Owner Driver 349 February 2022

ownerdriver FEBRUARY 2022 #349 $3.00 inc. GST

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

OWNERDRIVER.COM.AU

Market report

2021 sales boom amid the COVID gloom See page 16

Bathurst bounces back

Dane Ballinger Memorial Truck Show’s return See page 24

Truck of the Month

Inspirational Kenworth T909 raises illness awareness See page 36

TALKIN’ TORQUE Scania unleashes world’s most powerful production truck

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36

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FEBRUARY - MARCH CATALOGUE OUT NOW! Offer ends 31st March 2022 or while stocks last. Terms and conditions apply. See Catalogue for details.

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Always Delivering

The DAF model range delivers on Safety, Fuel Efficiency, Driver Comfort and Good Design.

Whether it’s moving freight across the nation, or going the last mile, DAF Trucks are Always Delivering.

DAF XF, CF AND LF PURE EXCELLENCE Untitled-143 Paccar Trucks2Australia (5211739) DAF.indd 1

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HEAVY HAULAGE IS IN OUR DNA Designed, tested and manufactured in Australia, Kenworth’s range of heavy duty trucks offer you the strength and durability required to handle the most demanding operating conditions.

Reliable on and off the highway and purpose-built for high GCM applications, the Kenworth K200, T659, T909 and C509 give you flexibility of design with a range of heavy duty axles and suspensions to suit the task at hand.

Wherever the road leads, whatever the load, Kenworth has the power to deliver.

For your heavy duty needs speak to your local Kenworth dealer or visit KENWORTH.COM.AU Images for illustrative purposes only.

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Contents #349

FEBRUARY 2022

48

36 12

12 LOWES PETROLEUM DRIVER AWARDS

36 GEORGIA KELLY’S HEROES

Mitch and Jess’s Kelly discovery of their daughter’s rare condition inspired the couple to raise awareness of the illness through a detailed Kenworth T909

Regional fuel transporter introduces awards for driver professionalism across key operations

16 BOOM AMID THE COVID GLOOM

48 HIGHWAY EDUCATED

Despite all the undeniable hassles and hardships, 2021’s truck sales defied the dramas with nearrecord results

24 BACK TO BATHURST

The Dane Ballinger Memorial Truck Show made up for lost time when it belatedly took place on December 11

gptruckproducts.com.au

Graham Brown, along with his daughter Cassie, has used his business nous to progress to an eye-catching ‘Phantom purple’ Kenworth fleet

58 BACK TO THE FUTURE

In the 1960s, Ford’s Big Red experimental gas turbine truck blazed a path into a future that never came

• • • • • • • •

Compliant Standards: ADR-38/04, Tested to DIN 74323, 74324 & ISO 7375 A1 Anti Kink Thermoplastic Polyurethane material Excellent abrasion resistance Excellent mechanical properties, combined with a rubber-like elasticity Oil and Diesel resistance High UV resistance (>4000 hours of Accelerated Testing to ISO 4982-2) 40% lighter than traditional Type B Suzi-Coils High elasticity with excellent flexibility and recoil memory.

Compact coil size, diameter 74mm

Part# GP-7750 Long Tail Coil

4 FEBRUARY 2022

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Part# GP-7000 Short Tail Coil

64 TALKIN’ THE TORQUE

Never before in its 50-year history in Australia has Scania been stronger or had more to offer, including the recent deployment of the R770, the world’s most powerful production truck

SUPERCOIL ANTI KINK SUZI-COIL Unique fitting to tube retention

SUPERCOIL ANTI KINK SUZI-COIL •

“Supply issues are perhaps becoming an increasingly thin excuse for lost opportunity and long delays.”

Flexible handle sleeve Uni-Fit fittings

Regular Suzi-Coil 130mm Diameter

SUPERCOIL Compact 74mm diameter coil

Contact GP for your local distributor sales@gptruckproducts.com.au

ownerdriver.com.au

24/1/22 3:51 pm

STOP AT THE TRACKS

STAY SAFE AT RAIL CROSSINGS

1 in 5 level crossing accidents involve trucks

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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, Melissa Armstrong, Robert Bell, Frank Black, Warren Caves, Warren Clark, Rod Hannifey, Michael Kaine, Sarah Marinovic, Sal Petroccitto, 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.

6 FEBRUARY 2022

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behind the wheel Greg Bush

Road to limited access

T

he decision by Western Australia premier Mark McGowan to backflip on his February 5 decision to open the state’s borders to the rest of the country comes as no surprise. Day after day, as positive case and hospitalisation numbers have continued to rise in the eastern states, WA has enjoyed very low numbers.

Queensland attempted the same tactic until Omicron arrived. That state’s numbers have skyrocketed as holiday makers and too-cool-for-school northern NSW anti-vaxxers stream across the border now that restrictions have been lifted.

The alternative? Keep the other states out and, for all intents and purposes, cease to be part of the nation.

Thankfully common sense prevailed. But while COVID numbers have dramatically risen, so have vaccinations.

It is hoped that the eastern states will weather the storm, especially with Omicron symptoms being reportedly less debilitating than the Delta variant.

New South Wales born-and-bred McGowan, riding a wave of popularity, easily won the 2021 WA election, which he based on his COVID state safe approach – keep the holiday makers out while making it difficult for returning WA residents.

McGowan may maintain his popularity in the west despite his border backflip. For residents without relatives or friends in other states, life will happily continue uninterrupted as before. Those Western Australians who have no interest in travelling or holidaying in other states, or overseas for that matter, will likewise remain unaffected, happily remaining isolated from the rest of Australia.

Anyone who has lived in WA would be aware of an underlying “us against them” mentality. It’s even occurred intrastate with the Prince Leonard situation in the 1970s when Leonard Casley decided to form his own micro-nation (Hutt River) in WA’s mid-west and secede from the rest of the country. Okay, that’s an extreme example.

However, for WA residents who have longed to visit relatives, or vice versa, strict conditions will apply.

Transport, freight and logistic workers are now enjoying uninterrupted passage along the east coast.

But the hassle of filling out forms remains when attempting to enter WA. The majority of commercial drivers will do the right

thing and get tested (if possible) for COVID if suspicious symptoms arrive. It’s not unusual for those carrying the Omicron virus to be asymptomatic or show little ill effects at all. But that’s irrelevant when truckies arrive at the WA border. For those doing the Nullarbor run and failing a RAT test, it may be a case of isolating somewhere such as Kalgoorlie for 14 days at their own expense.

With Omicron being more contagious than other COVID variants, it’s almost inevitable than most Australians will catch it at some time, unless you’re permanently isolating at your own home or you’re living in Western Australia.

Road transport is already taking a hit as drivers decide to all it a day. And who wants to take a risk of travelling to WA only to be told to either quarantine or turn around and head back east?

The Australian Trucking Association has been looking at ways to keep the wheels turning, including working with the Morrison government to offer more training opportunities to fill the ranks of heavy vehicle licensed drivers.

Another ATA suggestion is to allow Afghan refugees, who were trained by the Australian Army to drive trucks in Afghanistan, to join our ranks. The ATA says it’s a logical move.

Problem is, these refugees are living in Western Australia. Good luck with that.

ownerdriver.com.au

24/1/22 3:49 pm

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

WA govt firm on curfew exemptions

Western Australian transport minister Rita Saffioti

Western Australian transport minister Rita Saffioti has loosened a shot across the bows of state local governments over truck curfews.

The Saffioti move follows meetings with the Freight and Logistics Council of WA (FLCWA) in January to identify supply and freight movement challenges in the state as well as practical measures that could help alleviate these issues.

One issue raised was curfews on the times vehicles can deliver to supermarkets.

Saffioti approved planning changes under the State of Emergency in 2020 to provide exemptions to vehicle operating hours to allow the supply of essential goods and services to supermarkets 24/7.

State transport minister’s message to councils on delivering essential goods and services to supermarkets 24/7 reinforced It is understood some local governments may not have been operating under these rules.

“We know many Western Australians are concerned about the impact the pandemic is having on freight and supply chains, particularly with what is happening on the east coast,” Saffioti said.

“In 2020, when the effects of COVID were beginning to be felt, we made changes to planning and development regulations to ensure the continuation of essential public services in a State of Emergency.

“One of these changes included removing curfews on the times vehicles could make deliveries to supermarkets.

“Local governments are aware that this policy is still

in effect and trucks can deliver essential goods to stores 24/7, meaning we can keep our shelves stocked and provide essentials.

“We are examining a range of other measures to ensure we keep trucks and freight running and essential supplies available.”

The Western Australian Local Government Association (WALGA) will reiterate and communicate this policy to local governments, with vehicles able to arrive, load and unload at supermarkets 24/7, which will assist in keeping shelves stocked, she noted.

The state government will continue to work with industry and key stakeholders, with further meetings planned.

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24/1/22 3:47 pm

Sick workers under the pump, says TWU Union says survey reveals COVID-positive employees back at work The Transport Workers Union (TWU) says a new survey it conducted has revealed that transport workers are being dangerously exposed to COVID-19, with reports of some being asked to return while still COVID-positive or symptomatic. It adds that close contacts have been told not to test before returning to work. It adds that workplaces are not being cleaned after positive cases.

The TWU says it has written to supply chain clients like Apple, Aldi and Amazon, as well as state governments who oversee bus and waste contracts, calling on them to take a stand against any positive worker being asked to return to work. They must also ensure risk assessments and COVID-safe plans are urgently put in place.

The survey – which the TWU says was completed by close to 2,500 workers in freight, logistics, distribution centres, passenger transport, waste, food delivery and aviation – revealed 90 per cent did not want to work alongside close contacts and 96 per cent want access to free rapid antigen tests.

According to the TWU, one respondent said: “I tested positive again after six days of isolation and was told I don’t

need to do a test after seven days and can return to work. I refused as I still had symptoms.”

Another said they were “pressured to work even though I could barely drive the bus. I refused to work the next day because I tested positive.”

A third reported being “harassed by phone calls and messages from management telling me to go back ASAP, but I was still unwell”.

Other concerning themes that the TWU points out included workers losing pay or being criticised for fulfilling isolation requirements, management not informing workers they’d worked in close quarters with COVID-positive colleagues, and casual workers feeling pressured to work while possibly infectious because they have no sick leave.

Despite their increased risk of virus exposure, the survey found three quarters had not yet received their booster vaccination. Almost 30 per cent of respondents were not yet eligible for the booster, owing to the federal government not prioritising essential transport workers in the initial rollout, while other workers couldn’t get the time off to get boosted and recover from symptoms without losing pay.

TWU national assistant secretary Nick McIntosh says the relaxing of isolation rules has sent a dangerous signal to put workplace health and safety at the bottom of the pile.

“Transport workers are reporting being called to return to work while still COVID-positive or symptomatic to fulfil transport contracts with wealthy supply chain clients. This is a blatant prioritisation of profits over safety.

“Transport workers who’ve kept us going throughout the pandemic say they’re being told not to bother testing when most likely carrying the virus, and are forced to work in unclean, unsafe

environments without even being informed when colleagues test positive,” McIntosh says.

“These alarming safety violations will only grow in number and severity if the economic powers overseeing transport contracts do not put a stop to this appalling behaviour in their supply chains.

“We warned Morrison months ago that supply chains would go to ruin without free rapid tests, vaccine priority and COVID-Safe plans for transport workers. These are still the solutions to our supply chain crisis, but Morrison is still refusing to act.”

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FEBRUARY 2022 9

24/1/22 3:47 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Isuzu reveals Truck of the Year winners Isuzu Australia judges have selected their 2021 best customer trucks from across the range

Adelaide Liquid Waste Solutions has taken out the Grand Prize Winner title in Isuzu’s 2021 Truck of the Year competition with its FXY 240-350 model.

For their efforts in presenting the truck in immaculate condition, business owners Ben Harris and Suzanne Magro take home a $6,000 Visa cash card, as well as a $1,000 Visa cash card for being the winner in the FX/FY category series.

Adelaide Liquid Waste Solutions earlier received a $300 Isuzu merchandise pack for being awarded the monthly winner for June 2021.

Other series winners included Andrew Watson for his NPR 75-190 model in the N Series category and Seville Tractors for its FSS 110-210 4x4 in the F Series section. Both series winners receive a $1,000 Visa cash card.

The winners were chosen from the 2021 Isuzu monthly winners list.

Isuzu Australia also advises that the 2021 Truck of the Year People’s Choice Award is still to be decided.

Chosen by popular vote on Isuzu Australia’s Facebook page, the winning truck will receive a $1,000 Visa cash card.

Isuzu says the competition is aimed at the brand’s hard-working truckies who have supported the nation through a rough and tumble 2021, from plumbers to builders, stock transporters to electricians and those in the sticky business of waste.

“That’s what this competition has always been about — from the earliest days of the competition in the mid ’90s, to now – bringing truck owners and drivers together, celebrating the many proud mum-and-dad, family-owned and locally-grown businesses across the country,” Isuzu Australia says.

Entries are now open for 2022.

To enter, go to the website at isuzu.

com.au with a picture of your Isuzu truck to be in the running to win the Truck of the Year competition.

“The brand’s hardworking truckies … have supported the nation through a rough and tumble 2021.”

From top , left to right: DL Plumbing Projects’ NPR 45-155 Tradepack was a monthly winner last July; Jamie Reardon, of JME Excavations, had the red carpet rolled out for his NQR 87-190, nicknamed ‘Clancy’, last March; Adelaide Liquid Waste Solutions’ prizewinning FXY 240-350 Above, left to right: Dajwood managing director Darb Thomson sent this photo of the company’s FYJ 300-350 to Isuzu last October; N Series winner: Andrew Watson’s NPR 75-190 was also the May 2021 monthly winner; Isuzu’s April 2021 winner: Shaun McKay Electrical’s NPR 45-155 Servicepack Left: Michael Bolt’s NLR 45-150 Traypack was last September’s pick

10 FEBRUARY 2022

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Prices herein are recommended selling prices for both Privileges members and non-members, inclusive of GST. Recommended selling prices are a guide only and there is no obligation for Dealers to comply with these recommendations. Freight charges may apply. All items have been included in good faith on the basis that goods will be available at the time of sale. Prices and promotions are available at participating Dealers from 1 February to 31 March 2022 or while stocks last.

* Calls from Australian landlines are generally free of charge whilst calls from mobile phones are typically charged based on the rate determined by the caller’s mobile service provider. Please check with your mobile service provider for call rates.

We are unfortunately experiencing shipping delays which means some products may not be in store on the advertised on-sale date. We are trying our best to limit these delays and at the time of publishing, advertised product sale dates are correct; however, they are subject to change due to factors outside our control.

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24/1/22 4:19 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Fuel transporter hails driver expertise Lowes Petroleum introduces awards for drivers’ professionalism across key regional operations With more than 250 drivers delivering millions of litres of fuel every year to country Australia, regional fuel transporter Lowes Petroleum is recognising its commitment to safety with the introduction of their inaugural professional driver awards.

Lowes Petroleum’s general manager of health, safety and environment (HSE), Bernie Morris, says the company had been looking for a way to acknowledge the professionalism of its drivers.

Morris explains that when the company threw its support behind the Australian Road Safety Foundation’s annual national awareness campaign, Rural Road Safety Month, the natural addition and next step was the inaugural award.

“Every day we are receiving comments from customers and the public to ‘stop and go’ traffic people about our drivers’ professionalism and this was the perfect way to acknowledge this,” he says.

“Often, there’s a perception that driving on country roads has less risk: that perception is wrong.

“As many as 94 per cent of Australians utilise rural roads at least once a year.

“Our professional drivers share these roads and often see first-hand road safety complacency. Most people go to work every day in an

office or controlled environment, whereas for our drivers their office is the roads and highways.

“A loaded B-double can weigh up to 50 times that of the average car, so trucks take more distance to stop.

“People overtake in situations they shouldn’t, even on double lines and they speed in conditions where the road has a number of hidden obstacles.”

Lowes Petroleum said its drivers commit to best-practice standards. According to Lowes, the inaugural winners exhibited both a professional attitude and behaviours in every aspect of their job. They are highly regarded among peers and customers and are drivers who have gone above and beyond in their duties, as a driver and for the business.

With operations across Australia’s east coast and Tasmania, five

awards were presented to drivers from the company’s key regional operations including: region one, Far North Queensland, David Gibson, Townsville; region 2, Western Queensland, Wal Giddins, Miles; region 3, NSW, Roger Hint, Dubbo; region four, Victoria, John Hotker, Horsham; and region five, Graeme Stokes, Tasmania.

Collectively, the drivers have chalked up over 100 years of truck driving experience.

With three decades on the road, John Hotker said Lowes Petroleum drivers committed to not only delivering the fuel safely to primary producers and regional businesses but also being vigilant about tank safety.

Speaking for the winners, Hotker

Top: Award-winning Lowes Petroleum driver John Hotker from Horsham, Victoria Above, L to R: Tasmania’s Graeme Stokes (left) receiving his professional driver award; Dubbo’s Roger Hinton represented region 3 in NSW Far left & left: Warren ‘Wal’ Giddins from Miles in western Queensland; David Gibson from Townsville with his Lowes driver award

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said all the drivers developed relationships with their customers, from taking responsibility to ensure gates are opened then closed properly to keep livestock safe, to bringing in a few essential items to farms isolated by flood.

“We are urging drivers over Christmas to slow down, don’t drive fatigued and, with many regional areas now experiencing flood, never try to drive through roads covered with water,” Hotker said.

“It’s not the depth that presents the risk, but you could get halfway across and a bank breaks upstream, sending a wall of water that could wash your vehicle into the river.

“The lockdowns of COVID made you really appreciate being on the open road.

“The fact we get to deliver to a variety of people, sharing the ups and downs of living in regional Australia: all the while getting a bird’s eye view of the country from my cab.”

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24/1/22 3:39 pm

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24/1/22 4:24 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Collaboration resolving AdBlue scarcity Heavy Vehicle Industry Australia chief executive sees local production ramping up as urea comes on stream Heavy Vehicle Industry Australia (HVIA) is upbeat about national efforts to head off any AdBlue shortage crisis. The industry suppliers group stated action before and over the Christmas-New Year period is paying off.

It noted that in December the Federal Government charged

its crisis management agency, Emergency Management Australia (EMA), with addressing shortages of urea, an essential input in the manufacture of AdBlue.

The first steps involved the Australian Competition and Consumer Commission (ACCC) granting an interim exemption

to allow AdBlue manufacturers, suppliers and other stakeholders to collaborate to address AdBlue supply shortages without breaching competition laws.

HVIA chief executive Todd Hacking has been taking part in meetings facilitated by EMA, which is known as a National Coordination Mechanism (NCM).

“Stocks of AdBlue are now steadily improving across priority sites and localised production has been ramping up at an ever-increasing rate,” Hacking says.

He believes confirmation of local supply should give confidence that the situation is being resolved, and that there is no need to stockpile AdBlue.

“It is still crucial that businesses do not hoard the product so those that need supplies have access to them until the situation normalises,” he adds.

Starting in mid-January, Incitec Pivot Limited (IPL) was aiming at production of three million litres of AdBlue a week.

The Federal Government is confident that the combination of IPL’s production schedule and ongoing imports means that will enable petrol stations and other distributors to replenish inventory over the coming weeks.

“The NCM has been a great success in bringing together government, industry and other with stakeholders meetings held almost every two days across the Christmas and New Year break,” Hacking says.

“This has been an incredible effort to everyone involved, in what has been a challenging issue.”

HVIA had begun actively collaborating with government on resolving the issue from the moment international shortages were first identified.

“Many HVIA members have a large stake in this issue and are active participants in ensuring the security of supply to market is guaranteed as soon as possible,” Hacking notes.

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Horsham eyes truck traffic options Victorian council looks at truck route alternatives but Western Highway bypass not on the agenda Work is about to start on a feasibility study to determine whether heavy vehicle traffic could be directed outside of central Horsham, Horsham Rural City Council (HRCC) reports.

The western Victorian council has committed $100,000 in its current budget to work with the state Department of Transport (DoT) as part of its bid to reduce the number of trucks travelling through the city.

A Western Highway bypass is not on the agenda, rather what options are achievable for alternative truck routes around Horsham.

