Owner Driver 373 February 2024

FEBRUARY 2024 #373 $3.00 inc. GST

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FEBRUARY 2024

Contents #373

32 20

“He forgot to clean the ant’s nest out of the back.”

8 DAF FLEXES MUSCLE

Destined to make DAF a stronger competitor in every sense, Paccar Australia is intently ticking all the boxes in the lead-up to the launch of its highly anticipated XG models

28 PERFECTLY PINK

Thanks to a seven year-old’s input, there’s no missing this colourful Kenworth

30 MATCH MADE IN TRUCKIN’ HEAVEN

A combination of two family operations is reaping rewards, not only for business, but also on the truck show circuit

66 4 FEBRUARY 2024

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46 KYLE’S CHRISTMAS K-MODEL

A refurbished Kenworth K100E gave Kyle Nichol’s dad the surprise of his life

48 AROUND THE SHOWGROUNDS

The proud owners of gleam machines are keen on showing their rigs off

52 GONE TRUCKIN’

From growing up around trucks to diesel mechanic and truck restorer, Stephen Corstorphan is now driving heavy haulage

32 AGITATING FOR EXCELLENCE

56 ATTENTION TO DETAIL

Gateway Logistics is identifiable as a cleanly run, professional operation with its two-year-old Kenworth T360 the pride of the gleaming f leet

Bruce Gunter locates Max Keogh’s Kenworth K125, revitalising the old Kenny into a shining example of Australian trucking in the 1970s

43 BREAKING DOWN BARRIERS

64 ISUZU’S PEOPLE’S CHOICE

A career in transport has led Caitlin Barlow down a path she never expected to go down – earning her heavy rigid licence

A NSW plumber has clinched the final award in the 2023 Isuzu Truck of the Year competition

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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, Robert Bell, Warren Clark, Tiarna Condren, Geoff Crockett, Rod Hannifey, Michael Kaine, Dale McDonald, Imogen Tear, Kayla Walsh, Ken Wilkie Cartoonist John Allison

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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.

BEHIND THE WHEEL Greg Bush

On with the shows

T

here’s something to be said about making the effort to attend regional truck shows.

It’s a time when hardworking men and women place their regular road transport responsibilities aside to gather with like-minded industry personnel to show off their shiny rigs, catch up with old mates and new friends, and enjoy a family-themed weekend.

And, dare it be said, it’s an opportunity to swap notes about drivers’ employers, perhaps even having a whinge about their respective bosses.

The general public may perceive trucks and the people who drive them in a negative light. But I dare anyone to come away from a day out at a truck show without experiencing the strong camaraderie that these events promote.

One of the most popular events, the i98FM Convoy in the NSW Illawarra region, regularly attracts around 700 trucks to its charity fund-raising convoy.

In fact, there’s barely a regional truck event that is not funnelling funds into local charities.

Sadly, some previously well-attended events have fallen by the wayside, COVID being one of the main causes.

In other cases, the go-to person organising these events has either moved to a different location through their employer’s requirements, or have simply retired.

In the case of the once-popular annual Penrith Working Truck Show, the passing of Museum of Fire CEO Mark White in the year 2000, as well as COVID, eventually led to the event’s closure. That also brought an end to the museum’s annual Sydney Classic & Antique Truck Show.

However, many other shows have either continued unabated or taken a COVID-induced break.

Showing the transport industry’s resilience, new

ABOVE: Flashback: Penrith’s Museum of Fire was once the home to two popular truck events each year. Image: Greg Bush

events have cropped up over the years. The Casino Truck Show has not only filled the gap following the closure of the Lismore Truck Show years ago, it has surpassed it in leaps and bounds.

The Sydney Truckfest, to be held in May, is one of the new events on the 2024 calendar. More than a show, Sydney Truckfest is being marketed as the “ultimate celebration of the trucking industry”, although its focus is on new trucks, equipment, technology and accessories. However, organisers say owners of older restored vehicles will have a designated area to display their shiny machines.

Looking at the Upcoming Events on our website at www.ownerdriver.com.au and the What’s On column on page 49 of this issue, it’s a good chance that there’s a truck show or convoy fairly well handy to everyone involved in the industry. For those newcomers, it can be a worthwhile experience to chew the fat with the important people who keep Australia moving.

As our slogan says, OwnerDriver magazine is “dedicated to the person behind the wheel”.

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24/1/2024 2:10 pm

The Goods

NEWS FROM THE HIGHWAY AND BEYOND

Sales record for commercial vehicles Isuzu tops overall count in 2023 while Kenworth holds out Volvo in tight heavyweight contest Australian truck and heavy van sales for the 2023 calendar year totalled 47,757 units, as detailed in the Truck Industry Council (TIC) T-Mark data released in January, which is up a significant 3,378 units, or 7.6 per cent compared to 2022.

Heavy vehicle sales in 2022 had set the benchmark in Australia, however the 2023 sales numbers have set a new all-time sales record for Australian truck sales.

During the course of the year, quarters one, two and four set new sales records highlighting the strength of the market throughout 2023. By year end a new sales record was set in the heavy truck segment, while the light truck segment fell 267 trucks (1.6 per cent) short of setting a new all-time sales record.

The results for the fourth quarter 2023 show sales of 12,305 vehicles, a quarter four sales record, eclipsing the previous best fourth quarter record set in 2022 when 12,144 heavy vehicles were delivered in October through to December. It was also a record quarter for heavy truck sales in Australia.

The heavy duty truck segment managed to amass sales of 1,752 units for the month of December 2023, up a healthy 271 units, or 18.3 per cent, over the December 2022 result. In the fourth quarter of 2023 HD truck sales reached a total of 4,917, up 538 trucks, or 12.3 per cent, over October to December 2022. This was a new quarter four HD record, overhauling the Kenworth is top of the heap in Australian heavy duty truck sales. Image: Steve Brooks

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Isuzu maintained its lofty position as overall market leader in 2023.

Image: Arkajon Communications

previous high mark set in 2022.

Despite a late surge from Volvo, Kenworth held onto top spot in the heavy segment, selling 3685 trucks to Volvo’s 3476. This enabled Kenworth to score 20.8 per cent of the HD market, ahead of Volvo’s 19.8 per cent and Isuzu with 2393 sales and 13.6 per cent.

Further down the list, Scania made a marked improvement on the previous year, selling 1383 trucks in 2023 compared to 1100 in 2022. Mack was another to move up the ladder, selling 1097, up from 755 last year.

Overall, however, it was Isuzu which again scored the overall market leadership, thanks to its dominance in the medium and light duty segments. Isuzu sold 3937 trucks in the medium duty class, compared to 3253 in 2022. Likewise,

Isuzu maintained its number one position in light duty, despite a sales drop of 720 units compared to last year.

In addition, Isuzu Trucks Australia (IAL) boasted 35 consecutive years of Australian market leadership in 2023.

“To once again finish on top and with record sales results within such a strong overall market is credit to the quality of the Isuzu product and the work of our outstanding dealer network across Australia,” says, IAL director and chief operating officer, Andrew Harbison.

“The first half of the year was certainly buoyed by the federal government’s instant asset tax write-off measure, although we saw continued strong demand for Isuzu trucks throughout the second half of

the calendar year.”

Also in the light duty, Hino was buoyed by its improved standing, selling 2928 in 2023, topping its 2022 sales figures of 2822, pushing Fuso, which sold 2828 trucks, back to third place.

In medium duty, Hino again consigned Fuso to third place, selling 2264 trucks sold compared to Fuso’s 1318.

Tony McMullan, Truck Industry Council CEO, says it’s pleasing to see such strong truck sales continue in 2023, with the year setting a new all-time sales record for new truck sales in Australia, eclipsing the previous peak set in 2022.

“It was equally pleasing to see annual new truck and van sales approaching the 50,000 mark. The 40,000 barrier was only broken relatively recently in 2018 and, despite the COVID supply chain disruptions, new truck sales in Australia have remained strong.

“The 2023 result of 47,757 sales has surpassed industry expectations, particularly given the 2023 mid-year end of the temporary full expensing tax measures put in place during COVID.” However, the Truck Industry Council remains concenred that the average age of the Australian truck fleet appears to remain much older than that of Europe and North America. It says an old truck fleet is not conducive to improved safety, public health and environmental outcomes for our society.

“Moving into 2024, we must consider what more can be done by both industry and particularly government, to reduce the age of our nation’s truck fleet.” McMullan says.

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Have you used the National Network Map? We’re delivering a new way for operators to view where they can access ‑ and where they need to seek access approval ‑ on a national level.

It’s part of the NHVR Portal becoming the single and authoritative location for the heavy vehicle industry to map journeys across state and territory borders for their entire fleet.

Visit nhvr.gov.au/nnm

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24/1/2024 1:36 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

SA brings in mobile detection cameras Following the lead of a number of other states, South Australia has introduced mobile phone detection cameras Following a successful trial of the technology in 2023, the South Australian government has decided to follow in the footsteps of various other states and permanently install five mobile phone detection cameras (MPDC).

As part of a $15.9 million program, the cameras work by capturing high quality images from multiple angles through the driver’s windscreen, with artificial intelligence software identifying drivers on their mobile phones.

Photos of drivers are then validated by SA Police, with images of those following the law deleted.

The SA government says that the enforcement cameras are expected to be installed on existing digital variable message signage and be operational by June pending a final technical and environmental review of the locations.

The cameras will be located

on the Southern Expressway in Darlington, South Road in Torrensville, North South Motorway in Regency Park, Port Road in Hindmarsh, and Port Wakefield Road in Gepps Cross.

The SA government says the

location of these cameras is based on research by Adelaide University’s Centre for Automotive Safety Research.

A three-month educational period between June and September will operate and

Image: Katacarix/Shutterstock.com

drivers won’t be fined or lose demerit points during this timeframe.

SA Police will then issue fines worth $540 while drivers will be given three demerit points when they illegally use their mobile phones.

All funds raised from the fines will be returned to the Community Road Safety Fund that the SA government says will deliver crucial road safety initiatives across the state.

Initiatives from the fund include safety improvements, education programs and hard-hitting public advertising.

The SA government says that the MPDCs save lives by detecting and deterring drivers who put themselves and others at risk by engaging in dangerous behaviour.

Currently, MPDCs operate in New South Wales, Victoria and Queensland, while a three-month grace period is also underway in the Australian Capital Territory.

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Lowes awards Albury driver

Lowes Petroleum driver Mick Woodham.

Image: McGown Creative Communications

Fuel transport company Lowes Petroleum has again recognised the professionalism of its drivers with its annual Professional Drivers’ Award For the third year in a row, Lowes Petroleum has acknowledged its drivers’ commitment to road safety through its Professional Drivers’ Award, which it says also sends the message to other road users, including other transport companies, to channel their traits.

Lowes Petroleum has more than 200 drivers transporting millions of litres of fuel a year across hundreds of thousands of kilometres of rural roads.

The awards criteria includes reviewing drive cam alerts, logbook and fatigue breaches and incidents like crossovers and speeding.

Bernie Morris, general manager of Health, Safety, Security and Environment (HSSE) and one of the

award judges, says while all their drivers operated to best practises, the awards were an added incentive ensuring Lowes drivers were the best in the business.

“We assess the nature of the nominations around customer service, the care drivers showed for their vehicles, the commitment to their depots and to the team they work with,” Morris says.

“The priority is always safety. In one instance of dash cam footage, you can see a motorcycle barely missing a fuel tanker head-on after breaking multiple road rules.

“It’s crazy what our drivers go through. We have even had footage where it is obvious the person has

pretty much fallen asleep before waking in the nick of time.

“The vision is testament to our drivers’ abilities to not only read the road, but also anticipate actions by other road users that could be dangerous,” Morris says.

“As a heavy vehicle operator, we are made to plan: we plan our stops, we plan when our drivers sleep, all of that, but other people just jump in their cars and off they go.

“Our drivers make hundreds of risk decisions daily to ensure that they, and others around them, remain safe.”

For winning driver, Albury’s Mick Woodham the award speaks volumes about the company’s commitment to road safety as well as acknowledging their importance to the business.

“I was pretty impressed, to be honest, that the company did these awards,” Woodham says.

“I didn’t really know much about them and was blown away because I didn’t expect it. I really appreciated receiving it.”

A career driver, with more than 30 years of truck driving under his belt, Woodham says safety was always paramount, with planning around everything from weather and road conditions to rests stops to manage fatigue.

“In a day in the life of driving trucks you don’t know what you will encounter whether that is animals on the road or motorists overtaking recklessly,” he says.

The other winners include Mick Low from Mareeba Depot for Region 1, Steve Tatum from St George Depot for Region 2, Adrian Curtis from Cooma, NSW for Region 3 and Matthew Denholm from Hobart Depot for Region 5.

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24/1/2024 1:39 pm

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

NHVR releases fatigue operation data The National Heavy Vehicle Regulator (NHVR) has announced the results of its Operation Forager, which it conducted across November and December.

Running across New South Wales, Queensland, Victoria, South Australia, the ACT and Tasmania, the industry regulator aimed to crack down on fatigue and on-road compliance across the holiday season.

NHVR officers conducted 5,350 heavy vehicle intercepts across the Southern and Central Regions.

Chief operations officer Paul Salvati says that the NHVR felt that the operation was a success at managing fatigue-related offences throughout the month.

“Work diary and fatigue-related education was provided in 623 of these intercepts, accounting for approximately 156 hours of roadside education with drivers, highlighting the NHVR’s commitment to safety within the heavy vehicle industry,” he says.

“Operation Forager shows the effectiveness of our holistic approach to safety, that combines education with enforcement, ensuring that heavy vehicle operators are not only aware of the regulations but also equipped with the knowledge to make informed decisions on the road about their safety.

“Operation Forager shows the effectiveness of our holistic approach to safety, that combines education with enforcement.”

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“I would like to commend the heavy vehicle industry for their safety efforts over the busy holiday period, particularly during the severe weather events we experienced across the country.”

Of all the intercepts conducted by the NHVR across the four-week period, 207 resulted in fatiguerelated compliance action, while 129 offences were related to drivers exceeding their allowable work hours, or not taking adequate periods of rest.

“By investing significant time and effort in educating heavy vehicle drivers on work diaries and fatigue, especially new drivers, we aim to create a lasting impact that extends beyond the duration of this operation,” Salvati says.

“Education is an investment in safety. By ensuring drivers understand the importance of

Image: NHVR

Operation Forager, conducted across the holiday season, resulted in hundreds of non-compliance issues by truck drivers

accurate work diaries, we are arming them with the knowledge to actively manage their work and rest hours.

“We want to remind heavy vehicle drivers of the critical importance of practicing safe behaviours, including taking rest

NHVR LAUNCHES NATIONAL NETWORK MAP The National Heavy Vehicle Regulator (NHVR) has reached a significant milestone with the release of the National Network Map. In what is said to be a national first, the heavy vehicle industry can see national road network information in one central location, with the map information that is currently held within each jurisdiction now available through the NHVR’s National Network Map. NHVR CEO Sal Petroccitto OAM says the transition of these maps onto the NHVR Portal has been in the works since December 2022, and is the result of strategic planning, digital product development and delivery, and rigorous testing.

“The NHVR’s National Network Map supports improved heavy vehicle access efficiency and decisionmaking, by bringing together the state-based heavy vehicle networks and displaying them in one location.

“We are providing a single authoritative map to enable the heavy vehicle industry to plan journeys across state and territory borders for their entire fleet.

Petroccitto says the NHVR has worked closely with state transport departments in South Australia, Victoria, New South Wales, Queensland, and the Australian

NHVR CEO Sal Petroccitto. Image: NHVR

Capital Territory to transition their networks and achieve this important outcome.

“Significant work has been undertaken to get to this stage, and we are committed to making additional advancements during 2024, so we can work towards a safer and more efficient national road network.

“In delivering this map, the NHVR is delivering on our ongoing commitment to enhance and improve our services to all our customers.”

NHVR chief data and technology officer, Cameron Stone, says the new technology

and meal breaks.

“If you are on the road and feel the five signs of fatigue – inattention, irregular body movements, erratic vehicle movements, dull sensory alertness, or poor concentration – please, take a break.”

enables industry to more precisely determine access-availability across vehicle combinations.

“Our new mapping solution provides the ability to search and view available networks for more than 1,000 heavy vehicle configurations, providing a level of detail that has never been available before through jurisdictional websites.

“In addition to having the ability to see maps for all gazetted networks across the country, it is possible to apply individual layers to the map so to identify points of interest, such as rest areas, height restrictions and road disruptions.

“The map provides real time changes to road networks to ensure availability of the most accurate network access information.

“This has been a complex piece of work achieved by creating a unified database of road ownership, combining all vehicle access networks owned by different jurisdictions, and providing Network Management tools to oversee the establishment and maintenance of these networks.”

During last December, the NHVR focussed on educating industry, road managers and state police agencies on how to use the National Network Map through webinars and training sessions. Recordings of these webinars, as well as an instructional video, can be viewed on the NHVR website.

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Partnership boost for TruckShowX HVIA signs key strategic partnership with NatRoad for what is predicted to be Australia’s biggest trucking industry decarbonisation event In what is said to be the first of many big announcements for TruckShowX in 2024, Heavy Vehicle Industry Australia (HVIA) has signed NatRoad as the official industry association partner for the landmark event.

A spin-off of the Brisbane Truck Show, TruckShowX is set to be the biggest trucking industry ­decarbonisation event held in Australia.

To be held May 13 to 14 at RACV Cape Schanck Resort in Victoria, it will explore low and zero-emissions vehicles (LZEV) and technology, and unpack the interconnected ‘ecosystem’ of equipment, infrastructure, services, regulations, policies, and people that must exist for them to work as a solution.

TruckShowX is reported to also provide attendees the opportunity to experience that technology first-hand via a dedicated expo showcasing the latest LZEV vehicles and related products and services as well as on-road driving experiences.

“Partnering with NatRoad for the first TruckShowX in 2024 makes perfect sense,” HVIA’s chief technical officer and TruckShowX technical program manager, Adam Ritzinger, says.

“TruckShowX is set to be the biggest trucking decarbonisation conference held in Australia to date, and NatRoad is undoubtedly the most proactive transport industry association when it comes to leading decarbonisation … their recent

HVIA’s chief technical officer Adam Ritzinger. Image: HVIA

industry white paper is a clear testament to that.

“I believe in the power of collaboration, and it is an absolute pleasure to welcome NatRoad as a partner. Together with our research partner NTRO, we will ensure that this event delivers real value and has an incredibly positive impact for every facet of trucking and heavy freight transport in Australia.”

NatRoad is Australia’s largest national representative road freight transport operators’ association.

NatRoad is a not-for-profit association that supports road transport operators, offering business advice, business savings, and partnerships.

“Decarbonisation and managing the transition to low and zero emission vehicles is shaping up as one of our industry’s biggest challenges to date,” says NatRoad chief executive officer Warren Clark.

“TruckShowX 2024 will be a key opportunity to hear from the experts, look into early case studies,

experience the technology, network with peers and exchange ideas.

“Our recent industry whitepaper identified the need for stronger collaboration to enable a cost-effective decarbonisation transition. TruckShowX 2024 is an excellent opportunity for us to get together as an industry and keep the conversation progressing.

“We are delighted to be partnering with HVIA on what will become a landmark event for the heavy vehicle industry.”

VALE TRANSPORT INDUSTRY ICON SAM SALI One of the National Road Transport Association’s (NatRoad) founding fathers, Sam Sali, has passed away at the age of 86. Sali died in hospital in Bendigo on January 7, surrounded by family and just eight days short of his 87th birthday.

Sali was a foundation member and director of the National Transport Federation, later to become NatRoad in 1994 after its merger with the Long Distance Road Transport Association.

He served as a director of NatRoad until 2001 and was recognised by it, and the broader industry, with national awards in the following year.

Sali was a driving force behind the restructuring of the Long Distance Drivers Award and the introduction of enterprise bargaining to the industry.

“Sam Sali was a giant of road transport and a passionate champion for our industry,” NatRoad chairman Paul Fellows says.

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“On behalf of the NatRoad board and our members, I would like to recognise the legacy Sam leaves which has improved many aspects of our industry which continues today.

“His passing is a significant loss to us all and our thoughts got to his family and extensive network of friends.”

The son of Albanian immigrants Sabri and Hyri Sali who moved to Shepparton in 1937, Sam Sali completed a motor mechanic apprenticeship where he spent almost 30 years driving his family’s trucks. He formed trucking company S Sali & Sons in 1956 with late older brother Alan.

