Owner Driver 345 October 2021

ownerdriver OCTOBER 2021 #345

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Contents #345

OCTOBER 2021

58

44

“There’s still a market for a non-synchro manual transmission.”

22 THE INDOMITABLE SNOW MAN While it may have negligible influence in road freight’s daily grind, MAN certainly has a few ardent supporters in specialist roles such as snow clearing

32 BUILDING A BETTER B-MODEL Like a true detective, Neil Hughes tracked down the origins of his 1963 Mack B-61 restoration project

22 gptruckproducts.com.au

44 WORKIN’ THE BIG T610 Jayden McClintock, a third-generation member of the successful family

company, scores the keys to the big cab Kenworth T610 SAR

54 GREY GHOSTS REMEMBERED

A retired Kwikasair driver has used his lockdown days to help maintain the memories and fellowship of the Kenworth Grey Ghosts of yesteryear

58 MUNCHIN’ ON MONEY

David Armstrong’s worn-out International R-200 has evolved into a restored showpiece – and a tribute to his late son Craig

68 WILD SIDE OF LIVESTOCK

After generations of livestock transport experience, the Wild family and their trusty twin-steer Kenworth named ‘Grunter Hunter’ are still going strong

78 STIRRING TIMES

Eaton will late next year launch an entirely new automated shifter called the Endurant XD 18-speeder. It’s a whole new design for a whole new ballgame

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ownerdriver EDITORIAL Editor Greg Bush Ph 0408 780 302 E-mail Greg.Bush@primecreative.com.au Senior Journalist Ben Dillon Ph 0423 312 298 E-mail Ben.Dillon@primecreative.com.au Technical Editor Steve Brooks E-mail sbrooks.trucktalk@gmail.com Contributors Warren Aitken, Robert Bell, Frank Black, Warren Caves, Warren Clark, Adam Cockayne, Rod Hannifey, Michael Kaine, Sal Petroccitto, Linda Uhr, Trevor Warner, Ken Wilkie Cartoonist John Allison

PRODUCTION Production Co-Ordinator Cat Fitzpatrick Art Director Bea Barthelson Print IVE Print

ADVERTISING Business Development Manager Hollie Tinker Ph 0466 466 945 E-mail Hollie.Tinker@primecreative.com.au Business Development Manager Con Zarocostas Ph 0422 222 822 E-mail ConZarocostas@primecreative.com.au

SUBSCRIPTIONS Ph 136 116 Fax 02 9267 4363 Web magshop.com.au Reply Paid 4967, Sydney, NSW, 2001

EXECUTIVE GROUP CEO John Murphy Publisher Christine Clancy COO Zelda Tupicoff Operations Manager Regina Fellner Trader Group Sales Director Brad Buchanan

Owner Driver is published by Prime Creative Media 11-15 Buckhurst Street, South Melbourne VIC 3205 Telephone: (+61) 03 9690 8766 www.primecreative.com.au ISSN 1321-6279 OwnerDriver magazine is owned by Prime Creative Media. All material in OwnerDriver is copyright and no part may be reproduced or copied in any form or by any means (graphic, electronic or mechanical including information and retrieval systems) without written permission of the publisher. The Editor welcomes contributions but reserves the right to accept or reject any material. While every effort has been made to ensure the accuracy of information Prime Creative Media will not accept responsibility for errors or omissions or for any consequences arising from reliance on information published.

Opinions expressed in OwnerDriver are not necessarily the opinions of, or endorsed by the publisher unless otherwise stated.

BEHIND THE WHEEL Greg Bush

Shortage in our ranks

R

EPORTS from the UK detailing petrol shortages, and the inevitable panic buying, has brought to light the problems that Australia will soon be facing, if we’re not already. There is plenty of petrol available for motorists in the UK. Problem is, there’s a scarcity of truck drivers to deliver it.

As in Australia, there’s a lack of new blood entering the trucking industry in the UK. The COVID pandemic has added to the shortage, although Brexit is being blamed for the inability of foreign drivers to fill the gap.

COVID has also played its part in Australia. Holdups at state border crossing have become frustrating for both short and long-haul truck drivers. Foreign drivers have taken up some of the slack in the past, but with Australia’s current restrictive international borders, it’s inevitable that our shortage situation will accelerate.

Truck driving is a demanding occupation, but it can also be financially rewarding in most circumstances.

The negatives are time spent away from family, impacts on health, and the constant reports of being hounded by police and road authorities. A driver can lose a week’s wages due to a minor error or indiscretion due to the whim of an overzealous officer.

So it goes without saying that, with those disincentives in place, enticing newcomers to get behind the wheel can be a hard sell.

Truck drivers are generally over 40 years of age. Everyone in the industry knows someone who is still making a mile at age 60, 70 and, in some cases, in their 80s. And why? They enjoy driving down the highway instead of being stuck behind the desk in an office environment.

In many cases the younger drivers have followed their fathers,

grandfathers, uncles or other relatives into the industry. They tend to stick with it; it becomes a way of life, almost like a religion.

That’s good news for the general population, who rely on goods being delivered to distribution centres, stores, fuel stations and, in the case of removalists, furniture.

Groups such as the Livestock, Bulk & Rural Carriers Association promote youth in the industry through their annual Young Driver Award.

The Transport and Logistics Industry Reference Committee (IRC) has taken a further step in that direction, proposing a Heavy Vehicle Driver Apprenticeship. It aims to create career pathways to promote truck driving as a viable career.

For too long the image of the truck driver has been a negative one. Mainstream media rejoice in presenting examples of poor truck driver behaviour to the public. Their enthusiasm is on par when they uncover unsociable activities by footballers.

However, if the IRC can get this new truck driver apprenticeship off the ground, it will not only present the trucking industry in a positive light and, hence a worthy occupation, but it may also put paid to the minority of cowboy driver-trainers. And that’s a good thing.

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

States introduce vaccine decree

Truck drivers told to be fully vaccinated against COVID before entering Western Australia and Queensland COVID-19 vaccination mandates for transport and logistics workers entering Queensland and Western Australia will come into effect in October.

Truck drivers who cross the border into Queensland must have had at least one dose of a COVID vaccine by October 15, with the second dose (or a booking) to be taken by November 15. They must also produce a negative COVID test result from within a seven-day period and maintain a seven-day rolling test regime.

In Western Australia from 12.01am on October 24, freight, transport and logistics workers must have had at least one dose of a COVID-19 vaccine if they have travelled through ‘high’ or ‘extreme’ risk jurisdictions, based on the latest public health advice.

These workers will need to be fully vaccinated within two months of their

first dose, which means they must have received their second dose by 12.01am, December 24.

Each day, there are about 300 crossings of the Western Australian border by transport, freight and logistics workers, the state government estimated.

Regardless of where a worker lives, the directions will apply to them if they have transited through those risk jurisdictions within 14 days of entering the state.

Further, these workers must also wear a facemask when in public, show proof of a negative COVID-19 test result or undertake a rapid antigen test at the WA border – and, if they are staying in WA, they must comply with the regular testing regime until 14 days has passed.

“The transport, freight and logistics workforce is by its nature highly

mobile with truckies and other workers visiting numerous places during the course of their work,” WA premier Mark McGowan said.

“Being on the road day in day out brings with it risks, and that is why is it important we’ve followed the health advice to ensure this workforce gets vaccinated against COVID-19.

“We have already seen instances where truck drivers from places like New South Wales, which is currently at an ‘extreme risk’ setting has incidentally carried COVID.” The directions include, but are not limited to, freight truck drivers, pilot/ support vehicle drivers, removalists, rail drivers and rail support crew, where these employees are required to travel from or through a ‘high’ or an ‘extreme’ risk jurisdiction for work.

“It is vital that our transport, freight and logistics workers – who do a remarkable job keeping our State running and supply chains moving are vaccinated against COVID-19,” WA transport minister Rita Saffioti said.

Meanwhile, the Queensland Government has advised that a dedicated pop-up vaccination clinic for truck drivers has now been established at Tugun near the NSW border.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

NatRoad slams Transurban’s toll fees Call for toll-road operator to give truckies a break by offering multi-use discounts on toll roads THE TRUCK driving industry has slammed Australia’s dominant toll-road operator Transurban for claiming it is “powerless” to cut fares on its network.

Speaking on the eve of his appearance before the New South Wales Legislative Council Inquiry into Tolling Regimes in Sydney on September 28, National Road Transport Association (NatRoad) CEO Warren Clark said Transurban boss Scott Charlton needs to backtrack on a statement he made in the media on September 20.

“Mr Charlton said the government sets the toll price and its annual rate of increases and they’re not his problems,” Clark says.

“Nothing stops Transurban giving rebates or multi-use discounts to truck operators to encourage them to use its roads.

“Mr Charlton’s company just paid

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$11.1 billion for the purchase of the state government’s remaining stake in WestConnex and made an 80 per cent return on its shareholding last year.

“Most NatRoad members are owner-operators or small businesses working on a profit margin of 2.4 per cent. By any stretch of the imagination, Transurban can afford to cut truck drivers a break.”

Clark says the heavy vehicle industry had been “knocked from pillar to post” by rising costs during the pandemic but had kept essential goods and services moving.

“If government and toll operators want to get trucks back onto tollways, they need to provide some relief,” he says.

“Variable toll rates for off-peak journeys or discounts for multiple journeys would be one very practical way of keeping trucks off suburban

streets, improving environmental outcomes and making travel less congested and safer.”

NatRoad will give evidence that annual toll bills of up to $100,000 are not unknown in Sydney, and one of its member companies pays more in tolls for a round trip between the Western Suburbs and the Northern Beaches than it does in driver wages for the round trip.

“Trucks attract tolls that are generally three times greater than

those for cars, and up to 11 times more than a motorist in registration charges,” Clark says.

“With the exception of the Harbour Bridge, every Sydney toll road is run by private companies, and all but two are operated by Transurban.

“We want incentives for heavy vehicles to use toll roads and for the State Government to appoint an independent regulator to impose fair and consistent pricing rules to each toll road.

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Speed limiter tampering puts everyone at risk

Up to 10% of all heavy vehicles have illegally remapped engines The illegal practice of speed limiter tampering to manufacturer settings means the vehicle will not comply with the Heavy Vehicle National Law. This puts truck drivers and the public at great risk of harm on our roads.

With most accidents happening on regional and remote roads, and more than 500 hospitalisations each year, we need to do our part to make roads safer by complying with the Heavy Vehicle National Law.

We know that speed is a major contributing factor in road deaths and serious injuries involving heavy vehicles, and total fatalities for other road users outnumber truck drivers four to one.

The NHVR’s priority is to protect the safety of drivers and the community, helping to ensure a productive and sustainable heavy vehicle industry.

To find out more on the risks and penalties visit nhvr.gov.au/engineremapping

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

TWAL and Daimler in scholarship delay COVID forces postponement of the Daimler-sponsored Transport Women Australia Driving the Difference conference TRANSPORT Women Australia Limited (TWAL) has announced that due to continuing border closures, lockdowns and other restrictions, it has been forced to postpone its Driving the Difference conference, which was due to be held in late October.

The new dates are June 3 to 5, 2022.

The Daimler-backed Driving the Difference initiative enables Transport Women Australia Limited to offer scholarships to six women this year.

First introduced in 2019, the scholarship program was developed

by Transport Women Australia Limited and Daimler for women in the transport and logistics industry and those wishing to join.

The scholarships enable women

within the industry to undertake a course that will advance their careers or expand their knowledge to enhance their current position or give other women the chance to become part of the industry.

“We are very disappointed to make this decision, however we want to hold a face-to-face event,” TWAL chair Jacquelene Brotherton says.

“We would like to thank our sponsors and speakers for their understanding during this challenging time.

“We would also like to thank our registered attendees for hanging in there while we work though this period.”

Brotherton says the TWAL is honoured to be able to join once again with Daimler Truck and Bus

Australia Pacific to present the ‘Driving the Difference’ scholarships, to enhance participation of women in the transport and logistics industry.

Daimler Truck and Bus Australia Pacific president and CEO, Daniel Whitehead, says the company is pleased to continue its support of the program.

“The TWAL Driving the Difference scholarship program is a fantastic initiative that Daimler Truck and Bus is proud to back,” Whitehead says.

“Daimler is firmly committed to supporting gender diversity and equitable practices in the trucking and transport industry,” he adds.

DTB was the first commercial vehicle manufacturer to be accredited with the Workplace Gender Equality Agency (WGEA) Employer of Choice for Gender Equality (ECOGE) in Australia.

The EOCGE classification is designed to encourage, recognise and promote an active commitment to achieving gender equality in Australian workplaces and is a voluntary leading practice recognition program that is separate

Above: Transport Women Australia Limited chair Jacquelene Brotherton

to the Equal Opportunity Act. For more information contact Jacquelene Brotherton via email at chair@transportwomen.com.au or phone 0417 422319.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

NHVR app to reduce concession misuse Concern from industry groups prompts Registration Checker app to address false primary producer discounts THE NATIONAL Heavy Vehicle Regulator (NHVR) has advised that users of its Registration Checker app can now check for primary producer concessions across all eastern states and South Australia.

NHVR CEO Sal Petroccitto says the free service would allow loaders, packers and other supply chain parties to ensure vehicles were operating under the correct registration.

“We’ve responded to feedback from industry groups and businesses that regularly raise concerns about some operators using primary producer discounts to operate on a commercial basis,” Petroccitto says.

“Including concession information will help industry and governments address, and hopefully begin to reduce, concession misuse across the industry in a more collective way.”

Petroccitto says the NHVR had worked with states and territories (that hold responsibility for registration laws and concessions) to address industry concerns. He thanked participating jurisdictions for agreeing to include registration concession information in the Registration Checker app.

The Registration Checker app is an easy-to-use system that establishes the status of a heavy vehicle’s registration by keying in or taking a photo of a licence plate’s details.

Australian Livestock and Rural Transporters Association national president Scott McDonald says making the concessional information available

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was a step in the right direction.

“Our member operators often report vehicles registered under primary producer schemes that are operating on a commercial basis – up to 10 per cent of vehicles in some areas,” McDonald says.

“Allowing authorised officers and other parties in the supply chain access to this information is an important step in stopping this behaviour.”

NatRoad CEO Warren Clark welcomed the information being available publicly.

“This is a good step to better identifying where unfair

competition is taking place and I thank the states involved for making the information available,” Clark says.

The app will also incorporate information on the dangerous goods licence details of vehicles registered in NSW and Western Australia on their mobile devices.

“We’ve worked collaboratively with Western Australia’s Department of Mines, Industry Regulation and Safety and the New South Wales Environment Protection Authority (EPA) to include dangerous goods vehicle licence information in the app,” Petroccitto continues.

“The app now makes it easy to establish the dangerous goods status of a vehicle in Western Australia and New South Wales at the same time as undertaking other registration checks.”

The NHVR says it will continue discussions with dangerous goods regulators in other states and territories regarding possible

inclusion of their information in the future.

NSW EPA executive director Regulatory Practice and Environmental Solutions, David Fowler, says the app would streamline routine compliance checks.

“Being able to carry out digital checks will help users verify vehicles are appropriately licensed quickly and accurately,” Fowler advises.

To use the app to check a vehicle’s dangerous good status, users simply enter the vehicle’s registration or take a picture of the number plate, according to the NHVR. The NHVR Registration Checker app can be downloaded from the iTunes App Store or Google Play and is compatible with Android and IOS. The NHVR advises that payments and queries regarding heavy vehicle registration and licensing should be directed to the relevant state or territory road transport authority.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Freight relief for NSW rural link road

New concrete Wonbobbie Road Bridge near the Oxley Highway raises freight efficiency with a weight limit increase to 25 tonnes THE NEW two-way Wonbobbie Road Bridge at Tenandra, New South Wales is enabling freight operators to experience more reliable and safer journeys crossing the Marthaguy Creek, says state minister for Regional Transport and Roads, Paul Toole.

The concrete bridge replaces the single-lane structure that was limited to a 25-tonne capacity.

“The new bridge, about 21 kilometres north of Warren, has no capacity limits, and will improve traffic flow as vehicles will no longer have to

wait for oncoming traffic to pass over the old single-lane structure,” Toole says.

“With about 130,000 tonnes of freight transported along Wonbobbie Road each year, the new bridge will improve freight efficiency by allowing drivers to make fewer trips with heavier loads, saving them time and costs.”

Member of the Legislative Council Sam Farraway says the new bridge has made journeys more reliable, particularly during periods of wet weather.

“The wider bridge is also delivering safer journeys for the local community and freight operators with modern barriers and improved line markings,” Farraway says.

“This project has helped keep the local economy ticking during a challenging time by providing about 36 jobs, made up of council employees and council’s regularly engaged contractors, since work started in July 2020.”

Warren Shire Council Mayor Milton Quigley says it’s a big win for locals.

“Replacing Wonbobbie Bridge with a new two-lane concrete structure able to carry high mass limit vehicles has been well received by the local community because the old deteriorated structure meant that transporters constantly needed to break down their loads in order to use this crossing point – a time consuming process that is no longer needed,” Quigley says.

The $1.2 million project was funded through the NSW government’s Fixing Country Roads program and a $300,000 contribution from council. Fixing Country Roads is a $543 million program that supports important road upgrades across NSW to improve the efficiency of freight.

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Newell Hwy opens to roadtrain access Permission for vehicles up to 36.5m long and PBS Level 3 touted as big win for road freight industry

ROAD TRAIN operators can now access the entire length of the Newell Highway, in a move said to unlock efficiency gains for the movement of freight from border to border.

The NSW government announced gazetted access would now be available to all eligible vehicles up to 36.5 metres long along more than 1,000 kilometres of highway including through Parkes, irrespective of the cargo carried.

Minister for Regional Transport and Roads Paul Toole says providing end-to-end access for all eligible vehicles up to 36.5 metres long and Performance Based Standards (PBS) Level 3 vehicles on the Newell was a huge win for the freight industry.

“This is a game changer for people moving product along one of our State’s most important freight corridors,” Toole says.

“We trialled this expanded road train access through the drought and again through last

year’s bumper grain harvest and we know it provides significant productivity and safety gains, potentially reducing truck movements by as much as 40 per cent.

“Parkes was the last section of the Newell where road trains were restricted but the trials we did with road trains to move fodder through drought and last year’s harvest has guided this change.

“By granting road trains permanent access to the last remaining section of the highway without the need for a permit, it will improve the efficiency, sustainability and safety of freight transport in the region which is

developing into an important freight hub.

“As we know, these higher productivity vehicles are able move as much as 63 per cent more freight per trip than a 26m B-double heavy vehicle, which means less trucks on our road, greater efficiency and reduced costs.”

The move gained support from the National Road Transport Association (NatRoad), with CEO Warren Clark noting the important step for operators of higher productivity vehicles (HPVs).

“Initiatives that improve access for HPVs and make the freight task more efficient and safer are always welcome,” Clark says.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Industry image boost to attract drivers The ATA has welcomed consultations on driver apprenticeships aimed at enticing newcomers to get behind the wheel in road transport THE AUSTRALIAN Trucking Association (ATA) says it welcomes the release of a consultation paper on a plan to introduce truck driving apprenticeships.

The paper was developed by the Transport and Logistics Industry Reference Committee, which is the national committee responsible for ensuring that training qualifications are aligned with industry needs.

The paper explores the establishment of a formal apprenticeship for truck drivers.

“It’s no secret that operators around the country have difficulty recruiting truck drivers,” ATA chair David Smith says.

“There is a shortage of new starters in the trucking industry and it’s due to the image of the industry and the image of truck driving as a career.

“By improving the professionalism of the industry, strengthening driver training would make driving a more attractive career.”

The consultation paper notes that the sourcing and retention of professional heavy vehicle operators plays a critical role in ensuring the safe, productive and environmentally sound movement of goods and services throughout Australia.

“The ATA has long called for stronger and more comprehensive truck driver licensing and training,” Smith says.

“There is a significant skills shortage that must be addressed as a matter of urgency.”

Smith thanked Assistant Minister for Road Safety and Freight Transport, Scott Buchholz, for his commitment to industry training and this issue.

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supporting our economy and our lifestyles, with trucks on our roads and highways all day, every day,” Smith says.

“Scott Buchholz understands that improving driver training would not only benefit transport companies; it would also result in safer roads, safer

people and safer communities.”

The committee is now seeking feedback on the paper, with everyone in the industry encouraged to share their views. The ATA says it will work with its members to prepare a detailed response.

SARTA pays tribute to Tony Kuchel The South Australian Road Transport Association (SARTA) is mourning the loss of Tony Kuchel, who passed away on September 4.

Kuchel and wife Anne established the well-known Kuchel Contractors business in the Barossa.

The 68-year-old was a “leader and innovator and his rigs always stood out as gleaming examples of the best in the business”, SARTA noted.

Kuchel began his career in 1973, joining his late father Max in the family tipper business.

The business grew over the years and became Kuchel Contractors, which operates in the Barossa Valley and throughout most of SA and the eastern seaboard.

Kuchel took pride in the presentation of the fleet and was responsible for some of the custom paintings over the years, and the additional Kuchel Custom Trucks business.

He was a passionate advocate for the road transport sector, working to raise awareness about transport and supporting the local community, including as an active member of the SARTA board from 1996 to 2003.

He joined his father on the National Road Transport Wall of Fame in 2015.

SARTA said Kuchel raised the notion of the SARTA slogan

Above: Tony Kuchel with his wife Anne in 2018. Photo by Warren Aitken

“road transport – your lifestyle depends on it”, which has never been more obvious to the community and government than during the COVID-19 pandemic.

“I had the greatest respect for Tony and his professionalism and commitment to the industry,” SARTA CEO Steve Shearer says.

“I am grateful to have known and worked with him and I could always count on Tony for wise advice regarding the issues facing the industry.

“He was part of the team of dedicated people who put SARTA back on its feet and established it as a strong and respected peak body for the benefit of the industry.

“For that we all owe Tony and Anne a debt of gratitude and respect.”

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NHVR Sal Petroccitto

Increasing safety Speed limiter or emissions control systems tampering is not only illegal, it can be deadly

E

ARLIER THIS YEAR, we launched an education campaign aimed at improving safety for the heavy vehicle industry, road users and the community. More specifically, the campaign highlighted the health and safety risks associated with illegal engine remapping in heavy vehicles.