“Along with the Western Highway, many heavy vehicles are entering Horsham’s streets via the Wimmera and Henty Highways and this provides challenges for both the trucking industry and our residents,” HRCC CEO Sunil Bhalla says.

“This study is about looking at possible routes for heavy vehicles that do not originate or terminate in Horsham to travel around the city instead of through the centre.

“This is not about a bypass, the DoT has no plans to continue work on the previously proposed Horsham bypass.”

If an alternative truck route was feasible, it would likely include the construction of a second road bridge across the Wimmera River.

“Council has recognised that a second road bridge has been an emerging need for a number of years,” Bhalla says.

“The purpose of the feasibility study is to firstly determine whether any achievable options exist. If there is more than one potential route, the second step would be to establish a preferred option. Cultural heritage will be a major consideration.”

The feasibility study is due to be completed next January.

If one or more potential truck routes are found, further planning work will be undertaken including public consultation.

An alternative truck route was

a key recommendation in Council’s Horsham Urban Transport Plan, which was adopted two years ago in January 2020.

The federal government has also contributed $150,000 to the project.

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2021 market review

BOOM AMID THE COVID GLOOM

2021 was a year of massive contrasts for the Australian truck industry. Yet, despite all the undeniable hassles and hardships, truck sales defied the dramas with near-record results recorded by those brands able to make the most of difficult conditions. Typically, Isuzu and Kenworth ruled their respective roosts but, as Steve Brooks reports, they weren’t the only players to kick goals in a rough game

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C

harles Dickens said it best in his 19th century classic, A Tale of Two Cities: “It was the best of times, it was the worst of times.” Absolutely, and it’s a fair bet that more than a couple of corporate leaders might now be thinking along those exact lines.

Take Paccar Australia boss Andrew Hadjikakou, for example. A few months back, he willingly acknowledged that with COVID constraints unrelenting, 2021 was proving to be tougher than the year before. On the other hand, as the Truck Industry Council’s (TIC) end-of-year figures attest, Kenworth’s domination of the heavy-duty class in 2021 was not only vastly more entrenched, but tantalisingly close to surpassing the brand’s best-ever result achieved in the phenomenally strong market of 2018.

In fact, so strong was the national demand for new trucks on the back of an essential freight sector and government financial incentives that, according to a TIC statement, “the overall tally for 2021 fell a mere 225 trucks short of a new Australian heavy vehicle sales record”. Oh, so close! That sales record is still held by 2018.

Easily topping the heavy-duty chart, Kenworth in 2021 rolled 2,838 trucks down the Bayswater (Vic) production line for a commanding 21.8 per cent of a total heavy-duty category that saw a buoyant and altogether surprising 12,999 units delivered. By comparison, 2020 saw slightly more than 10,600 new heavy-duty trucks enter the market.

However, Paccar Australia’s stellar performance didn’t end there. Corporate colleague DAF set a

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new record for the brand with 682 new trucks delivered, accounting for 5.2 per cent of the Australian heavy-duty category and, in the process, giving Paccar Australia its greatest-ever sales figures.

Consequently, Paccar won the corporate contest hands down with Kenworth and DAF combining to take 27 per cent of the total heavy-duty market, significantly ahead of the Volvo Group Australia (VGA) triumvirate on 22 per cent and an ambitious Daimler Trucks trio on 17.2 per cent.

In the big picture, though, the truly big player was once again Isuzu, adding another notch on a belt that now carries more than three decades of consecutive leadership of the total Australian truck market.

In the heavy-duty category, only Kenworth and Volvo were ahead of Isuzu’s 11.7 per cent stake but it was, of course, in its historic leadership of medium- and light-duty sectors where the Japanese brand’s greatest numbers were gathered, taking 41.5 and 39 per cent, respectively.

All up, Isuzu delivered 10,175 trucks in 2021, notably better than even its record-breaking effort in the bumper year of 2018.

Quite simply, the resilience and acceptance of this brand are nothing short of ‘epic’, and as hard as they might try with high quality models, Hino’s and Fuso’s chances of catching and then overtaking their Japanese competitor continue to seem as distant as partisan politics.

In a total 2021 truck market – including heavy vans – of 41,404 units, almost one in four new vehicles was an Isuzu. True to form, Hino finished second in the overall sales race and Fuso third, with both brands also achieving exceptionally strong sales last year.

It was, however, the congested heavy-duty market where the ability of some brands to withstand the challenges of 2021 far better than others, was most evident.

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Supply issues As almost every industry can vouch, COVID has had a dramatic impact on supply routes from overseas and truck brands, whether fully imported or manufactured locally, certainly haven’t been excluded from component shortages which continue to baulk production both here and overseas.

Additionally, truck demand is globally strong, meaning some fully imported brands must battle hard for production slots to avoid losing customers to increasingly stretched delivery schedules. Still, it’s an issue not confined to importers alone.

Most truck brands are reporting extremely strong order

Top: Kenworth again dominated the heavy-duty sector but it was corporate colleague DAF that set a new record Above: Dismal days for the bulldog: Mack’s performance in 2021 was arguably the worst in living memory Opposite bottom: Isuzu Australia chief Andrew Harbison. Isuzu’s mastery of the total truck market is epic in both duration and scale

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“Right now, it’s a lot easier to take an order for a new truck than it is to actually deliver a new truck.”

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banks for 2022 and even well into 2023, but as one senior executive with a major heavy-duty brand recently exclaimed: “Right now, it’s a lot easier to take an order for a new truck than it is to actually deliver a new truck.”

Moreover, as the representative body for Australia’s truck and component suppliers, the Truck Industry Council concedes “the road ahead is neither clear nor certain [and] domestic and global supply chain issues look to be the greatest threat to new truck and van supply over the next 24 months. This situation will not be resolved quickly.”

Even so, as 2021’s heavy-duty figures assert on the strength of some brands achieving significant gains while others appeared to languish, supply issues are perhaps becoming an increasingly thin excuse for lost opportunity and long delays.

Holding onto its perennial bridesmaid’s berth behind heavy-duty supremo Kenworth, Volvo struggled in 2021 and despite notably stronger market demand than the year before, the Swedish powerhouse was unable to make the most of considerable potential.

All up, Volvo delivered 1,683 new trucks in 2021 for a comparatively lacklustre 12.9 per cent of the heavy-duty business. It was a far cry from the 16.4 per cent achieved in 2020 on the delivery of 1,740 trucks.

But if Volvo’s figures were less than enthralling, corporate colleague Mack’s numbers were absolutely dismal. In what

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was arguably the bulldog breed’s worst performance in living memory, Mack accounted for a meagre 4.4 per cent of the heavy-duty sector, delivering just 566 units. By comparison, in the sizeably smaller market of 2020, the famous brand delivered 705 trucks for 6.6 per cent of the market.

Volvo and Mack are, of course, produced at VGA’s Wacol (Brisbane) production plant and their mediocre performances in 2021 are perhaps made even more disturbing for company principals by the fact that both brands promoted new models through the year – Volvo’s new FH and FM range and Mack’s Anthem – seemingly with little effect.

There was, however, a distinctly bright light for VGA in 2021 with the fully imported and much respected UD brand notching a record year with 611 units for a 4.7 per cent stake of the heavy-duty class, plus another 166 deliveries in the medium-duty sector.

Yet, given its historically fierce competitive streak, there’s little doubt Volvo will kick back. Hard! It won’t be easy, though, with arch-rivals Mercedes-Benz and Scania making the most of opportunities and digging deep into Volvo accounts. They will not give up their gains without a vicious fight.

On the strength of reports citing good fuel economy, potent performance and a suite of advanced safety features,

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Mercedes-Benz has been growing in prominence over a number of years and, as 2021 drew to a close, it was apparent this would be something of a milestone year for the brand.

Finishing fourth on the heavy-duty ladder with 9.4 per cent of the class, Mercedes-Benz was quick to broadcast a record achievement for the brand, setting “a new high mark of 1,290 [a figure which included 72 deliveries in the medium-duty sector], breaking the previous record of 1,189”.

“Sales were so strong that Mercedes-Benz passed the milestone with one month to spare,” a company statement reported.

Critically, the statement added: “The striking result came despite supply disruptions that took some heat out of sales in the last few months of the year.”

The Benz figures were, however, just one part of a bountiful year for corporate master, Daimler Truck and Bus Australia.

Dominating the numbers was Japanese cohort Fuso, setting an all-time sales record for the brand on the delivery of 4,770 trucks across light-, medium- and heavyduty categories to cap off a year of important new model introductions which included the electric eCanter and new 360 (268kW) and 510hp (380kW) versions of the flagship Shogun range.

According to a bold company claim: “Fuso not only posted its best-ever new truck sales in Australia, but was also the

Top: Big things are expected of Hino in 2022 with its new 700-series heavy duty models Above: Western Star picked up pace in 2021 but it’s still a long way from the pre-Penske glory days.

New models are one the way Opposite top: In a troubled year for Volvo Group Australia, UD was a standout performer Opposite below: A record year for Mercedes-Benz has seen the brand move into several fleet accounts traditionally held by competitors

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fastest growing truck manufacturer in the Australian market last year [and] increased its share in light-, mediumand heavy-duty market segments.”

The other high-profile member of the Daimler trio is obviously Freightliner but with just 439 deliveries and a modest 3.4 per cent of the heavy-duty category in 2021, the new Cascadia conventional has some way to go before realising the sales figures its advocates are hoping for.

Sure, it’s still early days, but 2022 could be a telling time for Cascadia in Australia and numbers will need to grow markedly for the model to meet ambitious corporate goals.

Finishing fifth in the overall heavy-duty arena, Scania’s rise in recent years was further strengthened in 2021 with a respectable performance which delivered 1,129 units for an 8.7 per cent stake in the category.

Nonetheless, senior insiders at Scania Australia have expressed disappointment that the brand’s true potential fell short of expectations. After strong gains throughout the year, the last month of 2021 was particularly frustrating as solid demand outstripped supply, causing the brand to fall an agonising 12 trucks short of recording its best-ever figures in Australia.

Even so, Scania is on a roll like never before and with bold new models on the way, competitors will find it hard to keep ‘the other Swede’ at bay.

Easily the best of the heavy-duty ‘also rans’ was Toyota’s Hino with 583 units and 4.5 per cent of the sector. Bigger things are expected this year with an impressive range of 700-series heavy-duty models starting to hit the market in increasing numbers.

In the overall market though, Hino is an established major player, ranking second only to Isuzu. Admittedly, with a collective figure of 6,251 deliveries and 15.1 per cent of the total truck market in 2021, Hino is a long way behind the entrenched market leader but at least maintains a healthy buffer ahead of third placed Fuso.

As always, the ongoing contest between the market’s two biggest placegetters will be intriguing.

Back of the pack Moving down the heavy-duty chart, pickings were slim for the cellar dwellers but undeniably better for a few.

Western Star, for instance, had a notably better year in 2021 with 373 deliveries, giving it 2.9 per cent of the heavyduty class. The numbers aren’t great but they’re certainly a healthy jump on 2020’s drab figures of 228 deliveries and 2.1 per cent.

What’s more, there’s some expectation that 2022 could be a year of improved substance for Western Star as the brand’s local leaders plan for the launch, either late this year or early next, of the new 47X and 49X models developed

by Daimler Trucks North America.

There’s also speculation that ultimately, Western Star’s local business may find its way back into the Daimler fold as Roger Penske’s Australian operations appear to recede. Time will tell, but there’s no question Western Star’s performance has waned dramatically since the American

“Supply issues are perhaps becoming an increasingly thin excuse for lost opportunity and long delays.”

Above: The International venture finally came to a close in 2021.

Ironically, the same year the end of production at the Dandenong (Vic) manufacturing plant was announced

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mogul took control almost a decade ago and that fact certainly hasn’t gone unnoticed in the US. The other brand operating under the Penske banner is MAN and, like Western Star, the German truck did better in 2021. All up, MAN delivered 387 trucks last year, with 309 heavy-duty units giving it 2.4 per cent of the market.

Rounding out the Penske trio is waste industry specialist Denis Eagle which, with 108 units for the year – and no doubt capitalising to some extent on the waning influence of Iveco’s ACCO – more than doubled its 2020 numbers.

As for Iveco, its performance in 2021 provides a graphic insight into the dynamics of a brand undergoing evolutionary change, apparently morphing from its heavyand medium-duty roots into a light-duty specialist.

In addition to announcing at the close of last year that 2022 will see the end of truck production at the Dandenong (Vic) factory, which has built trucks since 1952, Iveco last year lost considerable ground in both heavy- and medium-duty segments but at least picked up business in the light-duty and van categories.

Even so, the brand delivered fewer vehicles in 2021 than the year before.

Meantime, Korean hopeful Hyundai picked up sales in every category in 2021.

Sure, the numbers weren’t great, and the bulk of the business was in the burgeoning light-duty class, but, in 2021, Hyundai delivered a total of 232 units compared to 135 the year before.

Finally, in a somewhat forlorn finale, International was at the tail of the field with 24 units, marking the end of the line for the brand’s Australian venture.

Given the pending demise of the Dandenong plant, it is indeed the end of the line for a brand that was once a household name in Australia.

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EYES ON THE ROAD Rod Hannifey

Rest stop farce The lack of suitable rest stops not only adds to driver fatigue but could lead to a work diary breach

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aim to focus on two things to start the year. On a trip back from Central Queensland, I found three ‘stopping bays’ all in a row. And I mean one after the other. So three within one kilometre!

Now that must be nice for the third vehicle (and they were barely big enough for a B-double if that) to be able to stop when the first two were full. We have been asking for more and better rest areas for years and this has at least, until recently, been generally ignored because they are not important to those who fund them. How many pollies or bureaucrats will ever sleep in one?

We have begged and pleaded and explained our need to get decent rest and sleep. If we do not do so as prescribed in the work diary, then we can, and will, be fined later on. Little has changed.

Getting them funded and then built was the first problem, getting them where we want them was the next, then getting them designed and built so they were of use to get that decent sleep was the last.

I am sure you have all seen the absolute perfection of the truck rest area on the Hume Highway (so just a little road, not busy or important) at Conroy’s Gap. What a fantastic spot. Spend nearly a million dollars and build a truck rest on a 45-degree slope. To be fair, there is

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about 10 per cent of it nearly flat at the bottom. When I rang six to eight times to find someone who would discuss it and finally asked, “Could you sleep in your bed if it was on a 45-degree angle?” I was told I was being a smart arse. Eventually my calm and reasonable demeanour did get a reasoned response of that he would look at it and get back to me.

When I got that call, I asked: “So you do agree there is a problem and how are you going to fix it?” I was told it can’t be fixed, so we agreed they had just thrown away a million dollars (though not with any real concern). I was told ‘we’ should make sure it didn’t happen again. Believe you me, I have tried and perhaps failed.

But now, still with not one highway meeting the minimum number or standard of truck rest areas agreed by most, we have every separate council and jurisdiction putting up stopping bays willy-nilly. There will be 20 bays (mostly too small, either unsigned or badly signed or with great big signs, that probably cost more than the bay) in 50 kilometres, then nothing for hundreds, or even worse, two or three in a row.

MONEY MISSPENT Where does the money come from, who decides where and what size they are?

It is almost as if the thought is: “Damn,

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

“Could you sleep in your bed if it was on a 45-degree angle?”

we have unspent money here – put some stopping bays in and use it up so we don’t lose it next year,” without any real consideration as to whether they are effective, suitable or in a place where they are needed.

If all this money is available, why the hell do we not have enough truck bays still? Why is there no national standard for the design and placement of such bays? There’s the money spent on the three mentioned at the start, or the two you can throw a stone between north of Roma, or the 15 completely unmarked grass ones north of Emerald or all the others put in that are too small for most trucks. It’s simply wasting money that could build decent truck bays and save drivers’ lives.

If that effort had been co-ordinated, if there had been industry consultation, we could have had decent and useful truck bays that gave drivers a place to get good sleep, not a space two inches off the fog-line where you get no sleep. We could have had them spread out and saved lives and made sure drivers did not have to drive tired, to find somewhere to get decent sleep and not be fatigued or fined or both.

Last year I pursued a number of road agencies raising this question. And what has happened? Nothing! We are wasting even more money on more stopping bays.

How the hell do we get them to listen?

We all know our lives are not valued and this is a perfect example. ‘Don’t drive tired (or we will fine you and hold you liable for any crash) but don’t expect us to listen or care.’

There have been some small efforts made, but again, look at the Gatton road train pads – no toilets. Look at the truck rest area at Chiltern, a spend of $800,000 dollars to go from five marked and four informal to 10 marked. Now, you can’t get away from anyone else. What do you think I was told when I raised that? “You are never happy, you whinging truckies.”

So I ask here, who will listen, who will step up and who in a position of authority will stop the waste, set national guidelines and help us to be safe on the road? I have had discussions with Transport for NSW, the Department of Infrastructure, the Australian Road Research Board, the Australian Trucking Association and other drivers. I can’t do it, so who can?

I am happy to talk to anyone and would welcome any support to solve this situation this year. It must not go on! We need sleep to be legal and safe and we need places, including in the cities, to do so. Will someone listen and act?

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NHVR Sal Petroccitto

Don’t #uck with a truck The NHVR has launched a new campaign to educate young motorists on sharing the road with trucks

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veryone deserves to feel protected at work and return home safely after travelling on our roads.

For those employed in the heavy vehicle industry, most of their work is undertaken in transit, where close to half a million heavy vehicles – and almost 20 million passenger vehicles – share Australia’s road network.

Recently the National Heavy Vehicle Regulator commissioned a survey of 500 16-to-25-year-old L and P licence holders, which found there is a gap in understanding of the key basics about how to drive safely around trucks.

We focused on common truck manoeuvres and rules, particularly what to do when trucks are turning or stopping, and how to safely overtake a truck. As these are the key situations where many light and heavy vehicle crashes can occur.

The results uncovered that less than half (45 per cent) of respondents knew to keep one lane either side of a truck free when it is turning, as it may need to use more than one lane to turn, and around a third (30 per cent) weren’t aware that when you’re overtaking a truck, you should only pull back in front of it when you can see its headlights in your rearview mirror.

We saw a significant shift of perspective when our L and P platers sat in the passenger seat of a single tautliner truck and could see first-hand the challenges truck drivers face sharing the road with light vehicles.

They told us there’s a big opportunity to engage this age group and support them with engaging and memorable safety tips that may lead to tangible improvements in their driving.

To help fill this knowledge gap, we’ve launched a new major awareness campaign called Don’t #uck With A Truck.

We felt the campaign name needed to be loud and in-your-face to capture this audience’s attention and also to provoke important conversations around road safety and the differences between cars and trucks.

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.

The campaign sets out to empower young drivers and educate them about three foundational road rules for driving around trucks: • Leave two lanes free for trucks when turning • Pulling in front of a truck can cause a crash • Patience is critical when overtaking a truck.

YOUNG DRIVERS We’ve filmed a series of videos featuring a group of L and P plate holders, to show their peers how to follow this basic safety advice.

We’ve captured an honest insight into young drivers’ thoughts on driving around trucks – such as the meaning of the ‘Do Not Overtake Turning Vehicle’ sign displayed on the back of heavy vehicles and how much space to leave behind a truck.

Over the course of the filming, our young drivers realised the risks their driving posed to trucks and other road users. This was a significant change from their original view that it was trucks that were presenting a danger to them.

We’re delivering the campaign through the channels that’ll best reach our young driver audience – Instagram, TikTok, Facebook, Snapchat and YouTube, and we’ll also have digital billboards and spread the word through university O-Week events.

All the videos and safety information can be found at www.dontmuckwithatruck.com.au The Don’t #uck With A Truck message, and our commitment to road safety, will remain a key focus for us, as we test, learn, and deliver new strategies to reach as many young drivers we can with this important message.

I urge you to share the Don’t #uck With A Truck message with your network, friends and family, as we continue to put a spotlight on this critical safety issue and help get safer young drivers on our roads.

