his staff, Stephen said their Traypacks have helped to improve overall business efficiency.

“We can now comfortably secure 32 signboards as opposed to only 20 signboards, which were carried by the utes,” Stephen says.

“Since we offer a quick turnaround service when required, this has been so beneficial in keeping our customers happy.

“The capacity of each truck being able to take more signboards on each run has saved transit time to and from our premises,” he continues.

“Knowing that our installers – who often travel 500 to 600km a day – are driving a reliable and comfortable vehicle adds to the value of having these trucks.”

Since introducing the NLR 45-150 Traypacks to the team, Stephen has recorded a reduction in driver fatigue, with positive reports coming from staff behind the wheel and hopping in and out of the cab each day.

“All in all, I believe the investment we have made in

Make the move

Isuzu’s extensive Dealer Network, which supports home-grown operations such as Smart Posts from over 70 locations Australiawide, stands ready to assist new buyers and expanding transport fleets during this time of unprecedented industry growth.

“There’s incredible demand for tradespeople and services across a gamut of industries right now, which extends to increased demand on their associated capital equipment,” says Isuzu Australia Limited Head of Sales, Craig White.

“Taking the NLR 45-150 AMT SWB Traypack as a great example, it not only has more load space compared to a regular ute, but it also can carry a substantial 1,000kg of additional weight, with a much greater legal towing capacity.

“That means more tools and materials on-board and fewer trips back to base, all in a vehicle specifically engineered to get this work done day-in and day-out.

“It’s these real-time savings that add up to better value and better efficiency for businesses over the long run.”

Further details can be found at www.isuzu.com.au and local Isuzu dealerships.

Top: Smart Posts has boosted its fleet with

Traypacks

purchasing Isuzu trucks has upheld our catch phrase of ‘Creating a Better Image’—I couldn’t be happier with the decision,” Stephen remarks.

Images: Isuzu Trucks

ELECTRIC CANTER LEADS THE CHARGE

Carbon neutrality and the subsequent zero emissions strategies being pursued in every sector of the automotive world are not passing fads. They are an ever more evident fact of modern life and right now, the latest generation of Fuso’s light-duty eCanter is possibly the most viable and practical truck of any type contesting Australia’s battery electric market. Steve Brooks explains why

It may sound simplistic, but there are probably three distinct reasons why Fuso’s latest eCanter range sits at the top of the pole in the electric truck stakes.

First is the indisputable fact that as the newest descendant of the historically successful Canter family, it is designed and built for the metro and suburban workloads for which all light-duty trucks are primarily designed and built.

Second, it is exactly these traffic-dense roles where battery electric trucks are sure to achieve their greatest efficiency and influence both now and in the immediate future. Indeed, these are the local delivery tasks which more than any other will crash through the ice (internal combustion engine) barrier for battery electric trucks.

Third, and most notably, this new generation of eCanters sets a benchmark in driver appointments, safety systems and technical ascendancy which currently has no light-duty equal and will, in fact, require emerging competitors in the little truck league to bring something special to the electric truck table if they plan to compete on a remotely equal footing.

True, the light-duty sector is notoriously price conscious and likewise, electric trucks don’t come cheap compared to their diesel counterparts, especially if there’s the need for a fast charging system. What’s more, many prospective eCanter buyers are likely to be tradespeople or small manufacturing and retail businesses rather than dedicated operators of a trucking enterprise.

The thing is though, diesel prices are nowadays wildly erratic and almost always climbing, causing increased cost pressures on businesses of every type. Logically, the thought of putting no fuel at all in a truck as well as dramatically reduced maintenance costs, mixed with growing social awareness of emissions outputs in urban environments

“Fuso has been at the forefront of the push to carbon neutrality in metro applications more than any other truck maker.”

Top: Test trucks. The e615 model comes in wide cab and City Cab forms. Both have two batteries to deliver a projected driving range of 200km. In our estimation, the 200km range is perhaps mildly conservative

Above & right: On the inside, the new generation eCanter sets a benchmark for other light-duty starters in the electric truck race. The handpiece on the dash controls drive mode and a brilliant recuperative braking retarder

“This new generation of eCanters sets a benchmark in driver appointments, safety systems and technical ascendancy.”

particularly, are clear attractions for any owner of any type of commercial vehicle.

Again though, if purchase price is too prohibitive, even these attractions risk losing their lustre. In medium and heavy-duty sectors, for instance, it’s common for electric truck models to be as much as 2.5 times more than a diesel equivalent. Sure, the price is likely to come down as demand and volumes increase but for the small truck owner plodding around town, it’s likely a price multiple too big to bear.

However, during a pre-drive meeting with Daimler Truck Australia’s vice-president of sales and marketing, Andrew Assimo, it was apparent the highly advanced and superbly equipped eCanter will be at least competitive with current and upcoming rivals. The whisper from within is that eCanter will be around 1.5 times the price of a diesel counterpart.

