Owner Driver 371 November 2023

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DECEMBER 2023

Contents #371

32 24

“In some places I do have to do a five-point turn, but you get used to it.”

8 NHVR HANDS OUT BIG FINES

Transport operators fined for various infringements, including speeding and fatigue issues

50

12 WA FILLING TRANSPORT SKILLS GAP

Western Roads Federation says more drivers needed for heavy vehicle driving operations

16 TRUCK OF THE YEAR

Put your vote in for a chance to win a big package of synthetic engine oil and engine gear oil, courtesy of Eiffel Lubricants

18 VOLVO ZAPS THE GAP

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Watching the big rigs passing through a Cranbourne truck stop inspired Api Jawanda to eventually buy an ex-Leon Thorpe Kenworth, complete with all the bells and whistles

50 TRUCKING HISTORY AT THE GLEN

Yarra Glen Racecourse in Victoria was abuzz with classic and historic truck, car and buses in November

56 TIP OF THE ICEBERG

OwnerDriver scores an exclusive drive of Volvo’s topshelf FH Electric on public roads

Changes to truck width limits and axle weights augurs well for Australia’s electric truck industry, especially for the Volvo Group

24 KILCOY WORTH THE WAIT

58 TOKYO SNAPSHOT

The Queensland town restarted its now biennial truck ‘Konvoy’ with renewed enthusiasm

4 DECEMBER 2023

32 T909 A BONNETTED BEAUTY

Taking in some of the sights at the 2023 Japan Mobility Show in Tokyo

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BEHIND THE WHEEL Greg Bush

EDITORIAL Editor Greg Bush E-mail Greg.Bush@primecreative.com.au Journalist Alex Catalano E-mail Alex.Catalano@primecreative.com.au Technical Editor Steve Brooks E-mail sbrooks.trucktalk@gmail.com Contributors Warren Aitken, Kate Battocchio, Robert Bell, Frank Black, Glyn Castanelli, Warren Clark, Tiarna Condren, Geoff Crockett, Rod Hannifey, Michael Kaine, Ken Wilkie Cartoonist John Allison

PRODUCTION 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 www.ownerdriver.com.au/subscribe Phone +61 (0)3 9690 8766 Mon-Fri 8am-4.30pm (EST) Email subscriptions@primecreative.com.au Mail 379 Docklands Drive, Docklands, VIC 3008 Australia

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

Owner Driver is published by Prime Creative Media 379 Docklands Drive, Docklands Melbourne VIC 3008 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.

A big year behind

I

t’s been another huge year for freight transport.

But how has it been for drivers, owner-drivers and f leet operators? Difficult or seamless?

Profitable or tight? Fulfilling or frustrating?

Or all of the above at various times throughout 2023?

One of the highlights in the first half of the year came in May with the running of the Brisbane Truck Show. Although it defied COVID in 2021, it was back in 2023 with (almost) a full complement of truck and trailer manufacturers amid massive crowds attending throughout the event’s four days. The enthusiasm and vibe were evident at the show with patrons arriving from throughout Queensland and interstate, as well as a smattering of international visitors.

The Brisbane Truck Show offered battery electric truck manufacturers the opportunity to showcase their new and updated EVs, including new models from Isuzu, Foton, Hyundai, SEA Electric, DAF, Mercedes-Benz, Fuso and Volvo.

As an example of the rapid improvements in electrics, go to page 18 of this issue to read OwnerDriver technical editor Steve Brooks’ account of taking an electric Volvo FH out of its comfort zone for a run from Brisbane’s west up the steep climb to Cunninghams Gap and back.

Industry wise, the introduction of the Fair Work Legislation Amendment Bill 2023, or Closing Loopholes, should prove a godsend for ownerdrivers and small f leet operators, delivering fairer contracts.

Of special interest for truck drivers and owneroperators was the formation of the Heavy Vehicle Rest Area Steering Committee. It’s initial meeting, chaired by Senator Glenn Sterle, brought together like-minded individuals from the coalface, seeking new and/or improved rest areas along Australia’s major freight routes. The rest area shortage has been a bugbear for truckies for years, not only depriving them of a place to take a break or sleep, but also impacting their efforts to avoid fatigue infringements.

Elsewhere, the push to alleviate the transport industry’s aging workforce, including encouraging

more women to get behind the wheel, as well as pointing out to new arrivals from overseas the opportunities available in truck driving.

As we head towards Christmas and the festive season, spare a thought for the truck drivers who will continue to work through their “happy holidays”, keeping the shelves of supermarket and other retail outlets well stocked, while delivering on-line orders to residents throughout Australia.

Last but certainly not least is OwnerDriver’s 2023 Truck of the Year competition. For this magazine’s readers it’s simply a case of voting on the website at www.ownerdriver.com.au/toty or see page 16 of this issue. One lucky voter will win an oil and lubricant package, courtesy of Eiffel Lubricants, a handy pickup in these economic times.

The OwnerDriver team would like to wish all our readers a Happy Christmas and a healthy and prosperous New Year. See you in 2024.

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The Goods

NEWS FROM THE HIGHWAY AND BEYOND

False driver info leads to company fines Transport operator fined $65,000 over 543 infringements, including speeding, and ordered to adopt electronic work diaries The National Heavy Vehicle Regulator (NHVR) has taken action against a company after discovering systemic fatigue management and other serious breaches. The NHVR investigations unit charged the company after analysing national driver work diaries, fuel records, GPS data, and heavy vehicle sightings, revealing systemic issues with fatigue management, scheduling, and speed management, leading to a breach of Section 26C of the Heavy Vehicle National Law (HVNL), a Category 3 Offence.

The investigation revealed 543 total infringements between August 28, 2020 to September 22, 2020 and March 28, 2022 to April 6, 2022.

These breaches, largely attributed to four drivers, included 44 work and rest offences, 93 instances of providing false or misleading information, and 406 speeding violations.

Following a plea of guilty, the unnamed company was convicted and fined $65,000. Additionally, a Supervisory Intervention Order (SIO) was ordered for 12 months, necessitating significant operational reforms, including the adoption of electronic work diaries and enhanced fatigue management training.

While the maximum penalty available in this case was over

COMPANY FINED MORE THAN $2 MILLION FOR COR BREACH Connect Logistics has been convicted of the most serious offence available under the Heavy Vehicle National Law (HVNL), being a category 1 offence, and its managing director convicted of failing to comply with his due diligence obligations.

The charges were laid by the National Heavy Vehicle Regulator (NHVR) in September 2021 following an extensive investigation by Victoria Police through Taskforce Paragon.

Taskforce Paragon was established to investigate an incident on the Eastern Freeway in Melbourne, in which a heavy vehicle, driven by Connect Logistics’ Mohinder Singh, hit and killed four Victoria Police officers while they were conducting a roadside intercept on April 22, 2020.

The deceased officers were senior constables Lynette Taylor and Kevin King, and constables Glen Humphris and Joshua Prestney.

NHVR Director of Prosecutions Belinda Hughes said this will be the first

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time a local court has issue a fine of this magnitude, reflecting the severity of the breach.

“The company was fined a total of $2.31 million and is prohibited from operating for 12 months – this is the highest fine we’ve ever seen under the HVNL,” Hughes says.

“This case demonstrates the national reach of the HVNL, with the company and managing director based in New South Wales, but the incident occurring in Victoria.

“This outcome, along with the record $22,000 fine and supervisory order handed to the company’s managing director, sends a strong message to those taking the deadly risk of breaching their primary duty.

“Executives need to ensure they have effective systems in place to support fatigue management across their business and to empower all levels of their organisation to take fatigue management seriously.

“As we heard in court, ‘no one should have to worry that they or their loved one will not come home from work’.”

NHVR CEO Sal Petroccitto says the organisation is committed to ensuring the safety of all road users, with this significant result set to influence safety outcomes into the future.

“Chain of Responsibility requirements form part of the HVNL primary safety duty and executives are required to exercise due diligence to ensure a company complies with this duty,” Petroccitto says.

“This tragedy is a sobering reminder of the consequences that can occur when there is a failure to ensure safe transport activities.

“Fatigue is one of the leading factors that affects safety and heavy vehicle crashes, and this catastrophic incident exemplifies what can happen when fatigue management requirements are blatantly ignored.

“Our thoughts are with the families of the four officers involved.”

The matter was heard on Friday, November 11 at Downing Centre Court in New South Wales.

$500,000, the court discounted the fine because of the extensive remedial work that company had put in place since the offending.

The NHVR says its action against the company underscores the importance of adhering to the HVNL, especially regarding monitoring drivers work and rest hours, following the road rules, and ensuring the accuracy of work diaries.

NHVR Director of Prosecutions, Belinda Hughes says the severity of the breaches could have had serious consequences for driver and ultimately community safety if left undetected.

“Fatigue continues to be the central issue that we see in serious injury and death collisions. Please review your safety processes and systems to ensure that your drivers are not at risk of fatigue,” Hughes says.

“This company took immediate steps following the charges to manage their safety risks. We encourage industry not to wait for an investigation or charges to be laid and to review what’s in place now.”

Emma Watson, NHVR Director of Investigations, says the outcome reflects the strong commitment to carrying out this investigation and identifies positive outcomes using SIOs. “The investigation revealed the company failed to support their employees with the relevant safety measures and this outcome is a commitment to seeing these standards improved,” Watson says.

Given the number of road incidents each year, the NHVR says it remains steadfast in its commitment to ensuring the safety of all drivers.

Belinda Hughes, NHVR Director of Prosecutions

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Feedback from infrastructure review A mixed reaction from freight transport associations follows the Federal Government investment program changes The Australian Government has announced sweeping changes to the way it funds roads and other infrastructure, following a review of its infrastructure investment program.

The Minister for Infrastructure, Transport, Regional Development and Local Government, Catherine King, said the Government’s new infrastructure policy statement committed the Government to delivering nationally significant infrastructure.

Projects will need to have at least two of the following characteristics: • Australian Government contribution of at least $250 million • alignment with Government priorities as articulated in the Infrastructure Policy Statement • situated on or connected to the National Land Transport Network and/or other key freight routes • supporting other emerging or broader national priorities – such as housing or critical minerals.

Minister King says the Government had made necessary decisions to no longer provide funding to some projects and released a list of project changes.

“This includes projects that were not realistically going to be delivered with the funding available, have made little to no progress over a significant amount of time, and projects that do not align with Commonwealth or state and territory priorities,” the Minister says.

NatRoad CEO Warren Clark welcomed the Government’s aim of taking the politics out of road funding decisions and reining in cost blow-outs.

“Governments need more effective infrastructure spending and reforms such as implementing service level standards,” Clark says.

However, Gary Mahon, CEO of the Queensland Trucking Association, Gary Mahon, says the Government’s decision to stall funding for the inland freight route would severely constrain

productivity in Queensland.

“The practical impacts for our economy of not investing in road infrastructure represents higher costs of doing business, higher cost of living, decreased efficiency and productivity and delayed business expansion activities and a reduction in liveability of our regions and in turn, their workforces,” Mahon says.

Queensland projects to be denied funding include the New England Highway upgrade at Cabarlah, and the Tennant Creek to Townsville corridor upgrade.

Australian Trucking Association (ATA) chair David Smith believes industry should have more say in road infrastructure planning to avoid future cost blow outs.

“Unnecessary or excessive road infrastructure spending is reflected in our truck registration and road user charges,” Smith says.

“It makes sense for the Government to review the overall infrastructure pipeline to ensure it is affordable. However, this also means that important trucking projects have been cut.

“To avoid future cost blow outs, the ATA calls on governments at all levels to properly consult industry in determining the type and quality of the road infrastructure that we pay for. Agreed longer-term infrastructure plans will deliver better road infrastructure at a lower cost.”

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Newell overtaking lanes completed Pilliga improvements add the final piece of the Newell Highway fouryear upgrade project Drivers travelling along the Newell Highway can now enjoy faster journeys through Pilliga, Coonabarabran and Narrabri with the completion of several overtaking lanes.

The NSW government has finished the last of the promised 38 new overtaking lanes along the length of the Highway, now open at Pilliga (about 15 kilometres north of Coonabarabran), Dandry (about 30 kilometres north of Coonabarabran), near the Pilliga Rest Area (about 63 kilometres north of Coonabarabran), and near the Sir William Bridges Rest Area, about 24 kilometres south of Narrabri.

Federal transport minister Catherine King says the safety of road users has been at the forefront of the ongoing project.

“The four Pilliga sites had been selected to maximise safety, efficiency and value for

money,” she says.

“Building overtaking lanes in pairs, as we’ve been able to do through the Pilliga, means we can maximise efficiencies in terms of the environmental and geotechnical investigations we carry out at each site, establishing one site compound instead of two and savings in terms of construction time and traffic control.

“With all eight overtaking lanes now completed, road users have an extra 12 kilometres of overtaking opportunities between Coonabarabran and Narrabri.”

The new lanes have been completed as a part of a greater four-year project to build approximately 60km of overtaking lanes between Tocumwal and Narrabri.

The Federal Government has contributed $60 million of funding for the project, a part of the

Newell Highway Program Alliance (NHPA).

“The Newell Highway Program Alliance (NHPA) – a strategic partnership between Transport for NSW, BMD and AECOM to ensure a swift and innovative mode of delivery – represented a $236.8 million investment in regional NSW by the Australian and NSW governments, with a focus on safety,” says NSW roads minister Jenny Aitchison.

“The NHPA was created in 2019 to deliver the 38 additional overtaking lanes in four years instead of the likely eight years

it would have taken to fund and deliver this work using traditional procurement methods.

“As well as new overtaking lanes, the NHPA has also delivered six road safety improvements along sections of the Highway including wider shoulders and centre lines to reduce off-road and head-on crashes, and the installation of audio tactile line marking (rumble strips) on the edges and centre of the highway.

“Long distances are a fact of life in rural and regional NSW and the safety of all road users is our number one priority.”

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

WA aiming to fill transport skills gap Western Roads Federation says more women, migrant workers and mature aged drivers needed for Heavy Vehicle Driving Operations The transport industry needs to open itself to a wider range of workers to counteract the skills gap, according to the Western Roads Federation (WRF).

One of WA’s largest transport bodies, it has been working alongside the state government to deliver the Heavy Vehicle Driving Operations program.

The program aims to offer potential transport workers skills that they might not obtain just going for their heavy vehicle licence, giving them practical experience and knowledge for the road before they ever get behind the wheel.

One of the biggest successes so far, WRF CEO Cam Dumesny says, is that it has successfully transitioned more women into the transport workforce.

While it is estimated that just two per cent of transport workers in Australia are women, he says that of the 500 drivers that have become employed through the program in the past two years, 38 per cent are women.

“We basically went to the government three years ago when we had the skill shortage,” Dumesny tells OwnerDriver.

“The reality is, there was nobody with experience around. You basically get a driver’s licence which teaches you how to steer a truck and comply to road rules.

“What we did was put a course together as industry, which teaches them all the qualifications they need.

It also then gives them driver coaching and a licence.

“What we also do during the course is we get some older drivers who are there as mentors who are there that come out. That’s the transfer of

12 DECEMBER 2023

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knowledge that isn’t written in a book.

“We then work with the industry and the students to connect them to employers.”

While the program wasn’t initially targeted on getting women into the transport industry, Dumesny says that it became an obvious focus as it developed.

In a traditionally male-dominated industry, there was an easily identifiable area of improvement to close the skills gap with workers traditionally not employed in jobs behind the wheel of a truck.

This also extended to migrant workers, who may have previously had experience within the transport industry overseas before coming to Australia.

“There are just not enough people in WA for the jobs that are available.

Every sector is out fighting to get people into their industry,” Dumesny says.

“Neil Savage from Western Roads, he’s been out speaking to migrant groups, refugee groups, women’s groups, sporting clubs, job agencies.

There’s not a segment of the WA population that he hasn’t really gone out and spoken to.

“We found there was a lot of women interested. That’s really become a sweet spot.

“Some are coming through job and unemployment agencies. We’ve had a number of mature-age people, 40s and above, looking for a change of career. They’ve still got 20 years in our industry.

“People coming out of retail, there’s a range of different sectors, people

Western Roads Federation CEO Cam Dumesny.

Photo: Greg Bush

coming into the industry from different backgrounds.

“We’ve even had four women come into the industry from domestic violence backgrounds, and just love working in transport.”

The WA government and WRF are aware of the barriers that migrant workers can face finding employment, particularly if they come in with a language barrier.

Dumesny believes that there is a major opportunity to provide quality training and improve both opportunities for new workers while closing the skill gap.

The best way to that, he explains, is through greater incorporating practical experience in training for all new drivers.

“We’re a migrant-based industry, always have been,” Dumesny says.

“Our industry has been a great opportunity for migrants to build their own lives and opportunities in Australia. We’ve got to find better ways

of bringing migrants into the industry.

“What I’d like to see is we develop a course for someone coming from overseas, first validating that they can drive what their licence says they can drive, second make sure they’re taught the heavy vehicle regulations, and thirdly we give them a short course on road safety practices.

“It’s things like where to pull up in a rest area, how to communicate with another driver you’re trying to pass on the road.

“All of those things that aren’t written in a book that drivers know, we’ve got to teach them. There’s no use finding out when you’re on the road and copping a mouthful on channel 40 from another driver. It’s not the best way to learn.”

Understanding the skillset that drivers require, and that transport isn’t just getting behind the wheel, will also help to bring more people into the industry, Dumesny says.

“We do still suffer from a negative perception as an industry. People still see it as ‘just truck driving’ in a derogatory sense.

“They’re not realising just how complex and what skillset drivers really need. We haven’t been very good at communicating just how skilled our truck drivers are and bringing some respect back to our industry.

“We’ve got to get better at communicating what our industry does and the skillsets of our drivers, and the career opportunities.

“Some people will stay driving, some people will move into the office and become a fleet manager or the ops room. Some will move up the food chain further.

“There’s a range of career opportunities, but we don’t sell it very well. Not everybody will do it, but there are those opportunities.”

– Alex Catalano

ownerdriver.com.au

22/11/2023 2:11 pm

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22/11/2023 2:11 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Scholarships to drive the difference Transport Women Australia unveils the five recipients of the 2023 Daimler Truck-sponsored Driving the Difference scholarships Chloe Wade from Wodonga, Victoria is one of five 2023 recipients of the Driving the Difference scholarships

Transport Women Australia Limited (TWAL) has announced the winners of the Driving the Difference scholarship for 2023. Jacquelene Brotherton, TWAL chair, says it’s a proud moment every year to provide the opportunity to women in the transport and logistics industry who want to continue their professional development or to enter our industry.

The program, sponsored by Daimler Truck Australia Pacific, is in its fifth year.

“The quality since the beginning has been extremely high and continues that high standard, the range of courses selected by the candidates is also very varied and shows the depth of our industry,” Brotherton says.

“This year we had so many outstanding women apply, and the board was hard pressed to agree on the final recipients.

It is always so exciting to call the winners but so disappointing that you cannot award them to everybody and writing those applicants is my least favourite job throughout the year.

“However, we have five wonderful

candidates who will be presented with their certificates at end of year functions in the city closest to them.”

The successful applicants are Estelle Synaphet of Melbourne, Chloe Wade of Wodonga, Niki Cassianos of Parkwood in Queensland, and Ainsleigh Thomas and Jennifer Hopcroft, both from Sydney.

Brotherton says all the candidates provided outstanding applications and chosen courses that will assist them in advancing their careers within our industry and contribute their companies.

“TWAL and Daimler are immensely proud to support women as female participation continues to grow within the industry.

“Leadership skills and careers are enhanced by programs such as these, and the opportunity that the scholarship provides, being awarded the Driving the Difference scholarship means that those successful applicants can undertake study that might otherwise be out of reach of the applicant,” Brotherton says.