The initial message touched on the dangers of tampering with an emissions control system, which can lead to up to 60 times the amount of pollutants being

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released into the atmosphere.

The current message focuses on the dangers of speeding – in particular, illegal speed limiter tampering, which allows a heavy vehicle to travel above the legal speed limit.

There’s no question that speeding is a significant issue and a major cause of accidents on our roads, regardless of the vehicle being driven.

The latest Bureau of Infrastructure and Transport Research Economics report shows approximately 70 per

SAL PETROCCITTO became CEO of the NHVR in May 2014, bringing extensive knowledge of heavy vehicle policy, strategy and regulation to the role. He has broad experience across state and local government, having held senior leadership roles in transport and logistics, land use, transport and strategic planning, and has worked closely with industry and stakeholders to deliver an efficient and effective transport system and improved supply chain outcomes. Over the past seven years, Sal has led a significant program of reform across Australia’s heavy vehicle industry, including transitioning functions from participating jurisdictions to deliver a single national heavy vehicle regulator, harmonising heavy vehicle regulations across more than 400 road managers, and modernising safety and productivity laws for heavy vehicle operators and the supply chain.

cent of fatalities involving articulated trucks occurred in speed zones of 100km/h or above.

Our message for this phase of the campaign is simple. Tampering with the emissions control system or speed limiter in a heavy vehicle is illegal and can be deadly. Whether you’re an owner, a driver or performing maintenance on a heavy vehicle, everyone has the responsibility to ensure the vehicle is safe and compliant.

Most drivers and operators across the heavy vehicle industry uphold safety to the highest level.

It’s important, though, to continue to provide information and awareness on issues that everyone can play their part to prevent.

To support the campaign, we’re also working alongside industry to provide programs and tools that deliver a safer, more productive and efficient industry.

Our Vehicle Safety and Environmental Technology Uptake Plan outlines a program of work to accelerate the introduction of new safety and environmental technologies into the Australian heavy vehicle market.

Encouragingly, we’re seeing more and more owners, operators and manufacturers upgrading their fleets, ensuring drivers have access to the latest in safety technology.

For those who want to do more, I encourage you to review the plan, which is available at www.nhvr.gov.au and consider how it may benefit you.

REMAPPING CAMPAIGN We’ve received a lot of feedback on our engine remapping campaign and I welcome the discussion. It’s one of many safety topics and messages that the NHVR actively promotes each year – and any conversation that has a positive impact on safety is important.

Thank you to everyone who has supported the campaign so far, and who continues to do the right thing to ensure everyone in our industry arrives home safely at the end of their shift.

For more information, visit www.nhvr.gov.au/engineremapping

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specialist operations

THE INDOMITABLE SNOW MAN While it may have negligible influence in the daily grind of hauling road freight, MAN certainly has a few ardent supporters in specialist roles where off-road ability and versatility are key requirements.

And there are perhaps none more ardent than Karl Stadelmann, whose road maintenance and snow clearing operations in the Snowy Mountains continue to prove, year after year, that a good MAN is definitely worth keeping. Steve Brooks reports

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Karl Stadelmann pictured with a MAN 8x8. His preference for MAN stretches back many years

I

T WAS the Spring of 1979 and an unseasonably heavy snowfall had dumped on the Snowy Mountains. Unseasonable or not, the dump was ideal, for two valuable, yet vastly different, reasons.

First, as the relatively new staff writer on the formerly formidable Truck & Bus magazine, I was heading to a Department of Main Roads (DMR) depot deep on the New South Wales side of the Snowy to do a story on a batch of MAN off-roaders bought for their versatility to operate as a snow plough, tipper and crane truck. Obviously, the more snow, the better the conditions to see the trucks doing their thing.

Second, with absolutely no experience driving cars, trucks or anything else on snow or icy roads, but loaded to the limit with the heavy-

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footed folly of ignorance, it was perhaps inevitable that the spanking new Ford Cortina staff car would slide off an ice-coated curve and drop nose-first into a table drain filled with freshly ploughed snow. Ironically, as I was soon informed, snow ploughed by one of the trucks I was heading to see.

Cold as a Tassie trout after scratching snow from around wheels, it wasn’t too long before a local in a Land Rover stopped and, with a glare as frosty as the countryside, hooked a long strap around the axle, snapped the Ford back onto the road, fired a volley of acetic advice into ears that wanted to hear nothing but the hum of the car’s heater fan, then rolled up his strap and drove off.

Anyway, valuable lesson learned and, gratefully, no harm done, so no reason to mention it to anyone.

But as is the way of such things, word travels fast.

The blokes at the DMR had already heard a Cortina had been pulled out of a snow bank a few kilometres back but only now, as the car rolled sedately into the depot, did their wide grins confirm the coming embarrassment.

“How was the detour, mate? Did a bit of ploughin’ yourself, did ya?”

Ego battered and bruised, it was small comfort to hear such events happen regularly to ‘outsiders’ when the weather turns frozen white. Okay, I get the message, but can we now talk about the trucks? Please!

Built for Purpose The NSW DMR was, of course, the predecessor to the NSW Department of Roads and Maritime Services

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However, none of these impressions in 1979 would have come as startling news to a man over the border in the Victorian snow country. In fact, when it comes to ploughing snow, specifically with MAN trucks, there’s perhaps no greater knowledge and probably no greater advocate for the brand and the business than Karl Stadelmann.

Indeed, among those in the know on the subject of pushing snow, it was Karl who first brought to Australia the concept of a snow plough attached to a truck. It took time and a lot of enterprise on Karl’s part to influence government decision makers, but the message finally soaked through.

It also took time for three of the four MAN 4x4s bought by the DMR all those years ago to ultimately find a welcoming home in the company called Stadelmann Enterprises.

Man to MAN

“They’re the ideal vehicle for this application.”

(RMS) which, since 2019, has been absorbed under the umbrella of Transport for NSW. Whatever, back in the late 1970s, the authority then known as the DMR decided the time had come to replace its Magirus Deutzpowered Rolba snow blowers, logically based around the NSW snowfields, with something somewhat more practical.

It’s not that there was anything fundamentally wrong with the snow blowers, or that they were worn out. Sure, they were 16-years-old or thereabouts, but these air-cooled Swiss specialists worked only in the winter months and sat idle for the rest of the year, except for those rare occasions when unseasonal weather suddenly turned the Snowy, snowy. In short, annual utilisation levels weren’t particularly high.

Thus, in what must have been a moment of some official brainstorming, someone or some group of people within the DMR decided after 16 years that having highly specialised machines standing idle for at least half a year was, well, a tad impractical and, without putting too fine a point on it, fiscally flawed.

So, tenders were called for truck suppliers capable of supplying four trucks to be fitted with snow ploughs, but also fitted with things like a tipper body and self-loading crane to perform a multitude of maintenance tasks in warmer months.

Not surprisingly, a number of prominent truck brands threw their hats into the tender process but it was MAN that won the deal, based in large part on having the products and engineering expertise to meet the DMR’s exact requirements. Plus, no doubt, an established history and enviable record of supplying government departments and public utilities with purpose-built models for specialist roles.

After a long and exhaustive process, made even longer by the wait for specialised aftermarket ‘cold weather’ components, the 1975 model trucks offered and chosen were 4x4 MAN 15.280 models – signifying a nominal 15 tonnes gross mass rating and around 280hp (209kW) – consisting of two single-cab units and two double cab configurations. Obviously built long before the introduction of automated manual transmissions, each truck drove through a 15-speed overdrive Roadranger transmission.

By the Spring of 1979, the MANs had several seasons behind them and the general consensus of DMR managers and drivers was highly positive. As one experienced DMR snow plough driver commented at the time: “They’ve got plenty of power and one of their great advantages is that they can maintain a constant ploughing speed.

“If weather and traffic conditions permit, you can stay in one gear, both uphill and down, pushing a good load of snow.”

Likewise, and remembering that this was the late ’70s, there was plenty of favour for the comfort and driver convenience in the European conventionals, not least the fingertip electric-over-air controls which meant, “… you don’t have to stop or slow down to engage the diff lock or change ranges in the transfer case.

“They’re the ideal vehicle for this application,” as one eager MAN fan exclaimed.

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Above: A 1975 MAN stops for some maintenance work at the Stadelmann base. Reliability of the all-wheel-drive MAN continues to be exceptional Below: Highly specialised Rolba snow blower operated by the NSW DMR before the arrival in the late 1970s of a batch of four MAN 4x4s to work all year round. The blowers only worked in the winter months

Nowadays, and with his 85th birthday done and dusted, Karl concedes he isn’t quite as active as he once was, but that certainly doesn’t mean he’s out of action altogether. Not by a long shot.

As he quickly explains, Stadelmann Enterprises has evolved over many years to become a snow ploughing, road maintenance and construction, and quarrying entity, first created when it became apparent after 25 years with the Victorian government authority that would later morph into VicRoads, that the best way to get ahead was to go your own way with what you know best.

For Karl, that initially meant venturing out with his own bulldozer and gradually adding more machinery as opportunities arose.

Nowadays, the business operates from its original base in the Victorian town of Bright and from Jindabyne in NSW. While Karl looks after the snow ploughing operation out of Bright, the bulk of the business, including snow ploughing, road construction and maintenance, operates largely from Jindabyne under the control of his son, Harald.

In many respects, the Stadelmann story is reminiscent of so many Europeans who found their way to Australia’s Snowy region and, ultimately, forged a remarkably rewarding life.

In Karl’s case, it all started in 1955, at the age of 18, when he emigrated to Australia from his native Austria, utilising the heavy machinery skills learned from his father to gain a job as a grader driver with what was then Victoria’s DMR. What surprised him, though, was that road graders were then the accepted machine for removing snow and ice from roads.

“It was,” he said in an earlier report, “an extremely slow way of doing it, with graders operating at five to 10 kilometres per hour.”

However, back when many high country roads were gravel, graders at least had the benefit of grading the road as they went.

It was a different story as more alpine roads became sealed, with grader blades being less than gentle on bitumen surfaces. There was a better way, and Karl knew it.

In the often snow-bound extremes of Austria, snow ploughs mounted to the front of trucks historically provide the best of both worlds – faster snow clearing and less road damage. A proven and accepted practice.

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SNOW SHOES

The importance of good winter tyres certainly isn’t lost on companies such as Stadelmann Enterprises.

Trucks, like cars and four-wheel-drives, need the right winter tyres for safe driving in low ambient temperatures on the snow and ice risk sections of Australia’s alpine roads.

‘It is the tyres that make a vehicle grip the road in these snow and icy conditions, not the vehicle drive system,’ says Richard Townley of Snow Drive Solutions.

Accordingly, Richard says the tread compounds of Nokian winter tyres used by both the Stadelmann and Transport for NSW snow clearing operations are designed to remain flexible in extremely cold temperatures so the tyre tread ‘keys’ into the road surface.

Normal drive and steer tyres are less effective when temperatures drop below 7 degrees C as the tread compound becomes harder, offering less grip.

Consequently, he says it’s essential for log trucks, snow clearing trucks and passenger buses operating in low temperature conditions on snow, icy and slush covered roads to fit the right tyres for the conditions.

Made in Finland where snow and ice are an everyday part of life, the Nokian Hakka Truck E2 traction winter drive tyre, Nokian Noktop E2 drive retreads and Nokian F2 winter steer tyres are designed for the most extreme demands and to minimise the need for snow chains on alpine roads.

‘The increased traction is provided by the tread compound, the deep open tread, extensive tread siping and the connected-block tread design to give the maximum level of snow and ice grip that lasts the entire service life of the tyre,’ Richard Townley states, adding that the truck tyres are also available with studs to further improve grip and safety on icy road conditions.

Nokian lays claim to making the world’s first winter tyre for trucks back in 1934 and since 2004, its winter tyres have been available in Australia from the snowtyres.com.au division of Roof Carrier Systems Pty Ltd. SNOW CHAINS As a specialist supplier of snow chains as well as winter tyres, Richard Townley also offers worthwhile advice on the use of snow chains, explaining that for chains to work effectively, they must penetrate into a compacted surface.

Snow chains, he says, will grip to the snow and ice but will wear very quickly when they are driven on a bare road, with the wear problem compounded by the camber of the road, the weight and torque of the vehicle.

Consequently, snow chains need to have firm, compacted snow or ice to penetrate to provide the maximum amount of traction.

Traction is often lost, and wheel slip and spinning are experienced when the snow or ice begins to break up and melt.

In certain situations, the vehicle can slide on the wheel chains especially under braking when driving downhill.

The overall message is that while there’s certainly a place for snow chains in winter conditions, their use needs to be carefully considered.

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“Stadelmann Enterprises pushes around 90 per cent of all the snow that falls on Australia’s high country roads.”

Yet, convincing some Australian road authorities had its own challenges, as did convincing some local truck suppliers (notably MAN and Mercedes-Benz) that demonstrating the advantages of a truck-mounted snow plough had the potential for considerable commercial merit.

As Karl found, though, importing the right plough from Europe was one thing, but it was something else to demonstrate the advantages of a snow plough without a truck to carry it.

Again, and perhaps frustrated at the lack of interest by local truck suppliers, Karl’s European background and individual initiative led him to buy a used MAN and, from then on, the message started to materialise as he conducted demonstrations to various authorities, proving beyond doubt the advantages of a truck-mounted snow plough. In the right hands, of course.

The short version of a long story is that, today, holding contracts with road authorities in NSW and Victoria, Stadelmann Enterprises pushes around 90 per cent of all the snow that falls on Australia’s high country roads. One of the few exceptions is on the Snowy Mountains Highway, where Transport for NSW operates its own snow plough and road maintenance operations, where one of the original 1975 MAN double-cab units still operates alongside its modern-day 4x4 and 8x8 successors, proving that MAN’s success in the high country has certainly stood the test of time.

Indeed, all four of those original DMR units ran for many years but when time came for three to be replaced, Karl says he didn’t hesitate in 2004 to give the trucks a new home, first buying the two single-cab units and later, acquiring one of the twin-cab models at auction.

Those trucks are now more than 45-years-old and it’s a

Top left: Made in Finland, Nokian winter truck tyres are made specifically for snow and ice conditions Top right: A 1975 MAN 15-280 twincab model still earns its keep for Transport for NSW in the Snowy region. Versatility as both an effective snow plough and road maintenance unit remains the key to MAN success in the Snowy Mountains

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“Those trucks are now more than 45 years old and … they’re still viable and effective in an operation where reliability is absolutely essential.”

Above: Late snow in the Victorian high country. The German maker’s reputation in snow clearing operations is unsurpassed

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tribute to the Bavarian brand’s build quality and engineering foundations, and obviously the maintenance standards which have kept the trucks in such good order, that they’re still viable and effective in an operation where reliability is absolutely essential.

Of course, Karl needs no convincing of their aptitude for the various functions in the Stadelmann stable. Sure, he admits, there’s some personal fondness for the brand derived from his Austrian heritage but, that said, there’s no escaping his regard for a brand that has served his business so well for so long.

Admittedly, the all-wheel-drive trucks aren’t big milemakers but after so many years working in often arduous and climatically challenging conditions, their reliability is unquestionable according to an adamant Karl.

“We’ve never touched the engines,” he attests, “and with hubreduction, the drivetrain is second to none for our work.”

Explaining that there are both cab-over and earlier conventional configurations in the company’s model mix, including two relatively late model 8x8s, it is an unequivocal Karl who again asserts: “MAN is definitely the best truck for what we do.”

Still, it’s not all plaudits and praise for the brand. Among the 16 MANs in the 20-truck Stadelmann fleet, there’s a 480hp (358kW) TGA 6x4 model operating as a truck and dog tipper combination which he blatantly describes as, “… a lemon. Beautiful to drive but reliability has been terrible. If that was the only model they had, you’d never buy an MAN.” On the other hand, Karl isn’t shy about citing his approval for the company’s three Hino six-wheeler tippers and a lone Mercedes-Benz Axor 4x4.

“They’ve all been reasonably good trucks,” he says, simply.

“Actually, the Hinos have been very reliable.”

However, with several Japanese brands now offering 4x4 models

in various weight capacities, it seemed reasonable to ask: “Ever thought of a Japanese model for the off-road work, including as a snow plough?”

An answer came fast and firm. “No!” Put simply, he believes bonneted trucks are fundamentally more stable in slippery conditions but, most critically, Karl sees Japanese double-differs as “just a two-wheel-drive truck with an extra diff at the front”.

They lack, he insists, the drivetrain technology and functional finesse of the Europeans, even those more than 45-years-old.

“We know what works for us,” he says with absolute certainty.

Yet, things have changed in the snow plough business, Karl adds. Whereas it was once the driver’s decision on how much salt and grit were spread on the road to disperse ice and enhance traction, the process is now computer controlled with laser technology that reads the road temperature and spreads exactly the right amount of a salt and calcium chloride mix to disperse ice.

“We’ve come a long way,” he reflects.

“We don’t use grit at all anymore because when the snow and ice are gone, the grit remains on the road and that can become a problem for motorbikes.”

As for the constraints of operating in this era of COVID-19, particularly given the disease’s hugely negative influence on ski resorts and vastly reduced traffic volumes on alpine roads, Karl says simply: “It hasn’t really impacted us because our job is to keep the roads open for everyone, not just the skiers.

“We’re obligated to keep the roads open, and that’s not always in the winter months. You can get snow anytime up in the mountains.

“But that’s just what we do,” concludes an emphatic Karl, perhaps typifying that no matter what the age, it’s hard to keep a good man down. Pun intended!

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28/9/21 27/9/21 10:33 11:34 am am

The legal view Sarah Marinovic

Notice to educate The HVNL has given the authorities non-punitive tools in their bid to pursue road safety

T

he Heavy Vehicle National Law (HVNL) provides authorities with a range of tools to enforce and promote road safety. One of those tools is Improvement Notices.

Improvement Notices aim to work with operators to adopt policies and procedures that improve safety. In my opinion this is a better approach than the more commonly used punitive tools like fines and court prosecutions, which aim to deter breaches by punishment.

So what are Improvement Notices?

What happens if you receive one? And what can do you do if the notice is unfair?

IMPROVEMENT NOTICE An Improvement Notice is a notice that authorised officers – i.e. police, National Heavy Vehicle Regulator and state authorities – can issue if they believe that a person has contravened a provision of the HVNL in circumstances that will make it likely that the contravention will continue or be repeated.

The notice will require the person to take action to stop the contravention,

prevent it from occurring again and/or to remedy the factors which caused it.

The notice will set out what steps are required and how long you have to take them. The steps might be specific (e.g. implement electronic work diaries) or general (e.g. take steps to ensure compliance with fatigue laws).

Usually the notice must allow at least seven days to rectify the issues. In practice, the authorities will often work with the person for a much longer period to help ensure that policies are adopted to avoid future breaches.

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

RECEIVING A NOTICE What should you do if you receive an Improvement Notice? If you have received a notice it’s important not to ignore it. Failing to take action will make the situation worse.

Improvement Notices are enforceable, meaning it is an offence to fail to comply with the terms of a valid notice without reasonable excuse. The maximum fine is currently $11,390.

The first step is to check that the notice is valid. There are a number of things that must be contained in the notice, including:

NOTICE DISPUTE

“The notice must allow at least seven days to rectify the issues.”

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• That the officer reasonably believes you have contravened or continue to contravene a provision of the HVNL and that it is likely that the contravention will continue or be repeated • The reason for the belief • The provision of the law in relation to which that belief is held (i.e. which provision they say you are breaching) • The actions you must take • The time limit to take the action • Your appeal and review rights • That the notice is given under section 572 of the HVNL .

The Notice might be invalid if any of those things aren’t included. However, it’s important that you seek legal advice to confirm this before deciding whether to comply or not. Otherwise you risk being prosecuted for failing to comply with the notice. The authorities might also decide to also prosecute you for the contraventions that the notice was aimed at rectifying (e.g. they might pursue you for fatigue offences as well).

In practice, it can often be in your favour to work with the authorities.

If they have issued an Improvement notice rather than prosecuting, it usually means that their goal is to work with you instead of punishing you.

If you decide to comply with the notice it’s a good idea to keep open communication with the authorised officer who issued it. You might be able to request more time if needed. Or, if the notice includes a specific requirement that is impractical, you might be able to negotiate a different approach that achieves the same result.

On the other hand, if the notice is unreasonable or invalid then you might consider disputing it.

There are two ways to dispute an Improvement Notice: • an Internal Review – this is an application to authority that issued the Improvement Notice. The application will be considered by a more senior officer who will decide whether to stand by the original decision or not • appeal in court – if your internal review is rejected then you can appeal the decision to a court. The magistrate will consider the situation and decide whether they think the Improvement Notice should be upheld, amended or withdrawn.

The Improvement Notice should include details about how to submit your application for review or appeal.

It’s a good idea to seek legal help if you want to dispute an Improvement Notice.

There are many technical and legal requirements that must be complied with. You don’t want your application to be rejected for technical reasons.

It’s also important to act quickly. There are strict time limits for lodging review applications and appeals.

CONCLUSION It can be confronting to receive an Improvement Notice, but it’s important to remember it’s not always a bad thing.

It can be an opportunity to improve your systems and avoid heavy fines.

As always, if you need any assistance our team at Ainsley Law are always happy to assist.

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trucking heritage

BUILDING A BETTER B-MODEL Like a true detective, Neil Hughes tracked down the origins of his 1963 Mack B-61 restoration project. What he later found was a mixed back of originality along with a few dodgy ‘do it yourself’ add-ons that needed major repairs. Warren Aitken writes

“M

Y NAME is Neil Hughes and, when I was a kid, I always wanted a B-model.”

That was the start of my interview with Neil and his son Patrick. When you repeat it out loud with a little pause after Neil’s name, you can almost picture yourself sitting quietly in the back row of some addiction anonymous meeting, listening to a man opening up on his obsession. All we lacked was some chocolate biscuits and weak coffee.

Thankfully, Neil’s addiction has not been as detrimental to his health as those that require meetings. However, his wife Evelyn, who doubles as the finance manager, may disagree as to the downside of his addiction. The end result is I’m conducting this interview not inside a church’s back office but in the shadow of one of the most pristine B-models I’ve seen. It has been a much bigger project than Neil first envisioned, but he’s finally fulfilled his childhood dream and got himself a B-model.

