Owner Driver 331 August 2020

ownerdriver AUGUST 2020 #331 $3.00 inc. GST

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

OWNERDRIVER.COM.AU

Truck sales soldier on Signs of significant

shake-up on market leader board See page 14

Light duty range revamp Hino’s new 300 Series

boasts improved performance and safety See page 62

First 2658 model in northern NSW fleet sets high standards

BIG RIVER BENZ 18

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Contents #331

AUGUST 2020

62 rescued a trapped driver from a burning truck

and joy, a 1977 F86 Volvo, is a regular

14 TRUCK MARKET BETTER THAN EXPECTED

also their workhorse around the farm

History will view 2020’s modest truck sales figures as something of a seismic slide caused by the economic impacts of COVID-19

10 8 ALL GO FOR NEW FREIGHT BORDER CONTROL National Cabinet agrees on need for uniformity in streamlined supply chain border management

10 HIGHWAY GUARDIAN A FACEBOOK FIND The Bridgestone Bandag Highway Guardian honour goes to a truckie who

attendee during show season, but it’s

62 HINO BRIDGES THE GAP With the addition of the new 721 model, Hino Australia’s revamped 300 Series has thrown down the gauntlet to its light duty rivals

18 TOP OF THE LINE

Former paint and panel shop owner Mark Samad has moved from repairing flashy cars to hauling them in a specially-ordered Scania Topline 6x2 R620 V8

“It slowed down but it’s really picked back up now.”

32

32 BIG RIVER BENZ

A superbly presented Mercedes-Benz 2658 is setting high standards in reliability and fuel economy in the mixed model fleet of Cromack Transport in northern NSW

52 F86 VOLVO A WORKHORSE WONDER Byron and Shaylee Kriesch’s pride

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NOW MORE THAN EVER...

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ownerdriver

BEHIND THE WHEEL Greg Bush

EDITORIAL

Managing Editor: Greg Bush Ph: 07 3101 6602 Fax: 07 3101 6619 E-mail: gbush@bauer-media.com.au Digital Content Manager/Deputy Editor: Cobey Bartels Ph: 0409 044 128 E-mail: cbartels@bauer-media.com.au Technical Editor: Steve Brooks E-mail: sbrooks.trucktalk@bigpond.com Contributors: Warren Aitken, Dyala Al Jabi, John Beer, Frank Black, Warren Clark, Rod Hannifey, Michael Kaine, Sarah Marinovic, Ken Wilkie Cartoonist: John Allison

PRODUCTION Sub-editor: Cat Fitzpatrick Designer: Bea Barthelson Print: APN Print

ADVERTISING Brand Sales Manager (Qld): Sean Owens Ph: 0439 739 933 E-mail: sowens@bauer-media.com.au State Sales Manager (Qld): David Wiltshire Ph: 0466 009 383 E-mail: dwiltshire@bauer-media.com.au Sales Manager (Vic): Matt Alexander Ph: 03 9567 4211 E-mail: malexander@bauer-media.com.au Sales Manager (NSW): Ben Coleman Ph: 0466 545 664 E-mail: bcoleman@bauer-media.com.au Sales Manager (SA): Nick Lenthall Ph: 08 8212 6256 E-mail: nlenthall@bauer-media.com.au Sales Manager (WA): Greg Boase Ph: 0408 516 176 E-mail: gboase@bauer-media.com.au Agency Sales Manager (NSW): Max Kolomiiets Ph: 02 8275 6486 E-mail: mkolomiiets@bauer-media.com.au

MARKETING & DISTRIBUTION Marketing Manager: Andrew Amato Ph: 03 9567 4145 E-mail: aamato@bauer-media.com.au Circulation Manager: Stuart Jones Ph: 03 9567 4207 E-mail: sjones@bauer-media.com.au

DISTRIBUTION QUERIES

Distributed by Ovato Distribution

EXECUTIVE GROUP Group GM Trader: Terry King GM – Industry: Graham Gardiner Group Finance Manager: Cain Murphy Senior Producer: Tim Kenington Support Services Manager: Regina Fellner Sales Director: Matt Rice ISSN 1321-6279

SUBSCRIPTIONS FOR ALL SUBSCRIPTION SALES AND ENQUIRIES

www.ownerdriver.com.au and click subscribe E-mail: tbm@magshop.com.au Ph: 1300 461 528, 8am - 6pm (EST) Mon to Fri Mail: Magshop GPO Box 5252, Sydney, NSW, 2001 OwnerDriver has an expanding national circulation, with emphasis on maximum saturation and readership throughout all Australian states and territories. Our efficient delivery service incorporating specialist delivery companies and Australia Post ensures that current editions of OwnerDriver are delivered to respective outlets within days of its publication. If you are having difficulty obtaining a copy within your area, or alternatively, are receiving requests for more copies than you are receiving, contact Stuart Jones on 03 9567 4207. No material may be reproduced in part or in whole without written consent from the copyright holder.

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Circulation 27,689 (CAB Audit September 2019)

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Border protocols

I

NTERSTATE RIVALRY has always been part of the Australian psyche. Usually it’s confined to politics and sport, but the COVID-19 pandemic has brought with it new grounds for varying access rules. Attempting to keep track of border restrictions through monthly publications such as Owner//Driver is almost a futile exercise as the right of entry, and the conditions attached, are changing weekly, sometimes daily, even for essential service workers such as freight transport operators.

In situations such as this, the best bet to keep up to date with border access procedures is via online sites. Through www.ownerdriver.com.au, our intention is to keep our readers well informed on any changes to border criteria for freight transport.

One association giving out regular updates on a state-bystate basis is NatRoad, which is doing an excellent job of constantly updating its website.

Nevertheless, here’s the current rundown on border restrictions that are currently in place as this issue of Owner//Driver goes to print.

Victoria, the state most affected by coronavirus, does not require drivers to possess a border pass. However, a face mask must be worn in the Melbourne metropolitan area and Mitchell Shire, including essential workers in the freight industry. Truck drivers travelling alone are allowed to remove the mask while in the vehicle.

It’s a different story for other states, particularly those sharing a border with Victoria.

In South Australia, essential travellers need to have a cross border travel registration form. However, if you already have an essential traveller status under the cross border community member category and your circumstance has not changed, you do not need to complete the form. In addition, some essential travellers are required to wear a surgical face mask when in contact with the public.

In NSW, all previous border entry permits expired on July 21. All operators travelling from Victoria need to reapply for a COVID-19 border entry permit. Freight drivers should apply for a border pass under the exemption category ‘Critical services – movement of freight or persons on a commercial basis’. Freight industry workers are excused from requirements to self-isolate, provided their employer has a COVID-Safe plan in place. In addition, the NSW Government recommends that all essential workers wear a face mask.

It’s a little more strict in Western Australia. All heavy vehicle drivers must apply for an exemption under the transport, freight and logistics category to enter the state.

Any essential traveller who has been in, or transited through, Victoria or NSW within the previous 14 days is required to take a COVID-19 test within 48 hours of entering WA. However, essential travellers who leave WA within 48 hours of entering the state are not required to have the test.

For the ACT, a border pass is required if entering from Victoria. Freight and logistics operators must apply for an exemption at least 48 hours (wherever possible) before the intended travel date.

In Queensland, a border pass is required for freight drivers if entering Queensland from anywhere and must be renewed every seven days. Drivers are required to self-isolate in their truck or accommodation when not working and must agree to be tested if coronavirus symptoms develop.

Similarly, the Northern Territory requires anyone arriving from elsewhere to have a border pass. Those who have been in hotspots are not permitted to enter, unless they are truck drivers moving essential, critical or urgent items, although they must quarantine in their truck or a hotel.

It’s a similar theme in Tasmania, however anyone, including those working in essential services who have arrived from Victoria or one of the NSW hotspots, are required to have a COVID-19 test. Medical staff are on hand at seaports.

As I mentioned, these situations can change like the wind, although National Cabinet has endorsed a new protocol to address freight border crossing inconsistencies (see page 8). The best bet is to keep your eyes open for any updates online.

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

Unity sought for freight border control National Cabinet agrees on need for uniformity for streamlined supply chain border management

NATIONAL CABINET has endorsed a new protocol to address freight border crossing inconsistencies across different jurisdictions.

It has also agreed to upgrade the Domestic Border Control Freight Movement Protocol to an enforceable code by state and territory jurisdictions.

The protocol agrees “unanticipated delays at the border can have implications for safety on the roads and the health of critical transport workers” and states “greater consistency in border management of supply chains will assist industry to comply”.

The protocol, endorsed by the Australian Health Protection Principal Committee with the involvement of members of the Transport and Infrastructure Council (TIC), outlines measures that all states and territories agree will allow freight to move safely and efficiently across borders.

For example, on managing risks of freight disruption to the community and economy, the protocol notes: • border controls applying to heavy vehicle drivers, support workers and rail crew should be streamlined, standardised and recognised across jurisdictions

wherever possible to ensure minimal disruption • at road border check points, a dedicated freight lane, waive through of freight or prioritised entry should be provided where road conditions and infrastructure allows to minimise delays for heavy vehicles • where permits are required, the duration and conditions (including display) should be standardised and recognised across jurisdictions. Pre-approval processes and timeframes should enable companies to plan and schedule transport operations • a clearly identified program of targeted checks based on assessed intelligence as well as random checks should be conducted at a level that does not unreasonably delay freight • permits for support workers where required should be expedited to ensure essential work, including heavy vehicle or train breakdowns, can be conducted without delay • heavy vehicle drivers and rail crew should not be required to quarantine or self-isolate for 14 days following a border crossing in relevant jurisdictions, unless they develop symptoms of COVID-19 or have

been a close contact of someone who has COVID-19, or as directed by health authorities • COVID-19 tests should be available at no cost to heavy vehicle drivers and rail crew whether or not symptoms are present if required by this protocol.

National Cabinet also agreed that further work be carried out by jurisdictions on the implementation and enforcement of an industry code which, in conjunction with the protocol, will minimise risks and exposure to workers and the community from COVID-19.

Deputy Prime Minister and Minister for Infrastructure, Transport and Regional Development Michael McCormack says all levels of government had worked to combine the best health advice with feedback from the transport industry.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Highway Guardian a Facebook find Bridgestone Bandag Highway Guardian honour for truckie who rescued a trapped driver from a burning truck A TRANSPORT driver who saved the life of a fellow truckie has been honoured as a Bridgestone Bandag Highway Guardian, after being tracked down on Facebook.

Shoobridge Transport’s John Lee assisted at a major crash site in January 2018, coming to the aid of the trapped driver of an overturned truck that was leaking fuel and engulfed in flames.

After being rescued through the windscreen of the truck by Lee, the driver made a full recovery from minor injuries.

Following the incident, the driver’s wife set out on a quest to locate her husband’s hero and turned to social media to ensure he received the deserved recognition.

Bridgestone Australia and New Zealand managing director, Stephen Roche, lauded John Lee as a standout member of the Australian trucking community and congratulated him on his heroic efforts.

“The Bridgestone Bandag Highway Guardian accolade recognises truck drivers who have done incredible, selfless things, and we’re delighted to recognise John Lee with this award,” Roche says.

“Bridgestone Bandag Highway Guardians tend to be humble, but we believe they deserve

recognition. The lengths that went into locating John Lee highlights the impact his actions made and showcases the need to distinguish him properly.”

Australian Trucking Association chair, David Smith, believes John Lee’s story speaks to the character of many in the industry of going above and beyond in a humble fashion.

“Congratulations John Lee on being named the latest Bridgestone Bandag Highway Guardian and thank you for your selfless actions in saving a fellow industry member,” Smith says.

“Every day, members of our industry do things to benefit others and don’t expect praise. Those who go above and beyond are the unsung heroes and deserve to be recognised through the Bridgestone Bandag Highway Guardian award,” Smith adds.

John Lee is the second recipient of the award within the past two months. In June, Frasers Livestock Transport driver Jeff Clegg was recognised for helping to save a motorist’s life at Woodenbong, NSW. Clegg discovered a driver trapped in his overturned 4WD vehicle in dense vegetation. He alerted emergency services and stayed with the driver until help arrived.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Viva powers Mighty Machines S2 Viva Energy to fuel second season of Mighty Machines TV show

LEADING AUSTRALIAN energy company Viva Energy has been announced as the exclusive broadcast partner of the second season of Bauer Media Group’s hit TV series Mighty Machines.

Aired on Network 10 in Australia and Prime TV in New Zealand, and amplified across Bauer’s print and digital platforms, the 10-episode first season proved a ratings success, reaching an average TV audience of 264,000 in Australia alone.

Based on this success, season 2 of Mighty Machines will expand to an epic 20 episodes when it airs in Australia and New Zealand from Saturday, September 26.

Leveraging the talent of Bauer’s stable of transport and machinery journalists, videographers and editors, season 2 will showcase the mighty men, women and machines that underpin the region’s transport, construction and farm sectors.

Supplying a quarter of Australia’s fuel needs, Viva Energy is the exclusive distributor of Shell fuels and lubricants in Australia through its network of more than 1,250 service stations. Mighty Machines is an ideal vehicle for the business to showcase its market-leading

products and services, especially the Shell Rimula range of heavy-duty lubricants.

Viva Energy’s transport marketing manager, Nick Lubransky, says the business is excited to be partnering with Mighty Machines for the second season.

“Our Shell Rimula range of heavy-duty engine oils supports the machinery that appears in Mighty Machines, so partnering with this great Australian-made program was an ideal fit for our business,” Lubransky says.

“Viva Energy is a crucial player in enabling truck operators move freight across the country and machinery operators function in the mining, aviation and marine industries.”

Terry King, Bauer’s general manager of publishing, adds: “We are thrilled to be working with Network 10 and Viva Energy to bring Australians a show highlighting the incredible machinery that underpins Australia and New Zealand’s vital transport, construction and farming sectors.”

He says the show will again be packed with the best machinery reviews, adventures and more. In 2020 the Mighty Machines team will travel to the

far reaches of Australasia and beyond, bringing their passion, adventures and advice to the small screen.

The decision to produce an even bigger second season was an easy one, he adds.

“We loved making this unique show and Australians and New Zealanders clearly loved watching it too. Each episode of Mighty Machines reached over 300,000 TV viewers alone on 10 Bold and Prime TV – plus thousands more across our print and digital platforms.

“Almost 30 per cent of that audience was female, and almost half was drawn from the hard-to-reach regional areas of the country, which is a reflection of the show’s broad appeal,” he says.

Mighty Machine’s presenters are all expert journalists from Bauer’s suite of transport and machinery publications, including iconic magazine titles such as Australasian Bus & Coach (ABC),

Australasian Transport News (ATN), Deals on Wheels, Owner//Driver, Earthmovers & Excavators and Farms & Farm Machinery; as well as complimentary digital platforms.

The team’s authenticity and expertise are central to its success, says King.

“Our talented journalists – including co-hosts Harrison Hunkin and Cobey Bartels – draw on decades of industry knowledge and experience to deliver their insights through a highly-relatable and entertaining lens. Equally, the machines are the stars. There’s such diversity of machinery on offer today, and we strive to highlight the unique appeal of every machine we feature,” he adds.

“We’re also honoured to have the support of our major broadcast partner Viva Energy on this exciting journey with us.”

To watch season 1 visit OwnerDriver. com.au/mighty-machines.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Truck market better than expected While history may ultimately view 2020’s modest truck sales figures as something of a seismic slide caused by the economic impacts of COVID-19, it may also come to see the year as the first sign of significant shake-up on the market leader board.

A new ‘normal’, perhaps.

