Owner Driver 350 March 2022

ownerdriver MARCH 2022 #350 $3.00 inc. GST

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL

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RUN & WON

Gavin Sutton’s ’89 Super-Liner voted Truck of the Year

Remembering Jim Cooper

Legendary transport operator passes away See page 18

Death to Diesel

A future minus dead dinosaur juice

See page 66

26

36

60

New N Series.

The Next Generation of Safety.

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don’t get caught out this summer!

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Contents #350

MARCH 2022

26

36 50

18 JIM COOPER AM

Steve Brooks’ personal perspective of the late Jim Cooper who “built a fabulous legacy full of wonderful innovations, great company accomplishments, and invaluable industry advocacy”.

22 GAVIN’S WINNING GRIN

The restoration effort behind Gavin Sutton’s 1989 Mack Super-Liner has won the title of OwnerDriver’s 2021 Truck of the Year

26 BOOTS ’N ALL

For former jillaroo Kelsie McDonald it’s the best of three

gptruckproducts.com.au

worlds – driving a Kenworth, working with livestock and enjoying a country life

36 LONE MACK IN THE PACK

Despite the Kenworth brand fulfilling his business commitments, Chris Robinson listened to his heart when it came to hunting down an old Mack Super-Liner

50 CHURN ’N LEARN

Amid a pandemic with all its operational and commercial challenges, suddenly there’s an entirely new dimension in moving essential dairy products from farm to fridge

“Road transport is still growing but driver numbers aren’t growing with it.”

60 BUCKING THE TREND

For Mike Reimann this scaled-down Kenworth wasn’t just a personal engineering challenge, it was a huge team effort

66 DEATH TO DIESEL

Truck makers are rushing headlong into a future which won’t feature dead dinosaur juice as the drink of choice

Cover photo by Steve Gonsalves Photographics

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ownerdriver EDITORIAL Editor Greg Bush Ph 0408 780 302 E-mail Greg.Bush@primecreative.com.au Senior Journalist Ben Dillon Ph 0423 312 298 E-mail Ben.Dillon@primecreative.com.au Technical Editor Steve Brooks E-mail sbrooks.trucktalk@gmail.com Contributors Warren Aitken, Robert Bell, Frank Black, Warren Clark, Steve Gonsalves Photographics, Rod Hannifey, Michael Kaine, 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

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

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

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

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

behind the wheel Greg Bush

Like a wounded bull

T

he National Transport Commission’s (NTC) proposal to increase the road user charge and registration fees by 2.75 per cent for the 2022– 2023 financial year is a kick in the backside of Australia’s transport industry.

This follows the 2021–2022 increase of 2.5 per cent. Obviously, for the NTC, that amount is not enough for the next 12-month period.

Road transport has kept the flag flying during the COVID-19 pandemic. The government has praised the industry for keeping goods flowing while truck drivers have been forced to battle border restrictions as well as keeping an eye on their own health and wellbeing.

Now we have skyrocketing diesel prices that are compounding the cost of keeping freight moving.

Of course, you would assume these higher costs will eventually be passed onto the consumer.

In the middle there are the sub-contractors who will need to raise their rates to stay afloat in the dog-eatdog world of transport. The larger transport companies will be reluctant to agree as they won’t want to ruffle the features of their corporate clients.

COVID has brought an end to some of the evergreen members of the truck-driving population. While they had been contemplating retirement in recent years, the onset of the pandemic as sealed the deal.

So now there are less drivers on the road – almost every transport company is screaming out for experienced drivers. As I’ve mentioned earlier, for a company driver, it can be a well-paid gig. But it’s a tough one. And dangerous.

Anyone who reads the news would be aware of young Victorian truck driver Michelle Pillar whose truck rolled in southern Victoria in late January. After being trapped in her livestock-hauling truck for 11 hours, both her legs were amputated in a bid to save her life.

More recently, a 49-year-old Queenslander lost his life when his truck rolled on the Gympie Arterial Road in Brisbane’s north.

Adding to the danger factor are the authorities who see truck drivers as a soft target for their revenueraising antics.

You would need to ask why would anyone view truck driving as a career?

It’s not all doom and gloom, however. Roads are improving, safety features on trucks once regarded as

a futuristic dream are here, and drivers are generally becoming more health conscious in diet and exercise.

The world needs truck drivers – especially Australia with its long distances between major capitals.

Imagine a scenario where truck drivers and ownerdrivers were so scarce that the toilet paper hoarding mentality would spread to every product in the local supermarket.

Anyone who is ordering products online – and it’s not only pandemic induced buying – would be aware of the increasing unreliability of transport companies to deliver goods at the time stated. You need to look no further than Australia Post with its so-called express packages. COVID has been used as a pretext for failing to stick with its ‘by next business day’ promise. That excuse will soon wear thin.

With all that in mind, now is not the time for the NTC and state governments to syphon more money out of transport through its exorbitant road user and registration charge increases. Did I forget to mention more GST and excise?

Give road transport a break. It’s tough enough as it is without the bottom feeders trying to syphon every cent they can out of the industry.

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

BP partners with Healthy Heads

Healthy Heads in Trucks & Sheds will be able to connect directly with truckies through BP’s truck stop network BP Australia has announced that it is teaming up with Healthy Heads in Trucks & Sheds (HHTS) as an exclusive foundational sponsor after signing a three-year agreement.

The partnership will give HHTS access to BP’s existing truck stop network to connect with Australian truck drivers.

The sponsorship is underpinned

by BP’s global aim to enhance the wellbeing of employees, contractors and local communities.

The oil, gas and energy partnership will allow HHTS to continue delivering programs and resources that aim to improve mental health and wellbeing outcomes in the road transport, warehousing and logistics industries.

BP operates a large truck stop network across the nation with over 500 sites, which it says provides safe and clean

facilities for truck drivers to refuel and refresh.

The new partnership will allow HHTS to leverage BP’s network and deliver on-site programs to reach truck drivers and Australians working in the trucking industry who might not otherwise have access to support.

“Transport workers play an essential role in our operations and are vital to Australia’s supply chains, and we’re incredibly proud to be supporting the mental health and physical wellbeing of these hard-working individuals at our truck stops and travel centres,” says Frédéric Baudry, president, BP Australia and SVP fuels and low carbon solutions, Asia Pacific.

“BP’s global sustainability frame includes an aim to enhance the wellbeing of employees, contractors and

The BP Kewdale in Perth – one of the largest in BP’s truck stop network.

Photo by Greg Bush

local communities.

“We believe innovative programs and partnerships such as this are extremely important in ensuring Australia’s valued truck drivers, many of whom are also our customers and logistics partners, can access critical health support and services while on the road so they can continue to keep our nation moving.”

Naomi Frauenfelder, HHTS CEO, says the not-for-profit entity is extremely delighted to welcome BP on board as a foundational sponsor.

“Their contribution to the foundation allows us to accelerate key projects and provides us with the opportunity to reach drivers while they’re out on the road, providing access to tools and support.”

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

ARLTA says NTC charges hike excessive The National Transport Commission is seeking feedback on a proposed 2.75 per cent increase for road user charges and rego fees

The National Transport Commission (NTC) says it has commenced consultation around proposed heavy vehicle charges affecting vehicle registration and the road user charge (RUC).

Ministers have proposed increasing charges by 2.75 per cent in 2022–23, which the NTC says would apply to both the road user charge and registration fees.

However, the Australian Livestock and Rural Transporters’ Association’s (ARLTA) national council says it has considered this issue and resolved to stick with its already established position that charges should increase by no more than 2.5 per cent in 2022–23.

“Now is not the time for steep charging increases as the nation recovers from several natural disasters,” the ARLTA says.

“On top of that, we are facing an acute driver shortage, which means that some vehicles are not fully productive and livestock numbers remain low while herds recover to normal levels.”

ALRTA states that it is also disappointed that ministers have not adopted a multi-year price path to give our member operators certainty on charges over the next three years.

In 2020, the NTC started work on a Heavy Vehicle

Charges Determination. It advises that the project is looking at ways the ‘pay as you go’ model (PAYGO) could be updated and options for implementing those changes.

It says it provided several recommendations and the determination regulation impact statement to ministers for consideration in December 2021. Ministers decided to engage industry on a 2.75 per cent increase to heavy vehicle charges for 2022–23 only.

For state and territory registration charges, the NTC’s proposal is that a 2.75 per cent increase be applied to the roads component of registration charges in 2022–23. The regulatory component of registration charges will be reset on a cost recovery basis for that period. However, the regulatory component of registration charges will remain unchanged for most heavy vehicle types. Therefore, the weighted average increase across the total registration charge (which is the sum of the roads and regulatory components) will be slightly below 2.75 per cent.

However, for the Commonwealth road user charge, the proposal is that a 2.75 per cent increase be applied to the RUC in 2022–23. This will increase the RUC to 27.2 cents per litre on July 1, 2022 (or

36.3 cents per kilogram for fuels sold in gaseous form).

Feedback submissions on the NTC website (ntc. gov.au) close on April 1.

– Greg Bush

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Truckies urged to stick to channel 40 Radio Rescue Emergency Communications Incorporated wants truck drivers to avoid using UHF emergency channels 5 and 35 Volunteer public benevolent institution Radio Rescue Emergency Communications Incorporated (RREC) has put out a request for truck drivers to avoid using UHF CB emergency channels 5 and 35.

RREC says it is aware that a significant number of truck drivers are unaware that both 5 and 35 are legally designated by the Australian government for emergency use only.

Martin Howells, RREC national deputy commissioner (operations), says of particular concern is the number of drivers who “drop down” from channel 40 and end up on 35, chatting between themselves as they travel. He adds that, in other cases, trucks on construction sites, and even entire businesses, choose to use both 5 and 35 for their communications.

“UHF channels 5 and 35 have been designated by law for emergency use only ever since CB was legalised in Australia in 1977,” Howells points out.

“When individual CB licences were removed in 1994 these designations did not change.

“While they may not be used as much as they once were, these channels are still utilised, especially when storms or fires disrupt mobile and landline telephone networks, or when RFDS and rescue aircraft need to communicate with civilians on the ground, or rural fire services with farm units during major fires.”

Howells says many truck drivers, although not all, are aware that channel 5 is an emergency channel, but have no understanding that channel 35 is also legally designated

and used as the input for all UHF CB emergency repeaters.

“This means their use of 35 to chat could block calls on an emergency repeater system they may not know exists. This could totally block an emergency call being received, which could easily cost a life.

“Often attempts by volunteer monitors to educate truck drivers on-air results in abuse and threats from the drivers, and a refusal to change channel.”

Howells cites an example of two trucks that regularly travel along South Australia’s South Eastern Freeway, using channel 35 to chat on the way, which has resulted in months of verbal abuse and threats from the trucks every time volunteers tried to inform them they were using an emergency channel.

“This scenario is repeated across Australia regularly,” he says.

“Apart from the risk to life or property from this misuse (even a little used road may be needed to help save lives from time-to-time) the Radiocommunications (Citizen Band Radio Stations) Class Licence 2015, and the Radiocommunications Act 1992 set hefty penalties for the misuse of these channels.

“I am certain no truck driver would like to receive these penalties, so our aim is to try and educate before the Commonwealth regulator needs to be involved.”

Radio Rescue Emergency Communications Incorporated is a not-for-profit public benevolent institution operated by 100 per cent volunteer staff.

Drivers encouraged to take power nap Orange City and Cabonne Shire Council has invited heavy vehicle operators to get behind a new fatigue message: Tired? Power Nap Now. Andrea Hamilton-Vaughan, Orange City and Cabonne Shire Council’s Road Safety Officer says the ‘Tired…?

Power Nap Now’ campaign message has already travelled across Australia during the first National Driver Fatigue Week in February.

“We surveyed truck drivers at pop-up events across roadhouses on the Newell Highway and found they had little or no knowledge of what a power nap was, its benefits, or how they could implement it,” Hamilton-Vaughan says.

“A power nap is a short sleep intended to quickly revitalise a person, to reduce stress and anxiety and improve concentration and situation awareness.”

Hamilton-Vaughan says ‘Tired? Power Nap Now’ branded takeaway cups

are available at roadhouses and vinyl stickers that can be positioned on the back of heavy vehicles by the council’s contractors at no cost and at a time convenient for operators.

“We know that drivers out there struggle to keep their eyes open yet keep driving, which often ends with dire consequences,” HamiltonVaughan says.

Tired? Power Nap Now is funded by the National Heavy Vehicle Regulator’s Heavy Vehicle Safety Initiative, supported by the federal government.

High court decision finds in favour of owner-drivers NatRoad says the landmark High Court judgment rejecting long-term contractors being treated as employees draws a line in the sand for the status of owner drivers.

The High Court was considering an appeal against the Full Federal Court’s decision in Jamsek v ZG Operations Australia Pty Ltd. The appeal began being heard in August last year.

The case concerns two drivers who were contracting with a company and supplying vehicles for their work continuously for 40 years.

12 MARCH 2022

OWD_350_012_NEWS_GB.indd 12

The Full Federal Court found that written contracts presented as evidence showed that the relationship was an employment arrangement when other factors were taken into account, such as the fact that the contracts excluded the right of the owner-drivers to accrue goodwill.

The High Court’s upholding of the appeal by the company means the drivers will not receive unpaid leave. The issue of whether they receive superannuation entitlements under statute has been

referred back to the Full Federal Court.

“The argument that the drivers had been operating independent businesses has been successful: they were contractors,” says National Road Transport Association CEO Warren Clark.

“This is a hugely significant judgment for our industry,” Clark says.

“It shows that owner-drivers are independent contractors and that contracts with business entities should be upheld. The High Court

found that the owner drivers were not employed by the company.

“They were members of partnerships which carried on the business of providing delivery services to the company.

“The formal contractual arrangements have been given priority by the High Court.

“This means that participants in the road transport industry must ensure that they don’t sign a contract and put it in the bottom drawer. It is an essential business tool.”

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

NHVR to advise on COVID guidelines Regulator’s website will include info on truck access-friendly COVID-19 testing facilities and roadhouses for all jurisdictions The National Heavy Vehicle Regulator (NHVR) has updated its website with guidance on COVID-19 close contact worker requirements that covers each state or territory. The website will feature the latest and most up-to-date information for all states and territories, so drivers understand their obligations if they have been identified as a close contact.

Road safety and freight transport assistant minister Scott Buchholz says the NHVR website would make it easier and quicker for those in the transport sector to get the information they need to carry out their jobs safely.

“Every Australian, everywhere, every day relies on our freight, our logistics, and our supply chain workers – who have been doing a fantastic job keeping supplies moving throughout the pandemic,” Buchholz says.

“This information source is providing truck drivers, rail operators and freight managers with the information they need to make decisions, taking some of the stress out of their day-to-day work.

“This has been no easy feat, as new coronavirus variants keep emerging in Australia and overseas, interstate road and rail workers have worked tirelessly to keep up with changing requirements across jurisdictions.

“We have listened and we have acted.

“The NHVR has updated its website to act as a one-stop shop for the key COVID-19 information our freight workers need to keep moving across all states and territories.

“This builds on our recent decision at National Cabinet to allow transport, freight and logistics industry workers to go back to work immediately, provided they are asymptomatic and record a negative rapid antigen test.”

NHVR CEO Sal Petroccitto says it is important that drivers and operators have a one-stop shop for information.

“Heavy vehicles operate across all Australian borders thousands of times a day and it’s vital that they are able to find clear information to assist in them,” Petroccitto says.

“I’m pleased that we are able to extend our existing information services to include this important information.

“The NHVR will continue to provide updates on changing conditions and requirements across all jurisdictions, such as truck access-friendly COVID-19 testing facilities, roadhouses and service centres.”

Buchholz says COVID-19 has highlighted just how vital

Australia’s freight and supply chain network are to our livelihoods and our economy.

“I thank all our freight, supply chain and logistics workers for their outstanding work in continuing to deliver for communities throughout Australia despite the challenges of COVID-19,” he says.

“Your resilience and determination is a true testament to the Aussie spirit – and we will continue to notice your efforts, to listen, and to act to help our freight sector keep moving. “

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14 MARCH 2022

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ownerdriver.com.au

22/2/22 10:14 am

Harmony Day to shine in Sydney’s west The western Sydney suburb of Liverpool will be a sea of trucks and turbans during a multicultural day on March 20 An up-coming event to mark on the calendar is Harmony Day on March 20, kicking off at 11am to 4pm at Liverpool Catholic Club green area.

Harmony Day will be held in partnership with Multicultural NSW, Liverpool Council, and Turbans for Australia (T4A) who have undertaken community and advocacy work to help promote understanding of Sikhism and supporting multiculturalism in trucking circles as well as the wider community.

Harmony Day is designed to promote multiculturalism and instil the community-minded theme ‘Everyone Belongs’ with president of T4A, Amar Singh, starting the charity alongside his trucking business to help in areas such as disaster relief and supplying food hampers to the disadvantaged in Sydney.

The event will have a heap of attractions for all ages and is a family-friendly day out culminating in the Truck Show ’n Shine with prizes being awarded to the tune of $1500, $1000 and $800 for the top three trucks.

Other activities planned for the event include food stalls and a BBQ, multicultural performances, jumping castle, petting zoo, business promo stalls, stage area/marquee and daytime fireworks.

T4A says the event has a COVID safe plan and will

follow all current health orders. All amenities will be onsite with portable toilets, rubbish removal, and security guards.

The organisers expect to have all the major brands represented at the Show ’n Shine and are still seeking entries for the show.

Penske Truck Rentals has already signed up, showcasing a new MAN. Sydney’s Penske Australia

ABOVE: Penske Truck Rentals are one of the truck OEMs to take part in Harmony Day

dealership is supply a Western Star.

For those wanting to enter their trucks in the Show ’n Shine, preregistration is required to ensure smooth load-in load-out process and can be had by emailing Amar on turbans4australia@gmail.com.

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OWD 350.indd 17

21/2/22 9:57 am

in memoriam

By Steve Brooks

JIM COOPER AM – A PERSONAL PERSPECTIVE

18 MARCH 2022

OWD_350_018-19_FEA_Jim Cooper_GB.indd 18

ownerdriver.com.au

22/2/22 10:12 am

W

ords will never do justice to the life and achievements of Jim Cooper. Not my words, anyway. They could never be good enough.

Nor could they relate the depth of regard and admiration felt for a man whose strength of character and inherent tenacity, cobbled with an underlying and understated passion for people of substance at all rungs of the social spectrum, made him truly special as a human being. First and foremost.

Yet, despite the inadequacy of words, it’s impossible to let Jim’s recent passing at 81 years of age slide by without at least offering some modest acknowledgement of a man whose presence had such an enduring effect on people of so many persuasions.

Immediately in my mind come people like longterm Cooper stalwart Michael ‘Hollywood’ Chard, the Bilato brothers of G&S Transport in Alice Springs, my late mate and exceptional remote regions driver Lance Ward, and esteemed former trucking journalists Bruce Honeywill and Murray Clifford.

Without prompt or encouragement, each would openly extol a liking and respect for Jim, drawn from deep and largely personal experiences of working with and for him. But they certainly weren’t alone. There were so many more lifetime Cooper colleagues and confidantes while, at the top end of town, politicians, business leaders, mining giants, managing directors and transport chiefs were all part of the Cooper tapestry.

Still, and again to my mind, Jim was a man you had to know to appreciate who and what he was. The wiry build, the laconic persona, the blunt talk and the distaste for public notoriety despite an Order of Australia medal all belied the titan within. True, the frank demeanour, high expectations and absolute intolerance for bullshit may not have always won the support of some but, in Jim’s view, it usually won with those who mattered.

