ATN #406

FOR FLEET OWNERS & MANAGERS 

TRUCK NEWS 

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The new Shogun represents a huge step on the 

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NORMAN CARRIERS: GARETH HEARNDEN REALISES THE DREAM TO RUN FIRM FROM HIS SMARTPHONE 

DRIVER LICENSING: OFFICIAL NEGLECT IS ALLOWING A DUMBED DOWN SYSTEM TO BECOME THE NORM 

COVID CHALLENGE: HOW INDUSTRY AND GOVERNMENT ARE GRAPPLING WITH PANDEMIC DEVELOPMENTS

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CIRCULATIONS 

AUDIT BOARD 

CIRCULATIONS 

AUDIT BOARD 

CONTENTS ISSUE 

NEWS 

10 Comprehensive news coverage from around 

the industry 

64 Welcome truck sales bounce in usually 

strong June 

DIAGNOSTICS 

6 Break out the borders 

Demonising the industry as a Covid-19 

infection vector will be self-destructive, 

writes Rob McKay 

27 Untie the transporters and rebound 

Australia needs policies to enhance efficient 

freight movements, says Warren Clark 

32 Showing Australia our value 

Industry’s development due to cooperation 

and involvement. David Smith writes 

40 The chain in action 

How COR and OHS laws apply to loading/ 

unloading incidents. Denise Zumpe writes 

46 Meeting the new normal 

Freight and warehousing business operators 

need to make risk adjustments, says Roz 

Shaw 

OPERATIONS & STRATEGY 

28 The second wave 

What seemed like an easing Covid-19 

situation is flaring up again, adding new 

obstacles to ongoing challenges 

34 Lax licensing lockdown 

The coronavirus has caused yet another 

delay in fixing Australia’s broken truck driver 

licensing system 

42 Cloud break 

Gareth Hearnden realises the dream to run 

wharf-cartage firm Norman Carriers from his 

smartphone 

JULY 2020 

406 

Follow us online at Facebook, YouTube, LinkedIn and Twitter #ATN 

56 

42 

TRUCKS 

48 Daimler delivers a finer Fuso 

There is a change in the air focusing on 

‘family’ powertrains and advanced safety 

systems. But as Fuso’s new Shogun shows, 

there are limits on how much muscle 

corporate masters are prepared to give 

their Japanese comrades 

WAREHOUSING 

56 Cool and collected 

Dairy processor Lactalis Australia has seen a 

boost in productivity following the installation 

of an automated guided vehicle solution 

LIGHT COMMERCIAL VEHICLES 

60 Nikola Badger on its way here 

Hydrogen-electric truck company set to bring 

its electric pick-up to Australia 

FOR TRANSPORT LOGISTICS MANAGERS 

EDITORIAL 

Managing Editor 

Rob McKay 03 9567 4152 

rob.mckay@bauertrader.com.au 

Technical Editor 

Steve Brooks 

sbrooks.trucktalk@bigpond.com 

National Correspondent 

Ruza Zivkusic-Aftasi 03 9567 4169 

ruza.zivkusic-aftasi@bauertrader.com.au 

Digital Content Manager 

Mark Gojszyk 03 9567 4263 

mark.gojszyk@bauertrader.com.au 

PRODUCTION 

Sub-editor Cat Fitzpatrick 

Designer Bea Barthelson 

ADVERTISING 

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Matt Alexander 0413 599 669 

malexander@bauer-media.com.au 

Agency Sales Manager (NSW) 

Max Kolomiiets 0415 869 176 

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NSW Sales 

Ben Coleman 0466 545 664 

bcoleman@bauer-media.com.au 

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Hollie Tinker 0466 466 945 

htinker@bauer-media.com.au 

SA Sales 

Nick Lenthall 0439 485 835 

nlenthall@bauer-media.com.au 

WA Sales 

Greg Boase 0438 905 869 

gboase@bauer-media.com.au 

MARKETING & EVENTS 

Marketing Manager 

Andrew Amato 03 9567 4145 

aamato@bauer-media.com.au 

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4 ATN July 2020 FULLYLOADED.COM.AU

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FORWARD VISION 

Break out the borders 

Demonising the industry as a Covid-19 infection vector will be self-destructive 

ROB McKAY 

has been a 

journalist for 

more than three 

decades, with 

the last 25 years 

focused on 

national and 

international 

freight transport 

As the nation looks to avoid a full-blown second 

wave of Covid-19 infections, there’s a hint 

of hysteria going around that the trucking 

industry and transport and logistics generally will 

need to be attuned to. 

To be sure, it is mostly in those parts of social 

media that most closely a cesspit of fear and rumour 

but it is quick and easy to disseminate and that’s the 

way many of soft mind and lazy disposition like it. 

Look to the anti-5G idiocy that may well have a 

malevolent source for an indication. 

In medieval times of plague, any stranger or 

traveller was viewed as a threat and could have good 

reason to fear for their lives; something overlooked in 

much of the commentary using the term. 

At time of writing, truck drivers and, by extension, 

those who employ them are beginning to be looked 

at with a sideways squint and the pursed lips so 

reminiscent of a cat’s behind. 

It’s a broad thread in the national character that 

acts as a counterpoint to the countless acts of 

generosity and charity that Australians do, and it has 

always been there. 

Most recently, it had its roots in the policies 

reserved for refugees arriving by boat. So, it is 

with alarm and contempt that we find the terms 

“truck drivers” and “people smugglers” uttered in 

the same breath. 

Just another indication, as if the industry needs one, 

of confusion in the public mind of what the industry 

is, and the ease in which politicians can shrug off 

realities to make cheap points at its expense. 

Now, two other developments look like giving this 

development traction. 

The Northern Territory has broken ranks and 

ditched the notion of general essential worker 

exemption from border transit rules, at least as far as 

truck drivers who are based or have visited Victoria 

are concerned. The whole state is deemed a ‘hot 

spot’, which is easy but ignores the fact that Victorian 

regions have been free of Covid-19 for longer than 

the NT. 

While the edict is unlikely to cause wide disruption 

to trucking firms, those in New South Wales 

will be watching the Crossroads Hotel outbreak 

investigations very closely. And so will NT authorities. 

This brings us to the third of this terrible trio. 

Absent recent atmospherics, the general repetition 

that the hotel is frequented by truck drivers amongst 

others would be little more than statements of fact. 

But nothing now can be viewed in isolation (no pun 

intended) and, as authorities and the public search 

for any possible vector for the virus to spread and 

governments look to calm the horses, those terrific 

public relations gains from battling the hoarding 

frenzy a few short months ago are in peril. 

Now it will be of little help if industry fears rise to 

meet general concerns out of all this and, certainly, 

harried and fearful state governments won’t want 

to be bounced into measures they know will be 

detrimental even to the ignorant who might end up 

calling for them. 

The NSW government was the butt of much derision 

for not having a working solution to transport operator 

permits when it closed the Victorian border hurriedly. 

But ServiceNSW did manage to get that fixed in pretty 

short order. 

South Australia tightened its border controls for 

truck drivers but has copped criticism for lack of 

liaison with the industry. Still, it is not the NT. 

So, the will is there. But transport and logistics 

is but one part of economic jigsaw, no matter how 

crucial and misunderstood. The governments are 

pushing the boundaries of people’s trust and patience 

as never since the last world war. 