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14 AUGUST 2020

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IF HALF YEARLY results are anything to go by, truck sales figures for 2020 may not be the complete disaster some pundits have been spectacularly quick to predict.

Certainly, the sales market to the end of June hasn’t been great and the strong figures of the previous three years now seem like a distant dream. Or were they an unsustainable illusion?

Whatever, we’ve never seen anything like COVID-19 before and the simple fact is that 2020 numbers to date could have been worse. Much worse.

For instance, as the Truck Industry Council (TIC) reported back in May, ‘Despite the plummeting sales, we have not yet reach (sic) “the worst sales on record”, with May 2009, 2010, 2011 and 2014 sales in the post Global Financial Crisis era, being slightly worse than those of May 2020.’

Yet perhaps the best sign that 2020’s slippery slope hasn’t been quite as steep as first envisaged – at least not at this stage – is the figures for the first quarter of this year in the immediate pre-COVID months were considerably lower than those in the second quarter as COVID impacts took hold. More simply, truck sales

in its assessment of the month’s result.

According to TIC’s statement, ‘The month of June bucked the recent COVID-19 trend of plummeting truck sales in Australia and while history shows that truck sales peak in June every year, no doubt due to the tax benefits that exist at the end of each financial year, the June 2020 sales result was something quite special.

“It resulted in the best monthly sales EVER recorded in Australia.”

In total, 4620 trucks and vans with a gross vehicle mass (GVM) rating above 3.5 tonnes were sold last month, eclipsing the previous best result when 4231 units were delivered in June 2018.

The star performer in June was the light-duty class, “… buoyed no doubt by the federal government’s instant asset write-off of $150,000,” TIC reports.

“The June 2020 tally for light-duty trucks was 1583 units, surpassing the previous monthly record of 1304 set in June 2018.”

In the heavy-duty class, more than 4900 new trucks were delivered to the market in the first half of this year and if the current trend continues, it’s entirely possible that around 10,000 new heavy-duty trucks will be delivered in 2020.

Again, not a record-breaking number but far better than initially expected and for what it’s worth, notably better than the 4,511 heavy-duty trucks delivered in the first half of 2016 when market conditions were simply flat and the word ‘virus’ had more relevance to computers than people.

Medium-duty results for the first half of the year were typically subdued with 3265 units delivered. Again though, the medium-duty sector has been off the boil for a couple of years,

‘The month of June bucked the recent COVID-19 trend of plummeting truck sales.” in heavy-duty, medium-duty and light-duty classes were all higher in the second quarter than the first.

In effect, the market has marginally improved as the year has progressed.

Still, the numbers aren’t brilliant. Not by a long shot. But again, it’s not as bad as it could have been due in no small part to government economic stimulus packages and a number of clever finance and service initiatives by several leading brands. Collectively and individually, various industry initiatives and government incentives have helped soften the impact to a dull thud rather than a brutal thump.

Sales for the month of June were especially buoyant, with the normally conservative commentary of the Truck Industry Council (TIC) almost effusive

so this year’s figures are perhaps indicative of a trend mixed within the difficulties of current conditions.

There is, of course, still a long way to go and despite June’s stellar result and its contribution to a reasonable performance for the first half of the year, Victoria’s recent shutdown with its resultant effect on a return to some semblance of economic health will only add to the duration of national pain. That said though, this country’s reliance on an efficient and reliable road transport industry has rarely been more evident or more vital than during the past six months or so.

Meantime, there has been a significant shift in some areas of the market. In the heavy-duty sector, Volvo has maintained recent momentum

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H

by displacing Kenworth for market leadership. For the six months to the end of June, Volvo held 18.8 percent of the high profile category with 923 deliveries for the year to date and Kenworth more than 100 units behind on 16.6 percent.

Seemingly entrenched in third place is Isuzu with 12.6 percent, followed by a close contest for minor placings with Scania on 8.2 percent, fractionally ahead of Mercedes-Benz on 8.1 percent and Mack on 7.7 percent.

There were, however, a couple of worthy performances among other heavy-duty hopefuls. UD and DAF, for example, are now close to notching five percent of the sector. It may not sound much but on the back of impressive new products, both these brands have managed to improve market penetration in these difficult days.

Perhaps the most notable change, however, is in the medium-duty class where Hino appears to be inching its way ever close to historic market leader Isuzu.

Admittedly, there’s still a sizeable gap between Isuzu’s 40.4 per cent of the category and Hino’s 33.8 per cent, but the acceptance of Hino’s new 500-series with its swag of standard safety features certainly appears to be keeping the market’s attention.

In the light-duty class, however, Isuzu’s leadership remains absolute with a 40.2 per cent stake and its

nearest competitor, Hino again, well back on 23.4 percent.

Considering the results of the first six months, the second half of 2020 should be at least interesting.

For its part, TIC is maintaining a cautious outlook. As chief executive officer Tony McMullan recently concluded: “It must be remembered that July, August and September truck sales are historically low, as the new

financial year begins. Coupled with an Australian economy still reeling from the effects of COVID-19 and now with much of Victoria facing Stage 3 lockdown restrictions again, I have concerns that the better than expected June sales result will be a short-lived aberration.”

The hope, of course, is that Mr McMullan’s concerns fail to fly.

– Steve Brooks

Above: Volvo has overtaken Kenworth in the heavy duty sales market. Photo by Alistair Brook Opposite: Hino’s 500 Series is slowly pegging back Isuzu’s medium-duty dominance. Photo

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AUGUST 2020 15

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

‘No Go’ for Melbourne Truck Show COVID-19 plus waning commercial support leaves Brisbane Truck Show rival’s ambitious plans in dire straits

IT APPEARS increasingly likely that ongoing COVID-19 restrictions will be the final nail in the coffin of the Truck Industry Council’s (TIC) divisive attempt to end the Brisbane Truck Show’s crown as the premier event on the Australian trucking calendar.

The council’s original plan was to conduct an event called the Australian Truck Exhibition and Technology Symposium at the Melbourne Convention and Exhibition Centre on March 21 to 23, 2021, just two months before the next Brisbane Truck Show in May. According to several industry insiders, TIC’s decision to forge ahead with plans for a rival event was largely to stifle the funds accrued by the organiser of the Brisbane Truck Show, the Heavy Vehicle Industry Association (HVIA).

Some sources suggest TIC, which describes itself as ‘the peak industry organisation representing the united

views of Australian-based truck manufacturers, truck importers, heavy vehicle engine companies and major component suppliers’, was simply seeking to keep its members’ truck show costs within its own ranks and similarly, establish itself as a more effective representative and lobbying body than the HVIA. However, the proposal for a Melbourne event has been a divisive issue within TIC’s membership, not least because previous attempts over many years by various organising bodies to run a successful Melbourne truck show have been ineffective.

Similarly, the council’s decision to engage a costly German organiser (Deutsche Messe) for its Melbourne event has not been well received by some members.

Moreover, the recent appointment of Daimler Truck and Bus Australia (Freightliner, Fuso and Mercedes-Benz) president Daniel

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Whitehead to the board of the HVIA highlights the differing opinions within TIC. Yet despite the lack of an official comment from TIC, perhaps the most blatant hint of waning support for the Melbourne event comes from recent reports that Paccar Australia (Kenworth and DAF) and Isuzu Australia have rebooked space for next year’s Brisbane Truck Show.

Above: Paccar Australia are reported to have already booked space for the 2021 Brisbane Truck Show

It is, after all, no secret that the chiefs of both companies have been powerful proponents of TIC’s dubious bid to end the reign of the Brisbane Truck Show as the Australian trucking industry’s most successful event.

– Steve Brooks

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operator profile

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TOP OF THE LINE

Former paint and panel shop owner Mark Samad has moved from repairing and customising flashy cars to hauling them across Australia in a specially-ordered Scania 6x2 R620 V8 with a Topline cab. Greg Bush writes

Photos by Charlie Suriano

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“I will not buy another truck without it.”

I

N A COVID-19 inflicted world it’s hardly business as usual. Less social contact, border restrictions, and let’s not mention panic buying. So when Owner//Driver wanted to catch up with an operator who simply loves his job while sitting behind the wheel of a fine example of European technology, the best option was to pick up the phone and have a chat.

Admittedly, the stunning photos on these pages were taken some time ago, so it was with great interest that we followed up with a call to Mark Samad as he was driving his Scania 6x2 R620 V8 Topline from Melbourne to Sydney.

Naturally, Mark had his hands-free Bluetooth phone on the go, so no dramas there. However, the difficulty was also going to be hearing what Mark had to say over the noise of the truck’s engine as it made its way up the Hume. Oddly enough, that engine noise was almost non-existent.

“They [Scania] actually double glazed the windows, so when you sleep you can’t hear anything outside,” Mark explains.

“Right now I’m speaking to you when I’m driving. How quiet does it sound? You can’t hear anything.”

And he knows what he’s talking about, especially when comparing the sound-proofed Scania to another truck he owns – a Mack Trident. “A big difference,” he laughs.

The Scania is not new – he’s owned it for around three years, clocking up around 630,000 kilometres on his Australia-wide runs. But he keeps it well maintained, signing up from the word go to a repair and maintenance contract organised through the Scania dealership at Prestons in Sydney.

“It’s the best thing I ever did; I will not buy another truck without it,” he states.

“When the truck is due for a service they call you, they book it in, you take it in there to get done – no issues. If anything is wrong with it, they fix it and give it back to you.”

It’s proved to be a wise decision, considering the price tag on the freight he generally carries.

Luxury cars Mark subcontracts to car-carrying experts CEVA Logistics; his freight ranging from the average family car to race cars and up to a Ferrari or, his dream car, a Lamborghini.

With an adjustable mezzanine deck on the CEVA-owned Transmech Australia-built trailer behind, he can transport up to six cars in one go. And he goes anywhere, naming Western Australia, South Australia, Melbourne, Sydney, Brisbane, Townsville and Cairns among his destinations.

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Top: Mark’s Scania R620 Topline arrives at CEVA’s Melbourne depot Above: Mark Samad subcontracts to CEVA Logistics, hauling classy cars all over Australia Below: Special order: Mark requested the Scania Topline cab, a rarity in Australia

However, unless there’s a race meeting or car show, Mark generally makes it home to spend time with his family on weekends. With week night’s spent on the road, he’s decked out the Scania’s interior to a motel-style setup or, as he calls it, his “home away from home”.

“It’s got microwave, TV, X-Box, coffee machine, fridge/ freezer and two beds,” he says.

The bunk beds come in handy for two-up situations, or whenever his wife Tracy tags along on the occasional trip.

The couple’s daughter Isobel, 17 and son Zac, 11, have also spent time in the top bunk. “They like going in the truck on school holidays,” Mark says.

It’s comfort-plus behind the wheel as well. Leather air-ride seats that can be temperature-controlled to suit the seasons, plus lumbar support, enable Mark to reach his destination with minimal fatigue.

“Both seats are exactly the same,” he says. “When I do take a passenger with me they’re just as comfortable as I am.

“When you go and buy a truck, it’s always just the driver’s side that’s an air seat, and the passenger side is just a standard seat. I’ve got them both the same, so if anybody is travelling with me they’ve got the same comfort that I have.”

With his long stretches away from home, these add-ons are important. Often he will sleep at a CEVA depot, if not he usually finds space at a truck rest area, although he says that can become more difficult when holidaymakers are on the loose.

“On school holidays you get all the caravanners parking in the truck stops, which is a pain in the arse,” he says. “They’re trying to stop it but they still do it.”

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“It slowed down but it’s really picked back up now.”

Stress-free deliveries As one can guess, Mark’s liking for the Scania is more than matched by his admiration of the freight he transports. Before getting into the car-carrying game, Mark ran a paint and panel shop, repairing and customising customer cars but it came to the stage where he’d had enough.

“I actually closed it down; too much stress,” he explains.

“I had plenty of work, but the problem was in the panel shop.

I wasn’t doing insurance work, I was doing custom work, and you’re always chasing customers for money.

“I found a truck for sale, which was a race van, which is how I got interested in it. I went and had a look at it, bought it and it went from there.

“With this [CEVA], you don’t have to worry about it. Every

week you’re getting paid and you don’t have to worry about the stress.”

Mark has four trucks in his small fleet. Apart from the Scania Topline and Mack Granite, he owns a DAF as well as an older Scania, an R620 Highline. The Topline purchase was a little out of the ordinary – that model was not generally available here.

“I think there were only about three or four of them in Australia; I had to specially order it.”

Mark also opted for a 6x2 configuration with a lazy axle for extra stability. “Because we’re not carrying heavy weight, you don’t need the axle to work hard. It’s less weight and better fuel economy,” he says.

With the Transmech trailer being 4.6 metres high, it was another reason to opt for the Topline. Not to mention

Above: CEVA ordered the carcarrying trailer through Transmech Australia in Adelaide.

It’s capable of transporting six cars at a time Right: Mark loads a Shelby GT-R Mustang onto the Transmech trailer

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“I’ve had it now almost three years, I absolutely love it.”

that Scania was the only manufacturer he could find to provide a low turntable height of 1050mm for the trailer.

It’s a workable and durable combination for those long hauls across the country.

Mark admits that in the early days of the COVID-19 pandemic, business dropped off a little.

“A lot of people stopped buying cars; it slowed down but it’s really picked back up now,” he says.

“We move everything. We do motorbikes, we move standard cars, high end cars. On board now I’ve got a Porsche, two Mercedes-Benz cars, an EJ Ute … that’s the sort of stuff that we carry.”

Mark reckons he’ll keep the Scania R620 Topline going for another two or three years before investing in a new truck.

“I’ve had it now almost three years, I absolutely love it.

“But this was the last Topline built in this shape before the new one came out,” Mark says. “They don’t make these anymore and you can’t get them.”

And Mark’s replacement truck? He’s already looking ahead to a time when a new Scania Next Generation prime mover will become part of his modest-sized fleet.

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mechanical issues mean finding a replacement trailer at short notice • Employed drivers sometimes don’t follow the business’ policies.

The legal view Sarah Marinovic

In breach of mass limits Here’s a few tips on keeping your business safe from mass breach fines

T

HERE ARE a few areas of the Heavy Vehicle National Law (HVNL) that should be on the radar of every operator. They’re the laws that carry the biggest fines, are most enforced, and seem to make up the bulk of matters going to court. For transport businesses these are the laws that represent the largest risk.

The mass limit laws are one of these highly policed provisions. They are also one of the areas where I see good operators come unstuck, often through no fault of their own.

When a mass overload is detected in New South Wales, the default position is to charge the operator. The idea is that business owners are more likely to implement compliance policies and run their business carefully if the punishments are aimed at them. There’s good logic behind the policy.

Unfortunately though, even with the best policies in place it’s not always easy for operators to control what happens in the loading environment. Sadly, these mistakes can cost businesses tens of thousands of dollars in fines.

As an operator, there are steps that you can take to prevent yourself from falling foul of the mass overload laws.

KNOW THE LAWS It goes without saying that anyone operating a heavy vehicle needs to know their gross and axle mass limits if they want comply with them.

But, knowing the law can also help minimise the damage if something does go wrong.

The HVNL provides a defence for operators who, despite their best efforts, find themselves in breach of the mass limits. The laws says that an operator must not permit someone to drive

an overloaded truck “unless the person has a reasonable excuse”.

What constitutes a reasonable excuse will be different in every case. It depends on what caused the breach and what could have been done to prevent it.

The starting point for establishing a ‘reasonable excuse’ defence is having taken steps to identify risks and implementing policies to prevent them.