Sali spent many years driving trucks before moving to the management side of the business in the ’70s and eventually becoming involved in industry advocacy.

Sam, Alan and another brother, Haset, are all inductees to the National Road Transport Hall of Fame at Alice Springs.

S Sali & Sons remains in business

Above: Sam Sali has passed away at age 86. Image: Tamara Whitsed

to this day and prides itself on never accepting clients who demand unreasonable delivery times.

Sam Sali is a recipient of the Rotary

Paul Harris Fellow Award for his contribution to his local community and was a life member of the Shepparton Albanian Society.

FEBRUARY 2024 13

24/1/2024 3:47 pm

TWU Michael Kaine

At reform’s doorstep Transport industry reform is almost here, which spells bad news for the invasive gig economy

W

e are on the precipice of real change in the road transport industry, with transport reform about to become law.

Halting the downward spiral is life or death urgent. It’s almost impossible to put into perspective the scale of the tragedies happening on our roads.

Statistics will only tell you so much.

In 2023 there were 231 people killed on Australia roads in truck crashes, 54 of them truck drivers. Every one of those had a family – brothers, sisters, mothers, fathers, sons, daughters. They had workmates, friends, communities, their deaths affecting the lives of so many others. In November a horror crash between three trucks left a driver in his 30s in hospital with serious head and back injuries, and a 19-year-old driver killed.

Is it any wonder young people aren’t coming to this industry in the face of such stories? Road transport workers from around the industry have shared with me how they would never encourage their children to follow in their footsteps because of the way the industry is right now. Senator Glenn Sterle, himself a truckie, often talks about how much he fears for his son on the roads.

And it’s not just deaths. There were 347 transport insolvencies in the last financial year, businesses large and small closing shop because it became unsustainable.

There are still sub-contractors from Scott’s Refrigerated Logistics, which collapsed in early 2023, who are owed hundreds of thousands.

When you add the gig economy into the mix it’s clear we need change. In fact, from the moment the gig economy came to our shores, when the road transport industry

was already in crisis, alarm bells began to ring even more urgently.

At the end of 2023, it was discovered that a food delivery rider’s death went unreported for a year in Melbourne. The 29-year-old was killed while on an electric bike in November 2022. They had next to no rights even in death.

The pressures on gig transport workers to rush through deliveries is immense – without doing so they risk either not making enough to make ends meet, or else they’re in danger of being kicked off the app entirely because an algorithm decides they’re too slow.

Mughda was one of those gig transport workers, a delivery rider in Melbourne who worked for Foodora, a company that has since left Australia after owing workers millions.

When she started working she got a jacket and some stickers. On her first shift she flew off her scooter and ended up unconscious on the road, injuring all the left side of her body and lower back. Because the workers’ compensation she received was so inadequate, she was still limping when she had to return to work to continue making a living.

The injuries never healed properly and she’s still living with chronic pain. These are not uncommon stories in the gig economy.

It should not be the case in this country that you have to compromise on safety just to be able to make a decent wage.

The gig economy has already moved into other industries. In the US, Amazon Relay has brought apps to trucking. In Australia trucking is already the deadliest industry. If it became the norm for owner-drivers to be racing an algorithm, this industry wouldn’t just be in crisis, it would self-destruct.

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

“For too long there have been avoidable deaths on our roads.”

We’ve already seen the beginnings of that with Amazon Flex in parcel freight here.

Companies like Amazon will always use loopholes to try to get around laws. In the US Amazon is currently under fire, accused of using loopholes “to avoid ‘legal liability’ over drivers’ pay and working conditions.”

LAW LOOPHOLES

Giants like Scott’s Refrigerated have collapsed under the pressure created by companies like Amazon dragging down the industry. Owner-drivers on even narrower margins will not be able to compete if the downward pressure continues.

That’s why this reform is so important.

Other courts and jurisdictions around the world have tried to re-classify gig transport workers as employees. What happens is that companies then shift the goal posts and create more loopholes to get around the new laws.

This reform means that no matter what kind of worker you’re classified as – whether you’re a gig transport worker, an owner-driver, an employee driver or any other kind of transport worker—you have protections.

Those protections will take the form of minimum standards, whether it’s for payment terms, cost recovery, contract terminations and more.

It will mean the wealthy clients raking in profits from transport operators and drivers will be held to account.

In 2023 the Transport Workers Union (TWU), along with employers and transport associations from around the industry, took part in two huge convoys in capital cities and to the steps of Parliament House.

Everyone had different reasons for taking part. For too many, it was because they didn’t want to go to any more workmates’ funerals. But what was also clear was the hope that this industry could be better— because it can be.

Driving a truck is never going to be risk-free, but for too long there have been avoidable deaths on our roads. This reform will save lives, and it will save businesses.

It’s been a long time coming, and it’s taken work from thousands of people across countless days, months and years. But it just goes to show what you can do when you work together as an industry. We have far more in common than we have dividing us, and now it’s time to get to work to make this a safer, fairer and more sustainable industry. Together we can do more than halt the downward spiral – we can slam it into reverse.

Image: PhotoGranary/stock.adobe.com

14 FEBRUARY 2024

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ownerdriver.com.au

24/1/2024 11:17 am

HIGHWAY ADVOCATES Robert Bell

Yardstick or goalpost?

Is the NHVR within its rights to increase penalties each year in line with CPI? You be the judge

T

he Heavy Vehicle National Law (HVNL) in Australia has long been the subject of debate and contention, particularly concerning the maximum penalties imposed for offences under this legislation. HVNL penalties are widely regarded as some of the highest in the country’s transport sector, but recent developments and interpretations of the law have raised important questions. In this article, we delve into the complexities and controversies surrounding HVNL penalties and their implications for individuals and corporations involved in the heavy vehicle industry.

The maximum penalties under the Heavy Vehicle National Law are probably the highest available under any transport legislation throughout Australia. The National Heavy Vehicle Regulator (NHVR) and other prosecuting authorities believe the maximum penalty for a critical risk breach is currently $18,900. If you are a corporation charged for an offence under the HVNL, the maximum penalty that would be imposed upon the individual will be five times higher.

With mass offences, expect even a greater penalty depending on the overload percentage.

The Regulator believes the Law allows them to increase penalties every year by CPI. That presents a problem for several reasons, and we do not believe this can occur.

Maximum penalties are viewed by courts as a ‘yardstick’ that allows them to assess an offence. They represent the legislature’s assessment of the seriousness of the offence. Any increase in the maximum penalty for an offence is an indication to the courts that sentences for that offence should be increased.

In general, when legislation increases the maximum penalty for an offence, that must be taken by the courts as ref lecting community standards in relation to the seriousness of the offence. In addition, the courts are required to give effect to the obvious intention of the legislature that the existing sentencing patterns are to move in a sharply upward manner.

Put simply, the Regulator’s view that the maximum penalty for HVNL offences should increase every year is somehow ref lecting community attitudes towards these offences. To put it into some context, the value of a penalty unit in NSW has remained the

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same ($110) for at least the last decade.

Get caught doing over 40km/h above the speed limit in NSW, the maximum monetary penalty a court may impose is 20 penalty units ($2,200). A simple mistake in your work diary and you are looking at a purported maximum penalty fast approaching $20,000.

The f ly in the ointment for the Regulator and other prosecuting authorities is section 596 of the HVNL. It provides that the penalty stated at the end of a provision is the maximum penalty that may be imposed under that provision. All the participating jurisdictions apply or adopt the Queensland version of the HVNL with some amendments on a state-by-state basis. However, the HVNL (Qld) at this current point in time provides that the maximum penalty for a critical breach as stated at the end of the relevant provision is $15,000, not $18,900.

The Regulator relies upon HVNL section 737, which states that the maximum penalty will increase on July 1 each year in accordance with the method prescribed by the National Regulations and that the new penalty will be ref lected by the stated penalty provision. The method prescribed by the Regulations is CPI indexation factor x maximum penalty amount.

The overall monthly CPI Factor peaked at 8.4 per cent in December 2022, and was sitting at 4.9 per cent in October 2023. How is it that the purported maximum penalties under

ROBERT BELL, together with his team of legal professionals, are Highway Advocates Pty Ltd, a legal practice focused on heavy vehicle drivers and operators. It is their unique ‘Industry Insider’ advantage that keeps them at the forefront of this area of law. Robert’s experience in the transport industry, coupled with his insight, is a guiding force for the team of legal professionals appearing in Courts all around Australia, achieving outcomes that consistently exceed expectations.

Highway Advocates are lawyers to the heavy vehicle industry, keeping you on the road where you belong. Contact Highway Advocates on 1300 38 028 or send your court notices and enquires to info@ highwayadvocates.com.au

the HVNL have increased during that period, yet the CPI Indexation Factor has decreased some 3.5 per cent? At the end of June 2022, it was 6.8 per cent, and in June 2024, it had decreased to 5.4 per cent. You be the judge.

The real elephant in the room, however, is HVNL section 737A, which states the enactment of a new penalty is to take effect when that new penalty is inserted into the end of the relevant provision of the Law by an amending Act. In short, if the State Legislation has not been amended by inserting the new penalty into that Law, then the maximum penalty is the one stated in the legislation. A NSW Court, for instance, cannot be forced to look at the website of an entity based in Queensland to know what the maximum penalty is for an offence under NSW legislation.

We say the maximum penalty has not been correctly calculated according to the National Regulations and may not be increased unless that increase is ref lected in the actual legislation.

To consider any other maximum penalty other than that may be a sentencing error.

BLINK OF AN EYE

Another contentious issue we often encounter is weighbridge ‘avoidance’ offences when, in most cases, a driver inadvertently misses a weighbridge entrance or when the f lickering directional arrow changes in the blink of an eye. We don’t believe the relevant legislative provision in the Heavy Vehicle National Law is fit for purpose, as it appeared to be drafted with roadside stops in mind.

The Mount White southbound Heavy Vehicle Safety Station (HVSS) entrance is probably the most missed entrance in the country. There is a very good

“You can’t see the actual weighbridge from the entrance off the highway.”

Image: Greg Bush

reason for this as you can’t see the actual weighbridge from the entrance off the highway.

A very important Supreme Court case in NSW looked at this issue as far back as 2010 when the then RTA appealed a decision of the Local Court Goulburn when two drivers avoided convictions for not entering the Marulan HVSS. The RTA appealed to the Supreme Court on a point of law and was soundly spanked in a legal sense. Davies J held that the weighbridge signs did not substantially comply with Road Rule 105 as was applied at the time. He went on to state, most importantly, that the weighbridge signs were not ‘legal instruments’ for the purpose of the then Road Rule.

We believe that the same situation exists today, and many truck drivers are being penalised under an HVNL provision that is not fit for purpose.

Highway Advocates, lawyers to the heavy vehicle industry, keeping you on the road where you belong.

FEBRUARY 2024 15

24/1/2024 11:19 am

EYES ON THE ROAD Rod Hannifey

Let’s stop the carnage Truck drivers play their part in staying safe, but how about the authorities and the general public?

B

y the time you read this it’s likely the National Road Freighters Association (NRFA) conference at Shepparton will be done and of course, then all the unseen the work behind the scenes will ramp up to follow up on all the discussion and issues raised at the conference. No matter what you see of any association, so much of the work is done behind the scenes and with little recognition or support, unless you have paid staff or other members who help with that side of things.

Even being on the board, the time for meetings and then doing all the stuff to make anything happen, let alone to actually get some things even underway, can be time consuming. But if no one does any of this, do you think the authorities or the government will simply think, we should help, fix, change, improve or even recognise road transport? If you think that, Santa will be here again soon.

I was contacted by the local Dubbo newspaper as someone involved with road safety and asked would I like to comment on the road toll. Yes, I would.

Unless you have not seen or heard the news in any shape or form, it is getting worse and we have had a bad start to the year.

I had gone past a crash site just west of Gilgandra where there had been a fatality and there were still police and road workers with more heading out to clean up the site. It’s then you think

of the loss of life, the damage to those involved but who survive and what happened to cause it?

I raised a number of points, including the fact I watch every driver coming towards me now to see if they are looking at the road. Phone use while driving can and does kill.

In the past people held them up or under their ear and were at least still looking at the road and the traffic. Any movement caught their vision and you hoped they reacted.

Now with the fines and penalties and cameras, it is often concerning to see people looking down beside the seat or in under the wheel, to use their phone while driving and trying to avoid detection. They are not looking where they are going or what they are about to run into and when they eventually look up, it can be too late. Cheap cradles solve part of the problem and we know common sense, which would make most people recognise they are moving and should be looking where they are going, seems to have been lost. The importance of texting or

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

“The importance of texting or scrolling when in traffic is bloody stupid.”

Image: Greg Bush

16 FEBRUARY 2024

OWD_373_016_COL_Rod Hannifey_GB.indd 16

scrolling when in traffic is bloody stupid and could cost you and or someone else their life.

But of course, “It won’t happen to me” and, “I am smarter, cleverer, better than all those other people who have crashes while on the phone”, which means many still do it. I don’t have a solution, but fear for the fact it seems to be getting worse.

ROAD SHARING

This leads to another issue and one I have banged on about for years and that is we do not teach young drivers about sharing the road with trucks. They play video games for years where the more laws you break and the more people you kill, the more points you get. Then we teach them just enough to drive, not how to survive on the road for the next 50 years, then we let them loose.

How many dashcam videos have you watched (and how many times have you seen it on the road) where you see the car wait, then at the last second or well after they may have got away with it, pull out in front of another car or truck? Yes, the f laws come from being human, we all make mistakes and I hope you would all agree that more knowledge and education before going on the road is better than learning as you die.

Many years ago, I complained to the road authority about traffic lights around a blind corner where we travelled to load fuel in Newcastle.

We were going in empty, it was in a 70km/h zone and there were so many skid marks on the road they covered the whole lane. I never got the crash data or anything but I explained the problem from a truckie’s point of view and, eventually, they installed the yellow f lashing warning lights before the corner to warn you the lights had changed.

That same idea was then used on some rail crossings. In the past truckies have died hitting trains.

One issue I raised was the fact that over the years, trees had grown and removed the line of sight on some crossings to the point you don’t see the train until it is nearly there at the crossing. This is much more a rural issue and of course, a spot where there is less trains and less likely to have warning lights and or boom gates.

I would like to know who in the transport industry was consulted when they decided to bring in the 80km/h zones at rail crossings? Yes at some, it might help, but what does the train do to improve safety? Do they slow down? Of course not, that would cost them money and time.

But what about our money and time when every single vehicle has to slow (and if you don’t, I am sure some local coppers will think it easy money to fine you) when there might be one train a day or week. “No, let’s do it everywhere.” Why not fix the line of sight and install similar early warning lights when you can’t see the line or the train?

How do we stop the carnage on the road, our workplace and when will it be recognised as such?

ownerdriver.com.au

24/1/2024 11:16 am

NRFA Dale McDonald

Sleepless in a cab-over Day cabs and long distance runs equal fatigue

H

opefully in the future we can start working on managing fatigue, and by this, I mean changing the length laws of our prime movers so we can have proper comfortable sleepers to manage fatigue. As an owner-driver I can choose what sort of truck and what size sleeper I need for me to do the job in front of me and for me to be comfortable on the road and have all the things I need to help manage my fatigue.

For the poor old company driver that is thrown into a cab-over with a tiny sleeper and having no room to be able to be comfortable on the road adds to fatigue. They have no room to carry gear let alone carry enough food for the week to be able to pull up anywhere at any time to heat a prepared meal or to cook something on a cooker. It all adds up to fatigue.

With a decent sleeper you can be set

up with a microwave, fridge and even a separate freezer so you can eat homecooked meals on the road, instead of pulling into a truck stop and eating greasy fried food from a hot box. Then there’s the issue of finding a shower and get a good night sleep.

If you have the right set up, throughout the afternoon you can be planning what time you pull into any parking bay for 30 minutes or an hour, whichever you choose, and with your precooked meal you can heat and eat, and have your required break. Then as you drive into the night you can be planning which truck stop you can pull up at with a decent shower after having already eaten a few hours before.

If you’re in a pint-sized cab or day cab and don’t have that choice, you will find yourself driving all day, having to pull into a truck stop and eating out of the hot box. After that you have to totally

DALE McDONALD, a current National Road Freighters Association board member, became an owner-driver at the age of 20. His driving experience includes various trucks from concrete agitators to truck and dogs and to B-doubles doing interstate. Later in life he decided to become an owner-driver again, doing refrigerated freight as a tow operator. He realised the sad state of our roads and rest areas, wanting to be a voice to help improve the transport industry.

Image: Greg Bush

rearrange the whole inside of the cabover just so you can get into bed to have a sleep. If you’re set up with a decent sleeper with plenty of room to carry clothes and have food all sorted and everything in its place, this will have a big impact on managing your fatigue.

How many times do you pass a cab-over with a fridge on the passenger seat or a suitcase or bag full of gear to survive the week? You must think to yourself, ‘how do these poor blokes or ladies survive?’.” The sooner they change our length laws the sooner we can manage fatigue much safer and easier.

I can see some of the manufacturers starting to push into this area, including the likes of Western Star with the 82-inch bunk and soon to be released Mack with a 70-inch bunk. There are definitely OEM manufacturers that can see owner-drivers looking for larger living space.

With a little bit of help from everyone involved, maybe one day the strike of the pen may go our way in this area.

When they do I believe drivers can manage fatigue easier and our roads will be safer for everyone to travel.

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new model preview

DAF FLEXES MUSCLE Destined to make DAF a stronger competitor in every sense, Paccar Australia is intently ticking all the boxes in the lead-up to the launch of its highly anticipated XG models. Trial units are now running full throttle with several hard core fleets, among them Lindsay Australia. After sharing the steering on an overnight shuttle run, Steve Brooks filed this inside story on the evolution of a truck tailored exclusively for the Australian market

20 FEBRUARY 2024

OWD_373_020-27_DAF flexes_GB.indd 20

I

f it’s true that all good things come to those who wait, then Paccar Australia’s people would be entirely justified in thinking they’ve waited long enough for a DAF with the muscle to rumble among the big players in the European cab-over class.

It has, indeed, been a long wait but in just a few months – most likely May – the Cumminspowered XG models will make their official debut and, in the process, mark that point where DAF finally has the muscle and the merits to be far more things to far more people. In effect, to step into the heavyweight ring with a top-shelf, high horsepower contender genuinely capable of going toe-to-toe with the top toilers of Volvo, Scania and Mercedes-Benz. And ultimately, almost certainly, even have a crack at Kenworth’s classic K-series.

Whatever, there’s no denying XG and the flagship XG+ are exciting newcomers, designed entirely to fill the void which has seriously hamstrung the Dutch truck’s capacity to challenge its continental competitors in the top end of the Australian market. And in a broader corporate context, perhaps realise the potential Paccar’s global powerbrokers have long sought for the brand in our part of the world.

Still, it has been a long and occasionally rough road to this point, stretching far deeper into DAF’s evolution than the ‘light bulb’ moment almost seven years ago when Paccar Australia’s brains trust first proposed the coupling of a radical new Cummins 15 litre engine with a completely reworked line-up of flash flagship models.

What we’re about to see in these new trucks is, in fact, a precisely localised version of an absolute triumph in revival and renewal forged over almost three decades.

It all stems back to a road first trekked in late 1996 when Seattle-based Paccar Inc. rescued a severely ailing DAF Trucks from what was almost certainly the corporate scrap heap, paying US$543 million for the Dutch truck and engine maker.

This was not, however, Paccar’s first venture across the Atlantic. In 1980, Britain’s iconic Foden became part of the Paccar portfolio but by 2006, after largely failing to ascend to heights hoped for, the Pommie brand was discreetly shelved. Yet while Foden wafted into obscurity, a rejuvenated DAF was careening its way back into commercial consciousness.

ownerdriver.com.au

24/1/2024 11:10 am

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“Within Paccar Australia, DAF is today recognised and accepted as the brand with the greatest growth potential for the company.”