Bigger issues may yet see the industry subject 

to coercive and possibly destructive responses 

and it will cooperate and adjust, just as the populace 

does if it trusts that the moves are made for just 

reasons. 

Loose talk that breeds prejudice, however, won’t 

help anyone’s cause. Calm and studied efficiency in 

tackling outbreaks is the best course. 


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NEWS 

Dogs & Chains 

3 We at the kennel bow to no one in our admiration of NSW Ports supremo 

Marika Calfas. Even in these more-enlightened times, it takes a sturdy 

character for a woman to make it as high as that in transport and logistics – 

though more are! But despite container ships being slower than the average 

Sydney truck, except during peak hour, maritime developments there can 

make 18 months seem very short indeed. Don’t believe us? Take NSW 

Hansard from January 2019 in a hearing about Newcastle on the vexed 

question of the state’s mean and tricky port privatisation on the question 

of 10,000 TEU ships: “Ms CALFAS: They are not coming here now for a few 

reasons. One is that the market does not need it. The market does not have 

the volume for it. The other is that you cannot get the vessels in at all ports. 

We are really are at the point of 8,500 TEU vessels, which is where we think 

the market is. We think that the 10,000 TEU vessels are still some decades 

away. The Hon. TREVOR KHAN: Some decades away? Ms CALFAS: Yes.” 

Pretty cut and dried, there. Yes, indeedyweedy! 

3 But just a short year-and-a-half later, container shipping goes ‘bang!’ (in a good way and fairly sedately) and Calfas’ people 

proudly report: “NSW Ports is pleased to welcome the largest capacity container ship to ever call at Port Botany, with the arrival of the 

record-breaking vessel, the Ural, today. Capable of carrying 10,662 Twenty Foot Equivalent Units (or TEUs – the standard measurement 

of a container), the spectacular Ural is almost double the size of the typical 5,500 TEU container ship currently visiting the port. At 299 

metres long, 48.2 metres wide, and 66.5 metres high from keel to mast, the vessel is the size of three consecutive football fields and as 

high as a 15-storey building.” Oh dear . . . 

3 Well, things are getting willing 

in the state/territory my-neighbours-are-potential-enemies/we’re 

not-really-all-in-this-together front. 

The Northern Territory is looking to 

instil some of that frontier discipline 

in people and threatening three years 

in Darwin Correctional Centre if they 

don’t do the right thing. Things are so 

much more civilised in Queensland. 

Even the threat of ‘people smuggling’ 

failed to get the state’s federal Border 

Force minister to look at wasting even 

more national treasure on giving the 

poor Tamil family on Christmas Island 

some company. “Trucks will also be 

randomly stopped and if you are a truck 

driver participating in this you will also 

get fined as well,” premier Annastacia 

Palaszczuk says. Actually, we’re 

sure she misspoke, meaning to say 

“steering-wheel attendant” or “driver 

who can’t back a combination around 

a corner, or a rigid, for that matter” or 

something like that. So civilised. 

3 Over to you, Mr Khan? Perhaps. Though he is a Wollongong native, so you’d 

think he’d be unhappy for Newcastle to have a container port in competition with 

Port Kembla, he apparently now resides in Tamworth, which arguably puts him in 

Newcastle’s catchment. He is a National, though, and, with revelations of state leader 

John Barilaro preferencing Labor over his state Liberal coalition partners, anything 

is possible. But in the end, the proceedings show he’s no fan of the NCT. Despite 

her valiant defence of a port policy towards Newcastle that may yet fall foul of the 

Federal Court, Calfas is surely safe from serious attention. After all, Port of Newcastle 

CEO Craig Carmody said 10,000 TEU ships were at least a decade away. So that’s 

alright, no? But then, Khan tells Dogs & Chains: “It was the intention of the previous 

committee to revisit this matter during the current Parliamentary term.” 

3 Still, we’ve gotta love Carmody. 

Under sustained examination by 

the wily and well-informed ‘I am 

just an old traffic lawyer’ Khan 

about how whether three B-doubles 

a minute driving along Industrial 

Drive would be needed for a 

Newcastle Container Terminal, 

he did say: “You could never 

eliminate trucks.” 


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NEWS 

Inside the Industry 

CONCERNS OVER BORDER CLOSURE 

Border closures isolating Victoria from Wednesday, July 8, have freight transport interests 

searching for confirmation that the industry will remain unaffected to any great extent 

Below: 

Daniel Andrews 

Victorian premier Daniel Andrews 

and NSW premier Gladys 

Berejiklian announced the closure 

of the border with New South 

Wales following discussions with 

prime minister Scott Morrison. 

"Special conditions will be in 

place for freight operations and 

other critical services," the NSW 

government says. 

NSW Police commissioner Mick 

Fuller says a hard border would 

SARTA call over state border disruption 

The South Australian Road Transport 

Association (SARTA) has taken issue with 

the state police force (SAPol) on how it 

communicated a new cross-border online 

essential traveller process that affects 

truck drivers. 

While the force states that truck drivers 

should "feel little if any change", SARTA 

is urging industry members to make their 

experiences known. 

"Unfortunately due largely to the very poor 

and last minute communication by SAPol 

regarding this, drivers and operators have 

experienced real difficulties today, with this 

new system that is flawed," SARTA says in 

social media. 

"The statement in this post that drivers 

should experience little change simply 

be established at appropriate 

locations to enforce the border 

closure. 

"The NSW Police Force is ready 

to step up, 400 police officers plus 

other agencies are preparing to 

enforce the closure of the NSW and 

Victorian border," Fuller adds. 

The border with South Australia 

was closed by that state the week 

before, and though freight is 

deemed an essential service 

there and nationally, truck drivers 

must undertake form-filling to 

enter that state. 

Caught between a hurried New 

South Wales border closure and an 

increasingly worried road transport 

industry, Transport for NSW is 

attempting to ease the friction. 

Pandemic travel controls on the 

NSW southern border appear little 

different to those a century ago, 

for the present, with police the sole 

arbiters of transits. 

Police are being supported 

by the military and those found 

breaching the latest NSW public 

Above: An SA Police border patrol image 

confirms SAPol’s lack of understanding 

regarding the confusion and administrative 

burden created as a direct result of the failure 

to engage with and consult the industry 

as this was developed; which is extremely 

disappointing." 

health order face an $11,000 fine 

and six months in prison. 

The NSW government did 

grapple early on with the Service 

NSW website system that is 

supposed to furnish entry permits 

for the general public and truck 

drivers alike, but appeared to be 

overwhelmed at times. 

"Transport for NSW is working 

closely across government to 

ensure freight industry operators 

are able to keep the supply chain 

flowing through the temporary 

NSW/Victoria border closure," the 

department says in a statement to 

the freight industry. 

"If you experience delays in 

securing a permit you can still 

demonstrate your eligibility to 

cross the border to Police by 

carrying relevant documentation. 

"Please be assured, however, 

that freight is recognised as a 

critical service.” 

The NSW government said 

that NSW Police would exercise 

discretion at the border while 

the problem was addressed and 

parties adapted to the new border 

arrangements. 

As with South Australia, once the 

system becomes operational, truck 

drivers must apply for an entry 

permit and carry it with them. 

They will be valid for 14 days at 

a time. 