No question, he built a fabulous legacy full of wonderful innovations, great company accomplishments and invaluable industry advocacy, and his range of associates and contacts were as vast and varied as his adopted country.

A Kiwi by birth and Territorian by choice for much of his life, he jammed more into one existence than some of us could even think possible, let alone achievable. His book Pushing the Boundaries – The Gulf Group in Remote Australia defines both the possibilities and the achievements. Any attempt to summarise or extrapolate something more meaningful in the wake of his passing would, I believe, be less than respectful. It’s his story and his book tells it best.

Maybe, and perhaps probably, Jim and his adored late wife Jenny never set out to build businesses of such size or scope. They saw a job and they did it.

They saw an opportunity and they took it. And, for Jim, there was always a better way to do it, whether it was hauling road trains of livestock or bulk loads of rock and ore through some of the most inhospitable regions of Australia, creating a Powertrans enterprise of specialised mining trucks and powered trailers, or, in later life, when most people might be looking to back off, reshaping a massive dairy enterprise in New Zealand’s South Island close to his family’s hometown in Wanaka.

Cooper the man, however, was far more than the sum of his industrial and commercial achievements.

Heaps more and, again, his influence on people of extraordinarily diverse backgrounds was immense.

I am grateful to have been one of the many.

Indeed, at the start of 2020, just as COVID-19 was rearing its ugly head, there was a sense of excited appreciation to be on the guest list of his 80th birthday celebrations in Wanaka. The list itself was a typically eclectic cohort of Cooper family and friends, drawn from both sides of the Tasman and spanning decades of shared deeds and interests.

Sadly, COVID caused the event to be cancelled at the last minute and the opportunity to celebrate a remarkable man’s remarkable journey was lost. Worse, in occasional phone calls over the following year and more, his waning health became increasingly apparent. He wouldn’t mention it, preferring to dig into the memory bank and enjoy talk of shared experiences.

“He jammed more into one existence than some of us could even think possible, let alone achievable.”

As a close colleague remarked when first hearing of Jim’s passing: “It truly is the end of an era. We won’t see his like again, certainly not in our lifetimes.”

It is unfortunate that the modern world overstates words like ‘legend’ and ‘icon’ so freely because, quite simply, these are the words that define the life and times of Jim Cooper most rightly.

Survived by son Jamie and daughters Robyn, Erynne and Allison, Jim Cooper passed away on Friday, January 28, in his native New Zealand.

Many will miss him, but just as many will be grateful for having known him. Fortunately, I will be one of the many.

Opposite: Jim Cooper on the job in Western Australia. His contribution to remote Australia was remarkable. His influence on many people, exceptional!

Above: Jim and son Jamie snapped at the 2015 Brisbane Truck Show. His laconic character belied a life of immense achievements Left: Cooper ‘Special’. Jim with a Powertrains pit hauler under construction in Brisbane. There was always a better way

ownerdriver.com.au

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MARCH 2022 19

22/2/22 10:13 am

NHVR Sal Petroccitto

Accessing more areas Increasing network access safely across previously underrated assets is reducing the need for permits

T

here is a significant opportunity to open-up access to thousands of bridges and culverts across the country that are currently unavailable to the heavy vehicle fleet and greatly impact the productivity of the road transport task.

This access constraint can be due to undefined load limits, asset condition, or lack of original asset information, such as construction drawings. This makes it difficult for local government road managers to coordinate network access for assets they are responsible for under the Heavy Vehicle National Law. To help deliver informed road safety and access decisions, the Australian government provided the National Heavy Vehicle Regulator (NHVR) with $7.96 million in grant funding to launch the first phase of the Strategic Local Government Asset Assessment Project (SLGAAP) in late 2019.

Through SLGAAP, the NHVR works with engineers and road managers to undertake assessments of local government infrastructure across rural and regional Australia. By better understanding the condition of their assets, road managers can confidently open-up more networks and move to pre-approved routes and gazettals – reducing the need for permits.

In close to two years, SLGAAP has delivered more than 390 bridge assessments across 74 council areas and we are seeing the benefits, with access opening across previously underrated or uncategorised assets, enabling drivers to use shorter, safer routes.

In particular, the Bega Valley Shire Council’s Greendale Bridge was restricted for oversize overmass (OSOM) and performance based standards vehicles as the structural capacity was unknown.

This meant combinations such as A-double milk tankers were required to travel an extra approximate eight kilometres using alternative unsealed roads, causing wear to both vehicles and infrastructure.

Once the bridge was assessed against 112 vehicle configurations under a Tier 2 structural assessment, it was identified to have enough capacity to safely carry an extended range of OSOM vehicles. The shorter route is now being used and is safely providing productivity benefits while reducing infrastructure wear and damage.

To keep building on these successful outcomes, in May 2021, the Australian government provided the program with an additional $12.1 million funding over three years, which will allow another 1,000 assessments to be undertaken.

I encourage industry and road managers to work together to identify assets that could be assessed through SLGAAP and apply for Phase Two (applications open from April). To get involved, or if you have any questions, you can email the SLGAAP team at roadassetproject@nhvr.gov.au.

DIGITAL ROAD MANAGER TOOLKIT To help road managers interpret the SLGAAP bridge and culvert assessment and engineering report against a range of vehicle configurations, the NHVR developed a suite of free resources as part of a digital Road Manager Toolkit.

The toolkit includes learning modules, webinars, frequently asked questions, templates, and tips to support local governments throughout the assessment process and inform asset-related access decisions. You can access these useful tools at nhvr.engagementhub.com.au/ page/road-manager-toolkit

NHVR PORTAL

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.

assessments, along with existing infrastructure information, is combined for the first time in a national database of road and bridge assets.

This information is available for road managers to view in the NHVR Portal.

An Asset Rapid Assessment Tool (ARAT) is also being built into the portal and will be available in the next few months.

The tool will allow road managers to enter in specific details of the vehicle requesting access and compare it to a reference vehicle – providing bridge assessment results in minutes. This seeks to enable road managers to make more informed decisions and deliver timely access turnaround times.

Ultimately, we want to get to a position where we can deliver a modern access regime that removes the need for permits through increased knowledge of infrastructure (and where upgrades are needed) to provide greater access certainty, efficiency and improved safety.

SLGAAP PHASE ONE SNAPSHOT

• completed 394 bridge assessments and related engineering reports • assessed 112 vehicle configurations across selected assets • worked with 74 councils to better understand their asset capacity • developed a prototype Asset Rapid Assessment Tool • development of resources for road managers, including Asset Assessment Framework in the Road Manager Toolkit • updated data for 1,134 assets in the NHVR Portal Digital Asset Management (ongoing).

SLGAAP PHASE TWO WILL FOCUS ON: • identifying assets on key routes for whole-of-journey network improvement • undertaking targeted asset assessments • developing a framework for bridge family assessment • progressing rapid asset assessment functionality in the NHVR Portal • delivering additional road manager education and training.

The results of the bridge asset

“Road managers can confidently open up more networks and move to pre-approved routes.”

20 MARCH 2022

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ownerdriver.com.au

22/2/22 10:07 am

EYES ON THE ROAD Rod Hannifey

Police or persecutors?

Why is it that some state’s police officers are hell bent on grinding truck drivers into the ground?

I

f I were to ask you what you think would be a reasonable penalty for a logbook clerical error breach, what would you say? Is $50 fair?

That is what I suggested when this was first put forward but was told it would not be enough. We should all agree that there is, and must be, a difference between a clerical mistake and deliberate deceit of the hours’ rules.

But who else gets fined for making a mistake that has no bearing or effect on road safety?

Many will say there should not be a fine for a simple clerical mistake at all.

How many of you have received a ticket from police with a mistake in it and, when you raise this, simply been told that they would rewrite the ticket? Why can they make a mistake, yet we can’t and then we get a fine for it when the book’s pages are numbered? You can’t simply miss a page and the details are on every other page!

I wrote to every police commissioner in Australia asking them to follow the National Heavy Vehicle Regulator’s (NHVR) stance that roadside intercepts would be about education first before enforcement. That is in writing and a very fair and equitable approach, I am sure you would agree. Now, if you haven’t filled it out or have more breaches and lies in it each week, then you aren’t really trying to comply and should, and will, expect a ticket.

However, the answer from New South Wales and Queensland police taskforces who replied to me was: “We cannot half-police the law, fix the law first.” But they do have discretion, so why is it rarely used?

I explained we are trying to fix the law with the current Heavy Vehicle National Law (HVNL) review, but that is dragging on and blokes are still getting hit with bullshit fines for minor errors or breaches that no one else does. We have the same points as a car driver who does 20,000 kilometres a year, yet we do 200,000 or more, so the level of exposure to a minor mistake or breach is 10 times that of most car drivers.

ownerdriver.com.au

OWD_350_021_COL_Rod Hannifey_GB.indd 21

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

If some police simply want to write us tickets, how do we get a fair go? If the fines are not commensurate with the supposed road safety risk, who do we complain to and is anyone even likely to care enough to actually do something to fix it?

How many pollies, bureaucrats, police, industry body staff and the like are ever likely to get such tickets, so how hard will they try to fix the problem? And they all wonder why we can’t get drivers?

DEAFENING SILENCE The National Road Freighters Association (NRFA) recently published a six-point plan. It was sent to all our trucking associations but not one publicly backed or supported it. With some feedback

from this column we will do it again and then, as stated previously, approach the National Transport Commission (NTC) regarding the fines and penalties currently imposed on drivers for clerical errors and minor breaches.

I would like to suggest a possibility.

If you are stopped by the police or the NHVR (there are still state groups and you know who I mean) and have a minor breach or mistake, if clerical, they would simply sign and date the left hand inside cover of your logbook for the first three. After that you would, having been given a fair go, receive tickets.

If it is a minor time breach then they would sign and date the right hand inside cover of your logbook. This would then be a written policy to be adopted by all, so no ‘maybe you get a good bloke and he lets you off’ or ‘you get a bad bloke and he hates truckies and gives you a bullshit ticket for nothing’.

TERRITORY FAIRNESS If you have a better suggestion, I would really like to hear it. The police have said they can’t half-police a law.

However, it does seem most of the minor breaches and tickets come from them (why is that do you think?) and in seeking to get a direction from the top, only the Northern Territory Commissioner was prepared to answer.

His very short and to-the-point reply was: “It is not a problem here.” Most who travel to the Territory I hope would agree.

Even in Slim Dusty’s song of years ago, ‘A Truckie’s Last Will and Testament’, the NT was mentioned as being pretty fair with truckies, unlike some other states.

If you have an electric work diary then that’s another issue. But again, while we have an eight-minute tolerance written into the law, there is too much grey and too much room for interpretation.

(Thank you to Paul Retter as CEO of the NTC for doing this and setting up the review of truck rest areas following my contacting him back then.)

This is why I will again put this forward to the HVNL review.

If a ticket is issued by police for a HVNL offence it must only be reviewed by the NHVR as the body responsible for that law. If they catch you speeding or going through a red light, that is road law and police have that authority without question.

Police do not fully understand the HVNL but it seems some are still happy to use it to simply punish us for doing our job. No one will want to do this job (and many now who do don’t want to keep doing it) while you can be fined nearly $200 for not marking a box on a page!

If you have a better plan, tell me.

“There is too much grey and too much room for interpretation.”

MARCH 2022 21

22/2/22 10:05 am

truck of the year

GAVIN’S WINNING GRIN G The restoration effort behind Gavin Sutton’s 1989 Mack Super-Liner has paid off big time with the old bulldog beating a strong field of contenders, including many current models, to take out the title of OwnerDriver’s 2021 Truck of the Year.

Greg Bush writes

22 MARCH 2022

OWD_350_022-23_FEA_TOTY Gavin Sutton_GB.indd 22

obsmacked! That’s how Gavin Sutton reacted when informed his 1989 Mack Super-Liner had been announced as the 2021 OwnerDriver Truck of the Year. Gavin, who runs Gavin Sutton Transport out of Tamworth in New South Wales, knew his truck was lined up against 11 other hot contenders, including five Kenworths and a couple of Peterbilts.

But majority rules and the old Mack came up trumps to take out the coveted trophy.

I was quite taken aback by everyone’s vote,” Gavin admits.

“Most of the time people lean towards Kenworth rather than Mack. But at the end of the day it depends on the public’s view on what looks good and what doesn’t.”

The Super-Liner’s victory came via a winning tally where readers were invited to vote on the 12 Truck of the Month entries in 2021 through OwnerDriver’s website at www.ownerdriver.com.au/toty.

Interestingly, old model Macks have become the go-to truck for rebuild enthusiasts to the point where their popularity has made them as scarce as hen’s teeth.

“The last few years it’s probably become more prominent I think,” Gavin says. “Ten years ago it probably wasn’t as unique I suppose to do up an old Mack; you could pick one up without any trouble.

“You’ve got a job to buy one now because everybody’s on the same thing.”

Gavin’s story on how he acquired the ’89 Super-Liner in 2017 was featured in OwnerDriver’s June 2021 edition, coinciding with that issue’s Truck of the Month feature story.

Although sales of new Macks have slackened off in recent years, Gavin believes the brand’s legendary status was born decades earlier.

“The iconic part of it I think was the truck was brought here and sort of opened up the outback. They were fairly prominent in the central Queensland, Northern Territory areas with stock.

“And a few of them made it into the fast lane of line haul work,” Gavin laughs, “which was what mine originally started as.

“It used to do overnight express for the first five years of its life, then it did five years on explosives and then it did 10 years as a tow truck recovery vehicle.

“It was a retired tow truck when I got hold of it,” he explains.

“The fellow that had it as a tow truck bought a new truck and retired the Mack. I bought it from him and just stripped it down and restored it.”

Head turner Although the classic Mack has become somewhat of a show exhibit, it’s still out on the road doing the occasional local run, including moving machinery on weekends.

“No good having it and just sitting in the shed. How many show’s can we go to at the moment? Every second show keeps getting cancelled,” he laughs.

“I just get it out and take it for a drive just to have a bit of fun.

“It turns heads wherever you go. There’s always someone with a phone filming you wherever you go,” he adds.

One of the Mack’s most recent outings has been to

ownerdriver.com.au

22/2/22 10:04 am

Photos by Steve Gonsalves Photographics

Moree, around three hours from Tamworth.

“I’ll run a couple of trailers up there, take a road train up, or something like that, just to do a trip. Or I might even just go out to Gunnedah and do a changeover with one of the other drivers so they can swap trailers and don’t have to come all the way home. It makes their day a bit easier.”

However, when it comes to Mack-branded events, the ’89 SuperLiner tends to clock up a few extra kilometres. Before COVID struck, the old bulldog had appeared at the Kyabram Mack Muster in Victoria, and the Mack Muster at Gatton in south-east Queensland.

“Usually a handful of us go down to Kyabram. They have a Mack Muster every second year and a White Muster every other year,” Gavin explains.

“We’ve still got our plane tickets on hold somewhere; I hope they’re still there because it got called off at the 11th hour a couple of years ago when COVID first started.”

Closer to home, in fact right in town, the Super-Liner, along with a couple of other Gavin Sutton Transport trucks, has had the honour of taking part in the annual Tamworth Country Music Festival’s Cavalcade down the city’s main drag of Peel St. Around 100 or so trucks, with country music stars riding behind on fancy floats, have taken part in the parade each year, although Gavin says truck numbers have at times reached as high as 160 entries.

It’s also had the honour of having country music royalty, Troy Cassar-Daley, on board, not only leading the cavalcade but playing its part in Troy’s ambassadorial role for Tamworth Regional Council’s ‘Tune In To Recycling’ campaign.

For Gavin, the cavalcade has been long been a labour of love for Tamworth’s local trucking companies and has always delighted the festival-goers lining Peel St. “All the other transport companies here would donate a trailer and the driver would get the truck all washed up and put his kids in and see the cavalcade from the window of the truck,” Gavin says.

However, with COVID postponing the 2022 event from January to April, the country music festival has been downsized. Hence, the truck parade will now not run.

Viral virus COVID has also infiltrated Gavin Sutton Transport, although so far only one of the drivers has contracted the virus. Gavin, himself, was not so lucky.

“I had two or three days of being knocked out on the lounge or in bed. The rest of the week I just had to serve my time,” he says. “I

ownerdriver.com.au

OWD_350_022-23_FEA_TOTY Gavin Sutton_GB.indd 23

could have gone to work but obviously you have to stay isolated.

I’m OK now.”

However, COVID has affected the business in other ways, with some clients suffering staff shortages due to illness. And, of course, supply issues have had an impact on new truck purchases and imported components.

“We’re waiting on a new Volvo, it should have been delivered six months ago,” Gavin explains.

“It’s actually the first new model FH 16. I’m led to believe it’s the first one off the assembly line.

“The trouble is, the truck it was replacing, the trade-in, it’s got another 100,000km or more on it now. I try to get rid of them at around 700,000.

“Those European trucks, not like Macks and Kenworths, they don’t go forever.”

No surprise then that Gavin is fan of older models, hence his high regard for the ’89 Super-Liner. And he plans to keep it in the family.

“My son Jake will probably inherit it,” Gavin says.

“The majority of the mechanical part of the rebuild we did here and Jake had a pretty major role in that.

“He’s a mechanic. He does a tiny bit of driving, but not much.”

Now the Super-Liner’s status has been elevated at Gavin Sutton Transport due to its OwnerDriver Truck of the Year success. The trophy now takes pride of place at the company’s Tamworth depot where it will undoubtedly sit for many years to come.

“I just get it out and take it for a drive just to have a bit of fun.”

Above: And the winner is … Gavin Sutton’s 1989 Mack Super-Liner Left: Gavin enjoys taking the Super-Liner out on short trips, his extra piece of freight now in the form of the OwnerDriver 2021 Truck of the Year trophy

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HIGHWAY ADVOCATES Robert Bell

Left holding the can With increasing numbers of transport companies choosing to self-insure, who’s left holding the can?

T

o insure, or not to insure, therein lies the question. It is a question that most of us face during life.

It is seen as a necessary evil by many. It seems you can insure just about anything these days, and the transport industry is ripe pickings.

To not insure has its attraction for some – increasing numbers of transport companies choose to self-insure. But, at the end of the day, someone has to pay and, as always, it seems to be the low hanging fruit that gets picked.

One high-profile case surrounding self-insurance played out in the District Court in Cairns last year. The judge in the case had this to say: “This is an unusual case involving separate corporate entities with common principals behind them. Whilst, ordinarily, an employer is vicariously liable for the negligent, wrongful or criminal acts of its employee, there is no bar to an impacted third party suing the employee directly.

The defendant is capable of being sued by the first and second plaintiffs.”

In plain English, if you are an employed driver, your boss is responsible if you stuff up. What if the owner of the truck you drive and whose shirt you wear is self-insured and they don’t actually employ you? You might just be left holding the can to the tune of over half a million dollars in this particular case.

Back to insurance as we know it now, and the creep of insurance has pervaded into areas previously uncharted. Again, in plain English, transport companies and operators can now insure against illegality. Insurers now cover areas such as taxation audit expenses and employment practice liability. They agree to pay all damages and legal costs arising from any claim.

They indemnify directors of companies from any claims or penalties and Environmental Protection Agency claims against pollution or spills. They will even insure you against being extradited overseas. Another aspect they agree to cover is in the area of compliance. Check out this below: The insurer agrees to: • pay legal costs for and on behalf of; and/or • reimburse any penalties for; and/or • reimburse any enforceable undertaking expenses for; and/or • reimburse any prosecution costs for any Insured on a statutory liability claim first received by the insured

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and notified to the insurer during the policy period.

CAN OF WORMS All of the above begs the obvious question: why would you pay for compliance when you can insure against it? Surely that is against the law? The Heavy Vehicle National Law (HVNL) is complex and many of the provisions are a mystery to most. Section 742 seems to be one of the sleepers, with the insurance industry waking up the potential profits to be made.