Top: At the wheel. Comfort, road manners, switchgear functions and overall ease of operation are high on the list of likes from the driver’s seat Above: Lindsay Australia general manager of operations Rob Dummer. It’s early days but there’s ample faith Paccar and Cummins will get it right Opposite top: Hayden Rogers. No hesitation in stating he’d be happy if they left him in the new DAF permanently Opposite bottom: Lindsay Australia linehaul shuttle drivers Hayden Rogers (left) and Nathan Senenikow give the DAF XG+ a quick spruce before another Coffs Harbour to Sydney leg. Lindsay Australia is one of four prominent fleets putting DAF’s flagship through its linehaul paces

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Nonetheless, economic analysts and industry observers in the late ’90s openly wondered about the DAF acquisition, questioning the wisdom of such a high-priced purchase for what was plainly a company teetering on the edge of extinction. Yet, with the advantage of hindsight, it’s easy to suggest that analysts and observers alike failed to comprehend Paccar’s vision for DAF or perhaps more accurately, the conviction of Paccar Inc’s supreme leader, Mark Pigott, to turn the tables on Europe’s powerhouse players.

Little doubt, Mark Pigott was on a path to take Paccar beyond Fortress America and DAF was the weapon of choice for what would become a determined assault on Europe and beyond. In 1997 he took the executive reins of Paccar Inc. following the retirement of his father Charles ‘Chuck’ Piggott, becoming the fourth generation of Pigotts to lead the famously profitable company and to put it mildly, he did not delay in sharpening a course which would make Paccar a truly global player.

In the US, of course, Paccar’s Kenworth and Peterbilt brands are household names and in arguably the corporate world’s most successful example of sibling rivalry, each brand has built formidable followings among North American truckers. However, not all American truck brands had done nearly so well and in the early ’80s, European giants Daimler and Volvo were quick to take advantage, building a US beachhead with acquisitions of several high profile but financially troubled truck makers.

Volvo started the ball rolling by buying White and later acquiring Mack via the Swedes’ takeover of Renault.

Likewise, German giant Daimler didn’t hesitate to grab Freightliner and much later, Ford Trucks. Thus, under the guidance of European executives, the Swedes and Germans cut deep into the North American market and it would be

immensely naïve to think Paccar hasn’t felt the pain of Europe’s incursion.

Even so, Paccar’s later purchase of DAF caught many by surprise but from the outside looking in and again with the clarity of hindsight, it was a stunningly smart move. Mark Piggott was masterminding Paccar’s lunge into the highly competitive European market based around a truck maker complete with its own engine production capacity. In fact, the engine aspect of Paccar’s purchase cannot be overstated with the remarkable acceptance of Paccar MX engines in all three brands – DAF, Kenworth and Peterbilt – on both sides of the Atlantic and beyond.

It took time, but Paccar’s acquisition and subsequent rebirth of DAF could nowadays be fairly ranked as the greatest achievement and most successful initiative in Paccar’s history, with DAF today in daily battle for overall leadership of the European heavy-duty truck market.

Obviously enough, it is a similar battle Paccar Australia aims to provoke with the addition of the XG and its premium XG+ partner.

DAF down under

However, facts and figures tell the story that DAF hasn’t yet come remotely close to replicating its continental conquests since becoming part of Paccar Australia’s portfolio in 1998.

True, the last few years have seen improvement in the Dutch truck’s annual sales tally, with last year’s spectacularly strong heavy-duty market delivering DAF a 4.7 per cent stake of the sector on the delivery of 827 units, easily the best result in the brand’s Australian history.

Overall though, DAF’s Australian presence has largely fallen far short of corporate expectations since Paccar took control.

Why?

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Well, long story short, DAF got off to a rough start in Australia. Really rough!

In pre-Paccar days, for instance, the brand came here as a fully-backed factory operation from the Netherlands before being unceremoniously offloaded to entrepreneurial types looking to cash in on the heavy-duty cab-over class: Former Transpacific and Western Star supremo Terry Peabody comes quickly to mind.

Worst of all though, early attempts by Dutch executives to make a mark in Australia saw formative models being carelessly sold into applications where they simply weren’t suited and subsequent shortcomings created a poor reputation which in some quarters has endured despite dramatic improvements under Paccar’s parentage.

Yet despite the drawbacks, including a limited model range, the DAFs of Paccar have evolved to become far more appealing machines but typically perhaps, old opinions can sometimes die hard in the trucking game, not least in our neck of the woods.

But then, Paccar Australia hasn’t always been kind to DAF, either. Australia is one of the very few markets where DAF and Kenworth sell alongside each other and to put it as delicately as possible, the Dutch truck has not always fared well in Paccar’s local structure. Or as a salesman candidly commented some years back, “It’s a lot easier and a lot more profitable to sell a Kenworth than it is to sell a DAF.” What’s more, there’s no question some previous administrations at Paccar Australia were less than enthusiastic about the European truck, despite the urgings of head office in Seattle.

Fortunately, attitudes have improved dramatically over the past decade but more to the point, so has the brand’s reputation and reliability. Sure, Kenworth is king but within Paccar Australia, DAF is today recognised and accepted as the brand with the greatest growth potential for the company. In fact, it’s not so long ago that a family member of the vast Brown & Hurley dealership group remarked that the Dutch truck was accounting for up to 30 per cent of all its truck sales.

Simply stated, DAF has steadily filled gaps that aren’t always able to be filled with Kenworth, notably in single trailer and rigid applications where the versatile CF range has made solid gains powered by Paccar’s MX-11 and MX-13 engines, the latter now pumping out up to 530hp and 2600Nm (1918lb-ft) of torque.

Therein, however, has dwelled the dilemma for DAF in the big end of the business: Simply not enough grunt! Try as it might with much the same MX-13 powertrain as the CF, the existing XF model just hasn’t had the performance muscle or market appeal to match it with the Swedes and Germans, specifically in the burgeoning linehaul B-double business.

As Paccar Australia sales and marketing director Michael Long commented several months back, there are at least 1200 European cab-over trucks of 600hp or more being sold annually in Australia and as things stand at the moment, DAF has no presence in that sector of the market.

This is, of course, a void Paccar Australia is particularly eager to end and the XG and XG+ with the all-new, lighter and markedly more powerful Cummins 15 litre engine are the keys to cracking into the big boy business where demand for heavy-duty trucks continues to set sales records and defy assertions of a downturn. Last year’s total of 17,569 heavy-duty deliveries, for example, was a new record few would have imagined following the previous record result in 2022,

indicating that Michael Long’s ‘1200 European cab-over trucks of 600hp or more’ may be now a tad on the conservative side.

Simply put, these are boom times and given the extraordinary interest in the new DAF flagship during a surprise appearance at last year’s Brisbane Truck Show, timing for the new model’s release probably couldn’t be better.

Yet after more than six years of fastidious engineering, intricate planning and extensive testing spanning the vast global networks of Paccar and Cummins to create a continental cabover like no other, Paccar Australia is taking nothing for granted as the official launch of the new models now looms into view. Paccar’s local leaders know only too well that opportunities like this, moulding the features of the superbly equipped XG family with the most advanced big bore truck engine every created by Cummins, are a once-in-a-lifetime occasion.

Obviously, cab and chassis components of the new generation DAFs went through years of extreme testing prior to their European launch in 2021 and so, too, had Cummins put a huge effort into ensuring the durability and efficiency of the engine which has become broadly known as the M15. Australia, however, demands a great deal of its trucks – especially those at the top of the tree – and testing and validation of the cab and powertrain under real world conditions have been arguably more intense than anything ever before undertaken by Paccar Australia.

As the spearhead of DAF’s emergence from the fringes of Australia’s heavy-duty ranks to a level which at the very least is designed to challenge every premium player in the continental cab-over class, Bayswater’s boffins know as well as any that there are no shortcuts to success. More to the point perhaps, particularly given the brand’s history here, there’s the blunt awareness these top-shelf DAFs will need to be ‘on the money’ from the outset.

Test drives

In what is probably a case of stating the obvious, the entirely new Cummins engine is the most critical component in Australia’s XG program.

Ensuring the engine’s reliability and efficiency continue to be top priorities and as we’ve reported in previous articles, detailed field tests saw engines installed in Kenworth K200s before the arrival and subsequent on-road evaluations of the first DAF XG+ trial units.

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“Paccar Australia is taking nothing for granted as the official launch of the new models now looms into view.”

Above: DAF first entered the Lindsay fleet in 2015 with the versatile CF model, building a strong reputation for reliable, efficient operation in rigid, single trailer and local B-double work.

Now, two XG models have been ordered Right: Our first run in an XG+ was in this trial unit in Melbourne several months ago. First impressions were undeniably positive

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Despite being physically smaller and significantly lighter than the current Cummins X15, the highly advanced newcomer boasts a considerably bigger bite and will hit the market in two ratings – 660hp with 3200Nm (2300lb-ft) of torque and a 600hp setting with 3000Nm (2212lb-ft) of torque. On the figures alone, neither rating will be timid in the tugging department.

However, the engine will be badged ‘Paccar’ rather than Cummins and reinforcing the corporate message even further, it will be painted black instead of the usual Cummins red. A move, in effect, signifying Paccar’s total control of the program which sees DAF electrical protocols commanding a powertrain stirring through ZF’s highly regarded Traxon automated transmission rather than the usual Cummins connection to an Eaton shifter.

As we reported in our November ’23 issue, we were fortunate to be given an exclusive update on the XG program

by Paccar Australia senior executives and the same day, granted a short drive of a fully loaded XG+ B-double trial unit on suburban and arterial roads around Melbourne. The truck was, in fact, one of four running around-the-clock to notch up mileage and operational data before being delivered to high-profile fleets for intense duties in the real world of linehaul freight.

Typifying the new model’s initial specification, the XG+ trial truck sat on a 3.9 metre wheelbase and carried a gross combination mass rating of 97 tonnes. Importantly, it also carried fuel and AdBlue capacities of 1200 litres and 130 litres respectively.

Underneath was the 660hp version of the new Cummins stirring through a 16-speed Traxon transmission into a Meritor drive tandem on Paccar’s Airglide rear suspension, with disc brakes all-round.

While time behind the wheel was limited, it was at least long enough to form the view that over a set-back front axle, it’s an easy climb into the cab on well-placed steps, fit and finish appear finely crafted and gratefully, it didn’t take long to become familiar with the digital dash layout, major switchgear and control functions. Overall, first impressions of build quality and operational layout were undeniably positive.

The only dislike was the use of cameras and internal digital screens in place of standard glass mirrors. We’re told, however, that traditional glass mirrors will be the standard in production models. Wise!

We were, of course, keen for more time at the wheel but with the countdown to the new models’ formal release winding down, we’ve had to wait a while. The intensity to streamline and evaluate every detail of the specification has

been Bayswater’s top priority and it wasn’t long after those initial tests that trial units were deployed to several major fleets.

One of those fleets – along with Victoria’s Cahill and Dyer companies, and Nolan’s in Queensland – is Lindsay Australia where a 660hp XG+ is pulling B-double reefers on a linehaul shuttle operation between Sydney and Brisbane with the only scheduled stop being a daily driver change and fuel topup at the company’s Coffs Harbour base.

Working under the fiercely pragmatic gaze of Lindsay Australia general manager of operations Rob Dummer, the truck had six weeks’ work under its belt when the go-ahead came to share the truck with Lindsay driver Hayden Rogers on an overnight return run of almost 1000km between Coffs Harbour and Sydney.

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“The Dutch have an interesting habit of converting cab-overs to what they call ‘Torpedo trucks’.”

CONVENTIONAL CONJURING Historically, the Dutch are an industrious lot with a liking for stretching the envelope, literally and physically.

Take this image, for instance, of a slick conventional almost certainly conjured from DAF’s new generation XF and XG cab-overs and currently doing the rounds among truck spotters across Europe.

On the face of it, you could be excused for thinking it’s something secret from DAF’s inner sanctum, but you’d be wrong.

As a close colleague from the northern hemisphere tells us, the Dutch have an interesting habit of converting cab-overs to what they call ‘Torpedo trucks’. Effectively, conventionals based on an existing cab-over design.

In this case, and as the personalised number plate reveals, it’s a creation by Dutch DAF dealer Bakker Bedrijfswagens. But don’t hold your breath waiting for it to become a production reality.

Simply, it’s unlikely to happen but that obviously didn’t stop the dealer from conceiving and then going to considerable lengths to create the bonneted DAF. However, this isn’t the first time a Dutchman has turned a

cab-over into a conventional. In 2012, Dutch haulier A. Jansen Transport worked with his local DAF dealer to create what they called the XT105 model from an XF cab-over, all to celebrate the transport company’s 40th anniversary.

There was a time, however, when DAF was actually involved with conventional models such as the DAF-badged International Paystar pictured here in 1973, equipped with a DAF engine and later replaced by the DAF N-2500 series in a further development with International.

Fortunately, the latest ‘Torpedo’ at least looks far sleeker and more appealing than some previous shots.

Top left: From cab-over to slick conventional. Latest of the Dutch ‘Torpedo’ projects, this one developed by a Dutch DAF dealer Above: Blunt bonnet. From 1973, DAF N-2500 was a joint development with International Below: Created to celebrate a Dutch transport company’s anniversary, the XT105

Originally from New Zealand, the affable 34 year-old father of three lives in Coffs Harbour and in six years with Lindsay Transport, has moved through the driver ranks from rigids to semi-trailers on local deliveries before starting B-double shuttle duties three years ago. He’s quick to admit liking the job that sees him home with his wife and children in the mornings before heading to bed and in the afternoons, stepping back into the truck when long-time Lindsay driver Nathan Senenikow arrives back in Coffs from Brisbane.

On this particular run, it’s early evening before we’re southbound from Coffs with Hayden at the wheel of a combination grossing 60.7 tonnes, loaded with Queensland produce and with little more than 61,000km under the DAF’s belt.

The conversation flowed easily with Hayden declaring that while it’s still early days he’d happily stay in the truck permanently, adding that Nathan Senenikow holds much the same view. Comfort, road manners and practicality all rate highly, he insists, and there hasn’t been the slightest hint of a squeak or rattle anywhere. Likewise, he cites easy familiarity with the various control functions and switchgear, particularly after early tuition on the model’s extensive features. Critically, the DAFs extensive suite of standard safety functions also figure favourably in this family man’s estimations.

Meantime, performance of the Cummins has been impressive, he remarks without hesitation. “Yeah, it’s going really well and getting better all the time as it gets more mileage. There’s definitely nothing shy about the way it pulls.”

The XG+ first arrived at the Coffs depot with almost 21,000km on the clock and since being scheduled into the fleet, has been notching around 10,000km a week. Asked

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“Simply stated, the XG+ was a sweet truck to drive in every sense.” about fuel consumption, Hayden simply scrolled through the truck’s on-board computer to reveal that in the previous 17,000km, fuel usage had averaged 2.1km/litre, or a fraction under 6.0mpg in the old measure.

Kilometres rolled past quickly down the highway and it was easy to sit back as Hayden steered into the night, the engine pulsing calmly at 1350rpm with cruise control set at 100km/h. It’s quiet in the cab, but not so clinically quiet that you can’t hear or appreciate the healthy hum of the Cummins burbling underneath. It might be a totally different engine but the note has a distinct family resemblance.

However, one notable difference between this truck and the unit I’d driven a few months earlier in Melbourne was the transmission, with the Lindsay truck running a 12-speed Traxon shifter instead of the 16-speed version. At this stage it’s unknown if Paccar was simply trialling the 12-speed box or intends to offer both speeds but either way, partnered with the considerable grit and grunt of the livewire Cummins, the 12-speeder certainly lacked nothing in slick selection of the right slot at precisely the right moment.

The only other noticeable difference from the truck driven earlier was the replacement of digital mirrors with excellent glass mirrors. Again, a wise move.

Despite relatively few kilometres on the clock, the Cummins was responsive and strong, cresting the sharp Coolongolook climb in 8th gear at 1500rpm with road speed dropping no lower than 40km/h.

A few hours later, the longer and marginally tougher run up Moonee briefly pulled the truck back to 38km/h in 7th gear at 1800rpm.

Midnight wasn’t far away as Hayden uncoupled trailers at the Berowra siding on the old Pacific Highway and just minutes later, a northbound B-double set arrived and was quickly transferred to the DAF. For the record, the on-board computer showed fuel consumption for the southbound leg of almost 500km at 1.9km/litre, or 5.37mpg.

From here on, Hayden had his first run in the passenger seat but rather than the truck hauling produce, express freight bound for Brisbane meant a modest gross weight of around 43 tonnes.

Clearly, the Cummins made easy work of the return run and behind the wheel, familiarity with the DAF’s various control functions was soon second nature. Just as first impressions months earlier were positive, so too was it easy to forge considerable regard for the DAF’s road manners on the highway back to Coffs Harbour.

Simply stated, the XG+ was a sweet truck to drive in every sense. Perhaps steering could be judged a tad too light but then, it’s certainly not so soft to be wayward. Meantime, there were no squeaks, no rattles, controls are well sited,

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Above: Mirror, mirror! Initially equipped with digital mirror cameras, the Lindsay test unit was swapped to conventional glass mirrors, though the front camera was retained to enhance safety.

Wisely, glass mirrors will be the standard Opposite top: Key to the success of the DAF XG range will be the reliability and efficiency of the new Cummins 15 litre engine.

Lindsay’s K200 was one of several early test beds

the dash layout is pleasing and practical, ride quality and road noise on the perpetually cracked concrete around the NSW Central Coast raised no issues, throttle response of the Cummins was quick and strong, and overall, the XG+ trial truck gave the distinct impression of solid strength and inherent quality.

Sure, these are very early days but at the distinct risk of jumping too soon with a blunt opinion, this new DAF appears to have all the hallmarks that will allow it to do what it has done so successfully in the northern hemisphere; compete head-to-head with Europe’s finest top-shelf toilers.

Dawn was a hint of colour on the Pacific horizon as the

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DAF turned into the Coffs depot, the trip computer showing fuel consumption of 2.2 km/litre for the 968km run, or 6.2mpg. Either way, a highly respectable result.

With well-practiced routine, Hayden and northbound driver Nathan Senenikow soon had the truck refuelled, washed of the night’s bugs and grime, and heading to Brisbane, continuing to build the mileage and the credibility Paccar Australia is so keenly seeking as the new DAF’s debut races to reality.

An hour or two later, Rob Dummer would

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quickly peruse the previous night’s reports of all the equipment in the vast Lindsay operation, the new DAF just one among the many.

Cautious confidence

A man who doesn’t mince words when it comes to the estimation of all forms of transport equipment be it trucks, trailers or rail cars, Rob Dummer offers a shrewd smile when asked about the new DAF’s prospects. “Too early to tell,” he says simply.

“Ask me again when we’ve put another hundred thousand kays on it.”

As for the point in the XG’s future when a decision to purchase might be made, he says sharply, “It’ll need 500,000km under it before critical decisions like that are made. Price will be a deciding factor, for sure.”

Funny thing though, he admits that while Paccar Australia hasn’t yet finalised pricing of the flagship DAFs, two of the new XG models have already been ordered, due off the Bayswater production line in the next few months. Set to replace Lindsay’s only two Volvo FH models, a succinct Dummer says the DAFs will be “… a continuation of the testing exercise for us”.

Nonetheless, there’s no hiding the fact that Rob Dummer has developed a considerable regard for DAF since the first units joined the Lindsay fleet in 2015. In our exclusive feature report on Lindsay Australia early last year, he remarked, “We still have our original DAF and seriously, we can’t fault it.

“As a single trailer truck and eight-wheeler rigid, and even on local B-double work, we can’t go past DAF,” he said, referring to the 100-plus MX-powered CF models in the fleet.

However, as a linehaul B-double truck, DAF’s opportunities within the Lindsay operation have been basically non-existent. Until now!

In late 2022, Rob Dummer was among a group of Australian truck operators given a close look at the new XG range during a visit to DAF facilities in Europe. He didn’t deny there was a lot to like

in the new DAF cab and the installation of the lighter, more powerful Cummins underneath certainly fired his interest.

Meantime, while Lindsay’s early testing of the new Cummins engine in Kenworth K200s was effectively a first step with somewhat marginal results, it’s an upbeat Rob Dummer who admits to considerable faith in the long and mutually beneficial relationship between Paccar and Cummins and vitally, their obvious intensity to “get it right” in the new DAF. “There’s definitely a lot at stake in this new truck for both companies,” he said recently, voicing a strong opinion that in a project of this scale with so much riding on its success, there’s little likelihood that anything will be left to chance.