ABOVE: Young drivers learn the ropes on driving around trucks. From left: Chloe Rawson-Harris (17), Aya Sato (20) and Brandon Rerrie (19) BELOW: Truck driver Mark Rodrigues shows Brandon Rerrie a view of life behind the wheel of a big rig

“Young drivers realised the risks their driving posed to trucks.” ownerdriver.com.au

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truck events Following the Dane Ballinger Memorial Truck Show’s cancellation in 2020, and COVID causing its 2021 delay, the big Bathurst event made up for lost time when it belatedly took place on December 11. Warren Aitken negotiated coronavirus restrictions to file this report

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BACKTOBATHURST

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’ve never been much of a believer, in religion, destiny, fate or any of that kind of thing. Though, when you’re born with my looks and talents, it does seem obvious something out there has a sense of humour at least. However, the second weekend in December 2021 did get me questioning the whole divine intervention, written-in-the-stars kind of thing. I mean, November had rolled by with enough rain around for Noah to consider leasing out his arc, roads were closed all over inland NSW and the transport industry was busier than a swarm of dancing ants on honey-coated privates.

Yet, come December 11, the Bathurst showgrounds were jam-packed with immaculate trucks, outstanding trailer combinations, scores of on-lookers and not a single rain cloud, although a couple tried floating in just after lunch but fate issued them with a ‘not today, mate’ notices so they promptly took off.

In the end, the Dane Ballinger Memorial Truck show got exactly what it deserved – and hundreds of truckies and truck fans got exactly what they have been waiting for. A top-notch truck show.

For those that have never been to the Dane Ballinger Memorial Truck Show in the NSW town of Bathurst I can only advise you that you are missing out on an absolute treasure in the Australian truck show scene.

I first went to Bathurst in 2019 and, after that initial experience, I

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Top, L to R: One of the immaculately presented Ballinger trucks. As much as the weather spoiled the Friday night lights, it played its part in the photoshoots; From down on the ground we only get to appreciate some of the cleaning that’s gone into the rigs on display. The owners and drivers, however, were busy cleaning all the parts we couldn’t see Above: The Friday night procession of trucks was definitely worth waiting for. Watching these immaculate trucks enter the staging area was priceless Left: For the Kenworth fans, the Bathurst truck show is pure nirvana

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“The Bathurst showgrounds were jam-packed with immaculate trucks.”

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Top: Retired truckie Greg Stephenson, with the help of his mental health therapy dog Loki, have kept this stunning old Ford in top notch condition. The Pug Express was a popular attraction at the show Above, L to R: Jared Payne, who appeared in OwnerDriver’s January 2022 edition, now owns and operates ‘The Joker’ and is keeping it in stunning condition; The Ballinger family proudly passed over the award for ‘Sam’s Choice’ to Jeremy Inverno Opposite top, L to R: Raygal’s had another impressive fleet on show. I managed to snap owner John Galea with Leo Galea and Hayden Muscat as they finished detailing their stunning Peterbilt; Another example of attention to detail personified was the Lawrence Transport fleet. Nobody was tall enough to see the K200’s roof, but it was still buffed to a mirror finish before the show Opposite middle, L to R: One of my favourites from the show is Scott Blackhurst’s immaculate 1995 T601. Scott barely had time to unhook before finding a wash bay and getting his hardworking classic into the field; Adam Findlater accepted the Truck of the Show award from the Ballingers on behalf of Doug and Megan Sproules and their T950.

Doug and Megan run Picton-based Flowers Transport Opposite, bottom: I managed to catch Nash & Bailey Rodda, along with Tayla Hill, polishing Dean Campbell’s stunning T900. It seems Dean may have been off getting another latte

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swore I would be back every year. Sadly, 2020 was cancelled. I’m not sure of the exact details but it had something to do with a worldwide pandemic. Add in the emergence of more rules and regulations than you could wave a protective mask at and the 2021 show, originally scheduled for November 14, was postponed.

It also looked like I’d miss this year’s show until, once again, the ‘fate’ thing that I’m being forced to accept intervened. It was announced that Queensland would be relaxing its border rules and I’d be able to get down to the show and, most importantly, make it home to watch Lego Masters on Monday night.

There is nothing like cresting the pine hills and catching a glimpse of the beautiful Mount Panorama sign. Had it been a fortnight earlier the place would have been humming with the roar of Supercars and E85 racing fuel. When I arrived at the Bathurst Showgrounds on the eve of the show, the town was buzzing with the sound of X15s and smell of diesel fuel. It was good to be back.

There are several things that make this truck show in Bathurst unique. There’s the fact it’s run alongside a full-scale fair and markets. Meaning, if you do need to rest your eyes from the glare of unending chrome and stainless, you can head over to the festivities and fill up on Pluto Pups and Nana’s knitted tea cosies.

Trailers welcome Another unique aspect, one that really resonates with the North

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24/1/22 3:08 pm

“The town was buzzing with the sound of X15s and smell of diesel fuel.”

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Top left and above: Another couple of favourites, for all the right reasons were Wayne Dick with his 1947 Chev and Andrew Millar with his ‘sort of’ 1948 Bedford. Andrew admits the Bedford isn’t exactly original anymore; Michael Anderson had his boys William and Lachlan on hand to shine up their K200 race transporter Left: When you are greeted by the smiles of Haylie Osborne and Debbie Campbell directing traffic, you know you are in for a good day Opposite: While the new Kenworths had all the modern appeal, the old school Kenworths more than held their own

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Top, L to R: There’s not a lot of words needed when you have the Chris Watkins Furniture Transport’s Western Star in front of you – an amazing rig; While the Euro flags were low in numbers, they were high in quality – Nick Clancey brought his lovely daughters, Ebony and Jacinta, in for a photo with Truflo Pumps’ 2019 Volvo; Just to make sure the big bonnets didn’t have it all their own way, James Miller turned up in his stunning looking Scania Above, L to R: Two stunning Kenworths.

William Xvereb had the T909 and Robert Matuszewski had the 2005 cab-over – immaculate is all I can say; Seems I’ll be down in Bathurst next year just as a spectator as young Sam Ballinger is taking up the photographer role now (I must admit he has a good eye for it.

Luckily, he had to give mum’s phone back or I wouldn’t be needed at all); See, dolls aren’t just for kids. They are great for photos as well Right, & far right: Proud trucking grandfather Steve Elms showing Levi and Jenson the T610 he drives for Campbell Transport; Credit to those that organised the parking – placing these three iconic bonnets beside each other made for perfect photos

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American-style truck beauty contests, is the fact that trailers are a welcome part of the show. In the US it’s standard to have your trailer at a show whereas here in Oz it doesn’t happen often. Obviously, that’s got a lot to do with the room allotted for the show – a full B-double takes up a fair bit of room. However, it does make for a spectacular sight. There are a lot of owners and drivers who take pride in their whole ride, from front bar to the rear mudflaps. It really is impressive to see the attention to detail in a full unit.

Finally, the other thing unique to the Bathurst Truck Show is the fact they actually start parking the rigs up on the Friday night before the event. Meaning ‘truckarazzi’ like myself, who get into town thinking I’ll catch all the trucks coming in on Saturday, get a little hamstrung when they suddenly pass a jaw-dropping fleet heading towards the showgrounds late on a Friday afternoon.

Forget checking into the motel, I pulled a 180 like I was auditioning for Fast & Furious #23, put the high ride height of the rental car to full use by bouncing over the small entrance fence and tore into the showgrounds like there was 50 per cent off bourbon at Dan Murphy’s. (In case anyone here works for Hertz, that whole paragraph was fictional. I would never treat a rental car like that, true story.)

In memoriam The first trucks into the ground belonged to Dean Campbell Transport. The Campbell family, along with the Ballinger family, play a huge role in the Dane Ballinger Memorial Truck Show’s success.

Dean and Dane were the guys that started the show a few years ago.

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“In the US it’s standard to have your trailer at a show whereas here in Oz it doesn’t happen often.”

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“A judge’s job is never easy, doubly so in Bathurst.”

When the industry lost Dane back in 2019 it would have been easy to let the show fall by the wayside. Instead, Dane’s family, along with the Campbells and plenty of help from names like Justin Kloss and Jamie Woods, went onwards with the show, renaming it the Dane Ballinger Memorial Truck Show.

It’s often said, ‘It’s not the quantity, it’s the quality that matters’.

Well, 2021 saw the Bathurst show cover both bases. Around 150 trucks were preregistered. The judges were notably distraught and drained by the end of the day due to the quality. A judge’s job is never easy, doubly so in Bathurst.

There is a huge list of winners that came out of the show, from makes and years, to trailers and combinations. The two top awards every year are, firstly, the Rig of The Show, which went to Flowers Freightlines with its 1997 Kenworth T950. The judges noted the condition of this 24-year-old working girl and were extremely impressed. It also picked up Best Working Truck 1996–2005. The other trophy that’s extremely highly valued by all entrants is Sam’s Choice. This one is handed out by Dane’s eldest son Sam – it’s his favourite. This year, Sam handed the prize over to Jeremy Inverno, who, along with his dad Peppi, had brought their T900 Legend, the 2020 OwnerDriver Truck of the Year winner, to the show for the first time.

Well, best I sign off and go upload these photos. There’s plenty for you all to drool over. Just make sure you follow my advice, though, and get your truck, your cameras or just yourself to the 2022 Dane Ballinger Memorial Truck Show. You will not regret it.

From top clockwise: The Flowers Transport team with the two trucks and two awards they scooped at this year’s show; SRV Road Freight Services is a truck show circuit regular; This stunning 1974 Bedford KMR XT5 was actually parked up outside my motel room when I awoke on show day, so I had to chase owner Gary Medcalf down and grab his photo at the showgrounds; Michael Donchez and his stunning Kenworth tow truck – this beast was in pristine condition; As a kid it’s great to be able to stand and stare at the trucks but getting to sit in one and give it some stick, well that’s just awesome

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CHECKLIST

The legal view Sarah Marinovic

Demerits for fatigue Driver fatigue offences may also attract demerit points, especially in the state of NSW

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veryone knows that driver fatigue offences can result in hefty fines.

But not everyone realises that there are some fatigue offences that also carry demerit points.

It’s an important thing to be aware of because the points often aren’t mentioned until after the fines are paid. Then it’s a nasty surprise when the unexpected demerit points reach your record.

In this article, I’m going to discuss some of the more common fatigue offences that carry demerit points and what you can do to avoid the points if your offence happens in New South Wales.

WHICH FATIGUE OFFENCES CARRY DEMERIT POINTS? Work and rest hour offences are broken up into ‘risk categories’. The category that an offence falls into is calculated by how many extra minutes were worked or by how many minutes the rest break was short.

There are four categories – minor, substantial, severe and critical. It is only the two highest categories that carry demerit points: • Severe risk work/rest hour offences – carry three demerit points • Critical risk work/rest hour offences – carry four demerit points • You will also receive three demerit points for driving while actually impaired by fatigue.

AVOIDING DEMERIT POINTS The demerit point system in NSW is quite rigid. It sets how many points apply for each offence, and if you are convicted in court or pay a penalty notice then that number of

points is recorded against you. But it is still possible to avoid the demerit points entirely in some cases. To do this, the case needs to be dealt with in court.

Firstly, if the person is found ‘not guilty’ then the offence isn’t recorded against them at all. They don’t get any penalty and, importantly, there are no demerit points.

But, even if the person is guilty of the offence, they might be able to avoid the demerit points. In NSW, when a magistrate is sentencing someone, they have an option to not record a conviction. This is often called a ‘section 10’. Effectively the person is found guilty and the offence goes on their record, but there’s no further punishment. This include waiving the demerit points.

It’s not aways easy to get a ‘non-conviction’ but, in the right case, it’s definitely possible for fatigue offences. Some of the factors the magistrate will consider include: • The person’s record, character, age, health • Whether the offence was trivial, i.e. how serious it was • Any extenuating circumstances for why the offence happened.

It’s also really important to understand that magistrates in NSW don’t have any power to intervene in demerit points beyond finding the person ‘not guilty’ or finding the person guilty but granting a ‘non-conviction’. A common mistake I see is people asking magistrates to either reduce the number of demerit points for an offence or to give them the fine but waive the points. Unfortunately, these two things aren’t possible. Either the magistrate: • grants a non-conviction, in which case the points and fines are waived entirely; or • they convict and impose a fine, in which case the points automatically apply.

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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

There are four steps that I recommend everyone charged with a driver fatigue offence in NSW takes: 1. Check the risk category: It’s not common, but occasionally the inspectors will choose the wrong risk category. It’s always worth double checking they’ve got it right otherwise you could end up being punished for a more serious offence and receiving demerit point that you shouldn’t.

2. Does it have demerit points: the next step is to check whether the offence you’ve been charged with carries demerit points.

Knowing what you’re facing lets you prepare your case.

3. Check your traffic record: obtain a copy of your record and check whether the demerit points will put you over your threshold. Knowing whether the points will trigger a suspension helps you to prepare your case accordingly.

4. Find out whether a ‘non-conviction’ is possible: this is where it can be a good idea to speak with a lawyer. Any good road transport lawyer will be able to tell you could meet the criteria for a nonconviction and what you will need to prepare to achieve this. They can also talk you through any risks and help you decide whether it’s a good idea to take the case to court.

“It’s not aways easy to get a ‘non-conviction’.”

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Shifting the financial burden of workplace safety onto essential workers is not only appalling public policy, but it also undermines the economic sustainability of an industry already under immense pressure.

No wonder so many experienced drivers have left the industry.

TWU Michael Kaine

Primed for infection

PUBLICITY SEEKER

It’s time the federal government gave a RATs about the road transport industry and its workforce

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ntering our third pandemic year, owner-drivers and small fleet operators are frustrated and exhausted. The transport industry has carried Australia’s pandemic response, moving essential goods and medical supplies across the country, including during this most recent Omicron wave.

Drivers have put up with extraordinary demand, confusing border changes and little support to stay safe from the virus, all while wealthy retailers, supermarkets and manufacturers at the top dial up the deadly contracting pressures they put on national supply chains.

Yet, despite the odds, drivers have risen to meet the challenges thrown at them because they know the country was relying on them to keep working.

In exchange, owner-drivers and small fleet operators only want what’s fair: government responses to the pandemic which make their difficult job easier and not unnecessarily harder.

That’s why it beggars belief that in February 2022 – 24 months after the arrival Australia’s first confirmed COVID case – transport workers are still dealing with an appalling federal government COVID response that fails to protect our industry.

It’s refusing to learn the lessons from its shambolic vaccine rollout about the importance of a proactive national response to COVID. The chronic short supply of rapid tests for transport is the perfect example.

In September last year, the Transport Workers Union (TWU) wrote to the Prime Minister and National Cabinet calling for a COVID-Safe National Transport Roadmap to safely reopen transport during Delta. We called for the Federal Government to flood road transport supply chains with free rapid tests to keep drivers safe and goods moving before lifting restrictions.

We knew the best way to keep supermarkets, pharmacies and medical centres stocked was to virus-proof transport and logistics. This wasn’t even the first time we had raised rapid tests with the Prime Minister – in July we had called for home tests to be made available to truckies to ease the burden of satellite testing across the country.

In what’s become a defining feature of his prime ministership, Scott Morrison chose to do nothing.

Drivers are now living with the consequences of the Federal Government’s inaction.

There’s no national protocol for rapid testing at truck stops and in yards, and no scheme through which free rapid tests can be made available for essential workers.

To make matters worse, governments have given up on safe workplaces, removing isolation requirements for close contacts and forcing potentially infectious close contacts into yards to fix the understaffing mess created by not listening to the industry in the first place.

More drivers are testing positive than ever before and supply chains are grinding to a halt.

One linehaul driver from Sydney accurately described working in road transport during Omicron as “playing a game of Russian Roulette every day”.

It’s a public health disaster that’s seeing transport workers and their families thrown to the wolves; abandoned at a time when hundreds of thousands of Australians are testing positive and supply chains are stretched dangerously thin.

Yet, this is more than a health crisis – it’s become a financial one.

For owner-drivers and small fleet operators who manage to track down rapid tests, the cost can be astronomical. Widespread price gouging caused by incredible consumer demand and short supply has seen some rapid tests marked up to extortionate prices.

Drivers are already forced to run on the whiff of an oily rag, with razor thin margins a result of the federal government’s refusal to address the deadly inequity in supply chains with those at the top deliberately cutting costs and the likes of Amazon undercutting the industry.

How are drivers supposed to make a profit, let alone break even, when they are forced to spend hundreds of dollars on tests to keep themselves and their family safe?

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

Despite the photo-ops in trucks and praise in the media, it’s clear the Morrison government’s commitment to making drivers’ lives easier remains only skin deep.

When it’s not washing its hands of responsibility to virus-proof road transport, it’s putting industry reform in the toohard basket, refusing to act on all the recommendations from the Senate’s landmark report into the long-term sustainability of road transport.

While the federal government cherry-picked the need for truck driver apprenticeships from the report, it’s refusing to tackle the economic pressures making road transport Australia’s deadliest industry – issues which can only be addressed by an independent body to set and enforce minimum standards.

Despite the national focus on supply chains, there’s something the Federal Government has clearly forgotten. A healthy transport and logistics industry only works when the people in it are safe and financially secure.

Without tools like widespread rapid tests and industry reform as proposed by the Senate Report, road transport will continue suffering under the same crippling pressures that have marked these last two years.

In last month’s column, I wrote about a hope that 2022 would be the year the Federal Government woke up to just how important our industry, and the hardworking men and women in it, really are.

However, it’s fast becoming clear that road transport will never be a priority for this prime minister, and it’s on all of us to fight for a safer, stronger industry.

Join the TWU’s fight for a safer, more secure transport industry here: www.twu.com.au/join/

“There’s no national protocol for rapid testing at truck stops and in yards.”

RUNNING THE GAUNTLET With the arrival of Omicron in Australia, owner-drivers and small fleet operators are being forced to run the virus gauntlet without the peace of mind they aren’t unknowingly delivering the virus with their next load or catching it with others.

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NRFA Melissa Armstrong

Industry shining bright Our industry has met the pandemic’s challenges

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s a part of the National Road Freighters Association (NRFA) board, I have seen the opportunities and the failures drivers and operators are having to deal with, sometimes on a daily basis.

The advantage our membership has over other groups representing drivers is that our board is working – we are on the ground involved in industry, doing the work, dealing with the issues the same as our members. And we understand.

The NRFA has many connections with regulators and politicians and we can call for assistance but, more importantly, are called upon to be part of industry groups.

I encourage drivers and operators to become a member of NFRA and join with us to make a difference. We are a grass roots organisation.

For those readers who are already a member, I encourage you to become a delegate for

your state and represent it at our monthly board meetings.

I became a member of the board because I could see the relationships that the NRFA has with the powers that be in our industry. We need to all contribute, work together and bring a better outcome to our industry.

I was at the inaugural meeting that started the NRFA. I can still remember the buzz in the room and the excitement. However, fastforward from babies and toddlers and I am now able to contribute a little more as a board member. While my family was growing, so was the association.

The association has a wide variety of members and, in particular, board members who are going through the same issues as you. Take the time to reach out if you need assistance.

I noticed the particular shift in discussions just before the pandemic was the funding put towards mental health for truck drivers. How amazing that this happened before one of the

MELISSA ARMSTRONG is a board member of the National Road Freighters Association.

Contact Melissa on 0412 798 124.

biggest nightmares for a driver to have to manage became real.

While none of us saw the pandemic coming, I was interested in the mental health side.

So many drivers are away for long hours, working hard, leaving their families behind and doing the best they can. This all too often causes financial stress, hardship and family breakdowns.

I have seen firsthand the drivers and operators who are not sure what to do and where to turn. Next, they lose contact with their children due to a lack of knowledge of their rights. Shifts and timetables cause havoc with allocated court time to see their kids.

Solicitors and court costs are out of control and mostly the driver parent loses out.

The mental strain from family breakdowns is real and constant. I am pleased that funding is allocated, help is out there, if you are going through stress and strain, ask for help – you don’t have to go it alone.

In my past life I worked in accounting so I am often helping truck driver friends with bookkeeping issues. Time and time again I see the financial strain from family breakdowns.

Recently I have seen the success that can come when a driver dad stood up and was able to get custody of his kids. While this is not possible for everyone or may not suit everyone, it is possible to have a shared arrangement. Have faith in what you believe in. Believe in yourself.