HVNL section 742 prohibits contracting out. It makes any contract that seeks to be contrary to the purpose of the HVNL void. If a contract purports to annul, exclude, restrict or otherwise change the effect of a provision of the law, it is void.

It is void if it purports to require the payment or reimbursement of all or part of a penalty that another person has been ordered to pay under the HVNL. The overriding requirement for any company or operator under the HVNL is under Chapter 1A –Safety Duties. If an individual commits a category one offence under Section 26C – Primary Duty, the maximum penalty is $300,000 and/or five years imprisonment. For a corporation, the maximum fine is $3 million.

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.

It would appear then that insurance of the type discussed might be a bit on the nose as far as the HVNL is concerned.

Kind of like a bank robber insuring against getting caught in a way. Let’s stand back and watch this can of worms open for now. It’s going to be interesting to see how this unfolds.

PROSECUTOR’S DISMAY Now for a bit of shameless selfpromotion. The written submissions we produce are gaining some notoriety. I am sure anyone who has dealt with us knows we go that extra mile. But every now and then you get an outcome that needs to be appealed. One such outcome was a $25,000 fine for a severe mass breach handed down on the Local Court of NSW. Up to the District Court for a severity appeal, with a nervous operator in tow.

Our client was a small business owner from regional NSW who operates a directional drilling rig. He has a truck and dog combination for transporting drill mud from site. Due to circumstances mostly out of his control he was breached at a NSW heavy vehicle safety station.

The HVNL gives prosecutors the choice of who they charge in mass offences. It is a no brainer why they always charge the operator. Deep in the law is Section 596.

This section allows prosecutors to seek penalties that multiply the maximum penalties in the law five times over. And plus some with mass breaches.

Highway Advocates Pty Ltd did what we needed to do and our anxious operator had his fine reduced on appeal from $25,000 to $400. We know what you need to know.

“It is a no brainer why they always charge the operator.”

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What truck driver hasn’t felt frustrated to receive a fine for marginally exceeding the speed limit or failing to draw a straight line in a logbook? But that’s for another day.

NatRoad Warren Clark

MOTORIST CULTURE

Educating the masses The more things change in road transport, the more they remain the same

T

he world’s first traffic fine was issued in 1896 to an Englishman motorist named Walter Arnold.

He was caught rocketing through a place called Paddock Wood in Kent at a staggering eight miles per hour.

The limit was 2mph and he was also failing to comply with a law requiring a man with a red flag to precede his arrival on foot.

The offence cost him five shillings plus court costs. As Walter was also one of the world’s first car dealers, he presumably coughed up without much stress.

The authorities must have recognised that the law requiring a flag carrier walking in front of every car was a surefire productivity killer because it was scrapped soon after.

If only there was motivation to change our high productivity vehicle access rules in the same manner.

The year 1896 was also remarkable for Britain waging a war against the Sultan of Zanzibar that lasted just 45 minutes and remains the shortest armed conflict on record. No, you don’t get a prize for guessing who won.

I only mention these events because our industry’s battle for common sense in road rules and their enforcement seems to date back to the 19th century.

And then I remember that the first truck powered by internal combustion wasn’t built by Gottlieb Daimler until … 1896.

Back to today, and do we really think the road rule regulatory regimen in 2096 will be any better?

The rulebook will certainly look very

OUT-OF-BALANCE POINT

CIRCULAR TUBE

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different, with innovation driving significant change in the way we move goods and people around.

It’s a given that the Heavy Vehicle National Law reform process will still be underway. But will the attitude of policy makers and motorists towards heavy vehicles be different?

Yes, there will still be motorists – even if autonomous vehicles are a thing, charging stations have replaced most diesel bowsers and drones are undertaking last mile freight tasks.

Australia’s heavy reliance on road freight will also remain, especially in transporting non-containerised goods between major centres.

All this springs to mind because the National Road Safety Strategy 2021–30 was released in December amid a flurry of calls to send it back for more work.

At the time of writing, the government had other things on its mind, so the strategy probably wasn’t going to be substantially revised.

Nobody in our industry denies the need for strong road rules and appropriate enforcement. That’s because nobody takes safety more seriously than our industry. Note the use of the word “appropriate”.

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.

PICTURED: Gottlieb Daimler built the world’s first truck in 1896, the same year as the world’s first traffic fine was issued

“Nobody takes safety more seriously than our industry.”

It’s a fact that other vehicles are at fault in around 80 per cent of fatal crashes involving heavy vehicles. As important that it is not to view this as an “us versus them” issue, this goes to the fundamental problem.

The problem with the National Road Safety Strategy is not in its intent but its failure to tackle the big issue of on-road culture.

The national regulator’s efforts to raise awareness of heavy vehicles among young drivers is commendable – but we need to go much further.

Let’s make sure planning principles are put in place to separate heavy vehicles from light wherever new infrastructure is built. But arguably more importantly, every licensing authority in each state and territory must embed questions about behaviour around trucks into its tests.

Prove you know how much room to give a truck and that you know not to turn from the inside lane in front of one – or stay on L plates. It is that simple.

Only when motorists are educated from a young age to understand and respect heavy vehicles, will we see safer roads. That will work better than any red flag!

CIRCULAR TUBE DURAMETAL SPHERES OUT-OF- BALANCE POINT IN DAMPING FLUID

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driver profile

BOOTS ’N ALL

For Kelsie McDonald it’s the best of three worlds – driving a Kenworth, working with livestock and enjoying a country life. Warren Aitken catches up with the former jillaroo in South Australia

I

’m a pretty game individual, I mean, I’ve drunk milk two days after the expiry date, I’ve gone swimming only 15 minutes after eating and I’ve even agreed to the Telstra terms and conditions without listening to the whole diatribe. We can all agree, I live life on the edge.

However, using the phrase ‘happy as a pig in shit’ when starting my third women in transport story could be risky if anyone misconstrued the intent. Before anyone makes any assumptions or complains about my choice of description let me explain exactly why this phrase is

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extremely fitting for this story.

Firstly, when I caught up with Kelsie McDonald, the subject of this article, near Tailem Bend in South Australia, she was busy loading her Kenworth T904 with a full buffet breakfast-worth of pigs. They seemed pretty happy to me.

Secondly, listening to Kelsie from the passenger seat of her 909, she was ‘happy as a pig in shit’ to share with me her journey from animal-loving country girl to jillaroo, to farrier, to triple road train driver and, now, a happy wife and mum of three who happens to cart pigs around South Australia.

My first question for young Kelsie was to ask her why she’d agreed to do this story with me. It was her husband, Kane, that put her name forward, but we all know that the wife has the final say and could have overridden him. So, I asked why?

“The biggest thing for me is to see more women get behind the wheel,” Kelsie states.

“Don’t be afraid of it, don’t be afraid to give it a crack. If I can do it, why can’t they?”

Kelsie is a strong advocate for women in transport and a fine example of what can be achieved with the right drive and determination, finding her feet in

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the male dominated cattle carting arena. Her mantra of ‘work smarter, not harder’ has seen her overcome many of the regular, ‘Oh, a woman can’t do that’ situations and she’s built an enviable reputation among the turd herders.

Born and bred in Western Australia, Kelsie grew up on stations and farms, as that was the family way. School was a requirement, but weekends and holidays were spent in the wide-open WA countryside.

“I was doing what every kid loves to do, be on the farm. Cattle and horses were my life,” she recalls.

The outback lifestyle resonated with Kelsie. She loved getting her hands dirty and found herself drawn to all manner of animals. Station work was inevitable; the only surprise after she completed her schooling at Catholic Agricultural College was that she didn’t go straight onto an outback farm. Instead, and this is a little serendipitous, Kelsie went to work in a piggery. It was in this job that one of the attributes that are key to Kelsie’s successes came to the fore – resilience.

Fresh from college, most at the piggery didn’t see the petite young lady lasting six months.

“I was at the piggery for about 18 months,” she tells me.

“That was about 12 months longer than anyone thought I would last.”

Kelsie covered every role possible at the piggery, surprising and impressing with her determination. If people thought she couldn’t do it, she would find a way. Again, it was her ‘work Right: Kelsie McDonald is a long way from her horse breaking days. It’s now about her loving husband, their happy children and her T904

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Top: The truck that really started Kelsie’s Kenworth Crush. The big bonnet and the three trailers were pure heaven for a young lady Above: Kelsie was able to scrounge up a rare shot of the little UD she spent hours in on the farm. It may not have been much but it was a start Right: Kelsie looks right at home steering the Kenworth down the road. Driving and working is her Zen space

smarter, not harder’ approach.

The time spent between that first job in the piggery and ending up in an old Mack Valueliner is basically every cowboy’s ideal resume. There was riding and breaking horses west of Meekatharra and getting them ready for and racing them in the Landor bush races.

There were some cold mornings milking cows in Victoria and some humid evenings on a North Queensland feedlot. Kelsie even had her own farrier business near Perth for a while. Really, anything that required an Akubra you could be sure Kelsie had immersed herself in it.

“I do get itchy feet,” admits Kelsie, but emphasises that every move was a step up and chance to learn something new.

Dirty work It was the time spent shoeing horses for private owners and pony clubs that really made her appreciate the outback life. She had learnt those skills on her uncle’s station and, in 2011, she shut up shop and packed up and headed back there to envelop herself in her favoured lifestyle.

“I went back to the station, back into what I knew, back into what I was good at, breaking horses in, chasing cattle, working with cattle, fixing windmills, fixing cars, just getting my hands

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“The biggest thing for me is to see more women get behind the wheel.” dirty basically,” Kelsie says.

Part of what she was good at involved having to drive the station’s old Isuzu body truck with the horse crates on the back. She had her HR licence but left the big truck work to the station’s designated driver. After spending time in the old Isuzu, Kelsie got rewarded with an upgrade to the station’s bogie drive UD. “It was an upgrade, not really in size, though. It had air-conditioning and power windows so that was the upgrade,” she jokingly tells me.

The truck driving life wasn’t completely new to Kelsie by the way. Her dad, Doug, had spent a fair bit of time behind the wheel himself. In between running farms and stations, Doug would be behind the wheel of fuel tankers, grain trucks, whatever was needed, and never stopping. It’s that work ethic that’s flowed down to Kelsie and had her defining a 40-hour week as a part-time job.

When the station’s full-time truck driver announced he was leaving, Kelsie put her hand up to go and upgrade her licence to an MC, thus allowing her to drive the station’s road train. She was enjoying driving, loved working with cattle, so figured she may as well see what happens when she combined the two.

At the time the station’s cattle carting was done with a 36.5-metre road train comprised of a two-deck lead trailer and single-deck dog trailer, all sitting in behind another UD. Not exactly a super trucker experience but it was enough to light the fire in Kelsie.

“Basically, I fell in love. I fell in love with carting cattle and fell in love with driving road trains from

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that moment on,” Kelsie says. I’ll be honest – falling in love with driving road trains I can understand.

It’s easy to do. Falling in love with driving road trains when you start in a UD? There is something pure there.

Over the next couple of years her experience and her love of driving grew. She spent as much time behind the wheel as she could. Any excuse to back under that second trailer would leave you staring at a Kelsie-shaped dust cloud as she raced for the driver’s door.

It’s inevitable that any truckie after some time with two trailers behind will want to progress to three and Kelsie was no exception. Her whole life had been a progression of upskilling and she’d had her little UD in and out of some pretty tough spots.

On the station alone you had river crossings, creek crossings, sand, rocks the size of your front wheel, bulldust holes … you name it. All of that while, most often, loaded with cattle.

“The hardest thing is finding someone that will give you a go, someone that will give younger, less experienced people a go,” says Kelsie as she recalled her first attempts at trying to find triple road train driving work.

Her break came courtesy of the transport company the station used regularly for their livestock movements. Obviously, there’s only so much stock the station could get on the UD, meaning most of the work went to a small three truck family business called Greenfields Contracting. When Kelsie heard one of the drivers was leaving, she approached the owners, Richard and Joanne Greenfield, and let it be known she was extremely keen to take on the job.

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“I fell in love with carting cattle and fell in love with driving road trains.”

“It took a little bit of convincing,” Kelsie admits.

“They were a bit worried about how I was going to do things like the tyres and the heavily manual side of things.”

With the backing of one of Greenfield’s other drivers and a ‘give her a crack, dad’ nudge from Richard’s daughter, they offered her the job when the other driver finished up.

Top: Kelsie’s current ride may be a little old but the Kenworth T904 is just what she needs to fan her truckie desires Above & Left: Even though I may only see them as ‘before’ shots of a BLT, Kelsie loves working with the pigs and their personalities Opposite top: Cranking the old loading ramp by hand.

Modern push button ramps aren’t a luxury Kelsie gets in her line of work

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Rear view September 14, 2015 is the date Kelsie classes as the beginning of her road train career. It was her first solo run for Greenfields Contracting.

Although it was still only a double train it was her official beginning.

“I got sent with a road train of hay up to one of the stations in the boss’s old Mack Valueliner. ‘Grumpy Bitch’ was her name,” recalls Kelsie with a massive grin.

Upon returning, Kelsie spent the next four weeks two-up with Steve, one of the company drivers. Sharing a big 9-0 with three stock trailers in two, the two-up experience allowed them both to make some big miles while giving Kelsie some invaluable experience and advice from the well-travelled Steve.

Kelsie still recalls the first trip with Steve and three trailers of cattle.

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“I remember looking in the mirror and thinking, ‘Holy shit there’s trailers 50m behind ya.’”

Kelsie also admits she learnt pretty quick not to watch the mirrors all the time.

“If you watch them, you’re worse, ‘cause you try to correct yourself all the time. You want to be aware, but not watch,” she advises.

After a month Steve jumped back in his truck and Kelsie got her first triple load on her own.

“It was 18 decks of steers to Broome, we loaded late in the arvo, we had to get there as quick as we were able to,” she recalls. “I think that first trip Richard realised I could pull my own weight. I hope he realised he’d made a good decision giving me a go.”

Another realisation that came from that first trip, once the steers were unloaded in Broome, was a bit of an epiphany for Kelsie.

“I felt like I’d found my little place in the world.”

There was no looking back after that, no mirror watching pun intended. Kelsie was loving the fact she was still working with cattle, just at a different side of it. For the next three years she steered her big 9-0 around Western Australia. Moving cattle during the season and in the off months it would be hay, fertiliser, grain, whatever kept the wheels turning.

Kelsie’s reputation for getting the job done grew alongside her experience. So much so that, when Greenfields contracting decided to downsize in 2018,

MYTRUCKING SUCCESS STORY

Mahonys Transport Services, Victoria & NSW.

Best known for freight, Mahonys Transport is a family owned and operated business that prides itself on attracting a high calibre of staff and delivering excellent service.

Mahonys is based in Melbourne and the transport division runs across Victoria and into southern NSW. The business does bulk agricultural commodities, importing and exporting, as well as freight. Mahonys runs 14 B Double trucks and exports a significant amount of grain, with the freight division clocking up about two million kilometres a year. Additionally, they have a significant sub-contracted fleet.

Operations manager, Rose Messer, says they work hard to attract the best staff possible. “We keep a high standard of operators and look for people who fit our culture. We’re also focused on our level of compliance, professionalism and customer service. They’re the things that differentiate us.

“The plan is to continue to grow our customer base while continuing to keep that level of quality up, focusing on relationship development – not only internally, but with farmers and customers too.

It’s a really personal approach.”

When Mahonys joined MyTrucking in September 2020 they were looking for a simple solution to streamline their operation. “Previously, we were using four to five different systems and it was very repetitive.”

Scheduling was done via a whiteboard in the early days and was labour intensive. “We moved to Excel but were still doing it the hard way with keeping track of contracts and getting information out to drivers.

There’s a lot going on and we wanted something to bring everything into one central function.”

Rose has found MyTrucking to be user-friendly and, of all the options they looked at, the easiest for the drivers to use, which was the clincher. “The freight industry is going the way of more technology. Our boys are smart, but technology is probably not their forte.”

The integration with Xero has saved a heap of time when it comes to invoicing, and the data they get from MyTrucking in report format has made customer invoicing easier and clearer. “It’s also easy to see how many loads are left on a contract, for example, and it gives great traceability and clarity.”

Rose says MyTrucking has significantly reduced their paperwork processing time. “I reckon it has saved us

FAST FACTS Favourite truck?

Kenworth 909 Best place to get a pie?

Best bakery I’ve ever been to in Victoria is in Birchip, they have the best pies and vanilla slices!

Favourite MyTrucking feature?

I love the dashboard, it’s so valuable having real time data. Being able to see what your trucks are making is great.

Favourite catchphrase?

“Job’s right mate”

at least two full days (16 hours) of admin a week - that would be the biggest benefit.

“The other big benefit is the amount of information we can get into the drivers’ hands, giving them clarity on where they need to go and what their numbers are.

We’ve given them the best tool to help them do their job the best they can.”

info@mytrucking.com www.mytrucking.com

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“Who doesn’t want to get paid to look out a window all day?”

Top: The Mack Valueliner nicknamed ‘Grumpy Bitch’ was the truck that Kelsie cut her teeth on Above: Very little glitz and glamour where Kelsie goes as she travels the tough roads in the T904

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the owners who bought the crates and the work were adamant that Kelsie went with the crates. Sure, she grizzled a little to me at having to relinquish her beloved 9-0 for a Super-liner, but the lure of the work outweighed that.

Kelsie was not only managing the job, she was flourishing.

“I was doing all my own tyres, replacing drives and steers myself,” Kelsie says. This was again her ‘work smarter, not harder’ philosophy. She sure as hell wasn’t a ponytailed Chris Hemsworth able to throw tyres around like Maltesers in a cinema. But she didn’t let that stop her. She found a way to get the job done.

Her reputation was growing and respected among those on the road. Yes, the infamous cattle-driving chick in the ugg boots was becoming very well known. Oh, did I not mention that habit of hers? Not much to tell really, very self-explanatory. Little lady, big road train, ugg boots – true story.

The next big change and the precursor to me getting this interview was Kelsie’s move from WA to SA. By the sounds of her love for carting livestock it wouldn’t have seemed very likely,

until an out-of-state truckie turned up at a small country pub in Mingenew for a cold beer. Kane was his name and he must have been packing some charm for he quickly swept Kelsie off her feet, ugg boots and all.

They were both their carting grain. They both loved trucking and, really, in a town of less than 300, Kelsie’s choices were limited. Anyway, the next thing you know they’re married and relocating to Tailem Bend. And there’s three mini money pits running around as well.

Kelsie said goodbye to the weeks on the road and hello to home every night with nappy changes and bedtime stories. Before you ask, I’m not sure if those were just for the kids or the kids and Kane. That itch we all get for the road, though, brought Kelsie to the job in which I found her, working for Robert and Anne Simcock carting pigs around South Australia. It’s the return of her much-loved Kenworth logo, only now with a single trailer.

“It’s a lifestyle, I love working with animals – even these guys are fun. Jeeze, these guys can make you laugh,” says Kelsie, referring to the noisy pigs behind us.

“I enjoy driving, you see the world at a completely different level. Who doesn’t want to get paid to look out a window all day?” she adds.

As we near the end of our journey and my mind starts envisioning the load behind us – a well-cooked roast with crackling and all the extras – I try to focus once again on the motivation that’s led to Kelsie sharing her story with me.

“It’ll be nice to see more girls behind the wheel,” Kelsie says.

“I want companies to give them a go. I hate to say it, but you’ll never turn back. Once you have a woman driver you’ll want more.”

There’s no better advocate for limitless options open to woman than Kelsie McDonald. She has proven what can be done and she is as ‘happy as a pig in shit’ while doing it.