Subsequently asked if the new DAF could ultimately be a preferred choice over Kenworth’s perennial K-series cab-over, a thoughtful Rob Dummer explained, “The DAF tares about half a tonne lighter than a K2 but even so, we’re not a big cab-over user on linehaul and shuttles. There are about 340 prime movers in the fleet and right now, only about 30 of them are either K200s or K220s.”

Still, his close involvement with the XG program doesn’t disguise a cautious confidence in the future for the new DAFs. Again though, he maintains that price will be a potent factor in purchasing decisions. Like, when asked last year if the top-shelf DAF had the ability to gnaw at Kenworth’s cab-over business, a shrewd Rob Dummer said simply, “Could be. The K220 is an expensive truck.”

Whatever, for Paccar Australia it has never been a question of DAF versus Kenworth. It is entirely about a clash of the continentals, with DAF finally having the performance, the appeal and the operational credentials to do what it has never before been able to do in this country. That is, go head-to-head, toe-to-toe with Europe’s big boys.

Bring it on!

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truck detailing

PERFECTLY PINK Asking a seven yearold to choose your new truck’s colour is a recipe for surprise.

Now there’s no missing this colourful Kenworth as it travels along Australia’s highways. Kayla Walsh writes

W

hen Robert Land let his sevenyear-old daughter Ivy pick the colour of his new Kenworth T610 SAR, it was no surprise that she went for bright pink.

The eye-catching truck, named ‘Miss Ivy’ after Land’s little girl, is now an instantly recognisable fixture on Australian roads.

She’s also taken out her fair share of awards at truck shows, including Best American Truck at the Lights on the Hill Show in Gatton, Queensland and three at the Temora Truck Show in New South Wales – Truck of the Show, Best Working Truck (Under 5 years) and People’s Choice.

“It was only fair that we let Ivy pick the colour of the truck, seeing as her older sister got to pick the colour for a Western Star we had bought previously,” Land says.

“Ivy chose the bright pink from a paint swatch and we ordered it brand new from the factory.

“Being seven years old, she kind of forgot about it after she picked the colour, and we never told her that we had actually ordered it.”

Land got Masterart Designs in Brendale, Queensland to work their magic on the back of the truck, adding the name ‘Miss Ivy’ and a picture of a unicorn.

“Damo and his team at Masterart have done a fair few trucks for me before and they always do a great job,” he continues.

“We left Miss Ivy a surprise until it was all finished and blinged out and then took it to show it to my daughter. She was so surprised and happy she started crying.”

Miss Ivy might look pretty, but she’s tough

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too. She does B-triple and road train work all around Australia, and her driver Tony West loves being behind the wheel.

“He actually went and got his own shirts made with pink through it and Missy Ivy and the unicorn on them.

He loves that truck.”

Another well-known truck in the Land Transport f leet is Sunrise Ruby, named after Land’s oldest daughter.

The striking blue Western Star 6900 appeared in the first ever episode of the popular TV show Aussie Truck Rehab, where it was given a serious makeover.

“I’m good friends with Jon Kelly from Aussie Truck Rehab and when he knew I was buying that truck, he invited me on the show,” Land says.

“We got the truck brand new and I took it straight to Jon’s.

“We customised it and changed the tank layout. Instead of the batteries being side mounted we mounted them in chassis and made it a true six-tank truck.

“So we added extra tanks and changed the layout so it was neater.

“We also put a paint design on it, Damo at Masterart did that one as well, he did the layout of the stripe work and the scrolls.”

Land and Kelly also decided to change the interior up.

“We made it a full carpet f loor in there. We were trying to go for an old-school heritage Western Star look.

“Then we took it down to the Casino Truck Show last year when it was finished and it debuted in its first show with 12 of Jon’s personal trucks. So that’s pretty cool.

“It was great to team up with Jon because he’s very fussy, he has the best eye for detail when it comes to making trucks look good. Without going over the top.

“It’s just all the right bits in all the right places.”

Land, who has over 100 trucks and 300 trailers, takes a lot of pride in his f leet.

“Maintenance and presentation are A1 in this place,” he says.

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“We’ve got a public image that we like to keep up.

“We are known for having the best of the best equipment and we don’t scrimp when it comes to spending money on elite equipment.

“That way you’ve got less dramas, less breakdowns, you attract good employees.”

He says that the general public often don’t like trucks, so he sees having beautifully presented vehicles as a way to win them over and showcase what they do.

“You show people why you’re still in this industry. It’s something we love, we’ve been doing it our whole lives.

“Our business is 40 years old next year so we’re in it for the long haul.”

Top: The daughters’ influence: Land Transport’s Western Star 6900 and Kenworth T610 SAR, alias Sunrise Ruby and Miss Ivy Above, left to right: Ivy is overjoyed that the new Kenworth carries her name; Sunrise Ruby received its share of Masterart Design’s handiwork Opposite: Seven year-old Ivy Land was delighted when she saw the pink truck; Land Transport’s pink T610 SAR.

Images: Land Transport

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operator profile

MATCH MADE IN TRUCKIN’ HEAVEN A combination of two family operations is reaping rewards, not only for business, but also on the truck show circuit. Tiarna Condren writes

Top, left to right: A BJL Kenworth T610 SAR arrives at Alexandria for the truck show; The Andrews’ clan is a big supporter of fundraising truck events Bottom: Family connection: National Logistics is highlighted on the trailer while BJL’s Transport gets cab recognition

Images: BJL’s Transport

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T

here’s nothing better than the coming together of two families. Except maybe, the coming together of two family-owned businesses. Transport company National Logistics (NL) is the lovechild of Bev and Luke Andrews. With Bev owning NL before they met, and Luke and his brother BJ owning and operating BJL’s Transport, their story is a match made in transport heaven.

Following the passing of BJ, Bev and Luke found themselves leaning on each other for support, both personally and professionally.

Both being Melbourne based, accounts manager Jemma says the businesses became like sister companies.

“They just intertwined their companies and have grown since,” she says.

“Back then, they were only small companies, and now they’ve outgrown everything.”

With depots in Melbourne, Sydney, and Brisbane, the flourishing company is run by a plethora of Andrews family members.

“Bev has three sons, and a daughter. My partner is Jake, who is the operations manager, and one of Bev’s sons,” Jemma says.

“We’re very family orientated. We’ve got two sets of sisters as well that work with us, so we’re all a bit intertwined I guess,” she smiles.

Jemma says the family grew up around trucks “forever” and has already begun teaching the new generation of Andrews about the trucking business.

When the family isn’t busy bossing each other around in close quarters, they enjoy spending their time at truck shows.

“We definitely come to have a bit of a sticky beak at everyone’s stuff and kind of have a look,” Jemma says.

“My partner Jake, he just has a lot of love for trucks. He’s the reason why we go, so we can just have a look around and see what’s on show.”

But it isn’t just truck watching that they come to do. They also put some of their own fleet up for inspection.

The Alexandra Truck, Ute & Rod Show last June had the crew rolling in two white Kenworth T610 SARs. One of the white rigs, aptly named ‘Rolling Down a Dream’, is adorned with blue scrollwork and signwriting.

The four children’s names can be seen in script, running down the backside of the cab alongside custom BJL steelwork.

Jemma says that they spend a fair amount of time preparing the trucks for the occasions.

“A lot of maintenance goes into it. I mean, we have a really well-maintained fleet, so everything is seen to regularly, or more than regularly.”

With only one Scania changeover truck, the NL fleet is packed with Kenworth K200s, 610s, 659s and a 909.

Each truck has BJL Transport on the cab, while National Logistics is plastered on the trailers.

Jemma says the family loves the reliability and quality of Kenworth, proving time and time again to be top of the range.

“The family take a lot of pride in what equipment they have.

Whether that be their trucks or trailers, they still like the equipment underneath, however hidden, to be really high end.”

“They put a lot of money and pride into what they have, and they work hard to maintain that.”

“With the Kenworth’s it’s just personal preference, and they really, really love them.”

Jemma says attending truck shows isn’t just about showing off the flashiest vehicles but connecting with people in the industry.

“The transport industry is a big game, and everyone knows each other,” she says.

“It’s just so nice to see everyone in the one space together. It’s a good social day.”

With plans to attend shows in Castlemaine, Brisbane and Geelong, the Andrews show so sign of slowing down.

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NATROAD Warren Clark

Challenges and change Despite a year of solid progress, the delayed HVNL review is frustrating for transport operators

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elcome to 2024. It’s the Year of The Dragon – and a time that the Chinese horoscope says will bring authority, prosperity and good fortune. We’re keen on this type of outcome after what has been a tricky year for many. Diesel prices trended down but remained high, thanks to events overseas over which Australia had no control.

In the face of big inflation numbers making life challenging for most operators, the financial viability of operators remains our biggest issue.

Regulatory reform slowed to a crawl in 2023 before governments gave themselves yet another extension in the never-ending overhaul of the

Heavy Vehicle National Law. NatRoad opposed this delay, which pushes the introduction of new laws into parliament until 2025 at the earliest, seven long years from when the review commenced.

One thing that did move during the last 12 months was industrial relations law. The most significant for our industry was the introduction of a mechanism for the Fair Work Commission (FWC) to set minimum standards for drivers.

The legislation was split into two Bills with one passed in December and the other sent to a Senate inquiry, returning to the Parliament’s Upper House for debate after February.

Should the changes pass into law,

WARREN CLARK is the CEO of the National Road Transport Association.

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.

NatRoad believes they won’t result in a return to the bad old days of the flawed Road Safety Remuneration Tribunal.

Any orders the FWC makes will be framed with expert industry input.

There will be a way for operators to influence meaningful improvements to the way the road transport freight task is performed.

MAKING PROGRESS

Last year was notable for progress in increasing mass axle limits with trials being launched in most states.

The Federal Government gave the green light to Euro VI to give us some certainty, and the decision to allow an increase to truck widths up to 2.55 metres brought Australia into line with most of the developed world. That opens the Australian market to the latest wave of vehicles and smooths the way for larger payloads that batteries require.

Decarbonisation isn’t a preoccupation for most operators and that’s understandable. But in the public policy space, it’s something that member associations must take up with lawmakers to ensure a cost-effective transition.

Original equipment manufacturers, dealers, governments, large freight and mining companies are busily trialling hydrogen and electric vehicles under Australian conditions. We must also do more to increase supply and lower costs for renewable diesel.

In late 2023, NatRoad released a White Paper outlining the case for the creation of a Clean Transport Fund to provide a mix of loans and grants to help operators make the switch.

We plan to do a lot more work in this space in 2024, and it is clear decarbonisation will be a major focus for governments in the year ahead.

We’ll also continue to advocate for less red tape to improve heavy vehicle access, place downwards pressure on the road user charge, build better roads, improve safety, and highlight the impact of skills shortages.

The proposal to introduce an automated access system to reduce the burden of the permit system is one bright spot in the reform options from government, but they must prioritise delivery.

Industry does not need another reform crawl; we need outcomes in 2024.

MOORE

Moore

trailer for you

r money! TRAILERS

 07 4693 1088 www.mooretrailers.com.au ownerdriver.com.au

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truck of the month

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AGITATING FOR EXCELLENCE

Growing up around trucks in South Africa provided the spark for Gona Govender to enter the agitator business in Melbourne. Now, with his two sons in the family business, Gateway Logistics is identifiable as a cleanly run, professional operation with its twoyear-old Kenworth T360 the pride of the gleaming fleet. Warren Aitken writes

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efore we begin, allow me to quash any conjecture and make one thing perfectly clear from the start. The immaculately presented Kenworth you see here is not brand new. In fact, it’s not even close to brand new. It may look like it has just rolled out of the showroom and straight to the detailers, but the reality is this exquisite Kenworth T360 is closing in on two years old now. I‘m predicting your next conclusion would obviously be ‘It probably barely ever works though, concrete trucks don’t look that clean’. Allow me to address that assumption as well. It works – and works very hard.

This stunning truck can be found trudging in and out of muddy, messy Melbourne worksites five to six days a week. The reason that it looks this damn good though is that it also spends plenty of time being sponged down and hosed off. That dedication is c ­ ompliments of its driver Joe and the amazing Govender family that runs Gateway Logistics. This is one of a f leet of insanely clean concrete trucks.

I had the pleasure of sitting down with Gona Govender and his son Renaldo to find out just how in the world they have ended up here with a concrete agitator that could easily double as a show truck.

The Kenworth T360 is the first of three

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“My brother and I always wanted Kenworths.”

Above: Renaldo Govender has grown up around concrete trucks and knows very well how to work them and how to present them Left: Added lights and custom steps are all part of the show added by Rob Amenta at Rob’s Custom Trucks From opposite top: The small, subtle addition of some pinstriping is another feature that sets the Gateway Logistics trucks apart from the rest; A welcome sight on many sites around Brisbane, especially at night where the T360 really shines; We’ve seen a lot of the low-mount stainless guards, but the T360 is fitted with pole-less standard guards

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pimped-out eight wheelers the family is adding to their f leet of 20-plus concrete trucks. It was the first truck where Renaldo and his brother Keegan had finally been given free rein in the design and build process, following years of slowly wearing down their father’s resolve.

“My brother and I always wanted Kenworths.

As kids we loved them but Dad being older and looking at it from a business perspective said they couldn’t justify paying all that money,” Renaldo explains. With a grin, he admits that after years of badgering from him and his brother they wore him down.

“In 2010 we convinced him to buy one, a twin steer T359. That first one we weren’t allowed too much on it. Since then, with every new one, we chipped away at Dad and kept wearing him down, adding a few more extras each time.

“Now with this one my brother and I were left to set it up as we saw fit.”

It is a long way from the family’s first ever truck, a 2224 Mercedes-Benz that wouldn’t even start. And it is a long way from where Gona and the family began when they first emigrated here.

Gona and his family are originally from South Africa. Yes, that place that beat my beloved All Blacks in the 2023 World Cup Final (but we will not mention that). Back in his home country, Gona worked for the South African equivalent of Telstra. While his job was in the ­telecommunications sector, there was plenty of trucking and transport within the family. His sister-in-law ran quite a few concrete trucks

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and his father-in-law had one of the largest driver training companies in the area. This meant Gona and his boys grew up around trucks and machinery, cleaning, driving and servicing all manner of vehicles.

The family shifted over to Australia when Renaldo was still a baby and Gona undertook a similar line of work to what he had been doing back in South Africa, this time for Telstra. While that was paying the bills, ­telecommunications just wasn’t ticking the boxes for Gona. He tried a couple of other options but somehow always ended up coming back to transport, eventually via the driver’s seat of an old ACCO, doing recycling work.

Then one day things changed for Gona when he happened to pass an old Mercedes for sale on the side of the road. “I’d driven past the Mercedes a few times and couldn’t believe he only wanted $4000 for it,” Gona says.

“I stopped in and asked what the catch was and he told me it needed a new motor.”

Having grown up around Mercedes, a prominent brand back home in South Africa, and with years of mechanical tinkering under his belt, Gona couldn’t help but be interested.

“I told the guy unfortunately I don’t have

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Proudly brought to you by

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“You won’t see another agi like this one.”

Above: It is a testament to the Grovender family that the back end of this hard-working agi looks as good as its first pour, two years ago Left: The Govender family’s faith being very important to them, leading to Keegan and Renaldo referencing Psalms 37:1 on the back of their Kenworth Below: One of Gateway’s older T359 and the new T360, both looking as if they’ve just rolled out the showroom floor

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$4000 but if he’d allow me, I’d pay it off at $500 a month.

I then spent most weekends around there getting it going and once we paid it off, we were able to get it around to our place where we could do more to it,” Gona recalls.

Once the old Merc was parked up out the back of the family home, it then became a talisman for Renaldo and his indoctrination into the industry.

“When Dad bought the Mercedes, I would have been around three to three and a half. It was a project truck that was in our backyard. Whenever I was allowed to go outside, I would be inside that truck playing around,” Renaldo laughs. “I just loved it.

“Apparently, if you ask my aunties, when I was only a couple of months old, I’d go with my mum who worked at my grandfather’s driving school. They’d put me in the truck and trailer, and I’d spent all day in that. Seems I’ve been brainwashed from way back then.”

That brainwashing only got worse when Renaldo’s Dad bought his first concrete truck a couple of years later and the foundations for Gateway Logistics began. “It was 2003 and I was looking for something different to do and I saw an ad for a guy selling a concrete truck with work,” Gona recalls. That particular deal turned out to be full of more holes than a soap opera script but through the contacts he made, another Mitsubishi FV418 concrete truck was soon purchased and Gateway Logistic began.

Gona, with the help of his two boys, got the old Mitsubishi back up to mint condition and proceeded to build himself a reputation for professionalism and quality. Whenever he could, he would have one or both of his boys alongside him.

“I used to spend Saturdays in the truck with Dad,” Renaldo says. “That was in the days when you could take your kid with you. Then he’d bring it home on the weekend after work and me and my brother would help with it.

“I was still small so I’d do the cleaning and Keegan would help do the servicing and stuff. Back then you did everything yourself.”

The pride the family took in their little Mitsubishi, both aesthetically and mechanically, would soon pay dividends, notably the opportunity to add another truck

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to the Gateway Logistics f leet.

“I hadn’t intended to buy another truck; in fact, I was just planning to upgrade the Mitsubishi,” Gona says. However, management had been taking note of the state of the Mitsubishi and instead gave Gona the ­opportunity to put a second truck on the road with a company barrel behind it.

“I went looking for a Mercedes, but it was going to cost an extra $20,000 to get the bowl to fit. Sterling was part of the same dealership and the bowl would fit, so we bought our first Sterling, our first new truck in 2007,” Gona says. “We still have that truck in the f leet as well.”

While the company was growing, so were Gona’s sons. And so was their inf luence on their father. Like his older brother Keegan, getting into the family business was always the only path to follow for Renaldo.

“Straight out of school I started working with Dad. Mum and Dad made me finish school, but I never had any intention to study,” he says, almost begrudgingly. “I couldn’t get my licence straight away, even with an exemption I was still too young.

“To get your HR you had to have your car licence for a year, so instead I worked in the office learning the company and cleaning, and in the workshop.

“The day I did my licence and got signed off, I was finished by midday. Dad called and said to meet him down the road where I jumped straight into an FL80 Freightliner and worked that afternoon. It was the same truck my brother had started in as well.”

That was only six years ago and since then both Renaldo and Gateway Logistics have kept getting better and kept growing. The boys have

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“I stopped in and asked what the catch was and he told me it needed a new motor.”

Above, left to right: Sitting among the industrial workplaces the T360 frequents, the immaculate Kenworth stands out every day; One of the worst things about modern safety requirements is those awful safety nut covers but not on the T360 Opposite left: Renaldo Govender (left) and his dad, Gona Govender Below: Rob’s Custom Trucks build extension brackets to move a lot of the hydraulic and fuel tanks out from the chassis, keeping safety and stability paramount

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continued twisting Dad’s arms since the first Kenworth in 2010 and by the time 2020 came around there were more Kenworths than any other brand, every new truck getting just a few more extras added each time.

“When we got the first one Dad wouldn’t tick any of the boxes. Now he’s the one coming in saying, ‘well, let’s add this, did you add that? why isn’t that on it?’ And it’s me and Keegan trying to reason with him,” Renaldo laughs.

In 2021 Gateway Logistics placed their order for the first of three Kenworth T360s from Ron Ludbrook at Kenworth Laverton. With this order, Renaldo and Keegan were given the responsibility of speccing the three trucks.

“This one was the first one we were able to go all out on and we did, even though neither of us was going to drive it,” Renaldo smiles.

“Around the time we ordered it we met Rob Amenta from Rob’s Custom Truck. He’s a guy who had started his driving in an agi and he was really keen to customise an agi himself.”

It seems Rob was as persistent with Renaldo and Keegan as they had been with their dad and once the truck came off the line it was sent around to Rob’s

Custom Truck workshop to get upgraded from a concrete truck to a custom concrete truck.

“There are certain things my brother and I knew we liked and knew we wanted on the new truck, which we discussed with Rob. Things like the offsets at the front, aerials, visor and pinstriping. We told Rob the stuff we really wanted and then gave him free rein on the rest.

That’s why the truck has ended up the way it is, you won’t see another agi like this one,” Renaldo exclaims.

It was far from easy for Rob though. Take the visor for example. Renaldo admitted when he passed the truck over to Rob that he was not a fan of any of the visor options currently in play for the T360s, so Rob went about designing and building a whole new option from scratch.

He also worked out how to space all the tanks out to balance the look of the truck, then built pole-less guards to stick with the smooth cool look he was constructing.

