Prime Mover March 2023

MEET THE TEAM

Australia’s leading truck magazine, Prime Mover, continues to invest more in its products and showcases a deep pool of editorial talent with a unique mix of experience and knowledge.

John Murphy | CEO

John has been the nation’s foremost authority in commercial road transport media for almost two decades and is the driving force behind Prime Creative Media becoming Australia’s biggest specialist B2B publishing and events company. Committed to servicing the transport and logistics industry, John continues to work tirelessly to represent it in a positive light and is widely considered a true champion for the growth of the Australian trucking and manufacturing industry.

William Craske | Editor

Over the past two decades William has published widely on transport, logistics, politics, agriculture, cinema, music and sports

He has held senior positions in marketing and publicity for multinational businesses in the entertainment industry and is the author of two plays and a book on Australian film history. Like many based in Melbourne he is in a prolonged transition of either returning or leaving.

Peter Shields | Senior Feature Writer

A seasoned transport industry professional, Peter has spent more than a decade in the media industry. Starting out as a heavy vehicle mechanic, he managed a fuel tanker fleet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.

Peter White | Journalist

Having recently completed his Bachelor of Media and Communication (Media Industries) degree at La Trobe University, Peter brings a fresh perspective to Prime Mover. Invaluable experience obtained during his time at upstart, La Trobe’s newsroom, has been supplemented by direct industry experience in a Council placement. Peter is looking forward to contributing to the magazine’s image as the leading publication for commercial road transport with his developed skills.

Ashley Blachford | Business Development Manager

Handling placements for Prime Mover magazine, Ashley has a unique perspective on the world of truck building both domestically and internationally. Focused on delivering the best results for advertisers, Ashley works closely with the editorial team to ensure the best integration of brand messaging across both print and digital platforms.

ceo John Murphy john.murphy@primecreative.com.au editor William Craske william.craske@primecreative.com.au managing editor, Luke Applebee transport group luke.applebee@primecreative.com.au senior feature Peter Shields writer peter.shields@primecreative.com.au

business Ashley Blachford development ashley.blachford@primecreative.com.au manager 0425 699 819

art director

Blake Storey blake.storey@primecreative.com.au

design Kerry Pert , Louis Romero, Tom Anderson

journalists

Peter White peter.white@primecreative.com.au

Anjali Behl anjali.behl@primecreative.com.au

design production

Michelle Weston manager michelle.weston@primecreative.com.au

client success Salma Kennedy manager salma.kennedy@primecreative.com.au

head office 379 Docklands Drive, Docklands VIC 3008 enquiries@primecreative.com.au

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articles

All articles submitted for publication become the property of the publisher. The Editor reserves the right to adjust any article to conform with the magazine format.

copyright

PRIME MOVER magazine is owned and published by Prime Creative Media. All material in PRIME MOVER magazine 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. The opinions expressed in PRIME MOVER magazine are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

IT MAKES SENSE TO PROTECT WITH

OUR DRIVERS AND COMMUNITY

THE BEST SAFETY EQUIPMENT”

DAMIEN CLEGG, WILLIAMSON BROS OPERATOR

COVER STORY

“Some people may only do ‘smalls’, and some others will only want to do pallets and not be bothered with the smalls. We are trying to be the best of both.”

GOING WITH THE GRAIN 46

FLEET FOCUS

28 Western Union

CTI Logistics Limited is a diverse, publicly-listed organisation which has been providing transport, logistics and business services, mainly in the state of Western Australia, since 1973.

34 The Tipping Zone

Bulk Waste Transport operates a fleet of modern Volvo trucks in waste management, an industry which is increasingly important to the well-being of communities as well as the environment.

38 To the Rescue

Since introducing its first Scania in 2013, Wightman Transport in South Australia hasn’t looked back.

TRUCK & TECH

42 Higher Ground

Fleets around Australia have been eager to adopt Meritor’s P610 heavy haulage axle. Through its large range of ratios it unlocks efficient gearing, power and torque without sacrificing on payload or efficiency.

Civil infrastructure waste removal carrier, Tempus Group, has invested in two Mack Anthems as it bolsters a new business arm in the agricultural transport sector.

TEST DRIVE

62 The Sound and the Fury

Scania’s new V8 engines offer increased power outputs combined with significantly improved fuel efficiency, all wrapped in a cab renowned for being driver friendly.

William Craske Editor

Great design seems to leap across the decades. This is certainly true of many built things to have lasted, particularly courthouses, churches, and various types of vehicles. Car culture of the 1950s, a boomer legacy not, as in some other instances, still worth celebrating, is a kind of belle époque that survives today mainly in magazines, movies, and weekend clubs. Cars of this earlier era were for many people, perhaps unwittingly, their first exposure to the concepts of freedom, style, and even beauty. Revheads were into art, only they may not have known it.

Harley Earl at General Motors did much to promote the idea of the passenger car as an all-purpose polymorphous object of desire, to borrow from Dave Hickey, when he introduced the Cadillac tailfin, itself based on the tail assembly of the P-38 fighter plane. Sleek and muscular, these cars were liquid colour, folds of steel and lacquer imbued with the visual language of the Baroque. The lowrider was in the opinion of El Paso artist Luis Jiménez, the ultimate synthesis of sculpture and painting — a bridge between the past and future. As an icon,

Fin de Siècle

the Ford Mustang very much exists as a product of this continuum.

But by 1978, as Christopher Caldwell has pointed out, magazine ads for Ford and Cadillac depicted their new models against a dim backdrop of historic ones, “as if to console themselves that, if their products were third-rate, they had at least once made better ones.”

Truck exteriors, for the moment, have evolved, at least aesthetically, largely in counterpoint of this trend. The SuperTruck II program, for one, offers a glimpse as to why.

To avoid radical changes to the structure of Freightliner’s SuperTruck II, Daimler Truck North America’s demonstrator Class 8 heavy vehicle, a design goal was established early on. Both engineering and design departments, working in close collaboration together, agreed upon modifications that were accordant with the existing shape of the Cascadia. The pursuit to maximise aerodynamic efficiency would be achieved through what was described as advanced design language. This is where, dear reader, it gets interesting.

Designers imagined the surfaces of the truck being carved away by the wind. After all, in nature, perfect sculptural shapes are created from light materials such as sand and snow. DTNA Chief Designer Jeff Cotner and his team, bearing this in mind, undertook the task of melding the strange bedfellows of excitement and efficiency.

“Sometimes what the eye sees is not what the air sees,” said Cotner. “We let the areas most critical to aero

performance design themselves and integrated the more expressive lines in the places where the drag is neutral.” With a stated goal of gaining as much freight efficiency as possible, the Daimler team were also mindful of creating a beautiful truck. A redesigned hood, bumper and chassis fairing attuned to existing cab structure allowed air to flow undisturbed around the truck. The grille, air intakes and doors were all redesigned to be as clean as possible. No sharp edges were to compromise the aerodynamics or beauty of the truck. In other words, the aspiration here was something more than just functional. Sculptor Fen de Villiers, who chisels heroic figures of strength and motion from appreciable blocks of stone and bronze, takes up this theme of a glorybound primal force moving forward at speed in a spirit of adventure, mostly absent in contemporary art and modernday passenger cars.

Timeless design is like an ambassador for the norm of which it noticeably diverges. In other words that which is at once physically functional and aesthetically desirable, must differ, essentially, from the repeated practice that it was born from. In short it dissents from the very environment that gave rise to it. Beauty, oft said, is fleeting. Moving freight might not be pretty but it’s nice to have reminders that it embodies a higher calling.

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> Centurion delivers the goods in flooded Kimberley

National carrier, Centurion, has been braving flooded remote areas to deliver groceries to communities impacted by recent floods in Western Australia. Over the last month, it has worked around the clock on behalf of key partners like Woolworths, Coles Group and the Western Australian Government to urgently transport essential goods to Derby and Broome, towns cut off by rising flood waters.

Flights are currently the only means of public transport in and out of Derby. The WA Government recently announced it would increase airfare subsidy support to regional airline operator Aviair to ensure surging demand can be met for flights between Derby and Broome in the wake of the Kimberley floods caused by ex-Tropical Cyclone Ellie. It’s anticipated that the increased capacity will continue to provide a critical transport link for the community, as well as emergency services and recovery support.

Sections of the highway around Fitzroy Crossing were completely washed away in the recent one-in-100-year flood event, while the Fitzroy Crossing Bridge

reconnection between Broome, Derby and Fitzroy Crossing. Planning is underway for a full road rebuild to begin in the dry season. Centurion, with help from the Department of Fire and Emergency Services, has been running barges and triple roadtrains, with permission from the state governments in Western Australia and South Australia to these isolated areas. Contingency plans for accessing the damaged Fitzroy Crossing Bridge will see the implementation of a barge system across the river, which will initially be operated by tugs, with a cable system to be operationalised shortly after. The barge system can be adapted when the river levels fall too low, using portable pontoons, which would act as a temporary crossing. It will be used while Main Roads constructs a low-level floodway crossing, that will provide a more permanent option while the full replacement of the Fitzroy Crossing Bridge is undertaken.

Main Roads is considering appropriate locations for the low-level floodway crossing, with construction expected to take around four months to complete.

new bridge will need to be higher and longer, and will be dual-lane, rather than the current single-lane bridge.

Main Roads will work with industry to ensure transport operators are briefed on the operation of the barge system and is currently assessing options for breakdown areas for trucks on approach to Fitzroy Crossing.

“Transporting much needed groceries to Kimberley communities is what we do and we’re doing whatever it takes to ensure vital supplies reach those affected by flooding,” said Centurion. “We can’t thank enough our team both on the road and at our logistics centres for their incredible commitment to deliver for our FMCG customers Coles Group, Woolworths Supermarkets and the surrounding communities.”

In recent weeks, Woolworths has donated 10,000 items of food to Foodbank WA to help their dedicated volunteers feed families facing food insecurity as a result of the floods.

“We’re proud of how our store teams on the ground in Derby and Broome continued to put customers first during this challenging time, remaining open to

A Centurion Actros disembarks in a flood-affected area.

>

JATEC Transport bolsters fleet, rolls out new tech

Sydney-based specialised carrier, JATEC Transport, has added two new Volvo FHs to its growing fleet, with the arrival of another only weeks away. The new 500hp rated Volvo FHs join a fleet that specialises in the transportation of over one million pallets each month for around 400 clients in New South Wales.

As part of the fleet spec, JATEC Transport insists on I-Shift Transmissions and a medium chassis height to maximise the capacity of the legal limit of 4.3m. An additional AC cab cooler for driver comfort has been fitted to help manage fatigue during the loading and unloading process. Trucks are also equipped with a fridge to encourage drivers to bring healthy meals and provides access to cold drinks.

The new Volvo FHs feature upgrades like LED headlights and tyre pressure monitoring gauges. They also have the full safety package with lane assist and autonomous braking. Last month the growing fleet travelled in excess of 116,700 kilometres.

In what has been a busy start to the year for the company, it has also rolled out a new transport management system (TMS) ahead of the introduction of a ‘sign-on-glass’ (SOG) system, another recent initiative introduced by the team. The TMS is attached to the dashcams in the truck cabins and will feed through to its Upstream sign-on-glass.

The Fleetsu technology is part of a robust change management plan. Caitlin Barlow, JATEC Transport Business Development Manager anticipates it will help to deliver better driver monitoring and improve safety outcomes.

“Training will be diverse to meet everyone’s learning abilities. We understand not everyone processes new information the same way,” she said.

“Management can make calls but when it hits the ground it doesn’t necessarily work for everyone, which is why our drivers have been involved throughout this whole process,” said Barlow.

“Every adversity we could think of has been considered in regard to the rollout.”

Previous to this the carrier relied on Volvo Connect.

The TMS provides real-time alerts on harsh braking, following distances and snippets of driver inattention, drowsiness, mobile phone use, even smoking.

“Once these snippets are recorded in the TMS we can review each one to see what happened, who was at fault and then go over it with the driver,” said Barlow.

Some of the drivers in the fleet have been nominated as champions of the new Fleetsu and ‘sign-on-glass’ system to further support learning needs of the team.

Each driver in the fleet will be equipped with an iPad for the sign-on-glass system. While the existing system wasn’t broken,

> PBS roadtrains set for Wimmera Highway

High productivity vehicles of up to 36 metres in length are set to be a frequent presence on the Wimmera Highway in South Australia. The Department for Infrastructure and Transport is undertaking essential junction and highway upgrades near Naracoorte in a bid to improve freight productivity on the road network. The two junction projects will facilitate improved freight access for higher productivity vehicles on the Performance-Based Standards Level

3A network to Qube Hynam Depot and the Teys Australia Naracoorte meat processing facility. The projects are both jointly funded (80:20) by the Australian and South Australian governments as part of the South Australian Rural Roads Package. Construction of two new junctions on the Wimmera Highway will include the provision of sheltered right turn lanes into both businesses; a dedicated left turn deceleration into Teys Australia; new asphalt and line marking; new LED

Barlow said an opportunity presented itself for improvement.

“There’s a lot of paperwork and having helped out accounts on occasion you think to yourself there has to be an easier way to do this,” she said.

The sign-on-glass system provides time and date stamping of truck movements, photographic evidence of each truck as it is loaded and unloaded and the ability to provide vital information to clients in realtime. Because the business specialises on transporting empty pallets, ferrying these direct to customers for JATEC required a customised software system to support their delivery documentation. Fleetsu will detect the vehicle’s entry and exit of a customer’s geofence. Information is then sent to the sign-onglass devices to record the timeframe of delivery. This automation will increase data integrity and provide further evidence for demurrage claims if required according to Barlow.

“Our operations team are constantly on the phones to update drivers on delivery information and route changes, the new sign-on-glass system will replace this time-consuming task as all information and changes are sent straight to the driver’s device,” she said.

“By digitising our paper-based documentation, human error will be minimised, and sustainability will be enhanced.”

lighting; safety barrier installation; and upgraded drainage.

Major works have already commenced and are scheduled for completion midyear, weather permitting.

Qube’s bulk transport operations in Western Australia recently launched several 42m Performance-Based Standards level 3B triple roadtrains rated to 148 tonnes with a payload of 109 tonnes. The new custommade units are expected to move concentrates into Geraldton.

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> Wine supply chain to get heavy vehicle code of practice

A Registered Industry Code of Practice is being developed by the South Australian Wine Industry Association (SAWIA) and the National Heavy Vehicle Regulator (NHVR). It will be developed in partnership with Australian Grape & Wine Inc (AGW).

With vintage underway again, SAWIA is reminding wine businesses to think about heavy vehicle use and safety. Vintage is a notoriously busy time. In 2022, 1.73 million tonnes of grapes were picked and crushed around Australia. Almost all of that fruit was transported to wineries by heavy vehicles using public roads.

“With heavy vehicle use comes safety risk and to help manage that risk, Chain of Responsibility (CoR) laws exist,” said SAWIA Business Services Manager Henrik Wallgren. “CoR laws share heavy vehicle safety responsibilities by all parties in the chain – growers, contractor, transporters, wineries.”

Obligations include ensuring that goods are not overloaded, that they are secured properly, that vehicles remain roadworthy and that drivers are not encouraged or pressured to speed or drive while fatigued. Under the Heavy Vehicle National Law (HVNL), individuals can be fined a maximum penalty of $354,639 or five years imprisonment or both, and corporations can be fined $3,546,390 for breaches that cause risk of death or serious injury.

The NHVR and SAWIA held a pre-harvest engagement session in Langhorne

Creek recently to remind wine businesses of their obligations in the lead up to vintage. Key tips for wineries, contractors and growers included ensuring transport booking systems are flexible and allow for unexpected delays without penalty; reasonable arrangements are made to manage loading and unloading time slots; drivers and their schedulers can be contacted in case of delays; contingency plans in advance in case of delays are established; vineyards and wineries have suitable places for drivers to rest; loads are appropriately restrained and vehicles not overloaded before leaving a site; there is a process established to address overloaded vehicles.