Responsible for all three brands in the Daimler Truck fold – Freightliner, Fuso and Mercedes-Benz –a typically cautious Assimo would not be drawn on specific cost structures for eCanter but insisted, “We will be competitive.” Moreover, the need for a pinsharp price pencil becomes even more acute when it’s considered that Daimler Truck fully expects the

highly ambitious Chinese brand Foton to be eCanter’s most aggressive competitor. In fact, according to recent reports, Foton aims to deliver around 1500 electric trucks through 2025.

Even so, Daimler Truck’s top brass are quick to emphasise Fuso’s considerable technical advantages, not least the inclusion of an e-axle which integrates a liquid-cooled motor and reduction gearbox, thereby deleting the need for a conventional gearbox and driveshaft to further enhance efficiency and tare weight. This feature alone puts eCanter in a class of its own but so too, perhaps, does the presence of an eight-year warranty on batteries and a full environmental program at the end of their first life.

Meantime, Andrew Assimo and Daimler Truck Australia president and chief executive officer Daniel Whitehead are convinced the timing for the launch of this new generation eCanter is ideal. Following the recent introduction of the supremely impressive Mercedes-Benz eActros 300 medium-duty model, they report “very high” demand for last-mile electric delivery trucks, citing eCanter’s model range of 14 variants and technical leadership as boons to hastening the transition to electric trucks in city and suburban areas.

Critically and predictably, this latest generation of eCanter also sticks rigidly to Daimler’s inherent safety doctrine with a full suite of electronic safeguards that include advanced front and side radar systems warning of pedestrians and other vehicles including cyclists. Wisely, particularly given the almost silent movement of an electric truck, an Acoustic Vehicle Alert System (or AVAS in Daimler parlance) is part of the standard package. The principal purpose, obviously enough, is to provide an audible warning to other road users and pedestrians when the truck is on the move at speeds up to 20km/h.

“We’ve taken the decision to make an audible warning standard despite no mandatory rule. To us, it’s a necessary safety feature,” Andrew Assimo confirmed. Again, a wise move.

Pushing progress

With this latest generation arriving from Fuso’s production plant in Japan and slated to go on sale here in May, eCanter needs little introduction. Much of the world took note when Daimler Truck launched the first evolution globally in 2017, arriving in our part of the world four years later as the first production electric truck to hit the Australian market.

“In short, battery technology has indeed come a long way.”

There have, of course, been plenty of detractors about electric trucks in general since eCanter’s creation but attitudes are changing fast and without putting too fine a point on it, Fuso has been at the forefront of the push to carbon neutrality for metro applications more than any other. That push is now stronger than ever as technology and experience have combined to produce a new generation of light truck which is not only clean and green, backed by a world leader in battery electric development, but supremely smooth and easy for the driver, and brilliantly adept in the urban conditions it is so obviously designed for.

For its first promotional salvo with the latest and undoubtedly greatest eCanter, Daimler Truck offered two e615 models, one wide cab version and the narrower City Cab variant, hauling payloads – including aluminium tray bodies – of 2.5 tonnes or thereabouts.

From the outset it was apparent that eCanter has undergone a worthwhile refit. As the company blurb explains, there’s a ‘newlook interior with electric handbrake, high-resolution 10-inch driver display screen (and) Isri driver’s seat.’ Strangely though, only the wide cab model gets a driver’s suspension seat.

On the outside, a refreshed exterior design features LED headlights, tail-lights and daytime running lamps.

What’s more, both e615 models sport independent front suspension and rack and pinion steering.

Built on a 3400mm wheelbase, each version is rated to a gross vehicle mass of six tonnes but most significantly, they operate on two battery packs with a combined 83kWh capacity for a projected operating range of 200km. Larger models run three batteries for a range up to 300km but as our day in Melbourne’s traffic soon demonstrated, the 200km range of the e615 appears a conservative estimate.

For example, after almost 60km hauling a gross weight of 5.16 tonnes around the city and inner ‘burbs, the range indicator on the dash of the wide cab model showed there were still 150km of range remaining. The figures were much the same for the City Cab version despite a higher gross weight of almost 5.5 tonnes. In short, battery technology has indeed come a long way and gratefully, the range anxiety which was once part and parcel of early eCanter models isn’t nearly the issue it was.

So, too, have battery life and safety been dramatically enhanced. As Daimler states, ‘Two lithium ion phosphate battery packs … are thermally controlled with a class-leading in-battery liquid thermal control system to ensure the batteries operate at the most efficient temperature in all conditions. Some rivals,’ the company adds in an obvious swipe at some competitors, ‘have no thermal control for batteries or use a far more basic exterior cooling system.’

However, one thing that has never been an issue with battery electric trucks is performance and with 110kW of power and 430Nm of torque on tap, the latest eCanter is nothing short of stunning off the mark and responsive in all conditions. A warning though, just as a diesel truck’s fuel efficiency is negatively influenced by a heavy right foot so, too, are an electric truck’s energy reserves impacted by aggressive driving.