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The Committee should bring together owner-drivers and small fleet operators, employee drivers, unions and industry groups like the Australian Road Transport Industrial Organisation to ensure governments get the clearest picture of what their decisions will mean for drivers out on the road.

TWU Michael Kaine

Ending the squeeze

GIG BEHEMOTHS

The federal government should be doing more to assist road transport, not making the job tougher

F

or two pandemic years ownerdrivers and small fleet operators have put their shoulder to the wheel to keep Australia moving.

They’ve had to change and adapt how they do their important work; forced to jump through hoops without support to keep supply chains pumping.

Drivers stepped up because they knew the country was counting on them, and accepted minor changes were necessary to keep themselves and their families safe.

Yet, while drivers have been gracious heroes of this pandemic, the same can’t be said about the federal government. Riding roughshod over the industry, the federal government has maintained the same terrible attitude when it comes to introducing policy responses to the pandemic.

When drivers on the ground object or raise concerns about their practicality, the federal government’s approach remained the same: ignore, dismiss, reject.

In the process, the Prime Minister’s arrogant refusal to listen is tying supply chains in knots.

The work of the owner-drivers and small fleet operators who move produce from our farms, minerals from our mines and goods from our manufacturers nationwide has been made even harder as a result.

Throughout the pandemic no one has expected the federal government to have all the answers. To be frank, nor should it: Members of Parliament aren’t the ones working in critical industries every single day.

What we do expect of the government – and the Prime Minister in particular – is to be willing to listen to those who are road transport experts: the men and women behind the wheel.

What’s stood out most clearly these last few years is that the Prime Minister has a tin ear. He’s refused to listen when drivers and small fleet operators proposed constructive measures – like free rapid tests and paid vaccination leave – to keep themselves safe and supply chains open.

Even worse, the Prime Minister’s shown he’s willing to sacrifice the safety of drivers when he’s under pressure and needs to make it look like he’s doing something. The hare-brained decision to wind back isolation rules for close contacts is the perfect example.

We’ve heard countless stories of workers being frogmarched back to work while potentially infectious because of the National Cabinet’s decision. Others have told us they were told not to bother testing despite sharing cabins with workmates with the virus. Some drivers have even been forced to drive while lightheaded.

It’s a disgraceful display that’s confirmed

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what those of us in the industry have said for years: drivers are always the ones suffering the consequences of the federal government’s mismanagement of road transport.

SAFETY PRINCIPLES The time for knee-jerk political decisions and photo-ops has passed. Drivers have weathered the COVID storm for over two years and very little has been done by governments in that time to make their jobs any easier.

That’s why the Transport Workers Union (TWU) – together with the Australian Workers’ Union (AWU) and the Shop, Distributive and Allied Employees Association (SDA) in our Retail Supply Chain Alliance – has developed a set of key principles to keep drivers safe and national supply chains open.

At the heart of our Supply Chain Safety Principles is recognition that living with the virus is something we need to accept for the medium-term. However, that doesn’t mean we need to be reckless and should give up on practical strategies to minimise the risk of transmission.

That’s why we’ve reiterated our demands for drivers to receive free antigen rapid tests (RATs) – something we first raised with Scott Morrison in September last year. Free and accessible RATs are critical to catch the virus before it has a chance to knock out entire workplaces or hitch a ride through national supply chains.

The lack of available testing is only part of the problem. The federal government’s rolled out half-baked ideas like watering down forklift licence rules without speaking to the industry about whether that’s actually a good idea.

That’s why we’ve called for a standing Supply Chain Consultation Committee to advise governments twice a year, and whenever the federal government is considering policy changes that will impact supply chains and drivers.

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

Finally, we’re calling on the federal government to finally commit to rein in gig behemoths like Amazon, which are smashing supply chains and making it even harder for owner-drivers to remain afloat – let alone make a profit.

National supply chains are at their best when the operators and drivers working in them maintain the highest standards by playing by the same rules.

These gig bottom feeders don’t – they deliberately shift drivers outside industrial relations laws, ripping them off fair pay and denying drivers access to basic entitlements like sick leave when they contract the virus.

We need only look at what’s happening overseas to recognise the existential threat these companies pose if they’re able to import their system of exploitation from overseas.

The operations of general freight companies and owner-drivers in Europe and the United States are being cannibalised by the likes of Amazon Flex and Uber Freight, and drivers are being left to survive off the whiff of an oily rag as a result.

Only federal regulation to end the ‘Amazon Effect’ wringing supply chains dry and undercutting owner-drivers’ razor thin margins is the best way to push back on the tsunami of gig exploitation crashing down on drivers.

These three core demands refocus the national attention that’s been on supply chains to making it easier, safer and more sustainable for the hardworking drivers who keep them moving.

Ultimately, no one knows what the future holds, but that doesn’t mean we shouldn’t be planning ahead. The next variant or natural disaster has the potential to again throw supply chains into chaos.

Implementing these principles immediately – in addition to the Senate’s recommendation that the federal government establishes an independent body to set and enforce minimum standards in road

“National supply chains are only as healthy as the men and women working in them.” transport – are the first steps to shoring up the sustainability of our supply chains.

At the end of the day, national supply chains are only as healthy as the men and women working in them.

The federal government’s response to COVID has left so many drivers behind but, with the considerable focus on supply chains over these past few months, we have an opportunity to apply public pressure to change that.

By standing together and demanding change, we can finally achieve the industry reforms necessary to end the squeeze on owner-drivers and small fleet operators, and set up the sustainability of national supply chains into the future. To join the fight, visit www.twu.com.au/join

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WILKIE’S WATCH Ken Wilkie

Riskier business It’s no joke that, as the truck driving population ages, regular health checks become more crucial

I

’ve had a couple of comments come across my dining room table of late that have given me cause for comment. Additionally, I was passed a compliment on my January comments that I hope spurs me to greater efforts to get some sensible reform of conditions suffered by industry participants.

Rod Hannifey has called for drivers and owner-drivers to become involved with an association. Rod and I go back many moons and I have the highest regard for him. Also, over those many moons, and for many moons prior, I have been involved with many associations.

I suggest a major reason for the failure of the myriad of associations to make headway in improving our lot rests with the failure of volunteers to be able, on the one hand, to rise above their desire to rub shoulders with an elite – their fear of getting the elite offside via being forthright and scrupulously honest in discussion. I haven’t suffered that fear – hence my being offside with most of bureaucracy. And I haven’t been abusive – just forthright.

Timidity might be an understandable outcome. The second aspect is that those who are in a position to make an improvement either have little desire to do so or little understanding of the truck driver’s job description. Note: the National Transport Commission’s recent call to reduce driver hours.

Another comment across the kitchen table is attributed to Australian Trucking Association (ATA) chair David Smith. David is calling for better screening of heavy vehicle driver health issues in relation

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to sleep apnoea. I have to agree but only to a point.

It concerns me that David is putting too much emphasis on the issue of sleep apnoea. Don’t get me wrong, the issue is a very serious and potentially, and probably, at times a fatal condition. The condition is not limited to overweight short-necked individuals. My younger brother Bernie suffers from the condition. He has to wear the Darth Vader mask for sleep and has suffered memory loss from earlier bouts of loss of breath during sleep. Bernie is no hulk but a trim and fit 70-plus kilo bloke whose life involves plenty of physical activity. Sleep apnoea is no joke.

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

DIABETES DIAGNOSIS For many years I was a dangerous goods transport operator. Prior to the 50-year mark I had a medical every three years.

Beyond 50, one every 12 months. In around year 2008 I was diagnosed as being a type2 diabetic. That diagnosis was purely the outcome of the, by then, required yearly medical. Consequently, my good wife directed me to a change of lifestyle – more exercise and a different food regime.

The more exercise part involved a tramp across the Owen Stanley Range via the Kokoda Track.

The stress test prior to embarking on that mission discovered that I was 90 per cent blocked on a major heart artery and a drop-dead candidate. I missed out on

“All heavy vehicle drivers need to be subjected to a stress test.”

the opportunity of being probably world famous. Imagine the New York Times report on the environmental impact of 24 tonnes of arsenic acid being let loose into the Murray River catchment as a result of a truck driver succumbing to a fatal heart attack. Or going for a Burton coming down the Toowoomba Range.

Since then, I have completed two crossings of the track in commemoration of those who offered all and the many that gave all.

It’s not that I’m blasé about sleep apnoea.

David’s suggestion simply does not go far enough. All heavy vehicle drivers need to be subjected to a stress test if we are really serious about road safety. Remember, we are generally an ageing workforce.

I’ll talk about my good mate, Chris, who suffered a major coronary while on the phone during an association hook-up.

Chris is a truckie of the highest integrity and standard who was very lucky to survive his episode. He was lucky in one instance that his heart attack happened at home where help was quickly and readily available. He was lucky in the second instance that it didn’t happen at speed on the highway where both unrestrained impact and time required for support were potential and likely death certificates, either for Chris or some unlucky bystander.

SLEEP APNOEA There is another less appealing thought that is lurking in my consciousness in relation to the sleep apnoea issue. I strongly suspect that industry leadership is deliberately closing its mind to the diurnal aspect of humanity’s nature. I remember, back in the late ’80s, I had undertaken to deliver an overnight refrigeration run to North Queensland. In spite of attempting to day-sleep prior to the designated departure time of 6pm, sleep was usually not possible.

The consequence that, by 11pm, I was a risk to myself and a threat to other road users.

I go back again to the late ’80s. Two horrific heavy vehicle accidents occurred on the Pacific Highway in the Northern Rivers area of New South Wales – one involved a truck and a coach. The truckie was found to have ingested stimulants and driving more than prescribed hours. He was considered to be the guilty party.

Another nail in road transport’s integrity portfolio – on the second horrific accident two coaches came together and again with horrendous loss of life. It was reported that one of those drivers suffered from sleep apnoea. I’m in no position to argue differently but I point out that both crashes took place in the early hours of the morning.

Again, because this society simply seems not to able to come to terms with the naked truth, I suspect that an outcome has been reported that could be convenient.

It worries me that it might be just too inconvenient to recognise the implications of humanity being diurnal. If we were able to convince those with influence to undertake impartial investigations into heavy vehicle accidents, we might get a better picture of the cause and the best path to reduce it.

I’m not suggesting overnight operation be banned – but I do suggest more awareness of the possible risk. I don’t consider the current attitude of simply restricting night hours to be any real answer. One still has to get through the first night.

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Your Say

Letters to the Editor need to be typed or clearly handwritten and be no more than 500 words. Letters should include name, title (e.g. owner-driver, manager) and city for publication, unless otherwise requested. Letters may be edited for clarity or space.

Please be concise, so we can offer more people an opportunity to express themselves.

SEND YOUR LETTERS TO:

greg.bush@primecreative.com.au or mail to 11-15 Buckhurst St, South Melbourne, Vic 3205 We prefer letters by e-mail, but handwritten letters will be accorded the same opportunity to be published.

Licence absurdity

The current conversation in the industry centres around drivers and driver training and, as a person who has done over 60 years in the industry and with many of the similar vintage now retired from driving or still driving, we are called dinosaurs. But that doesn’t detract from knowledge acquired from those years and kilometres travelled.

At this time, there is only one politician in government who has the knowledge to have input into drivers’ ability and knowledge – and that is WA senator Glenn Sterle.

We are concerned with the stupidity of some of the current drivers, especially multi trailer drivers. It is not a statutory offence to do stupid things but you should lose your truck licence when it endangers others or damages equipment.

With dashcams and phone cameras, the stuffups more and more are showing up on social media pages. It’s a major issue.

I went for a job back in 1959 and the owner said to me: “If I want truck drivers, they are a dime a dozen and you can find them on any street corner, but I want long distance transport drivers. They are born, not just found on a corner.

If you survive the first 12 months on interstate you might be good for my business. Now tell me why I should hire you.”

Nothing has changed since that time. In fact, it’s worse. Truck drivers are still a dime a dozen and we have few competent heavy vehicle driver trainers in Australia. To quote from a submission to the last senate enquiry into the industry by the Australian Driver Training Association: “We don’t have members who can teach heavy vehicle driver training.” That’s something I can attest to.

But then how do you teach what you don’t know?

Now the government and Australian Trucking Association have tapped the logistic council to draw up a criteria for TAFE colleges to teach accreditation courses for various transport subjects for future kids out of high school to take over the shortage of drivers and supply chain workers. This has to be the most inane decision ever by a government and out-of-touch big business.

Some over-educated person with no knowledge of the facts of the industry will teach kids how to read draconian fatigue law. Some will teach them how to read flawed load restraint law. But will they teach them how to tarp a load, how to change a flat tyre, how to hear a problem in a motor or drive train and when to stop. How to load legal mass on a trailer – this not being taught by current heavy vehicle testers.

These people are given the job to procure kids

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“How do you teach what you don’t know?” into the industry from schools, romancing them with photos of big shiny trucks they could drive, being their own boss and seeing the country as part of the job. What a great job it is.

However, these people have a duty of care of full disclosure to these kids and parents of kids who have been killed in truck accidents should support and demand full disclosure.

This is the most dangerous vocation in Australia and the risk of death and serious injuries in accidents are an inherent risk on any day. And it doesn’t have to be your fault.

Will they disclose that, depending on your employer, wage theft is how most companies survive with current freight rates?

Wages for multi combinations are a third of what they should be thanks to the Transport Workers Union, transport associations and fair work and agreements of 30 years ago, and it’s getting worse with all the current and new combinations.

You will work up to 20 hours a week with no pay in unloading, loading and other jobs.

That shiny rig will need to washed and polished weekly for no wage as part of your job, which can take up to 10 hours a week.

Will they tell them that human rights provisions allowed to all other Australian workers are not allowed in this industry?

That when making a mistake and error of judgment, self-incrimination is a not defence

under the Heavy Vehicle National Law (HVNL) and civil law by claims from employers?

Will they tell them that there are 12 offences in the NHVL that carry fines that can equal a weekly wage that have nothing to do with driving offences?

Will they tell them two of the most dangerous things in transport safety that apply to drivers are complacency and over confidence, which have killed more drivers than records show?

That most truck cabins have a safety accessory fitted that can kill or maim?

I wonder, with all the interest in women drivers these days, if all these same points were explained to them, especially with the deaths and injuries suffered by women drivers lately in accidents.

Back in the day we were told defensive driving tips to keep us alive. Some of today’s European trucks don’t have the in-cab provisions to do them and other things we were taught are considered dangerous driving and land you in jail by out of touch law enforcement, although I would still do it if needed.

They have spent billions on the Hume and the coast road to prevent truck accidents and to prevent another Grafton and Clybucca accident. The latest records for truck accidents on those roads show that has been a failure.

It’s not if but when it happens again unless we get it right with driver training and keeping experienced drivers on the road.

For sure if the National Heavy Vehicle Regulator continues to take over highway enforcement using harassment draconian fines as blackmail for compliance, making more drivers get out of the industry, the road deaths will continue to rise.

Jerry Brown-Sarre Euroa, Vic

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21/2/22 4:40 pm

truck of the month

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LONE MACK IN THE PACK

Despite the Kenworth brand fulfilling his business commitments, Chris Robinson listened to his heart when it came to hunting down an old Mack Super-Liner. Now, the former JW Bromage 1987 workhorse is not only Chris’s project truck, it’s back on the road earning its keep.

Warren Aitken writes

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H “My dream was always to buy a Super-Liner.”

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ave I mentioned before how much I love my job?

I mean, who wouldn’t? Picture me sitting back conducting a friendly interview in the seaside holiday town of Coffs Harbour. Beautiful rays of sunshine are breaking through the light clouds like a grown man stepping on a barely frozen lake. Golden yellow beams of light bouncing off a stunning silver Kenworth and a mouth-watering Mack are the backdrop for this meeting.

A cold beer is in my hand as the proprietor of this idyllic setting, Chris Robinson, regales me with his poetically expletive memoirs. I mean, all I really need is some Jack Daniels-flavoured jerky, Smokey and the Bandit playing on a 75-inch TV and an endless supply of nachos and I would be in heaven. Who am I kidding, you’ve probably already looked at all the photos of the Mack. I’m already there.

It’s time to focus but I keep getting distracted by photos of Robinson’s fleet. Chris may still be a young man, he’s only an ’84 model, but hard work and trucking have been part of his DNA before he was a glimmer in his old man’s eye.

Chris’s grandfather, Harold, drove trucks his entire life and is responsible for the family’s appreciation for the old school Mack brand. Originally from Tasmania where the toughest logging trucks always featured the bulldog out the front, Harold ended up driving all over Australia. Almost all the miles he clocked up were in either the legendary B-models or the iconic F-model Macks.

That bulldog blood ran through the blood of Chris’s father, Ray, as well. Before starting his own earthmoving business in 1983, Ray was a full-time truckie. At one stage, he owned and

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ran a couple of F models himself but his era was predominantly the infamous R-model Macks.

When Ray started RJ & TM Excavator Hire, the R-model Macks continued to feature heavily in his growing fleet.

“Dad always wanted a Super-Liner,” Chris recalls.

“But when they first came out, they were just too expensive, so he stuck with the R-models.”

As a kid you couldn’t ask for much more. While your mates may have had their Tonka trucks in their backyard sand pit, your mum and dad had the life-size version. It really was no surprise Chris grew up with 15W-40 in his veins.

As if all the excavators and loud trucks weren’t enough to inject bucket loads of testosterone into young Chris, Ray was still doing a bit of relief driving on the side. He’d often work all day then drive for an old family friend. I’m sure most of you have heard the name Jim Ristovichis before. At the very least I’m sure you’ve seen pictures of his legendary Mack Super-Liner.

Chris’s introduction to the Super-Liners and the

catalyst for his desire to own one came courtesy of Jim’s iconic truck. Talk about setting the bar high.

It would come as no surprise then that young Chris was a lot more preoccupied with machinery and soil than maths and science. At the age of 14 he came to an agreement with his school. He agreed he’d be better off away from school and they agreed he was right. At an age when most of us were still bluetacking the Truck of the Month posters to our walls, Chris became a fulltime worker in Ray’s earthmoving business.

While, today, RJ & TM Robinson Excavator Hire consists of Ray in the excavator and wife, Tracy, in a Mack Trident tipper, in the ’80s and ’90s the company was a lot bigger, undertaking huge projects throughout Australia. A lot of the company work was based around freeway and infrastructure projects.

It goes without saying that I’m sure young Chris wasn’t driving or operating anything he wasn’t licensed to when he first started, he was merely soaking up all the necessary skills and techniques needed.

Chris had to wait until he was 19 to gain an exception that allowed him to go for a heavy combination licence. With a note from mummy and daddy (I’m not being facetious, it’s what happened), he was granted the HC licence. Chris then took on the role of shifting a lot of the company’s gear around in one of the old Macks.

In between moves he was working all manner of earthmoving equipment and generally getting his hands as dirty as possible.

First big truck Chris spent 12 years working for his dad, wherever and whenever he was needed. Then, Ray decided he was ready to scale back. This decision, along with

Opposite top: Chris Robinson with his lifelong goal achieved. A Mack Super-Liner in his fleet Opposite below: The handy work of Damian Gibbs from Masterart Designs is evident everywhere on the Super-Liner Top: When Chris spoke to Damian Gormly from Zealous Airbrush Studio, he broadly outlined his idea for the Mack. He wanted the bulldog with a good hand and ‘Here’s The Deal’ above it. Chris returned several weeks later to find this masterpiece on the back of his cab – definitely a winning hand Left: Chris restored and rejuvenated the entire interior of the old Mack. After almost four decades the truck still has that old school feel and smell

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“I wanted the 500 not 400 and I wanted the 12-speed.”

