Prime Mover June 2024

PepsiCo Blue Chip

INDUSTRY

Fleet: Tandy Group

Feature: Consolidated Group

Spotlight: Alsco Uniforms Personality Profile: Christopher Wrenn

INNOVATION

Carrier: JD Refrigerated Transport

Diversification: Prugger Group

Supply Chain: Straddle Carriers

Test Drive: Mercedes-Benz eActros

With heavy duty knowledge, professional service and a leading range, NAPA Auto Parts is far more than just automotive.

From our wide range of heavy duty Auto Electrical, OE Replacement Alternators and Starter Motors, Air Conditioning, Lubrication, Service Parts and Braking to smarter technologies and efficiencies, we’re keeping you ahead of the curve.

Our branches are located on the National Land Transport Network. We are working with you to have the parts where you need them, when you need them. We are as committed to your business as you are.

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.

Christine Clancy | COO

With more than two decades of experience as a media professional, Christine has worked in newsrooms across Canada, Vietnam and Australia. She joined the Prime Creative Media team 12 years ago, and today oversees more than 43 titles, including a dozen print and digital transportation titles. She continues to lead a team that focuses on continuous improvement to deliver quality insights that helps the commercial road transport industry grow.

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 lm 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 eet and held a range of senior marketing and management positions in the oil and chemicals industry before becoming a nationally acclaimed transport journalist.

Louise Surette | Journalist

Louise joins Prime Mover after nearly 25 years as a writer. Starting her career as a reporter at the Toronto Star, she has spent much of the last 15 years as a design writer and editor. In 2020, she was shortlisted on the Richell Emerging Writers Prize list. Originally from Nova Scotia, she lives in Melbourne with her two children.

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

Louise Surette louise.surette@primecreative.com.au

Design Production Michelle Weston Manager michelle.weston@primecreative.com.au

Client Success Salma Kennedy Manager salma.kennedy@primecreative.com.au

Head Of ce 379 Docklands Drive, Docklands VIC 3008 enquiries@primecreative.com.au

Peter White | Journalist

Peter has completed a Bachelor of Media and Communication (Media Industries) degree at La Trobe University, and he brings a fresh perspective to Prime Mover. He gained valuable experience at Upstart, La Trobe’s newsroom, work that has been supplemented by direct industry experience in a Council placement. Peter has a strong interest in commercial road transport, and in contributing to Prime Mover’s efforts in growing the industry.

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.

Subscriptions

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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.

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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.

COVER STORY

“For most of our customers we find 24-pallet single trailers are optimal, and we use the B-doubles for deliveries for internal transfers and when servicing our largest customers.”

48 Roads Taken

Western Australia trucking outfit, Consolidated Group, has streamlined many facets of its business in recent years. This includes key suppliers.

FLEET FOCUS

22 Blue Chip

For PepsiCo Australia, lowering its environmental footprint takes precedence. It runs, where possible, the latest vehicles in low emissions technology to move its beverages and snack products like Smith’s between retail sites and DCs.

28 Force of Nature

In little over a decade, Brisbane-based cold carrier JD Refrigerated Transport has risen to luminary status in the industry.

32 Rock Solid

Central Queensland-based Tandy Group is a diversified concrete and raw material business with multiple revenue streams including a transport division that is integral to its operations.

TRUCK & TECH

36 Civil Lore

Based in Coonabarabran in central New South Wales, Prugger Group has been experiencing great expansion in the fields of civil works, earthworks, haulage and plant hire.

TEST DRIVE

54 The Power and the Passion Mercedes-Benz is a front runner in sustainable transport and the eActros demonstrates its practical capabilities combined with zero exhaust emissions.

William Craske Editor

Innately humans are hungry for future direction, as Patrick White pointed out in The Tree of Man, since “the present will not wait. It is itself potential future.”

In politics all roads await funding. By mid-April, Wednesday the 17th to be exact, motorway operator Transurban announced it would, with partner Plus, a Silicon Valleybased software company, advance its edgling automated freight program.

The trial, Transurban promised, was a step up from its rst Automated Truck Trial which had involved a “highly automated” Hino 700 “drive itself” along sections — 370 kilometres all up — of CityLink and the toll-free Monash Freeway in Melbourne. These self-driving connected and automated vehicle (CAV) trials, Transurban had been at pains to point out, were undertaken previously with driver assistance on its roads. The Hino, on the rst heavy vehicle evaluation, was tested primarily on how it communicated with its immediate surroundings, namely line markings and variable speed limit signs. As far as we know all went well. Perhaps since Plus’s technology had already been tested on public roads in

Light Years

Germany with IVECO, a pair of S-Ways, the latest vastly improved prime mover from the Italian commercial vehicle manufacturer, would commence the trial on the 18th, the day following the recent announcement. The trial route was to expand incrementally, with time spent on road and distance travelled in autonomous mode increasing over time, in line with safety protocols. But it didn’t.

On Thursday of the next morning the Transport Workers’ Union, rarely discouraged by lack of notice, issued a media release calling for an immediate stop to the “shambolic” trials in Victoria until proper consultation processes were established with the industry, community stakeholders and the State Government, for whom it reserved uncharacteristic invective. There was a need for action, the union declared, but not this kind of action. Transport was dangerous and already subject to deadly pressures. The safety and regulatory frameworks currently in place, it said, therefore would need to undergo re-evaluation. The trial, the TWU also warned, would result in major delays to the critical distribution of freight. That is, the automated freight program was going to prevent from happening the very thing it was launched to help solve. Fitted with sensors, cameras and other Level 4 self-driving technology, the IVECOs were to be driven at night, in a virtual dedicated lane, with a supervising driver and engineer on-

board at all times under dedicated traf c control room supervision — hardly the bleak opening of the movie Wolverine in which driverless Class 8 rigs roared like behemoths across a dystopian landscape. Nevertheless, it was labelled a rushed bureaucratic pipe dream.

“The community’s safety and the futures of our truck drivers are jeopardized due to this poorly executed plan,” said a TWU spokesman who when they spoke apparently spoke in American. Something Transurban understood uently. It shut down the project within 24 hours, a feat that would appear contrary to a statement it had made earlier about the rigorous testing undertaken ahead of the April trial. It could resist transparency but not government intervention.

Level 4 autonomy is understood to mean a vehicle’s automated driving system is in total control, with which one caveat might be added — providing it isn’t turned into a political football. Transport networks, for all their complexity, soon grow dull when compared to the web of patronage that makes things work and, as the case may increasingly be, not work. In Melbourne, where the winters tend to drag on, that is, for many, an outcome in itself.

Versatility that’s good for business

> Key truck industry findings released by Isuzu Australia

Isuzu Australia Limited (IAL) has released new independent industry research revealing evolving trends and challenges within Australia’s road transport sector. Developed in conjunction with external research specialists, The Future of Trucking Report: The Way Forward is the largest and most comprehensive survey of its kind ever conducted in Australia. The report highlights findings from more than 1,300 survey respondents from transport operators, including prominent general freight and last mile delivery fleets, through to construction, government, health and other niche industry sectors — with the results

was to identify and monitor emerging and entrenched trends, and to look at how operators are navigating these within the Australian truck industry,” he said. “The second instalment of the study uses this critical lens to delve into these issues with the intent of better understanding overall industry sentiment, evolving technology systems, as well as procurement and maintenance requirements.

“There’s no doubt that our industry is on the cusp of transformation, especially in relation to technological and regulatory change.

“Pleasingly, our updated findings paint

offering a unique insight into the state of Australia’s essential road transport industry.

IAL Director and Chief Operating Officer, Andrew Harbison, explained that since first publishing the inaugural The Future of Trucking report in 2020, the road transport operating landscape has continued to evolve, both locally and globally.

“An important goal of this year’s report

a confident picture of a strong and proactive sector ready to grapple with these challenges head-on.”

The Australian truck industry is expected to evolve rapidly in the coming three years but with that growth would come tighter profit margins and rising fuel prices. While these were identified as the major challenges to commercial vehicle fleets, business sentiment indicated that growth expectations were bullish

from previous findings in response to the expansive national freight task. The average tenure of new truck ownership remains at six years. Concurrently, the purchase preference for pre-built OEM vehicles as an alternative to custom built trucks has increased for Australian businesses.

The evaluation of new truck ‘total cost of ownership’ continues to be the primary driver of purchase over initial upfront pricing, with this approach having increased since previous findings. In regard to technology and safety, data reveals that the market continues to be motivated by increasing safety standards, and bolstering safety remained the number one reason for adopting new truck technology.

Australian fleets have indicated, as another key takeaway from the report, a strong appetite for the adoption of zero tailpipe emission vehicles, though the timescale for introduction remains mixed. Perceptions continue to improve surrounding the current suitability of electric trucks and supporting charging infrastructure, with participants earmarking electric vehicles as a key solution to Australia’s transport future in the next 10 to 15 years.

Industry awareness and action on Chain of Responsibility (CoR) compliance remains unchanged from previous findings with three out of ten operators unaware of CoR or without policies to comply. Businesses indicated a preference for completing major truck repairs at OEM dealerships (including parts and componentry), citing workmanship, timeliness, or service and availability of parts as key factors.

John Walker, IAL’s Head of Marketing and Customer Experience and Project Lead for The Future of Trucking report, said these fresh findings point to the innate resilience across the sector.

“Be it regulatory, societal or technological, a key theme emerging from the report is that change within our sector is as constant as it is ongoing,” said Walker.

Craig White, IAL Head of Sales.

Image: Arkajon.

> New EV design rule introduced in Australia

The Federal Government has introduced a new design rule in order to, as it claims, make electric vehicles safer. With pedestrians set to increasingly be around quieter battery electric cars, trucks and buses, the Acoustic Vehicle Alerting Systems (AVAS) is a safety alert or sound, emitted when an electric vehicle is travelling at low speeds in car parks, intersections, and driveways. Quiet vehicles such as electric, hybrid and hydrogen fuel cell vehicles travelling at low speeds are harder for pedestrians to hear compared to noisier vehicles with conventional petrol or diesel engines.

This increases the risk of being involved

in a collision, and this risk is greater for people who are blind or have poor vision who rely on sound to negotiate the road network independently.

The new Australian Design Rule (ADR) will require new electric, hybrid and hydrogen fuel cell cars, trucks and buses to be fitted with an AVAS from November 2025. AVAS will make these vehicles easier to hear by emitting a sound when the vehicle is travelling at low speeds in car parks, intersections and driveways.

“AVAS technology is already mandated in the European Union, United Kingdom, Japan, Korea and the United States. This is our opportunity to catch up with

the developed world,” said Carol Brown, Assistant Minister for Infrastructure and Transport.

“This technology will go a long way to preventing pedestrian crashes, especially for our most vulnerable.”

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

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

> Martins Stock Haulage unveils latest 130-tonne-rated Super-Liner

Leading livestock carrier, Martins Stock Haulage, has landed its latest Mack prime mover. The 130-tonne rated Super-Liner is the fourth in the fleet and sixth Mack unit to be introduced by the OEM. There are two more Mack Titans set for delivery later in the year.

The new partnership with Mack, which was inaugurated last year to much fanfare with an audacious-looking pink Super-Liner, transpired after supply bottlenecks saw it require trucks urgently for a major customer. The new Mack Super-Liner is earmarked for work in central and western Queensland where it will eventually amass 200,000 kilometres a year pulling a B-triple or triple roadtrains.

These Macks are fitted with sleeper cabs, proprietary Mack powertrains with a 685hp MP10 engine, paired to a mDRIVE 14-speed gearbox with XHD Deep Reduction Gearing. The driver, according to Adam Ross, Martins Stock Haulage General Manager, absolutely loves it.

“The ride and room in the cab has great appeal and the driver is very happy with it,” he told Prime Mover. “Our drivers can be out on a job for two and three weeks at a time. Not only do they need to know how to work with cattle, but they also have to be a diesel mechanic given they

work so remotely.”

It makes the 58” High Rise Sleeper even more of a necessity. So far it’s proven a big hit with the drivers that have been allocated a Mack truck. In addition to the Mack Air Ride Suspension, Martins Stock Haulage opted for Base Air on the front and back of the rig, an advanced method of pressure-control designed for heavyvehicles.

Installed into existing air suspension, Base Air is a method of pressure-control that allows vehicles to operate between single and dual-circuit air suspension as required. The improvement to the ride for both driver and precious cargo, according to Ross, has been noticeable.

“Base Air has made a big difference across the combination and the cargo,” he said. “In the livestock game any improvements we can make to load share and balance are paramount.”

The business customarily runs three types of spec, two in Queensland in the heavy 140-tonne range and 130-tonne applications and 106-tonnes under mass management in New South Wales.

The fleet now has 85 prime movers. It’s proven a busy period for new trucks at the livestock transporter with Martins this week receiving delivery of two new Kenworth 50th anniversary SAR Legends in Newcastle, one of which is the 350th new Kenworth purchased by the carrier.

Mack Super-Liner.

Image: Western Truck Group.

CHARGED AND READY.

Introducing the all-electric Mercedes-Benz eActros and eEconic

> Tasman Logistics Services adds 15 A-double rated Kenworths

Supply chain solutions company,

Tasman Logistics Services, will add 15 new Kenworth prime movers to its growing fleet. The first five Kenworth T610 units of the order, which will also contain K200s, were recently delivered. The trucks will enter both Victorian and Queensland operations for Tasman Logistics Services, pulling A-doubles for use in its port logistics business as well as some infrastructure projects it was recently awarded.

Moving a mix of container freight and specialised concrete tunnel segments for these projects across the east coast, all vehicles are rated to 130-tonnes to ensure the fleet has best optimised coverage across the business. The Kenworths were identified as a good fit for the new business for the quality of build and ease of use for drivers according to Ivan Vanis, Tasman Logistics Services Chief Executive Officer.

“This new delivery of vehicles has come at a prudent time in Tasman’s growth and new contract wins,” he told Prime Mover.

“Our team has been instrumental in growing the business organically in line with our two recent acquisitions.

“Our ability to grow customers following acquisitions through our diverse service offering is among the best in the business,” he added.

The partnership with PACCAR as a result is “fresh” according to Vanis, thanks to a recent equipment acquisition from another logistics company.

“It provided us with a subsequent introduction to PACCAR and the quality vehicles it supplies,” he said.

Post this latest batch, Tasman Logistics Services will have in its fleet 95 vehicles from PACCAR including both Kenworth and DAF brands. That will take the fleet to a total of 240 prime movers.

Fleet expansion is only one area of the business undergoing growth.

The need to innovate at Tasman is constant. A whole new tech team recently joined the company and is playing an integral role in capturing the breadth of fleet and travel data produced

> Rogers Transport begins new era in Brisbane

Rogers Transport has cut the ribbon on its new warehousing and depot facility at the Port West Industrial Estate at Lytton. Delivered by Port of Brisbane Pty Ltd (PBPL) and Principal Contractor, FKG, the 4.96ha site includes a 15,700m² warehouse, 1,450m² purpose-built workshop with fully automated truckwash, 370m² office and two recessed loading docks. Supporting PBPL’s commitment to targeting a 5-star sustainability equivalent rating on all new property developments, the facility incorporates an EnviroConcepts water recycling system in the truckwash, which will reportedly reduce water use by over 90 per cent. A 99kW rooftop solar system has also been installed along with water and energy efficient fittings, rainwater tanks for stormwater harvesting and reused and recycled materials in civil works. PBPL CEO, Neil Stephens, welcomed Rogers Transport to the Port of Brisbane community.

within the organisation.