Stakeholder Engagement Officer for SA Steve Eickhoff said the NHVR’s vision was to have a safe, efficient, and productive heavy vehicle industry serving the needs of Australia. “Chain of Responsibility exists to eliminate or minimise risk to the safety of the heavy vehicle industry and wider community,” said Eickhoff. “It ensures everyone who works with heavy vehicles – from the business that employs a driver to the place where goods are delivered – is accountable for safety.”

The aim is for the Registered Industry Code of Practice to ensure a consistent national approach to Chain of Responsibility.

SAWIA and AGW held stakeholder sessions with wine industry representatives around Australia from

> MTA acquires Scania truck for apprentice training

The Motor Trade Association (MTA) SA/ NT has acquired a new Scania R560 truck through a partnership with Scania Australia to support the organisation’s heavy vehicle training. The new truck features the latest emission controls, engine controls, and Advanced Driver Assistance Systems (ADAS), which will provide MTA’s upcoming heavy commercial vehicle technicians with up-to-date equipment to learn on.

MTA Skills Manager Heavy Vehicle/ Regional, Scott Hahesy, said this will enable MTA’s apprentices to get hands-on, relevant experience in maintaining and repairing a working truck with the latest technology.

“We are very grateful to acquire this Scania truck, which has a variety of new systems that our older training trucks don’t have,” he said. With a continued demand for truck

2020 to 2022 to source information and feedback to feed into the code, which will be drafted later this year. Once the code of practice is finalised, an educational program will be conducted across Australian wine regions and online, to educate parties in the wine supply chain about the code and how it can be practically implemented in their respective businesses.

Wallgren said it was important for the wine industry to have its own code of practice as it faced its own unique set of challenges.

“For example, grape spills, which are the most visible safety risk in the wine industry, can cause vehicles to lose traction, they are difficult to clean up, residue can make roads sticky and gluey and many of the spills are happening at night when they are more difficult to see,” he said.

“Across Australian wine regions there are different grapes being picked, different bins and trucks being used, and different distances being travelled, which all contribute different challenges,” continued Wallgren. “The code of practice must be comprehensive, practical and flexible to provide effective guidance to all members of the Australian grape and wine supply chain.”

The National Heavy Vehicle Regulator (NHVR) works with industry to raise awareness of safety issues and its authorised officers and police officers have a role in ensuring compliance.

technicians, MTA is continuing to play a key role in upskilling the next generation of workers.

“We’re very committed to training, developing and retaining our young staff – they are the future of our business,” said Scania State Manager for SA/NT, Greg Quick. “I started my career as a heavy vehicle mechanic, so I understand the importance of training apprentices.”

QUALITY. RELIABILITY. FLEXIBILITY. SERVICE. TECHNOLOGY.

> QTA names workforce advisor for transport, logistics

The Queensland Trucking Association (QTA) have appointed an Industry Workforce Advisor for Transport and Logistics. Angela Mottram was named in the new role following the Queensland Government’s Workforce Strategy 2022-2023 release.

The Workforce Strategy 2022-2023, according to the Government, aims to support innovative and practical solutions necessary to ensure Queensland has a ready workforce to support growth and adapt to new economic opportunities. Road freight in Queensland carried 490 million tonnes kilometres in 2021 travelling about 17 billion kilometres.

The State Government has committed to increasing the size, skills, and adaptability of the state’s workforce through the Workforce Strategy. As part of the Strategy, the Department of Employment, Small Business and Training (DESBT) have funded Industry Workforce Advisor positions across nine sectors including Health, Community Services, First

Nations health care and social assistance, Tourism hospitality and events, Electrotechnology and utilities, Automotive, Business and ICT (Information, Communication Technology), Retail and Personal Services and Transport and Logistics. Known for her background in strong industry engagement Mottram has extensive experience with a variety of workforce projects across different sectors including mining and warehousing. Most recently she worked on the Digital Literacy Skills Online Training for drivers launched by TAFE Queensland in 2022.

“With a focus on supporting SME employers within the transport and logistics sector this new position will provide a valuable consultation service around workforce planning to address current labour and skill shortages,” QTA CEO Gary Mahon said in a statement.

“The Workforce Advisor position will bolster the current Industry Skills advisory services that we currently

provide through DESBT funding and we are delighted to bring Angela on to the team,” he said.

“Many businesses find it challenging to navigate the support that is available, and Angela is able to advise on current state and federal government initiatives to support businesses with their individual workforce needs. “This includes connections and referrals to relevant DESBT programs and grant funding, industry-based initiatives and Australian Government wage subsidies and employer incentives.”

Mottram said workforce planning is a great tool for proactive businesses of any size to get ahead of issues.

“Whether it’s planning for future growth, working on current recruitment issues or identifying workforce gaps,” she said. “It can be difficult to know what support is out there, what your eligible for or how to innovate when tried and true HR strategies aren’t giving you the results they once did.”

Workforce Advisory positions have been announced to bolster industry skills services.

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> Isuzu announces key executive signing

Isuzu Australia Limited (IAL) has

strengthen our relationship with our dealers and to look at how we can continue to meet the needs of our customers now and into the future,” he said. “Ella comes to us with extensive experience in the automotive industry both locally and overseas and brings some unique perspectives into the IAL leadership team.”

Letiagina’s automotive experience began on the floor of a dealership in Europe. She subsequently worked her way through all levels of the industry, including product, sales, supply chain, network development and business development for several different

passenger vehicle and truck brands.

“When I look at an idea, I tend to put on each hat and consider what the dealer will think, what the customer will think and what the manufacturer will think,” she said.

Letiagina replaces Ben Lasry, who late last year stepped up into the Chief of Sales and Aftersales role.

“In the first quarter I’m planning to meet as many key dealers across the Isuzu Australia network as possible,” she said.

According to Letiagina, Isuzu Trucks’

> Diamond Bros appoints new COO

Transport and logistics company, Diamond Bros, has announced a new Chief Operations Officer. The South Australian trucking business officially welcomed Hector Balestri to the role. Balestri will be in charge of steering both daily operations and growth strategy for the company.

Previous to this appointment he worked in the medical device industry with Edwards Lifesciences. Before that Balestri worked at Capitol Chilled Foods Australia CCFA, where

he oversaw the dairy and drinks distribution operations business.

“I’m looking forward to working with the amazing team at Diamond Bros, learning and growing from them and also being able to support them with the development of their plans for the company,” he said in a statement.

The Adelaide-based operation has provided its customers with tailored transport solutions since 1956. With an early history in car carrying, the company has evolved to a dedicated

34 consecutive years of market leadership was a phenomenal feat.

“I believe this is something unique which is not repeated anywhere else in the world,” she said. “This is not just one generation of management, it’s several generations of management, in the dealerships as well.”

After delivering record sales amid several years of COVID-related lockdowns, border closures and supply chain disruptions, Letiagina said IAL’s dealer network is now preparing for the future.

“The main focus this year is to work with the dealers, to establish a relationship, to listen to them, understand all the challenges and how we can work together to continue to grow Isuzu,” she said. “Within the training department, we plan to spend time reviewing our training offering to provide dealers training programs that reflect the dynamic nature of the truck industry.”

As well as being fascinated with technology and innovation, Letiagina said she drew on her legal background to understand the changes to Australia’s franchise code.

“I am looking forward to bringing some fresh eyes and experience in this role and it’s really exciting to be working with such a successful and forwardthinking organisation in IAL,” she said.

interstate general carrier servicing all east coast capitals as well as Perth, Western Australia in predominantly B-double and B-triple applications.

“It is with great pleasure that Diamond Bros would like to welcome Hector Balestri as our new Chief Operations Officer,” the company said.

Kym McDermid serves as the Diamond Group of Companies Chief Executive Officer. Last year the company added two new Mack Anthems for its linehaul division.

Ella Letiagina.

> Steering Committee announced by Federal Govt

Membership of a steering committee has been finalised as the $140 million heavy vehicle rest area initiative takes shape. Announced in February, the steering committee will help shape the projects that are funded through the initiative to deliver new or improved facilities for truck drivers. It will be chaired by Senator Glenn Sterle. Sterle will be joined on the steering committee by Michelle Harwood, Executive Director of the Tasmanian Transport Association, representing the Australian Transport Association. Harwood has extensive experience in formulating and delivering the Tasmanian Heavy Vehicle Driver Rest Area Strategy. Other representatives include Rod Hannifey, long term truck driver and road safety advocate, President of the National Road

Freighters Association; John Beer, veteran long distance truck driver and former President of the Australian Livestock and Rural Transporters Association; and Paul Ryan, Board Member of Healthy Heads in Trucks and Sheds. The organisational representatives will be joined by drivers Kellie Boland, Bruce Skelton, Frank Arcidiaco, Heather Jones, Craig Forsyth all of whom were selected through an expression of interest process. In a statement, Assistant Minister for Infrastructure and Transport, Senator Carol Brown said the Heavy Vehicle Rest Area Initiative Steering Committee is the first step in delivering the $140 million Rest Area Initiative.

“Drivers like Rod Hannifey, who has driven more than six million kilometres, or the circumference of Australia more

> Kenworth officially turns 100

Trucking giant, Kenworth, has turned 100 years old. Although founded in Seattle, Washington in 1912, the company was officially incorporated by its two major shareholders, Harry Kent and Edgar Worthinton, on 22 January, 1923. Trucks and passenger vehicles had been built prior to this, commencing in 1914, but not under the Kenworth brand. Kent, who had ascended to President by 1927, paved the way for the opening of a new factory in Seattle where it had increased its manufacturing capacity to around 80 trucks a year.

By the time of the Second World War, the company had become a wholly owned subsidiary of Pacific Car and Foundry under the guidance of Paul Pigott. A delegation from the Australian Hauliers Federation, a party that included Ed Cameron and George Blomfield, visited the USA in 1955 having seen the potential for American custom-built trucks in Australia.

By 1962 the first Kenworths had been brought into the country by Blomfield, who had ordered three trucks, and Cameron who had invested in four. As

long haul trucking continued to grow in prominence during the 1960s in Australia, PACCAR saw an opportunity to grab a foothold in the industry establishing a manufacturing plant for Kenworth at Bayswater in Melbourne’s southeast. The first truck rolled off this local production line on 2 March, 1971. By 1972 the facility was exporting fully built trucks overseas to New Zealand, Zambia and other right-hand drive markets.

The performance of the cabover K125CR “Grey Ghost” running overnight linehaul between Melbourne and Sydney and Melbourne and Adelaide helped to solidify Kenworth’s reputation for reliability leading to the factory doubling its size by 1978.

Today more than 60 models and well over 70,000 trucks have passed through PACCAR Australia’s manufacturing facility, which has recently undergone a $40 million site expansion and now includes production of DAF commercial vehicles.

“Each Kenworth is still specifically application engineered for its intended task and the desire to build the world’s

than forty thousand times, will offer invaluable insights,” she said. “Along with Chair and former truck driver, Senator Glenn Sterle, I look forward to working with the steering committee to deliver new and improved heavy vehicle rest areas across the country.”

Senator Glenn Sterle said announcing the steering committee would go a long way to delivering meaningful outcomes for truck drivers.

“Key to that success is utilising the experience, insight and knowledge of the truck drivers and road safety advocates on the committee and I can’t wait to get to work,” he said. “I’d like to thank every driver who took time out of their busy schedule to complete an expression of interest to be a part of this process and offer my congratulations to those who have been selected.”

best trucks still inspires and unites us,” said PACCAR Australia Managing Director, Andrew Hadjikakou, at an event in 2021 celebrating its 50-year anniversary in Australia.

Last year Kenworth launched the K220, which marked the next step in the evolution of the K200, a truck at the forefront of Australian highway transport for the past decade.

“Happy 100. An amazing product and an amazing story of success,” said Glen Cameron, Founder of Glen Cameron Group and Ed Cameron’s son.

“Congratulations Kenworth for building a tremendous product that has remained relevant for 100 years and has set a benchmark for others to follow,” he said in an online post.

Anthony Kittel, REDARC Owner and Managing Director, echoed Cameron’s sentiments.

“Congratulations to the Kenworth Team on this magnificent achievement and manufacturing in Australia. We are proud [at] REDARC Electronics to be a long term supplier to both the Kenworth & DAF brands.”

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• Wide ratio range for heavy-duty applications

• Built locally to suit Australian conditions

of the industry, Allen was a repository of knowledge, the dark features offset by a mischievous glint in the eye, like someone who had more to tell, not all of it fit for copy. He graced the cover of the September edition of Prime Mover in 2019.

Coming through the earlier iterations of Qube when it was a smaller family business, Allen had known current company directors, John, Paul and David Digney, when they were young men. Officially, JA, as he was affectionately called, was the sixth truck driver to join the company but quickly became number one.

“When I first encountered JA, he was extremely welcoming,” said Craig Kitner, Qube Logistics Commercial Analyst. Kitner came to Qube as part of the acquisition of the CRT Group via Aurizon. That was in 2015 — the first time he met Allen.

“He was always there if you needed advice. John was always approachable. You could go up to him and say, ‘JA, I need some help on this’ and he would tell you everything he could,” he recalled.

“If you started working on a challenging project he would give you confidence — confidence that you could do it.

“Whenever someone wanted to learn something and understand something he’d help them.”

Allen’s leadership style was forthcoming

and generous.

“He always appreciated people trying to learn,” said Kitner.

Around the workplace, Allen was a wealth of knowledge, having helped mentor many staff members over the years including some of whom went on to become part of the executive. One of them was Paul Digney, Qube Managing Director.

“JA was a Qube and an industry legend, universally liked and admired by everyone he met throughout his long career,” Digney said in a statement. “He was a dedicated family man who believed in working hard and playing hard and he made the most of every day.”

Allen, who worked across just about every aspect of freight, transport and logistics, first began working under the Qube banner in 2007.

“He was a loyal and dedicated employee, but most importantly he was a friend and mentor to many of us and we will miss him enormously,” said Digney. The physical demands of the job had left Allen’s ageing body, as to be expected, with general wear and tear. His work hours had been reduced during COVID to help protect him as he battled ongoing health issues.

“To be fair, I think he missed coming into the office during that period on and off

for two years where many of us worked remotely,” said Kitner. “John enjoyed coming in. He liked engaging with people, telling stories. He was big on interaction. He definitely would have missed that. You had to stop him from coming in is probably the best way to describe it.”

Always one to take charge, Allen, according to Digney, was instrumental in creating and supporting the culture of hard work, friendship and innovation

If a catch phrase could be attributed to him it would be, ‘What do you need? How can I help you?’ One anecdote shared by the Qube team involved Allen holidaying in the Riverina where he owned a house. On his first trip up there, Allen was at the local watering hole where they found out he had a truck.

“You should have brought it up for the harvest,” someone told him. Ever the entrepreneur, Allen then acquired a flat top with gates, tarps and grain traps. So, while the family holidayed Allen became one of the local grain carters. If there was a dollar to be made, JA was into it.

As to how Allen was regarded internally at Qube, Kitner responds in a flash.

“He’s got a warehouse named after him,” he says. “That was up, for all to see here, well before he passed.”

Kitner said if something needed to be done, without notice, Allen would be one of the first working away.

“Superman seems fitting. He was one they could always rely on,” he said. “He taught a lot of the guys who have been part of the business on and off from the earliest days, right through.

Kitner added, “He taught them a lot.” When asked why he didn’t get an office on the ground floor to save walking up the stairs, Allen gave a typically pithy retort.

“I belong on the first floor. When I can’t make it up, I know it’s time to give it away”.

Sadly, for the team at Qube, he has taken his last trip up the stairs.

Allen passed on 21 December after a lengthy illness.

John Allen.

8% Better! The future is lean and green.

While no one can predict the future with absolute certainty, we’re confident it’ll be brighter with the new Scania Super. Our new powertrain has already gained a reputation for not only providing the smoothest drive on the road but also being the most fuel efficient in it’s class. Our new 13-litre platform, which now extends to 560hp, delivers a fuel saving of at least 8 %* allowing you to increase your fuel efficiency while also reducing greenhouse emissions. But it doesn’t stop there. As with our new V8 engine family the Scania Super 13L engine can also be run on B100 biodiesel**, further reducing your CO2 emissions by up to 80% with no adverse impact on engine performance.