Above: The downside to doing a rebuild inhouse is that you end up going all out. That custom deck plating was the result of a casual walk-by while the truck was in the shed Right: Chris Robinson’s fleet is mainly Kenworth but his freshly finished Super-Liner is holding its own Opposite top: Looking better than day one. Chris has built a very successful business of the back of his stunning T904 Opposite middle: Check out the finishing on the Mack’s custom stainless – the work of a couple of maestros from Marcia Street Fabricators in Coffs Harbour

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the contacts Chris had formed, would lead to the birth of Chris Robinson Earthmoving.

“I decided to buy an excavator off dad and carry on some of the work he had been doing on the freeways,” Chris explains. At this stage he was still in Goulburn Valley as that’s where the family company was based.

Chris started with the purchase of his own excavator. There was plenty of big projects going on so he would end up on one site for four to five months at a time and used contractors to move the excavator when needed. As he started to pocket some money he decided to invest in his own low loader.

“The problem was I could always get trucks [to move his excavator around] but I couldn’t always get a low loader,” Chris says. That first wooden deck low loader was the main seed from which the business grew. Carrying on that analogy, if the low loader was the seed, then the watering can was Chris’s first truck purchase. It would be symbolic if I said it was a Mack Super-Liner, but the truth is it was a 2007 Kenworth T904 – the same one he still has and sits pretty with nearly 1.5 million kilometres on it.

“It was a big first truck to buy,” Chris says.

“But I knew the truck, traded in, one owner, I loved it.”

The Kenworth It was already painted silver and would become the catalyst for CJ Robinson Earthmoving’s future colour scheme.

“That was my bread and butter; I used that to grow my company,” he says.

That growth came in the form of less time for Chris in machinery and more time behind the wheel of the 904 doing float work.

“As well as our own, on job sites I’d shift everyone’s gear around. In the end I’d sit in the

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float, 10 hours a day shifting gear.”

That increase in workload, along with bigger gear on bigger sites meant the old tri-axle wooden deck low loader was underqualified, so a quad axle low loader was needed. With that came more work, then more work, then more work.

Ten years after Chris first purchased the T904, the company now has around 80 pieces of machinery and 70-plus employees. Throughout the growth of the company there’s always been one little desire itching away at Chris: “My dream was always to buy a Super-Liner.”

It was obviously a familial desire, coveting a Super-Liner. Chris recalls his dad always wanting one himself. When RJ & TM Robinsons was in full swing it was the era that heralded the arrival of the Super-Liner. At the time their popularity put them out of Chris’s dad’s reach. When Ray finally reached a position to have another look, he found he wasn’t the only one eyeing the bulldog. In fact, many were chasing them as restoration projects.

So again, Chris’s dad shelved the idea.

While Chris’s love for Super-Liners was ignited

by Jim Ristovichis’s Magnum, it was also fuelled by legendary trucks like the Bromage fuel tankers.

“In the ’80s they pulled Shell fuel tankers; everyone knew their V8 Super-Liners,” Chris relates.

“They used to call up blokes and tell them to move over, coming through.”

Like his father’s drive, those childhood memories cemented Chris desire to have one himself.

“My dream was always to own a Series 2, I wanted the 500 not 400 and I wanted the 12-speed,” he says.

“The problem was they were so hard to find, people weren’t parting with them and, if they were, it was [for] exorbitant prices.”

Right price As it happened, Chris was lucky enough to spot an old Super-Liner relaxing on the outskirts of Dubbo.

This was in early 2015 and Chris was now operating predominantly out of Coffs Harbour, doing a lot of project work in the area. So, on his first free weekend he dragged Ray away from work for a drive across to the NSW inland city.

The Mack had been a part of the furniture around Dubbo for more than 20 years. It was owned by Brian Swain and under Outback Recovery Services had been stretched and working as a tow truck up and down the Newell Highway for most of its life. While it was sporting Chris’s less preferred nine-speed box, that would get changed by Chris’s team.

Most importantly, it had the 500 E9 – that was the deal breaker! As if the big bopper engine wasn’t enough, some digging around revealed that the truck’s original owner had been JW Bromage, the truck being one of the last brought for the Bromage fleet. (Random fact time: JW Bromage was the biggest owner of V8 Super-Liners in Australia, beating Road Trains Australia by two.)

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remembers. “Dad’s going that hard, everything’s wobbling, the bonnet’s wobbling, overhead console screws falling out, an old CB fell out.

“I told him to slow down, and he was ‘Nah, this is how you drive them’.”

Chris laughed away as he recalls hitting the freeway before Coffs and getting his speedo app out. For fear of repercussion I won’t give the exact readout, but in kilometres per hour it’s equal to the amount of games a major league baseball team plays in a regular season. In mph it’s equal to the atomic number of fermium – so pretty fast.

Style council

Top: There is a load of infrastructure work at Robinson Earthmoving, however doing sub development work also sees the big silver trucks negotiating the tight residential areas Above: Having room to put the twin 500 litre tanks as well as twin air start tanks left the truck with an ultra long and cool look

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Knowing the prices that some of these old Macks were fetching, Chris was extremely grateful to Brian Swain for the deal he did. Brian was able to see in Chris a fellow Mack enthusiast who was going to throw everything into the old girl. As such he came to an agreement that they could both afford.

Then came the first drive, Dubbo to Coffs.

“It was pretty wild driving it back, it hadn’t been going for a couple years,” Chris says. Ray hopped in the passenger seat at Tamworth and lasted only until Armidale before kicking his son out and politely telling him that he was failing to drive the truck appropriately (I cleaned up the language a little).

“Nothing was working on it, no tacho or speedo,” Chris

Once they got the big Mack home to Coffs Harbour the fiveyear project began. Chris had a plan from day one but admits he never expected to go to such extremes.

“It’s a blessing and a curse doing it in house. I’d walk past and see something and think, ‘Oh, I might do this or might do that’,” Chris says. His vision was always to include his company’s two-tone silver and grey mixed with the Ristovichis’s Magnum lines and styling.

Being that he also intended to work the truck, there was the need to strip it right back and make sure every bolt, rail, airline and hose was in top notch condition.

“I have built it to work; when I go to pick up new machines and stuff I want to take this,” Chris says, adding that he believes you have to keep working the old E9s or they start blowing smoke or discharging oil.

There are a lot of workers that deserve credit for the outstanding resurrection of this truck. From Chris’s brotherin-law Josh who put his engineering skills to good use making up all new brackets and cross members, to the likes of Sharky who worked on all the hoses and airlines. It really was a team effort.

Installed Automotive is another local company that played a massive role in the intricate task of rewiring the whole truck; not an easy feat when it’s longer than originally designed.

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Rather than remove the extra metre that had been put in the chassis for the tow truck role Chris opted instead to use that length. He approached his good friends down at Klos Custom Trucks to purchase a 65-inch (165cm) Aero1 bunk they had in the back shed. It certainly filled in some space.

That extra length also allowed Chris to fit not just twin air start tanks but also dual 500-litre fuel tanks on both sides, ensuring the truck can not only house you on a trip around Australia but damn near do it with one stop for fuel.

Getting the big Mack all painted up was the task of another local company, Urunga Smash Tepairs. With their small shop though it was left up to Chris and his team to send the truck down piece by piece.

After I commented on the outstanding finish on the stainless Chris reveals all the custom stainless was done by a couple of young lads at Marcia Street Fabricators, another local company. Some chrome work by Mewoe Metals in Albury and a couple of extra stainless supplies from RC Metalcraft and the truck was almost good to go. All it needed was a little trip up to the legendary MasterArt in Brisbane for the signwriting and scroll work, as well as a custom drawn image for the back, courtesy of Damian Gormly from Zealous Airbrush Studio.

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Last but not least, especially in Chris’s mind, is Brendon James from Southside Trucks in Coffs Harbour. Chris’s ‘Mack’ man was always on hand to track down parts and information for him.

With all that finally finished, Chris had his dream truck, the showpiece among his fleet of Kenworths. But wait, that’s the point we never addressed. The Mack fanatic with only one Mack in his fleet?

“My love for old Macks? There’s nothing comfy about these Macks, just loud real trucks,” Chris confesses.

“But ya can’t beat a Kenworth for today’s standards for what we do.”

Fair enough. If you are a Mack fan and are only going to have one classic Mack in your fleet, you can’t beat a 1987 Mack Super-Liner. And you definitely can’t beat Chris Robinson’s Mack.

Above, L to R: The big E9 has to look as good as the rest of the truck; Representing the heavy haulage side of the business, the big Mack returning to Robinson’s HQ after dropping a trailer. You can imagine this combination with a big excavator on – super cool Below: The two Heavy Haulage Asset rebuilt Kenworths Chris has added to his fleet may not have his distinct paint scheme, but they look the part and do the job well

“There’s nothing comfy about these Macks, just loud real trucks.”

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industry focus

GOING RENTAL WITH ISUZU

The NNR 45-150 models have proved a winner for Deol Car & Truck Rentals

W

ith a heavy reliance on road transport, Australia has proven to be a place of opportunity for those in the business of trucking; from the sole contractors and owner-drivers through to the titans of transport moving all and sundry across the country.

When Isuzu Australia last spoke with Apinder Deol – known casually as Deol – he was in the process of expanding his business, Move In Removals and Truck Rentals, across the border from South Australia into Victoria, Queensland and New South Wales.

At the time, in 2017, Deol had a fleet of 34 Isuzu trucks, the first of which was purchased from the North East Isuzu dealership. His aim was to provide coverage across eastern and southern states, specialising in both furniture removals and vehicle hire industries.

Building momentum This interstate expansion opened new doors for Deol and, with a business growing rapidly, he added rental cars to the core offering of trucks for hire.

He also brought in close family members Raj and Sherry to assist, and 2019 saw them operating 275 vehicles on the road, including a large fleet of lightand medium-duty Isuzu trucks.

From a business that was born of Deol subcontracting to Toll IPEC with one truck, to hiring out a second truck to a colleague, and on to a fleet of considerable size within 10 years, it’s an impressive story of growth and perseverance.

And by all accounts, there were big plans in store for the year 2020.

Then … COVID-19 hit.

With state and international borders closed, the house and furniture removal side of the business ground to a halt. Ongoing uncertainty surrounded interstate movement and Deol and Sherry made the tough decision to let this side of the business go

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completely, channelling energy and vehicles solely into the hire fleet.

Homing in Such vigorous ‘trimming’ was an exercise necessary for many businesses during the pandemic and, for Deol and Sherry, it also meant homing in on a truck model that was versatile (and reliable) enough to cover a multitude of hire uses, and that could provide the backbone for the fleet.

Isuzu’s NNR 45-150 medium-wheelbase option with automated manual transmission (AMT) proved just the trick for tackling the bulk of urban jobs.

Offering standard car license driving at 4,500kg GVM, their NNR 45-150s feature a max power rating of 110kW (150ps) @ 2,800rpm and torque of 375Nm @ 1,600–2,800rpm supplies the grunt to handle loads up to 8,000kg GCM. Combined with easy handling and driver-friendly cabin appointments, the NNR has fantastic curb appeal for clients.

Now, with no less than 95 Isuzu trucks on the books, Deol and Sherry also made the considered move to add one-and two-tonne vans to the rental fleet; numbering 375 vehicles in total at the close of 2021.

Flexibility key The light-duty truck segment remains critical to Deol and Sherry’s rental strategy, targeting freight and logistic operators who need the flexibility of trucks sitting at 4,500kg GVM or under that can be operated on a regular driver’s licence by multiple drivers.

It comes as no surprise that the latest addition to the fleet is another round of NNR 45-150s.

Isuzu’s N Series is packed with features to

COVID impacts The transition however, had its ups and downs, explains Sherry.

“From a sentimental point of view, it was really difficult to stop the house-moving side of the business,” he says.

“As the foundation phase of our company, we were very emotionally attached to it, but COVID actually provided us the perfect opportunity to make the switch. We were able to use our trucks from the removal business and rent them out to the road transport sector, who were getting smashed by online order demand.

“It ended up being a timely ‘win-win’ for us.”

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Geelong Isuzu delivers first truck under new ownership

Above: Apinder Deol gets behind the wheel of an Isuzu N Series Below: Apinder Deol (left) and Sherry

Now under new ownership, Geelong Isuzu is celebrating delivery of their first truck to local family business, Routleys Bakery.

The regional Isuzu Trucks dealership (previously held by Winter & Taylor) has recently changed hands, with Geelong Isuzu officially opening doors on November 15, 2021.

While the dealership name may be new, customers such as Routleys will see faces familiar to the Isuzu brand, with Jason Cunliffe (formerly of Winter & Taylor) remaining in the role of dealer principal, and Ian Deacon (dealer principal of Ballarat Isuzu) as co-owner of Geelong Isuzu.

Operations manager and third generation of the Routleys family business, Sam Routley, picked up the keys to a new FRD 110-260 in December.

Sam says the new F Series truck will support their Melbourne and Geelong distribution network, joining an all-Isuzu fleet.

“We’ll use this new truck to take our goods from the production facility down to the depots, where they will meet the light-duty fleet which delivers our baked goods to retail stores.

“This could be anything from bread rolls to pies or our vanilla slice, amounting to between 30,000 to 40,000 units a day.

“The drivers are really enjoying Isuzu’s quality and comfort; they’re never left stranded out on the road.”

With the FRD 110-260 now the 15th Isuzu truck on Routleys’ roster, the relationship between brand and business remains strong.

Sam says it was reliability of product and service that kept them returning to the dealership.

“We drop the trucks at the Isuzu dealership after they’ve been out on their run for the day, and they’re always ready to go the next morning – our fleet is never off the road.

“In terms of working with the new ownership, it’s all the same friendly faces here, so we’re more than happy to continue down the same track with Geelong Isuzu.”

Other Isuzu customers in the area can expect first-class service, with the sales and service team retaining experienced staff and the dealership to

“COVID ACTUALLY PROVIDED US THE PERFECT OPPORTUNITY TO MAKE THE SWITCH.”

Above: Isuzu Geelong dealer principal Jason Cunliffe (left) with satisfied customer Sam Routley

continuing to offer options such as after-hours servicing, direct access to genuine truck parts and Isuzu Power Solutions products.

Ian Deacon says the team were eager to maintain the dealership’s proud tradition of working with customers in the Geelong area.

“We couldn’t be more pleased to deliver our first truck to a great member of the Geelong business community like Routleys Bakery.

“Our whole staff team are looking forward to serving existing clients in the area again and also welcoming new Isuzu Trucks and Isuzu Power Solutions customers to the dealership.”

Isuzu Australia Limited head of network development, Ben Lasry, congratulates Geelong Isuzu on their trade opening.

“We are very happy to see Geelong Isuzu settling into their role supporting local businesses and their transport needs in regional Victoria,” Ben says.

“It’s fantastic to see a team of this calibre being part of the 70-plus strong Isuzu Dealer Network.

“I’d like to add a fond farewell and our thanks to the departing owners, Winter & Taylor, who developed the business to the great success it enjoys today.”

deliver a predictable, car-like driving experience, giving uninitiated drivers a confident introduction to truck driving.

Sherry described that the combination of fool-proof, twopedal clutchless AMT, excellent ergonomics throughout the cab, and a tight turning circle all score high points for easy operation – ultimately leading to client satisfaction with the fleet.

“Our customers are so happy driving an Isuzu… we have positive feedback on the comfort, the visibility in the driver’s seat, the reliability of the engine and even the service intervals,” he notes.

“We’ve been in the rental market for a while now and would say the performance of Isuzu trucks against other Japanese truck brands is incomparable.”

Head and shoulders Isuzu’s highly regarded safety suite, including anti-lock braking system (ABS), electronic stability control (IESC) and anti-skid regulator (ASR) also assist in boosting safe operation and driver control.

And with the next generation of NNR 45-150 models now offering an intelligent advanced driver assistance system (ADAS) – which includes autonomous emergency braking – Deol and Sherry are confident they’ve landed on a winner.

“We always try to deal with one brand and once we determine the best model option for our business, we’ll stick with them,” Sherry adds.

“Isuzu’s trucks are great for a rental business like ours, because we save a lot on the equity… and you just don’t lose money on them.

“We find the whole buying and servicing process with Isuzu just awesome. We’ve never had a single complaint from our customers about any of the trucks.”

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operator profile

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CHURN ’N LEARN Few freight forms are more time-sensitive or demand more immediacy than milk. But, throw in a pandemic with all its operational and commercial challenges, and suddenly there’s an entirely new dimension in moving essential dairy products from farm to fridge. For SRH Milk Haulage principal Scott Harvey and daughter Blair, it means sticking to what you know and adapting quickly when things turn sour. Steve Brooks reports

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Top: Farm pick-up work has long been the mainstay of the SRH workload and Volvo continues to be the dominant supplier. For good reasons Above left: Scott Harvey’s smile hides the frustration caused

by COVID but it doesn’t hide his gratitude for the drivers who have “done an incredible job” during the pandemic

H

e has a voice that can sound like gravel being raked across concrete and, when the mullet’s given time to grow, there’s the deep-etched appearance of a ‘worked hard, played hard’ rocker from the ’70s.

Don’t be fooled, though. There’s more to Scott Harvey than meets the eye or raps the ear. Much more. And, while the image and the character perhaps accurately reflect younger years lived hard and to the hilt, innate acumen has nurtured and flourished in the fateful roll between risk and reward.

In fact, there are moments in random conversation when even Scott seems genuinely awed by the evolution of a life that has seen a knockabout young bloke from the New South Wales Hunter Valley, not entirely sure or even concerned of what tomorrow might hold, forge a family business that, today, spans one side of the country to the other.

“Yeah, I try not to think about it too hard. It can give me a headache,” he laughs, but the seriousness is not lost.

“There’s no way we thought it would ever grow to where it is now.”

The ‘we’ in the comment is wife and business partner Regina and, logically enough, Scott and Regina Harvey are the foundation of SRH Milk Haulage, a proudly specialised company with almost 70 trucks and a wide array of Byford and Tieman tanker configurations nowadays hauling around one billion litres of milk a year.

Still, in a phone conversation from a company depot at Poowong in Victoria’s Gippsland, there’s a mix of humility and gratitude in his tone as Scott recalls the creation of SRH in 1996.

“I’d been doing a lot of different things up to that point,

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including weekend work in tankers to the Oak milk company at Hexham [on the western outskirts of Newcastle].

“I always liked the tanker work and, besides, the trucks and tankers just looked better. Cleaner, and I liked that. Still do.

“Someone must’ve noticed because it was suggested I should run a truck of my own. The thought of that made us nervous but, anyway, when a tender eventually came up with Dairy Farmers, we went for it and got the contract. That was the start of SRH. “A husband and wife company from the start,” he quickly asserts.

Also right from the start, Volvo would play a major role in the company’s progress, first with an FH420 to get the ball rolling.

Opposite middle: Scott and wife Regina Harvey formed SRH Milk Haulage in 1996. Nowadays, eldest daughter Blair (centre) is national operations manager and a vital part of her parents’ business Below: Volvo FH600 in A-double configuration. The Swedish giant has been a major part of the SRH story from the start

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“2021 was horrible.

In an industry where the freight is urgent every day, management and drivers were hammered every day.”

“We’ve bought almost 250 trucks over the years and around 230 have been Volvos of one form or another,” Scott remarks.

Nonetheless, the Swedish giant hasn’t had SRH entirely to itself and the current fuel returns of a top-shelf Mercedes-Benz model are certainly giving Scott plenty to think about. Loyalty is one thing but so, too, is the bottom line. Even so, as the conversation continued, he would relate plenty of reasons why Volvo continues to be first and foremost in truck choice.