The new safety laws and VRU (vulnerable road use) requirements normally see trucks fitted with loud ugly panels to protect pedestrians and cyclists from trying to splatter themselves. On the Gateway Kenworth however, Rob designed and built brackets that push the tanks and accessories out from the chassis rail, meaning the bright yellow eyesores are not required.

However, it wasn’t just customising the truck. There were additions to the mixing bowl as well that not only adhered to the overall look but streamlined the ­workability of the truck. Rob was also well aware that the truck would be doing a lot of night work around the city and as such he ensured it was not without decent lighting, from extra marker lights to coloured under glow. The T360 can now be seen from the top of any of Melbourne’s ­s kyscrapers – purely for safety of course.

Two months after Renaldo dropped the truck off to Rob, he returned with his brother to pick it back up.

“He blew it out of the park, it’s unreal,” Renaldo enthuses. He admits that even a couple of years after it hit the road, he still gets feedback from the driver and ­compliments from customers.

“For me, I love it as well because I work out of the same yard so I get to see it every day. It really stands out.”

As you look at this truck and factor in the messy, muddy worksites that it unavoidably encounters, it really is a testament to the Govender family. The whole family takes immense pride in not just the work they do, but the gear they do it with.

This is a concrete truck that you could eat your dinner off. The Gateway Logistics T360 deserves all the headturning accolades it gets.

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24/1/2024 10:39 am

DIABETES AUSTRALIA Imogen Tear

Fun times and barbies A few tips to help make your barbeque meals both flavoursome and healthy

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ummer is the season when we traditionally fire up the barbecue and enjoy fun times and celebrations outdoors.

While the traditional barbeque menu generally includes a lot of meat there are ways to add healthy flavour to the menu, boost your veggie intake and reduce excess salt, sugar and saturated fats.

Fire up the barbie When it’s too hot in the kitchen take the cooking outside! Tenderise your meat by marinating it in a little balsamic vinegar or pineapple juice and add flavour with chopped fresh herbs like rosemary or thyme.

Instead of a truckload of tomato sauce on your barbequed meat use a homemade freshly cooked sauce of tomato and onion with a grind of pepper, or top your steak with a large, barbequed mushroom drizzled with a teaspoon of olive oil and another of balsamic vinegar.

You could also try grilling fruits and vegetables such as mango, peach or avocado on the barbeque. The natural sugars in the fruit will caramelise when cooked, adding flavour and sweetness.

The avocado adds fibre and hearthealthy fats to the meal.

Recipe idea: For a salad that everyone will love, grill mango cheeks, avocado halves and some fresh prawns on the barbecue. Then combine with crunchy cucumber and cos lettuce.

Salads can be as simple or as complicated as you want; they can be an accompaniment or a whole meal.

For a whole meal start with a low GI, high fibre carbohydrate – potato, long grain rice, pearl couscous, pumpkin or sourdough bread, cubed and toasted, for a base – and add some protein such as lentils, three bean mix, or shredded cooked chicken. Mix in some greens such as baby spinach leaves, broccoli florets, sliced cabbage or mixed lettuce leaves, and add some texture with tomato wedges, cucumber slices, grated carrot, nuts, seeds or crumbled feta. Add one or more herbs – chopped mint, parsley, coriander, chilli, garlic, or ginger. Toss all the ingredients together and try a drizzle of lime juice or balsamic vinegar, mixed with a tablespoon of extra virgin olive oil or macadamia nut oil.

IMOGEN TEAR is the editor at Diabetes NSW & ACT. For more healthy lifestyle tips and other helpful information on diabetes head to the Diabetes NSW & ACT website www. diabetesnsw.com.au or call the Helpline on 1300 136 588 to speak with a health professional.

Dress to impress Salad dressings can have a lot of energy (kilojoules) even if eaten in small amounts, so it’s important to watch your portion size. When choosing oils for salad dressings, cold-pressed nut and

“Prawns are quintessentially Australian and go beautifully on skewers.”

seed oils, such as olive and canola oils, are the healthiest choices. Coconut and palm oil are high in saturated fat and not recommended. Make your own dressings using cold-pressed seed and nut oils, lemon juice, garlic, ginger, vinegar, fresh herbs and spices.

Recipe idea: Everyone loves a Caesar salad dressing but it’s traditionally high in fat and salt. For a healthier, yet just as tasty, version swap the mayo for lowfat natural yoghurt and mix with Dijon mustard, anchovies, white wine vinegar and a pinch of parmesan.

Added sweetness There’s been a lot in the media about sugar – so most people know a little is okay but a lot is not so good. If you use sugar, then try using less. Instead of icing a cake try dusting it with icing sugar. Instead of shop bought sweet and sour sauce use a generous squeeze of lime juice and some chopped fresh mango and red chilli. You’ll be getting the sweet and the sour without all the sugar.

For a dessert add seasonal fruit to low fat plain yoghurt and add a sprinkle of chopped dry roasted nuts or natural muesli – cheap, easy, and simple.

Keep an eye on salt Salt is often added to pre-prepared foods so try not to add extra salt to your food.

You’ll find it can open a whole world of flavour you didn’t know existed as salt masks the flavours of other foods. It also counteracts the sweetness of foods, so by not adding salt you can use less sugar in recipes. If you do use high salt ingredients, choose the reduced-salt varieties or use less of them.

MasterChef cooking tips There’s no need to add oils to your barbeque. Most models have a non-stick coating, making your barbeque even healthier!

Cook on the grill rather than the hot plate so excess fat can drain away.

Avoid overcooking or charring your meats – research has shown this can increase your risk of some cancers.

Use lemon, garlic, herbs, spices and chili to create a taste sensation rather than oils and salt.

Scintillating skewers Make colourful vegetarian skewers with onion, capsicum, zucchini and cherry tomatoes, or alternate your veggies with lean meats.

Prawns are quintessentially Australian and go beautifully on skewers. They are naturally low in kilojoules but packed with nutrition. Serve with a squeeze of lemon or a dash of garlic.

Salad pizazz Fresh seasonal produce can make all the difference when it comes to making a delicious salad. By choosing fruits and vegetables that are in season, you’ll help your waistline, your wallet and the environment! Best picks for the summer months include fresh berries, mango, nectarines, peaches, Asian greens, butternut pumpkin, squash and zucchini. Cauliflower and broccoli are also still good value at the supermarket and can be thinly sliced into a salad for some added crunch.

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Image: Alfazet Chronicles/stock.adobe.com

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driver profile

BREAKING DOWN BARRIERS A career in transport has led Caitlin Barlow down a path she never expected to go down – earning her heavy rigid licence. Alex Catalano writes

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aitlin Barlow currently works at JATEC Transport, based in Dean Park, Sydney, as a business development manager. Caitlin first joined the transport industry in 2018 without even the slightest thought of ending up behind the wheel of a truck.

But when the Volvo Iron Women Program came calling, Caitlin answered the phone.

JATEC has been involved with Volvo as a longtime customer, which led to Volvo Group Australia public relations and media manager Matt Wood reaching out personally to gauge if Caitlin had any interest.

“Even though I already had my job, and I didn’t need to get my licence to drive trucks, being involved in the program was from an ambassador point of view,” she explains.

What attracted Caitlin to the program was the relevance to her advocacy work within the transport industry. She earned the 2023 Emerging Leader Award with Road Freight NSW after being nominated by Transport Women Australia Limited, as well as the 2023 Driving Diversity Champion from the Australian Trucking Association.

Caitlin believes that the program is breaking down barriers stopping more women getting involved in the transport industry.

“I’m a huge advocate for women joining transport, especially in driving roles,” she says.

“We’ve got a massive driver shortage at the moment, and we have had it for a long time, and there’s a huge demographic of untapped potential drivers in females.

“I think traditionally, there were some barriers to entry for females driving. It used to be a lot of physical stress and heavy lifting.

“Now a lot of those barriers have been removed, but we’re not advocating for females in driving as much as we could do. So I think that putting programs like this out there really draws in females.

“Giving people the chance to come and do it, and it’s all covered by Volvo, or some people are doing it through their companies, it gives women that wouldn’t necessarily be able to have this opportunity the chance to really pivot their lifestyle.

“I just loved the fact that they’re taking women from vulnerable communities and giving them a second chance and a chance to add an income for their family and their community.”

Despite only having had her licence for a handful of months, Caitlin has already had her eyes opened to the opportunities it can offer. While she’s more than happy sticking to the world of sales and business, if push comes to shove, she can jump behind the wheel.

“Working in a transport company, everyone assumed that I had a bit of a drive around the yard

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“It definitely changed my whole perspective on truck driving.” and whatnot,” Caitlin says.

“But I’d never driven a truck before I got my licence, I’ve only been a passenger. And I’ve never even had a desire really to get in a truck and drive it myself.

“So having the opportunity to get behind the wheel, I was so pleasantly surprised. It’s quite empowering, getting behind the wheel of like a big Mack truck and being out on the road and driving it yourself.

“It definitely changed my whole perspective on truck driving. I always joked that if I get my licence, I’m not going to learn how to throw straps, because I don’t want them sending me out in the truck.

“But now after getting behind the wheel, I actually want to learn how to throw straps and do a few deliveries myself.”

The opportunity to help train other women to get more involved in driving roles also appeals to Caitlin. But while she admits she’ll still need more experience before she’s teaching anyone else how to drive, it will be a handy skill to have in the future.

Top: Caitlin Barlow (sixth from left) with the Volvo Iron Women Program team. Image: Volvo Group Australia Above: Caitlin is keen on moving up to driver training.

Image: Caitlin Barlow Below: The Volvo Iron Women Program included vocational training as well as the licensing program. Image: Volvo Group Australia

“I like having that skill and I feel like I will be able to use it in my company as we grow,” Caitlin says.

“And it means I can, once I get a bit better at it, I’ll be able to train females as well to come on board in our business.

“It might not be doing deliveries but I’ll be able to train other people on doing deliveries and I think that’ll also help with our driver shortage.

“It opens up another pathway to bring people in, and I just like having another tool in my toolkit.”

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24/1/2024 9:46 am

Your Say

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

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

SEND YOUR LETTERS TO:

Greg.Bush@primecreative.com.au or 379 Docklands Drive, Docklands, VIC 3008

We prefer letters by e-mail, but handwritten letters will be accorded the same opportunity to be published.

Image: Prime Creative Media

Level crossing fatalities

The industry needs of the support of the transport media over the train and truck crash in SA. This driver will persecuted by SA media over these deaths and will get no sympathy from SAPOL and the courts with the help of SA media as seen by his bail conditions – move to a caravan park to live for four months until the first hearing.

Everybody is laying blame on the 75 year-old truck driver for the crash and the death of the train drivers.

The blame must go back to the multi nationals who control the tracks.

Every time a rail crossing crosses a main highway, the onus of safety and a duty of care lays at the feet of the track owners to protect the train drivers and also

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all road users. The family of the dead drivers should demand compensation for their lack duty to protect their drivers from inherent risk.

Simple installation of three yellow safety boards with f lashing lights that are already used throughout Australia in danger zones should be mandatory across Australia.

Set at 200 metre intervals from the crossing, it gives any driver ample warning and protects against the two most dangerous elements we face – bright sunlight ref lecting on the windscreen at the crossings and/ or heavy fog.

A type 2 road train grossing 115 tonnes and 54 metres in length, travelling 90km/h, which is 1500 metres a minute, needs more than 150 metres to stop.

This simple question I put to keyboard warriors on a Facebook site of 500 interested people who commented on the accident and received many assumptions: If it interests you, it should be in your paper for comment from industry.

How many of you keyboard warriors have done the test and know what distance your combination takes to do an emergency stop from the maximum speed your combination is allowed to a dead stop?

How many know what an emergency stop is and how many have had to put it into practice with the sun in your eyes as you line up at the crossings and you see the lights f lashing, or a train approaching an unmarked crossing?

You have three options and a split second to decide, knowing your braking stopping distance of your unit. Do you attempt an emergency stop and decide if there is not enough time, you will turn at the last minute and run with the train and hope you survive? Just brake and hope and collect the train head on and commit suicide and probably still wreck the train? Or power up and try to get the cab at least across the line and maybe if the train tries to stop you get it all over line?

I’ve been there twice and survived without an accident.

I can tell you, it’s the biggest second of time of your life when you have to decide.

If this driver needs an opinion of support in court he can give me a call. He did well to make the

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decision to survive although the train drivers died – and to them, rest in peace.

All the assumptions will be put to the rest if the train owners release the video that will have recorded everything that took place at that time.

The Kerang rail disaster in Victoria got action. Will it take this one or maybe the next one with the Indian Pacific to fix this problem across Australia?

Jerry Brown-Sarre Euroa, Victoria

A dying industry

The humble and exciting beginnings of my adventure began 15 years ago, but like many it was long before that in the passenger seat rolling up the highways as a kid.

But this year is the year I say goodbye to transport. Not only am I turning away from an industry that has given me so much, but so are many others out there looking for an “exit sign”.

In the last five years the industry has begun a dramatic but silent spiral into the ground. With the exploitation of international drivers beginning to plague our roads with accident after accident, statistics don’t lie.

It’s the “white elephant” in the room that everyone discusses while enjoying a roadhouse meal, which are now few and far between. The misuse of these facilities and the constant “waff le stomping” sessions that plague our shower facilities is beyond my comprehension. What goes through an individual’s head to do such a disgusting act?

I enjoy the few minutes available in an unrealistic schedule to have a yarn with a random stranger over a home cooked meal. A bit of laughter

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and bull shit makes for a good break, but the disgusting acts of a few have turned away my want or need to stop any more.

Something needs to change and fast, as the industry is heading into a third world situation.

Many of us were passionate and loving of this industry but are now sick and tired of the risk we take. The cost to our families and our lives isn’t worth the benefit we receive.

Not everything is based around a dollar. Just safer conditions on the road and some facilities we can trust is all most of us want and need.

Love is what brought us into this industry but resent is what is extraditing us at a rapid rate.

The concerns of a middle-aged retiring professional operator.

John, Victoria

and body/load geometric amplification factors need to be taken into account to predict the vehicle’s critical height.

For pantechnicon or crate semis, the critical height is that of (typically) the upper lead edge of the trailer. Whereas for rigid pantechnicons or crates, the critical height is that of (typically) the rearmost upper edge of the body.

It just so happens when throttle is applied to near stationary air suspended vehicles, significant frame rise occurs at the drive axles. Hence in general an air suspended vehicle will always be higher in service subject to throttle or acceleration. Yet under braking or deceleration, an air-suspended vehicle’s in-service height will be diminished somewhat relative to the vehicle’s stationary height with the air suspension/s at normal ride height.

The above described variation in service ride height so generates the frequent situation where an air suspended vehicle enters a dipped tunnel, progresses to the bottom of the dip then when throttle is applied suddenly takes out the tunnel overhead lights and ventilation ducts. Considerable traffic congestion results and the driver gets charged for entering a tunnel with an excess height vehicle. Not so, the tunnel designers did not conservatively take into account the well and long known frame

rise phenomena of air suspended driven axle groups.

It is also very sad the recent NHVR ad, ‘Do you know the height of your load?’ (OwnerDriver, December 2023, issue #371, page 3) doesn’t recommend to measure the stationary vehicle height post cancelling suspension dumping and the engine running for some 10 minutes (to ensure the vehicle’s air suspension/s is/are at normal ride height and all air reservoirs charged). Furthermore, to double check the vehicle’s air suspension/s are not dumped!

Opportunity is taken to indicate, in the following corresponding figures, the typical extent of in-service ride height variation measured for a semi HAS 461 suspension rear drive axle (to the author’s knowledge fitted with anti frame rise shock absorbers) moving away from stationary at a GCM of some 37 tonne.

The undersigned apologies for the somewhat poor clarity of these figures due to the 23.1MB data file containing 137,800 lines of data each with 33 columns causing my somewhat meagre office computer resources to crash multiple times.

Here also appreciation must be granted to the then owner-operator of complainant vehicle ‘F26’ FORS 2000 Investigation for the supply of this most informative electronic format data.

Arnold McLean Keiraville, NSW

Velocity vs Time

More jobs for Qld

Glow in the dark paint for the roads – what a good idea.

The government can mark around the potholes in the Pacific Highway in Queensland.

Will they do it? That is safety.

Don Walz Mackay, Qld

Rear drive axle vertical displacement vs time

Load variables

Do you know the in service height of your load?

Unfortunately, drivers of trucks with air suspended drive axle groups are totally unaware of the in-service of their load due to the variable ride height of the driven axle groups. Furthermore, geometric amplification factors need to be taken into account to assess the vehicle’s actual overall body or load height. In particular both truck chassis/axle spacing

FEBRUARY 2024 45

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truck restorations

KYLE’S CHRISTMAS K-MODEL A refurbished Kenworth K100E gave Kyle Nichol’s dad the surprise of his life.

Kayla Walsh writes

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W

ith his family ties to trucking going back three generations, Kyle Nichol always had a passion for rigs. His recently restored 1990 Kenworth K100E cab-over took out the top prize at the Deniliquin Truck Show last October, as well as Best 26–39 Years.

But the award-winning truck isn’t just a beauty to look at – it also has a heart-warming story behind it.

“My grandparents started our family fertiliser business, Nichol Trading, back in the 1970s,” Kyle says. “The Kenworth K100E was the first new truck we ever bought, in 1990.

“We had it a few years, but then my grandparents sold it because they needed the money to expand their business and buy a new premises in Rochester.

“It was sort of a ‘now or never’ thing because in the ’90s interest was really high, and having that brand-new truck wasn’t that beneficial to them.”

The years went by, but the Nichol family never really forgot about the truck – and Kyle decided he was going to make it his mission to find it.

“In 2017, after a long time trying to track it down, we finally found it in Sydney,” he says. “I called the fella that owned it, told him our story and asked if we could buy it off him.

“He was pretty surprised, and he said it wasn’t for sale because he was fairly attached to it. His young bloke had just got excited about trucks and he didn’t want to sell,” Kyle explains.

“It took about 12 months of annoying him to convince him to part with it!”

In the end, Kyle managed to strike a deal with the owner.

“He said that if we could find him a truck that his young bloke could get into, he would part with this one.

“I ended up finding a f lat roof one for him and so we were able to drive to Sydney and get our old Kenworth.”

Kyle and his brother Brook managed to keep the purchase of the sentimental truck a secret from their dad until that Christmas, when they surprised him with a tiny gift box.

“We had picked up the truck in November and we hid it in a shed until Christmas,” Kyle recalls.

“The keys had a Sunrise key tag on them when we had the truck in the ’90s, and the key tag was still there.

“When my dad opened the box and saw the key tag, he knew straight away. It was a pretty good moment!”

After the big reveal, Kyle spent six years restoring the truck. An experienced mechanic, he did a lot of the initial work in-house.

“We said ‘Oh, we’ll just tidy it up.’ Then you pull something apart and it’s wrecked and you’ve got to completely fix it.

“So it went from a tidy up to a full resto.”

Kyle ended up driving from Victoria to Condamine, Queensland to pick up a “donor truck”.

“It had all the matching fuel tanks and the same cab and the same interior. Just all the little bits and pieces that are difficult to source through Kenworth, like door clips and dash panels.”

He also sent it to Mooroopna Mobile Engineering in Shepparton, who did the back end of the truck.

“The chassis was rusted through, so he replaced the rails.

“We put Airglide 460 under it because it had Hendrickson Walking Beam in it that was completely worn out, and we decided not to put Walking Beam in it again. That’s probably the only thing that’s not original.”

After that, the truck spent two years with Danny Schifferle at Schifferle Custom Truck

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“They brought the cab back to bare aluminium and re-riveted a lot of it.”

Painting in Swan Hill.

“Again, everything he pulled apart was a wreck. Even to the point where he got his friend to re-fibreglass the roof.

“They tidied up the interior, sandblasted inside the cab, repainted everything in the cab.

“They brought the cab back to bare aluminium and re-riveted a lot of it, where the windscreens come loose in those old trucks, and re-did the f loor.

“It was a monumental task but he and the boys did an amazing job,” Kyle says.

Finally, the Klos Brothers did the mud guards and wrapped the fuel tanks.

“We wrapped the fuel tanks because there were still a few imperfections in them, even though we sourced some pretty reasonable tanks. We just wanted to cover them up.”

The truck was finally finished late last year, and Kyle says he’d rather not know how much he spent on it.