As an association we are so proud of all our industry and the way they have handled the challenges of the pandemic and to keep on delivering. This was our time to shine and the industry shone bright. Have a great day everyone.

ADVERTISEMENT

THE ONE, AND ONLY, AWARD THAT APPLIES TO TRUCK RELOCATION DRIVERS

By Matt Whitnall, Director, Truck Moves Australia

S

ometimes it takes time for a message to get through. But I am shocked and dismayed to still be hearing stories about senior drivers that work for truck relocation companies who are not being paid correctly.

Perhaps that’s putting it too mildly – these drivers are being blatantly ripped off by unscrupulous operators who are giving the entire industry a bad name.

It’s been nearly four years since the Fair Work Commission ruled that the one, and the only, Award that applies to drivers who do truck relocations is the Road and Transport Distribution Award 2010.

That’s it. Couldn’t be simpler. There’s no alternative Awards, no flexibility to come up with your own version of it, and no corners to be cut. One Award that spells out very clearly how drivers in the truck relocation industry need to be remunerated to meet regulatory and legal requirements.

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If you’re a driver doing truck relocations, and any of these apply to you, you’re being ripped off: · Paid on a ‘cents per kilometre’ basis · Not paid when waiting to collect or drop off a truck · Not paid for travel time (to and from truck pickups and drop-offs) · Not paid overtime · Not paid penalty rates for weekends and public holidays · Not paid for breakdown time · Not paid when jobs cancelled but travel incurred · Forced to provide an ABN when you are covered by an Award (sham contracting) If you think you’re not getting paid what you legally deserve, contact your local union representative, Fair Work or myself. As someone who is keen to see the industry operate on a level playing field by ensuring all drivers are compensated fairly, I’ve been assisting some

drivers to get what they are rightly owed from their employers.

We’ve recently seen a big win by a driver in a court case against his employer, and I have it on good authority that Fair Work is actively seeking to weed out all the businesses in our industry that are ripping off their hard-working drivers.

The truck relocation industry is on notice, and if there are any employers out there not using the Road and Transport Distribution Award 2010 to pay their drivers, then they need to act now and sort it out. That means adopting the Award immediately, and going back to work out what they owe drivers who have previously been incorrectly paid.

It’s the least they can do, and if they don’t, there’s a good chance Fair Work will do it for them.

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truck of the month

Mitch and Jess Kelly’s discovery of their daughter’s rare condition inspired the couple to raise awareness of the illness through a detailed bright purple Kenworth T909 – one of the most stunning B-triples running out of Queensland’s Darling Downs.

Warren Aitken writes 36 FEBRUARY 2022

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GEORGIA

W

ho has heard of Rett Syndrome? Honestly, up until a couple of months ago I hadn’t. As ignorant as it sounds, I’d never been aware of it. In fairness there are a lot of debilitating illnesses that I’m completely unaware of. I’m sure I’m not the only

one out there like that. Sometimes we just need to be made aware of some of these medical afflictions because, if the general public isn’t aware of these things, you can bet money that researchers aren’t getting the funding needed to study them. If studies aren’t being undertaken, then cures and medicines aren’t being discovered.

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KELLY’S HEROES So, what’s the best way to make the general public aware of something? Don’t you dare say TikTok! In the case of the Kelly family from Toowoomba, they opted to use their new T909 and B-triple unit to educate and make sure it would draw more stares than a mask-less man coughing in a supermarket. They painted it up a beautiful purple, had the trailers’ signs written and then featured the beautiful smile of their

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gorgeous little Georgia on the side. The sad reason behind using Georgia’s beautiful smile is that, at two-years-old, this wee girl was one of the few diagnosed with Rett Syndrome.

Straight off the bat, the big T909 accomplished its task. It made me aware I knew nothing. It also made me do a bit of research. It forced me to learn about this debilitating disease that can strike at random.

Here’s what I learnt. Rett Syndrome is a rare genetic mutation affecting brain development, eventually leading to issues with physical movement, motor skills and speech. It affects almost exclusively females and can start showing up in babies anywhere from six to 18 months old.

There are somewhere near 200 females in Australia who have been struck by this dreadful condition. While it is accepted that Rett Syndrome

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shortens lifespan, the mortality rates are still very uncertain. This is because of the disease’s rarity and the fact it depends on when the illness is identified and diagnosed. What is known is that life gets very challenging for those struck by the condition – and for the loved ones of those diagnosed.

Once I had informed myself a little more about Rett Syndrome, my next task was to learn a little more about the big purple Kenworth and the team behind it. I’ll admit I was already familiar with the Kelly Transport name. An old workmate of mine works there and has nothing but glowing reports of the place. So I made a couple of enquiries

Top: Mitch and his dad, Keith, stand proudly in front of the Georgia set of trailers. If the purple wasn’t enough, Georgia’s smile brightens the whole scene Above: Mitch has been in and around trucks since his crawling days. Here he is with his dad, Keith, and one of the company’s big Macks Right: Mitch is never left wanting when he’s parked up; the big 909 has had a full Ice Pack Services makeover Opposite top: Custom seat covers, thanks to Brown & Hurley Toowoomba Opposite below: The Freightliner brand stands in the shadows of Mitch’s T909

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“We fit all the trucks with fridges, invertors, microwaves.”

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and managed to get some time with young Mitch Kelly, grandson of Kelly Transport founder John Kelly. He is also now managing the company while fitting in some driving in the aforementioned purple T909.

Mitch may only have had the reins of the company for a short time but he has been indoctrinated in transport since he was old enough to crawl. Actually, I wouldn’t be surprised if he was cleaning trucks even before then.

The company is a part of Toowoomba’s transport legacy and is due to celebrate its 50th year in 2024. As far as an origin story, the company started out of boredom. Mitch’s grandfather John had been a lifelong truckie. During the ’50s and ’60s John racked up plenty of miles behind the wheel of a classic B-model Mack for Western Transport.

When the ’70s rolled around he retired from the road to assist his wife Patricia as she opened up a small general store in Toowoomba.

Just as an indication of the Kellys’ work ethic, Patricia opened the store in early 1971. For the next 40-plus years she was there every day, doing 15 hours a day, keeping the place ticking over. It took a broken hip to finally slow her down.

That broken hip took a while to heal as Patricia ignored doctor’s orders and kept working rather than resting.

Rumour has it she broke it twice more before finally listening to her doc. There’s stubborn and then there’s ‘Nana stubborn’.

Back on track I’m not sure if it was solely boredom that got John back behind the wheel or the mystical alure of diesel and dust (or maybe Patricia wanted John out of her hair) but in 1974 John bought a truck to pick up all the supplies for the general store. Regular grocery runs to Brisbane in an old UD body truck soon escalated as John steadily picked up a few more customers. The next thing you know he’s got 15 bulldogs in the shed, doing groceries and carting Ansett freight all over Queensland.

For the next 20 years, John ran the business before illness saw him take a step back. His son, Mitch’s father Keith Kelly, took over the reins. Like his father, Mitch had been brought up in the family business from a very young age, starting behind the wheel before he got an office chair. When Keith was on the road, Mitch would take every opportunity to fill seat beside him. For Mitch that soon grew to taking any shot he could to take the preferred right-hand seat, be it to drive the trucks around the yard to fuel them up or help wash them.

“I think I had my first go at a road train when I was about 12. Dad let me have a go on a farm out west,” Mitch recalls.

However, his dad did not favour him joining the family business, trying to push him into other vocations after leaving school.

“I did an accounting course when I left school,” Mitch

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“I saw this video and I just said, ‘that’s our Georgia’.”

Below: One of Mitch’s first rides in the company was this CH Mack Opposite top: Kelly Transport’s Toowoomba yard is home to a lot of yellow and brown Kenworths, making the big purple 909 really stand out Opposite far right: Mitch’s parents with the big Mack that really made the company. This truck would end up starting the Kelly paint scheme

explains. “But I didn’t enjoy it; I just had that calling to drive.”

As adamant as he was that he wanted to be behind the wheel, his dad pushed hard to get him into something else.

“It was always going to be driving, though,” Mitch informs me, recalling school days of drawing trucks and identifying them by sound as they rolled by the classroom.

“I remember dad telling me: ‘Well, if you are going to drive then I’d better teach you to do it right.’” He adds that he appreciated having old schoolers like his dad and some other company drivers to ensure he learnt the skills properly.

Mitch did his apprenticeship with another local company as Kelly Transport didn’t have any rigids for him to operate.

Like all of us that have experienced general freight for a rural company the hours were longer than long – and the work left him sweaty and smelling worse than my attempts at eggplant parmigiana.

When Mitch’s licence allowed it he was back in the company colours. By this stage Kelly Transport was away from the bulldog brand and had a much more Daimler-influenced fleet. The Freightliner badge became synonymous with the yellow, brown and white of the company colours.

Kelly Transport had built up quite a fleet with a lot of its work involved hauling contractors’ freight between Brisbane and Adelaide. There was still a bit of road train work but predominantly B-double work.

Although he was family, there was no favours given to Mitch. He still had to work his way up and earn his stripes.

“I remember one of my first trips in an old Argosy,” Mitch says.

“The newer trucks had Viesas but mine didn’t. It was 43 degrees and I used one of the old fella’s tricks – soak a towel in water and go to sleep with that over me.”

Licensed at 19 and into linehaul as soon as he was allowed, Mitch was loving the driving life. His dad was in the big chair with the day-to-day organisation, his mum Christine kept the office running smoothly while Mitch’s wife, the very tolerant Jess, was also in the fold working payroll for Kelly Transport.

Then, in 2016, in an attempt to give his mother some time off, Keith handed the reins to Mitch and went to work in the family shop. I don’t think Nan eased up at all, in fact it took that broken hip in 2019 to finally slow her down … a little.

The change to management for Mitch brought its own adjustments, probably more so for Jess, who suddenly had to start sharing the TV remote and giving up room in the bed more than twice a week. Keith and Mitch’s aunt were still the company directors, it just meant Mitch was closer to a computer than a steering wheel. It did, however, give Mitch a little more say in the direction and focus of the fleet.

“When I took over, I wrote myself a list of goals I wanted to achieve,” Mitch explains.

“Number one was secure primary customers. I did that. We probably only had one or two; now we’d have maybe 20.

“Number two, make sure we provide the best service. In order to do that we had to look after our drivers, give them a good work environment, pay them for getting stuffed around loading and that, and good equipment. Thirdly was trying to improve and modernise the fleet.”

Creature comforts Back in 2016, Kelly was still predominantly Freightliner.

However, once Mitch tried its first Kenworth he admits: “I haven’t looked back since.”

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The fleet has almost doubled since Mitch hit the office, going from 11 trucks and 20-something trailers to 20 trucks and nearly 50 pieces of trailer equipment. Just over half the fleet now sport the Kenworth badge.

With Mitch’s focus being on cost effective trucks that look after the driver it’s no surprise that the T610 features highly in the fleet. Its fuel efficiency, especially with long diffs across the flat road to Adelaide, mixed with the spacious cab and all the creature comforts they come specced with, make them an ideal truck.

“We fit all the trucks with fridges, invertors, microwaves, so the guys can look after themselves,” Mitch says.

“We used to put TVs in but no one used them so we changed to more cupboards.”

While work was never getting quieter, things at home were just as busy. Mitch’s step into the office was not long after Mitch and Jess had received a diagnosis for Georgia and things were still sinking in. It’s here Mitch points out how thankful he’s been for all the support he has had at work and at home. Running a growing business and dealing with a child suffering from a rare condition is a lot for anyone.

Mitch had married Jess in 2012, which gave him his first taste of parenthood with Jess’s daughter, Amelia. Then, in 2013, Georgia joined their family.

Georgia was a beautiful baby girl with a smile that could melt your heart. Like all of those affected by Rett Syndrome there are no immediate signs of the disease. It took six months before Mitch and Jess noted Georgia was struggling with sitting up, but

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it wasn’t a big deal. Mum and dad just spent extra time working with her until she seemed to get the hang of it.

After 12 months Jess mentioned to her doctor the concerns about Georgia’s struggles to stand but she was reassured that it was quite normal.

However, by 18 months, physical progress was still well behind schedule and Mitch and Jess started to really push their case. The doctors ran a plethora of tests. Cerebral palsy and autism were the go-to answers for the doctors, but Mitch and Jess weren’t convinced.

“We knew it wasn’t autism, just by how social and interactive Georgia was,” Mitch says.

In the end it was Mitch and Google that stumbled across some information and videos that shone a light on the idea it could be Rett Syndrome.

“I saw this video and I just said, ‘that’s our Georgia, that’s it’,” Mitch says.

When they approached their doctor he responded: “Don’t say that. Don’t even think it.”

He knew the seriousness of the condition having recently diagnosed a girl of similar age to Georgia with it. After 25 years in the industry, that had

been his first case. Now, with Georgia, he feared he may have a second. Testing for Rett at the time required a genetic test that is sent over to the US. Results can take up to six months, meaning Georgia was almost two when they finally arrived.

Flagship rig I know this is a transport magazine, not a medical journal, but I believe this part of the story needed to be told. As drivers, we can be isolated with our issues, be it personal or family-related, and that can mess with your head and emotions. We can all relate in some way to the toll it would have taken on Mitch and the family.

Mitch admits that without Jess and the support of his family, he doesn’t know how he would have got through it. Though having seen Georgia’s smile I am sure that played a huge part in keeping them all strong.

Dealing with the diagnosis and finding how little awareness there was of the condition led Mitch and Jess to put the two biggest parts of their life together – family and trucking. This is where I need to point out this isn’t the only Rett Syndrome

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“I’d always wanted to do a full unit and dedicate the whole lot to raising awareness.”

truck in the fleet. In 2017, Mitch purchased the flagship Freightliner from the Brisbane Truck Show. Freightliner had invested heavily in the truck and its pearl white paint scheme, which Mitch didn’t want to paint over. Instead, he had the tanks painted purple and had the Rett Syndrome signwriting over it, dedicating the truck to Georgia.

“The thing is, I’d always wanted to do a full unit and dedicate the whole lot to raising awareness,” Mitch says.

When a new unit was needed in 2021, rather than add to the T610 stables, Mitch decided it was time to go all-in on a Georgia unit and go big with a flagship T909.

Mitch went to Vawdrey trailers to get the combination behind the 909. He sat down with Shane Nichols and Paul Vawdrey to discuss his plan and let them in on his idea.

“Without a blink of an eye, Paul Vawdrey was like: ‘I’m paying for the screen printing on the curtains, don’t worry about that’.” Mitch was blown away, but it didn’t stop there. When word got out, the generosity of our industry shone. Attards donated the trailer curtains. Steeline, one of Kelly’s major customers, also became involved, donating directly to the Rett Syndrome Association of Australia (www.rettaustralia.org.au).

The actual design for the curtains comes from one of Attards’ creative geniuses, Courtney Hume. Courtney spent a lot of time coming up with a plan that incorporated everything Mitch wanted and allowing it to flow into the planned truck design as well. Mitch wanted to keep the same style as Kelly Transport’s other T909s, which is as identifiable as the company’s T610 scheme. The big difference was a lack of yellow and an abundance of purple.

There are two other two companies that deserve a mention. Mitch credits the team at Brown & Hurley in Toowoomba for their service as one of the main reasons he keeps filling the fleet with the iconic Aussie brand. For this Left: The big purple Kenworth T909 crosses over the top of the Warrego highway, heading back to Kelly Transport yard Opposite top right: The 909 B-triple on its way down the Toowoomba range

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special rig they also went above and beyond, with countless extra personal touches from simple things like added shiny bits to much more personal items like the custom seat covers.

I must also mention the boys at Ice Pack Services, Toowoomba. When I did the interior photos I could not get over the quality of the finish. If the outside wasn’t enough for me to want to steal the keys, the interior threw me over the line. All the cabinetry as well as fitting out all the extras, from the Icepack to the microwave, was outstanding work.

Not to be outdone with those touches, the Ice Pack Services team surprised Mitch and Jess with a custom laser etched top for the slide-out table.

It can be very hard sometimes to achieve a goal that is so close to your heart, recreating ideas and visions when there is so much emotion involved is difficult. Building a truck that needs to earn a living while raising awareness to help your own daughter, expectations would be extremely high.

In the case of the Kelly Transport’s T909, though, I think all of those involved have absolutely nailed it. The truck is an easy 11 out of 10 and has already raised my awareness. I hope it does the same for you guys.

MYTRUCKING SUCCESS STORY

Shanahan’s Livestock Transport, Victoria & Queensland.

As the name suggests, transporting livestock, predominantly cattle, is the focus at Shanahan’s Livestock Transport.

As Transport Manager, Kade Ledger focuses on working as part of a team with his colleagues to keep the wheels in motion moving stock from A to B. “This involves organising loads, times and locations for multiple trucks from pickup to delivery, day and night.

It’s a real team environment at Shanahan’s.”

Shanahan’s is a family owned and operated company with two depots, one in Wodonga, Victoria, and the second in Toowoomba, Queensland. They regularly transport livestock through New South Wales, Queensland, Victoria, and South Australia, as well as the Northern Territory and Western Australia when needed.

Operating a fleet of 35 B-Doubles, mostly Kenworth 909, they have the capacity to take four-deck and sixdeck road trains.

Dom Shanahan that makes the company professional.

We pride ourselves on being professional about stock movement, from customer service through to animal welfare and scheduling of time slots. Being professional is a key part of the business – we have professional drivers and equipment, late model trucks and trailers. That’s across the board with everything we do, it’s very streamlined.”

The company has been with MyTrucking for about 12 months. “We were doing things the old way, diaries, everything written down. It was time to move with the times of technology and streamline the business into a digital format that was easy to use for everyone.”

MyTrucking was on the radar due to its ability to adapt to their specific needs. Kade says it has streamlined their invoicing, which is done much quicker than before. Now, invoicing is completed weekly, meaning they are able to move forward and start each new week fresh.

Kade has been in the transport industry for 25 years and has a background as a diesel mechanic. He’s been with Shanahan’s for eight years, working his way up through the ranks.

“My role in the business has always been a supporting one, supporting the other managers and the owner.

What MyTrucking has done is give us greater transparency – everyone is able to see when a job has been booked, the costings, where it’s at.

“It’s a credit to our team, with the support of the boss,

“With repetitive jobs, we are able to see the client

KADE’S FAVOURITE FIVE Favourite truck?

Kenworth 909 Favourite trucking route?

Newell Highway that connects our two depots Best place to get a pie?

Parker Pies, Rutherglen, Vic Favourite MyTrucking feature?

The simplicity of it Favourite catchphrase?

“No worries” history and make sure we are charging fairly and consistently.”

Kade says MyTrucking is user-friendly and adaptable to different load types and configurations, which suits them.

“The support is excellent. There’s always someone online or at the end of the phone if you get stuck. It’s a good tool for business, especially our business.”

info@mytrucking.com www.mytrucking.com

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• Swap homemade burger with meat patty, cheese and lettuce For homemade burger on a grain roll with extra salad. Add grated carrot and zucchini to meat patty mix Gain 3.2g fibre

DIABETES NSW & ACT

The heart of the matter Simple food swaps can boost fibre intake which will then result in better heart health

W

ith Valentine’s Day upon us, it’s a great time to take a look at heart health and the small changes you can make to reduce your risk of heart disease.

There is strong evidence that suggests sitting for long periods of time puts you at greater risk of heart disease and type 2 diabetes. When your job involves many hours sitting in a truck you are already at a disadvantage.

Wherever possible break up your day with intervals of standing, stretching and exercising (keep some resistance bands or weights in your cab), and if you are carrying an extra tyre around the waist, work on dropping some weight. One to three kilos can make a big difference. Easy ways to getting started include downsizing your meals, avoiding high-kilojoule options and eating fibre-rich foods.

WHAT IS FIBRE? Fibre in food comes from the edible parts of plants. There are three different types of fibre – soluble, insoluble and resistant starch. All varieties of fibre are important for health.

When increasing your soluble fibre it’s important to balance this with other types of fibre by including foods such as wholegrains, nuts, seeds and wheat bran.