“We are building in house systems to provide our customers with visibility across the supply chain as well as all necessary information for our compliance team to ensure we are well ahead of the game when it comes to safety,” said Vanis. “We are always working on further acquisitions and great bolt-ons for our business.”

Not alike most operators in its sector, Tasman Logistics Services has not been immune to the volatility of supply chain markets. Vanis said the company, despite this, is well placed to adapt to the always fast-changing environment.

“The disruptions cause headaches for all of us in the industry, it’s how we react and deal with them that sets us apart from the rest,” he said. “Our agility and ability to flex up and down for our customer requirements is of the highest calibre.”

The new trucks were delivered by the Kenworth DAF Melbourne dealership in Derrimut.

“This purpose-built facility and its proximity to the Port will help support more efficient, productive operations for Rogers Transport now and into the future,” said Stephens. “We’re grateful for the collaborative partnership our teams have developed throughout its design and development.”

For Rogers Transport, the move,

according to General Manager – Finance & Operations, Chantelle Rogers, has been a number of years in the making.

“We’re all excited to see the project completed,” she said. “The team did a great job and it was a pleasure working with FKG, Gaskin Construction Services, SPARC and the Port of Brisbane. We look forward to putting it to good use.”

Chantelle Rogers and family.

Image: Port of Brisbane.

EURO VI

READY WHEN YOU ARE.

We are embracing our path to zero emissions. The ADR80/04 rating will bring Australia’s emissions standards in line with Euro VI.

THE POWER TO PERFORM.

> R&K launches epilepsy awareness A-double

An eye-catching purple A-double unit has entered operations for R&K Bulk Haulage. Pulled by a new Kenworth T909, the combination was unveiled to coincide with Epilepsy Awareness Day, also known as ‘Purple Day’. Purple Day is a global initiative dedicated to raising epilepsy awareness, dispelling myths, and increasing support for people living with epilepsy. The unit will operate on different routes across four states in Queensland, South Australia, Victoria and New South Wales.

With the combination traveling up to 5000km a week, it will cart grain, fertiliser or cow pellets.

“R&K only run Kenworth trucks as they are built for Australian roads and made to last,” said Director Russell Strasburg. The Kenworth T909 conforms to the wider fleet profile where it is the dominate model.

R&K is passionate about making some of its trucks moving billboards to promote awareness for causes close to

the business, across the country. The first of these promoted breast cancer awareness; the second truck launched late last year was for prostate cancer awareness, a cause close to Strasburg who is currently battling with it.

However, the most recent moving billboard is in honour of his daughter Skye who has suffered with epilepsy since the age of seven.

“This beautiful A-double combination just ties into their fleet really well,” said Caitlin Nolan, Sales Administrator, Brown and Hurley.

With over 250,000 people living with epilepsy in this country, Epilepsy

Action Australia is leading the way in ensuring those affected have the skills and knowledge to live the very best life possible. As the leading and oldest provider of epilepsy services nationwide, Epilepsy Action Australia focuses on improving self-management skills, increasing wider public understanding of this devastating condition, and is at the forefront of partnering and

funding research into interventions and treatments.

Thousands of people across Australia have, according to Rebecca Youssef, Community Fundraiser Co-ordinator Epilepsy Action Group, rallied their private, academic, and corporate communities to raise much needed awareness and funds to provide services for more than 250,000 Australians currently living with epilepsy.

“For many, epilepsy can deeply affect the personal lives, employment, education, and wellbeing of the person and their family,” said Youssef.

Someone who suffers with Epilepsy can face many limitations in everyday activities said Nolan.

“This not only is a huge impact on their daily life, but it also has a ripple effect on their friends, family and wider community,” she said.

“To get this message out in the open across four states will make a positive impact on the people suffering with Epilepsy daily.”

Kenworth T909 A-double combination.

Image: Brown and Hurley.

> Rail union hits back at ATA

Recent comments made by the Australian Trucking Association have attracted the ire of the Rail, Tram and Bus Union. In a media release ATA Chair David Smith advocated that trains be legally required to have greater visibility through effective lighting to save lives at level crossings. Smith was releasing the ATA’s comprehensive response to the Office of the National Rail Safety Regulator’s (ONRSR) draft Code of Practice on Level Crossings and Train Visibility. The code’s voluntary and non-binding nature, according to Smith, is problematic for improving train illumination.

“Accidents at night-time represent a significant proportion of total road deaths, suggesting that decreased visibility plays a significant role in collisions,” Smith said. “Road users and rail workers are dying, and better lighting on locomotives and wagons, such as flashing beacon lights and side lights could prevent crashes and save lives.

“The ATA strongly advocates for making lighting and illumination a legal requirement, emphasising that train conspicuity is a critical aspect of level crossing safety.

“Trucks are required by law to meet minimum lighting and illumination

standards. There is no reason why trains should not be subject to similar requirements.”

In response to Smith’s comments, the Rail, Tram and Bus Union (RTBU) hit back. It accused the Australian Trucking Association of trying to blame trains for the failure of truck drivers to abide by road rules. Rail, Tram and Bus Union (RTBU) Assistant National Secretary Shayne Kummerfeld said the ATA’s call for flashing beacons and side-lights on trains to be made compulsory by law was a deliberate distraction from the real causes of level crossing collisions — the failure of drivers to abide by road rules, and the unrealistic pressure on truck drivers from trucking companies.

“Tinkering with lighting on trains will not change the dangerous behaviour of drivers who think they can ‘beat the train’ at a level crossing,” said Kummerfeld. “The majority of levelcrossing incidents occur during daylight hours when road traffic volumes are higher. Adding lights for daytime issues is nonsensical.” he continued.

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

> Wettenhalls announces new Managing Director

Wettenhalls, following its announcement of a revised executive leadership structure internally, has announced a new Managing Director. The restructure is designed as part of a continuous development plan to enhance its transport services for customers.

The Melbourne-based business in fact named two key appointments including Martin Kelly as Managing Director. Kelly, a long-time decision-maker, succeeds Mike Lean in the role. This was Lean’s ninth year in the job.

General Manager Gary Peatling has shifted positions within the business to Chief Operations Officer.

“With these new appointments, the focus is on uniting our operations teams as a service unit ensuring our customers receive easy access to our full complement of transport services and skilled and expert transport team,” the company said in a statement. “As a business we remain focused on customer service delivery, communication, system and process improvement, and safety to deliver a customer experience that is aligned with our customers needs and resolves their transport challenges.”

Kelly has been a director at the company since 2014. Previously he worked at PwC

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

The ATA, which represents 60,000 businesses and 200,000 people in the road transport industry, said its ONRSR submission is a testament to its commitment to safety and its advocacy for effective, enforceable regulations that protect all road users and rail workers. There was an opportunity to be seized by the ONRSR, according to the ATA, to demonstrate the rail industry’s dedication to achieving zero deaths and serious injuries at level crossings. Kummerfeld, however, said the RTBU was continuing to push for a zero-tolerance approach to level crossing safety.

“We will continue to support improvements to level crossing infrastructure, better driver education, and stronger enforcement of road rules – including the use of fixed and mobile safety cameras and higher penalties for motorists who illegally enter level crossings,” he said. “Road rules are there for a reason, and everyone must obey them.”

Australia. To ensure it innovated to deliver solution-based transport strategies as part of its core focus each and every day, Wettenhalls identified that it would listen, work collaboratively and continually challenge its own ways of working.

In the statement, Wettenhalls said it was committed to working with customers to develop services and to ensure it continued to deliver valued transport services in step with “our customers’ business needs and transport challenges.”

“Wettenhalls is excited about this next phase of our business’s development” the company said.

RENAULT MASTER

> MAN Truck & Bus announces hydrogen combustion engine

Commercial vehicle manufacturer MAN Truck & Bus will be the first European truck producer to launch a small series with a hydrogen combustion engine. The initially planned small series of around 200 units is to be delivered to customers in Germany, the Netherlands, Norway, Iceland and selected non-European countries as early as 2025.

The MAN hTGX, as the vehicle will be called, offers an alternative zeroemission drive variant for special applications like transporting heavy goods — such as construction work, tank transport or timber transport.

The hTGX, according to the OEM, can also be an environmentally friendly alternative to battery-electric trucks for use in areas without sufficient charging infrastructure or for markets where sufficient hydrogen is already available. MAN will hand over its battery-electric truck to customers for the first time in 2024 and scale it up from 2025.

“We are continuing to focus on batteryelectric vehicles to decarbonise road freight transport. These currently have clear advantages over other drive concepts in terms of energy efficiency and operating and energy costs,” said Friedrich Baumann, Executive Board Member of MAN Truck & Bus.

“However, trucks powered by hydrogen combustion engines are a useful addition for special applications and markets. We anticipate that we will be able to best serve the vast majority of our customers’ transport applications with battery-powered trucks,” he said. “For special applications, hydrogen combustion or, in the future, fuel cell technology is a suitable supplement.”

The hydrogen combustion engine H45 is based on the proven D38 diesel engine and is produced at the engine and battery plant in Nuremberg.

“The use of familiar technology enables us to enter the market at an early stage and thus provides a decisive impetus for the ramp-up of the hydrogen infrastructure,” continued Baumann,

who is also responsible for Sales & Customer Solutions. “With the hTGX, we have now added an attractive product to our zero-emission portfolio.”

The hydrogen drive is particularly suitable for special transport tasks that require a special axle configuration or where there is no space for the battery on the frame due to the need for truck body work.

The MAN hTGX offers high payloads and maximum ranges of up to 600 kilometres in its initially offered 6x2 and 6x4 axle variants.

The H45 hydrogen combustion engine used has an output of 383kW or 520hp

for this small series that complements battery electric vehicles. At the same time, depending on the country, our customers benefit from corresponding toll reductions, for example.

“At MAN’s Nuremberg site, we have the most innovative engine technology and decades of experience in the use of hydrogen as a fuel. We are utilising this and presenting a real MAN with the MAN hTGX. The new hydrogen combustion truck is based on the tried-and-tested TG vehicle series and impresses with the highest quality and uncomplicated maintenance. We will continue to research fuel cell technology based on

and a torque of 2500Nm at 900-1300 rpm. The direct injection of hydrogen into the engine ensures particularly fast power delivery. With hydrogen compressed to 700 bar (CG H2) and a tank capacity of 56kg, the vehicle can be refuelled in less than 15 minutes.

“The new CO₂ regulations at EU level will classify trucks with hydrogen combustion engines as zero-emission vehicles,” said Dr Frederik Zohm, Executive Board Member for Research & Development. “This means that such vehicles fully contribute to our CO₂ fleet targets, which also opens the door

battery technology and hydrogen. “H2 fuel technology is also in preparation at MAN. However, it will be several years before the technology is really ready for the market and competitive.”

MAN regards hydrogen combustion and hydrogen fuel cell engines as a complement to its purely battery electric drive systems.

The company is currently working with industry partners Bosch, Forvia and ZF on the “Bavarian Fleet” (Bayernflotte) project to develop a fuel cell truck, due to be trialled with five customers.

MAN hTGX concept.

Image: MAN Truck & Bus.

BLUE CHIP

For PepsiCo Australia, lowering its environmental footprint takes precedence. It runs, where possible, the latest vehicles in low emissions technology to move its beverages and snack products like Smith’s between retail sites and DCs.

Much was made of the PepsiCo distribution facility in Sacramento where it took delivery of some 21 all-electric Tesla Semi trucks in late 2022. Aside from the initial novelty value, the Tesla Semis, which are running on about 18 different delivery routes, some up to 800 kilometres in distance, with a gross combination weight of up to 37.2 tonnes, generated great interest worldwide given their capacity for megawatt charging. Here the American multinational’s lofty

goal of achieving net zero emissions by 2040 begins to unfold. Closer to home, PepsiCo, in looking for versatility and optimised ef ciencies with its OEM partners, has turned to DAF, what’s more by driver consensus, for the latest in internal combustion heavy vehicle technology. Nationally the eet consists of 13 prime movers and three rigids. The business operates two sites in Brisbane and Adelaide involving constant use of trucks. In Brisbane there are ten prime movers in operation while it requires

two in Adelaide with both facilities using the latest generation Euro 6 DAFs to transport products from its extensive snack portfolio, which includes not only Smith’s and Red Rock Deli chips but also its Doritos, Sunbites and Sakata ranges. As one of the largest snack manufacturers in Australia, PepsiCo, a little over a year ago, professed a commitment to bringing healthier products to market, as well as reformulating its market-leading brands to ensure they reach a Health Star Rating of 3.5 stars or above. By 2026, PepsiCo

Images: Brown and Hurley.

Australia expects approximately 30 per cent of business growth to stem from products that have a HSR of 3.5 or above.

It also values the total 3.5 or above HSR savoury snacking category to be worth approximately $300 million in Australia.

At strictly an enterprise level, such focus gives added impetus to the logistics involved in moving product and how this is achieved safely with, where possible, rolling improvements.

“The DAF prime movers are in constant operation, 24 hours-a-day, seven days a week, across two of our key sites in Queensland and South Australia,” says Craig Bowles, PepsiCo Distribution Optimisation Manager. “Chips are pretty lightweight so the size of the DAF models we’re using are the most appropriate size for our transportation needs.”

The 12 DAF units have been drip-fed into the eet over the past 18 months. These models are comprised of nine FTT CF 450hp 6x4s and three smaller

FT CF 360hp 4x2s. Both vehicle types are pulling single trailers while the CF450s also move standard and hi-cube B-doubles. A single trailer load is around 5 tonnes in payload while the B-doubles handle between 7-10 tonnes. The DAFs are utilised primarily to service its larger customers, from supermarkets and distributors in Metro Queensland and South Australia and to shuttle stock from PepsiCo’s manufacturing facilities to offsite storage locations.

“For most of our customers we nd 24-pallet single trailers are optimal, and we use the B-doubles for deliveries for internal transfers and when servicing our largest customers,” says Craig. “We contract our interstate and long haul work to third party carriers.”

PepsiCo aims to turn over the eet on a ve-year cycle. Typically, at this point, the trucks are approaching 1 million kilometres.

“We believe this is the optimal time

to refresh the eet and it also allows us to explore options on newer model vehicles and look at the latest safety and sustainability features,” says Craig. “Sustainability is at the centre of how we as a company create growth and value by operating within planetary boundaries and inspiring positive change.”

The PepsiCo Positive (pep+) initiative is a global end-to-end transformation that puts sustainability at the centre of how the company sources ingredients, makes and sells products and “inspires consumers” to make better choices for themselves and the planet.

“We have a goal to achieve net-zero emissions across our value chain by 2040 – a decade earlier than called for in the Paris Agreement,” says Craig. “By 2030, we plan to reduce our scope 1 and 2 greenhouse emissions by 75 per cent and 45 per cent respectively, against a 2015 baseline, doubling our previous climate goal. The DAF prime movers

The Tingalpa site runs ten DAF units 24/7.

comply with the strict Euro 6 emission control standards.”

The 2030 commitment to reduce its scope 1 and 2 greenhouse emissions requires a detailed sustainability assessment of new vehicle leases, showing PepsiCo has explored all options for low/zero emissions vehicles. The rst

preference is always, according to Craig, to look for net-for-net zero options, such as the 2023 hydrogen-powered prime mover trial with Pure Hydrogen.