The Australian Livestock and 

Rural Transporters Association 

(ALRTA) notes that there are 

55 crossing points, with local 

governments are closing many. 

Six sites have been identified 

as priority crossings, which will 

remain open: Wodonga Place, 

South Albury; Hume Hwy, South 

Albury; Cobb Hwy, Moama; 

Newell Hwy, Tocumwal; Sturt 

Hwy, Buronga; and Princes Hwy, 

Tambillica. 


NORTHCONNEX 

LAUNCH FINE 

REMINDER 

Amidst the pomp and ceremony of 

NorthConnex’s first end-to-end drivethrough 

lurks a Roads and Maritime Services 

(RMS) memo to trucking operators on the 

consequences of avoiding the new toll road. 

The launch of the $3 billion state-federal 

initiative saw a photo opportunity for 

prime minister Scott Morrison, federal 

infrastructure minister Michael McCormack, 

New South Wales premier Gladys Berejiklian 

and NSW transport and roads minister 

Andrew Constance at the nine-kilometre, 

twin tunnels, which travel between the M1 

Pacifc Motorway at Wahroonga and the M2 

Hills Motorway at West Pennant Hills. 

The tunnel is said to be open to the public 

"within two months". 

In a statement, all ministers praised the 

flagship project, with Berejiklian noting once 

complete NorthConnex would save up to 

15 minutes’ travel time and allow drivers to 

avoid 21 sets of traffic lights along Pennant 

Hills Road. 

"Today’s drive-through is another 

indication of how close we are getting to 

opening this key piece of infrastructure and 

helping to alleviate the traffic problems 

Pennant Hills Road has been experiencing 

for decades," she says. 

"NorthConnex will return local streets 

to local communities by taking up to 5,000 

trucks per day off Pennant Hills Road, easing 

congestion, improving safety and local air 

quality, and reducing traffic noise." 

McCormack adds: "This project is one 

of many which is moving people safely 

and more efficiently across Sydney, while 

creating job opportunities for local workers." 

Given the project is being delivered 

in partnership with toll road operator 

Transurban, tolls will apply, with April 2020 

pricing set at $7.83 for cars and $23.50 for 

heavy vehicles. 

More pertinent to industry, however, is 

RMS' recently released guideline reminding 

operators that "we will only be able to deliver 

the benefits of NorthConnex by removing 

some of the truck and bus traffic from 

Pennant Hills Road". 

It says operators will need to know 

their vehicle dimensions and plan trips 

accordingly. 

"Trucks and buses (over 12.5 metres 

long or over 2.8 metres clearance height) 

travelling between the M1 and M2 must 

use the tunnels unless they have a genuine 

Above: The ministerial (L-R: McCormack, Morrison, 

Berejiklian, Constance) march through the tunnel 

delivery or pick up destination only 

accessible via Pennant Hills Road," the 

document states. 

"Two gantries will monitor trucks and 

buses on Pennant Hills Road – in the 

north at Normanhurst and in the south at 

Beecroft/West Pennant Hills. 

"Cameras in the gantries will record the 

height and length of trucks and buses. 

"Trucks and buses (over 12.5 metres long 

or over 2.8 metres clearance height) which 

pass both gantries with the flow of traffic 

will receive a fine of $191 with no loss of 

demerit points." 

Exceptions apply to vehicles transporting 

dangerous goods with a dangerous goods 

placard or sign, and oversize vehicles 

operating under a Class 1 permit or notice 

approved to use Pennant Hills Road. 

RMS pledges to share further information 

on NorthConnex to ensure industry can plan 

for the new regulation. 

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NEWS 


HUGE FINE FOR FIRST INDUSTRIAL 

MANSLAUGHTER CASE 

Queensland’s first industrial 

manslaughter case has ended with 

Brisbane Auto Recycling fined $3 million 

and its directors convicted and handed 

suspended jail sentences. 

The company, along with Asadulla 

Hussaini, 25, and Mohammad Ali Jan 

Karimi, 23, were found to have been 

negligent in causing the death of 

58-year-old contractor Barry James 

Willis. 

Both pleaded guilty to reckless conduct 

and were given 10-month suspended 

sentences. 

The Brisbane Disctrict Court heard that 

Willis was fatally struck by a forklift while 

operating at the premises on May 17, 

2019. 

Wallis had parked a tilt tray truck after 

delivering a van and was then loading 

tyres onto the tray when struck by another 

worker, Mohammad Yaqubi. 

While an effort was made to provide a 

version of events placing responsibility 

on Willis, including that he had fallen from 

the truck, CCTV showed otherwise. 

"Despite having initially attempted to 

deflect responsibility in a somewhat inept 

manner, Mr Hussaini and Mr Karimi have 

cooperated with the investigators, entered 

early pleas of guilty and they are clearly 

remorseful," Judge Rafter says. 

Yaqubi was also found to be 

“The directors 

were found 

to have failed 

to control the 

interaction of 

mobile plant 

and workers” 

inexperienced, unlicensed, and there 

was no sufficient assessment of his 

competency to operate a forklift. 

He was charged with dangerous 

operation of a vehicle causing death. 

The directors were found to have 

failed to control the interaction of mobile 

plant and workers at the workplace, 

failed to effectively separate pedestrian 

workers and mobile plant, and failed 

to effectively supervise operators of 

moving plant and workers. 

Despite operating the business since 

2016, there was no safety system in place 

other than workers being verbally told to 

be safe and to look after themselves. 

The incident was also not immediately 

reported to Work Health and Safety 

Queensland because the directors "didn’t 

really know about such matters". 

Judge Rafter suspended the prison 

terms for 20 months on account of their 

cooperation, clean record, remorse and 

personal circumstances. 

As Hazara refugees from Afghanistan, 

who fled violence and abduction at a 

young age, the men risked deportation if 

their sentences were more than a year. 

The maximum company fine for 

industrial manslaughter is $10 million. 

FAIR WORK BACKS TASFREIGHT DRIVER TEST REFUSAL DISMISSAL 

The Fair Work Commission (FWC) has ruled in 

favour of Tasfreight’s decision to dismiss a truck 

driver who refused a drug test. 

The driver’s unfair dismissal application, 

arguing the company had no valid reason to test 

him and that he didn't reject it but was simply 

unable to provide a sample, was rejected. 

The event was prompted by the company’s 

concerns after GPS location monitoring showed 

him in the wrong location. 

After being driven to a medical clinic, he 

claimed that he was unable to provide a urine 

sample over a three-hour period. Tasfreight 

alleged this equated to a refusal to provide a 

sample and dismissed him the same day. 

While the driver did not dispute the company 

policy to the FWC, he argued that he did not 

refuse to submit a sample but was simply 

unable to provide one, and that he would 

happily have provided one the following day. 

The commission found the company had a 

"reasonable basis" to believe the driver was under 

influence of drugs or alcohol and therefore not 

fit to be driving a truck, and acted in accordance 

with its policy by requesting a drug test. 

It ruled that the driver was aware of the policy 

and it was "implausible" that he wasn’t able 

to provide a sample, agreeing instead that he 

"did not take all reasonable measures to enable 

himself to provide a sample". 

Therefore, the FWC ruled that the sacking was 

not harsh, unjust or unreasonable and dismissed 

the application. 