“We encourage everyone who is eligible to apply for these scholarships in 2024 when they become available.”

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Iron Women program takes off Volvo Trucks and Wodonga TAFE in female driver recruitment In conjunction with Wodonga TAFE, Volvo Trucks Australia (VGA) has launched Iron Women, a driver training and licensing program aimed specifically at females.

Volvo says the pilot program provides vocational training and heavy vehicle licensing to females of all ages and backgrounds interested in pursuing a career in road transport. The 3-module course covers all facets of driver training, from compliance, fatigue management and load restraint to initially obtaining a Heavy Rigid (HR) licence. On completion the participants will receive their Certificate III in Driving Operations.

After 12 months on the job as a HR driver, the participants will complete their final module of training and undertake their HC licence test.

“Iron Women programs have successfully run around the world,” says Martin Merrick, president and CEO Volvo Group Australia. “We can see that the transport industry is suffering from a chronic shortage of skilled drivers.

Anecdotally, we can also see that

industry image also plays a part when it comes to women considering a career in road transport.

“We hope programs like these may help shift the dial on the traditional driver stereotypes and show that a career behind the wheel can be both fulfilling and rewarding.

“We see time and time again in our own business that diverse teams thrive whether it be on the shop floor or in our own headquarters.

“To see that sort of diversity reflected in our future transport industry would be a fantastic outcome.”

Eleven candidates from five transport companies and three states will be taking part in the Australian pilot program with the only prerequisites being that they’re employed by a transport company and have a desire to take on a driving role. Companies taking part include Team Global Express, Southeast Queensland Hauliers, John West Logistics, JATEC and Nolan’s Interstate Transport. One fully funded spot was also offered to a Tasmanian based candidate.

Iron Women 2023: From left, Richelle Bautista, Magdalene Faaumu, Kerri Connors, Alex Stojanovic (Wodonga TAFE), Lisa MacDonald, Caitlin Barlow, Katherine Graham, Casey Miru, Jacqui Lawson, Stacey Ponga, Diane Jackson, Kirsten Nufer and Tanya-Dee Bonner

“Wodonga TAFE is delighted to be a partner in the Volvo Trucks Iron Women Training Program,” says Phil Paterson, CEO Wodonga TAFE. “This extends industry specific capability and support to women entering the road transport industry.

A fantastic collaborative partnership underpinned by our joint commitment to fostering an inclusive and diverse educational environment, equipping participants with the future skills for success in heavy vehicle industry.”

Two weeks of classroom theory will

be followed by one week of on-road heavy vehicle training at Wodonga TAFE’s Barnawartha Vic Logic Campus.

Iron Women participants will train in a Volvo FL Electric rigid and a counterweighted Volvo FH 500 I-Save prime mover.

Guest speakers during the program include Melissa Weller from Healthy Heads in Trucks and Sheds, Heather Jones from Pilbara Heavy Haulage Girls, and Kerri Connors, former tanker driver turned mental health advocate with rural and industry not-for-profit RAWTAS.

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VOTE FOR YOUR FAVOURITE AND YOU

COULD WIN BIG!

30 litres of 15W-40 CJ4/SN fully synthetic engine oil and 30 litres of 85-140 GL-5 Mineral Gear Oil HOW IT WORKS

To be eligible, trucks must have appeared as a Truck of the Month in OwnerDriver magazine over the past 12 months.

The outright winner will be decided by popular vote – with the winner featured in the March 2024 issue of OwnerDriver magazine as well as online at OwnerDriver.com.au!

YOU CAN WIN TOO

HERE ARE THE 12 FINALISTS FOR THE 2023 OWNERDRIVER TRUCK OF THE YEAR

T

he 2023 Truck of the Year Award marks the latest instalment of the highly-popular Truck of the Month feature in OwnerDriver.

The team here at OwnerDriver has chosen the 12 finalists, but the responsibility of selecting the winner is now turned over to you – our valued readers. Among the nominees are some amazing trucks – so we don’t envy the job ahead of you! Read on to find out how to vote, and what you can win for your efforts!

Not only does your vote count towards your favourite truck getting the gong, but it also puts you in the counting vote to win 30 litres of 15W-40 CJ4/SN fully synthetic engine oil and 30 litres of 85-140 GL-5 Mineral Gear Oil, courtesy of Eiffel Lubricants.

HOW TO VOTE

Simply jump online and head to OwnerDriver.com.au/TOTY, follow the prompts to the promotion entry page and complete the entry form (including your full name, mailing address, telephone number and valid email address), and vote for your favourite truck.

Voting commences on December 1, 2023 and closes at 11:59PM on January 31, 2024.

To help you make your choice, you’ll also be able to view the original feature stories on all 12 finalists on the site. You can only vote once, so make it count!

Conditions apply: read at www.ownerdriver.com.au/toty21. Open to AU residents 18+. Starts: 01/12/2024. Ends: 23:59 (AEDST) on 31/01/2024. Limit 1 entry per person. Draw: at Prime Creative Media, 379 Docklands Drive, Docklands, Vic 3008 on 8/02/2024 at 11:00 (AEDST). Prize: 30 litres of 15W-40 CJ4/SN fully synthetic engine oil and 30 litres of 85-140 GL-5 mineral gear oil, valued at more than $1000 (excl. GST). Winner published on www.ownerdriver.com.au from 15/02/2024. Promoter: Prime Creative Media (ABN 51 127 239 212) of 379 Docklands Drive, Docklands, Vic 3008.

THE CONTENDERS - VOTE NOW

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LJ and Mary Qureshi’s 2021 Freightliner Coronado JLJ and Mary Qureshi were intent on staying “under the radar” with their plain white trucks. That all changed with the arrival of the couple’s daughter Zara and signing up for the last Freightliner Coronado to be sold in Australia. With its black and yellow livery on the prime mover and its TopStart B-double trailers, this rig is a fitting farewell to the Coronado name.

Mactrains’ 100-year anniversary Mack Super-Liner What better way to celebrate 20 years in business than the purchase of a big Mack Super-Liner. Not any Super-Liner mind you, but a 100 Years Mack Anniversary model nicknamed ‘King Pin’, specced up to the max, including specially manufactured King Bar bull bars, reverse cycle air-con, slide-out barbecue, outdoor shower and loads of airbrushing.

Clint and Robyn Whitaker’s 2021 Kenworth T410 SAR After soldering on in an ’81 Isuzu for more than a decade, Clint and Robyn Whitaker decided to look for truck with more grunt, more space and a little easier on the eye. The couple’s prized cattle are now travelling in style, riding comfortably in a custom crate on the back of a brand new maroon-coloured Kenworth T410 SAR powered by a 510hp Paccar motor and 18-speed gearbox.

Simon and Jamie McMahon’s Kenworth T909 A desire to move away from second-hand gear ultimately led Simon and Jamie McMahon to a small fleet of new Kenworths, the standout being their new bright blue T909. It’s a rig with a personal message about mental health. With its custom Robuk A-double behind it, this remarkable Kenworth T909 is earning its keep, hauling whatever product is needed to wherever it needs to go throughout Queensland and New South Wales.

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Ricky Blinco’s 1990 Mack Super-Liner Ricky Blinco always had eyes for a classic Super-Liner, not a show truck but a plain workhorse. But one thing led to another and what started as a bunk upsize led to a fully blown makeover. The Blinco’s superb 1990-model Mack Super-Liner boasts a stretched chassis with 72 inch sleeper, 2600 litre fuel tanks, Road Ranger gearbox and a replacement E9 engine sourced from the US.

QS Commodities’ Mercedes-Benz Actros 2663 Grain haulage rigs are generally of the bonneted variety, but QS Commodities on Queensland’s Darling Downs has changed tact, opting for Mercedes-Benz trucks, including the pride of the small fleet – a stunning black Actros 2663. With its black Kings bull bar, black tanks and Solostar interior containing sleeper air system, TV microwave and dual fridges, the big black Benz has all the comforts of home.

Rick and Eve Hay’s 1985 Ford LTL It’s been through a few owners, written-off and retired, but Rick and Eve Hay’s treasured 1985 Ford LTL has been given a new lease on life, returning home to the Hay’s Ballarat property and sent back to work..With a big Cat under its bonnet, the old Ford is still an intimidating workhorse despite its many kilometres, scrubbing up like a million dollars under the Ballarat sun.

SRH Milk Haulage’s Volvo FH 700 After driving the new Volvo FH 700 quad-axle combination on its maiden voyage, SRH principal Scott Harvey knew he’d made the correct decision, especially the 700’s road handling and performance with 3150Nm of torque on tap. It’s not only Western Australia’s largest dedicated milk tanker combination, but almost certainly the biggest in Australia.

Norm Bransgrove’s 1969 Diamond Reo Memories of a Diamond Reo leaving his 185hp ACCO in its wake came flooding back 50 years later when Norm Bransgrove discovered the 1969 classic was up for sale. But instead of using it as a showpiece, Norm chose to work the truck, but not just on local runs. Now fitted with a low line sleeper, an interior tidy up and two extra fuel tanks, the old Diamond Reo is back on interstate duty.

Tim McCarthy’s 2021 Scania P320 Tim McCarthy’s choice of this 2021 Scania P320 has proven to be a godsend. It may not be the biggest truck out there, but it’s a perfect fit for the young owner-driver, being able to manoeuvre it into interesting locations..The Scania’s 9.3 litre engine produces nearly 1200lb-ft of torque at around 1200rpm, and with its bespoke body from Custom Truck Bodies, it makes tank hauling an easy task.

Land Transport’s Western Star 6900 Constellation The Western Star brand is no stranger to the Land Transport fleet, but the company’s blue 6900 Constellation known as ‘Sunrise Ruby’ well and truly stands out from the crowd. Boasting a 68-inch bunk, the 6900 has maintained the ‘old school’ look thanks to Masterart Designs, without going overboard on bling. Regarded as too big for east coast runs, the Star is a regular sight across the paddock.

Api Jawanda’s Kenworth T909 Former nurse Api Jawanda’s admiration for big triucks, and in particular the Kenworth brand, led him to the purchase of this Kenworth T909. With his custom-built 34 pallet B-double combination in tow, the 909 fits perfectly within the overall length restrictions, hauling for Mainfreight The former Leon Thorpe-owned 909 has Dynoflex Chino stacks, Hogebuilt guards, wrapped tanks and a custom front bar.

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road test: Volvo FH Electric

VOLVO ZAPS THE GAP It took a little haggling and a heap of hope, but we clinched an exclusive drive of Volvo’s top-shelf FH Electric on public roads. And not just roads around the ’burbs, but the notoriously demanding haul up and down Cunninghams Gap. True, these are very early days with more questions than answers but in this detailed report, Steve Brooks unearths at least some prospect of an electric truck’s ultimate potential

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I

t was a straightforward question by Volvo Group Australia’s e-mobility manager Tim Camilleri that had his audience thinking: Just a decade ago, maybe less, would any of us have really believed we’d be today driving an all-electric prime mover pulling a loaded trailer on a Brisbane test track?

An answer, I guess, depended on the individual but this brain immediately flickered, ‘No, probably not.’

Next day though, I had good cause to ask myself something even more candid: Just a few years ago, could I have possibly imagined driving an all-electric semi-trailer up and down the famously hard slog of Cunninghams Gap? This time the answer was blatantly definite: Absolutely not!

Yet, thinking about it, maybe naivety had been clouding the view. After all, such has been the pace of technological change over recent years that nowadays, nothing seems out of the question. Or as Tim Camilleri casually added, “We are in a time of great transformation and change.”

Few would argue, but all this introspection actually started a few weeks earlier with a seemingly benign invitation to attend a half-day ‘Volvo Trucks Drive Program’ at what is these days known as the RACQ Mobility Centre at Mt Cotton in Brisbane’s south-east.

For decades it was known more generally as the Mt Cotton

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driver training and test circuit, and over the course of all that time right up to the present day, it’s hard to think of a truck brand which hasn’t at one time or another tested, launched, showcased or demonstrated a new model or critical update on Mt Cotton’s sweeping circuit. Diesels, all of them.

Breaking the mould, however, Volvo’s drive program was two-fold, designed to not only showcase its latest range of I-Save Euro 6 diesel models but also, further highlight the Swedish maker’s leading commitment to the introduction of battery electric trucks. Obviously enough, the end goal (other than ultimately selling more trucks) was to demonstrate that Volvo is, as the company put it, ‘truly driving progress towards a cleaner, more efficient future.’

A worthy and typically well-managed exercise for sure, and over the course of four days groups of customers and dealers, business partners and media were given the opportunity to drive and compare loaded examples of everything from Volvo’s fuel-conscious I-Save models in single trailer and B-double form to its heavy-duty FM and FH electric trucks. Likewise, and certainly not to be ignored given their undeniable potential for Left: All charged up and somewhere to go. With 100 per cent charge, the dash readout indicated a driving range of barely 200 km. Fortunately, it proved to be a fairly conservative estimate

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“A lot was riding on gaining a battery top-up from the regenerative braking system on the downhill run.” local distribution duties were a couple of mediumduty FL and FE electric rigid models, though for whatever reason, these carried no load.

Still, and as cynical as it may seem, the thought of flying to Brisbane to do little more than spend a few hours driving different models – even electric models – on Mt Cotton’s familiar circuits was neither enticing nor exciting, particularly when we’d already driven FM Electric and FH Electric articulated combinations a year earlier on Swedish roads.

So, without putting too fine a point on it, a request was made to drive one of Volvo’s two electric heavies – preferably the FH – on public roads the day after the Mt Cotton event. Gratefully, and somewhat surprisingly, the company agreed. Indeed, we gained far more than asked for but we’ll come to that shortly.

Meantime, for most attendees at Mt Cotton over the four days, this would be their first experience at the helm of a heavy-duty electric truck. More to the point though, Volvo was keen to emphasise that despite the inevitable emergence of battery electric trucks and further down the evolutionary track, hydrogenfuelled electric trucks, the days of diesel are far from done. In fact, not by a long shot and with its turbocompound, high torque 500hp I-Save models as a prime example, Volvo’s unmistakeable message was that its diesel efficiency is today greater than ever, with even bigger efficiency gains likely before a new world order of zero emissions eventually drifts to dominance.

What’s more, while time in the trucks at Mt Cotton was extremely limited, there was at least the opportunity to compare similarly loaded diesel and electric models on the same track at much the same weight. Hill starts, for instance, where an electric truck’s constant torque output suggests a significantly smoother lift-off than its diesel counterpart.

And so, on the first pinch of a short, sharp climb on the Mt Cotton track, an FH 500 I-Save towing a single trailer and said to be grossing around 40 tonnes was brought to a standstill. Then, automatically starting in crawler gear with ‘Hill Hold’ engaged (seriously, you just have to love ‘Hill Hold’), the I-shift box made

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six shifts before levelling out in 8th gear. Slick and smooth, for sure, but not without the drivetrain displaying some mild torque wind-up in the first few gears as the engine’s healthy peak torque of 2800Nm (2065lb-ft) kicked in from around 1000rpm.

Repeating the exercise a short time later in what was said to be a similarly loaded FH Electric, its six batteries dispensing continuous outputs of 490kW (666hp) and 2400Nm (1770lb-ft) of torque, the I-shift transmission automatically started in 4th gear and made just two super-smooth shifts to also crest the climb in 8th gear. Notably, there wasn’t the slightest sense of torque wind-up and truly, the effort was smooth beyond description.

Again though, there needed to be more to the exercise than a couple of hill starts on a test track and vitally, Volvo had not only agreed to our request for a road run but rather than simply sauntering around city and suburban streets, decided to stretch the operational envelope with an ambitious 200km thrust from Volvo’s Wacol HQ to the top of Cunninghams Gap and back.

By any measure, Cunninghams is a long, hard haul and wisely, company insiders had a week or so earlier discreetly tested the water by running the 6x2 FM combination, grossing close to 40 tonnes, over the same route. Their aim, of course, was to assess if the battery six-pack had enough power to do the distance, knowing the drag up Cunninghams and the high likelihood of being stopped on the steep grade by ongoing roadworks would suck plenty of energy from the battery packs. Likewise, Volvo was keen to know how much battery recharge would ensue from the regenerative braking system with its highly effective downhill speed control function on the long run down the hill.

Anyway, word has it that after gaining a significant recharge on the descent, the single-drive 6x2 outfit made it back to Wacol with just a few percentage points of power to spare, no doubt much to the relief of the truck’s driver, Volvo Group Australia’s versatile media and public relations manager Matt Wood.

Then it was our turn, only this time in the tandemdrive FH Electric which, like its FM sibling, is currently the only one of its kind in Australia.

Tech talk

Hooked to a lighter trailer than the day before at Mt Cotton and grossing just a tad under 35 tonnes – almost 10 tonnes under the 44 tonnes gross combination mass (GCM) rating of both the FM and FH electric models – some might suggest our run was considerably less than a conclusive appraisal of the FH Electric’s real world abilities.

Fair enough, but equally, this was also the FH Electric’s first assault on an Australian highway with anything like the severity of the Cunninghams’ climb.

Again, it’s worth reiterating that these are very early days and while Volvo remains a world leader totally committed to the pursuit of zero emissions transport, the road to the future will be trod carefully and patiently. The motto, if there is one, appears to be ‘hasten slowly’.

It is, after all, one thing to stretch the envelope

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of possibility and something else to tear it apart with a highly ambitious exercise and a ‘flat’ truck returning home on the end of a tow hook. It’s never a good look and as Volvo’s local vicepresident Gary Bone succinctly stated, “Sustainability is a long burn,” meaning the transition to zero emissions trucks will not be an overnight event.

Besides, Volvo’s local team had shown considerable faith in handing over the reins of its one and only FH Electric and this commentator certainly didn’t want the title of Captain Hook.

Nonetheless, as Volvo’s Matt Wood mentioned several times, the run up the Gap and back would be its toughest test to date.

As technology stands at the moment, Volvo has progressed to its third generation of batteries, explaining in an earlier press statement from Sweden, ‘The high energy density traction batteries use the latest generation of lithium-ion cell technology (and) an electric truck with six battery packs has … a range of up to 300km.’

It is, however, worth noting that the overall efficiency and

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subsequent driving range of an electric truck are dependent on many factors similar to diesel models, such as load, ease or severity of the route, and driving style. Indeed, a heavy right foot has the potential to syphon electric power even more effectively than it drains diesel so the current 300km range limit is perhaps more hopeful than probable.

In the FM and FH, the battery six-pack powers three electric motors coupled to the enduring I-shift 12-speed automated transmission programmed with what Volvo describes as, ‘a unique new gear shifting strategy optimised for electric operations (and) together, the motors and gearbox form a powerful electric drive unit that offers unprecedented, highefficiency drivability’.

What’s more, as Jonas Odermalm, Volvo’s vice-president of electro-mobility product explained late last year in Sweden, “Because the truck always starts in the highest possible gear, energy efficiency and savings are achieved thanks to minimised gear shifting. At the same time, lower gears are available for steep roads or in starting situations that require additional torque and control.” In other words, the broad ratio spread of the I-shift box is tailored specifically to the needs of the electric propulsion system.

Technology, however, is an endlessly evolving exercise and Volvo does not hide the fact that in maybe three of four years from now, I-shift will be replaced in the electric truck powertrain by an electric rear axle, or e-axle in modern parlance.

Moreover, it does not take an engineering guru to figure that the main goal of replacing a conventional transmission with an e-axle is to free up chassis space for more batteries, thereby increasing driving range. Or as Volvo states, ‘The new e-axle allows even more batteries on the truck by integrating the transmission into the rear axle (to) create opportunities for long distance transports to also be electrified.’