So if you’re ready to meet the commercial and environmental challenges of today and tomorrow, you’re ready to meet the all new lean green Scania Super. Contact your nearest Scania Account Manager or go to www.scania.com.au to find out more.

*The new Scania Super powertrain, with the combustion engine as its centrepiece, will deliver a fuel saving of at least 8% compared to Scania’s current 13 l engine (DLU). The comparison is made for long distance operations. **Applies to 13-litre 460hp & 500hp and 16-litre 590hp only.

> Nikola launches HYLA brand

Attendees at an event held in Phoenix were given a preview of Nikola’s ‘mobile fueling trailer’ as part of a demonstration showcasing its strengths as an integrated truck and energy company. Also announced on the day was the launch of a new global brand, HYLA, to encompass the company’s energy products for producing, distributing and dispensing hydrogen to fuel its ‘zero-emissions’ trucks.

More than 300 government, supplier, energy, media and fleet representatives were on site for the announcement at Nikola’s US headquarters in Phoenix, which highlighted the progress made by Nikola’s energy and truck businesses.

“Nikola is the only company that is successfully integrating a revolutionary new product, the hydrogen fuel cell truck, and the full hydrogen energy infrastructure supply chain under one roof,” said Nikola CEO and President Michael Lohscheller. “The unveiling of our Nikola Tre fuel cell truck and flexible mobile fueling trailer demonstrates a real and sustainable competitive advantage for our customers and

are accomplishing what we set out to achieve.”

The startup electric truck maker said it had plans for 60 hydrogen stations by 2026. The first announced hydrogen stations will be in California in Colton, Ontario, and a location servicing the Port of Long Beach.

California is a launch market for Nikola and these stations intend to support key customers to help advance the state’s efforts to decarbonise the transport sector.

Nikola, whose founder Trevor Milton was convinced on federal fraud charges last October, is sending 15 hydrogenpowered fuel cell trucks to California in Q4, as part of fulfilling a long-standing order of up to 800 ‘zero-emission’ vehicles for Anheuser-Busch.

The Nikola Tre FCEV is expected, at an estimated 500 miles, to have among the longest ranges of all commercially available zero tailpipe emission Class 8 tractors while realising weight savings when compared to battery-electric Class 8 trucks with a similar range.

According to the OEM, the Nikola Tre

applications ranging from drayage and intermodal to metro-regional truckload and specialised hauling use cases.

Fuelling time, according to Nikola, is less than 20 minutes. The claim is based on expected technology improvements.

“The HYLA brand represents Nikola’s hydrogen-focused energy business by supporting our fuel cell electric vehicles and those of other OEMs,” said Carey Mendes, President, Nikola Energy. “Hydrogen energy is the catalyst for the HYLA brand and serves as a forward-looking solution for our customers to help them achieve their sustainability goals and dramatically reduce the overall carbon emissions in the transportation sector.”

Under the HYLA brand, Nikola is developing access of up to 300 metrictons per day (TPD) of hydrogen. This supply is expected to be supported by previously announced projects like the Phoenix Hydrogen Hub, starting with 30 metric-tons in the first phase, and up to 150 metric-TPD of hydrogen in future phases in accordance with demand created from Nikola’s trucks in the

Nikola’s mobile fuelling trailer in Phoenix.

Serhan Turfan [left] at IAA 2022.

Jacquelene has worked in the transport and logistics industry for over five decades. Her many and varied roles have included livestock, general and refrigerated transport as well as fleet management, training, and compliance.

Jacquelene is the Chair of Transport Women Australia Limited (TWAL).

LEAVING A LEGACY

them.

Skills shortage! People shortage! Driver shortage! We keep hearing the same thing over and over, everybody has a problem, and even when someone comes up with what seems a viable solution, there is not always a funding for that solution to be rolled out across industry.

We also seem to think that women and youth are going to solve the problems. This is not a realistic expectation. The shortages are now so acute we have to look wider afield, and we

should be attracting those wanting a career change and those out of work to choose the transport, logistics and supply chain industry. This can be done in many ways, but first we have to have the systems in place for training for a professional career, professional accreditation and when these systems or courses are in place, we need to have funding available especially for smaller operators to be able to take advantage of them.

We have talked for many years of an apprenticeship scheme and many other

Jacquelene Brotherton

To appeal to a wider pool of talent, the road transport and logistics sectors first need to put in place systems for professional training and accreditation. When these systems and courses are eventually established, greater funding needs to be available for smaller operators so they can take advantage of

Goulburn was the site of the TWAL’s first event in 2023.

Limited (TWAL), Wodonga TAFE and Volvo. But funding for most of these initiatives is very hard to find and not a lot of companies can self-fund training on a large scale. I hear a lot of talk about not wanting to put on new drivers because if they train them and then they leave – “I have trained him for someone else” – but what if you do not train them and they stay? The not wanting to put on new drivers because if they train them and then they leave and ‘I have trained him for someone else’ attitude is holding the industry back, even if you have invested in training and they go somewhere else, at least then, we have another trained driver on the road and you have contributed something to the industry. This training-staff-and-thenthey-go-elsewhere does not only occur with drivers, of course, and is a cost of doing business. We cannot expect just the big companies to be training and then the drivers coming to us. We all must invest in our businesses and as I said if there is some government funding coming our way, well, that would make a huge difference. But if we take on drivers, whether they be women, youth,

sure that they feel a part of everything in the company; make sure they are not penalised in any way by racism, by the fact that they do not always do things the same way, until we teach them what we need. We need to respect their differences, and if you want to have enough people and drivers within our companies, we have to embrace our differences and ensure that everyone within the company reacts the same way; we must ensure that the entire company is on board to make newcomers to the industry feel welcome and help them learn. One way to do this is to ensure long-term staff understand that they are contributing something vital when they are teaching these newcomers. That this is part of their legacy — the direct passing on of their knowledge. We do not give enough credit to the people who have actually passed on knowledge, often on a daily basis and leave behind part of their legacy. So, encourage our drivers, mechanics, operations people and others to share that knowledge and share it generously. If we recognise what they are doing, we may soon find that we don’t have such serious skill shortages after all. We also need to spend more time speaking to politicians about what they can do to help us with the funding, how they can connect us to groups within our local community to show a pathway into our industry. Also, to get involved in school programs, as most schools never introduce the transport, logistics and supply chain industry at career days or at any other point and we rarely appear on the radar for those school leavers. If the industry interacts with community groups, schools and other projects that offer interaction with new immigrants and refugees, we are more likely to solve the problem of our shortages and this will add substance to those joining our industry.

TWAL has several initiatives for bringing people into our industry, it has a schools

program in NSW, the Women Driving Transport Careers program, a new leadership program, and the recently launched, ‘Living the Dream’ initiative; a video and song to encourage others to join this wonderful industry. The song is being played regularly on Australian Truck Radio and the video can be seen at any of their events and on their social media.

Tatiana Easterbrook, Apprentice Diesel Mechanic.

WESTERN UNION

CTI Logistics Limited is a diverse, publicly-listed organisation which has been providing transport, logistics and business services, mainly in the state of Western Australia, since 1973.

CTI Logistics Limited (CTI) celebrates 50 years of operation in 2023 and now has more than 1,000 people and 750-plus vehicles. These provide services ranging from couriers to heavy haulage as well as third-party logistics (3PL), covering general, e-commerce fulfilment, bulk and temperaturecontrolled storage and operates warehousing facilities in Perth, Adelaide, Melbourne, Sydney, Brisbane and regional WA including Karratha, Broome and Bunbury.

During the last decade CTI’s regional freight network has significantly increased its footprint, taking advantage of the state’s mining, oil and gas boom. It has been bolstered by an acquisition

process involving a number of businesses in the northwest, among them Broome Freightlines, Bunbury Freight, and Stirling Freight Express. This has resulted in CTI having its own company-owned and run depots in Broome, Port Hedland and Karratha in the northwest, as well as Geraldton, Kalgoorlie, Albany and Bunbury. More than 320 people are employed in CTI’s regional freight network, in addition to its workforce of sub-contractors.

CTI’s regional freight operation has grown to currently include 66 medium duty trucks, 151 heavy duty trucks including 55 prime movers, and around 260 trailers, servicing about 1,200 towns in WA out of the state’s total of 1,800. Organic growth has been as important as

acquisition. The depots form the main core of the regional freight network, supplemented by agencies in the smaller towns to which CTI delivers the freight in bulk and the on-forwarding agencies perform the last mile deliveries.

“The good thing about us is we are a general freight carter, but our success has been largely due to us not being afraid of small consignments,” say Mark Cameron, a former CTI courier himself who started with the company 28 years ago. He now serves as CTI’s General Manager for Heavy Vehicles in Western Australia.

“We’ve been in the ad-hoc courier business all our lives so small freight, as far as cartons are concerned, doesn’t bother us,” he says. “Palletised freight is great as a mix, but you need a bit of both.

CTI driver Paul Downey.

Some people may only do ‘smalls’, and some others will only want to do pallets and not be bothered with the smalls. We are trying to be the best of both.”

CTI’s regional operation also provides full trailer transport for many of the numerous oil and gas projects in the northwest. Mark began as a courier with CTI back in the early ‘90s and after several years accepted an opportunity for a role as a fleet controller.

“I started on the heavier side because we had a big courier operation and a small taxi truck business in Perth with Mercury

Crane Trucks and Redline Transport, where we had about ten trucks plus subcontractors and we did anything that the other courier companies didn’t do,” he recalls. “We also got into crane trucks and then added wharf cartage and harbour haulage of containers to that mix.” That business grew from a small ten truck courier operation into a major metropolitan carrier and eventually had about 100 trucks servicing the Perth area with a number of blue chip clients included in the business mix. When the oil and gas industry in the

state’s northwest had entered into a lull a decade ago, CTI acquired a local operation which was in receivership and included around 25 prime movers and 100 trailers, although most, in Mark’s words, “had been driven into the ground.”

A vehicle replenishment plan was put in place and it became evident that while the vehicles were important, it was the relationship with the dealerships which was crucial.

“A lot of this is about after-sales service for us which is really important,” says

“Palletised freight is great as a mix, but you need a bit of both. Some people may only do ‘smalls’, and some others will only want to do pallets and not be bothered with the smalls. We are trying to be the best of both.”

Mark Cameron CTI’s General Manager of Freightliners

Cascadia B-double.

Mark. “The vehicle products themselves are all quite similar but the after-sales and the dealerships make or break the experience for us.”

When the, then, supplying brand’s salesperson, the late Peter Toohey, moved over to Daimler Trucks, the strength of the relationship endured. “Our relationship was really with Peter rather than the manufacturer of the truck,” says Mark. “We bought some Mercedes-Benz’s for our local cartage involving single trailer operations, wharf cartage, pocket roadtrains, and we even ventured with a couple as roadtrains up in the north.”

However, bonneted trucks remain the prime movers of choice for that remote and rugged application and a number of Freightliner Coronados were soon added to the fleet.

“With our northwest trucks we need a bit more room and larger bunk space and our guys seem to like bonneted trucks in order to get that additional space,” explains Mark. “We’d bought a fair few Coronados and we were then excited about the Cascadias coming through and it’s now our ‘go to’ product with seven already in the fleet. The drivers liked the Coronados as far as fit, finish and comfort is concerned, and the Cascadia

is an even nicer version of the Coronado. They like the comfort, they like the truck and we are mindful of that because they effectively live in them four or five days a week.”

The relationship between customer and dealer remains as important as the trucks themselves.

“Daimler Trucks have been good to us, and we’ve got a good relationship now with Ian Kiddie at the dealership,” says Mark. “After-sales have been great and they are very responsive. The dealership is our preference for servicing, though we have one or two independents for oil changes and other short

PBS approved 4.6 metre high B-double with 36-pallet capacity.

notice servicing.”

As a general rule, CTI tends to avoid service contracts.

“We’ve done the numbers and we believe we can manage it with a couple of our own service co-ordinators here to make sure they’re serviced and make sure we’re getting the work done,” adds Mark.

The State of Western Australia does not come under the auspices of the National Heavy Vehicle Regulator and this provides some more free rein in relation to vehicle combinations such as triple roadtrains. The CTI regional freight operation includes some PBS B-double combinations running at 4.6-metres high

and with 36-pallet capacities, particularly for the 600-700 kilometre “short” linehaul work.

For its people, CTI has a reputation for being a big company with small family operation values.

“We have the best of both worlds and we try to keep it as close as we can to being small business-minded as far as looking after our people and doing what we do best,” says Mark. “As well as keeping up with essentials including corporate governance to keep us on the straight and narrow.”

All activities across CTI are performed according to International Organisation

for Standardisation (ISO) certification for Quality, Environmental and Health and Safety Management Systems which provides a definite point of difference and demonstrates a substantial commitment and level of dedication from CTI and its staff.

The expertise of the people and the capabilities of the equipment have played a major role in CTI ensuring deliveries into areas affected by last summer’s ‘big wet’ as much of the northwest of WA took on the features of an inland sea, presenting a different sort of challenge to operating in remote regions of Australia.

CTI now has seven Cascadias in the fleet.

TIPPING THE

Bulk Waste Transport operates a fleet of modern Volvo trucks in waste management, an industry which is increasingly important to the well-being of communities as well as the environment.

As a society, we’ve become isolated from waste — we think the job is done when the discarded items are sent down the rubbish chute or have a moment of self-congratulation when we remember to put the correct bins out on pickup night. Following on from those simple household actions is a complex and efficient waste disposal industry which makes important contributions to the

environment by servicing the needs of both domestic and industrial activities.

Population growth and urban expansion have become major social issues and have brought about changes in how our waste is handled. Landfill sites need to be carefully managed, and strategically located transfer stations have become key hubs in the waste management chain.

As an example of the magnitude of the waste management task, the City of Sydney

TIPPING ZONE

local government area produces more than 5,500 tonnes of waste every day, made up of waste generated at home, at work, by the city’s many venues and events, and during the construction of new buildings and transport infrastructure. Around two thirds of this waste is currently recycled, yet more than 2,000 tonnes still goes to landfill each day with no further opportunity for re-use, recycling or recovery as a source of energy.

business in 1971 as a tanker driver for the company now known as Cleanaway. He progressed to driving front lifts and went to work for Collex (now Veolia) for the next 28 years, first as an employee, then as a sub-contractor with his own 8-wheel Volvo. This was Bevan’s first contact with the Volvo brand and over the next few years he bought more Volvo 8x4 units before progressing to moving larger amounts of waste from transfer stations.

“I saw an opportunity and cut the umbilical cord after 28 years with Collex and bought my first FH12 Volvo prime mover in 2005 and the business has just built from there,” says Bevan. Over the next few years, Bulk Waste purchased a number of various European prime movers including Volvos. “Because I liked Volvo’s,” he recalls.

The Volvo relationship was further cemented in 2017 when the successful

Some of the 500hp Volvo FMs in the fleet.

Bevan Tennant started in the waste

acquisition of a major contract with Suez waste management lead to 29 new trucks being on a single order. Since then, the other European brands have been progressively replaced with Volvos. There are 62 Volvos in the current fleet and the most recent order is for 34 replacement trucks, predominantly FM models with 500hp engines.

Bulk Waste’s requirements for its trucks are quite generic in order to keep things as simple as possible. One bespoke feature, which actually came from drivers’ suggestions, has been the fitting of standardised control boards for the hydraulic connections that operate components such as walking floors in the trailers. Some drivers had commented that shorter drivers were needing to lift heavy hydraulic hoses above their shoulder heights in order to connect trailers. This raised serious concerns about injuring rotator cuffs, so the Bulk Waste team

worked with Volvo and the hydraulic supplier Austec to develop a universal connection panel which was fitted in a lower and slightly angled position to provide better and safer access for all operators regardless of their stature. The core of the current operation at Bulk Waste Transport involves the trucks taking waste from the transfer stations to landfill sites, recycling centres or green waste facilities. There are also five B-doubles involved in moving timber that has been sorted from waste to be shredded to create a fine sawdust used as an alternative fuel replacing coal for the Boral concrete plant at Berrima in the Southern Highlands. Wet weather presents special challenges for trucks delivering to landfill sites as traction is limited, frequently requiring bulldozer assistance to get to and from the tipping zone. This can result in damage to the trucks and trailers, and the buildup of mud needs to be jetted off prior

to any servicing. The Volvo trucks are on maintenance contracts that saves the company the expense and complications of setting up its own large workshop and staffing it with the appropriate people.