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NEWS 


Above: 

VEOLIA COPS TRUCK 

CRASH FINE IN TASMANIA 

Waste transport firm Veolia has 

been fined $9,000 over a 2018 truck 

accident on the Tasman Bridge in 

Hobart. 

The tilt-tray heavy rigid was 

over-height when carrying a C-Type 

non-standard container of empty jet 

fuel drums on a job for the Australian 

Antarctic Division, according to the 

ruling; a rare one to be published 

from any magistrates court. 

The container hit an overpass with 

a height limit of 4.3 metres, throwing 

it from the truck and into a car, 

causing the driver to be hospitalised 

but with non-lasting injuries. 

"The defendant’s internal 

procedures ought to have been 

engaged, to ensure that somewhere 

between the point in the system or 

operation where the job request was 

received and the point at which the 

container was loaded on the truck, 

there was a proper response to the 

unusual height of the container so 

that when it was being transported, 

the load height did not exceed 4.3m," 

deputy chief magistrate Michael Daly 

observes in his decision. 

"The Court was told that a truck 

with a lower tray could have been 

used. 

"It appears that the defendant 

instead relied too heavily on the 

experience and training of its 

employed driver; and the driver 

had, in breach of his responsibility, 

relied on those loading the 

Good maintenance records protects firm 

The 

damaged heavy 

rigid after the 

incident 

container onto the truck." 

Under the Heavy Vehicle National 

Law (HVNL), compliance cannot be 

delegated and Veolia accepted it 

also had a primary duty to ensure 

compliance with the HVNL. 

A haulage company’s rigorous vehicle 

maintenance program has safeguarded it 

against a truck driver’s injury damages claim. 

The 59-year-old driver claimed use of 

a long-distance Kenworth fuel truck with 

defective suspension while working for 

Ambrose Haulage (AH) caused debilitation in 

both his shoulders. 

However, the company's stringent service 

regime, along with evidence from other 

drivers and its mechanic, was enough to 

show it did not breach its safety duties. 

The Brisbane District Court heard that, 

around the time the driver started at AH in 

2014, the company bought a brand new 

Kenworth T409. 

His role included transporting loads of 

65 to 85 tonnes of fuel over long distances, 

such as round trips from Goondiwindi to 

Brisbane. 

He claimed that, in 2017, with the 

Kenworth approaching one million 

kilometres, its springs were deteriorated, 

causing the ride to bottom out on rough 

surfaces and "the front end of the truck 

would pound back and rip back through 

my arms". 

AH purchased replacements for the Kenworth, 

but did not install them until 2018. 

It was accused of failing to provide safe plant 

and equipment, and a breach of duty by allowing 

Durkin to continue driving the vehicle despite 

having knowledge of his complaints. 

However, AH was able to avoid liability on a 

number of fronts. 

It highlighted the Kenworth road-train was 

90-tonne rated, with an eight bag air suspension 

system and a $5,000 "ergonomically sound top 

of the range driver’s seat". 

It was serviced between 20,000 and 

25,000 kilometres, despite a manufacturer 

recommendation of 50,000km, and was in 

good working order. 

The suspension was checked by Dillon 

Mechanical at each service and found to be in 

proper working order, with the mechanic saying 

if he owned the truck he would not have changed 

it at the time, though the company nonetheless 

bought a new system. 

AH also highlighted the Kenworth did not 

cause discomfort to any other person driving it. 

Judge Jarro preferred the defence’s argument. 

"There is no evidence apart from [the driver's] 

to support a finding that there was something 

defective about the Kenworth’s springs/ 

suspension which warranted its replacement 

or that the defendant was in breach of duty 

by causing him to be driving the Kenworth in 

the circumstances alleged," Jarro notes. 

"There is no independent evidence that the 

springs/suspension were deteriorated, in a 

state of disrepair or bad repair. 

"When the suspension was ultimately 

replaced (which it seems was done solely 

to appease Mr Durkin), Mr Dillon did not 

observe any material difference between 

the old and the new system." 

Though ultimately not required as a 

key factor in the case, the court also 

heard of a "significant component of age 

and activity related degeneration" to the 

driver's condition. 


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NEWS 


Artistic 

QUBE AND WOOLWORTHS LINK 

Qube’s Moorebank Logistics Park in 

Sydney is set to house two new distribution 

centres for Woolworths, following the 

announcement of a joint $1.2 billion 

investment. 

Set to open in 2023 and 2024, an 34,600- 

square-metre automated regional DC and 

a 40,700 square metre semi-automated 

national DC, which are subject to New South 

Wales government planning approval, "will 

strengthen Woolworths’ supply chain and 

deliver the new capacity needed to underpin 

future growth", the supermarket says. 

Both sites will build on semi-automated 

and automated technology deployed at 

Woolworths’ Melbourne South Regional 

Distribution Centre, which was opened 

last year. 

Woolworths Group will invest around 

$700–$780 million in the technology and 

fitout of the two distribution centres over 

the next four years and has signed an initial 

lease term of 20 years with Qube. 

For its part, Qube will invest around 

$420–$460 million to build the warehouses. 

Each warehouse is targeting a Five Star 

Green Star Design and As-Built rating 

and will incorporate various sustainability 

initiatives including solar PV systems, 

LED warehouse lighting and rainwater 

harvesting. 

"The investment at Moorebank will 

transform the way we serve our NSW stores, 

strengthen our network and deliver on our 

ambition to create Australia’s best food and 

grocery supply chain," Woolworths chief 

impression of the future site 

supply chain officer Paul Graham says. 

"Cutting-edge automation will build 

tailored pallets for specific aisles in 

individual stores – helping us improve 

on-shelf product availability with faster 

restocking, reducing congestion in stores, 

and enabling a safer work environment for 

our teams with less manual handling. 

"We’ve learnt a lot from our 

ground-breaking development at the 

Melbourne South Regional Distribution 

Centre (MSRDC). 

"After hitting new volume milestones 

and dramatically improving the speed 

and accuracy of deliveries, MSRDC is now 

consistently supporting our Victorian stores 

– giving us confidence that now is the right 

time to invest in this new technology." 

Woolworths notes infrastructure 

investments by the federal and state 

government at Moorebank were key to its 

site selection. 

It cites the direct rail access to Port 

Botany, which will provide "strategic 

benefits" for Woolworths’ transport network 

and help remove at least 26,000 of its truck 

movements from NSW roads each year. 

A planning application seeking approval 

for the new facilities will shortly be lodged 

with the NSW Department of Planning. 

"Woolworths’ long-term commitment 

will reinforce the commercial appeal of this 

nationally important infrastructure and 

freight project," Qube managing director 

Maurice James says. 

"The benefits of railing containers direct 

from Port Botany to a terminal co-located 

with warehousing across a site the size of 

the Sydney CBD will deliver Woolworths 

time and cost efficiencies.” 

NEW BUSINESS 

DIVISION AND 

FLEET MOVES FOR 

FOLLOWMONT 

Followmont MD Mark Tobin with VCV 

Brisbane's Steve Helms 

A busy time for Followmont Transport sees the 

announcement of a new business arm and a significant 

fleet upgrade to boot. 

The company has launched its new Followmont FNQ 

Solutions fresh produce department. 

