With undisputable road presence and trusted reliability, there’s no place you’d rather be than behind the wheel of a Kenworth.
18 STRENGTH IN NUMBERS
Volvo kicks ahead of arch rival Kenworth and forges to heavyduty domination in the first half of a barnstorming 2023 truck market
24 SINGLE MINDED
Long serving owner-driver Norm Hall doesn’t mind what Kenworth he’s in, as long as it’s not pulling anything more than a single trailer
32
Highly professional company Auswide Transport Solutions adds to its impressive fleet with the stunningly artistic ‘Karma’ Kenworth T909
40 THE MEGA MILKMAN
SRH Milk Haulage appears to have found their highest achievement in Western Australia with the recent creation of what is almost certainly Australia’s biggest dedicated milk tanker combination
56
There were trucks for as far as the eye could see at the Alexandra Truck, Ute and Rod Show in Victoria, held over the King’s Birthday long weekend in June
64 FORWARD
A successful family-run operation, the Eather Group’s strong values are setting an example for other burgeoning businesses
68 TRAVELLIN’ MAN
What better way to celebrate a big birthday milestone than a ’round Australia trip in a 1993 Kenworth T950 turned mobile home
72 ALL THE WAY TO RENO
Reno, Nevada was the venue for the 2023 version of the annual American Truck Historical Society Convention, attracting a stunning array of rigs from across the US and Canada
78 BEHIND THE VIRTUAL WHEEL
Deakin University’s Institute for Intelligent Systems Research and Innovation shows off its new Genesis Simulator
“Make no mistake, these are boom times like never before.”
EDITORIAL
Editor Greg Bush
Ph 0408 780 302
E-mail Greg.Bush@primecreative.com.au
Journalist Julian Daw
E-mail Julian.Daw@primecreative.com.au
TechnicalEditor Steve Brooks
E-mail sbrooks.trucktalk@gmail.com
Contributors Warren Aitken, Robert Bell, Frank Black, Jacquelene Brotherton, Warren Clark, Dale Cooke, Geoff Crockett, Rod Hannifey, Michael Kaine, Gordon Mackinlay
Cartoonist John Allison
PRODUCTION
Art Director Bea Barthelson
Print IVE Print
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Business Development Manager
Hollie Tinker Ph 0466 466 945
E-mail Hollie.Tinker@primecreative.com.au
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EXECUTIVE GROUP
CEO John Murphy
COO Christine Clancy
Operations Manager Regina Fellner
Trader Group Sales Director Brad Buchanan
Within this month’s issue of OwnerDriver there lies a subtle debate about the varying degrees of productivity and payload. Our cover story is an example of ingenuity shown by SRH Milk Haulage in running a 15-axle roadtrain combination hauled by a tri-drive Volvo FH 700, coupled to a quadaxle tanker linked to a tri-axle dolly and another quad axle tanker. A big rig running in Australia’s largest state, Western Australia.
Couple that with the news of Matic Group’s latest addition – a new 700hp FH16 twin-steer tri-drive prime mover with the big XXL cab. This unit will also be based in WA.
Multi-combination setups may be favoured by operators who prefer bigger loads with fewer trucks. But there’s plenty who argue that running single trailers are productive enough.
There are other reasons too, such as wear and tear on the truck.
In an extreme example, Glen Lewis (see page 68) went on a search for a ’93 Kenworth T950 to be his hobby horse. His major stipulation was that the truck had a history of pulling only single trailers. Glen didn’t want an overworked T950.
Likewise, owner-driver Norm Hall, who has been
hauling various loads in the eastern states for decades, prefers only hauling singles. Norm’s not interested in driving B-doubles whether in his own truck or working for an employer. In fact, he’s even threatened to hand in his notice if told to get a B-double licence.
The arguments for and against high productivity vehicles will continue, especially when they’re mixing it with motorists on busy highways, notably the Bruce, Pacific, Newell and Hume. In less populated areas in WA, it’s not such as issue.
But, with the freight task predicted to be triple its current size by 2050, larger combinations can be expected to become more visible in coming years. Then, of course, roads need to be up to standard. The Pacific Highway from Sydney to Brisbane will, by 2028, be a completed four-lane divided highway, including the Coffs Harbour bypass. In theory, anyone doing the trip from Brisbane to Melbourne would not encounter a single traffic light (with breaks in between of course!).
Upgrades are currently taking place on the Newell, and the Bruce is a work in progress. But keeping pace with the growth of road transport traffic will be a huge task for the federal and respective state governments.
Owner
ISSN 1321-6279
OwnerDriver magazine is owned by Prime Creative Media. All material in OwnerDriver is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published. Opinions expressed in OwnerDriver are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.
The Australian Trucking Association (ATA) says it is refining its plan presented to the industry to help resolve unfair contract disputes for trucking businesses.
In its weekly Friday Facts newsletter, the ATA says nine out of 10 trucking businesses would be able to resolve contract disputes through the Fair Work Commission rather than in court under the ATA’s refined plan to fix unfair contracts.
The plan was refined following a meeting between Australian Trucking Association director David Simon, new ATA CEO Mat Munro and employment and workplace relations minister Tony Burke.
“The meeting was a valuable opportunity to discuss the positions adopted by ATA members,” Simon says.
“Our working group met again … to consider the minister’s views and
information requests and we have refined a plan to fix unfair contracts for small trucking businesses.”
Under the plan, trucking businesses with a turnover of less than $2 million per year would be able to resolve contract disputes in the Fair Work Commission rather than needing to go to court.
“The 3,900 larger businesses in our industry would continue to resolve unfair contract disputes through the courts, but against new, industry-specific standards,” Simon says.
“The FWC is not the right place for complex contract issues involving two large companies to be determined.
“The filing fee to go to the commission to deal with an unfair contract would be higher than the unfair dismissal fee, but it would still be very low cost compared to going to court.”
This week, the ATA working group also considered:
• the FWC’s powers in relation to freight rates and cost schedules, saying the commission should not have the power to fix rates
• the need to exclude businesses operating heavy vehicles from digital platform regulation
• a two stage order-making process, with road transport orders published for consultation two years before coming into force
• how to ensure the FWC’s role does not overlap with road safety regulation or driver licensing
• the ability of the minister to require the FWC to stay and review an order. The ATA says it will continue to work closely with its members and the federal government on its road transport industry plans.
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Senator Glenn Sterle has sent a letter to the CEO of the National Farmers Federation (NFF) following an “alarming” job advertisement which appeared on Facebook that he believes threatens the transport industry.
Sterle was made aware of the Facebook job advertisement to cart harvest grain for $20 an hour with an illegal ABN.
In response, Sterle wrote to the NFF, asking them to take a stand against these illegal practices.
The letter, which Sterle published on Facebook, pointed out that the starting hourly rate for driving vehicles such as a B-double in NSW start at $26.16.
“To advertise a job six dollars less than the award is a sham and is blatant wage theft,” Sterle says.
“I would be interested to hear your views on whether employers in your industry should be allowed to get away with offering drivers conditions far less than what they are entitled to as per the award.”
Sterle goes on to say the advertisement is “a clear case and example of sham contracting”, where employers attempt to disguise an employment relationship as a contractor one.
“I have no doubt that access to quality and experienced drivers as well as the conditions they have to work under is one of the challenges your industry faces,” Senator Sterle says.
“What is the NFF doing to draw attention to the blatant wage theft and use of sham contracting arrangements in your industry? Does the NFF endorse this sort of behaviour?
“If this is just business as
usual for you, it’s no wonder you are campaigning against the government’s planned reforms to crack down on the exploitation of workers.”
The National Farmers Federation was yet to respond.
Survey respondents say these conditions must improve if the industry wants to employ and retain more women.
Healthy Heads in Trucks & Sheds (HHTS), a not-for-profit which aims to improve the wellbeing of national transport, warehousing, and logistics workers, commissioned TMX Global to evaluate heavy vehicle rest areas across Australia.
“It is critical that heavy vehicles drivers are as mentally healthy as they can be so that they can maintain concentration and deal with the stresses of the road,” a HTTS spokesperson says.
A new industry study completed by TMX Global has found that women driving heavy vehicles on Australian roads do not stop at rest areas if they don’t feel safe.
Female drivers surveyed for the study said poor lighting, unenclosed shower facilities, a lack of security and the risk of vandalism to vehicles prevents them from stopping at or using existing rest stops.
Women make up only three per cent of heavy vehicle drivers.
“To achieve this, it is critical that we provide the support they need while on the road: suitable rest areas are an important part of this support.”
The study, which included surveying men and women drivers, a literature review, industry consultation, crash data analysis and route analysis, found there are not enough fit-for-purpose rest areas for heavy vehicle drivers, which is impacting driver safety and mental and physical health.
Most survey respondents say they stop at rest areas due to fatigue and to use the bathroom. Fatigue and distraction, or inattention, are the two leading causes of heavy vehicle accidents in Australia.
“How a rest area is designed influences not only whether a driver gets the rest they need, but whether they stop at all,” TMX Global associate director James Sheerin says.
“Without adequate space for turning and bitumen for parking, or well-lit, clean, and comfortable facilities, we know drivers are discouraged from using the rest stop.
“Improving this infrastructure for heavy vehicle drivers across the country will reduce the number of accidents on the road every year.”
Some of the report’s recommendations included:
• The establishment of a National Heavy Vehicle Rest Area Strategy
• Ongoing consultation of an industry ‘action group’
• Adding clean toilets and adequate parking to current minimum design standards for Heavy Vehicle rest areas
• Design and implementation of a Heavy Vehicle Rest Area pilot stop.
The new report has listed recommendations to make truck stops a more inclusive and welcoming environment for all truck drivers
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With Detroit, there’s no compromise.
To combat the growing mental health crisis affecting truck drivers and those driving in remote areas, GME says it has partnered with Rural Outreach Counselling (ROC) to launch a new initiative for people on the open road to open up about their mental health.
As part of the initiative, UHF CB Channel 24 will be used as a free support network for those who need it. By tuning into Channel 24 on a GME radio, the company says truckies will be able to access mental health support delivered by mental health advocate and truck drivers, spearheaded by driver and road safety advocate, Rod Hannifey.
Recent Government research has uncovered the devastating impacts of the often thankless job of truck driving, showing that mental health issues are among the top three most common medical conditions for truck drivers, with one in two drivers reporting some level of psychological distress.
The Open Road Open Up initiative aims to break the stigma of mental health by turning the unavoidable, lonely open road into a place where truckies can open up.
GME safety expert, Tony Crooke,says support networks make a world of difference to long-haul drivers.
“For truck drivers in remote and regional areas, staying in touch can mean the difference between life and death. GME is proud to partner with Rural Outreach Counselling, and Rod Hannifey to launch ‘Open Road, Open Up’, an initiative that we hope can help change the statistics surrounding truckies’ mental health through the power of a UHF radio.”
Truck driver and mental health advocate, Rod Hannifey, says he proud to support other truck drivers.
“I know firsthand how hard it can be out there on the road alone. I have seen friends struggle with their mental health because they don’t have the opportunity to open up properly and talk about their feelings.
“I want truck drivers to know, if you see my truck, tune in. I’m here on Channel 24 to have a chat whenever you feel like talking.”
To equip Rod with the counselling strategies to support truckies and those in remote areas, Hannifey has received mental health resources and support mental health challenges.
The Queensland Trucking Association (QTA) has achieved a significant victory as Queensland becomes the first state to lower the age requirement for specific driving apprenticeships.
In a significant development for the road freight industry, the QTA revealed that the age requirement for the Business C Vehicle Driver Apprenticeship has been lowered to 17, a decision approved by the Queensland Apprenticeship and Traineeship Office.
With Queensland being the first state to approve the apprenticeship in October 2022, the uptake has been hampered by the original commencement age which was set at 20 years old. Feedback gathered from industry indicated that the age needed to be lowered to entice school leavers into the industry.
This extensive body of work was completed by Camilla Elmes who performs the role of QTA industry skills advisor. This position, along with the industry workforce advisor position, is funded by the Department of Youth Justice, Employment, Small Business and Training.
“This is great news for the road freight industry. Being able to offer a
heavy vehicle driver apprenticeship to school leavers is a great step towards securing the future professional driver workforce,” QTA CEO Gary Mahon says.
“We now need to secure Priority 1 funding for the HV Driver Apprenticeship which will provide employers with more of an incentive to take on driver apprentices. With driver shortages the number one issue in the sector, it is critical that it is changed to Priority 1 funding.
“There will be now more confidence for employers to take on young people as the apprenticeship will provide them with the essential development pathway to become a competent heavy vehicle driver.
“Although at this stage, the age based licencing progression will still apply, people coming out of an apprenticeship will be more appropriately skilled and will have a Certificate III qualification as well as real industry experience.”
If employers need support to engage an apprenticeship provider and or a registered training organisation, the QTA says to please contact Angela Mottram at angela@qta.com.au who will be able to offer support through the process.
through the Rural Outreach Counselling’s MateKeeper Campaign. Rural Outreach Counselling sees firsthand the impact that long working hours, isolation, and time away from family and friends has on truck drivers, as well as others working and living in rural communities. More trucks will be rolling out across Australia with ‘Open Road, Open Up’ signage over the coming months. GME and ROC will also expand the initiative by training more truck drivers to be part of the program.
President, Rural Outreach Counselling, David Post, says their program is all about supporting isolated communities and individuals.
“We know that staying connected and having open conversations can have a massive benefit in fighting
“That’s why one of our main goals at Rural Outreach Counselling is to be able to offer support to those in rural communities who are less likely to speak to GPs or other services.
“Open Road, Open Up is an initiative we are proud to be a part of, allowing truck drivers to get the necessary support in the most Aussie way possible. We are looking forward to our ongoing partnership with Rod and GME to support truck drivers across Australia,” Post says.
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The all-important independent review into Sydney’s toll road network is underway as the chair has revealed what the first hearing will consist of.
Allan Fels and David Cousins will lead the body that will look at how to make road fee charging on toll roads fairer to relieve traffic burdens for heavy vehicle operators.
Speaking before the review’s first hearing yesterday, Fels says there’ll be no revolutionary changes made due to long-term toll contracts, but a range of small options are possible.
“I’m not suggesting that there’s going to be a revolution in toll prices and that we’re going to travel free on roads,” Fels says.
“There is scope to negotiate some win-win outcomes.”
Fels confirmed the review won’t recommend ways to override long-term contracts to toll companies like Transurban.
Instead, the review will include simplifying toll charges, looking at
government relief measures and introducing distance-based and time-of-day charges.
At the opening hearing, the review chairs discussed the network issue with a range of associations representing truck drivers and local councils that
painted a picture of severe community impact caused by the toll road pricing.
This included National Road Transport Association (NatRoad) chief executive Warren Clark, who spoke about the impact the high cost of tolls has on drivers choosing
not to use the toll roads.
Fels also says means testing of drivers could be on the cards for government toll subsidies, with NSW Premier Chris Minns saying he is sticking by the $60 weekly toll cap to reduce toll costs for trucks.
The chairs of the Sydney toll review have spoken about possible relief for heavy vehicle drivers but only small options available
If winners are grinners, then the smiles on the dials of Volvo principals must be bigger than ever before as the Swedish powerhouse kicks ahead of arch rival Kenworth and forges to heavy-duty domination in the first half of a barnstorming 2023 truck market. But as this special report reveals, the greatest achievement is in record performances by the corporate threesome – Volvo, Mack and UD. Steve Brooks crunches the numbers
Head-to-head it’s a close contest, very close, but Volvo has continued its recent momentum to beat Kenworth to top spot in the first half of a phenomenally strong 2023 heavy-duty truck market.
Indeed, the strength of the heavy-duty sector so far this year – as well as light and mediumduty markets – almost guarantees that all previous sales records will be smashed into mediocrity by year’s end. Put simply, with 8732 units delivered to the end of June, it’s entirely possible that considerably more than 17,000 heavy-duty trucks will have been delivered by the end of the year and that, folks, is a figure that not so long ago lived only in fairyland.
Make no mistake, these are boom times like never before.
As usual though, some brands are enjoying the bounty more than others and right now, none are having bigger bites of the commercial cherry than Volvo Group Australia (VGA) and Kenworth parent, Paccar Australia.
In the one-on-one contest between the two market heavyweights, Volvo delivered 1798 trucks for the year to the end of June to take 20.6 per cent of the heavy-duty business, with Kenworth close behind on 20.1 per cent on the delivery of 1759 trucks. In the month of June alone, Volvo delivered an astonishing 497 trucks with Kenworth just 24 units behind on 473 deliveries.
A closer look at the numbers, however, tells a far more fascinating story which not only indicates the formidable
corporate might of the heavy-duty sector’s two biggest players, but highlights a remarkable recovery effort by Volvo Group Australia.
Like, for reasons that haven’t always seemed particularly clear, the last few years have been a testing time for VGA. Component supply issues from Europe and the US, embarrassing stockpiles of partly finished Volvo and Mack trucks sitting out the back of the Wacol (Qld) factory, and Volvo trucks fully imported from overseas factories to shore up the local factory shortfall have at various times raised questions about the group’s short-term prospects and even its commitment to local production. From the outside, it seemed UD was the only one of VGA’s three brands able to fully capitalise on increasingly strong demand for new trucks.
VGA insiders led by managing director Martin Merrick have, of course, remained stoically adamant that all these post-COVID issues would be overcome in due course while any suggestions that the Wacol factory’s future was in question were met with absolute rebuttal. Most notable of all though, and as market results now so blatantly reveal, the ultimate goal was to not just overcome the obstacles
Above: Volvo has recovered from difficult days to make the most of a record market and take heavyduty leadership
Opposite bottom: Kenworth has been toppled from the top of the heavy-duty ladder but it’s a close contest. Very close
“Make no mistake, these are boom times like never before.”
but in the process, create the platform for an all-out three-pronged assault on market dominance.
Again, numbers paint the picture, verifying VGA’s current ascendancy with Volvo’s formidable figures joined by Mack’s 6.1 per cent on the brand’s record delivery of 533 units for the first half of the year and just barely behind, the ongoing and undeniably impressive half-year performance of UD with 519 deliveries for 5.9 per cent of the heavy-duty market.
All up, VGA’s first half figures amounted to 32.6 per cent (2850 units) of the total heavy-duty category. Or put another way, almost one in every three heavy-duty trucks sold in the first six months of this year came from the VGA stable.
Meanwhile, the other big corporate contributor is obviously Paccar Australia and with DAF’s mid-year result of 4.8 per cent (416 units) added to Kenworth’s 20.1 per cent, there was certainly nothing negative in Paccar’s collective 24.9 per cent for the first half of 2023.
Yet perhaps the most significant assessment of all comes from the combined impact of the two market heavyweights, amounting to 57.5 per cent of the total heavy-duty sector to the end of June. In effect, well over half of all heavy-duty trucks currently sold in Australia come from one of the two stables.
Even in bountiful times such as these, it means the remaining combatants in Australia’s congested heavyduty marketplace must continue to fight exceptionally hard for a higher notch on the ladder.
Hits and misses
Still, when it comes to overall market dominance across
“Almost one in every three heavy-duty trucks sold in the first six months of this year came from the VGA stable.”
all three weight sectors – light, medium and heavy – no brand comes within a bull’s roar of Isuzu, notching a breathtaking 7099 deliveries in the first six months and almost 4000 units clear of perennial bridesmaid Hino.
Some idea of Isuzu’s increasingly historic market leadership and indeed, an indication of the extraordinary growth in Australia’s demand for new trucks over the past few years can be gleaned from the fact that at the end of 2021, Isuzu Australia cracked 10,000 deliveries for the first time. The following year it delivered more than 13,000 units and now, given its first half performance in 2023, a new record seems as certain as tomorrow’s sunrise.
In light and medium-duty markets respectively, Isuzu’s hold was a tad over 45 per cent in the little boy league and just shy of 50 per cent in the medium class. Notably though, the brand continues to also perform well in the heavy-duty sector and despite the absence of a dedicated prime mover in its extensive model range, accounted for 13.9 per cent of the category with 1210 deliveries.
Yet just as the gap between Isuzu’s figures and the heavy-duty sector’s two front runners might seem a yawning chasm so, too, is the gap between the Japanese brand and its nearest heavy-duty rival, Scania.
At the half-way mark, ‘the other Swede’ held 7.2 per cent of the heavy-duty category on the delivery of 625 units. All up though, this is a strong result for Scania Australia and in large part, verification of a model range which is unquestionably the best in the brand’s long history in this country.