“The potential for this trial is exciting. As one of the largest food manufacturers in Australia, we recognise we can use our scale for good and have a positive impact

on the environment,” says Craig. “Where zero emissions vehicles are not suitable for our required purpose, we look for best-in class sustainability features including the Euro 6 emissions rating.”

As it seeks vehicles that meets its operational requirements for range, recharge time, and economic model,

“For most of our customers we nd 24-pallet single trailers are optimal, and we use the B-doubles for deliveries for internal transfers and when servicing our largest customers.”

Craig Bowles, PepsiCo ANZ Distribution Optimisation Manager

The DAFs are pulling single trailers for the main part.

PepsiCo is continually in discussions with multiple vehicle manufacturers in regard to zero tailpipe technologies. With many other live EV projects in other markets, PepsiCo is also able to leverage learnings in this area from across the wider PepsiCo business globally. This includes just under two

years of data from the Tesla Semi battery electric trucks in which PepsiCo was an early adopter — perhaps the earliest in outright commercial terms. Now that truck width limits have increased in Australia to 2.55m, under the cover of new and amended Australian Design Rules (ADRs) announced last year, Craig notes that PepsiCo have been able to add great knowledge in this area from its US counterparts and will continue to explore a range of options for Australian conditions.

The DAFs are initially sourced by LeasePlan from Brown and Hurley who deliver the appropriate speci cations. There is no disputing the trucks are made for drivers and endorsed by drivers. The driver workforce of PepsiCo Australia, who was named an Employer of Choice in 2021, provides all the corroboration necessary.

“We initially had a mixed eet from several different manufacturers, but received consistent driver feedback that they preferred driving the DAFs,” says Craig. “We’ve seen positive fuel ef ciency which continues to improve

with newer models.”

Several years ago, PepsiCo ran internal tests comparing the DAFs with another leading manufacturer and found the DAF eet to be superior for both fuel economy and driver feedback according to Craig.

“We have previously trialled other comparable vehicles, and our drivers told us that they prefer the DAF models,” he says. “Additionally, although our drivers don’t make long haul journeys they can be away from their bases for extended periods of time and the DAF trucks offer them improved amenities.”

Several enhancements can be found in the high comfort interior of the DAF CF cabin. The climate control unit now features one-touch defrosting, park ventilation, park heating with timer, and automatic air recirculation. The rear wall includes a temperature control unit, which allows the driver to access the system from the comfort of the bed. Interior lighting has a rotary switch that features three modes. The control button is centrally located in the middle of the console, so it is within easy reach. The

Nick Stringer, PepsiCo Driver.

driver can choose a lighting mode for different driving and resting conditions, and there is also a dimming function. Interior noise has also been reduced to mitigate fatigue caused by engine noise. The energy-absorbing cab suspension and reinforced cab structure, additionally, has pre-programmed front and rear crumple zones to provide industry-leading vehicle safety and passenger protection.

The new DAFs are endowed with a highend look, not in the least the contoured shape of the prime mover cab and other notable accents like the lowered bumper.

“Our drivers are proud to drive the DAF trucks and they’re a nice visible representation of PepsiCo and our brands on the road,” says Craig.

Regular drivers like Nick Stringer, are canvassed for their thoughts on the commercial vehicles and the latest technology employed by the OEMs. On these DAFs a ZF TraXon 12 speed automated gearbox and SR1360T ECAS rear suspension with Axle Load Monitoring and PACCAR Airguide

400 with Axle Load Monitoring is preferred. PACCAR Connect also comes free for the rst 12 months so Craig and his team can monitor and evaluate every aspect of the truck’s performance. Expressed advantages such as these have helped to vindicate purchases additional to that rst batch. The safety systems have been of particular bene t to the drivers given the intense operational usage of the vehicles.

“Driver assist features on the latest models, such as brake assist, lane assist and the cameras over the passenger side door to cover blind spots, have been well received by our drivers,” says Craig. “As part of our commitment to commercial vehicle safety we have also tted the Guardian Eyesight system and Geotab telematics for driver behaviour monitoring.”

Previously, PepsiCo worked with other telematics providers for many years but recently made the switch to Geotab. At present it is completing the rollout of the Geotab technology across all of its vehicles to get better visibility and to

better understand driving behaviours. As well as offering popular homegrown products like Smith’s, Red Rock Deli and Twisties products, PepsiCo is also responsible for global brands Pepsi Max and Gatorade. On top of the two snack manufacturing sites in Regency Park, Adelaide and Tingalpa, Brisbane, PepsiCo operates an oat mill in Forrest eld, Perth that processes West Australian oats for export to Asia. One of its most recent and signi cant investments into logistics operations was securing large offsite storage warehouses in Queensland. That has allowed for storage capacity of an additional 20,000 pallets over recent years as volume and customer demand have continued to grow.

Approximately 50 per cent of the 1,700 people PepsiCo employs in Australia work on the frontline of its manufacturing sites. As strong advocates for Australian agriculture, PepsiCo spends $120 million on locally grown produce every year, including potatoes, corn, wheat, and oats.

Three of the Euro 6 DAF units at changeover time.

Nick behind the wheel of a new DAF CF450 in Brisbane.

NATURE FORCE OF

In little over a decade, Brisbane-based cold carrier JD Refrigerated Transport has risen to luminary status in the industry.

Images: Daimler Truck.

Mercedes-Benz Actros 2653s under Brisbane sunshine.

Building anything of lasting value takes time. In any cutthroat industry the hours of labour, late nights and weekends of extra work that are needed to keep a oat a vessel that might be sunk from any number of external forces before it takes wing, can be felt, even if they are not easily visible, in the nal product. It was just on four years ago that the JD Refrigerated Transport brand came into its own. The business, it might be said, entered a phase of maturation during widespread uncertainty felt across industry. While some of that uncertainty four years on still lingers, JD Refrigerated Transport, under the guidance of Managing Director Joe Joseph, has safely been steered through the chaos to calmer waters, growing all the while the dynamics of the industry, post-COVID, shifted noticeably.

Evolution in a global marketplace, where disruption is rife, brings with it expectations and one of them is executing business practices that are foremost amendable to the conditions even as they change.

“The ability to turn on a dime is crucial,” Joe Joseph told Prime Mover in 2020. “You have got to be able to react.”

Extraneous demands on essential food delivery businesses, of which JD Refrigerated Transport is one, was in hindsight something it was always going to overcome given ordeals like COVID, for agile businesses, are underneath it all opportunities to seize or let slip. JD Refrigerated Transport has certainly made the most of theirs.

trucks with a couple of Fusos, from Daimler Truck, its main OEM supplier, as well.

“We’ve been long-term loyal Daimler clients. Daimler were there with me at the very beginning when I started this business,” explains Joe. “They were the ones who embraced us with open arms. The support they showed me in the beginning has put them in good stead and we’ve continued to maintain a great partnership over the last six years.”

While Jeff Evans is the primary point of contact at the Daimler dealership, the relationship between the two businesses

relationship with. I call it the reverse bowtie — you want multiple touchpoints like in any good business relationship. That way we get the best result I think from our partnership.”

So far, the Actros 2653, by far the most represented of the Mercedes-Benz models in the eet, undertake the lion’s share of the regional distribution model or what Joe calls “out of town applications,” running to the Gold Coast, Sunshine Coast and Toowoomba.

Meanwhile the Actros 2646 is proving an ideal investment for local shuttle and retail distribution centre deliveries.

Joseph, Managing Director JD Refrigerated Transport.

starts with the service technicians and moves up to the executive.

At the time the business had, along with several 14-pallet trucks, marshalled together six Mercedes-Benz Actros prime movers. The eet now possesses 25 Actros

“Our eet manager Colin Vanden Hoofdakker would spend a couple of days a week on site in the service area talking with the technicians,” explains Joe. “He’s a quali ed diesel mechanic himself. He liaises with those guys, the service providers and then all the way up to Daimler Truck Australia Paci c Vice President, Sales and Marketing, Andrew Assimo, who I have a very close

“That’s the short kilometre back-and-forth type of work,” says Joe. “Then we’ve got the big boys, the 2663s on our linehaul applications into North Queensland.”

Late last year the business acquired a new site in the mixed-use suburb of Archer eld and is now in the process of renovating it. A date in September has tentatively been put forth to move in. The new facility should give rise to a bigger focus on broader cross-dock distribution by having at once chiller and freezer capability, very large, refrigerated storage areas and six docks.

“The idea is that we really want to expand the crossdock distribution capability much broader throughout Queensland,” says Joe. “The focus is not so much on cold storage and more on pallets in and pallets out for distribution purposes. That’s really exciting and that’s where we will look to expand each of those varieties particularly the 2653s for regional distribution and 2646s for local shuttle and distribution work.”

It was this kind of task, which is to say retail DC work, that propelled the company to what it is today — in close collaboration with Daimler Truck. Joe

Joe

The business is looking to increase its B-double applications.

juxtaposes the partnership with Daimler Truck with his customer service model.

“I look at it similarly to the way we talk about our client relationships,” he explains. “The JD service model is certainly something at the forefront of our offering and it’s what our clients value most. Our partnership with Daimler is just the same.”

The Daimler Truck vehicles in the eet are on full service and maintenance contracts. It’s a primary reason why Joe is so loyal to Daimler Truck: they support those service contracts very well.

“The less downtime that we have in our eet the happier we are,” he says. “The more responsive that our supply partners are the happier we are. We work closely with Daimler to achieve that, and they are accommodating.”

The prime movers mainly move single trailers though with two B-doubles servicing North Queensland on a regular basis, the business is looking to grow its footprint of multi-combination units. Long-term, the new facility will increase linehaul assignments and by extension help to achieve this.

“It won’t necessarily be interstate to start with, but whether it’s linehaul off farm

or linehaul up and down Queensland, we’ll be looking to do more of that,” says Joe. “We don’t create lanes and wait for volume to fall in the lanes. That’s not our model. What we tend to do is we partner with businesses, and we understand their needs and then we create solutions for those needs.”

Most likely, according to Joe, the company will look to put more combinations on the road for off-farm applications in the produce space and red meat and chicken business. Shuttling product for clients through regional Queensland with B-doubles into metro is where it will concentrate these assets to start.

“Our model has always been safe and well measured — crawl, walk, run,” he says. “We build a solid base which we’ve done in southeast Queensland. Now with the site capability that we’ll have from September this year we’ll be doing that broader distribution.”

Those same distribution capabilities are already in demand with clients who have signed contracts that incorporate the coming expansion throughout Queensland. The logical next step is across the border.

“We’ve had lots of clients asking about when we will be ready to replicate and clone ourselves in another state and we’re starting the work on doing that,” says Joe. “I can’t provide a time frame on when that happens but when it does, it will be well measured and when we hit the go button it will be well thought out and well planned.”

It will need to be in the current environment of in ationary pressures. Categoric growth during economic downturn can be, for those businesses hellbent on achieving it, akin to threading the needle. Nor is it a matter of simply proceeding with caution. Attracting and retaining good people in the present atmosphere is an absolute critical success factor according to Joe.

“Our drivers are critical to us,” he says. “When you’re looking at growing and growing the way we are, you’ve got to constantly have that sort of pipeline and focus around people and equipment to make sure you can underpin the momentum not only to ful ll new work but sustainably keep it operational.”

That leads us back to the eet. The onus on comfortable, safe and cuttingedge trucks, especially when it comes to performance and innovation, helps undeniably in retaining drivers and staff.

“One hundred per cent. If we talk speci cally about Daimler these are all things that we loved about Daimler in the beginning,” he says. “The technology that they have in their trucks, particularly when it comes to driver safety. Drivers are the life blood of what we do and having them remain safe means the technology that we’ve got in those trucks, such as lane assist and the emergency braking, is world class.”

Equipped with Active Drive Assist technology and the Predictive Powertrain Control system, which uses topographical information, including pre-mapped three-dimensional GPS data, to enable the truck to make the best, and most economical, choice of throttle application and gear selection, the Mercedes-Benz Actros 2663 features a 630hp 16-litre six-

cylinder OM473 engine and the latest generation 12-speed Automated Manual Transmission (AMT).

“We also consider driver comfort to be absolutely critical. Those Mercedes trucks that we have are just as nice to sit in as any Mercedes car,” Joe says. “You’re really setting people up not only for safety but for comfort and that’s of vital relevance for drivers.”

As a partner, Daimler Truck is expanding JD Refrigerated Transport’s understanding and engagement with environmental governance, too. Joe attended the Hanover IAA show two years ago with the OEM and is looking forward to going again this year.

“We’re tapping into Daimler’s global reach and learnings to really stay at the forefront of where we need to be with environmental governance, equipment and overall emissions,” says Joe. “That covers safety as well. They are continually evolving their safety programs. We do put other safety equipment into trucks like the Guardian Seeing Eye technology that

adds bene t, but a lot of their trucks are spec’d with all the safety requirements that you really need. Daimler have been a phenomenal partner for us.”

Though it doesn’t yet operate any trucks under Performance-Based Standards, it will eventually become a factor at the business, according to Joe, down the track.

“It hasn’t been relevant for us to date but we’re staying abreast of it,” he says. “We have a compliance manager internally who is across those requirements, but it will be really tailored to speci c applications and right now we don’t have that need but we are talking on a couple of different contracts in which PBS will probably be applicable. We’re de nitely ready for when the justi cation supports it.” Maleny Dairies is among a string of high-pro le partnerships that have recently come to fruition for the company. Aside from the bene ts of partnering with strong brands, there’s a strong people connection with the family owned and operated Sunshine

Coast dairy.

“A lot of their cultural values mirror ours,” says Joe. “I couldn’t be happier with the way we’ve implemented that piece of work and how well it’s performing. I think that brand has great growth potential. Again, you’re partnering with people you want to partner with, and businesses that you know you will grow with. It’s all been positive.”

As JD Refrigerated Transport enters into the next stage in its history, the prospect of the new site looms large over the business. Being able to bolster its crossdock distribution capability will bring with it downstream effects namely the inauguration of interstate truck movements.

“We intimated that we want to expand but we want to do it astutely,” says Joe. “That means we’re not going to be everything to everyone so choosing our partnerships is important. It might in time look like fewer partnerships but more meaningful partnerships, so to speak.”

One of the prime movers prepares to shuttle cold freight to a distribution centre.

ROCK SOLID

Central Queensland-based Tandy Group is a diversi ed concrete and raw material business with multiple revenue streams including a transport division which is integral to its operations.

Established in 1968, Tandy Group, a Central Queensland-based company that moves sands, aggregates, agricultural lime, and concrete, as a nished product, runs a eet of 45 company trucks. The business has a strong presence in the Central Queensland region with sites across Rockhampton, Airlie Beach, Marian and Yeppoon. Its concrete operations cater to all three of the commercial, industrial and residential

market segments. In addition, there is a raw material division known as Mackay Sand and Gravel Sales. To support this interest, Tandy Group operates a quarry in Mackay and a number of separate sand plants notably in Bowen, the Pioneer Valley and Rockhampton. Kennedy Creek Lime is another sub-vertical in which the company mines and processes lime for agricultural and aquaculture purposes as well as animal food supplements. Then

Images: Tandy Group.

there’s a bulk potable water business, Clark Drinking Water, for both domestic and commercial usage, which relies on three truck and dog water tankers. That is further complemented by a business called Queensland Poly Products. It produces waf e pods, a lightweight expanded polystyrene under-slab solution.