Meanwhile, don’t be too surprised if the e-axle comes on stream in Sweden as early as 2025, when customer trials are expected to start on Volvo’s hydrogen fuel cell electric truck. But that’s a story for a day well down the track.

As we’ve written before though, all these evolutionary events are part of a bigger picture slowly emerging through the shifting veil of modern technology and its place in commercial and operational reality. Nothing is yet entirely clear except for the indisputable fact that Volvo is among a group of the world’s leading commercial vehicle innovators pursuing distinct paths to carbon-free trucks; battery electric, fuel cell electric and

Top: Part of Volvo’s electric lineup at Mt Cotton. FH is obviously the flagship and was our choice for a first road run Above: Hill start on Mt Cotton highlighted the remarkable smoothness of the FH Electric compared to its FH 500 diesel equivalent Left: Volvo’s FH 500 I-Save model doing demo laps at Mt Cotton.

Diesel is far from finished Opposite top: This was one of the FH Electric’s first runs on the open road. It’s very early days but the smoothness is extraordinary

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Are electric trucks dangerously quiet? It seems so because Volvo has developed an acoustic alert system to warn pedestrians of an electric truck’s movement

DRIVING WITH A DIFFERENCE Whatever you’ve driven, wherever you’ve driven it, nothing quite prepares you for the experience of driving a heavy-duty electric truck on the open road for the first time.

It is all at once, both foreign and fascinating.

Sure, in so many ways it’s just another truck. You climb in, adjust the seat and maybe the steering wheel and mirrors, reacquaint yourself with all the knobs, levers and control functions, then buckle up, turn the key and …

And everything’s different. In Volvo’s case, the dash tells you things like battery charge, driving range, weight over the various axle groups, how many kilowatt hours are at your disposal every 100km, and a few other details like ambient temperature, what gear the truck’s in, and along with a few convenience facts like what radio station you’re tuned into, and the current and overall mileage count, that’s about it.

Forget about gauges, there are basically none.

In effect, turn the key and nothing much happens at all.

There’s no noise. No rattle and hum of pistons exploding up and down and no hint of thousands of pieces of beautifully engineered metal working in perfect partnership to create

a breathing, pulsating powerhouse. There’s no sense of anything really.

Yet despite the surreal silence, it moves with what seems an effortless energy at the slightest touch of the throttle.

Load or no load, there’s no groan. No surging sensation of muscle against mass. Instead, just a mute, almost ghostly glide into momentum that simply flows without fuss or fury.

Above all else though, it’s the silence. Especially at the start, the almost complete quiet as wheels turn and the mass moves. There’s no rumbling idle, no clatter, no warning that this large lump of hardware is about to roll to life.

Dangerously quiet?

It seems so, and that’s why Volvo has developed an acoustic alert system for electric vehicles. As the company explains, it is actually four different sounds relevant to what the truck is doing: moving forward, idling, reversing, slowing down or accelerating.

Effective at speeds up to 20km/h and varying in intensity as speed increases, the different sounds are nonetheless, surprisingly subdued. In fact, it’s to be wondered if they

would be even audible in heavy traffic.

Unfortunately, the FH Electric in this exercise wasn’t equipped with the acoustic system but the need for noise – artificial or otherwise – was certainly made plain by an obviously rattled driver at an Aratula roadhouse, suddenly finding himself strolling into the path of a silently moving truck.

“Shit, that thing’s too quiet. It needs a bloody whistle or something.”

Fair point and no doubt, a recorded whistle would do the job. Or maybe something more imaginative. A barking dog perhaps, or the bark of a Jake brake, the crack of a whip or the simple burble of a big bore engine at idle. Maybe a short burst of the Beatles classic, ‘Get Back’.

Whatever, all have merit but it’s hard to think of any warning noise being more effective than the ancient blast of a Mack air starter. Guaranteed to fill silence and undies far and wide.

Just a light hearted thought, of course, but it’d certainly get everyone’s attention. internal combustion engines that run on renewable fuels like biogas, hydro-treated vegetable oil (HVO), or so-called ‘green hydrogen’ produced by energy from wind, solar or hydro systems. Most experts in the renewable energy field now predict all these technologies will play a part in ultimately achieving carbon-free road transport rather than one technology emerging as an environmental silver bullet.

Whatever, battery electric is the current spearhead and while Volvo both here and abroad doesn’t shy from its commitment to a carbon-free future, nor does it shy from the scale of the task ahead or acceptance of the fact that an electric heavy such as the FH fits a highly select clientele. In fact, determining which haulage operations are actually compatible to an electric truck – large or small – remains an ongoing exercise aided in large part by what Volvo calls its electric route simulator (ERS), designed specifically to remove much of the guesswork around driving range.

Again though, these are infant days and there’s little doubt Volvo is on its own learning curve, steadily building a picture of possibilities and potential. Like, the feasibility of a run up Cunninghams Gap and back, for example.

Quiet achiever

After demo duties the day before at Mt Cotton, the FH Electric had been on the charger at Volvo’s Wacol logistics centre most of the night to ensure it was fully charged for the next day. Still, with the digital

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“An electric heavy such as the FH fits a highly select clientele.” dash showing 100 per cent charge yet a driving range of just 202km, it’s perhaps easy to appreciate why there was a quiet fusion of excitement and apprehension in the cab as the unit silently mingled with the mid-morning motoring masses. Going on the initial dash readout, it seemed there’d be barely enough ‘juice’ to make it back.

This time, VGA’s Matt Wood was in the passenger seat and with his earlier run in the FM Electric as a guide, it seemed astute to accept the suggestion that the truck’s adaptive cruise control system set at a modest 85km/h would make most effective use of available power. And no doubt it did, just as there’s no doubt that a couple of southbound linehaulers caught behind weren’t too impressed with the electric truck’s gentle pace. Consequently, there was a certain sense of relief pulling into the BP at Aratula to take stock of the 70km leg since leaving Wacol and let the big bangers punch ahead.

According to Volvo’s calculations, the FH needed around 66 per cent of battery power remaining at Aratula if it was to make the run up the Gap and a turnaround point a few kilometres further on, and subsequently make it back to Wacol. Fortunately, the outward trip had been relatively easy on energy stocks with the dash readout at Aratula showing 70 per cent still remaining and a potential driving range of 154km. Sweet!

Yet as regular runners know only too well, it’s at this point where the Cunninghams’ climb starts in earnest and with auto mode allowed to make gear selections, the FH Electric handled the fluctuating grades easily, migrating between 8th and 9th gear with road speed ranging between 35 and 45km/h. It was an undeniably strong and consistent performance, putting power to the ground through a 3.09:1 rear axle ratio.

As anticipated though, the climb’s ongoing roadworks forced the truck to a stop a kilometre or so from the top. But just as it did the day before at Mt Cotton, the FH Electric lifted off smoothly in 4th gear before shifting to 6th, then 8th, and almost seamlessly pulling back to 6th gear for the famously cruel lip at the top of the long climb.

The hard haul had, however, extracted plenty of energy and at a turnaround point a few kilometres further on, there was no shortage of nervous energy in the cab with the dash readout showing 40 per cent battery power remaining and more worryingly, driving range of just 48km. Wacol suddenly seemed a very long way off.

Obviously, a lot was riding on gaining a battery top-up from the regenerative braking system on the downhill run. First setting the amazingly effective speed control system at 30km/h for the drop over the lip and then gradually increasing the speed level up to 40km/h, it was a genuine relief to see battery charge steadily improve and along with it, a significant increase in potential driving range. Indeed, back at Aratula, battery charge had improved to 50 per cent and critically, potential driving range to 92km.

From here, the 70km run back to Wacol was an easy stressfree stroll and with seemingly ample power still available, it was decided to increase cruise speed to a touch over 90km/h and as traffic flows increased, use the throttle rather than the adaptive cruise control system.

After a total trip of 193km, the end result was a truck and trailer silently rolling into Volvo’s logistics centre with 20 per cent battery charge still available and vitally, 50km of driving range up its sleeve.

So, was the exercise worthwhile or more objectively, successful?

Absolutely, for no more valid reason perhaps than demonstrating that even in this most elementary period in the evolution of battery electric heavy-duty trucks, there exists the potential to tackle tasks beyond basic perceptions.

Again though, there’s a long way to go and much still to be achieved and evaluated – cost, recharging infrastructure, battery life and market acceptance, just for starters – before the technology starts to careen into commercial conscience.

Be in no doubt though, the journey has started and there will be no turning back.

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Top: Recharging at Mt Cotton.

Again, it’s still very early days but potential and possibilities are perhaps greater than perceptions Above and right: On the inside.

From the driver’s seat, the electric truck dash layout has many differences compared to diesel versions. It is simply simpler Opposite bottom: Parked up at Wacol after the run to the Gap and back. According to dash figures, there was still 20 per cent battery charge left and up to 50km driving range. The result was better than expected

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truck events

KILCOY WORTH THE WAIT The Queensland town of Kilcoy, around 100km north west of Brisbane, restarted its now biennial truck ‘Konvoy’ with renewed enthusiasm, attracting rigs from around the local Somerset region and beyond. Warren Aitken reports

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I

do love a good day out in the sun, but I don’t need sandy beaches or margaritas. And I definitely don’t need surfboards and sunscreen. Nope, a good day out in the sun for me involves miles of chrome and the harmonious symphony created by hundreds of airhorns. The best place to find a good day out in the sun this past October was nestled up in the Somerset region of Queensland in the small country town of Kilcoy where once again the streets were lined with truck nuts, ‘truckarazzi’ and what honestly looked like the entire Kilcoy community of nearly 2000 people.

Back in 2021, the Kilcoy Konvoy was actually one of the first events back on the truck show circuit after our COVID conundrum. It was welcomed back with a massive turnout, so I must admit I found it a bit confusing when I went to lock in some accommodation last year and found out the show had changed from a yearly fixture to a biennial event. It is fair to say that I am not the most patient of people. In fact, I wouldn’t even crack the top 100.

When it comes to waiting for truck show dates to roll around my patience is about as flexible as, well, me in yoga pants. Seeing as how much I had enjoyed the 2021 show I felt I had a right to throw my toys out of the cot.

Waiting another 365 days just seemed so torturous. But I did it, and the weekend after the 2023 Bathurst 1000 I found myself once again kicking my lovely partner out of bed at an ungodly o’clock, filling the fridge full of drinks, the camera bags full of memory cards and batteries, and heading northwest of Brisbane

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Top: The impressive Glasshouse Mountains adorn the side of the new Armesto’s B-triple unit Above: Dan Hudson had his twin girls Madeline and Isabella enjoying their very first Kilcoy Konvoy in the Hoffman Bros’ T909 Right: It was good to see Danny Hinds putting in the effort on MY9OH. It must have worked, with the big Kenworth picking up the Best Rig 10 To 15 Years trophy Opposite bottom: Queensland company Armesto’s Transport slipped into the showgrounds to set up their B-triple. I caught the team of Ash Taylor, who drives the new K200, with his boys Fin and Tate, and fellow Armesto’s drivers John Plowman and Darryn Offer

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“Turning the event into a biennial truck show didn’t do a thing to diminish the number of entrants.”

to catch this cool country show.

Turning the event into a biennial truck show didn’t do a thing to diminish the number of entrants though, with close to 200 trucks rocking up to the meeting point on the outskirts of town.

The plan of attack saw all the trucks register and muster up at the eastern end of town. Then, at 10am in staggered groups, the convoy ran through the township, arriving at the Kilcoy Showgrounds on the opposite side of town.

When the show returned back in 2021 it was held in conjunction with the Kilcoy Rodeo, which as a photographer I loved. It meant I could go and trial some action photos as well.

However, it did cause a few more traffic issues as the mammoth convoy tried to cross traffic and entire the showgrounds, along with those involved in the rodeo.

This year was the first time the event was run independently.

Linsie Dawes and her team of committee members and volunteers did a fantastic job of running not just the traffic management and parking of nearly 200 trucks, but the whole show in general. While I am sure there were hiccups, from the outside of the show the convoy and the crowds seemed to run without a hitch.

It wasn’t just the convoy Linsie and her team had to stay on top of. There were competitions and events running all through the day. From the tarp tying contest to the truck stopping test, it was all action. There was plenty for the little truckers to do, with rides and activities available, the most popular of which was an actual ride in a truck. Kids had the opportunity to jump in the

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Top, L to R: Gladstone based B&K Bulk Haulage had a team of drivers and family helping ensure their Kenworths were absolutely on point this year; The Sunstate Heavy Haulage Mack Super-Liner was another crowd favourite Above, L to R: It wasn’t all new and fancy at this year’s show as the old-school cool was also on display; Kilcoy locals Rob Bradley (left) with and Arthur Nicholson and Rob’s 2005 Mack Super-Liner; Filling the streets of Kilcoy with shine, shine and more shine; Bear and Sue Bolan with their 2023 Iveco S-Way Bottom: Kilcoy Station 82 rocked up and amused the kids. Jayden Morrow, Blazer Bear, Savannah Aylward, Knieval Bear and Dutchy

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“There was enough bling on those trucks to ensure people were getting second-hand sunburn.”

Top, L to R: Marshall Watego and The King are always good for a show. In this case it was father Marshall teaching his son about climate change; Semi-retired driver Baldy McGaghy who drives for B&K Bulk Haulage and his son Mark McGaghy who drives for Marketgate Logistics, the first time they’ve attended a truck show together Above, L to R: The B&K team also had one of their B-double powder tanker combinations on display at this year’s event; Zach Purcell, who drives this stunning Corbet’s SAR Legend, was nowhere to be seen, but his son Kia is busy earning his dinner; Big congratulations goes to Kris Bridge and his partner Alisa Hines for the 2023 Rig Of The Show win with the immaculate Grafton-based G&D Richards Kenworth Left: The busiest blokes on Saturday were the judges Opposite right: Big thanks to Scott and Reagan Smith for enduring the heat and keeping score in the Truck Stopping Contest, which was basically jump in the T909 and see how close you can get to the stick

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passenger seat of a big Kenworth and do a couple of laps inside the showgrounds.

There were plenty of stalls set up selling everything from customised truckie towels to antique signs. The local Brown & Hurley team were on hand to ensure you could restock your wardrobes with the latest in Kenworth fashions and I managed to bail up the Jax Wax legends themselves, Karen and Errol Weber, and made sure my cleaning and polishing supplies were met.

If I had one complaint it would be I didn’t find anywhere selling sunscreen. Yes, I realise it’s my responsibility, and I had plenty in the car. But in my defence, I was far too preoccupied perving on all the trucks to notice that the beautiful weather was turning me slightly redder than the local fire trucks which by chance also made an appearance at this year’s event.

Stainless shine

Now that we’ve established how much fun the event was, it is only right we mention the quality of the gear that rocked up for the biennial event. Let’s put it this way, you could not pay me enough to judge the show. The quality of the trucks on display was phenomenal.

B&K Haulage, who any truck lover will know, rocked up with a fleet of impeccable Kenworths. I understand the primary use of stainless steel is to make kitchen utensils, but I am happy to eat with chopsticks or my hands in order to keep this company

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shining. There was enough bling on those trucks to ensure people were getting second-hand sunburn well after lights out. In fact, the team managed to drive away with the Best Kenworth award.

No mean feat in that.

Another local company, Armesto’s Transport turned up and were showing off one of their new B-triple setups, as well as a brand-new Kenworth K220. Kilcoy-based Bechley’s Transport had a huge chunk of their fleet all scrubbed up and shining brightly for their hometown event – and the green and white team looked amazing.

There are so many I need to mention, so many stunning trucks. I do have to touch on Laurie Williams and his team from Anywhere Truck and Machinery Towing though. Now, normally no one really likes to see a tow truck, it’s like seeing a letter from the tax department or a sign that something has gone wrong.

But not at Kilcoy, the big blue tow trucks out blued the stunning Kilcoy skies at this year’s event and understandably they took out the Best Large Fleet award.

As I mentioned previously, I could not be paid enough to judge a show with this level of trucks in it and full credit to the judges.

Their choice of Rig of the Show was extremely well deserved, with the top award going to Kris Bridge who pilots a stunning T909 for Grafton-based G&D Richard Transport.

Once my sunburnt calmed down and I sat down to go through the hundreds of photos, it really did dawn on me that I have to wait another two years for this show’s return. If 2023 is anything to go by, it will be worth waiting for. Bring on 2025.

Top, L to R: It wasn’t just the flashing lights and blinding shine of the Anywhere Truck and Machinery Towing fleet that got the crowds going – the airhorns were loud!; Zara Heath and Greg Wilson were flat out shining up the Sanbella T909 Above: When you line up all the stunning Anywhere Heavy Towing fleet, it’s not hard to see why they took out the Best Fleet, as well as the best Custom Show truck awards; Every spot through Kilcoy was taken up as the crowds turned up to support this year’s show Left: Jad Dennis with his son Levi and their restored 1942 White half-track – not the fastest in the convoy but one of the coolest

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truck of the month

BONNETED BEAUTY The regular passing parade of big rigs passing through a Cranbourne truck stop inspired Api Jawanda to seek a career change, leading to the dream purchase of his very own Kenworth T909. Warren Aitken writes

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A

decade is a very long time. If you look at it purely by the numbers 10 years equates to 120 months, anywhere from 3652 to 3653 days. I’m accounting for leap years so don’t argue my maths. The point I was trying to make is that a decade is a very long time. A lot can happen in that time and that’s what I am here to shine a light on.

My story today focuses on a young man who has changed a lot in the last 10 years. He has changed countries, changed career, and even changed passions. His passion has brought him to the pages before you and is ironically a truck whose nomeclature has been around for more than a decade and, unlike him, has not changed at all in that time – the Kenworth T909.

The 909 is still one of Australia’s favourite trucks

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for its performance and presentation. It is also the literal driving force behind young Apinder Jawanda’s life changes over the past decade. That’s a lot to absorb, I get that. Let us jump back to early 2013 and reset the scene.

In early 2013, 23-year-old Apinder, or Api as he is known to his mates, was a qualified nurse in his native India. He had spent years training and did his internship working in the cardiovascular surgery ward before moving into the neurosurgery arena.

Api was born and bred in Punjab, India. It is a world away from where he is now. Just to give you all a bit of perspective. Punjab is a small state in India, roughly around 50,000 square kilometres.

That’s just a little smaller than Tasmania, which is around 68,000 square kilometres. However, Tasmania manages to squeeze in around half a

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“They were all so shiny and really got me thinking about trucks.” million people. Punjab somehow fits in about 27 million people.

Working as a nurse in such a high-density area was ­challenging.

The hours were huge but the pay wasn’t, which got young Api looking at Australia as a place to emigrate to.

“I wanted to upgrade my skills and look for better ­opportunities,” Api explains. “I never had an interest in trucks back home, I always wanted to stay in the surgery side of nursing.

That’s why I came over to Australia, to continue my nursing.”

Graveyard shift

As it turned out, upon Api’s arrival in Australia, his q ­ ualifications didn’t automatically transfer over as is the case for most medical professionals from abroad. Hence, he had to register for university and redo all his studies. For this reason, we can all be thankful. It was that fortuitous act that resulted in the impressive Kenworth before you.

While he was redoing all his qualifications, Api took on a part-time job working the graveyard shift at a truck stop in Cranbourne. This would be the catalyst for the career change.

“There were always these guys from TTS coming in to fuel up, in their 909s, 908s, 108s and K200s,” Api recalls, still with wonderment in his tone. “They were all so shiny and really got me thinking about trucks. Plus, on winter nights, it would be very quiet, and you could hear them coming with their Jakes on. That always put a smile on my face.”

It wasn’t just the sights and sounds that were enticing the ­recirculated nursing student. It was also the drivers themselves.

“I’d talk to the drivers every night; I’d ask them if they enjoyed the job and what it was like.”