“Australia runs on transport. I’ve seen, as my generation has retired and gone, there are no young people coming through,” says Bevan, who has more than 50 years of experience in the industry. “They want to go and drive a computer, they don’t want to drive a truck.

“We’ve got to change the image of a truck driver and I believe there has got to be some sort of training, maybe even like an apprenticeship, to try to lift this image,” he says.

Bulk Waste offers good pay and excellent conditions. Yet, it faces the same skilled staff shortages being experienced across the greater transport industry, which was exacerbated during the pandemic.

“I also know what it’s like to be a driver,

“They want to go and drive a computer, they don’t want to drive a truck,” he continues.

“We’ve got to change the image of a truck driver and I believe there has got to be some sort of training, maybe even like an apprenticeship, to try to lift this image.”

Bevan Tennant Director, Bulk Waste Transport

Bevan Tennant.

so I respect that,” says Bevan. “We run everything by the book. We keep people safe, and our drivers are happy with what we do because we do show respect and we don’t ask them to break the law and we don’t ask them to do anything unreasonable. Consequently, we have a very good retention rate.”

Bevan’s three sons work in the business and youngest son Jordan is assuming a larger role in the general management of the overall operation.

“He’s a 2023 version of me,” says Bevan proudly. Jordan initially joined the business in a recruitment role, a function he had performed at his previous employment with a major national company.

“I was lucky when I joined, we were in a transitional period, so I learned about the bookkeeping for a few months and also learned a lot of the operational reporting functions,” Jordan says. “It was a great

experience and led me to find what I am passionate about, which is people.

“When we first got the contract with Suez we had to find 30 drivers in a couple of months, so I came on board and we managed to get that across the line. We also took on some drivers from a previous contractor and to date I’ve hired every single driver who currently works for us.”

Jordan’s progression has not gone unnoticed.

“His role job has grown since then,” says Bevan. “We’ve got a succession plan and Jordan is my GM and has taken on a lot of responsibility. I may be getting too old, too negative and too cynical, yet it’s my years of experience which gets us to where we are. We work together very well and he puts a more human look on it.”

Jordan has done a good job in creating an environment where everybody is heard. Some ideas are better than others, but Bevan acknowledges that just because

he’s the boss it doesn’t mean he knows everything.

“Some of the things we change might start as a joke but they get the thought processes going,” he explains. “As long as you’ve got people thinking we’ll always come up with a better way of doing things. I’m proud we are continually trying to be the best we can be. You can’t do any more than that.” In support of its drivers, Bulk Waste has developed a good administration team with a strong focus on health and safety which is a major factor of the overall culture of the company. There are systems in place to ensure assessments and rectifications are addressed as matters of priority, from equipment defects to trip hazards.

“You’ve got to know what’s going on,” says Bevan. “I started small, so I was aware of everything as I’ve grown. If you don’t know what’s going on in your business you’re heading for a fall.”

Austec developed a universal connection panel for lifting hydraulic hoses.

RESCUE TO THE

Since introducing its first Scania in 2013, Wightman Transport in South Australia hasn’t looked back.

If the quiet of a truck cabin can be measured by the clarity of an interview conducted in a remote location by phone (hand’s free) than the new R 620 V8 from Scania passes with flying colours. Peter Starke, Wightman Transport Director, might as well have been sitting in an office such was the clarity of sound achieved by his moving environment. En route to a Coles store in Berri, in eastern South Australia, where he is going to deliver a single trailer of groceries, Peter will then proceed to Renmark where he will take on a full load of berries. A shortage of personnel during the peak period for the company has meant it’s all hands-on

deck for those with a HC licence. Wightman Transport, like many other fleets, is feeling the driver shortage. Normally at this time of year drivers are rostered to take their annual leave as the peak period ends. Seven drivers, without notice, pulled up stumps recently to return to India, leaving the team, despite their protestations, high and dry. It was left to Peter to get on the phone.

“We rang a few of the other drivers who left us 18 months ago who we were still on good terms,” he recalls. “They thought the grass was greener out there and it wasn’t, but they didn’t feel like they deserved to come back and so never called us up.”

Three will start next week with another five drivers returning the following week. By Christmas, Peter anticipates, they’ll have a driver pool of up to 65 or 70 drivers.

“I don’t want to work the drivers too hard especially the regional boys any more than four days a week because they do their hours,” he says. “We want to make sure we don’t burn them out. Unfortunately, some of them are doing five days a week. Obviously, we’ve got to closely watch their hours for the regulations. But it has been a bit tough.” At present, the regional drivers are asked to do five regional jobs while incorporating one local trip. These jobs

Peter Starke with son Josh.

will be made in the comfort of a Scania, the truck of choice for the company since 2013.

“We’ve had a few boys come here, the sort who have got American trucks tattooed on their bodies, and when they learn what we’ve got they go, ‘oh, no it’s not for me, mate,’ but they have had a change of heart once they get to driving these things,” says Peter. “I’m going up through the mid-north towards the Riverlands and it’s a little bit hilly and I can throw her into power mode and get it up to a dollar. And once I get it onto the cruise control, I can back it off to economy mode and let it idle along at 1450 rpm. The fuel economy is great. It’s not revving its lungs out like a bonneted truck which would be at 1700rpm. It’s got the torque there.”

Since 2019 Wightman Transport have, as subcontractors, worked in South Australia for Toll, who have a national contract with Coles. The fleet operates 27 prime movers servicing the regional end. This includes regular trips to Mt Gambier, Broken Hill, and the Iron

Triangle of Port Pirie, Port Augusta and Whyalla.

Wightman Transport also handles overflow for Lindsay Australia and Leslie Refrigerated Transport out of Mildura. These trips invariably end up in Port Augusta where Sundrop Farms operates four massive greenhouses on a

20-hectare site. Even as the season starts to slow it equates to an estimated 40- to 60-pallets a day shipped out by road. The region had a late start to summer when volume escalates to as high as 180-pallets of tomatoes each day.

The fleet just added seven new Scania R 620 V8s with another two on order for the second half of 2023. These new trucks are rated to 96-tonnes. Later in the year it will receive what is referred to as a ‘WA Spec’ for units rated up to 130 tonnes (GCM) for the A-B- and B-triples it operates. Having the flexibility to run triple combinations and B-doubles is advantageous given they can mix and match to suit their needs. This takes some co-ordinating depending on the location. Up to five Wightman trucks a day frequent the Iron Triangle where it operates A-B-triples, however, under current laws, they are prohibited from taking these into Mildura, a destination the business prefers to send B-doubles and single trailers nominally four times daily. Roadtrains regularly run up to Broken Hill.

The Scanias all have sleepers but only on the off chance there’s a breakdown so the driver has somewhere to lay down while awaiting a tow truck.

“Our boys don’t sleep in their trucks,” says Peter. “They sleep at home

The latest Scania R 620 on the wharf at Port Adelaide.

every night.”

Two B-double-rated Scania G 500s were

American drivelines. That’s what I love about them.”

fleet he opts for the twin-steer Scania P 320.

“I want the horsepower,” says Peter. “I want something the boys can sit on and

to connect trailers in the dark. When the rail network went down in

Wightman moved it onto Melbourne. It was intensive.

business evolved from this experience. As the exhaust stack requires a smaller muffler it enables extra fuel capacity, a major consideration for travel across the Nullarbor Plain where fuel stations are Operations and Maintenance Manager Josh Starke, Peter’s son, adequate notice of 10,000kms prior to service, an event

“They’re all booked in, so nothing runs overdue,” says Peter. We don’t skimp on payroll. Wightman Transport, which was founded by Doug Wightman and Peter’s

Despite its immense linehaul itinerary, recent floods that affected many remote areas of South Australia. Rail lines and other services over the border in Victoria, down by rising flood waters. Again, its customer reached out to Wightman for help. For over a month, they redeployed all kinds of conditions to bring the town

“The town would have been cut off with no groceries otherwise,” says Peter. “We are proud of the work we were able to do there. In the Scania it was made easy. You can do a 14-hour day and get out as fresh as when you climbed into it. That’s comfortable and quiet — as you can tell

Wightman Transport AB-triple.

HIGHER

Fleets around Australia have been eager to adopt Meritor’s P610 heavy haulage axle. Through its large range of ratios it unlocks efficient gearing, power and torque without sacrificing on payload or efficiency.

BSon with a vision to offer a specialised service to the transport industry like none other. Today the company operates

HIGHERGROUND

duty suspensions available in the market

Kenworth 509 hauls a 750-tonne Liebherr crane from South Australia to Melbourne.

tridem configuration of the axle and an anti-lock braking system (ABS) capable of delivering optimum safety and performance.

“We trialled it out in our Kenworth 509 and we were very impressed with it,” Craig says. “It’s been fantastic. We’re currently placing orders for another four trucks, that’s how good it is.”

The P610 was designed and engineered specifically to deliver higher capacity and improved performance across a multitude of heavy duty off-highway applications. Prior to its release, the axle was tested and validated in the most demanding applications at Meritor’s global design and testing centres to ensure it could be used for a consistently reliable operation. Through this commitment to exceptional quality and reliability in all of its processes, Meritor has established a name for itself throughout the industry. “I don’t think they have any competition, I’ll be honest,” Craig says.

“I think they’ve really cracked the market and they’re going to continue on. It’s an amazing product and I’m very proud of having it in my truck. I think it’s good for the whole industry.”

The main benefit of wheel end reduction heavy duty axles, such as the P610, is their ability to handle heavy haulage with double reduction in the differential and the wheel end, allowing operators to gear trucks for more pulling power. Nominally rated at 200 tonnes (Gross Combination Mass) in tandem configuration, but with the ability to go higher depending on application approval, the P610 has the ultimate weight carrying capacity for customers looking to haul heavy loads. In addition, the axle has a wide range of ratios available from 3.46 to 8.66 which allows customers to select a ratio that optimises the performance of the engine, transmission and driveline to work at their peak performance.

“I think Meritor’s much ahead of everyone else and I think they’ve made it happen for the industry,” Craig says.

The P610 can be complemented with 7.3-tonne or 9-tonne Meritor heavy duty steer axles and the RPL greaseless driveline. Also available to accompany this application is the FAT30 joey box that allows an even wider range of ratios to handle tough starts in heavy-duty applications.

Apart from the reliability, what differentiates Meritor’s planetary axle to other options in the market is its capability to do 100km/h on hub reduction, leaving competitors trailing behind at a limited 80-90km/h.

“We’ve never seen anything like it, it has the capacity to travel at 100km/h which is truly remarkable,” Craig says. “By being able to do 100 kilometres, it means drivers can get home quicker and there’s less fatigue when they empty travel. It’s definitely a time saver.”

Meritor’s support for the axle is another factor which has contributed to its position in the market. Since Cummins acquired Meritor in August 2022, both companies have joined forces to work together to provide powertrain solutions across internal combustion and electric power applications. This integrated approach to solutions and support has clear benefits for customers.

“They’ve followed me up after we made the purchase to make sure that we were happy with it,” Craig says. “That was good to hear, I’m very impressed with people following up customers. I think it’s very important in this world, and Meritor have been very interested in getting our feedback.”

Due to an unmatched aftersales service and quality beyond comprehension, Craig considers Cummins a top priority for powering his fleet.

“I run them in all my vehicles, I’ve got no other choice as they’re so reliable,” he says. “It’s a fantastic product and the company sticks behind you, that’s for sure. Congratulations to the team for getting it right with the P610, and hopefully they keep on advancing. I look forward to moving it forward with the group at Cummins-Meritor.”

Meritor’s P610 heavy haulage axle on one of Membrey’s many Kenworths.

GRAIN GOING WITH THE

Greig Holloway, Tempus Group Director.

There has been no shortage of prominent infrastructure projects in Sydney, the nation’s most populous capital city, over the past decade as government provision in service of fiscal stimulation, leaves no doubt as to what is being produced. New tunnels, motorways, light rail corridors and airports are visible reminders, at least to voters, that progress, no matter how overdue, is taking place.

Tempus Group, a Sydney-based company established in 2016, specialises in assisting major projects through the carting and disposal of spoil materials from construction sites. Demolition waste, taken from tunnel sites like the M6 upgrade, which it is currently working on, involves deployment of a small fleet consisting of two tri-axle ten wheelers and a truck and dog., augmented by secondary subcontractor transport fleets. The customer portfolio spans the gamut of Tier 1, Tier 2 and Tier 3 civil and utility contractors, which it honours for smaller jobs. CPB

Contractors John Holland and Acciona are some of the bigger firms it services given the work they provide is, for all intents and purposes, continuous. Market volatility caused by a less than stable economy, obliges the business to ensure it has a mix of different contracts always on the go. To this end, Tempus Group also moves waste from various recycling facilities around the Sydney metropolitan area into landfill for various clients like Cobra Skip Bins and Aussie Recycling.

In recent times Tempus Group has been

involved in the many moving parts of the vast WestConnex project including the M5 WestConnex and M4-M5 Link Tunnel, and the aforementioned M6 Stage 1 Project. To keep up with the hefty work schedule, Tempus is building up its own fleet, partly, to bring more commercial vehicles under its control so it isn’t as reliant on subcontractors.

In Sydney it runs a Mack Trident quaddog it purchased in 2021 and two Mack Anthems acquired to meet growth last year.

Expansion also means moving into other areas both figurately and

engine and paired with a 12-speed mDRIVE automated transmission, both Mack Anthems (specified as an optimised spec) are ideal for either single trailer or A-Double distribution applications.

The choice of Mack originates from a recommendation made by one of the company’s key business partners, who is based in Gunnedah and operates Volvo and Mack trucks.

“After learning more about the new Anthems we jumped at it,” says Jacques Lotter, Tempus Group Director. “They supplied on time. The service, to date,

geographically. Tempus Group acquired a Queensland business seven months ago which carts grain, wheat and cotton seed for different farming operations and GrainCorp between Brisbane and west of Toowoomba, and further south, predominantly to Narrabri and the Moree plains. This acquisition landed the business ten B-doubles. Two additional new Mack Anthems have joined these operations on long distance runs. The Anthems, specified to suit local and regional freight distribution applications, are carrying up to 40 tonnes. Powered by an MP8 535hp

has been really good.”

All staff from the company it purchased, AWT Transport, have been retained including the vast majority of its equipment — one of the primary reasons it was targeted as an acquisition. Ongoing supply issues affecting the manufacturing and delivery of trucks, trailers and componentry have made bolstering mobile assets on short notice a tricky affair. “One of the biggest delays is getting a build slot,” says Jacques. The AWT Transport buyout, which was finalised in the middle of 2022, gave the company access to the expertise

Civil infrastructure waste removal carrier, Tempus Group, has invested in two Mack Anthems as it bolsters a new business arm in the agricultural transport sector.

“All of our drivers went on the course and benefited from that experience. It’s given them a bit more confidence in the truck to know exactly what the truck can do. What all the noises are. What all the alarms are when they start going off.”

Jacques Lotter Director, Tempus Group

and connection in something of a boom sector.

“Like everyone we’re chasing the profitable markets and projects,” says Co-Director Greg Holloway. “There was a bumper grain crop again last year in Australia and there’s a lot of demand for hauliers.”

Many of the trucks in the fleet, which was already a mix of Kenworth K200s, Freightliner Coronados and a Scania, before the new Anthems were added, has been diverted from Brisbane to places like Bathurst and Moree with a heavy focus on grain and wheat work in addition to various farm products. TEFCO Trailers supply the trailing equipment.

With some regularity, the new Anthems are travelling between 600- to 1,000 kilometres a day, in compliance with regulated driver hours. Fuel consumption for these new trucks, according to Jacques, is the best in the fleet.