After Scania came Mack, then UD, then the first of the Daimler Truck trio, Mercedes-Benz on 5.2 per cent with 450 deliveries in the first six months of the year.
Hino wasn’t far behind on 5.0 per cent (438 units) but from any angle, Benz’s result was undeniably modest, especially for a brand which not so long ago was a bullet performer on the heavy-duty charts.
Significantly more modest though, was the combined performance of the Daimler threesome. Together,
Mercedes-Benz, Fuso (4.3 per cent/374 units) and Freightliner (2.4 per cent/209 units) accounted for just 11.9 per cent of the heavy-duty market to the end of June. According to several sources, supply issues from Europe and the US continue to dog Daimler’s efforts despite the appeal of a modern and largely wellequipped model range.
Perhaps much the same could be said for the Penske pair of MAN and Western Star which, despite completely rejuvenated model line-ups, collectively delivered a lacklustre 213 trucks in the first six months of the year.
Whilst MAN’s numbers of 123 deliveries for a 1.4 per cent stake of the heavy-duty sector were decidedly dour, Western Star’s 90 trucks for 1.0 per cent of the market was an altogether poor performance for a brand which late last year launched an acclaimed range of new X-series models.
Also on the bottom rungs of the heavy-duty ladder at the end of June was Iveco with just 1.8 per cent of the category but there are high hopes within the company that its new S-Way range launched earlier this year will kick-start a stronger presence before year’s end. Time will tell.
The one thing that seems blatantly certain, however, is that the Australian truck market will, for the remainder of this year at least, continue to create unprecedented demand for new trucks.
Worryingly for some though, it could also mean that the big simply get bigger.
“When it comes to overall market dominance … no brand comes within a bull’s roar of Isuzu.”Above: Scania Australia enjoyed solid sales due to its undeniably strong current model range Left: Impressive newcomer but so far, Western Star’s X-series seems bogged in supply shortages
Norm Hall doesn’t mind what Kenworth he drives, as long as it’s not pulling anything more than a single trailer. He chats with Greg Bush about his days driving interstate, hauling livestock and his plans for taking it easy
Norm Hall has been doing the long haul for decades, first as a driver and then as an owner-driver. His loads have included livestock, refrigerated and general freight all over New South Wales, Victoria and South Australia. All the while Norm only pulled single trailers, he’s always steered away from attaining his B-double licence.
Nowadays, despite calling Coffs Harbour home, Norm confines himself to local runs for Lindsay Australia around Brisbane.
In an unusual situation, Norm works two weeks in the sunshine state’s capital in his Kenworth T410, then heads back to Coffs Harbour and his wife Julie for a few days break, leaving the truck parked outside Lindsay’s depot at Acacia Ridge. However,
he’s living the long distance truckie’s life, despite rarely going out of town.
“I sleep in my truck, just like as if I was on the highway,” Norm explains.
“I’ve got all my own cooking gear but I use their kitchen, their showers and their washing machines … everything.”
Being a subcontractor, Norm isn’t permitted to park his truck inside the Lindsay Transport yard. Instead, the truck spends its nights in a secure spot, just outside the company’s gatehouse.
“A couple of blokes said to me, ‘that’s wrong, kicking you out of the yard’. But I said, ‘no it’s not’. Because if I built a garage at my house, and somebody came and parked their car in it, I’d be kicking up a stink. I can see why they’ve done it.”
So, if the truck stays in Brisbane, and
Norm’s home is Coffs, there’s the obvious question of the commute.
“I come up with one of the boys from the Coffs Harbour depot,” Norm explains. “If I wanted to take the truck home, they will organise a load for me to go back to Sydney with and bring it back to Coffs Harbour. So I will stay home with the truck and take it to Brown & Hurley, they do all my services and anything that goes wrong.”
Kenworth has always been the go-to brand for Norm Hall, although it was an unlikely contender that initially enticed him into the world of road transport.
One of Norm’s first real encounters with a truck came about while working on a sheep property near his father’s house between Guyra and Inverell in northern New South Wales.
Not long out of school, on this particular day back in 1975, Norm was busy loading three decks of sheep onto the back of a trailer. The truck was a Diamond Reo, owned by Campbell Bros out of Inverell with driver George Larry behind the wheel.
“I got in the passenger side to go from the yards to open the gate for him,” he recalls.
“That was a magic piece of gear, that Diamond Reo, even though they had the clutch and brake around the wrong way.”
Later, Norm hitched a ride with George to the Homebush saleyards, this time in a Kenworth K100. The
Opposite
Norm Hall: Looking forward to a laidback life
Above: Hooking up a rail container of cold meats for Lindsay’s in Brisbane
Left: In his Lewington Transport days, on his way to the Kempsey Truck Show
Top: Norm’s T410 was his first bonneted Kenworth following a couple of K models
Above: When a couple of letters fell of the Kenworth badge on his T410, Norm improvised, turning the ‘W’ upside down
Below: The T410’s traditional Kenworth dash
Opposite top: The Kenworth T410 in its interstate days for Lindsay Australia
Opposite bottom, L to R: Norm drove this log-hauling White 9000 for Barry Secombe. “I thought I was king.”; Norm is happy to be off the highway and onto local runs around Brisbane
livestock game beckoned, but not before Norm moved to Coffs Harbour, scoring a job with Barry Secombe hauling logs out of Lowanna and Ulong.
“Barry had two Whites, a White 4000 and a White 9000, and I drove the White 9000,” he recalls. “I thought I was king; it was amazing.”
Norm soon returned to the Inverell area, scoring a job with Mackenzie Bros, this time in livestock haulage. Unfortunately, it also came with his first mishap with a trailer load of live freight.
“The turntable came off between Ebor and Dorrigo. There were 96 pigs on top and 36 steers on the bottom – and didn’t kill a single animal.
“Three pigs were taken into custody for further questioning,” Norm smiles. “I don’t know what happened to them.”
Back in Coffs Harbour and back to logging, he picked up a job driving an R model Mack for Kerr Adams. Then he was off to Burgundy Heights, driving a W model Kenworth.
“That W Model was the ant’s pants,” Norm says. “Some of the places I took her, it would make your hair curl.”
But the smell of livestock again beckoned and he
eventually found single trailer work out of Lewington’s Transport’s Macksville yard.
“Barry Lewington rang me up one day and said, ‘What would you rather be doing, sheep or cattle?’ And I said, ‘Geez Barry, I’ve got two good dogs here … sheep’. That was the wrong thing to say ’cause I spent about three or four months on cattle.
“After that it was sheep or all over Victoria, New South Wales and South Australia.”
It was at Lewington’s where Norm took the plunge, buying his first Kenworth. Driving a company K100, he phoned Barry and said, “Can I pretend I own this truck?”.
Norm wrote down all costs, including fuel, truck washing and maintenance. After three months he asked Barry if he could buy the cab-over.
After a few dramas trying to attain finance, Norm, now an owner-driver, stayed with Lewington’s until the company went into liquidation, bought out by Ron Finemore in 2004. This led him to fridge van work with Charter Freightlines.
“I never found a better bloke to work for than (Charter Freightlines CEO) Paul Campbell. Paul and I had a few blow ups but we’d always end up having a cup of tea and a tea cake in the lunch room.”
Norm stayed with Charter Freightlines for 10 years, selling his old K100 and buying a brand new K100 Aerodyne along the way. With Paul Campbell selling up, Norm had a couple of employment options, including Scott’s Refrigerated Transport. However, he opted to apply for a subbies role at Lindsay Australia. It was an obvious choice as Lindsay’s Boambee depot near Coffs
“That was a magic piece of gear, that Diamond Reo.”
Harbour was right across the road from Norm’s home. That was 11 years ago. He’s been with Lindsay Australia ever since, initially driving to Sydney, and interstate to Adelaide and Melbourne.
Along the way he sold his Aerodyne but, instead of another Kenworth cab-over, he opted for a T410, taking his grandson Banjo with him to Paccar headquarters in Melbourne to pick up his new prime mover in 2014.
However, around 16 months ago, Norm started thinking about stepping back from the highway. He admits that one of the reasons is his growing disillusionment with the attitude of the new breed of truckies and the lack of friendship on the road.
Norm cites an incident when a driver, a new arrival to Australia, caught the side of his mirror, forcing him off the road and into a drain. The errant driver was later pulled up by police.
In another episode, Norm recalls being abused by a truckie for not flashing him back into the lane. “I said, ‘mate, it’s dual carriageway from Brisbane to Melbourne now. If you can’t see to pull yourself back in, you best be hanging the keys up underneath the bull bar’.”
He fondly remembers the old days of carting livestock and a particular situation when one of his mates had a flat tyre. “I pulled up behind him and, by the time I got out of my truck, another two on the other side had pulled up. We ended up having a barbecue under his truck.
“But those days are gone,” Norm laments. “You get a flat tyre on the side of the road now, they’ll run over the top of you.”
In his search for the quieter life, he became aware that Lindsay Australia was stuck for subcontractors around Brisbane to handle local work, so Norm asked the question. “You can start now,” came the reply.
On the day OwnerDriver caught up with Norm, he was picking up a load of cold meats at Wacol, hauling them back to the rail freight terminal at Acacia Ridge, a stone’s throw from Lindsay’s Brisbane depot.
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Surprisingly, even though it’s local runs, Norm carries a logbook. “I’m on BFM because I’m more than a 100km away from home,” he says. “But if I was on a standard book, I wouldn’t have to use it, I’d only have to use Lindsay’s.”
But Norm is planning to cut back even further, even to the point of selling his 2014 Cummins-powered T410. While there has been some interest from prospective buyers, Norm has no timeframe for the day when he finally leaves the industry behind.
As for advice for newcomers looking at getting behind the wheel, he says, “it’s there if you want to make a go of it”.
“But all the young blokes, they just want to go A to B. They want to be home every night.
“I’ve had blokes come up and ask me, ‘what it’s like to own my own truck?’ Back then it was good. I really wanted to own my own truck.
“Today, when you think about, the way things are going you’re better off just driving, I reckon. You go home of a night time and have nothing to worry about.”
Lindsay Australia has offered Norm a couple of weekdays’ work out of Coffs Harbour when he returns home, but he has other ideas, such as fixing up his 1973 XA Falcon. And wife Julie is keen on travel, the couple not long returning from a holiday in Hawaii.
Another reason behind Norm’s retirement plans was his recent and successful battle against prostate cancer.
“I had to go and have a medical to get my BFM and my
doctor said, ‘you haven’t had a blood test for a while, you’d better go for one’,” Norm recalls.
“Yep, I had prostate cancer. There’s a lot of blokes worse off than me, but I’m on the mend, I got mine early.
“That’s half the reason I went to Hawaii. No point taking it with you.”
One thing’s for certain, when the Kenworth T410 eventually finds a new home, it will bring down the curtain on Norm Hall’s long and fruitful career in the trucking industry.
Above: Norm’s T410 pulling a Scott’s Refrigerated trailer, one of many bought by Lindsay Australia
Opposite top: Checking in at the Lindsay Australia gatehouse
“The way things are going you’re better off just driving.”
As you read this month’s issue of OwnerDriver I will have turned 66 on the fourth of this month.
It’s been 30 years on the Newell and on interstate, so with the other bits – local and intrastate – it’s well over six million kilometres. My first job at age 15 was as local office boy and loader in Coorparoo, Brisbane for Tony Newton Transport running to Mt Isa. Tony then sold to Frigmobile, set me up a job there and I started in the office, went onto the docks loading trucks and forkie in the coldstores, then started driving local. I moved to drive for Inghams Chickens doing mainly KFC stores for 12 months then to Luya Julius, where I started as a courier driver and ended up running the container park, before going into fuel tankers. All a long time ago.
I am going to contact each state trucking body plus a few others and ask for their support for my presents. Nothing too flash, I don’t want them to buy me a new rig, though I did watch Smokey and the Bandit again recently and wish I could say I had done it all “for the money and the fun”, but that would be too simple.
I have three requests, and yes, I have sought support for some of these things over the years, received a “Yes, we will support that” only to find it is still only me pushing. These are simple stroke of
the pen things, but I will be told they are too hard. But laws can be changed when someone with enough weight wants it done. So does that mean we don’t count?
I could ask for decent sleepers like in the United States, but they too still can’t supply enough rest areas for trucks, even though they have Jason’s Law in place. I could ask for all police fines under the Heavy Vehicle National Law to be reviewed by the National Heavy Vehicle Regulator (NHVR) for a fairer go. I could ask for the NHVR to solve all our problems. Each of these are worthy and I will keep asking, but so far they too are all too hard.
So, to the three presents I seek. Change one word in the current work diary, “relevant” to “last” as to where they count forward from. One single word that entraps drivers and even though they may be perfectly fit to drive, cannot. Yes, we have a duty of care (and it is now written on every logbook page) to not drive while fatigued, but until they have robots or autonomous trucks, we need to be able to drive while fit and sleep when tired. And we don’t just need a place to stop, we need somewhere that will provide a good sleep opportunity.
Before B-doubles entered the scene, you were allowed so much on the steer, the drive and the trailer. You
ROD HANNIFEY, a transport safety advocate, has been involved in raising the profile of the industry, conducting highway truck audits, the Blue Reflector Trial for informal parking bays on the Newell, the ‘Truckies on Road Code’, the national 1800 number for road repairs proposal, and the Better Roadside Rest Areas Group. Rod is the current president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au
added them up and that was your legal gross. Since B-doubles arrived you can’t do that because someone in authority wanted to put in another catch point. With a B-double you can’t add all the group grosses and get your gross. No, there is a discount but why, can anyone tell me? So, if they change the gross for a B-double to the total of the grosses, we would get 500kg more capacity. Wow! Earth shattering I know, but it would make complying and educating some drivers so much easier.
The third is much bigger – a national truck rest area strategy. Yes, we have the current steering committee of which I am a member and the guidelines for applications have just been released, so we are making some progress there. However, the change we need to make in local councils for parking in industrial areas, the simple yet superbly effective use of the thousands of stockpile sites and getting the money and placement and design of ‘stopping bays’ fixed would all make a serious difference. But I and/or the National Road Freighters Association (few others seem really interested in these as solutions) cannot fix it alone.
Of course, if I won Lotto I would be able to commit more time and effort and annoy the crap out of so many more people, but I haven’t won it yet and can’t retire yet either, so have to keep working. As hard as it might be to imagine, work gets in the way of doing all this industry stuff. So, I have asked the NHVR for the first two and for help with the third. I have tried other associations for other stuff, they said ‘yes’, but little changed, so still trying. Some say I am very trying!
So yes, these are all presents that industry would gain more from, but after working on them now for nearing 25 years, it would be nice to see them achieved. I have the truck I want, new trailers are coming, yes there is not much spare time and the roads are buggered and the issues are still the same. But I can truthfully say I have tried to improve things, but even then, accept some drivers’ views that things have not changed much or certainly not enough.
I have two things I need for the truck and am working on them, but needing to be custom built to fit, will cost more than I can justify, so they are on the ‘when I can’ list. There are a couple of bits of bling being done and then just the cupboards, which my mate Tom is looking after.
I have to sort trailer curtains and component suppliers so will be chasing all that soon and looking forward to the whole rig being completed and ready to go for another four years.
If a trio of realistic requests were answered, it would be a welcome relief for the long-haul driver
“We need to be able to drive while fit and sleep when tired.”
It was 1968 when The Beatles told us: “You say you want a revolution”. Sometimes it seems like we’ve been talking about reforming Heavy Vehicle National Law for a similar timespan.
The John Lennon lyric above comes from ‘Revolution 1’, a song from The White Album which suggested “everything was going to be all right” if people freed their minds instead of challenging institutions. Unfortunately, things don’t work that way in public policy and especially not in the road transport industry.
As I write this, the National Transport Commission (NTC) is working on a new draft law for heavy vehicles in Australia. A package of legislation and core regulations will be presented to Australia’s transport ministers in July 2024.
It’s been a long time coming and the cynics among us would suggest we’ll hear a new song from The Beatles before we see meaningful change.
For those who are new to the industry or have short memories, Heavy Vehicle National Law (HVNL) was meant to standardise the regulation of trucks of 4.5 tonnes gross or more across all Australian states and territories.
Each was supposed to operate with legislation that adopts or duplicates the HVNL.
It started on February 10, 2014 – but only in the Australian Capital Territory, New South Wales, Queensland, South Australia, Tasmania and Victoria. Just like John Lennon and Yoko Ono at the tail end of The Beatles’ career, Northern Territory and Western Australia were outliers.
HVNL was always nice in theory but was never going to be easy to put into practice. What we’ve ended up with is prescriptive, bloated and seriously flawed. That’s why the country’s transport ministers asked the NTC to review the law in 2018. No substantive changes resulted.
So, after considerable industry agitation from groups including NatRoad, the NTC brought in former New South Wales roads bureaucrat Ken Kanofski to review the review. He came up with a long list of recommendations, some requiring legislative changes but many needing only agreement about altered regulations.
NatRoad’s view was that the industry should grab the low-hanging fruit. In other words, do whatever could be achieved in the regulatory space to
make our industry safer, more efficient and more amenable to common sense, and tackle the more substantive law re-write later.
In June, the nation’s transport ministers decided to do both and we’re now at the starting gates of an industry consultation process.
The NTC is making the right noises. It says it wants a new law that’s more flexible. It wants to give scope to operators wanting to innovate and provide certainty for those wanting simplicity. It wants regulations that “move(s) prescriptive obligations for parties down the legislative chain” to both allow adaption to changing needs and an outcomes-driven approach. Hopefully “moving things down the legislative chain” means introducing common sense. It is aiming to improve road network access by instigating an online system that automates access decision-making, which will take a lot of mapping work and local government consultation.
The NTC wants fatigue management and record-keeping to be simplified, without compromising safety. That’s leading us towards using of new fatigue detection and distraction technologies and increasing the take up of electronic work diaries (EWDs).
Clarifying the primary duty and parties covered by the chain of responsibility and strengthening laws to prevent drivers not fit for work from getting behind the wheel are admirable aims. So is a more comprehensive and scalable operator certification scheme with a new national auditing standard.
It certainly sounds like the NTC is moving in the right direction. But it’s clearly an evolution, not a revolution –which should not be a surprise. Is it going to be “all right”? Can officials from all states and territories “come together” if not “right now” but in the near future?
Only time will tell on that score.
We all want to change the world, but let’s make our industry safer and more efficient for starters
“Can officials from all states and territories ‘come together’?” NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact NatRoad on (02) 6295 3000.
Im the first to admit I have a bit of a magpie personality. I get distracted and obsessed with bright shiny things from the result of years of my trucking addiction. It is what sees me being hypnotically drawn toward big shiny trucks, stacked with stainless and coated in chrome. There is hardly a trucker out there that doesn’t have a similar personality flaw, and I know several truck nuts whose addictions make me look like a rank amateur. However, today’s feature attraction is a little different. There is no stainless to shine, there is no alloy rims to rub and there is no bumper to buff. In fact, it is every anti-polisher’s wet dream. It is also every photographer’s worst nightmare.
Although this stunning anniversary show truck is dressed in a sleek black number from stacks to steps, it is also coated in layer upon layer of clear coat. Those multiple layers of clear coat aren’t there just to make photographing Auswide Transport Solutions’ 150th truck hard to shoot, they are there to protect the amazing, airbrushed artwork that adorns the entire unit.
There has been time and dedication put into this truck; this anniversary model is an acknowledgement and reward for all that has come before it.
The ‘Karma’ T909 is a rig built to celebrate the success story that started with a 10-pallet Fuso nearly 20 years ago. A rig built to reward a company and its workers that have endured a mountain of keyboard warrior criticism from ill-informed people. A rig that acknowledges the efforts Auswide Transport Solutions
(ATS) has expended in not just becoming a leading transport operator, but a company that leads the way in safety, innovation and family values. All of that as well as it being a rig that just looks amazing.
Before we get onto this stunning truck and the fancy Frenchman that decorated its black panels, we need to run a bit of a timeline on how we got here. It’s a difficult story to tell if I am being honest. Not ‘difficult’ in terms of ‘I don’t know the story’ which revolves around good people, resilience and lots of hard work. No, I mean ‘difficult’ because the young man responsible for this anniversary truck and Auswide Transport Solutions as a whole is extremely shy and humble about his success. I damn near had to let the tyres down in his car to stop him long enough to get his story. Thankfully I also had his top tier team on hand to trap him for an interview. That team consists of Tommy Pausic, Auswide’s CEO, Gabby Singh, Auswide’s general manager and Jeff Wright, Auswide’s safety and compliance head.