“We made a deal that we were never going to work it out,” he says. It costs so much to do a restoration that it’s probably cheaper to buy a new one.

“We were really just going to a tidy up, but dad had a few health concerns and got all sentimental about it and that’s part of the reason why it turned into a full resto.”

Kyle said the truck now lives in his dad’s shed, and gets off very lightly compared to the work it used to do back in the ’90s.

“The biggest job it does now is probably when dad takes his grandkids to get an ice-cream in town on a Sunday. But he’s really happy to have it back.”

Opposite top: Kyle’s K100E won Truck of the Show at Deniliquin Truck Show last October Opposite bottom: Flashback: A young Kyle with the Kenworth back in the ’90s Top, left to right: Kyle Nichol’s 1990 Kenworth K100E, well on its way for a rebirth; The cab, on its way to being stripped back to bare metal Above right: At Maroopna Mobile Engineering, getting new rails and the Airglide 460 fitted Right: All straightened out and ready for the paint job

Images: Kyle Nichol

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truck events

AROUND THE SHOWGROUNDS

This year is already shaping up to be a massive year for truck shows.

And there’s plenty of proud owners of gleam machines keen on showing them off at as many events as possible. Geoff Crockett writes

I

f you call yourself a show fanatic, or simply enjoy taking a stroll down the aisles, you’ll no doubt start noticing a few of the same rigs making an appearance at different events. Recently, we caught up a few truck show devotees who happily travel the country to share their passion projects with other enthusiasts and to see what’s new in the show scene.

Italian job

Brendan Beames’ emerald green 1976 Fiat 684 is a head turner. Purchased over a decade ago, Brendan says it was in ‘sad’ condition, with rust and a whole list of problems.

“We definitely had something to work on,” he says.

But being a diesel mechanic by trade, and with years of experience restoring trucks, Brendan wasn’t too worried.

The main issue was sourcing the parts for the Italian rig.

“It’s not like you can walk into a shop like you can with a Kenworth and find what you need,” he says.

The brakes proved to be a major hiccup, with the tension and offloading valve gone.

“It was quite hard. The issue with that is you can’t actually buy another one, you have to modify what you’ve got.”

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Brendan says he is grateful for the help he received at Air Brake Systems in Sydney who led him in the right direction.

“I realised I had to make brackets and modify lines.

I was flinging back and forth to the hydraulics shop to get fittings and hoses and modifying.”

“The brake system alone took me three months to finish.”

The four-year restoration saw Brendan fiddling with the electrics and fixing a problematic clutch.

Wanting to keep the original Fiat engine, Brendan opted to give it a complete rebuild, a project was right up his alley.

Unveiled at a Wangaratta air and truck show in 2021, the Fiat now makes the rounds as part of Brendan’s rotation.

With a Benson, International Butterbox and Commer joining the roster, Brendan says he always gets a good reception at the shows.

“That’s why I pick trucks that not everyone has,” he says.

Brendan plans on taking the Fiat out for a spin at the Historic Vehicle Show in Clunes in March.

Boss of the road

Russell Ashley says his son’s 1979 White Road Boss is a beast. Originally owned by Ken and Gayle Breen of

Bunyip for over 30 years, the Road Boss was working as a fuel truck.

Ashley Transport inherited the prime mover in 2021, seeing it as the perfect new addition to their fleet.

Coming in great mechanical condition, the rig still needed some extra TLC on the exterior.

“We did a fair bit of customising and tidying it up,” Russell says.

“We tidied up the guards and chassis, fully sanded it right back to a bare coat and painted it, doing a lot of rust repairs.

“We fully refitted everything, adding new mirrors and a bunch of cosmetic stuff.”

With an 892 Detroit engine and 18 speed Road Ranger transmission, the Road Boss still enjoys being out on the road.

“It’s more of a spare truck, but it stills goes out a couple days a week or here and there.”

The duo enjoy taking it out to truck shows, saying people love the nostalgia.

“We took it out to the Kyabram White Truck Muster and our local Heritage Truck & Vehicle Display at Lardner Park,” Russell says.

“A lot of people love it; it brings back a lot of memories for people. They can’t believe how well it has come up.”

Russell says one of his favourite parts is seeing how the older generation react to the truck.

“A lot of the stories that the older generation has, remembering driving one when they were young. It brings back a lot of memories.”

The Road Boss is set to be visiting upcoming shows in 2024 too.

Restored Commer

Graeme Johnston’s 1960 Commer Knocker will make you do a double take. The retro rig is painted with beautiful blue and white panels.

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WHAT’SS ON upcoming events WHAT’ 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 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, 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

LOCKHART HERITAGE TRUCK SHOW March 2, 2024. Lockhart, NSW

Held at the Lockhart Showground, the 15th Lockhart Heritage Truck Show will incorporate the National Historic Truck and Commercial Vehicle Show. The 2024 focus will be on supporting the health and well-being of truck drivers, in conjunction with OzHelp Foundation.

In addition to the display of historic trucks and other vehicles, the show will continue into the evening with a Country Concert. There is no entry fee for exhibitors.

For registrations and further information, contact Peter Smith 0458 422 808 or Trevor Slater 0407 513 974.

“When I first got my driver’s licence, Dad had one the same. I always wanted to get one like it,” he says.

“When you’re looking around for one, they are all wrecks, but over the years, we finally found this one.

The Commer was picked up from Penong, located on the Nullarbor Plain and brought back to Melbourne.

Graeme says the Knocker was in horrible condition when he first bought it.

“We had to rebuild the engine and the cabin, virtually everything,” he says.

“It originally had a tipper on it, but we put on a tray. We put on some gates and tarps so that we could sleep on it when we were away for trips.

Overall, the restoration took around five years to complete. Fitted with an original Commer TS3 diesel engine and 5 speed transmission, the Knocker was unveiled around 14 years ago at its first truck show.

“We have been up to Sydney twice in it, and we have done every show from Melbourne to Albury.”

Graeme says he loves the truck show community because he is surrounded by people of the same era.

“We all drove similar things back in those days,” he says.

“You never see anyone, and it’s nice to all get together and look back.”

Graeme says he is looking forward to attending the next Crawlin’ The Hume, a trip from Campbellfield to Albury, as well as Haulin’ The Hume, from Sydney to Yass.

“It stills goes out a couple days a week.”

CLUNES HISTORIC VEHICLE SHOW March 10, 2024. Clunes, Victoria

Organised by the Historic Commercial Vehicle Club Australia (Ballarat branch) and held at the Clunes Showgrounds from 9am to 4pm. Open to vehicles over 25 years old. Entry $10 adults, children under 16 free. Set up on Saturday, camping available, sales stands and food stalls.

For further information contact Murray on 0429 434 306 or see the Facebook page at www.facebook.com/HCVCBallaratbranch

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.

OAKLANDS TRUCK SHOW

March 16 to 17, 2024. Oaklands, NSW Held at the Oaklands Recreation Reserve, the show will have presentations to car, ute and bike owners on Saturday, and truck presentations on Sunday at 11am. Truck registration $20 (trucks must be registered by 9am on March 17). Public entry $15, kids under 16 free.

Includes kids activities, food, bar (strictly no BYO), market stalls, raffles and entertainment.

For further info see the Facebook page, email oaklandsts@hotmail.com or phone Jimmy on 0428 570 325.

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 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 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

CRAWLIN’ THE HUME April 6, 2024 Campbellfield, Victoria Opposite, right: Graeme Johnston’s 1960 Commer Knocker Above: Russell Ashley and his son’s 1979 White Road Boss Left: Brendan Beames’ and his emerald green 1976 Fiat 684

Images: Geoff Crockett

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Relive the old route from Campbellfield to Albury and see some fantastic vintage trucks as they make their way up the Hume. This event is free for the public to come and watch these magnificent trucks as they travel on their journey up the Hume. Entry is $50 per vehicle or $60 includes the Saturday night dinner at Albury Race Club. Sunday morning presentation.

Entries close March 22. All vehicles must be over 25 years old.

For more info and entry forms go to the Crawlin’ The Hume 2020 Facebook page or email crawlinthehume@myyahoo.com, phone Robert French on 0409 380 090 or Scott Hough 0417 305 192.

To have an event listed free, phone 0408 780 302 or e-mail greg.bush@primecreative.com.au FEBRUARY 2024 49

24/1/2024 10:46 am

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_373_050-51_COL_Music_GB.indd 50

24/1/2024 12:48 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

Playing musical catchup Albums that slipped through the cracks in the past year FOR THAT BEAUTIFUL FEELING The Chemical Brothers

PRETTY VICIOUS The Struts

BUY THIS NOW! Uni Boys

Universal Music www.thechemicalbrothers.com

Big Machine Records/Universal www.thestruts.com

Curation/MGM uniboys.bandcamp.com

UK electronic duo The Chemical Brothers (Tom Rowlands, Ed Simons) clocked up album number 10 when For That Beautiful Feeling was released last year. Again, it has the relentless big beat that's been the staple of the duo’s sound since 1995. ‘No Reason’, released as a single earlier, has minimal vocals but almost non-stop electronica and a driving rhythm. On the contrary, ‘The Darkness That You Fear’ deceivingly starts off slowly before normal service is resumed. Guest vocalist Halo Maud adds an extra dimension to ‘Live Again’, while US singer-songwriter Beck, who guested on The Chemical Brothers’ 2015 single ‘Wide Open’, returns for ‘Skipping Like A Stone’, one of the album’s best tracks.

Halo Maud also sings on the excellent title track, ‘For That Beautiful Feeling’, which is notable for its slower tempo.

UK rockers The Struts hit the ground running on Pretty Vicious, the opening track ‘Too Good At Raising Hell’ certain to become a live anthem. Even better is the title track, which is close to pop-rock perfection as lead singer Luke Spiller again proving he’s one of the best in the business (incidentally, Spiller sang vocals throughout Mike Oldfield’s 2014 Man On The Rocks).

Other highlights include ‘Rockstar’, about an energetic girl, and ‘Hands On Me’, an impetus-building slow-paced rock track. ‘Do Want You Want’ is fairly straightforward rock, but it’s the dramatic ‘Bad Decisions’ that shows The Struts’ versatility as they ponder an emotionally bad night on the road. The album’s finale, ‘Somebody Someday’, is a rare piano-backed ballad that wouldn’t be out of place in Elton John’s catalogue.

Simplicity is the key to Los Angeles’ Uni Boys. Following their energetic 2022 debut album Do It All Next Week, the power pop-rock quartet has released Buy This Now! Led by Noah Nash and Reza Matin (Matin also plays with The Lemon Twigs), Uni Boys again embrace the “California sound”, at times recalling the style of the Beach Boys. That’s evident on ‘Let’s Watch A Movie’ and ‘Down To The City’, both being as close to ’60s surfin’ music as you can get, minus the surf. The band’s liking for all things retro continues on ‘Somewhere To Fall’, it’s solid beat accentuated by clever guitar licks. Similarities abound elsewhere – ‘I Don’t Believe In Love’ and ‘I’m Alright’ vaguely recall the sound of The Turtles. Elsewhere, ’Two Years’, one of the album’s most melodic tracks, is full of cheery sentiments.

A CALL TO THE VOID Hot Milk

100 YEARS FROM NOW Stephen Cummings

JAVELIN Sufjan Stevens

Music For Nations/Sony Music www.hotmilk.co.uk

Cheersquad Records stephencummings.com.au

Asthmatic Kitty/Inertia Music sufjanstevens.bandcamp.com

Musicians Hannah Lee and Jim Shaw first met through Tinder, evolving into a musical duo before forming fourpiece pop-rock band Hot Milk. Hailing from Manchester UK, Hot Milk traverses various musical genres. However, as found on their debut album A Call To The Void, Lee and Shaw make “in your face” music with lyrics to match. One of the album’s first singles, ‘Horror Show’, is performed at a hectic pace as Hot Milk sings of broken bones, decay and lobotomies. They maintain the tempo and rage on ‘Party On My Deathbed’, a song sprinkled with melodic bridges.

The band namedrop a legend on ‘Alice Cooper’s Pool House’, a rockin’ hallucinogenic party track telling of dire consequences, and there’s further imaginations on ‘Breathing Underwater’.

One of the album’s best, ‘Bloodstream’, leans more towards pop than rock, taking it into radio friendly territory.

Australia's Stephen Cummings is long remembered as the frontman for ‘70s band The Sports.

However, Cummings’ solo career as surpassed those efforts to the point where 100 Years From Now, his latest album, is also his 21st studio release.

It’s a new beginning for Cummings who suffered a stroke in March 2020 but, with the support of many musical mates, he’s back on deck, writing nine new well-crafted and mostly acoustic instrument-backed songs. He sings of gratitude and positivity on the opening track, ‘Carry Your Heart’, and, despite the title, Cummings sounds fairly relaxed on ‘Anxiety Attack’, a track that is also available separately as an extended 40-minute version. One of the album’s quieter moments, ‘Runaway Sailor’, is also one of the standouts, and he doesn’t sweat the small stuff on ‘What A Silly Thing’.

Enigmatic US singersongwriter Sufjan Stevens has already received much acclaim for Javelin, the 10 tracks presented in a low-key manner with elements of folk, pop and, of course, stretched musical boundaries.

A case in point is the cheerful song ‘A Running Start’ on which Stevens starts out with a fingerpicking acoustic guitar backing before harmonies and atmospheric instrumentation subtly appear. There’s a dreamy scene to ‘So You Are Tired’, its quiet piano backing and choral backing vocals an apt backdrop to Stevens’ cryptic lyrics. ‘Will Anybody Ever Love Me?’ is not overly melancholy but mostly sweetness and light. The same goes for ‘Shit Talk’, a love song doubling as a breakup song.

The final track is a cover of Neil Young’s ‘There’s A World’. For those who enjoy Beck’s 2014 album Morning Phase, it’s likely that Javelin will appeal.

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Country Corner TIME AND TIDE Asleep At The Reel Independent asleepatthereelband. com

Brisbane-based quartet Asleep At The Reel has proved to be a popular live band in the Sunshine State’s capital and surrounds. No surprise when you look at the band’s personnel: Mark Cryle (formerly of Spot The Dog), Hugh Curtis (Tamworth Golden Fiddle Award winner), global troubadour Mick Nolan and experienced drummer/ percussionist Suzanne Hibbs. Time And Tide is the band’s second album, and it’s 13 tracks of Australian and Celtic-flavoured folk-country tunes.

There’s a history lesson on 'The South Sea Island Trade’ as Cryle looks back at barbarous episodes in the late 1800s. ‘Midnight In Montreal’ leans towards blues, sung in the style of Van Morrison, and there’s more delightful old country folk sounds on ‘Whiskey Songs/Bromley Brae’. The album was recorded at multi-Golden Guitarwinning guitarist/producer Michael Fix’s Parklands Studios. Fix is also a part-time member of Asleep At The Reel and appears on several of Time And Tide’s tracks.

ACRES Brad Cox Sony Music www.iambradcox.com

The Toyota Star Maker quest at Tamworth has kick-started many a career, and Brad Cox is proving to be one of the most successful. Acres, his third album and second for Sony Music, was announced prior to this year’s Tamworth Golden Guitar awards as the winner of the Top Selling Australian Country Album of the Year trophy.

With 17 tracks, it’s both quantity and quality. ‘What Brought You Back’ is a powerful mid-paced country rocker as Cox sings of a former flame’s return to town. Ian Moss guests on ‘Wildfires’, a song about developers, bankers and drug dealers impacting rural regions.

‘Last Time Last’ is a goodbye song with a strong chorus, Cox relieves the stress of the working week on ‘Beer And Fishin’, and he recalls the good old ways on ‘Old Schoolin’. Brad Cox has one of the biggest and best singing voices in Australia in any genre, and he’s a fine songwriter as well.

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truck restorations

GONE TRUCKIN’ From growing up around trucks to diesel mechanic and truck restorer, Stephen Corstorphan had one more life box to tick – driving heavy haulage.

Tiarna Condren writes

Images: Stephen Corstorphan

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F

ollowing in your father’s footsteps is a rite of passage for many, the culmination of generational knowledge and passion. A family business is an Australian ideal that is materialised in ‘& son’ or ‘family-owned’.

Stephen Corstorphan was inducted into the family business before it even had a name

or ABN. With International customised tray trucks in the backyard as play equipment, and a father running fruit interstate, it seemed only a matter of time before the duo joined forces.

Stephen’s working career began at the former Gas & Fuel in Dandenong, as an apprentice diesel mechanic.

He completed his apprenticeship and moved to K & S Freighters in Footscray, working there for three years.

In the background, the passion for truck restorations began to stir, with Stephen and his father Jim working on trucks at The Yard in Ringwood.

It wasn’t until 1997 that Stephen decided to drop it all to work for his father’s newly found business, J Corstorphan Pty Ltd, repairing and restoring vehicles.

“Dad started off with trucks and even back then, all the trucks that he drove on the highway, he virtually brought them in and stripped them down and rebuilt them before they went on the road,” Stephen says.

“The only new truck he had was a Mercedes, which was the last truck he had on the highway. But other than that, they were all stripped down and rebuilt. And then they went out to work.”

Some full restorations of their own private fleet include a 1960 International R200 and a 1969 Ford 750 prime mover, known as The Siblings.

Stephen says working with his father was an adjustment.

“The first time I started working for him, I was living

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with him. It was seven days a week, seven nights a week living and working together. There were definitely a few blues, but I enjoyed working with him,” he says.

Stephen’s restoration career spanned 16 years, working for individuals and transport companies all over Australia.

“I worked on trucks for Linfox, I fixed up an AB 184 International for Ian Cootes, we did a lot,” he says.

“Doug Livermore used to have an orchard opposite ours. We did up about seven or eight trucks for him.

“They went all the way back to 1937/8 Internationals. They were all different ones.”

Stephen says the worst condition truck he ever had was the last restoration he did for Doug. It was a 1937 D35 International that Stephen says had been rolled and caught fire.

“We had a sandblaster over, and he told me the rats had been living it, it was covered in rust and it had been burnt for sure.”

Despite the major flaws, Doug was persistent in restoring it, with Stephen finally giving in and convincing him to get new tyres to “finish the truck off”.

“The satisfaction was always there for me in restos,” he says.

“You’ve got to have pride in what you do, and that’s where the truck restos came in.”

“I didn’t really worry what year it was, or what condition it was.”

Doug passed away several years ago, but many of Stephen’s restorations for him are displayed in a big shed, “like a museum” at Doug’s property.

Stephen says it was important for him to recognise that truck restorations isn’t a solo sport, but rather a team effort.

“Something I was always saying when talking about truck restorations was that we had done them. I never said I had done them,” he explains.

“A lot of other people had always helped. Trimmers, windscreen guys, we had a couple of panel beaters working for us.

“It was never just me, or dad and I, there was a team of us working on the trucks.”

One of the most recognisable trucks that Stephen still has is his restored 1957 630 Diamond T. “That truck should have been in the scrap originally,” he laughs, “we really brought it back from the grave.”

Stephen’s father had two Diamond Ts on the highway for years, and says a lot of work had to be put into it to get them going.

“It got stripped right back to the chassis and straightened, and the cab was all repaired,” he says.

They fitted a GM V6 53 motor into the truck and added a Roadranger gearbox.

“We put a full air front axle underneath it and back end.

Done all the brakes and everything virtually from one end of it till the other.”

“We straightened it all out and got it running.”

Stephen recently showcased the Diamond T at the Historic Commercial Vehicle Display in Yarra Glen. He says this is the first year he has decided to get back into the shows after missing the camaraderie of the events.

“I don’t worry about trophies; I’ve never worried about them. It’s always been the fun of getting out there meeting people and showing the truck off.”

Wall of Fame

Stephen and his father Jim were both inducted into the Shell

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Rimula Wall of Fame at the Alice Springs Reunion in 2015, two years after Jim had unfortunately passed away.

Stephen took over the family business, but ultimately decided a couple of years later that it was time for the next chapter in his life. He now drives trucks for Doolan’s Heavy Haulage in Moorabbin, but says he misses doing up the trucks.

“I miss doing the trucks, but in saying that, I’ve barely touched the truck I’ve got sitting in my shed,” he laughs.

“I’ve always wanted to go truck driving, and my sister told me to do what I wanted to do,” he says. “So I started off driving two, three days a week and then after about six weeks I became full time.”

Stephen says his biggest advice for people looking to get into restoring is to save your money.