Yet from the driver’s seat, arguably the most impressive feature of all is a three-stage recuperative braking system controlled through the same handpiece that puts the truck in drive, neutral and reverse mode. Conveniently sited on the left side of the dash, the handpiece gives the driver the immediate option of three exceptionally effective retardation levels.

As Daimler describes it, ‘Three-stage recuperation braking system works like an engine brake to spare the service brakes and recoup significant amounts of electricity, which is fed into the batteries.’ In practice, it takes little time at all to confidently allow the retarder to do the bulk of the braking.

All up, Fuso is in the box seat with this latest generation of eCanter. It is an entirely smart and supremely well-equipped example of what a modern and technically advanced light-duty electric truck can be. And should be!

Top: Performance is brisk and strong, with amazing acceleration for a light-duty truck. Like a diesel though, a heavy right foot is also heavy on energy reserves

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Big turnout for Hume crawl

Truck enthusiasts relive the days of the old Highway 31 in Victoria

On a weekend where there was a massive downpour of rain across much of the country, the weather gods seemed to acknowledge the importance of this year’s Crawlin’ the Hume and kept the weather clear where it mattered most.

So it was that sunshine and a welcoming smile greeted truckies on Saturday. April 6, as they rolled into the Ford administration car park in Campbellfield in Melbourne for the start of this year’s drive up the old Hume Highway.

Strapped into their rigs, with belly’s full of coffee and toasties, the drivers pointed north and hit the Hume Highway at 8.30am.

Organiser Robert French says that across the whole journey, there were around 500 trucks rolling up the highway.

“In the end there were just a lot of trucks,” he laughs.

“There were so many that a lot of them got blocked right back into Benalla.”

Proving to be a record-breaking year for the Crawlin’ team, Robert says the event went above all his expectations.

“We were amazed at how many trucks came and joined in along the way. It was perfect.”

Trucks nearly 25 years and older took to the tar, with a 1923 T Model Ford even pulling up the back of the convoy.

The trek along the Hume isn’t only for the drivers, with spectators bustling the whole way to get a glimpse of the event. From truck spotters to families and those alike, people couldn’t get enough of the sight.

WHAT’S ON upcoming events

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.

“The highway was just lined with people all the way. We were amazed at how many people were out,” Robert adds.

The crew took a pitstop in Winton, taking a moment to stretch their legs and let in some late entries, with the rain testing the waters, dropping in and out.

“We thought we were going to be washed out but as soon as we pulled in it stopped.”

Luck continued to be on their side.

It was then onwards through Glenrowan, Wangaratta, Chiltern and Barnawartha, finally concluding in Albury.

While the event is all about fun and camaraderie, many of the drivers view it as a chance to relive the best days of the past.

“A lot of the old blokes used to drive the old Hume, and despite getting on and older now, they really loved it.

“Some of them are in their 80s and they still managed to make it here.”

The younger generation have even started joining in, bringing their big rigs for the journey.

“Now they probably didn’t run the old Hume as many of the others did, but if we don’t have the young fellas coming along, we won’t have anyone, will we?” Robert chuckles.

Finally pulling up in Albury in the late afternoon, the Albury Racecourse had dinner and drinks ready to be devoured.

“We had Geoff Cootes from Cootes Transport as our guest speaker, and he had two of his early trucks on display there. The whole day was perfect.”

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.

LOWOOD TRUCK SHOW

August 17, 2024. Lowood, Qld

Held at the Lowood Showgrounds in south-east Queensland. Show commences with vehicle parade through Main St, Lowood at 11am. Trucks, bikes, cars on display. Kids’ rides, trade and food stands, bar and live music. Free entry, donations welcome. Raising funds for charity. For further info email lowoodtruckshow@yahoo.com.au, phone Robert on 0467 530 349, or see the Facebook page.

AUSTRALIAN FESTIVAL OF TRANSPORT

August 22 to 25, 2024. Alice Springs, NT

The National Transport Historical Society and The Old Ghan Historical Society present the ‘Festival of Transport’. Along with the regular reunion activities, including Cummins Race Day and Shell Rimula Induction Ceremony on August 24, other events include Welcome Drinks on August 24 at 6pm, Transport Women Breakfast, and a museum open day on August 25 including mini train rides.

For more information and nomination forms see the website at www.roadtransporthall. com, Facebook page, email info@roadtransporthall.com or phone 08 8952 7161.

MEGATRANS 2024

September 18 to 19, 2024.