This is why it’s also important that your employees are aware of the laws too. Usually they are the people on the ground who have the most immediate control over avoiding breaches that occur at the loading site.

Not only are educated employees more likely to prevent a breach, but if a breach does occur the authorities will usually ask the driver whether they are aware of the mass limits.

You will have a better chance of establishing a ‘reasonable excuse’ for the breach if you can demonstrate that you have educated your staff.

RISK AREA AWARENESS Identifying where problems are most likely to arise is the first step in implementing effective policies and procedures, and in turn of giving yourself the best chance of establishing a ‘reasonable excuse’ if things do go wrong.

Most of the cases I see at court are the result of a few common issues: • Axle breaches are often caused by incorrectly placed loads. Even where a vehicle is well under its gross weight, a slightly misplaced load can result in a significant axle overload • Third parties aren’t always reliable. Even the best plans can be ruined when the container you collect is heavier than advised or the third party loader positions the load incorrectly • Unexpected situations arise, for example

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

I recommend that all of my clients spend time thinking about where things could go wrong in each step of their business, from accepting a job, to loading and delivery. Once they have identified their risk areas, they can think about what they can do to minimise or reduce them.

DOCUMENT YOUR POLICIES One of the biggest mistakes businesses make is not writing down their policies. Most workplaces have good procedures in place, but many don’t formalise them.

I completely understand this; most of us hate extra paperwork! But, should you find yourself charged with a mass overload breach then your documentation will become your strongest asset.

Written policies and procedures are the evidence of the steps you took to identify risks and prevent breaches. Without having these things in writing it is much harder to show that you have done this, and in turn demonstrate a ‘reasonable excuse’ for the offence. At the very least, having this documentation will usually result in a much lower fine even if you can’t defend the charge entirely.

Your written policies and procedures don’t have to be too complicated. The important thing is that they give clear directions about how people in the business will approach tasks and what they need to do to ensure compliance with the law.

There are many Chain of Responsibility compliance businesses who can help with this process.

Once you’ve prepared your documents, it’s a good idea to have each member of staff read and sign them to confirm they understand and agree to follow the policies.

Hopefully you will never find yourself in court for a mass breach, but taking these three steps will put you in the best position if you ever do.

“It’s not always easy for operators to control what happens in the loading environment.”

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LIVESTOCK & RURAL John Beer

Unneeded pressure Livestock haulers don’t need whizz-bang technology to make the job tougher than it already is

T

HIS COVID-19 seems to be here for a while; I think many of us hoped it would be gone by now.

It’s even routine to be looking for border closure updates. I wish the information communicated had been done a bit better. Outbreaks like Cedar Meats were very distressing for transporters and hearing about it on TV first, we weren’t given much information or support. Local newspapers and journos helped getting us kept up to date, asking questions and pressuring for answers for freight operators. We are still reading about other hotspot freight sites vs being told by the source companies or health departments.

Innovation and technology is being constantly promoted as the answer for many of our woes. Putting all our eggs in a digital basket is frustrating when basic, important safety and workplace issues still exist.

For example, the TruckTracker app, one of 16 recipients of funding via the federal government’s $4 million Traceability Grants Program. According to the media release, the app developer has been given $930,000 for their project: “This mobile and web app improves traceability by tracking cattle trucks and digitising the current information flow.”

We have NVDs, we have NLIS tags on cattle, we have cattle transported on trucks to markets and processors and export sites.

Those drivers have telephones, their trucks also may have GPS technology if owners fit them, they know what time they were loaded and the sites we go to have curfews. What am I missing? Are they seriously questioning the transporter as a transparency problem?

Frustratingly, this nearly million dollars could pay to really help fix some real issues for livestock transporters. Transporters like the one I watched a month ago take two hours to unload his two decks of cattle at an abattoir because the unloading ramp needs bulldozing. Problems like the four trucks, including mine, waiting for hours to unload behind him, queueing in side streets without the ability to rest and no real way to help the poor bloke. Problems like nowhere to wash my truck out at this facility where I unloaded, nowhere to get changed or have a shower because the trailer and effluent tanks are overflowing from animals who haven’t been curfewed at all by the owners.

What we don’t need is more bloody pressure from our consignors and customers to “see where we are”. We are going as fast as is safe, we want to get unloaded on time, we want to wash our trailer, dump our effluent properly and have a warm shower and a meal. We want safe big roads that accommodate our vehicles. We want service centres open 24 hours and able to provide a

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healthy fresh meal and a clean shower and toilet. We want safe unloading facilities and loading infrastructure and not wait hours to use it. What we don’t need is an electronic work diary in disguise, a digital record of all the delays caused by poor infrastructure that put pressure on us and our work diary!

We aren’t taking cattle for a tour of the sights; this is just another idiotic idea that pressures transporters when the rest of the supply chain should be fixing their responsibilities. What an absolute bloody joke.

RAMP SAFETY I want to give a shout out for people trying to fix actual problems. My association (LRTAV) and industry have had some criticisms of Mt Gambier Saleyards but their acting CEO Jane Fetherstonhaugh has been fantastic, taking on board our concerns and working hard to fix the site and make it safer. We’re hoping to see a recent grant resulting in two brand-new multi-deck ramps built in the near future and it is down to leadership and willingness to listen and work with our industry.

Horsham Livestock Exchange has an effluent disposal facility installed, thanks to the vision and support of their manager Paul Christopher and the Council. This is a fantastic thing, a first: because we are hoping that other saleyards and sites will follow

JOHN BEER, with four decades as an owneroperator under his belt, is currently vice president of the ALRTA and the LRTAV. In addition, John is a past president and life member of both associations. He was the first recipient (2015) of the ALRTA McIver Award for Outstanding Contribution to the Livestock and Rural Transport Industry, and in 2016 was a finalist in the ATA Awards for Outstanding Contribution to the Australian Trucking Industry. John sat on the ATA Council as the ownerdriver representative from 2017 to 2019.

“We aren’t taking cattle for a tour of the sights.”

their lead, creating simple cost-effective solutions for effluent disposal. We could build dozens more if we could use that $930,000 I mentioned earlier!

I’m happy to see the National Heavy Vehicle Regulator (NHVR) taking a pragmatic approach to rear marker plates. It’s practical and reasonable solutions that we need right now. The country is ever more reliant on freight and transport to be efficient and reliable. So many of us are small businesses, hard-working operators who cannot afford to be off the road and who need to be helped when changes are required.

What we need of the Regulator are more options for work diaries. This is becoming a growing problem for operators getting access to VicRoads/RMS sites in a truck. And fewer service centres/truck stops have them. It would be great to see work diaries routinely being carried by NHVR and enforcement officers and at checking stations, and more truckstops officially supplying them.

I have a bugbear when it comes to perforamce based standards (PBS) – longer trailers or countless combinations, where’s it all going to lead us? Will we be able to sell equipment if it keeps changing all the time?

Our industry is concerned about mass, yet what do bigger longer trailers mean? I’m not sure if PBS is the answer but maybe 10,000 applications mean I ask the wrong questions.

ZOOM MEETINGS Some good news: hopefully a national Ramps Standard will be across the line by the end of the year if not sooner. Led by transporters it means new ramps and yards will have to be built and sold to a standard that keeps all that use them safer.

It’s good news for farmers and for Aussie manufacturers competing against cheap, nasty imported equipment.

Many associations have had to cancel conferences and the LRTAV (Livestock & Rural Transporters Association of Victoria) is no different. We’ve been using Zoom meetings to talk to bureaucrats – it’s all a bit hard and confronting for an old bloke. But those who make the policy, who give out the grants, the people writing the laws need a real look at the world we live in.

We must fix the things that are broken and stand up for ourselves and our safety.

Technology can help us, but we’re also going to need old fashioned sweat and determination to get things to where they need to be.

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has dropped by over 20 per cent so will have to keep working if possible after this crisis.” Another respondent said: “I’ll have to continue working way past retirement age to make up the loss in my super.”

The truth is that standards in road transport have been poor for some time and the pandemic has made it worse. The fact that standards are now being dragged down even further should be a serious cause for concern.

TWU Michael Kaine

Call for industry reform

WORKERS’ ANXIETY

The road transport’s new hero status hasn’t helped Australia’s truckies doing it tough

I

t’s great that the essential work that drivers do has been recognised with the tag “heroes of the pandemic”. But let’s see how deep that sentiment runs in the coming months.

Already we have seen that the toughness of the job and the sacrifices drivers make doesn’t really register with the powers that be.

When state and territory borders closed earlier this year, so did some truck stops, and drivers found themselves unable to take proper rest breaks and have hot meals and showers. It took efforts from the union, Senator Glenn Sterle and other elements in the industry to change that and get exemptions and directions from the federal and state governments to change it.

Then came the fiasco of the New South Wales border closure with Victoria in July and with it the NSW government responding to drivers’ applications for permits with documents stating that “you will be required to self-isolate for 14-days upon arrival in NSW”.

The idea that workers performing a “critical service”, according to the NSW government category, should be expected to self-isolate was ridiculous and showed how little planning and thought went into the need to keep freight moving across the border.

Again pressure was applied with our NSW and Victoria branches demanding that the NSW government ensure drivers had the exemptions they need.

But these issues show just how in the dark the state authorities are when it comes to the role that our industry plays in keeping our essential food, fuel and medicines moving and our economy powering.

MICHAEL KAINE is the national secretary of the Transport Workers Union of Australia.

Contact Michael at: NSW Transport Workers Union, Transport House, 188-390 Sussex Street, Sydney, NSW 2000. twu@twu.com.au

meals.” Another said: “I’m finding it extremely hard. I’m getting behind in bills, stressed out, not eating, barely sleeping.”

Another said: “I’ve been without income for two and a half months and still waiting for the Centrelink payment. I’m behind on rent by more than $3,000. I have a one-year-old son and my partner is pregnant.”

Some saw no choice but to dip into their retirement savings: “My wife has lost her job, my wage is down by $550 per week. We have a young son only six years old. Debt is climbing.

I don’t want to touch my super but I can’t see any other choice,” said one respondent.

The fears from the ageing workforce was revealing: “Aged 71 and my super

We know the health and safety stresses that come with the job, and that transport workers have the highest workplace fatalities of any industry. We know tight margins and financial worries have huge implications for safety. We know that the source of much of the stress and anxiety among drivers and operators stems from financial pressures from wealthy retailers and manufacturers at the top of the supply chain.

If drivers and operators are really heroes of the pandemic then we need to recognise this and lift standards in the industry.

It is positive that the Senate inquiry into standards in transport, which has been on hold because of the pandemic, is reconvening and starting up hearings again.

The federal government must jump on board with the efforts that Senator Glenn Sterle and others are doing on this. It must start looking at the sacrifices drivers have made throughout the pandemic and the deadly dynamic of the industry and right the wrongs.

We need urgent reform in our industry, not pats on the back and platitudes.

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INDUSTRY FEEDBACK A survey we did of almost 3,500 workers in the road transport industry makes for some very sobering reading when it comes to revealing how tough these workers have been doing it since the virus outbreak.

One in three truck drivers, delivery drivers and logistics workers have lost hours, been stood down or made redundant.

Over 40 per cent have lost a fifth of their income and 36 per cent are saving much less super or not saving for their future at all.

Many are concerned about their future, with almost two thirds saying they are worried about losing their jobs, almost half stating they are worried they won’t be able to support their families and one in five stating they are worried they will lose their house.

One respondent to the survey said: “I have just enough money to cover 90 per cent of bills and just enough food if I skip some

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EYES ON THE ROAD Rod Hannifey

The trucking experience The surest way for non-transport industry people to understand what we do is to walk in our shoes

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OR THOSE who have kept busy, we still seem to be thought of, at least by some. Only recently have I seen a number of companies in the United States and Canada doing trailer wraps to recognise essential workers and all included truckers (their term, not ours).

I recently contacted Puma, United Petroleum and again BP, asking all of them to recognise us as we do, as truckies, not put in lounges and then call them ‘Truckers Lounge’. If they can’t even recognise us correctly and with some respect use the right term, what respect will we have for them and their businesses?

BP did respond and said while it can’t go back tomorrow and change those so marked, it will take my comments into consideration in the future. Neither of the others could be bothered to respond and one of them also got an email about a site with filthy showers and did not respond to that either. While we have the respect of some, it seems that does not extend to all of those whose businesses rely on us for custom.

In saying that, some of our own don’t help and some truly don’t deserve respect. Whether it is bagging others on Facebook, or simply throwing rubbish

out the window or in parking bays, we all must realise that respect must be earned and you must continue to do so.

Again, watching what has gone on in the US, specifically about trucking, they too have issues with road funding and lack of rest areas, particularly now that they have mandatory Electronic Logging Devices (ELDs). Canada is due to follow next year. How much of this is driven by big companies who don’t want the little bloke able to compete, or by those who want to tell us how to do it? That we don’t have to do it or live by those rules themselves is a matter for serious conjecture.

TOOWOOMBA BYPASS BS I had the pleasure of taking Gareth Prosser, director of the Heavy Vehicle Road Reform program, Commonwealth Department of Infrastructure, Transport, Regional Development and Communications, for a trip in the TruckRight Industry Vehicle (TIV).

I had spoken to Gareth months ago but COVID-19 put a stay on things. I contacted him again recently to ask to be included in the costing reform process. Gareth replied, saying perhaps now a trip would be possible.

Gareth drove to Dubbo and we left midday Sunday. Gareth booked into a

“To be told it is about ‘road safety’ is simply rot.”

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. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au

motel for the night while I waited and then unloaded in Toowoomba the next morning. We then travelled in via the Toowoomba bypass.

Gareth had already read my list of issues with the bypass (and Queensland Transport and Main Road responded, virtually saying, “It is all about road safety”). I will leave each of you to decide what I think of that.

None of us go to work (at least none I know off) to have a crash, to get injured or to injure anyone else. We all want to get home safely, but saying stupid and ridiculous speed limits and sign placements and other failures of this, the ‘Eighth Greatest Wonder of the World’ as we are expected to believe, are all about road safety is simply rubbish.

The 90km/h speed limit, where it starts and stops on this road and the design, were never and will never be truck friendly. In asking respectfully for a review and then to be told it is about ‘road safety’ is simply rot.

Back off my soapbox now. Gareth had not spent time in a truck previously. His comments on the trip are highlighted here.

I have offered any of Gareth’s colleagues a trip for the future and believe over time, perhaps we can get a better outcome than simply being told what and how to do our job. I will follow up on this next month.

TRUCKRIGHT INDUSTRY VEHICLE 001 RIDER’S COMMENTS FORM This form will be given to all who ride in the TIV asking for their thoughts on the trip, the roads and the impact in the truck, along with suggestions and comments:

Name, date and trip completed Gareth Prosser, director, Heavy Vehicle Road Reform program, Commonwealth Department of Infrastructure, Transport, Regional Development and Communications, July 5-7, 2020, Dubbo-Brisbane Port and return.

Have you ever ridden in a large truck before?

No, never.

What were your first impressions of the ride of the vehicle?

Quite bouncy – and not just an occasional bump but pretty constant bouncing around that made note-taking difficult. But I felt safe, as Rod is a very experienced driver.

Were you previously aware of the technology in, or the cost of large trucks?

Not really. I knew trucks were expensive, but I didn’t realise the same applies to trailers and the load. It was interesting for me to see some of the truck technology, like CTI and the dash cam that can read road speed signs.

Has this trip changed your perceptions of trucks on the road and if so, how?

Yes. Through my work I already knew about some of the issues Rod raised, and have some sympathy for drivers and heavy vehicle operators. But this trip was so valuable in seeing first-hand the skills a driver needs, the challenges they deal with and the frustrations they experience.