If you are reading this and are not familiar with a B-model Mack then there is a better than fair chance you are reading the wrong magazine. The B-model Mack is about as identifiable as the Wiggles in a snowstorm. First introduced in 1953, nearly 130,000 B-models rolled off the production line over the next 13 years.

The B-model set a new benchmark for style with its rounded hood, cab and fenders. The aerodynamic design approach was also matched by the introduction of the legendary END673 Thermodyne open chamber, direct-injection diesel engine. In its day the Thermodyne was a dependable power horse, producing between 170 and 210hp (128 and 157kW). There was also a turbocharged ENDT673 that let loose a huge 220hp (164kW).

Numbers aside, the B-models are easily one of the most stand-out

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“If you’re going to buy a truck, buy a Mack.” trucks, even today. The luxurious lines hark back to an era where vehicles came with more character than comforts and it’s a reason why they have stood the test of time so well.

At any historical show you will see hordes of people assembly around an old B-series. If they aren’t simply admiring the old girl then they are most likely recounting their experience with one. That’s exactly where Neil comes into the story. For while trucking isn’t his forte, memories of travelling with his dad down the old Putty Road drove him to where we are today. Sitting in Kingaroy with his exquisite 1963 B-61.

“Dad always used to say: ‘If you’re going to buy a truck, buy a Mack’, though he was probably referring to ex-army NRs,” recalls Neil, laughing as he adds his dad’s follow-up line: “If you’re going to drive a truck, make sure someone else loads it.”

This was more a reflection of the days his dad spent hand-loading the old Chev Maple Leafs and Internationals.

Restoration pursuit Trucking hasn’t been a major part of Neil’s life. His father drove part-time when he was a kid and that’s where seeing the old B-models was the beginning of a love affair for Neil. But what has been a big interest for Neil has been restoration projects. He has spent his life restoring old motorbikes before detouring a little – well actually detouring a hell of a lot – and

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getting tied up in restoring and working steam trains; his son Patrick also sharing that pursuit.

As Patrick grew and took more of a leading hand role in the steam train arena it left Neil with a bit more time on his hands. Just by pure happenstance, around the same time he was stepping back from trains a childhood dream became a reality. Neil acquired a B-model.

“I got the opportunity to buy a ratty, faded old B-model, so I bought it,” Neil says.

“It belonged to a bloke called Malcolm Coffey.”

Malcolm was apparently a man of few words, but Neil learned he had owned the truck for about 10 years. As a fan of English lorries, he wasn’t big on B-models; the truck being more of a bookend than an active classic. Luckily for Neil, he was in the right place at the right time and managed to snap it up.

They were able to get the truck registered so Neil could drive it home and off they went.

I questioned Neil as to his previous experience of driving B-models; I knew I’d need a few lessons to comprehend the old quad box.

“A bloke from Allora let me drive a little bit,” Neil recalls, though he defines ‘a little bit’ as only a couple of kilometres. He also admitting to not using the compound box. This factor was actually more a motivation than deterrent for Neil.

“I always thought if I bought a B-model with a quad box at my age and I learnt to drive one

reasonably well I’d have achieved something.”

Personally, I have to admit, it is a point I could relate to very well.

Like every project Neil gets involved with he throws himself all-in and his attention to detail is second to none. His first job was to learn as much as he could about the truck. Chasing down the ownership history was the first challenge.

This particular B-model rolled off the production line in December 1963. It was painted factory red and fitted with the big horsepower 711 Thermodyne. The truck entered service with Price’s Interstate Transport in 1964.

It was one of several B-model Macks that Bruce Price bought back in the ’60s and earned its keep working between Brisbane-Melbourne or BrisbaneCairns. It was clocking up around 6,000 miles (9,656kW) a fortnight.

The only hole in the truck’s story line comes between the years 1967 and 1972. Bruce sold out to Brambles in 1967, however, the truck was never painted in Brambles colours. In 1972, the truck was purchased by Bernie Brady, who subbied to Halls Van Lines and Mayne Nickless.

Tracking down this information only came about when Neil was stripping the truck down and happened to stumble across an old Collingwood Supporters Club badge that had been attached to the driver’s door and subsequently painted over. The Collingwood Club archives officer put some time in digging out old membership registers to give him some leads. Many phone hours and phone calls

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later the registered club member was tracked down, eventually matching it to Bernie.

When Neil spoke to Bernie, he asked Neil if it had the bullbar with the stiff bar socket out the front? Neil confirmed: “That’s the one,” adding in “It’s still the same faded, tired old red truck,” to which Bernie informed him than in fact he had owned a green truck. Once again when the tear down took place there was evidence of the green paint job. So somewhere between 1967 and 1972 the Mack had its first facelift.

Bernie traded it in at Brown & Hurley in 1976, where it would find its way into the possession of Graham Radke from Jandowae.

Before Graham put it to work hauling grain, he sent it off to Dalby for a coat of red paint to be applied over the green. That wasn’t the only one of Graham’s modifications. Neil learned that, in order to assist with the rumoured 30-odd ton of gravel they were putting behind the little girl, Graham had some extra helper override springs made to assist the rear end. The Mack was extremely well looked after and maintained and was snapped up

by Norm Woollett in Jandowae when Graham sold it.

Norm eventually sold it at his farm sale to Price’s, the wreckers, who took it home for a couple of years. It was then bought by Paul Caley from Aramac, who once again put it to work before

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he passed away. From there it ended up with Malcolm and, finally, Neil.

Cracked cab By the time Neil bought the Mack it had been well worked. It still had the same gearbox and running gear but the 711 had been removed and replaced with a 673 Thermodyne. Neil and Patrick believe that may have happened around the time of Graham and the massive gravel loads.

As much as it was a bit worn and faded, the true extent of the Mack’s hard life didn’t, at first, become evident to Neil and Patrick.

The father and son team both had some quality time behind the wheel when they took the Mack down to Glen Innes for a historic truck show. This was back in 2017, a time when we all could travel freely between states and go to events known as truck shows – a wonderful era. Sarcasm aside, the trip focused Neil’s attention on a couple of the cracks in the cab.

“They were getting bigger and bigger,” Neil says.

“One of the blokes at the show said the cab mounts were obviously stuffed. Turns out they were all homemade. A lot of things in it were bodged up and dodgied up to keep it running.”

From there the problems seemed to grow at the same rate as the large rust patches that had also been found around the cab mounts.

“It became a case of you either restore the cab or you scrap it,” Neil admits. When he weighed up the chances of finding another cab, he opted for the restoration. Obviously, Murphy’s law states that no sooner did they undertake a major restoration when a new cab became available.

Top: Neil and Evelyn Hughes Above: A lot of attention has been paid to restoring as many of the original parts as possible. This accelerator pedal looks brand new after countless miles of use Opposite from top: Neil’s lifetime dream: the restored B-61 Mack; Before restoration: The B-61 Mack had plenty of pulling power, despite its drab appearance when Neil bought it

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“It was a lot worse than it looked.”

Bloody Murphy was right again, but at least Neil can laugh now.

“The cab was practically brand new and a fraction of what it cost to fix this one.”

Being a seasoned restorer, Neil knew to investigate and consult the right people before moving forward.

“Two out of 10 people said paint it, while eight out of 10 said ‘leave it, it’s so original, don’t worry about the rust, it’ll do another 20 years’,” Neil says, before continuing to say the problem is it had done its ‘other 20 years’.

“It was a lot worse than it looked.”

First job for Neil was to remove the guards, grill, radiator surround and all that kind of thing out and send it off to Logan Village Smash repairs to get the repairs started.

“It took a day just to get the guards off,” says Neil, frustratingly, going on to explain how they’d used bolts that were too long so years of bulldust and grime had built up, and every bolt was seized.

They’d even welded bits of waterpipe on to mount the rear guards. Nothing was easy to get to. The process just to tear it down was getting harder and harder. Once the cab was off and the sandblasting complete the extent of the job ahead became evident.

Neil commends Robbo at Logan Village Smash Repairs for being the only man willing to take on the project.

“He’s an astute businessman and no doubt realised it would be a bloody good money earner,” he laughs.

The original plan was just to get a few repairs done by Robbo.

Top: There was just as much effort put into restoring the interior to mint condition as well Above: Not only did I get to enjoying photographing and learning the history of the old Mack, I also got the pleasure of a ride in it; The old school air start system. Simple but effective engineering Left: Neil and Evelyn with their son Patrick and lifelong friend Ian Fordyce who has helped with the B-61s return to glory

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Expertise is not gained in months, it takes years.

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Call us on 1800 272 144 or visit www.natroad.com.au

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“I want to drive it, not look at it.”

Top, L to R: The old Thermodyne is still makin’ a mile; Not all the original parts could be found. Old bonnet latches are hard to find so Mack fans may notice these are a little different. Made by Neil but looking like a factory product Above right: Just a little tinkering around to chase down a noise Neil wasn’t happy about. The everpatient Evelyn waits by Left: The Mack was always a desire for the Hughes, but it’s also a useful tool. With the era-correct trailer in tow they can take some of their other restoration projects around the country, when allowed

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However, while it was in there, Neil would occasionally call in to check the progress and sneakily start tearing down more parts.

When he noted that Robbo didn’t seem to worry, Neil went to town. Pretty much every hose and pipe were still the original.

Sitting there they were fine but as soon as you put a spanner on them, they’d crumble. The same issue plagued the wiring, so all that came out.

They found an extra cross member welded over the back. After that had been done someone obviously backed into something and Neil had to remove that and grind it all back to get rid of the big banana in it. A good replacement cross member went back in.

There were plenty of cracks found in the 55-year-old radiator, so that also got added to the repair list.

By the end of the teardown, Neil had replaced every valve, every hose, everything.

“The only thing I didn’t replace in the brake system were the shoes, the drum and the chambers,” he explains.

The electrical system suffered the same fate, with all new wiring installed throughout.

“I did it a bit different to Mack; I made it so there’s a separate harness for the tail, separate one for the generator, separate one to go out to the circuit boards,” Neil continues. This manoeuvre and forethought comes from his years of restoration experience, realising if he rewired it this way any future electrical gremlins would be easier to track down.

Bulldog badge Once it was stripped, Robbo was able to match the paint perfectly to pristine original paint found underneath the marker lights. He used the same skills to colour match the interior as well.

Neil called on his contacts, who steered him to Tylden Heritage Restorations in Kyneton, Victoria when he was looking for Mack badge to replace the missing ones off the truck. When he could, he kept everything original. The Mack badge below the ‘Mighty Dog’ was sent off to Neil’s preferred stainless man, Nathan at Extreme Metal Polishing in Brisbane, who, along with doing all Neil’s stainless work, knocked out all the tiny dents in the

original badge and restored it to its former glory.

Custom glass was needed to replace the windscreen and side windows. Glass for Classics on the Gold Coast played a huge role in that challenging task. Annvid from Capalaba, known for its upholstery work in some big projects, stepped up to repair the seats while still retaining all the original springs and inner workings. It also made up an all-new hood lining and fitted that as well.

“None of it was cheap,” admits Neil, “but you get what you pay for.”

“We didn’t do the engine or gearbox,” he adds, explaining that parts are very hard to find and it is still running well.

Keeping it as close to original as possible was the number one goal for Neil and Patrick to ensure its distinctiveness.

“It’s always been a bit unique; it’s got four marker lights and an airhorn in the centre,” Neil explains. “It makes it stand out; we’ve never found another B-model where anyone’s done that.”

Exactly who is responsible for those additions is unknown.

After two-and-a-half long years of stripping down, repairing, rebuilding and repainting, Neil’s first truck restoration project was finally finished and unveiled. With many a rewarding rebuild behind him, including working on a few steam engines, Neil was able to sum up the process pretty concisely.

“Frustrating,” he jokes.

“It’s worth it though, it’s just sometimes you’d pull something apart and go: ‘Damn! I don’t know how to go forward and I can’t go back’,” Neil says. Even with some of the rarest bikes he’s restored finding parts was often easier than finding good parts for the Mack.

With the old B-model there were so many tasks that needed completely rebuilt parts and plenty of custom parts just to make it work. A three-month job to fix the cab took closer to 15 months.

It was that kind of project.

Neil wants to thank all those involved, who have helped make his childhood dream a reality. In particular Patrick, who has been behind him since the start. Truth be told, he’s often been behind, beside and below him, assisting Neil whenever he needed. Neil’s wife Evelyn also deserves praise. As well as being the financier, Evelyn has been a huge part of the whole project.

Neil reckons that while he knows of a number of B-models that are much better restorations than his, he’s happy with the way his has turned out. All he has to do now is actually enjoy this magnificent Mack, which is nearing its 60th birthday.

“I don’t mind taking it to shows,” Neil says.

“The reality is though, driving it there and driving it home is much more interesting. I want to drive it, not look at it.”

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HIGHWAY ADVOCATES

Adam Cockayne Robert Bell

Weighbridge hurdles The authorities can penalise drivers trying to do the right thing when entering and exiting weighbridges

W

EIGHBRIDGES are a contentious issue in Australian road transport folklore. Most states and territories have scaled back static weighbridges and focused on mobile enforcement instead.

However, in New South Wales, weighbridges, or Heavy Vehicle Safety Stations (HVSS), have expanded over the years and now operate around the clock.

The two main ones, of course, are at Mt White and Marulan. They capture heavy vehicle traffic heading in and out of Sydney from the two main arterial routes, with traffic from the ACT and South Australia being funnelled towards Marulan also.

Heavy vehicle traffic heading west over the Blue Mountains and north up the New England Highway have the Mt Victoria and Kankool HVSS to contend with. These two weighbridges are ironically named, with the safety station somewhat at odds with the fact that long-loaded vehicles are required to do a U-turn across a busy highway to enter or leave the weighbridge.

This creates a risk to other road users that appears to conflict with the purpose of the weighbridges. Perhaps the risk-assessment documents got lost in the mail?

EXPENSIVE INDECISION Moving back to Mt White and Marulan again, they have weigh-in motion technology installed, which purports to assess heavy vehicles while driving across a pad en-route to the actual weigh station. Once you go over this pad, an electronic direction arrow will either direct you back onto the highway or into the actual HVSS for further inspection.

We have been contacted by several drivers who have told us that this arrow can be confusing, especially if multiple heavy vehicles are driving over the pads simultaneously. When this occurs, the directional indicator can flicker, seemingly undecided in which way to direct you. This moment of indecision could cost you $691, with no avenue of review.

This is where dashcams and similar technology comes to the fore, and it is crucial to save that footage if this

ADAM COCKAYNE is the legal practitioner director of Highway Advocates and is a lawyer with 25 years’ experience in criminal and administrative law.

ROBERT BELL, a former truck driver, and current law undergraduate and practising paralegal, is the CEO and a director of Highway Advocates.

Contact Highway Advocates on robert.bell@ highwayadvocates.com.au or phone 0491 263 602.

“The consequences for doing this are enormous.”

situation occurs. It may just be your saviour if you are issued a fine.

Speaking of weighbridge avoidance in general, there are Safety-T-Cam gantries situated on the highway adjacent to both of these HVSS, and they are never turned off.

This means if you drive past an HVSS, inadvertently or otherwise, you will be issued with a$691 penalty notice. This seems to occur even if the HVSS is closed or cordoned off for roadworks.

We believe these Safe-T-Cam gantries are not authorised for that purpose and urge anyone issued with such a penalty to contact us for advice on what to do next.

If you do happen to miss the entrance to an HVSS, for any reason, do not stop and reverse back! The consequences for doing this are enormous. You will face multiple charges that could result in a prison sentence and a three-year disqualification and, at the very least, a hefty fine and demerit points.

If you try to do the right thing by driving halfway ’round the world to return to the HVSS, you will still cop a penalty notice for missing it the first time. This is wrong. The authorities should not be penalising drivers who do the right thing.

When you enter these HVSS, being weighed is often the least of your problems. Your work diary, permits, load restraint and various other factors are scrutinised, and it is often with a sigh of relief when you are waved off to continue your journey.

The courts near these two weighbridges are busy with heavy vehicle cases.

However, there is an elephant in the room. The Supreme Court in NSW handed down a vital decision some years ago. This decision relates to the signage leading up to and directing you into these weighbridges. It relates to all weighbridges around the country but is especially significant to Marulan for several reasons.

If you receive a fine or court attendance notice for any reason, it is worth the cost of a phone call to get some free initial advice on what to do if this occurs to you.

SPEED LIMITER COMPLIANCE To touch briefly on another issue now, another widespread prosecution we field enquiries about is the offence of failing to comply with a compliance notice regarding speed limiters. These notices are issued to the registered heavy vehicle operator and are often not dealt with because they are left sitting on some accountant’s desk.

It is essential that business owners keep these contact details current, as prosecutions can occur in your absence if you are not aware.

When these notices are issued, you are only given 14 or 21 days to comply with the issued date. We believe this is an unreasonable timeframe, with the added delays of COVID-19 adding to this.

Heavy vehicle workshops and service facilities with the technology to undertake this work are scarce and invariably heavily booked in advance.

If you are issued with one of these notices, or a court attendance notice for noncompliance, contact Highway Advocates 24/7 for free initial advice.

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NatRoad Warren Clark

Accident blame game Why not hand accident probes over to the ATSB and give safety the priority it deserves?

T

HE VAST majority of truck drivers put safety at the centre of everything they do. It’s on their minds, day and night. They just want to do their job, go home to family and friends, and know they’ve delivered or collected their freight without doing any harm to themselves or anyone else.

Australian government figures show 188 people were killed in crashes involving heavy trucks in 2019. Over the previous decade, there was an average reduction of 2.7 per cent per year. That’s heartening but one road death is one too many, and there’s not a driver I speak to who doesn’t think we can all do better.

Through the work of the National Transport Accident Research Centre, we know that 80 per cent of truck collisions with cars are the fault of motorists.

What we don’t, in many cases, have is information that fingerprints the causes.

Presently, road crashes are investigated by the police and, where a fatality has occurred, they prepare a report for the coronial system. Coroners have wide powers to make recommendations – sometimes long after an event has occurred.

While that may be fine for the needs of the legal and insurance systems, it is not delivering the dramatic increase in safety that society demands.

our recent submission to the Federal Joint Select Committee into Road Safety and a policy we have been promoting now for a number of years.

ATSB investigations of road crashes involving trucks would supplement, not replace, existing police and coronial proceedings and provide valuable insights and recommendations for improving safety.

The ATSB would require funding and more experts to take on the job, but the national savings in hospitalisation, rehabilitation and lives would run into the billions of dollars.

Without a better focus on the causes of crashes, reaching zero road fatalities will be difficult if not impossible.

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.

INSURANCE

INDEPENDENT INVESTIGATIONS The need for so called “no-blame” safety investigations of heavy vehicle crashes has been recommended by both the independent review of the National Road Safety Strategy and the Productivity Commission.

It happens in aviation, marine and rail accidents where the Australian Transport Safety Bureau (ATSB) conducts independent investigations of crashes and other significant safety occurrences.

Lessons learned are used to reduce the risk of future accidents and near misses.

ATSB is a national, independent statutory agency that is separated from transport regulators, policy makers and service providers and everyone who finds fault.

Its job is not to lay blame or determine liability. Make no mistake: no blame does not mean no responsibility. It means that other actions, like disciplinary proceedings or criminal charges, are not part of an ATSB safety investigation and will proceed in parallel.

The Australian Trucking Association and NatRoad have jointly called for the ATSB to step in and take on the investigatory role. It was one of the recommendations in

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industry focus

KNOW THE RISKS, GET COMPLIANCE SMART

From moving sensitive, critical goods and equipment such as food and medical supplies, to getting household items and other consumables to house-bound customers, the national transport supply chain has never been busier

W

ith many industries operating under extraordinary pressures and challenges, Isuzu Trucks knows that operators can easily be distracted from their compliance responsibilities… which have not changed.

Such obligations include adhering to Chain of Responsibility (CoR) regulations—whether you’re running a smaller business or a large corporation.

According to Isuzu’s Future of Trucking research report, many small- and medium-size fleet owners and managers either have no CoR plans or processes in place or remain unaware that CoR obligations apply to them.

In fact, 35 per cent of small truck fleets of small fleets are completely unprepared for, or are unaware of, their CoR requirements.

Responsibilities According to the National Heavy Vehicle Regulator (NHVR), if you are working in a position that could influence the transport supply chain in any way, then you are legally liable under CoR. CoR applies to everyone involved in the entire transport supply chain, not just major fleet owners. Owner-drivers, business owners (even small businesses) through to loaders and unloaders—all are legally obligated to minimise or eliminate potential risks and are expected to undertake reasonable measures to ensure safety.

Keeping your truck safe … CoR-safe An often-overlooked aspect of CoR is the health of all vehicles you put out on the road. The law necessitates all heavy vehicles to be regularly maintained to ensure they are kept in good and safe working condition to operate safely on the road.

Maintenance is, of course, essential for any piece of machinery and trucks are no different.

Acquiring a truck is a significant investment for any business, big or small, and for those planning for long-term whole-of-life cost efficiency, a major priority should be to extend its ongoing value and lifespan.

There are several ways to ensure a vehicle is being optimally maintained, such as having a regular servicing schedule, undertaking prompt repairs where needed, and using genuine original equipment manufacturer (OEM) parts fitted by an authorised technician.

The benefits of installing genuine OEM parts in your truck will not only help extend the working life of your truck, but also assist you in meeting your CoR obligations.

Genuine OEM parts and componentry are engineered and refined over time to fit specific truck makes and models, thus delivering not only in compatibility, but also performance, efficiency and safety.

Furthermore, the use of genuine OEM parts can contribute to reducing whole-of-life costs, as they are often covered by manufacturer warranty.

Peace of mind Beyond fulfilling CoR obligations, vehicle safety is not something to be taken lightly when lives could be at stake.

To ensure CoR is adhered to and breaches are actively discouraged, the NHVR has introduced stiff penalties. These penalties comprise infringeable offences, demerit points and court-imposed penalties, as well as imprisonment for Category 1 offences.

Depending on the nature of the offence, court-imposed penalties can range from $1,650 through to $22,000 for serious breaches.

Relying on the proven performance of genuine parts and componentry can help ensure CoR obligations are duly fulfilled, and that safety is made a priority.

On top of that, using compatible, tested, warranty-backed parts and componentry will provide a peace of mind that money just can’t buy.