Melbourne Convention & Exhibition Centre, Victoria

Leaders from across the supply chain will gather at the Melbourne Convention & Exhibition Centre to discuss the future of the logistics industry at MEGATRANS, an integrated trade exhibition and conference showcasing the full freight and logistics supply chain, spanning warehousing and logistics, through to multimodal freight and final mile delivery. For further details and tickets, see the website at www.megatrans.com.au

Image: Robert Taylor

roadside support

SCANIA ASSISTANCE LOCAL GOES LIVE

Australian Scania customers now have access to a locally-based roadside support team. Alex Catalano reports

Scania customers now have access to improved local roadside assistance with the introduction of the new Scania Assistance team in Melbourne. The service went live on April 2, giving anyone who calls the hotline direct communication with a team located at Scania’s Australian headquarters in Campbellfield.

Previously, Australian customers were redirected to the assistance centre at Bradford in England, but now they have a team to call their own. The heavy vehicle manufacturer has 16 assistance centres globally, who get in contact with technicians and workshops to get Scania drivers back on the road in the case of breakdowns.

Now entering its 26th year in service, Scania Assistance global managing director Tobias Andersson says having a centre in Australia will be a massive benefit for customers.

“The main reason for Scania Assistance is for the customers. We want to support the customers in the best possible way,” he says.

“In Australia and New Zealand, we only have to offer support in English, so it’s not a big problem compared to Europe.

“There’s a lot of cross-border traffic in Europe. We have cooperation between the centres so we can get technicians out from the workshops.

“That’s why we got support from the centre in Bradford for a few years. In Melbourne here, we’re

supporting Australia and New Zealand. To be local and having local experience, it helps knowing the country to give the best possible support for customers,” Andersson says.

“We looked closely at the alternatives but we thought Melbourne was the best location. We’re close to the head office here in Australia.”

The opening of an assistance centre in Australia has been a long time coming, Scania says, but there hadn’t been an opportunity in the past. A recent increase in local business has driven the need for it now, with more trucks on the road than ever.

“There were talks a few years ago about opening a centre in Australia, but it got parked for a bit. It wasn’t the right time,” says Scania Assistance Great

Britain, Ireland, USA and Australia and NZ manager Katie Whelan.

“The volume of sales, especially in New Zealand which had a 110 per cent increase in new sales, means the more vehicles on the roads and more breakdowns.

“We’re now building up the relationships in the networks. Melbourne will be speaking to the workshops day in and day out, getting updates.

“We can update the customer at all times to say we’re waiting on parts or tell them when it’s going to be complete. Then they can start planning on when it’s going to be on the road, and then forward plan on their deliveries,” Whelan says.

Local knowledge

One of the biggest changes and benefits that Scania drivers may notice when calling Scania Assistance is not just familiar accents on the other end of the phone, but also a significant increase in local knowledge.

The team acknowledges that Australia’s transport industry is unlike any other across the world. Our drivers cover significantly more distance, and are often much more remote, particularly when travelling through Western Australia or the Northern Territory.

The Melbourne team is being headed up by Scania Assistance Oceania supervisor of commercial operations Brendon Parry, who underwent significant training along with the Assistance team before the

launch of the new centre. He says that Scania has identified the importance of having local knowledge at the ready.

“I’ve got a team of people that will be manning phones from 6am to 7pm. After that we’ll revert to the UK again until the morning,” Parry explains.

“When we opened the office at 6:00 on the first day, the first call came through at 6:01am. There’s clearly a need for a local team.

“Lingo’s a big thing. Transport in Australia is very different to the rest of the world. We have our own idea what parts are called, we’re the only place in the world that has road trains.

“I think having a team here to understand how the transport system here is important.

“Livestock is a big one for Australian transport. Getting stuck out somewhere in Cooper Pedy for instance isn’t great for livestock,” Parry says.

“It’s all about communication and shortening that length of communication.”

“The geographical knowledge helps, but if you have a driver going out from WA or the NT, if you go further inland the dealers tend to get further and further away,” Whelan adds.

“Sometimes we have to think outside the box. We had a driver quite far into the sticks. He couldn’t get the vehicle started, the window wouldn’t go up and there was a sandstorm.

“There was a local caravan park nearby who bought him some food and water and let him use their facilities for food and showers. The ETAs if you’re quite far in can be quite long.

“Yes, we can get a technician out, but what can we do in the meantime to make sure they are safe and that the customer is put first?

“Having people in Melbourne who will know what’s the area and who they can call will be important,” Whelan says.

The evolution of Scania Assistance since it was introduced 26 years ago means that it must keep up with the times.

There are plans in place to increase support for electric and other zero-emissions vehicles as they continue to grow in number on Australian roads.

Support for electric charging stations has already been piloted in Sweden, which is informing what the needs for Australian drivers may look like in the near future. The other side of this is

how the company can use data.

Some Scania service packages include Procare, which gives the Assistance team detailed information on what could go wrong with a truck before it happens.

Scania Assistance project manager Andrew Greenwood says that the Melbourne centre will give Scania greater access to these types of data to quickly address the needs of each specific customer.