The balance of fibre will help keep your digestive system regular.

If you are planning to increase your fibre remember to increase it gradually and with plenty of water. The water will help prevent constipation.

It is generally recommended for women to aim for 28g total fibre/day and men 38g total fibre/day. This is not just for your heart but also for general health. It may sound like a lot but, with some simple swaps, you can easily boost your intake. Higher fibre meals will also leave you feeling fuller for longer and help manage your blood glucose levels, which is especially important if you have type 2 diabetes.

FIBRE-RICH FOODS Foods rich in soluble fibre can help naturally lower total cholesterol levels.

Such foods include fruit, vegetables, and legumes such as kidney beans, baked beans, lentils and chickpeas, oats (porridge), barley and psyllium husks.

By starting your day with a small bowl of porridge, snacking on two serves of fruit over the day, then adding extra veggies and legumes to your stews, soups, salads or pasta sauces, you are on track to getting a good dose of daily soluble fibre.

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BREAKFAST • Swap eggs on two slices of white toast For eggs on two slices of wholegrain bread, grilled tomato and mushrooms Gain 4.5g fibre • Swap a bowl of cornflakes and milk For a bowl of porridge topped with a small handful of nuts and strawberries Gain 2.5g fibre • Swap a glass of orange juice and Marmite on toast For avocado on grain toast, and a whole orange Gain 6g fibre

For more information on diabetes or to talk to a dietitian, call the Diabetes NSW & ACT Helpline on 1300 342 238.

LUNCH • Swap a white bread chicken sandwich For grain bread sandwich with chicken and salad Gain 3.2g fibre • Swap chicken noodle soup For pumpkin soup Gain 1.3g fibre • Swap tuna salad For tuna salad with chickpeas Gain 2.4g fibre

DINNER • Swap spaghetti Bolognese and regular pasta For spaghetti Bolognese made by reducing the volume of beef and adding lentils, and high fibre pastas, and salad Gain 3.4g fibre • Swap steak and chips For steak, baked potato and a handful of veggies Gain 3.4g fibre

“When your job involves many hours sitting in a truck you are already at a disadvantage.”

NB: Calculations made using FoodWorks 8 software.

FINAL WORDS In addition to boosting your fibre intake there are other healthy food changes you can make to support your heart health: • Limit foods high in saturated or trans fat such as fatty meats, chicken with the skin, butter, lard or ghee, pastries, cakes and fast food • Include foods rich in healthy fats (mono- and polyunsaturated fat) such as avocado, nuts and seeds and most plantbased oils such as olive oil, canola oil, rice bran oil, avocado oil and macadamia oil • Aim to include two to three serves of oily fish over the week. Some examples of oily fish include tuna, salmon, mackerel and sardines • Choose fresh, less processed foods where possible. Limit high salt foods such as processed/packaged foods, canned products or sauces where possible. If selecting these go for those that say ‘low in salt’ or ‘no added salt’ • Incorporate flavours from herbs, spices, lemon or lime juice, vinegar and garlic rather than adding salt to cooking • Speak to an accredited practising dietitian for more ideas or inspiration.

USEFUL RESOURCES https://dietitiansaustralia.org.au/ what-dietitans-do https://diabetesnsw.com.au https://takediabetes2heart.com.au

HEART HEALTHY RECIPE (serves 4)

All vegetables and unsaturated fat sources such as avocado, olives and most nuts and seeds are great for the heart. Throw some together and add a dressing made with macadamia nut oil (you can swap this for extra virgin olive oil) and balsamic vinegar. Serve it as a side salad to some heart healthy fish like salmon.

Ingredients • 400g fresh baby spinach leaves, washed and drained • 1 small avocado, chopped or sliced • 1 x 200g punnet of cherry tomatoes, each sliced in half • 1 x 400g can of chickpeas, drained and rinsed – gives about 240g chickpeas • 2 teaspoons sunflower seeds • 1 teaspoon sesame seeds • 3 teaspoons pepitas Dressing • 4 tablespoon balsamic vinegar • 1 teaspoon macadamia nut oil (or extra virgin olive oil) Method 1. Toast the sunflower and sesame seeds and pepitas in a small pan for a few minutes. Shake the whole time it is on the heat so they don’t burn. Put aside to cool.

2. In a bowl, place the spinach leaves, avocado, halved cherry tomatoes and drained and rinsed chickpeas, and toss.

3. Just before serving, whisk together the vinegar and oil in a small bowl or jug and pour over the salad.

4. Sprinkle with the cooled, toasted seeds.

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HIGHWAY ADVOCATES Robert Bell

Fingers in the pie Victoria’s Western Ring Road is notorious for its questionable infringement notices

C

amera surveillance is part and parcel of our lives today, and has become entwined with enforcement. For drivers and operators in the transport industry, camera surveillance has become more or less accepted as the status quo. Increasingly, operators are turning to in-cab surveillance to protect their interests, and at least one driver from North Queensland is paying the high cost of that (self)interest.

As a legal practice, Highway Advocates Pty Ltd fields enquiries from drivers and operators all over Australia. Many of those enquiries relate to camera offences, ranging from Safety-T-Cam, speed and red-light cameras. Mobile phone cameras come into the mix also, and let’s not forget average speed and point-to-point cameras. All of them have a question mark hanging over them in one way or another. For instance, see if you can find a reference to Safe-T-Cam in the Heavy Vehicle National Law. The current camera offence on speed dial is on the Western Ring Road in Victoria, 1,600m west of Sydney Road. It wasn’t that long ago that the variable speed camera in the North Connex tunnel in Sydney was a front runner for enquiries, but it now fades into a distant second.

The camera and enforcement regime in Victoria is worth looking at as it is unique throughout Australia for several reasons. For instance, Fines Victoria appears to be a government entity not unlike Revenue New South Wales or SPER in Queensland. However, Fines Victoria is a trademark, not unlike many that we see in our daily lives. It is a trademark owned by the Crown in the right of the state of Victoria, but it is still only a trademark nonetheless.

Federal and state governments outsource just about everything these days. In fact, it is becoming increasingly difficult to distinguish between governments and corporations in some areas. When you contact Fines Victoria, you will speak to someone who works for a British company called Civica International. There is a definition for this somewhere in a law textbook from memory.

cameras. There is a difference between management and operate though.

If Fines Victoria is not what it seems, who then operates the cameras? There are two main corporate entities involved in this area – Redflex, an American company; and Serco, the British-based multinational. Serco operates all the mobile camera cars in Victoria, while Redflex does the same in New South Wales. Serco also operates the variable, fixed cameras on the Western Ring Road.

They do prisons and offshore detention as well.

Hundreds of drivers and operators have contacted us after receiving infringement notices from this particular camera. It is our most common inquiry in recent times. Some drivers and operators have told us horror stories where they have accumulated enough demerit points to suspend their licence before getting the first infringement notice. Drivers, who have driven on the road for years, appear to have suddenly turned into speeding maniacs. Statistically, it doesn’t add up, and almost every driver we have spoken to have told us they believe they were in a 100km/h zone, not 80km/h, as the infringement notice alleges.

When these unfortunate drivers get the infringement notices they will have Victoria Police stamped all over them.

Yet, the cameras are maintained and operated by Serco, and the infringement notices appear to be issued by Civica

ROBERT BELL, a former truck driver and current law undergraduate and practising paralegal, is the CEO and a director of Highway Advocates Pty Ltd. Contact Highway Advocates Pty Ltd on robert.bell@ highwayadvocates.com.au or phone 0491 263 602.

“They do prisons and offshore detention as well.”

Below: Victoria’s Western Ring Road

International. To compound matters even further, if Highway Advocates Pty Ltd were to take these infringement notices to court for the drivers affected, another corporation would have its finger in the pie.

In Victoria, unlike other states, if we were to secure a dismissal upon a guilty plea, VicRoads still take the demerit points despite a dismissal with no conviction. The reasoning behind this in Victoria is that because you plead guilty, VicRoads believe the offence is proven and treat you as if you are guilty despite not being convicted. In contrast, a section 10 dismissal in New South Wales means no conviction and no points.

We are ethically bound to inform drivers and operators who contact us about this. Unfortunately, very few of these matters end up in court. We need to get these before the courts so that the evidence of who operates these cameras can be called into question.

This way, the judiciary may affect the changes needed.

AUTOMATIC SUSPENSION Almost one million camera infringements were issued in Victoria in 2021, predicted to increase this year.

The police officers working for the traffic camera office in Victoria must be the busiest in the world at that rate, checking every one of those images.

Remember, also, in Victoria if you are driving a heavy vehicle and get caught doing 25km/h or over the speed limit, it will be an automatic three-month suspension. With these variable speed cameras changing at the flick of a button from 100km/h to 60km/h for example, it can happen in a heartbeat.

Camera fines almost always begin as a penalty or infringement notice. Contact us here at Highway Advocates Pty Ltd if you receive one or more of these infringement notices. We have offices in most states and can appear for drivers and operators throughout Australia.

If you pay the penalty, you are planting a time bomb on your traffic history that will never go away. All too often, we see chances for a dismissal slip away in court because penalty notices have been paid or ignored in the past.

Is it really cheaper in the long run?

BEHIND THE TRADEMARK When we contacted the traffic camera ombudsman in Victoria, recently, it informed us that the Department of Justice Victoria manages the

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operator profile

HIGHWAY EDUCATED

Graham Brown, along with his daughter Cassie, has used his business nous to progress from a 3070 International to an eye-catching ‘Phantom purple’ Kenworth fleet, including a big T909 newcomer. Warren Caves writes

T

he latest Kenworth T909 fleet acquisition for Moss Vale-based Graham Brown & Daughter Transport is a far cry from the single-drive 3070 International that set the wheels in motion many years ago.

The early days saw Graham running the 3070 from a rented property in the NSW Southern Highlands town, carting fresh hides from the Berrima abattoir into Botany, five days per week.

“I always wanted to have my own truck,” says Graham.

“I saw the truck advertised and came and inspected it and bought it.”

The trucking of the hides went well for Graham, however, running it from the rental property he was living in did not.

“I ended up getting a bit of a hard time from the owner for backing the prime mover onto his concrete, which eventually led me to buy a block in Moss Vale with a real dump of a house on it,” he recalls.

Ultimately the house was renovated over the years to a very presentable home in what

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is essentially an industrial area, but with no landlords complaining about trucks on his concrete. Sheds have since been added to the property, which now serves as the base of operations for Graham Brown & Daughter Transport.

Over the years, Graham operated a variety of trucks, including an International T2670 with an 8V-71 Detroit Diesel in it, a Ford Louisville (which spontaneously combusted while towing a trailer for Finemore’s) and a couple of Western Stars, before finally settling on the Kenworth brand.

Originally from Goulburn, Graham readily admits to not gaining a good education as a young kid.

“I left school at a very young age to go to work before the government stepped in and forced my return to school. The return to school saw me sit in the classroom and not learn a lot, waiting out my time before I could once again return to work,” Graham explains.

It’s this lack of education and the limited job opportunities attached to it that Graham cites as his driving influence to buy his own truck.

The single truck model worked well for Graham for many years before the breakdown of his marriage. It threw a metaphorical spanner in the works, both on the personal and business front.

“When my [then] wife left [whom he says he still gets on

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“As long as you keep what you’re driving clean, that’s what matters.” with really well with], that left me without someone to do all the bookwork, which I was really no good at,” he says.

“My sister said to my daughter, Cassie, ‘you’ll have to do it’. At this point I was still running just one truck and the formation of Graham Brown & Daughter Transport took place. Cassie was just 13-years-old.”

With the new admin and accounts girl appointed, Graham looked after the on-road aspect of the business while Cassie took care of the admin, accounting and bookwork while notably maintaining her school studies.

“Everyone we dealt with back then were really helpful and honest with Cassie. One business even ringing up on one occasion to tell me that Cassie had overpaid their invoice.

“Cassie would walk up to bank after school and deposit cheques for the business,” Graham says.

“On one occasion in the early days, Cassie went into the bank to deposit a $20,000 cheque. The teller looked at

Opposite bottom: Father-daughter team: Graham and Cassie Brown.

Photo supplied

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Above: The Phantom purple theme extends to the cab’s interior Left: Dash gauges were converted to a more traditional style Below: Kenworth bed linen of course!

Opposite top: This Kenworth T909 is the latest member of the Moss Vale-based Graham Brown & Daughter fleet Opposite bottom: From left: The T909’s regular driver Nick Shaw and Graham Brown. Nick, a former mechanic, has been with the business for close on five years

“Dad can make a call and send a text with an iPhone but that’s about it.” this young girl dressed in her school uniform and clearly wondered how she had come to have a cheque for 20K in her possession. A glance over to the manager provided reassurance to the teller: ‘That’s Cassie, she’s ok,’ the manager explained.”

As Graham tells it, during a lesson in high school, Cassie’s class were learning how to write a cheque. Cassie came home later that day and proudly exclaimed that, without being shown by the teacher, she was the only student in the class that already knew how to do it.

Going on to elect business studies in years 11 and 12 of high school, Cassie says she found her previous business experience held her in good stead for the courses, and she found a renewed interest in the subject.

Graham operated just the single truck for many years before adding a second truck, which was operated by Debbie Rothwell. For around 11 years, Graham and Debbie worked side-by-side in business and in life, wearing out more than a few Kenworth trucks in that time, before the challenges of life on the road saw them part ways.

Phantom purple Over the following years the business grew to operate an exclusively Kenworth fleet, transporting temperaturesensitive freight on east coast interstate routes. The latest new Kenworth T909 truck, finished in the striking ‘Phantom purple’ colour scheme, brings the current fleet tally to eight trucks and refrigerated trailers.

The instantly recognisable colour scheme came to be after Graham purchased a Kenworth from Hallam Trucks in Victoria. The truck, a cancelled order, had been painted in Phantom purple and had been specced up to a standard that was almost perfect for his needs. A couple of alterations and

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the first purple truck entered the fleet. All trucks since that purchase wear this same colour paint – Cassie insisted upon it.

The new truck is certainly a standout example of the Kenworth Bayswater engineering reputation, but the build didn’t stop there. A combination of work completed by both PearlCraft Steering Wheels and RC Metalcraft make this 909 a bit different. The purple paint contrasts against the brilliant white of the new 48-foot, 24-pallet FTE refrigerated trailer – eye-catching to say the least.

The Cummins X-15 fitted truck drives through an 18-speed Eaton-Fuller Roadranger manual transmission, enhanced by a spacious sleeper berth equipped with an Icepack for the hot summer nights and a bushman upright fridge to keep the drinks and rations cold and handy.

Immediately noticeable is the PearlCraft work. Cab access grab handles, steering wheel, gearstick knob and cover have all had the purple pearl affect added to give the truck a unique personalisation. Heritage dash gauges were added, which required the removal of the gauges, which were then sent to Melbourne, disassembled and heritage-style paper added to the gauge faces.

Being built in the 50th anniversary year of Kenworth in Australia, the truck features the gold highlighted Kenworth bug logos on the bonnet and sides.

A Bar Up bull bar sits out front for protection and provides a secure mounting platform for the four Narva LED spotlights. Seven-inch exhaust pipes reach skyward, dispersing spent gases. A bunch of stainless accessories have been added, including tank wraps and customised

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Right: A Bar Up bullbar offers cover for the Narva LED spotlights Below: A new 48-foot 24 pallet FTE refrigerated trailer sits behind the 909

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Graham Brown & Daughter Transport front monogrammed mudguards.

With the exception of a couple of specific items, Graham says the staff at RC Metalcraft basically have an open book when it comes to accessorising his trucks.

“They know what we want and like and never disappoint.

I don’t even see the bill. I probably don’t want to either,” Graham laughs.

Entrusted with the operation of the new truck is Nick Shaw, a long-term employee of the business with almost five years’ service behind him. Nick cut his teeth in trucks, firstly as a mechanic before jumping behind the wheel in a few varied roles, including inter-capital changeovers before joining Graham and Cassie’s business.

Initially handed the keys to a Kenworth T609, Nick then progressed into a T909 Director, then another T909, which he has been in service for three-years now, clocking up 700,000km in that time. Nick has just now moved into the new T909 seen here in this feature.

To be honest, I looked at both of the T909s that Nick had most recently been working in and it was hard to tell the difference. Nick keeps his allocated trucks immaculately presented. Three years on, his old truck (if you could call it that) stills looks as good as it did on day one.

Nick seems to be one of those blokes that sees truck driving as a lifestyle as much as a job. I think it was the Kenworth truck printed on the doona cover of the hospital-cornered bed he had made up that tipped me off.

“Mum reckons I have OCD, but I just like to keep my stuff clean and tidy. As long as you keep what you’re driving clean, that’s what matters. It’s a reflection of yourself,” Nick says.

Nick goes on to detail a typical week (if there is such a thing).

“Most of the time I will start my week on a Sunday and do maybe three Brisbanes a week, or two Brisbanes then a Melbourne, and finish up the week at the yard in Moss Vale.

It’s then I will wash my truck and finish up.

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NatRoad

Conference 2022

Don’t miss the NatRoad Conference 2022 to reconnect with the industry.

17-19 March 2022 Intercontinental Sanctuary Cove, Queensland Have your voice heard at the NatRoad Parliament and let us know what’s keeping you up at night.

Reconnect with your mates at the many social functions in a great setting.

Hear from leaders in the industry about what is planned for the future of the industry.

Accommodation is limited, so get in quick. Early bird registration closes 4 February 2022.

Book online at www.natroadconference.com.au or give us a call on 1800 272 144.

We look forward to seeing you at the industry event of the year.

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“I’ve learned to recognise what’s a good rate and what isn’t.”

“Depending on driving hours, I may start every second week on a Monday to remain compliant. If I’m in Sydney during the week I will usually take the truck home and have my rest break there. I live in a nice quiet rural area and can park the truck near my house,” Nick explains.

“Working with Graham is great. He’s out on the road all week and still works like he’s an 18-year-old. I don’t think I’ll ever find a better boss than Graham,” Nick states.

Non-tech savvy An increasing issue for non-tech-savvy operators, old or young, is technology and its utilisation in the transport space for inductions at delivery sites, compliance and border crossings. This technology can have major impacts to those not skilled in its operation. A lot of workplaces visited by drivers take it for granted that every driver has a smart phone and is skilled in its operation, which is often not the case.

Cassie says that Graham is neither computer savvy nor good with the phone. “Dad can make a call and send a text with an iPhone but that’s about it,” she explains.

Graham backs this up by openly saying that his limited education and non-understanding of technical wizardry at times places him in difficult and embarrassing situations while at delivery or pick-up points.

After an extremely rare holiday for both Graham and Cassie, they both realised upon their return that there could be value in reducing their workload by employing additional staff to share the load.

“With increased freight movements from now eight trucks it was getting a bit much for both of us,” Cassie explains.

“Dad was driving fulltime and trying to organise and allocate loads from the road and I also had my own career to fulfil. It became a bit too much for both of us, so it was decided to employ an operations person to lighten the load on us both a little.”

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The chosen operations assistant was Peter Templar, an old mate of Graham’s from his Finemore Transport days. After employing Peter in the role, Graham Brown & Daughter Transport increased the fleet size, with Peter being instrumental in setting up the business to run on performance-based standards (PBS). Peter eventually moved interstate with the role then filled by Amanda Sloane in 2017.

“Amanda now handles the invoicing and allocations for us, which she then runs by Graham for confirmation, which is great because he never writes anything down it’s all kept in his head,” Cassie says.

“I’m now focused on the accounting and payroll aspects of the business, which has really freed up my time.”

Inspirational admission Above: The T909, along with the rest of the Graham Brown & Daughter fleet, run mainly interstate up and down the east coast Below: Graham Brown is handson when it comes to keeping his trucks looking good

When I conduct interviews, sometimes they can start out a little tense, with some people becoming nervous about the fact that they are being interviewed by someone in the media. This, for the most part, settles down quickly when they realise that I’m essentially just a knockabout truckie who can string a few words together to produce an interesting (I hope) yarn.

Inevitably these interviews quite quickly turn into just a casual chat with another truck driver. Barriers soon fall down and, sometimes, certain aspects of discussions I feel should not be printed.