These guys play a pivotal role in the success of the company and most importantly played a pivotal role in getting the extremely shy managing director to sit and tell me his story. Amrit Kankar is the man in question.
Amrit is the man with the keys to the front door and the managing director of Auswide Transport Solutions. It is a role he has grown into, not applied for. Before he was managing director he filled the role of a driver, mechanic, technician, payroll clerk, recruiter … in fact, since he started the company there
From a one-truck setup in 2007, Auswide Transport Solutions has grown to be one of the most professional long-haul outfits around, despite having to negotiate a barrage of keyboard warrior negativity. Warren Aitken chats with the Auswide team while being gobsmacked by the company’s newest addition – the stunningly artistic ‘Karma’ Kenworth T909
probably isn’t a job there he hasn’t taken a hands-on approach to. These days,, however, he can leave all that to the good people he has fostered, and he focuses on the big cheese’s jobs. Like looking after his workers.
Fuso first
Like many Australian success stories, Amrit is an immigrant that chose to chase his dream in the land of opportunity. The freshfaced 21-year-old engineer landed in Australia back in 2007. He set up house in Melbourne where he applied for his HR licence and set about building himself a new life.
Above Left: Driver Damian Tom is extremely proud and honoured to be entrusted with the keys to the 150th Auswide truck. Alongside is one of his staff of cleaners – his daughter Freya
Above Right: The big Kenworth is a regular sight around Direct Freight Express yards, just not normally in the middle of the night inside their warehouse. Big thanks to all involved for allowing us access
Below: The attention to detail spreads past the exterior, with All State Truck Repairs fitting Pearlcraft accessories through the truck
Opposite bottom: While the interior of the big 909 has all the bells and whistles, credit for the décor needs to go to Damian Tom’s daughter Freya and his much better half Recheal who destroyed their fingertips putting all the gold buttons on
“I knew one day I was going to drive
“It took about six months before I finally got a job driving an eight palleter for a Toll subbie,” recalls Amrit. He jokingly adds, “I reckon I was doing about 150 drops a day.”
Amrit spent a couple of years working for that subbie, doing local drops as he honed his driving skills and fine-tuned his patience with Melbourne traffic.
In 2009, with help from his boss, he took the leap and bought his very first truck. A 10-pallet Fuso tautliner. Two years of running local and working his butt off afforded Amrit the means to jump on the owner-driver opportunity when his boss suggested it. Amrit had already established a reputation as a hard worker when he was on wages, that work ethic only strengthened when it was his name on the bank loan.
Within another two years Amrit would double the size of his fleet. Well, he bought a second truck. It just sounds more impressive when worded like that. The 10-pallet Fuso was joined by a 14-pallet Fuso. Amrit placed a driver in the 10 pallet truck and it continued to run under Toll colours, while he took the wheel of the 14-pallet Fuso and started working for Wettenhalls.
It was the bigger Fuso that became the catalyst for all that came afterward, including this incredible 150th-anniversary truck you see before you. More specifically it was the act of purchasing the second Fuso that would lead to where we are today.
See, when Amrit went shopping for the Fuso his gaze also fell on a tractor unit sitting alone in the corner waiting for a new owner. “I’d always seen the big MC trucks on the road and just loved them,” Amrit says. “When I bought the 14-pallet truck there was a Freightliner Argosy for sale as well. It was a beautiful looking truck.”
He recalls the salesman asking if he wanted to buy
it and Amrit admitted he would love to, but he didn’t have the work for it. He also skipped over the fact he also didn’t have a licence for it. “It was a dream for me though,” he says. “I knew one day I was going to drive that truck.”
With two HR trucks already, and an unflappable determination, Amrit let neither a lack of work nor licence stand in his way. A few months after seeing the truck, Amrit had it sitting in his driveway, still
without work or an MC licence.
“It sat for a few weeks then I got some work for it,” Amrit recalls. “I had already gone for my HC licence but put a driver on the truck and I spent six months sitting beside him training.”
That original Argosy, which is still in the ATS fleet by the way, went to work towing for Total Logistic Solutions, or TLS. The performance and professionalism shown by Amrit ensured that when
he purchased a second truck, there was work there for it as well.
“Once the trucks got busy, I would just buy another one,” says Amrit. “Mick at TLS used to say, ‘nope, we don’t need another one’. But I would get another truck and then they’d call me up asking if I could do a run.”
It was this kind of pre-emptive approach that stands behind the success of Auswide Transport Solutions, with ‘solutions’ being the keyword in the company title.
Coming up with solutions to assist customers’ logistical issues has been the platform ATS is built on. Amrit knew from the beginning if he did the job well and had the gear there when customers need it, then the work would come.
In 2014 he saw that it wasn’t just about having the trucks and drivers to pull customers’ trailers, it was also about having trailers there for when customers needed them. Sure, it meant sometimes he had units parked up in the beginning, but it also meant he was able to help his customers when issues arose. That kind of forward planning has seen rapid growth in the company, led by customer demand. At one stage ATS were running as many as 160 prime movers on the road. Currently, they are sitting at 120 among their total of 700 moving parts in the whole fleet.
Another aspect of the Auswide team now is their manufacturing side. With such a shortage of equipment within our industry, Auswide is now investing heavily into Australian manufacturing by designing and building their own trailers here. This is a clear sign they are forging ahead to meet their customers’ needs and continue to build their business in Australia for the long term.
It hasn’t all been plain sailing of course. No success story is without its trials and tribulations. Unfortunately, a lot of the issues that have tested the strength and resilience of the ATS team
Above: The ‘little bit of airbrushing’ was tremendously inflated by the end. But it was an amazing canvas for the AllStyles Customs crew to show off their skills
Opposite top: It can be very hard to get a clear shot, without reflections. But when you do, it is extremely hard to take a bad shot
Right: Although the rest of the Auswide fleet sport the bright vibrant blue and white colours, the 150th imposes a much darker tone. Boy does it look cool though
have come from that other illness thriving in our industry at the moment – keyboard warriors with too much time and very little knowledge.
Auswide’s CEO Tommy Pausic addresses the issue very well. “In recent times few, if any, companies have been subjected to what we have been put through with social media. If there was an incident running across the paddock it was falsely attributed to Auswide, anything involving a European truck, it was an Auswide. It didn’t matter if it was false, photoshopped or wrongly attributed. Social media drove public perception and with that came reputational damage and also harm to hard-working people and their families.”
In the face of all the negativity, Amrit and the Auswide team set about planning and chasing the company goals, developing systems and protocols that put maximum emphasis on driver well-being and company efficiency.
“We wanted not only a show truck, but a working show truck.”
“Becoming the biggest isn’t a problem,” Tommy says. “Becoming the best is where we want to be, and our focus is steadfast.” As the company approaches its 15th anniversary next year, it’s well on track to do that and much more.
Amrit admits achieving these goals has been made easier by having the right people in the right positions. A case in point is Auswide’s general manager Gabby Singh. Prior to starting with Auswide in 2015 as an operations manager, Gabby had done his time behind the wheel of everything from rigids to road trains. Driving was in his DNA and a manager’s position forced him to hang up the keys, trade in the work boots and high vis for shiny shoes and Chinos, although he always considers things from a driver’s perspective.
Moore trailer for your money!
“One of the best decisions we made was to cut downloading and unloading by the linehaul drivers. Everything is now done by local drivers. The only expectation is to do your Ks safely, report any issues to us and manage your fatigue,” Gabby says.
Managing fatigue isn’t left solely to the drivers, as Amrit points out. “We have a team of 28 staff, working 24/7 that just monitors and checks on the drivers. They are trained to know the fatigue signs and are always checking the welfare of our drivers.”
As warm and cuddly as that all sounds, the reality of it is that it’s in everyone’s best interests. “Keeping your drivers safe and on the road makes good business sense; Carrying out the freight task safely, reliably and efficiently will keep our customers more than satisfied,” Tommy adds.
Driver welfare is just one of the targets for Auswide. Another is to become leaders and innovators when it comes to transport safety and IT. A fair chunk of that task falls on the shoulders of Auswide’s safety and compliance guru Jeff Wright who came on board with the company in 2021 after four decades in policing and the National Heavy Vehicle Regulator. He has helped move Auswide towards the top of the food chain when it comes to safety and compliance that go beyond the required standards. He has also helped oversee some major innovations for both Auswide and the transport industry. One example are the A-B triples Auswide are now towing directly from their Adelaide depot into Perth. Another is the B-triples now running between its Melbourne and Adelaide depots. 07 4693 1088 www.mooretrailers.com.au
With our history lesson well covered we should move on to Auswide’s 150th truck purchase. The stunning Kenworth T909 looks nothing like the anniversary concept that Amrit first pinned to the boardroom chalkboard back in late 2020.
“When we got our 100th truck we went a little extra with that,” Amrit says. “So when the 150th was ordered we decided to celebrate it as well. We wanted not only a show truck, but a working show truck.”
Amrit’s original plan was to have a black and gold truck. Base colour black with gold grill bars, tank straps and pin striping. Then the simple concept kind of escalated when Tom, Gabby and driver Damien Toms were consulted. The black and gold idea was still a goer, but ‘a little bit of airbrushing’ was voted in. As for the gold detailing? Well, that was kind of scaled back and replaced with ‘a little bit more airbrushing’. All of this was on the board even before the truck made its way to AllStyles Customs where artist Laurent Machado added in his two cents worth. “Let’s add
more airbrushing” was the verdict. While it was a touch more than originally intended, it works. Add in the whole black on black façade and it comes together nicely.
“KDM, Kenworth DAF Melbourne, must be mentioned because they were great to deal with,” Gabby says. “And also Wayne Hoffman from All State Truck Repairs. Wayne put a lot of effort into this. He basically built the whole truck and did the custom interior with Pearlcraft additions. To build all the custom parts, prepare it ready for the airbrushing, then clear coated it afterward, was an enormous effort.”
Personally, Wayne doing such a fantastic job made my job as a photographer extremely difficult. Taking photos of a truck with this much shine to it is a massive challenge. As you can see by the images we had to wait until all the lights were out and the sun had packed up and buggered off before I could snap some shots that are able to show the amazing ‘little bit of airbrushing’ on the big 909.
The entire process lasted almost 14 months, although a lot of that was due to the difficulties in trying to do anything during COVID lockdowns. The rest of it was due to the fact of a ‘little bit of airbrushing’ evolving into an entire working art piece.
I must emphasise the working part as well. Yes, this truck is a show truck, but it is a working show truck. Damian ‘Damo’ Toms is the man entrusted with the custom 909 and although he previously covered all corners of the country in the 100th anniversary truck, the 150th truck has him now on a set run, Melbourne to Sydney return for one of Auswide’s major clients.
“When we first got the truck, we took it to a few of our big clients and all of them asked if it could be their dedicated truck,” Damo laughs. “Everyone loves it.”
One of the reasons Damo has the keys is because he happily spends just as much time on the wash bay as he does on the highway. It’s almost as hard to catch and photograph this truck, dirty as it is, when it’s clean and shiny.
As I mentioned at the start, this truck is a celebration truck. Celebrating the company a young fella began with a Freightliner and a Fuso. Celebrating the small family atmosphere that has been fostered in a business with several hundred staff and celebrating the people that are able to brush aside the negativity and stay focussed on setting new standards and delivering innovation, while also setting new standards in creating working show truck art pieces.
All I ask is when the 200th comes along, can I photograph it before the clearcoat goes on?
“Becoming the best is where we want to be.”Top: ‘People love when the bonnet gets tipped over” says Karma’s driver Damian Toms. You can see why Above: As you can see, when the truck barrels past on any given day it is easy to assume it’s just a big black beast. The clear coats and shine mean you really do have to get up close to appreciate the detail
Ph:
Fax:
Fax:
davids@gibbsparts.com
davids@ggd.net.au
Web: www.gibbsparts.com
Web: www.gibbsparts.com
From an inauspicious start with one truck in 1996, SRH Milk Haulage principal Scott Harvey learned early the value of productivity. The lessons, however, appear to have found their highest achievement in Western Australia with the recent creation of what is almost certainly Australia’s biggest dedicated milk tanker combination. Steve Brooks reports
There’s something delightfully ironic in the fact that a West Australian company which prides itself on being Australia’s oldest dairy operation has become a beneficiary of the biggest and possibly most advanced milk tanker combination in the country, if not the world.
Yet while the Brownes Dairy operation dates back to 1886 when a farmer named Edward Browne hand milked a relatively small herd of cows, the company’s evolution over the past 137 years now sees more than 50 dairy farms in WA’s south-west producing around 150 million litres of milk a year.
Moving all that moo-juice on a daily basis from Brownes Dairy’s holding plant at Brunswick Junction near Bunbury to the company’s processing facility in the Perth northern suburb of Balcatta is, obviously enough, a major transport undertaking with miniscule tolerance for inefficiencies or interruptions.
It is, however, exactly the type of operation which has long fired the commercial and creative ambitions of SRH Milk Haulage principal Scott Harvey. What’s more, it certainly doesn’t deter the candid and pragmatic Harvey that Brownes Dairy operates on the opposite side of the country to SRH’s home base at
Rutherford in the NSW Hunter Valley.
In fact, despite its core business still being single-trailer farm pick-up operations, the 70-strong SRH fleet today spans a wide swathe of country in everything from farm pick-up to regional bulk deliveries and linehaul runs, from bases as far afield as Rutherford, Raleigh on the NSW north coast near Coffs Harbour, Poowong in Victoria’s Gippsland and East Picton, about 160km south of Perth.
Flexibility is the key, Scott states, and depending on the job and the location, configurations range from single tankers to 19 and 20 metre doubles, 25 metre B-doubles and 26 metre A-doubles, or pocket roadtrains in WA.
Typically though, the move into Western Australia more than a decade ago provided the opportunity for development of SRH’s biggest tanker combinations, including eight-wheeler prime movers pulling two tri-axle tankers in the Brownes Dairy operation. This combination, says Scott Harvey, legally carries 60,000 litres of milk and remains a highly productive unit on the 180km run from Brunswick Junction to Balcatta.
By his own admission though, Scott isn’t shy about looking for bigger, better ways to enhance productivity and with the critical technical
“The move into Western Australia more than a decade ago provided the opportunity for development of SRH’s biggest tanker combinations.”
support and engineering expertise of Tieman Tankers in WA and Volvo Group Australia’s Wacol (Qld) factory, SRH has since June this year added a combination which takes bulk milk haulage to an entirely new level.
Simply explained, the 15-axle road train combination is hauled by a tri-drive Volvo FH 700 built at Wacol, coupled to a quad-axle tanker linked to a tri-axle dolly and another quad axle tanker, with the dolly and Tieman tankers riding on BPW axles.
All up, the unit stretches over 32 metres and has a legal capacity of 73,000 litres of milk, with PBS (performance-based standard) approval to
Opposite top: The tri-axle dolly and quad axle Tieman tankers are mounted on BPW axles while up front, Volvo’s FH 700 copes comfortably with the heavy workload
Opposite bottom: SRH Milk Haulage principal Scott Harvey. The company’s operations have evolved to span both sides of the country
Above: In everything from single-trailer farm pick-up work to its latest and greatest tanker combination, Volvo has been the favoured choice of SRH Milk Haulage from the start in 1996
Below: With an overall length of 32 metres, the 15-axle combination carries 73,000 litres of milk and grosses at 111 tonnes
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Danny Matic’s new Volvo FH16 XXL 700hp twin steer tri-drive prime mover is being trumpeted as the largest Volvo XXL to roll off the Wacol, Queensland assembly line to date.
Matic Group operates a fleet of 200-plus trucks of predominantly Volvo prime movers along with more than 750 pieces of trailer equipment.
Based out of Geraldton in Western Australia, the new Volvo FH16 10x6 prime mover has a GCM of over 200 tonnes and will be used to transport cement in pressurised tankers to remote mining sites around the state.
Truck Centre WA sales representative Ken Dowsen says Matic was looking for a truck
that had high GCM, high horsepower and a ‘big cab’ for driver comfort, but it had to be safe for his driver Tony Watson. One of Matic’s company values is safety and Dowsen says the Volvo ticked all the company’s boxes.
Celebrating its 20th anniversary, the Matic Group was established in 2002 by Danny and Katia Matic and operates several business entities under the group umbrella, including Matic Transport Australia, Matic Resources, and Bibra Lake Trailers with offices in Perth, Geraldton, Newman, Tom Price, Karratha, Darwin, Alice Springs and Adelaide. Matic Group is a family owned, diversified transport and logistics company that specialises in servicing the resources, construction materials and oil and gas sectors.
operate at a gross weight of 111 tonnes.
According to Scott Harvey, achieving PBS approval was a typically detailed process but equally, the exercise was “largely hassle-free”. Tieman Tankers is, he remarks, one of only two tanker brands (the other being Byford) used by SRH, further describing Tieman’s WA operation as “an extremely good company to work with.”
Likewise, Scott admits Volvo’s flagship FH 700 was the only truck considered for the new combination. The first truck he and wife Regina ever bought was a Volvo and of the 280-plus trucks purchased over the past 27 years or so, at least 250 of them have been various Volvo models, with FH 600s and 700s established as the standard for multiple tanker combinations on both sides of Australia. In fact, after driving the new quad-axle combination on its maiden voyage, an obviously satisfied Scott Harvey said the 700’s road handling and performance with 3150Nm of torque on tap were exceptional. “It blew me away just how easy it did the job,” he insists.
Despite a relatively short return trip of 360km to Balcatta and back, the combination won’t be doing much idle time with Scott asserting that annual mileage will be around 300,000km a year.
“It’s designed to work long and hard, not just look good,” he says with a shrewd smile.
“Volvo’s flagship FH 700 was the only truck considered for the new combination.”
Increasingly in the road transport industry, the responsibility for when things go wrong is back-to front. Drivers working long hours or driving fatigued, skipping rest breaks, overloading – these are grave concerns for both the drivers and other road users, too often leading to tragic outcomes.
But these issues are symptoms of a broken industry, not causes. Recently the National Heavy Vehicle Regulator (NHVR) announced a state-wide blitz in New South Wales, a compliance operation on work diaries. It followed a truck driver being convicted and fined with two critical risk breaches for working 19.5 hours in a 24-hour period.
Clearly a driver who has been on the road for that long is a danger to themselves and others. Almost everyone in this industry has a story about the terrible costs of fatigue.
But getting behind the wheel for 19.5 hours is not something a driver decides to do because they want to do it. It is a decision that is made under pressure, and without proper investigation we may not know what kind of pressure in many of these instances—to stay in business? To keep their job? To prevent their employer from losing transport contracts? These are essential pieces of information that are not being examined as they should be across the industry.
Aggressively prosecuting those who have the least power to make
structural and meaningful industry change is not the fix, and it’s not going to make this industry safer. To make that meaningful change and save lives on our roads, we must address the root causes of the ongoing road transport industry crisis, not only the symptoms.
This year there have been a terrible 123 truck-crash deaths on our roads, 32 of them truck drivers – the latest fatality a Queensland truck driver who was killed after his truck hit a pole. These are shocking numbers, devastating for not just families but entire communities. Victoria is on track for its highest fatal road toll since 2008.
A safer industry has never been more urgent. One piece of this is having safe and adequate rest stops – something the Federal Government is now putting $140 million in funding towards, after truck drivers spent years fighting for better facilities.
A steering committee to shape the projects is chaired by Senator Glenn Sterle, whose two-year inquiry into trucking brought together all corners of the industry – better rest areas were a key part of the recommendations from the inquiry. The steering committee will also involve both truck drivers (including Transport Workers Union member and long-distance owner-driver Frank Black) and industry representatives.
We know there are serious safety
implications of being on the road too long without enough rest. Proper rest stops are crucial and this is a huge step towards a safer industry. Another fundamental part of this is that the industry is involved: people who work every day in road transport and know what needs to happen to change things. Involving industry is how we get real outcomes.
That’s why as well as adequate rest stops, the industry is calling out for urgent transport reform to address the pressures on drivers to skip rest breaks or drive long hours in the first place.
These pressures begin with the owners of freight at the top of the supply chain – those who set out the terms of transport contracts.