The positive feedback he would receive was enough to convince Api to look into getting his truck licence, which he somehow managed to squeeze in between his classes, his studies and his part-time job.

“In the university holidays I was able to pick up some work for Capital Transport driving a six pallet rigid,” Api says.

“Once I started driving I never looked back.”

Api loved doing the local delivery work and the truck driving bug had bitten him, but he still stuck to his original plan and saw through his studies. It is an indication of the character of the young man that he chose to fulfill his original commitment even though by this stage those shiny TTS Kenworths, and his holidays

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spent among the Melbourne traffic, had shone a whopping great light on the career path he had his eyes on.

“Basically as soon as I completed my degree, I saw an ad looking for a driver at Mainfreight and I applied straight away,” Api says.

That job involved once again driving a small HR on local work all over Melbourne. There was hardly a street Api didn’t learn and hardly a street directory page left unturned. His boss at the time, Vijay Ahluwalia, would play a critical role in the trajectory of Api’s trucking career.

“Yeah, I learnt a lot from my old boss, he really encouraged and assisted me. He was really supportive. He was the silent partner when I bought my first truck,” Api explains. That first truck would come a couple of years after he started with Vijay, and just to throw the script in the air, it did not involve an HR truck, nor did it involve general freight.

Even though he started his career in the legendary Mainfreight colours, and this current amazing Kenworth is in the legendary Mainfreight colours, the time in between was a little dirtier than

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Opposite top: Api opens the big rig up ready for another load; Right from his very first truck, Api’s love of cool was evident. His Freightliner tipper was one of the coolest local ‘mud carters’ in Melbourne Above: Api Jawanda has come a long way from being a registered nurse, carrying the Kenworth and Mainfreight badge with pride Left: The Mainfreight Kenworth looks just as good from the rear

Far left: Api’s first owner-driver experience with Mainfreight was this stunning Volvo. There’s just something about the Mainfreight colours that makes trucks look good, but Api added a few extras to his Volvo to ensure it looked even better

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Proudly brought to you by

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“They were looking for someone to pull a double around on local.”

Top: In and out of his local branch, the 909 may not be the most practical round-town truck, but it fits the needs and hasn’t stopped Api from making any deliveries so far Above and right: The Kenworth cabs have never been renowned for space and with the IT bunk it doesn’t add much more, but it’s the perfect office for Api and the perfect fit for the job he happily does in the Mainfreight 909 Bottom: While Api now just runs the 909, he did have both these two earning for a while

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you’d ever see a Mainfreight truck (pun intended).

“The first truck I bought was in October 2017 and it was a 2013 Freightliner Coronado truck and trailer tipper,” Api says. “I loved the Mainfreight work and when I’d do the country runs I’d see the big trucks and I’d be fascinated.”

With the help of his boss, Api got himself upskilled into an HC licence. In order to put that to work, he left Mainfreight and started driving truck and dog tippers.

“I started working for a guy in July 2017, driving his truck and dog, then a few months later got the chance to buy my own.

Because the work was so good, and I was making money, I bought a second one in February 2018 and put a driver in that one.”

By mid-2018, with the announcement of the huge metro tunnel and a few other infrastructure projects, every man and his dog were getting into the tipping game. Dirt not footy. Things slowed a little for Api and, as is his determined nature, he set out to look for other work options.

A chance encounter with another Mainfreight driver saw Api back in the big blue offices looking at getting his own truck into team Mainfreight. Obviously, the fact the pages around us are plastered with a stunning Mainfreight Kenworth means that the meeting was successful, but please just play along anyway.

“They were looking for someone to pull a double around on local and I was happy to put a truck on. First thing I did though was get my MC licence,” he laughs.

The time spent putting truck and dogs into tight awkward spots meant backing the B-doubles were not the main concern for Api, he just wanted experience with the extra length. Therefore, while Api waiting on his new Vawdry B-double set, he towed a single around town and used the time to clock up B-double experience every chance he could.

Truck purchase-wise, the Cranbourne truck stop’s memories of the big loud TTS Kenworth’s meant Api’s mind was firmly focussed on a big bonnet with a huge Kenworth bug on it.

“Mainfreight pointed out I’d be doing a lot of tight deliveries, and they’d prefer a cab-over for access,” Api explains. He had to agree it was a smarter approach. In the end, Api’s first Mainfreight chariot, also his first brand new truck, was a 2018 600hp Volvo Globetrotter. By this stage in his trucking career, the ex-surgery nurse had been well and truly converted into a fully-fledged truck nut. His tip trucks were subtly pimped out and always immaculate. Hence, his new Volvo would get enough bells and whistles to carry on the mantle. But still, those truck stop ­recollections wouldn’t leave him. Add in the added motivation of having already built his dream truck in an online computer game and Api’s drive for a 909 was only getting stronger.

A quick sidebar here. Who is familiar with the American Truck Simulator online computer game? If you are like me and were born in the days where entertainment consisted of trying to put a stick into your mate’s front wheel as you biked down a hill, then you’ll probably not know what I’m talking about. To put it simply, American Truck Simulator is a game where you can design and build your own truck, then drive it, I presume. I gather you must be able to build them to Australian specs as well because that is exactly what Api had done.

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“In some places I do have to do a fivepoint turn, but you get used to it.”

Top: The old school tank lights were another Api addition Above, left to right: The truck already looked the goods out of the Thorpe workshop, but Api still added a few of his own touches like these cool watermelon lights in front of the air cleaners; Custom Thorpe touches still litter this stunning Kenworth Opposite top: From the side you can see how small the IT bunk is, but Api finds it perfect, allowing him room to sleep if he ever does overnights and also meaning he can have a bonnet in front of his B-double combo Opposite bottom: I do love ready the back of the Mainfreight trucks – they never fail to entertain

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“I really liked the Volvo, but I was still in love with the Kenworths. To satisfy that craving I started playing that game,” he says. “I was building T909s, all different ones, even in Mainfreight colours. I manifested that before the truck even came up for sale – I’d built one pretty much identical in the game. And then I found this one, but the Vision came first.”

B-double focus

Obviously this stunning Kenworth wasn’t merely a result of a manifestation from a computer game. This isn’t Field of Dreams. It is a little uncanny how it all rolled out though.

“I’d decided to sell my tippers to my drivers and just focus on the Mainfreight B-double work,” Api says. At the time he was driving the Volvo all week and then spending weekends maintaining the two tippers and spotlessly washing all the trucks.

“I offered the trucks to the drivers, that was in 2020, then I saw Leon Thorpe advertising his 909.” Sounds like destiny to me.

The ink was barely dry on the ad before Api phoned Thorpe and arranged to go check out the big girl. The 2017 Kenworth T909, with an X15 in it, had clocked up around 600,000km running the east coast. It came equipped with the fully customised Thorpe look, including Dynoflex Chino Stacks, Hogebuilt guards, wrapped tanks and a custom front bar. Although it was painted plain white, it was far from a plain truck.

“I looked at it and loved it,” Api laughs. “As soon as I left, I rang my broker and told him I wanted to buy it, he had all the paperwork sorted and it was mine.” It was left at Thorpe’s who took care of getting it t­ ransformed into Mainfreight colours and for a few extra lights to be added. “I didn’t want to add too

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many more, just some around the air cleaners and along the tanks.”

As much as Api loved his Volvo there really were no tears shed when in late 2020 he picked up his freshly revamped 909 and hit the road. He kept the Volvo for a while, put a driver on it and let it loose among the Mainfreight floaters. Building a trucking empire was never in Api’s plans though and he eventually sold it off and focussed on his T909 and getting it around town.

“It’s a great truck, I still love it. In some places I do have to do a five-point turn, but you get used to it,” Api laughs.

For those wondering about the bunk, it’s a full 28-inch IT bunk. “The size was perfect for me, I needed it to fit in front of my 34 pallet set and it is bang on 26 metres,” Api says. “I like to sleep in my own bed at night so I never really use the bunk anyway.”

That’s not to say Api hasn’t taken the big Kenny out of town to share with truck lovers around Australia.

He has done a couple of trips to Sydney and Adelaide and even once ventured across the paddock with it.

“It was a good experience, but with no bull bar I only drove during the day.”

As we sit in the shadow of this magnificent Mainfreight Kenworth, its shine is only overshadowed by the smile on Api’s face. In 10 years, he has come a long way from being an overworked, underpaid nurse to a prouder-than-punch truck owner. He has his dream truck doing his dream work for his dream company.

“I just love it. The more I drive, the more I love it,” Api exclaims.

It is great to see that hard work and a dream really

can get you places. I can’t forget to mention Api’s wife Amreen who deserves a lot of credit for supporting him through his trucking and Kenworth addiction, not to mention the time he spent designing trucks on his computer. It really goes to show what you can achieve when you put your mind to it. Now it is Api who gets to drive into the truck stops and hopefully inspire the next generation of truckies.

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22/11/2023 1:42 pm

TWU Michael Kaine

Reform will save lives Transport industry reform is in sight, despite the usual antagonists attempting to delay legislation

I

t’s been a monumental year in our fight for a better road transport industry. This time of year is when we look at what we’ve achieved over the past 12 months, and how we’re going to build on that next year. Well, as an industry, we’ve had huge achievements in 2023.

Road transport reform that’s been developed in consultation with the entire industry has been tabled in parliament to be voted on in early 2024. If this is passed into law, all road transport workers will benefit from a safer, fairer, more sustainable industry.

The important part of this is ‘all’ road transport workers.

You can’t lift standards in an industry if you leave a group of workers outside the safety net. That’s just a recipe for wealthy clients to shift their workforce outside of the system.

That’s why it’s so crucial this legislation will include workers in the gig transport economy.

The gig economy started out in this country as food delivery and rideshare, but it wasn’t long before Amazon Flex brought the gig economy to traditional transport, and this year its reach has only grown.

Amazon is the clearest and most egregious example of runaway corporate greed in our country—a company whose former CEO thanked workers for his trip to space “because you guys paid for all this.”

While Bezos was f launting the fact that exploited workers had made him rich enough to jet off in a rocket ship, and while Amazon was turning over $5.5 billion in Australia this financial year, Amazon Flex couriers engaged

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on low pay are overloaded with parcels, pushed to drive unsafely and finish deliveries on their own unpaid time.

We’re ending the year with Amazon opening a new Perth site, and that should be ringing alarm bells. Amazon expanding means an expansion of exploitative working conditions, and more cannibalistic competition that good operators won’t be able to compete with.

It’s not a far stretch to think that if this is left unchecked, we will start seeing Amazon entering heavy freight like we’ve seen with Amazon Relay in the US. The Amazon Effect is a doubleedged sword, undercutting the market with its gig model while also dictating low-cost contracts in its position at the top of the supply chain.

Traditional transport operators can’t compete with that kind of unfair competition, and certainly not owner-drivers who have become more price-takers than price-makers, even as fuel and other costs soar.

The impacts of the ‘Amazon Effect’ are already taking hold. This year we’ve seen the collapse of Scott’s Refrigerated Logistics and Rivet Mining Services – both leaders in their industry. Sub-contractors working for Scott’s, owed up to a staggering half a million, will never see their money back. Almost 2000 transport workers lost their jobs.

Despite their overwhelming market share, they couldn’t survive in an industry with no accountability for wealthy clients demanding faster and cheaper transport for less.

Recently, gig transport workers

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

“Big business will be trotting out its campaign against these laws.”

spoke at a Senate Inquiry about unilateral deactivations from platforms without any given reason or right of reply, abuse from passengers, pressures to rush while delivering, and having to work 60 to 80-hour weeks to get by.

This is the business model that road transport is at risk of becoming without reform, and the tragedies in our industry only underscore the need to fight hard to get them over the line.

Unfortunately in 2023, while we have had important wins in our fight for a better industry, there have been far too many tragedies.

We’ve seen over 200 truck crash deaths just this year, up significantly from 177 in 2022. Close to 50 have been truck drivers.

Since 2017, 14 delivery riders have died on our roads, 3 in the space of the last few months.

Those transport workers who did not come home to their families are who we’re fighting for.

REFORM OPPONENTS

Opposition Leader Peter Dutton and former Workplace Relations Minister Michaelia Cash—who tore down the Road Safety Remuneration Tribunal and put nothing in its place—have recently teamed up to delay the lifesaving reform that can’t come quickly enough.

Every day of delay is another day that transport workers and operators are under deadly pressure, and we’ll be fighting hard to get this over the line in early 2024. We are in as strong a position as we have ever been.

Over the course of this year we’ve held national truck convoys, taken several delegations to Parliament, achieved commitments from major operators to support reform, held vigils for the truck drivers and gig workers we’ve lost, shared personal stories, and launched an international campaign supported by more than 50 transport unions around the world to campaign for minimum standards globally in road transport.

That’s just in 2023, which has been the culmination of years of campaigning—from all corners of the industry—to improve on past errors and really make a difference in road transport.

Big business will be trotting out its campaign against these laws as we draw ever closer to a vote in Parliament. We’ve already seen their feeble and vague excuses for why they’re opposing this legislation; the same excuses these companies always use for reform, whatever shape it takes.

We will counter that as we always have, with real stories from the men and women who keep this country going, from the transport operators on razor-thin margins struggling to compete.

We will stay united because we know this is what’s best for our industry, and we know the dire consequences of moving too slowly or not at all.

And in early 2024 I hope and believe that we will see lifesaving transport reform passed through Parliament.

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22/11/2023 1:37 pm

HIGHWAY ADVOCATES Robert Bell

Negotiating jargon Rest breaks of seven hours or more are placing drivers at a critical risk of being fatigued

H

ighway Advocates Pty Ltd is an incorporated legal practice with a predominant focus on offences and matters that affect heavy vehicle drivers and operators across Australia. Since our launch in May 2021, Highway Advocates has represented almost 1000 drivers and operators in Local and District Courts throughout New South Wales.

In August 2023, the NSW Parliament established an inquiry into the pressures on heavy drivers and their impact throughout the state. Highway Advocates prepared a submission after the closing date, but it was accepted and published nonetheless.

One of the opening salvos in our submission was the sheer number of prosecuting authorities and relevant legislation in NSW alone. Three main prosecuting authorities in NSW prosecute offences against heavy vehicle drivers and operators, not to mention Local Government also having a crack.

It remains to be seen, but it’s a fair bet this inquiry will produce the same results as all the others that passed before it. Here’s a link to our submission in full: www.parliament.nsw.gov.au/ lcdocs/submissions/82093/0022 Highway Advocates Pty Ltd.pdf One of the fundamental problems identified by Highway Advocates is the sheer complexity of road transport legislation in Australia, particularly in NSW. The legislation, often filled with technical terms and convoluted language, poses a significant challenge for many heavy vehicle drivers and operators. According to the Australian Government Style Manual, approximately 44 per cent of adults read at literacy levels 1 to 2, which is considered a low level of literacy. This means that a substantial portion of the heavy vehicle industry workforce may struggle to comprehend the intricate legal jargon that pervades these laws.

Legislation must be drafted in a manner that can be easily understood by the majority of those to whom it applies.

Simplifying the language and structure of road transport legislation is essential to ensure that heavy vehicle drivers and operators can comply with the law effectively and without unnecessary confusion. A relevant example for this submission is the instructions contained within the National Work Diary issued to truck drivers. In our opinion, these instructions are complex and incomprehensible for many truck drivers who must use them. The prosecution authorities, NSW Police, and the National Heavy Vehicle Regulator (NHVR) interpret

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the fatigue regulations to prescribe that a driver on standard hours may only work 12 hours in ‘any 24-hour period’.

Highway Advocates argues that nowhere in the relevant legislation does it explicitly state that 24-hour periods may overlap. This ambiguity can have serious consequences for drivers who may inadvertently violate regulations due to a lack of clarity in the guidelines. The risk of enormous penalties increases when there is no evidence of fatigue whatsoever.

The sobering reality is that rest breaks of seven hours or more put drivers at critical risk of being fatigued. The ‘trap’, as described by a Supreme Court Justice, is that many drivers do not realise this as they are too busy concentrating on the current 24-hour period.

Highway Advocates is at the forefront of fatigue offences, and our written submissions are evolving all the time.

We believe this lack of intelligibility in legislation further underscores the requirement for greater clarity in the legislative framework governing heavy vehicle drivers. We are driving this message home in courts all over Australia with consistently remarkable outcomes.

DISCRETIONARY SUSPENSION

In addition to the complexity of legislation, Highway Advocates has raised concerns about the disproportionate penalties for over-height vehicle incidents in NSW. These incidents can range from triggering tunnel alarms without causing any damage to tunnel infrastructure to more serious breaches.

TfNSW (Transport for NSW) applies a discretionary suspension of drivers’ licenses and heavy vehicle registrations in cases of over-height vehicle incidents.

Police may also issue significant penalties, including those with substantial demerit points attached. These sanctions are

ROBERT BELL and his team of legal professionals are Highway Advocates, a focused legal practice dealing with heavy vehicle offences throughout Australia. Robert is an ‘industry insider’ with a wealth of transport sector experience. He is the guiding force behind the successful outcomes that Highway Advocates consistently achieve. Contact Highway Advocates at admin@ highwayadvocates.com. au or 0488 01 01 01. Visit their website at www. highwayadvocates.com.au

applied uniformly without considering individual circumstances.

Highway Advocates contends that this onerous approach is applied in a ‘blanket’ fashion, resulting in the loss of both licence and livelihood for drivers and vehicle owners. Such penalties can have devastating consequences for individuals and businesses, and they may not always be commensurate with the level of the breach.

Recent developments in NSW have raised further concerns regarding over-height vehicle penalties. An article in another trucking publication on June 9, 2023, reported that the NSW Minister for Roads, John Graham, along with NHVR chairman Duncan Gay and acting chief executive Ray Hassall, agreed to categorise all tunnel overheight incidents as ‘aggravated’ events. This decision means that Transport for NSW will be able to act against owners and operators more frequently.

This development raises questions about whether a one-size-fits-all approach is suitable for over-height incidents, especially considering the diverse range of circumstances surrounding these events. It is essential to strike a balance between enforcing the law and ensuring that penalties are fair and proportionate, considering factors such as the level of the breach, intent and the impact on public safety.

Legislation that is accessible and straightforward not only benefits drivers and operators but also contributes to improved road safety. It allows individuals to focus on the critical aspects of their work, such as preventing driver fatigue, without the burden of deciphering complex legal language.

The recent developments in NSW underscore the importance of revisiting penalty structures and enforcement practices to ensure they are equitable and consider individual circumstances.

A balanced and nuanced approach to penalties can better serve the interests of justice, safety, and the heavy vehicle industry as a whole.

Highway Advocates is helping truck drivers and operators in courts all over Australia nearly every day of the year. With our ‘Industry Insider’ advantage, we achieve outcomes others can only dream of.

“This ambiguity can have serious consequences for drivers.”

DECEMBER 2023 43

22/11/2023 1:05 pm

EYES ON THE ROAD Rod Hannifey

Money misdirected Funds could be better spent on rest areas instead of traffic controller overkill at roadworks sites

C

hristmas is coming but how has it changed for you?

There used to be a big push and trucks could be scarce and f lat out for the months before, but now it seems the rush has f lattened out for many.

Is it the online shopping? Is it the changing world or a combination of both? In some ways perhaps it is better, unless you relied on the rush to top up the coffers before the quiet patch after Christmas/New Year where you might get a bit of time off or simply be able to catch up on a bit of maintenance and the like while it’s slow.

I will admit to a bit of frustration with a number of things. I still believe we have gone backwards with rest areas. There are very few new facilities. I can’t even get one state to do green ref lectors (but thankyou South Australia for finally doing Port Augusta to the Western Australia border as a trial). If you have used the new sites they have marked, please let me know so I can give them any feedback.