“We produce the waf e pods and resell the reinforcing steel and then we supply the concrete as a package,” says Mitchell Flor, Tandy Group General Manager. Tautliners are used for the waf e pods, low loaders for transporting the earthmoving gear between sites, at tops to cart reinforcing steel and there’s a B-double cement tanker. However, the majority of equipment is represented by a total of 32 agitators and six truck and dog tippers. The aforesaid truck and dog water trucks are augmented with semitankers for the potable water business. They range from 12,000 litres for a body truck, 26,000 litres for a truck and trailer and 32,000 litres for a truck and quad. To help complete the broader picture, there’s also several sub-contractors employed on top of this.

The eet is mainly mixed with vehicles from the majority of the major OEMs. In recent years, the UD marque has become an increasing sight within the eet. The nascent partnership with UD started to hit stride in 2020 and Tandy Group have been adding UDs in increments ever since.

They are currently up to 11 units.

“We started buying a number of UDs over the last four years, mostly the Quon in an agitator spec, prime mover spec and truck and dog spec,” says Mitchell. “Previously, our experience with the UD product had been good and that was one of the primary reasons we took it on again.”

Prior to 2020, Mitchell says some older 445hp UD 206s had acquitted themselves well as “good honest trucks” in a truck and dog application.

“UD were pretty good with their supply chain particularly through the COVID period,” recalls Mitchell. “They were actually able to trickle trucks through to us during that turbulent time and we were quite grateful for that.”

The latest generation of UD Quon specs up well with the various needs of the Tandy Group core interests

In March, they accepted delivery of two new UD Quon 8x4s. Before Christmas they introduced an 8-litre Quon with Escot AMT that was a showpiece at the Brisbane Truck Show. It’s working as an agitator unit out of Rockhampton.

Rex Saywell, Tandy Group Fleet Manager is impressed by the performance of the newest UDs in the eet.

“The power on offer is exceptional and they all have AMTs in them which is a major plus,” he says. “They’re probably quieter inside than a car and they’ve been accepted pretty well here.”

The layout of the dash, he notes, is

user-friendly and reduces the distraction of operating the vehicle unlike some other brands.

“There’s enough warning lights but not too many gauges that our drivers aren’t forced to look at it every ve minutes,” says Rex. “You can actually read all the gauges and all the switches while you’re driving. If you wear reading glasses in some of the other trucks you have to put them on to nd out where the wiper switch is and where the air conditioner control is.”

He adds, “The Quon makes these things easy to read.”

Drivers have more than enough room to store clothes, a lunchbox, a large backpack or a fridge. While the comfort and vision from inside the cab meet Tandy’s high operating standard, the Quons leave in no doubt, they are engineered with the task in mind.

“Because they’re a short truck they have a good turning circle and that makes them very accessible at a concrete plant,” says Rex. “One of the things we’ve found from the drivers is they’re easy to get in and out of. Which is important in agitator work because they’re in and out of them regularly.”

It’s not all repeated hours between job sites and concrete batch plants. Some of the truck and dogs are pushed great distances on highway. The trip to Emerald is four hours each way. In Emerald they pick up exposed aggregate.

A new Quon used on a truck and dog unit.

UD Quon 8-litre agitator spec.

Some of the lime deliveries also involve covering hundreds of kilometres. The trucks will also cart product to mines.

Calcium bentonite clay is often used to rehabilitate mine sites at the end of their life cycle. It’s considered a soil ameliorant for the reclamation of land and is used in agriculture and aquaculture for PH adjustment.

Tandy Group have undertaken several recent upgrades across its existing assets. One of its hard rock quarries has just transitioned from a mobile crushing operation to a xed plant. That arose according to an ongoing capital expenditure blueprint.

“We were out of capacity with our current

equipment, and we determined that by all the calculations it was a massive reduction in our fuel burn,” explains Mitchell. “That was the primary purpose behind that strategic move, but it saw increases to production as well.”

The batch plant at Airlie Beach was also upgraded. These sizeable investments were prompted in part by the necessity for expansion but also a replacement schedule for older equipment.

“It’s a real reset at the moment to make sure we’re operating ef ciently. Business has changed over the last few years in relation to supply chains and different challenges facing industry,” continues Mitchell. “We’re putting the microscope

over everything to ensure that we are operating effectively.”

Tandy Group is now running a couple of hybrid excavators given the improvement they offer in diesel usage. The reduction in fuel burn, per tonne of material, is signi cant according to Mitchell.

“We’re always looking for ef ciencies because that is part of being in business,” he says. “That’s one of the reasons we did the upgrade.”

Late model trucks also fall under this category. Associated additional costs when it comes to some of the emissions standards such as AdBlue and DPFs are considered a necessary part of life. Having trucks with the latest technology and

One of the 32,000-litre potable water combinations turns into the depot.

safest emissions are at the forefront of the decision-making tree for Mitchell. “For us it’s a continuous improvement process and that ows through to people as well,” he says. “People get more satisfaction operating something late model given the added reliability. All those aspects are part of running a productive business nowadays. We’re looking for the most effective, ef cient method of business. At the end of the day, it’s about your customer. As long as you’re supporting your customer and what their requirements are that’s what keeps you in business.”

The widespread adoption of the automated manual transmission can’t

be overstated according to Mitchell, who believes it represents a major development in the heavy vehicle industry and one that has helped it secure new drivers but not at the expense of experienced operators. On the whole utilisation of the truck eet is measured at around 95 per cent. That can vary given the external factors at play in the environments they primarily operate in. In North Queensland, for instance, wet seasons early in the year can be problematic for vehicle deployments. “Generally, the wheels are turning,” says Mitchell. “We have a motto: ‘we aim to be rst choice’ as our vision and that’s what we strive to do as an organisation from the executive right through to the front line.”

Western Truck Group, with its strong regional Queensland presence, supplies Tandy Group with its UD, Mack and Volvo product. Its acquisition in 2021 of Crokers Truck Centre in Mackay certainly helped to strengthen the partnership. “They cover most of our geographic now which is good from our perspective because you’ve got consistency in the people you’re dealing with,” says Mitchell. “Western Truck Group really supported us through some of the supply chain challenges which is a credit to their culture. Head of ce started in regional Toowoomba, and we are regionally based. There’s a lot of compatibility with their culture as well.”

Truck and trailer tanker.

LORE CIVIL

Based in Coonabarabran in central New South Wales, Prugger Group has been experiencing great expansion in the elds of civil works, earthworks, haulage and plant hire.

This sidetipper combination is pulled by one of seven Mack trucks in the fleet.

Coonabarabran is well-known as the ‘astronomy capital of Australia’ due to the location of the Siding Spring Observatory and the Anglo-Australian Telescope. The Mopra Observatory is also nearby. Coonabarabran is a major gateway to the Warrumbungle National Park and the Forests of Pilliga, commonly known as the Pilliga Scrub. The region is also home to the Prugger Group, a multi-operational family affair spread across several generations. The family businesses include the Shady Rock nursery and landscape supplies centre, the local school bus service and a thriving civil construction and earthworks division overseen by Anthony Prugger.

As soon as Anthony obtained his licence he operated a small bobcat and truck mainly performing work for customers of his parents’ nursery and landscaping supplies business. Anthony then went on to obtain university degrees in civil engineering and surveying. Anthony’s

grandfather operated the local school bus service which was taken over by his parents around ten years ago and they continue to operate the buses as well as the nursery.

Using the skills he learned at Newcastle University, Anthony designed, and

steered through the council approval process, a new bus depot which incorporates the main workshop for the buses and trucks. The project required purchasing another block of land in the Coonabarabran industrial estate to make it work effectively and the incorporation

Owner/Director Anthony Prugger.

Images: Prugger Group. Image Prime Creative Media.

of inspection pits resulted in a contract with the NHVR to use the facilities for annual heavy vehicle inspections. This also saves the growing Prugger Group eet (currently around 40 vehicles including buses and trucks) from having to drive to Gilgandra or Dubbo to get their own inspections carried out.

The Prugger family built the depot themselves and took the opportunity to obtain their own excavators to do the trenching and other necessary earthworks and have held on to the equipment as the civil works business expands.

“We had the bobcat already and a tipper and we decided to get a bigger tipper so bought our rst Mack in 2018,” says Anthony. With the latest Mack Trident delivered by Tamworth’s JT Fossey Trucks in 2024, the truck eet has grown to seven Macks and nine Isuzus.

When the shed build was completed the Prugger Group sought opportunities to put their equipment to work and has been successful to securing a number of local government contracts.

“On council it’s casual so you get called up for a couple of hours here and there, but on the long-term projects pretty much once you’re on site you don’t leave until the job’s nished up to a few years later,” explains Anthony.

There are ve full time drivers and operators plus a number of casuals who, when not driving trucks, might work their own farm or are semiretired. If civil contract work is quieter than normal the trucks stock up the landscaping material yard with various quarry products as well as sand from Newcastle.

The newest Mack Trident was built as a roadtrain speci cation: 90 tonne

GVM prime mover with a 5,750mm wheelbase and a sleeper berth. It also features a detachable Hercules tipper bin equipped with a two-way tailgate. The potential for work associated with the massive Inland Rail project formed part of the business case behind the planning of the new Trident with operational exibility inherent in the design.

“We’ve seen a lot of the rail work around Moree and Narrabri where they run sidetippers or roadtrain water tankers,” says Anthony. “They don’t mess around with the little stuff, and we want to have the capability to be able to use sidetippers or roadtrain tankers ourselves. I want to have the exibility to say, ‘no worries, we can do that job tomorrow’ so we got the Mack plated at 90 tonnes for that reason.”

The tipping body has quick release pins and there is a location on the chassis for

Mack Trident coupled with tri-axle float.

the removable turntable. It takes less than an hour to remove the bin and mount the turntable using eight torqued bolts.

Cables and hoses are easily accessed and the conversion to a 12.5-metre tri-axle oat combination allows the transport of the company’s laser grader and bobcat with additional space on the trailer’s gooseneck to carry excavator attachments. The plan is to also be able to t a dolly between the truck and oat which, with the tipper bin tted, would be capable of transporting a bobcat as well as a 15-tonne excavator to a work site in one trip, and still have the tipper available to move material around.

Typical of Australian country towns, Coonabarabran faces a major challenge in attracting experienced truck and plant operators because of the location.

“Out here trying to nd drivers who want to stay and bring up a family is a challenge because these small towns don’t have the attractions to keep them here in terms of either lifestyle or facilities,” says Anthony.

Yet, Anthony is encouraged by the growth of country centres such as Dubbo and Tamworth in recent years.

“Satellite cities are getting bigger, which is great for us getting parts or assistance out here,” he says. “If we need something, we don’t have to go to Sydney, just to Dubbo.”

The Prugger Group uses any opportunity to promote interest in the business from both potential clients and employees by participating in local shows and community events, promoting the pride the operators have in their vehicles and the Group’s reputation as a dependable local company that get jobs done.

“My vision when I was going through school was just to do some earthmoving, for which I didn’t need a degree,” re ects Anthony. “I also noticed that other than the council, there are no businesses out here that have a decent career path for anyone. So, I came back from uni with the vision for people to not have to leave town to go and get a career.”

In a case of putting his money where his mouth is, Anthony is strong on training and advancement opportunities for his staff.

“I’ve got ve apprentices, one moved to Coonabarabran from the Gold Coast for the apprenticeship, and other than her all the rest are locals who wanted to grow their career,” he says.

“Once they get quali ed, they can work on to be supervisors or leading hands or even managers. It’s the same with truck drivers. If you’re a good communicator or if you want to go further with your trucking career, if you want to be transport logistics manager or similar, there’s opportunity to grow as the business grows and those additional positions open up. I’m trying to create a company which creates employment which in turn creates more employment. We’re scaling up and getting more tenders and contracts awarded to us now because just in the past three years we’ve improved our capabilities.”

As its impressive collection of heavy machinery, equipment and transport options grows, along with its specialised team of quali ed operators, Prugger Group remains poised to take on large as well as modest projects by offering clients a reliable one-stop shop, maximising value and convenience.

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SURGE MENTALITY

Hertz franchise, Australia Truck and 4WD Rentals, has partnered with Fuso for the best part of four decades. This year will see it celebrate its 1000th truck purchase from the Japanese brand.

Seismic changes to supply chains, imports and accessing global markets indicative of ongoing COVID circumstances made for a disruptive business environment the likes of which had arguably, in the era of integrated logistics and consumer economies, not been seen before. Road transport was especially hit hard. Established businesses, as well as new out ts focused on last mile delivery were suddenly confronted with volumes of additional and new business that demanded of them access to new vehicles that only third parties could supply. Against this backdrop truck hire and leasing businesses came to the fore. Hertz

was one of them.

Truck rentals in Australia, which thrive on periods of seasonality, typically handle surplus when it comes to eet customers who, unable to wait for new body builds or delayed overseas shipments, in desperate need of vehicles can turn to the likes of Hertz franchise Australia Truck and 4WD Rentals. With seven locations in New South Wales, another eight in Victoria and three more in South Australia, where its head of ce is situated, Australia Truck and 4WD Rentals commands a eet upward of 4000 vehicles, including light and heavy commercial vehicles, 4WDs, buses and cars. There are hundreds of Fuso models carried in the eet. These include Canters, Fighters,

Shoguns and Rosas — the full complement available from the brand. These numbers are always being renewed. Australia Truck and 4WD Rentals just added three new Fuso Shoguns and 13 new Canters to its eet which has swelled to include 270 units from the Japanese brand.

Later this year, Hertz will have made its 1000th truck purchase from Fuso, according to Paul Jukes Victorian State Manager.

“Because we’ve gotten so big, we’ve virtually got them arriving every month,” he says. “It used to be quite ad hoc how we had our new trucks delivered. Now it’s all planned well in advance in terms of what’s coming off our product portfolio

and what’s being purchased. They are constantly arriving every month.”

The business, as part of its model, engages multiple agencies as well. These agencies can provide the trucks to other franchises or to Hertz and they will rent them on their behalf.

“That’s to increase our network and exposure nationally,” adds Paul. The trucks from Fuso, who have been a partner of Australia Truck and 4WD Rentals for well over 30 years, embody the core pillars the business looks for in a commercial vehicle. Safety perhaps ranks highest. Fuso offers several advanced technologies as part of a suite of integrated features designed to make the driver experience safer and stress-free. A radarbased Advanced Emergency Braking System that can also detect moving pedestrians,

in addition to larger objects, comes as standard as does a Lane Departure Warning System. Reliability, for which Fuso has maintained a stellar reputation, and easeof-use, are also key considerations for any truck hire business.

“They are a really easy truck to drive and use all round for customers who might have jumped into a truck for the rst time,” says Paul. “Add to that the outstanding customer service provided by Fuso. Postpurchase backup, warranty issues, anything like that, it’s terri c. It’s no wonder our relationship has lasted so long.”

The commercial vehicle stream of the business is divided into four separate segments. The retail consideration handles one-or-two-day rentals which are commonly associated with small jobs like removals or people moving house on a

weekend. The Fuso Canter has proven to be an ideal product here. There’s a short-term corporate segment that caters to businesses that already have their own eet but need an extra truck on short notice. Say, for instance if one of their trucks has broken down and they need to replace it urgently. Mid-to-long-term corporate is a segment in which the eet needs additional trucks for major demand or perhaps a new contract that might only last 12 months. Put another way, the work is unlikely to justify the outlay for purchasing their own new truck. Such an arrangement with Australian Trucks and 4WD Rentals might result in an order of several units; ten or even 20 trucks over a nite period. The fourth segment of the business is its Operational Leasing. These full operational leases start at 12 months and can typically extend to periods

Images: Daimler Truck.