In other words, fatigue, overloading, speeding, the use of artificial stimulants to stay awake; all of these are symptoms of unchecked supply chain and contractual pressure. We don’t need a driver compliance blitz: we need a thorough effort to identify and rectify the supply chain/contract pressures that result in drivers being placed in the mortal danger of working unsafely.
These pressures aren’t just unsafe, either – they’re driving people out of this industry. Recently I was in Canberra with a delegation of employer representatives, industry associations and workers – including owner drivers who’d had to sell their trucks because the industry just wasn’t viable for them anymore. They were making runs that weren’t even profitable. They were stretching out vehicle maintenance as long as possible because they had to absorb skyrocketing fuel costs that clients simply wouldn’t pay.
It’s not just owner-drivers, either, it’s industry leaders like Scott’s, which collapsed because of “unsustainable customer arrangements” according to administrators.
If we want road transport to once again be a career people want to enter into and stay in, we must address these deadly and unsustainable pressures from cannibalistic competition at the top of the supply chain.
Drivers should be safe doing their jobs, and they should be able to make a decent living – as we know, these two things are inextricably linked. This shouldn’t be controversial, and yet companies like Amazon and Aldi continue to drive down pay and conditions, profiting from the crisis they’ve helped to create.
Until these pressures are put under the microscope, drivers and operators will continue to shoulder the burden of the symptoms of a broken industry, and fatigue breaches will continue to occur with tragic consequences.
For that, we need reform. It will be up to us in the coming weeks and months to show Federal Parliament why they must back the reform that the Federal Government has committed to introducing.
Drivers and operators deserve safety on the roads without pressure to rush or speed or work long hours. That’s what we’re fighting for, and that’s what we’ll win if we stay united in this.
“We must address the root causes of the ongoing road transport industry crisis.”
DSE Transport has announced its successful merger with ITS Transport, which came into effect on July 1.
DSE says it marks the creation of a formidable partnership that promises a future of remarkable opportunities.
Through this strategic merger, DSE says it unites the exceptional capabilities, expertise, and resources of DSE Transport and ITS Transport, expanding the DSE operations into Newcastle, Wollongong and strengthening its Sydney business, with a strong fleet of company owned flattops and crane trucks.
“We extend our heartfelt appreciation to the talented drivers and dedicated staff, who will come on this
journey with us and let us continue to deliver service excellence,” DSE Transport states.
“The continued hard work of our people will be pivotal to our success. We deeply value their contributions and are sincerely grateful for their continued assistance as we grow together as one business.”
DSE Transport says, as it forges ahead as a unified entity, its foremost commitment remains delivering exceptional customer service, operational excellence, and driver satisfaction in a culture of supreme safety.
“We are determined to surpass expectations, provide innovative solutions, and maintain the highest industry standards,” the company says.
Alot of foods must be processed to make them more appealing to eat and for us to be able to consume them safely and easily. No one really wants to eat wheat, oats, or rice grains from their stems, or have to chew through cowhide to eat a steak. But processing has become excessive in recent years and a new term has been coined to cover the growth of highly processed foods: ultra-processed foods.
WHAT ARE ULTRA-PROCESSED FOODS?
Ultra-processed foods have undergone multiple industrial processes and are formulated from lots of ingredients, many of which are used only in industrial settings, not the home kitchen. Basic foods such as fruit, vegetables, meat, grains, and dairy are only a small portion of the final product or may be completely absent. Some of the processes put back what has been taken away, for example, additives, colours and sweeteners may be added in cosmetically to make a product appealing.
These products are generally cheap to produce, are packaged in synthetic packaging, are marketed aggressively and are low in nutrients while being high in calories.
ULTRA-PROCESSED CONCERNS
Ultra-processed foods are thought to contribute to overweight, cardiovascular problems, cancers, depression, asthma, gastrointestinal disorders, frailty syndrome, and higher mortality rates. They are typically low in nutritional quality and replace basic nutritious foods which we
once ate as the basis of our diet.
Ultra-processed foods have an effect on:
• Your microbiota (the bugs in your digestive tract) which are negatively affected by the lack of nutrients such as fibre and the effect of additives
• Your level of nourishment. You become poorly nourished because ultra-processed foods are low in nutrients
• How full you feel, as they have low satiety which means they are very easy to eat without making you feel full
• Your ability to stop eating as they are hyper-palatable (so yummy to eat!) making it easy to over-consume
• Your eating patterns. It is easy to eat these foods mindlessly as they don’t require too much effort to prepare, or chew – so they are fast to eat.
When it comes to food processing and ingredients, less is often more. Look for fewer artificial ingredients so read the ingredients list on the food label. If the food label includes ingredients that you don’t have in your kitchen pantry, then it is likely to be an ultra-processed food.
Examples of food substances not often used in home kitchens include:
• Varieties of sugar: fructose, high fructose corn syrup, fruit juice concentrates, invert sugar, maltodextrin, dextrose, lactose
• Modified oils: hydrogenated or interesterified oils
• Protein sources: hydrolysed proteins, soy protein isolate, gluten, casein, whey protein, pea protein, mechanically separated meat
• Soluble or insoluble fibre.
Examples of additive classes added to ultraprocessed foods to make the final product more attractive to look at, taste, smell and/ or touch, include:
• Flavours, flavour enhancers
• Colours
• Sweeteners
• Emulsifiers, emulsifying salts, thickeners, anti-foaming, bulking, carbonating, foaming, gelling, and glazing agents.
• Choose plain yoghurt instead of flavoured. Live cultures are good. Add your own flavours such as fresh or tinned fruit, or vanilla extract or bean paste
• Choose plain milk. Want flavour? Add your own vanilla bean paste or coffee powder/espresso; or add real fruit and blend
• Want some grated cheese? Get the grater out and grate it yourself
• Replace butter and margarine with oil such as extra virgin olive oil or avocado or nut butters (look for no added sugar and fat, or make your own)
• Look for wholemeal or sourdough bread and flat breads, with grains
• Avoid sugary, processed cereals and try plain rolled oats and simpler untoasted muesli. Make your own summer overnight oats by mixing together rolled oats, chia seed, fresh or frozen fruit with plain yoghurt and milk. Leave overnight. Keep in the fridge and give them a stir in the morning. Not sweet enough? Add a teaspoon of honey or sugar. You will still be getting a lot less sugar than a processed, sweetened breakfast cereal
• Go for basic grains such as brown basmati rice and pasta, barley, quinoa, and cracked wheat. They are all great bases for filling salads, stir fries, curries, and for thickening soups and casseroles
• Use legumes. Look for canned varieties without a sauce or cook them from dried beans. Toss them in salads, add them to pasta and curry dishes, mash them as a base for your favourite fish or steak, or roughly blend them with mushrooms, onion and herbs to make veggie burgers. They are so-so cheap and their uses are limitless
• Stick to plain meats, poultry and fish which is not salted, cured, made into sausages, crumbed or battered
• Choose all fresh or frozen fruit and vegetables. Canned is okay, although low salt and no added sugar is preferable
• For a salad dressing use balsamic vinegar or shake up a mix in a jar of one part lemon juice or vinegar (balsamic, apple cider, or wine vinegar) and three parts oil. Add a teaspoon of herbs, mustard, soy sauce, garlic, or whatever you fancy for flavour. Refrigerate leftovers
• Want a crunchy snack? Pop your own popcorn, toast some flatbread triangles with herbs in the oven, bake your own spiced chickpeas, or chew on some carrot and celery sticks
• Looking for an easy meal? Next time you have leftovers, plate them up in mealsized portions and freeze for your next busy day. Or have a bulk cooking day once a fortnight and prepare several meals in advance
• When you go out carry an apple or mandarin, a small container of plain nuts and some water for an easy snack.
August 5, 2023. Casino, NSW
Show sponsored by North Coast Petroleum. The Highway Lights Parade will roll through Johnston and Centre Sts from 10am on Saturday. Truck registrations ($30 each) from 6am at the Casino Industrial Area on the town’s east side. Includes live music, amusements and markets. Over $12,000 in cash and prizes. Presentation at 2pm. Plus plenty of blinged up trucks from all across Australia will be parked in the CBD. Bobtail and rigid trucks only. For further info email info@casinotruckshow.com.au or Darren Goodwin at dtgoodwin1@yahoo.com.au and see the website at www.casinotruckshow.com.au and Facebook www.facebook.com/casinotruckshow
Australian research into Motor Neurone Disease (MND) has been given a major boost with close to $600,000 raised through the raffle of a restored 1950s Chevrolet truck, nicknamed ‘Daphne’.
Daphne is a 1954 Chevrolet Cab Over Engine (COE) with a 2022 Chevrolet Camaro LT1 6.2-Litre Fuel Injected V8. The truck has been newly restored with hot lava orange bodywork and running gear.
Before that, the Chevy had been discovered on a farm in the US where it was bought by a young Australian working there. The truck’s original owner was supportive of the re-sell once she’d heard about how it would be restored and raffled for the MND cause.
Over the last four months tickets were in high demand for the lava-orange Chevvy, with the raffle drawn at the NTI Supercars round in Townsville (7-9 July). Among over 30,000 names, Queenslander Peter Rodney was the lucky winner.
The restoration project will see $580,000 go towards MND research, bringing the total raised by Australia’s largest specialist insurer, National Transport Insurance (NTI), to more than $2 million over the last six years.
NTI CEO Tony Clark says Daphne was the sixth truck to be restored and raffled by the organisation, with 100 per cent of funds raised given to support MND research in Australia.
“Daphne has set a new record for the most funds raised of any of our restored vehicles, and we’re thrilled so many people have supported this important cause.
“The MND cause is one very close to our hearts. Our former CEO, Wayne Patterson, lost his battle with the disease in 2018 and we are committed to supporting research to help find treatments and, ultimately, a cure for
MND,” Clark says.
“Having Daphne’s raffle take place at the NTI Supercars round was fitting, with the project made possible by generous donations from Matt Stone Racing and Chevrolet Performance Parts.”
Matt Stone says he was thrilled to be involved in the Daphne project.
“It got a lot of love from the punters on the track in Townsville, and it was really good to see all the hard work and commitment from everyone involved coming out in a successful end result,” Stone says.
“Having such a big engine, usually reserved for sports cars, in what’s traditionally a workhorse truck makes Daphne unique.”
And of the fundraising record achieved, Stone says: “We always like when records are broken, especially when it’s for such a good cause. It’s fantastic that it’s been so well received.”
General marketing manager for GM Australia and New Zealand, Chris Payne, said they were excited to have teamed up with NTI and Matt Stone Racing on a vehicle for a fantastic cause.
“This project truck is a really special prize which helps bring attention to MND research,” Payne says.
“The whole team has done a fantastic job on this one-off truck, and the lucky winner will no doubt be very happy!”
August 24 to 27, 2023. Alice Springs, NT
The National Transport Historical Society and The Old Ghan Historical Society has the announced that the ‘Festival of Transport’ will now extend to four days. Along with the regular reunion activities, including Cummins Race Day and Shell Rimula Induction Ceremony, other events include Welcome Drinks on August 24 at 6pm, Transport Women Breakfast and Transport Women Unite Red Ball in the Kenworth Pavilion, plus a museum open day on August 27 including mini train rides.
For more information and nomination forms see the website at www.roadtransporthall. com, Facebook page at www.facebook.com/Trucks.n.Trains, email info@ roadtransporthall.com or phone 08 8952 7161.
September 16 & 17, 2023. Clarendon, NSW
Held at Hawkesbury Showground, Racecourse Road, Clarendon. Includes Kenworth Klassic. Two day event including vintage trucks, restored tractors, stationary engines, vintage cars, bikes, antique tools. Friday night welcome BBQ, Saturday night dinner (bookings essential), Sunday tractor and vehicle trek. Food and drinks available all weekend. No alcohol or dogs. Charity funds raised will go to Little Wings.
For further info see the Facebook page at www.sydneyantiquemachineryclub.com or phone Steve Muscat on 0418 453 203.
September 23, 2023. West Kempsey, NSW
Hosted by the North Coast Trucking Social Club, the parade will start at 9.00am from Tozer Street, West Kempsey, bound for the Kempsey Showgrounds via Kempsey CBD. Includes free kids entertainment, petting farm, dummy spitting comp, male and female truck pull, charity auction, trade displays and market stalls. Entry $5 adults, children free. Bar facilities, no BYO. Plus charity dinner. All proceeds to local charities.
For further info see the NCTSC Facebook page, email nctsc@outlook.com.au or phone Trent Lee on 0439 455 797, Peter Scott on 0417 678 578, Kate Jones on 0403 544 578.
September 27 to 29, 2023. Gold Coast, Queensland
The National Road Transport Association (NatRoad) is pleased to invite members to the NatRoad National Conference 2023, to be held at the RACV Royal Pines Resort, Benowna on Queensland’s Gold Coast from September 27 to 29. Includes the ‘NatRoad Parliament’ and the NatRoad Awards presented at the Gala Dinner.
For further info see the website at www.natroad.com.au or the Facebook page at www.facebook.com/natroadaustralia
September 30 & October 1, 2023. Gatton, Queensland
The 2023 Lights on the Hill Memorial Convoy is planned to be held on October 1 en route to Gatton Showgrounds with the Memorial service to be held on October 2 at the Lake Apex Memorial wall. Live music at the showgrounds includes The Roadhammers (from Canada), Haylen Jensen, Kerry Kennedy, Jeff Brown, Open Season Band and more. For further information go to the website: lightsonthehill.com.au or see the Facebook page at www.facebook.com/lightsonthehillmemorial
October 16 to 18, 2023. Melbourne, Vic.
Held at the Automotive Centre of Excellence (Kangan Institute), Docklands, Vic. The trucking industry’s premier national gathering of business owners, professionals, mechanics, technicians, apprentices, fleet managers and technical fleet professionals. Presented by the Australian Trucking Association (ATA) and sponsored by the Paccar and Dealers Industry Fund. Includes the TMC Expo and Castrol Vecton Awards.
For further info see the ATA’s TMC website page: new.truck.net.au/tmc
Nothing But Thieves
Sony Music
www.nbthieves.com
Partisan Records/Liberator Music
www.grianchatten.com
Has English rock band Nothing
But Thieves gone soft?
Sure, there’s pop-oriented production on the new and somewhat conceptual album Dead Club City, but the band has certainly retained its punchy edge. Lead guitarist and vocalist Conor Mason brings out his falsetto on ‘Do You Love Me Yet’ amid grinding guitar riffs, the keyboards kicking in on ‘Overcome’, a song that wouldn’t go astray at a dance club.
‘Tomorrow Is Closed’, with its quiet intro and raucous rock chorus, has a decidedly English tone. Grungy guitars are a highlight of the angst-ridden ‘Members Only’, ‘Keeping You Around’ is a fine piece of pop-rock, and ‘Welcome To The DCC’ harks back to the sound of ’80s rock. The final track, ‘Pop The Balloon’, about living in a fake existence, is one of the album’s heaviest.
Michael Fix
Fret Music michaelfix.com
Australian award-winning guitarist Michael Fix admits to being somewhat of a traditionalist in that he still prefers CDs over streaming. That’s the case with his new album, Road Wear Not only is Fix a master of acoustic fingerpicking, he played almost all instruments including percussion on Road Wear, as well as producing the album in his Parklands Studio in Brisbane. ‘The Traveller’ is a lesson in melody and crisp guitar, while the tempo lifts for ‘Red Vespa’, inspired by Fix’s regular trips to Italy. He channels Mark Knopfler on ‘Marking Time’, there’s a tropical feel to the vibrant track ‘Happy Place’, and the delightfully melodic ‘Dalveen’ refers to the Queensland town of the same name. The title track is the album’s only vocal track where Fix sings of an old guitar that’s done more than a few miles. Fans of acoustic music will love Road Wear
Irish singersongwriter Grian Chatten has taken a detour from his regular duties as frontman for popular postpunk outfit Fontaines D.C. to release his debut solo album Chaos For The Fly. Taking his vocals to a more subdued sound, Chatten makes his move, Leonard Cohen-style, on ‘The Score’, the album’s opening track. ‘Fairlies’, written while in the heat of Spain, bounces along as Chatten warns against the strange side effects of kindness and anger. Chatten’s vocals reach their deepest register, not unlike those of the late US singer Lee Hazelwood, on ‘Bob’s Casino’, one of the album’s many standout tracks. There’s an Irish folk flavour to ‘Salt Throwers Off A Truck’ as he sings of life and cold days in New York, and he recalls a fleeting romance on ‘Last Time Every Time Forever’.
Little Dragon
Ninja Turtle/Inertia little-dragon.net
Damien Binder Independent www.damienbinder.com
New Zealandborn Damien Binder, who now calls Perth home, is indeed a music industry veteran, starting out with kiwi band Second Child in the late 1980s before going onto release five solo albums, including this latest offering, Bright Side. Binder is a songwriter of the highest order – one listen to any of these 10 new songs will confirm that analysis. He’s a quality vocalist as well, at times reminiscent of Jackson Browne, notably on the pop-rock number ‘Everything But’ and again on the upbeat title track. He takes a left turn on ‘There For The Taking’, an atmospheric track with more keyboards and an unwavering beat, then Binder slows it down for the sensitive ballad ‘One More Time’. Bright Side is an album full of radio-friendly songs – and that means "winner" in anyone’s books.
Those Pretty Wrongs
Curation Records
www.thoseprettywrongs.com
What does Little Dragon have in common with Volvo Trucks?
Not much, apart that they’re headquartered in the same Swedish city – Gothenburg. On Slugs of Love, the quartet’s new album, Little Dragon continues its style of electronicabased pop, the tracks ranging from deep ballads to rhythmic tracks. SwedishJapanese lead singer Yukimi Nagano, who bares some vocal similarity to Nina Persson of fellow Swedish band The Cardigans, sets the tone on ‘Gold’, a sprightly song. Then Damon Albarn (of Gorillaz and Blur fame) guests on ‘Glow’, adding an extra dimension to the big production number. The more upbeat ‘Kenneth’ boasts some serious bass lines, and ‘Tumbling Dice’ is a celebration of life. Little Dragon’s previous album New Me, Same Us received widespread acclaim in the US and Europe; there’s no reason why Slugs Of Love won't add to the band's strong reputation.
Music veterans
Jody Stephens and Luther Russell are currently on an Australian tour with a select bunch of Aussie musicians. A little history here – Stephens is the only surviving member of US cult band Big Star (which included former Box Tops’ frontman Alex Chilton), while Russell is a former member of rock band The Freewheelers. This meeting of minds has resulted in three albums including the latest, Holiday Camp. There are echoes of times gone by, notably on the opening track ‘New September Song’, the jangling guitars reminiscent of the late ’60s, early ’70s Californian west coast country scene. The retro mood continues on the acoustic ballad ‘Brother My Brother’, while ’This Painted Sky’ is another acoustic guitar-backed track, this time about togetherness. The soft-rocker ‘Always The Rainbow’ rounds out what is a nice, non-intrusive album.
As well as being involved in road transport media for the past 23 years, GREG BUSH has strong links to the music industry. A former Golden Guitar judge for the Country Music Awards of Australia, Greg also had a threeyear stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.
Fanny Lumsden
Cooking Vinyl fannylumsden.net
Australian singersongwriter Fanny Lumsden achieved much acclaim with the release of her third album Fallow, winning an ARIA award as well as five CMAA (Golden Guitar) awards. The pressure to top that was on for her fourth album Hey Dawn. Lumsden has achieved that … and more. She tells of a 1931 plane crash and the 2020 bushfires in the Snowy Mountains not far from her home on ‘Great Divide’, then recalls her childhood in ‘Ugly Flowers’ on which her vocals bear a striking resemblance to those of Alison Krauss. In a surprise she recruits guitarist Ashley Naylor from rock band Even where he adds his fiery licks to ‘When I Die’, and there’s pop-rock on another fast temp track, ‘Millionaire’. Lumsden has shown her crossover credentials, recently returning from performing at the UK’s Glastonbury festival where she enthusiastically introduced her music to a wider audience.
Brooke McClymont & Adam Eckersley
Lost Highway Australia/Island Records www.brookeandadam.com
Australians Brooke McClymont and Adam Eckersley enjoyed success in separate bands before uniting for their award-winning debut duo release in 2018. Up, Down & Sideways, the couple’s second album, will help raise their profile further with its mix of strong country rock tracks, thoughtful ballads and traditional country. The pair bounce off each other on the bar room track, ’Country Music, You And Beer’, switching to country-pop on the enticing ‘What Are You Waiting For’. There’s a nice twangy bass riff to ‘Wild Side,’ a track that is certain to help maintain the couple’s mischievous on-stage presence. A simple piano intro rings in ‘Star Of The Show’, a song that has already picked up a yet another Golden Guitar award. Expect more accolades to be heading the way of McClymont and Eckersley at Tamworth next January.