“I can definitely note that,” he says. “Probably because they’re brand new as well. We track them closely as most carriers do, and note that the performance on consumption is a stand out in the fleet.”

The Mack Anthems have been purchased under a factory-endorsed Ultimate Service Program. Tempus Group receives a monthly charge that includes all scheduled servicing

and oil changes, in-cab and external checks, priority repairs, full-service history documentation and centralised breakdown coordination service, anywhere in Australia. The 36 authorised dealers Mack operates in New South Wales and Queensland, provides a good safety net for Tempus to fall back on given its recent growth into new territories.

The drivers, most of whom have been long-time Kenworth operators, are very happy with the new Anthems according to Jacques.

“The driver training Mack made available to us was really helpful,” he says. “All of our drivers went on the course and benefited from that

Mack Anthem tri-axle ten-wheeler.

experience. It’s given them a bit more confidence in the truck to know exactly what the truck can do. What all the noises are. What all the alarms are when they start going off.”

Drivers were upskilled on the Mack Driver Development program, a one-day practical workshop that demonstrates use of the correct techniques for operation and manoeuvring of the vehicles. Here drivers can better understand what determines fuel consumption in order to reduce it. Part of the day helps to explain how to eliminate behaviours that burn the most fuel.

“They demonstrate the functions in the truck and what everything does

and how it’s a little bit different to the standard Kenworth or previous Mack Tridents and basically teach them how to get the best out of it,” Jacques recalls. “That was another example of really good support from Mack.”

Tempus Group is currently in talks with Mack to secure more truck and dogs for the Sydney area. But like most businesses in the space, getting new vehicles is proving difficult. “Mack assures us they’ll be able to supply us by the end of the year. From a truck point of view, that’s not the problem anymore. It’s more now the trailers and the manufacture of those truck bodies.”

While there might not be any real

advantages, at present, to having an Australian-based supplier when they, themselves, rely on getting the majority of their materials from overseas, there is major upside when it comes to building upon relationships.

As a company still relatively new to the truck owning domain, Tempus Group is indebted to the guidance and quality service it receives from Mack, who have helped to make the whole process less daunting.

“We’ve got a personalised agent who has been very supportive,” says Jacques. “We’ve been running the trucks for nine months now and there’s definitely no issues. It’s a good product at a good price with good service.”

One of the new Sydney-based Mack Anthems.

SURF AND TURF

Two years after becoming redundant, Mariner Rood brought Revive Landscape Construction to life and has since expanded the fleet with a new Isuzu FSR 140-260 Tipper.

The first mention of making a landscape can be apparently found in an essay written in 1712 by Joseph Addison, On the Pleasures of the Imagination. And although early examples of gardening were rife in ancient times throughout Europe and Asia, the term ‘landscape architecture’ wasn’t apparently invented until 1828 by Gilbert Laing Meason. The years to follow saw the practice of landscape architecture continue to spread throughout the world’s fastest growing countries and cities, with public and residential gardening becoming a common practice in many societies today.

The Q1 2022 edition of the Knight Frank’s Global Residential Cities Index found Brisbane to be the 10th fastestgrowing city in the world. The report, which tracks residential markets in 150 cities, saw Brisbane undergo a 28.4 per cent growth during the 12 months prior to April — ahead of all other Australian capitals. With the rise in population creating higher demand for landscaping and architectural services, many businesses are adapting their operations to cater to the market.

Based in Brisbane, Revive Landscape Construction does an even mix of residential and commercial landscaping

around the state, particularly on the Sunshine Coast, around the town of Cherbourg and further to the south on the Gold Coast.

To cater for Brisbane’s evolving landscaping demand, the business has recently switched into expansion mode under the wing of Mariner Rood – who is planning on hiring more staff and acquiring more equipment to help with some big projects planned for the following months.

As part of this company-wide growth, Mariner recently purchased a brand-new Isuzu FSR 140-260 Tipper, which he says was crucial to his team’s soil and turf preparation work at Mount Gravatt TAFE

A compact track loader removes soil from a tipper bin.

in Brisbane late last year.

“We were working on a couple of hundred square metres of turf and landscaped garden area and we needed to move around 30 cubic metres of top-soil and other material over a

couple of days,” he says. “I was able to fit seven cubic metres in each load, so that worked out to four-and-a-half loads. In the old truck that would have taken 11 loads.”

The Isuzu’s predecessor – a small, ageing

tipper, which is still part of the fleet – hadn’t been ‘cutting the butter’ for Mariner. So, he began researching what truck would best suit the work he and his two apprentices were doing. The result led him straight to Isuzu.

“It’s right in-between the largest size and the smaller variant, so it’s great for those tight access jobs around town,” he says. “I do a lot of demolition work for jobs and it helps us get rid of a lot of product that we don’t want onsite.”

Mariner’s FSR Tipper has a Gross Vehicle Mass (GVM) of 14,000 kilograms and a Gross Combined Mass (GCM) of 21,000 kilograms, making it more than capable of carrying a full load of construction rubble and towing earthmoving equipment. Included for these operations is a 2.5-tonne Terex PosiTrack that is vital to Revive Landscape Construction’s business.

Under the bonnet, the FSR’s six-cylinder Isuzu 6HK1-TCC engine produces 191kW of power at 2,400rpm and

Mariner Rood at work.

Isuzu FSR 140-260 Tipper.

761Nm of torque between 1,450 and 2,400rpm. And, according to Mariner, it copes extremely well with weightier loads of soil and other aggregate material that needs to be transported through some of Brisbane’s most uphill areas. The FSR also comes with a wide range of safety features that help protect the Revive Landscape Construction team on the job. These include an anti-lock braking system (ABS), anti-skid regulator (ASR), hill start aid (HSA), cab tilt warning (CTW) and low-light capable reversing camera. In addition, the FSR has some of the team’s favourite features including heated side mirrors, a quiet cabin and a wide lens and microphone on the reverse camera.

Mariner says he is also thrilled that he can now carry and tow much more than his former ute, resulting in higher productivity and efficiency throughout the fleet’s operations.

“There’s less trips, less hours you’ve got to spend on the road, he says. “That’s pretty much the reason I bought it. I don’t have to go to the tip before I go and pick up the bobcat.

“I can just fill the truck up, put the trailer on, chuck the machine on, and I can go home from there.”

With just a 20 second raise/lower time on the tipping body, Revive Landscape Construction has also been able to reduce operation times by spending less time in each location and moving on to

the next one, faster.

“The up and down time on the tips, it’s pretty efficient,” Mariner says. “It’s really comfortable and it’s perfect for the job.”

The FSR 140-260 Tipper isn’t the first Isuzu to join the fleet, however, as Mariner also has a 1995 NKR that joined the company through his father – a used car salesman.

“It’s a solid little work vehicle,” he says. “I think it’s got over 300,000 kilometres on it, and it hasn’t skipped a beat yet.” After experiencing the old Isuzu’s reliability and the comfort, power and safety features of the new FSR, Mariner is certain that any further expansion of the Revive Landscape Construction fleet will include another Isuzu.

Mariner levels the soil ahead of turf laying.

ON SHOW SKIL

After a COVID-enforced hiatus lasting two years, 18 of the best staff from the Hino Australia dealer network competed at the 2022 Hino National Skills Contest Final.

The Hino National Skills Contest is one of the longest running and most comprehensive events of its type in the Australian automotive industry with 18 finalists competing in the Sales, Service and Parts categories, demonstrating their expertise through real-world roleplay scenarios and theoretical tests.

Held at the Hino National Training Centre facility in Sydney, this was the eleventh

incarnation of the Hino National Skills Contest which began in 2008, exclusively for participants from the service division of Hino dealers located around the country. Parts interpreters became involved in 2012 and the contest was further expanded to include sales representatives in 2013.

Having completed a series of qualifying rounds over the preceding months the finalists participated in a number of

Winners [L-R] Bevan Joseph, Heath Bonney & John Dempsey.

scenarios designed to test the skills and abilities applicable to their day-to-day roles at the dealerships where each of them works. Each activity is formulated to simulate real world situations and to provide a level playing field for all contestants to ensure fairness within each category throughout the overall event. Contestants in each discipline had to demonstrate their expertise in addressing customers’ needs in what was frequently an intense situation with the added distraction of a live audience. The Service Technicians were tested on

their diagnostic, analytical and technical skills in a series of hypothetical exercises, including quickly and accurately accessing the correct sections of workshop manuals and rectifying vehicle error codes as well as checking and determining the serviceability of major engine components such as connecting rod/piston assemblies and cylinder heads.

Parts contestants were tested on their interpretation skills in reference to replacement parts to suit the Hino 300 Series Hybrid, as well as the heavy duty Hino 500 and 700 Series trucks. The

parts interpreters were also tasked with identifying genuine versus non-genuine parts and their abilities to explain the differences and benefits to the customer. Hino sales people had the opportunity to demonstrate both their knowledge of the products they offer at their dealerships and their abilities to interact with potential clients. This often became very entertaining for the members of the live audience especially when the contestants had to handle a Hino employee playing the role of a disruptive customer, or the situation of attempting to successfully deal with two different customers at the same time.

The winner in each category (Parts, Service and Sales) received a cash prize and the opportunity to participate in an ultimate VIP experience as guests of Hino at the 2023 Repco Supercars race at the Newcastle street circuit.

An innovation for this 2022 event had all contestants competing in a friendly “Sale of the Century”-type quiz with motorsport icon and Hino Ambassador Neil Crompton acting as the quiz master

A diagnostic check is made under pressure to find a fault during competition.

and overall master of ceremonies. After rapid-fire rounds with a series of questions from across many Hino-related topics, Michael Xioa from CMI Hino Melbourne was crowned the overall quiz winner. Following the day’s activities the results were assessed and the 2022 Hino National Skills Champions were announced at a dinner event that evening.

“The Hino Australia’s National Skills Contest demonstrates our commitment to investing in and developing our staff, while ensuring they remain up-to-date with the latest technology — these were contributing factors to Hino Australia recently winning global Parts and Service

Awards for the 14th and 11th consecutive years respectively,” said Sam Suda, President and CEO of Hino Australia. “A skilled dealer network ensures we can continue to provide world-class service and knowledge to our customers — it is particularly important given the skills shortage that is being experienced across the trucking industry.”

Hino sales veteran Bevan Joseph from Sydney’s City Hino took out the Sales sector, capping off his 40 year career in truck sales after placing third and second in previous years.

Heath Bonney from Sydney’s Adtrans Hino was rewarded for his hard work with

first place in the Parts contest and John Dempsey from Mt Gambier’s Barry Maney Hino received the award for the best Service technician.

“I was here about four years ago as a second-year apprentice and I was in way over my head, but I’ve come back and am stoked to win it,” said John at the presentation.

Enthusiasm has already started to build for the 2023 Skills Contest.

“The national skills competition challenges our service technicians, parts interpreters and sales consultants on their knowledge and skills in their various disciplines,” says Brian Wright, Hino Australia’s General Manager - Sales and Supply Chain. “Coming together in this arena allows the relationships to be built between our dealership staff and also the sharing of knowledge.

“This is very important for our business overall, but most importantly our customers.”

A Hino technician during a challenge.

Brian Wright addresses the audience.

TREASURE NATIONAL

Responding to customer needs sees Scully RSV further expand its operations in Western Australia.

Scully’s new site in Perth.

For over 30 years Scully RSV has been servicing customers Australia-wide, predominantly out of its east coast fixed operations. However in 2022, with the rapid expansion of assets already on the ground in Western Australia, it became crucial that it opened a local branch in Perth.

Scully RSV National Sales Manager, Glenn Smith, says regular feedback from customers – in particular those that operate fleets nationally – played a major role in Scully’s continued expansion.

“We’re in some way in partnership with our customers following them into new

locations to support their growth and expansion,” he says. “Our customers, particularly those large cold chain logistics suppliers, are already taking our truck and trailer fleet to areas where we aren’t currently, and WA was an example of that. Customer feedback is key and listening to them telling us the areas where they need increased capacity, will feature as part of our plans.”

Since joining the Scully RSV team Glenn noted that the business’ growth had been extraordinary.

“We’ve grown our national fleet of trucks and trailers to about 1,000 assets

on short- and long-term hire, but all of this growth isn’t possible without the hard work and dedication of our ever -growing team of people,” he says. “With new branches in locations regionally, including North Queensland and now WA, we are proud to be employing local people to do business with local people.”

Scully RSV manufactures its rigid truck fleet in Brisbane, and by working with reputable and premium OEMs such as ThermoKing, the company is very much defined by quality products it sources and uses. This commitment to durable applications is a necessity as the majority

of Scully’s buyers are taking their vehicles into places that demand quality and reliability. Mining sectors in the middle of Western Australia, for instance, or from Brisbane to Darwin, or the 900-kilometre trek west of Townsville to Mount Isa.

“We pride ourselves on our quality and work with the most reputable, reliable brands that give our customers some surety that we have boots on the ground to ensure wherever our vehicles travel to, we’re there to support it,” Glenn

says. Scully specialises in refrigerated fleet solutions and in particular the refrigerated truck space working with market leaders and Japanese OEMs such as Hino and Isuzu, who are well recognised throughout transport as toptier suppliers.

Glenn explains that Scully has truly refined their fleet manufacturing process over the years and can offer much more than just the industry standard because of their key OEM partner relationships and craftsmanship of each truck.

“We have a fairly standardised specification that we build and put into our fleet, so our customer can create a training module for their team on how

Perth city skyline.

“We pride ourselves on our quality and work with the most reputable, reliable brands that give our customers some surety that we have boots on the ground to ensure wherever our vehicles travel to, we’re there to support it.”

Glenn Smith

Scully RSV National Sales Manager

is in every state in the nation,” he says. “As a manufacturer, we have full control of quality on our rigid truck fleet, in particular.”

Scully’s trailer specifications, to this end, are held to the same standard. According to Glenn they receive an equally high treatment as every other configuration Scully offers.

“We do the same in the trailer space with the manufacturers like Vawdrey and Maxi-Cube that both produce a quality product,” Glenn says. As well as having access to a complete fleet solution from utes to trucks and heavy-duty semi-trailers, customers can hire Scully vehicles for short- or longterm periods. As a result, those who get the chance to secure Scully’s fleet also get the peace of mind that each vehicle was built to the utmost standard, which is reinstated through regular maintenance and servicing procedures.

As Scully continues to grow in WA, there have been endless opportunities to work with local businesses and recruit locally — directly benefitting communities.

“Moving into WA was the next logical place for us to go to service that customer base,” Glenn says. “We’ll continue to look for opportunities for customer feedback on how we can best service their needs.”

Toyota Hilux 2.7L Petrol Ute fitted with premium fibreglass body.

THE SOUND AND THE FURY

Amajor contribution to fuel and emissions efficiency in recent years has been the “down-speeding” of diesel engines and Scania’s new V8 engine platform is an excellent example of this technology. With prodigious amounts of torque available at low revs, the new Scania 16.4 litre V8 engine family is available in ratings of 590hp, 660hp and 770hp. We drove the 770 earlier in 2022 with the acknowledgement that not every customer is going to need or buy a 770hp truck. The 590hp/3050Nm version has its maximum torque available from as low as 925rpm and is more applicable to the current Australian linehaul market where it will be quite a few years before a practical, possibly electric, ‘zero emission’ driveline is widely available. Until then, Scania parallels its development of low and zero emission trucks alongside improvements in its internal combustion engine (ICE) offerings including the new and more

efficient V8s.

It is unlikely there are any more quantum leaps in ICE improvements in terms of fuel economy and subsequent emission reduction, so Scania’s development of this new range of engines has been aimed at refining existing componentry and incorporating the latest technologies. Scania’s new Engine Management System (EMS) enables a smarter and more advanced engine control software with higher accuracy in managing engine functions such as injector timing. Another instance of what can be considered ‘tweaking’ are the new single-bank exhaust manifolds which are lighter and more efficient than the previous ones, and also contribute to the distinctive throb from the V8’s exhaust, particularly when under load. If Harley-Davison have chosen to patent their motorcycles’ idling sound, then perhaps Scania should take a similar approach to what is a unique marketing feature.