Fuso’s Shogun, Fighter and Canter.

of up to eight years.

“That’s where the vehicle is purchased directly for the customer with their exact spec,” says Paul. “That means we’re not going with our rental spec but we’re going with whatever they want.”

The customer is then given the option to purchase at the end of the contract.

Operational Leasing previously was considered a signi cant part of the business. However, post-pandemic the other three segments have enjoyed noticeable uptake. Paul puts it down to more uncertainty in the marketplace with customers reluctant to sign up to longterm leases for multiple years.

“Even though they might have to pay a little bit more they want the exibility to be able to pick up extra trucks and return trucks when they need,” he says.

“In recent years the industry has endured labour shortages, in ation, and stock shortages to name some of the factors impacting on these decisions as customers prefer the exibility of the short-term rental as opposed to the long-term. That can be seen a positive or a negative for

us. I suppose some of the positives for the rental industry are that customers do seem a little bit nervous to purchase new trucks for themselves because of those uncertainties I’ve just touched on.”

Per the current trend, customers are displaying a preference to rent or lease vehicles from Australian Trucks and 4WD Rentals with an option to return the vehicles if the economic climate or their business circumstances change again.

The 4WD offering in the business name relates more to the Toyota HiLux, a product with a major presence in the market for the company, although it can certainly provide 4x4 trucks. Outside of South Australia these are a niche offering. Utes are often leased for infrastructure projects in Victoria and New South Wales where road extensions and tunnels have been part of ongoing state governmentbacked builds. As these projects can last for three years and longer, leading out ts who specialise in civil and infrastructure works, are subject to surges when a contract hits a certain section of the project.

“They’ve got real exibility and pick up and return extra vehicles when they want to,” says Paul. “All of the 4x4 HiLuxes that we provide for those large companies have a safety spec — we call it a mine spec.”

It must adhere to OH&S requirements. These vehicles are tted out with everything from ashing beacons, reverse squawkers, re extinguishers, two-way radios, wheel chocks, wheel nut indicators, high vis stripes and bullbars. Naturally, the business over time is well adapted to surge periods. Much of its seasonal work comes from staging and event companies. In Victoria there is the Spring Racing Carnival, Melbourne’ F1 Grand Prix and music festivals. Traditionally speaking, it ramps up from October onwards through to December including the customary Christmas surge when beverage manufacturers are increasing product deliveries and Tier 1 eets are taking on more vehicles. The lull of January and February is offset by additional work through tourism and in March there are often an increase in live outdoor events.

Having been with Hertz for 20 years, Paul can look back with insight on how the sector has changed in that time. He says the safety package Fuso offers is better than what cars once got.

“If you look at the spec on trucks from Fuso it’s a compelling selling point,” he says. “The afterservice they provide is exemplary. The amount of times Fuso have helped us out and worked things around for us, for example, to change specs at the last minute if a customer changes their mind, it’s great.”

While orders are made by head of ce in South Australia, who will engage directly with Daimler Truck Australia Paci c, in Victoria Paul deals with Brett Arandale at Fuso Port Melbourne.

“I’ve always dealt with him and he’s been wonderful for as long as I can recall,” he adds. “They’ve looked after us for so long I’m a real advocate. If I’m at a barbecue and anyone asked me what I do I always mention Fuso.”

Paul adds, “They’ve a great company to align with.”

Fuso Fighter 49m3 delivery truck.

Fuso Fighter curtainsider.

Fuso Fighter 36-m3 delivery Truck with tuckaway lift.

MASTER OF ALL TRADES

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CLEAN IT PAYS TO KEEP

Alsco Uniforms is a fth-generation family-owned and operated uniform and linen laundry service company founded in the USA in 1889 and is recognised for having invented the uniform and linen rental industry.

Alsco Uniforms provides laundry services and other products across a number of market segments, including healthcare, automotive, industrial, manufacturing and hospitality. With more than 200 locations and 16,000 employees, Alsco Uniforms services over 350,000 customers in 12 countries, which makes Alsco Uniforms the largest uniform company in the world. Alsco Uniforms has been operating in Australia for over 60 years, and today has 28 locations looking after 48,000 clients, and is a provider of hospitality

and accommodation linen, workwear, oor mats, as well as rst aid training and equipment services and washroom hygiene services. The green liveried Alsco Uniforms vehicles handle uniform and textile deliveries, and the bright blue

“Fresh & Clean” branded vehicles and their drivers, look after washroom, hand hygiene and rst aid services. The Alsco Uniforms vehicles follow regular routes and routines which not only contributes to eet and fuel ef ciency, but also allows the staff to build rapport with their customers.

“They are the face of our business, and

they’re interacting with our clients every week,” says Daniel McEvedy, the Alsco Uniforms National Fleet and Logistics Manager. “Our business model is such that we have a weekly delivery service to our clients.”

Daniel has been with the company for over a decade, commencing as an account manager before transitioning to a special project around seven years ago to examine opportunities to improve the ef ciencies of eet operations in areas such as routing. This project secondment led to Daniel’s appointment to his current role of

Matt Flanagan-Swan, Alsco Uniforms Queensland.

Images: Hino Australia.

CLEAN

National Fleet and Logistics Manager three years ago.

“Looking at the processes we realised there were a few areas of opportunity for us,” says Daniel. “I like seeing things that are done particularly well and also seeing how we could do them even better, because at the end of the day, it’s better for the people and for the business.”

With the bene t of his experience in customer-facing service roles, Daniel was able to see situations from a fundamental perspective. Daniel’s role covers everything service related involving the vehicles, as well as people resources such as training, and the attraction and retention of customers and other staff.

The core of the Alsco Fleet and Logistics department is the in-house eet of more than 500 vehicles, including passenger cars, light and medium rigid trucks and vans, a couple of prime movers, plus another 100 or so contractor vehicles.

As well as delivering hygienically cleaned and laundered uniforms and textiles, the Alsco Uniforms vehicles also pick up the worn and used products, which means the trucks aren’t empty at the end of the day and are often fuller and heavier due to the wet or soiled items which have been collected, ready to go through the laundry process. After the uniforms and textiles have been through the laundry, they are packed on to a truck to continue the delivery cycle.

The larger trucks perform linehaul distribution between branches and depots. For example, Canberra and Bathurst are serviced from Alsco Uniforms in Campbelltown in Sydney’s southwest, and a truck is constantly travelling between the

two locations.

In Cairns, in Far North Queensland, Alsco Uniforms are in the process of equipping their eet with prime movers and trailers which will be used for transporting their serviced products, continuously moving up and down the Queensland coast between the Cairns branch and centres such as Townsville and Rockhampton, ensuring clients, even in these remote locations, will receive their deliveries on the weekly schedule.

When it comes to picking the right vehicle for the job, the truck brands of choice are quite evenly split between Hino and Isuzu.

“While I prefer having just one supplier for most things, with trucks it’s bene cial to have two,” says Daniel. In this competitive market, Daniel says the price models for similar vehicles are essentially identical and supply and availability are the determining factors when ordering new trucks.

“The customer service from both companies is great, and they’re both good

at building relationships,” he says. “The process has got to be easy and if it becomes a friction point you just don’t want to be dealing with that. I’m all for making any process easier, faster, better and having two suppliers who can provide you with vehicles does just that.”

A common challenge with many truck customers in the current market is the backlog of work being performed by body builders.

“We commission the build of 30 to 40 new trucks per year and you can only ask people to hurry up so many times, because they themselves will also have supply issues,” explains Daniel. “We’ve tried to move away from special builds because they take longer and are not able to be utilised everywhere within our own network.”

An open approach to operational matters has also contributed to solving the vehicle situation, as has utilising more standard body designs.

“In the past we would have routes that

Alsco Uniforms has moved to standard body builds for better fleet utilisation.

were more geared towards certain products. The dif culty with this set up is when a linen truck wasn’t available you couldn’t put a mat truck there easily due to their different build and con guration or even the trolley system used,” Daniel says. “Over the past three years I’ve been moving away from speci c builds to a more generic style of body, which can be used for everything. They can be built faster, slightly cheaper, and are more con gurable, plus can be better for resale. If a truck is out of action for any reason, the con guration of the replacement doesn’t matter. We’re utilising our entire eet by being smarter, so instead of having ten trucks doing 1,000 kilometres each week and others only doing 70, reviewing that data over a threeor six-month period and being able to swap them over is bene cial for us. If you have unique builds, it’s not as easy.”

Alsco Uniforms has a reputation as an employer which provides good opportunities for personal and professional growth. Both the current and previous CEOs started as Service Delivery Personnel (SDP) in the business and most managers at regional level also started as SDPs. “We’re always looking not just towards the future, but the feasibility of a change

today,” says Daniel. “There can be a lot of hype and marketing but what’s the genuine feasibility of having something in your eet? The hype around EV is good in terms of lower carbon emissions but how feasible is it for the company and is it cost effective?”

Alsco Uniforms already has two EVs in its eet, one in Melbourne and one in Sydney, both from SEA Electric and equivalent to Hino 816 models.

Alsco Uniforms is not simply a distribution business, it’s a production and process operation as well, and in identifying the biggest contributor to CO² emissions shows it’s not the vehicles.

“We want to do the right thing in terms of moving towards zero emissions and we’ve got our internal goals towards sustainability, CO² emissions, and our carbon footprint. In our industry the big win for us is when we change our internal processes involving factors such as heat, steam, and gas. That’s not sidelining EVs but at present the most progress in this space is coming from internal processing,” says Daniel. “We have a dedicated engineering team working on changing the way we recycle heat and looking at things like wastewater. For us that’s the cake, the

EV is the cherry on top.”

Alsco Uniforms has solar projects in Perth, Melbourne, and Adelaide, and is looking at installing similar systems all over country to reduce its carbon footprint. Two Hino Hybrid trucks operate from the Salisbury branch in Queensland and will be joined by two more at the Brisbane branch this year.

“Potentially, some will be going into Melbourne as well. For me, hybrid is a tried and tested method which works well and is cost effective,” says Daniel.

“Looking at the numbers, hybrids are much more manageable and the Total Cost of Ownership gap is almost nothing.

It’s not as simple as saying we’ll take ten EVs because we must consider what’s required to support them, and their range capability. The hybrids are great — we get the kilometres we need out of them, they’re reducing emissions, they’re much more cost effective, more readily available and that’s one way on our vehicle side we are looking at reducing our carbon emissions.”

It’s through smarter routing as well.

“It’s not just one thing, its 10, 15 or 20 things all rolled into one that we’re doing to be the company pushing towards our sustainability goals,” says Daniel.

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ROAD TAKEN

Western Australia trucking out t, Consolidated Group, has streamlined many facets of its business in recent years. This includes key suppliers.

S

Continuing to outperform the rest of the nation, Western Australia accounts for 45 per cent of national goods exports. While it’s a given that many businesses in the state indirectly bene t from these markets, demand management is key to their scal sustainability. Tempering business cycles is essential to revenue streams propped up by high commodity prices.

An integrated service provider in the mining and civil sectors, Consolidated Group got its start in Port Hedland but has branched out in recent times to cope with the boom-and-bust economic reality long-synonymous with Western Australia’s mineral resource cornerstone. The business began trading in 2013

predominantly as a rental business. It embraced, subsequently, commercial interests adjacent to mining namely equipment hire and site services, before downturn in that area led owners Theo and Kate Tsorvas to the Perth markets where ourishing civil infrastructure alongside a broader range of work has failed to subside. A record $39 billion investment in infrastructure investment over a four-year period by the State Government helped see to that. Expansion therefore from its diversity of services has helped Consolidated Group thrive as a service provider rather than just a rental business according to Theo.

“In amongst all that what followed was the transport component with six-wheel tippers or single-end tippers or single sidetippers and having to move our own equipment around on drop decks and oats,” he recalls. “By us growing as a service provider it has eventually led to having a transport provider within the industry and developing it into more of a focus on a service that we wanted to grow.”

Previously, the transport component was something that Consolidated Group used internally by means of concentrating on its own projects. Now it provides that service for larger clients throughout Western Australia and has eventually evolved these into relevant, noncompeting areas.

One of those areas is in Bunbury, where it has one of its three depots – the other is in Perth – using side tippers on lithium cartage with QUBE Logistics.

Should a job have a transport requirement Consolidated Group can internally satisfy it and also ful ll other machine requirements such providing graders or wheel loaders.

“We’ve grown quite a bit from a small to a much larger business,” Theo says. “The most growth has come from the last three or four years.”

While the business has tripled in size over that time, the plan, according to Theo is to double the existing eet size, something they are well on their way to achieving with 11 Scania trucks currently on order. There is presently 16 Scanias in the eet. The business employs upwards of 75 staff. At the moment road works is prevailing upon the Perth revenue stream where they are transporting road construction base. Notwithstanding the single trailers it runs to Bunbury, the eet otherwise specialises in pocket roadtrains, using new B-trailers all with tri-dollies on full permits. These are split between sidetippers and end tippers.

A quad oat and dolly are deployed for all of the machinery the business moves around the state. In total they have over 20 prime movers. They run mainly Scania R 620 V8s interspersed with a few Scania R 540s. The 11 additional units on order are for both new business and as part of a eet refresh. The mixed eet isn’t as mixed as it was previously with commendable attention bestowed upon it by the Scania Kewdale dealership having gone a long way.

“The customer support Consolidated Group has received from Scania is

Scania R 540 tipper with a R 620 V8.

Scania R 620 V8.

probably the reason we have stuck with them,” says Theo. “The Scania truck itself is good but their delivery and backup and support has made a big impression on us.”

Initially it was just the one truck. Then a second was added and the experience suffered none. Theo says to begin with they were treated like a big business.

“Kind of like a multinational that’s the level of care we’re getting whereas if you go deal with some other company, they’re not necessarily giving you that much assistance,” he says. “That has resulted in us buying quite a few trucks off Scania. One truck has turned into over 20 with them.”

The service hasn’t changed or lacked since the rst unit was purchased in Theo’s experience.

“It was no different between a single unit or a volume order,” he says. “The support from day one was awesome. That’s part of the reason why we looked at them more closely.”

That rst unit has got well over 400,000 kilometres on its odometer.

New truck orders since 2020 have all too commonly met resistance from obstinate supply chains whose inconveniences don’t often come with easy workarounds. That has made adhering to the rst principle of growth a much tougher task.

“Everyone is feeling the same pressures in

those areas of suppliers,” says Theo. “With all of these factors working against you it has been hard to grow at a pace that you want to grow at. Like waiting on new equipment and then having to run old equipment. Waiting on new equipment is a big issue across the board. It’s not just with trucks though, it’s everything. They are the pains of it all. It’s just how you manage it I suppose.”

A welcome change to this scenario has been Scania’s ability to deliver on a few trucks prematurely following an availability that Consolidated Group has been happy to capitalise on.

“We gained access to probably ve or six extra trucks earlier than what we had expected,” says Theo. “Like any business it’s just a management thing. Finding the right people for the right roles is another issue. Everywhere you go it’s the same story. It’s de nitely dif cult.”

New equipment has aided the business to address some of these challenges.

“Because we’ve got new trucks and some guys have come to us and said we’ve noticed your Scanias on the road and we want to use them,” Theo recalls. “With new trucks in the eet, everyone looks at it and once again for us that’s de nitely a big part to it. No one can whinge about the equipment because it’s brand new. We work to a high standard.”