Yet, there is, of course, far more to running a highly specialised haulage company than the choice of equipment and while Scott doesn’t shy from the fact that an evolving business brings pressures he could not have imagined in younger years, there has been nothing on the scale of COVID. Not even close, especially in an operation where the freight is so time-sensitive and essential to human consumption.

“But I’ll tell you this,” he says abruptly, “our

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drivers have done an incredible job because it doesn’t matter where they are, things can, and have, turned bad quickly and drivers have had to adapt in so many ways.

“It hasn’t been easy for anyone and, yeah, like everyone else, it has cost us money in one way or another and there are a couple of drivers we’ve had to quickly isolate, but it has also cost some drivers their jobs.

“Like, with the government in Victoria,” he said with obvious disdain, “we couldn’t employ someone after a certain date if they weren’t vaccinated, so good drivers that wouldn’t get vaccinated, we had to let them go.

“That’s not a nice thing to do but it wasn’t our choice. It was out of our hands. I respect that it’s up to the individual if they want to get needled or not but, at the end of the day, it should be up to us to say if someone can’t work for us anymore, not a government department.”

It is, Scott adds with more than a hint of deep

cynicism, a troubling experience to tell a good driver he no longer has a job, especially in a national industry absolutely desperate to not only attract drivers but keep driving standards at proficient levels.

“Road transport is still growing but driver numbers aren’t growing with it,” he says sharply.

In a surprise admission, Scott concedes that while the trials and demands of running a haulage company are ever present, the impacts of COVID with all its constraints and brutal border restrictions by state governments, with self-interest so obviously at the heart of many decisions, have for the first time made him question the efficacy of private enterprise in such a politically charged atmosphere.

So, at 55 years of age, are Scott’s natural enthusiasm and spirited character starting to wane under the weight of constant assaults on the operation of a proudly successful and intently professional business?

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Maybe. Or maybe, like everyone else, he’s just tired of the hypocrisy and haphazard rules and regulations. Either way, it was a question that returned no definitive answer other than highlighting the reliance and critical involvement of a capable management team which includes daughter Blair, the eldest of Scott and Regina’s three kids.

Runs on the board With her father in Victoria overseeing a new long-distance milk run from Cobram (Victoria) to Labrador in Queensland – a four-day round trip with driver change-overs – Blair says Scott’s absence has little to no bearing on her role as national operations manager.

“It’s the job. It’s what we do, but we’re never far away with a phone,” she says with simple confidence from the company’s original base at Rutherford, little more than a stone’s throw from the New England Highway in the lower Hunter Valley, and not far south of the Harvey home at Aberglasslyn.

While her sister and brother have ventured into other career paths, 28-year-old Blair easily explains that, with no love for high school and an ingrained upbringing around her parents’ business, it was perhaps inevitable that she would become a fixture in the operation, one way or the other.

Thus, agreeing to her father’s insistence of a TAFE course, ultimately acquiring a diploma in business administration and a certificate in transport and logistics, Blair was allowed to leave school at 16 to become an employee of SRH Milk Haulage.

“I’m still an employee,” she says with a wide grin and, as the conversation continued, apparent contentment that it’ll stay that way now that she’s a relatively new mum with 18-month-old daughter Maisie.

In such a male-oriented industry, there’s no surprise in her assertion that “the male aspect” was especially intimidating for a teenage girl, even with the strength and support of her father. And perhaps more so as the boss’s daughter.

“I certainly had to prove myself and that didn’t

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happen overnight,” Blair reflects, before bluntly emphasising: “There’s no intimidation anymore.

None.”

Quiet for a moment, she continues: “Management is thin on the ground in this company and Scott employs hands-on people, much like himself. You’re employed to make a decision, so you make it.”

Likewise, it was a determined Scott who, a day earlier, had emphasised that with a fleet operating from such widespread depots as Rutherford in the Hunter Valley, Raleigh on the NSW north coast near Coffs Harbour, Poowong in Gippsland and East Picton, around 160km south of Perth in Western Australia, the key is to have smart managers rather than more managers.

“We have good managers in each depot and I can’t ask or expect them to make a decision, then not support them. You can’t say you trust people to do something then undermine their decision,” he says.

As for Blair’s involvement in the company, Scott

says thoughtfully: “She’s a big help for me in running the company [and] is far more up to speed on the technology side of things than I am.

“Our customers are big companies and they expect our admin and software processes to be up to the standard of modern business practice. Blair is essential in achieving and maintaining that, but also in the technology that applies to trucks, like introducing the ‘Seeing Eye’ system [an advanced fatigue monitoring package].

“She’s a child of the computer age. I’m definitely not,” Scott confesses, before candidly commenting that with a baby and a new perspective on priorities, thoughts of their daughter eventually taking over the company are not on the agenda.

“Running a transport company is not getting easier,” he declares, with Blair conceding: “Maintaining a work-life balance is difficult in transport. The business has become second nature to me but, with a baby, there are bigger realities now.”

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“Road transport is still growing but driver numbers aren’t growing with it.”

Even so, and much to her parents’ pride, Blair’s abilities have been recognised well beyond the milk haulage business, with her admission into Daimler Trucks’ 2021 ‘Future Leaders’ Forum’; an initiative with the Australian Trucking Association to train and develop “strong, knowledgeable industry advocates”.

Unfortunately, the first planned gathering of the 2021 group from trucking related businesses around Australia became yet another victim of COVID-19. Despite the disappointment, for Blair and others of her ilk, it was just another blip in a world besieged by blips.

“In 2020, COVID’s first impacts weren’t that bad,” Blair recalls.

“It threw plenty of challenges at us but, as long as we adapted quickly and took all the necessary precautions, we got through the first year without too many issues.

“Clean practices in every part of the business were the critical thing, but milk is a clean industry anyway, so taking that a few steps further wasn’t too difficult.”

But then: “2021 was horrible. Border restrictions were changing all the time and there was little or no consistency between any of the states, and for drivers there were big

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interruptions with vaccinations, tests and delayed results.

“In an industry where the freight is urgent every day, management and drivers were hammered every day.”

Echoing her father’s comments: “Drivers were lost due to some not being vaccinated. Victoria and WA were particularly difficult, but we had no choice.

“We were just doing what the governments said but they weren’t all saying the same thing. It was a nightmare. Still is.

First it was boosters and now RATs [rapid antigen tests] are mandatory but getting them is insanely difficult, and before that it was AZ versus Pfizer.

“The pressure on business has been amazing at times [and] added a whole new dimension to management. It was, and still is, very difficult for everyone but especially for linehaul drivers crossing borders.”

Indeed, in a company with almost 160 employees and at least 140 of them employed as drivers – most permanent but some casuals – driver issues have become a major problem, Blair says with undisguised frustration.

“Driver recruitment and retention haven’t been concerns for much of this company’s life, but now they are,” she insists.

Above, L to R: In linehaul roles, the introduction of Kenworth’s T610 was to reward “a couple of really good operators who have been with me for a long time”. However, the slimline T610 SAR is the only one of its type in the fleet, bought to assess its ability in farm pick-up work Below: SRH’s move into Western Australian was a significant achievement but finding and retaining good drivers has been a critical issue

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“We were just doing what the governments said but they weren’t all saying the same thing. It was a nightmare. Still is.”

“And the reasons aren’t all because of COVID.” Again, Western Australia and Victoria are the most difficult. In WA, the evolution of FIFO (flyin, fly-out) mining jobs has taken a lot of drivers out of the industry while, on the other side of the country in Victoria, the contest is generally between different milk haulage companies and how much they’re prepared to pay to keep a good tanker driver.

“We’ve known guys who say they’re happy here, get a brand new truck, then suddenly change jobs because a mate tells them it’s better somewhere else. Truck drivers can be fickle,” she says with a wry grin.

In NSW and Queensland, the base is generally more diverse and attracting drivers to milk tanker work means competing with a far broader range of driving jobs, Blair attests.

Or as her father said succinctly: “There’s just a shortage of drivers all round, especially the right sort of drivers.

“And with all the impacts of COVID, keeping them is something else.”

Choices and challenges A day earlier, over the phone, there was a hint of relief in Scott’s voice when the conversation reverted to trucks and, specifically, the reasons why Volvo has maintained such a dominant presence since the start of SRH. However, the presence of a couple of Kenworth T610 conventionals, a smattering of Scanias and, most recently, a few flagship Mercedes-Benz 2663 models, point to a constant comparison of various brands and not, as Scott quickly emphasises, an exercise in keeping Volvo honest.

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Depending on the job and the location, SRH configurations range from singles to 19- and 20-metre doubles, 25-metre B-doubles and 26-metre A-doubles (pocket roadtrains in WA) running a BPW steer axle at the rear. In workloads covering farm pick-up to regional bulk deliveries into suburban processing plants, and linehaul runs, he insists flexibility is the key to the operation and while it’s certainly not a case of ‘one truck fits all’, each model is specified with the ability to haul different configurations when and where necessary.

At any given time, though, Volvo historically commands more than 80 per cent of the SRH fleet and Scott isn’t shy about the main reasons: “Onestop shop, mate,” he said earnestly, “and, overall, we’ve had a good run from Volvo. For sure.”

Despite acknowledging recent reports of long delivery times for Volvo’s latest model range from the company’s Wacol (Qld) factory, Scott was quick to mention: “At the moment we’re in the process of getting 28 new models [and] we’ve accepted contract maintenance on them all. And, for the first time, we’re using Volvo Finance because they came up with a really good rate that other finance suppliers couldn’t get close to.

“For us, it was a case of Volvo supplying the whole package. It was hard to beat,” he says, emphatically.

Typically, the order is for a mix of models, including FM500 and FH540 13-litre units and 16-litre FH600s, a couple with the extended XXL cab for linehaul work.

But, given his obvious allegiance to Volvo over more than 25 years, why the handful of Kenworth conventionals in a fleet traditionally committed to continental cab-overs?

Taking a moment, Scott replies: “It was mainly

to give something back to a couple of really good operators who have been with me for a long time and who’ve always wanted to get into a new Kenworth, so I certainly can’t complain about buying them.

“They’re all T610s for linehaul work mostly but there’s also a 610 SAR in Victoria that does farm pick-up work. It does the job,” he says simply of the slimline SAR, bought largely to assess the model’s merits in the farm work.

“This business has primarily been a farm pick-up operation,” he continues, “but, some years back, a couple of our bigger customers asked if we could provide a linehaul service, so we did and that side of the business has probably become bigger than we expected.”

Painted in the linehaul fleet’s grey colour scheme, Scott concedes the T610s are easy on the eye.

“They definitely look the part. We’ve dressed them up a bit and they’re all fitted with Eaton auto boxes, so it’s probably easy to see why drivers are attracted to them.”

Meantime, it’s an adamant Scott who again insists Scania and Mercedes-Benz models are not in the fleet to simply keep Volvo commercially honest.

“I’ve always reckoned you should compare others to see what’s best for your business,” he contends.

When it comes to a group of Scania G and R-series trucks from Scania’s NTG range, his assessment is typically concise.

“In Scania’s case, it suits us in a particular area, like in Coffs Harbour, where its back-up and service operation has always been so much better than Volvo’s.

“In a 24/7 business like ours, it’s a matter of

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Above: The Mercedes-Benz 2663 has rewritten the book for SRH on fuel consumption. According to Scott Harvey, fuel efficiency of the biggest Benz is “awesome” Left: This Scania G-series on farm pick-up duties in northern NSW is one of a number of G and R-series models from the Swedish maker’s NTG range, chosen because of Scania’s strong service credentials in the region

making our job easy as possible, so we go with what’s better for us.”

Comparisons, however, take on a new importance when talk turns to fuel consumption and the simple question: ‘Is there a model that stands out?’

His answer was immediate and succinct.

“Mercedes-Benz. It’s awesome,” he fires back, referring to a 2663 model pulling a pocket road train double in WA, loaded one-way and returning empty, “… averaging 2.5 kilometres per litre every day of the week.

“On the same job, a Volvo FH600 is doing 2.1 kilometres per litre at best.”

Meanwhile, on the east coast, another 2663 “… is rounding up the Kenworths and the Volvos on linehaul on the Hume.

“The way these trucks are going, it certainly has me thinking about what comes next,” he says, seriously.

“We’re now really keen to put a Benz on as a farm pick-up truck but we haven’t done that yet because we’re happy with the Volvo product. The thing is, though, I know we’re not doing ourselves any favours by not seeing what the Benz can do on farm work.

“Over the life of a truck, this sort of difference in fuel consumption can mean a lot of money on the bottom line.”

Quiet for a moment, a reflective Scott concludes: “Everyone goes through learning curves but the big thing is to take on board everything you learn.

“It’s a tough business. Always has been but now more than ever, I think.”

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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

Rockin’ and rollin’ Is Midnight Oil’s new album the band's last hurrah?

EXTREME WITCHCRAFT Eels

IN MY OWN TIME Karen Dalton

EARTHLING Eddie Vedder

E Works/PIAS www.eelstheband.com

Light In The Attic www.lightintheattic.net

Republic/Universal

Californian rock band Eels is, for all intents and purposes, a vehicle for singer-songwriter and musician Mark Everett who prefers to go by the basic moniker, E. Extreme Witchcraft is album number 14 for Eels, their prolific output stretching back to 1996. Englishman John Parish, who had a long association with PJ Harvey, co-produced Extreme Witchcraft with Everett, as well as co-writing seven of the 12 tracks. At times Eels sound like a US college band, as on ‘Amateur Hour’, but show their rock credentials on ‘Steam Engine’, a track notable for its innuendo amid simplistic lyrics. There’s more solid rock on ‘Good Night On Earth’ as Everett delivers a part speaking, part singing performance. ‘The Magic’ is a mix of guitar chords, minimalistic lyrics and psychedelic effects, and there’s a dietary advice on ‘Strawberries and Popcorn’.

The late Karen Dalton was part of the early ’60s New York Greenwich Village bluesfolk scene.

Unfortunately she did not reach the commercial heights of some of her compatriots, including Bob Dylan. However, her unique style and song interpretations have been admired by many artists since, such as Nick Cave and Courtney Barnett. Dalton only released two studio albums in her lifetime, the second one being 1971's In My Own Time, now newly available in a couple of different formats. The 19-track version on CD features the original 10 songs, plus nine bonus tracks including a live version of ‘Blues On The Ceiling’ from her debut 1969 album. There are alternate takes of Paul Butterfield’s ‘In My Own Dream’ and the traditional hillbilly track ‘Katie Cruel’.

There's also a documentary to coincide with this 50th anniversary edition.

Earthling, the third solo album from Pearl Jam’s front man Eddie Vedder, has already attracted strong praise from across the US and beyond. Vedder has brought in a few high profile associates for this new project, including Ringo Starr who drums on ‘Mrs Mills’ amid an orchestral backing. In contrast from that mid-paced effort, ‘Try’ is an upbeat track featuring a surprise appearance by Stevie Wonder on harmonica, while Elton John not only plays piano, but adds duet vocals to ‘Picture’, sure to be an FM radio favourite. ‘Brother The Cloud’ is another standout, starting off sedately enough before evolving into pure rock. ‘Long Way’ is a mid-paced song about lost love and a freeway drive. ‘The Haves’, a powerful ballad, compares the empty rich to the spiritual-but-poor folk and Vedder returns to his punk roots on ‘Good And Evil’.

RESIST Midnight Oil

HOUSE TO HOUSE Matt Andersen

SUN SESSIONS Checkerboard Lounge

Sony Music www.midnightoil.com

Sonic Records www.stubbyfingers.ca

Cheersquad Records www.checkerboardlounge.com.au

It’s been a long time between drinks for Midnight Oil – Resist, the rock band’s 13th album is also its first full-length release in almost 20 years (not counting seven-track collaboration The Makarrata Project). Resist could also be the Oils’ final album. However, the band has maintained its energy, campaigning against social, economic and environmental issues. ‘Reef’, penned by guitarist Jim Moginie, takes aim at the fossil-fuelled destruction of the Great Barrier Reef. Climate change rears its head on ‘Rising Seas’ and the band turns its attention to the Murray-Darling basin with ‘The Barka-Darling River’, an angry rock anthem as only the Oils can deliver. ‘Nobody’s Child’, a Moginie-Peter Garrett co-write, is another top rock track as Garrett sings of “beauty, love and compassion”. Currently in the middle of an Australian tour, Midnight Oil will later embark on its final US and European tour.

Canadian bluesman Matt Andersen has opted for a pared-back approach for his new album House To House.

It’s hands-on in all departments for Andersen, singing, playing acoustic guitar and producing the album to boot, which is a mix of folk, country (as per the title track) and, of course, blues. He shows off his finger-picking prowess on ‘Burning Lights’ as he sings of being “too far gone”, a bluesy track with a gospel bent. Andersen stretches his big vocals for ‘Other Side Of Goodbye’, a song reminiscent of ’60s blues bands. He shows his softer, romantic side on the emotive ballad ‘Let Me Hold You’.

Soul sisters Reeny, Micah and Mahalia Smith break Andersen’s solitude, adding harmony vocals to ‘Time For The Wicked To Rest’, a boisterous gospel-type track. The Smith sisters also appear on ‘All We Need’ and again on a cover of the classic track ‘People Get Ready’, adding lead vocals as well as harmonies.

Melbourne blues band Checkerboard Lounge made the trip across the Pacific to Memphis, Tennessee to record this new album, Sun Sessions, at Sam Phillips’ legendary Sun Studio.

The band’s cover of the often-recorded ‘Amazing Grace’ is misleading in the fact that it’s the album's only non-blues track.

Normal service is resumed on ‘Bottle Your Love’, with Tim Neal’s Hammond organ duelling with Shannon Bourne’s slick guitar licks. ‘You Got A Way With You’ is a breezy number with drummer Carl Pannuzzo delivering his signature earthy vocals. ‘Think Twice’ is a waltz-timed track, but there’s nothing schmaltzy here – it’s a slow, bluesy piece with Pannuzzo again delivering as Bourne shines with a top mid-track guitar solo, electrifying again on ‘Hook, Line And Sinker’. The album rounds out with the 10 minute-plus ‘I’d Rather Go Blind’, a leisurely track and a perfect ending to a great Aussie album.

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Country Corner THE SEA DRIFT The Delines

Love Police Records www.thedelines.com The Delines, hailing from the US city of Portland, Oregon, bring a mix of soul and Americana-style country to their fourth album The Sea Drift with lyrics by band member and author Willy Vlautin. Lead singer Amy Boone delivers her smoky tone to opening track ‘Little Earl’, adding yet more emotion to ‘Kid Codeine’. ‘All Along The Ride’, about unrequited love, is a low-key pianobacked ballad, easily the slowest track on an album of laid-back songs. Boone adds a touch of sensuality to ‘Hold Me Slow’, and there’s an air of reflection on ‘Saved From The Sea’.

‘Drowning In Plain Sight’ has a hint of country but it’s the trumpet playing of Cory Gray that gives The Sea Drift its distinctive sound.

LIGHTEN UP Erin Rae

Thirty Tigers/Cooking Vinyl www.erinraemusic.com The COVID pandemic had an impact on US country singer-songwriter Erin Rae, but in a positive way. It gave the Nashville-based artist an opportunity to take stock, writing and recording the 12 tracks on new album Lighten Up. Rae’s vocals have a certain quiet fragility as she sings of mixed feelings on ‘California Belongs To You’. The talented Kevin Morby makes a guest vocal appearance on ‘Can’t See Stars’, a song about being overwhelmed by a crowded society. Rae goes picking flowers on ‘Candy & Curry’, she ramps up the tempo for ‘True Love’s Face’, and then slows it down for the country-folk sound of ‘Enemy’, a song about facing demons. An album of brilliant songwriting in the style of Joni Mitchell.