“Everything has gotten so dear now, and so many people get halfway through and end up pulling the pin.”

He says proper preparation is key and understanding what you are getting yourself into can save a lot of stress.

“It is a lot harder now to do restorations than before. Parts are more expensive and harder to find,” he says.

His love for restorations still reigns though, with another Diamond T that he brought from the US with his father sitting in his shed.

“That’s one that we have had for 15 years that kept getting pushed aside at the factory, I just couldn’t sell it, I brought it home.

“I’d be lucky if I’ve done probably no more than 20 hours work on it, but I will get to it one day,” he says.

Stephen hopes that the art of truck restoration doesn’t become lost while prices increase.

“I went to a truck show in Echuca, and a lot of the oldest stuff had disappeared,” he says.

“The trucks that are rocking up now are highway trucks from the ’90s and a lot of them are just trucks that have come off the road and headed straight to the shows.”

He hopes that there are still people passionate enough, and willing to put in the money to keep the old trucks running.

Stephen sent us a picture with himself, his brother, son and Doug and captioned it, “This is what restoring old trucks is for, to see smiles on faces.”

Opposite top: Restored smiles: Stephen Corstorphan (right) with Doug Livermore, 92, with Stephen’s son Aaron Opposite bottom: One of Stephen Corstorphan’s restoration projects – a 1996 International R-190 Top: This imported 1954 R-190 International fire truck from Illinois, US, looks ready for work Above: Stephen brought his 1957 630 Diamond T “back from the grave” Below: A 1937 D35 International gets a makeover in Stephen’s shed Bottom: The International Loadstar and Cootes’ AB184 finished and ready to go

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industry focus

WHEN ONLY THE BEST WILL DO

ARVA Freight’s 15-year anniversary coincided with the company’s order of 15 Scania V8 prime movers, including a top-of-the-range 770hp flagship model

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ased in Laverton, Victoria, ARVA Freight was started by Gus Arief in 2008 with a single truck and the business has grown year-on-year and now comprises a f leet of 80 trucks, many which are hooked to Vawdrey B-double trailers for interstate work.

At the start of 2023, Gus and general manager Tai Etuale visited the Scania driving experience at Anglesea in Victoria, and were impressed with the business presentations, comprising the full range of services Scania can provide to its customers.

As a result, ARVA Freight took delivery of two new Scania 560 R Supers mid-way through the year, with two further R 540s delivered in October. The V8 f leet is expected to hit the road in Q2, 2024. Most will be R 590

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V8s with 4 X R 660 V8s and one (ARVA-red painted) R 770 V8 f lagship to mark the special anniversary.

“We haven’t decided yet who will get to drive the 770,” Gus says, “but since we introduced the Scanias to the f leet, the drivers have all been asking when they can get a drive of the 560s. The feedback has been very impressive from the drivers,” he says.

“The interstate drivers will cover 200,000250,000km a year, so the truck must be doing everything right. We look for robust trucks and trailers, and although we have our own workshop, we don’t want to see the vehicles in there. Scania will be looking after the trucks on a service and maintenance package initially.

“We have had a very positive introduction

to Scania, dealing with the sales and after sales staff and also with Scania Financial Services who not only funded this f leet purchase, but also assisted our acquisition of new Vawdrey trailers, as well,” Gus says. “The SFA people were very helpful, wanted to understand our business so they could offer the right solution for our needs, and they were very quick to act,” he adds.

“We have a corporate philosophy that we only want to work with good people, as customers and staff, and we only want good gear, which is why we’re pleased to be adding Scania trucks to the f leet,” says ARVA Freight general manager, Tai Etuale.

“We have a very loyal driving staff. We look after them well and they look after our trucks, and therefore our customers.

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“THE DRIVERS HAVE ALL BEEN ASKING WHEN THEY CAN GET A DRIVE OF THE 560S.”

“We’re running interstate fully loaded in both directions, and we are expanding our warehousing as we have just teamed up with a South-East Asian freight importer. We’ll be providing transport and logistics services for them, but part of our warehousing is dedicated to 3PL. We will soon move into a new headquarters in Broadmeadows, that has about 8000m3 of warehouse space, plus we have premises in Brisbane and we’re investigating Sydney warehousing locations as well,” Tai says.

“We are interested in reducing our carbon footprint, so we have been talking with our account manager at Scania, Travis Damianopoulos, about the potential for running some of the V8 590hp prime movers on biodiesel. This could cut the CO2 emissions by more than 80 per cent, which is good for us, and good for our customers.

“We are very committed to going the extra mile for our customers, giving them a premium service. We see ourselves as operating in the premium end of the transport and logistics industry, which is why we are buying premium trucks,” Tai says.

Travis Damianopoulos, Scania account manager for trucks in Victoria, says the Scania one-stop-shop offer has really resonated with ARVA Freight.

“We have been able to source trucks for them at short notice, as well as order a significant f leet of V8s for delivery in 2024,” Travis explains.

“Their business is very much focussed on compliance and safety and using the best gear across all their operations. This commitment to excellence has obviously been well received by their customers as the business continues to thrive, which is why we are very happy to be able to provide sales, after sales and financial services to the team.

“In fact, Scania has first-hand experience of the service success ARVA Freight offers as they deliver our parts from our central warehouse in Campbellfield, Victoria, to our company-owned branches at Prestons and Eastern Creek in New South Wales daily. It’s very much a symbiotic relationship: ARVA Freight trusts in Scania, and Scania trusts in ARVA Freight,” Travis says.

TOP: ARVA Freight founder and director Gus Arief ABOVE: Two Scania R 540s were delivered to ARVA Freight last October ABOVE: Gus Arief and Scania’s Victorian truck account manager Travis Damianopoulos seal the deal on the new truck order for ARVA Freight

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truck restorations

ATTENTION TO DETAIL Bruce Gunter had his eye on Max Keogh’s Kenworth K125 since he was eight years old.

But although the truck changed hands over the decades, Bruce’s persistence in locating and then revitalising the old Kenny has resulted in a shining example of Australian trucking in the 1970s. Warren Aitken writes

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“I never thought I’d have the shed space.”

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an you name the truck that fired up your love of the transport industry? Most of us have one or two trucks that we just drooled over as a kid, trucks that inspired us and led us into this line of work. I had two – number one was a Mainfreight eight-wheeler Mack Ultra-Liner that used to navigate New Zealand in the early ’90s. Number 2 was the old Wilson’s Transport FR Mack my uncle drove. That was the truck that my holidays were spent in and it was the truck that launched my love of trucking.

For Bruce Gunter, his raison d’être was Max Keough’s Kenworth K125. This was the truck that became etched in the mind of an eight-year-old Bruce when it first hit the road in 1978 and stayed camped in his memory bank throughout his career behind the tools, behind the wheel and behind the desk. This was the truck that never faded from Bruce’s mind. After decades of work, the man whose life has revolved around trucks finally got his dream. He got his hands on Max’s 1978 Kenworth K125.

Now there are so many different avenues this story has to cover. From the 87-year-old Max Keough who, as I write this, is only just considering hanging up his passport and not going back over to the United States to drive again. Yes, he has still been a regular roamer on the US interstates well into his 80s. There is the history of the truck itself, which went from Max’s colours, into Donny Turner’s colours then through several other hands before ending up in Queensland towing a tipper around and coming within weeks of being cut up for scrap metal.

Then there is Bruce himself, an automotive upholsterer, a truck driver, a podcaster, a truck event organiser, a transport safety expert and one of the luckiest drivers in the world. Did I forget anything? Most likely. But we are going to focus on Bruce and the decade long restoration of a legendary Kenworth.

Chances are the name Bruce Gunter is familiar to you. If Above: This is the state Bruce found his childhood dream truck in Below: A tight fit in Bruce’s garage beside his ’57 Chev sport sedan – there’s also the old Commer behind the Kenworth cab

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“He forgot to clean the ant’s nest out of the back.” you haven’t heard his podcast, Copy Southbound, which he uses to immortalise the Australian transport history with interviews of legendary trucking figures, then you may know his name from the annual Clarendon Kenworth Klassic where he is one of the leading figures behind this amazing weekend of trucks, turps and tall tales. There is also a chance you know his name from his company ProDrive Compliance, where he has become a leading expert in safety and compliance and assists companies with education and training. Whichever way you know the name, you will know this man has a passion for trucks and trucking, rivalled only by his

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knowledge of trucks and trucking.

In case that resumé didn’t make it abundantly clear, Bruce loves trucks and transport. He was born into it really. His dad Geoff was a driver for as long as Bruce can remember, starting in an old Commer Knocker and eventually ending up driving the Channel Ten outside broadcast van. Van is a bit of an understatement – it was huge and Geoff drove it everywhere, often with Bruce alongside, up-schooling his vocabulary courtesy of the old CB radio.

But like every good truck-driving dad, Geoff insisted his son gain a trade rather than follow him into the industry. Contrary to many who end up underneath trucks, Bruce opted to learn the interior trade and became an upholsterer.

It was a profession he enjoyed and one he found he was extremely good at. It still wasn’t trucking though. That was where his heart was and it wasn’t long before he found himself behind the wheel, tanning his right arm to earn a dollar. From there, his natural ability to manage people and wrap his head around the big picture meant that a managerial role was the obvious next step. Admittedly the decision to step out from behind the wheel was more forced on him. Turns out that breaking your neck in a car accident leads to some pretty uncomfortable days.

Especially for a Kenworth fan.

However, it wasn’t just nonstop allocating and long lunches in the management seat. Bruce would still find

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his way into the driver’s seat whenever possible. He also started to take a keen interest in the safety and compliance side of the industry. In 2013 he started ProDrive Compliance, a consulting company that allowed Bruce to take his passion for the transport industry, in particular the safety and compliance side, and help companies upskill their procedures and their staff. In 2019 he joined forces with his Copy Southbound Podcast partner, Brendon Ryan and formed ProDrive Compliance Group, now one of Sydney’s leading specialists in training and compliance within the transport industry.

That’s pretty much the cliff notes on Bruce. We’ve skimmed over a lot and I’ve had to miss out on a bit, but you get the gist of it. The main thing to learn is Bruce has done a lot in the transport arena.

Commer connection

Now let us focus on his hobbies. In between his work, getting married, raising a family, starting a business and driving when he could, Bruce also kept his hand in the motor trimming game while restoring old cars.

Particularly classic American cars. It was this side hustle that would eventually lead to the project truck before you.

You may be thinking it’s a pretty big jump from a 1969 Ford Ranchero to a 1978 Kenworth K125 – and you would be right. There was a bridge though, an old Commer Knocker like his dad drove.

“I’d kind of always wanted to restore a truck but never

Top: There’s a few generations between Max and Bruce, but there’s one truck that will forever bind them Opposite top: Darren Freed, another lifelong friend of Bruce’s, starts working on the original lines as the 125 starts to return to its past Opposite middle, left to right: Glenn Dawson and Vic Pike help by getting the cab off and ready for pulling down, Notice the custom-built trolly? It was designed to allow Bruce to roll the cab into his garage, and it almost worked perfectly Opposite bottom, left to right: The Kenny was like a can of Pringles – once you start it’s hard to stop and the tear down just kept tearing; Bruce’s first resto project, the Old Commer halfway through its restoration

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Top: Bruce Gunter (far right) and Max Keogh with Max’s nephew Gavin and daughter Kayla, who has been introduced to the Kenworth addiction Above, left to right: Another of Bruce’s mates, and a legendary figure in the world of Kenworth Restorations, Paul Cox in the US helped Bruce get original factory woodgrain panels for the dash; The original rims took a fair bit of bringing back to showroom shine but Bruce got it done Opposite top: The boys from Northwest Trucks helped Glenn align the cab as the project started to get to the exciting end of things in 2021 Opposite middle: The interior was showing signs of 40-plus years of hard living Opposite bottom: Attention to detail, even down to original plates and stickers

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really thought I’d be in a position too,” Bruce admits. “I never thought I’d have the shed space or anything like that.

I loved cars but I really loved trucks.

“Then one weekend I was at a mate’s place and he was showing me photos from a show in Queensland and I saw a picture of a green and silver Commer. That was my seed and I just watered and fertilised it.”

That idea kept growing until Bruce found a running Commer for sale down in Victoria in 2007.

“I wanted a Commer because of Dad and, because it’s small, I can fit it in the shed. I looked at a few, even bought one but it was petrol. Then I found this runner in Victoria and it had a Knocker engine in it,” Bruce recalls. “I stripped it, did a basic rebuild and put it back together.

“Then, after a couple of years of driving with earplugs, I decided to pull the cab off and do it properly including reupholstering as well as soundproofing it. I also had a dear recently departed friend and mechanical genius, David Kent, expertly rebuild the intricate TS3 ‘Knocker’ engine for me. I loved the process and I had a lot of great people doing it with me.”

Around the same time that he was finishing off the Commer, Bruce started to think about Max Keough’s K125.

As mentioned earlier, Max’s K125 was the truck that ignited Bruce’s love of trucks. He was a mere eight years old when he first saw the behemoth.

“I remember Max used to take it to the local cricket ground when he was playing and I’d ride my bike down and wave at him from the gate when he left,” Bruce recalls.

It didn’t stop there though. That first encounter stayed with him as he grew older.

“When I had my licence I’d drive all the boys home ’cause I didn’t drink, then I’d tear around Thornleigh because I knew it lived on one of the side streets. I drove around hoping it was home.”

That bond with Max’s truck never diminished. Hence when the Commer was wrapping up Bruce had this idealist fantasy in his head: “I’ll try and find Max, imagine if he had it in his backyard, covered in shit and I could restore it.” Step One was to track down Max. “I looked up Max in the phone book and found his number, gave the number a ring and he answered. It was very lucky. As Max said, he lives in the States now and was just home for a couple of weeks,” Bruce tells me.

“He came down to work and showed me a heap of old photos and we became really good friends. Unfortunately,

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“I couldn’t afford to send it to a shop and spend 300 grand doing it up.” all he knew of the truck was he’d sold it to Donny Turner.”

Max headed back to the US and Bruce was left to go hunting by himself. But the two of them were in regular contact and Bruce kept Max abreast of his pursuit.

Tracked down

Six months after Bruce started chasing down the truck and the truck’s history, one of the other sleuths he had on the case had a breakthrough.

Cameron McFayden, another good mate, was up in Brisbane and happened to be talking to another friend, Dave Collard. Dave, who used to have a heap of subcontracting tippers, was telling Cameron about another project he was involved with: “I’ve got an old Kenworth I’m playing around with, it’s got an aluminium chassis, aluminium wheels and it’s got an 892 in it.”

After further questioning Dave confirmed it was in Don Turner’s old colours and he had only bought it about five weeks earlier after the owner was looking to scrap it. Cameron couldn’t believe it and informed Dave that Bruce had been on the hunt for that truck for the last six months. At the time Dave wasn’t looking to sell, he was happy to play around with it, but Bruce would be his first port of call when he was ready to sell it.

Roll on 2011 and Bruce gets the call he has been waiting on since he was eight years old.

Now this is the part where I get to quote the US country rock group Little Big Town and their song ‘Good People’ and its lyrics, “good people know good people”.

While Bruce had arranged somewhere to store and work on the truck, and also planned out a feasible restoration plan, he still had to find a way to buy the old girl. Then in steps Max. The two mates had been in constant contact since Bruce’s first call and Bruce had made his intentions clear. “Max asked what I was planning to do with it, and I said I wanted to do it back up. He asked what colours I was going to paint it, I said, ‘How it should be, back in your

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old colours’. He asked what name I would put on the door, and I said, Your name, it was your truck’,” Bruce relates.

At this point in our chat I was introduced to the term ‘conehead restorers’, of which Bruce is one. Coneheads put everything back to how they were, as close to original as they can.

When Max heard all this, he offered to assist Bruce in purchasing the truck when he found it, such was the bond the old K125 had built between the two mates.

Bruce f lew to Queensland to pick the truck up in early 2011. Dave Collard had given the old Kenny a bit of a service so Bruce could drive it back down. “He was great,” Bruce says, “though he forgot to clean the ant’s nest out of the back ‘cause they bit me all the way home.”

It was a trip Bruce admits was packed with sweat and emotion. Sweat because it was over 40 degrees with no aircon, and emotional because

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Top: The interior was Bruce’s domain and he put his years of expertise to the test and absolutely nailed it Above: Everything in this truck is as it was in 1978, no smart wheel or digital UHF. No fancy aircon. Just as it was Left: Full credit to Nev Greentree who did all the lines and scroll work, a perfect replication of the truck’s original look From opposite top: The end result of a lifelong obsession and a decade long restoration project; Unfortunately David Kent, the mechanical genius that restored and rejuvenated the old 8V92 is no longer with us, but it was his work that had the K125 set for another million kilometres or more

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he was in the truck of his dreams, albeit half naked and covered in ant bites.

Once he arrived home, the next steps began. It was always a long-term project but for the first couple of years Bruce just patched the truck up and took pleasure in owning it.

“I did take a jigsaw to the plastic guards to make them look like quarter guards, and I removed the hub covers.”

But it wasn’t until 2013 when the real work began.

“I didn’t really know how far I was going to pull it down,” Bruce says. “I took the cab off, we built a frame so we could get it in my garage and I could pull it all apart and work on that side of it. It was a very tight fit. In fact the air horns tore down my facia off the carport on the way in.

“I couldn’t afford to send it to a shop and spend 300 grand doing it up, so it was done over a long period, very slowly. I had a lot of good people helping me with so much of it.”

Those people included mates like Glenn Dawson who spent countless hours on the engineering and mechanical side, plumbing it all back together. The 8V92 was sent over to the mechanical genius Dave Kent in South Australia, the man behind the old TS3 Knocker engine rebuild who took control of breathing life back into the old Detroit workhorse.

Darren Freer had the unenviable job of painting the cab back in original colours with original stripes, while another mate Matt Stephenson took care of painting the chassis. There are also countless mates that need mentioning for appeasing Bruce’s conehead desires, like Nathan Smith who supplied an original 13-speed box to replace the 18-speed double overdrive that the truck now had.

There was also Pat Vassallo who donated a set of original quarter guards to replace Bruce’s makeshift jig-sawed versions, Mick Cefai who arranged and carefully fitted tyres to the original Budd rims Bruce had tracked down, as well as guys like Rob Woolley and Gerard Kovic who supplied countless little parts that Bruce never even envisioned needing. All those little things that count when you are doing a conehead project.

Bruce concentrated on the interior that was to be his

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masterpiece. “I was really keen on doing it right.

I found the original driver’s seat which Max had taken it out because it hurt his back. Seeing as mine was worse I never looked at putting it back in, but I measured it up and used the same vinyl for a new seat.

“It was originally ordered in a Splendour Kit, in blue and yellow, and wanting to replicate that I ended up sending one of the original curtains to the States to get 10 yards of vinyl made over there. Then I had enough to do the whole interior.”

By June 2021 everything was slowly coming together, slowly being the operative word. The chassis was being worked on and stored at another mate’s place, Ray from Parklea Sand & Soil. The interior was complete and the cab was ready to go back on. Dave Chapman and the team from Northwest Trucks along with Glenn and Bruce took on the task of getting the cab back on and ready for the final stretch.

Head-on accident

Like any good Hollywood story, there has to be a curveball thrown in when the end is in sight.

This time it was another car accident for Bruce.

Do you remember at the start of the story when I mentioned Bruce was a lucky driver? Well, he broke his neck back in 1995 when he was rearended. That put paid to the likelihood of a career in truck driving.

Then just days before New Year’s 2021, Bruce was hit head-on and broke his neck again. More operations and more rehabilitation, mixed with choruses of ‘how are you still alive’ followed.

This accident would put a question mark over Bruce ever driving again and due to his injuries put a major handbrake on the finishing of the K125.

It was a bleak time, physically and mentally for Bruce but once again I refer back to those US country singers, Little Big Town and “Good people know good people”.

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Bruce’s passion for the old Keough K125 had spread to all those around him and his good mates Chappo and Glenn made the call that they would all pitch in to see Bruce’s dream fulfilled before the 2022 Kenworth Klassic. There was still a fair bit to do, courtesy of Bruce’s conehead restoration standards.

“I had the build sheet and wanted it as close to that as possible. It had the wrong wheels on it. When I got it it had eight and a quarter inch wide Budd rims but originally it had seven and a half inch, and I wanted it to run 11Rs to have the skinny look like it did.”