It pitches FNQ Solutions as an "alternate solution" 

to transport in Innisfail and the surrounding area, 

predominantly focusing on the banana industry, with a 

base at its already established Innisfail branch. 

"Just like the produce we transport, we are always 

looking at ways to grow and keep things fresh," the 

company says. 

"This new addition helps to continue our service 

of all southern states and markets over the last 

20 years." 

It comes as the company also took delivery of 12 

new Volvo Group prime movers, comprising Volvo 

FH16s, alongside Mack Granites and Tridents. 

"We believe in reinvesting back into the business 

to allow us to give the best and most efficient 

experience to our customer and our people," 

the company says. 

"These newest additions will help us continue to 

serve our loyal customers in every postcode, everyday 

whilst doing our part to support local manufacturing. 

"A big thank you to Volvo Group Australia for 

providing excellent service once again. This continues 

a long-standing partnership that has lasted over 

30 years." 

Highlighting its vehicle diversification strategy, 

Followmont picked up half a dozen Kenworth K200s 

earlier in the year. 


NTC RELEASES HVNL REVIEW IMPACT STATEMENT 

Transport and logistics gains a look at 

the possible regulatory future with the 

National Transport Commission (NTC) 

releasing a consultation regulation 

impact statement for a reformed 

Heavy Vehicle National Law (HVNL). 

According to federal transport 

minister Michael McCormack, 

his government recognises the 

importance of simplifying the 

legislation for heavy vehicle operators, 

regulators and government. 

"We have heard the many concerns 

from heavy vehicle operators and 

peak bodies about the current HVNL," 

McCormack says. 

"There is no doubt the HVNL needs 

significant improvement and through 

this review initiated by the Transport 

and Infrastructure Council of COAG, 

the NTC is examining the best options 

to achieve this. 

"The Australian government will 

monitor the progress of the NTC 

review and how we can best enhance 

road safety and productivity for our 

heavy vehicle sector through a new 

and improved HVNL." 

Just before the RIS was released, 

noted transport lawyer and Holding 

Redlich partner Nathan Cecil examined 

the National Transport Commission’s 

(NTC’s) wishlist as part of the current 

HVNL review. 

Cecil sees the NTC rejecting the 

notion that the HVNL objectives makes 

‘safety’ secondary to ‘productivity’. 

"The recommendation is therefore 

Above: 

Michael 

McCormack and 

Scott Buchholz 

to make it explicit that safety is the 

primary concern and productivity 

and any other objective secondary," 

Cecil says. 

With Western Australia and the 

Northern Territory opting out of the 

HVNL, the law has been criticised 

for inflexibility in the face of 

geographic imperatives for remote or 

long-distance haulage. 

"Fatigue management under the 

HVNL is inflexible, highly prescriptive 

in terms of work/rest hours and 

administratively burdensome in 

terms of the requirement to complete 

mandatory work diaries, etc. 

"It is also suggested that the fixed 

form of the mandatory work diary is 

scrapped and replaced with a general 

requirement to keep driving records in 

whatever form works for you. 

"The trade-off might be additional 

requirements for fatigue management 

plans, fitness to drive assessments 

and fatigue management training." 

VEHICLES (4/21) 

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NEWS 


Above: 

DEMAND SHIFT HITS 

LINDSAY EARNINGS 

Listed food and horticulture logistics 

specialist Lindsay Australia is starting 

to feel the contraction in demand for 

sectors it services, and has subsequently 

adjusted its earnings guidance for the 

financial year. 

Initially bullish about its prospects with 

many product lines and supermarkets 

experiencing a significant surge in 

consumer activity, particularly during 

March, which led to an increase in 

demand for certain freight activities, 

the company now sees growth at a 

slower pace. 

"These market conditions have now 

abated, and there has been a material 

flattening and decline in demand 

experienced during May and June 

2020 resulting in a significant 

reduction in freight tasks," director 

Kim Lindsay says. 

"This flattening generally coincides with 

an end to Covid-19 related panic buying 

for many products, and as widely reported 

a decrease in economic activity and 

conditions within the domestic economy." 

Lindsay estimates this to reduce its 

FY2020 earnings guidance from underlying 

EBITDA (earnings before interest, taxes, 

depreciation, and amortisation) of around 

10 per cent to underlying EBITDA growth 

of around 5 per cent. 

"Underlying EBITDA for FY2019 of 

$37.72 million excluded additional 

fuel tax credits relating to prior years of 

$2.69 million as previously reported," 

Lindsay adds. 

"Underlying EBITDA for FY2020 

excludes the impact of AASB16 

that was adopted on 1 July 2019 

and one-off restructure costs. 

"Despite this extreme market 

uncertainty, the company remains 

well positioned to respond to changing 

market dynamics, the new Sydney 

distribution hub provides a strong 

capability to meet market growth 

challenges in the future, whilst the 

Company continues to benefit from 

its expanded rail capacity." 

The firm notes it maintains a 

significant number of initiatives 

in response to Covid-19 challenges, 

with a particular emphasis on 

customer communications, safety 

and compliance. 

"Whilst the company aims to remain 

fully operational during this time, 

we are aware that circumstances 

are subject to continual change," 

Lindsay says. 

"Further unforeseeable risks may 

arise that impact on outcomes or 

results, including those risks or 

events outside the immediate 

Covid-19 related issues." 

ACFS acquires Kerry Logistics’ South Australia business 

Australian Container Freight Services 

(ACFS) Port Logistics has swallowed 

Kerry Logistics’ warehousing and 

transport business in Adelaide. 

ACFS adds another of Kerry's 

South Australian assets following its 

2017 purchase of its MT Park empty 

container depot operations, with 

the most recent transaction to be 

effective July 6, 2020. 

"Expansion in the Adelaide market 

has been a strategic focus area for 

ACFS in recent years, and we have 

patiently awaited the right acquisition 

opportunity whilst furthering the 

capability of our existing operation 

and building a solid foundation 

that is capable of comfortably 

managing strong growth be it organic 

or via M&A," ACFS CEO Arthur 

Tzaneros say. 

"Kerry’s business and customer 

base perfectly complements ACFS’s 

strength in providing warehousing and 

transport solutions via the most efficient 

and lowest cost operating model." 

Tzaneros says the company intends 

to deploy its fleet of high productivity 

vehicles there and is complementing the 

acquisition with a huge Vawdrey order. 

The port operator’s aggressive growth 

strategy sees its strategically located 

transport and warehousing assets 

nationally comprise a warehousing 

footprint of 200,000+ square metres 

and an additional 900,000sqm of yard 

capacity, providing multi-modal (road 

and rail) offerings, storage, empty 

parks, intermodal terminals, quarantine 

capabilities and customs bond facilities. 

"In today’s uncertain economic 

environment, investing in growth is done 

via strategic moves and whilst the industry 

and the broader domestic and global 

Terry and Arthur 

Tzaneros 

economy are being cautious, ACFS 

are driven to continue to invest in the 

right opportunities that will provide 

all our current and future customers 

a national solution that is highly 

capable of meeting their evolving 

needs," Tzaneros says. 