Above: Having genuine OEM parts in your truck will extend its working life Below: Regular scheduled servicing is one way to ensure commercial vehicles are optimally maintained

“YOU ARE LEGALLY LIABLE UNDER COR REGULATIONS.”

Safety and benefits: genuine parts The adage, ‘you get what you pay for,’ rings true in this context.

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truck of the month

WORKIN’ THE Long hauls need a big cab, according to McClintock’s Transport.

And Jayden McClintock, a third-generation member of the successful family company, was the lucky one to score the keys to the Kenworth T610 SAR. Warren Aitken chats with Jayden and his dad Jeff at their depot in Gympie, Queensland

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BIG T610

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OCTOBER 2021 45

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I

really did want to focus my opening paragraph on family, because this story is all about family.

The star of the show is driven by a family member, the office is run by family members, the truck gets serviced by family members and the company has been family-run since it started in 1965. All of this family involvement during a time where a lot of the country is having forced family time and subsequently driving each other up the wall.

The McClintocks on the other hand have grown a highly successful business by working for and with family. Originally that was the tone I wanted to take when introducing Jayden and his father Jeff McClintock in this opening stanza. Then I found out the family started in pineapple farming before moving to transport. How could I pass up the opportunity to make some rather truckie-based

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innuendos? I mean, we all know you normally start trucking and end up getting pineapples, not get the pineapples and then get into trucking. There were so many comments open to me. However, I won’t, because I know everyone just wants to know more about the stunning Kenworth T610 in the photos.

I was lucky enough to catch a glimpse of McClintock’s Transport’s newest rig while cruising through Brisbane a few months back. It only took a little light Facebook stalking to chase down the owner. A couple of friend requests later I find myself sitting in the Gympie smoko room of McClintock’s Transport with the striking T610 flagship waiting patiently outside for some quality time with my Nikons. Jayden (the driver of the Kenworth T610) and Jeff (the man at the top of the food chain) were kind enough to give me a bit of a rundown on the 56-year history of the successful

family business. This includes the changes it’s been through and the dedication to service that has seen it thriving with each year they clock up.

The brand-new state-of-the-art Kenworth T610, with the big 54-inch (137cm) bunk that young Jayden drives is a far cry from the two Bedfords his grandparents started with when they bought the company back in 1965.

Ian and Fay McClintock were pineapple farmers in the Gympie district area back then. For a change of pace, Ian and Fay chose to buy a small general freight company in the town of Kenilworth.

Remember, this was back in the days of loading and unloading everything by hand. There was no such thing as an easy load.

The two Bedfords were used to run general freight between Brisbane and Kenilworth, carting pretty much everything.

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“We believe that if you give them good service, they’ll stick by you.”

Above: Three generations of the McClintock family stand proudly in front of the new Flagship. Jeff McClintock, Jayden and his two daughters Opposite top right: There’s not a lot the McClintocks don’t cart. I caught up with Jayden as he finished loading a trailer-load of bulk fertiliser

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Over the next decade, the company kept supplying more and more local communities, while also picking up loads of timber from sawmills around the Gympie area. After 11 years in small town Kenilworth the choice was made to relocate to Gympie where a lot of their work was originating. While still specialising in general freight, the McClintocks were also carting timber, glue, fertiliser and many more bulk products.

Their general freight customers had expanded throughout the wider bay area.

The old Bedfords were gone and the company fleet was now a mixture of Volvos with the trusty N10s and a few G88s. There were also a few Internationals in the mix as well. It didn’t matter what was out the front though – with the exception of a few tippers the majority of trucks had flattops in tow.

Flattops meant tarps, and tarps required skills – skills that are a rare find these days, though Jayden swears that even though he may pull a tautliner, his dad and grandad have ensured they’ve passed those skills down the line.

As the company expanded you could always count on finding Ian and Fay at the coal front doing the hard yards. This work ethic was passed down the family lineage and, as their kids grew up, they too chose to enter the family business. Jeff, who I was lucky enough to sit down with at the company’s HQ, left school in grade 10 to work on the family pineapple farm.

Jeff signed up for his licence the moment he turned 18.

Two days after that he was behind the wheel of a single drive F86 Volvo with a bulk load of fertiliser on and headed for Bundaberg. His older brother, Al, headed for the workshop, where you can still find him today, undertaking and overseeing the maintenance of the entire fleet.

The three other McClintock brothers also jumped on board.

Kev has recently retired but you can still find Bruce running around on the forklift and youngest brother Peter loading trailers in the Gympie area. It wasn’t just the boys though; their sister Diane is still working steadily in the company office.

Along with the work behind the wheel, Jeff found himself often helping with, and learning the management side of, the business. It really was a case of complete immersion into the family operation for Jeff, although his preference was always the on-road side.

When Ian passed away in 2009, Jeff stepped up and took on a lot more behind-the-scenes managerial work. His son, Jayden, followed in his father’s example as far as school was concerned; his after school and school holiday activities all revolved around helping out the company drivers.

“I used to get picked up from school by the drivers and I’d help them go unload the beer and stuff,” Jayden admits.

Although not old enough to drink, he had no issue stacking it.

Not for pocket money either, as he admits: “I did it for the love of it.”

When the time came for young Jayden to legally take the wheel in the family business much had changed since his dad obtained a truck licence. While Jeff had started out with a single drive Volvo and tipper trailer, Jayden got a rigid Hino. His dad worked in a yard full of flattops; Jayden was surrounded by tautliners. His dad had been able to use Jayden as a worker under the ‘I don’t have to pay him, he’s my son’ rule, but Jayden now expected a pay packet.

There was also a lot that hadn’t changed. The company was still specialising in general freight to local townships, as well as a plethora of bulk loads. The McClintocks were also

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“We tend to run out trucks for five years and then replace them.” extremely loyal, especially to the salesmen that looked after them as was evident by their predominantly Mack fleet.

However, they were continued to display an ability to adapt and evolve, diversifying into fuel with the purchase of a Golden Fleece depot in 1985. This resulted in another revenue stream and a small fleet of fuel tankers.

B-double free Above: Rocklea Truck Electrical added the lights and extra shine Below: The new T610 Kenworth is an eye-catcher but the company’s Bulldog fleet still turns heads as well

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Another other old school trait that hadn’t changed since the beginning was Jeff’s insistence on single trailer work, a decision originating from Ian and passed down since day one.

There are still no B-doubles in the fleet.

According to the McClintocks, single trailers in the general freight make life easier. Sure, they do a lot of pallet load pickups but when servicing small towns they can also be

required to make pickups and drop offs more aptly suited to a postman. This type of work does not worry the team though. Listening to Jeff, it becomes extremely evident that, yes, making money is what keeps the business afloat but what keeps it successful are happy customers.

“We believe that if you give them good service, they’ll stick by you,” Jeff says.

“You look after them, they’ll look after you.”

Well, after more than five decades of work it seems keeping the small-town service and friendliness has worked. The business is flat out and still growing.

Which is where we step into the latest truck – the 2019 T610 SAR. The new Kenworth is by far the biggest rig in the company so far. Over the years there has been a lot of different makes and models brandishing the company logo. From the original Bedfords to Internationals and to almost the entire early Volvo range of G88s N10s, F12s and FMs. You name it, it’s been there.

There has also been a few of the long running Volvo rivals – the mighty Scania Series 3 and 4. The comfort of the European cab-overs were eventually replaced with the Bulldog brand as the company looked towards better payloads.

“The Macks were much lighter and better priced,” Jeff explains, adding that the relationship with their Mack salesman was also a contributing factor.

“When the old man passed away the salesman said: ‘I’ll help you out with anything, no matter what you want to buy.’”

That type of personal relationship is held in great esteem in McClintocks’ books. More recently, the Mack Tridents and Granites have seen their territory eroded by the Kenworth badge, with several T409s proving their worth as well.

“The drivers quite like the Kenworths,” Jeff says. Again, their addition to the fleet came about due to a solid relationship with their local Kenworth sales team. Sure, a cool Kenworth can sell itself, but like McClintock Transport itself you need to supply a good service and Kenworth did just that for Jeff. The other big fan of having the Kenworth bug out the front is Jayden.

Well before he had a truck licence, Jayden was earning his stripes. Following his time behind a heavy rigid Hino, he upgraded to one of the company’s T409s, still at a fairly young age for a truck driver. This meant the company’s insurance restrictions wouldn’t let him go any further than Brisbane for the first year. The second year saw him able to stretch his legs

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29/9/21 1:43 pm

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as far as the Gold Coast and then, once he cracked the 25-yearold mark it was free reign.

Jayden was given the responsibility of covering a run between Gympie, Brisbane and Sydney. With his immaculately maintained T409 he would head off on a Sunday, returning six days later to the family depot. In no time at all the little T409 was nearing a million kilometres and Jeff started looking at a replacement.

“We tend to run out trucks for five years and then replace them,” Jeff explains. By this stage Kenworth had halted the production of the solid T409 and the new T610s were rolling off the line.

Bigger cab The arrival of the T610 was quite the leap ahead for Kenworth, integrating a lot more technology and safety features. Jayden confesses he was blown away by the easy access to so much information from the dashboard and its smart screen.

“Yeah, the old Kenworths had all the gauges that you could get the covers for, but this is just great,” Jeff admits.

While the majority of the McClintock’s fleet sport sleepers, they tend to be around the 36-inch (91cm) size. The decision was made with the new T610 was to opt for the bigger 54-inch version.

“In the end it wasn’t much more cost wise for the big bunk,” says Jayden, with his dad attesting to the all-round benefits of a bit more room when the truck is doing constant interstate work. Jayden agrees thoroughly there; he’s only a small bloke anyway so it’s like an apartment for him.

“We got the double bed in it, which lifts up, and there’s heaps of extra storage under as well,” Jayden enthuses. Add that to the overhead cupboards and the Kenworth could smuggle a small family across the border these days (although I guess I shouldn’t be joking about that).

The other big difference between the new truck and the rest of the fleet is that it is the first SAR Kenworth for McClintock’s Transport. Jayden will try and convince me it’s all about the front axle placement and weight distribution – all that official ‘business only’ kind of justification. But, when pushed, he will admit it has a lot to do with looks, and there’s no argument from me. With the big bunk and SAR lines the T610 look extremely tough.

Appearance has always been a big thing with the McClintocks, though they’ve opted to keep the base colour white on their fleet. However, they have always ensured their trucks are finished off subtly, yet strikingly well. The new truck was no exception. After leaving the Bayswater factory it was sent direct to Rocklea Truck Electrical in Brisbane where

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“In the end it wasn’t much more cost wise for the big bunk.”

Top & above: The family working together. I’m not sure who has the right of way though, as Jayden keeps a close eye on his old man loading the big T610

Brock McDonald and the team began adding extra lights and extra shine.

After Rocklea Truck Electrical had done its bit, the truck was sent north to Truck Writers on the Sunshine Coast where Tony Gibbs went to work adding the signwriting and scrollwork. It’s the trademark of the McClintock’s fleet – base white but just the perfect amount of detailed scrollwork to really make them stand out – and the T610 is continuing that tradition.

With all the finishing touches finally squared away, McClintock Transport’s big Kenworth T610 SAR was hooked up to a custom-built 22-pallet Freighter trailer to complete the look.

Yes, Jaiden loved his 409 with its old school gauges and gearstick, but he hasn’t looked back since. The new truck may have lost the fancy gauges, but he’s kept the gearstick and gained a bucketload of room and, he admits, a boatload of comfort.

From two second-hand Bedfords 56 years ago to a fleet of 17 and one of the sharpest state-of-the-art Kenworths on the road, the McClintock family has survived and thrived by supplying a stellar service with a fantastic fleet. The big cab T610 SAR just reinforces that point.

However, one thing that I’m sure of is that, with Ian continuing to be heavily involved in the company right up until his passing, he would have been proud to have experienced three generations of McClintocks – himself, Jeff and Jayden – wearing the company uniform together.

ownerdriver.com.au

29/9/21 1:44 pm

industry focus

TOP CONDITION Simple preventative maintenance tips for a Kenworth engine cooling system and Horton fan clutch

T

he truck engine cooling system is a critical system within a truck’s operation and has a significant impact on fuel economy, horsepower, emissions, driver comfort and, most importantly, ‘uptime’ – maximising your time on the road.

The cooling system comprises the radiator, water pump, coolant expansion tank, thermostat, engine control unit, control sensors, fan clutch and fan. It serves two purposes: to prevent engine failure due to overheating and to keep the engine running efficiently.

Engine cooling is particularly important in Australia with excessive heat, dust and long distances travelled.

To ensure the truck engine cooling system, fan clutch and fan are maintained in optimum condition, scheduled preventative maintenance is critical. PACCAR Parts and Norman G Clark have collaborated to assist with preventative maintenance tips and correct operation of Horton pneumatic fan clutches.

Remember, product designs may vary across different models and installed components should be identified by part number before attempting repair or replacement. Products should only be inspected and replaced by a suitably trained and qualified technician.

Horton pneumatic fan clutches rely on air to operate.

Therefore, air integrity and pressure are critical for optimum life and efficiency. It is crucial to check the overall system for air leaks and correct system air pressure. Either of these could result in a reduction in system air pressure, which may cause the clutch to slip and overheat.

CHECKING FOR AIR LEAKS At normal operating pressure, check for leaks at the solenoid valve and Horton fan clutch, across all air lines, fittings and filters, which are a common source of leaks after experiencing concentrated heat and pressure over time.

Air leaks detected in a Horton fan clutch or solenoid valve can be repaired with the appropriate Horton repair kit.

TIP: Firstly, listen for any air leaks and then locate the exact escape point with soapy water while checking for bubbles CHECKING AIR PRESSURE A minimum of 90 psi is required for the fan clutch to correctly engage (S & HT/S) and/or disengage (DriveMaster, DMA & DMA-2S) the Horton fan clutch. The air pressure should be checked in two key locations: before the solenoid valve to ensure air system pressure is correct (‘X’) and before the fan clutch to ensure the air solenoid valve (‘V’) is operating correctly, as shown in Figure 1.

Also, check the electrical wiring and plug connections to ensure correct operation of air solenoid valve. If 90 psi is not detected at either of these locations, it must be rectified by repair of the air system or replacement of the air solenoid valve.

TIP: The solenoid valve assembly also has a filter assembly on it and should be cleaned and drained routinely to remove any moisture and or contaminants in the air system, as both will affect the life and performance of the system

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CHECKING THE HORTON FAN CLUTCH There are two methods of checking – visually and functionally.

Visually check the fan clutch for wear and/or any heat discolouration on the piston friction disc (PFD) and friction liner. This would indicate potential slipping and heat generation due to the air system integrity.

The Horton HT/S fan clutch has a System Sentry fuse, located in one of the raised nodes on the PFD assembly.

Should the fan clutch be subjected to excessive slippage causing major overheating, the System Sentry fuse will melt, releasing the air to the fan drive. This is designed to protect vital fan clutch components from catastrophic failure. In the event of the System Sentry fuse acting to protect the fan drive, lock-up bolts will need to be installed to allow the vehicle to be driven to an appropriate repair centre.

Functionally check the Horton fan clutch with normal operating pressure and with ignition on and engine off.

Initiate engagement and disengagement of clutch – both should occur within a second.

Check all system electrical wiring, including the solenoid valve, air-conditioning pressure switch and thermal switch, to ensure correct operation. To functionally check for liner wear, when the fan clutch is in engaged and engine is off, try turning the fan manually and if it can be easily turned this would indicate worn friction facings.

TIP: Horton S and HT/S types also have a small restrictor in the air fitting for softer engagements, which needs to be checked as well CHECKING BEARINGS AND ACCESSORIES Check the front bearing with the fan clutch disengaged.

Spin the fan in both directions and check for any roughness.

Check the pulley bearings on the Horton fan clutch.

Remove the fan belt and spin the pulley in both directions with the fan clutch engaged and check for any roughness.

Check the bearings in all other cooling system accessories within the belt drive system, such as the water pump, idler pullies, alternator and/or A/C compressors.

TIP: Smooth and polished belts and tensioner pullies may indicate belt slippage; therefore, check the belt tensioner’s operation as well

X

V

Figure 1: Figure 1: System schematic showing where air pressure should be checked Top: Norman G. Clark has manufactured Horton OEM fan clutches in Melbourne since 1980

If there are any defects found in the Horton fan clutch, repair appropriately with either a Horton fan clutch and/or Horton repair kit. There are different levels of repair kits for different applications, so ask your local PACCAR dealer to determine the best kit suited for your repair.

Finally, visually check the fan and fan shroud for equal and correct clearance around the fan tips and check for any impact marks. Check for axial obstructions before and after the fan with a minimum guide of one inch (2.5cm) to ensure no interference with the fan. Check the fan for any cracks, impact marks, wear and/or damage. If there are any clearance issues, correct accordingly and if there are any defects on the fan, replace it.

TIP: A clean and clear radiator and bug screen will allow maximum air flow and maximum cooling system efficiency, which will ensure fewer Horton fan engagements, for longer component life and improved fuel savings

Please refer to the PACCAR Parts or Norman G. Clark webpages for more details: www.paccarparts.com.au or www.ngclark.com.au PACCAR Parts wishes to thank Norman G. Clark for its technical advice and contribution to this article.

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trucking heritage

A retired Kwikasair driver has used his lockdown days to help maintain the memories and fellowship of the Kenworth Grey Ghosts of yesteryear. Greg Bush writes

GREY GHOSTS REMEMBERED

D

From above: Bob Hall behind the wheel of the first Kenworth K125 on its maiden trip in early 1971.

Kwikasair’s line haul manager John Watt is in the passenger seat; A Grey Ghost emerges from Kwikasair’s Alexandria depot in Sydney Right: The grey ghosts live on through a not-for-profit T-shirt

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ESPITE the effects of the Sydney COVID lockdown, retired driver Bob Hall is showing determination to keep the memories, and the camaraderie, alive that existed at former logistics company Kwikasair during the 1960s and early ’70s. Especially the years when the eight-wheeler Kenworth ‘Grey Ghosts’ were introduced into the fleet.

Bob says COVID has curtailed any plans of a reunion. However, the idle times that comes with lockdowns has brought an alternate opportunity for Bob and his former workmates.

“We had a pretty big reunion a while ago at Bankstown Sports Club; we had 120 blokes turn up,” Bob explains.

“But, unfortunately, the way things are at the moment, it looks like we can’t get together.

“So, what we’ve done, we’ve put out a polo shirt with the Kwikasair emblem on it and K125 Grey Ghost and the Kenworth logo.

“The polo shirt deal came probably out of boredom. It gave us something to in lockdown.”

Bob recalls driving five-speed Thames Traders for Kwikasair before the arrival of the grey Kenworths, which were a step forward, although he says they were pretty basic trucks compared to today’s standards.

He was behind the first completely knocked down eightwheeler as it made its maiden trip from Melbourne to Sydney.

“When I look back at them now, the times that we were doing on the old road up through the Putty, even the guys now with 650hp [485kW] and four lane roads, they’re still not doing it.”

Bob spent around 10 years at Kwikasair before “coming to his senses” and began driving concrete trucks before retiring in the late 1990s.

“I was into them for about 30 years, which was a little bit of a different ball game to what I was used to.”

He explains that the K125 Grey Ghost shirt colour is platinum to present the truck colour, with the K125 and Grey Ghost in royal blue to match the colour of the fleet numbers.

Bob asserts that this is not a money-making enterprise, he’s selling the shirts at cost price.

“We have made these shirts to try and keep the memory of Kwikasair and the old trucks alive,” he adds.

“Any driver on the highway that wants one can have one, but it’s just something mainly for the older drivers ’cause there’s still a few of us around.”

Bob advises that anyone who wants to order a cost-price shirt should email vjhall@macarthurgardens.com.au with Grey Ghosts in the subject line.

“It gave us something to do in lockdown.”

ownerdriver.com.au

29/9/21 11:53 am

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28/9/21 11:08 am

DIABETES NSW & ACT Linda Uhr

*In collaboration with Graham Hillier

Today, not tomorrow Diabetes is a silent issue but it’s not taboo, it just needs a voice

A

S A HEALTH professional working for Diabetes NSW & ACT, I regularly meet clients that affect me immensely. Earlier this year I was running a FootSmart program in south western Sydney when I realised I had witnessed a powerful moment within the group.

A participant shared a deeply personal story about his long journey with type 2 diabetes.

The condition had caused neuropathy (a loss of sensation) in his feet and this meant giving up on the activities in his life that brought him joy and normality. He was genuinely scared about what the future held for him.

As a facilitator this is always a tough moment. I remember looking around the room and seeing many of the group, like me, teared up and lost for the right words to say.

After a moment of silence, Graham, another member of the group, spoke up in a sincere and respectful way. Although his exact words evade me now, he essentially said how this moment – right now – was his wake-up call.

“Mate, I think I am you … but maybe 10 years earlier,” he said.

This was a penny drop moment; so sudden and so clear that no one in the room could ignore it.

As a health professional passionate about prevention and early intervention, I was

blown away by Graham’s words. They seemed far more powerful and meaningful than my own. Behaviour change research shows that people have a far greater tendency to listen to someone they identify with. With this in mind, Graham has kindly agreed to share his experience of pre-diabetes, diabetes and how early action is key.

LINDA UHR is an accredited practising dietitian and diabetes educator with Diabetes NSW & ACT. For more information on diabetes or to talk to a dietitian, call the Diabetes NSW & ACT Helpline on 1300 342 238.

Graham’s story Graham spent 16 years in the army, worked as a commercial diver, a professional driver, an office worker and a senior manager. He was diagnosed with diabetes eight years ago and was told he needed to make changes.

“But men are stubborn!” Graham says.

“I’m a man – I thought I was 10-foot-tall and bulletproof and that I’d just deal with it when it became a problem. I thought I could just get it fixed. But what did I know?

“I’ve had more than my share of stress. All wonderful environments to learn bad habits in and now it’s become a problem.

“What I have to change now has been pretty overwhelming. I am at the point that I really don’t have a choice. Why? Because I did not act on what I was told back then.

“Diabetes is a silent issue but it’s not taboo, it needs a voice. Had I looked into it earlier, I honestly believe that my eyes would have been opened. The gentleman that was sitting to my left with foot issues presented an extremely powerful symbol. I felt for him, but also I wanted to do whatever I could do to not be in that position.”