“From the opening of the centre in Melbourne we will be operating a new generation system that allows us to access more data to match the customer and vehicle, as well as identify fault codes, all of which will help speed the resolution of the issue by the technician at the scene,” he says.

“In the future we anticipate the customer will be able to report a fault or breakdown using the Scania Driver app, and obviously that will bring a lot more stable data into play and make it easier for the nominated technician to see the exact details of the vehicle as well as potentially its service history and the fault codes generated,” Greenwood explains.

“Further down the track we may be able to use live data from trucks to predict when breakdowns might occur and be able to avoid unplanned mid-journey roadside stops.”

Above: The local Scania Assistance team at Campbellfield in Melbourne

Opposite bottom: From left: Katie Whelan, manager, Scania Assistance, GB; Brendon Parry, supervisor commercial operations, Scania Assistance Oceania; Christian Wiik, global assistance manager, Scania Assistance; Tobias Andersson, global managing director of Scania Assistance; and Andrew Greenwood, project manager of commercial operations, Scania Assistance Western Europe

HOW DO YOU SLEEP?

So, you’ve been told you snore and you also feel tired. What next?

You may be waking up feeling tired, need a nap after lunch or your ribs are bruised from your bed partner delivering a swift elbow and threatening to banish you to the spare room. These are all tell-tale signs that something else may be going on under the sheets (and not in a good way). Sleep apnea is a common condition that traditionally affects one in four men, but we’re here to tell you that it’s not all doom and gloom, and better yet, we’ll guide you step by step on how to find out what’s really going on.

Most people never do anything about their snoring because they put it down to their weight, lifestyle habits or simply just that they are so tired … all the time. Getting diagnosed is easier than you think and it’s the first step towards better sleep. Let’s take a look at what to do next:

1. Take the free online assessment at cpap.com. au/pages/sleep-studies. This will give you an indication of the potential likelihood that you may have an underlying sleep disorder such as sleep apnea

2. C heck your email for your results, which will guide you to the next step

3. I f it is likely that you may have sleep apnea, you will need a referral for a sleep study with Sleep Testing Australia. You can obtain this easily via a Telehealth consult or by visiting your healthcare provider

4. Sleep Testing Australia will contact you to make an appointment for your sleep study and run you through everything you need to know

5. On the day of your sleep study, you will visit a clinic and a friendly technician will hook you up with a state-of-the-art sleep diagnostic device to take home and sleep with as normal

6. Once the device has been returned the next day, a team of qualified and fully independent sleep scorers and physicians will assess your results. They will return a detailed report within 2 weeks that outlines everything that is happening once you hit the sack each night

7. You will have a super helpful sleep consultant that will guide you through what it all means and what the options are moving forward. If you’ve already been diagnosed, but are not sure how to navigate CPAP therapy, stay tuned. It can be a daunting process, but with the support of CPAP Direct, you will be able to

breathe easy in no time. The crew will ensure that you have the perfect machine and mask combination to suit your lifestyle and will go above and beyond to keep you on track. At CPAP Direct, your success is their priority, and it is comforting to know that you’ll have all the support you need throughout your entire journey.

You can regain your mojo, in and out of the bedroom. If you follow these simple steps, you’ll be on your way to happy town with Sleep Testing Australia and CPAP Direct.

For referral forms, telehealth appointments, support and Australia’s largest independent supply of CPAP equipment, visit cpap.com.au

Former text cricketer Merv Hughes is a strong advocate for CPAP Direct

DAIMLER OPENS DEDICATED TRUCK PARTS FACILITY

NEW VP FOR VOLVO TRUCKS AUSTRALIA

Volvo Trucks Australia has announced the appointment of Tom Chapman to the role of vice president – sales, Volvo Trucks Australia.

Chapman joined Volvo Group Australia in 2015 as a part of the marketing and communications team initially as UD Trucks brand manager before moving into commercial roles for both Mack and Volvo.

For the last three years Chapman has served as vice president of Mack Trucks Australia during a turbulent period of post-pandemic recovery for the brand which saw a revamped range of Mack Trucks successfully launched as well as the recovery, then growth of heavy-duty market share.

“I feel very privileged to be taking the helm of the Volvo Trucks brand at such an important time in the brands history,” Chapman says. “Not many people get to represent and lead more than one iconic brand during their careers.”

Martin Merrick, president and CEO of Volvo Group Australia, says he was delighted to see Chapman take the reins of the Volvo Trucks brand in Australia.

“We are in perhaps, the most exciting time in history to be a part of Volvo Trucks as we tackle the future of fossil free transport solutions,” Merrick says.

Volvo Trucks Australia recently announced a $35 million investment to expand its Wacol Qld plant and facilitate the manufacture of heavy-duty electric trucks by the end of this decade.

Daimler Truck has opened a truckdedicated parts warehouse in the logistics hub of Truganina in Melbourne’s west, to be operated by DB Schenker.