The new Scania V8 engines feature

reduced internal friction, higher compression ratios, and improved aftertreatment systems in which AdBlue is injected twice, once directly into the exhaust manifold downstream from the exhaust brake, and a second dose at the more conventional position in the muffler itself. A new high-pressure fuel pump also contributes to improvements in the fuel and emission metrics. Complementing the 300kW of available engine braking, the Scania Retarder continues to do its amazing job of managing descents and stopping. The EMS interacts with the Aftertreatment Management System (AMS) to meet Euro VI regulations regarding NOx and exhaust particles. In Europe, complying with emission legality applies not only when a truck is new, but also over time and the EU requirement is to still meet Euro VI standards for at least seven years or 700,000 km.

The engines are complemented by a new range of automated manual transmissions which eventually will

Scania’s new V8 engines offer increased power outputs combined with significantly improved fuel efficiency, all wrapped in a cab renowned for being driver friendly.

replace all models using the current Scania Opticruise automated gearbox. Scania has a long history of offering automated manual transmissions, dating back to the early 1990s. The 590hp and 660hp V8s and the two highest output new “Super” inline sixes are the first trucks equipped with the all-new G33CM transmission which has no parts in common with the existing Opticruise range.

The G33CM is around 60kg lighter than the current Opticruise, mainly due to the all-aluminium housings and smaller overall dimensions. Lowered noise is another notable achievement with an average noise reduction of up to 3.5 decibels.

Scania’s new 14-speed gearbox range has a significantly wider ratio spread with a true overdrive that contributes to a top gear that contributes to a fuel saving of up to one per cent. On this B-double test drive we are grossing 62 tonnes and when comfortably sitting at a 100 km/h cruising speed the engine is spinning at

just 1180 engine revolutions per minute compared with around 1400 rpm in the previous models.

Scania’s engineers have particularly focused on reducing internal friction when designing and developing the new transmissions and internal losses have been reduced by no less than 50 per cent. This was accomplished through polishing some of the gears, by using low viscosity transmission fluid and by locating most of the oil in a separate, dry sump-like container located on top of the gearbox. This reduces drag caused by internal oil splash since the gears are not continuously exposed to oil. Certain cog areas vulnerable to significant wear when absorbing force are supplied with extra oil by spray pipes for increased cooling and lubrication.

By only using two synchromesh gears –compared to seven in the Opticruise – between low and high range split, the new gearboxes are shorter and sturdier, with shafts capable of handling more torque. This also enables Scania to use

gears with slightly wider cogs which can handle more load and are more durable. However, removing synchromesh components also places higher demands on the gearbox management system and the overall gear-shifting strategy. Consequently, all the electronics associated with the transmission are new and manage the pneumatic actuators and the three shaft brakes required to operate in combination to deliver swift, smooth and accurate gearshifts. While we cannot recall any notable shortcomings from past experiences with the Opticruise, this new box takes gear selection and shifting smoothness to another level. There is even a new approach to reversing. In most truck gearboxes, selecting reverse entails having a separate cog-wheel rotate the main shaft in the opposite direction. By contrast, in the new Scania range, the planetary engagement at the output shaft is used which results in the provision of eight reversing ratios at speeds up to an optional 54 km/h. This

The Scania R 590 features an allnew G33CM transmission.

application would be suitable for tippers reversing over extended distances such as at tunnel construction sites.

Scania is now offering diesel-fuelled internal combustion engines to Australian operators that can have a significant impact in reducing their carbon footprint by switching from regular diesel to biodiesel, provided it meets the EN 14214 standard. Biodiesel (or FAME as in Fatty Acid Methyl Ester) can be produced from various sources such as rapeseed, animal fats and even used cooking oil. An advantage with Scania’s biofuel compatible engines is that if biodiesel is unavailable when the truck needs to refuel, regular mineral diesel can be used instead with no adverse results.

While all Scania diesel truck engines can run on up to B10 biofuel (10 per cent mix with mineral diesel), the new R 590 V8 and the new 460hp and 500hp ‘Super’ six cylinder engines can run on B100 (100 per cent biodiesel). It was only at the completion of this

test drive when it is revealed to us that this particular R 590 is in fact running on 100 per cent biofuel. We note no apparent differences at all. What does catch our attention though is the Electric Active Steering (EAS). It now comes standard in V8 models and provides the driver with precise road feel without being overly sensitive. The stability of the steering function translates to the lane departure warning system requiring a deliberate veer towards road markings just to make sure it’s operating. The R 590 features airbag front suspension which, in conjunction with the load transfer system and an extra stiff anti-roll bar, contributes to a stable yet comfortable ride with the bonus of in-cab readouts of axle weights. The ergonomics of the R-Series cab are of the typical first class expected from Scania and the wrap around dash provides easy viewing and access to all controls and instruments. The mattress in the sleeper has pocket springs to ensure the resting driver is

as comfortable as when they are sitting on the heated and very adjustable seat and holding the flat-bottomed steering

Scania R 590 V8 B-double.

DO YOU KNOW A DRIVER OF CHANGE?

WOMEN IN INDUSTRY NOMINATIONS ARE NOW OPEN. Now is your chance to nominate an industry leader who you believe is advocating for positive change and deserves to be recognised.

THURS

8 JUNE 2023

The Women in Industry Awards recognise outstanding women leaders from across Australia’s industrials sector.

NO LIMITS

Arecent keynote speaker at the Transport Women Association Limited event in Goulburn, NSW, where he is based, Troy Cook is renown as a champion of initiatives to attract new workers to the industry, a project he has more recently taken up himself.

Prime Mover: What was the catalyst for Divall’s ‘Women Behind the Wheel’ program where you provide training and licencing to introduce females into the Divall’s team?

Troy Cook: In 2018 we looked at how we could attract drivers generally to the industry. We already had a couple of female drivers. They were good operators with good fuel numbers. They were also sympathetic to the equipment and had great relationships with customers and with management. Our question was: Why can’t we attract more women to do these jobs, especially now it’s a lot easier physically with equipment such as electric tarps on tippers?

PM: What did you do?

TC: We decided to put an ad in the local paper and see if there were any women out there who wanted to get a truck licence. We got ten responses which was great, and out of that we had six who signed up and were ready to go. We did it with a local trainer and at the end of the four weeks’ initial training five of those ladies could handle a RoadRanger transmission and had their HR licences. We employed three of them straight

away and would have employed all five, but the other two ladies were doing different things and didn’t want to go to a fulltime gig. They were just keen to get a licence, perhaps for the future.

PM: You made a comment recently that even if they went to work for someone else you would have still regarded it as a win.

TC: Absolutely! That’s the way we looked at it because our aim was to generate more people into the industry to make the talent pool bigger. Drivers

often change employers. One may leave us go to work for someone else and another may start with us here. Basically, they’re only swapping shirts and at the end of the day we need to make that pool bigger and attract additional people to the industry.

PM: Are there any limits on the industries to be considered as a source of drivers?

TC: We’ve got a chef working for us. COVID brought us a chef because he couldn’t earn a living and he looked

As

the Transport Manager at Divall’s Earthmoving and Bulk Haulage, Troy Cook has been largely instrumental in implementing the ‘Women Behind the Wheel’ initiative.

Troy Cook.

LIMITS

around and realised truck drivers were still working. He did the training, obtained his licence and now he’s driving one of our 10-wheelers around and he loves the industry, loves his job and he would not go back to being a chef in a million years. He’s actually pulled in another guy who was also a chef, and he’s been with us a couple of months now and he’s working out really well.

PM: Can this initial encouraging success in attracting people be sustained into the future or has it peaked early?

We need to keep pursuing it to keep making this whole industry, not just our Divall’s business, more attractive. I can recall being at a function with Andy Divall and there was a young man serving us drinks and Andy asked him what he did. He said he’d just left school and had yet to decide to go on to university. Andy suggested he should be a truck driver and the guy’s comment was “Oh, drive all night and take drugs.” If we can change that perception in young people and, instead, have them thinking this could be pretty cool way to see a lot of this country from the driver’s seat... As an industry we need to make ourselves look like a genuine career option. We make Divall’s as attractive as we can, and we don’t miss the opportunities for someone to come along who might want to work for us.

PM: Is the female gender an untapped resource?

TC: The mining industry were probably onto this a lot earlier than us and they’ve had ladies in dump trucks and

underground vehicles for a long time. One of our young ladies here has a friend and she keeps saying to her, “come and get your truck licence”, but her boyfriend says “what do you want a truck licence for?” That’s what we’ve got to change.

PM: Have you been able to leverage your recognition as an Australian Trucking Association Inclusion Champion in 2020?

TC: There were 12 of us involved in that program and putting people together from different facets of our industry was great because we all brought something different to the table.

PM: Do negative stories in general media work against the industry?

TC: The mainstream media to a certain extent don’t help our cause a lot of the time and transport related stories are often reported in ways which can be a little misleading. When you find out the facts of a situation it’s often not the way it came across on TV. If they’re going to interview someone you can bet they will pick a driver who doesn’t present quite as well as the others who might have been available.

PM: Can having more women boost the industry’s image?

TC: Ladies generally present much better, they care about the way they look, and they care about the way they dress. They present very well, whereas some guys maybe don’t find that as important as women do. We’ve found that females will usually think a little more before they act. If they are in a situation on a site where it’s a little bit more tricky than

usual, they are more likely to have a second look at it or even make a phone call to get some advice as a backup.

PM: In what areas can women improve?

TC: When they first start it’s not their abilities that are a challenge, it’s their confidence. Ability and confidence should grow together and once you tap in and make them confident in themselves they do a great job. It’s vital to give them the facility that if they want a bit of back-up they can just ring a supervisor.

PM: How do you see the recruitment program heading into the future?

TC: We’ve got two in-house trainers now and that comes at a cost to this business obviously, but it’s definitely a ‘must have’. If you want to be a truck driver we’ll take you on with no experience, no licence and you come here with us and we’ll give you the training and experience. Just as we do with our mechanics, we put an apprentice on and hope they stay to become a tradesperson. That’s what we want to do with truck drivers as well by having the person come on here as an ‘apprentice’, learn the trade, become a great truck driver and then stay with us. That’s our aim whether you’re male or female. We’ve been fortunate and we’ve got some great ladies within our business and we really appreciate that they are here and hold them in high esteem because they’ve got the mental fortitude and the ability and the confidence to be a success in a traditionally maledominated industry. Honestly, the ‘them and us’ days are well and truly gone.

EXTRA MILES

The recipient of a number of prestigious industry awards, Merry Manton continues to devote her remarkable energy to causes she cares passionately about

Merry Manton has been involved with the road transport industry for more than four decades. During this time she has consistently shown dedication to improve the circumstances of those involved in trucking, while also working to enhance the industry’s image and to attract and support new talent by acting as a leader and role model.

“I’ve always worked in transport and my husband Bill would say it’s a lifestyle choice and for us it certainly has been,” Merry says. She has never shied away from working within various industry bodies and was the first female director on the board of the Queensland Trucking Association (QTA) where she also served as the organisation’s treasurer. Merry also spent time as Chair of Transport Women Australia Limited (TWAL).

“It’s always been my belief that everyone’s got a role to play and it’s about getting off your bum and doing something and making a difference,” she says. “If everyone makes just one positive change it makes a big difference for a whole industry.”

Merry was involved with safety and compliance for many years in roles with a number of operators and she capitalised upon her experience to establish MBM Insurance Solutions in 2012 with the aim to provide personal and professional service from “people who live and breathe the industry.”

MBM’s staff includes Merry and Bill’s

model and encouragement of others, the award bookends Merry receiving the

2003 ATA Industry Woman of the Year a

that it needs to be done. People say ‘why

you should. Going forward, the industry associations will have to manage the

Jacquelene Brotherton with Merry Manton.

process to recruit directors because people’s lifestyles have changed so much and finding directors can be a challenge. People aren’t ‘joiners’ anymore and they leave it for someone else to do.”

The phenomena of social media can be a powerful tool, but Merry sees a darker side when it is misused.

“These days we have, for want of a better term, keyboard warriors who love to show everyone else’s mistakes,” she says. “If someone’s having trouble backing onto a dock there is no point in everyone having a laugh and pointing the finger. Someone has got to go out and say, ‘let me show you’. Everyone forgets we all have an ‘Oh dear’ moment, and everyone makes mistakes. The general public are seeing it as well, so it’s embarrassing for the entire industry. No one likes their mistakes plastered on social media, but that’s what it’s come to now. We’ve always had misinformed bush lawyers, but now they’re all accident investigation experts as well. They’re quick to criticise everyone else, but clean up your own backyard first.”

Everyone, according to Merry, has got good and bad points, but that has been swept aside by digital swarms who like to criticise the mistakes of others and then make it public knowledge. People need to press ‘pause’ before they go sharing stuff. “We’ve got drivers who take photos of themselves and post them and you think ‘mate, two hands on the wheel,’” adds Merry.

Throughout her career Merry has been keen to show that leadership involves empowerment of others.

“I’ve always tried to encourage the people who work with me,” she says. “If they don’t know how to do a particular job or if it’s the first time, where do they go to find the information? No one is indispensable and you build better teams that way.”

It’s important, she believes, to teach someone else.

“What I’ve always found good is if you’re a manager and you can leave work and

someone else can pick your job up and do it, that’s a lot easier than coming back to 500 emails,” she says. Merry reiterates the importance of supporting others in order to achieve mutual goals.

“I don’t consciously mentor people, it’s just that someone taught me to and everyone else should know that too,” she says. “I suppose that comes back to my core values where you can’t set people up to fail, you should be setting people up for success.”

If someone in a position to do so is not prepared to teach people, Merry says, it’s tantamount to setting them up to fail. That means, in her way of seeing it, that you’re not a good employee, or boss, or friend.

“We should always help people make better informed decisions and that way we have a better collaborative work group,” she explains. “By giving them the tools and the confidence they should even be able to say they feel something is wrong. They’ve got to be able to say to management ‘I appreciate your feedback but you’re wrong.’”

Merry does acknowledge that not everyone is prepared for the commitment now required to be involved with industry representation. “There is some amazing talent in our industry and in our era people got

and recognised the commitment was outside their normal job,” she recalls. “These days, unless they’re people coming from their own business, they don’t understand the concept of going that extra mile. Our daughter Emma was in a pram and she got carted off to strawberry festivals and Convoys for Kids and all that sort of thing. But that was what you did for the benefit of the industry.”

Merry also regrets that the relentless pursuit of efficiency can have some negative social effects on the grass roots of the industry.

“Back in the day we stopped and helped others change tyres. It was also a form of welfare check and making sure your mate is OK and keeping track of them,” she says. “But they don’t have time for that any more.”

In the more immediate tense, Merry believes more work needs to be done to make the transport industry better for those already involved, and to attract new people.

“Toilets and things like that can be an issue for women but they need to be addressed because they are equally an issue for men,” she says. “As is having adequate resources such as parking bays as well as sufficient training for people and proper licence standards.”

The relentless pursuit of efficiency can have a negative effect on the grassroots of industry.

IVECO ANNOUNCES TRADIE ‘SUPER TRAY’

comfortably and legally.

Powering the new model is IVECO’s latest 3.0-litre Euro VI turbodiesel engine which produces 180hp (132kW) and 430Nm of torque. The unit is matched to a market-leading 8-Speed full automatic transmission, providing seamless power delivery, ultra-fast gear changes and a car-like driving experience.

IVECO’s work ready Daily Tradie

Made is back for a limited time with a longer 4.5m tray and with a 5-year / 250,000-kilometre extended warranty.

Based on the 45C18 Daily cab chassis, the Tradie Made ‘Super Tray’ features a factory-fitted 2218mm W x 4500mm L (internal) heavy-duty aluminium tray, allowing prospective buyers to have their vehicle on the job site and working sooner, rather than waiting weeks for body fitment through a third-party supplier.