There were sites I had done years ago and I have not been along that way for a while. Did they place them right? Are there any gaps? In discussions they say about half of the 24 now marked are stockpile sites and they did have concerns with what to do when in use. Should the ref lectors simply be covered over for that time? Did they offer to put up

a sign saying how long it would be closed? I think this is both fair and good use of stockpile sites.

Again, while I have raised such issues with other states and in the Heavy Vehicle Rest Area Steering Committee meetings, not one state has responded or even replied to the idea. We want places to sleep and, yes, it would be marvellous to have everything we need in one place like they do in the US, but even they are still struggling – and they have a lot more of everything, namely trucks, people and money. If we can’t even get a say or get them to listen, then what chance do we have of staying fit, safe and well rested?

OVERSTAFFED ROADWORKS

Temora Shire now has signs saying no unauthorised entry to stockpile sites, the only place in Australia I have seen this. Why? Roadworks signage frustrations have led me to make more calls. Yes, I should do more, but they too don’t seem to listen or care about us at all. Why must we sit in the middle of nowhere when there is no other traffic? Why is it not a requirement that they use sensor lights to suit the traffic volumes, at

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

least at night and on weekends?

The roadworks south of Wagga Wagga have people on site at each end of about 500 metres of works, controlling lights 24/7 at enormous cost. Works on the Bruce Highway north of Childers had timers in place, yet still had staff there in case they fail. No wonder we can’t get roads fixed because we are paying for all this waste.

There was a bit of roadworks just south of Gilgandra, a repair about 200 metres long if that, and they were using a bloody escort vehicle! What a ridiculous waste of time and money.

I do not want one road worker hurt on the job, I will and do slow when they are working, to the posted speed or below if I deem it needed because I want the roads fixed. I can’t do it. All I want is a fair go and I don’t think we are getting that, let alone getting good value for the works done. Again, when I rang and put in a complaint about the six sets of roadworks and lights south of Yelarbon, to their credit, I did get a call back and was able to at least ask to check the timing. I had sat there and watched the traffic at the other end watch me.

Why? I was told they (TMR?) cannot make the contractors use sensor lights. Again, why? It is not like they can’t afford it!

I also raised the fact that some of the patches already completed had already failed and there were patches beside bits of failed road. I recognise the substantial cost to get crews and machinery out to do the work, but we want the best value, not 10 machines on site and one working or 10 blokes watching one work. If we operated like that we would all be broke, so how can they?

Now I will give credit to Transport for NSW for completing the roll-out of signage showing the next three rest areas on the Newell and the Golden Highways and I imagine others too.

“Those two states could have provided more rest areas instead of fancy signs.”

Yes, Queensland has done it for some time and other states from memory as well. I think it is money better spent than the millions wasted on the tech trials done in NSW and then Victoria. Those two states could have provided more rest areas instead of fancy signs and ideas that either only helped a few or didn’t work for years and, even now, often don’t. Once we have all the bays we need, then they can do that, but again, millions have been wasted and we are still looking for places to manage our fatigue or, heaven forbid, just to go to the loo!

I have one more bitch and the relevant authority has not responded to my emails. Funny that, but in the spirit of Christmas I will give them a bit more time before venting more of my frustration. They certainly got some at a recent inquiry.

So to all, here’s to a trucking good Christmas and New Year.

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22/11/2023 1:02 pm

NATROAD Warren Clark

Electric incentives Subsidies are part of the picture – but they don’t need to be forever

A

leading Australian motoring website recently published a list of the 10 longest range electric vehicles (EVs) on or about to enter the local market. Nobody will be surprised to hear that none of them was a truck.

The best performing sedan was the Polestar 2 Long Range Single Motor with a range of 654 kilometres on a full charge.

If you’re in the market, the price for this Swedish-designed, Chinese-made rear wheel drive is a cool $A86,900 before on-road costs, so be prepared to pay.

EV driving range is mainly dictated by the usable (net) battery size, vehicle aerodynamic design, total weight, and the electric drive unit’s efficiency. EVs typically use what are called World Harmonised Light Vehicle Test figures to quote their range. These don’t ref lect real-world driving range because they come from controlled laboratory tests that don’t account for weather, vehicle braking or road surfaces. You can probably knock 20 per cent off those numbers.

Apart from limited range and a shortage of charging stations, the big conundrum for alternative fuels and heavy vehicles is the large size of batteries and the resultant tradeoff in payload. There’s still a long way to go to make EVs or hydrogen commercially viable as a fuel but developers and manufacturers are pulling out all stops to get us there.

Provided solutions can be found for the other issues, range may not be the bogeyman we think it is.

According to the Australian Bureau of Statistics, the average travel per day of an articulated truck on all roads is 232.1 kilometres. In capital cities, it is 103.6km.

Long haul is a vital part of the freight story in Australia but it’s also a relatively small segment of the heavy vehicle industry.

According to the International Energy Agency, nearly 66,000 electric

WARREN CLARK is CEO of the National Road Transport Association and Teletrac Navman is a Silver Partner of NatRoad.

buses and 60,000 medium and heavyduty trucks were sold worldwide in 2022, representing about 4.5 per cent of all bus sales and 1.2 per cent of truck sales.

Despite being a country still building fossil fuel energy plants, China continues to dominate production and sales of electric (and fuel cell) trucks, pushing out an estimated 52,000 electric medium and heavy-duty trucks domestically. It has done so from a low base and off the back of billions of dollars of subsidies in the early 2000s. Those subsidies have been pared back, yet sales of electric trucks continue to climb.

Industry observers describe this as “a promising sign that they have reached cost and performance metrics that make them increasingly competitive without government support … cost reductions are also being driven by market consolidation and economies of scale.”

WIDTH LIMITS

There are some important lessons here for our governments and Australian operators. Firstly, some sort of subsidy or tax break is an important early step in creating a local market.

Good on the Federal Government for recently relaxing truck width limits so overseas manufacturers can access our market. It is one important step in the journey.

The purchase of a new truck is the single-biggest outlay a heavy vehicle operator will make. It’s very much an investment upon which a business needs to make a return.

“China continues to dominate production and sales of electric (and fuel cell) trucks.”

All the long-term savings to the economy that decarbonisation will bring have to have a cost. That cost can’t be borne entirely by small businesses and owner-drivers who are scratching to make a living.

The other message here is that subsidies don’t have to be forever.

They’re a vital incentive for truck buyers to make the plunge and if phased correctly, can give certainty where, at the moment, none exists.

But they can also be pared back, provided you give people notice and don’t leave them bearing all the risk. That’s food for thought as we approach 2024.

NatRoad communications are intended to provide commentary and general information. They should not be relied upon as legal advice. Our advisers are available to clarify any questions you have and provide the right advice for your business and workforce. Contact NatRoad on (02) 6295 3000.

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DECEMBER 2023 45

22/11/2023 2:55 pm

NRFA Glyn Castanelli

Change for the better The NRFA’s increasing input in decision-making processes is a boon for drivers and owner-drivers GLYN CASTANELLI is a long distance driver of more than 15 years, a compliance consultant and accredited NHVAS and WAHVA Auditor and the current NRFA Secretary and Victorian Delegate. Glyn is a member of the Ozhelp Health in Gear steering committee and Healthy Heads in Trucks and Sheds Standards Committee.

LEFT: NRFA delegates meet with Senator Glenn Sterle in Canberra TOP: Joining forces with the TWU for nationwide reform

T

he National Road Freighters Association (NRFA) has risen to the challenge of going to and participating in as many industry round tables, consultations, events and committees as we possibly could this year. We have surpassed all previous efforts made for the six years I have been privileged to be a NRFA board member.

We started the year with a bang having two board members selected to be on the Heavy Vehicle Rest Areas Committee.

NRFA president Rod Hannifey and NRFA treasurer Craig Forsyth travelled to Canberra representing NRFA drivers (Rod) and owner-drivers (Craig). We could not have hoped for a better opportunity to represent our members and to have input into the decision process for the allocation of funding for desperately needed infrastructure.

We have been turning up in person and via online meetings providing our valuable driver and owner-driver insights from living and working on the road. We have attended reviews, committees, government departments, road managers meetings and enquiries including: • Multiple Reform Delegations to Canberra • HVNL Regulatory Advisory Committee Meetings • Department of infrastructure and Road Safety Strategy meetings • Transport industry round tables with Assistant Minister for Transport Carol Brown • TFNSW industry consultation groups

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• QMR Industry consultation groups • Brisbane Truck Show • Casino Truck Show • Gatton Lights on the Hill • and many more participations throughout the year by our board members.

We even gathered in numbers for the Nationwide Reform Convoys and protested on the lawn out the front of parliament house in Canberra where past president Gordo Mackinlay, when addressing the crowd, was able to have the protest chant changed from “what do we want” to “what do we need”.

The pinnacle moment of the year was our involvement in the three-day Road Transport Lobbying Delegation to Canberra in September where, after three years of hard work with our industry reform partners Senator Glenn Sterle, the Transport Workers Union, Australian Road Transport Industry Organisation and NatRoad, we were present in the gallery of Federal Parliament to witness the Hon. Tony Bourke, Minister for Industrial Relations, introduce the Closing The Loopholes Bill in parliament.

NRFA board member and reform committee member Chris Roe commented that he had a tear in his eye and hadn’t felt this enthusiastic for industry reform since Razorback in 1979.

overlooking the Museum of Vehicle Evolution in Shepparton, Victoria on Saturday, February 10.

Our conference theme will be ‘Reforming Our Industry’. We will be bringing governments, regulators, industry groups and associations together with drivers, owner-drivers and fleet owners to discuss how the Heavy Vehicle National Law (HVNL) 2 and Closing The Loopholes reforms that are scheduled for implementation in 2024 will affect our industry. We have panel sessions planned for: • HVNL 2 implementation, what will the changes mean to you?

• The Closing The Loopholes Bill, What is the road transport objective and the Road Transport Advisory Group, what will minimum industry standard look like and how will they be made?

Our 2024 conference will be the first opportunity for industry to come together and discuss these reforms with the government and industry members who have been involved in their development.

We welcome as many of you to attend in person for what will be a great day and night. For more information on this please contact our administration officer Collette Forsyth on 0493 564 467 or via email on admin@nrfa.com.au.

“We could not have hoped for a better opportunity to represent our members.”

LOOKING TO 2024

We will be kicking the year off with our Annual NRFA conference being held at The Woolshed @ Emerald Bank, receptions

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22/11/2023 12:55 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

WHAT’SS ON upcoming events WHAT’ GEELONG CLASSIC TRUCK & VINTAGE MACHINERY SHOW January 13 to 14, 2024. Geelong Showgrounds, Victoria

Includes Vintage Tractor Pull, trucks, cars, farm machinery, steam engines, oil engines, museum. Gates open at 9am both days. $10 adults, children under 15 free. Exhibitors free.

For more information see the website www.classictruckandmachinery.com.au or Facebook www.facebook.com/classictruckandmachinery or phone (03) 5221 1707.

Deni’s big return Industry veterans honoured at Truck Show and Industry Expo The peaceful town of Deniliquin was rocked with exhaust as trucks rolled in for the Deniliquin Truck Show and Industry Expo across the last weekend of October. After a three-year hiatus forced by the pandemic and flooding, Rotary Club of Deniliquin-run event proved that good things come to those who wait.

Founder and president of the show John Creenaune says this was their biggest crowd yet, with around 1500 attendees.

“We just had people coming from all over,” he says. “We had trucks from as far away as Wagga, Brisbane, South Australia and Kyneton. It was amazing.”

Before the trucks duked it out for the top spot in judging, a gala dinner with over 200 people was held to recognise inspiring and hardworking members of the transport industry.

Three Wall of Fame recipients have been named each year since the first induction in 2016, with the past two years honoured on the Friday. Stan Gardiner, Edwin Carter and Kevin Gough were to be inducted in 2022, but the celebrations were cancelled because of flooding in the district.

This year’s inductees were Herbert Gladstone Grimison, David Mahon and Kenneth Maher.

“The support for the Wall of Fame has been incredible. People respond to it really well and it’s so important for the community,” John says. “Our mission is to highlight, celebrate, commemorate and memorialise those locals who are and have been our local transport industry.”

As Saturday was blessed with 25-degree weather and not a drop of rain, the racecourse bred ­competitiveness, with prizes up for grabs across 13 different categories.

The trip from northern Victoria proved a success for Kyle Nichol, who took out the coveted ‘Truck of the Show’ with his recently restored 1990 Kenworth K100E cabover. Itching for Kyle’s spot was Peter Cullen’s Kenworth W925 who took out runner up.

McNaught’s Finley was awarded best fleet while R&J Marsh Haulage’s Volvo FH16 snuck away with the Best

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Non-American award.

Macheda Transport’s Kenworth SAR was a multiple award winner, including taking home the baby truck (0-3 Years) category.

Meanwhile, Best Farm Truck went to Andrew Hicks’ White 9000, and Bill Gray TPT’s Kenworth T950 stole the 4 to 9 Years award.

Scott McSweeney took out the 40 years-plus category with his 1967 Peterbilt 351.

Sam and James Armytage of Conargo were awarded Best Local Truck for their Kenworth C509 while Nichol Trading’s Kenworth K100E took home best 26 to 39 Years.

The Best Teen Truck (10 to 25 Years) was awarded to none other than Benny’s Transport’s stunning Kenworth T909.

The little ones were well catered for with an animal nursery, rides and kids craft area to keep them entertained.

Industry exhibition stands were a driving force of the success, showcasing all the latest technologies, gadgets, and industry-designed products.

“The trade sites and sponsors are the ones who make this all possible for us. Without them, we wouldn’t have the show. They always look after us,” says vice-president of the show, Evan Whitbourne.

Both organisers say the highlight of the weekend was seeing old friends and having the time to catch up.

“An event like this brings the industry together. It brings the old and the new and it brings them all together at one event,” Evan says.

He says there were so many people who didn’t see each other enough or didn’t realise how much time had passed.

“Next time, we need to give the crowd more time to mix and mingle a bit, especially at the dinner.”

– Tiarna Condren ABOVE: Deniliquin Wall of Fame inductees: From left, Kevin Gough, Stanley Gardiner, Edwin Carter, Kenneth Maher, Joe Leetham (on behalf of David Mahon) and David Grimison on behalf of his grandfather Herbert Grimison. Photo courtesy of Deniliquin Pastoral Times

TOORADIN TRUCK SHOW & TRACTOR PULL January 20, 2024. Tooradin, Victoria

Held at Rutter Reserve, the Tooradin Truck Show & Tractor Pull has been an annual event since 1998. Includes car show. Full catering, kids amusements, helicopter rides. Strictly no BYO, no glass, no dogs. Truck show from 10am to 3pm, Tractors 3pm to 10pm. Adults $35, kids $10 (kids under 10 free), pensioner $15, family $65.

For further info email info@tooradintractorpull.com.au, see the Facebook page at www.facebook.com/tooradintractorpullandtruckshow, or phone 0438 568 604.

LIVESTOCK BULK AND RURAL CARRIERS ASSOCIATION CONFERENCE February 23-24, 2024. Wagga Wagga, NSW

Held at the Range Clay Target Shooting Range and Function Centre. The annual LBRCA is a gathering of fellow truck owners and drivers, government, suppliers and industry representatives to focus on the needs of rural and regional heavy vehicle transporters.

Issues range from unfair infringements and regulation to unsafe loading and unloading facilities. Plus trade exhibition, the Young Driver of the Year Award presentation, Gala Dinner and Auction Spectacular.

For further info see the website www.lbrca.org.au or email office@lbrca.org.au

KYABRAM MACK MUSTER 2024

March 16-17, 2024. Kyabram Showgrounds, Vic. Featuring all Mack models and associated brands. Also open to all truck makes. Free entry for exhibitors. Friday night barbecue offered at showgrounds and Saturday night meal available at the Kyabram Club with guest speaker.

For further details see the Facebook page or phone Dave Willis on 0428 692 753, John Laffan 0427 484 247 or Tim Daws 0458 868 988.

MID AMERICA TRUCKING SHOW

March 21-23, 2024. Louisville, Kentucky, USA 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

WA MACK MUSTER AND TRUCK SHOW

March 24, 2024. Byford, Western Australia Held at the stunning Quarry Farm, Byford, the WA Mack Muster and Truck Show is a grassroots family friendly muster experience that promises to be a fun day out at the Farm with a bunch of Macks and other makes and models on display. Food trucks and licensed bar, kids zone, competitions, exhibits, local trucking celebrities and more. Raising money for cancer research.

For further info see the website at www.mackmuster.com.au or the Facebook page at www.facebook.com/wamackmuster or email mackmuster@quarryfarm.com

SYDNEY TRUCKFEST

May 3–5, 2024. Clarendon, NSW Sydney TruckFest, held at Hawkesbury Showground, will be the ultimate celebration of the trucking industry, showcasing the rich history as well as the latest advancements in transport technology, vehicles, equipment, accessories, and services. Although the event will have a dedicated section for older restored vehicles, this show will largely be about new vehicles and equipment manufacturers as well as all the auxiliary services, accessories and technologies that are involved in the Australian trucking industry.

For more info see the website at www.sydneytruckfest.com.au or the Facebook page.

ALEXANDRA TRUCK UTE & ROD SHOW June 9, 2024. Alexandra, Victoria

Celebrating the 27th year of the Alexandra Truck, Ute & Rod Show on the Kings Birthday long weekend in June, 2024. Sunday Show ‘n Shine on Alexandra’s main street, includes live music, Victorian woodchop tournament, exhibitions and trade displays, kids amusements and Truck Show Day raffle draw. Be early on Saturday for the local markets, convoy and truck driver’s memorial service at 2pm and sponsors’ dinner at 6pm.

For truck show details email trucks@alexandratruckshow.com.au, or for further info phone Gordon Simpson on 0409 577 212, Andrew Embling on 0418 266 038, or www. facebook.com/AlexandraTruckShow or website at www.alexandratruckshow.com.au

To have an event listed free, phone 0408 780 302 or e-mail greg.bush@primecreative.com.au DECEMBER 2023 47

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YOUR NATIONAL STATION 24/7 Scan and LISTEN NOW

Visit us on www.australiantruckradio.com.au

For advertising opportunities contact melissa.beutel@primecreative.com.au or call +61 422 103 119 OWD_371_048-49_COL_Music_GB.indd 48

22/11/2023 1:35 pm

As well as being involved in road transport media for the past 23 years, GREG BUSH has strong links to the music industry. A former Golden Guitar judge for the Country Music Awards of Australia, Greg also had a threeyear stint as an ARIA Awards judge in the late 1990s and wrote for and edited several music magazines.

ROAD SOUNDS Greg Bush

Cheers to the music …

Country Corner

Albums to soundtrack the hazy days of summer

HIGHER Chris Stapleton

HISTORY BOOKS The Gaslight Anthem

MORE PHOTOGRAPHS (A CONTINUUM) Kevin Morby

CENTAURUS The Ronson Hangup

Thirty Tigers/Cooking Vinyl www.thegaslightanthem.com

Dead Oceans www.kevinmorby.com

Independent ronsonhangup.com.au

US four-piece band The Gaslight Anthem achieved acclaim for its 2012 album American Slang. However, the group took a long hiatus in 2014, before returnig to the studio in 2022. The “comeback” album History Books features 10 new well-written tracks, including ‘Positive Change’, a glad-to-be-back rocker, and ‘Autumn’, a mid-paced “Americana” type track boasting a strong melody.

The band ramps it up again on ‘Little Fires’, an anthem in the making, and there’s a fragility in Brian Fallon’s vocals as he sings of a patchy relationship on ‘The Weatherman’, one of the album’s best. Grinding guitars are a highlight of ‘I Live In The Room Above’, and The Gaslight Anthem brings in fellow New Jersey man Bruce Springsteen for guest duet vocals on title track ‘History Books’, another top rock number.