Situated on a 30,000 square metre site, the five-star energy rated facility will handle parts for the MercedesBenz Trucks, Freightliner and Fuso brands, as well as Alliance Truck Parts.

Until now, Daimler Truck parts were kept at a warehouse shared with Mercedes-Benz passenger cars.

The new 20,000sqm facility features a solar array able to produce 125,000kWh of energy each year, as well as a 45,000-litre rainwater tank, motion sensing energy efficient LED lights, double glazed windows and electric vehicle charging stations.

The new facility was recently opened by head of Daimler Truck Overseas, Andreas von Wallfeld, DB Schenker Australia and New Zealand Cluster CEO, Craig Davison, and Daimler Truck Australia Pacific president and CEO, Daniel Whitehead. Whitehead says the warehouse development fits in with the sustainability goals of Daimler Truck.

“It was a great opportunity to specify a design that incorporated a raft of environmental elements ranging from double glazed windows to an impressive solar power array,” he says.

“Daimler Truck is a sustainability leader with our pioneering fullyelectric Fuso eCanter and MercedesBenz eActros and eEconic trucks, so it is only fitting that our parts warehouse is designed accordingly.”

The new parts warehouse, which is said to be able to dispatch 1500 parts a day, was developed with a custom optimised layout to exceed customer needs.

Daimler Truck Australia Pacific Aftersales and Network Operations vice president, Antonio Briceño, says the significance of the new parts warehouse cannot be overstated.

“This state-of-the-art, five-star

energy rated facility, with a layout designed for efficiency, enables us to best support our customers now and well into the future,” he says.

“We are very excited to continue our partnership with DB Schenker, who will operate the new facility. Their considerable global experience and resources will no doubt set us up to deliver the best possible service to our customers.”

The warehouse features four recessed loading docks, 70,000 individual bin locations, a 4200sqm two-level mezzanine and a 440sqm office.

In addition, the warehouse incorporates customised racking to store large truck cabs. A super awning of approximately 3300sqm was constructed so that parts could be loaded and unloaded in full protection from the weather. The warehouse itself has a high clearance section, with additional pallet storage above 10 metres in height.

PACCAR ANNOUNCES TECHNICIAN AWARDS

From a shortlist of four DAF technicians across Australia, Matthew Henderson of Kenworth DAF Adelaide has been named the 2024 Paccar Australia’s DAF Technician of the Year.

Brad May, chief engineer Paccar Australia and Steven Tomaro, aftersales manager Paccar Australia, presented the award to Henderson congratulating him on his win and performance on the day.

Paccar says the search for the 2024 DAF Technician of the Year began in October 2023. All service technicians at DAF Dealerships Australia‐wide were invited to participate in the competition, which aimed to recognise and reward the best of the best.

Apart from Henderson, the other finalists were Lachlan Schrader from Kenworth DAF Perth, James Brough from Kenworth DAF Melbourne, and Inndyah Chenoweth from Kenworth DAF Hallam.

On the same day, Paccar also announced that Grant Brown of

Kenworth DAF Bayswater was named the 2024 Paccar Australia’s Kenworth Technician of the Year.

Brown’s challenges included Oliver Maher from Kenworth DAF Darra, Joseph Reeves from Kenworth DAF Coffs Harbour, and Shayne Henderson from Kenworth DAF Bayswater.

The finals were held over a full day on March 15 at Paccar Australia’s

Bayswater manufacturing plant. There were four practical tests that were a combination of electrical, mechanical and system testing. The finalists received over $30,000 worth of prizes at a celebratory awards dinner, including a voucher for a selection of tools vital to the job.

From left: Brad May, chief engineer Paccar Australia; Matthew Henderson CMV Kenworth DAF Adelaide; and Steven Tomaro, aftersales manager Paccar Australia.

Image:

Daimler Truck

Tom Chapman, the new Volvo Trucks Australia VP.

GLARE GONE WITH POLARISED SHADES

Extended periods behind the wheel can stress your eyes, causing discomfort, tiredness, and headaches. Wearing quality sunglasses improves your capacity to drive safely by diminishing glare and boosting contrast. However, according to Mako Eyewear, not all sunglasses are made equal. In fact, most just don’t cut the mustard.

When your job revolves around spending most of your daytime hours behind the wheel, quality lenses become a very important topic to investigate.

We all see light differently, and sunglass lens selection often boils down to personal preference. However, there are a few common factors that all drivers will appreciate.

Glare from the sun reflecting off surfaces like bitumen, water or snow can be blinding and dangerous while driving. Polarised sunglasses are particularly effective in eliminating reflective glare and providing a clear view of the road.

‘Clarity’ is one of the frequently tossed around buzzwords in the eyewear industry, yet it remains an immeasurable claim. Crown glass lenses stand out for their exceptional optical clarity compared to many other

commonly utilised lenses. Additionally, glass lenses offer superior scratch resistance when compared to plastic or polycarbonate lenses.