Other benefits of the Australian-made

tray include load restraint points, window protector and tube headboard, rope rails and corner step. For easier loading and unloading of equipment and materials, the Super Tray also benefits from two-piece, quick lock drop sides. With a payload of approximately 1900kg, the Super Tray is an attractive option for tradies or contractors who may have outgrown their utilities or 4x4s; the models also offer the convenience of a car licence-friendly 4,495kg GVM and 3.5t braked towing capacity, allowing users to tow a machinery or tool trailer

DHL OPENS FIRST STANDALONE SERVICE POINT IN SYDNEY

DHL Express has opened its first Australian shopping centre Service Point in Sydney. Located at Stockland Merrylands, the 63-square metre store will provide DHL customers with greater access to its express parcel shipment services, enabling them to ship to more than 220 countries and territories. The company’s first standalone Service Point gives customers the option to lodge a shipment in-person, in addition to the company’s 13 existing Service Points across Australia. Customers can continue to book a courier pick-up at their home or business address through the MyDHL+ website.

Until recently, DHL Service Points had been located near airports or in business parks, some distance from

the main shopping areas frequented by consumers.

“During the pandemic, with the closure of Australia’s international borders, more people chose DHL’s express delivery service to send important shipments overseas to their family and friends,” said Gary Edstein, CEO and Senior Vice President, DHL Express Australia. “With this new retail Service Point at Merrylands, we’re stepping into the retail sector to make express delivery services more accessible and convenient for all our customers.”

At the new Service Point, DHL staff will be available seven days a week to assist customers with international shipping advice and parcel packaging supplies. Merrylands, according to DHL, was

Other benefits of the Daily cab chassis include a full range of safety equipment such as front and rear ABS brakes, DRLs, four airbags, Hill Holder, Advanced Emergency Braking System (AEBS), Adaptive Cruise Control (ACC) and Anti-slip regulator (ASR), which forms part of IVECO’s coveted ‘ESP9’ suite of electronic stability technologies.

Appointments inside the cab include the Hi-Connect multimedia system with Apple CarPlay and Android Auto, inductive phone charging and softtouch steering wheel.

The Daily Tradie Made Super Tray’s extended warranty of 5 years / 250,000 is available for vehicles retailed prior to 30 June, 2023 and represents an increase of 2 years / 50,000 kilometres over the standard warranty.

chosen as the most strategic location for the store following an analysis of the postcodes that most customers were travelling from to visit existing DHL Service Points in Sydney. The store is expected to cater to popular shipping destinations including India, China, Lebanon, and the Philippines. Coincidentally, the opening of DHL Express’ first Australian retail store marks the company’s 50th year of operations in the country, with its first office established in Mascot, Sydney in 1972. In the last three years, the number of shipments lodged by customers at DHL Service Points in Australia has grown 65 per cent, prompting a need for more Service Points that are closer to consumers.

IVECO’s Daily Tradie Made.

LDV TO DOUBLE DOWN ON OFFERING

Having seen the LDV Deliver 9 hit the number one spot in the large van segment – up a massive 61.2 per cent in 2022 to secure 2,966 sales – the G10 (3,159 units) and V80 (562) went on to secure second place in the 2.5-3.5-tonne van segment with a combined 16.1 per cent segment share. In a market that grew by just 3.0 per cent in 2022, LDV more than doubled the market growth at 7.1 per cent to secure a record 16,269 vehicles sold, despite major supply constraints across its range.

The recent launch of the eDeliver 9 for greener urban logistics, and the arrival of Australia’s first electric ute, the eT60, lay further foundations for continued LDV growth as the nation begins the transition to greener transport solutions. LDV is also well-positioned in the fleet space, with a number of commercial deals with Australia’s leading corporate fleets including Better Telco Solutions, Couriers Please, Aramex, Toll and Europcar.

This year will also see the arrival of a dynamic new mid-size van in both ICE

and EV engine variants and three roof options. Scheduled for launch in Q4, it’s expected this vehicle will have the same impact in its respective segment as the well-received LDV Deliver 9.

“The Deliver 9 is a clear example of what the LDV brand is capable of achieving,” says Dinesh Chinnappa, LDV General Manager. “To take leadership in just

two years requires a dedicated dealer network, outstanding product and a great value proposition. We believe that our future new product roll-out will be equally successful.

“To that end, we expect our new midsize van will replicate the success of the Deliver 9 and shake up its respective segment, too.”

RAM Trucks Australia has celebrated producing its 20,000th righthand drive truck. The milestone was achieved when a 6.2-litre supercharged V8 HEMI TRX in Hydro Blue was built at RAM Trucks Australia’s recently-expanded Melbourne Manufacturing Facility. Carl Smiley, Chief Operating Officer, India & Asia Pacific at Stellantis, and Billy Hayes, Head of Sales, Marketing and Regional Operations, India and Asia Pacific at Stellantis, were both on hand to celebrate the milestone.

“RAM is one of our best known and strongest brands in the USA and I am really proud to see it here in Australia,” said Smiley. “The Ateco Group are great partners to have in this project – the quality of right-hand drive trucks is testament to the teamwork between those on the ground here in Australia

and those back in the US.”

This was Smiley’s first visit to RAM Trucks Australia’s manufacturing facility, enabling him to see first hand how the company is poised for further growth.

“We are committed to continued support for the Ateco Group and their RAM Trucks Australia business with further technical and engineering assistance,” he continued. “With discussions around future product –

including the recent RAM Revolution EV truck reveal – I’m confident the long-term arrangement will continue to innovate and elevate this partnership.”

The Ateco Group is the world’s only RAM-authorised manufacturer of right-hand drive RAM trucks. The relationship with RAM Trucks in the USA initially began in late 2013. All RAM Trucks Australia vehicles are international-spec vehicles, uniquely coded for the Australian and New Zealand markets and the local build process.

RAM Trucks Australia is now the biggest vehicle manufacturer in Australia. With over 1,000 new parts on the DS, DT and heavy-duty models, there are significant local supply chain benefits of this fast-growing vehicle segment.

RAM PRODUCES 20,000TH RIGHT-HAND DRIVE VEHICLE

The staff at RAM Trucks in Melbourne with the supercharged V8 HEMI TRX.

NEW LE SPEC OFFERED FOR MAZDA BT-50

Mazda is offering a new specification for the Mazda BT-50 range. Based on the ever-popular XTR model grade, the Mazda BT-50 LE promises to offer enhanced looks, greater functionality and added customer value in the form of a single hooped polished alloy bullbar, polished sports bar and the heavy-duty tub liner, which offers ultimate protection against dents and scratches.

Available in Mazda showrooms nationwide from February, the Mazda BT-50 LE is locally engineered for the Australian market with intensive R&D and real-world testing. Manufactured from high-quality

stainless steel and featuring an integrated brake light, the polished sports bar helps to complete what Mazda calls a “tough yet elegant exterior”.

Dual-zone climate control, satellite navigation, advanced keyless entry, reverse camera and Apple CarPlay/ Android Auto compatibility are all standard.

All versions of the Mazda BT-50 LE will be offered as a Dual-Cab Pickup 4x4 with a 3.0L turbo-diesel engine paired to a 6-speed automatic transmission, finished in an Ingot Silver Metallic paint hue.

Priced from $64,295 before on-roads,

the Mazda BT-50 LE represents a $2,500 saving for customers overall compared to specifying the same accessories separately.

“One of the many strings to the Mazda BT-50’s bow is the sheer breadth of customisation options available through the Mazda Genuine Accessories program, all of which come with a five-year warranty when fitted at delivery,” said Vinesh Bhindi, Mazda Australia Managing Director. “With the new Mazda BT-50 LE, we’re offering the best of both worlds –an enhanced and individual look, combined with even more added versatility.”

Mazda BT-50 LE.

BRISBANE TRUCK SHOW EDITION

ADVERTISE IN OUR MAY 2023 PRODUCT SHOWCASE PREVIEWING THE BIG EVENT.

BOOKING DEADLINE: 28 MARCH 2023

Regarded as Australasia’s premier transport event, the Brisbane Truck Show, across four days, attracts up to 40,000 visitors. They come to see the best the industry has to offer from manufacturing, design, engineering and technology innovation. As the most comprehensive showcase of trucks, trailers, components, equipment, accessories and technology in Australia, the show is a major attraction for fleet executives and purchasing managers from industries including road transport, agriculture, retail, mining, construction, infrastructure, services, trades and local government. This year’s event and its many ancillary activities, marks the seventh to be held at the Brisbane Convention and Exhibition Centre.

Prime Mover will be there. But will you?

Don’t wait another two years to have your product, service or solution showcased in our special Truck Show edition of the magazine. It’s an unmissable opportunity to demonstrate to decision-makers the capabilities and compelling value offering of your business and why it matters in the Australian heavy vehicle industry.

SILK ROADS

LDV can claim the title as the first manufacturer to offer an electric utility vehicle to the Australian market.

The ute segment accounts for more than 20 per cent of all vehicles sold in Australia and presents the opportunity to introduce low or zero emission drivelines without too many compromises. It is no surprise that Australia’s first all-electric ute is manufactured in China by the LDV division of SAIC Motor Corporation which is the largest automotive manufacturer in China with brands including LDV, MG and Maxus. It’s a leader in vehicle electrification.

Chinese manufacturers are generally less conservative than other global vehicle builders and have been quick to put together an electric version of the LDV T60 ute, the diesel version of which has been selling very successfully since its Australian launch late in 2017 with around 25,000 units being delivered in total. The market strengths of the diesel T60

include relatively high equipment levels coupled with relatively low pricing. The electric version released here in late 2022 has the same equipment levels as the T60 Pro but with a drive away price in the mid$90,000 range for an eT60, buyers other than large corporate entities and governments may think more than twice about what’s it’s worth to them to be seen to be green.

The eT60 ute uses the same 88.55 kW lithium-ion battery as the LDV eDeliver 9 electric van and according to LDV has a range of 330km. This figure is based on the Worldwide Harmonised Light Vehicle Test Procedure (WLTP) which is the standard for measuring such metrics and we can expect to read a lot more about it over the coming decade. The battery can be charged using an 11kW wall box charger in around nine hours, while 80kW DC fast charging can take the

battery from 20 per cent to 80 per cent in approximately 45 minutes. The regenerative braking function when driving converts kinetic energy into electrical power. This provides a level of resistance braking at the same time as feeding power back into the battery. Unlike the LDV eDeliver van and the MIFA 9 electric people mover, this preproduction example has only one level of regenerative braking compared to the other three.

Under the bonnet, where an ICE (internal combustion engine) would normally be located, are the control modules for the electric drive. The 130kW electric motor is incorporated into the rear axle, commonly referred to as an “eAxle”, which simplifies manufacture but does leave the components vulnerable to damage in off-road situations. If the intended application involves getting off the pavement, then a diesel 4x4 LDV is better suited and only costs around half as much. The eT60 rides on stylish 17-inch alloy wheels and is equipped with the same “heavy duty” suspension as its T60 Pro sibling with double wishbones and coils at the front and leaf springs at the rear. The increase in unsprung weight due to the addition of the electric motor only highlights the typical shortcomings found with most four door utes, including Japanese brands, of being over-sprung and under-dampened.

In on-road handling this is countered a little by the location of the battery amidships, providing, in the main, a more balanced feel. An opportunistic aftermarket supplier will probably be quick to offer a different set of shock absorbers which will probably transform any shortcomings in the

LDV eT60.

eT60’s ride dynamics.

The electric motor delivers 310Nm of instant torque and the performance is lively for a vehicle that weighs 2,300 kgs. Ventilated disc brakes are at each corner and the maximum braked towing rating is 1,000kgs, the same as the payload permitted in the ute tub, which has a hardwearing spray lining and four tie down points. In comparison, the diesel T60 has a 3,000kg braked towing limit. Depending upon the model the eT60’s payload is higher than the ICE versions by up to 250kgs.

The air-conditioned cab interior shares common features with the entry level diesel-powered T60 MAX Pro versions including the multi-function steering wheel which lacks reach adjustment, Bluetooth and Apple CarPlay connectivity (regrettably no Android Auto yet) and a 10.25-inch touch screen. The “pleather” front seats are trimmed with red stitching and have six-way electric adjustments. The front passengers are protected by driver and passenger airbags, side airbags and front to rear curtain airbags. The rear seat is large with good leg room which we can attest to having occupied the rear seat of an ICE Pro MAX T60 for a 130km trip at the conclusion of the road test. Safety systems include Electronic Stability Control, Emergency Brake Assist, Hill Start Assist, Roll Movement Intervention and Hill Descent Control. We get to experience the effectiveness of the rain sensing windscreen wipers when sleet begins forming during our road test in the NSW Southern Highlands and can report that the heater does a great job.

Rear parking sensors and a reversing camera should help avoid inadvertent knocks and scrapes. A pedestrian warning system emits a “chirp” which fades away as speed increases. For security, an ‘ignition’ key is required to be turned to activate the vehicle and forward or reverse direction is selected by a rotary dial switch located on the centre console in the

area where a gear selector would be in an ICE vehicle.

The warranty period for the vehicle is five years or 160,000km while the battery is covered for eight years or 160,000km. Neither is as generous and reassuring as the warranty cover on the ICE T60 which goes out to seven years or 200,000km. With no conventional engine or transmission requiring regular attention, the service intervals of the eT60 are once every 24 months or 30,000km. The eT60 is also covered by a 24/7 Roadside Assistance service for the duration of the factory warranty period. Being an automotive pioneer is always

going to be a challenge and the LDV eT60 has the support of a nationwide dealer network (94 dealers at last count), OEM factory backed warranty and servicing as well as spare parts backup.

Without the required charging infrastructure, the eT60 isn’t about to cross the Nullarbor, so for operations closer to home its 330km range will be practical for many applications. In line with most electric vehicles, the charging times suggested are for batteries with depleted charge of between five and 20 per cent so the less you use it, the quicker the charge will take to complete.

A rotary dial switch in the centre console selects forward and reverse.

THROUGH THE GRAPE VINE

A winemaker in the Barossa Valley is one of the first in Australia to put Nissan’s Vehicle-to-Grid technology to the test — using charging infrastructure supplied by JET Charge and the 40kWh battery in his electric Nissan LEAF.

An annual electricity bill surpassing $6000 proved a catalyst for winemaker Joseph Evans to install a rooftop solar system to power his Ballycroft vineyard, during daylight hours. Although this immediately removed $4000 from Joseph’s annual power bill, there was still one issue remaining — he would need to find a way to power his home and property at night, which was responsible for the remaining $2000 in annual power costs. He looked to Vehicle-to-Grid (V2G) technology

and more specifically the Nissan LEAF, for a solution. That annual $6000 figure has since turned into a weekly $50 profit.

“That is more than $2500 in annual profit, from what was once a significant cost,” Joseph says. “Fuel and electricity prices are only heading up. My costs are fixed and fixed at zero. Instead of paying for my power, I’m getting paid for my power.”

Joseph has created 27 vintages to date. He is involved in every process of the grapes journey, carefully tending to them from vine to bottle. He relies

on his Nissan LEAF for roundtrips to Adelaide when making wine deliveries, mostly to local restaurants. Afterwards, he plugs it into his V2G charger and uses the stored energy in the LEAF’s battery to power his home and property overnight, before replenishing it with solar power in the morning.

This unconventional method provides Joseph with enough energy for all of his living, heating and cooling needs, as well as meeting the agricultural requirements for his 10-acre vineyard — while also allowing him to feed

Nissan LEAF through the vineyards.

excess energy back into the grid, earning him a rebate tariff.

Ballycroft, situated on a sloping 15acre property in Greenock, Western Barossa Valley in South Australia, takes its name from a cheesery that used waste water on site to irrigate the young vines and whey used as fertilizer.

Although the cheesery ceased operating in 2011 the distinctive logo still graces the Small Berry wine bottles. The rain fed vineyard was hand planted in 1998 and produced its first vintage of Small Berry Shiraz in 2005. A Tasting Room, formerly the production room for the cheesery, opened in 2016. The winery was finished two years later. Purpose-built, it solely uses rainwater and runs on aforementioned solar power.