SPONSORED CONTENT 

Diesel Dirt & Turf Expo 

Back in the game 

After its first four great years at the Panthers Penrith, the increased demands 

for residential development on the Panthers site has meant a new home for the 

National Diesel Dirt & Turf Expo was needed 

The National Diesel Dirt & Turf Expo 

is on the move. After its first four 

great years at the Panthers Penrith, 

residential development on the Panthers site 

meant a new home for the National Diesel 

Dirt & Turf Expo was needed. After being 

postponed from its originally scheduled May 

event, the 2020 Expo is being staged from 

October 16–18 at the Sydney Dragway. 

Conveniently located at Ferrers Road, 

the move to the new Sydney Dragway has 

been warmly welcomed by exhibitors who 

appreciate the many benefits of the site. 

These include 8.4 hectares of flat, allweather 

asphalt surface, easy access 

to power and other infrastructure, 

expansive car parking, a great machinery 

demonstration site and indoor pavilion 

facilities of a similar size and configuration 

as those at Penrith. 

Expo manager Marti Zivkovich says the 

sponsors and exhibitors have responded 

positively to the change in venue. 

“This is a great chance to adopt a new 

improved and fresh look to what is already 

Australia’s most successful earthmoving 

Expo to accommodate the growing number 

of exhibitors and the need for larger sites to 

exhibit machinery and services,” she says. 

HUGE AREA FOR BIGGER EXHIBITS 

The new expo area is large enough to 

accommodate the demands of a number of 

exhibitors who were looking to expand their 

stand space, she adds. 

“Exhibitors who have taken indoor stands 

previously are also pleased to see we have 

the same area in the entry pavilion at the 

Dragway,” Zivkovich says. 

“We are particularly pleased with the fact 

we are no longer reliant on the whims of the 

weather as far as the challenge of getting 

equipment bogged or damaging surfaces in 

the event of wet weather.” 

Expansive free parking areas are adjacent 

to the Expo site, and people who are not up 

to a short walk to the entrance can catch 

the non-stop shuttle service. 

Exhibitors will fully appreciate the 24-hour 

bump-in bump-out facility, together with 

excellent outdoor lighting and security 

which will enable them to quickly move their 

equipment and exhibition structures in and 

out in the most efficient manner. 

BACK IN 2020 

Despite the change in time and venue, this 

year’s Diesel Dirt & Turf Expo will have many 

of the events regular attendees know and 

love – not least of which is the ‘Operators 

Challenge’. 

This popular event has become a real 

crowd pleaser with any operator being able 

to enter the excavator or loader challenge 

with the chance to win big cash prize. 

Sessions are run every day and visitors 

enjoy watching the fierce competition and 

the chance to win the prestigious trophy 

that comes with the prize money. 

The Pickles auction, which has become a 

popular part of Diesel Dirt & Turf, will also be 

on again this year with a huge range of gear 

on offer. 

Also back for 2020 is the popular 

Freestyle Kings motor bike stunt team, Little 

Big Rigs, music entertainment, licensed bar 

and facilities. 

YOU CAN’T AFFORD TO MISS THIS EXPO 

With construction and infrastructure works 

on the increase as a result of government 

investment incentives, it is more important 

than ever to attend the National Diesel Dirt 

& Turf Expo. 

While some businesses have slowed 

down, for companies such as earthmoving 

attachments manufacturer ShawX 

Manufacturing the opposite has 

proven true. 

“Our business has not been badly 

affected by the Covid-19 situation, and we 

have many customers whose business is 

unaffected in the current environment,” the 

company’s Donna Shaw says. 

“Our whole sales team is servicing 

inquiries and production running at full 

capacity. Based on current indications, that 

situation should remain.” 

Fellow attachment manufacturer Lionel 

Smitka of Digga and Kanga agrees, saying 

construction projects are showing no 

signs of slackening off and are likely to 

The PW628 

Kanga loader 

continue for the foreseeable future. 

“Our Kanga customers, who are 

predominantly smaller contractor 

businesses, are as busy now as they have 

ever been and this trend shows no sign 

of slackening off. Similarly, medium sized 

businesses and other companies who are 

involved in civil works are also very busy, 

with demand for equipment remaining 

very buoyant.” 

ALL BRANDS BIG AND SMALL 

The National Diesel Dirt & Turf Expo 

is Australia’s premier earthmoving 

industry event which continues to attract 

support from all market sectors in 

earthmoving, infrastructure, residential 

development, public works and public 

space management. 

Many major earthmoving brands will be 

presenting their latest releases and visitors 

will benefit from checking out earthmoving 

machinery, attachments, GPS and digital 

management systems, accessories, and 

finance. 

Here is where you will see you everything 

you need for site preparation, excavation, 

landscapes, infrastructure, and public 

spaces. There is the latest technology 

for excavators, loaders, mowers, grounds 

maintenance equipment, trailers, trucks, and 

associated services. 

Everything you need to know is available 

at www.dieseldirtandturf.com.au. 


NEWS 


Scott 

NATIONAL ROAD TRAIN 

NETWORK EXPANSION 

A new road train network for Victoria, 

improvements to cross-border travel 

and fewer requirements for access 

permits will begin under a new 

national road train notice overseen 

by the National Heavy Vehicle 

Regulator (NHVR). 

Assistant Minister for Road Safety 

and Freight Transport Scott Buchholz 

announced that the 2020 National Class 

2 Road Train Notice commenced on 

Thursday, July 9 in New South Wales, 

Queensland, South Australia and 

Victoria, where road trains carry more 

than 15 billion tonne-kilometres of 

freight every year. 

"Since the original national road train 

notice was introduced, we’ve seen 

significant growth in the freight task, 

as well as the productivity and safety 

benefits of harmonised networks," 

Buchholz says. 

"I’m grateful to all the road authorities 

for taking the time to work with the 

NHVR to upgrade the notice and update 

the national road train networks, and I’m 

delighted that this has been agreed to by 

all road managers." 

The 2020 National Class 2 Road Train 

Notice replaces the 2015 National Class 

2 Road Train Notice. 

NHVR chief regulatory policy and 

standards officer Don Hogben said 

the NHVR had been working closely 

with state and local government road 

managers to develop the notice, which 

consolidates road train combination 

requirements, facilitates cross-border 

access and reduces permit requirements 

for operators. 

"For the first time, Victoria is part of 

the national road train notice, granting 

access to 36.5m A-doubles on a road 

network previously only accessible by 

permit," Hogben continues. 

"South Australia has enabled access 

under the Notice to 30m A-doubles, 

36.5m B-triples and AB-triples, as well 

as rigid trucks towing two dog trailers 

– significantly reducing the number of 

permits required by operators of these 

combinations. 

"Also, a number of eligible road trains 

can now access a single, Type 2 road 

train network, while previous access was 

only for specific Type 2 combinations. 

Buchholz 

“For the first time, 

Victoria is part of the 

national road train 

notice” 

"This aligns with existing 

arrangements in Queensland." 

The notice will also provide standard 

definitions and categorisation of road 

train configurations and improve the 

overall consistency of access and 

vehicle conditions. 

NHVR RELEASES BLUEPRINT FOR VEHICLE TECHNOLOGY ACCELERATION 

The National Heavy Vehicle Regulator 

(NHVR) has unveiled a program to support 

manufacturers and operators incorporate 

safety and environmental technology into 

new and existing heavy vehicles. 