To be honest, I was going to skirt around with carefullyworded paragraphs about Graham admitting he was not well educated. I’m not in the business of trying to embarrass anyone. But, in this instance, I had my mind changed for me.

Following a phone call from Graham a few days after our interview, I was compelled to include this aspect of our conversation, at Graham’s request. His reasoning was as follows.

“I’m happy to admit that I didn’t get a good education and this has made getting where I am in business difficult, but not impossible,” Graham says.

“I may not know what the exact costs of running all my trucks per kilometre but, over the years, I’ve learned to recognise what’s a good rate and what isn’t.

“I hope that someone else might get inspiration from what I’ve done to realise that it can be done with consistent effort and hard work.”

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NatRoad Warren Clark

New year, new agendas Whoever wins the next election must take a national approach to driver standards and training

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upply chains are notoriously complex to manage. Entering the third year of a global pandemic, with undoubtedly more disruption to come, it’s not becoming any easier.

It was interesting to see media commentary in January about the empty shelves in Australian retail stores.

The author predicted a profound shift from “just in time” lean manufacturing process to one of “just in case”.

That means retailers will hold more inventory and source stock from closer to home. Their costs will be higher, but they’ll absorb them or pass them on to consumers, the analysis suggested.

What the author didn’t say is that big retailers can also pass on those costs to the road freight sector. Consumers won’t get a look in. That the analysis missed this simply underlines that we are generally an industry hidden in plain sight – the part of the supply chain that bigger players look to squeeze.

Small operators working on a contract basis are the essential link in the road freight supply chain in Australia.

They’re used in great numbers by the big supermarket chains because they give them a degree of flexibility.

Those contracts put the onus of any failure to deliver squarely on the contractor – even when it’s a result of circumstances beyond their direct control. They are loaded up with risk.

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I’m on the record as saying that one of the great disappointments of the 2021 political year was the inability of the Morrison government to convert the exposure draft of its unfair contracts legislation into a Bill to be put before the Parliament. With a handful of sitting days before we go to a Federal election, I’m not holding my breath for any meaningful reform in the life of the 46th Parliament.

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.

DRIVER SHORTAGES Our current supply chain woes are global in their origin but we’re very much at the mercy of local factors that amplify them.

Last mile access issues like curfews need to be fixed – not just temporarily and in a couple of states.

Bottlenecks at the wharves need to be managed better and stevedores need to be stopped from applying arbitrary access and other landside charges.

Driver shortages can be addressed in the short-term by sourcing from other countries but not at the cost of lowering

“We are generally an industry hidden in plain sight.”

our own standards. A national driver accreditation system would help.

On the upside, it was a relief to see the Federal Government take the AdBlue shortage seriously and do something about it.

NatRoad led from the front to put this issue on the agenda. We were criticised by a minority but have been fully vindicated.

The shortages haven’t gone away and are producing sky-high prices, but at least we now know there is a month’s supply in the chain and more stock coming.

Let’s hope the government stays on the case of finding new sources and can work with the private sector to open new local manufacturing capacity. A quick fix won’t do.

And as for the pricing – it’s over to you, ACCC. Gouging should be stamped out.

BORDER INCONSISTENCIES NatRoad was vocal in raising other problems in the supply chain in 2021, many of them COVID-caused, but we were always careful to make sure our criticism was constructive. That’s not going to change in 2022.

We are hoping the current wave of Omicron will subside and Australia won’t revert to the patchwork of border rules and inconsistent pass systems, but there are other systemic problems that need to be addressed.

NatRoad is in the process of doing some important public perception research. One early take-out is that high numbers of people really do appreciate that if trucks stop, Australia stops.

COVID showed beyond doubt that we are an essential service. It also proved our professionalism and resilience, which we’ve maintained in the face of the constant supply chain issues that a pandemic creates.

In the face of monumental and dizzying change, we all just keep going.

If 2021 was the industry’s most difficult year and 2022 already looks similarly challenging, a new year also presents fresh opportunities.

The onus is on both political parties to show they are considering our industry in formulating policy and that they truly value us.

The Morrison government’s announcement of a national apprenticeship for truck drivers was a red letter day. It came after concerted lobbying by NatRoad, its partner Paccar and the Paccar dealer network.

Whoever wins the election needs to follow through. They need to take a national approach to driver standards and training so we can address the ongoing driver shortage and make driving an increasingly attractive career.

Heavy Vehicle National Law reform also needs to be supercharged. Whichever party occupies the Treasury benches, it needs to give industry direct stewardship of the process.

Reforms must use real world evidence that focuses on less red tape and better use of technology to improve both safety and efficiency.

Fatigue and access reform must be prioritised. That’s not negotiable. They are areas of the law that drag down our industry.

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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

Screams and whispers Evergreen rock legends are still delivering the goods SEX O’CLOCK Anita Lane

HIGH SPIRITS/LOW LIFE Totally Unicorn

THE BOY NAMED IF Elvis Costello & The Imposters

Mute/PIAS www.mute.com

Farmer & The Owl/BMG www.totallyunicorn.net

Universal Music www.elviscostello.com

Australian singer-songwriter Anita Lane, who passed away in April 2021, had a limited solo career but was a noted collaborator with Nick Cave and fellow Bad Seeds musician Mick Harvey. Prior to her death, Mute Records began working with Lane on the “20th Anniversary Reissue” on what was to be her final solo album Sex O’Clock, which is now available on vinyl. Lane’s vocals lie somewhere between whispered and sultry. She is notably understated behind the rhythmic percussion and guitars on ‘Do That Thing’ as she sings of erotic potions and the like.

Lane continues to tempt on the slowerpaced ‘The Next Man That I See’, but she changes the mood with a cover of Gil Scott-Heron’s ‘Home Is Where The Hatred Is’. She then emerges from dark places on ‘Do The Kamasutra’, a track noted for its pounding drums and orchestral backing.

Sydney-based metal band Totally Unicorn has followed its second album Sorry with the full-throttle High Spirits/Low Life. With frontman Drew Gardner in full cry, the quartet presents nine new tracks, never taking their foot off the pedal.

Gardner rewrote the lyrics to the title track ‘High Spirits/Low Life’ after learning of personal issues affecting two of his band mates. The track is notable for its quiet middle section despite Gardner giving his all. ‘Weekday Warrior’ is full of grinding guitars, ‘Tip Your Tinfoil Hat’ is about a 5G conspiracy theorist, and ‘Yeah, Coach’ boasts Led Zeppelin-type guitar riffs. The bass guitar of Dean Podmore sets the scene for ‘Old Mate’, the lyrics referring to an obnoxious guy in a hi-viz shirt at a bar.

Totally Unicorn then takes aim at smug, entitled Gen-Zs on ‘Trust Fund Glee’. A scream-fest for heavy metal rock fans.

The Boy Named If is studio album number 32 for Elvis Costello, but only the fourth with touring band The Imposters.

Costello says the album’s full title is The Boy Named If (And Other Children’s Stories), with “If” being an imaginary friend to blame for any misgivings. A listen to the dramatic title track offers further clues. However, the album is a collection of mostly up-tempo songs, including the retro rocker ‘Farewell, OK’. Costello’s sometimes offbeat characteristics appear on ‘Penelope Halfpenny’, he despairs on ‘What If I Can’t Give You Anything But Love?’ and delivers a straight rock sound to ‘Magnificent Hurt’. There’s more fantasising as he heads to the cinema on ‘The Man You Love To Hate’. On another intriguing rock track, ‘The Death Of Magic Thinking’, Costello is wary of a woman’s advances. Costello fans will lap this up.

BARN Neil Young & Crazy Horse

BRIGHT NOVEMBER MORNING Don McGlashan

STRICTLY A ONE-EYED JACK John Mellencamp

Reprise/Warner Music www.neilyoungarchives.com

MGM www.donmcglashan.com

Republic/Universal www.mellencamp.com

The irrepressible Neil Young continues his prolific output of releasing new albums year after year.

Crazy Horse, the band who has intermittently backed Young since 1969, returns for Barn, the Canada-born singer-songwriter’s 41st studio album. It’s a mix of the best of both worlds. Young’s trademark acoustic guitar and harmonica on ‘Song Of The Seasons’ kicks off the new album, then it’s back to the raw rock with Crazy Horse as he recalls the good old days on ‘Heading West’.

Young’s head appears to be in the clouds on ‘Welcome Back’, its sound an echo of his early material. The harmonica returns for ‘Shape Of You’, a mid-paced country rock track, and offers an explanation of his dual citizenship on the grungy ‘Canerican’. He takes a shot at the fossilfuel obsessed US government on ‘Change Ain't Never Gonna’, taking it a step further as he looks at humanity’s future on ‘Human Race’. Barn is darn good.

Talented New Zealander Don McGlashan originally planned to release Bright November Morning, his fourth album, in October last year. However, due to his rescheduled international touring commitments (Omicron?), it will now be officially out on February 25. McGlashan delivers a forceful vocal with guitars blazing on ‘John Bryce’, about an anti-Māori politician from the late 1800s. In contrast, ‘Go Back In’ is a catchy pop-rock track about taking another plunge (in the ocean and life), then the pace slows for another gem, ‘Now’s The Place’. McGlashan offers a minimalist approach to ‘Shackleton’ about the Antarctic explorer. ‘Sunscreen’ is an acoustic piece, reminiscent of Simon & Garfunkel’s softer sounds,while, despite the title, there’s an air of finality about ‘Start Again’. McGlashan will be appearing at the Port Fairy Folk Festival in Victoria on March 12 to 13.

John Mellencamp has survived a forced name change early in his career (Johnny Cougar), a heart attack and a bad diet to reach the age of 70, releasing his first album in five years. Strictly A One-Eyed Jack, a bluesy mix of Americana-type folk and rock, is Mellencamp’s 24th studio album. It suits his vocals, which have always had an earthy quality but are now truly weathered. Not to be messed with, Mellencamp issues a “better-get-out-ofmy-way” warning on ‘I Am A Man That Worries’, a blues-roots track. Long-time friend and fellow music legend Bruce Springsteen appears on three tracks, the pair taking a shot at negative journalism on ‘Did You Say Such A Thing’, a punchy rock track. They combine on ‘Wasted Days’, a song of reflection about the missing years, and continue with that thread on ‘A Life Full Of Rain’ where Mellencamp and Springsteen lament the bias against older folks.

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Country Corner ROOM 822 Emily Barker & Lukas Drinkwater Thirty Tigers/Cooking Vinyl www.emilybarker.com

Talented England-based Australian singer-songwriter Emily Barker has teamed up with UK multiinstrumentalist and producer Lukas Drinkwater for this 10-track album. At Barker’s suggestion, Room 822 is a selection of songs previously released by Australian artists.

Using acoustic instruments, the album was recorded in a Perth hotel room while in isolation. Barker’s seemingly fragile vocals present Kasey Chamber’s ‘The Captain’ in a new light, and the pair harmonise well on The Waifs’ ‘London Still’. Paul Kelly’s ‘Sleep, Australia, Sleep’ is completely pared back, while country star Fanny Lumsden adds classy vocals to ‘Under The Milky Way’. Another talented Aussie, Jack Carty, adds his talents to Alex Lloyd’s ‘Black The Sun’, the song almost unrecognisable from its original rock sound.

LOCAL FOLKLORE Cameron Mizell and Charlie Rauh Destiny Records www.cameronmizell.com

New York Citybased musicians Cameron Mizell and Charlie Rauh have combined their talents for Local Folklore, an instrumental album of 10 original tracks.

Both have dallied in various genres including country, folk and jazz. For Local Folklore, however, they stick to guitars, mostly acoustic. The relaxed sound of ‘Old Sardis Road’ has a touch of Americana, ‘Arolen’ is a nice melodic piece reflecting on “stolen summers”, and Mizell’s composition ‘Rita’s Theme’ is another exquisite track, the guitar work similar to jazz guitarist Pat Metheny’s acoustic style. Rauh’s ‘A Single Cloth’, written in celebration of a friend’s wedding, is a further example of delicate, precise guitar playing. This quality album rounds out with the atmospheric ‘On Sundays I Walk Alone’.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

WHAT’S ON upcoming events BOYUP BROOK UTE AND TRUCK MUSTER

February 19, 2022. Boyup Brook, Western Australia The Boyup Brook Ute and Truck Muster is incorporated into the annual Boyup Brook Country Music Festival, which has been rescheduled (due to health advice) to run from February 18 to 20, 2022. Truck registration 8am at Old Railway Staton. Includes parade through town continuing to Hockey Oval on Jackson St. $10,000 in prizes over 14 categories. Live entertanment, licensed bar.

For further info see the Facebook page, email uteandtruckmuster@countrymusicwa.com.au or see the website https://www.countrymusicwa.com.au/ute-truck-muster

Truck events take a COVID hit

Omicron’s advances play havoc with scheduled road transport events ORGANISERS of Canberra’s Rise Above Convoy for Cancer Families, which was scheduled for February 13, has been postponed to a date still to be determined.

Rise Above, which started as the Cancer Support Group in 1985, announced the decision on its Facebook page in January.

“We regret to announce we are postponing the 10th annual Rise Above Convoy for Cancer Families this year, due to the nationwide spike in COVID-19 cases driven by the Omicron variant,” the group states.

“After much consideration, we have decided that hosting the event in February and connecting with the hundreds of families and community members impacted by cancer poses a significant risk to the health and safety of our patients, their families and friends, our dedicated supporters and our team.”

Rise Above says it will continue

planning for the charity fund-raising convoy event with a view to hosting it once there is more certainty around the current Omicron variant.

Earlier, the inaugural Sydney Truck and Trailer Expo, which was due to take place on the weekend of January 28 to 30 at the Hawkesbury Showgrounds in Clarendon, has been cancelled indefinitely.

The Expo was set to include the Kenworth Klassic, itself a victim of COVID’s impact in September 2021.

However, the Kenworth Klassic looks likely to be held during September this year.

While COVID has been blamed for the Expo cancellation, a serious car accident to one of the main organisers, Bruce Gunter, was also a major factor.

Gunter, who is also one of the driving forces behind the biennial Haulin’ The Hume, was involved in a head-on collision early in the year. However, he is expected to make a full recovery.

In addition, Heavy Vehicle Industry Australia (HVIA) has advised that ComVec 2022, which was scheduled for May, will now not go ahead as a standalone event.

HVIA says collaboration planning is underway to combine ComVec with the Australian Trucking Association’s Trucking Australia 2022, which is set to take place at the Gold Coast on May 4 to 6.

– Greg Bush

Above: Canberra’s charity fund-raising convoy has copped the effects of COVID Left: Kenworth Klassic co-organiser Bruce Gunter

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NATROAD CONFERENCE 2022

March 17 to 19, 2022. Gold Coast, Queensland After a difficult two years for road freight operators, NatRoad is pleased to invite members to the NatRoad National Conference 2022, to be held at the InterContinental Sanctuary Cove Resort, Gold Coast from March 17 to 19. Includes the ‘NatRoad Parliament’ and the NatRoad Awards presented at the Gala Dinner.

For further info see the website at www.natroad.com.au

TRUCKING AUSTRALIA 2022

May 4 to 6, 2022. Gold Coast, Queensland Held at the The Star on Queensland’s Gold Coast and presented by the Australian Trucking Association (ATA). Join the nation’s trucking operators and industry stakeholders to tackle the big issues. Includes the National Trucking Industry Awards and small business seminars.

For further information and registration go to Australian Trucking Association’s Trucking Australia website at https://new.truck.net.au/ta/

WA MACK MUSTER AND TRUCK SHOW May 22, 2022. Byford, Western Australia

Held at the stunning Quarry Farm, Byford, the WA Mack Muster and Truck Show is a grassroots family friendly muster experience that promises to be a fun day out at the Farm with a bunch of Macks and other makes and models on display. Food trucks and licensed bar, kids zone, competitions, exhibits, local trucking celebrities and more.

Raising money for cancer research.

For further info see the website at www.mackmuster.com.au or the Facebook page at www.facebook.com/wamackmuster or phone 0419 911 981.

ALEXANDRA TRUCK UTE & ROD SHOW June 12, 2022. Alexandra, Victoria

With the September 2021 event now cancelled, the Alexandra Truck, Ute & Rod Show will return to its usual date on the Queen’s Birthday long weekend in June, 2022. Sunday’s Show ‘n Shine on Alexandra’s main street includes live music, a Victorian woodchop tournament, exhibitions and trade displays, kids amusements and Truck Show Day raffle draw. Be early on Saturday for the local markets, convoy and truck driver’s memorial service at 2pm and sponsors’ dinner at 6pm.

For truck show details email trucks@alexandratruckshow.com.au, or for further info phone Gordon Simpson on 0409 577 212, Andrew Embling on 0418 266 038, visit the Facebook page or see the website at www.alexandratruckshow.com.au

MEGATRANS 2022

August 24 to 26, 2022. Melbourne Convention & Exhibition Centre, Victoria MEGATRANS is an integrated trade exhibition and conference showcasing the full freight and logistics supply chain, spanning warehousing and logistics, through to multimodal freight and final mile delivery.

For further details and tickets, see the website at www.megatrans.com.au

To have an event listed, phone 0408 780 302 or e-mail greg.bush@primecreative.com.au

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trucking history

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Photos: Ford archives

BACK TO THE FUTURE

Born at a time when engineering curiosity wasn’t suffocated by unimaginative accountants, Ford’s Big Red experimental gas turbine truck blazed a path into a future that never came, as Ben Dillon discovers

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rogress. Besides being a ripper Midnight Oil song it’s an ideal praised and despised in equal measure because of the doubled-edged nature of this manmade concept. Progress in a transformative sense has given us every technological marvel we use today, including the internal combustion engine, but while these labour-saving devices have made our lives more convenient, the cost is only now being felt.

Back in 1964, the phrase ‘climate change’ hadn’t been coined and Ford, with its Big Red experimental truck (powered by an engine more at home in aviation circles than on the road), wanted to see what the future could look like when trucks and the relatively new technology of turbine engines were put together. To say the teams involved in the creation of Big Red were excited would be an understatement as it represented pure design and engineering freedom, and the Ford employees at the Blue Oval’s Dearborn, Michigan offices ran with it.

Coast to coast Arriving at a time when the US was opening super-efficient transport corridors in the form of thousands of miles of freeways running coast-to-coast and everywhere in between, Ford saw Big Red as being the future choice for customers wanting the ultimate load lugger capable of doing big distances quickly in relative comfort.

The days of slow-moving trucks scaling mountain ranges

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and navigating squirrelly backroads to traverse North America was giving way to a new dawn of logistics promise that offered mostly flat, straight-shot journeys across the entire country. With this proliferation of US highways in the 1960s came the promise of rapid movement of freight nationwide and Ford took full advantage of this promise by creating one of the most ambitious and technologically advanced trucks of its time.

The gas turbine engine at the heart of Big Red was the draw card of the project and was sourced internally from Ford who had a US government contract to develop and provide a gas turbine engine to be used in military applications.

Named the 705 (Ford’s gas turbine prototype models were numbered 701–707) this engine punched out 600hp (447kW) and 1,300Nm of twist at a 3,080rpm output shaft speed, a reduction gear was used of course with the operating revolutions of the engine topping out at 75,500rpm.

While the power plant that propelled Big Red was wild enough to capture the imagination of the public at large it was the gargantuan proportions and stylised design, especially on the inside, which captured the essence of what the ‘jet age’ was all about. With a massive space-age influenced cabin, Big Red offered features for the driver such as a fold-away toilet, kitchen with drink dispenser and food warmer along with a TV that could only be viewed by the co-driver; it was like a hotel on wheels.

Behind the wheel things were just as extraordinary, with a massive windscreen that went all the way to the driver’s

Opposite: The imposing stature of Big Red is most visible from the front, with the truck standing nearly four-metres high

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Above: Getting into the high cab was made easy by a folding ladder that would automatically extend and retract to allow the drivers to enter the cabin Opposite: Crowds of suited men could possibly be employees at the Ford factory viewing Big Red prior to its debut at the 1964 World’s Fair

ankles, offering a panoramic view of the road ahead and a necessity to be able to see regular traffic. A Jetsonslike dashboard with round dials (along with a myriad of instruments mounted in the roof above the driver) told the story of Big Red on the road and were in keeping with the rest of the interior aesthetic.