US singersongwriter Kevin Morby released his acclaimed seventh album This Is A Photograph in 2022. He has quickly followed that with the companion release, More Photographs (A Continuum), released earlier in 2023 but only recently available on CD. The orchestral backing on the opening track ‘This Is A Photograph II’ has a retro ’70s sound, while folk singer Erin Rae brings her delicate vocals to ‘Bittersweet, Tennessee’, a quiet acoustic duet. Morby sings of the zoo and suffering on ’Lion Tamer’, ‘Song For Katie’ is a simplistic song with minimal piano backing, and he gets behind the wheel on ‘Triumph’, a powerful mid-paced track. ‘Mickey Mantle’s Autograph’, full of namedroppings, is in the similar style of late US country-folk singer Guy Clark.

Melbournebased guitarist Ashley Naylor recently released an album of rock instrumentals (see November's OwnerDriver). Another of his projects is The Ronson Hangup with Steve Pinkerton, Dave Mudie, and Erica Menting. The Ronson Hangup released an album in 2009, now Naylor and Pinkerton have reunited for Centaurus.

It’s all quality – ‘Can’t Stop Me’ is soft rock perfection, ‘Waxes & Wanes’ has a retro sound, and the title track ‘Centaurus’, about our mining industry, is clever pop-rock. They sing about gambling and the infamous US western character on ‘Hickok’s Curse’, and there’s a disturbance at the bar on ‘Easy’. Pinkerton and Naylor harmonise well on ‘SSDD’ (same shit different day) in the style of the early ’70s. Centaurus deserves to be on everyone’s playlist.

ROCKSTAR Dolly Parton

ONE MORE TIME …

Blink-182

CHONICLES OF A DIAMOND Black Pumas

Big Machine/Universal www.dollyparton.com

Sony/Columbia www.blink182.com

ATO Records/PIAS www.blackpumas.com

Dolly Parton has thrown a spanner in radio boss's works with Rockstar, her 49th studio album. Not only has she stepped away from the country genre, Parton has teamed up with the best in the pop and rock business. Rockstar is a mix of covers and original songs. One of her own compositions, the title track, opens the 30-song album, with a little help from former Bon Jovi guitarist Richie Sambora. Sting adds vocals to The Police hit, ‘Every Breath You Take’, then Parton surprisingly tackles Led Zeppelin’s ‘Stairway To Heaven’ – it rocks as well as the original. Elton John fronts up for ‘Don’t Let The Sun Go Down On Me’, while P!nk and Brandi Carlile add vocals to the Rolling Stones’ ‘(I Can’t Get No) Satisfaction’. John Fogerty guests on the old Creedence hit ‘Long As I Can See The Light’, and the surviving Beatles members – Paul McCartney and Ringo Starr – bring subtle touches to ‘Let It Be’.

California postpunk rockers Blink-182 have kicked a goal for the band’s ninth album One More Time …, bringing back original singer-guitarist Tom DeLonge, who departed in 2015. ‘Edging’, also released as a single, is typical thumping rock and, despite the title, has little to do with sexual activity. Blink-182 ups the tempo on the suggestive ‘Dance With Me’ as DeLonge sings of “doing it all night long”, but Blink-182 chill out for the sensitive and reflective title track ‘One More Time’. The band offers a 24-second lesson in angry punk with ‘Turn This Off’ before leading into the rockin’ ‘When We Were Young’, an interesting title as Blink-182 sound as youthful now as they did when starting out in the early to mid 1990s. Australian fans will be flocking to the gigs when Blink-182 tours here early next year, starting in Perth on February 8 before heading across the ditch on March 2.

Based in the music hotbed of Austin, Texas, Black Pumas (singersongwriter Eric Burton and guitarist Adrian Quesada) came close to picking up a Grammy with their debut album. The duo took time to record their second outing Chronicles Of A Diamond and, like their first album, is released on Dave Matthews’ ATO Records label. It’s an exercise in smoothness, starting with the opening R&B-styled track ‘More Than A Love Song’. Burton does a fine falsetto on ‘Ice Cream (Pay Phone)’, and Black Pumas slow things down for the pensive ballad ‘Angel’. There’s cool jazzy piano on ‘Mrs Postman’, and a symphonic sound to ‘Hello’. Burton sings of wine and ferries on the funky ‘Sauvignon’, and there’s a hint of progressive rock mixed with soul on ‘Tomorrow’.

Chronicle Of A Diamond’s heaviest track is ‘Gemini Sun’, the album winding up with the free-for-all ‘Rock And Roll’.

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Mercury Nashville chrisstapleton.com

Fresh from being voted Male Vocalist of the Year at this year’s Country Music Awards in Nashville, Chris Stapleton has released his fifth album Higher, following four previous US Billboard top five albums. The Kentucky-born Stapleton is a much sought after songwriter for rock and country artists, but he’s saved 14 of his best for Higher. ‘South Dakota’ is a swampy blues track with duelling lead guitar and bass licks, and there’s admiration on the ballad ‘It Takes A Woman’. Stapleton is at his most soulful on ‘Think I’m In Love With You’, another track with a blues flavour due to his crisp guitar work. ‘White Horse’, one of the album’s strongest songs, is a co-write with Dan Wilson, frontman for Semisonic – and it rocks.

In contrast, Stapleton laments about lost love and beer choices on the slow country rock track ‘What Am I Gonna Do’, and there’s nice finger picking guitar work on ‘Trust’, a song of romance.

LIVE FROM THE RYMAN Charley Crockett Thirty Tigers charleycrockett.com

Texas troubadour Charley Crockett played his first ever gig at Nashville’s old Ryman Theatre in November 2022, the show documented and now released as Live From The Ryman, following on from his successful The Man From Waco album a few months earlier. With both feet in the traditional country camp, Crockett deliver his best-known songs to the enthusiastic Ryman audience, including the haunting title track from his previous album. He brings in a trumpet section for ‘Trinity River’, a song about muddy water and bad dreams, and adds a little western swing to ‘Music City USA’ as he takes a veiled swipe at Nashville. He tackles an old Jerry Reed number, ‘I Feel For You’, and he’s up for a long drive on ‘Black Sedan’, a song laced with steel guitar. Charley Crockett is scheduled to tour Australia in 2024, starting with Tamworth on January 27 before other regional centres and capital cities.

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22/11/2023 1:35 pm

truck events

TRUCKING HISTORY AT THE GLEN

Yarra Glen Racecourse in Victoria was abuzz with car, truck and bus lovers on Sunday, November 12. Geoff Crockett reports

F

ine weather and solid crowds helped to make the 42nd Historic Commercial Vehicle Club Display Day at Yarra Glen Racecourse in Victoria a great success on November 12.

Old style rock and roll rang out from the main stage of the venue as those with a passion for the past shared their projects with each other and a general public keen for a day out in the sun and fascinated by the variety of cars, trucks and buses on show.

The event was supported by the Chrysler Restorers Club Display Day, along with the Classic and Historic Automobile Club of Australia, Oldsmobile and Buick Car Clubs.

Exhibitors had rolled in during the early mornings, or camped overnight, for the chance to share their vehicles with others.

Truck lovers were treated to wide range of brands including Mack, Kenworth, Diamond T, Fiat, White, Scania, Commer, Federal and more.

For some, like semi-retired auto electrician Kevin Baker, the event was a chance to share their expertise and offer restorers advice and original parts to help them with their builds.

Surrounded by boxes of carefully numbered parts and massive books of car and truck models and their component listings, Kevin’s stand was a popular destination on the day.

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Left and far left: This B model Mack scrubbed up well; Lindsay McKenzie and Fred Wicking arrived from Kilmore in Lindsay’s old K-series Kenworth Below: Sunny skies and vintage trucks were a perfect combination at Yarra Glen Opposite, clockwise from top: Always plenty of old Macks on show; Bedfords held a strong place in Australia’s trucking history; David Hall and Mark Daglish enjoying the vintage truck culture at Yarra Glen; Russell Ashley owns a few old classics, including this White Road Boss

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For David Hall and Mark Daglish, attending the show was a chance to get together and take a walk down memory lane.

Lindsay McKenzie and his mate Fred Wicking made the trek to Yarra Glen from Kilmore in Lindsay’s cab-over Kenworth which started its life hauling steel and is still working to this day.

Lindsay says the truck has caught the eye of a few judges at truck shows over the years thanks to its original condition and the fact it’s still getting work done.

For Russell Ashley of Ashley Transport the show was a chance to bring his White Road Boss down from Jindivick in Victoria for the day and share the White history with the truck lovers out there. Russell’s fleet includes a 531 Diamond T, SP9 White and a few cabover TranStars – reflective of his love of old school trucks that are just a little bit different.

Country born and bred diesel mechanic Brendan Beams trekked from his 20 acre piece of paradise near Bendigo in an old Fiat truck to catch up with friends and share his latest project with the historic truck community. Brendan, or Beamsy as he’s known, has two sheds full of older trucks on his property. He says they are vehicles he’s acquired or been gifted over decades in the industry, that have caught his eye for the challenge they represent in bringing them back to life mechanically.

On the Fiat he’s brought to the show, Beamsy is happy to point out the work that’s gone into restoring and rebuilding the braking system that meant the truck was up to the 3.5 hour drive to Yarra Glen.

The event showcased a wide array of historic commercial vehicles of all shapes and sizes, and planning is already underway for 2024.

Top, left to right: The Ford 8000 found its shady place – no chance of fading the duco; This classic Cat-powered Kenworth arrived with a cancer awareness message Above, left to right: You gotta love those big cabs; Geoff Wright, Dave Egan and Graeme Wright enjoyed catching up at the show Middle, left to right: Not too many Sterlings still on the road these days; Graeme Johnston brought his 1960 Commer Knocker up from Narre Warren; A well-presented Diamond T Left and far left: This 1964 Commer boasted a big 135hp; Brendan Beams brought his old Fiat along from Bendigo

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THE VERDICT

DIABETES AUSTRALIA Kate Battocchio

Better beer for health?

Overindulging in Australia’s favourite beverage can put a dampener on your festive season

S

ummer has arrived and for many this means time off work, extended holidays, travel and spending quality time with family and friends. It is also often a time of celebrating, unwinding and relaxing at parties, or at home in front of the cricket. This season marks a period where alcohol consumption increases and beer, despite a reduction in overall consumption over the years, is on par with wine as the most popular way to consume alcohol in Australia.

Beer itself has changed a lot over the years, driven by market forces to appeal to a new generation of beer drinkers who are more health conscious. These days selecting the best beer for your health (or least-worse beer depending on how you see it) has become confusing with many brands offering an array of products that vary in alcohol and/or carbohydrate content, and a promise that lighter equals better for you.

So which one is the best?

LOW CARB BEERS

A 375ml can of regular strength beer contains roughly 10g of carbohydrates, or approximately 3g per 100ml. Low carbohydrate beers vary between 0g-7g in a 375ml serve, equating to 0-2g per 100ml.

So, up to two-thirds the carbs depending on what you buy. Sounds amazing? While this sounds like a substantial saving, it is worth considering that regular beer at 3g of carbohydrate per 100ml is not terribly high in carbohydrates to start with. In comparison, soft drink has 11g carbohydrate per 100ml. The per can saving in carbohydrate by choosing low carb over regular is equal to half a slice of bread, at most.

Most people assume that lower carbs means lower energy, but this is not the case with some low carb beers. For example, 375ml Carlton Draught contains 581kJ and 10.1g carbohydrate, while the ‘lower carb’ Carlton Dry contains 521kJ and 7g of carbohydrate. A saving of 60 kilojoules – equal to two Sakata rice crackers. Even when you compare an ‘ultra-low carb’ beer such as Pure Blonde which contains 409kJ and 2g carbohydrate in 375ml, the energy or kilojoule saving compared to Carlton Draught is 172kJ – the equivalent of six Sakata rice crackers.

Furthermore, at 409kJ Pure Blonde Ultra-low carb is still a kilojoule-dense drink choice. The average slice of bread contains roughly 420kJ. Don’t be fooled into thinking you can drink more low carb beer without weight gain. Every low

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carb beer drunk is equal to consuming a slice of bread in terms of additional energy intake – it adds up quickly when overindulging.

LIGHT AND REDUCED ALCOHOL BEERS

Light (low alcohol) beer has about 2.7 per cent alcohol (compared with around 4.6 per cent in a standard beer), it has the same number of kilojoules as a low-carb beer, and a similar amount of carbs to a standard beer. The 30 per cent energy reduction is due to the lower alcohol content. Drinking large amounts of alcohol can be extremely dangerous. It can affect many different parts of the body, including your brain, nerves, liver and pancreas. Drinking too much alcohol can also increase your risk of developing heart disease and some cancers. For this reason, light or reduced alcohol beer would be the best choice health wise.

CIDERS AND SHANDIES

A 330ml bottle of Somersby Apple Cider contains about 30g of carbohydrate – equal to eating two slices of bread, along with 12g of alcohol. A shandy of the same volume, made with half regular beer and half lemonade is lower in alcohol as the beer is diluted, but contains a whopping 45g of carbohydrate due to the lemonade – equal to three slices of bread. This can be reduced by using a no-sugar mixer in the shandy. Given both ciders and shandies contain higher levels of carbs and alcohol, they contain nearly double the kilojoules of regular beer and are not waistline-friendly.

KATE BATTOCCHIO is an accredited practicing dietitian and exercise physiologist with Diabetes Australia. For more information on diabetes or to talk to a dietitian, call the Diabetes Australia Helpline on 1300 342 238.

Moving to either low carb or light beer will result in substantial savings in carb and energy intake only if you are drinking a lot which, from a health perspective, is not recommended. Light beer is the best choice due to its lower alcohol content; however, it will only be of benefit if you drink the same number or less beers, not more beers than you would drinking regular strength.

As with other discretionary foods, such as cheese and chocolate, it makes sense to drink what you like (even if this is the full strength, higher kilojoule option) but drink it less often and in smaller amounts.

HOW MUCH?

The Australian Guidelines recommend healthy adults should drink no more than 10 standard drinks a week to cut the lifetime risk of harm from alcoholrelated disease or injury. One standard drink of beer is 285ml (middy or pot) of full-strength beer, including low carb beer, or one 375ml (can) of mid-strength beer, or a schooner of light-strength beer.

How can I cut down my beer and/or alcohol intake?

• Build in several alcohol-free days per week • Decide on a number of beers per day – and only put this many in the fridge • Reduce temptation – don’t keep alcohol in the house • Do something else when you would usually be drinking e.g. go for a walk or join a group program or class – keeping busy will pass the time and distract your mind • Swap alcoholic for non-alcoholic beverages.

What can I drink instead?

• Unflavoured sparkling mineral water • Soda water – add ice and a slice of lemon or mint leaves • Iced tea – no sugar versions • Diet or no sugar soft drink or cordial.

WHERE TO GET HELP

If you are concerned about your alcohol use or just have general questions about alcohol you can call the National Alcohol and Other Drug Hotline: 1800 250 015 any time of the day or week for support, information, counselling and referral to services.

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22/11/2023 12:41 pm

industry focus

ACHIEVING CARBON OFFSETS THROUGH VIVA ENERGY Helping Shell Card customers reach their sustainability targets

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iva Energy has launched an opt-in program to allow Shell Card customers achieve their emissions reduction and sustainability targets by offsetting the emissions associated with fuel purchases.

The Opt-in Carbon Neutral Products Program will be available to all Shell Card customers starting early in 2024.

Viva Energy purchases and retires eligible carbon credits from domestic projects (Australian Carbon Credit Units (ACCUs)), and a selection of international projects. Customers can choose to offset with 100 per cent Australian units or a combination of Australian and international units.

Viva Energy Chief Business Development and Sustainability Officer, Lachlan Pfeiffer, says the new opt-in program is a way for Shell Card customers to meet sustainability targets in an immediate and practical manner.

“Direct emission reductions are not always available immediately, and carbon offsets are a way of achieving lower net-carbon outcomes quickly and efficiently – particularly for businesses operating in sectors that are harder to abate and where technological pathways to lower emissions are likely to take some time to be commercial,” Lachlan says. “This is an excellent interim solution for businesses looking to take meaningful action to offset their emissions while supporting projects with positive environmental, economic and social benefits.”

Carbon offsets can contribute to global efforts to combat climate change by helping to reduce overall carbon outcomes through investment in projects that capture or reduce emissions, such as reforestation, renewable

energy and methane capture from landfill.

Shell Card is one of the simplest and most straightforward fuel cards available – like a credit card for all your fuel purchases that is accepted at more than 1,300 locations across Australia; all Shell service stations, Shell Coles Express, Liberty or Westside sites. Backed by over 50 years’ experience, Shell Card can drive your business forward by helping with the management of fuel costs and streamlining processing at tax time.

The Opt-in Carbon Neutral Products Program is established and maintained by Viva Energy Australia alone. Shell has no involvement or responsibility in the program.

For more information, email CarbonNeutralFuel@ vivaenergy.com.au

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WILKIE’S WATCH Ken Wilkie

Honesty and integrity Differing rules for different states, such as logbooks and lengths. Self-interest outweighing integrity?

T

his paper is designed to address road transport issues, probably more specifically issues of interest to owner-drivers, hence the name. Sometimes I consider it necessary to go outside that square to get a fuller picture. It’s the big picture that has caused me to highlight those two words.

I was disgusted to note the attempts by big business to inf luence the outcome of the recent referendum.

Surely if the recognition for our indigenous friends was the concern, such money would be better directed to the coal face. Granted that subject is outside the discussion parameters of this magazine but, and I’ve said it for many years, if we get this industry right, the nation will be right.

Road transport is a ref lection of the greater nation. We are an essential cog in the economic gearbox. The ‘shit’ that is put on us is likewise spread over

other segments of the economy. Maybe we are just more visible.

Some 10 years ago an organisation called the National Heavy Vehicle Regulator (NHVR) was established.

At the time it was an ambition – a dream, not a fact. In the eyes of most of my workmates, it has been an abject failure. Western Australia has not accepted it, nor the Northern Territory. Operators in the states that have accepted the ambition are saddled with draconian regulation, erroneously called fatigue regulations.

These regulations have two ambitions before fatigue management: a) industry denigration and b) revenue raising.

And further on in the article I highlight other non-performances.

How then can it honestly continue to boast the name national? In addition, in the states that have supposedly accepted the principle of having national regulations, all have dismally failed to

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

“If we get this industry right, the nation will be right.” ownerdriver.com.au

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unify rules in their jurisdictions.

An example: Michael these days is a multi-combination operator. He does road trains between Queensland and South Australia. At great cost to the operation, they are relegated to two trailers because they would have to substantially shorten their combinations to comply with New South Wales length requirements. And how can it be legal and/or safe for oversize operations in New South Wales to be operated at the posted speed limits but have restricted speed imposition in Queensland?

WIDTH MATTERS

There has been so much hoo-hah in my time from public personalities claiming great expectations for bureaucratic changes to regulations or the setting up of regulatory bodies.

Here’s another failure – chain of responsibility. Queensland has different oversize regulations in relation to night operation of oversize. Up to 3.1m night operation is allowed, subject to the load extremities being illuminated for night travel. Another one the NHVR has let go to the keeper.

On a recent move, a couple of smart operators ran at night at 3.4m. The receiving depots response was if they get caught it’s just desserts. Chain of responsibility concern for benefiting from the early arrival and contributing to a traffic offence was not top and centre of its consideration.

Industry co-worker Chris has expressed concern at the duplicity of having different compliance requirements for those using electronic logbooks to those using the old paper records. I share that concern, but I have a further concern. It appears to cynical me that there is possibly a selling advantage being given to the providers of electronic versions of fatigue regulations. I think the same attitude might have applied to those multinational corporations that provided financial support to the referendum. It’s not what you know but who you know.