Letters to the Editor need to be typed or clearly handwritten and be no more than 500 words. Letters should include name, title (e.g. owner-driver, manager) and city for publication, unless otherwise requested. Letters may be edited for clarity or space. Please be concise, so we can offer more people an opportunity to express themselves.
SEND YOUR LETTERS TO: Greg.Bush@primecreative.com.au or 379 Docklands Drive, Docklands, VIC 3008 We prefer letters by e-mail, but handwritten letters will be accorded the same opportunity to be published.
How do we keep our young men in the industry? We have a young man we employed just over 12 months ago. He has been diligent, on time, reliable, respectful, eager to learn, safe, great with staff and customers alike. He is the type of employee that gives businesses the confidence to grow and look after their staff.
We have trained him up to do float work and over dimensional transport. Most of the time he is home each night and every month or so goes for a two or three night away trip.
Last fortnight he went from southeast Queensland to Perth and back. On the way home, in Victoria, a Victorian Police officer pulled him over. Truck’s fine, load restraint’s fine, licence is clean, logbook is correct, no prior issues, clean sheet really. Oh, hang on, these yellow copies in your logbook, they have to be given to your employer. Regularly!
Well, everything else is in order, but these yellow copies, don’t forget to get them to your employer regularly and here is a $354 fine to help you remember. That’s $566.40 before tax.
If every bureaucrat that made a clerical or paperwork error was fined $354 (after tax money), the public service would not have a single employee in a week.
So, when the time (fine) doesn’t fit the crime, and is not the same law for all, the question remains, how do we keep our young men in the industry?
Bernard Murphy Yatala, QldDear Mr Petroccitto, as you know, the Transport Workers Union (TWU) represents workers across the road transport industry including thousands of truck drivers. Our members work in Australia’s deadliest industry, worsened by supply chain and contract pressures to meet unrealistic deadlines and cut corners on safety to stay in business.
We write regarding the reported ‘state-wide operation’ to be conducted in NSW in relation to National Written Work Diary (WWD) or Electronic Work Diary (EWD) compliance. We also note the recent prosecution of a truck driver who was convicted and fined with two critical risk breaches for working 19.5 hours in a 24-hour period.
The TWU shares your grave concern for the rise in Australia’s road toll as well as the serious safety implications of being on the road too long with insufficient rest. However, the TWU does not support a public announcement of a “blitz” on driver compliance. This sends completely the wrong signal to drivers and to the general community, that somehow on-road dangers in the road transport industry can be fixed by aggressively prosecuting those who have the least power to make structural and meaningful industry change.
While the TWU acknowledges the responsibility of truck drivers to abide by the law, we know too that drivers do not “choose” to work long hours of their own free will. Rather, drivers often report that they feel pressured to do so to stay in business, keep their job, or prevent their employer from losing transport contracts. These pressures begin with the owners of freight at the top of the supply chain – those who set out the
terms of transport contracts.
A 2021 TWU survey of 1,100 road transport workers found that one in five have been pressured to falsify logbooks, one in four have been pressured by employers to drive past legal hours and skip rest breaks, and 42 per cent of owner-drivers said they didn’t raise safety concerns through fear of losing pay.
This evidence points to an industry under immense pressure from the top of the supply chain. Until these pressures are put under the microscope, drivers and operators will continue to shoulder the burden of the symptoms of a broken industry, and fatigue breaches will continue to occur with tragic consequences.
In other words, to make meaningful change and save lives on our roads, the root causes of the ongoing road transport industry crisis must be addressed, not only the symptoms. Fatigue, overloading, speeding, the use of artificial stimulants to stay awake; all of these are symptoms of unchecked supply chain and contractual pressure. Accordingly, what is required is not a driver compliance blitz but a thorough effort to identify and rectify the supply chain/contract pressures that result in drivers being placed in the mortal danger of working unsafely.
Noting the role of the Transport
Workers’ Union of Australia as a registered organisation with statutory rights and responsibilities in relation to enforcement within the Road Transport Industry, we urgently request that you provide us with the following:
1. The plan (including commencement date) relating to the public launch of supply chain investigations or “blitzes” in order to publicise and target the root causes of industry pressures that promote poor on-road decision making.
2. Information setting out the nature and extent of supply chain investigations being conducted in relation to the driver found to have worked 19.5 hours in a 24-hour period and in relation to the considerable number of penalty notices issued in relation to fatigue.
3. Information setting out the scope of the recently announced NSW driver blitz, including what constitutes a ‘fatigue related offence’. For example, are clerical errors in work diaries, such as misspelling or failing to complete all contact information, included in this category and operation?
We look forward to your response. Yours faithfully.
Michael Kaine, TWU national secretary“Here is a $354 fine to help you remember.”
Winding my way through Victoria’s Yarra Valley heading north-east in the early hours of a Sunday morning, the three-degree warning light popped up on the dash indicating that snow would be a possibility.
The mission was to make it to the country town of Alexandra as early as possible in order to snare a car park and make the most of my first time at a show I’d heard plenty about over the years.
The clouds were low, the temperature the same, but while it was overcast, there was no sign of rain, and still a glimmer of hope the sun would show up some time during the day.
On the hour-and-a-half drive through the picturesque backroads to Yea and Molesworth there was barely a car to be seen and no trucks, which started me wondering if I’d picked the wrong day. Rolling into Alexandra at 7am, it was clear my concerns were unfounded.
The reason for the lack of truck traffic was simple – the majority of the trucks had come in the night before, or in time for the 3.30am muster the organisers called in order to find the best way of jig-sawing more than 340 trucks into the city’s main street and tributaries in preparation for show day.
Throw in about 100 utes, 40 hot rods, side show alley, a host of trucking-related stalls, an impressive mobile stage, various sausage sizzles and food stalls for local charities, and the stage was set for the biggest ever show in the event’s history.
Let’s not forget the woodchop arena too – home to a 13-year-old competition tied to the local timber industry. Sadly, while the woodchop is sure to remain part of the show next year, it’s not clear that the industry it champions will still exist after the Victorian Government’s decision to cease logging of nearby government-owned forests by the end of this year.
Despite that gloomy news, the 2023 Alexandra Truck, Ute & Rod Show was a triumph.
The show, started by the local community 26 years ago as a way of bringing people to the town at the start of the cold winter months, saw roads blocked, detours in place and local traders open early to offer food, warm clothes and all manner of goods.
Opposite bottom, L to R: Sensitive freight specialists: Nicole Jones and Andrew Martin rolled up in Horne Enterprises’ Kenworth K104; Parked up: Hundreds of trucks took over Alexandra’s CBD
Below, L to R: Latorre Transport’s Kenworth K200 was its usual gleaming self; Classic trucks: Derham Transport from Little River, Victoria, brought a couple of old timers along – a 1984 Kenworth K100 and an ’89 Mack
Alexandra Truck, Ute and Hot Rod Show spokesman Andrew Embling says it also surpassed the organiser’s expectations on the fundraising side of things, with a major raffle and sponsor support bringing in $33,000 that would be put towards supporting mental health services in the town and its surrounding shire.
Andrew says truckies brought their rigs from Brisbane, Adelaide, Tasmania, Victoria and New South Wales to be part of this year’s show, which was made possible by the help of dedicated volunteers and major sponsors Larsen’s Truck Sales and Simpson’s Fuels.
For the truck lovers, the event was a smorgasbord of steel. Kenworth, DAF, Scania, Ford, Peterbilt … you name it, there was a fair chance your favourite brand was present and accounted for. There were so many trucks they were lined up three abreast on the town’s main drag, Grant Street, for more than a kilometre, each one a work of art with its own story.
Hume Transport turned out in numbers with its fleet, as did LS Quarry, and Mowbray Transport to name but a few.
The 1967 Peterbilt truck dubbed ‘Hard Times’ attracted plenty of attention too as its meticulous rebuild was proudly put on show by the team at Custom Chrome.
For father and son team Mitch and Jamie Underwood the show was an opportunity to give their 1987 Ford LTL 9000 truck a run and be part of a great local event.
Mitch, a diesel mechanic by trade, who is now focused on farming, said the old Ford had been a work in progress for several years as he worked to return it to its former glory, staying “as close as possible” to the original release.
For the Horne Enterprises team of Nicole Jones and Andrew Martin, the day was a chance to polish up the 2013 Kenworth
“There were so many trucks they were lined up three abreast on the town’s main drag.”
Top: Purple stunner: Duells Furniture Removalists big Kenworth K200
Above: Squeaky clean: Ben MacKenzie wipes the last pieces of dust off BLM Haulage’s 2018 Kenworth T900 Legend SAR
Opposite top: Hands up: Auction time on the entertainment stage
Opposite middle, L to R: Good fit: It was a tight squeeze thanks to the well-organised parking system; Big horsepower: Ali McDiarmid, transport manager for Lima South Quarry, with one of the company’s 685hp Macks
Opposite bottom: Polished up: Ashley Reeve had this 2020 Kenworth T909 tipper looking the goods
Below right: Mint condition: Daniel Johnson drove Miles Transport’s Kenworth K108 to Alexandra; Rugged up: Anthony Russell, Nawaz Farooqui and Corinne Bailey from CMV Dandenong were dressed for comfort
Bottom: Father and son: Jamie Underwood with this dad proudly displayed their restored 1987 Ford LTL 9000
K104 used to transport sensitive freight around the state and catch up with fellow drivers.
Young driver Brandon Donghi stood proudly by the Kenworth Legend SAR he’s driven for Mould’s Trucking for the past three years, happy to be amid friends and to simply take in all the action.
As the streets got busier they revealed an eclectic crowd, ranging from groups of old timers to drivers and families with prams and dogs, wandering up and down checking out the displays, enjoying the live music which included Golden Guitar Award-winner Pete Denahy and, eventually, a bit of sun, on a day that warmed up to a maximum of about 13 degrees Celsius.
My maiden Alexandra Truck Show journey started with a brisk walk across the creek and into a street full of utes, ranging from the country muster variety complete with flags, massive spotlights, bull bars and chrome to the more road-focused SS Holden panel vans.
The local hot rodders cruised in from Yea with a stunning display along Perkins Street, offering a glimpse of what was to come in terms of chrome and passion on the way into the main game on Grant St.
A bacon and egg roll from the local Rotary Club kept the energy up as I stood on the corner trying to figure out which way to go to try and see everything the show, and the town, had to offer – a task that was inevitably too big for just one day.
TRUCK OF THE SHOW: Gierisch Bros Trucking’s 2021 Kenworth T909
• Best Truck of the Show: Nick Gierisch, 2021 Kenworth T909, award sponsored by Royans
• Best of the Rest: John Turner, 2020 Kenworth T909, sponsored by Alexandra Motor Inn
• Best of the Rest: Damian Tom, 2021 Kenworth T909, sponsored by Stace and Newman Builders
• Best of the Rest: Lee Petersen, 2023 Kenworth K200, sponsored by Secret Thai
• Best of the Rest: David Carlton, 2006 Kenworth 404 SAR, sponsored by Goodys Discounts
• People’s Choice: David Maloney, 2018 Kenworth T900 Legend, sponsored by Rounda 3
• Best Restoration/Show: Tom Nicholson, 1983 Mack Superliner, sponsored by Thornton Butchers and Deli
• Fleet of the Show: Maloney’s Transport, sponsored by Cafe Alex
• Best Kenworth: James Bottomley, 2022 Kenworth W900 SAR Legen, sponsored by Alexandra Automotive
• Best Mack: Tom Nicholson, 1983 Mack Superliner, sponsored by Alexandra Apparel
• Best Peterbilt: Don Calleja, 1964 Peterbilt Needle Nose, sponsored by Alexandra Motor Inn
• Best Tilt Tray: Steven Loader, 2021 Isuzu Tilt Tray, sponsored by Alexandra Newsagency & Lotto
• Best Tow/Recovery: Michael Bonanno, 1984 Kenworth W Model, sponsored by Kazza’s Diner
• Best Euro: Tim McCarthy, 2021 Scania P320, sponsored by Grant St. Grocer
• Best Rigid: Jason Duell, 2020 Kenworth K200, sponsored by Elders Real Estate Alexandra
• Clothing Best Special Purpose Vehicle: Matt Tennant, 2019 Mack Trident, sponsored by Dindi Country Clothing
• Best Log Truck: Stuart Moloney, 2022 Kenworth T909, sponsored by OBrien Real Estate Alexandra
• Best Tipper: Zach Edwards, 2022 Kenworth T909, sponsored by Bedrock Garden Supplies
Top, L TO R: Big tipper: Will Phipps and Adelle Faker brought Cathron Roads’ 2010 T388 Kenworth; Popular brand: Kenworths of various models were everywhere throughout Alexandra’s streets
Above, L TO R: Regular driver: Mould’s Trucking’s Brandon Donghi is a behind-the-wheel regular in this Kenworth Legend; Warming up: The clearing skies brought the shine out on these
On the Saturday of the June long weekend, a memorial service was held at the Victorian Truck Drivers Memorial at Rotary Park on the corner of Grant and Vickery Streets in Alexandra to remember truck drivers who have lost their lives in transport related accidents.
This year, the following drivers were added, in remembrance, to the memorial arch which has been in place since 2014: Reg ‘Turkey’ King; Noel Savage; John ‘Mitch’ Mitchell; Richard ‘Dick’ Rowarth; Terry Damon; Dennis Sartori, Ronald William ‘Bill’ Andrew; John ‘Chick’ Maxwell Pollard; Lestor Chong; John ‘Big John’ Martin; Paul ‘Caveman’ Fraser; Stuart ‘Stuey’ John Baker; Robert ‘Herb’ Ashton Wettenhall; Ian Castles; Christopher ‘Gawls’ Gawley; and Wallace ‘Wally’ Albert Wathen
What followed was a day of more than 12,000 steps, wandering up and down the main street and its crossroads taking in trucks for as far as I could see. The camera really struggled to do justice to the volume of vehicles on show – it needed a wider lens and a birds-eye view to showcase the start to finish of the column of trucks on show – a point duly noted for next year!
Luckily for me I was able to snare a seat and take a few breaks during the day at the Transport Women Australia Ltd (TWAL) stand, with big thanks Coralie Chapman and Jacquelene Brotherton. Not only was it a chance to have a seat and enjoy great company, it was a great place to get the feel for the event as showgoers and their children and grandchildren dropped by to have a guess at the jellybean jar competition TWAL had running on the day.
There were plenty of smiles and great feedback from attendees remarking on the quality of the event, the range of trucks on show and the great day out they were having with their families. Some had been there for hours already, and it was clear plenty would be making a whole day of it.
As the afternoon wore on, the crowds gathered for the charity auction. Arms shot into the air, jokes were made and big dollars were spent as the auction wound its way to a haul of about $18,000.
A special mention for me would also go to the team at the Essence Coffee Lounge who served up one of the best home-made pies I’ve had in a long time. Despite being run off their feet, the team showcased a country hospitality that was mirrored by other traders I encountered up and down the street as they welcomed guests to their town and patiently waited for everyone to make their choices.
Needing to be back in Melbourne that night, my first Alexandra experience finished up around 3.30pm when I opted to hit the road before the trucks started rolling out and the crowd dispersed.
The show was a great day out, superbly organised, and I’ll definitely be back next time, with a plan to stay longer and be there at the end when the trucks start up and roll out in convoy, heading back to the highways of our nation where their hard work is done.
“Truckies brought their rigs from Brisbane, Adelaide, Tasmania, Victoria and New South Wales.”
Some of us were born with a mechanical aptitude, some of us were not. Back in the day (you know, the ‘good old days’ before air-con in sleeper cabs, tautliners, etc!) most truck drivers were by necessity capable of basic repairs to keep their trucks going, as well as being capable of knowing when something wasn’t right and stopping to investigate rather than driving so far as to gain social media notoriety. Those days are long gone.
We all need to accept this change and adjust our daily operations accordingly. I have a good mate who is a fantastic operator without much mechanical knowledge. While describing a problem over the phone once, he was frustrated with himself that he didn’t know what was wrong. I explained that is not as important as knowing when something isn’t quite right, stopping and checking and getting help.
As a casual driver and full-time mechanic involved in heavy vehicle maintenance, I’ve seen companies of all sizes approach how vehicles are maintained and monitored, from absolutely nothing but fingers crossed, to military like service schedules and such things as temperature monitoring of bearings, spreadsheets and scheduled component replacements etc. I think we can all agree that a perfect system is very individual and sits somewhere in the middle of these two opposites.
So, what is the answer? I believe we have a huge untapped resource in our people.
Trucks don’t move without drivers. Drivers must recognise the huge roll they can take in a successful transport industry. This comes with responsibility. As with other members of the industry you must build relationships with the people you encounter and seek out the things you can do to be more efficient.
With some basic training, perhaps an informal setting like a team building BBQ, can be the perfect place for drivers and mechanics to communicate freely. With a few tips, tricks and basic instruction, even the most mechanically challenged driver can be educated to at least recognise when something ‘is just not quite right’ and feel comfortable to reach out for help.
While a temp gun for example is an awesome tool, we all have inbuilt sensors in our skin that can let us know if a wheel bearing for example is too hot. Educate drivers how this can be picked up by simple observations. We all could reap the rewards of investing some time in educating our drivers how to recognise when something is not right. They are spending the most time in our trucks, work with and develop them into ‘monitoring and reporting’ tools.
All but the slackest of employees are, if not driven, at least proud of the volume of work they achieve. This is never more evident than with allocators. The perfect scenario in their minds is a truck that runs 24/7/365, can both unload and reload simply by driving past the delivery/ pick-up address and not need to stop, not even for fuel!
Sadly, there are a couple of components of the chain that do not allow this. Drivers that need to sleep, eat and … well, you know what … and vehicles that need to be maintained. We all know the 24/7/365 is an unrealistic pipe dream.
Our business model must allow for the realities of using mechanisation and people to complete a task. I have seen both very successful and disastrous ‘double shifting’ of equipment. On paper it makes sense, but downtime for maintenance is essential. Allow for it, budget for it and embrace it rather than ignoring and avoiding it.
Scheduled maintenance is far more cost effective than repairs out in the field, it is also a lot safer. Allocators are directly in control of this.
Another important cog in the industry are our mechanics. With the introduction in 2014 of ADR 38/04 clause 5.12. mandatory fitment of automatic slack adjusters to trailers and the wider take up of auto greasing systems and vehicles without grease nipples came the false belief that vehicles are becoming ‘maintenance free’. Nothing, however, could be further from the truth.
Both regular inspection of the entire combination and checking of all systems including those assumed to be ‘automatic’ is essential for safety and efficiency.
Mechanics must build a relationship with drivers/customers and listen to what they say. They can provide invaluable information.
I recently started working with a medium sized fleet of late model equipment. Driver feedback I received from very early on indicated a problem that was fleet wide but had not, in my professional opinion, been taken seriously enough. It became accepted that this particular problem was ‘just how it is’.
I was dissatisfied with this attitude and so researched the issue, contacted the manufacturer of the component we were having trouble with and opened up a dialogue that is ongoing. I’m sure a solution will be found.
Don’t just complain about things, get pro-active and reach out to manufacturers, parts suppliers and vehicle owners. Every cog in the transport industry should expect a safe workplace for all its members.
Owners of the vehicles we drive must be fully in control. Whether it be a single truck owner-driver, a small family fleet, medium or large private or public listed company the buck stops with them. If you own heavy vehicles and are not ensuring every cog in your business is committed to safety, you are negligent. Heaven forbid that one of your vehicles is involved in a fatal accident you are the one that must be able to prove you are complying with all your obligations.
You are the one who is responsible at the end of the day, it is literally your business.
So, at the end of the day every person in the industry has an important role to play. Communication is the key. Share your knowledge and experience and most importantly stay safe and get home to your loved ones. Keep it shiny side up.
“Even the most mechanically challenged driver can be educated.”
because broad delegation and subdelegation powers are necessary to ensure that the Regulator can delegate its functions to existing state or territory transport agencies and, in some circumstances, to other government agencies and external contractors used by the existing state or territory transport agencies. Read between the lines, folks.