The Vehicle Safety and Environmental 

Technology Update Plan (SETUP) was 

developed following a survey of manufacturers 

in 2018, and is designed to meet the targets set 

out in the federal government’s National Road 

Safety Action Plan 2018-2020, NHVR notes. 

The plan comprises five work packages, 

including better harmonisation of Australian 

vehicle standards, better access to the latest 

vehicle technologies, ensuring appropriate 

in-service requirements, and industry 

education about new and emerging technology. 

These include: 

1. Advocate for the increased harmonisation 

of Australian vehicle standards to allow 

for the latest designs from origin markets; 

and fitment of safety and environmental 

technology from those major market 

designs 

2. Relax access and use limits for vehicles 

fitted with the latest environmental and 

vehicle safety technology 

3. Ensure in-service requirements maximise 

the benefits of mandated technology 

4. Empower industry to make informed 

purchasing decisions 

5. Educate industry about vehicle safety and 

environmental technology. 

"When we surveyed manufacturers, we saw 

that there was very little consistency when 

it comes to installing newer types of safety 

technology," NHVR CEO Sal Petroccitto says. 

"For example, stability control was included 

on 78 per cent of new vehicles, but fatigue 

monitoring systems were used on less than one 

in five, while lane keep assist featured on one in 

four new vehicles." 


BAILEY CALLS FOR NATIONAL EFFORT ON 

CONTAINER ACCESS CHARGES 

Queensland transport and main 

roads minister Mark Bailey is the 

latest relevant state minister to 

express concerns publicly about the 

inflation of container-chain costs 

through stevedore access charges 

and other measures. 

Bailey’s intervention, which 

seeks federal leadership on 

a national container logistics 

malaise that includes international 

containership operators, makes 

a clean sweep of state transport 

ministers responsible for major 

container ports in the country 

looking critically at the issue. 

"On stevedore charges, we have 

concerns about higher freight costs 

being passed on to consumers and 

manufacturers," Bailey tells ATN. 

Despite container shipping, 

imports and exports being national 

issues, federal transport minister 

Michael McCormack’s office has 

responded to recent ATN queries by 

showing little inclination to delve into 

the detail, sticking to the line that the 

port sphere is a state responsibility 

and that the federal government has 

no power to intervene on the actions 

of stevedores. 

Regarding the Deloitte Access 

Economics Port Pricing and Access 

Review, Victorian government 

sources say they have been 

investigating options for the 

government's future role regarding 

charges and access to and from the 

Port of Melbourne. 

It appears to be asserted that 

state government’s privatisation 

process has essentially left it 

powerless in the face of a free-for-all 

at the port and that the stevedores 

are not entirely to blame for the 

injection of costs, with containership 

operators in the frame. 

ATN is awaiting clarification on 

that point and how the government’s 

present efforts will ameliorate the 

problems. 

"The Deloitte review showed 

cost pressures across the landside 

supply chain – however, pricing 

and lack of transparency is hurting 

our regional export cargo owners 

the most," one source says. 

"While costs have risen as a result 

of increases in stevedore charges, 

costs being levied by others – 

particularly shipping lines – are 

arguably having a greater effect on 

increasing costs." 

Firms join QTA fatigue and distraction probe 

Eleven transport firms have been enlisted to 

participate in the operational phase of the 

Queensland Trucking Association (QTA) and 

Motor Accident Insurance Commission’s 

(MAIC’s) Eyes on Fatigue project. 

Launched recently, the 24-month pilot of 

Gen 2 Guardian Seeing Machines will provide 

research from data collected from truck fleets 

delivering freight around the country. 

Eleven transport companies across various 

freight sectors and fleet sizes are involved 

in the pilot to measure the effectiveness of 

driver monitoring technology in reducing the 

incidence of driver distraction, inattention, and 

fatigue episodes. 

"Seeing Machines provides us the 

opportunity to have conversations with drivers 

that encourage behavioural change," Frasers 

Livestock Transport fleet operations manager 

Athol Carter says. 

The QTA says it is keen to learn from 

project participants and share the best 

approaches to manage the changes involved 

in deploying new technology into a fleet 

and workforce. 

"The government will be 

developing a Voluntary Port of 

Melbourne Performance Model 

to deliver the action needed to 

address costs in the sector, through 

improved pricing transparency and 

access coordination.” 

Athol Carter 

Above: 

Mark Bailey 

"It’s great to have the operational phase 

of the project underway and start gathering 

data from fleets driving on the freight 

networks around the country," QTA CEO Gary 

Mahon says. 

"We are pleased to be involved in a project 

that is proactive about the major causal factors 

contributing to heavy vehicles accidents being 

fatigue, driver distraction/inattention." 

The operators involved are: Beggs Bulk, 

Cannon Logistics, CHS Broadbent, DTC Easters, 

Emerald Carrying Co, Frasers Livestock 

Transport, JBS Carriers, JD Refrigerated 

Transport, Lindsay Transport, MJ Mahon 

Transport, Russell Transport. 


NEWS 

The parties involved in the Heavy Haulage 

Driving Operations Skill Set launch 


Below: 

PRAISE FOR NEW 

DRIVER COURSE 

Truck driver training is one of the flagship 

new programs accompanying the first 

stage of major upgrades to South 

Regional Tafe's Collie campus in Western 

Australia. 

The opening of the new facilities 

coincided with the launch of the new 

Heavy Haulage Driving Operations 

Skill Set pilot program that will deliver 

skills to truck drivers with an aim 

of increasing productivity and 

industry safety. 

Endorsed by the Western Roads 

Federation (WRF), it was "developed 

following considerable industry 

consultation and will fill key skills gaps 

for this essential service". 

The five-week course has been 

developed to support workers and 

businesses and gives drivers the 

end-to-end skills needed in their 

workplace and help jobseekers 

increase their employability. 

The course will also give participants 

eight units of competency from the 

Certificate III in Driving Operations 

and a leg up to complete the full 

qualification. 

South Regional TAFE is working in 

partnership with Keens Truck Driver 

Training to deliver the new program. 

The WRF will work with its industry 

partners to ensure course participants 

have at least one interview with an 

industry employer within a month of 

completing the program. 

The pilot will commence in July using 

the newly upgraded facilities and will 

move to a dedicated training space to 

be constructed as part of Collie's stage 

two upgrade. 

"The importance of the transport 

industry has never been more evident 

than during the COVID-19 pandemic," 

WA education and training minister Sue 

Ellery says. 

"Truck drivers have kept Western 

Australia moving and we are proud to 

invest in this new training program and 

facilities that will upskill this essential 

workforce. 

"The McGowan government continues 

to invest in skills relevant to WA's 

economy which will also aid our state's 

Covid-19 recovery." 

Transport minister Rita Saffioti 

credits the WRF approaching the state 

government to create a dedicated training 

course for drivers. 

"This program will give drivers the skills 

they need while also helping jobseekers 

increase their employability. 

"There is a looming shortage of truck 

drivers in WA and the Covid-19 pandemic 

demonstrated how vital the freight 

industry is to our state." 

WRF backs mayors 

on Port trucking 

Local government leaders along the Fremantle 

Port freight link are uniting to call for road 

freight improvements for industry and 

community. 

The mayors of Fremantle, Melville and East 

Fremantle are seeking cleaner freight initiatives 

that will enable more efficient use of the road 

network by capping freight volumes and placing 

stricter controls on the types of trucks allowed 

to transport freight. 