Robert Bell, in his submission to the Inquiry into Pressures on Heavy Vehicle Drivers and their Impact in New South Wales stated, “The sheer volume of legislation and the complexity of the technical terms within it present a significant challenge for heavy vehicle drivers and operators in NSW.” He goes on to explain, “According to the Australian Government Style Manual, approximately 44 per cent of adults read at literacy levels 1 to 2, which is considered a low level of literacy.”

The complexity of legislation and regulation is a major drawback to many people’s understandings of what is legal and who is required to comply.

A Queensland Senator was recently led astray by a transport industry operator when he erroneously told her that AdBlue was mandatory. It is only mandatory for road transport – not for agriculture nor construction.

A discussion with a businessperson whose interests are both agriculture and construction advised that they now order their equipment with as little electronic equipment as possible, AdBlue included.

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interview

TIP OF THE ICEBERG

Changes to truck width limits and axle weights augurs well for Australia’s electric truck industry, especially for the Volvo Group, but more needs to be done in terms of easing government restrictions. Alex Catalano chats with VGA president Martin Merrick

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lobal vehicle manufacturer Volvo has welcomed the recent announcement of an increase to truck width limits as it continues to push its heavy vehicle production in Australia and internationally.

The company wants to become an industry leader on electric heavy vehicle production, which is currently limited by federal legislation on axle mass limits.

This means that the size of electric heavy-duty

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vehicles that Volvo and other manufacturers can produce is limited, narrowing the options and types of jobs that electric trucks can take on in Australia.

Volvo Group Australia (VGA) president Martin Merrick says that this is a very welcomed first step in a bigger move for the industry.

“The new legislation shows that the government is listening,” he says.

“This announcement about the increased width allowance, and the states’ announcements about the two-year trials allowing heavier trucks on the roads

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show that we are being heard when we say that the safer and cleaner our trucks get, the heavier and wider they get.

“But there is more to be done to support Australia’s growing electric truck transition.”

New South Wales and South Australia have both recently committed to a trial to advance movement in this space, allowing higher mass limits for zero-emissions trucks.

This trial will take place across the next two years, with hopes of leading to a more defined roadmap to increase electric heavy vehicle limits sooner rather than later.

Merrick believes that these laws need to become permanent before a meaningful change to the production of these electric trucks can be made.

“These are temporary, and we need permanent reforms at a federal level if we are serious about decarbonising Australia’s transportation industry,” he says.

“We are still a long way from seeing an increase in the maximum weight for the front steer axle at a federal level to allow cleaner, greener trucks to be operational on our roads.

“Australia’s electric trucking future is reliant on forward-looking regulatory change, such as this one. We’re working hard to play our part in bringing cleaner and safer trucks to Australia.

“We need the government to move faster with us on this journey.

Australia’s zero-emissions trucking future is reliant on forwardlooking regulatory change, such as this one.

“Volvo welcomes meaningful dialogue with government to continue improving our regulatory framework in a way that supports the decarbonisation of the sector, future investment, and the opportunity to create local jobs through electric truck manufacturing in Australia.

“The increased width restrictions are undoubtedly a step in the right direction, but it’s not the end of the conversation – it’s the start.”

Volvo currently holds approximately 50 per cent of the electric truck market share in Europe and the US, largely in part to a lack in restrictions over the size of electric trucks. Australia’s restrictions are unique across the world, and Merrick has previously warned that they could see the nation fall behind in electric vehicle uptake.

The transport industry, which made up 19 per cent of Australia’s emissions in 2022 according to the Federal Department of Climate Change, is steadily moving towards decarbonisation.

Volvo is no different in this regard, with a target of lifting electric trucks to half of its production by 2030, and 100 per cent by 2040.

A successful trial of the axle mass increases could see the company able to make bigger strides towards this goal in Australia, already on track across its other production lines in Europe and the world.

“If we can successfully tackle these challenges, we will aim to manufacture these electric trucks locally in Wacol, Queensland by 2027,” Merrick says.

“Our aim is to have half of our global total sales of new trucks to be electric by 2030.

“That means cleaner, safer and quieter trucks on Australian roads. But it hinges on consistent regulatory change.

“Volvo Group is currently the only company to have a full range of electric trucks in Australia. The change will mean that we can get these trucks onto Australian roads without exceeding width restrictions.

“I’m very heartened to see movement regarding steer axle weights recently and we hope that these recent announcements are just the tip of the iceberg. A national approach to this issue would help accelerate the adoption rate.

“Just be clear this is not an issue restricted to Volvo, this is an issue for all manufacturers with low/zero emissions solutions waiting in the wings.”

China’s majority

In 2022, electric heavy-duty vehicles represented 1.2 per cent of truck sales worldwide according to the International Energy Agency, primarily dominated by China.

Chinese sales of electric trucks represented 85 per cent of global heavy-duty sales, with the majority of electric trucks sold elsewhere produced by Chinese brands.

In a market dominated so clearly by one country, Merrick and other vehicle manufacturing decisionmakers have identified the possibility of a second global power.

Can Australia be that? Not without a lot more work in the area, he says.

“Australia has a way to go from a policy perspective. In Europe, the zero-emission momentum started with government policy and worked its way down to industry and customers,” Merrick continues.

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“Volvo Group is currently the only company to have a full range of electric trucks in Australia.”

“It’s happened the other way around in Australia. Policies need to evolve to align with Australia’s net-zero target. That means changes to policy, better charging infrastructure, and the introduction of incentives for companies to transition their fleets.

“We also believe financial incentives – as we see in other countries - are critical to accelerating the uptake of electric trucks in Australia.

“The government has a critical role in enabling the transition to zero emissions vehicles. It is important that the government continues to look at our regulatory framework in a way that supports the decarbonisation of the sector.”

Merrick says that this is a major opportunity that the Australian transport industry needs to take to keep up with the global economy.

The transition towards decarbonisation and zero-emissions has already been a struggle for some, and the sooner these primary targets are reached the better.

“If we miss this opportunity, Australian transport will not be able to keep up with the rest of the developed world as it transforms towards a fossil-free future,” Merrick says.

“We’ve done our part and brought a fleet of electric trucks to Australia with the intention of manufacturing them locally here in Wacol, we need the government to play theirs.”

Top: Drive day: A Volvo FL electric at the RACQ Mobility Centre near Brisbane Above: Volvo Group Australia president Martin Merrick Opposite top: VGA is aiming for EVs to make up half of its truck production by 2030 Opposite bottom: Martin Merrick wants a more defined roadmap to increase electric heavy vehicle limits

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japan mobility show

TOKYO SNAPSHOT

Steve Brooks takes in some of the sights at the 2023 Japan Mobility Show

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I

t’s hard to think of any industrial event, automotive or otherwise, anywhere in the world with the same level of zany appeal as the Japan Mobility Show. Formerly known as the Tokyo Motor Show, it has been four years since the previous event but neither the name change nor the COVID-created void have done anything to quell Japan’s quirky presentation of all things automotive.

Weird and wonderful in some ways, brilliant bordering on bizarre in others, sometimes inspiring and occasionally insightful, yet never boring or dull, it is that one time every second year when Japan’s automotive boffins appear to be let loose from strict corporate constraints and free to delight in making the mundane almost magical.

If it’s on wheels and designed to move people or freight, it is the one event that turns tomorrow’s prospects into today’s reality, even if that reality only lasts as long as the show’s 10-day duration.

Over those 10 days though, more than 1.1 million people filed through the turnstiles of the ‘Tokyo Big Sight’ venue for the 2023 event and it’s no idle exaggeration to suggest that a high percentage of patrons decided to attend on the same Saturday as our visit. Wall to wall doesn’t even begin to describe the density of people but gratefully, mixing with levels of respect and courtesy far more gracious than Western ways. The only notable negative was that on a public day, information on the various exhibits was sparse and for the most part, in Japanese.

Trucks, however, are only part of the attraction and nowadays, possibly an increasingly smaller part as corporate connections alter the traditional landscape.

Unlike some years where European brands like Volvo and Mercedes-Benz tempted Japanese audiences with largely token alternatives to their home grown brands, there was no continental presentation this year, and for good reason.

Things have changed dramatically since the last event four years ago. Daimler Truck, of course, owns the high profile Fuso brand but it’s common knowledge the German giant is also in detailed discussion with Toyota for a close technical ‘relationship’ with its Hino brand. Indeed, some pundits suspect Hino will ultimately morph into another arm of the Daimler Truck powerhouse, leaving Toyota to concentrate totally on its massively successful passenger car, off-road and light commercial van interests.

Meantime, Volvo has sold UD to Isuzu and for the

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Above: Isuzu’s Giga hydrogen fuel cell prototype. A joint development with Honda Left and far left: Built primarily for emerging markets, UD Quester comes with Volvo’s 11 litre powertrain and now sports the Escot automated transmission derived from Volvo’s slick I-shift box; Isuzu’s battery electric Elf EV. It’s the truck we know as the N-series and in both electric and diesel form, it’s on the way to Australia Opposite top: On the path to the automotive world of the future. More than 1.1 million people attended the 2023 Japan Mobility Show Opposite bottom left: UD Quon equipped with the latest Fujin automated self-driving system.

Automation was all the rage at the previous Tokyo show but now the focus is squarely on battery electric and fuel cell electric vehicles; For the first time, Isuzu and UD were presented under a group banner.

Have no doubt though, Isuzu is the boss Opposite bottom right: UD Quon 530, punched by Volvo’s 13 litre engine.

In the Japanese market there’s an equivalent Isuzu Giga version but so far, Volvo isn’t keen on either brand contesting the Australian market with its popular 13 litre powertrain

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Above: Hino’s flagship Profia, known in Australia as the 700-series. In a joint development with corporate owner Toyota, Hino is also trialling a hydrogen fuel cell electric model Right and far right: Fuso’s modular battery swapping project. Impressive in principle but perhaps complex in practice; Static demonstration of UD’s ‘Active Steering’ system, derived from Volvo’s dynamic steering technology Opposite bottom, left to right: The old and the new. Toyota’s ever popular HiAce van has travelled a long way from the days of the basic box on wheels; Hino’s battery-electric Dutro. Battery electric models are unfurling the future direction of Japan’s lightduty classes

Opposite far right: Fuso’s reshaped Super Great, the truck known here as the Shogun. The new look appears straight from the Daimler family’s ‘book of Benz’

“It is the one event that turns tomorrow’s prospects into today’s reality.”

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AN EARLY START

For Isuzu Australia’s light-duty product manager Jeff Gibson, the 2023 Japan Mobility Show was about much more than nuts and bolts, trends and technologies.

A major highlight was, he says with genuine resolve, the combined and hugely professional initiative of major automotive brands to entice children and young people into an industry whose need for dedicated and highly skilled technicians will continue to grow exponentially as technology advances.

“The Japanese motor industry is dedicated to ensuring they protect their own,” Jeff exclaimed, “and what I saw at this year’s event in Tokyo was the essence of a grass roots approach to inducting the youngest generation into the industry.

“To witness the collaboration between manufacturers, each creating a passion in impressionable young people, speaks volumes for the future of the Japanese automotive industry.

“I was truly in awe of how they methodically and patiently explained the principles of how an engine works, the concepts of vehicle design, and even the future of zero emissions vehicles and how a fuel cell works,” he remarked.

Reflecting on his own progression through the automotive ranks, Jeff explained, “I was lucky. I grew up in a household with a true passion for motor vehicles large and small, and that passion was passed to me and it felt inevitable I was going to make a career of it.

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“I was also lucky to get my hands dirty before the advent of electronic devices but in 2023 and into the very near future, we are at the dawn of a new generation in trucks and they will be the most advanced vehicles we have ever seen.

“In my estimation,” he continued, “our industry is at a crisis point.

With looming technology in trucks, the need for a higher level of training and the supporting intelligence it requires are in very high demand.

“However, we not only need to entice great people to the workshop floor but we need to educate the industry that maintenance of highly sophisticated vehicles needs highly sophisticated technicians.

“Japan shows how it can and possibly should be done and as an industry, Australia must find better ways to build the passion that many of us have for our industry.

“It is perhaps a cliché but it is nonetheless true that without trucks Australia stops. It is just as true, however, that without technicians, the trucks stop,” Jeff Gibson concluded.

Above, L to R: Isuzu Australia’s Jeff Gibson; Learning the basics of how an engine works. The lessons can be lifelong Below: Kids get hands-on experience with skilled technicians Below: Is it ever too early to start training? Not according to this youngster

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Above, L to R: And finally, it wouldn’t be a Tokyo automotive show without something out of this world. Toyota’s version of a Mars rover perhaps; The shape of Cruisers to come. We were intrigued by the hatch on the nearside guard which turned out to be an opening for filling an AdBlue tank Left: In Japan’s micro van market, Daihatsu still sells well and for short city work, a battery electric version makes perfect sense. On the other hand, we’re not sure what sense the bubbly MeMo makes Bottom, L to R: We’re led to believe this is the next generation of the highly popular Prado. As for the steering wheel, well, we’ll just have to wait and see

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first time, the two Japanese brands shared the same stand under the newly formed ‘Isuzu Group’ banner.

Volvo, however, continues to supply engine and drivetrain componentry to the heavy-duty models of both brands, including the 13 litre engine which the Swedes have, until recently, refused to supply to any brand other than Mack and Volvo.

Consequently, the Japanese market now sports flagship models of both UD’s Quon and Isuzu’s latest Giga, punched by 530hp versions of Volvo’s versatile D13 engine driving through derivations of the super-slick I-shift automated transmission.

For now though, and much to the frustration of Isuzu Australia, it seems neither the 13 litre Quon nor Isuzu’s equivalent Giga will be making their way Down Under anytime soon, with Volvo Group Australia (VGA) fiercely intent on protecting its Volvo FM range from the intrusion of Japanese rivals. And strangely, that includes the UD Quon which VGA continues to distribute in our neck of the woods.

Such are the seemingly weird ways of corporate contracts.

Yet the Isuzu Group display appeared split on strict lines with Isuzu largely showcased as the technological master in both its heavy and light-duty exhibits, and UD more the fundamental heavy hauler with its GW 530 Quon and alongside, the Quester model designed primarily for third world markets.

That’s not to say, however, that UD was completely outside the technological square, with the brand also featuring a Quon tipper equipped with the latest version of its Fujin self-driving automation system. Still, where automation was the technological theme for a number of leading Japanese brands at the previous event in 2019, this year the biggest agenda across the entire automotive spectrum was the inevitable evolution of battery electric and hydrogen fuel cell electric vehicles.

Typifying the trends among Japan’s truck makers, Isuzu’s presentation of a Giga eight-wheeler powered by a hydrogen fuel cell developed in conjunction with Honda, and the brand’s new N-series electric vehicle (also shown earlier this year at the Brisbane Truck Show) left no doubt that Isuzu specifically and Japan generally will not be found fumbling for technology as the automotive world gradually works its way to a carbon-free future.

Anyway, the photos will hopefully highlight just a smidgin of Japan’s prospective path to tomorrow, real and imagined.

ownerdriver.com.au

22/11/2023 12:19 pm

tech briefs

HINO REVEALS NATIONAL SKILLS CHAMPIONS Hino Australia has announced its newest trio of National Skills Champions, Chris Biancucci from Adtrans Hino, Luke Hanna from SciFleet Hino Brisbane and Brandon Healey from WA Hino, who competed against other contestants from across to the country to win the titles.

Following a series of qualifying rounds, 18 finalists from the Hino Australia dealer network competed against each other in the 2023 Hino National Skills Final on November 16 in Sydney.

Sales contestants were challenged in real-world customer role play scenarios and theory tests.

Service Technicians participated in a series of hypothetical exercises that tested their diagnostic, analytical and technical skills.

Parts finalists were further examined on their interpretation and research skills on a range of vehicles and engine

assemblies through customer role play scenarios.

For the second year, all contestants competed in a friendly Sale of the Century-type exhibition quiz hosted by Hino ambassador Neil Crompton.

Sam Torpy from Sci-Fleet Hino Nerang was crowned the overall winner after a series of rapid-fire questions.

“The Hino National Skills Contest demonstrates the importance we place on the high levels of training and development of our staff, which in turn results in a highly skilled Hino dealer network that provides excellent service and knowledge to our customers,” says Sam Suda, president and CEO of Hino Australia.

“This was the 12th Hino National Skills Contest – we are extremely proud that this is one of the most comprehensive and longest-running events of its type in the Australian

trucking industry.

“In today’s environment, we must continue to strive to be a reliable business partner to our customers.

“Our brand and our products have a role to play in this, but we are only as good as the people we invest in, and today is all about celebrating that.”

Hino Australia says its commitment to training and development of its staff has reaped rewards with the distributor winning its 15th successive Parts Department of the Year Award and a 12th consecutive Service Department of the Year Award earlier in 2023.

Each Skills Final winner receives a cash reward and an ultimate VIP

ABOVE: From left: Chris Biancucci (sales), Luke Hanna (parts) and Brandon Healey (WA Hino) were crowned winners of the 2023 National Skills Contest

experience at the 2024 F1 Australian Grand Prix.

The event was held at Hino Australia’s Sydney headquarters and attended by Hino Motors general manager Mitsuharu Tabata and Hino New Zealand guests including Alastair Grieve (general manager), Darren Trask (technical services manager), Adam Crawford (Truck Stops Hino product manager) and the recently awarded 2023 Skills Competition winner Oliver Stanley.

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tech briefs

IVECO INSPIRES OFF-ROADER

CARPLAY GPS ENABLED FOR TRUCKS A feature of mirroring navigation onto a vehicle screen is now available for Sygic GPS truck and caravan navigation users. Sygic reacted to the demand for large-vehicle drivers and started rolling out CarPlay for iOS devices. Android Auto will follow soon.

Sygic GPS Truck & Caravan Navigation says it serves a hugely increasing consumer segment of single professional truck drivers and caravan enthusiasts, reaching over five million users. Now, drivers with iOS mobile devices can pair them with a vehicle and enjoy a seamless navigation experience through a wider car display and a built-in sound system thanks to the newly supported connection via Apple CarPlay.

Specifically designed for the unique requirements of large vehicles, Sygic GPS Truck &

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Caravan Navigation stands out from traditional navigation systems. It provides tailored routes prioritising safety and comfort by considering vehicle dimensions, maximum speed, emissions, and HAZMAT cargo specifications.

The availability of off line maps in Sygic navigation is said to be a popular feature, ensuring uninterrupted navigation even in areas with limited connectivity.

Additionally, the solution claims to offer real-time traffic and ETA, speed camera alerts, speed limit notifications, or dynamic lane assistance.

Android users can look forward to an upcoming update soon, enabling them to mirror their Sygic GPS Truck and Caravan navigation to a car’s infotainment via Android Auto.

Owners of the f ledgling motorhome brand Auriga, named after a constellation in the northern celestial hemisphere, are hoping it will soon become synonymous with off-road expedition touring.

The Perth-based company’s latest creation is built on Iveco’s Eurocargo ML150 4x4 platform, and is said to offer prospective buyers the comfort and off highway capabilities to tackle Australia’s toughest conditions for extended time.

The birth of this star has a somewhat unusual beginning as the brainchild of Bryan McGrath, a successful business owner who has been supplying commercial cabinetry in Perth since 1970, and more recently turned his talents to motorhome manufacturing.

His initial motorhome bodies were designed for smaller light truck platforms before deciding to get even more serious by selecting the Eurocargo 4x4 for future projects.

“I think the Iveco Eurocargo ML150 4x4 offers the complete package for this type of motorhome build,” McGrath says.

“From a cost perspective it wasn’t a much greater investment to go from a light truck to medium duty platform and get a whole lot of extra benefits including more space, greater carrying and towing capacity and a much better driving experience.