The Heavy Vehicle National Law (HVNL) is a complex piece of legislation in itself. It currently has 759 sections and four schedules containing a plethora of other sections and tables. The National Regulations are as follows:
• Heavy Vehicle (Fatigue Management) National Regulation
• Heavy Vehicle (General) National Regulation
• Heavy Vehicle (Mass, Dimension and Loading) National Regulation
• Heavy Vehicle (Registration) National Regulation
• Heavy Vehicle (Vehicle Standards) National Regulation.
The Registration Regulation has never been enacted, as the States would never give up that gravy train. However, the remaining regulations do a lot of the heavy lifting for the Law, and the most common offences we encounter at Highway Advocates contain a combination of provisions from the HVNL and the National Regulations. Let’s not forget the adoption and application of the participating jurisdictions, including Queensland.
One might ask why Queensland has to have an Application Act when it is the ‘host’ state. That is because it applies a Law that did not originate from the Queensland Parliament. It is simply applying the draft or model legislation written by those nameless and faceless people occupying the offices of the National Transport Commission (NTC)
who do not seem to have adapted to the ‘plain English’ style of legal drafting. Concerns were expressed even when the original version of the Law was mooted.
Back in 2012, within the Heavy Vehicle National Law Bill 2012, some of these were grouped under the heading ‘Rights and Liberties of Individuals’.
Some of you might be surprised to find these rights and liberties actually exist. They most certainly do. However, the HVNL does not seem to respect them as expected. Certain delegation powers within the HVNL today caused some eyebrows to rise in 2012. Current delegation provisions permit the National Heavy Vehicle Regulator (NHVR) to delegate their purported powers, including those powers that may be further subdelegated. Back then, the concern was that delegation to a person or body outside the administrating government agency, or outside government is uncommon because it is perceived as allowing circumvention of this traditional means of accountability applicable to the public sector.
However, it decided it was all okay
ROBERT BELL and his team of legal professionals are Highway Advocates, a focused legal practice dealing with heavy vehicle offences throughout Australia. Robert is an ‘industry insider’ with a wealth of transport sector experience. He is the guiding force behind the successful outcomes that Highway Advocates consistently achieve. Contact Highway Advocates at admin@ highwayadvocates.com. au or 0488 01 01 01. Visit their website at www. highwayadvocates.com.au
Concerns were also raised back then because the HVNL contains several offences that override the mistake of fact defence and, in its place, provided for the reasonable steps defence. Fast forward to today, the reasonable steps defence has been removed, to be replaced by … wait for it … no defence at all.
Back then it was raised that offences in question may potentially breach the fundamental legislative principles that legislation should have sufficient regard for individuals’ rights and liberties by overwriting relevant no-fault criminal excuses.
A very pertinent point today was mooted back in 2012. It was noted that the recognition of the Load Restraint Guide in the Bill could be seen to confer legislative power of the NTC. That may not occur, but the Load Restraint Guide was a prescribed instrument under the HVNL for several years. It disappeared from being so after a landmark NSW Court of Criminal Appeal case Jesse v Roads and Maritime Services (see OwnerDriver December 2021).
We may go on, yet we have only been given a page, not the whole magazine. As a firm that operates nationally, we experience judicial and prosecutorial attitudes across a wide range, especially in our focus area of fatigue offences. We have noticed a lack of consistency across jurisdictions, especially since the Regulator headed south to NSW. Not a bad time to remember those delegation powers mentioned earlier.
The Regulator has published a document titled Heavy Vehicle National Law Guide For Legal Practitioners, which is now published alongside the NSW Judicial Bench books. In our opinion, this document is a heavily nuanced and biased commentary.
The HVNL website proclaims, “NHVR Director of Prosecutions Belinda Hughes said the updated guide is an important resource for legal practitioners who may be unfamiliar with HVNL.” She goes on to say, “As the NHVR extends its prosecution services into New South Wales, it is important that courts and lawyers understand the Law the NHVR is responsible for prosecuting … the HVNL can be really complex for those who are not familiar with it.”
Furthermore, we know that the NHVR in NSW has held conferences whereby magistrates are being informed about the relevant legislation, albeit with a prosecutorial slant.
One key learning outcome here is that the HVNL is overly complex, especially for those of you who are not lawyers. We are still struggling to find anything in the applicable legislation that clearly states commencing a new 24-hour period does not reset the previous one.
So remember, not all playing fields are level, and this one has a perceptible slant. Highway Advocates, we know what you need to know. Just ask one of our many satisfied clients who we kept on the road where they belong.
“The HVNL can be really complex for those who are not familiar with it.”
In the demanding world of trucking, where long hours and rigorous schedules are the norm, there is one factor that can make all the difference between a successful journey and a potential disaster: a good night’s sleep. However, for truck owners and drivers who find themselves struggling with snoring and fatigue, these symptoms may be indicative of a more serious underlying condition known as sleep apnea. Sleep apnea affects a significant number of individuals, with one in four males over 30 experiencing symptoms such as excessive snoring and daytime fatigue. The impact of this condition on both health and relationships can be significant. This is where CPAP Direct, your trusted partner for sleep apnea treatment, steps in to provide effective solutions and ensure you get the restful sleep you need, even on the road.
Founded by a Queensland family who recognise the need for quality care, CPAP Direct has grown into a company with over 110 dedicated employees and multiple locations nationwide. Their unwavering commitment to patient satisfaction remains at the core of their business.
As truck owners and drivers, you understand the importance of staying alert and safe on the road. Sleep apnea, a condition characterised by interrupted breathing during sleep, can significantly impact your reaction time, focus and energy levels as well as quality of life. That’s why CPAP Direct is dedicated to providing solutions that can help you regain control and have the best chance at gaining a restful night’s sleep.
Not only does CPAP Direct offer exceptional solutions for sleep apnea at 20-plus locations across Australia, we also pride ourselves on
being the trusted name in travel CPAP. One of our key offerings is our range of travel CPAP machines, specifically designed to meet the unique needs of truck owners and drivers. We understand that being on the road shouldn’t compromise your sleep quality or your ability to adhere to your sleep apnea treatment.
Our portable CPAP machines are built with convenience and efficiency in mind, enabling you to maintain your sleep therapy even when you’re away from the comfort of your own home. Equipped to run on either 12 or 24 volts, our travel CPAP machines provide the assurance that your sleep apnea treatment remains uninterrupted, no matter where your journey takes you.
Our extensive selection of masks includes options for nose breathers, mouth breathers, bearded faces, and even side sleepers. We ensure that there is a perfect mask for everyone, available in a range of sizes to provide a comfortable and customised fit. Rest assured, we have you covered with masks that are tailored to the unique demands of life on the road, so you can sleep comfortably and wake up ready to tackle the miles ahead.
Recognising that snoring and fatigue are often tell-tale signs of sleep apnea, CPAP Direct is here to guide you through the entire process of diagnosis and treatment. Our experienced clinicians, equipped with firsthand knowledge of CPAP equipment, are committed to working closely with you to find the perfect mask and
optimal device settings that suit your unique needs and preferences. We place a strong emphasis on personalised attention and support, ensuring that you receive the care necessary to enhance your sleep and overall well-being.
At CPAP Direct, we not only provide cuttingedge sleep apnea treatment, but we also pride ourselves on delivering exceptional customer service. Our knowledgeable team is dedicated to helping truck owners and drivers like you achieve a better night’s sleep, resulting in improved performance and an enhanced quality of life on the road. We understand that your success and safety are intertwined with your ability to rest well and be at your best.
Don’t allow sleep apnea to compromise your safety, focus, and energy levels. Take back control of your well-being and ensure that every journey begins with a well-rested you. Contact CPAP Direct today for a complimentary consultation and discover the difference our tailored solutions can make in your life.
Want to take our FREE online test to see if you may have sleep apnea? Head on over to cpap.com.au and take the test today. It could save your life!
Remember, your journey matters, and your sleep health is a vital component of your success.
For further info see the website at cpap.com.au, email info@cpap.com.au or phone 1300 133 298.
“OUR KNOWLEDGEABLE TEAM IS DEDICATED TO HELPING TRUCK OWNERS AND DRIVERS.”Former Australian cricketer Merv Hughes is a big fan of CPAP Direct’s travel machines
Peter and Sally-ann Eather made the decision to go into business because of their daughter, Divinia and decided on earthmoving because this was Peters’ expertise. I recently spoke to Sally-ann and Divinia on the Long-Haul Legends Podcast on Australian Truck Radio. We spoke about the Eather story, how it started, how it’s going and their support of the community and industry. Sally-ann says that they were always risk takers and they decided that they wanted something more than what they had with the trajectory that they were on at the time.
They identified an opportunity to purchase a truck, so they went into full hock and got enough money together to buy an old 1995 Mack, ex-Ready Mix. Nobody would drive the pink Ready-Mix truck and they had to repaint it white to find a driver; how times have changed. Divinia says she was devastated as she loved the pink truck.
Peter and Sally-ann continued to work in their jobs and had a driver in the truck and then after a year Peter left his job and from there the business started to grow, so a couple of years later was able to support both their careers enabling Sally-ann to join their own company
fulltime. It has grown from that first ex-ReadyMix truck to the fleet of 20 trucks and 20-plus pieces of equipment and plant, 13 years down the track.
This is an example of trucking industry tenacity where a strong work ethic can eventually lead from humble beginnings to a successful operation.
Eather Group is not only a family company but an extended family company with many relatives having worked for the business throughout the years. It also extends this relationship to the local community with 92.1 per cent of the employees coming from the local area.
Divinia keeps a close track of the numbers and current statistics show that 31 per cent of employees are women, 39 per cent identify as First Nations, 25 per cent are under 25, six per cent are living with disabilities and 60 per cent are culturally and linguistically diverse. Eather focus on providing and creating pathways and opportunities for people who make up their community and about being a community provider. This creates opportunities for refugees and immigrants as well, giving them a diverse workforce that they are justly proud of.
Each person brings a different perspective to
the business with varying areas of expertise and skills, as well as communication styles and ideas.
I think the biggest thing I see in the industry is a lot of people don’t see a pathway into it, especially for females. It can be very difficult to find a way in, even when they are keen to work in the industry.
Transport Women Australia Limited have a lot of initiatives to assist with showcasing the
trucking industry and introducing it to the next generation. I know Eather Group is involved with that as they share the passion. The best way of course is to never stop talking about what an amazing industry it is and how different career choices are available within the transport, logistics and supply chain industry. Once shown a pathway in, the training and retaining is a much easier prospect.
Becoming an employer of choice is about creating a great culture for the company, the kind of place where people are valued and supported to advance their careers or to stay in the job they love. Eather has focused on the environment and providing the support for their people, while also providing opportunities to take responsibility, and finding that employees are sharing the opportunities with their family and friends. In a time when everyone is struggling to find people, not only truck drivers, this may be also the company’s’ biggest secret weapon. It is a note of pride for the Eather family as no one is going to recommend a workplace to someone they care about unless they are already happy to be working there.
In 2022, Sally-ann won a Transport Women Australia Limited (TWAL) ‘Driving the Difference’ scholarship. These scholarships, sponsored by Daimler Truck Australia Pacific, have been offered each year since 2019. Sally-ann studied a course Planning Succession for Family Business offered by Family Business Australia. With her husband, managing director Peter at the helm of Eather Group, she was acutely aware of the potential impacts to the business if something
was to happen to him. Alternatively, if something happened to her, it could also impact the business. Either of these situations require planning and a strategy to navigate the team handling the scenario during what would be a very emotional time.
Additionally, with Divinia working within the Eather Group it was time to prepare the business beyond the dayto-day activities, to ensure longevity of employment for their staff members.
Sally-ann is very passionate about this planning and it is something that many family businesses and small sporting organisations fail to do; they fail to prepare for what is next. And it is not always a bad plan; maybe the plan is to sell the business at a certain time and sail away into the sunset, but every company needs a plan.
We have seen so many family companies disappear over the past year and it is so sad to see as it affects their employees and their communities. Often, they are rural or regional carriers so the ripple effect is quite large. Sallyann, Peter and Divinia are doing everything in their power to spread the word and ensure the future of the Eather Group and their dedicated staff.
The Eather family and the Eather Group are very active in their community and the trucking industry associations, they are a corporate member and very active in Transport Women Australia Limited.
Sally-ann was nominated by TWAL and won the Road Freight NSW Transport Woman of the Year for 2023, a very deserving recognition of her contribution to the industry. I am sure there will be many accolades to follow.
Divinia was part of the 2023 Teletrac Navman Driving Change Diversity program and already has several awards under her belt. The company has previously been awarded the FBA and FBNZ Sustainable Development in Family Business Award.
As always towards the end of my interviews I ask if there are any words of wisdom to share. Sally-ann and Divinia did not disappoint, their thoughts were: build good relationships, treat your staff well, invest in your community and love your family enough to have an exit strategy.
“We have seen so many family companies disappear over the past year.”
Not too many people enjoy criticism – me included. But when results are not being delivered? Page 75: Safety Initiative. The RTF’s first resolution was to convince governments around Australia of the need for national uniform laws and charges, and to leave regulation and accreditation in the hands of industry. Methinks someone has dropped the ball, big time. What has happened to the determination for one nation, one regulation?
Iwas looking for something to read the other night. My best friend and mother of my kids usually keeps me supplied with reading material from the local library. I’d just finished the life story of Douglas Bader, the double amputee who flew Spitfires during WW2. Among our collection I spotted a book spine titled, Putting Safety First. I couldn’t remember that title. Bugger me – my memory. The book was presented to me by Peter Roche and is subtitled ‘A History of the Australian Trucking Association’ (ATA). The ATA started its life as the Road Transport Forum (RTF) – to which I was the first owner-driver elected. I’m not too proud of my time there as I was not verbal or forceful enough.
The RTF came about as a result of the transport industry’s succumbing to the unfettered competition that resulted in driving excessive hours and driving at excessive speed.
My son has a heritage prime mover which is still painted company colours and still capable of 100mph (161km/h). It wasn’t modified aftermarket but was supplied ex-factory with those specifications. Everyone was doing it and it was causing terrible trauma, both physical (numerous fatalities) and to industry reputation. Something had to be done.
What impresses me now is that what was achieved was done through direct connection between industry representatives and politicians. There was limited bureaucratic involvement. People like Peter Roche, Ron Finemore, Denis Robertson, Bruce McIvor, Don Forysth, Ted Pickering and many others had direct access to politicians of the day – Bruce Baird (disparagingly called ‘Brylcreem Bruce’), Federal Transport Minister Bob Brown and more.
As is the still the case, the New South Wales government then demonstrated a desire to hammer the industry (industry discrimination) with draconian legislation. It was an industry suggested solution to speed-limit trucks to 100km/h – not a suggestion from politicians or bureaucracy. Indeed, from memory a big issue regarding speeding trucks was the industry proposed enforcement measure of the grounding of heavy vehicles detected at speeds considerably above the prescribed limit.
A point not covered in Putting Safety
First is the issue of the ATA’s support and industry support for setting up of the National Heavy Vehicle Regulator (NHVR) – simply because the not-sonational NHVR came after the book’s publication.
I absolutely accept that time and business constraints on industry people demanded that another organisation had to be in place to drive national uniformity – that uniformity being both in the interests of driver mental health caused through stress of having to comply with conflicting state regulation and the severe economic impact of complying with different regulations across borders. However, transitioning to relying on bureaucracy to drive unification has meant the need has lost all the imperative. We’ve got to the situation where one group of bureaucrats must liaise with another group – and bureaucracy has been very successful in promoting the politically correct principle.
KEN WILKIE has been an owner-driver since 1974, after first getting behind the wheel at 11. He’s on his eighth truck, and is a long-time Owner//Driver contributor. He covers Rockhampton to Adelaide and any point in between. His current ambition is to see the world, and to see more respect for the nation’s truckies. Contact Ken at ken@rwstransport.com.au
In past articles I’ve talked about varying speeds allowed for overdimensional vehicles between states; the failure to adhere to the constitutional requirement that trade between states be free and the frequent passing of dimensional regulation that gives a particular industry size exemption. Surely if any product is safe at a dimension – than all products should be safe at that dimension. For one thing the practice is further confusion for both enforcement and already stressed drivers.
Putting revenue before safety again – allowing pocket roadtrains on Cunninghams Gap. There are several tight corners on that road with unloaded trains overtaking loaded, and trains coming down must juggle trailer swept paths that can have prime movers crossing the double line to accommodate that swept path with adjacent trucks being overtaken.
Integrity? The wish expressed that kilometre rates for drivers be made illegal. I worked for hourly rates early in my career. In the end it was stopped because some operators made a habit of hanging out to boost hours. I cannot condone shortcutting to bolster income. And I must comment that I suspect that those suggesting such are personally subject to bending rules to better their own outcome.
Yes, pay a fair rate but let’s stop judging others by our own level of integrity.
“I worked for hourly rates early in my career.”BELOW: The top of Cunninghams Gap back in 2013. Still a tricky descent. Photo by Greg Bush
There’s a lot to like about the domination of older drivers in the truck relocation industry. There are not too many industries that suit and attract so many workers aged over 55 years, providing them with the opportunity to work as long as they like and retire on their terms. However, Matt Whitnall, director of Truck Moves Australia, says there’s a dark side to this scenario.
“Some of the industry’s most unscrupulous operators pray on older workers with systematic wage theft, robbing these drivers of fair pay and dignity while the bosses line their pockets with ill-gotten gains,” Whitnall says.
“I talk to a lot of drivers, and speaking recently to a dozen or so current or former drivers I discovered that none of them were paid correctly.
“One of them was being paid around half the legal amount, from a convicted wage thief who is trying to ‘phoenix’ his company. Others work for a business in regional NSW and are paid on a per kilometre rate with no travel time.”
Whitnall says he knows of one driver who spent more than 20 hours travelling in a single week, which should legally have been paid as overtime. “But of course he got nothing,” he adds.
“Most of these drivers know there is something wrong with their pay rates. Some of them move on without making a fuss, knowing the next driver to join the company will suffer too.
“Others fall for the bluffs of their dodgy bosses who tell them they are lucky to have a job while pretending that their
pay and conditions are all above board,” Whitnall says.
“I know they are frustrated because that’s what they tell me.”
According to Whitnall, most of the affected drivers don’t think they have an option to get their money back. “But I’m here to tell them that is not the case – it is easy to prove underpayment and every single driver who has fought for what is theirs has been successful,” he points out.
“My message to all the hard-working older drivers out there – you should be paid per the one and only award that applies to the truck relocation industry, the Road Transport & Distribution Award 2010. If not, you are being ripped off.”
Matt Whitnall says drivers should not settle for less.
“If you’re being underpaid, talk to us and we can point you in the right direction to get what’s yours.”
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While older workers dominate the truck relocation industry, one company director believes most are underpaid and “ripped off”
There’s plenty of inventive ways to celebrate big birthday milestones. Throwing a party or heading off overseas for a dream holiday are two of the more obvious choices, but not for Glen Lewis. In previous big birthday occasions – his 40th and 50th – the now semi-retired owner-driver participated in a couple of Variety Club bashes. For his 60th, however, Glen was looking for something extra special. And it involved his 1993 Kenworth T950.
“I came up with the idea of driving around Australia in six weeks,” Glen explains of the challenge. “But it sort of got a bit bigger.”
Around two and a half years ago he started workiing on his travel plans. But first he needed living space. This involved spending two days a week over a year building a container to sit up the back of his Krueger trailer.
“I did everything myself except clad the outside,” Glen says. “Everything internal I’ve done myself, all the electrical, all the plumbing.”
It helped that Glen is an electrician by trade, an occupation that evolved from some fatherly advice years ago. His dad, John Lewis, had been a truck and dog driver in the cement industry in the NSW Hunter Valley, hence Glen had grown up around trucks.
“I started washing coal trucks when I was a 10-yearold kid and did that until I was 16. Back in those days you could go to the workshop, jump in the truck and drive it out the back to wash it, drive it back and then back it into the yard,” Glen smiles. “Before OH&S.”
It seemed inevitable that he would follow his father and become a truck driver himself. But that dream of being a truckie was put on hold.
“My old man said, ‘No, you’re bloody not. Get a trade and then once you’re set up in life and you’ve got a house, then if you want to go and drive bloody trucks, go and do it’.”