Would you like to make any comment towards the intent of the TIV or suggestions for other riders or events?

I think Rod has done a great thing with his campaign to educate motorists about road safety around trucks. My perception of truck drivers and their working environment has certainly changed. The best thing we can do is spend more time understanding each other’s perspective – drivers, road managers and decision makers.

Would you please give an overall comment on your trip in the TIV that can be used for any publicity reports?

I want to thank Rod Hannifey, and Pilon Transport for taking me on this trip. Few bureaucrats in Canberra will get to experience heavy vehicle operation first-hand, so I will be passing on to my colleagues the many valuable things I learned.

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NatRoad Warren Clark

DG uniformity needed The laws surrounding the transport of dangerous goods must be national

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HE AUSTRALIAN Code for the Transport of Dangerous Goods

by Road & Rail (ADG Code) sets out the requirements for transporting dangerous goods by road or rail. The way the states and territories legislate the ADG Code is currently being investigated by the National Transport Commission (NTC), which recently published an Issues Paper to get feedback on how the law can be improved. NatRoad provided a response with a number of clear messages: we want national system backed by relevant research as both are currently missing.

First, consistent requirements about compliance and enforcement with the ADG Code agreed between the state and territories would go a long way to helping industry move dangerous goods more efficiently. At the moment, each state and territory has a different authority that administers the dangerous goods laws. As the regulators, they each deal with operational issues such as labelling, packaging, quantities or placarding.

The NTC’s role is limited to maintaining and updating the ADG Code. Australia would benefit from national regulatory requirements and a single regulatory agency for the transport of dangerous goods.

PRODUCTIVITY IMPACTED NatRoad supports a move to a single Commonwealth law, as applied to the transport of dangerous goods by sea and air. Until there is one law about this complex subject, productivity will continue to be negatively affected.

Secondly, ‘who moves what dangerous goods where’ is a puzzling issue: we don’t know the answer to this question.

It sums up the problem with properly regulating in a number of areas relating to the movement of freight in Australia.

Current information about freight flows is insufficient.

The need for research on the movement of dangerous goods and the full extent of the poor regulation on the efficient movement of dangerous goods should be the subject of a detailed study. Research is needed to properly identify and protect current/existing dangerous goods routes in metropolitan areas, including ensuring appropriate and adequate ‘first and last mile’ access

WARREN CLARK, NatRoad’s chief executive officer, has more than 20 years’ experience leading and developing business for emerging companies.

Warren has held the position of CEO at various companies and is a certified chartered accountant.

through local government roads.

Without this research, the situation will only get worse.

Actions to ensure continued safe access through an increasingly congested road network that is being adversely affected by urban consolidation and by urban congestion must be considered a priority by governments. When the effects of COVID-19 are eased, this traffic congestion will only get worse.

The full extent of the clunkiness in different regulation of dangerous goods is difficult to assess. But NatRoad has informed the NTC that federal regulation must extend to dangerous goods licensing as a priority. Feedback received from members, for example, is that Queensland in particular, will not recognise a licence issued in another state or territory so the member must apply for a separate Queensland licence.

In our understanding, members who operate in Queensland must apply for a Queensland vehicle registration for trailers in order to obtain a Queensland dangerous goods licence. This is one example of where regulation must improve, and go national.

NatRoad supports whatever means are achievable to obtain national uniformity of dangerous goods carriage.

“When the effects of COVID-19 are eased, this traffic congestion will only get worse.”

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BIG RIVER BENZ

In a fleet of various makes and models, a superbly presented Mercedes-Benz 2658 is setting high standards in reliability and fuel economy for Cromack Transport in northern NSW. As things stand at the moment, it’s the only Benz in the family business but as company principals Graeme and Jeff Cromack tell Owner//Driver, it may not be the last as the big Benz continues to notch impressive results

T

HERE WAS A TIME, Graeme Cromack casually reflects, when Mercedes-Benz came close, very close in fact, to being a major part of the family trucking business. But that time was more than 50 years ago and since then, for one reason or another, Benz has largely missed the boat.

Until now!

It’s a long story and as Graeme sits watching company driver Ben ‘BJ’ Jacobs reverse the meticulously maintained 2658 prime mover under a similarly sleek curtain-sided trailer, he recalls stories from the early days of a family which, like most families in the district, actually relied on boats for many things. Specifically, the boats which once plied products and produce to and from Grafton along the broad and occasionally flooded expanse of the Clarence River in northern NSW. “It all goes back to sometime around the early 1900s,” Graeme explains, when the local Cromack and Tranter families were typical of a generation that toiled long and hard in the logging and

agricultural industries of the northern rivers region.

“Back then, people just did what was needed or what was available and really, it was probably as simple as that.”

Marriage would ultimately bind the two families and for 15 year-old Fred Cromack, the opportunity to work with a horse and sulky for his uncle Jim Tranter, delivering parcels as they arrived by boat at the Grafton dock, was obviously seen as a better option than school work. Young Fred probably didn’t know it at the time, but it was also the start of an enterprise which would develop and diversify across several generations, with his sons Graeme and Jeff and now their children, keeping the family business firmly ensconced in the ‘Big Rivers’ region of northern NSW. It was, however, only a matter of time before river boats steadily succumbed to a fledgling road Below: Brothers in business. Graeme (left) and Jeff Cromack. They are the second of three generations in the family business

Photos by Mark Bean

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“The Benz has spoiled me … It’s all good from where I sit.” transport industry operating on an expanding network of dubious roads. Neither Fred nor his equally enterprising cousin Kevin Tranter were blind to the potential for a growing transport business and the two ultimately agreed to join forces. Thus, in September 1951, a new transport firm called Cromack & Tranter was formed.

Trucks of that time were, of course, basic and largely of British origin but as the business grew and loads to Brisbane and beyond increasingly became the mainstay of the operation, stronger and more reliable trucks were called for, with the iconic Diamond T eventually emerging as something of a fleet standard. Indeed, such was the famous Diamond brand’s success that a superbly restored model still sits proudly in Cromack’s Grafton depot as a stoic reminder of the company’s early days.

By the late ’60s, however, even the legendary Diamond was close to its evolutionary ‘use by’ date and continental alternatives were starting to make their presence felt. Volvo, for instance, was on the hunt to expand into markets far beyond its traditional Scandinavian and European borders. So, too, was Mercedes-Benz casting for wider horizons with models which included the 1418, a truck lauded by enthusiasts of Australia’s transport history.

“I remember that in 1968 when Dad and Kevin were looking at replacing the Diamond Ts, Volvo and Mercedes-Benz were both being considered,” Graeme remarks.

“The decision could’ve gone either way but I think Volvo just worked harder to get the business.” Since then, the Swedish brand has been a consistent presence in the company’s cab-over contingent.

In the conventional class, Kenworth figures prominently these days but Mercedes-Benz’s corporate partner Freightliner has also had a notable presence since the late ‘90s when a Business Class model joined the company. With trucks generally having a long lifespan in the Cromack operation, it was more than a decade before the next new Freightliner, a Columbia model, joined the ranks. Then a few years later came a Century Class and Coronado 114 which, Graeme comments, “… have both been good trucks.”

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The Coronado is powered by a Detroit DD15 engine and driven by Graeme’s son Brenton who doesn’t shy from expressing his liking for the former flagship of Freightliner’s conventional line-up. “There’s nothing not to like. It’s just a really nice truck to drive,” he says with blunt certainty.

Yet, as Graeme Cromack is quick to point out, a critical factor in Freightliner’s emergence in the fleet and most recently, the introduction in mid-2019 of a Mercedes-Benz 2658 model, is the strong relationship with the Mavin Truck Centre dealership at Kempsey, led by dealer principal Dean Mavin and sales manager Steve Pinkstone.

“They’re just really good people to deal with,” he remarks. “Like family, really.”

Trucks, however, haven’t been the only changes

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in a family operation, which now has depots in Grafton, Coffs Harbour and Brisbane. Following Kevin Tranter’s retirement in 1977, the company continued to operate as Cromack & Tranter until April 2006 when it became simply Cromack Transport. With Fred’s passing in 2009, Graeme and Jeff took the helm. However, with Brenton Cromack and his sister Tahlia, and Jeff’s daughter Chiveau all working in the business, the next generation is already being primed for the future.

It remains, however, a business with a diverse customer base hauling an even more diverse range of loads, from building materials to foodstuffs and an almost endless array of general freight goods. While the mainstay of the operation remains the Grafton to Brisbane route along the Pacific Highway, there are also daily runs from Brisbane down the New England Highway to Armidale and Tamworth, and regular loads between Grafton and Coffs Harbour. “It keeps us busy enough,” Graeme concedes with a subtle grin.

Moreover, as he explains, the regional nature of the business with its diverse loads and the need for regular drops on most routes precludes the use of B-doubles.

“B-doubles don’t suit our work,” Graeme asserts. “There would be just too much time taken up with hooking and unhooking trailers for different types of freight. They’re simply not practical for us.”

Consequently, all 20 prime movers in the business – supported by six rigid curtain-siders on local pick-up and delivery work – haul single trailers and as he suggests: “That’s not likely to change anytime soon.”

Thoughtful for a moment, Graeme adds, “I’m not saying we’ll never run a B-double but as things are

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at the moment, it’s not on the agenda.”

So, given maximum gross weights of 42.5 tonnes, why run powerhouse models like the 16-litre 2658 Benz or for that matter, a 16-litre Volvo FH, or even the 15-litre Cummins X15 in a Kenworth T610?

The question draws a thoughtful response. “As long as the trucks are cost-competitive, we don’t see any obvious negatives with the higher powered models,” Graeme contends. “They’re at least doing the job easy and on R and M (repair and maintenance) contracts, the operational costs aren’t high enough to trouble their viability.

“Besides, hauling singles they’re no worse on fuel than other trucks. In fact, depending on where they’re running, they’re actually better in some cases.” As he would soon add, since joining the company mid-way through 2019, the 2658 has established itself as the most fuel efficient truck in the fleet, notably on the demanding run up and down the New England Highway.

But perhaps the biggest question was why buy Benz after so many years with other brands?

“Like I said, we have a good relationship with the Mavin dealership and they were obviously keen to put a Benz into our business, so the cost-competitiveness of the truck was good and we’d heard plenty of good reports on fuel,” he said thoughtfully. “To be honest, we were keen to try it anyway and the truck’s done absolutely nothing to disappoint us.”

An hour or so later, he confirmed the 2658 is averaging an exceptional 2.6km/litre (7.3mpg) on the sharply undulating New England run and up to 3.0km/litre (8.47mpg) on the flat coastal run between Grafton and Coffs Harbour.

By comparison, the Kenworth T610 punched by a 550hp

Above: By the banks of the Clarence River in Grafton. For the Cromack family, it all started with Fred Cromack delivering parcels by horse and sulky from the Grafton dock Opposite top: On the inside. Driver Ben ‘BJ’ Jacobs. “Seriously, I don’t know if I’d ever want to get into anything else now.”

Opposite below: Graeme Cromack.

“To be honest, we were keen to try it anyway and the truck’s done absolutely nothing to disappoint us.”

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“In the 12 months we’ve had it, the truck has been faultless.”

Above: Attention to detail. Driver Ben Jacobs takes immense pride in the big Benz Below: Before the Benz: A mixed array of Cromack Transport trucks lines up at the 2014 Grafton Truck Show. Photo by Greg Bush

(410kW) Cummins X15 bought around the same time as the 2658 Benz and operating on the same New England run, is averaging 2.3km/litre (6.5mpg).

However, asked about performance and overall driving impressions, Graeme was quick to pass the baton. “You need to talk to Ben. He’s in the truck every day.”

Driver’s delight Ben Jacobs agrees that with maximum outputs of almost 580hp (425kW) coming on stream at just 1,600rpm and top torque of 2,800Nm (2065ft-lb) at 1,100rpm, the Mercedes-Benz 2658 can easily seem too much truck for the work it’s doing at Cromack Transport.

But then, it’s doubtful if Ben would have it any other way.

“It just does the work so easy. Why would you want less,

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particularly when it’s so good on fuel?” he asks with candid confidence.

A full-time driver for the past seven years, the last three with Cromack Transport, he was handed the new truck in June last year, notching 180,000km in the first 12 months and subsequently conceding with a broad grin: “The Benz has spoiled me. A new truck with a new trailer. It’s all good from where I sit.”

The Mercedes-Benz has, he adds, also surprised him after a long liking for Kenworth conventionals and despite some early reluctance at the thought of stepping into a European cab-over for the first time, Ben doesn’t deny there’s now an entrenched regard for the 2658.

“Seriously, I don’t know if I’d ever want to get into anything else now,” he admits.

Even so, he concedes it took a while to come to grips with the mannerisms and features of the big Benz, especially after stepping out of a Kenworth conventional. Sure, it’s a tall cab but as he points out, it’s an easy climb up and once inside: “There’s lots to like.” Overall comfort, internal space, a flat floor and a comfortable bunk, the layout of the switchgear and the easy logic of the various safety and operational functions inside the cab all rate high in Ben Jacobs’ estimation.

Equally, while steering and overall road manners are impressive, the potent performance of the 16 litre engine and the harmony of an all-Daimler transmission and powertrain earn particularly high praise.

“Performance is actually deceiving,” he remarks. “It goes a lot better than you might think from behind the wheel because it just does everything so smooth.

“I honestly enjoy driving it. A lot,” he says with total conviction.

Yet arguably the greatest testament to Ben’s satisfaction and pride in the big Benz is his extraordinary and obvious care for the truck. Admittedly, the Cromack livery is impressive in its own right but inside and out, the driver’s attention to detail, right down to the personal extras he has added to the truck at his own expense, keep the 2658 in sparkling showroom condition. His dedication is truly a credit to his own standards and an asset to the Cromack company.

“In the 12 months we’ve had it, the truck has been faultless. Seriously, there’s not been one problem,” Ben insists.

“And any truck is easier to like if nothing goes wrong with it,” he smirks.

As for the future and the possibility of another MercedesBenz joining the fleet, Graeme and Jeff play their cards close to the chest.

Nonetheless, it’s a serious Graeme who concludes that as long as cost-competitiveness is up to expectations, “There’s nothing in the truck’s performance and efficiency that would stop us buying another one.”

At the very least, it’d be surprising if another 50 years pass before another Mercedes-Benz is seen in Cromack colours.

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WILKIE’S WATCH Ken Wilkie

Conflicting regulations Behemoths are taking over our highways; another example of senseless bureaucratic decision-making

A

RE WE being managed by a mob of idiots or what? I expect after this edition I might also become a marked person. Who gave the tick for those 106 tonne combinations to run the Newell? Not the drivers of 68 tonne B-doubles, rest assured. One combination at 60-plus tonnes with a speed limit of 100 clicks per hour on a predominately single lane road with a dearth of overtaking lanes being forced to travel with another combination grossing considerably more than 100 tonnes at 90km/h?

There is one prominent organisation that has for a long time limited its fleet to 90km/h in the interests of fuel consumption.

They have caused enough issues for those operators whose schedule has been calculated at 100km/h.

Why is it OK to allow so-called efficient transports on the Newell when they are not allowed on the completely multi-corridored Hume Highway?

The law making bureaucracy has gone stark raving bonkers over so-called efficient heavy vehicles. What is efficient about causing so much traffic friction and disruption to the other 99 per cent of other transport operators and their schedules?

Someone has made the accusation of putting financial interests before safety.

Whoever it is has got that one right. And why not allow reconnection at the rest area immediately to the north of Parkes? The current demand is to go some kilometres north, hook it together again and enter into a 100km/h designated section.