Insulin resistance Insulin resistance is fancy terminology for describing the warning light that comes on to alert you that changes are happening in your body and that something needs to be done.

“I thought I was 10-foottall and bullet proof.”

When you are healthy, you can process carbohydrates easily. They get eaten, digested into glucose and enter the bloodstream to make its way to all the cells in your body that require it for energy. The pancreas detects glucose in the bloodstream and releases a hormone called insulin to allow the ‘lock’ on your cell doors to be opened. This is often why insulin is described as a key.

Insulin resistance refers to those locks becoming rusted and making it more difficult for the glucose to enter your cells. You can be living with insulin resistance for many years, with no knowledge that anything is wrong. As Graham said, it can be silent.

Over time, insulin resistance means your pancreas needs to work really hard. You may start to notice symptoms and be diagnosed with either pre-diabetes or type 2 diabetes. If left untreated you leave yourself open to the serious complications of diabetes.

We know it’s tough to be given a diagnosis of pre-diabetes or type 2 diabetes, but it is a huge opportunity to address things early on.

“If you act early, the changes you need to make are small and you will barely notice them,” Graham says.

“But the longer you let it go, the bigger the changes need to be. Visit your GP, health professional or diabetes specialist and ask what could happen if you don’t act now. Ask your mates if any of them have diabetes. I guarantee there will be more out there than you think, and they will tell you the same. Go to a specialist and listen to what they say, then act on it.”

Although insulin resistance and type 2 diabetes has a genetic component, along with other factors you can’t change, there are some things you might be able to address.

Unfortunately, as we age we simply cannot continue to live a life full of extremes, at least not without consequences.

Think about your diet, exercise, reducing stress and sleeping well. These are all things that can act as the WD40 to help reduce the rusting. In other words, they help reduce insulin resistance. You have the power, especially in the early stages, of significantly reducing your risk of diabetes complications in the future. You could even potentially turn things around.

I will give Graham the last word: “Good luck, but if you make changes now, as early as possible, you won’t need luck. There is an incredible support structure out there, tap into it and listen!”

Please visit diabetesnsw.com.au or diabetesaustralia.com.au for further help and advice.

MOORE

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 07 4693 1088 www.mooretrailers.com.au 56 OCTOBER 2021

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ownerdriver.com.au

29/9/21 11:38 am

NATIONAL ROAD FREIGHTERS ASSOCIATION’S SIX-POINT PLAN

EYES ON THE ROAD Rod Hannifey

Planning for safety The aim of the NRFA’s six-point plan is for safe COVID trucking, which will benefit all Australians

I

EMAILED all the police commissioners (except for the ACT). While not really a trucking problem, and I understand they do not want the commissioners flooded with issues, some states make it very hard to get to the people at the top. You would think you could at least send them an email and a PA or someone would then vet incoming mail. You would nearly think they don’t want you to be able to contact them. It can be so difficult and frustrating.

Some states, after not allowing you a direct route, then put limits on the number of words you can submit. Recognising they don’t want your story to go on forever is one thing, but I had virtually one page and had to split and resend two or three emails.

Just one was ridiculous so I sent a message asking for an address to send a message to!

So, now for the replies. The Northern Territory commissioner was the first and most direct. He virtually said: “We don’t have those problems here.” He may well be right, so that is at least acceptable. I then got a call from the New South Wales Highway Taskforce. That led to a long phone discussion that has not seen change but has at least opened a door. So far, that is it. I hope to hear from others.

Not withstanding the COVID issues, it is affecting trucking and drivers now to a serious degree. All of you have done your part for over 18 months and yet we still have states that won’t agree to the National

Freight Directive and also change the rules, sometimes overnight. It is hard enough to comply without all that on top.

The National Road Freighters Association has agreed to a six-point plan. Rather than simply say we must all comply, what will happen when blokes simply say: “It is all too hard, do I really need this?” and walk away from the job. I am already aware of some who have or are seriously considering their trucking future due to not only where we are at the moment but how we have been treated.

The plan is to be done with reference to a panel of road safety, road authority and truck representatives. This will include some trucking associations/groups, some drivers and owner-drivers and be set up immediately to provide input and fairness.

The top four items are achievable, reasonable and will provide some balance and consistency to allow us to do our job and deliver the needs of the Australian people.

It will cost the government no upfront cash, but will make trucking safer and fairer.

The last two can be set in motion. The roads will take time and we accept that, but it must be started and committed to and will

ROD HANNIFEY, a transport safety advocate, has been involved in raising the profile of the industry, conducting highway truck audits, the Blue Reflector Trial for informal parking bays on the Newell, the ‘Truckies on Road Code’, the national 1800 number for road repairs proposal, and the Better Roadside Rest Areas Group. Rod is the current president of the NRFA. Contact Rod on 0428 120 560, e-mail rod.hannifey@bigpond. com or visit www.truckright.com.au

“Many will go broke and lose it all.”

1. We’re happy to do our part and be tested every seven days; more frequently that that is neither necessary or fair on us, unless you provide numerous 24/7 testing centres with truck access. Such sites must include vaccinations. We were left out from the essential list and it will take time to catch up. Trying to keep working, get tested every three days and still have to book and queue weeks in advance and lose more time/pay to get vaccinated is not only unjust, but unworkable for some.

To ensure we can comply and get priority for vaccinations, get test results back in time to cross borders and the road transport industry must be recognised as essential.

2. We will apply for and carry a National Freight Permit if required, valid in every state and territory, for a minimum period of 14 days. All states must agree. There should be no rule or border changes without industry consultation and without less than two weeks’ notice.

3. Truck stops must be allowed to operate.

We must have access to toilets, showers and facilities if you want us to continue carrying your needs and not get sick or tired trying to comply with multitudes of different rules. No facility should refuse us access to a toilet. We will happily wipe down a seat before and after use. If they fail to provide us with such facilities (as they must do under law for their staff) they should be fined. We too need toilets.

4. There must be a moratorium on non-road safety-related logbook fines.

We are not lawless or above the law, but any fines issued by police under the Heavy Vehicle National Law (HVNL) must be reviewed by National Heavy Vehicle Regulator before they are actioned. We do hope the HVNL review will affect some of these concerns, but it will not be resolved for many months. We cannot continue being fined for clerical and minor time errors. The cost to the community of us fighting such onerous fines for little more than a mistake, is not only a waste of taxpayer’s money, it is not in any way fair justice.

5. We require a National Road Standard.

The road should be accepted as our workplace, major crashes investigated and not simply the driver charged first and last. Roads and road repairs must meet that standard or be repaired to that standard within an agreed time frame.

6. There must be a National Truck Rest Area Strategy to provide suitable and sufficient truck rest areas. This to improve our safety and that of other road users.

To improve our ability to get good quality sleep as and when needed. In relation to drivers and sleep, there must be consultation on reasonably-sized sleeper berths. Not more freight, but better places to live and sleep in when on the road.

save lives and money in the future if done properly. The last will take time, but can be done in a cheap interim way, while the longer-term plan is to be set up and rolled out.

I don’t think any of this is too much to ask and if we don’t get a fair go, many will go broke and lose it all and, if not, there will be not only more unrest. There will also be more tragedies on the road caused by people trying to comply and yet stay safe, fit and capable of doing this job.

What do you think or do you have a better solution?

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trucking heritage David Armstrong’s search for a project truck culminated in the purchase of a worn-out International R-200.

However, his heritage truck showpiece has evolved into a tribute to his late son Craig. Warren Caves writes

MUNCHIN’ ON MONEY

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Above: David Armstrong originally set out to do up an International R190 or a B-model Mack

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T

HE SUB-ZERO briskness of the morning had abated by lunchtime as I rolled into the rural New South Wales town of Cootamundra – the birthplace of Don Bradman.

The Cootamundra wattle, celebrated in the John Williamson song, were in early stages of bloom as I scanned letterbox numbers for the residence of David Armstrong. I needn’t have bothered. Ahead of me, parked in the quiet street, stood the sky blue R-200 International I was looking for.

David was coming off the back of a busy week carting newspapers from Yass to Cootamundra, so his taking the time out to indulge a classic truck tragic like myself was much appreciated.

I was welcomed into the family home and introduced to David’s wife, Vicki. From the outset, it’s clear that this truck holds a special place in the hearts of the Armstrong family. A hand painted saw adorns the wall next to the fireplace, featuring an incredibly accurate image of the ‘Money Muncha’, painted by David’s sister Diane. Not far from that is a laser cut metal plaque also featuring the truck. On a cupboard on the other side of the room, David also proudly points out a tin replica of the truck and trailer, made by his son Craig.

Judging by all these symbolic tokens of admiration scattered around the home, this truck’s level of worth is undoubtably right up there with the family dog.

David and Vicki showed me through some of the photo albums dedicated to the restoration journey of the truck, from the day it was delivered

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to them to the finished vehicle (although are they ever really finished?). Vicki fondly remembers the period of restoration and relished the days when David and his son would say they are going to work on the truck (located some 25km away).

“This would assure me that I had the house to myself for the day,” Vicki laughs.

Interestingly, Vicki would play a crucial role in the roadmap to the truck’s restoration, but not in a way you might think. But more on that later.

Gum tree David had worked as a train driver for 15 years before taking up a career in transport working for Bateups of Cootamundra for 12 years, carting newspapers in mostly six- and eight-tonne UD trucks. Later, he linked with Green Gables Transport doing similar work. He still runs newspapers today, albeit on a smaller scale in a Toyota Hi-Ace van.

With transport firmly etched into his psyche, it seems logical that David would show an interest in trucks during his spare time, an interest that would rub off on Craig.

“I started going to truck shows around 2006 and this increased my interest, but my main love was for the International R190 series and B-model Macks,” David says.

“I started looking for a truck to buy and realised I couldn’t afford a B-model, so I focused on the R190s.”

Four R190s of varying condition were bought before David ended up with the Money Muncha, as it was to become known. Four trucks were

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“My main love was for the International R190 series and B-model Macks.” purchased as a job lot from one guy, with the hope of making one decent truck, but their collective condition was found to be unsuitable, so David salvaged a few parts off of them and moved them on.

Vicki, originally from Molong, had known that Ralph Crystal from nearby Larras Lee had some R-series trucks and investigations began. As it would turn out, on the Crystal Springs property owned by Ralph, resting quietly under a gum tree, sat a 1962 R-200 International and it was for sale. The truck was inspected a few times and an informal agreement on a price of $6,000 was discussed, but there was to be twist.

Ralph must have had second thoughts, or someone may have suggested that an auction on eBay may garner a better price. Subsequently the truck was listed on eBay and David was forced to enter the bidding contest. Now, as far as David was concerned, his $6,000 price tag was all he was willing to bid for the truck, at which point he would walk away from the auction. This is where Vicki enters the equation.

“I was working and couldn’t effectively bid and

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Opposite top: Slow ’n steady: The R-200’s original stop speed was 70km/h Top: The 1962 International R200 is almost unrecognisable before restoration Above, Left: Craig’s wings: The R-200 is a tribute to David’s son Above: The old R200’s layers of paint were stripped and sandblasted

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“Craig spurred me on to keep the restoration going.”

From top: The dash is mainly untouched, apart from the added CD player; The old International even comes with driving instructions; Air-con, 1960’s style; The 10-speed Road Ranger transmission has lasted the distance

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monitor the auction, so I asked Vicki to do it for me, with strict instructions not to bid over $6,000,” David explains.

Some time later, David contacted Vicki to see how the auction went, to which she replied: “We won the truck, but it went for a little more than $6,000.”

It would seem that either Vicki was caught up in the excitement of the auction, or felt that this really was the right truck, the one that David truly had his heart set on, so a few more dollars wouldn’t hurt. Either way, it’s the wife of the year award right there! A wife that ignores her husband’s limit and spends an extra $1,200 on a truck for him. In my book, Vicki deserves a round of applause. That was 2010 but

it would take another three years before the truck was roadready again.

The truck was transported to David’s uncle Harry Brown’s place at Stockinbingal, where the restoration would begin.

The engine and driveline were serviceable as they were, according to David. The C-160 Cummins engine remains largely untouched, as does the 10-speed Road Ranger transmission and rear axle. That left the renewing of all the wiring and air hoses, which David credits to his uncle.

“It’s not bad having an uncle as handy as he is around trucks.”

Countless hours were spent by David and son, Craig, travelling from Cootamundra to Stockinbingal, stripping components and sanding back numerous layers of paint accumulated over the years. From the shed at Stockinbingal the truck was transported to Cootamundra to be sandblasted before going to Taprell Smash Repairs in Cootamundra for rust repairs and final painting in ‘Katoomba Blue’ by Geoff Morton.

The R-200 was then carefully reassembled with new rubbers, windscreen, a re-cored radiator and all those other small bits and pieces that need to be sourced far and wide.

It also equates to reaching for your wallet with regular monotony – hence the name Money Muncha.

Craig, who was 28-years-old at the time the truck project was initiated, was by David’s side every step of the way, the two men forming a bond over a truck with a common goal.

Craig couldn’t wait for the truck to arrive so the pair could get stuck into it.

“Craig spurred me on to keep the restoration going; he would always push me to go out to Stockinbingal to get some more work done. Without Craig’s inspiration, this truck would not be finished today,” David says.

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“I take the truck out to shows now and display it in Craig’s honour.”

Slow going

Top, L to R: The old C-160 Cummins engine is largely untouched; David Armstrong has kept the truck close to its original condition Right: The step fuel tanks were salvaged from an R190

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Time marches on and jobs get pushed aside in favour of other tasks, but there was an unwelcome driver behind Craig’s enthusiasm. His health was not great and his eyesight was failing. He explained to David that if they didn’t keep pushing on, he might not get to see the finished truck.

The step fuel tanks were salvaged from the old R-190s David had earlier purchased and the bucket seats, which were in the truck when purchased from Ralph, were retained. David has tried to keep the truck fairly original, only adding a few small touches like the airhorns and a CD player and speakers, which Craig insisted on.

“I don’t know why I agreed to the CD player,” David says.

“With the straight-through exhaust pipe you can’t hear it anyway.”

August 2013 was the first chance for the Money Muncha to hit the road; a long absence since it was last registered in 1986. The inaugural trip was to Harden for the purpose of a going-over by the Harden and Historic Truck and Tractor Club inspector Ken McKay. The normally half-hour run out to Harden highlighted a downside to this particular truck’s design.

“It took me 45-minutes to get over to Harden; the old girl was a bit slow,” David says.

The 5.72:1 diff ratio topped the truck out at around 70km/h. David, wanting to travel to truck shows and cruise comfortably at 100km/h, opted to swap out the rear axle with a 4.11:1 ratio replacement, with the added bonus of upgrading to S-cam brakes over the old axle’s wedge type.

In what was a bittersweet restoration, Craig eventually saw

the truck completed and enjoyed going out on a few runs with his dad. However, Craig eventually became too unwell to go out in the truck, sadly passing away in 2015.

Since then, the Money Muncha has been a regular at shows in Gundagai, Harden, Dubbo, Echuca and Lockhart and takes part in the Sylvia’s Gap and the Haulin’ the Hume road runs, where it can be seen with Craig’s wings painted in tribute on the front of the truck.

“I take the truck out to shows now and display it in Craig’s honour,” David explains.

While life’s cruel plan was undoubtably hard to take, the long hours David and Craig worked side-by-side to restore this old truck places a value on it that cannot be calculated.

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29/9/21 1:29 pm

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WILKIE’S WATCH Ken Wilkie

Essential when it suits The praise for road transport during the pandemic is meaningless until drivers are treated as human

I

AM CURRENTLY very disappointed.

When it suits, road transport operators – specifically the driver sector – are deemed to be essential service workers.

But just when it suits. COVID is a very dangerous virus. That cannot be dismissed. That those whose obligation it is to protect our society have been demonstrated to be struggling to come to grips with the best road through this pandemic cannot be ignored. It is understandable.

However, it is also obvious that the lessons that should have been learnt from relevantly recent history have not been learnt, or worse still have been ignored. That footballers take precedence over sick kids and mourners of deceased relatives – well!

I have been advised that the toilet fiasco at Gatton’s road train assembly/disassembly facility has finally been given the go-ahead to be resolved. I hope the gentleman who spent so much of his time and a brave effort to highlight the immorality of constructing a workplace without toilet provision is rewarded by this often shallowthinking industry with a resounding vote of thanks.

Industry leadership does, and has, consistently failed to acknowledge those whose efforts to advance the wellbeing of the industry have been vigorous. Alas, so often those personalities have existed outside the favourite clique of those with influence in such matters.

If those who of late have found it convenient at long last to attribute the tag of essential service to our profession are genuine, they will now establish a system of having those new and remote thunder boxes hygienically serviced regularly to ensure the good health and safety of users.

After all, labour shortage should not be an issue with unemployment figures so high.

And money? It seems to be growing on trees at present.

Now, on the newfound determination to have toilet facilities constructed at “rest” areas. For some years there has been a good roadside stop just to the north of Yaamba, near Rockhampton. It is one of the sites being supplied with toilet facilities under the new consideration for decency to transport operators. But they can’t all be done at once. My hope is that the work continues without let up until every pulloff site is supplied with a toilet.

But getting back to Yaamba. Over the past couple of weeks I’ve had cause to travel through the site on numerous occasions.

The hypocrisy of the workplace health and safety agenda frequently galls me. This site is a few hundred metres long and is easily

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and more safely entered at some speed to reduce friction and disruption to following traffic. So what do the idiots controlling the work place “safety” do? They establish a 40km/h through traffic speed limit at the entry to the site while the construction zone is a couple of hundred or more metres down the parking area.

Just what are these people trying to prove? Are they wanting the travelling public to notice the monies being spent in the public interest? Are they trying to justify their existence? While safety is paramount in all activities, the old fable of the boy who called wolf comes to mind. If road workers want passing traffic to do so at a responsible speed – and that is their entitlement – then they need to ensure the restrictions are appropriate. Using the restrictions for political point making reduces the value of the effort.

I suggest strongly that the majority of road users do so with a mindset of time sensitivity. Unlike the majority of the public sector or the grey nomad brigade, the business sector time has a value. To persist with demands that make a mockery of the safety message encourages people to ignore the times when such restrictions are appropriate.

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

BELOW: The Gatton decoupling facility – before facilities were installed

LEGISLATION AND REGULATION So the good people at National Road Freighters Association are still persisting in suggestions that police don’t enforce

“It was obvious that enforcement was out to score points.”

transport law? I think such a suggestion paints the proposer as being away with the fairies. Any police service is designed to enforce legislation, not just some legislation. I’ve said it before and I’ll keep saying it: The issue is not who is enforcing the legislation but the legislation itself.

So much road transport regulation has been promulgated by people who are industry discriminating. We frequently hear in recent times about racial discrimination.

This industry has suffered decades of discrimination. “He’s just a truck driver,” is a common comment from the selfdesignated elite of society.

Belated recognition of the industry as essential (hopefully that is real recognition and not just so much empty rhetoric) must now be followed up by appropriate laws. And the only way to arrive at mature responsible legislation is to have open discussion. That’s not as I read recently of some backroom discussion within the sweetheart club.

Isn’t it an interesting study into human nature how associating with “important” people can influence the personal attitude of our own level of standing in the pecking order? I guess, as Ned Kelly is reported to have said: “Such is life.”

I guess much of this missive has been about the hypocrisy so evident in so much of this society. It doesn’t stop here.

POINT SCORING The (not) National Heavy Vehicle Regulator (NHVR) recently released a comment supporting the Healthy Heads in Trucks & Sheds initiative. Now, I’m not knocking that initiative in the least. But a company who is conspicuous in its support for the project has quite a few skeletons in its cupboard – and they are current skeletons at that.

Should I say issues causing mental anguish to those impacted?

In the case of the NHVR, it supports the recent actions at Moree where it was obvious that enforcement was out to score points. The failure of the NHVR to fully disclose the breaches – not to accept the designed negativity of the terminology used in reporting the numbers of breaches issued – demonstrates to me a lack of sincerity in now stating support for the Healthy Heads in Trucks & Sheds initiative.

At this point, can I repeat the finding issued in a report by Castalia, “Securing a national approach to heavy vehicle regulation”, delivered to NatRoad in February 2009. In part, it says that drivers who cross borders experience considerable compliance stress with attendant health risks.

Crossing borders is not the only compliance stress experienced by drivers.

I quoted the distress of experienced and responsible people in the last issue. Add another name to that list – Geoff. Not wanting to appear conceited but, crudely speaking, can I suggest maybe those left not stressed by the pedantic discrimination are maybe the ones who don’t really care about anything.

My apologies for such a rude statement.

But I feel it needs to be said.

Your required reading this month: Battle for Hong Kong, December 1941, by Philip Cracknell. The stories I nominate as good reading material are stories from history. If we study history, hopefully we don’t make the same mistakes in our lifetime. Or more to the point, we are stimulated to be better citizens ourselves.

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29/9/21 11:21 am

TWU Michael Kaine

Roadmap to sanity Closed truck stops, long queues at COVID testing sites and mandatory vaccinations are causing chaos

T

O DESCRIBE the last 20 months as frustrating for drivers would be the world’s biggest understatement. Christmas-like demand every single week has pushed drivers to their very limits, and the extraordinary pressure from companies at the top of supply chains to keep goods moving isn’t slowing down.

The pandemic has only made wealthy supermarkets, retailers, manufacturers and oil companies tighten their deadly squeeze on the industry. It has forced transport operators and owner-drivers to run on the whiff of an oily rag and cut standing and running costs below what is fair and sustainable. And the pandemic has also exposed the tsunami-like threat of gig economy competitors such as AmazonFlex that undercut decent pay and conditions through sham contracting and exploitation.

Despite these pressures, the way transport workers have stepped up deserves national praise, although many I’ve spoken to are humble in their response: “I’m just doing my job.” But the shameful reality is that drivers’ jobs have been made more difficult by government responses to the pandemic.

Haphazard announcements without consultation have led to chaos on our highways. Drivers have reported lockdowns closing truck stops, meaning they weren’t able to find somewhere to shower, eat a hot meal or rest while on the road.

Others have lined up for hours at testing stations before being sent to self-isolate in their trucks for hours until they return a negative result.

In December last year, we saw drivers held up for around five hours trying to enter Victoria over permit confusion and the state government’s failure to implement a dedicated truck lane.