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

WHAT’S ON upcoming events NATROAD CONFERENCE 2022

March 17–19, 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 17–19. Includes the ‘NatRoad Parliament’ and the NatRoad Awards presented at the Gala Dinner.

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

CONVOY FOR KIDS SYDNEY

March 20, 2022. Hawkesbury Showground, Sydney

Volvo Group’s museum move

B-model Mack among Shepparton museum’s new displays The newly launched Museum Of Vehicle Evolution (MOVE) in the central Victorian city of Shepparton has seen the recent arrival of a number of special new heavyweight visitors, including historic examples of all three Volvo Group Australia truck brands.

The museum features a diverse line up, from bicycles and light passenger vehicles to historic heavy commercials, displayed in a purpose built 10,000 square metre facility.

“Shepparton is a mecca for transport,” says MOVE CEO, Peter Hill.

“One in four commercial vehicles registered in Victoria are based in the Shepparton area; transport is the lifeblood of this region.”

CMV Truck & Bus, Volvo Group Australia’s largest private dealer partner, is a major sponsor of MOVE. “We are incredibly proud to be supporting MOVE and to be a partner in this impressive new museum,” says Miles Crawford, general manager, CMV Truck & Bus, which also commenced trading in Shepparton in 2021.

“We’re also thrilled to call Shepparton home and to support the transport industry in the Goulbourn Valley region, building on the outstanding legacy of Don and Sharon Dimstas.” The Dimstases are former owners of D&S Truck Repairs Shepparton.

As a result of CMV’s sponsorship with MOVE, three Volvo Group vehicles have been added to the display – a 1999 Volvo NH12 460 prime mover, a ’64 Mack B-61 prime mover and a ’73 UD CK40 prime mover.

The NH12 is a superb example and was originally purchased from

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CMV Truck & Bus by CRT Group.

The pride of the CRT Group fleet, this prime mover was used to transport Basell polypropylene in CRT’s purpose-built 30ft aluminium containers from Altona to Geelong.

As an iconic model for Mack, the B-61 is widely admired and this specific vehicle was originally exported to Australia, arriving in the country on December 21, 1964. Exactly 26 years later to the day, CMV Group took delivery of the truck to add to the CMV Historic Vehicle Collection.

UD Trucks Australia loaned the fully restored 1973 UD CK40 for the CMV exhibit. Little is known about the origins of this particular truck, however, it was restored by a dedicated team of UD employees many years ago and was originally on display at UD’s former corporate headquarters in Chullora, NSW. “Trucks like this CK40 laid the foundations of the rugged and ultimate dependability that the UD brand in renown for here in Australia,” says Lauren Downs, vice president, UD Trucks Australia.

“Even now, you can find examples of this very truck still operating in the back blocks of rural Australia.

“We are pleased to be playing a part in supporting both CMV and MOVE,” Downs adds.

“Iconic trucks brands such as those on display at this museum are the backbone of regional Australia and it is fantastic to see our industry recognized for the contribution it makes to keeping the wheels of our economy turning.”

Above: CMV Shepparton brand manager Brody Gray (left) and MOVE CEO Peter Hill up front of the 1999 Volvo NH12, the 1964 B61 Mack and the 1973 UD CK40

Postponed from 2021, the Convoy for Kids Sydney is rolling once again from Huntingwood to the Hawkesbury Showground for a family fun day. Show and shine, rides, raffles and more – there’s plenty to keep the whole family entertained. Pre-purchase tickets online or at the grounds on the day. Funds raised will go to NETS, the Newborn & Pædiatric Emergency Transport Service.

For further info enail enquiries@convoyforkids.com.au or see the website at www.convoyforkids.com.au or the Facebook page at www. facebook.com/CfksI

HARMONY DAY TRUCK SHOW N SHINE March 20, 2022. Liverpool, NSW

Held at the Liverpool Catholic Club in partnership with Multicultural NSW, Liverpool Council and Turbans for Australia (T4A). Promoting understanding of Sikhism and supporting multiculturalism in trucking circles. Truck show prizes included $1500, $1000 and $800 for the top three trucks. Family friendly day activities include food stalls, BBQ, multicultural performances, jumping castle, petting zoo, business promo stalls, stage area/marquee and daytime fireworks. Held under a COVID safe plan. Penske Truck Rentals and Sydney’s Penske Australia dealership are supporting the event, showcasing new MAN and Western Star Trucks.

For truck preregistration and further info email Amar on turbans4australia@gmail.com or see the website at www.t4a.org.au

VTA STATE CONFERENCE 2022

March 20–22, 2022. Phillip Island, Victoria The Victorian Transport Association’s 2022 conference will be held at Silverwater Resort, Phillip Island, with a focus on Attaining PostPandemic Supply Chain Certainty. Sponsored by TWU Super. Guest speakers include Scott Buchholz, Federal Assistant Minister for Road Safety and Freight Transport; Ben Carroll, Victorian Minister for Roads and Road Safety; and Roma Britnell, State Shadow Minister for Ports and Freight.

For further details see the website at www.vta.com.au or phone 03 9646 8590.

MID AMERICA TRUCKING SHOW

March 24–26, 2022. Louisville, Kentucky, USA Celebrating 50 years: The Mid America Trucking Show (MATS) is arguably the largest annual heavy-duty trucking industry event in the world. Held each year at the Kentucky Expo Center in Louisville, KY, the show attracts 70,000-plus attendees and 1,000-plus exhibitors from throughout the United States and abroad. Includes the PKY Truck Beauty Championship.

For further info see the website at www.truckingshow.com

TRUCKING AUSTRALIA 2022

May 4–6, 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. Sessions include Heavy Vehicle Industry Australia presenting a masterclass on load restraint, plus the Kenworth Legends Lunch, ATA Auction Dinner, National Trucking Industry Awards at the Foundation Sponsors Gala Dinner 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/

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

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trucking heritage

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BUCKING THE TREND For Mike Reimann the creation of this scaleddown Kenworth wasn’t just a personal engineering challenge to create this amazing custom piece, it was a huge team effort to celebrate the Kenworth brand and the trucks that they all love. After many years of work ‘Buckboard’ is truly one-of-a-kind and striking to behold. Warren Aitken writes

L

et me gladly introduce you to ‘Buckboard’ – the unofficial name given to Mike Reimann’s unusual custom Kenworth. For those unfamiliar with the term ‘buckboard’ it harks back to the horse-drawn cart days but is more relevant as an Australian slang term used to describe the old cars that had their back ends cut off and trays mounted. Just imagine the birth of the Aussie Ute – that was a buckboard. It is also the tongue-in-cheek name affectionately used when referencing this amazing feat of scaled-down Kenworth engineering that you see before you.

I can’t tell you the exact make or model of this particular Kenworth, though I guess in some ways you could call it an S2 W-model. Just don’t go to Brown & Hurley to order one.

This truck is the epitome of custom. It’s been a decadelong project and has involved so many people it’s almost impossible to cover them all. We shall start at the top, though, with Mike.

Mike is one of those guys you’d be picking first in any pop quiz night team. He’s a very smart cookie, which seems to be the family trait. Born and bred in Eudunda, South Australia, Reimann’s grandfather had started working as a blacksmith there back in the early 1900s. By the time Mike came along, his grandfather and his father, Les, had formed JB Reimann & Son Holdings. There may be a few of you thinking: ‘Reimann, I know that name.’ If so, chances are you have something to do with engineering. JB Reimann & Son not only built large heavy gauge tanks but, in the ’60s, it also took to designing and manufacturing of sheet metal and plate curving machines.

Mike did his apprenticeship at the family business and then actually branched out in the ’70s as an owner-driver, starting Reimann Transport. This is where he got his first injection of trucking, carting the family-built products to their customers.

JB Reimann & Son was eventually bought out by a Canadian company in the late ’70s, while Mike kept running Reimann Transport right up until 1989. When he chose to go back into the family’s roots he created ML Reimann Manufacturing. This time, the company was specialising

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“You’re a Kenworth nut, why don’t we build this?”

Top: The old schoolers will know this dash; the wiring’s all new but the old styling stays Above, L to R: The bunk, taken from a ’97 T600, fits nicely; Mike put a lot of effort into the details, keeping the Kenworth styling with a Reimann influence Opposite top: Standing tall beside his decade long project, Mike Reimann has the best work ute in Australia Opposite middle: You can really see the awesome Kenworth lines when you take a side-on approach to Mikes work ute

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in certified welding, pressure vessel manufacturing and something called pipe spooling.

All this engineering stuff was way out of my level of expertise so all I picked up was it’s a smart man’s game.

So, Mike had given up the trucking but by no means had he given up his love of machinery. In fact, it was all pipes and welding at work but at home it was all hot rods and customising. Lucky for Mike he also had a lovely lady beside him, his wife Glenda, who was just as into his little projects as he was.

HOT ROD LINKS We can jump ahead now to 2018 when Mike’s two sons, Matthew and Stuart, took over the company reins and allowed him a bit more time to indulge his hobbies. It’s here we can introduce another player to the scene – Tony Kuchel.

Tony is a very well-known name in the customising world and, along with a landscape supply business, runs a very successful custom truck workshop. Tony and Mike met through their mutual love of hot rods. Tony has done more than a fair bit of work for Mike. Even back in the Reimann Transport days, it was Tony that painted the Reinmann trucks. It’s a 40-year friendship and a solid one, too.

Otherwise, it might not have survived the five words from Tony that kicked off this project: “It’s only a body swap.”

In the mid-2000s, Mike spoke to Tony about purchasing a big F350. With several custom projects under way and dealings with many of his American friends, Tony showed Mike a picture of a custom Kenworth in a hot rod magazine.

It was a long nose W-model on a 2500 chevy dually chassis with a 454 motor.

Tony asked Mike: “You’re a Kenworth nut, why don’t we build this?” They discussed it over a couple of months and, just when Mike had decided, “Nah”, Tony chimed in with a line that would be the catalyst for the decade long project: “It’s only a body swap.” Oh, it was not ‘only a body swap’ – far from it.

The project began by purchasing the parts they wanted for the look they wanted. Over several months, Mike found a Kenworth S2 bonnet, got a cab from an ’85 W-model and the bunk from a 1997 T600. The idea was to fit it all to a F350 chassis. Reimann hunted all over Australia for the right setup, even looking at the rarer F450 chassis before another friend of Tony’s over in northern California put them in touch with the team at Viking Truck & Auto.

At Viking’s yard in Redding, California, it has over 10 acres of wrecks and for a small deposit they will search around for what you need. Tony had it looking for a chassis for another of his projects and, in the process, it stumbled across the chassis of a Ford F550.

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With the help of Tony, who was filling a container with parts for other projects, they managed to get the chassis back over to Australia.

It’s first stop was the team at Truck Works in Adelaide. The chassis had gotten bent when it was dragged out of the Viking Truck yard and the team at Truck Works had the equipment to fix it.

It was at Truck Works that Mike also formed a strong friendship with Darren Stewart, who would go on to be heavily involved in Buckboard’s creation. From the chassis straightening to cabin reconstruction and reassembly, Darren had a hand in a fair bit of the Kenworth’s story.

With a straight base the chassis was back in Eudunda and the process of putting it all together began. The original plan was to build a project truck that was ageless and timeless, whilst also being useful and workable. The Kenworth fan in Mike appreciates the classic style and look of the old school trucks and it’s that ageless, timeless look that he wanted. He wanted it with a body behind it either to cart a hot rod or to be able to fit a box cabin for himself and Glenda to camp in.

“From the get-go you really only get one go at it.

The aim was to get it right,” Mike says. And, like everything he does, he used all the right people.

CHASSIS ALTERATIONS One of the first people on his books was an engineer who oversaw the whole build. As the F550s weren’t sold in Australia and there were going to be a lot of changes, they wanted to make sure it complied with all Australian standards.

The F550 was a very solid base.

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“When Ford says super duty, they mean super duty,” Mike says. “It’s a very strong truck.”

This is evident in the three-leaf parabolic front end and the 34,000 pound (15-tonne) Eaton diff in the rear.

There was a need for some major changes to the chassis in order to accommodate the look and functionality Mike wanted.

With the help of his brother, Peter, and his son, Daniel (who also helped with all the new wiring – talk about a skilled family), the chassis was lengthened by nearly a metre with all-new

steering conversion being designed as well.

The F550’s original powerhouse, a 7.3L Navistar V8, was retained. The conversion to right-hand drive meant using the steering componentry from an F350 4WD and, in order to avoid needing a third universal joint, they cut into the cross member and moved the engine over two inches so everything would line up. The factory Ford auto was ditched and a 2500 Allison six-speed double overdrive ’box was installed.

Lining all the radiator brackets, aircon components and all that stuff was time

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“I build it ’cause I love Kenworths.”

Above: With the mighty Murray River behind it, this Kenworth is a definite head turner Right: It’s fair to say everything is custom built for the scaleddown Kenworth. Tanks, toolboxes, everything Below: The F550’s original motor has been kept under the custom Kenworth bonnet Opposite top: It might be dwarfed by the big inter, which is another stunning rig with the Kuchel touch, but the Kenworth still holds its own

consuming but easily done. It has a full air system in it with full air park brake working on the rear. It has air seats and with a fully integrated cabin running sitting air as well.

All this was achieved by running a 10 cubic ft (283 litre) compressor off the engine.

I had assumed fitting a Kenworth bonnet to essentially a ute chassis would be a nightmare but even Mike was surprised with how well it went.

“All the pivot points for the S2 bonnet lined up perfectly with F550,” he says. Those F550s must be a beast of a ute, or should I say ‘pickup’.

The original vision was to replicate a W-model with a three-foot sleeper. Achieving a balanced look was also a major factor, hence the dual air cleaners, dual stacks and dual tanks. The battery boxes were modelled off a Peterbilt and, along with the air fittings, sit nicely behind the steps.

It’s not the only Peterbilt influence with the left-hand sleeper door actually taken from a 379 Peterbilt.

Nothing on the truck is solely cosmetic with everything working. The two 110-litre fuel tanks were custom built

by Holmwood Highgate after Mike saw its display at the Brisbane Truck Show. Once again, the engineer oversaw all this as well as the incorporation of a spare tyre carrier and a towbar setup for Mike’s caravan.

CLASSIC APPEARANCE While explaining all this to me, Mike is quick to credit another good friend, Colin Jenke, for all his expertise. Colin was the man in charge of all the computer-aided design drawings and profile work that brought all of Mike’s visions together. It was not without its challenges, mind you.

When it came to the cab and bonnet, the pivot points may have lined up but it wasn’t as simple as that. The S2 bonnet needed a few decent alterations. While the height and grill size worked perfectly, the bonnet got extended by seven inches (17.8cm) and the guards were brought in about six inches (15cm). The issue revolved around the Ford’s large parabolic springs, meaning you couldn’t get the original S2 bonnet to sit symmetrically. Throw a few inches of length in, mould the area where the quarter guards were to a T909 look, and it all worked perfectly.

An important part of securing the ageless and timeless classic look that Mike desired was how to dress the little Kenworth. Back in the Reimann Transport days, all of the company trucks were a two-tone green; the darker of which

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being a Holden HZ jade green. It was this colour that Mike finally landed on.

David Sholz from DJ’s Sandblasting and Restoration is another on Mike’s thank you list as he played a major role in sandblasting and respraying of the chassis, not to mention prepping the cab, bonnet, the chassis … the whole thing, basically. With jobs like these there are countless hours that go in behind the scenes that we don’t get to see. As for the final glossy green, it was Josh Jannetski from Paint By Josh that gets the credit for the beautiful finish on it.

The interior is another job where attention to detail has gone above and beyond. Steve and Heather from Stateside Trim get all the accolades for that. Steve was able to track down some original chamois-coloured trim that Mike had way back in his owner-driver days and set about bringing comfort to the interior. The end result is almost better than new.

After all the work was done, with nearly a decade of plodding along and small gradual steps, Mike finally had his work ute ready to go. Yes, it’s a showpiece, but it’s a practical show piece and it’s been a huge team effort; a fact that Mike is very quick to point out.

I’ve mentioned a few of those involved in the project but, without wanting to sound like an Oscar’s award speech, there are a few more Mike would like acknowledged as well. His good friend and fellow hot rod enthusiast Barry Crowhurst took care of all the fibreglass work required. Paul Peddler from Anywhere Auto Electrical is a man that knows Kenworths electrical systems like no one else and, along with some work from Arien Rollens, took care of all the rewiring.

All the tubing and pipework required to get the tray up and running wasn’t achieved without a lot of help from Luke Crawford. Mike also thanked

Graham & Wess at CMV Group – those Kenworth parts boys were invaluable. Credit for plumbing in all the hydraulics and airlines goes to Daniel Colliver while Adam Dunn needs mentioning for the aircon installation.

“Without all these guys I wouldn’t have gotten here,” Mike admits to me as he racks his brain trying to make sure he hasn’t forgotten anyone.

His humble nature means he wants to ensure the accolades he receives for Buckboard are shared among the many people responsible for it. He closes his roll call by, once again, acknowledging

the help and support from his lovely wife, Glenda, and their two boys, Matthew and Stuart.

The final question I asked Mike and the answer he gives really does sum up the type of man he is. I put it to him, after the time and money involved, why undertake a project like this and was it worth it?

“I’m not an ‘I am’ kind of person,” Mike says, acknowledging he doesn’t do these things for attention. “I build it ’cause I love Kenworths.”

As for was it worth it? I think that’s fairly obvious. Just look at Buckboard! Damn right it was worth it.

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truck technology

DEATH TO DIESEL

Truck makers are rushing headlong into a future which won’t feature dead dinosaur juice as the drink of choice. So, what will the future of trucking look like? Ben Dillon finds out

R

emember back in the 1980s and ‘90s there was a show on TV called Beyond 2000? For those who don’t, it was a family-oriented Sunday night affair showcasing anything that was remotely techy; a sort of soft-news/entertainment program in the same vein as Top Gear but with a broader scope as they would show off cars, computers, new inventions, etcetera. For those of us who were young and impressionable back then, it was an eye-opening look into an exciting future in which we were going to live.

The show was a great concept and must’ve rated well as the series ran from 1985 until 1999. But when it came to making predictions about what would actually occur beyond 2000 (which must have been much easier in the later seasons) it was a bit hit and miss. Living on Mars, hover cars and a solar-powered regatta around the moon were among the howlers but closer to the mark were in-car navigation, MRI machines and, way back in 1988, climate change.

That last point brings us neatly to the current time we live in or ‘the future’ if you believe old TV shows. And what future it is, one in which we are witnessing the biggest revolution in propulsion technologies since the first fourstroke reciprocating piston engine sputtered into life back in the 1870s.

Yes, lots of German blokes with beards and surnames like Otto, Diesel and Daimler who brought us the internal combustion shove, which has lasted more than a century and is now coming to an abrupt end. We are now witnessing the death of diesel, so what do the next few decades look like engine-wise?

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“Many also have a finger in the hydrogen fuel cell pie.”

The major manufacturers are fast developing and making production-ready electric trucks for deployment right now, but many also have a finger in the hydrogen fuel cell pie. So, let’s take a look at what is happening with the major players and how they are preparing for a future devoid of carbon emissions.

Kenworth’s Meritor connection For a company steeped in tradition, Paccar isn’t afraid to upset its base and has released the T680E electric truck powered by Meritor’s interesting Blue Horizon 14Xe electric motor system, which looks like a regular rear axle but has an electric motor integrated into it.

Kenworth claims a continuous power rating of 536hp (400kW) with a 670hp (500kW) peak power number and 1,623ft-lb (2,201Nm) of torque. Range is said to be 250km and the T680E has a top speed of 105km/h.