At this point I have to say that the National Heavy Vehicle Regulator (NHVR) has been an abject failure. The bureaucracy was set up to unify national regulation. So far it has only managed to further complicate the regulations with so many on different operating permits. It has even confused those tasked with enforcing what, or rather who is in and who is out.

But still Western Australia is allowed to and not questioned about interfering with free trade between states. And that is one of the basics of the much heralded Commonwealth Constitution.

Queensland on oversize requires a maximum speed not under escort of 90km/h – under escort it’s 80. Across the border there is more value put on reducing traffic friction with speeds the same as other traffic.

Registrations are another bone of contention with those owning primary industry businesses getting a massive tax break over other business. Primary industry registration should be restricted to single axle body trucks at most. And rather than the bureaucratic mind set of jacking the others up to my level, us others should be reduced to primary industry level.

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And on registrations! It has come to my mind that there is to be some sort of national heavy vehicle charging pilot on-road scheme.

I’m worried about this one. It smacks of special privileges for those with the resources/desire to go into technology in a big way. Will there be a level playing field? Will outback Australia be disadvantaged? Why go into way-out technology when a fuel-based scheme will automatically adjust for weight and fuel efficient machinery?

It’s been a lucky country for the bureaucracy for far too long. Let’s see some efficiency from the public sector for a change.

TEMPORARY BOLLARD REGS Continuing the bureaucratic folly – the requirement to lift oversize load ground clearance height to 1.2 metres to clear temporary bollards in place at road works. Excuse me?

All other road infrastructure – Armco railings and bridge rails – have a standard height of one metre. That allows operators shifting over width and over height articles to ensure appropriate clearance for these obviously fixed-in-place road barriers.

The bloody audacity of some jerk in road maintenance demanding an extra 200mm of height to clear a plastic temporary bollard.

So how is an operator to accommodate the size of the object being transported fitting under the five metre usual height maximum for the rest of the journey? A person with just a shred of common sense would have them manufactured

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

to comply with the standard height – one metre. What is so wrong with using the standard witches’ hat anyway? Motorists understand them.

On temporary warning signs and witches hats. It has long been a thought of mine that there is an alternative to the required warning triangles we are all required to carry. There should be an option to carry witches hats.

Obviously some don’t have room and stick to the things that motorists drive over plus wind from close passing traffic blows flat. But with witches’ hats, motorists don’t like to hit them for fear of damaging the front or underside of their vehicle. They are visible and respected.

HEALTH AND ENFORCEMENT Diabetics? Yes I am one. And for many years I have been saying a big issue with my diabetics is stress. For me, being confronted with unreal requirements for fatigue book record keeping has been a source of stress.

I have little trouble managing fatigue but the attitude of many enforcement people is enough to drive many to drink. With me the stupid exactness of the requirements sends me into fight or flight mode when I am about to be inspected. Have I made a mistake somewhere?

To quote from the autumn 2020 edition of Circle, “Living With Diabetes”, the paragraph asking “what happens to your body when you are stressed?” should be mandatory reading for law makers. While the discussion matter is primarily in regard to financial stress, I suggest that as in beauty being in the eye of the beholder, stress is what stresses you, baby.

It is generally considered that the lifestyle of many truckies contributes to our above average susceptibility to being lumbered with the debilitating condition. So, along with poor eating habits and a general lack of physical exercise, I consider an uninvited session with an enforcement officer determined to find an error is a third driver of the condition.

I’m told a recent revelation from a Victorian enforcement person has advised that the three most common issues found failure to record a place of record storage, signing the bloody thing and tearing out the yellow copies after 21 days. Gotta get your priorities right, boys and girls.

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DIABETES NSW & ACT Dyala Al Jabi

Healthy eating on the go Takeaway food is mostly a poor choice for the health-conscious, but there are sensible options

T

HE BIGGEST obstacle to healthy eating while on the road is being prepared. Inconsistent work schedules and extensive periods of driving can make it difficult to plan your meals ahead of time.

Eating energy-dense, nutrient-poor foods every day, while being sedentary, is a recipe for weight gain and health problems such as cardiovascular disease and type 2 diabetes.

The good news is that with a little preplanning and by making smarter choices it is possible to stay healthy.

Planning, shopping and organising your food from home to take to work means you will be less likely to rely on convenience options from service stations or takeaway outlets.

Spending a little bit of money on an Esky that you can add some ice packs or frozen water bottles to will keep your food fresh no matter where you are.

You could even purchase pre-prepared meals and heat them at a service station.

However, there are times when things do not go to plan and there is simply not enough time to shop for food to take with you on the road.

When this happens, try some of these for healthier food options on the go!

On the go breakfast • Individual cereal packs from service stations, e.g., Kellogg’s All Bran original, All Bran wheat flakes or Guardian.

• Readymade sandwiches at service stations – choose wholemeal or wholegrain bread sandwiches with cheese, lettuce and tomato, or boiled eggs with spinach tomato and mushrooms.

• Multigrain or wholemeal pita, with plenty of salad and lean protein.

• Subway six-inch breakfast poached egg and cheese sandwich on nine-grain bread.

• Smoothie with reduced fat milk and yoghurt, fruit, oats and nuts.

• Cheese and cracker packs.

• Low fat yoghurt tubs with untoasted muesli.

• Fresh fruit salads.

On the go lunch/dinner options • Tuna pouches – (healthy omega 3 fatty acids may reduce the risk of heart disease) with microwaveable rice or high in fibre crackers such as vita-weat or five super seeds.

• Grilled chicken with microwaveable rice and a green salad.

• Sushi: cooked tuna salad, small seaweed salad; Handrolls – tuna and avocado, tuna and cucumber, spicy tuna and cucumber, salmon and avocado, teriyaki chicken

42 AUGUST 2020

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(suggested serve size is two handrolls per meal).

Sumo Salad: Regular size salad (Moroccan lamb, teriyaki beef, warm Thai beef or Vietnamese chicken; green goodness grain bowls (regular size); Thai chicken grain bowls.

Hunky Dory: Grilled fish with salad; Grilled fish wrap with salad; Prawns with standard salad.

Nando’s: Mediterranean salad, tabbouli and quinoa salad, Superfuel salad; 4 x grilled tenderloins, or 4 x churrasco BBQ thigh with salad; Classic wrap with salad.

Guzman y Gomez: Salads; Soft tacos (suggested serve size is two tacos per meal); Mini burrito bowl.

“Extensive periods of driving can make it difficult to plan your meals ahead of time.”

DYALA AL JABI is an accredited practising dietitian at Diabetes NSW & ACT. For more healthy lifestyle tips and other helpful information on diabetes head to the Diabetes NSW & ACT website www.diabetesnsw. com.au or call the Helpline on 1300 136 588 to speak with a health professional.

• McDonald’s: Classic chicken (grilled) salad, garden salad; Wraps: Chicken snack wrap (grilled), chicken peri-peri wrap (grilled), seared chicken tandoori wrap or any of the deli choice chicken wraps.

• Hungry Jacks: Ham toasties, cheese and tomato toasties; Whopper junior with side salad; Grilled chicken classic burger, Chicken Royale burger.

• KFC: Shaker salad grilled; Grilled tender chicken salad twister; Grilled slider range (suggested serve size is two sliders per meal); Salad side – regular crunchy sesame salad • Red Rooster: Caesar salad with chicken; Free range D’lish burger; Classic roast meal with vegetables but remove the skin from the chicken and hold the gravy; BLT smash wrap; Chicken crispy strip; Sides – peas, corn cob (no butter), Caesar salad.

• Domino’s pizza: Two to three slices of: garden vegetable pizza, garlic prawn pizza, or peri-peri chicken pizza on value thin base, or traditional thin bases; Thin base spicy veg trio (suggested serve size is two to three slices or fewer); Traditional thin base pizza two to three slices of vegorama.

• Subway: Six-inch nine-grain sandwiches with <6g of fat (veggie delite, chicken strip, roast beef, oven roasted chicken, turkey, roast beef, tuna and seafood sensation; Full range of subway salads; Veggie delite Multigrain wrap.

Four tips for purchasing food on the go 1. Avoid: Value meals that come with chips; burgers and rolls with excessive cheese; be mindful of your choice of sauces and dressings.

2. Try downsizing the next take-out meal – get a regular or small meal instead of a large.

3. Take-away portions are generally generous so try to save some for the next meal as long as you can keep it cool in a fridge or esky.

4. Try swapping out the soft drink for a bottle of water, mineral water or soda water. If you find water too boring, add some fruit slices and sugar free cordial or even tea bags for flavour. Remember, adequate hydration is important in keeping alert. As a rough guide aim for 2-3L a day.

Healthy snacks Waiting too long between meals can mean you eat a much heavier lunch or dinner. A healthy snack every three hours helps keep your hunger at bay and your metabolism working.

Some snack ideas are: • Chilled fresh fruit or low fat yoghurt • Wholegrain crackers and low fat cheese and tomato • Low fat milk coffee and raisin bread with 1 teaspoon of 100 per cent nut butter • Can of tuna/salmon with wholegrain crackers • Wholegrain muesli bars • Individually wrapped crackers such as premiums • Mini boxes of wholegrain cereals • Instant oat packs • Vegetable sticks • Trail mix, or low in salt nuts.

The best way to make lasting changes to your eating habits is by starting small. You will find it much easier to maintain. So why not start today?

ownerdriver.com.au

29/7/20 1:44 pm

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AD-616201812.als - Base Edition 43

29/7/20 1:44 pm

As well as being involved in road transport media for the past 20 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 three-year stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.

ROAD SOUNDS Greg Bush

The best still delivering Reliable favourites return with fresh new sounds TOON TOWN LULLABY James Reyne

XOXO The Jayhawks

MONOVISION Ray LaMontagne

Bloodlines www.jamesreyne.com.au

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James Reyne has one of the more distinctive voices in Australian rock music, and he’s never sounded better than on new album Toon Town Lullaby. Reyne’s songwriting has improved with age; listen to the atmospheric but dark title track! He takes a poke at the bitter side of the music industry on the mid-paced rock track ‘Low Hanging Fruit’, while crisp guitar chords open ‘Calamity Jane’, a song about bad men and tough women.

Reyne pays a fitting homage to his late Australian Crawl bandmate, guitarist Brad Robinson, on ‘The Tallest Man I Ever Knew’, and returns to his rock roots for ‘A Little Ol Town South Of Bakersfield’. ‘This Time’, another mid-paced rocker, features more music industry references, while producer Dorian West adds lap steel to ‘Last Great Love Affair’, a mid-paced track with a positive message.

The Jayhawks' on-again, offagain existence started back in 1986 with the release of their debut self-titled album. They've released 10 albums since, including their newie, XOXO. Although The Jayhawks have previously leant towards alternative country rock, they explore diverse territory here; on the frenzied ‘Dogtown Days’ they sound like Bob Dylan on steroids. Pianist Karen Grotberg brings her talents to the offbeat ballad ‘Ruby’, the self-explanatory ‘Society Pages’ kicks along nicely, and tight harmonies are a feature of ‘Bitter Pill’, a song about a topless barmaid attempting to escape her past. ‘This Forgotten Town’, one of the best tracks, is mid-paced country rock complete with a nice guitar solo, while the honky tonky-flavoured ‘Living In A Bubble’ takes a swipe at commercial news coverage. But there’s a whole lot more to like on XOXO.

US singersongwriter Ray LaMontague’s spans a few different genres, namely rock, blues and Americana.

While LaMontague’s list of achievements in his home country is impressive, his music has mostly slipped under the radar in Australia. Monovision, his eighth studio album, could change that. The 10 tracks range from the acoustic guitarbacked ‘Roll Me Mama, Roll Me’, a soulful track, to the rockin’ ‘Strong Enough’ on which LaMontague’s vocals bare a strong resemblance to those of John Fogerty. He hits the high notes on the thoughtful ballad ‘We’ll Make It Through’ and, like most of the album, keeps the percussion to a minimum on ‘Misty Morning Rain’.

Monovision boasts well-crafted songs and, with LaMontague’s earthy, unaffected vocals, it’s one of this year’s most enjoyable listening experiences.

COLLECTIVE SOUL Collective Soul

THE 301 LIVE SESSION Ray Beadle

MADE OF RAIN The Psychedelic Furs

Craft Recordings www.collectivesoul.com

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It’s 25 years since US rock band Collective Soul hit the charts with this selftitled album, their second release. To celebrate the milestone, Craft Recordings has re-released Collective Soul, together with six bonus tracks. The original album opened the door in a big way for the band, helped by the hit singles ‘December’, the hard rock sound of ‘Smashing Young Man’, and the dramatic ‘The World I Know’. Bonus tracks here include a superb live version of ‘December’, and an understated live take of ‘Where The River Flows’. Three of the bonus tracks receive a live acoustic makeover, notably ‘When The Water Falls’, which features lead singer Ed Roland in subdued mode. Roland and the band are equally relaxed on the acoustic ‘Bleed’, while their unplugged take of ‘December’ is worth the price of purchase alone. As well as the CD re-release, this album is also now available on vinyl.

Sydney-based blues guitarist Ray Beadle has at long last released a new album – The 301 Live Session – his first in eight years. Joining Beadle in Sydney’s renowned 301 Studio are sidekicks Jonathan Zwartz on double bass, and Andrew Dickeson on snare and brushes.

This 40 minute-plus album contains nine tracks, seven of which are covers plus two Beadle originals, including the breezy ‘I Ain’t Coming Home’, a song he wrote for the International Blues Challenge in Memphis this year. The boys travel back through the years for a rollicking version of Robert Johnson’s ‘Last Fair Deal’, and cover ‘I Want To Go’, featuring Beadle on slide guitar and originally recorded by US bluesman J.B. Lenoir. There’s also versions of Louis Jordan’s ‘Hard Head’, plus ‘Bayou’, a track made famous by George Benson in the mid 1960s. The 301 Live Session is an album of raw blues at its best.

One of the groundbreaking bands of the UK’s post-punk era in the early 1980s, The Psychedelic Furs are back in business with Made Of Rain, their first album in almost 30 years. With Richard Butler’s forthright signature vocals leading the way, the masterfully produced Made Of Rain is a reminder of the groundbreaking sounds of 1981’s Talk Talk Talk. The single ‘Don’t Believe’ preceded the release of the new album; it's a layered vocal song about bad weather and disbelief. Saxophonist Mars Williams adds swirling avant-garde jazz effects to ‘Come All Ye Faithful’ as Butler sings of holy rollers, playboys and druggy mothers; there are doomsday overtones to ‘You’ll Be Mine’, and on ‘The Boy Who Invented Rock’, guitarist Rich Good delivers a cacophony of striking effects.

Made Of Rain, due to be released earlier in the year, was held back due to the COVID-19 pandemic. It’s been well worth the wait.

44 AUGUST 2020

AD-616201812.als - Base Edition 44

Country Corner GASLIGHTER The Chicks

Sony Music www.thechicks.com Shortly before the release of Gaslighter, the band previously known as The Dixie Chicks dropped “Dixie” from their name due to its references to the MasonDixon line and it’s association with US slavery. Now known as The Chicks, it’s business as usual for talented trio Natalie Maines, and sisters Emily Strayer and Martie Maguire.

No strangers to controversy, The Chicks unload on US guntotin’ mentality with ‘March March’, and amid a banjo backing they sing of the impact of infidelity on family life with ‘Sleep At Night’.