Debuting to astonished public stares at the 1964 World’s Fair in New York, Big Red captured a dream of future progress and innovation shared by many manufacturers in both lightand heavy-duty segments with Chrysler’s famous turbine car appearing around the same time as Big Red and Chevrolet’s challenger to the turbine truck crown, the Turbo Titan III, coming soon after.

Far from being a fragile and non-operable concept vehicle as is the norm today, Ford further teased its Big Red concept

by strapping a pair of trailers to the truck (an early version of our now ubiquitous B-double) to create a near 30-metre long rig and drove the combination cross-country to promote the possibility of a turbine-propelled future.

Coming in the same year that Ford released the Mustang, Big Red was a sensation and the promotional road trip, which took in such US cities as Boston, Philadelphia, Chicago and Los Angeles, only further served to burn an indelible impression of Blue Oval technological and styling prowess into the minds of all who saw it.

As a promotional tool, Big Red was a hit, but, as with all promo tools, retirement came quickly for Ford’s unicorn, which was followed by decades of languishing in obscurity with the whereabouts of the iconic truck only becoming public knowledge last year, decades after it was sold by performance parts peddlers Holman and Moody to a (very) private buyer sometime in the early 1980s.

The come down Wild concepts from Detroit aren’t anything new but, in 1964, Ford had already been pondering gas turbine drive systems

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“Big Red offered features for the driver, such as a fold-away toilet, kitchen with drink dispenser and food warmer.” for more than a decade and was keen to see the production of a vehicle with aviation-inspired drivetrains alongside its internal combustion V8 offerings. The classic ‘bent Henry’ V8 was the money-maker in Ford sales, which now gave curious Ford engineers financial leeway to research future propulsion possibilities.

What is really staggering about the whole concept, however, is the speed of progress Ford made with its turbine technology. It puts into stark contrast the lack of equally ground-breaking technological innovations made in the near 60 years since Big Red first turned a wheel. Think about it. Big Red came along with technology only

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20-years-old at the time of its creation (though the concept of turbines goes back centuries) with the turbine engine first seeing mass production for World War II planes.

Despite not being able to adapt a gas turbine engine to the slog of pushing what is, aerodynamically at least, the equivalent of a giant brick through the air, it was a massively impressive feat that the Ford engineers pulled off at the time.

Looking back on Big Red really poses the question that with all the modern smarts and engineering progress made since 1964, how has trucking evolved since the lumbering oil

burners of the time when the Model T was rolling off Henry Ford’s snazzy invention called the production line? The answer is it hasn’t evolved.

Progress has been made in some areas for sure, but game-changing propulsion units? Nothing, zero, zip.

But say Ford had chosen a turbine engine over a conventional reciprocating piston diesel engine; would that have been a better option? Probably not, as turbine engines have emissions issues (mostly large amounts of NOx) of their own to contend with, though have gotten comparatively cleaner over the last few decades.

What the Big Red experiment highlights is

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This pic: Side view of Big Red shows the length of nearly 30-metres, making this longer than a modern B-double configuration. No wonder it was only allowed on certain roads that could handle its length, girth and weight Brochure below: Promotional material shows the key features of Big Red exterior and interior including the ‘floating’ dashboard

SPECS

“Big Red came along with technology only 20-yearsold at the time.” hydrogen munching variant that will still make all the ‘vroom vroom’ noises which ICE enthusiasts crave.

The jet age that innovation, mechanical evolution, progress, whatever you want to call it, seems to go in fits and starts as can be evidenced today as all the major truck companies around the world pour billions of dollars into research and development of alternative powertrains that will hopefully pave the way to a cleaner future.

We are now on the cusp of a revolution in trucking that will see electric and hydrogen fuel-cell trucks take to the streets to deliver a clean transport solution much like Ford spruiked in its advertising materials on Big Red but with a bit more credibility. Ford said of the gas turbine engine advantages in Big Red that it “can travel with the speed of a passenger car on superhighways, is scarcely audible to the motorist, and releases clean, odorless [sic] exhaust 13 feet above traffic.”

All this goes to show Ford knew back in the 1960s that innovation was the way forward – mechanical evolution if you will. Of course, there will be some people who think that diesel is the only answer and, sure, if you want to go back to a black and white TV be my guest, but just know that engineers love to solve a problem, and there is no bigger problem currently facing every sector of manufacturing than global warming.

And while electric and hydrogen are the two future favourites, you can’t rule out hydrogen-fuelled internal combustion engines as a possibility, especially as German engine manufacturer Deutz currently offers a six-cylinder

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In the end, the question of what the world would look like today if Big Red had made the leap from proof of concept to production truck is moot. The gas turbine engine in a truck idea didn’t stack up back in the day as factors such as truck weight for certain US routes along with the heat generated by the engine, not to mention the US Clean Air Act of 1970 ruled the turbine engine out as a mainstream proposition for the 1960s and ’70s. But, lessons learnt by Ford from Big Red, especially in relation to ceramic coatings, are still used today.

The story doesn’t end there, though. In fact, Ford continued to refine its gas turbine engine at an assembly plant in Toledo, Ohio where it produced a final iteration. Named the 707 it was a single-stage unit rated at a slightly lower 375hp (280kW) but said to be more fuel efficient than the 705 in Big Red. It presumably continued to service Ford’s military customers but also saw duty in several W-1000 series prime movers used to ferry freight for the automotive giant between its Toledo and Dearborn offices. A 707 is also said to be sitting in the engine bay of a fully-restored Big Red just waiting for the right time to emerge from decades in the shadows.

While Big Red garnered the interest of the public with its space age styling and visionary utility, what resonates most from this 1964 concept is something we can all relate to nearly 60 years later as we move forward into a future where ‘alternative’ drivetrains will soon become the norm.

Model: 1964 Ford Big Red Engine: Ford 705 experimental dual-stage compression, supercharged, gas turbine Power: 600hp (450kW) @ 3,080rpm Torque: 955lb-ft (1,300Nm) @ 3,080rpm Transmission: Five-speed automatic with retarder Ratios: 1st 2.824, 2nd 2.000, 3rd 1.412, 4th 1.000, 5th 0.706, Reverse 4.769 Length: 237 inches (6,019mm) Length with trailers: 96ft.

(29m) Width: 96 inches (2,438mm) Height: 156 inches (3,962mm) Wheelbase: 119 inches (3,022mm) Weight: 20,000 lbs. (9,071kg) Gross Combination Weight: 170,000lbs. (77,110kg) Front axle: 12,000lbs.

(5,443kg) Rear axle (tandem): 44,000lbs. (19,958kg) Fuel capacity: 280 gallons (1,060 litres) Fuel economy: circa 2.1mpg (112L/100km) Top speed: 70mph fully loaded/78mph at reduced load (112km/h/125km/h)

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WILKIE’S WATCH Ken Wilkie

Warning to the unwary The AdBlue fiasco, inadequate pullover zones and apprenticeship scheme concerns – welcome to 2022

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here is a lot of hope for the coming year to be better than the last – but I’m not putting too much store in that being the case.

Why so negative? Again, it has been demonstrated that we are a nation of idiots – selfish ones at that. Let’s start with the AdBlue fiasco. Are we seeing the car manufacturing situation being reborn? Australian taxpayers subsidised that industry in an effort to maintain employment. The products were world class but the costs in comparison to world standard manufacturing costs were prohibitive.

Do I have to remind readers that Australia is an island? Being an island can be both an asset and a liability. Unless we can be self-sufficient to some degree, being an island in Australia’s case is being demonstrated to be a problem. Potentially a massive security problem. It’s all about economics and our being vulnerable to our inability to compete commercially with other world economies.

Some time ago I was taken to task by a very efficient industry operator for suggesting that we needed to lower our overheads – the cost of doing business in this country. I had failed to stress that I was referring to the national costs of overheads – not how he managed his business. I consider that a major ambition of the (not) National Heavy Vehicle Regulator’s (NHVR) performance-based standards (PBS) scheme is an attempt to give road transport’s customer base cheaper transport costs. This program is

simply distorting the level playing field of the economy and causing financial distress to those who are forced to operate under “standard” vehicle parameters.

To my mind, there is no fancy mechanical requirements required to achieve PBS standards, simply achieving a mechanical situation that the NHVR approves. In the good old days operators who were in the habit of running heavy equipped themselves with gear that was up to the task anyway.

Cost overheads? See page two of the January 4 edition of Brisbane’s CourierMail. While bureaucracy is scrambling to reduce the income of transport operators, note how well remunerated big sections of Queensland’s public sector is. A report in that paper claimed one retiring bureaucrat was renumerated at 800-plus grand a year.

And this sector has no need to balance any productivity output against those incomes.

APPRENTICESHIP PITFALLS So, we’re going to establish an apprenticeship system for truck drivers?

On the face of it, how can I be critical?

Well, I think in many ways such a scheme is tantamount to putting the cart before the horse. Of course, there should be no argument about having truckies trained and competent. But what an environment to shove young people into, especially on the eastern side of the nation.

The regulations designed to denigrate truck drivers and a persistent attitude that we are “just” truck drivers. Again, bureaucracy and those who get warm and

fuzzy feelings by being in close association with each other are more interested in something that appears to be trendsetting.

Can I suggest to these blinkered souls that a study of the National Transport Insurance’s reviews of their accident statistics will still reveal that the massively greater number of multi-vehicle crashes are considered to be the responsibility of that other driver. It seems to me that an acceptance of the need to have an apprenticeship at this point is classic double standard spin doctoring more than a genuine desire to better this industry. If it was to be combined with a comprehensive driver training curriculum in secondary schools, it’s a different bloody story.

PULLOVER ZONES 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

I had cause to be involved in a multiload shift of over dimensional products to Townsville recently – all loads under escort. Again, the stupidity and the lack of knowledge of what constitutes a negative impact on safety was again highlighted. As I’ve been bleating on about for some time, Queensland, thanks to the inability of the NHVR to fulfill its mandate of national regulations, is still saddled with 80km/h for piloted loads and 90 for those oversized and not required to be escorted.

Now, the people away with the fairies who come up with this stupidity will respond to me that we are required to move over from time to time to allow traffic behind free passage. Well, tell me, between Bowen and Home Hill, where are there sufficient pull off points to allow that remedial action by to be taken? Not dear reader, just a number but also the area big enough to accommodate several vehicles of size to get off the road.

Consequently, by arrival at the oversize holding point prior to the Burdekin Bridge, we were followed by several kilometres of frustrated, impatient motorists.

Incidentally, our number and size meant we had to utilise road space in town as the holding point is barely large enough to fit one oversize – let alone several.

I’ve talked about the safety impacts of friction in the traffic flow before. This is a classic example. Had one of those frustrated drivers succumbed to their impatience and attempted an irrational manoeuvre – well that’s another truckrelated incident for the statute books.

It’s probably not something that should be said out loud, but I wonder when that river crossing will be duplicated. Just imagine the mayhem if some lunatic even threatened it.

The people running Queensland from Brisbane see fit to burrow under the Brisbane River to gain commuters a few minutes of travel time, but their foresight does not extend beyond where the greatest number of voters live.

Anyway, I should not be surprised as recent goings-on have highlighted the massive degree of self-interest that persists in our leaders – both elected and appointed.

“Are we seeing the car manufacturing situation being reborn?” ownerdriver.com.au

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test drive – Scania R770

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TALKIN’ THE TORQUE Scania Australia is at the peak of its powers, literally and physically. Never before in its 50-year history in this country has the Swedish maker been stronger or had more to offer, including the recent deployment of the R770, the world’s most powerful production truck. In this short sample behind the wheel, we find a gentle giant equipped with road manners every bit as impressive as the mountainous muscle. Steve Brooks reports

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“New transmission technology plays a big part in Scania’s plans to enhance both performance and fuel efficiency.”

A

Right: With plenty of grunt underneath, exceptional build quality and a highly intuitive powertrain, there are few better places to work than inside Scania’s R770. The only drawback is the bunk but there’s a big improvement on the way Below: Standard in the R770 are an airbag front axle and electric steering. Road manners and handling of the demo unit were superb Opposite below: Powerful forces combine at less than 1,400rpm.

The ability to hang on in the top few gears is extraordinary

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s 2021 drew to a close, sales numbers were looking exceptionally good for Scania Australia. The strong likelihood was that it would be another record result, eclipsing the previous best performance of 1,140 deliveries achieved just two years earlier.

It wasn’t to be, though. Not quite! A poor month in December took a sliver of gloss off an otherwise strong year, with Truck Industry Council (TIC) figures showing Scania finishing 2021 with 1,129 deliveries for 8.7 per cent of the total heavy-duty truck market.

Agonisingly, just 11 units shy of the brand’s best ever result but, given all the problematic pandemic-related issues, still an undeniably positive performance in a year of continuing challenges. Or so you’d think.

Despite the brand’s resilience after the COVID-constrained results of 2020, there are those in Scania Australia who justifiably assert last year’s result could have, and indeed should have, been better. Significantly better, and it’s easy to appreciate their reasons for feeling a tad frustrated by 2021’s figures, even if those same numbers a few years ago would have had company insiders happier than a flea at a dog show.

So, why the subdued smiles after such a strong result?

Well, there are several contributing factors but perhaps the most fundamental is that the Australian heavy-duty truck market is running hot and demand for new trucks (bolstered by a Federal Government instant asset write-off scheme) is dramatically greater than supply, meaning it’s much easier to take orders for new trucks than it is to actually deliver them.

Scania, of course, is not alone in its frustration as many makes endure production shortfalls keeping a brake on potential. Nonetheless, the supply issue should not come as a complete surprise to anyone, least of all Scania Australia insiders. After all, incumbent managing director Mikael Jansson had expressed those same issues during a remarkably candid interview a year earlier.

Citing a strong order bank despite intermittent flows through supply channels, a forthright Jansson said the issues are twofold: “One is the shortage of semi-conductors [essentially, the micro components of the electronic control systems at the heart of almost every automotive product in the world today]. That is a global problem but how much it will impact us is somewhat unknown, but it is a big challenge for everyone.”

The other supply challenge, he explained, is the ongoing high

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level of international demand for Scania’s NTG range, the New Truck Generation, which made its Australian debut in the front half of 2018.

“So, it’s a fight to get capacity from production, but the ramp up to get higher volumes at the factory is impacted by suppliers in Europe who in this COVID time can’t ramp up at the pace we all want.”

Therefore: “We will not get the supply this year [2021] that we want from Europe,” he predicted.

Still, Jansson was quick to jump to the positives.

“We have an order book now we have never seen before,” he said seriously, predicting a strong market for heavy-duty trucks in 2021 and potentially, another record year for Scania.

“I’m confident we will get to 1,200 sales,” he enthused before cautiously adding a proviso.

“The supply issue may stop us from reaching that figure but, from what we know at this moment, we will deliver over 1,000 trucks. The order book is just so strong.”

As the figures now confirm, the caution was warranted.

Meantime, there are now strong hints that Scania’s order book for 2022 and even early ’23 are already at entirely new levels as acceptance of its NTG range and interest in new product initiatives continue to build.

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Punching ahead Yet, sales figures weren’t the only revelations forthcoming from Jansson in what was his first oneon-one interview since taking the reins at Scania Australia three years earlier.

“We now have horsepower more in line with the competition and that will be good for us,” he said in reference to the addition last year of a 540hp (403kW) version of Scania’s sprightly 13-litre sixcylinder engine.

As he was eager to add, however, the introduction of a more muscled six-cylinder engine was just the tip of the performance iceberg. As we’re now aware, there’s every chance the 540 will be superseded by a 560hp (418kW) version later this year, a development sure to give Scania a distinct performance advantage over its continental competitors in the 13-litre class.

But, when it comes to bragging rights in the big bore business, a justifiably upbeat Jansson pointed to the upcoming local release of a vastly updated V8 range headed by a 770hp (566kW) version of Scania’s seemingly indomitable 16.4-litre double banker, ending the reign of Volvo’s FH750 as the world’s most powerful production truck.

As he explained, the plan was to have the first small batch of 770s arrive late in 2021 and, after being

suitably prepared for a range of demonstration duties during 2022 – from heavy-duty roadtrain work with an initial gross combination mass (GCM) rating of 135 tonnes, and a standard 92-tonne GCM version for eastern applications – Scania’s new flag-bearer will be later this year joined by 660hp (492kW) and 590hp (440kW) versions of the substantially revamped V8.

Indeed, the order book for the 770 is already open.

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POWER PLAY

Below: Clever cooler. Standard on the R770 is a battery-powered integrated cab cooler sending fridge air through existing HVAC vents when the truck’s stationary

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We can also confirm that peak torque outputs of the new Scania V8s are truly tenacious: At the top of the tree, the 770 has a chart-topping 3,700Nm (2,729lb-ft) of torque on tap from 1,000 to 1,450rpm, the 660 produces a prodigious 3,300Nm (2,434lbft) between 950 and 1,400rpm and the 590, a healthy 3,050Nm (2,250lb-ft) from 925 to 1,350rpm.

It’s worth noting at this point that there’s also a 530hp (395kW) V8 rating available in Europe but with a 13-litre 560 on the agenda, there’s little scope and probably less interest in a lowerpowered V8 for the Australian market.

All three of Scania Australia’s new V8 ratings will be Euro 6

models but at this stage, only the 660 and 590 will be coupled to an entirely new Opticruise 14-speed automated transmission designed to work more efficiently with the big bore V8. In its first form, the new box is known as the G33CM, designating 3,300Nm torque capacity and constant-mesh gearing.

For now, though, and no doubt due to its mountainous torque output, the 770 will retain the inherent durability of the existing Opticruise GRS 14-speed overdrive shifter, which for a decade and more, has proved itself in Scania’s superseded 730hp model. Even so, there’s no question a beefed-up version the new Opticruise transmission will soon enough find its way into the biggest of Scania’s big bangers.

Wisely, Scania Australia says it will continue to offer its popular Euro 5 620hp V8, mated to the new G33CM shifter.

New transmission technology plays a big part in Scania’s plans to enhance both performance and fuel efficiency of its V8 and six-cylinder line-ups, and while Opticruise has been the name given to the brand’s automated shifter since the early 1990s, company officials are quick to emphasise that this latest version is entirely new.

Apart from continuing with a 12-speed plus two crawler gears format, Scania reports its latest Opticruise family has no parts in common with the existing design and employs a significantly wider ratio spread, which allows high-GCM applications to use faster rear axle ratios while still maintaining the required startability. It also offers a much wider range of reverse gear ratios.

Said to be 60kg lighter, thanks to an all-aluminium housing, and with only two synchromesh gears – compared to seven in the existing GRS transmission – Scania says the move to constantmesh makes its new boxes “shorter and sturdier, with shafts capable of handling more torque. This also enables the use of gears with slightly wider cogs that can handle more load and are more durable”.

Meantime, Scania certainly isn’t retreating from the front line

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I

n the big scheme of things, trucks with 700hp (522kW) and more are a tiny portion of the global heavy-duty truck market. Even in our country, where there’s probably the greatest requirement and possibly the most justification for 700hp-plus than any other region in the world, sales are scant.

Nonetheless, Swedish giants Scania and Volvo have historically hammered each other for power primacy. Whether it’s driven by the desire for a marketing edge, or a haughty case of corporate idealism, or simply bragging rights as the maker of the world’s most powerful production truck, the pursuit of power has been for many decades a defining factor in each brand’s battle for supremacy.

The Swedes are, after all, the only two truck makers in the world to offer models with 700hp and more, and as things stand at the moment, Scania’s new R770 has taken a comfortable lead over Volvo’s FH750 as king of the muscle men.

The question now is: ‘Will Volvo keep the contest going?’ History and corporate pride say it will, eventually!

But perhaps not in the form we might expect.

Volvo’s 16-litre FH750 displaced Scania’s former R730 as the world’s most powerful production truck a decade ago but, in Australia, Scania’s big banger at least made a name for itself in various applications, including several ultra-heavy roles.