Top: Kenworth’s recently released T680E is a black eye for Kenny purists but shows the direction the company is headed in Above right: Meritor’s 14Xe powertrain as used in the T680E can be retrofitted to conventional rear suspension architecture Right: A demonstration charging park for electric truck customers at the Mercedes-Benz Trucks site in Wörth am Rhein, Germany Opposite below: Volvo is backing the electric horse first it seems with the impressive FH electric truck

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“Tesla enjoys a cult-like following which approaches hysteria.”

Tesla’s big miles Ah, Tesla, the elephant in the electric truck room. It seems that Tesla enjoys a cult-like following which approaches hysteria if you dare express an opinion that isn’t your complete devotion to the brand and praise its quality, worthiness and aesthetic beauty above all else. Problem is, the Tesla Semi has been delayed numerous times and, at the moment, there’s no way it will come to Australia because it’s too wide for our roads, not to mention the ADR-defying central driving position.

Despite these setbacks it doesn’t seem interest has gone off the boil, with US companies like PepsiCo placing strong orders for the Semi. Part of this interest is due to impressive specs with a range of 300 (480km) or 500 miles (800km), though how much power those four electric motors (one for each rear wheel) transmit to the contact surface is not yet clear.

Hyzon’s prime mover Volvo electric The Swedish maker is already pumping out electric models in Europe and the US where the brand is enjoying early converts to its plug-in trucks but is also looking into alternative fuels and of course hydrogen fuel cell technology.

Early in 2021, Volvo touted a 35 per cent sales number for electric trucks by 2030. That isn’t very far away so it will be interesting to see how sales track over the next few years as that sales figure is a global ambition and doesn’t mean Australia will follow the electric call as quickly, especially if alternative fuels (something Volvo says it’s keen to utilise) come to the fore in the next few years.

Daimler in the race You’d never bet against the established brands as they always seem to be able to find a way through and this is true of Daimler with the fully electric Fuso eCanter and bigger trucks like the Mercedes-Benz eActros already taking the fight to the streets.

Daimler is also forging ahead with a heap of partnerships around areas such as hydrogen filling station development, charging stations and autonomous driving systems to name a few.

Added to all of this, Daimler is now free from the car side of the Mercedes-Benz business, which means an added degree of flexibility at quite a critical time in the race toward decarbonisation.

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Top: The one all the tech-heads are waiting for, but the Tesla Semi won’t come to Australia unless changes are made to its design or our legislation Above: Hyzon is an intriguing presence in the market and is going straight to hydrogen fuelcell tech bypassing the batteryelectric route other manufacturers are taking Opposite from top: A demonstration charging park for electric truck customers at the Mercedes-Benz Trucks site in Wörth am Rhein, Germany; German engine maker Deutz says this hydrogen-fuelled internal combustion engine is good for 200kW (270hp); Hydra Energy in Canada is outfitting diesel trucks with hydrogen systems for co-combustion which it says lowers emission by up to 40 per cent (pic courtesy Lodgewood Enterprises Ltd)

Probably the most exciting company at the moment, and with an Australia connection to boot, Hyzon is powering ahead with hydrogen fuel-cell trucks and buses with a lot of local and international interest.

Hyzon’s Hymax 450 prime mover is set to debut in Australia this year and is touted to be the first hydrogen fuel-cell truck in operation in Australia. With a continuous power output of 450kW from the electric motor and a range of 650km it looks the goods. Added to this, Hyzon is working on a liquid hydrogen solution, which the company says could garner a 1,600km range. And, in a move that will shut Facebook keyboard warriors up for good with the constant whinge of “it can’t pull a road train”, Hyzon is set to deliver five 154-tonne rated fuel-cell prime movers to be used by Townsville Logistics in North Queensland.

The last drop It seems, whether we like it or not, hydrogen and electricpowered vehicles are going to be the norm within a few decades and we can all kiss piston engines goodbye. But, while this sentiment is true for most of the manufacturers forging into a carbon-free future, there are corners of the market still catering to piston, crankshaft and valve enthusiasts the world over.

German engine maker Deutz currently offers a hydrogen gulping in-line six-cylinder engine with 200kW of power (270hp) to pacify the suck, squeeze, bang, blow crowd, who would still like to be able to hear an engine running and enjoy linear power over a rev range. This sort of thing is

ownerdriver.com.au

21/2/22 4:10 pm

possible to have in a carbon-neutral future as emissions from an internal combustion engine fuelled by hydrogen can be brought down to low levels or even zero by the use of a catalyst, much like how AdBlue is used for diesel engines currently.

But does diesel have to die? In the long-term the answer is a resounding ‘yes’, but in this transition away from fossil fuels, co-combustion is a promising option to (somewhat) ameliorate carbon emissions from derv-burning units.

Canadian company Hydra Energy is an interesting example as it modifies regular prime movers with a hydrogen tank and injection system and claims that over a three-year trial period its hydrogen-diesel, co-combustion injection system showed no loss in fuel efficiency, range, power, torque, or payload capacity but claimed a carbon emissions reduction of up to 40 per cent per converted truck. These numbers are impressive numbers and could be a solution to wean users off combustion engines while also allowing manufacturers to run out ICE production and parts supplies/contracts over a period of time as they transition to other technologies.

The headline date coming up for most manufacturers for some sort of change to model line-ups is 2030, and that ain’t far away, which brings us back to the not-so-easy task of predicting the future.

Change is coming, that is a given, but, hopefully, in the transition to decarbonising transport entirely, there is a mix of technologies utilised, like alternative fuels and ICEs running on hydrogen, because while electric is great for short range runs and fuel-cell tech can theoretically handle the long haul stuff, infrastructure for both is still nascent and that is the biggest challenge in introducing these technologies especially in a country as big and as sparsely populated as Australia.

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tech briefs

Cummins gains ‘Jake Brake’ Cummins Inc has announced the signing of an agreement to acquire Jacobs Vehicle Systems (JVS), a subsidiary of Altra Industrial Motion Corp and a supplier of engine braking, cylinder deactivation, start and stop

and thermal management technologies.

The agreement brings the addition of new technologies to provide growth opportunities for Cummins’ current and future advanced diesel engine platforms. The acquisition of JVS also

secures critical USMCA-qualified engine components for current and aftermarket products and expands on Cummins Turbo Technologies’ success with customers globally.

“JVS brings engineering expertise,

customer relationships and this will continue into the future with the same team, but now with the support and resources of Australia’s largest automotive aftermarket specialised company.”

According to Craig Magill, executive general manager of Bapcor Wholesale, the acquisition is a perfect fit to increase the national footprint of Bapcor’s Commercial Vehicle Group.

“Gibbs Truck & Trailer Parts has been committed to its commercial vehicle customers for decades, renowned across Queensland for their expertise and dedication to customer service,” Magill says.

“They have had a long history of organic business growth and we are pleased to welcome their management and team members to the Bapcor Group, ensuring an even stronger future ahead.”

Justin O’Brien, Bapcor Commercial Vehicle Division general manager, echoed those sentiments.

“We are delighted to welcome this outstanding family business to the Bapcor Commercial Vehicle Group, further extending our commitment to being the premier parts and equipment provider to this highly important sector of the Australian automotive aftermarket,” O’Brien says.

The Gibbs Truck & Trailer Parts acquisition increases the Bapcor Commercial Vehicle Group’s footprint to standing as 59 branches nationwide.

In addition, Bapcor advises that the vast customer goodwill established by this family operated company over the past five decades will be retained along with the experienced Gibbs Truck & Trailer Parts management and team members.

BAPCOR ACQUIRES GIBBS PARTS Bapcor Commercial Vehicle Group has announced the acquisition of Queensland-based Gibbs Truck & Trailer Parts.

Gibbs joins Truckline, WANO, Diesel Drive and Diesel Distributors across Australia and New Zealand to become part of Bapcor, a trade and retail distributor of aftermarket and original equipment truck and trailer parts and accessories. Bapcor says it supports all makes and models of North American, European and Japanese commercial vehicles.

Gibbs Truck & Trailer Parts has operated as a family company since the 1950s. Similarly, Bapcor’s Truckline commenced business in the same decade.

Former proprietor of Gibbs Truck & Trailer Parts, Chris Gibbs, reflected on the company’s past and present success which has led to this major new step for the family operation.

“This is a very exciting step to ensure the continued growth and success of our company. It has been in our family’s control since 1957, so the time has come to take a new direction and to let our managers that have come up through the ranks to have more control in the running of the business,” Gibbs says.

“Our business has been built on strong, long-term and highly valued

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best-in-class products and key manufacturing capabilities to Cummins that will allow us to continue developing component technologies that deliver market leading performance and emissions,” says Jennifer Rumsey, Cummins’ president and chief operating officer.

“We expect that this transaction will provide both attractive financial returns and future growth opportunities for our company.”

Operations from the acquisition will report into Cummins Turbo Technologies, a business unit led by Shon Wright, vice president of Cummins Turbo Technologies, that resides within the company’s components segment.

“We’re excited about the prospect of welcoming employees from JVS into the Cummins organisation and look forward to adding their deep engineering talent to complement our expertise as we work together to develop innovative and cost-effective products now, and in the future,” Wright says.

According to Cummins, the acquisition also represents another step forward in its continued investment in key technologies to advance its path to zero emissions strategy that will reduce greenhouse gas emissions and lower the air quality impacts of their products.

Engine braking and cylinder deactivation technologies will be key components to meeting current and future emissions regulations, and this acquisition would allow Cummins to better integrate valuable components with its emissions-leading mediumand heavy-duty engines.

Founded in 1961, JVS has roughly 600 employees and more than 60 years of experience in engine retarding and valve actuation systems for the commercial vehicle industry. Since then, more than nine million engine brakes have been produced by JVS for commercial vehicles throughout the world.

There is also historical linkage between JVS engine brakes and Cummins. In 1961, JVS introduced the first engine brake, commonly referred to as the ‘Jake Brake’ for commercial vehicles, which was invented by Clessie Cummins, the founder of Cummins Inc. “We believe this acquisition is a terrific move to continue the rich tradition of JVS innovation,” says Carl Christenson, chairman and CEO of Altra.

“The sale of JVS to Cummins will provide new opportunities to innovate and evolve industries that both companies have been part of for more than 60 years.”

JVS has two primary manufacturing facilities in Bloomfield, CT (USA) and Suzhou, China, and Cummins expects to invest additional capacity and resources into their operations. JVS’ manufacturing footprint will also help Cummins meet USMCA requirements and further invest in the US. This acquisition is subject to customary closing conditions, including receipt of applicable regulatory approvals, and is expected to close during this calendar year.

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tech briefs

MaxiParts to gain Truckzone Group

Independent commercial vehicle parts distributor MaxiParts has announced that it has entered into an asset sale agreement with Truckzone Group to acquire the businesses known as Truckzone, Coburg Truck Parts and Parts Peek for an estimated $18 million in cash, subject to customary working capital adjustments.

MaxiParts says the acquisition will see it attain an estimated $15.6m of inventory, $3m of fixed assets, intellectual property and approximately 80 Truckzone Group employees.

“The acquisition of Truckzone Group represents an exciting leap forward in the strategic development of MaxiParts and is fully aligned with our stated acquisition criteria,” says MaxiParts managing director and CEO, Peter Loimaranta.

“We are delighted to welcome such a highly complementary business into the MaxiParts family and I am excited about the significant benefits this combination will bring for our shareholders, customers, suppliers and employees.”

The acquisition of Truckzone Group immediately expands MaxiParts’ national network by eight sites in key geographical locations. Once consolidations are complete, MaxiParts says it will have 27 sites across Australia.

In addition to the location expansion, Truckzone Group acquisition is said to bring significant product range enhancement and access to high quality products from globally recognised brands for MaxiParts.

Most notably is Truckzone’s mature Japanese parts program with an established overseas supplier base and comprehensive product cataloguing support.

Due to the acquisition, a number of Truckzone’s head office employees are expected to be offered redundancies.

The completion of the transaction is subject to certain conditions, however the acquisition is expected to take place in late February 2022.

TOP RIGHT: Truckzone’s stand at the 2021 Brisbane Truck Show. Photo by Warren Aitken

SCANIA PASSES 1000 POINTS TEST The new Scania Super-based powertrain has won Germany’s renowned ‘1000 Punkte’ (1000 Points) test. It was Scania’s fourth victory in a row in the European test.

A Scania 460 R tractor took on the latest versions of what Volvo and MAN have to offer in a test where all-important aspects of modern-day long-haul trucks are assessed by a team of experienced international truck journalists.

“This is the first confirmation from independent journalists that the Super-based powertrain we presented in Södertälje in November delivers as stated and has moved us and the transport efficiency Scania offers even further away from the competition,” Scania Trucks senior VP Stefan Dorski says.

“The margins are typically narrow

Iveco offers free servicing Iveco says for a limited time it is including two years or 250,000 kilometres – whichever comes first – of servicing for customers who purchase new X-Way prime mover

72 MARCH 2022

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models, subject to some terms and conditions.

The truck maker says the offer applies to all prime movers including 6x4 AD, AT and AS variants,

in these tests, but here the Scania Super powertrain was some four percent more fuel-efficient than the runner-up.”

The 1000 Punkte is organised by German trade magazine Lastauto Omnibus with the results also being published in up to 12 European trade magazines.

For the 2021/22 test, the organisers stipulated a gross train weight of 40 tonnes, medium-sized sleeper cabs and up to 480hp (358kW).

Scania’s average diesel consumption on the test track was 27.1L/100km, followed by Volvo (28.2) and MAN (29.8).

When the six different sections of

the test (cab, driving, powertrain/ performance, fuel consumption, cost/operational cost, safety) were put together, Scania had earned 947.3 points out of the 1000 potential points available.

“From Scania’s side we see these comparison tests as a part of our product development process, as well as a confirmation of what we have achieved.

“All kinds of customers are using this information when making up their minds since they get a check on the traits we claim from independent experts,” Dorski says.

as well as the recently released B-double model.

The prime mover range is equipped with 11- and 13-litre Euro 6 engines, with three power options: 460hp (343kW) and 2,150Nm, 510hp (380kW) and 2,300Nm and the rangetopping 550hp (410kW) with 2,500Nm as featured in the new AS 550 B-double.

Other driveline benefits include fitment of the HiTronix 16-speed automated manual transmission, rear eight-bag electronically controlled air suspension, as well as Meritor differentials with drivercontrolled locks.

Safety equipment across the

X-Way prime mover product lineup includes electronic braking system (EBS) with brake assistance system (BAS), electronic stability program (ESP), hill holder, adaptive cruise control (ACC), advanced emergency braking system (AEBS) as well as daytime running lights and an extended catwalk. Additional optional safety equipment can also be specified.

For fleet buyers, the X-Way range is also equipped with Iveco Telematics as standard, and includes a complementary 12 months’ program subscription, allowing them to monitor all facets of vehicle and driver performance.

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SKILLS & EXPERIENCE MC licence mandatory Prior refrigerated transport experience preferred Knowledge of major Australian cities and/or interstate road network Positive, can-do attitude. Cultural fit is very important.

THE BENEFITS $1,000 sign on bonus Excellent work conditions Career growth opportunities Training and upskilling opportunities Significant investment in new fleet & technology Weekly Pay with competitive rates

Resumes to jobs@jhctransport.com.au referencing “Linehaul”.

26,471*

Reach owner-drivers and small fleet operators every month via Owner Driver magazine’s dedicated Jobs section

87,739*

Reach an average of 87,739 owner-drivers and small fleet operators per month via OwnerDriver.com.au’s dedicated Jobs page

40,000*

Reach almost 40,000 on OwnerDriver’s Facebook page

For more information and package pricing contact Hollie Tinker on 0466 466 945 or at hollie.tinker@primecreative.com.au * Print audience: CAB Audit, March 2021; Web: Google Analytics, average monthly visitors January-May 2021; Facebook: As at June 2021

Expressions of Interest Vehicle Transport Subcontracting Autocare Services is seeking expressions of interest from Tow Haulier (trailer supplied by Autocare) and Full Rig subcontractors for the provision of new vehicle transport services.

This is an exciting opportunity to work with Autocare Services as it continues to grow its operations with a diverse customer base including some of Australia’s leading vehicle brands.

Opportunities are available across Australia (excluding NSW), and cover local, rural and interstate routes with flexibility to suit your availability.

Competitive rates are on offer, and specific training is also provided.

To lodge your expression of interest, please contact ACSadmin@autocare.com.au

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22/2/22 11:51 am

FOR THE OWNER-DRIVER Frank Black

Struggling to keep up As fuel and transport costs are skyrocketing, ownerdrivers are faced with dwindling profit margins

F

uel sky rockets and our bottom-line plummets. The inflation cycle is all the more vicious for owner-drivers battling just to maintain our rates.

We’re all feeling the fuel hike, reportedly up by as much as 32 per cent on last year. Owner-drivers are rarely in a position to wear those costs and still make a profit. Nevertheless, we’re forced to go through tough negotiations even just to get companies to split the difference.

I’ve noticed the increase on a run between Brisbane and Sydney to be around $180 extra each way. A couple of runs a week, and that’s an additional $720 I’ve got to find just to do the same work. For some, that could easily be the straw that breaks the camel’s back.

We shouldn’t have to hustle so hard just to cover our increasing expenses. If we’re persistent and persuasive enough we might get an extra $100 a run while our fuel costs have gone up by almost twice that amount.

It is the knock-on effect of cost-cutting throughout the chain. Our tight margins are often reflective of those felt by the companies contracting us. We’re told: “I can’t afford to pay that,” and left to decide whether to take it or leave it – whether the wear and tear of the job is worth it.

Of course, some will be trying it on, but

78 MARCH 2022

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generally it can be traced back to the squeeze on supply chains.

As contracts are subbed and pushed further down the chain, the kitty shrinks to next-to-nothing. We’re all struggling to keep up.

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.

CRIPPLING COSTS The top of the supply chain needs to stump up the cash. Those that need their goods to be moved should be picking up the entire bill, not kicking responsibility for the rising expenses down the chain.

That means transport companies must incorporate the fluctuating expenses into their contracts with their wealthy clients so they and their subbies can stay in business.

The massive supermarkets and manufacturers at the top can weather the storm of a fuel hike much better than a one-man-band with a single truck. What is a crippling cost for us that threatens our business in a number of weeks is more of a blip on their bottom line.

Unlike us, they have the option of passing that cost onto the consumer.

Of course, it contributes to inflation, with increased fuel costs to transport goods eventually added to the price of the goods themselves. That’s where it bites us a second time.

While inflation is in theory balanced by

“We’re fighting a losing battle to recover our costs.”

wage increases, owner-drivers don’t have that luxury. We’re jostling just to maintain our profit margins at the same slither of the pie they were on our previous balance sheet. The rising price of milk is just another problem to deal with after the job is done.

Inflation is always going to be a struggle for us, but of the two cost hikes it is the lesser of two evils. It makes it all the more important not to try to absorb the rising cost of fuel and then cope with inflation on top.

Gone are the days where we’d stick together and fight for a fairer deal for all of us. Undercutting is rife. It means we’re fighting a losing battle to recover our costs if there’s always someone willing to go dangerously lower.

We have no safety net, and it’s putting people out of business – usually those that accept loss-making jobs, but sometimes the guys they undercut to do so.

That’s why it’s so important that Senator Glenn Sterle’s recommendations are enacted. The Senate Report clearly outlines the need for an independent body to provide that safety net.

We need legislated minimum standards to restore our confidence in negotiating.

We need a system that does not ask “how low can you go?” but “what does it cost to transport this safely?”.

The answer to the latter question is the amount that should be paid by the client at the top, and not a cent less.

ownerdriver.com.au

21/2/22 4:03 pm

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