There’s more finger pointing at liars on the feisty title track ‘Gaslighter’, and an energetic search for night-time companionship on ‘Texas Man’. Gaslighter is The Chicks’ first studio album in 14 years and, as usual, it’s all class.

SUNDAY DRIVE Brett Eldredge

Warner Music www.bretteldredge.com US singersongwriter Brett Eldredge gained instant popularity with his debut album Bring You Back in 2013, earning gold certification and three number one country hit singles. While not maintaining those lofty heights, the Illinois-born artist has continued to impress.

Sunday Drive should continue his momentum, especially with catchy, romantic tracks such as ‘Gabrielle’. Eldredge reminisces about an old flame on the piano-backed ballad title track ‘Sunday Drive’, and lifts the tempo slightly for the workingman song ‘Magnolia’.

For the most part, however, Eldredge is content to deliver slow, relationship-related songs, the best being the bedroom ballad ‘The One You Need’. On the emotive final track ‘Paris, Illinois’, he revisits his hometown amid a string and horn accompaniment.

One for the ladies.

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29/7/20 1:44 pm

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The publisher accepts no responsibility or liability for any losses incurred by a buyer responding to an advertisement in this magazine. Buyers are solely responsible for their own negotiations and transactions with advertisers. Bauer Trader Media advises buyers beware of negotiating by email only; of paying deposits to private advertisers for goods unseen; of transferring money (for example via Western Union) interstate or overseas. Buyers should contact Bauer Trader Media customer service on 1300 362 272 if they suspect an advertisement may be fraudulent. In the event that a buyer suffers financial loss as a result of responding to a private advertisement in this publication Bauer Media Ltd (The Publisher) shall not be held liable or responsible.

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28/7/20 10:54 am

events news

The PW628 Kanga loader

BACK IN THE GAME

This year’s National Diesel Dirt & Turf Expo will be better than ever as it debuts at a new venue – Sydney Dragway

T

he National Diesel Dirt & Turf Expo is on the move.

After its first four great years at the Panthers Penrith, residential development on the Panthers site meant a new home for the National Diesel Dirt & Turf Expo was needed.

After being postponed from its originally scheduled May event, the 2020 Expo is being staged from October 16–18 at the Sydney Dragway.

Conveniently located at Ferrers Road, the move to Sydney Dragway has been warmly welcomed by exhibitors, who appreciate the many benefits of the site.

These include 8.4 hectares of flat, all-weather asphalt surface, easy access to power and other infrastructure, expansive car parking, a great machinery demonstration site and facilities of a similar size and configuration as those at Penrith.

Expo manager Marti Zivkovich says the sponsors and exhibitors have responded positively to the change in venue.

“This is a great chance to adopt a new improved and fresh look to what is already Australia’s most successful earthmoving Expo to accommodate the growing number of exhibitors and the need for larger sites to exhibit machinery and services,” she says.

Huge area for bigger exhibits The new expo area is large enough to accommodate the demands of a number of exhibitors who were looking to expand their stand space, she adds.

“Exhibitors who have taken indoor stands previously are also pleased to see we have the same area in the entry pavilion at the Dragway,” Zivkovich says.

“We are particularly pleased with the fact we are no longer reliant on the whims of the weather as far as the challenge of getting equipment bogged or damaging surfaces in the event of wet weather.”

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Expansive free parking areas are adjacent to the Expo site, and people who are not up to a short walk to the entrance can catch the non-stop shuttle service.

Exhibitors will fully appreciate the 24-hour bumpin bump-out facility, together with excellent outdoor lighting and security which will enable them to quickly move their equipment and exhibition structures in and out in the most efficient manner.

Back in 2020 Despite the change in time and venue, this year’s Diesel Dirt & Turf Expo will have many of the events regular attendees know and love – not least of which is the ‘Operators Challenge’.

This popular event has become a real crowd pleaser with any operator being able to enter the excavator or loader challenge with the chance to win big cash prize.

Sessions are run every day and visitors enjoy watching the fierce competition and the chance to win the prestigious trophy that comes with the prize money.

The Pickles auction, which has become a popular part of Diesel Dirt & Turf, will also be on again this year with a huge range of gear on offer.

Also back for 2020 is the popular Freestyle Kings motor bike stunt team, Little Big Rigs, music entertainment, licensed bar and facilities.

You can’t afford to miss this Expo With construction and infrastructure works on the increase as a result of government investment incentives, it is more important than ever to attend the National Diesel Dirt & Turf Expo.

While some businesses have slowed down, for companies such as earthmoving attachments manufacturer ShawX Manufacturing the opposite have proven true.

“Our business has not been badly affected by the COVID-19 situation, and we have many customers whose business is unaffected in the current environment,” the company’s Donna Shaw says.

“Our whole sales team is servicing inquiries and production running at full capacity. Based on current indications, that situation should remain.”

Fellow attachment manufacturer Lionel Smitka of Digga and Kanga agrees, saying construction projects are showing no signs of slackening off and are likely to continue for the foreseeable future.

“Our Kanga customers, who are predominantly smaller contractor businesses, are as busy now as they have ever been and this trend shows no sign of slackening off.

Similarly, medium-sized businesses and other companies who are involved in civil works are also very busy, with demand for equipment remaining very buoyant.”

All brands big and small The National Diesel Dirt & Turf Expo is Australia’s premier earthmoving industry event which continues to attract support from all market sectors in earthmoving, infrastructure, residential development, public works and public space management.

Many major earthmoving brands will be presenting their latest releases and visitors will benefit from checking out earthmoving machinery, attachments, GPS and digital management systems, accessories, and finance.

Here is where you will see you everything you need for site preparation, excavation, landscapes, infrastructure, and public spaces. There is the latest technology for excavators, loaders, mowers, grounds maintenance equipment, trailers, trucks, and associated services.

Everything you need to know is available at www.dieseldirtandturf.com.au.

AUGUST 2020 49

29/7/20 3:20 pm

sponsored content

BRAKE SHOE LININGS DEMYSTIFIED

In the case of brake shoe linings, one shoe does not fit all. There are several factors that must be considered when choosing the right brake lining for your truck or trailer. It’s all about application and TRP have the answers to your brake shoe needs.

N

ot all aftermarket linings are created equal.

So how do you select the right brake shoe lining for your vehicle? Well if you know your truck’s application, TRP can recommend a shoe for you.

As a requirement, all brake linings are designed to exceed maximum load limits in Australia, so axle ratings, while important, should not play a huge role in determining the right lining. What is right for one application may not be suited to another. Brake linings certified at 23,000 lb (10,433kg) can prove to be much too aggressive for some applications, causing the brake drums to wear prematurely or result in brakes that ‘grab’.

Similarly, brakes certified at 21,000 lb (9,525kg) may not provide sufficient braking power to stop some heavy vehicles.

All TRP brake linings exceed the maximum gross axle weight rating (GAWR) limit in Australia.

TRP brake shoe linings are available in either 21,000 lb (21K) or 23,000 lb (23K) GAWR. Both these linings are designed to pull the same torque.

The difference in the linings, however, is in the strength, wear, noise and consistency level.

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Choosing a 23K-rated lining doesn’t mean it is right for your application. Nor does it mean that you’ll get any service life improvements from that lining. What is important is the application that the lining will be used in.

There are various factors that should be considered when picking the right lining: • is your vehicle used in on-highway or offhighway conditions?

• what type of load does it haul?

• what is the braking frequency?

• how often is the vehicle serviced?

• what are the driving habits of the vehicle’s operator?

These are all important questions to consider before you select a lining.

What is GAWR? A vehicle’s GAWR is the specific weight determined to be the maximum allowable weight that can be placed on a vehicle’s axle. The GAWR includes the weight of the truck and/or trailer, passengers and cargo. Drive, steer and trailer axles all have

individual GAWRs. Think of GAWR as a weight limit for each of the axles for your truck and trailer.

Overloaded or unevenly distributed heavy loads can make it difficult to control the truck and put stress on the brake system, causing the brakes to be less effective.

Rigorous testing: FMVSS 121 standard TRP brake shoes are independently tested to Federal Motor Vehicle Safety Standard (FMVSS) 121, an industry-recognised standard that tests whether a friction material has sufficient frictional characteristics to be safe on a given application. FMVSS 121 is not a comparison of linings but a measure of each product as it relates to the standard, so a product either is a pass or fail on the FMVSS 121 test, as the standard cannot be exceeded.

So how does this US standard apply to Australia and New Zealand? The fact is that both Australian and NZ vehicle standards are for the fully dressed axle, so it is important to use a recognised standard like FMVSS 121 to test the performance of the friction material.

ownerdriver.com.au

29/7/20 3:20 pm

TYPICAL BRAKE SHOE APPLICATIONS

TRP brake shoes are tested to the FMVSS 121 standard, which ensures that the linings are put through standardised testing. This, in turn, verifies that the lining passes set criteria at a given weight load. An independent testing facility based in the US, Link Manufacturing, performed the FMVSS 121 test on the TRP 21K and TRP 23K lining materials.

Among other tests, the test comparing lining weight loss in grams showed that TRP linings outlast the OEM equivalent by up to 30 per cent and deliver a better return on investment.

TRP also commissioned independent FMVSS 121 testing on popular OEM and aftermarket brake shoes in the market.

By graphing the results, TRP was able to compare the performance of each of the different linings. The testing showed TRP linings performed excellently when compared against aftermarket and OEM brake lining results.

Brake drums also play an important role in dissipating heat that is generated through braking. Overheating of the linings can cause glazing, blisters and discolouration, which can lead to premature wear and reduced performance. TRP drums have excellent heat dissipation properties – a fact that has been tested and proven by the FMVSS 121 test.

TRP benefits TRP Parts is a one-stop shop for brake shoe kits, offering a comprehensive range that suit most truck and trailer applications, including American and European drivelines.

An aftermarket brand of the PACCAR group, TRP offers reliable and affordable parts that are backed by the same standard of quality that you would expect from PACCAR. Manufactured using OE specifications, TRP brake shoes are available in 21K GAWR and 23K GAWR. There are many benefits to selecting TRP brake shoes: • the TRP range is designed, tested and engineered to meet

ownerdriver.com.au

AD-616201812.als - Base Edition 51

BRAKE LINING SELECTION GUIDE GUIDE FACTORS

21,000 LB GAWR LININGS

23,000 LB GAWR LININGS

Road type

On-highway truck and trailer

On/Off-highway, steep grades, worksites, city roads

Load types

General cargo, produce

Liquids, gases, mining, logging, refuse, construction

Braking frequency

Low, mostly interstate, moderate, mix of interstate and urban

Moderate to high, any environment

Maintenance habits

Regular maintenance and services, maintenance as needed

Poor, intermediate service, brakes serviced when problem appears

Driver habits

Gentle to average

Average to aggressive

the demanding conditions on Australian roads, ensuring TRP brake shoes are reliable and built for purpose • the automated riveting process eliminates any potential human error • the TRP range is certified to FMVSS-121 and ECE R90 (where applicable) to ensure the brake shoes meet recognised, industry-wide standards • the 300 hours salt spray paint finish ensures a high resistance to corrosion and rust • OEM quality hardware kit helps extend the life of the shoe • TRP offers a 12-month hassle-free warranty.

So next time you need new brake shoes for a vehicle, consider the application that you are using your vehicle in before deciding which shoe lining is the perfect match.

For further information on TRP brake shoes range, visit www.trpparts.com.au/shoes

“A ONE-STOP SHOP FOR BRAKE SHOE KITS.”

AUGUST 2020 51

29/7/20 3:20 pm

trucking heritage

I

F YOU had spotted the photos of this extremely tidy F86 Volvo and thought ‘Wow, I had better have a read about this incredibly cool restoration project’ then I’m afraid you are out of luck, it’s not a restoration project.

If you are looking for a technicality and think instead I’m going to call it a rebuild story and impress you with my knowledge of the difference between the two, then you are also out of luck.

The reason being, in order for it to be either a restoration or a rebuild story you need a truck that has been worn down enough to either be restored or rebuilt. This incredible little Volvo has never been let go that much, unless you consider a few engine running repairs as a rebuild. This little beast has spent its entire working life around a small portion of Queensland and racked up less than half a million kilometres.

So, my friends, this is more like a tribute story; to one of the hardestworking little Volvos around.

Like me, this classic came off the line Top: Second owner, the Hewitts, used the little F86 Volvo to cart stock between their properties and to local sales Above: The little TD70E did need some refurbishments when the head gasket went. Byron took the time to do the injectors, sleeves, gaskets, the whole lot

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WORKHORSE ownerdriver.com.au

29/7/20 3:20 pm

WONDER ownerdriver.com.au

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This 1977 F86 Volvo is Byron and Shaylee Kriesch’s pride and joy come show season but it is also their workhorse around the farm. Warren Aitken writes AUGUST 2020 53

29/7/20 3:20 pm

in 1977. Unlike me, however, it is holding up extremely well for its 43 years of life. Even now the original paint has a deep red shine to it that I can only manage after three days in the sun.

The truck was first bought by HM Rudduck & Co and was used to cart cattle from its Woodford farm to Cannon Hill and often the Kilcoy meat works. The huge TD70E engine was pumping out a massive 202hp (151kW), meaning, with a load of cows on, it may not have been setting landspeed records getting up and down all the hills, but you can bet the cows were almost as comfy as the driver at the time. Although the truck was busy it never really racked up huge kilometres, it clocked up even less when HM Ruddock’s sold out to Doug Nichols and the truck ended up just filling in a carpark for a while.

Eventually, the little F86 was spotted by Nelson and Judy Hewitt from D’Aguilar, Queensland and it began its second chapter. The Hewitts were well known for their Holstein Friesian cows and attended many country shows to display them. The little F86 Volvo was the perfect truck for them to cart stock around with. Not just to shows, but with a dog trailer in tow it was also used for moving cattle between their properties and to local sales.

The truck was well cared for and lovingly maintained, ensuring that it was still working hard as it approached its 40th birthday. Before it got to its 40th, though, it ended up in the hands of its current owners, Byron and Shaylee Kriesch.

Above: The truck was well cared for and lovingly maintained, ensuring that it was still working hard as it approached its 40th birthday Left: The classic TD70E came off the production line in 1977 Below: Looking out at a few of the Kriesch’s angry and aggressive sheep Opposite top: The original bullbar got a new coat of paint as well, while the cab remains untouched, aside from an intense cut and polish

“With a load on her I’d have no problems driving it anywhere.”

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Angry animals The Krieschs own about 50 acres of farm land in a small area of Queensland called Cloyna. Yeah I had never heard of it either but I must say it was a beautiful spot to go do photos. They run a few cows on their land as well as breeding some dogs, raising some kids and owning some of the angriest, most aggressive sheep you will ever meet. The damn things kept wanting to charge me every time I turned my back. A traumatic experience, I’m telling you.

So, with a bit of cattle to move around, Byron decided he wanted to get himself a little farm truck. Though a farmer at heart, Byron currently drives interstate for a local company, running from Brisbane to Adelaide every week in a Western Star – the room and power of which don’t compare to his previous farm truck experiences of an old J2 Bedford or beat-up old ACCO. For his farm truck Byron wanted to pick up something that he could take to a few old shows as well. “I’ve never been a Volvo man,” Byron admits, “but when this thing came up it was the right price and I do have a thing for the old bubble cabs.”

It really was right place right time kind of thing. Byron’s wife Shaylee knew of the truck as she’s a local girl and it had been in the area all her life. Her dad dropped word it was for sale and Shaylee and Byron quickly snapped it up.

Once again full credit to the previous owners as the F86 was in top-notch condition. The little TD70E did need some refurbishments when the head gasket went. Byron took the time to do the injectors, sleeves, gaskets, the whole lot. Might as well get her good as new again, he thought.