The other commonly used term is ‘high definition’, but what exactly does that entail? These lenses selectively filter out specific wavelengths of light that can distort vision, achieved by incorporating rare earth metals into the glass. The outcome is sharper and more defined edges to objects, along with overall clearer vision. This feature becomes notably advantageous during prolonged wear of sunglasses.

Versatility in differing lighting

conditions is a major consideration when picking lenses for driving. You can pick multiple pairs to switch between, but if you are looking to get one pair, then picking the right base colour is vital. The most common sunglass lens is grey (looks black), this lens has a darker shading effect and is great on bright days, but essentially cuts out a lot of light, which you don’t really want when driving.

Opting for a high-quality brown, rose, or copper base lens enhances versatility for driving, provided it includes polarisation. These lens hues offer more brightness compared

to grey, and when paired with a polarisation filter, they effectively diminish glare, creating a comfortable environment for the eyes to adapt. Consequently, these lenses provide brighter vision than grey lenses in overcast conditions, while their clear optics and glare reduction properties make them ideal for bright and sunny days.

Once you consider these factors, Make says it then becomes a personal preference between the lens options. It’s worth your while spending a bit of time and picking what’s right for you.

Australian owned sunglass manufacturer Mako Eyewear develop sunglasses specifically for Australian conditions, with a focus on polarised glass lenses.

Mako’s G3H9 copper-based silver mirror is one of the better driving lenses available, it ticks all the above boxes and can only be appreciated when tried on outside. Another great driving lens is Mako’s G2H5, a rosebased green mirror lens. Both these lenses have an RRP of $315. And for those who require prescription sunglasses, Mako polarised prescription is available at selected optometrists nationwide.

Image:

Mako Eyewear

MAY THE FORCE SERIES 3 BE WITH YOU

Bucher Municipal, a supplier and manufacturer of refuse collection equipment, is in the midst of teaming with Iveco on a national roadshow to showcase its new Force Series 3 Front Loader compactor body.

Following a 12-month development process and extensive prototype testing, the reportedly innovative new body has now entered production. Demonstrations of the vehicle have claimed to be proving popular with both local governments as well as private waste contractors.

A key claimed feature of the Force Series 3 body is ‘Bucher iQ’, a new control technology that integrates with the cab chassis’ CANBus system, providing increased diagnostics and system configuration benefits via a touchscreen interface.

It also introduces Bucher’s own hydraulics system, which the company designed and engineered specifically for its bodies. Additionally, the new Bucher hydraulics boast advanced antitamper technology and are said to offer the convenience of direct control from the operator screen

while also delivering increased savings in maintenance and parts.

Available in 28.5 cubic metre and 33.5 cubic metre body sizes, the Force Series 3 is said to make the most of these capacities with its proprietary twin cylinder ‘floating blade’ compaction system that is claimed to provide higher compaction force allowing maximum payloads to be reached while minimising blade jams.

Also helping productivity is its reported ability to pack the load and pick-up bins simultaneously, and a 12 second lift cycle – this positions the Force Series 3 of making the claim to be the fastest and most productive front loader in its class.

“The Force Series 3 represents the latest evolution of the Force Front Loader range,” says Bucher Municipal’s product and marketing manager, Marcus Hughes. “This new model includes features that were developed following in-field operator feedback as well as changes made through Bucher Municipal’s own product development processes.

“Key focus areas of the new bodies centre on bringing the product in line with the Bucher iQ CANBus

control system that has been so successful on our refuse product range, as well as improving usability while reducing servicing and maintenance costs.”

Bucher Municipal has enjoyed a strong relationship with Iveco and previously International for over 50 years, and Hughes says it was a logical choice to trial the prototype Force Series 3 Front Loader on an ACCO 8x4 platform.

The Force Series 3 Front Loader

roadshow sees a team from Bucher Municipal – including a driver trainer and product expert – visit customer sites to undertake a detailed vehicle walkaround, followed by a physical demonstration. Customers can then put the truck to work within their own fleets for an agreed period of time.

The roadshow began in October 2023, and the unit will be available for demonstration until Q4, 2024.

NO BULL

North American driver shortage

As Australia tackles with a shortage of professional truck drivers, so to does the US and Canada. However, driver retention in the US has become a primary focus with statistics within some segments of the trucking industry reporting driver turnover as high as 85 to 90 per cent.

To counter the issue, fleets are investing in retention bonuses to keep their best drivers. As well as the obvious, the mindset is that the benefits of having good drivers reaches further afield to achieving lower insurance costs. Or, more simply, better drivers mean better rates.

In Canada, a recent report titled Commercial Trucking Insurance and Education states that new commercial truck drivers who have not received adequate training are putting the safety of Canada’s roads and highways in jeopardy.

Of interest is that the report states that the enforcement of commercial truck regulations violations in Canada is inadequate. That’s in contrast to Australia’s stringent approach by the authorities to heavy vehicle drivers, which is believed to be among the most harsh in the western world, discouraging new blood from seeking a career in the trucking industry.