A recent New South Wales government announcement that all drivers leaving Greater Sydney and entering regional NSW would need to provide the locations of all deliveries 14 days in advance was quickly scrapped when it was pointed out the policy would result in empty shelves in regional areas, given how impractical an ask it was.

DOG’S BREAKFAST Some of the results have been devastating.

In February this year, a truck driver was tragically killed in a fiery three-truck crash at the South Australian border after the state government made a snap announcement the border would close at midnight without industry consultation.

The way drivers have been treated is nothing short of disgraceful. The

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inconsistent rules across the country are a dog’s breakfast.

To add insult to injury, truck drivers have been thrown to the wolves when it comes to vaccination.

Some states and territories have added an extra level of stress for drivers by mandating vaccination to leave certain local government areas or cross borders, without addressing the barriers like limited availability or inflexible clinic hours that make it challenging for drivers wanting the jab to get it in the first place.

The net effect of these rolling announcements and shifting goal posts is just more confusion, and drivers can be forgiven for being angry with the pandemic response so far.

As governments move away from the idea of COVID zero and towards living with the virus, they must not repeat the same mistakes that have thrown road transport into chaos.

That’s why the Transport Workers Union (TWU) has partnered with the Australian Road Transport Industrial Organisation (ARTIO) and the National Road Freighters Association (NRFA) for an industry-wide push for a COVID-Safe National Transport Roadmap to protect workers and supply chains as restrictions ease.

We’ve written to the National Cabinet calling for a uniform national response moving forward that puts the everyday experiences of drivers on our highways and in our depots at its centre.

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

“Truck drivers have been thrown to the wolves when it comes to vaccination.”

That means listening to drivers when they say vaccination and testing regimes aren’t up to scratch. Drivers have been saying for months that vaccination hubs don’t accommodate commercial vehicles and their operating hours aren’t suited to driver hours.

In a recent TWU survey of drivers, 84 per cent of participants reported they did not have paid vaccination leave, meaning they had to choose between getting the jab and recovering from side effects, or putting food on the table for their family.

Our Roadmap proposes paid vaccination leave as an industry standard, tearing down the financial barrier so that transport workers wanting to get the jab can do so without losing money. Addressing vaccination barriers means reorienting the vaccine rollout to prioritise critical workers like drivers for appointments if they want them and putting vaccination hubs in places that make sense for drivers.

While vaccination significantly reduces the risk of transmission, it does not entirely eliminate it. That’s why our Roadmap includes a practical call for the federal government to fund rapid antigen testing in critical industries like transport to catch cases early and ease testing pressures on workers.

Rapid tests can produce results in 30 minutes, reducing the likelihood of workplace transmission and slashing the time drivers are forced to wait at borders or self-isolating in their trucks before getting the all-clear.

SENATE REPORT Governments need to arm themselves with a suite of measures to protect workers and the community. Building public confidence that all available measures are being taken to keep transport safe is an important step in ending strict border rules.

The nature of the pandemic has meant that so much of our national response has had to be reactive. This Roadmap provides an opportunity for governments to look at ways to make driving easier for the critical workers who have kept Australia moving.

Transport workers have been crying out for a national plan to support them because yo-yoing restrictions just don’t cut it. The National Cabinet needs to grab this opportunity with both hands.

Ultimately, the time for soppy thank you posts on social media is over. Recognition is important, but action is what drivers need.

Easing COVID pressures on drivers is a start, but so too would be adopting the recommendations of the landmark Senate Report tabled last month calling for a genuinely industry-led independent body to set universal, binding standards in road transport.

Regulation of this kind would also tackle the economic, social and contracting factors which put so much pressure on owner drivers, and also tackle the gig economy exploitation driving a race to the bottom in transport.

The Senate recommendations are too important to be left gathering dust in Parliament House.

Whether it’s fixing inconsistent and shambolic restrictions nationwide or addressing the supply chain pressures dangerously working drivers to the bone, there’s space for the federal government to do so much more.

So far, it’s shown it’s asleep at the wheel.

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operator profile

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29/9/21 12:51 pm

WILD SIDE OF LIVESTOCK

After decades and generations of experience in livestock transport behind them, the Wild family is still going strong, just like their trusty twinsteer Kenworth nicknamed ‘Grunter Hunter’. Warren Aitken catches up with Ian and Fiona Wild in the Queensland Sunshine Coast hinterland

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I

“It knocked a couple of hours off the job with that S2.”

Above: It’s been Detroit all the way for the Wilds Below: Wild’s Livestock’s history goes back as far as 1928 Opposite: Truck driving couple Fiona and Ian Wild

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MUST ADMIT that, when I first spotted the Wild’s Livestock twin-steer Kenworth, it blew me away! It went straight to the top of my ‘I’ve got to know the story behind that’ list. I thought it was going to be such a cool restoration story.

I was so wrong. You want to know why? In order to be a restoration story, the truck has to have been restored!

It turns out that the Wild’s Livestock truck has never stopped; it has not had time for a restoration, it is just a hard-working iconic truck.

The truck did get a little down time when the motor was first replaced with a couple of million kilometres on it.

Since then, the big girl has racked up another million-plus kilometres. All up, there is over three-and-a-half-million kilometres on a truck nearing its 30th birthday.

I may not have been able to get a restoration story out of owner and driver Ian Wild, but I was certain I would still get some interesting tales. In fact, I got some very ‘wild’ stories.

My apologies, I will try hard to avoid any more puns.

Wild’s Livestock’s history can be traced all the way back to 1928 when Ian’s dad, at a mere 13-years-old, left school and became a drover. His first droving job saw him assisting in the relocation of 350 Hereford bulls from Jandowae down to Ipswich. It’s a hell of a job for a young kid to get into; I’m sure those bulls would have been pretty intimidating for a young Laurie.

As he grew, so did his reputation. Laurie became wellknown around the area as an expert drover, legendary horseman and renowned horse breaker. When he was not away droving, Laurie would be hard at work with his father and brothers on the family farms in Donnybrook and Peachester.

Laurie spent nearly 20 years in the saddle before marrying and ‘settling down’. In 1946, Laurie and his wife Margaret bought a working dairy at Bald Knob on the southern end of the Blackall Range, Sunshine Coast. It was this family farm that would see Laurie changing from droving to transport.

Over the next few decades, Laurie and Margaret purchased several neighbouring farms and were heavily into supplying milk for the local area. With a growing farm, and changes in the farming landscape, Laurie was a very busy man. Add in the fact that he ended up with a litter of six as well and I doubt he slowed down for much. It was a wildly busy time.

Damn, there I go with the puns again, sorry.

Last of the six Wild children was Ian, and he is the one I had the privilege of sitting down with. Well, Ian and his lovely wife Fiona. Under the shadow of the unmissable Kenworth that brought me up here, and with a plate of the most amazing homemade cupcakes in front of me, I learnt all about the Wild’s Livestock story. Before we move onto that though I will take this opportunity to reflect on those cupcakes: OMG, they were heavenly! Moving on.

Blitz and Bedford Wild’s Livestock began way back with Laurie and his first truck, a Chev Blitz. The Chev hit the road for Laurie during the 1950s and was the first dedicated livestock vehicle for the family. That little truck did the job for a few years, but eventually there was more work than it could handle. Not

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only moving stock for the family farm, but also doing work for other farmers as well. So, goodbye Chevy and hello to a classic six-tonne J2 Bedford.

The Bedford’s arrival came around the same time that Ian was returning from a two-year stint at the Emerald Pastural College. Having left school, he headed off to the college to gain both his truck license and a more in-depth agricultural knowledge. Though he jokingly admits that “I really only learnt how to play up”.

With a truck licence in tow, he returned from two years of ‘study’ to the family farm and worked there for a while.

Unfortunately, the early ’70s saw dramatic falls in cattle prices and the farm was going through a very lean patch. There was enough work to keep Laurie busy, but Ian chose to head off up to central Queensland and refine his truck driving skills working for some other companies, gaining valuable experience in tankers, flattops and general freight. He learned all aspects of the transport industry.

The year 1976 saw Wild’s Livestock really kick off when Ian’s brother Rod decided to return to work the family farm and help reinvigorate the transport side. Rod had spent several years with AML&F (the Australian Mercantile Land and Finance Company) as a stock and station agent, so he was no stranger to the farming world. When he came back to the farm, he purchased a single-drive 1976 Bedford with a 6V53GM motor as well as a single-deck bogie axle trailer.

Fitted with straight pipes it was often joked, “that’s the truck where the cattle wear earmuffs”. The big 216hp (161kW) engine was worked very hard as Rod kept it busy moving stock all over the area.

In 1979, Ian returned home and purchased his own Bedford, this time with a tri-axle trailer and a 3x2 convertible stock crate on the back. Ian testifies he could get 430 lambs on the old girl, but I would hate to guess how hard that was pushing the old 190hp (142kW) engine.

Even with the two semis and the old family body truck the workload was increasing and in 1980, Wild’s Livestock purchased its first Kenworth, an ex-Shell S2 that Ian hooked up under his 3x2 tri-axle. Off he went carting lambs with a bit more power to enjoy.

“It knocked a couple of hours off the job with that S2,” Ian admits.

Things changed again for Wild’s Livestock in 1984 when Syd

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“We couldn’t get the two levels on the front of the truck.”

Top: The K100E’s original interior remains untouched since the Kenworth factory back in 1988, apart from a switch which Ian installed to power the fridge Above: The GM badge was gifted to Ian by Alistair Grant who operated Sunshine Coast Coaches Opposite: The second ‘Grunter Hunter’ has been constantly clocking up the kilometres for the past 27 years

Laverty (an old mate that Rod and Ian worked with) passed away. Rod and Ian were approached by Laverty’s wife Dawn to see if they were interested in taking over the local livestock transport part of the business. This acquisition brought with it a change in setup as well as a change in customer base.

Laverty’s work had predominantly been based around calves and pigs. Lots and lots of delicious pigs actually. So much so that it led to Ian’s infamous nickname (now seen on the top of the Kenworth) ‘Grunter Hunter’.

With the new workload came a Mercedes 2232 bogey drive body truck as well as a two-axle dog trailer, both having 3x2 livestock crates.

Ian speaks very highly of Laverty, crediting his out-of-thebox thinking, even back then.

“Syd was a very innovative bloke. Long before parcel express came up with belly boxes, Syd had one of his own on the dog trailer, which would fit about 20 bacon pigs or 30 lambs,” he says.

Ian does admit though that there is a hell of a challenge getting them back out.

With the purchase of Laverty’s work and the advent of four-deck sheep trailers, the Wilds left the interstate lamb job to the blokes with the four-deckers so that they could concentrate on their growing southern Queensland customer base.

Side note here: the extra room in the Mercedes cab was a bonus for Ian’s growing family. Ian had married Fiona in 1982 and, by the time the Merc was purchased, the couple had welcomed their youngest child, Jessica, into the world. Ian handed the keys of the Kenworth to his brother, Rod, and took advantage of the spacious Mercedes cab to bring his family along with him. Young Jessica spent the majority of her early years in the bunk of the Merc as she travelled around with mum and dad. I could not get a quote from Jessica but I’m sure all that time in an old Merc would have been, as parents put it, ‘character building’.

Truck and dog Back on task. The mighty Mercedes served Wild’s Livestock well for several years and through some major changes, mainly Rod and Ian deciding to split. Rod took the Kenworth S2 and concentrated on the local work, with Ian and the Mercedes servicing those customers further away. Ian says the

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“They had no idea where to put the drive to carry the weight.”

Top: The K100E looks right at home in Queensland’s Sunshine Coast hinterland. Mt Beerwah, one of the famed Glasshouse Mountains, is visible in the background

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S2 eventually ended up in the hands of Dennis Rackemann, a farmer in Kingaroy who restored the retired Kenworth into a showpiece truck.

Meanwhile, Ian continued with the Mercedes for a couple of years before its limitations led to the inevitable replacement.

“It was a good truck, but we couldn’t get the two levels on the front of the truck,” Ian explains.

“It wasn’t a full height two-deck stock crate.”

The decision was made to approach Kenworth about building Wilds a rather unique setup. Ian knew of quite a few eight- and 10-wheeler trucks running around central Queensland at the time, so he had a rough idea of what would work.

Having taken into account the variety of work that Wild’s Livestock were picking up and the locations they had to enter, it made sense to stick with a truck-and-dog combination. They just needed a custom truck that could get a full load on and remain versatile.

The first issue was the length limits. In 1988, they were operating under the 17.5-metre rule and the intent was to use the two-axle dog the Mercedes was towing behind the new Kenworth K100E. That meant the crate behind the Kenworth would need to match the trailer, at 22 feet (6.7m).

Bring on the Kenworth engineers. They drew up some designs and sent them to Ian. Other ideas were floated and, as is often the case, they were quickly redrawn.

“The first plans they sent me, you’d have to weld the nut of the ring feeder on the rear diff to get it to fit,” Ian jokes.

“It was hard, they had no idea where to put the drive to carry the weight.”

In the end, to help work it out, Ian and Brain Russ, an engineering mate, drew out a life-size plan on the floor of the shed.

“We could physically see what it looked like and could work out where the drive needed to be,” he says.

When it came to speccing up the Kenworth’s running gear, Ian worked with his good mate from Detroit, Bob Nolan. The only stipulation Ian had was: “I wanted an 892 in it!”, as much as Bob tried to convince him otherwise.

“The whole time Bob kept trying to insist, ‘forget about the 892, get a series 60’,” Ian recalls.

“No, no, no, don’t trust them, those electronic motors. I’m sticking with the 892.”

For six years the Kenworth flew along, quite literally actually.

“It was good for 140, with a full two decks on,” Ian admits with a guilty grin. It seems that the 892 was living up to its reputation. Let us not forget to add that it wasn’t always Ian either; Fiona had her fair share of time behind the wheel of the Kenworth. I have faith that she kept it closer to the speed limit.

So, with a lot of help from the right people, the first ‘Grunter Hunter’ K100E hit the road in 1988 with the original two-axle trailer in tow. In 1991, Ian and Fiona chose to upgrade the fairly well-worn two-axle dog trailer. Ian wanted the same length but a three-axle version. He approached Mark Johnston at Haulmark Trailers. Johnston, who knew the diversity of Ian’s work, jokingly remarked: “I’ll build the trailer and you build the crate.”

So that’s exactly what Ian did: designed his own custom crate.

Enter left Now we are up to 1994, when the current ‘Grunter Hunter’, another K100E, came into creation. The need for it was purely based on the poor old 892 having a couple of minor issues and the gearbox having some major issues. After just having the head off it and repairing a leaking water jacket, Ian was getting the truck towed after a clip broke, resulting in one of the cogs in the gearbox running up and down the shaft. The truck was getting towed to Brisbane Diff & Gearbox, so, on the way, Ian decided to pop into Kenworth and just order another one.

With the original plans still available, it was a lot easier ordering a replacement. There were a couple of minor changes: the 8V92 was replaced with a Series 60, the 15-speed replaced with an 18, and a party hat fitted rather than the original wind deflector. After these the new truck was on its way.

Hardly anyone was able to pick the difference. Aside from the fact that Ian was no longer whooshing past at warp speed.

That is how the second ‘Grunter Hunter’ K100 came to fruition. That was 27 years ago. Since then it just has not

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stopped. It did slow down a little, around the 2.5 million kilometre mark. It slowed down enough for the old 430hp (321kW) Series 60 to get replaced with a 500hp (373kW) version. The clutch, gearbox and radiator were given some love at the same time.

Aside from that, the big beast has just kept going.

Even the original Meritor 46/160 diffs are still in action. With the exception of a couple of pinion seal replacements, they are still as good as new.

It is now in excess of 3.5 million kilometres and still going strong.

“Not like its owner and driver who is definitely slowing down,” says a smiling Fiona.

Cosmetically, the ‘Grunter Hunter’ definitely shows its age. Even with the outstanding Wild’s Livestock colour scheme, you can still see the old Kenworth has worked extremely hard for its money. I am sure it has more than paid for itself.

So the question had to be asked, ‘don’t you think it could have been upgraded by now, mate?’

Did I also mention it is looking at its third set of crates already as it’s worn out the stock crates?

So why not the truck? I did ask and Ian jokingly recalls getting asked the same thing by Rob Brown at Brown & Hurley.

“He asked me when are you going to buy a new

truck and I said, Why? This one’s still going.” He added in a complimentary dig as well, telling him: “You built too good a truck.”

Ian added in a very poignant compliment to end our interview.

“Haulmark Trailers and Kenworth Trucks have achieved my personal philosophy of ‘be lazy, do the right job the first time round’.”

It is fairly evident that the job has been done right and with the truck approaching four million kilometres, it looks like I’ll be waiting a long time to get the restoration story out of Ian. I will have to be happy with a ‘still hard at work’ story instead.

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As well as being involved in road transport media for the past 22 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

Home grown talent Loads of Aussies among this month’s new albums SIGNS OF LIFE Foy Vance

LONG ROAD BACK HOME Dave Brewer

SATURDAY NIGHT, SUNDAY MORNING Jake Bugg

Gingerbread Man/Warner www.foyvance.com

Sundown Records davebrewer1.bandcamp.com

Sony Music/RCA www.jakebugg.com

Big-voiced Northern Ireland singer-songwriter Foy Vance chalks up studio album number four with Signs Of Life.

It also marks five years since he signed with Ed Sheeran’s Gingerbread Man Records label. ‘Sapling’, the album’s opener and first single, is a powerful ballad, with Vance regretting his wayward days while contemplating a relationship breakdown. ‘Time Stands Still’ is equally dramatic, it’s constant rhythmic percussion a highlight behind Vance’s lament. He lightens up and tones his vocals down for the title track ‘Signs Of Life’, and gives off an air of bewilderment on ‘Hair Of The Dog’, a reference to his dark days. ‘Resplendence’ is a big production number, there’s a folk flavour to ‘System’, and Vance delivers a big vocal performance on ‘We Can’t Be Tamed’. If you appreciate Irish artist Hozier’s music, you may enjoy Foy Vance’s Signs Of Life.

Blues and soul musician Dave Brewer has been the mainstay of various Australian bands since the mid’70s, notably The Elks, Dynamic Hepnotics and The Catholics. Brewer has a few solo albums to his credit, however Long Road Back Home is his first in eight years. The slow and bluesy title track could refer to a return to his hometown of Perth, and he’s totally relaxed on ‘Bad Luck Is My Best Friend’, adding to the album’s relaxed tone. Two of his ex-bandmates from The Mighty Reapers add their distinctive touches to the vibrant ‘Lonely Part Of Town’ – Clayton Doley on Hammond organ and Fabian Hevia on the congas. Brewer lets his guitar do the talking on ‘Many A Fool Will Understand’, one of many tracks with long instrumental breaks, while his vocals resemble those of Canadian bluesman Harry Manx.

Youthful Londonbased singersongwriter Jake Bugg has piled success on success since his self-titled debut album in 2012. His first four albums reached the UK top 10, and his new release Saturday Night, Sunday Morning has done likewise. ‘Rabbit Hole’, a punchy track, is a good example, while ‘Lonely Hours’ with its minimalist lyrics and grinding guitar riffs is pure rock.

In contrast, ‘Downtown’ is a ballad with simple but effective piano backing.

The aggressive guitar on ‘Kiss Like The Sun’ surprisingly bares similarity to Led Zeppelin’s ‘Gallows Pole’. Bugg’s vocals are on the upper register, so he’s well suited to the 1960s-flavoured ‘Maybe It’s Today’, a track with a “wall of sound” type production. However, he gives his arguably best vocal performance on ‘Screaming’, another multi-layered track.

JUDAS TREE Gretta Ziller

COUNTERFEITED SOULSTICE VOL 1 Fabrizio Grossi & Soul Garage Experience

LOCAL VALLEY José González

ABC/Universal www.grettaziller.com

Mascot Label Group www.fabriziogrossi.com

City Slang/Inertia www.jose-gonzalez.com

Judas Tree is the follow-up to Melbournebased Gretta Ziller’s debut album, Queen Of Boomtown; the title track learning towards the “Americana” genre.

Judas Tree is nothing of the sort. Ziller mixed it up throughout the 11 new songs, and she knows how to rock. It’s all guitars blazing on ‘Stockholm’, its subject more to do with “Stockholm syndrome” than the Swedish capital. ‘Fan The Fire’ is uplifting and should attract radio airplay, and there’s an autobiographical nature to ‘Unlikely Believer’, another strong track containing positive lyrics. Keyboards and fuzzy guitars back up Ziller’s impressive vocal performance on ‘Damage Done’, and she calms the mood on ‘Dry Town’, a somber piano-backed ballad. Darkness again closes in on ‘Cinder, Ash & Ruin’, a big production piece. There’s bluesy gospel-rock on the title track ‘Judas Tree’, while ‘Over My Head’ boasts one of the best guitar solos of the year.

Italian-born and Los Angelesbased singer, songwriter and bass guitarist Fabrizio Grossi has graced these pages previously as part of the Supersonic Blues Machine. Counterfeited Soulstice Vol. 1 is Grossi’s debut release with his new band Soul Garage Experience, continuing his penchant for funky soul music. A couple of female vocalists strut their stuff and join the party, namely Diimond Meeks, who brings her soulful tones to the vibey ‘Soul Intervention’. Meeks sings of hitting the highway on ‘Shit Load Of Sugar’, while the equally soulful Bette Smith belts out a mean vocal for the mid-paced ‘With Or Without You’. Grossi, however, takes the lead on six tracks, including the fiery ‘Slave To The Rhythm’, and paints a bleak picture of city life on ‘Right Down Below’.

There’s a touch of blues on ‘Pills, Lies & Thunderstorms’, with legendary drummer Kenny Aronoff a driving force behind the strong track.

Gothenburg, Sweden-born José González has proven to be a popular artist in Australia as a soloist and as the frontman of the band Junip. Local Valley is his fourth album and his first for six years. As with his previous solo work, González sticks with his “less-ismore” approach which is, for the most part, his understated vocals, nylon string guitar and minimal percussion. Lyricwise, González keeps it simple for ‘Head On’, and sings in his Argentinian parents’ tongue on ‘El Invento’. It’s Spanish again on ‘Valle Local’, where his guitar picks up the tempo, but he reverts to English on the haunting track ‘Horizons’. González resurrects the outstanding ‘Line Of Fire’ from Junip’s repertoire, paring it back it for this new album, and there’s a hint of the erotic on the final track ‘Honey Honey’. Local Valley is a chilled-out experience, but may not appeal to serious rock purists.