On the other hand, while Volvo’s 750 has been celebrated in Europe and attracted a small following in New Zealand, the model has barely rated a mention in our neck of the woods, due mainly to cooling issues at high gross weights in the hot and hostile environments where such extravagant outputs are usually destined to work.

Consequently, the FH750’s capacity for heavy haulage work in Australia has been limited from the start, hamstrung by the protection of a ridiculously light gross combination mass (GCM) rating.

Still, over the years, there have been a number of engineering attempts to make the 750 suitable for our heavy haulage conditions, including the fitment of a secondary radiator.

But all to no avail, apparently.

However, since the advent of Scania’s R770, there have been whispers of a renewed attempt to make the 16-litre 750 a viable

member of Volvo Group Australia’s (VGA) stable. But this time around, there’s speculation that the most likely and practical recipient of the 750 rating will not be the Volvo FH, but Mack’s all-purpose Super-Liner.

Whether that’s the case or not remains to be seen, but right now the whispers are certainly consistent that there’s more opportunity to keep the 750 cool under the snout of a Mack than the cab of a Volvo.

Perhaps the bigger question, however, is if Volvo will be content to leave its big bore D16 engine at 750hp (559kW) or bravely push it to more than 770hp (574kW) simply to knock Scania off its perch?

Whatever, the power play between these two Swedish giants is probably far from finished.

Opposite top: Kiwi powerhouse. Temuka Transport’s superbly presented FH16 750 in New Zealand’s South Island, where the cooler climate is much more to the big Volvo’s liking Above: Yesterday’s hero. Scania R730, pipped a decade ago by Volvo’s FH750 as the world’s most powerful production truck.

But unlike the R730, Volvo’s biggest banger hasn’t coped with Australia’s heat Left: Mack Super-Liner on roadtrain work in Queensland.

There’s speculation a 750 rating, and maybe more, is being considered for the bulldog flagship

“All the talk at the moment is on the V8 flagship’s formidable grunt but there’s far more to this truck than the burly block underneath.” of diesel development despite a strongly stated intention to pursue a cleaner, greener future.

As Alexander Vlaskamp, Scania’s executive vicepresident and head of sales and marketing, said in a 2020 press statement announcing the new V8 strategy: “While shifting to fossil-free transport, we must do everything to improve our current solutions.”

Or more to the point perhaps: “You cannot let your house burn down simply because a new one is under construction. The transition must be seamless.”

Moreover, it’s a transition which means delving

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deeper into existing technologies where, according to Goran Lindh, chief engineer for Scania V8 engines: “There are no quantum leaps … it is all about refining things and adding to the latest technology.”

There’s also far more to it than simply turning up the fuel wick. In the case of the 770 and its enhancements over the 730, Scania Australia product manager Ben Nye explains there has been a total revamp of the XPI fuel injection system with a new high pressure fuel pump, bigger injectors and compression ratio raised to 19:1. There’s also a fixed geometry turbocharger running on ball bearings as

well as significant changes to manifolds and an selective catalytic reduction emissions and after-treatment system totally free of exhaust gas recirculation input.

There’s more, of course, including new engine management protocols and a truly notable influence in reduced internal friction, which was one of several impressive surprises during our short, but insightful, stint behind the wheel.

Road run Right now, we’re hoping and pushing for a much longer run in Scania’s R770 B-double demonstrator. A run, say,

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“There’s the real likelihood an extended cab will be introduced here, adding a generous 300mm to the depth of the current structure.”

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from Melbourne to Brisbane, and the reason for the request is to simply spend more time in the Swedish big banger to determine if the model’s exceptional muscle and road manners are as evident on a real world linehaul run as they most certainly were in a few short hours between Melbourne and Bendigo.

Justifiably, all the talk at the moment is on the V8 flagship’s formidable grunt but the raw fact is that there’s far more to this truck than the burly block underneath.

Typically, from the moment you climb in, certain things become blatantly obvious. First is the build quality, fit and finish of the modern Scania. First rate!

Furthermore, Scania appears to have declined the trend to replace conventional gauges and switchgear with the digital screens and touchpads now in vogue with several of its continental competitors. For us more mature folk, it’s nice to see some things remain the same.

That said, it takes a while to forge familiarity with the many buttons, switches and knobs controlling a vast array of functions but, obviously, time and travel eventually overcome any awkwardness. Time and travel do not, however, overcome our biggest bugbear in the form of the least desirable bunk in the premium cab-over class.

However, it now appears a bunk befitting the quality of the truck and the needs of Australia’s linehaul drivers is on the horizon. It’s early days but sometime this year there’s the real likelihood an extended cab will be introduced here, adding a generous 300mm to the depth of the current structure and in the minds of some, ending a distinct deficiency in Scania’s suite of sweets.

But there’s certainly no deficiency in performance and with Nye sitting in the shotgun seat, the first R770 B-double in the country, with just 1,700km on the clock, was poked into Melbourne’s mid-morning bustle weighing in at 62.1 tonnes.

Driving through the overdrive (0.8:1) top gear and a

relatively tall 3.07:1 rear axle ratio, the big Swede was quick to show an easy willingness to hold 100km/h around 1,250rpm. And, verifying Scania’s claim of reduced friction, the truck revealed an unusually slick propensity to roll freely in gear when the foot came off the throttle.

Yet, even with such potent performance on tap, it would be a mistake to think the R770 expresses itself with dashing displays of brute force or bold ferocity. It is, in fact, quite the opposite, delivering deep reserves of resolve with a metered smoothness and seemingly sympathetic appreciation for the running gear putting such potent performance on the ground.

As was the case with the superseded 730, the 770’s hill-crunching torque peak is only available in 10th to 12th gears, delivering a remarkable capacity to maintain relatively high cruise speeds on long grades.

Still, even when a hill demands a deeper gear, there’s nothing at all timid about 3,500Nm (2,583lb-ft) of torque being dispensed from 1,000 to 1,450rpm all the way from crawler cog through to 9th gear.

Meanwhile, peak power comes on stream at 1,900rpm and while that’s far from a fuel-conscious engine speed, it’s when the torque and power graphs are overlaid that the R770’s potential for an unmatched mix of performance and fuel efficiency become blatantly evident. Where the lines cross at a twitch under 1,400rpm, the big bore V8 is still pouring out almost 740hp and close to 3,600Nm (2,655lb-ft) of torque, figures which are hugely formidable in any estimation. What this means, obviously enough, is that there’s a fountain of fight right where it counts on the fuel front.

At the end of the day, the on-board trip computer revealed a figure of 1.75km/litre, or 4.93mpg.

Either way, it’s a return which didn’t disappoint given such impressive strength from a new truck running at 62.1 tonnes on a route that varied from stuttering suburban traffic to flat freeway and long country grades.

Again, though, we’re extremely keen to put the R770 to a longer test in linehaul work where fuel consumption, performance and a number of other factors can be more generally evaluated.

Among those ‘other factors’ are the 770 model’s standard use of an airbag front suspension rated at 7,500kg and an electric steering system. In this short appraisal, both systems managed to quell previous experience that airbag front suspensions tend to be too soft, and electric steering systems tend to be too reactive. In fact, the ride and road handling of the big Scania in this limited exercise were outstanding.

Another standard feature on the R770 definitely worth mentioning is an integrated cab cooler, with Nye explaining that batteries are now in development, which will allow the system to operate fully for up to eight hours without the engine running.

The cooler core is mounted behind the passenger side air deflector and, according to Nye, the unit plumbs fridge air directly through the cab’s HVAC vents to keep the cab cool when parked in high temperature areas. Critically, he adds that the integrated system deletes the need for cab ‘intrusions or adjustments’ to fit an aftermarket cab cooler.

Obviously, brief drives in powerhouse new models such as the R770 are invariably impressive, but it takes time and toil to determine the real merit of any machine.

Nonetheless, there are few trucks in recent years which in our estimation have delivered such a positive impact in such a short exercise as Scania’s R770. And sure, we’re confident the company will agree to a longer run as part of the model’s demonstration duties, but for now it’s a matter of ‘stay tuned’.

Whatever eventuates, the R770 has the hallmarks of a truck with much more merit than just a big heap of muscle.

ownerdriver.com.au

24/1/22 1:38 pm

tech briefs

Electric Volvos for the longer haul

IVECO “SPINS OFF” FROM CNH With January, seeing the formal separation of Iveco from former parent company CNH Industrial, the trucks enterprise is looking to revel in its independence.

Iveco Australia MD Michael May saw only positives from the move, for Iveco owners in Australia and New Zealand.

“This spin-off will unify Iveco and provide the added freedom to further develop the brand’s potential as an exclusive on-highway business,” May said.

“The change will also allow a more targeted management focus, which will assist in accelerating innovation goals and the rate at which new products are brought to market, while also responding

more nimbly to customer requirements.”

May said that, along with these goals, he was confident that Iveco owners would now also enjoy enhanced levels of customer service and support.

The group casts the move as giving it complete control of the way it manages itself and develops in the future.

Its brands will be spearheaded by the core Iveco and FPT (Fiat Powertrain) businesses, while sub brands Iveco Capital, Heuliez, Iveco Bus, Iveco Defence Vehicles, Astra and Magirus will also form an important part of the on-highway offering.

“A key benefit of the spin-off will be Iveco’s renewed emphasis on better meeting the existing and future needs of on-highway customers, by taking a more targeted approach to their requirements.

Among these areas of interest is to further develop the group’s alternative fuels and propulsion capabilities,” May added.

“Already a proven leader in low emission natural gas technologies including CNG and LNG, as well as electrification with the likes of the Daily Electric van, the Iveco Group’s new direction will also allow it to form closer ties with joint venture partners such as Nikola.”

The two companies have been working together since 2019 and, in September last year, the partners unveiled details of their state-ofthe-art Ulm manufacturing facility in Germany, which, last month, completed the first of its new Nikola TRE battery electric (BEV) trucks.

In North America, Volvo Trucks has launched an enhanced version of its Volvo VNR Electric with up to 85 per cent increased range and faster charging.

The Volvo VNR Electric is one of Volvo Trucks six all-electric heavy truck models and is specially designed for the North American market.

The first generation of Volvo VNR Electric had an operating range of up to 240km. Now, an enhanced version of the Class 8 electric truck has been launched, with an estimated operational range of up to 440km and increased energy storage of up to 565kWh. Volvo Trucks explains that the improved performance is due to, among other things, improved battery design and a new sixbattery package option.

The new Volvo VNR Electric is also said to reduce the required charging time, as the 250kW charging capability provides an 80 per cent charge in 90 minutes for the six-battery package, and 60 minutes for the four-battery version.

“It is a testament to Volvo Trucks’ leadership in a continuously evolving industry that we are bringing the enhanced version of our VNR Electric to the market only a year after sales of the VNR Electric first started,” says Peter Voorhoeve, president, Volvo Trucks North America.

Voorhoeve is a former president of Volvo Group Australia.

Production of the enhanced Volvo VNR Electric will start during the second quarter this year in the company’s New River Valley plant in Virginia, which is the exclusive producer of all Volvo trucks in North America.

Globally, Volvo Trucks has set a target that half of all of its trucks sold will be electric by 2030.

“We are determined to lead the transformation of the transport industry. In only eight years’ time, our goal is that half of our global truck sales are electric,” says Roger Alm, president of Volvo Trucks.

“The interest among customers is high, and it’s quickly becoming a competitive advantage for transporters to be able to offer electric, sustainable transports.

That is very encouraging.”

Volvo Trucks points out that it started serial production of electric trucks in 2019, as one of the very first truck brands in the world. The product range now includes six electric truck models – the Volvo FH, Volvo FM, Volvo FMX, Volvo FE, Volvo FL and the Volvo VNR. ABOVE: The latest Volvo Class 8 electric truck boasts an operational range of up to 440km

ownerdriver.com.au

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tech briefs

Zero-emissions transport praised

Australian electric truck manufacturer SEA Electric has come out in support of the recent policy release by the Electric Vehicle Council (EVC) and the Australian Trucking Association (ATA) regarding the industry’s future.

Speaking on January 18, SEA Electric president, Asia Pacific region, Bill Gillespie said that SEA Electric has been working closely with the Electric Vehicle Council and the ATA to develop the key pathways for zero-emission transport in Australia.

“We commend the work of the Electric Vehicle Council and the Australian Trucking Association in promoting the move to electric trucks and drafting these policies.

“Australian industry will need encouragement and leadership to create a viable pathway towards zero-emission truck acquisition, with further work required by all levels of government in showing leadership,” Gillespie said.

“We call on close cooperation with the transport industry to support the faster adoption of policies to support the electrification of trucks on our roads.

“Given that the road freight sector accounts for 38 per cent of the country’s total transport emissions, it is SEA Electric’s view is that if Australia is planning to meet its 2050 net carbon emissions targets, then more broad-ranging government support will be required to ensure that companies can scale accordingly in an affordable manner.”

Founded in Melbourne in 2012, SEA Electric last year commenced series

production of all-electric trucks locally, in the process becoming the first manufacturer worldwide to release a comprehensive range of EV solutions for a massive array of final applications.

“From our origins, we have grown to have a presence on five continents with the ability to upfit 60,000 units a year globally and, as such, we have a stated mission to eliminate over a billion

KENWORTH SHOWS OFF T680E IN VEGAS Alongside everything from bionic prostheses to automated kitty-litter trays, Paccar showcased its latest hi-tech truck offerings at what is labelled as the world‘s biggest consumer tech expo, the annual CES in Las Vegas in January.

Paccar brought three trucks to the event, in the form of a battery electric Kenworth T680E along with its Paccar battery charger; the DAF XG+, which recently was honoured as International Truck of the Year 2022; and a Peterbilt Model 579 equipped with the Aurora self-driving system.

The Kenworth T680E was the star of the display, with Paccar saying the battery electric truck shows its commitment to providing zeroemission commercial vehicles for its customers.

“The T680E’s range of 150 miles [250km] and fast charge time using Paccar’s battery charging solution are optimised for regional haul and urban distribution applications,”

72 FEBRUARY 2022

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kilograms of CO2 emissions over the next five years worldwide,” Gillespie adds.

SEA Electric boasted early successes from working with manufacturers such as Hino, while in December the company announced an agreement to supply Midwest Transit Equipment with 10,000 systems for use in North American school buses.

Kenworth’s T680E battery electric truck

Kenworth general manager and Paccar vice president Kevin Baney said.

The DAF XG+ features a 10 per cent fuel efficiency gain, new aerodynamic design, large interior space, side view cameras, advanced driver assistance technology and Paccar Connect, a state-of-the-art global connected truck platform.

“Paccar Connect will enhance our customers’ experience by providing robust data security, over the air software updates, and advanced fleet management tools, while enabling customers to cost effectively integrate

their existing fleet management systems and applications,” DAF president Harry Wolters said.

The Peterbilt 579 is equipped with Paccar’s autonomous enabling technology and configured with the self-driving system developed

by Aurora, a leading self-driving technology company.

“Paccar’s partnership with Aurora will benefit our over the road customers with enhanced safety and efficiency,” Paccar chief technology officer John Rich said.

Daimler, Volvo and Traton unite in Euro charging network Daimler Truck, Traton Group and Volvo Group have signed a binding agreement to create a joint venture to install and operate a high-performance public charging network for battery electric, heavy-duty long-haul trucks and coaches across Europe.

The truck-making trio said each was committed to initiating and accelerating the necessary build-up of charging infrastructure for the increasing number of customers of electric vehicles in Europe and to contribute to climate-neutral transportation in Europe by 2050.

Last November Daimler announced partnerships with fuel companies BP and Total to investigate building nearly 200 hydrogen refuelling stations across Europe.

The planned joint venture — to be equally owned by the three parties — is scheduled to begin operations this year following completion of all regulatory approval processes.

The parties have committed to invest €500 million (A$789 million), which is assumed to be by far the largest charging infrastructure investment in the European heavy-duty truck industry to date.

The plan is to install and operate at least 1,700 high-performance green energy charging points on and close to highways as well as at logistic and destination points within five years of the establishment of the venture.

ownerdriver.com.au

24/1/22 1:24 pm

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24/1/22 9:39 am

FOR THE OWNER-DRIVER Frank Black

Fending for ourselves With little support from government, truck drivers have been left to run the COVID gauntlet

T

he election is coming and we are Morrison’s sacrificial lambs.

The worker shortage crisis we’re facing was both predictable and preventable. Morrison chose to ignore our warnings so, once again, we are forced to grab the shovel and dig the Prime Minister out of his latest hole at great expense to our own safety.

When we needed the federal government to create a national plan for transport as the country reopened, including free rapid tests, Scott Morrison was already doing his infamous disappearing act.

Morrison was so distracted by his election prospects he set the date for freedom to score popularity points with hopeful holidaymakers and checked out. This was possibly the biggest own goal the Prime Minister has ever scored. Just look at the mess we’re in only a few months from an election.

The plan to ‘let it rip’ without preparing critical industries with rapid tests and priority booster shots for essential workers was never going to result in any other eventuality than empty shelves, overwhelmed hospitals and people too frightened to even step out to the local for a meal, drink and some socialising.

The government’s blinkered view meant that when ‘let it rip’ didn’t work, they responded with ‘let it rip some more’ – making it even more likely for us to catch the virus by telling close contacts to go back to work.

How do they expect supply chains to recover when more and more workers are going to get sick? Things will get much, much worse before they have a hope of getting

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better. This is what happens when the government sees us only as grafters – which we are – and not also as experts in our field.

ADVICE IGNORED Morrison has made a habit of ignoring expert advice when it doesn’t suit his agenda, or seemingly just when he can’t be bothered to act. When politicians ignore professional medical expert advice and do their own thing, serious questions need to be asked!

You’d think he’d learn from his mistakes and start listening now – better late than never. But still, when critical decisions were being made about essential workers returning to work, he failed to include workers in the conversation.

Instead, we’re forced to pick up the pieces of his mess without having a say in the matter or being able to propose a better solution.

The answer to worker shortages is not to recklessly expose more of us to the virus, but to shield us from it.

Of course, we couldn’t stay in lockdowns forever, but a staged reopening to match up with systems being able to handle the pressure was the only logical way to go, instead of just open slather.

Supply chain pressure would be hard to avoid, but the level of disruption could have been easily managed with rapid testing, booster priority, proper PPE and a gradual return to normality. Hospitals and ambulance systems would not have been pushed to the brink of collapse.

Now, we’re forced to go into yards likely rife with infectious people with very little protection to defend ourselves, and worse

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.

“No one in that state should be behind the wheel of a truck.”

BELOW: A Toll B-double caught up in festive season traffic at the Queensland border. Photo Greg Bush

with the possibility of not being able to access proper medical care if we require it.

As owner-drivers, we have no choice but to go from yards to depots to DC, etc., which by now are super-spreader sites. It’s either that or close up shop.

Then, we jump on the highway, racing against time to meet extreme demand and tight deadlines.

DRIVING WITH COVID The safety implications of truck drivers catching COVID on the road have clearly not been considered. With seven-day rolling PCR testing scrapped and rapid tests nowhere in sight and too costly to buy every day even if they were available, we won’t know we’ve got COVID until the symptoms hit.

The most common symptoms are fatigue, fever and dizziness. No one in that state should be behind the wheel of a truck. The odds are against us that we will be able to isolate and recover at home when we inevitably get sick.

Chances are we will be thousands of kilometres from home. Unable to risk driving back while delirious, we can either search for a hotel willing to accept us and isolate there at our own expense or recover in the cab of our truck. Meanwhile we’re earning no income.

Our livelihoods mean as little to this government as our wellbeing. Their indifference will make the roads even more dangerous and clog up supply chains worse than ever.

We have carried Australia through this pandemic but our government has done nothing to keep us safe, if anything they have found ways to make our job harder and more frustrating.

COVID is with us to stay for a few more years to come. We have no choice about that but we do have a choice about whether this government should continue to manage Australia’s response to COVID or any other critical situation that may arise.

When we had the fires, the PM was busy holidaying. When we had the floods he was gone again. Now into our third year of COVID, he’s created a complete mess again putting us all at risk to feed his political ambitions.

When it’s time to cast our votes, I will certainly be remembering the last two years of border chaos, poor decisions, lack of consultation and total disregard for our health and safety.

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24/1/22 1:21 pm

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