Soon, a quarter of its equipment eet will

be based in the north, with a new location at Port Hedland coming online. A recently launched joint venture with indigenous business EK Contracting, will see it expand into the Pilbara and Kimberley regions. The business is no stranger to promoting charitable causes. Cosmetic makeovers to certain trucks through its dealer partner Scania Kewdale have helped to promote mental health and breast cancer awareness in recent times.

Also, standardisation of the eet, with one make and model, is a big advantage in Theo’s view. Whether it’s switches and basic functions of the vehicle or the drivability and intrinsic training required of it, these are considerations that add up over time, another aspect of the job that can be improved depending on how it gets managed.

“The training that Scania offer is a big thing for us,” says Theo. “They offer an internal training platform where they send out a driver trainer and show you how best to get the ef ciencies out of the trucks from fuel consumption to how to manage the truck in the way it was designed to be used. That’s all standardised for us because we’ve got the same truck everywhere we go. In a growing business it’s something that can’t be overlooked.”

Drivers moving between different brands of truck and vehicles of very different vintage, perhaps with an old PTO switch compared to a newer variant, creates time loss in showing people how to use them and the requisite retraining involved.

“It might only be small things but in this day and age standardisation is a big thing,” says Theo. “If you show someone once and it doesn’t change that’s been a big step for us to grow without having little dramas along the way with things like that.”

Consolidated Group looks to put through groups of ten people when Scania come out for a driver training.

“I don’t know what other manufacturers offer but I haven’t seen anything equal to that at this stage,” says Theo. “We get a lot of bene t out of it from monitoring of fuel consumption and monitoring of drivers and how they’re driving the truck and how much fuel they use and how they should be doing it. It’s good.”

Theo and Kate Tsorvas.

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• No brake maintenance

• Ergonomically designed / driver friendly cab

• Travels in / out of warehouse with ease

• Same unit can lift 20’, 30’, 40’, 45’ containers

• 360 Degree vision when load is lifted

• Soft solid puncture proof tyres

VIDEO STORE

Video telematics doesn’t just improve safety – it helps to reduce costs.

Reducing costs can be challenging in any business. One area of importance for transport businesses to consider is helping drivers operate vehicles responsibly and ef ciently. In fact, operating ef ciently has never been more important and up to 33 per cent of a vehicle’s fuel consumption comes down to how the driver operates it. When considering maintenance, vehicles with misaligned wheels or improperly in ated tyres can impact fuel ef ciency by up to 10 per cent.

In all professions, there are tools needed for the job, and video telematics has a signi cant role to play in a eet manager’s arsenal. With the latest AI-enabled cameras, such as Teletrac Navman’s AI-enabled and TCA typeapproved IQ Camera, businesses can get real-time insights into how a vehicle is being driven and coach drivers to reduce poor habits across the board, reducing fuel costs and wear and tear on the truck. There is an opportunity for real savings to be made.

That said, there are two types of devices –smart video telematics and conventional dashcams. A conventional camera records footage to subsequently be viewed by eet managers after the fact, while smart cameras use AI to provide richer data, real-time feedback to the driver and more. For most in the industry, the new generation of AI cameras has quickly

become the logical choice for their technology requirements, as they offer an innovative leap over conventional cameras and telematics. An AI camera comes into its own by providing context to on-road events according to Shannon Kyle, Solution Specialist Manager, Teletrac Navman.

“A conventional camera might register basic harsh manoeuvring, but it won’t tell the eet manager why those incidents occurred,” he says. “Through the use of AI and the power of telematics data, smart cameras provide insight.”

The reason for why a driver suddenly brakes harshly, for example, might be caused by a road-user cutting in front of the driver, necessitating emergency

braking — the data and the footage now on hand con rms it. By providing context and correct visuals, the driver is empowered, knowing they did the right thing and not being penalised for something that was outside their control. “For eet managers, this data becomes the lifeblood of the operation,” says Shannon. “You gain intimate insights into what’s happening with their eet when it happens with footage to back everything up. Managing maintenance and implementing strategies designed to improve proactive schedules helps avoid unplanned downtime where the truck is off the road and not making money.”

Most importantly, AI cameras can signi cantly boost safety outcomes.

By capturing distractions, drowsiness, and mobile phone use, drivers’ attention can be safely focused back on the road ahead with alerts.

Safety and ef ciency are not mutually exclusive, according to Shannon.

“The reality is that a safe driver will also be a more ef cient driver, leading to fuel and maintenance cost savings for the business,” he notes. “A safe driver will always drive their vehicle smoothly, won’t typically accelerate or brake harshly, and will look to minimise the amount of time spent idling once it reaches its destination.”

With smart technology like this, eet and safety managers can coach drivers, either individually or on a eet-wise

basis. Video footage and telematics data can be used as examples, allowing your team to create safety programs and incentives for good behaviour and performance improvements.

“Equally important, with an AI-enabled camera, you can monitor positive driver behaviours and actions, allowing the business to reward and recognise high performance and their contribution to the company, its safety culture, and the well-being of other road-users,” says Shannon. “By promoting healthy competition between your drivers for best performance, the scoreboard system becomes your best friend.”

Video telematics is an integral part of a wider suite of measures,

including Teletrac Navman’s TN360 eet management software, which is designed to help operators improve safety and boost ef ciency. Using regulatory programs like Smart OBM and complying with the TMA schemes means business owners can further maximise their loads and optimise routing, reducing the time the truck is on the road, saving fuel and minimising wear and tear while also helping drivers manage their fatigue and rest schedules.

“Ultimately, having a safe eet and safe drivers will improve the operator’s bottom line, increasing pro tability in these uncertain times and ensuring that Australia keeps moving,” Shannon concludes.

Safer drivers are more efficient drivers.

Image: Teletrac Navman.

POWER PASSION THE AND THE

Mercedes-Benz is a front runner in sustainable transport and the eActros demonstrates its practical capabilities combined with zero exhaust emissions.

Globally, Daimler Truck continues to develop multiple technologies in its approach to manufacturing low and zero emission vehicles including hydrogen fuel cells (HFC) and ICE (Internal Combustion Engine) using hydrogen as a fuel. For short distance operations plug-in electric Vehicles (EVs) currently make the most sense while for heavier loads and longer distances, HFC and hydrogen as a fuel will be more suited.

To strengthen the local presence of its zero emission strategies, all three Daimler Truck brands (Mercedes-Benz, Freightliner

and Fuso) have been consolidated under one eMobility department, headed up by engineer Romesh Rodrigo. Because Daimler Truck has chosen to provide complete solutions for its customers Daimler Financial Services has a strong involvement as well, with tailored offerings designed to assist local operators get started on their zero emission journeys.

The eActros and the Fuso eCanter will be available as either a straight sale or as a component of a package which includes charging equipment and servicing.

There are currently almost 1,000 eActros trucks operating in Europe and while there

is already strong interest in Australia, the local challenge is establishing the necessary infrastructure to support the transition to EVs. Which brings us to the eActros. We drove a left-hand drive version in

Mercedes-Benz eActros moves under the Bolte Bridge in Melbourne.

Germany in late 2022 and now that the eActros 300 model is available locally it has been a signi cant step to have it to operate in local conditions.

For its range of EVs, Daimler Truck has applied a fully integrated philosophy, rather than simply replacing a conventional ICE driveline with an electric motor and bolting some batteries to the chassis. The Daimler Truck approach has the bene t of freeing up more available space for components such as batteries and the electrical and thermal management systems. The eActros does not have a prop shaft and the twin liquid cooled electric motors are attached direct into the rear axle which has a similar housing to a conventional rear end. A two-speed transmission assists in set off and usually upshifts around the 30 km/h mark. Power output is impressive for a truck of this size: 536hp (400kW) peak with 443hp (330kW) continuous. Energy for the

eActros 300 comes from three lithium-ion batteries with a total capacity of 336kWh. The eActros 400 models feature four batteries to enable a longer operating range of up to 400 kilometres. The same drive system and eAxle is used in both eActros models as well as the eEconic waste industry trucks.

The battery packs are mounted low on the chassis which delivers the dual bene ts of providing an unencumbered at chassis top surface to suit body builders, and also enhances the handling of the truck by having a low centre of gravity. This is born out when driving along the ‘country’ type roads on the test route as the eActros handles superbly. The ride is smooth due to the air suspension front and rear and there is no sense of ‘wallowing’ in situations such as when encountering uneven road surfaces while turning at speeds greater than 60 km/hr.

Each battery has a dedicated management

system with particular attention paid to the thermal performance of the batteries through the cooling and heating system. When discussing the effective operating range of any EV the phrase “it depends” invariably becomes part of the conversation. Load weight, driving style, topography, traf c, even ambient temperature can all affect an electric vehicle’s range. Local testing of the eActros 300, carrying a load similar to our test vehicle has resulted in a comfortable range of 300 kilometres, with a residual charge of 20 per cent still remaining in the batteries. The use of a high speed 150kW charger will take the batteries from 20 per cent to 80 per cent in around one and a quarter hour; if the truck’s application doesn’t require fast charging, 100 per cent charge can be achieved overnight with much less investment using a three phase socket. The recuperative braking is available in ve stages, varied by the wand on the steering

Images: Daimler Truck.

One of two 10-inch display screens in the cab for operational monitoring.

column. In addition to putting power back into the batteries, the super effective electric retardation will reduce costs associated with maintaining the service brakes. Touch the service brake pedal and it initiates the electric motor braking rst. When required, the full effect of the electrical retardation is as impressive as the acceleration. Leaving the wand in the off position allows the truck to coast in similar fashion to the “eco roll” functions found in most modern diesel/automated manual transmission drivelines.

The interior of the cab is quiet, with a noise reduction of up to 10 decibels compared to a similar diesel-powered truck, which will have a positive impact on the drivers’ well-being. The eActros is equipped with the second- generation MirrorCam system which utilises 15-inch display screens attached to the A pillars. The ultra-modern interior also features two

and the Advanced Emergency Braking System. Production models will feature twin radar Side Guard Assist to detect vulnerable road users as well as vehicles when making a left turn. Add to the list

Stability Control Assist, Lane Keeping Assist, Roll Control Assist and tyre pressure monitoring. Wet cell batteries for the electrical system not associated with propulsion (air compressor, air conditioning, power steering) are tucked up under the back of the cab. Driving the eActros is much the same as driving a diesel-powered truck of similar capacity, only better, due mainly to the instant power available from the electric drivetrain. Add in the quietness, the smoothness and the Mercedes-Benz level of nish and array of safety systems, and this is a great Medium Duty truck regardless of what powers it. As the industry waits upon the formulation of

ten-inch display screens for the driver to monitor the truck’s operation.

The quiet operation of the eActros could present a hazard to pedestrians, especially those absorbed by their smartphone screens, so an E-compliant acoustic warning system sounds when the truck travels at speeds less than 10 km/hr. In common with its ICE Actros counterparts, the eActros features an extensive suite of safety systems including Active Brake Assist, Pedestrian Detection,

Australian Design Rules, Daimler Truck has chosen to provide very high levels of safety in relation to the speci c situations presented by electric trucks. Integrated with the batteries’ thermal management system are impact sensors on both sides of the battery modules and additional sensors check for heat or smoke. In the event of an incident where the battery temperature is elevated beyond a certain point the battery(s) are automatically shut down. A large shut down switch is located

in the cab which also has cables accessible to emergency responders equipped with insulated shears. The electrical system including batteries and cables also shuts down in the case of frontal impact when the SRS airbags are deployed or seat belt pre-tensioners are activated.

Sophisticated telematics play an important part in the overall operation of the eActros with key factors including route assessment, payload, diminishing load weights as deliveries are performed, battery management, and charge levels.

The results can be used to help with customer assessment as to whether a particular EV will work for them, and to optimise the ef cient operation of the vehicle once it is in service. This level of testing and validation will go a long way in managing expectations, both in the current EV environment and as the electricity grid expands to meet future demands.

The GVM of this eActros is of cially 19 tonnes but due to the current front axle weight allowance in Australia, the practical GVM is 16 tonnes. For this test the eActros is loaded to provide a gross weight of 15.2 tonnes, with six tonnes showing on the front axle. A payload of around 5.5 tonnes is realistic for the type of urban distribution for which a truck like this is intended.

According to the dash computer we travel 94.4 kilometres on our test circuit along a mixture of roads with varying traf c and topography, averaging 36 km/h and using electricity at the rate of 81.7kW/hr per 100 kilometres, reducing the battery reserve capacity by 26 per cent. Simple maths will show that a range in excess of 300 kilometres is readily achievable for this level of load and these driving conditions.

The eActros is a prime example of Daimler Truck leading the way towards sustainable and practical transportation and not just paying lip service to environmental considerations. Total cost of ownership parity is certainly a target which will evolve over the next few years, and in the meantime an EV solution which will meet the needs of a large section of the medium duty market is available right now.

A high speed 150kW charger can take the batteries from 20 per cent to 80 per cent in around 75 minutes.

TALL ORDER

The three-high straddle carrier, a new product from material handling specialist Combilift, has found a home at FBT Transwest who has recently deployed a second unit into local operations.

The willingness of many transport operators to introduce new modes of equipment to realise increased ef ciencies or gain a competitive advantage is nothing new. The innovations intrinsic to the launch and development of these same modes often is.

FBT Transwest, a specialised supplier of high consequence transport, storage and related supply chain services, has looked in recent times to Combilift, a global material handling solutions provider, for equipment that can effectively deliver results the common reach stacker cannot. The three-high straddle carrier recently launched in the local market by Combilift is a new product within its straddle carrier range.

FBT Transwest landed the rst last September which it has debuted in Sydney and added another at its Melbourne depot in April. But rst some backstory. The SC3, a three-wheeled straddle carrier, is considered an industry benchmark in terms of smaller straddle carriers. It’s the most popular in the world. First launched in Ireland back in 2010, it has since become a staple product within the Combilift range according to Jarad Wilson, Straddle Carrier Product Manager

– Asia Paci c.

“That machine specialises in stacking containers two high,” he says. “Combilift had customers who wanted more storage. That’s why the three-high variant has been developed and subsequently launched.” It proved so popular with logistics and intermodal adjacent businesses, Combilift subsequently released to market four- and eight-wheeled variants of the SC3. While these versions have evolved from the same basic structural design, the three-high, however, is an entirely new machine.

“It’s structurally very different with a new design,” says Jarad. “Whereas the SC3 had a lineage being a very popular machine with additional versions, the three-high is a brand-new development.”

Here’s a primary advantage of the threehigh: when there is an array of two high

containers another container can be taken out from behind the group and lifted over the foreground containers.

“Three-high was about maximising your storage rather than the reach stacker where you end up with a cluster of containers stored in a block and it’s dif cult to access some of the containers without moving others,” explains Jarad. “In container handling if you have a reach stacker you can stack containers more densely but there are limitations with that.”

While a reach stacker can stack full containers at least three high and empty containers even higher, operators can encounter the challenge of accessing boxes in a block storage formation other than the one that is immediately closest.

“Outside of the containers presented at the front of the stack it’s very dif cult to get to any of the other containers,” says Jarad. “The advantage of a straddle container is you can have an array of containers laid out in lanes and you can lift one container out of the group and lift it over the other container and bring it out.”

At present, Combilift has over 200 straddle carrier units already in the Australian marketplace, with close to 100

Insert: Combilift’s new straddle stacking containers three high.

units in New Zealand. Globally they have around 1000 straddle carriers currently in operation.