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Country Corner AS LONG AS IT’S NOT US Lachlan Bryan and The Wildes

Social Family Records https://tinyurl.com/489r37pd Melbourne-based country music artists generally have an edgier sound than the rest of Australia. That’s certainly true with Lachlan Bryan and The Wildes. As Long As It’s Not Us is difficult to pigeonhole – its tracks ranging from the dark, Nick Cave-like ‘Quit While We’re Ahead’ to the hook-filled delights of ‘OK To Love’.

There’s twangin’ country guitar on ‘You Remind Me Of Myself’ – a simplistic, well-written song. However, the merits of that track are surpassed by ‘Never Said A Word’ on which Bryan sings of an unusual relationship.

But there are no substandard tracks on this album – the title track is mid-paced country rock, ‘The Road’ is an introspective acoustic number, and ‘Take It Out On Me’ is pure country.

THE SCRAPBOOK Angus Gill

Rivershack/MGM www.angusgill.com.au The Scrapbook is Angus Gill’s fourth album following hot on the heels of his collaboration with Paul Kelly’s band for 3 Minute Movies. Gill continues his connection with bluegrass; the rapid-tempo ‘Always On The Run’ setting the scene for The Scrapbook’s 11 tracks.

‘Whittling Away’, a duet with evergreen US country star Jim Lauderdale, is a banjo-backed lament, and Gill teams up with another US bluegrass master – Jerry Salley – for the comical ‘Let’s Have A Drink (To Not Drinking Again’. There’s traditional western swing on ‘Caught Between A Rock And A Heartache’, then Gill hits the accelerator on ‘Heartquake’ and signs off on the harmonic ‘Forget Me Not’. Hailing from Wauchope, NSW, Angus Gill is the real country deal.

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NRFA Trevor Warner

Survey for change Long waiting times at DCs during the current COVID crisis are adding to driver frustration

T

HE CURRENT economic climate is proving to be tough on everybody. An efficient road transport sector is the lubricant that keeps the economy moving and is more critical now than ever. Supply chains are being tested. Our labour force is being tested.

Consumers are being tested and all this must occur inside a legislative framework.

What will break first? The National Road Freighters Association (NRFA) has put forward our six-point plan, which we believe offers solutions. Go to nrfa.com.au and please read the details and support it.

1. Minimum seven-day COVID testing with sufficient and suitable sites for trucks 2. A national freight permit valid for 14 days, recognised by all states and no changes without industry consultation 3. Truckstops must remainopen for drivers. Companies who refuse access to toilets to be fined 4. A moratorium on non-road safety fines. We will work towards better laws, but something must be done now to stop ridiculous fines for minor errors 5. A national road standard and repairs to meet that standard as well 6. A national rest area strategy.

DC DILEMMA People need to eat. People need the basic necessities that our society provides – and it is all moved by road transport.

The NRFA is fielding concerns from

our members who fear they will break first. Consignors and consignees are squeezing the last drop of juice out of our transport sector. Lawmakers are activity tracking and checking everybody in the supply chain to make sure they are operating within the regulatory parameters.

Primary producers have the weather to contend with, but poor weather also impacts road transport’s ability to survive and make it through to the next crop.

Fuels and labour costs are increasing, whereas freight rates are being forced down. Thankfully, finance costs are at a record low and may be down for some time yet.

However, once our road transport sector navigates all this, we have variable, unpredictable costs.

A major point of concern is at our distribution centres (DCs). Large supermarket chains are also suffering the same challenges.

We have seen massive increases in Chain of Responsibility (COR) protocols.

An increasing variety of forms and check-in procedures at gate houses apply additional pressures on drivers to complete that last mile or a few metres to the point of destination.

What once took 45 mins to an hour is now taking two to seven hours.

Drivers have strict rules with driving hours and non-driving work time, yet this doesn’t seem important to the DCs. Many have introduced new technologies to make their operations more streamlined. It appears ‘streamlined’ is a code word for cost

TREVOR WARNER is an interstate driver along the eastern seaboard with 20 years’ experience. He is the current vice president of the National Road Freighters Association, having been involved with the NRFA for nearly 10 years.

cutting. Swapping out humans for inflexible, unintelligent machines, which have only one outcome.

Truck drivers now must contend with booking-In technology, touchscreens, phone apps and electronic forms. Of course, it is expected that all this ‘new stuff’ is complied with and should be understood. Any incorrect data freezes the whole process.

All this efficiency has made the process slower, with more glitches and less flexibility. We now have drivers refusing to deliver to these places.

A three-hour delivery window is turning into six to seven hours. How can anyone plan for this?

Yet the DCs do not care! It’s their way or the highway. Of course, any frustrated driver anger directed at an employee has its own ramifications.

How can these DCs escape or deflect COR breaches that may occur due to their actions or inactions?

DRIVER SURVEY The NRFA intends to address this issue, but in our current regime of legislation we need to present evidence to demonstrate it’s a major problem. We have formulated a survey to gather this data. Once collated, we can present this to the perpetrators and discuss solutions.

Thus far, the typical response is “that is a road transports issue” or simply “not our problem”.

Well, sorry but yes, it is your problem!

You are part of the chain; the most influential link.

The industry is struggling to maintain

“A three-hour delivery window is turning into six to seven hours.”

Above: Tell us how you have been impacted by scanning the QR Code.

and attract drivers. I fear we are almost at the point where the UK was 12 months ago. Look where the UK is now – no drivers and empty shelves in the supermarkets.

We have little time left to avert a similar outcome, but we need to move quickly.

We have the technology; we can fix this before our food supply chains hit the wall. Together we can do it!

Your Transport Manufacturing Specialist 5 Year Structural Chassis Warranty

12-16, Fowler Road, Dandenong South, Victoria 3175

38-40, Carrington Road, Toowoomba, Queensland 4352

Email: admin@bte.net.au

Email: scotta@bte.net.au

Ph: (03) 979 40330

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transmission technology

STIRRING TIMES There was a time when arguably the most common component in heavy-duty trucks was the Roadranger gearbox. But then came automation and, with trailblazing technology now driving the tempo like never before, Eaton will, late next year, launch an entirely new automated shifter called the Endurant XD 18-speeder. It’s a whole new design for a whole new ballgame, as Eaton Australia leader Graeme Weston tells Steve Brooks

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B

ACK IN WHAT some might say were the good ol’ days of Australian road transport, you couldn’t call yourself a truck driver – or at least, not a real truck driver – if you couldn’t use a Roadranger manual gearbox with any degree of proficiency. In some quarters, it’s an opinion that still exists.

Indeed, such was the hold of Eaton’s constant-mesh, twin countershaft shifter on heavy-duty trucking that anything other than a Roadranger was for decades seen as something outside the norm. Spicer, for example, made a good fist of fighting Eaton’s supremacy in a multitude of demanding roles and Mack, of course, had its own brand of highly durable boxes specific to its own models. Still, neither came close to diminishing Roadranger’s domination.

Meantime, for those companies and drivers challenged by the more artful skills required of the all-American constantmesh class, several European brands offered the all-synchro alternative.

But so entrenched was the Australian market’s liking for Roadranger’s established abilities and cost-effective qualities that continental powerhouses like Mercedes-Benz made Eaton’s 15-speeder the standard stirrer in many of its former heavy-duty models. So, too, did early Iveco entrants, while even Scania and Volvo were occasionally known to add a Roadranger in place of their in-house synchromesh boxes for some applications.

All up, nothing came within a bull’s roar of Roadranger’s rule and, quite simply, nothing offered the operational diversity and ratio spread of a model mix spanning nine-, 10-, 13-, 15and, later, 18-speed transmissions, either in direct-drive or overdrive forms.

Through the mid- to late-’80s, however, evolution was rolling into revolution. Slowly, very slowly at first, the signs that technology was pushing drivetrain development to bold new dimensions were apparent to those who looked close enough. Automation was on the way and Eaton’s European division was soon enough a prominent player in what would become a brave new world in transmission technology, initially

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“It was inevitable that an Endurant version of Eaton’s eminent 18-speeder would ultimately emerge.”

Below: One of the first images of the 18-speed Endurant XD, headed our way in the second half of 2022. Many details are still to be revealed but it is an entirely new, fully automated platform from Eaton

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with its semi-automated mechanical transmission, or SAMT. On the other side of the Atlantic, though, North America was much slower on the automation uptake until Volvo’s and Daimler’s earlier acquisition of several US truck brands eventually, and very gradually, slid European influence into powertrain development, with automated transmissions ultimately climbing high on the agenda. Nonetheless, the American market, with its historic liking for the durability and inherent economies of constant-mesh shifters, particularly Roadranger and most particularly in the linehaul sector, proved a tough nut to crack.

So, too, were most Australian operators sceptical of technology that took shift control out of the driver’s hands. Indeed, it wasn’t until 1997 that Eaton Australia took its first tentative stab at an automated shifter with a system called AutoSelect, introduced here about three years after its US debut.

Eaton described AutoSelect as “a partially automated Roadranger transmission that automatically selects and engages the transmission’s gears”, with initial use limited to the 10-speed Roadranger and engines with 1,000 to 1,600lb-ft (1,356 to 2,169Nm) of torque.

By today’s standards, AutoSelect was undeniably low-tech, effectively using an electro-mechanical shift system to replace the gearlever with a press-button Morse pad and allowing the driver to make shifts by simply adjusting throttle pressure.

Basically, press the accelerator down for a downshift, ease off for an upshift.

Even so, several stints in different truck and trailer demo units at least confirmed the potential for a self-shifting manual box, especially for local and regional distribution work. Beyond that, though, automation, with its additional cost premium, gained little attention and, despite an extensive demonstration program, Eaton AutoSelect failed to attract much interest and quickly fell by the wayside.

AutoShift to UltraShift-Plus Undaunted, the technology kept creeping ahead and, almost five years after AutoSelect, Eaton Australia introduced the second generation of America’s AutoShift system, which still used a clutch pedal for starting and stopping but offered a significantly more advanced level of automation, predominantly in Eaton’s popular 18-speed transmission.

But if AutoSelect was uneventful, AutoShift was downright disappointing and almost archaic compared to the increasingly slick, smooth and highly intuitive automated mechanical

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“The only thing Endurant will share with the Roadranger platform is the highly durable twin countershaft gear layout.”

Above left: Eaton Australia business unit manager and transmission guru Graeme Weston can’t hide his optimism for the future of Endurant XD Above: On show in the US, a Cummins X15 coupled to a 12-speed Endurant HD transmission. Endurant shifters are the product of a vital joint venture forged in 2017, which created a new entity called Eaton Cummins Automated Transmission Technologies

transmissions (AMT) coming from the Europeans, led largely by Volvo with its superb I-shift box.

It was soon evident that Eaton’s problem stemmed from the software protocols of the different US engine makes. A Cummins engine, for example, used different algorithms to a Cat or Detroit engine, and when that was combined with the vast variations in applications and operating conditions, programming AutoShift for individual engine brands and applications became complex in the extreme. The result was a self-shifter that regularly shifted too late or too early or too often.

About this point in AutoShift’s Australian career an Eaton engineer named Graeme Weston was increasingly mentioned as someone with the skills to fine-tune AutoShift to suit various requirements, but we’ll get back to him shortly.

Moreover, the introduction of a Gen III AutoShift helped streamline the engine/transmission relationship, but inadvertently easing Eaton’s AMT issues were the changing

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dynamics of the corporate world. Cat walked away from the truck engine business altogether, Detroit Diesel was firmly part of a Daimler group intent on keeping the engine for its own Freightliner and Western Star brands and, similarly, Volvo and Mack were pushing ahead with an in-house powertrain.

Thus, in the AMT space, Cummins and Eaton became more mutually compatible than ever.

Locally, AutoShift at least demonstrated that Eaton was intent on competing with the Europeans whose AMTs were becoming standard issue in almost all their new models. Consequently, the arrival around 2010 of UltraShift and later, UltraShift-Plus, delivered the impetus needed to reboot Eaton’s ambitions and largely make the transmission specialist a stronger player in the AMT game, based of course on the everresilient Roadranger platform, and more than ever linked to Cummins and by association, Kenworth.

In the US, though, far bigger developments and far deeper discussions were setting the scene for a bold new chapter in Eaton’s business. In fact, the most important chapter in the company’s long history was being crafted, inextricably tying two giants in the engine and drivetrain industries to a future that would effectively fight the Europeans at their own game: vertical integration!

As we reported in 2019: ‘Two years ago, Cummins Inc. paid a big heap of money – around US$600 million – to consolidate a joint venture with transmission and drivetrain specialist Eaton

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Corporation. The result was an entirely new division called Eaton Cummins Automated Transmission Technologies … with the complete intention of creating advanced powertrain packages developed as a single integrated unit.

“European truck makers are, of course, the masters of vertical integration – using in-house engine, transmission and driveline equipment – and their influence on the global trucking industry and North America in particular has never been greater.

“Even Paccar, that fountain of American fervour, is now entrenched in pushing the vertically integrated line, increasingly promoting its own self-described Paccar powertrain in both Kenworth and Peterbilt brands. It all starts with the DAF-designed MX-11 and MX-13 engines built in purpose-built facilities in the US, driving through the so-called Paccar transmission.

“Yet, such are the contortions – if not contradictions – of modern corporate life that the Paccar transmission is actually a rebranded version of Eaton’s modern 12-speed Endurant HD automated box which is, in fact, one of the first creations to emerge from the Eaton Cummins joint venture.”

To anyone with even a modicum of foresight, it was inevitable that an Endurant version of Eaton’s 18-speeder would ultimately emerge. And, so it will in the second half of 2022, in the form of the Endurant XD. But, in a notable departure from tradition, it will not be based on a Roadranger

platform other than retaining the highly durable twin countershaft gear layout.

In short, XD is a completely new design and, in our part of the world, it would probably be hard to find anyone more excited with the new transmission’s potential than the leader of Eaton Australia’s vehicle group, Graeme Weston.

A good Weston There isn’t much Graeme hasn’t done with Eaton since joining the company in 1993 as an engineering intern with a freshly framed Bachelor of Mechanical Engineering degree. His career has steadily moved through stints in sales, key account and regional management roles, managing South-East Asian operations and, vitally, a US posting in Seattle as Kenworth account manager before returning to Australia in 2006, just as the Gen III AutoShift hit the local market.

Despite a humble and somewhat conservative nature, his reputation for expertise in ‘tuning’ Eaton’s automated offerings to various requirements grew quickly and from the outside looking in, Graeme Weston had perhaps unwittingly become Eaton’s quintessential ‘go to’ man.

However, his biggest and most important role arrived last year when, following a restructure at Eaton Australia that saw the company divest itself of its hydraulics division, he was promoted to business unit manager of the entire vehicle group. For many,

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“There’s still a market for a non-synchro manual transmission.”

Pictured: One of the first ‘local’ initiatives of the Eaton Cummins joint venture was the Cummins Integrated Power project, led by the technical expertise of Cummins South Pacific engineering chief Neil Husband (left) and Eaton Australia’s Graeme Weston. Vitally, for fleets such as Don Watson Transport, impressive fuel gains have not come at the cost of performance

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his appointment was seen as both deserved and wise as the company now prepares for the introduction of an entirely new product platform emerging from its critical joint venture with Cummins.

In a wide-ranging phone discussion recently, Graeme was quick to refute any suggestion that Eaton Australia’s current transmission business is just a shadow of the days when Roadranger ruled the heavy-duty truck market.

In fact, he insists: “We’re selling more components than we’ve ever sold before. Our manual transmission is very strong and still the choice for many customers.

“It’s a healthy market for us, but the market is certainly more concentrated.”

And, obviously enough, that concentration sits largely within Kenworth’s continued domination of the heavy-duty truck market.

Quick to emphasise that Eaton Australia has many customers other than Paccar’s Kenworth, it is nonetheless a practical Graeme Weston who asserts: “Sure, we are enjoying

Kenworth’s success and that has certainly shown through in the COVID pandemic, which highlights the importance of local manufacturing and being able to provide the local market with product that’s manufactured here.”

But given European ownership of brands that were once strong Eaton customers, is the company’s local future now inextricably linked to Kenworth, typified perhaps by the rebranding of Eaton’s Endurant HD 12-speeder as a Paccar automated transmission?

Quiet for a few moments, he answered: “I wouldn’t say it’s inextricably linked because we do have other customers but the automated side of our transmission business comes from the Eaton Cummins joint venture and when Paccar determined that they wanted to have their own branded drivetrain, that was something the joint venture was able to facilitate.”

As for the performance to date of the 12-speed Paccar transmission, an upbeat Graeme Weston says the box “has been well accepted and operating very well”.

“We [Eaton] still do the shift-point tuning of the transmission but we work very closely with Kenworth locally, of course. It’s very collaborative on all manner of integration between the engine [Paccar MX] and transmission.”

Again, however, he was quick to emphasise: “It is an Eaton Cummins transmission, not Eaton alone. As far as new products and developments go, it is lock, stock and barrel a joint venture arrangement.

“It is in our mutual best interests to maximise the powertrain and the real path forward is to have that deeper integration between the two, Cummins and Eaton.

“Call it vertical integration or whatever, we’re simply working on the deepest possible integration in the powertrain.”

Yet, one of the first truly ‘local’ initiatives stemming from the joint venture was the introduction several years ago of Cummins Integrated Power, a development based on a high torque (2,050lb-ft/2,779Nm) version of a 550hp (410kW) X15 engine

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Scan below to find out more

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“Having that local experience really makes a big difference in the final product.”

Above: Paccar powertrain combines the DAF-derived MX-11 or MX-13 engine coupled to the Paccar-branded 12-speed automated transmission, otherwise known as the Endurant HD. However, there’s no suggestion there will be a ‘Paccar’ version of the 18-speed Endurant XD due in the back half of 2022

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coupled to a specially calibrated Eaton UltraShift-Plus automated 18-speed transmission.

As we reported after an exclusive test run in 2019, the technical team heading the project was Graeme and his engineering counterpart at Cummins South Pacific, Neil Husband. The aim of the exercise was unequivocal: “To prove to linehaul B-double operators that an integrated powertrain is no longer the exclusive domain of continental corporations, and most importantly, that high performance need not be compromised in the pursuit of good fuel economy.”

Even so, and despite the stated success of the Cummins Integrated Power project, are the Europeans still more advanced in transmission technology than Eaton?

Quick to respond, Graeme said: “In the past I would’ve agreed that the Europeans were more advanced but the focus of our work is integration and we saw some really big improvements with Cummins Integrated Power, but Endurant sets a whole new benchmark.

“We won’t be playing catch-up and we now have all the tools to set the benchmark,” he added, earnestly.

And the biggest tool in the chest will be the 18-speed Endurant XD, which is effectively the big brother of the 12-speed HD version and, according to Graeme: “… follows a similar design philosophy to the 12-speed and is only available as an AMT.” Critical changes, he continues, include the use of all helical gearing, the provision of six reverse gear ratios compared to four in the current 18-speeder, optimised ratios for enhanced fuel economy and “one of the biggest changes is the ability to really fine tune a software programme to meet our local needs and requirements”.

“From that perspective alone, it makes a major difference compared to the current UltraShift-Plus,” he says.

Still, it’s an obviously cautious Graeme, who says there are a number of factors yet to be decided, including a launch date sometime in the second half of next year.

“Exact timing is still to be determined,” he says.

“Our aim is to launch as quickly as we can, but it’s not yet known if it will be at the same time as the US launch.”

Will Endurant XD be sold alongside the current 18-speed manual Roadranger?

“The manual will be an ongoing product from Eaton. There’s

still a market for a non-synchro manual transmission and as long as that market is there, Eaton will supply,” he says firmly.

Will the XD immediately supersede the current UltraShift-Plus automated box?

“That hasn’t been fully determined yet,” he quickly answers, adding that the Endurant XD will start with gross weights up to B-double applications and gradually work up from there, though the “overall view is to use Endurant XD where UltraShift-Plus currently operates”.

But will the XD’s’ input torque capacity be greater than Eaton’s current limit of 2,250lb-ft?

Again: “Torque capacities will be divulged closer to the release.”

Importantly, particularly given that around 30 per cent of all new Kenworths are now fitted with an automated transmission, Graeme was asked: “Will there be a Paccar-branded version of the Endurant XD as there is with the HD?” “I have no knowledge of that,” he says, bluntly.

It was a long shot, but it seemed reasonable to also ask whether an integral retarder would be part of the Endurant XD design.

Once more, he says: “That hasn’t been confirmed. I can’t say I’ve seen anything on a retarder as part of the design at this stage [but] if there was real market demand for an integral retarder, it’s perhaps not off the table.”

Critically, though, it was a decidedly definite Graeme who emphasises that thorough testing of Endurant XD is paramount in Eaton Australia’s plans.

“We rely on all the extensive testing that’s being done in the US for the base transmission and reliability,” he says.

“Talking to the team in the US, they have that totally under control and on track to meet the reliability targets.”

For local testing, he adds: “There are a couple of pre-production units here now and we’re just embarking on the calibration and tuning process. It’s still early days but the signs are already very encouraging.

“The biggest difference we can make, and the biggest difference for the fleet operator and driver, is how the transmission actually performs in the vehicle: does it deliver the fuel economy? Is the driver happy with it? And 99 per cent of that comes down to how the software is calibrated for local requirements.

“We’ve talked a lot about those things and having that local experience really makes a big difference in the final product.”

Despite the details still waiting confirmation, it is an entirely positive Graeme who insists the Endurant XD is an exceptional step forward for Eaton Australia, taking the brand’s automated transmission standards to an entirely new, game-changing level.

“It really sets our trajectory for AMT for the next 10 years, so I’m absolutely looking forward to it,” he says, with total conviction.

“But I also know we have to put the work in to make sure it’s right straight out of the box and right now, that’s where our efforts are focused.

“With something as important as this, there are no second chances.”

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28/9/21 1:22 pm

tech briefs

New Western Star on track for 2022 DAIMLER TRUCKS North America (DTNA) has introduced its all-new Western Star 47X model in the US, joining the 49X model to establish the Western Star X-Series with the focus on a purpose-built vocational line-up towards new applications.