When I asked how difficult it was replacing parts on a 40-year-old motor he heaps massive praise on Western Truck Group in Toowoomba, whose parts team went above and beyond, matching up parts and sourcing the right pieces from around the country. Mechanically there wasn’t much else needed doing, just a clutch plate and a couple of brake boosters and valves and that was really it. Most things were worn with age rather than use; though the passenger seat needing recovering – a sure sign someone was getting a lot of use out of it.

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29/7/20 3:20 pm

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AUGUST 2020 55

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“I do have a thing for the old bubble cabs.”

Top: Not a restoration as such, but a working piece of history Above: Most things were worn with age rather than use; though the passenger seat needing recovering – a sure sign someone was getting a lot of use out of it

Old school Byron gave the chassis a fresh coat of paint, as he did with the stock crate. “We used the wrong paint on the crate though,” he admits as we notice the large parts flaking off.

The original bullbar got a new coat of paint as well, while the cab remains untouched, aside from an intense cut and polish that is. It’s still amazing for a 43-year-old paint job.

Byron did replace a couple of the lights with LEDs but has kept the old-school exterior, which works well.

All in all, there has not been a need for much change or many repairs to the old girl and she still stands up well.

“The biggest run I’ve done was to Gin Gin, about three hours,” Byron admits “but with a load on her I’d have no problems driving it anywhere, it’s comfy as.”

Which makes you think what level of luxury the F86 must have brought to the industry in the 1970s if it can still be classed as comfortable in the 2020s.

There we go folks, it wasn’t a restoration, or a rebuild; it was just a shout out to a working piece of history. As the F86 approaches its 43rd birthday Byron and Shaylee still have a few plans to clean up some of the aging pieces of their beloved Volvo. It is their pride and joy come show season but it is also their workhorse around the farm. The bubble hasn’t burst on this 1977 F86 Volvo.

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sponsored content

SUN SHINES ON MERITOR 50-YEAR ANNIVERSARY Meritor is celebrating 50 years of service in the Australia trucking industry. Following the tides of change in the local truck market in the past five decades, Meritor has made significant efforts to remain a trusted brand producing quality products made in Australia for tough local conditions

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T

his year marks the 50th year of Meritor’s operations in Australia. In 1969, Rockwell and Industrial Engineering established a purpose-built drive axle manufacturing plant in Melbourne. Over the years, the facility supplied drive and steer axles to brands like Ford, Chrysler, Atkinson, International, White Motors, Leader, Volvo, Mack, Kenworth and Iveco.

Despite significant changes in the global truck market Meritor has continued to supply parts to some of the world’s biggest truck names – including Kenworth, Volvo, Mack, Isuzu, Iveco, Western Star and Freightliner – first as part of Rockwell International, then as Arvin Meritor, and eventually under the Meritor banner.

“Off the back of Meritor’s 110 year legacy, we are delighted to be celebrating 50 years in Australia reflecting the brands heritage and our dedication to the commercial vehicle transportation industry in this country, which has some of the most demanding on and off-highway applications globally,” Meritor Australia managing director David Cole says.

Australian line-up Meritor Australia’s operations have continued to adapt to changing global dynamics and advancements in technology. Today the company is well-known for its extensive range of heavy duty truck axles and remains a trusted supplier of tandem and tri-drive axles, steer axles, drivelines, S-cam brakes, brake drums and air disc brakes. Meritor uses its global reach to both manufacture

and source a range of quality products that are then tailored to suit the specific conditions of the Australian truck market, including tough road conditions, and high load and weight capacity.

“While Meritor Australia has traditionally focused on the truck and aftermarket sectors, Meritor has a diverse product portfolio that also includes military-grade drivetrain solutions for the defence market. Meritor’s military applications date back to World War I and continue strongly today,” Meritor sales and marketing manager Michael Snell says.

“Meanwhile, Meritor Australia has experience in the local defence sector through our involvement with Thales Australia and its Bushmaster infantry mobility vehicle program.”

Recent advancements Over the past few years Meritor has made a number of acquisitions to enhance its technological capabilities and also to enhance growth in off-highway, defence and aftermarket segments.

In 2017, Meritor acquired gearbox and transfer case manufacturer Fabco, and a year later it launched a new brand, Blue Horizon, to market its suite of electric drivetrain solutions whereby the main drive motor is integrated into the axle housing.

Last year, Meritor took industrial and off-highway axle manufacturer Axletech under its wing. This acquisition is expected to bring a full and complimentary product line of independent suspensions, axles, braking solutions and drivetrain components for off-highway applications.

“These acquisitions enhance Meritor’s technological capabilities for growth in off-highway, defence and aftermarket segments,” Cole says.

“Earlier this year, Meritor acquired remaining shares in California-based Transpower, which supplies integrated drive systems, full electric truck solutions and energy storage subsystems to major manufacturers of

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Sunshine specialises in assembly of brakes, and drive and steer axles for local original equipment manufacturers, including Kenworth, Iveco and Mack.

During the ‘golden era’ of Australian manufacturing in the ’70s and ’80s, Meritor’s Sunshine facility used to be a full production site with much of the manufacturing taking place in-house. However, with changing times, the company gradually transitioned from full-scale local manufacturing to a more globally-sourced product approach.

These days, the Sunshine site serves as semi-finishing and assembly plant which dispatches steer axles, differentials, axle assemblies, drive axles and brake components using a just-intime lean process. Meritor Australia continues to make significant investments in local manufacturing expertise, recently adding the capability to build and balance drivelines in-house at the Sunshine facility as it looks to gain better in-house quality control and improve capabilities to support local customer demand and diversification in off-highway segments.

Customer focus Many of Meritor Australia’s employees have been working with the company for more than a decade. Territory truck manager Ivan Cassar is one of them. Cassar, who has been working with the business for over 23 years, attributes the success of the Australian business to its unparalleled dedication to customer service and its ability to adapt to the market by offering reliable products to customers.

Meritor offers excellent customer support through its dedicated customer service and technical support representatives in Melbourne, and national sales coverage with its experienced team of field sales representatives servicing both OE truck sales and aftermarket.

In the last five decades there have been many changes in the road transport industry including, changes in regulations, huge advancements in technology and most significantly, greater presence of imported vehicles. However, there are still three manufacturing powerhouses based in Australia – Kenworth, Iveco and Volvo Mack. Meritor has a long and proud history of supplying axles to these three brands and servicing their OEM replacement and aftermarket parts needs through its extensive dealer networks.

“WE WILL CONTINUE TO INVEST IN OUR PEOPLE TO ENSURE WE CAN EXCEED OUR CUSTOMER EXPECTATIONS AND HELP THEM STAY A STEP AHEAD IN THEIR BUSINESSES FOR THE NEXT 50 YEARS”

Future outlook

trucks, buses, refuse vehicles and terminal tractors. By combining Transpower products with Meritor BlueHorizon eAxle product lineup, Meritor will accelerate the development and sale of this entire family of electric drive product. It enables Meritor to further position the company as a premier supplier of electrification technologies for commercial vehicles.”

Australian sites Meritor has two sites in Australia – an assembly facility in Sunshine, and an aftermarket parts distribution warehouse and brake shoe kit riveting facility based in Derrimut, Victoria. Established in 2010, the Derrimut facility specialises in aftermarket (Euclid, Meritor) and genuine (Meritor Genuine) brand offering, with over 1,500 stocked items and 10,000 active parts on site at any time.

Meanwhile, the 10,000 square metre manufacturinig facility in

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Meritor Australia plans to further boost its longstanding presence in the on-highway and aftermarket segments through leading technology, innovation, reliability, and customer service and support.

“As we look to the future we will be offering a wider array of differentiated products and solutions to customers. It will strengthen our capability to continue to invest and produce locally and will see expansion of our aftermarket distribution centre and capability, with a more comprehensive range of products to meet customer needs for every stage of vehicle ownership through our ‘Good, Better, Best’ tiered offering,” Cole says.

“We have and will continue with a number of new product developments tailored for unique Australian applications.

We will continue to invest in our people to ensure we can exceed our customer expectations and help them stay a step ahead in their businesses for the next 50 years. It remains our commitment to be the recognised leader in providing advanced drivetrain, mobility, braking and aftermarket solutions for the local industry.”

Top, L to R: A bird’s eye view of the Sunshine facility in Melbourne; Inside the Sunshine facility Above Left: A technician riveting Meritor’s brake shoes at the Derrimut facility

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events news

LOCKED AND LOADED

Key partners – including Owner//Driver publisher Bauer Media Group – have been locked in for 2021 Brisbane Truck Show

T

he Brisbane Truck Show has renewed long-term partnerships with National Transport Insurance (NTI), BP Australia and Bauer Media Group ahead of the launch of the highly-anticipated 2021 event.

The southern hemisphere’s largest automotive business event will return to the Brisbane Convention & Exhibition Centre from Thursday, May 13 to Sunday, May 16, 2021.

The show is presented by Heavy Vehicle Industry Australia (HVIA) whose founding members held the first event in 1968, prior to formalising their association two years later.

Following last year’s show HVIA was presented with two prestigious awards at the Australian Event Awards, with the Brisbane Truck Show named Australia’s Best Corporate Event and Best Exhibition or Tradeshow.

HVIA chief executive Todd Hacking says the accolades only serve to inspire more energy to further improve the show for both exhibitors and visitors.

“Between the fascinating technology developments, the opportunity to get up close to the comprehensive range of new trucks, trailers and equipment, and the amazing innovation on display from one end of the show to the other, there is no doubt the show is on many bucket lists,” Hacking says.

“We are delighted with the enthusiasm of our members and other exhibitors to confirm their participation; I think everyone is chomping at the bit for the opportunity to get together in person and it is a privilege for us to play hosts for that reunion.

“We are delighted to welcome back BP Australia as Gold Partner, and to announce that our organisation’s Principal Partner, National Transport Insurance (NTI), has stepped up into the role of Platinum Partner for the 2021 Brisbane Truck Show.

“NTI has been an amazing partner for our organisation and for the show, but that is nothing on the breadth of their contribution right across industry for over 30 years.”

Hacking says the renewed partnership with Bauer Media Group – publisher of Owner//Driver – adds further evidence of its commitment to supporting the Australian transport industry.

“As publisher of market-leading titles Australasian Transport News (ATN), Deals on Wheels, Earthmovers & Excavators, Farms & Farm Machinery, and Owner//Driver and their accompanying online titles, Bauer Media Group is connected deeply into the heart of our industry,” he says.

Graham Gardiner, Bauer Media Group’s general manager – industry, says the publisher is delighted to once again partner with HVIA as the exclusive Official Media Partner for the 2021 Brisbane Truck Show.

“Through our comprehensive suite of print, digital, and video and broadcast TV platforms, Bauer Media Group provide unprecedented opportunities for exhibitors to promote their show presence to the key target industries of transport, agriculture and construction, before, during and after the show.

“That includes the 2021 Brisbane Truck Show Official Program containing a full preview of the show and exhibitors, plus maps and other important details,” he says.

Hacking adds that Australian Heavy Vehicle Industry Week will be back for 2021. He says the creation of the new umbrella event formalised something that has been happening for years alongside the Brisbane Truck Show.

“Our exhibitors have long been holding launch events, customer dinners, dealer conferences, drive days, factory tours and much more in tandem with the truck show,” he says.

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“The reaction to last year’s expansion into South Bank Parklands was fantastic.

“All of that success is a reflection on the leadership shown by so many of our exhibitors who did such an amazing job showcasing the values of their companies and our industry to the broader community.”

Australian Heavy Vehicle Industry Week is underpinned by a set of themes that exhibitors chose to represent the values of the heavy vehicle industry: safety, innovation, sustainability, knowledge, careers and community.

“Those themes really do a great job of capturing our capability and our aspirations in just a few keywords,” Hacking says.

“The activations and events throughout the Brisbane CBD, and other venues across Brisbane, shone a light on our industry in a way that has never been possible before.”

For all the latest information on what’s happening at the 2021 Brisbane Truck Show visit www.brisbanetruckshow.com.au.

Top: The southern hemisphere’s largest automotive business event will return to Brisbane in May 2021 Above: The umbrella Australian Heavy Vehicle Industry Week will return in 2021 with a series of activations and events throughout the Brisbane CBD, and other venues across Brisbane

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INNOVATION - SUSTAINABILITY - SAFETY - KNOWLEDGE - CAREERS - COMMUNITY

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truck technology

HINO BRIDGES THE I Boasting increased towing capacity, better performance and multiple safety features, plus the addition of the new 721 model, Hino Australia’s revamped 300 Series has thrown down the gauntlet to its light duty rivals. Greg Bush writes

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N THIS COVID-19 world, Hino Australia adopted the social distancing norm when it launched its 2020 Hino 300 Series range via a Zoom meeting.

Despite this handicap, Hino’s enthusiasm was unmistakable as MC Neil Crompton introduced president and COO of Hino Motor Sales Australia Sam Suda, general manager Bill Gillespie, and manager of product strategy Daniel Petrovski.

Suda hit the nail on the head when he stated that the new challenges caused by the pandemic had forced Hino to be more innovative, designing a unique format using video and online launch methods to bring the new 300 Series to life.

“We think the new 300 Series deserves the most innovative launch that Hino can give as it reflects the all-new safety innovation to keep our drivers and other road users safe,” Suda says.

Significantly, as well as safety and performance upgrades, the new 300 Series has expanded the Hino light duty range to more than 60 models including Standard Cab, Wide Cab and Wide Crew Cab configurations.

Leading the way is the new 721, which boasts 205hp (186kW) and 600Nm of torque from its fivelitre J05E-UJ engine, coupled to a six-speed double overdrive true automatic transmission, giving a 3.5 tonne towing capacity.

“The new 721 opens up many opportunities in the 6.5 tonne Gross Vehicle Mass (GVM) class for tradespeople and local councils, with the true automatic transmission matched to the most powerful and highest torque engine in its class,” Petrovski says.

“The 721 is available in multiple wheelbases, as well as single and crew cab models and fills an important gap in the market for Hino.”

At the lower end of the new 300 Series, the 616 standard Single Cab comes with independent front suspension, which Hino says is a unique

feature among the 300 Series range.

Gross combined mass (GCM) ratings range from 4.5 tonne to eight tonne in the 616s, which are fitted with the four-litre N04C common-rail turbo diesel engine rated at 150hp (112kW) and giving out 420Nm of torque.

The 616 Standard Cabs are available with both manual and true auto transmissions with a towing capacity of up to 3.5 tonne; hence it can be driven on a car licence.

Hino says all 616 Standard Cab models can be upgraded to an increased payload of 5.5 tonne GVM on a light rigid truck licence.

The 616 Wide Cab model is said to produces 150hp and 420Nm with the four-litre N04C common-rail turbo-diesel engine combined with the six-speed automatic transmission.

“The 617 manual model is also powered by the N04C engine, this time with the Hino six-speed double overdrive manual transmission – this combination produces 165hp (123kW) and 464Nm of torque,” Petrovski continues.

Medium rigid Further up the range, the 716 and 717 Wide Cab models cover the 6.5 tonne GVM range, fitted with the fourlitre engine, with either a true automatic or manual transmission available.

The 816 Wide Cab model also comes with an automatic transmission, and is fitted with 17.5-inch wheels, higher rated tyres, and higher rated axles, which increase its GVM to 8.0 tonne and boost its payload offering.

The 917 model retains the four-litre engine mated to the six-speed manual transmission and has an 8.5 tonne GVM on a medium rigid truck licence, and can be rated to 7,995kg for light-duty truck customers.