Glen started his electrical apprenticeship within the coal industry in 1980. He went on to work at every level in coal, retiring as a mining company’s
What better way to celebrate a big birthday milestone than a ’round Australia trip in a 1993 Kenworth T950 turned mobile home. Greg Bush catches up with the Maitland man during his sixweek journey
managing director at age 44. That’s when the truck driving urge kicked in again.
Although he admits to always having had a Kenworth in mind, his first truck was an N12 Volvo. Glen says he could still remember his father’s words when he bought his first brand new first truck, a 2008 Freightliner Argosy, which was followed four years later by a new Western Star.
“I got rid of that because there wasn’t enough work and I didn’t want to work full time, and the jobs I could get were all shitty jobs if you’re not doing it regularly,” he says.
It was then that he bought the ’93 Kenworth, not for working purposes but to be used solely as a project truck. It had taken Glen some time to track the T950 down, with the proviso that it must have been a light worker and only pulled a single trailer,
“I’ve had it for nine years and it’s done about 45,000km in those nine years.”
unlike most 950s which are double rated for roadtrain duties.
The Kenworth had started life with Fred’s Interstate Transport. It then joined the McKibbins Livestock Transport fleet for 16 years, with the luxury of having the same driver for its entire time there. Along the way the original Cat engine had been replaced with its current N14 Plus Cummins set at 525hp, hooked up to an 18-speed Roadranger ’box.
“It’s done about 700,000km on this engine,” Glen points out. “I’ve had it for nine years and it’s done about 45,000km in those nine years.
“It’s a beautiful truck to drive; tou wouldn’t think it’s 30 years old. It’s testament to Kenworth on how good a truck they do build. It’s really solid on the road,” he says,.
However, the Kenworth’s ‘project truck’ status is slightly misleading as the T950 is not only for show. It’s pulled its weight, so to speak, as Glen has driven it on Need for Feed charity hay runs. Before that it had taken part in the Burrumbuttock hay runs, but turning the T950 into a mobile holiday home was a major transformation.
Glen had bought the ’93 Krueger trailer early on in his aroundAustralia travel plans, rebuilding all the mechanicals and electrics where needed. The trailer was then resprayed, new brakes added, wheel bearings and uni joints. “Anything that I didn’t have a good idea of its history, I’ve replaced,” he says.
Under the trailer’s red tarp sits two 1000-litre water containers, a generator, tool boxes, spare front tyre, while the box on the front houses all the electrics, including the water pump.
Sleeping in a container may not appeal to some, but Glen’s unit has all the comforts of home, including bunk beds and fridge. On the wall is a map, showing the route that started in Maitland, then north to Brisbane, Rockhampton, Townsville, Cairns and on to Mareeba, Ravenshoe and then to Karumba in the Gulf territory, Cloncurry and the Three Ways Roadhouse.
Adding a little more distance was a detour south to Alice Springs before returning north to Darwin. The reason behind the Alice Springs stop was a photo opportunity outside the Kenworth Hall of Fame. In fact, anything Kenworth-related was included on the itinerary with the plan to photograph the T950 outside every Kenworth dealership along the way.
However, Glen wasn’t flying solo for the entire trip. For the Brisbane to Cairns section, long-time friend Dennis ‘Pugs’ Jones rode in the passenger seat. Glen then travelled travel alone to Broome where his wife Maree joined him for the journey to Perth and Adelaide.
“Six weeks sitting in a Kenworth wasn’t her idea of a great time, but two weeks (is okay). And she loves the warm weather.”
The Melbourne stop took in the Kenworth factory at Bayswater, another photo opportunity for the T950 before returning to Maitland on August 6.
Back home and it is back to work for Glen who explains that he is not exactly retired, but needs to do something just to “get out of the house”.
“I do a couple of days a week for a local concrete company in truck and dogs. I normally drive an 18-speed Mack, but if I drive one of the new ones it’s normally one of the new N-drive Tridents.
“They are good and at the end of the day, doing the same job, you’re only half as tired. It is good from a fatigue point of view, but I like changing gears, always have.”
Meanwhile, the journey’s not over for the Kenworth T950 quite yet. Glen plans to take part in the hay runs again, while the container will come in handy for historic road events such as Crawlin’ The Hume and Haulin’ The Hume.
And don’t be surprised if it pops up at the Kenworth Klassic at Clarendon in the Hawkesbury region outside Sydney in September.
“Six weeks sitting in a Kenworth wasn’t her idea of agreat time.”
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Reno, Nevada was the venue for the 2023 annual American Truck Historical Society Convention, attracting a stunning array of rigs from across North America, along wth a few Aussie tourists. Warren Aitken made the trip across the Pacific to soak up the atmosphere
Just out of curiosity, what’s everyone doing in early June 2027? Anyone got any plans? No? Well let me steer you towards a fantastic idea. Go online now and book a room at the Grand Sierra Resort and Casino in Reno, Nevada. I’m not kidding around, I’m deadly serious. If you are reading this story, then chances are you have already skimmed through all the photos and it has sparked your interest, right? Obviously it has sparked your interest enough for you to be reading this piece in order to learn more. Well, let me lay out the facts for you. These photos are from the American Truck Historical Society Convention in Reno, Nevada. Let me lay out another fact for you, you are only glimpsing a fraction of the amazing trucks that were on display during the three-day event.
Now having seen just a portion of the trucks on display, are you hearing that little voice in the back of your head going ‘I wish I had been there’? If that’s the case, then I ask again. What are you doing in June 2027? Because if you love old trucks, cool trucks, historic trucks … hell, if you like trucks full stop, then this is a show that you cannot miss. I seriously implore you to stop procrastinating and start planning. Because the American Truck Historical Society Show is days and days of pure trucking porn, all neatly packaged in an amazing location, with everything you need on hand.
Whether you love classic trucks in original condition, or incredible creations in unbelievable condition, it’s an experience not to be missed. It will also be back at the Grand Sierra Resort and Casino in another four years. Hence, I suggest you book your rooms quickly because this show at this location is fast becoming a must-see for not just Americans, but for worldwide travellers. And me, being the kind-
From top: Love a good Pete? This 1980 359 Peterbilt was in immaculate condition; I swear I used to have a Matchbox toy that looked just like this: a 1963 International DC-405 with a very old 1948 dry van in tow; They don’t make them like they used to. Check out this stunning 1950 White WC-28, with a beautifully restored 1951 Peterbilt 350 in the background
Below: You don’t get much bigger than Troy Charboneau’s 2007 Peterbilt 379. I think the official length is “OMG!”
hearted soul that I am, put my home life on hold, cancelled my Netflix for a week and went over to check this show out, just so I could let everyone know what it is like. You are welcome.
Aside from the hundreds and hundreds of photos I uploaded to my editor, I have also included a bit of a travel writer’s rant on what this Nevada adventure entailed. Let us deal with the event’s hosts first.
The American Truck Historical Society or ATHS as we’ll refer to it from now on just to save me typing it out every time. The ATHS is a worldwide non-profit group of truck-loving historians that originated out of the United States. You don’t even have to own an old truck to be a member, you just have to have a love of historical trucks and/or machinery. There are ATHS chapters all over the world now, including one here in Australia. Worldwide, the ATHS has nearly 20,000 members.
The US is still the cultural home of this fast-growing organisation, and this is where they hold their yearly convention – their marquee event, their showcase gala. Throughout the year local chapters run many social and fundraising events for their members, but it’s the big convention that everyone hangs out for.
What makes the ATHS annual convention something a little bit different is the fact that they move its location every year. Well sort of, they have four locations. Reno Nevada. York Pennsylvania. Cleveland Ohio and Madison Wisconsin. These four locations are spread throughout the greater United States, representing East Coast, West Coast and Middle America. Now you see why I kept asking about June 2027, because that’s when the rotation lands back in Reno.
There is a method in their madness, it’s not solely about spreading the joy of this incredible event. The fact is the US is a big country. There are many miles between the sunglasses and sandshoes of the west coast and the suits and ties of the east coast, though you can still get liquid cheese across the whole country, just so you know.
Anyway, with the US being so huge and with many of its members having trucks that pre-date cell phones and cassette
players (and some even pre-date indoor toilets), it’s a big ask to get them out to display. Expecting guys from the west coast to get their pride and joy all the way over to the east coast, and vice versa, is a bit much. Therefore, moving the annual convention across the country each year allows all its members an opportunity to experience an annual convention at some stage.
That’s not to say there aren’t those that make the annual pilgrimage every year. Hell, half the fun is getting trucks that were designed, built, and worked well before the interstates, out of the sheds for an exciting excursion across the US.
That’s a great segue into defining what qualifies for an American Truck Historical Society vehicle. For that answer, I will pass the microphone over to Laurence Gration. Laurence is an expat Aussie who for the past five years has held the position of executive director of the ATHS. He has seen their annual showcase event explode in popularity.
I asked Laurence the question of what classifies as a historical vehicle. “If you talk age, it’s 25 years,” Laurence says. “My argument though, and most people have bought into this argument is, for example, the one-millionth Peterbilt to roll off the assembly line was a historical vehicle in 2019. The last manual transmission Mack to come off the assembly line was a historical vehicle in 2022.”
The ATHS is looking more now at historical relevance of a vehicle as opposed to just its age. It is a very valid argument and one I agree with. If only because it means there are more and more cool trucks rolling into the Grand Sierra Resort and Casino.
Once again, I have managed another brilliant segue that now allows us to investigate the location for this year’s ATHS convention – the Grand Sierra Resort and Casino. The highrise hotel has nearly 2000 rooms spread throughout several towers. As the name suggests it features all the perks of a resort – cocktails, valets and pools, as well as all the perks of a casino – cheap drinks, cigar smoke and gambling. If you are finding it difficult to keep all those greenbacks (that’s slang for US dollars) in your wallet, there are over 100,000 square feet of pokies and gaming tables for you to donate your money to.
It’s not all about the booze and betting at the Grand Sierra though; there is a massive nightclub operating during the weekends, just in case you need to get your groove on. If listening to live music is more your thing, the indoor concert hall has seen the likes of Kiss and The Killers performing as well as bands with cool names like Grand Funk Railroad and Flogging Mollys. I can’t say who is booked for June 2027, but we can keep an eye on things.
If you are after something more athletic, you could step outside for the resort’s driving range or just take the elevator downstairs where you will find the 50-lane bowling alley. Yeah,
From top right: The mighty Donner Pass made for a great time filler and a fantastic place to watch the world go by and snap some photos; It is all about the amazing people you get to meet when you attend shows like this. I now have a #Iknowtrevorhardwick sticker after meeting Trevor and Alicia Hardwick and their 2023 Peterbilt 389; Good to see the cleaning boy looking after the boss’ truck. This 2005 W-900L is owned and operated by Stephanie Henderson and, with three dog trailers in tow, hauls hay. It has pink tarps as well, in case you were wondering; Another of the stunning Lemmons Trucking fleet was this 1979 Peterbilt 352H
Opposite from top: You know it’s a truck show when the Sercombe boys roll into town; The RV Park was home to some pretty cool gear over the course of a week, like this 1985 K-100E of David Schnautz; Time was well spent just watching all the unloading going on in the carpark. Here we can see Ralph Wilkerson’s 1973 Kenworth 900 getting ready to roll off and register; There were some pretty cool working trucks on display to but it was very hard to go past Ashleigh and CG Soza’s 2016 W900. CG’s son CJ actually drives the truck, but dad took it along to steal the limelight; I was lucky enough to grab a couple of half-decent shots over the three-day event. Including a great shot of Larry Lemmon’s 200 379L Peterbilt
“The one-millionth Peterbilt to roll off the assembly line was a historical vehicle.”
you read that right, 50 lanes. They take their bowling seriously over in Reno. I won’t even get started on the restaurants and shops, there’s way too many to list.
All of the aforementioned features are within walking distance of your room at the resort. Considering the convention is at the resort itself, you can easily just stick with that. I strongly suggest you don’t though. Renting a car in Reno is a must. I could list all the cool things to go and see, however, I am going to stick to just three. Lake Tahoe, Donner Pass and Two Chicks.
Let us deal with Two Chicks first – the best breakfast place in Reno. Those who know me would be aware of how much I love my food, so trust me when I make this claim. Two Chicks is a must. Now back to the touristy stuff. Lake Tahoe is a fantastic drive and a pretty cool place to go visit. It’s one of those places where big money goes to relax, and people like me can go there to judge big money. I mean one guy had a lift for his boat! He literally has the boat lifted up to the dock, you walk on and then the boat gets lowered onto the lake.
The Donner Pass is another must-see for truck fans and driving purists. It’s one of those roads made famous by reality TV shows. In the middle of winter, the whole road and mountain range can disappear under a blanket of snow with traffic still pushing through. The place is packed with stunning views and steep climbs. I dragged my apprentice up and down the pass several times during our visit, catching some shots of the trucks, the snow and the scenery.
“This year’s event saw a special display from Kenworth as they celebrated 100 years of trucks in the US.”
With the location and setting covered, let’s take a look at the convention itself. You will notice I repeatedly refer to it as a convention rather than a truck show. That is deliberate. There is no judging, there are no prizes and in fact, due to an overabundance of new EPA laws creeping in from California, there isn’t even any truck washing going on in the car parks. The ATHS Convention really is just about an opportunity for truck fans to assemble and talk trucks. Half the resort’s car parks are closed off in order to organise and display the nearly 900 entrants while the other carparks are filled up with all manner of trucks and truckers attending the event.
The chin-wagging isn’t restricted to just the exterior carparks though. The convention also sequestered the resort’s convention rooms where they were running several expert lectures and discussions. This year’s event saw a special display from Kenworth as they celebrated 100 years of trucks in the US and as such there were plenty of Kenworth-based speakers. Subjects like ‘Evolution of a Legend: The Kenworth K100, 1963-1984’, ‘The Kenworth W900 and Family, 1963 and Up’. Even one of our very own Kenworth Klassic legends, Bruce Gunter, had his time in the spotlight with a rather informative talk on the history of Kenworth in Australia.
I also attended a great talk on the real star of Smokey and The Bandit, Snowman’s W900(s) and, just out of curiosity, I found myself attending a talk on timber hauling in the Pacific Northwest.
Finally, we should focus a little on the ‘bells of the ball’, the lolly scramble of trucks that swamped the parking lots around the resort. That’s what we all go looking for and there is no escaping them. What I love about this show is you can purchase your ticket and wander among the hundreds of trucks that are on display, including makes and models I had never heard of or seen before. You can wear the soles of your shoes just in the gated areas.
Then once you have strapped on some fresh pluggers you can head out to the open car parks and the RV park. Here you will see all manner of transporters and trucks that couldn’t fit elsewhere. The RV Park is door-to-door trucks, from extreme motor homes to the most pimped-out hay lifter you will ever see. There really isn’t much point in me telling you about the ATHS trucks on display as the pictures included paint a much more inviting scene.
In summary, I would like to just plagiarise the legendary Nike motto ‘Just Do it’. June 2027, book the babysitter, sell the dog, do whatever you need to but make it a priority to get over to the ATHS Convention. You may wear out a few pairs of shoes and you will definitely fill your phone camera up. You will not, however, regret it.
From top: John Jennings stands proudly in front of his 1966 Peterbilt 281. If you look in the back you will see his 1988 379 that was used to haul the Pete; This 1998 Peterbilt COE just oozes cool!; I told you there was some weird looking old trucks on display. You can add James Senskes’ 1957 Emeryville DCOT405 to that list; One of the coolest trucks and nicest blokes I ran into was Ernie Adams with his 1982 W-900A Opposite from top: You also can’t miss the Klos trucks when they roll into town. Here is their beautifully restored ‘Tootsie Roll’; Kenworth had a pretty cool display to celebrate their 100 years in the US inside the resort, a 1923 Kenworth sitting in the shadow of a brand new T680; Check out the length on this 1995 Peterbilt 362; Talking trucks is a family business at the ATHS shows, as seen here with the Kroon family
Walking into Deakin University’s new Genesis Simulator is a bit like entering a sci-fi movie or a giant videogame. A 360-degree wall of five-metre-high screen displays a fully immersive virtual environment – when I visited it was a racing track – and in the centre of the simulator, sitting on a set of tracks, is a car cabin.
The Genesis Simulator is the only one of its type in Australia and the only one in the world located in a university.
Deakin says the simulator offers an immersive simulation experience and variable virtual worlds, while the system’s 12 video projectors offer high quality graphics. The cutting edge high-fidelity motion and sound work together to create driving simulations
that are as real as possible.
Indeed, sitting inside the replica cabin with all the normal car controls in front of you and nothing but giant virtual screens visible from all sides, the Genesis Simulator is incredibly immersive.
In addition to a light vehicle, Deakin also keeps a cab-over style truck cabin that it can connect to the simulator. Once again, the truck cabin is an exact replica, that aims to give users the most realistic driving experience possible.
Deakin has given plenty of attention to detail to make sure each session in a simulator feels like a real drive.
The vehicle cabins can move four metres in every direction as well as half a metre up and down, meaning it can simulate every sharp turn, bump and feelings of acceleration and deceleration a driver might experience. The
seatbelts can even tighten over the driver’s body when they engage the brake too quickly. Genesis isn’t just one big toy however. Deakin says the simulator is a platform that will support research into a range of different fields, including:
• Automotive testing and design
• Fast-track of vehicle prototyping
• I mprovements in driver and other roads user safety through assistive technology and transport infrastructure
• E valuation of drivers’ performance under a wide range of conditions
• Driver/vehicle performance optimisation.
The new simulator is the latest addition to Deakin’s Institute for Intelligent Systems Research and Innovation (IISRI).
IISRI has more than 15 years’ experience in motion simulation research and houses Australia’s biggest multi-disciplinary team of world-class mobility researchers and PhD students.
With the addition of the Genesis Simulator, IISRI now houses more than seven cutting-edge simulators worth more than $40 million.
Deakin says IISRI has a strong track record in research, innovation and commercialisation, having worked with more than 300 businesses, industry and government agencies around the world, often in long term strategic partnerships.
One of the aims of Deakin’s IISRI research team is to better understand the humanmachine interface, that is the way people relate to, and experience the machines they operate. This notion is essentially the way machines are designed to be ergonomic and user friendly
and also helps designers and researchers to understand when a machine is poorly designed for human operation.
Deakin hopes to work with as many stakeholders and clients as possible. Organisations that do partner with Deakin to make use of Genesis can remain the sole proprietors of the data produced by the simulator.
One of the many important applications for technology like Genesis is developing research that can help influence transport laws and regulation. For example, researchers can put drivers in Genesis to better understand how fatigue effects someone’s ability to drive. The effects of sleep deprivation or certain medical conditions can be safely tested, and a wealth of data recorded.
Another important application is for heavy vehicle training. The Genesis Simulator allows aspiring truck drivers to experience driving a truck in a very safe and controlled environment.
Technology like this can play an important role in reducing the labour shortage for truck drivers, particularly by encouraging more women to get behind the wheel. The Director of IISRI, Professor Doug Creighton, says that it could also lead to a scenario where people trying to get their heavy vehicle licence could accumulate equivalent hours in the simulator.
Advanced technology has so much potential that it can be difficult to truly appreciate what it is capable of
without actually seeing and experiencing it for yourself. Which is why Deakin is keen to attract as many people as possible to come see what it can do.
Creighton says at the end of the day it’s about working with key stakeholders to identify use-cases for the simulator, and the team at IISRI, to help to improve the road transport industry in priority areas.
“We want as many people as possible involved from the transport industry in advancing safe integration of advanced technology,” he says.
At IISRI the team has a positive approach to transport and road safety applications for this simulator. The simulator’s manager Stu Robottom hopes to work with the Australian transport sector and encourage greater use of advanced technology for safer Australian road use.
“As a University we seek collaborations with and support of both government and industry to fully realise this goal,” Robottom says.
Top: Deakin Uni has a cab-over truck cabin that can be connected to the Genesis Simulator
Above: A 360 degree spread of projected screens make the Genesis Simulator incredibly immersive
“We want as many people as possible involved from the transport industry.”
With its inaugural facility now open at Ormeau in south-east Queensland, Auscool Logistics plans to forge ahead with additional warehouses planned across Australia
In a timely move for the refrigerated logistics sector, new family-owned company Auscool Logistics opened what is planned to be the first of several cold storage warehouse facilities across Australia.
Situated at Ormeau just off the Pacific Motorway, the inaugural facility was launched on July 17 with the aim of filling the gap in the market left by the liquidation of Scott’s Refrigerated Logistics.