Penske plans to release the 47X in Australia with an expectation it will hit our shores towards the end of 2022.

After launching the 49X in the US a year ago, the 47X is the second truck in Western Star’s entirely new X Series platform. As the official distributor of Western Star Trucks across Australia and New Zealand, Penske is working closely with DTNA in the adaptation of the new X-Series to local on- and offhighway markets.

“It’s very exciting to see the 47X unveiled in the United States following on from the launch of the 49X last year,” says Craig Lee, general manager – on-highway, Penske Australia.

“We are thrilled to be launching the new Western Star range in late 2022 in Australia, and shortly after that in New Zealand.”

Tracy Mack-Askew, chief engineer of chassis, propulsion and vocational engineering – DTNA, says a key priority was to consider how to reduce mass without compromising strength.

“From the cab to the frame rails, to powertrain and battery configurations, we examined all features to deliver weight savings to our customers for greater productivity and profitability, Mack-Askew says.

The 47X is approximately 90kg lighter than the 49X in like-for-like spec and is said to be best for weightsensitive applications like mixers and bulk haul. In addition, all X-Series trucks are reported to have tougher, yet lighter, single-channel frame rail options versus legacy products.

A new 9.5mm single channel rail option is available and features comparable strength as today’s 11mm rail. Standard high-strength aluminium forward, rear and end-of-frame crossmembers further reduce mass, as does a new twobattery option.

With the shorter bonnet and a wheel cut up to 50 degrees, the 47X further optimises manoeuvrability for work on construction sites or operation in

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congested urban environments, with an 8x4 on the cards for Aus/NZ also.

DTNA says the X-Series steelreinforced aluminium cab claims to further reduce mass by up to eight per cent while offering greater driver comfort with 13 per cent more space than its competitors.

An optional two-person bench seat is available for applications demanding a large on-site crew, and a new spaceoptimised, in-cab battery box affords additional legroom to the operator.

An optional roof-mounted condenser offers maximum airflow through the radiator for stationary applications like construction and mining while keeping operators comfortable.

The 47X comes standard with the Detroit DD13 Gen 5 engine, which features higher compression ratios and a new swirl piston design to further improve combustion and efficiency.

ThermoCoasting in the DD13 Gen 5 prevents aftertreatment cool-down during a driving regen to keep the system at its optimum temperature and significantly reduce the need for parked regens.

For weight-sensitive applications, the Cummins L9 and X12 engines are available for the 47X. The 47X is also offered with the allnew DT12-V transmission, which is built on the proven DT12 and has more than 35 million miles of vocationalspecific testing. The DT12 includes three work-ready mode applications: Rock-free mode, Off-road mode and Paver mode for the challenges of specific vocational applications.

The Detroit Assurance suite of active safety systems is standard for any 47X equipped with the DD13 Gen 5. This includes active brake assist, side guard assist, and adaptive cruise control.

For a comprehensive report on Western Star’s plans for Australia, see OwnerDriver’s November edition, on sale November 14.

EXTREME PRESSURE BRAKE PADS FROM BENDIX

AUSTRALIAN brake manufacturer Bendix has released its latest development in high performance brake pads, which it says provides solutions engineered for heavy duty applications on commercial vehicles.

Bendix says its ProTrans HD Brake Pads are designed and engineered to combat the extreme pressures that heavy duty vehicles, such as cement agitators, refuse compactors and major rigs are exposed to on a daily basis and are specially engineered to meet Australia’s conditions.

According to Bendix, the development of the ProTrans HD revolves around a special advanced heavy-duty formulation designed to cope with the high temperatures related to constant braking and gross vehicle mass loading, which requires a higher performance brake pad.

This, in turn, addresses a major issue in fleets of multi-purpose pads’ wear rate.

Bendix reports that it employed the highest levels of technology designed to meet the world’s stringent safety and compliance regulations.

It adds that premium quality friction materials are essential with electronics controlling many aspects of the modern heavy vehicle such as engine, transmission and brakes. The range meets ECE-R90 regulations (where homologated) and are FE rated (J661).

The ECE Regulation 90 (ECE-R90) specifies the design, construction, performance requirements and test protocols to strict European regulation.

ECE R90 calls for brake pads to be tested for braking capabilities, speed sensitivity, cold performance and may only deviate from the frictional characteristics of their original equipment counterparts by no more than 15 per cent.

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29/9/21 2:25 pm

Conditioner for extended battery life FOLLOWING the launch of the ANBI Switch – a negative battery isolator switch – the team at Digital Pulse Systems has announced the release of its new under-bonnet battery conditioner, the ANBI Battery Conditioner.

The new ANBI Battery Conditioner is said to transmit a high frequency digital pulse within the battery. These digital pulse frequencies break down the sulphates in the battery, extending battery life and increasing battery reliability.

“Battery conditioner technology has been around for more than a decade, and in the more recent past, the technology has been integrated into a wide variety of battery chargers,” says Theo Brown, general manager, Digital Pulse Systems.

“But, of course, this only works if the battery in on-charge. Our all new, underbonnet battery conditioner works to reduce sulphates whenever the vehicle is in use.”

Unlike other under-bonnet battery conditioners, the ANBI Battery Conditioner is reported as featuring a voltage cut-out that stops the unit drawing power when the vehicle is not in use.

“The biggest issue with under-bonnet

battery conditioners to date is that when the vehicle is idle, they continue to draw battery power, which will run the battery flat quite quickly,” Brown adds.

“After intensive testing, we added a voltage cut-out to the ANBI Battery Conditioner that removes the issue completely.”

The Digital Pulse Systems explains that main cause of battery failure are sulphates accumulating on the battery plates. Sulphate accumulation occurs when lead sulphates form on the battery plates during the normal recharge/discharge cycles. Over time this sulphate builds up, lowering the batteries performance until the battery runs flat.

The ANBI Battery Conditioner is said to come in at about half the cost of a new battery, which could represent value when considering that testing has shown it can extend battery life by up to three times.

“Installing the ANBI Battery Conditioner will revive the battery that is low and bring it up to an efficiency with extended battery life,” Brown adds.

The ANBI Battery Conditioner is also said to resuscitate a low battery when recharging.

“Testing has proved that installing

the ANBI Battery Conditioner onto the terminal of a flat battery prior to charging can restore battery efficiency to approximately 80 per cent,” Brown continues.

The all-new ANBI Battery Conditioner has been tested to ensure it meets all international automotive specifications, proving that it will deliver outstanding performance, even in the most extreme conditions.

The ANBI Battery Conditioner is suitable for a broad range of applications, including automotive, marine, agricultural and industrial equipment.

“The ANBI Battery Conditioner provides automotive workshops, tyre dealers and automotive electricians with an additional source of revenue that will improve profitability and increase customer satisfaction,” Brown says.

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tech briefs

Shell eyes future with Starship 2.0

SHELL’S STARSHIP 2.0 future truck has undertaken a coast-to-coast efficiency run in the United States, recording 21.8L/100km with a load of just over 21 tonnes.

Shell says its Starship program exceeded 2018 results in its second cross-country run using energyefficient technologies to demonstrate what could be achieved driving a truck in real-world conditions. The truck was designed to draw together these technologies in a single vehicle crafted to optimise performance and efficiency.

Following the initial program in 2018, the Shell Lubricants Solutions and Shell Technology teams worked together to pair the learnings from the first run with recent advancements in technology to develop the Shell Starship 2.0 truck. The new truck features a new chassis and drivetrain, along with new safety and fuel-efficient upgrades while maintaining the bespoke body from the original truck.

Shell Starship 2.0 made a crosscountry drive across the US from San Diego to Jacksonville, following the same route as in 2018. A second, shorter 400-mile (644km) evaluation run was conducted to provide additional data about its freight ton efficiency and fuel economy benefits.

Both trips were monitored and verified by the North American Council for Freight Efficiency.

For the cross-country drive, Shell Starship 2.0 achieved 254 ton-miles per gallon for freight ton efficiency – a 3.5 times improvement over the North America average freight ton efficiency for trucks, which is 72 ton-miles per gallon.

Freight ton efficiency is the most relevant statistic for judging the energy intensity associated with moving cargo from point A to point B since it combines the weight of cargo being moved with the amount of fuel consumed.

Shell Starship 2.0 achieved an impressive 10.8 mpg (21.8L/100km) on its cross-country run as compared to the 8.94 (26.3L/100km) achieved

by Starship 1.0 and the 6.4 mpg (36.7L/100km) North American fleet average mpg.

Shell says these numbers are made even more significant given Shell Starship 2.0 beat the 178 ton-miles per gallon for freight ton efficiency achieved in 2018 while carrying an 18 per cent increase in payload, from 39,900 pounds (18,098kg) of clean reef material in 2018 to 47,100-pounds (21,364kg) this year.

“With increasing efforts to decarbonise road freight, we saw an opportunity to further demonstrate that the use of today’s efficient technologies can offer significant benefits to fleets,” says Jeff Priborsky, global marketing manager, Shell Lubricant Solutions.

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“Understanding that not all fleets run fully loaded from coast-tocoast we felt it was important to conduct a variety of tests to provide additional data that can show how trucking efficiencies work in different conditions, in order to provide tangible benefits to the freight transport industry.”

The 400-mile (644km) short haul evaluation was completed in North Carolina with a cargo weight of 17.5 tons (15,875kg), which was chosen to reflect more typical payload, commonly used by many fleets.

The average fuel economy obtained was 12.0 mpg (19.6L/100km) and the freight ton efficiency value was 210 ton-miles per US gallon. While both values are direct consequences of the reduction in cargo mass, these are significant numbers when compared to the US average of 6.4 mpg (36.7L/100km) and 72 ton-miles per gallon. The fuel mileage is almost double the US average and the tonmiles is more than triple.

“The efficiency testing with different payloads and miles driven demonstrate that efficient technologies have significant benefits for long-haul and shorter regionalhaul applications,” says Robert Mainwaring, technology manager for innovation, Shell Lubricants.

“Fleets and owner-operators can evaluate which technologies are most beneficial for them and pursue them today to find significant fuel savings and carbon emissions reductions.”

Shell says the path to a low-carbon energy future will require a range of solutions and says its Starship 2.0 demonstrates what is possible using efficient technologies and lubricants available today.

BRIDGESTONE’S DRIVE ON DURABILITY BRIDGESTONE has announced the introduction of the M866, designed for both linehaul and off-road/outback demands, as its flagship drive tyre and successor to the M766 and M722.

According to Bridgestone, it set out to rationalise its drive tyre line up and to match the on-road performance of the M766 with the off-road capability of the M722 to succeed both products – resulting in the M866.

Developed over six years, the M866 is said to be a highly versatile and durable tyre more than suitable for linehaul and outback routes, proven through an extensive 13 million kilometres of local testing.

Bridgestone says the M866 marks another step forward, resetting the benchmark for operating life with the new tyre providing a benefit of up to 10 per cent wear life over the already renowned M766 drive tyre, and 20 per cent more life than its nearest competitor.

According to Bridgestone Australia’s sales director, Heath Barclay, the introduction of the M866 highlights the significance of the Australian market for the global tyre company.

“Australia is infamous for having the harshest conditions for truck tyres. We run the heaviest loads, the biggest combinations, face some of the hottest temperatures, and have some of the worst highway conditions – both sealed an unsealed.

“That’s why Bridgestone is committed to ensuring that the truck tyres we offer to Australian customers are designed, engineered, and tested in these demanding conditions.”

The M866 is the second major Bridgestone product release in the past two years, following the launch of the flagship R154 steer

tyre, complementing the launch of a completely new Firestone range that saw the introduction of the FS401 steer, FD664 drive, and FT469 trailer tyres.

Bridgestone says over the past two years the M866 has been put to the test across every conceivable application: linehaul, regional, urban and metropolitan use, mild to medium on/off use, and through off-road outback routes, with 10 of Bridgestone’s customers involved in the evaluation program.

Bridgestone adds that the design of the M866 tread pattern took learnings and insight from both the M766 and M722 to achieve longer wear life, without compromising on the ruggedness and durability of the M722.

Hence, the M866 is said to essentially have a hybrid pattern, combining the sturdy central rib shape of the M722 with the shoulder design of the M766. At 235mm wide, the new pattern is 15 and 11 per cent wider than the M722 and M766 respectively, with a tread depth of 22.2mm.

ownerdriver.com.au

29/9/21 2:26 pm

Fuso sharpens Shogun with 510hp FUSO TRUCK & BUS has announced the impending arrival of a 13-litre Fuso Shogun, increasing the breadth of the range, which currently includes eightlitre and 11-litre options.

The Shogun 510’s release follows the launch of the Fuso Shogun 360 rigid at the 2021 Brisbane Truck Show in May. According to Fuso, the new Shogun 510 was developed in response to requests from local customers for a true high-performance Japanese heavy-duty B-double capable truck. It has said to have been several years in the planning.

The 510hp (380kW) 2,500Nm Shogun is being lauded as the best performing Japanese truck in Australia with a big torque advantage.

Fuso states that the Daimler OM471 six-cylinder engine hits its maximum power at 1,600rpm and its maximum

torque is available from just 1,100rpm for maximum driveability and efficiency.

Along with current trends, the Shogun 510 comes with a 12-speed fully automated transmission (AMT).

Fuso Truck & Bus states that the six-cylinder unit, which features an asymmetric turbocharger, meets stringent Euro 6 emissions standards, well in advance of Australian regulations.

Fuso engineers have carried out extensive testing of the Shogun 510 since 2017, including an outback Australian test of an initial prototype, durability testing in South Africa and an additional production-ready test in Australia and New Zealand.

More information will follow closer to the Shogun 510 launch later this year.

UNIMOG CONVOY IN GERMANY MARKS 75TH BIRTHDAY CELEBRATIONS THE GERMAN town of Gaggenau played host to a Mercedes-Benz celebration on the weekend of September 4–5 with the 75 year anniversary of the Unimog.

With Europe freeing up COVID restrictions, 75 Unimog vehicles weaved their way from the production plant in Wörth am Rhein via Karlsruhe and along the country roads to the Unimog’s home town of Gaggenau in the Murg Valley.

The Gaggenau plant produced the Unimog under the Mercedes-Benz brand name from 1951 onwards.

Hence, 2021 actually marks a double anniversary – 75 years of the Unimog and 70 of those with the Mercedes star on the bonnet.

The initial birthplace of the “universally applicable motorised device” as the Unimog was originally known was in Schwäbisch Gmünd, where the first prototype underwent testing on fields and up hills as early as 1946.

Gaggenau is now home to the Unimog Museum, where everything revolves around the Unimog – and over the course of this weekend, this was even more the case than usual.

On the museum’s grounds, visitors were able to take a look at the 75 vehicles that formed the Unimog convoy, while technology aficionados enjoyed the various presentations that were also made.

Further to this, convoy

participants were invited to participate in demonstration drives around the Ötigheim testing grounds by way of a small thank you for the long journey that some of them had covered, to share

their automotive gems with the other guests.

The anniversary weekend was organised by the Unimog Club Gaggenau, the Unimog Museum and Mercedes-Benz Special Trucks.

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MITSUBISHI FS 8X4 2007, FS52 FUSO 8x4 Crane Truck with 36002 Palfinger in Cert Crane & Remote. Very reliable *Powered By a 395Hp Turbo Diesel Engine with only 330,000ks. *18 Speed Road Ranger. *PK36002 crane (2 x hydraulic extensions) inc 4 x stabilizer legs (ie 2 per side), a steel tray approx 8m L x Overall 2.4m W, yes. QLD. DIY1083333.

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MACK SUPER-LINER 1984, E9/525hp, 12 speed. Genuine low kms, No. VIC. DIY1074656. 0419 881 837. $148,000

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FRUEHAUF TRI AXLE 1984, good strong demolition trailer(steel. Surplus to needs. Located Jimboomba. Call to arrange inspection, 32119. QLD. DIY1098870. 0437 791 719. $33,000

SCANIA R164G/L/LA 2004, Prime mover Rated @ 78000 GCM. Drive tyres - 60%. Steers 30%. 2002 Lusty EMS trailers on airbags. Disc brakes. In good condition. Very straight trailers.

Price Includes GST. PM for more details, 1018533. NSW. DIY1093136. 0432 375 771. $66,000

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FREIGHTLINER COLUMBIA CL112 2012, One owner/Date in use 12.09.2013....always on the road....for the last two years spend 20-25K for upgrade and new parts. Engine and transmission always serviced on time. Fuel consumption as new..If you like to buy with out concrete mixer-no problem-prize $125K, ZSM073.

VIC. DIY1093868. +614 2062 6880. $165,000

DRAKE 4X2 2016, in excellent condition and well maintained, 6V9T23ABKG0074006. QLD. DIY1076085. 0421 663 322. $74,500

ISUZU F SERIES 2018, Almost new, only 11000kms, XQ57BU. NSW. DIY1073768. 0407 787 675. $98,000

OR CALL 1300 362 272

IVECO ACCO 2350G 2003, White Crane Truck, XV48KI. VIC. DIY1062749. 0422 705 669. $40,000

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. Prime Creative 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 Prime Creative 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 Prime Creative Media (The Publisher) shall not be held liable or responsible.

2012, Iveco Pantech, IVECO STRALIS 360 WJMA1VPH404393068. QLD. DIY1066449. 0417 712 754. $76,890 incl gst neg

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PRIME MOVER FOR SALE

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• Modern & well maintained fleet • Drug safe working environment • On going training • Uniforms supplied

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29/9/21 8:33 am

our rates below what would force us to work unsafely, or at our own cost.

FOR THE OWNER-DRIVER Frank Black

FOX AND HOUND

The roads to regulation Owner-drivers should have the same rights as employees to a minimum pay system

I

N AN INDUSTRY that can often seem like we’re fighting on opposite sides of the ring, it was refreshing to read the report of a two-year senate inquiry which pulled together all parts of the industry and came out with the obvious conclusion: we need regulation.

The inquiry, headed up by Senator Glenn Sterle, looked into “the development of a viable, safe, sustainable and efficient road transport industry”.

The Senate committee reviewed submissions and heard evidence from truck drivers, operators, employer associations, unions and governments.

The recommendations clearly set out the need to establish an independent body with the power to set minimum pay and standards throughout supply chains. For us at the end of the chain, it’s the safety net we need.

This is a no-brainer.

An independent regulator would give us a sustainable floor to work up from.

Competition would still exist; in fact it would thrive.

It would no longer be about ‘how low can you go’ but instead would see the industry rise in professionalism, safety and viability. The key to all three of those important factors is money. Proper rates of pay that mean we can operate our businesses safely as professionals and be treated as such, rather than an individual to be scammed out of operating a safe and viable business.

For it to work, the regulator must have teeth. Minimum standards are only as useful as the power to enforce them, voluntary industry codes or agreements would not be worth the paper they are written on.

Minimum rates must apply to everyone. Owner-drivers should have the same rights to minimum pay similar to an award system that covers employees.

Above that minimum people can charge what they like, but everyone will be able to work within safe parameters.

This game of undercutting helps no-one but those with the economic power. With a legislated minimum, we would no longer be pressured to drop

FRANK BLACK has been a long distance ownerdriver for more than 30 years. He is a former long-term owner-driver representative on the ATA Council.

BELOW: ACFS Port Logistics MD Arthur Tzaneros (left) believes low pay will only pressure drivers to use cheap equipment

“The last 18 months has proven how essential trucking is.”

94 OCTOBER 2021

OWD_345_094_COL_Frank Black_GB.indd 94

It was great to see common ground right across the industry stakeholders, with just a couple of exceptions.

NatRoad’s weigh in on the rates for owner-drivers proved that an association cannot represent both sides of the fence fairly. It’s like advising both the fox and the hound. Every time we hear from NatRoad it is to stick up for its mates in the big end of town, and this was no exception.

NatRoad argued that owner-drivers should be governed by commercial laws and have the ability to charge belowaward rates. Again, doing this only benefits those with the market power – the top end of supply chains.

The argument muddied the waters by mixing up subcontractors and ownerdrivers, and claiming that it can make commercial sense to do a run for no profit. The only thing that makes sense commercially is to have a base rate that ensures all freight work is paid for.

Essentially, what NatRoad was calling for was for things to stay the same.

Many others, however, gave logical arguments that won over the senate.

Managing director of ACFS Port Logistics, Arthur Tzaneros, said it was a “threat to our broader business” to pay owner-drivers less than the wages of its own 1,200 employees. He said low pay would only pressure drivers to use cheap equipment and take risks, like skipping rest breaks and delaying truck maintenance, to make more money.

SHAM CONTRACTING

Alejandra Cruz Ross, a transport specialist with the International Labour Office, said non-wage-earning drivers needed mechanisms in place to ensure cost recovery and still have enough left for a wage over the national minimum.

It’s not much to ask.

The senate report also dealt with the issue of sham contracting, or double manifesting as it’s been known in trucking, where one operator contracts to a company then recontracts the same load out to a smaller contractor at a lower rate. It has existed for years and some medium-sized companies have their business model structured around this type of operation.

It is only becoming more prevalent and with gig economy models like Uber, which is soon to move into the freight industry, the situation is set to become scary.

That would be a major threat to us all – and is all the more reason to establish a regulatory body now to prevent things getting even worse.

This is a ground-breaking report with recommendations that could turn things around for our industry.

The best thing we can do is all come together and pressure the government to agree to the recommendations and set the wheels in motion to make trucking safer and more viable.

The last 18 months has proven how essential trucking is for every aspect of Australian life. It makes sense to put the right regulation in place to protect the industry and the hardworking people that make this industry.

ownerdriver.com.au

29/9/21 10:34 am

TRUCKING SUPPLIES TRUCKS FOR WRECKING WAGGA WAGGA 334 Copland St, P.O. Box 2373, Wagga Wagga, NSW 2650

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FREIGHTLINER ARGOSY DETROIT 14L EGR engine, RTLO20918 gearbox, MERITOR RT46-160 diffs, cab parts, Alcoas, bullbar. W2513.

TA1099976.

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KENWORTH T404 SAR Tipper, CAT C15 engine, RTLO20918B gearbox, EATON DS462 diffs on Airglide, drop on day cab, aluminium tipping body, hydraulics, Alcoas. Wrecking. W2509. TA1099958.

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