Older drivers

The driver shortage in Australia is not helped with the high percentage of older experienced drivers still plying their trade. Nothing wrong with that, except for the licensing issues that reach the age of 70.

Steve Brooks penned an article in OwnerDriver back in December 2020 about drivers hitting the big 7-0 and the consequences that follow, namely having to undertake an aged driving test to keep an MC licence. And that’s every year thereafter.

That article resurfaced recently when Alan Shearer of Shearer’s Transport pointed out the inequities of the test in NSW.

“I am in a ‘privileged’ situation that I have my own equipment to do the test in. It is almost impossible to expect someone to loan (or even hire) you a truck and trailer loaded to 75 per cent of capacity for a couple of hours on any given day,” Alan writes. “This is I think the main reason that most people downgrade.

“The other main point is that we hold a national heavy vehicle licence, and every state has different rules regarding the age issue, none are anywhere similar to TFNSW.

“I would be interested to know what the figures are for aged driving issues over the last 10 years in comparison between states,” Alan writes.

He also points out that, since the age of 18, he has only been an owner-driver/small fleet owner but is now back to being a single truck operator.

“I do not have the skills to express my concerns and definitely not the patience to deal with the type of people involved in the

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bureaucracy,” he adds.

“The whole national regulation is non-existent, and PBS is totally out of control in my opinion.”

Horsepower stakes

We’ve received feedback from one of our readers, namely Paul Godden, about the 780hp Volvo that is due to arrive in Australia later this year.

Paul believes the 780 Volvo is the truck with the biggest horsepower only by virtue of taking the power rating from the flywheel.

“If Scania used the same principal when designating their models, the 770 would in fact be 840,” Paul writes.

Over to you, Scania.

FOR THE OWNER-DRIVER Frank Black

Truck parking backlash

Deflated truck tyres at an Adelaide servo mask the underlying issue of city rest stop scarcity

In February word had been getting around about truck tyres being let down at the BP Truck Stop in Adelaide. This appeared to be a backlash by someone being disgruntled about local truck operators taking up valuable parking spots. Some owners of these vehicles appear to be using the truck stop as a “depot”, with multiple trucks parked there for long stretches with the driver’s car left there during the day to hold the spot for when they return at night. Therefore, long distance drivers have been unable to find a park and use the facilities after long tiresome trips.

When I arrived in Adelaide over the Easter weekend, it looked like this had happened again with multiple trucks with front flat tyres. This is a sad stateof-affairs and while I can empathise with long distance drivers, being one myself and understand their frustration, these sorts of acts are not the answer.

The real fear here is the situation has the potential for escalation. One day its air being let out of tyres and the next it could be another form of vehicle sabotage, escalating to the point where the unthinkable happens.

When you step back from the infighting among drivers and look at the overarching issue it’s clear to me that there is a pressing need to acquire more areas for parking and managing fatigue within metropolitan areas. This will ease the frustrations of long haul and local drivers over the shortage of adequate rest stops.

While I’ve become aware of these

issues around Adelaide, this is a problem that affects long distance drivers entering cities and large towns all-across Australia. In Brisbane, for instance, I’ve seen vehicles parked all over the place as I drive my truck into the city. I think that more rest stops should be created on perimeters of the cities where they are close enough to distribution facilities and warehouses, but just far removed to neither impede traffic flow in busier and more heavily developed areas.

EXHAUSTED DRIVERS

Big oil companies, like BP, Caltex and

Shell have their own business interests, which come before the needs of truck operators. We cannot, nor should we, rely on business operators to supply truck stops. It’s not within their remit to create more of them unless they can make a buck out of it.

This is why, for me, it keeps coming back to the governments and councils to build, run and maintain adequate truck stop facilities that meet the requirements of exhausted drivers who need a rest, a feed, and also to take care of any vehicle maintenance needs. This doesn’t mean that local truck operators aren’t also looked after. We could ensure that areas could be sectioned off, with one section to host local operators for a nominal fee.

If operators cannot afford to either rent or purchase yard space to park their truck and from which to operate from, this to me, would suggest there is something wrong in the industry, specifically the low amount of remuneration. This is, of course, part of a wider issue in the industry which will keep coming up, but I believe more that truck stops should be government funded due to the wider service the freight economy plays in our society, by and large.

It’s often said that trucks keep the country going and I think this phrase rings true to far greater extent than what people think. Having well rested and well-resourced long-haul drivers is of course important in terms of reducing the death toll, but it’s also part and parcel of the goods economy that connects so many parts of our society and also employs so many workers.

Freight is a vital, and arguably underappreciated, part of our economy and it’s in everyone’s interest that both long haul and local drivers that carry our valuable commodities and keep this country moving are well-rested and in good health.

“More rest stops should be created on perimeters of the cities.”

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.