“The Eurocargo sits nicely on the road, is comfortable and offers a lot of stability – it was also a very easy process to fit super single rims which is the preferred specification when you head off road.

“The cabin ergonomics and appointments are also high end, which is helpful when you’re covering large distances.”

Another important area where the Eurocargo 4x4 is said to impress is in its off-road abilities, thanks to a full-time 4x4 system, hub reduction rear axle and front, centre and rear differential locks that ensure maximum traction when conditions deteriorate.

Also assisting off-road are multi-leaf springs with dual acting hydraulic shock absorbers and high tensile steel chassis that allows twisting for maximum articulation over undulations.

Other benefits include Iveco’s ‘Tector’ 6-cylinder, 5.9 litre turbodiesel engine delivering 279hp and 950Nm of torque from a low 1,200rpm. Power is fed to the wheels via a ZF 6-speed manual synchromesh transmission.

“The engine has heaps of power for this sort of application, and

we’ve spoken to other users of this vehicle and they’ve told us that the fuel efficiency is also excellent,” McGrath says.

The Eurocargo boasts all the amenities to provide comfort and convenience away from civilisation, including interior kitchen and shower with 15 litre hot water system, ceramic Thetford toilet with cartridge, reverse cycle air conditioning, diesel heater and more. The vehicle is also fitted with a 400l freshwater tanks and 150l of grey capacity. Power for the accommodation comes from a combination of lithium batteries and solar panels. And the truck sleeps up to four adults (one queen size bed and one drop down double bed), ensuring ample space for families.

The habitation body is built from lightweight yet tough aluminium box sections sitting on a base ladder frame; it’s externally clad with fire retardant 4mm aluminium composite panels and internally sheeted with 25mm insulation, and then finished with 12mm fire and water retardant compact laminate. The roof which features a huge skylight for star gazing is completely sealed using VersEseal with Geo Fabric for an excellent barrier to water intrusion.

On the outside, the truck features a 24,000-pound electric winch, auxiliary lighting, tyre inf lation system, slide out outdoor kitchen and an awning. The body sits on a steel C Channel frame bolted to the chassis rails and through f langed brackets, which are sprung with 12 heavy duty springs to allow for the torsion rotation of the truck chassis.

With Australians already being able to choose from several more established motorhome brands, McGrath has no hesitation in immediately nominating the main points of different between Auriga and the others.

“We really are experts in cabinet making and fit outs, we use high quality, light weight, waterproof materials, and I believe that our level of fit and finish exceeds what’s currently available,” he says.

Auriga’s first Eurocargo-based unit has already been sold with another two to start the build phase shortly.

Early next year the company will also take delivery of a larger T-Way 4x4 for an even more ambitious build; these projects are likely to keep Auriga’s O’Connor manufacturing facility – and Bryan McGrath plus a team of 35 permanent full-time staff – busy for the long term.

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22/11/2023 12:13 pm

SCANIA OPTS FOR DECARBONISED STEEL Scania and Swedish steel producer SSAB have signed a letter of intent to decarbonise all steel deliveries from SSAB destined for the manufacture of Scania’s heavy-duty vehicles in 2030. Deliveries of SSABs Fossil-free steel is targeted to ramp up rapidly from a modest start in 2026 and will play a key role in the shift towards a sustainable transport system.

SSAB is Scania’s main supplier of steel for its vehicles. This next step in the long-standing relationship, caters for radically lowered climate emissions. The 100 per cent ambition for decarbonised steel deliveries is said to be among the boldest of intentions agreed between SSAB and a customer.

It also marks an ambitious plan within the First Movers Coalition, where Scania and SSAB are members, to reduce the carbon footprint in hard-to-abate sectors.

Through this partnership, Scania and SSAB state that they are committed to use their purchasing power to create early markets for innovative clean technologies.

“I’m glad and proud that we have reached this agreement. Scania’s purpose is to drive the shift towards

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a sustainable transport system,” says Christian Levin, CEO at Scania.

“To fulfil that purpose we are acting across the value chain together with partners such as SSAB, who are at the forefront of the transition to a sustainable steel industry.

Martin Lindqvist, CEO at SSAB, says the company is looking forward to ramping up the deliveries of its fossil-free steel, thereby contributing to more sustainable value chains.

“Fossil-free steel will be a game-

changer in heavy transport. It has the same high quality and technical properties as traditional steel. And, while being produced in a sustainable way, it can also be recycled just like steel has always been,” Lindqvist states.

Scania says it has outlined an industry-leading strategy to, by 2030, significantly reduce the carbon emissions within four ‘hotspots’, constituting approximately 80 per cent of the supply chain emissions: batteries,

steel, aluminium and cast iron.

SSAB says plans to deliver its Fossil-free steel to the market at commercial scale in 2026 and for its operations to be largely fossil-free around 2030.

SSAB Fossil-free steel is manufactured using the HYBRIT technology, which replaces the coking coal traditionally used for iron ore-based steelmaking with fossil-free electricity and hydrogen.

The by-product is water instead of carbon dioxide.

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tech briefs

NEW KID ON THE ELECTRIC BLOCK Daimler Trucks has announced that Rizon, the newest brand in its commercial vehicles stable, has achieved full homologation in the United States, clearing the way for the sale of its class 4 and 5 medium-duty electric trucks nationwide.

With series production underway, the first shipments of vehicles are now arriving in California, where customers can take advantage of a $60,000 baseline incentive per vehicle through the California Air Resource Board’s (CARB) Hybrid and Zeroemission Truck and Bus Voucher Incentive Project (HVIP).

Rizon recently received both Environmental Protection Agency (EPA) certification and dual CARB Executive Orders and is in full compliance with the U.S. Federal Motor Vehicle Safety Standards.

The first deliveries of vehicles have commenced through dealer networks in California.

Rizon trucks are exclusively distributed by Velocity EV, which is a part of the Velocity Vehicle Group, an established name in the commercial vehicle industry with around 80 global outlets.

Velocity EV will be appointing

additional Rizon dealers in a bid to provide a seamless network across the US. Rizon says that, with its selection of series-production zero-emissions trucks in classes 4 and 5, customers can begin to decarbonize vehicles in their fleet through four model variants – the e18L, e18M, e16L, and the e16M. Rizon Trucks are said to be ideally suited to urban and last-

NEW FREIGHTLINER EV IN PRODUCTION Daimler Truck North America (DTNA) has announced the start of production of the Freightliner eM2. The battery electric medium-duty truck is designed for pick-up and delivery applications and represents one of now 10 battery electric vehicles from Daimler Truck in series production worldwide.

“The start of production for this versatile truck marks another important milestone on our journey to a zero-emissions product line”, says Rakesh Aneja, head of eMobility at DTNA.

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“The feedback we’ve received reinforces our confidence that the Freightliner eM2 will meet and exceed our customers’ expectations.

Our partners and dealers are looking forward to introducing the Freightliner eM2 to their customers, and we are excited to see it in use by customers and fleets.”

The Freightliner eM2 is being manufactured at DTNA’s truck manufacturing plant in Portland, Oregon. The first production units in the US will be delivered to Ferguson, Hogan Truck Leasing, Inc., Penske Truck Leasing, Pitt Ohio, Ryder

mile deliveries and routes of up to 150 miles (242km per day). They claim to support a versatile mix of configurations suitable to each customer’s unique requirements that include box trucks, flatbeds, stake beds, refrigerated, and other body types.

Rizon is Daimler Truck’s ninth, who says this newest brand represents its dedication to zero-emission transportation. The brand and its

trucks were announced to the public for the first time during the Advanced Clean Transportation (ACT) Expo in May of 2023, in Anaheim, California.

Rizon reports that its trucks are capable of being charged by two types of battery charging systems: DC Fast Charging (via CCS1 connector), and less expensive Level 2 AC Charging (via J1772 connector), which it says makes the transition to e-mobility even easier.

System, Titan Freight Systems and Velocity Truck Rental & Leasing.

In Canada, the first units will go to Brossard Leasing and Day & Ross.

The eM2 is built on the established Freightliner M2 106 Plus platform and follows the introduction of the battery electric Freightliner eCascadia in 2022, thereby extending CO2-neutral transportation to the medium-duty segment. Currently, DTNA boasts that it holds a leadership position with the eCascadia in the Class 8 market, based on available Polk data service registration data from the beginning of the year up until September 2023.

The eM2 features a proprietary,

fully integrated, battery electric Detroit ePowertrain. DTNA says that its streamlined design places electric motors and a two-speed transmission directly on the drive axles, resulting in minimised energy consumption and cost per mile.

The driving range varies based on the two available battery capacity options for the eM2.

The class 6 single-motor model provides up to 190 continuous horsepower, a 194kWh battery, and a typical range of 180 miles (290km) on a single charge.

In contrast, the class 7 dualmotor variant offers up to 255 continuous horsepower, supported by a 291kWh battery, providing a typical range of 250 miles (400km) on a single charge.

Standard safety features now include active brake assist 5 (ABA5), tailgate warning, adaptive cruise control (ACC) down to zero, lane departure warning, intelligent high-beams, automatic wipers/headlamps, and side guard assist.

DTNA says the eM2 is further enhanced by Detroit Connect, a state-of-the-art connected vehicle solution that facilitates real-time monitoring of battery health, charging status, and energy usage. This connectivity is said to enable efficient route planning, energy optimisation, and posttrip data analysis to improve overall energy efficiency.

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22/11/2023 12:13 pm

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NO BULL VALE IAN COOTES

One of the Australian transport industry’s iconic characters, Ian Cootes, has sadly passed away.

As reported by the Victorian Transport Association, Cootes’ dedication and commitment to the industry has been outstanding. He was an innovator and demonstrated his leadership in real terms by the way he structured and managed his business.

Safety was always at the top and he drove a culture and demonstrated this through every operation of his very successful tanker business.

Cootes led the way in professionalism.

He developed the bulk tanker industry in Australia to be acknowledged as one of the safest and most efficient in the world. His fleet was immaculate and his skilled drivers the pride of his business.

Born on February 5, 1941, Cootes was only two years old when he lost his father who was killed in action in Malaya during the fall of Singapore.

Cootes loved trucks from an early age and a highlight was being taken for a short trips around Kyabram with his grandfather.

Around 1960, Cootes joined the police force and was stationed at South Melbourne, but policing wasn’t for him as he always wanted to be a truck driver. By 1965 he had saved enough money for a deposit on a truck, so he decided to knock on the front door of BP in St Kilda Road, and asked that “if he bought a truck would they give him some work?”

The answer was “yes”, and that was the start of I.R. Cootes Transport.

The firm grew and grew on the back of a culture of looking after the people that do the work, respecting his customers and providing the highest of safety standards and an immaculate fleet. From there, there was no holding Cootes back.

Cootes was awarded an Order of Australia (AM) for his contribution to charity, namely the Alfred Hospital and the transport industry.

OwnerDriver wishes to pass on its condolences to Maria, Paul, Geoff and families.

LOOKING FOR DAD’S TRUCK

Kimmi Boyd has reached out to OwnerDriver in a bid to locate her late father’s old truck. Kimmi’s dad, Wolfgang Schill, who passed away in 1992, emigrated from Germany in the late 1960s, driving until the early ’70s when he was involved in an accident. While the photo supplied

(below right) shows signs of wear and tear, it does appear to be an East Coast Transport truck. We believe one of his regular routes was up the New England Highway. Hoping one of our readers will be able to shed some light on the truck’s whereabouts.

While on the subject of East Coast Transport, word is that there’s an East Coast legends reunion in the pipeline.

Details can be forwarded to greg.bush@primecreative.com.au and we’ll be happy to give it a mention in our Whats On column.

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22/11/2023 1:49 pm

motivation to focus on healthy eating and perhaps those old roadhouses serving hot meals could reopen.

FOR THE OWNER-DRIVER Frank Black

REST STOP SCARCITY

Festive season foibles Christmas is a joyous time of the year, except for truck drivers negotiating seasonal peculiarities

A

s the popularity of online shopping increases and people are able to purchase cheaper goods online that are easily imported into Australia and flooding our markets, there is an inevitability that freight task will increase. In turn, this means road traffic will continue to increase.

This will only compound the current pressures drivers are under from operators who are in turn squeezed by their clients, focused solely on profits at the expense of driver welfare.

While I have often discussed the stress drivers are put under when rushing to complete jobs, I thought I would flesh out some additional issues, indirectly related to this topic.

UNHEALTHY FOOD OPTIONS

When we have tight deadlines which is an issue many drivers face and, as has been discussed over and over, we often make unhealthy choices which can impact not only our general health and weight but potentially our overall wellbeing.

We all know that a healthy diet is of great importance to good health and

there is a lot of publicity around this.

Unfortunately, this does not correspond to the food choices drivers are presented with on the road. For instance, on the current trip I’m on, when I needed a meal, all that’s available to me is McDonalds or other fast food.

Going back some years, we used to get roadhouses and we knew we could get a good healthy feed in relaxing surroundings. However, these places have been shut down, possibly from the lack of patronising from drivers who could not afford the rising costs even then or, as time pressures increase, wouldn’t even have time to stop. This is especially so if it meant healthy hot meals were cooked fresh from scratch.

So this means fast food has become a staple diet for truck drivers and people on the go, so much so that, they’ve even invented thinner pies you can easily eat with one hand.

At a wild guess, I’d say 90 per cent of these are in servos, so they’re picked up by road users. Fast food outlets must be doing a roaring trade.

In an ideal world, if we’re able to set better remuneration standards for truck drivers, we would have more time and

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.

SHARING THE ROAD

“Fast food has become a staple diet for truck drivers.”

70 DECEMBER 2023

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With the Christmas season fast approaching, I wonder how we are going to go finding places to pull up and rest. In the last two hours on the trip I’m currently on I had to stop at three rest areas before I could get a park.

It’s ridiculous that there’s not enough parking and this is only going to be exacerbated with the holiday period coming up.

However, there are other drivers who, I think, have it worse than me.

As the freight task is growing, as mentioned, we are also getting larger vehicles, more B-doubles, B-triples and larger road trains. Unfortunately, the infrastructure hasn’t grown to accommodate them and the drivers of these larger vehicles struggle to find adequate rest areas.

Of course, holiday makers need the opportunity to take a break as well.

They’re as deserving as anyone else, so you can’t blame them. We all know how dangerous fatigue on the road is.

Even though it doesn’t always get the publicity of drink driving, it is just as dangerous. However, as all drivers know, it’s a real threat, especially with the extra pressures put on us at this time of the year.

Next year I hope to see rest areas and healthy food options start to improve, given the Government’s focus on the matter. It’s taken years of us calling for improvements but finally now we are being heard. As a member of the rest area committee chaired by Senator Glenn Sterle, I’ll certainly be monitoring these issues over the busy holiday period to report back and make suggestions for changes.

With all the extra situations drivers face around the festive season, adding to the pressures already discussed, is accommodating holiday makers who aren’t used to country driving or towing a caravan. Approaching a caravan while driving a truck, we never know how experienced the driver is. It’s up to us, as experts driving large, heavy vehicles, to be extra cautious.

In these situations, it can be hard to find the extra patience when we’re always in a rush to please the client and meet deadlines, but I try to be a little more accepting about mistakes.

Not everyone is a professional driver, especially on country roads and few people drive a caravan all the time. It’s frustrating, but not worth risking our safety over, or anyone else’s.

I firmly believe that truckies have a role to play in setting an example for good driver behaviour for other road users to follow. Even though some drivers might do something that might upset us, someone has to lead by example on the road, so why not us? Hopefully if legislation passes that eases the pressure on us, this will help make this a reality. We have to remember everyone needs to reach their destination and loved ones safely.

I hope you all have a Merry Christmas and stay safe on the roads!

ownerdriver.com.au

22/11/2023 12:05 pm

TRUCKING SUPPLIES TRUCKS FOR WRECKING WAGGA WAGGA 334 Copland St, P.O. Box 2373, Wagga Wagga, NSW 2650

Ph: (02) 6925 8888

Web: truckingsupplies.com.au

Fax: (02) 6925 8889

Trucking Supplies Wagga regretfully announces we will be shutting up operations at the end of this year. After 40 years of being one of Australia’s largest and most reliable truck dismantlers, the rising price of stock, staff shortages, and some of our valuable, knowledgeable staff retiring, we have decided to go out on a high. We would like to thank our valuable customers from throughout those years, whom without your support, wouldn’t had made us the company we are today.

Thank you to all our staff past and present, who have also made this journey possible. We wish you all the best for the future.

From a small block to over 5 acres, we have grown in all those years, and can hold our heads high knowing that we helped support this great trucking nation of ours to keep Australia’s transport on the move.

So, in preparation for the closure, Truck Supplies will be having a massive closing down sale of existing stock up until the end of the year.

Our parent company Royan’s continues to operate, and remains Australia and New Zealand’s largest commercial vehicle accident repairer, keeping transport on the move since 1944.

FREIGHTLINER C120 2000, RTLO20918B gearbox, Meritor RT46-160 diffs on airliner, aluminium bumperbar, cab parts, Alcoas. Wrecking.

W2556. TA1188113.

POA

MACK TRIDENT 2013, engine, M drive transmission, Meritor RT46-160 diffs on Hendrickson suspension, cab parts, hydraulics, aluminium tipper body. Wrecking. W2547. TA1170122.

POA

WESTERN STAR 4900 1999, prime mover, Cummins Gen 2 engine,RTLO20918B gearbox, Meritor RT46-160 diffs on has, aluminium bullbar, cab parts, Alcoa, jost fixed turntable. Wrecking.

W2553. TA1188112.

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MACK VISION 2007, CCRS engine parts only, RTLO20918B gearbox, Meritor RT46-160 diffs on has suspension, drop on cab/sleeper, drop on bonnet, hydraulics, Alcoas. Wrecking. W2551. TA1176466.

POA

FREIGHTLINER ARGOSY 2013, Detroit DD15 engine, RTLO20918B gearbox, Meritor RT46-160 diffs on airliner suspension, aluminum fups bullbar, cab parts. Wrecking. W2540. TA1158892.

POA

MAN TGA26-480 2007, 480HP engine, ZF auto gearbox, airbag suspension, cab parts, bullbar. Wrecking. W2544. TA1170116.

POA

FREIGHTLINER ARGOSY 2010, Detroit 14L EGR engine, RTLO20918AS3 gearbox, Meritor RT46-160 diffs on airliner, cab parts, fuel tanks, alcoas.Wrecking. W2527. TA1137354.

POA

KENWORTH T408 2008, Cummins EGR engine, RTLO20918B gearbox, Spicer RT46-170 diffs on airglide 460, cab parts,fuel tanks, alcoas.

Wrecking. W2528. TA1137355.

POA

FREIGHTLINER CORONADO 2013, DD15 engine parts only, RTLO20918B gearbox, Meritor RT46-160 diffs on airliner suspension, drop on cab/sleeper, RTS A/C unit, Alcoas. Wrecking. W2552. TA1176470.

POA

A

Once again, thank you for your patronage throughout the years.

Email: tsenquiries@truckingsupplies.com.au WEBSITE UPDATED DAILY

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22/11/2023 12:05 pm

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Images are from the Now Buildings range, for illustration purposes only. Imperial measurements are approximate. Shed price only. WA, NT & TAS slightly extra. Prices are based on collection, delivery extra. Extras pricing in bold is applicable at the shed purchase stage only. Extensions for existing sheds POA. Now Buildings will not be responsible to honour these prices once the total allocation has been sold. E&OE. Prices are Region A, Terrain cat. 2. Reg B slightly extra. *Now Buildings is not responsible for any changes made to tax legislation after the print deadline. You should consult your own tax advisors before entering any transaction.

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22/11/2023 12:05 pm