Hino says its 920 is another model utilising the manual transmission. With the five-litre engine option, it can be registered for a light or medium rigid truck

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GAP

licence, resulting in GVMs of 8.0 or 8.5 tonne respectively.

However, Hino says when combined with the true automatic transmission and the high horsepower five-litre engine, the 921 offers superior performance and 3.5 tonne towing capacity. Again, it can be configured with an 8.0 tonne GVM for light rigid truck licences, or 8.5 tonne GVM for medium rigid licences.

For the environmentally conscious, the new Hino Hybrid electricdiesel model is available in four variants: the 616 Standard and Wide Cab car-licensed models through to the 716 Wide Cab and the 916 Wide Cab, which has a maximum Gross Vehicle Mass (GVM) of 8.5 tonne.

“The hybrid meets Euro 6 compliance via a combination of our well-proven DPR and SCR solutions,” Petrovski continues. “If our 500 Series Standard Cab models are any indication, the emission solution has proven to improve fuel efficiency.

“Not only did Hino update the diesel engine, but the hybridelectric system itself has been updated and improved. A new sixspeed automated transmission with the new higher torque electric motor mated it to the front of the box means that gearshift times are shortened thanks to the assist of the motor.

“There’s a new lower weight battery, new software, new inverter, and more efficiency, lower tear weight, better productivity for the customer. Independent back-to-back testing on the previous models have proven that fuel efficiency improvements of 21 per cent in realworld applications and conditions.”

Active safety

“The new 721 opens up many opportunities in the 6.5 tonne GVM class.”

The new Hino 300 comes with a host of new active safety systems, including a Pre-Collision Safety System (PCS), Autonomous Emergency Braking (AEB), Pedestrian Detection (PD), as well as Lane Departure Warning System (LDWS), all of which are fitted as standard on the new 300 Series 4x2 model range.

PCS can detect a potential collision with another vehicle, and/or a pedestrian using radar technology and image sensors.

“If the system detects the possibility of a collision, it will warn the driver to apply the brakes using both visual and audible alerts,” Petrovski explains.

However, he says if the system determines that a collision is imminent, it can autonomously apply the brakes to minimise the damage or even avoid the collision.

“PD can detect a pedestrian in front of the vehicle; if the system detects a pedestrian, it will warn the driver to apply the brakes using both visual and audible alerts and, if the driver takes no action to avoid a collision, it can autonomously apply the brakes.

“Since its introduction as standard fitment on our medium-duty 500 Series Standard Cab models in early 2019, our customers have embraced PCS as an active safety system and have been requesting its introduction across other Hino models,” Petrovski says.

Meanwhile, the Lane Departure Warning System (LDWS) similarly alerts the driver visually and audibly if the truck is deviating from its lane without the turn indicators being engaged.

Top right: The improved dash layout includes a new driver instrument panel with an enlarged and centralised speedometer to improve readability, and a new easy-to-read high contrast 4.2-inch TFT LCD Multi Information Display Above: The 921 crew cab offers 3.5 tonne towing capacity Opposite bottom: The J05E 5-litre engine meets Euro 5 and Enhanced Environmentally-Friendly Vehicle (EEV) emissions standards

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“The emission solution has proven to improve fuel efficiency.”

Above: The new Hino 721 features the five litre J05E-UJ engine with 205hp and 600Nm of torque Below: The 616 Wide Cab’s N04C common-rail turbo-diesel engine boasts 150hp with the sixspeed automatic transmission

Hino notes that daytime running lamps (DRLs) along with the PCS radar in the bumper and an updated grille help to distinguish the new 300 Series from its predecessors.

“The DRLs are a unique feature for Hino in the light-duty truck segment,” Petrovski continues. “They ensure that if headlamps are not turned on in low light conditions, the vehicle will be still seen, adding to the overall safety of the vehicle.”

Other safety features carried over from the previous 300 Series models include dual SRS airbags, four-wheel ventilated disc brakes, and Electronic Brake force Distribution (EBD).

Hino says the 300 Series Cab has been tested to the UN ECE R-29 cab strength certification and features narrow A-pillars, which ensure a nearly uninterrupted forward view.

Forward vision is complemented by the heated and electrically operated flat main mirrors, and the convex spotter

mirrors which offer vision to the side and behind the vehicle.

“When combined with the high definition waterproof and infrared Reverse Camera, the new 300 Series offers near 360-degree vision for improved safety when manoeuvring the vehicle,” Petrovski says.

Hino Australia general manager Bill Gillespie believes the new 300 Series models are the cornerstone to achieve Hino’s long-term business goals in what is possibly the most competitive segment in the Australian truck market.

“With new entrants arriving all the time, we need to keep moving and innovating, if we’re to retain and grow our Hino light-duty sales,” Gillespie says.

“The 300 Series range represents 58 per cent of our Hino sales volumes each year, having broad appeal to buyers across many segments. This range remains a linchpin in our Hino line-up.”

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tech briefs

Truck and trailer hire expansion

TR Group has announced the launch of TR Group Australia, formerly known as Semi Skel Hire. TR Group acquired the Melbourne-based trailer rental company in July 2019 as a first step into the Australian truck and trailer hire market.

Over the past year, TR says it has expanded the 1,300strong fleet by adding 45 new prime movers to what was a trailer-only fleet. In addition, TR now boasts over 20 PBS-approved A-doubles and super B-combinations, which it says arefully permitted in accordance with the National Heavy Vehicle Regulator’s regulations.

A Brisbane branch close to the port on Lytton Road was opened in February this year, which TR Group says is part of its strategy to expand nationwide. A new 75,000 cubic metre Melbourne site on Boundary Road opens in September.

The business has operated as TR Semi Skel Hire in Australia since the takeover, under the leadership of TR Group’s Chris Perry, who relocated to Melbourne from New Zealand. Perry says he is delighted with all the hard work done by the team over the past year and feels the time is right for TR Group to become known in its own right across Australia: “We bought a fantastic business in Semi Skel 12

D

D p h R t

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months ago that was extremely well-known here in Melbourne as a great trailer hire company,” Perry says.

“As we expand beyond Melbourne and add trucks to our fleet, we feel the time is right to be clear about who we are and what we can offer to the Australian transport industry.

“TR Group has grown steadily over the last 30 or so years in New Zealand, on the back of being the best we can be at renting and leasing trucks and trailers. We couldn’t have done that without a great team and the support of our fantastic customers.

“Our aim is to try and build a similar business across Australia showing the same level of service

and expertise so we can all be successful together.

“We appreciate these are tough times for everyone here in Australia, but our aim is to be ready for our customers with quality Australian-built gear at competitive rates whenever and wherever we’re needed.

“If we can do that, I’m confident customers will see the benefit in what TR Group has to offer for all of their heavy commercial short-term and long-term needs,” Perry says.

Since TR Group’s founding in 1992, the company has reportedly grown to a fleet of 7,000 heavy commercial rental and lease vehicles and a team of 200 across Australia and New Zealand.

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o

DAIMLER TRUCK and Bus Australia Pacific president and CEO Daniel Whitehead has lauded the National Heavy Vehicle Regulator‘s (NHVR) focus on encouraging truck safety and environmental advances.

The NHVR recently released its Vehicle Safety Environmental Technology Uptake Plan, which sets out a pathway to remove red tape that currently limits the uptake of truck technology that reduces emissions and improves safety.

Whitehead says the NHVR Uptake Plan is a valuable contribution that has the potential to help the Australian transport industry operate more efficiently, cut emissions and ultimately reduce road accident trauma.

“The NHVR has a critical role in being able to help the increased take up of lifesaving safety technology and improved emission technology, so it is fantastic that the team has stepped up to advocate for positive change,” he says.

“The transport industry stands to benefit from the leadership shown on this issue by NHVR chair Duncan Gay and its chief executive officer Sal Petroccitto.”

Whitehead pinpoints technology such as Autonomous Emergency Braking (AEB), which has been mandatory for new trucks sold in Europe for years, and included in Daimler’s Mercedes-

Benz, Freightliner and Fuso brands.

He says such vehicle enhancements should be more aggressively encouraged in Australia by lawmakers.

“Fleets who have taken up this technology in Australia and some of Daimler’s overseas markets have measured a dramatic reduction in costs from nose to tail accidents that either don’t happen or just aren’t as severe,” Whitehead adds.

“So, even from a purely economical perspective, this technology makes sense.

But that doesn’t take into account the reduction of road trauma and human

cost that those accidents may have caused were it not for AEB.” When it comes to encouraging engines that meet Euro 6 emission standards, Whithead says it makes sense.

“Going to a Euro 6 engine reduces particulate matter by more than 99 per cent and reduces nitrogen oxide by more than 97 per cent, as well as being quieter.

“In our case, Daimler Euro 6 engines have also delivered fuel savings,” Whitehead says.

Mercedes-Benz claims to be the first truck manufacturer to offer a full range of trucks with Euro 6 engines for every

Above: Daimler Truck and Bus Australia Pacific president and CEO Daniel Whitehead

power rating level when the fourth generation Actros was introduced locally in 2016. Towards the end of 2019, Freightliner is said to have introduced the only conventional truck in Australia that comes standard with an engine that meets Euro 6 emission standards; the Cascadia.

Fuso Australia is also preparing to introduce the world’s first series production all-electric truck, the eCanter.

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tech briefs

Allweld handpicked for Qld government support ONE OF the beneficiaries of Queensland’s Jobs and Regional Growth Fund is Maryborough-based truck and transport fabricator Allweld Manufacturing.

The company will diversify into defence and aerospace supply with funding support as part of the $175 million state initiative.

“Over the years we’ve been able to secure new markets and we are now designing and manufacturing a range of customised transporters including prime movers, tippers and trailers as well as fire, rescue and ambulance vehicles and marine craft,” Allweld owner Andrew Shilleto says.

Allweld project executive manager Josh Linwood says the funding support will assist the company to expand its manufacturing facility in Maryborough and diversify its production into new specialised areas.

Queensland premier Annastacia Palaszczuk backs the business to help drive the state’s COVID-19 economic recovery.

“Regional manufacturers are helping

to power Queensland’s economic recovery from the worldwide impact of COVID-19 by investing locally and creating jobs,” Palaszczuk says.

“In this case the assistance will allow Allweld to enter into an exciting new growth phase and increase its workforce by more than 40 per cent over the next four years, with 12 more full-time equivalent roles to be added to its existing 27.”

The Queensland Premier is no stranger to supporting the road transport industry, launching the opening of the new Volvo headquarters at Wacol in 2018.

Minister for state development Kate Jones says Allweld was one of the Queensland businesses benefiting from supply-chain opportunities in Queensland’s expanding defence and aerospace industries.

“Allweld is already a renowned manufacturer for the road transport and marine industries and now, with the government’s help, the sky’s the limit for their future expansion into defence and aerospace,” Jones says.

“Allweld will now get its expansion underway with completion expected

by January 2021.”

The Queensland Government’s Economic Recovery Strategy is based on the priorities of building vital infrastructure, strengthening the state’s industries and enabling future growth.

Above: Queensland premier Annastacia Palaszczuk gets behind the wheel during the opening of the new Volvo headquarters in 2018 Below: Annastacia Palaszczuk visits the Allweld Manufacturing premises in Maryborough

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FOR THE OWNER-DRIVER Frank Black

Bordering on frustration Where is the common sense in COVID-19 border closures as road transport suffers lengthy delays?

A

RETURN to lockdown is another blow to our economy, but this time around the element of surprise has been removed.

Whether or not a second wave could have been prevented is beyond my expertise, nonetheless, we were warned of the possibility long before the first wave was over.

So why, this time around, have we seen border closures become an even bigger mess than they were a few months ago?

When there was a shortage of toilet paper, tinned food and pasta, all eyes turned to the truckies. Now that supermarket shelves have resumed a sense of normality, is trucking no longer an essential service?

The state of New South Wales didn’t seem to think so, when they closed their border with Victoria and expected truck drivers passing through the state to self-isolate for 14 days. The ridiculous notion only lasted a couple of days and following campaigning from the Transport Workers’ Union, NSW introduced a new permit to allow truckies to pass through. But rather than all that effort, all that was needed was common sense.

How out of touch do you have to be to expect truck drivers moving freight from one end of the country to another, running to tight deadlines with an ever-increasing push for immediate deliveries, to be able to set aside 14 days each time we pass through a state? Not to mention that those 14 days would be spent away from our homes, our families, and inside the cab of a truck – where we already spend more time than our own beds.

We all need to do our bit to protect ourselves and others during this pandemic and I, like most truckies, have been carrying disinfectant, gloves and masks with me to limit the risk of spread when picking up and dropping off loads.

We also need food, medicines and supplies. And we’re not going to get them to where they need to be with truck drivers stuck in the wrong state.

news that I should apply online for a permit to cross into SA. After searching online for the appropriate page and completing the online application, I was advised it could take up to 72 hours to process, and to proceed to the border where in the absence of a border pass, I would be required to complete the same documentation again.

• June 26: I arrive at the border in my truck and pass easily through the border following a few questions about fruit flies (no mention of the virus and no documentation necessary).

• July 5: Hear back SAPOL: Cross Border Assessment Unit that my permit was denied (by this point I had already departed SA).

• July 5: Contact SAPOL: Cross Border Assessment Unit and explain I don’t have the documents they requested as I’m not an employee driver. I’m told to provide alternative evidence – a photocopy of my heavy vehicle driver’s licence would suffice.

All in all, this ludicrous process took more than a week of faffing around to provide evidence that I’m a truck driver,

FRANK BLACK has been a long distance owner-driver for more than 30 years.

He is the current ownerdriver representative on the ATA Council.

BELOW: No truck-only lane crossing the border into Queensland.

Photo by Greg Bush

“The last thing we need is hold ups keeping us from delivering on time.”

when clearly all the evidence I really needed was to show up in my truck.

What better evidence is there than that?

There was no advance warning of changes when most truck drivers would already be in transit. On the other hand, I have friends that have a heavy vehicle licence, yet they haven’t driven a truck in 30 years, does that mean if they send a photocopy of their licence they are eligible for a cross border pass, when the passes for genuine truck drivers are being denied because of paperwork?

It’s laughable; only the humour disappears when you recall how valuable time is to an owner-driver. We don’t sit in offices with photocopiers at the ready to scan licenses and spend hours filling out forms. We’re just trying to get from A to B as quickly and safely as possible, to fulfil our duties to the contract and maintain good relationships to pick up more work in the future.

MAKING UP THE HOURS These days we probably spend more time ringing each other to try and make sense of these confusing changes than we do getting the rest we need to do our jobs safely.

Add to that an extra few hours spent in queues behind cars of holidaymakers trying to pass through closed borders.

The Queensland border’s failure to cordon off a truck-only lane heaps the pressure on us to make up those hours on the road.

Every minute counts in the transport business. The last thing we need is hold ups keeping us from delivering on time. It just adds more pressure to the dangerous nature of our jobs.

We’ve been declared essential workers – although our work has not changed from what it has always been. The nation as we know it has always been reliant on trucking, it’s only during this time of stripping back our lives and reflecting on the essentials that the importance of our work has been acknowledged.

It’s time to apply that recognition and some intelligence to the systems around trucking that are making it difficult for us to just do our jobs.

COVID-19 RESTRICTIONS In the first wave of cases and closures, we continued to pass through states with little fuss. This time around, common sense is lacking in every way.

Let’s take my encounter with the SAPOL (SA Police): • June 25: While in transit I was only alerted to the changes via the radio

70 AUGUST 2020

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