Federal MP Scott Buchholz and Refrigerated Warehouse and Transport Association of Australia (RWTA) executive officer Marianne Kintzel were among a number of special guests to attend the Auscool Logistics facility’s official opening.
With the ability to handle up to 16,300 pallets of racked storage, including chilled and frozen food, Auscool Logistics’ vision is to provide temperature-controlled delivery and warehousing services to clients across Australia.
Already HACCP accredited, Auscool’s services include cold storage (frozen, chilled and ambient) and transport.
According to general manager Ryan Johnstone, the company plans to open further facilities in Melbourne, Perth, Adelaide and Sydney.
“Auscool is focused on servicing the capital cities, and through strategic partnerships reaching remote locations such as Cairns, Darwin and the far North West,” Ryan says.
“Now that the market has corrected itself as far as rates and capacity are concerned, there is a big opportunity in cold chain services around south-east Queensland and beyond.
“There wasn’t enough people or enough capability to fill the service gap that was created by the Scott’s Refrigerated Logistics liquidation, so there’s an opportunity for us to get into the market with some great customer partnerships and make a real name for ourselves,” Ryan adds.
Work began on the brand-new Ormeau site around 14 months ago, completed only in the past few months.
As well as its huge storage capability, the facility boasts docks for up to eight trucks. Auscool Logistics’ managing director Gurpreet Singh points out that orders have been placed to quickly increase the current three-truck fleet of Volvos to 40. And it’s planned to be an all-Volvo fleet.
“There’s two reasons for going with Volvo,” he explains. “One is it’s a one-stop shop, the second is fuel economy.”
Gurpreet, with 20 years’ experience in the Australian trucking industry behind him, hasn’t ruled out the addition of an electric Volvo joining the fleet in the future for local runs, although he adds, “there’s not too many around at the moment”.
Meanwhile, the RWTA’s Marianne Kintzel says the association was pleased to see the Auscool site up and running.
“It’s wonderful to see a new company within Brisbane, particularly with the requirement. We’ve got a growing population, so where there’s people there’s food, and where there’s food there’s got to be cold chain,” Marianne says.
“It’s easy access, so a fantastic spot to be in for sure. And because it’s brand new and state of the art, this should be a really effective and energy efficient location.”
It’s exciting times ahead for Auscool Logistics, with the company determined to lead the industry in developing and embracing new technology with a continued focus on staff development to underpin its future as market leaders in the refrigerated logistics industry throughout Australia.
Bullet Trailers has announced the release of its new Patriot Machinery 44 tonne capacity drop deck tri-axle semi-trailer range. Using an Abrex 400 steel plate, the high alloy content of abrasion-resistant steel means the trailer will last much longer than those using lower grade steel.
Bullet Trailers, an Australian owned and ‘Australian Made’ endorsed company, manufactures freight and heavy haulage semi trailers, tippers, deck wideners, drop decks, tankers including potable, vacuum and spray water tankers, dollys and anything custom made to order.
“We source the best technology, engineered from around the globe to keep our trailers at the forefront of industry standards,” Bullet Trailers says.
The new Patriot Machinery drop deck tri-axle trailers boast a high resistance to corrosion with a lower tare weight of 9.2 tonne due to better steel quality.
Other attributes include a low deck height of 990mm, polished alloy rims 19.5 with 265/70R tyres, additional floor runners.
There is also an ADR roadtrain coupling with air, lighting and EBS connectivity, heavy duty K-Hitch 11.5 tonne axles with low maintenance parallel bearings.
The trailers come with Weweler air bag suspension with a high ground clearance and Wabco’s Smart Board integrated system.
A computer control pad allows the monitoring of
all aspects of the trailer, while the 30-tonne rated mesh air flow rear loading ramps equal better performance along with a 12 degree loading angle with Beavertail.
The ramps to the rear and upper deck are hot dipped and galvanised, and are engineering and built with added floor support, tie down points and other inclusions. Among these are in-deck chain bars and side gate pockets, three-way container pins and pedestals, K-Hitch two-speed landing legs, and a Wabco suspension raise and lower valve.
“Twenty years of manufacturing has enabled us to design and build the strongest and most durable modern semi-trailer for the price,” a company spokesperson says.
“We have thought of and included every detail we can into these semi-trailers.”
Through its factory in Thailand, Bullet Trailers says it has ready-to-go stock on hand. Alternatively it can build exactly what customers order in Brisbane.
“We also have just opened a new factory/ saleyard in Warwick, Queensland to service all our northern states clients.
“Drop in for a chat and a coffee, and a browse of our current stock!”
Meanwhile, with a Bathurst class win already under its belt, the Bullet Trailers-sponsored XY GTHO Super Falcon will hit the track on August 18 for the Supercars event at Tailem Bend accompanied by ‘good mate’ John Bowe who was instrumental in bringing Bullet to the Tour Car Masters category two years ago.
Australian composite materials innovator, Omni Tanker, has launched a world-first composite triple road train, able to move almost 100-tonnes of payload in a single haulage run, while reportedly significantly reducing operational costs for its customer Townsville Logistics.
Employing advanced composite materials and engineering practices commonly found in aerospace, Omni Tanker’s new triple tanker features worldfirst Mould-in-Baffles which are claimed to better manage the movement of fluid (surge) in the road tankers, enhancing safety, while advanced fabrication techniques also reduce the weight of the trailer units.
This Mould-in-Baffle principle was conceptualised five years ago and is now an important part of Omni Tanker’s innovation portfolio, with the technology set to enter service in the Australian market, as well as export markets including North America and Europe.
The collaborative project between Omni Tanker and Mick Murray Welding delivered a triple
road train solution that boasts a 15 per cent gain in payload – as a result of the advanced carbon fibre composite construction – enabling a reduction in the number of trips and associated emissions through the greater carrying capacity.
“Omni Tanker is combining advanced manufacturing technology with aerospace materials and heavy-duty trailers to deliver game-changing liquid payloads for the critical minerals
processing industry – right here in Australia,” says CEO and founder of Omni Tanker, Daniel Rodgers.
“Mick Murray Welding was crucial in achieving project success for our first product in the mining sector. They knew what the mining industry demanded, and they knew the harsh operating conditions they operate in, so it made absolute sense to combine Omni Tanker’s lightweight tanks with their hightensile steel-skeletal trailers.
Mercedes-Benz Trucks Australia says it will soon begin a local validation program for the eEconic that will become available in Australia and New Zealand in the near future.
The eEconic, a truck that not only produces no local emissions but also operates in near silence, was part of the Mercedes-Benz truck display at the Australasian Waste and Recycling Expo in Sydney on July 26 and 27.
Mercedes-Benz says the electric eEconic adds to the positives of the diesel Econic, which it says was developed from the ground-up to work in densely populated areas and is known for its excellent visibility, practicality and active safety features.
With production starting last year, the eEconic has reportedly impressed European customers with its advanced design, strong performance and efficiency.
The eEconic uses much of the same electric architecture as the Mercedes-Benz Trucks eActros, which is currently part of a validation program in Australia and New Zealand.
Daimler Truck already has considerable experience with
electric trucks in Australia. It was the first manufacturer to launch an allelectric truck when Fuso introduced the pioneering eCanter locally in 2021.
Mercedes-Benz Trucks Australia Pacific director, Andrew Assimo, says it was a thrill to have the eEconic on its stand in Sydney.
“The waste and recycling industry is determined to reduce its transport carbon emissions in a practical way, so the eEconic is a perfect fit,” Assimo says.
While Mercedes-Benz Trucks says it is keen to move forward with battery electric technology, it is also proud to help traditional internal combustion engine customers drive down their emissions.
Mercedes-Benz Trucks boasts that it has led the way in Australia with the first full range of Euro 6 heavy trucks with the new Actros in 2016 and says its remarkable fuel efficiency is renowned across the industry.
“Via advanced manufacturing techniques and outstanding partners, we were able to boost the payload carrying capacity of road tankers for chemical liquids from the current 85 tonnes per load, typical of stainless-steel tanks, to 98 tonnes – a 15 per cent uplift,” Rodgers says.
Three triple road train sets have now been delivered to Townsville Logistics for use in heavy acid transport across Northern Australia, with greater payload capacity meaning fewer trips, as well as associated cost and environmental benefits.
The Omni Tanks used on the triple road trains were required to contain baffles inside, as a safety feature to mitigate sloshing of fluids, and to meet dangerous goods transport tank regulation requirements.
The Mould-in-Baffles developed for these tanks are highly specialised and unique to Omni Tanks. Based on a moulding process that produces the internal baffle at the same time as the lining of the tank, there are no seams or joins associated with the baffle joining the tank wall. As a result, the interior lining of the tank is weld free – a major enabling feature for the triple road train.
Key to what Omni Tanker does is a patented process to connect thermosets to thermoplastics, in this case joining the carbon fibrereinforced polymer tank structure with a polyethylene thermoplastic liner.
The liner allows the transport of high-purity chemicals without contamination, as well as Class 8 dangerous goods, protecting the structural tank. Together, these advances allowed for a gamechanging solution for the critical mineral processing industry.
Tamworth’s Carey’s Freight Lines has taken delivery of Australia’s first Actros 25 Driver Edition, a special edition model developed locally to celebrate the 25th anniversary of the Mercedes-Benz Trucks Actros being introduced in Australia.
Carey’s Freight Lines managing director, Darren Carey, put his hand up for one of the limited run Actros trucks at the Brisbane Truck Show in May and the unit was delivered recently by Mavin Truck Centre salesman, Steve Pinkstone.
Carey’s Freight Lines added the first Actros to its fleet back in 2017 and has purchased 18 of them in all.
“Right from the start, the Actros has given us great fuel economy and we also appreciate the safety features and the comfort,” Carey says.
“The acceptance level among drivers has been really good too.”
Carey says the special Actros 25 Driver Edition is a welcome addition to the fleet.
“It looked good on the stand, but it looks even better in the metal, in our yard with our trailers,” Carey states. “It looks brilliant.”
The Actros 25 Driver Edition is a 2663 that features the top-of-the-line 630hp 16-litre six-cylinder OM473 engine linked to the latest generation
12-speed Automated Manual Transmission (AMT).
It comes with 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. This includes saving fuel by coasting for long periods.
The Actros 25 Driver Edition also features Active Drive Assist technology, which helps to actively
help steer the truck and keep it in the centre of its lane, although the driver is still required to hold the steering wheel.
It features a grey metallic paint scheme matched with Alcoa DuraBright wheels and a raft of upgrades that ensure it stands out on the highway. Beyond the visual upgrades, there is also a list of comfort features to make life on the road easier.
The Actros 25 Driver Edition features the Gigaspace cab, which is taller and provides more headroom
and space for front-mounted cabinets above the windscreen. One of these cabinets includes a microwave.
On the rear wall of the cab, there are two beds including a fixed bed at the bottom and folding bunk at the top. Below the bottom bed are twin fridges that are within easy reach of the driver.
The special truck features luxurious leather-seats, a leather wrapped steering wheel and woodgrain trim. A bunk curtain, with Mercedes-Benz logo, is also provided.
The annual Wauchope Yesteryear Truck and Machinery Club’s annual show made a comeback on the weekend of July 8 and 9 following three years of wipe outs.
More than 100 trucks rolled up for the event, including entries arriving from Sydney, the New England region,
the NSW Central Coast, Bega as well as exhibits from the Heritage Truck Association in Queensland.
Neil and Trevor Hudson brought their beautifully restored red Diamond T (pictured below). It was worth the drive up from Taree as the historic truck won the Truck of the Show award.
The Wauchope Yesteryear Truck and Machinery Club’s was founded in 1989 at Timbertown, Wauchope as the Timbertown Steam and Oil Engine Club Inc. In April 2011 the club moved to its current venue of the Wauchope Showground. Late in 2014 the club assumed the new name of
the Wauchope Yesteryear Truck and Machinery Club.
Two years of COVID restrictions followed by a 2022 washout failed to dampen enthusiasm within the club. Entries for 2023 included 109 trucks, 45 tractors, 20 motor bikes, 46 stationary engines and associated equipment, 20-plus cars, one bus, nine dozers/crawler tractors, one stationary steam engine and 17 stall holders. Everyone had a great time and are looking forward to next year.
Check out this stunning Peterbilt (below) spotted at Arundel on Queensland’s Gold Coast. Apparently it has the best sound system going around, according to the neighbours.
Definitely a candidate for a future OwnerDriver Truck of the Month.
personality around the trucking industry in Brisbane.
Sean (pictured above) was a vital member of the OwnerDriver team from 2017 to July 2020. Before that he spent seven years at Big Rigs newspaper.
It is with deep sadness that OwnerDriver magazine has announced the passing of Sean Owens, who was a well-known
In August 2020 Sean joined Royans Transport Accident Repairs where he was regarded as valued employee. He was diagnosed with cancer later that year but continued to fight a good fight until he passed away on July 9. He was a likeable bloke with a strong work ethic. OwnerDriver sends our deepest sympathies and condolences to Sean Owen’s daughter Mia, his parents and extended family. He will be missed by all.
Recently I was honoured to be part of a Transport Workers Union (TWU)-led delegation of industry participants to Canberra which consisted of truck drivers, ownerdrivers, rideshare drivers, food delivery riders, transport operators, employers, associations and the TWU. Our objective was to reinforce our message to parliamentarians of the urgent need for transport reform. It was great to see everyone coming together on the same page for the need of this life saving/changing reform in road transport, and it was great to see everyone we met was showing legitimate interest, concern and support to rectify what is happening in this industry.
We even spent time with the Prime Minister and the Minister for Employment and Workplace Relations, Tony Burke, who made the time to come and see us. I think everyone there had the same thing at the top of their minds – the awful figure of well over 100 truck-related deaths this year, with many of those killed truck drivers. It’s something that just can’t keep continuing.
It was great to see the spread of industry representatives in the
delegation all pulling together from different levels and sectors showing a well-rounded approach. Industry delegate members included Julie Downey, Chris Roe and Gordon Mackinlay from the National Road Freighters Association, Australian Road Transport Industrial Organisation Secretary and Victorian Transport Association CEO Peter Anderson, NatRoad CEO Warren Clarke, Tasmanian Transport Association executive director Michelle Harwood, and Linfox president of industrial relations, Laurie D’ Apice.
Even though there were drivers, operators and workers from various different sectors of the industry, what I found sad but interesting was that when it came to the main issues we face in our work spaces, we have so much in common – even the gig economy workers.
Some of the stories that came out of the delegation were completely disheartening. One of the gig economy workers, Ashley Moreland, was involved in a bad accident while delivering food on a bike and while he was lying in hospital, he was still getting prompts from the app asking him when he would
complete the delivery.
Ironically, the person that hit him was another food delivery driver, just showing how dangerous the conditions are with riders and drivers rushing through the streets to get the job done in an unrealistic timeframe. They said they have to keep up to really tight schedules – something we are familiar with as ownerdrivers – but the difference being the algorithm monitors them and can ‘deactivate’ them if it thinks they’re too slow. That means instant contract determination with no warning and no one to even talk to about it.
Another food delivery rider the delegation heard from was Helen You, who was working for something like $15 an hour and that’s before all overheads like fuel were taken out.
David Clarke, a courier franchisee for Couriers Please, told politicians his contract was terminated without the company having to give him a reason, left wondering what to do with all the branded equipment he’d invested in. He said it had become common for drivers to be expected to do two to three hours of unpaid work every day. The drivers were extremely stressed and some had even suffered suicidal thoughts because of the precariousness of their contracts.
One thing that really stuck out was that similar problems affected us all, no matter what sector you’re in, whether it be road trains operating in the outback to a delivery rider in the city, there is always someone up the top of the chain profiteering disproportionately from the people doing the job.
Sure, there are isolated cases here and there that are managing to hold their own but that can change at the drop of a hat as we have seen just lately with some of the major companies.
The biggest sign that the transport industry is ready for the biggest reform it has ever seen, was just to look at the people that were there in the room. With the help of Senator Glen Sterle’s inquiry, the industry has realised the need for cooperation, the need to work together and the need to put those willing to exploit this industry back in their box.
Over the next few months we all need to be coming together to support and lobby our local members to get legislation passed through parliament when it is introduced later this year. We need to be having conversations with our workmates and friends, keeping ourselves informed to understand what is happening and how it is going to affect us and our families.
Being armed with knowledge will help us understand and resist the scaremongering rumours that will surface from those opposing change so they can continue to profit from the hard work we do. Senator Sterle’s inquiry proved that the industry is crying out for reform to fix the crisis in trucking, so we need to rally together to make it happen.
“It had become common for drivers to be expected to do two to three hours of unpaid work every day.”
FREIGHTLINERCENTURYCLASSCST120 2004,CUMMINSSIGNATUREENGINE, RTLO20918BGEARBOX,MERITORRT46-160DIFFSONAIRLINERSUSPENSION,CAB PARTS,TUBELESSRIMS,HYDRAULICS.WRECKING.W2549. TA1176462. POA
STERLINGAT9500 2003,DETROITBK12.7LENGINE,AUTOGEARBOX,RT46-160 DIFFSONAIRLINERSUSPENSION,CABPARTS,HYDRAULICS,ALUMINIUMTIPPER BODY.WRECKING.W2545. TA1170119. POA
FREIGHTLINERARGOSY 2019,DD15ENGINE,ULTRASHIFTGEARBOX,MERITOR RT46-160DIFFSONAIRLINERSUSPENSION,CABPARTS,ALCOAS.WRECKING. W2550. TA1176464. POA
VOLVOFH121 2001,D12CENGINE,VT2514GEARBOX,EV87DIFFS,HYDRAULICS, CABPARTS,ALCOAS,ALUMINIUMBULLBAR.WRECKING.W2543. TA1170113. POA
MACKTRIDENT 2013,MACKMP8-500HPENGINE,MDRIVETRANSMISSION, MERITORRT46-160DIFFSONHENDRICKSONSUSPENSION,CABPARTS, HYDRAULICS,ALUMINIUMTIPPERBODY.WRECKING.W2547. TA1170122. POA
FREIGHTLINERFL112BUSINESSCLASS 1997,CUMMINSM11ENGINE,13SPEED GEARBOX,RT40-145DIFFSONAIRLINERSUSPENSION,CABPARTS,STEELTIPPING BODY,HYDRAULICS.WRECKING.W2546. TA1170120. POA
MACKVISION 2007,MACKCCRSENGINEPARTSONLY,RTLO20918BGEARBOX, MERITORRT46-160DIFFSONHASSUSPENSION,DROPONCAB/SLEEPER,DROPON BONNET,HYDRAULICS,ALCOAS.WRECKING.W2551.
FREIGHTLINERARGOSY 2013,DETROITDD15ENGINE,RTLO20918B GEARBOX,MERITORRT46-160DIFFSONAIRLINERSUSPENSION,ALUMINUMFUPS BULLBAR,CABPARTS.WRECKING.W2540. TA1158892. POA
MANTGA26-480 2007,MAN480HPENGINE,ZFAUTOGEARBOX,AIRBAG SUSPENSION,CABPARTS,BULLBAR.WRECKING.W2544. TA1170116. POA
FREIGHTLINERARGOSY 2010,Detroit14LEGRengine,RTLO20918AS3 gearbox,MeritorRT46-160diffsonairliner,cabparts,fueltanks, alcoas.Wrecking.W2527. TA1137354. POA
KENWORTHT408 2008,CumminsEGRengine,RTLO20918Bgearbox, SpicerRT46-170diffsonairglide460,cabparts,fueltanks,alcoas. Wrecking.W2528. TA1137355. POA
FREIGHTLINERCORONADO 2013,DD15ENGINEPARTSONLY,RTLO20918B GEARBOX,MERITORRT46-160DIFFSONAIRLINERSUSPENSION,DROPON CAB/SLEEPER,RTSA/CUNIT,ALCOAS.WRECKING.W2552. TA1176470. POA
As a full service civil construction company, our fleet of ten UD Trucks work in a wide range of challenging applications, and they always stand up to the test. What matters to us most is reliability, driver safety, versatility, driver comfort, and good fuel consumption. We trust UD to deliver maximum uptime and they never let us down.
Patrick O’Sullivan Managing Director, Prestige Civil Group, Victoria
To find out more, contact your UD Trucks dealer on 1300 BUY A UD or visit udtrucks.com/australia
No matter how hard the job, UD is paving the way in reliability.