The Australian market, unlike Europe and North America, is unique in that containers are many times taken away from the ports before being delivered directly to the customer’s location. Straddle carriers, for this reason, are not only found on the wharf or at portside container yards.

“The three high straddle is for customers who have facilities away from the ports where they are storing containers for a number of different customers, so they need to be able to order pick,” says Jarad. “In this situation selection is speci c from the group — it matters what is picked and when, more than likely from a business with some experience working with straddles. Uptake is happening with some of the major industry players in the segment.”

FBT Transwest is one of them. Collaborating with Combilift

According to Cameron Dunn, FBT Managing Director, was an easy choice.

“It’s not all about the sale. It’s also about the partnership and the quality they could provide,” he says. “We were very impressed with their ethos and their commitment to safety, which primarily led to us choosing Combilift.”

While Combilift already had the product, FBT helped to hone its development for the local environment. Some of their older pieces of equipment are not suited for uneven ground. Flat hardstand can have drainage capability which will bring with it some level of undulation. Combilift helped address that issue with a hydraulic suspension system. Jarad likens it to the three-legged stool versus the fourlegged table at a café that gets the wobbles.

when you’re not on at ground you need to determine some way to even out wheel loadings and to avoid having maybe one wheel suspended in the air and maybe one wheel getting a lot of loading and we have the Combilift hydraulic suspension system for doing that.”

As an early adopter of the two-high SC3 unit, FBT Transwest sought out Combilift for an option to stack three containers high. The solution had already been identi ed internally by Combilift who proceeded to work closely with FBT on the conceptual design. Some of the primary areas to focus on were the guiding of the

smoother transition for the operator’s to be using this equipment.”

Several fruitful discussions ensued particularly around the cab and controls layout. In sum, FBT were an insightful resource into the operator’s experience.

“They understood we hadn’t produced a machine that had a guided spreader, so it was the guiding of the load as it goes up and down that was an important as well,” recalls Jarad. “They entrusted us to be able to provide an equipment solution with the required functionality and operating experience.”

FBT management liked the rst three-high straddle carrier so much they wasted little time investing in a second. There was not, for their purposes, anything equivalent in the market that had the same capability. Having the product well supported locally and made by a large European based business helps. That said, the response from the operators is equally important according to Jarad.

telescopic spreader as it travels up and down within the body of the machine.

“You’ve got the guys who are spending the money and then you’ve got the guys who are using the machines dayto-day,” he says. “As it’s big equipment, you need to be comfortable in operating it.” Jarad, to wit, visited FBT’s Sydney site earlier in the year after the machine had been working there for several months. The operator had not driven a three-high before so was, understandably, somewhat tentative to begin with.

“The three-point contact is why our SC3 has been so popular for uneven ground, on the three-point contact every point will share the load,” he says. “When you go to four wheels like the four-legged table,

Another key area was ergonomics, with speci c details around vision for the operator, seating position and access both into the cab, and for maintenance. “Anything to do with the operator’s interaction with the equipment was really important to them,” says Jarad. “They have a very established team who had been operating similar straddle type equipment for a long time. So they knew that this was going to be different and they wanted a

“He loves the machine given it’s so much easier than other equipment he’s driven,” he says. “It’s very smooth to operate, the way it drives and its ability to turn. It’s very manoeuvrable for such a tall machine. The feedback has been very positive. Obviously, FBT has bought a second machine and that’s also feedback to us from a management perspective that helps to endorse the validity of the product.”

The Combilift Three-High eight-wheel variant in the midst of loading a trailer.

MASTERS MIX

A lot goes into a load of premixed concrete, least of all making sure it gets to where it’s meant to be with the right consistency. For South Australia’s QuickMix Concrete, Isuzu vehicles t the bill, with 20 of them now on the job.

When you work with a material as exible and diverse as concrete, there isn’t much you can’t create, according to Brenton James. As one half of Mount Gambier, South Australia’s QuickMix Concrete, he’s had a lot of requests when it comes to precast concrete – concrete that is poured into moulds and hardens to create a product.

“We really are a bit of an open book because concrete is so versatile and you can turn it into anything really,” James says. “Our only limitation is designing the cast that will hold the concrete, but basically we are always looking to assist our clients with whatever their needs might be.”

So far, those needs have been varied and have included such things as garden features, agricultural products like feed troughs for sheep and cattle, panels for commercial buildings and even septic tanks. In fact, the company holds a Victorian and South Australia license for Eloy wastewater systems, which provides solutions for discharged water.

The urry of concrete interest and a growing client base has led the company to expand going from locations in Mount Gambier and Millicent, South Australia to, more recently, adding operating plants in western Victoria’s Portland and Warrnambool.

But precast products aren’t the company’s mainstay. It also provides premixed concrete, which is the

material in its raw form, mixed and then delivered to a third party, often a building site or commercial concrete company.

Family-owned QuickMix Concrete began in 1986 when Andrew Buchalka, who had a background in the concrete industry, decided to go out on his own. Years later Brenton joined the fold, purchasing half of the business in 2009. It is the premix concrete side of QuickMix Concrete that requires the services of Isuzu Trucks, which the company began using in 2007. Starting with a 6x4 agitator cab chassis, the company upgraded when an 8x4 version was introduced in 2015. It now owns 20 of them.

The ordering process begins at Isuzu Mount Gambier where QuickMix has a good relationship with the sales team. After putting in a request for its cab chassis, Isuzu sent the vehicle to agitator manufacturers, A&A Di Medio, in Melbourne.

Quick Mix’s model is the FYJ 300-350 Agitator Cab Chassis, which comes with satellite navigation as a standard. It is powered by a 6UZ1-TCN engine that produces 257kW (345 HP) at 2,000 rpm and has 1422Nm of torque. The 6-cylinder with 6-speed automatic transmission has a gross vehicle mass of 30,000kg and a gross combination mass of 45,000kg.

As for what he likes about the Isuzu brand, Brenton said it is a combination of things.

“We’ve really been impressed overall,” he says. “The price is great, and the product is reasonably light allowing us more payload which is good.”

He said the reliability and quality of the vehicles are also big factors, adding that he has had very few mechanical issues related to them.

QuickMix Concrete is on track to continue growing, with a ve-year expansion program it hopes will increase its footprint from ve plants to 10. With this comes product range growth, and Brenton is predicting more vehicles from Isuzu Trucks.

“We’ve got a number of them already on order as we are always trying to improve our eet,” he says.

The secret to the company’s success, according to Brenton, is the service and support it offers the local community, which has in turn, supported QuickMix Concrete.

“We aren’t a multinational company,” he says. “We’re an independently owned company and we support local sporting clubs, local charity groups and local organisations, and often donate to, or sponsor, community events. We also always buy local just to ensure that we’re supporting other local businesses.”

As for his relationship with Isuzu Trucks, Brenton sees it continuing long-term.

“I think there has been a great cross pollination of businesses,” he says.

“The growth of the premix industry has helped us, and the growth of the agitator market has certainly helped them.”

Isuzu FYJ 300-350 Agitator Cab Chassis.

Image: Arkajon.

MOVES ALL THE RIGHT

An industry leader in truck relocations, Truck Moves Australia has moved, since it began business in 1988, well over 500,000 trucks for dealers, eet managers and many others in and around industry all over Australia.

”If you sell trucks or manage a eet of them, you know how hard it is to get them moved from one place to another without costing your people and business time, money and hassle,” says Matt Whitnall, Director, Truck Moves Australia. “When you call our expert operations team, you’ll be in good hands to get your trucks moved smoothly and safely anywhere in Australia.” Truck Moves Australia boasts a truly national network that helps to set it apart. Hundreds of experienced drivers are on stand-by to pick-up a single truck or

Move your trucks, not your people

several of them to get them on the road to wherever they need to go, often on the same day that a booking takes place. Should an operator or eet need their new trucks registered along the way, Truck Moves Australia can make life easier by managing that too. It also offers storage for new trucks at secure locations in capital cities across the country.

Matt says Truck Moves Australia maintains the highest standards of professional and safe conduct to protect the business and reputation of its customers.

“The NHVR Chain of Responsibility means that when you contract a third party to move your trucks, you are responsible for their conduct on the road, and even how they pay their drivers,” he says. “Our track record speaks for itself, with safety standards that include no night driving.”

Drive sales and keep your fleet on the move with Australia’s leading and largest truck relocation service. Our national network has delivered more than 500,000 trucks right across Australia since 1988. With the most experienced drivers in the industry and a comprehensive service that includes delivery, registration and storage, you can rely on Truck Moves Australia to get the job done quickly and easily.

According to Matt, Truck Moves Australia drivers enjoy pay rates that are among the best in the industry, complying with the Award and providing hourly pay rates that include travel and waiting time to ensure there are no corners cut when they are moving these most valuable of mobile assets.

Hundreds of truck dealers, eet managers, logistics companies and others use the services of Truck Moves Australia, notes Matt, to get their trucks where they are needed while saving time, money and hassle.

“Whether you need your trucks moved across town, across the state or across the country, you can rely on the experienced team at Truck Moves Australia to get the job done for you quickly and easily,” he says.

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

CROSSING T

Collisions at railway level crossings can be devastating to life and property.

Dr Christopher Wren joined the Australian Trucking Association (ATA) as a Senior Policy Of cer in July 2023. His keen interest in law inspired him to pursue a PhD and he is passionate about using his skills and experience to make a positive impact on the law and policy landscape in Australia.

Prime Mover: Why are you championing reform in regulations affecting railway level crossings?

Chris Wren: It’s a critical issue which affects our truck drivers and other road users, and I want to help understand why it is so important we work for real change in this area. Between 1st July 2014 and 31st December 2022 there were 39 lives lost, and 49 serious injuries at railway level crossings in this country. These are not just numbers — these are men and women who left home and never returned, never came back to their loved ones, and there have been thousands of near misses at level crossings all across the country. This is a really big problem. It’s complex, it’s multi-faceted and we need a blend of short- and long-term solutions in order to solve this. And I don’t mean to minimise that fact at all.

PM: So where does industry start?

CW: I’d like to focus on the illumination or the lack thereof of trains in this country. Collision data makes up dominant narrative in this sector and it’s really important to keep in mind that data and statements on safety issues should be taken in context. According to the Australian Transport Safety Bureau (ATSB) for every million kilometres travelled by freight trains in 2016-2021 there was an average of 0.18 collisions with road vehicles at level crossings.

The ATSB states that collisions with road vehicles are more common, more dangerous than those involving light vehicles, and they are more likely to cause damage to infrastructure.

PM: Are heavy vehicles over-represented in the collision statistics?

CW: Heavy vehicles are more frequently involved in level crossing collisions on a per-vehicle and per-kilometre basis. It’s important to remember trucks drive far greater distances and more frequently on certain routes, particularly on rural routes with “passive” level crossings — those with no active safety controls, no boom gates, no ashing lights and, if you’re lucky, a give way or a stop sign. Level crossing collisions involving heavy vehicles are more likely to lead to injuries to the occupants of rail vehicles, more likely to damage rail vehicles and track, and more likely to derail the trains.

PM: Is the frequency of these collisions changing?

CW: There were 11 collisions between heavy road vehicles and trains at level crossings across Australia during the 12 months between July 2020 and June 2021. There were 23 such collisions over the previous ve years. Keep in mind these are sourced from the ATSB, predominantly from a document they created entitled the “Review of Level Crossing Collisions Involving Trains and Heavy Road Vehicles in Australia” which was released on the 4th March this year. While developing this paper the data recorded was entirely from the narrative description provided by the train operator. The data does not include the level of damage sustained by road vehicles. The data does not include the speed, direction, mass or length of road vehicles and, quite impossibly, the data does not include the actions

of the road user. My point here is some of the narratives in this space are quite misleading as they are not communicating the full picture. And this is some of the most authoritative data we have and it’s just not good enough.

PM: How much of the human factor plays a part in these collisions?

CW: Part of the ATSB’s work demonstrated that road vehicle drivers are inherently susceptible to unintentional errors. While level crossing systems rely on road vehicle drivers always detecting the level crossing and at passive level crossings always detecting the presence of trains, it is certain that this will fail from time to time and result in accidents in the future. What the ATSB have done is establish that human error is a large element contributing to potential incidents. That’s not a particularly helpful conclusion, so for me the real question is if human error is not spotting an approaching train, then how can we make the train more visible to reduce that human error to as low as possible? The ATSB admit that any controls to help road users detect the presence of trains will provide an enhanced level of safety. The ATA, along with numerous other groups and peerreview academic and scienti c journals, consider that illuminating trains better, ideally with ashing lights, is an effective control that won’t harm safety.

PM: So what are we doing in this space?

CW: One of the things is advocating train illumination to be a legal requirement. Why? The rail regulator currently has a code of practice entitled ‘Level Crossings and Train Visibility’. It actually deals with neither of these

HE TRACKS

subjects. It’s woefully inadequate throughout, especially on the illumination of carriages. The document is entirely voluntary and leaves the decision on whether rolling stock operators increase train visibility up to them. No commitment, just a voluntary code written by an industry with a history of self-interest. Our submission on this code of practice is freely available on the ATA website.

PM: Why is there a focus on  ashing lights?

CW: Research show that lights strobing or ashing in a person’s visual eld draws their attention directly through a

stimulus driven response. Fitting strobe lights to trains is a lower cost option to address the visibility issues encountered by road users and pedestrians when navigating level crossings safely. Several studies have examined the effects of locomotive mounted lighting measures on trains. These studies used strobe lights mounted on the sides and front of trains, ditch lights illuminating the side of the track, and crossing lights which were a ashing variant of ditch lights. All these solutions produced statistically signi cant increases in train detection distances. The greatest gain was made with the use of all three. The rail industry’s failure to acknowledge

this issue does not change the fact that improving the visibility of trains, particularly in the case of level crossings, will have signi cant safety bene ts.

The NHVR and the ATA have issued a crucial safety notice which is testament to the shared commitment to reducing fatalities and injuries at the more than 20,000 level crossings intersecting the roads and pathways in this country. The notice includes simple do’s and simple don’ts for drivers to remember. It is imperative for truck drivers not to become complacent because even a momentary lapse of concentration or judgement can be fatal. Taking a risk at level crossings is never worth it.

Policy Officer.

Dr Christopher Wrenn ATA Senior

Image:

Automotive product planning is crucial as the global road transport landscape transitions to a low and zero carbon emission future.

Daniel Petrovski’s of cial title is Department Manager — Product Strategy at Hino Australia. Daniel’s journey may be different from a typical engineer who, after leaving school, went to university to study for a degree.

“I’m a product planning guy who left school prematurely and decided that making money was going to be more important at that time,” Daniel says. After various forms of employment, including as a roof tiler for a year and then a tool maker in a machine shop, Daniel completed his apprenticeship as a parts interpreter at Volvo Trucks at Lansvale in Sydney. Several years later he was given a unique opportunity to work with renowned truck engineer Ken Cowell in a cadet role at Volvo Trucks. “I was probably the rst cadet since Ken Cowell was a cadet at Volvo himself, and that opportunity has never been wasted on me,” Daniel says. “They recognised I

was a bit different, and not to be wasted in another area, so I took up the offer to take on further studies and become a product planning guy.”

Product planning or product strategy involves analysing the market and looking at what customers want and need in relation to their commercial vehicles. Information from customers is vital.