While Bruce was limited with how much and how long he could work on it, he had a team that all pitched in to help and by September 2022 the

truck was ready for its official unveiling at the Clarendon Kenworth Klassic.

I was actually there when Bruce drove into the showgrounds on that day and it was a sight to be seen. Along with all the other Kenworth truck nuts, Max Keough had returned from the US for the unveiling and the atmosphere was extremely emotional with his entire family there.

There are countless people Bruce would like to thank for all their assistance and countless people happy to hassle Bruce for his purism. But it paid off. The end result is a 45-year-old truck that looks as good today as it ever did and a slightly older truck nut that has managed to find and restore his childhood objet petit a.

I am curious though, what’s next?

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industry focus

ISUZU CROWNS

PEOPLE’S CHOICE WINNER

A NSW plumber has clinched the final award in the 2023 Isuzu Truck of the Year competition

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suzu Australia Limited (IAL) has wrapped up the 2023 round of its Truck of the Year competition with the announcement of the winner of its People’s Choice Award.

New South Wales business What the Flush Plumbing received the highest number of popular votes, taking out the People’s Choice Award for 2023.

Brandon Navratil and What the Flush Plumbing took out the award thanks to a one-of-a-kind Isuzu NLR 45-150 which assists the plumbing business in servicing Bringelly and surrounds in NSW. The light-duty truck has an unforgettable custom wrap and registration plates, with Navratil opting for a setup that allows easy access to tools and equipment – a toolbox on wheels with extra payload for materials and machinery.

“It snaps necks with people checking out the setup,” Navratil said in his competition entry.

“The truck makes people smile and never goes unnoticed.”

For this award category, Isuzu Australia says it

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throws the judging over to customers and followers on social media, who choose from a gamut of fan favourite trucks featured in the competition throughout the year.

Polling took place over the month of December via Isuzu Australia’s Facebook page. IAL marketing and advertising manager, Sam Gangemi, says the competition was fierce, but friendly.

“This aspect of the Truck of the Year competition is a lot of fun for the entrants and Isuzu fans.

“It gives the community a chance to celebrate local businesses and the trucks supporting them, and it’s a great opportunity for people to give a shout out to a mate who’s been working hard all year,” Gangemi says.

“It’s also a second shot at one of our $1,000 prepaid Cash Card prizes for those who have taken the time to enter a truck in the competition.”

“Well done to Brandon from What the Flush Plumbing for a great entry, we love to see the community brought together through the shared joy of truck ownership,” Gangemi says.

The People’s Choice Award winner joins the other big winners of the competition, selected by an Isuzu judging panel and announced in December.

Category winners

The 2023 Grand Prize winner, Northern Territory business VTG Waste & Recycling, received top accolades and a total of $7,000 in prepaid Cash Cards, while three additional ‘Series’ winners each took home a $1,000 prepaid Cash Card.

James Prakash, managing director of VTG Waste & Recycling, entered an FYJ 300-350 8x4 which is used for recycling and commercial waste disposal in Darwin. It comes decked out in their striking custom ‘VTG green’ colour scheme.

“Isuzu trucks are reliable, functional and well-suited to the tough environment of the Top End,” Prakash says.

“We understand that giving our employees the right tool for the job is key to making service delivery happen efficiently and our custom green Isuzu fleet is a huge part of that.”

VTG Waste & Recycling also received the prize for ‘King of the FY Series’.

In the N Series category, DJ Bourke Excavations based in Tasmania was crowned ‘King of the N Series’ with its versatile NQR 87-190 tipper.

Isuzu says truck owner Dylan Bourke captured the attention of the judges and the essence of what it means to put one of Isuzu’s light-duty ready-to-work models to work.

With enough payload to carry a backhoe and towing capacity to haul a skid steer loader, the excavation company has a rig that is ready to tackle just about any job for their clients.

Meanwhile, Daniel Taglieri from Lolico Painting & Maintenance won ‘King of the F Series’ with a FRR 110-260 that helps the team conduct their trade around Calder Park in Victoria.

With a custom-built tray that stands out from the crowd, Isuzu says this truck showcases the reliability of Isuzu’s medium-duty models for trade applications.

“We designed the tray ourselves to carry tools and equipment,” Taglieri says.

“We store plasterboard top and bottom, it has a custom canopy and storage space, and has been fitted with custom ramp at the rear for all our demolition needs.”

Entering the heavier end of the competition, Sam Docker from Treesafe Environmental Services took out the prize for ‘King of the FX Series’ with an impressive FXZ 240-350 that is putting in hard yards for the arboriculture business throughout South East Queensland.

“When it comes to Isuzu you know you have the best option of truck on the road, and that gets put back into your business,” Docker explains.

Isuzu says its Truck of the Year competition has brought truck owners together for over 30 years, celebrating life on the road and hundreds of hardworking businesses across the country. Some of the first entrants can be found in the earliest editions of Truckpower magazine as far back as 1996.

Decades later, Isuzu says the competition is as strong as ever, proving that the art of trucking and appreciation for a great rig will never die.

New year comp

Every December, Isuzu’s Truck of the Year judges gather to examine the winners of each monthly round to select who

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“We designed the tray ourselves to carry tools and equipment.”

will receive the big prizes.

Each selected Isuzu Trucks Series winner (N Series, F Series, FX Series, and FY Series) receives a $1,000 Visa cash card and then goes in with a chance at being named the Grand Prize winner, who receives a $6,000 Visa cash card and the title of Truck of the Year.

Sam Gangemi says a large number of entries spanning a wide range of industry applications made the choice of winners difficult, but well-deserved.

“Isuzu’s Truck of the Year has been running for almost three decades and we feel it’s as important as ever that Australia’s truckies, tradespeople, drivers and businesses receive recognition for the work they do, and the pride they take in it,” Gangemi says.

“It’s all about supporting our connected industries, so we’re very pleased that the People’s Choice Award continues to honour this community spirit.”

Isuzu truck owners can enter the 2024 Truck of the Year competition, which opened on February 1, by visiting isuzu.com.au and filling out the entry form with a photo and description of how their truck is supporting their business or lifestyle.

All entries received after the 2023 cut-off date will be automatically entered in the first monthly draw for 2024.

Opposite top: Grand prize winner – VTG Waste & Recycling’s FYJ 300-350 8x4 was also voted ‘King of the FY Series’ Opposite bottom: Public vote – What the Flush Plumbing won the People’s Choice award with its Isuzu NLR 45-150 From top: Heavy duty – Treesafe Environmental Services won the ‘King of the FX Series’ prize with an FXZ 240-350 Tassie tipper – DJ Bourke Excavations was crowned ‘King of the N Series’ with its NQR 87-190 Custom tray – Lolico Painting & Maintenance’s FRR 110-260 was voted ‘King of the F Series’

Images: Isuzu Australia Limited

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tech briefs

VOLVO’S VNL MODEL TO “CHANGE EVERYTHING” Volvo Trucks North America has launched what it says is a completely reimagined Volvo VNL to set new industry standards in heavy-duty trucking. The all-new Volvo VNL is said to also feature the next generation of enhancements to improve total customer value, driver productivity, safety and sustainability.

The new bonneted Volvo, unlikely to be seen in Australia, is being heralded as helping to make a driver’s job easier and safer.

Noticeably, the new VNL features striking aerodynamics which Volvo says is engineered to achieve a fuel efficiency improvement of up to 10 per cent. It adds that the new Volvo VNL is designed to meet the challenges and demands of the North American market and transform the driving experience.

Sales will begin in the coming months with production at the Volvo Trucks New River Valley Plant in Dublin, Virginia.

“The all-new Volvo VNL was designed to change everything,” said Peter Voorhoeve, president, Volvo Trucks North America.

“However, change doesn’t only come with a redesigned truck – this product introduction is the start of a new era for Volvo Trucks, our customers, and their drivers — a quantum leap forward.

“When we launched the first generation of the Volvo VN in 1996, its ‘unconventional’ aerodynamic body style set a new standard for the North American trucking industry.

“We did the unthinkable in 2007 when we introduced the I-Shift in North America and spurred the industry’s transition toward automated manual transmissions.”

The new Volvo VNL claims to be the platform for all upcoming technologies, including future transportation solutions of battery-electric, fuel cell and internal combustion engines running on renewable fuels including hydrogen.

The cab is designed with the driver in mind. Image: Volvo Trucks North America

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The all-new Volvo VNL – only available in North America. Image: Volvo Trucks North America

Volvo says the first 24-volt electrical infrastructure in the North American trucking industry and active safety features that are introduced in the new generation of Volvo trucks will be the standard for the future commercialisation of fully autonomous trucks. The new Volvo VNL is said to be integral to Volvo Trucks’ vision towards zero emissions and zero accidents.

Volvo states that aerodynamic resistance has a major impact on the fuel efficiency of a truck, hence the streamlined and more angular wedge-shaped cab design of the new Volvo VNL features a dramatically redesigned windshield, which claims to achieve up to 10 per cent improvement in fuel efficiency. Additional aerodynamic gains were created from the integration of the curved and bonded windshield, tighter clearances around turbulent air areas like wheel openings, the bumper and the hood, chassis fairings and promoting a tighter trailer gap.

The new Volvo VNL is powered by

the latest generation D13 engine that is said to deliver improved fuel efficiency, performance and durability. The D13 engine is available in four horsepower ratings, ranging from 405-500hp and three torque ratings from 1,7501,950lb-ft of torque.

These different power options are designed to suit different applications and incorporate the improved and optimised I-Shift transmission, which features up to 30 per cent faster shift speeds. When combined with the I-Torque powertrain solution, the D13 claims to deliver even greater fuel savings, best-in-class versatility, and drivability.

A variety of active safety systems are offered with the new Volvo VNL, including Volvo Active Driver Assist Plus with Pilot Assist which provides active lane centring.

Volvo Active Driver Assist Plus is powered by Volvo Dynamic Steering which improves manoeuvring at all speeds, including more controlled backing, increases stability at all road speeds, and adapts and corrects for crosswinds, highway crowning, soft shoulders, or emergency situations like tyre failure.

The new pedestrian detection feature alerts the driver when a pedestrian or bicyclist may be in their path or blind spots and will activate frontal automatic emergency braking for objects directly in the path of travel.

Passive safety systems offered include the bonded and wrapped windshield providing panoramic views. This not only improves aerodynamics for the Volvo VNL, but it also improves visibility for drivers, bolstering safety and reducing wind noise in the cab.

The cab of the new Volvo VNL is designed according to Volvo Trucks’ crash test standards and will offer a side-curtain airbag, with options for driver-only or driver and passenger

air bags, which is a North American industry first.

Cabs are constructed of highstrength steel to deflect the energy of a crash to reduce the chance of injury.

Additionally, Volvo Trucks’ flared frame rails allow the powertrain to drop down below the cab to protect the driver. E-Call, a new safety feature, connects the driver to emergency services where cellular connectivity is available and provides precise location details. This occurs automatically in the event of a rollover crash or airbag deployment.

In addition, Volvo says the new VNL is designed with the driver in mind to optimise comfort, efficiency, and safety when working, living, and resting. A new, optional air suspension system, GRAS (Global Rear Air Suspension), uses dual leveling rods to reduce roll and pitch angles, improve lateral stability, and minimise road shocks, maintaining a constant ride height.

The GRAS and the supporting Volvo Smart Suspension software are said to work seamlessly with the Volvo Dynamic Steering system to provide precise steering control and reduce driver fatigue regardless of load, terrain, road condition and varying engine torque levels.

Cab sizes range from the VNL 300 Day Cab right up to the VNL 860 74-inch Full Height Sleeper.

“With an interior and exterior design that stops you in your tracks, every innovation introduced in the all-new Volvo VNL was made with the goal to make a driver’s job a little easier and safer and provide a new level of customer value,” Peter Voorhoeve continues.

“As we completely reimagined the Volvo VNL, we looked at the future of transportation and saw an opportunity to set new industry standards and sustainably shape the world we want to move.”

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CHINESE TRUCK WINS HORSEPOWER STAKES Chinese truck manufacturer Shacman has released what has become the world’s most powerful truck, the X6000 800hp, beating Scania’s 770hp by more than 30hp and 50Nm of torque.

Volvo led the horsepower stakes from 2011 to 2020 with its 750hp model, before Scania took over in September 2020 with its 770hp model.

Now the title belongs to Shacman, the new model being introduced to the Chinese and Russian markets.

There are reports that the Shacman will open a manufacturing facility in La Rioja, Argentina to cater for the Latin American market.

The new truck’s cabin bears a resemblance to the Mercedes-Benz Actros.

Under the cab sits a 16.6 litre Weichai Euro 6 engine, delivering the 800hp and 3.750Nm of torque.

The gearbox is a fully automatic 16-speed S16AD, developed by Fast Gear for the exclusive 6x4 model.

Inside the cab there’s a multifunctional steering wheel, two large screens for instrumentation and multimedia, a start/stop button, adaptive cruise control, collision warning systems, lane departure system and automatic control of tyre pressure.

Shacman has been making inroads into the Asia/Pacific region, including New Zealand where it’s focus is on the Cummins-powered 560hp X3000 model.

Image: Shacman

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24/1/2024 12:44 pm

extremely proud of – Jared, Rebekah and Sarah – along with seven grandchildren,” Liz adds. “He was also considered family by his step family and my family all of whom he accepted open heartedly.”

The funeral was held on December 29. However, a further celebration of David’s life will held at the Stories from the Road museum Port Pirie at the reunion in April 2024.

NO BULL Vale David Kent

It has been sad to learn that South Australian-based transport historian David Kent, previously with the National Road Transport Museum and Hall of Fame in Alice Springs and, more recently, the Stories From The Road Museum in Port Pirie, passed away on December 16, 2023.

David’s partner, Liz Martin, the former chief executive of the National Road Transport Hall of Fame in Alice Springs, says David had been “struggling with an aggressive cancer” during the previous few months.

“David was instrumental in the development of both the Alice museum and the Stories From the Road Museum as well as the HCVC Truck Club in South Australia and the NARC Car Club,” Liz says.

“I doubt there are many in this country that shared his heavy vehicle mechanical knowledge for everything on wheels, but especially Detroit and Commer engines.”

David Kent was an icon in the vintage car and heritage truck movements and, over the years, was instrumental in the development of many successful organisations including the Northern Areas Restoration Club, the Historic Commercial Vehicle Club of South Australia and the National Road Transport Hall of Fame in Alice Springs where he personally transported and funded the relocation of two dozen vehicles from all over the country to Alice as well as

Arachnophobia David Kent (right) with Bruce Gunter.

Image: Stories From The Road Museum

managed repairs and maintenance of the fleet for 10 years.

For the past five years, despite still running his own business full time, David worked tirelessly supporting Liz Martin with the development of their Stories from the Road Museum in Port Pirie which has quickly grown into a main player in the transport museum sector.

The museum now houses over 100 vehicles and countless other items of memorabilia.

For David it was the Commer and the GM that represented the best of the UK and US trucks.

David’s treasured restored Commer Knocker TS3 was well known with Commer enthusiasts around the world. His most recent project was sponsoring and rebuilding the GM in Bruce Gunter’s well-publicised Keogh Kenworth.

“They say opposites attract and we were indeed that in so many ways,” Liz says. “But we also shared many similarities as well … especially our passion for road transport heritage and our workhorses of yesteryear.

“David leaves behind three children whom he was

Truck driving can be fraught with danger and distraction, notably from motorists, dodgy maintenance and, of course, horrible bosses. And there’s the inevitable encounter with road authorities.

Now there’s a new menace on the road – and it lies within. Spiders!

One of the scary agitations of professional drivers’ lives is to hop into their cab to find a hairy, horrible, and venomous eight-legged guest has moved in with them.

Worse, these unwelcome gruesome hitchhikers (think Huntsman spiders) can choose the most frightening times to manifest their presence from behind the dashboard, mirrors, or other automotive nooks and crannies – prompting alarming and erratic driving, such as when backing up in a complicated docking manoeuvre, overtaking, or blissfully tracking down the highway.

However, there is now a new spider and ant deterrent on the market – RoadBlock.

The made-in-Australia RoadBlock barrier treatment is touted to provide up to three months’ barrier protection to keep spiders and ants – and their nests and webs – out of vehicles, minimising potentially dangerous distractions for drivers.

Not the kind of stowaway you’d want on a long haul.

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the interest of productivity. All I can say is, what a balls up!

WILKIE’S WATCH Ken Wilkie

NOT QUITE NATIONAL

Devil in the details Contradictory information from the NHVR is causing concern for owners of over-size vehicles

I

’ve concluded that it’s the public sector of our economy that is letting our society down. It is no secret that the Australian economy is suffering a downturn in productivity. Just prior to Christmas, I was advised that I was required for work on January 6.

Oops! Unbeknown to me and to company management, bureaucracy has moved the goal posts. In times past we used Saturday mornings until 10am to deliver demountable buildings to state and private schools. It was done that way in the interests of child safety and efficiency.

No kids to get run over in what is often a tight and complex manoeuvre to get buildings within crane reach – and no cars to reduce room to manoeuvre or to clutter up parking room for later trucks in the delivery cycle.

Since December 7, 2023, bureaucracy has reduced the time slot back to 7.00am. What was the motive for this non consulted change of times?

Trevor Warner from the National Road Freighters Association advised that it has been the case since June 14. In that time we have done numerous deliveries complying with the 10am curfew deadline. And let me say that even complying with the 10am curfew can involve significant challenges to achieve legal outcomes.

I have a friend, very knowledgeable regarding oversize and over mass, who frequently tears his hair out trying to

come to grips with both the complexity and double messages involved with National Heavy Vehicle Regulator (NHVR) documentation as he struggles to remain compliant.

On New Years Day, Steve and I got together with the computer and a whole new ream of computer paper. The Commonwealth Gazette confirms that the notice is relevant from June 14, 2023 until April 30, 2025.

The Queensland Access Conditions Guide, version 6, commenced on December 11, 2023. Table four, page seven in that guides suggests that vehicles more than 3.1 metres wide or plus 25 metres long are required to not use roads in the south east corner (bounded by Gympie, Toowoomba, Warwick and the southern state border, Gold Coast).

Then we go to page 18. Table 19 reads, “an eligible oversize vehicle can be driven in a location and a day shown in table 19 when complying with the conditions of travel”. Then under the column ‘Days’, listed are Saturdays, Sundays, state-wide public holidays and on each day of a long weekend. And the under the column ‘Time’, between the hours of sunrise and 10am – including each day of a long weekend. Nothing like a bit of confusion, hey?

This is not unlike that impost on trucks that decrees no heavy vehicles in the right lane. Stupid, selfish and not in

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

Just to confirm my terminology that the NHVR be addressed as the not-soNational Heavy Vehicle Regulator. In the NHVR information sheet – Multi Class 1 load carrying vehicle dimension exemption notice – the application operating conditions goes on to state that each participating jurisdiction has differing application and operating conditions. So it’s not even a ‘national regulator’ within ‘participating’ states.

As I’ve stated often enough in past articles, Queensland requires reduced speeds for over size – heaven only knows what Victoria and South Australia expect.

According to the NHVR information sheet, all states allow load heights to five metres. Oops again! Yes, I know that the Northern Territory has not lowered itself to join the clique that calls itself ‘national’. I run with an NT permit that allows me to go to 4.9m high. Okay, that’s the NT. But if one checks ‘look up and live’, Energex expects a permit beyond 4.6m to be obtained, and that the route needs to be scoped.

Pretty misleading that the NHVR states 5m is okay without reference to national utilities requiring permits at heights from 4.6m.

So how has this situation come to pass, especially when it is remembered the length and effort that industry went to in having an organisation established that was to unify national transport regulation? Well, industry has become too complacent and, dare I suggest, industry association membership has become enmeshed with the disease of being politically correct.

Industry membership has swapped the need to get true results for the desire for warm and fuzzy feelings.

Maybe industry should heavily involve politicians, preferably those concerned with productivity as opposed to those absorbed with self-serving agendas.

My required reading this month: Crew: The Story Of The Men Who Flew RAAF Lancaster J For Jig, by Mike Colman. A sad story highlighting the sacrifices and integrity of times past; supreme sacrifices made in the interest of the greater society’s wellbeing – not for personal gain. A Queensland karri tree exists in the Brisbane suburb of St John’s Wood in memory of navigator Cliff Hopgood.

“Each participating jurisdiction has differing application and operating conditions.”

70 FEBRUARY 2024

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