Ballycroft is among the first businesses in Australia to pilot V2G in real-world settings. It followed the Realising Electric Vehicle Services (REVS) project, which saw 51 Nissan LEAF electric vehicles (EV) deployed

and explore how it can support Australia’s energy infrastructure. Ballycroft has also been one of the first pilot sites approved by SA Power Networks (SAPN), who have been leading the way in the installation and integration of renewable energy and distributed energy resources nationally. While securing required approvals Australia-wide continues to be a work in progress, customers in South Australia can apply to SAPN to install a Wallbox Quasar V2G unit the same way they would for a new solar or battery installation.

“This is a game-changer, and I wanted to be right at the front of the queue to have V2G installed,” says Joseph. “It makes me entirely self-sufficient with my power needs, makes my home and business more sustainable, and it’s so easy to use.”

The demand for Australia’s grid power fluctuates significantly, and it’s this instability in the grid that can lead to issues and blackouts.

The Nissan’s V2G technology can

period by providing energy to the grid, and Joseph can do this with a simple charging application on his phone which allows him to charge or discharge power from his LEAF at the turn of a digital dial.

With the Nissan LEAF being the only factory-delivered and warranted V2Gcapable battery-electric vehicle (BEV) on the market today, Nissan National Manager of Electrification, Ben Warren, says V2G has transformed the Nissan LEAF from a vehicle into a mobile energy storage solution, meeting both transport and home energy needs.

“While the REVS project continues to be extremely positive, it’s incredibly rewarding to see this game-changing technology now being piloted in a residential and commercial setting, and to see the real-world benefits V2G can deliver,” he says.

“We’ve seen this technology deployed internationally, and it’s so exciting to now see it begin rolling out across Australia, first in the ACT with the REVS project, and now with our first

Sue and Joseph Evans on their Ballycroft estate.

Heavy Vehicle insurance considerations

Your truck insurance policy probably will not cover damage due to war or electromagnetic pulses (EMP), but that probably is the least of your concerns. What else is not covered by insurance? This article provides my understandings.

Insurance Policy Coverage

A wide range of policy offerings exist such as: third party only insurance, commercial vehicle insurance, public liability insurance, goods in transit insurance, downtime insurance, business interruption insurance. Whatever policy is chosen, the insurance Company (the insurer) will want to know

exactly what the vehicle is used for and what cargo is carried. Exceptional conditions should be declared. The vehicle owner (the insured) should report the incident to police and to the insurer as soon as possible. The report must be honest and complete. The insured must give the insurer full discretion and assistance in investigating and defending the claim.

Articulated vehicles will often include a trailer that is not owned by the insured This trailer and its load can optionally be covered. Usually, the trailer will be covered under a separate policy. The policy may or may not cover the value of the goods being carried.

Exclusions

The policy may not cover overload and overdimension. The insured should know the legal limits of the vehicle and obey them. These limits include the capacity limits of the equipment. If the limits are exceeded accidentally or if the overload is irrelevant, cover may still be provided.

A claim may be refused if the insured or its agent (e.g. the driver) admits liability without the insurer’s approval.

Theft of the equipment or its load is covered unless the thief has a claim over the equipment or load. Modifying the fuel system or not informing the company about substantial modifications may also invalidate a claim.

Players in the Insurance Industry

A loss adjuster is a claims specialist who is appointed by the insurance company to investigate a contentious or complex claim. A claim assessor will inspect the equipment for the insurer. This person will review the claim from the insurance company’s perspective. A loss assessor represents the insurance policy holder (‘the claimant’) and will negotiate with the insurance company about the claim.

Response Times

The insurer must acknowledge a claim within ten business days. In the first step a

PETER HART

The insurer must make a decision to accept the claim within 4 months unless exceptions circumstance exist.

Figure 1: Insurance claim timetables (Courtesy: Financial Rights Legal Centre)

claim assessor will inspect the damaged truck or trailer and make a first assessment of the validity of the claim and the replacement or repair value. The insurer may require more information about the claim. It may appoint a loss adjuster or appoint a forensic investigator or a factual investigator. If it does this, the insurance company must advise the claimant within five days of the appointment. More generally, the company should keep the claimant information about the status of the claim every 20 business days or less. The process is illustrated in Figure 1.

Disputes

If a dispute arises about the insurance claim, or if the claim is taking an excessive time, the claimant can lodge a complaint with the insurer. The company should have an internal dispute resolution process involving review by a manager who has not previously considered the claim. If the claimant is not satisfied, a complaint can be made to the Australian Financial Complaints Authority (AFCA). The insurer will have to justify the decision to refuse or limit the claim.

Forensic Investigation

The insurer must be able to justify its assessment process because it is answerable to the AFCA. For some claims the insurer will appoint an independent forensic investigator to report on the condition of the equipment. It must do so within 12 weeks. The insurer will usually want to understand the reasons for the failure irrespective of whether it pays the claim or not. I often get instructions to conduct forensic examination of failed, burnt or crashed trucks and trailers.

If the insurance claim is rejected the claimant can request a copy of the external forensic reports that were relied upon to assess the claim. The reports must be supplied by the insurer within ten business days.

The insurance company will want to answer the follow questions:

• Did mechanical wear and tear cause the failure?

• Was the vehicle roadworthy?

• What condition was the equipment in?

• Was the vehicle overloaded or overdimensional?

• Was the use of the vehicle reckless in the circumstances?

• Was the failure reasonably foreseeable?

• Had the equipment been modified and if so, was it approved and safe?

• Had the equipment been serviced adequately?

Insurance does not cover events that are expected to occur. Insurance is for reasonably unforeseeable events. The insurer may make the claimant an offer to settle the claim after considering the answers to these questions. A partial settlement offer may arise if the insurer assesses that the actions by the claimant were partially responsible for the loss. A very important consideration is that once an insurance claim is made, the insurer has an interest in the claim. It may spend money moving the vehicle or assessing its condition. If the claimant decides to withdraw the claim, the claimant may have to wait until the insurer is finished with it. I recall investigating an engine problem on an agricultural machine. The claimant thought that the fuel was contaminated. The

machine was moved to a workshop nominated by the insurer. It was discovered that the fuel system had been incorrectly bled by a mobile mechanic. This episode took three months to sort out, during which time the machine was unavailable to the owner.

Causes of Truck and Trailer Risks

So, what is the risk that your truck or trailer will be involved in a serious incident? The best information available about the causes of truck and trailer insurance claim is in the 2022 National Transport Insurance (NTI) Safety Report. This report presents a detailed assessment of the causes of all the ‘large loss’ insurance claims (which have a value of $50,000 or more) that NTI received in 2021. There are 1001 such large loss claims. This represents five major claims per 1000 insured vehicles.

Figure 2 shows that nearly two in three of NTI’s large-loss claims are primarily caused by ‘human factors’. That is, poor decisions made by the driver of the insured vehicle. Figure 3 shows the breakdown of the human factors category. The top four categories are due to poor driving. To reduce risk the owner of the truck should focus on ensuring that the driver is adequately trained and experienced.

The lessons seem clear. The driver’s training and professionalism are paramount. Providing equipment in good condition with safety systems that can intervene to protect against developing danger will reduce the risk of having to make the insurance claim.

Dr Peter Hart, ARTSA-I Life Member

Last year, prior to the United Nations Climate Change Conference (COP 27) the Albanese Government lodged with the UN, ambitious new emission targets as part of Australia’s obligation under the legally binding international treaty on Climate Change known throughout the world as the Paris Agreement. The Government, on behalf of all Australians, determined that greenhouse gas emissions will be reduced 43 per cent below the 2005 level by 2030. In so doing, Australia also reaffirmed its commitment to net-zero emissions by 2050.

The Truck Industry Council (TIC) and its members fully appreciates the importance of this goal and are working diligently to contribute to the decarbonisation of road transport in support of this broader objective. At TIC council and technical meetings, it is a standing agenda item with the aim being to advocate to governments a united position on the best policy position to achieve the Government’s target settings. Truck OEMs and major component suppliers such as engine manufacturers are ready today for this evolution. Technologies currently exist for many truck tasks, for example battery electric trucks for urban freight distribution. While OEMs are working on new technologies for more difficult to abate freight tasks such as linehaul. The theme for COP 27 was “Together

Freight Decarbonisation: Reality meets Ambition

for implementation” making it clear for the world to see that the priority of governments was now upon implementation of initiatives and programs that moved the agenda beyond the promises previously made. There is no doubt that this is a noble undertaking, however such narrative needs to reflect realism. The freight transport sector is universally noted as being a hard to abate sector.

The role of TIC as Australia’s peak industry association, with responsibility for advocating to governments on issues relating to the nation’s heavy vehicle fleet on behalf of its truck OEM members, is to communicate to government a realistic pathway forward to achieving reduced CO2 emissions. The real issue before us all in freight transport at the moment is ‘Reality hitting Ambition’.

Governments around the world have set the vision for an ambitious carbon reduction target. Now what is required is implementation of this policy in an environment completely changed from when these ambitions were set, meaning inflation, supply chain disruption, skilled and unskilled worker shortages, more interest rate rises on the way in 2023, world economies cooling, talk of an economic recession and finally an on-going war. While the long-term trajectory certainly embraces a shift toward electrification (battery and hydrogen), the industry recognises, at present, no single technology is capable of achieving carbon neutrality across the freight sector. TIC’s industry position is not to pick winners, that is, the solution lies in being “technology neutral” where OEMs determine the best technology to achieve carbon reduction. This is particularly so in the freight transport sector with its numerous applications. Historically, governments have a poor record when they pick winners to solve

the problems of the market place. Multiple approaches provide a more practical and sustainable pathway to carbon neutrality for Australia. Society and government have set the climate goal; industry will deliver technology options and require flexibility from government and society to achieve this. The sector has a sound track record of introducing advanced technologies to the market for the betterment of operators and just as importantly, society. Look no further than the noxious and carbon emission reducing technologies or the advanced safety technologies standard in today’s trucks. No single government policy or industry commitment alone will achieve this ambitious goal. We must work collaboratively at all levels of government to identify the range of approaches necessary to establish sustainable pathways to carbon neutrality.

The starting point in Australia is for government to acknowledge the need for a transition plan, this is not a light switch moment.

TIC is proposing a National Low and Zero Emission Strategy as opposed to the recently announced Government’s Electric Vehicle Strategy. The National Low and Zero Emission Strategy would target the general reduction of CO2 emissions from heavy vehicles, in both new and existing trucks and be technology neutral. The strategy does not pick winners, but does include electric technologies, because the reality is that all truck manufacturers around the world are working on a suite of technologies to meet the targets set by governments.

I will talk more about this strategy in next month’s column. In the meantime, ‘reality must meet ambition’.

Tony McMullan CEO, Truck Industry Council

ANDERSON

Victorians – and particularly those living in and around Melbourne – have experienced some of the most prolific transport disruptions in recent memory over the summer period, with private and public infrastructure operators using what used to be the ‘quieter’ warmer months to undertake major maintenance works. Among the more significant undertakings was the closure of four out of five lanes on the West Gate Freeway for bridge maintenance, and the shutdown of the rail network’s City Loop and numerous suburban rail lines for upgrades, with commuters shunted on to replacement busses for much of the summer.

On top of other major roadworks across the state to repair flood-damaged road and rail networks, these much-needed annual maintenance programs combined to create significant disruption on Victoria’s transport network, with the return of interstate and international tourism traffic for major events like the Australian Open tennis also adding to the congestion.

A silver lining of these disruptions has been a greater focus on transport infrastructure, with many media outlets looking for stories in the otherwise quieter summer news period happy to drum up and report conflict and angst from disgruntled travellers stuck in traffic. There is no doubt that road, rail, and sea infrastructure that is big enough and seamless enough to accommodate

Closures highlight value of infrastructure

our state’s growing freight task has a major impact on the productivity of transport operators, as we saw during the disruptions. When big roads are closed and rail commuters put onto busses, productivity plummets with more congested roads, fewer deliveries and slower travel times. The ensuing supply chain disruptions reduce stock at retail stores and even push up consumer prices. But as all the infrastructure programs underway through Victoria’s $90 billion Big Build are completed and come together, and as more road and rail infrastructure starts to open, we should see the reverse occur, together with productivity gains for operators.

Victoria currently has three major tunnelling projects underway with the Metro Tunnel, West Gate Tunnel, and North East Link project all at varying stages of completion. As these projects continue and approach their completion, the VTA will be advocating for positive policy and regulatory changes that can add to the productivity gains additional road and rail infrastructure inevitably brings.

Among this will be advocacy for longer and heavier High Productivity Freight Vehicles to use the new infrastructure, along with investments in the state’s gazetted regional and metropolitan freight network for bridge strengthening works to accommodate heavier loads. We’ll also be advocating for common sense solutions such as changes to traffic light sequencing and dedicated right hand turn lanes to improve safety for all road users and create efficiencies for operators. With the West Gate Tunnel now

well underway we’ll be focusing on maximising the return for operators in and around the Port of Melbourne, that will soon be forced on to a tolled road when the adjacent road network is fully curfewed and off limits to heavy vehicles. The potential provision by West Gate Tunnel operator Transurban for things like higher toll discounts for fleets and reduced or waived tolls for night-time use when there’s less traffic will make compulsory tolls more palatable for freight operator and improve congestion during the day.

The movement of freight is a 24/7 game in our economy with the Port of Melbourne welcoming ships around the clock, so we need road and rail freight policies that complement and support this.

Victorians demonstrated during the pandemic that freight and commuter traffic can safely coexist, with the temporary removal of curfews so retail shops, cafes and restaurants could be replenished. We’ll continue to oppose curfews where warranted, as well as campaign for clearways on major arterial roads and freight routes to improve productivity and reduce congestion.

We can have the biggest and the best road, rail and sea freight transport infrastructure in the world, but if we don’t have associated policies and regulations that enable their seamless integration, the productivity and safety gains of bigger roads, stronger bridges, and efficient ports will all be for nought.

Peter Anderson CEO, VTA

STUART ST CLAIR

PETER

Rising to the Challenge

January last year (+27.9 per cent). Medium Duty secured 445 new units, up 24 on last January (+5.7 per cent) and Light Duty achieved 989 deliveries which was an additional 221 over January 2022 (+28.8 per cent).

This time last year the Australian economy was still learning how to cope with the effects of the pandemic. Now order books are stretching out into 2024, and in some cases even beyond 2025, and body builders and trailer manufacturers are having to rise to the challenge of the demand for their products and services.

Last year will be remembered for many things including the disastrous floods which seriously affected much of the nation and their impact continues well into 2023. The Treasury Department estimated that weather events including floods reduced real GDP growth by 0.25 per cent for the year resulting in a $5 billion hit to the economy due to lost production and without factoring in the value of damage to buildings and infrastructure. The effects were especially felt in industries in which road transport plays a big part such as mining, agriculture and construction. It appears this will be countered by a windfall of tax revenue due to high export commodity prices for iron ore, coal and gas, which could result in a budget surplus of up to $30 billion, especially now that China appears to have lifted at least some of its unofficial ban on Australian imports.

The year just gone will also be remembered, and not too fondly, in terms of the rapid rise in the cost of fossil fuels, particularly coal and diesel. The blame for the high numbers displayed on service station price boards has been too often conveniently laid at the feet of the Russian invasion of Ukraine. The cost of fuel and the need to reduce carbon emissions has accelerated the development and interest in low emission vehicles, including in the commercial vehicle sector, which are making their way into the global market in rapidly increasing numbers.

On a more positive note, 2022 was a record year for new truck sales in this country with 34,743 cab-chassis and prime movers being delivered. This year has already demonstrated that the demand for trucks and more recently heavy vans will continue, at least until the end of the current financial year when the once-ina-generation tax incentives are due to be no longer applicable. The Truck Industry Council statistics for January reports 2,378 trucks and 407 heavy vans, increases of 23.4 per cent and 84.2 per cent, respectively, compared with January 2022. These early results auger well for another strong year in truck sales, when taking into account January can be typically a quiet month in terms of sales due to public holidays and a general slowdown across many industries.

The Heavy Duty sector recorded 944 units, 206 more than for

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