“You’ve got to talk with customers and you can’t rely on anyone else. Customers are the source. Their buying patterns and what they are purchasing are also an information feed into what you’re going to plan for them for the next ve to ten years,” Daniel says. “At the moment [mid-2024] we’re working on 2030. That sounds like it’s a long way off but it’s only six years away. Our development cycles are typically eight years from the start of R&D to delivery. We’re actually into 2032 if we look at start-up projects.” In- eld validation is important. Basic

eld testing takes place before engineers come out to Australia for two weeks and visit somewhere in the vicinity of 50 customers.

“We’ll get their direct feedback on what we’re planning and designing for the Australian market and whether that’s a suitable solution for them,” Daniel says.

“Do they need more of something? Is it already too much?”

As a leading Japanese manufacturer, Hino is very proud of its vehicles’ durability which only comes through introducing products that are well validated.

“When vehicles are run in Japan our engineers get a good understanding of what are the pros and cons, and what are the potential shortcomings of any particular product for the export markets,” explains Daniel.

He sees the new truck global landscape changing signi cantly over the next decade and there will be a number

Daniel Petrovski, Hino Australia Product Strategy - Department Manager.

FUTURE TWO PEDAL

of challenges in the planning and development of trucks, including such factors as the road to zero emissions and the emergence of other Asian start-up manufacturers.

“The next ve to ten years will see a transition to zero tailpipe emissions coming into the market, but the internal combustion engines for heavy vehicles will still be the majority of sales because the internal combustion diesel is the most ef cient way to transport goods,” he says. “Hydrogen is a great opportunity but there is still a lot of development which needs to occur.”

Daniel considers Government regulation to be a major challenge.

“It is tricky if manufacturers are not allowed enough time between the announcement of a new government mandate and through to implementation,” he says. “I spoke about development time being eight years yet new Australian fuel ef ciency standards are going to come into effect in 12 months’ time.”

The Australian government’s New Vehicle Ef ciency Standard (NVES) will

encompass a range of vehicles which have not been previously subject to such regulations.

“The NVES may include Light Duty ‘car licence’ trucks with 4.5 tonne GVM, which is the biggest segment of the Australian truck market,” Daniel says. “That would have a ow-on effect because of the additional costs from that type of CO² tax that might not be able to be avoided.

“Hydrogen and electric all have a place but they are not solutions which are viable for all applications of the Light Duty segment. For example, battery electric has a place but it doesn’t currently have the ability to replace a diesel truck doing 300 kilometres a day.”

Hybrid electric drivetrains can be a practical option for many applications, and Hino also sees a future for hybrid in its heavier trucks.

“We currently have a 700 Series Hybrid Electric in Japan. The 300 Series Hybrid Electric goes up to 8 tonnes GVM, and then 4x2 and 6x2 700 Series can take over from that as a heavier capacity option,” Daniel says. “A hybrid electric

minimises fuel use, has no de ciencies in terms of its operation, and no range or recharging limitations.”

Daniel is proud of the entire Hino product range as it stands today.

“My sentimental favourite is the 817 4x4,” he says. “We have a lot of fun with that product and our customers love it, but we are proud of the whole range and the fact we have access to so many segments that we didn’t when we started this journey 15 years ago.”

Daniel and other Hino management acknowledge there is a lot of cross-over in the current model range in providing customers with a wide choice.

“At Hino globally, we’ve got to look at how many models we are designing and developing, and the Hino engineers have been very good to the Australian market,” he says. “But we have had to take some action ourselves to minimise the number of models and make it easier on Hino Japan by rationalising our model line-up to eliminate vehicles with limited volume such as manual transmissions as we head towards a 100 per cent two pedal future.”

Daniel Petrovski at a recent media drive day.

Abug de ector that is installed on the front top lip of a truck engine bonnet will alter the driver’s view of the road ahead of the truck. How much of the road in front of a heavy truck should the driver be able to see when a bug de ector is installed? The answer will determine whether a truck that has a bug de ector on the front of the bonnet (or a low sunvisor), is ‘legal’. It is also relevant to the safety of pedestrians and cyclists when they are close to the front of the truck, and the vulnerability of the driver to sanction, should a collision occur. Truck manufacturers must comply with the Australian Design Rules (ADRs). ADR 42 General Safety speci es visibility requirements to the front and sides. ADR 42 requires that the vehicle be constructed “so that the driver has an adequate view of traf c on either side, and to the front of the vehicle”. There is no measurable speci cation, and it is left to the discretion of the manufacturer to decide what an “adequate view” of the road is. This type of rule cannot be applied to in-service vehicles because there is no measurement limit to be met. The ADRs were never developed to be in-service rules.

Section 85 of the heavy vehicle national law requires that modi cations be approved. The approval can be made by an

Is your bug deflector legal?

accredited engineer (called an AVE) or by the National Heavy Vehicle Regulator (NHVR) via a declaration. A modi cation is de ned as a change to the vehicle outside the manufacturer’s speci cation. While the NHVR can declare a modi cation as minor, bug de ectors (and sunvisor) installations have not been excluded, so unless the vehicle owner installs the original equipment manufacturer’s bug de ector (or the sunvisor), the modi cation must be approved by an AVE and a certi cate obtained. There is also no guidance given about forward visibility in the National Heavy Vehicle Inspection Manual (NHVIM) that has been ‘authorised’ by the NHVR and is widely used by roadworthiness inspectors. Neither this inspection manual nor the heavy vehicle national law or its regulations provide a speci cation for forward (or side) eld of view. The Truck Industry Council (TIC) has a code of practice for forward visibility, but it has no legal status.

In summary, there is no regulated speci cation that can be applied to determine whether a bug de ector (or a low sunvisor) causes an unacceptable eld of view at the

front or side of a heavy truck. It is likely that a stainless-steel (opaque) bug de ector, which is commonly observed on bonneted trucks, is not legal. The driver is vulnerable in the event of a collision with a pedestrian or cyclist. This unsatisfactory situation is the result of visibility immediately in front of a bonneted truck being largely ignored in the design rules and road worthiness rules. Technology now exists that allows the visibility problem to be solved. The rules should be changed to ensure that the driver has a view immediately in front of the truck by providing a measurable speci cation applicable to all trucks.

Dr Peter Hart, Chairman, ARTSA-i

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PETER HART

Figure 1: An opaque bug deflector on a bonnet truck is probably illegal.

The resilience and ingenuity of Australia’s road transport industry never ceases to amaze me. Our freight network isn’t just surviving, it is thriving, even amid the substantial challenges we’ve faced from both natural disasters and global upheavals, like the COVID-19 pandemic.

For example, when a major weather event closed the Trans Australian rail line (between Port Augusta and Kalgoorlie) in March. The obvious response was to shift freight onto road, and the Eyre Highway became crowded overnight, putting serious pressure on the heavy vehicle network.

Another example was in February when bush res cut both the rail and road arteries linking South Australia and Western Australia.

Yet our road transport sector demonstrated remarkable resilience, despite some obvious challenges. In fact, our sector consistently underpins our economy by keeping critical goods moving when alternative transport, like trains, fail. This adaptability highlights the strength of trucking, but it also shows us the pressing need for strategic improvements in our national freight and supply chain strategy.

At NatRoad, we see the need for a

A national approach to securing our supply chain

refreshed strategy delivering not just ideas but real, impactful, and funded outcomes. This means having well-planned alternative routes ready to activate when major freight corridors are closed. Quick road access approvals are also crucial in these times, ensuring that freight can reroute ef ciently without signi cant delay.

In addition, the need for better infrastructure planning and investment is vital, especially in areas like Western Australia and the Northern Territory, where options for alternate routes are often limited.

Finally, linking the resilience of the road network to our advocacy for road service level standards is essential. We need a funding model targeting the most vulnerable routes, where closures are frequent and disruptive. By using data to assess resilience, such as the frequency and duration of route closures, we can direct funding more effectively, ensuring the roads most susceptible to closures receive the attention and investment they deserve.

Strategic enhancements like these can help in fortifying our network against the array of pressures it faces, from extreme weather events to global economic shifts.

Diesel prices, international con icts, and economic instability

all in uence our operations and planning. So, if we recognise and prepare for when the next challenge arrives, our network isn’t just reacting, it’s ready to go.

An updated national freight and supply chain strategy must move beyond discussion, offering concrete steps to enhance our network. As you know all too well, trucking supports the Australian economy, it’s a critical pillar that requires strong, decisive leadership and policy, and funding, to navigate future challenges.

Warren Clark, National Road Transport Association CEO

STUART ST CLAIR WARREN CLARK

TONY MCMULLAN

The National Transport Commission (NTC) recently released a public consultation paper titled, Automated Vehicle Safety Reforms and this had me engage in something of a doubletake, as I seem to remember this discussion happening previously. Autonomous vehicles, weren’t they going to take over our roads by 2020? This issue led me to searching through the plethora of Prime Mover columns that the Truck Industry Council (TIC) has written over the years. Back in 2015, in this very column, TIC reported on the world rst ever trial of a self-driving truck on public roads that took place in the state of Nevada. That truck featured Level 3 Automation. The trial in the USA, nine years ago, was followed by much pandemonium and brash media comments that autonomous vehicles would be in abundance on roads around the world, including Australia, by the end of the decade. At the time the established truck manufactures and TIC, were urging caution and tempering that media enthusiasm. Well, while 2020 delivered the world a positively unforgettable event in the form of COVID, there were no autonomous vehicles to be seen on Australian roads. A further four years on and Australia, like the rest of the world, awaits the legal deployment of autonomous vehicles. Now I could say

Autonomous trucks on Australian roads by when?

that we told you so. Since 2015, the NTC here in Australia has released no fewer than eleven autonomous vehicle discussion/consultations papers, not including this latest one, that have sought public and industry comments and feedback on the issues associated with the deployment of autonomous vehicles in Australia, including the legal implications of autonomous vehicle crashes. The current Automated Vehicle Safety Reforms public consultation paper details that the Australian government expects, “The possibility of small numbers of automated vehicles entering the Australian market from 2026.” And that, “the Bureau of Infrastructure and Transport Research Economics forecast introduction of Level 4 vehicles between 2026 and 2031, with 2.6 per cent of new passenger vehicles to be highly or fully automated by 2030, increasing to around half of all new vehicles by 2046.” Interesting forecasts given how far vehicle automation has progressed in the previous nine years since the hysteria of 2015.

Given that most, if not all, vehicle manufactures are concentrating on low and zero emission vehicle development and their associated manufacturing costs, in an effort to meet the ever increasing global governmental regulatory reforms that are being deployed to phase out traditional fossil-fuelled vehicles, there really are not many research and development dollars left for autonomous vehicle development at this point in time. Add to this, that in Australia, the federal, state and territory governments are preparing laws that will assign complete legal responsibility for the operation of an autonomous car, or truck, to the company/corporation who developed and deploy the autonomous driving system, TIC does not envisage many international truck manufactures will

be rushing to release autonomous trucks in Australia. These proposed laws are further complicated, in that those who develop and deploy the autonomous driving system must be an Australian registered organisation. This is designed to ensure that there is a direct legal pathway to prosecute an Australian company/corporation if the autonomous vehicle is involved in a crash. Given that most autonomous driving systems will be designed and developed outside of Australia, making a local organisation legally responsible for their deployment and operation here may present many challenges for a vehicle manufacturer. There are likely to be many countries these manufacturers would prefer to conquer with their technologies before they consider launching such vehicles here.

My nal point for now. There is a much larger problem looming for the Australian trucking industry. With the average age of the Australian truck eet sitting at 14 years, there are simply too few transport companies renewing their ageing trucks and this will signi cantly hamper the uptake of any new technologies, be these current advanced safety systems like Automatic Emergency Braking Systems, Lane Departure Warning, Electronic Stability Control, or clean vehicle technologies such as hybrid and zero emission trucks, or simply Euro VI and equivalent, diesel engine trucks. Let alone the widespread uptake of autonomous trucks. Governments cannot ignore our ageing truck eet; there needs to be a whole of government approach including nancial incentives put in place to allow operators to transition to newer, safer, cleaner and even possibly, autonomous trucks.

Tony McMullan CEO, Truck Industry Council

The recent announcement of an additional $1 million investment by the Victorian Government into training heavy vehicle drivers is not just a scal decision; it’s a strategic investment in the engine that drives Victoria’s economy. This extension of partnership with the Victorian Transport Association (VTA) underscores the critical role that skilled truck drivers play in keeping our supply chains moving and our economy thriving.

Since 2016, the collaborative efforts between the government and industry stakeholders have borne fruit, with accredited training programs providing aspiring heavy vehicle drivers the essential skills needed to secure employment in freight and logistics roles.

The Driver Delivery program, a agship initiative of this partnership, has garnered signi cant investment from the Victorian Government, resulting in the training and placement of nearly 400 skilled drivers on Victorian roads. This isn’t just about lling vacancies; it’s about ensuring that our supply chains are manned by competent professionals who can navigate the complexities of modern transportation.

The success of the Driver Delivery program mirrors the triumphs of previous initiatives like the 2023

Driver training fuels Victoria’s economic engine

Freight Industry Training for Jobseekers project, which facilitated employment opportunities for over 125 individuals in freight and warehousing. These programs serve as a testament to the commitment of both government and industry to address skill shortages and cultivate a skilled workforce capable of meeting the evolving demands of the transportation sector.

One of the primary objectives of investing in truck driver training is to enhance road safety. By providing comprehensive training and instilling a culture of safety consciousness, we can mitigate the risks associated with heavy vehicle operations, thereby safeguarding lives and minimising accidents. Moreover, addressing skill shortages in the trucking industry is paramount to ensuring the ef cient movement of goods and materials, thus preventing bottlenecks in our supply chains.

Furthermore, investment in truck driver training serves as a catalyst for attracting and retaining younger talent in the transportation sector. In an era where demographic shifts and technological advancements are reshaping workforce dynamics, it is crucial to incentivise younger generations to pursue careers in critical sectors such as transport and logistics.

By offering comprehensive training programs and stable employment opportunities, we can cultivate a new generation of skilled professionals who will drive innovation and sustainability in the industry.

The partnership between government and industry exempli es a collaborative approach towards addressing shared challenges and harnessing opportunities for growth. The unwavering support

of Victorian Minister for Ports & Freight and Roads & Road Safety, Melissa Horne, underscores the government’s commitment to fostering an environment conducive to the transportation sector’s prosperity. Her advocacy for initiatives like the Driver Delivery program re ects a proactive stance towards addressing the multifaceted needs of the industry. As we navigate an increasingly interconnected global economy, the importance of robust supply chains cannot be overstated. Investment in truck driver training is not merely an expense; it’s an investment in the resilience and competitiveness of Victoria’s economy. By empowering drivers with the requisite skills and knowledge, we can fortify the foundation upon which our supply chains operate, thereby unlocking new avenues for growth and prosperity.

The decision to invest in truck driver training represents a forwardlooking strategy aimed at bolstering Victoria’s economic resilience and competitiveness. By prioritising road safety, addressing skill shortages, and nurturing talent, we can ensure that our supply chains remain robust and adaptable in the face of evolving challenges. It is incumbent upon us to seize the opportunities presented by such initiatives and forge a path towards a more prosperous future for all stakeholders involved. For further information on the program please don’t hesitate to contact VTA Freight Industry Training Manager Tim Garnett on 9646 8590 or visit https://vta.com.au/driverdelivery/

Peter Anderson CEO,

VTA

STUART ST CLAIR

PETER ANDERSON

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