And they have state transport industry 

backing. 

"We welcome the announcement and look 

forward to working with them," Western Roads 

Federation (WRF) CEO Cam Dumesny tells ATN. 

The mayors are calling for: 

• a new Fremantle Port accreditation system 

that will bring in cleaner and quieter trucks 

and over time ban older, dirtier trucks 

• state government incentives for clean, quieter 

trucks and ultimately a zero emissions truck 

fleet based on hydrogen and electric vehicles 

• government to work with industry to 

incentivise these quieter trucks to run outside 

of business and especially peak hours. 

City of Fremantle mayor Brad Pettitt, Melville 

mayor George Gear and East Fremantle mayor 

Jim O’Neill say each of their councils had 

had plenty of feedback from residents fed up 

with screeching brakes, exhaust fumes and 

congestion on roads at peak times. 

They would ideally like to see a working 

group comprising Fremantle Ports, Main Roads, 

the Freight Logistics Council, WRF, Transport 

Workers Union, and local councils that can 

make recommendations to state government on 

the best approach. 

A key focus would be encouraging freight 

operators to upgrade to cleaner, more modern 

trucks, including Euro 6 trucks, and ultimately 

electric and hydrogen vehicles. 

Fremantle mayor Brad Pettitt Melville Mayor 

George Gear and East Fremantle Mayor Jim O’Neil 


WESTERN AUSTRALIA REGO FEE HIKE CONCERNS 

Below: 

David Fyfe 

Livestock and Rural Transport 

Association of Western Australia 

(LRTAWA) is calling on the 

state government to stick with 

a national understanding on 

truck registration. 

LRTAWA president David Fyfe 

reports that the WA government 

recently increased heavy vehicle 

registration fees by 2.5 per cent, 

whereas most other states have 

agreed to freeze the charges until 

June 30, 2021, to assist in the 

Covid-19 recovery effort, in line 

with a Transport and Infrastructure 

Council (TIC) decision. 

Fyfe is "disappointed with the 

decision which the association only 

discovered after making inquiries 

about what the government 

intended". 

"There has not been any 

consultation with industry, and we 

are unaware of the rationale behind 

WA transporters being singled out 

for additional costs compared to 

their counterparts in other states," 

he says. 

"Whilst the rural transport 

industry has been fortunate in 

being able to keep working during 

the Covid-19 restrictions there is 

considerable concern about the 

challenging headwinds transporters 

are facing. 

"Many grain transporters 

currently have a portion of their 

fleet parked up and the declining 

sheep flock will have a significant 

impact on our members. 

"Coupled with the pause in sheep 

live exports, rural transporters are 

facing a difficult few months until 

harvest begins. 

"With the increase coming with 

little to no warning, businesses 

have not been given time to factor 

the costs into contracts and 

budgets for the coming year. 

"This will force rural transporters 

to make decisions about the 

size of their fleet, which in turn 

will impact other businesses in 

rural communities such as tyre 

fitters, mechanics, parts suppliers, 

fuel suppliers and other local 

businesses. 

"The heavy vehicle industry 

is already over-taxed and now 

is not the time to increase the 

burden on small businesses as 

we all work together during this 

recovery period. 

"I’m asking the government 

to rethink the increase in light 

of the current economic 

circumstances." 

The Western Roads Federation 

(WRF) has also made its concern on 

the issue known to state transport 

minister Rita Saffioti. 

"We have written to the minister 

requesting reconsideration," WRF 

CEO Cam Dumesny tells ATN. 

WA GOVERNMENT STICKS WITH TRUCK REGISTRATION HIKE 

The Western Australian government appears 

not for turning on its decision to raise state 

heavy vehicle registration fees. 

Despite calls for a rethink from the 

Livestock and Rural Transport Association of 

Western Australia (LRTAWA) and the Western 

Roads Federation (WRF), the office of state 

transport minister Rita Saffioti indicates there 

are no plans to rethink the rise. 

"The state government announced a freeze 

on household fees and charges, including 

vehicle licence fees, on 16 March 2020," a 

state government spokesperson tells ATN. 

"This freeze in charges does not apply to 

heavy vehicle motor vehicle licence [MVL] fees, 

as they are not part of general household fees. 

"Heavy motor vehicle licence fees will 

increase by 2.5 per cent from 10 July 2020. 

"In 2019-20, the average MVL fee payable 

in WA was $870, so the proposed increase in 

2020-21 will on average be $22 per vehicle. 

"WA is not part of the jurisdiction of 

the National Heavy Vehicle Regulator 

[NHVR], which has agreed to freeze 

fees for 2020-21, but from a higher base. 

"In 2020-21, WA’s heavy vehicle industry 

would be paying about four per cent more in 

fees if the NHVR fee structure – despite the 

freeze – applied than it will be under the WA 

fee structure. 

"For example, a two axle rigid truck over 

12 tonnes in WA will increase from $852 a 

year to $873.30. 

"This is in comparison to two axle 

rigid truck over 12 tonnes on the national 

structure which would still be paying a licence 

fee of $975." 

The spokesperson notes that in WA, unlike 

other states, motor vehicle licence fee revenue 

"is used to fund upgrades to roads and 

improve road safety, to the benefit of all road 

users" and that the present state government 

"is spending a record amount on road safety 

and road improvement projects". 


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NEWS 

Executive appointments 

TM INSIGHT LURES CARMONT 

Consultancy TM Insight has pulled off a 

recruitment coup, landing ex-Toll global 

head of sales and business development 

Marcus Carmont. 

Carmont takes up a new position within the 

supply chain and industrial property advisory 

firm, that of executive director of business 

development. 

TM Insight says the recruitment will 

“strengthen the business’ leadership team 

and the organisation’s ability to provide 

customer-led supply chain solutions across 

Australia, New Zealand and throughout 

South-East Asia”. 

Carmont will work alongside chief customer 

officer Nathan Bingham and other senior 

directors to deliver on TM Insight’s strategy 

to design and deliver world-class supply 

chain, property and project management 

solutions that position their clients as clear 

industry leaders. 

“In the last year, we have seen significant 

growth in our business, as logistics and 

supply chains become more important than 

NTI has appointed Daniel Morrison to the 

role of national cargo product manager. 

The specialist transport and logistics 

insurer says that, in this position, Morrison 

will be responsible for the profitable 

growth and strategic direction of NTI’s 

cargo portfolio. 

He is said to bring more than 22 years 

of marine insurance experience having 

held roles with Associated Marine and 

Allianz in Melbourne before moving to 

Dubai in 2010 to open the Middle East 

Marine portfolio for Zurich. 

In 2014, Morrison moved to London to 

ever throughout the region,” an excited 

Bingham says. 

“It’s humbling that we can attract 

the level of talent to our business that 

Marcus brings. 

“Our goal has always been to provide 

our clients with an unmatched level of 

expertise and experience so we can 

deliver outcomes that provide them 

with a clear competitive advantage. 

“Marcus is one of the industry’s 

eminent experts who can help our clients 

design and execute leading-edge supply 

chains and property solutions.” 

DANIEL MORRISON JOINS NTI 

Glenn Thornton 

Paul Brown 

take up his 

most recent 

role as head 

of marine – 

Europe, Middle 

East & Africa 

for Zurich 

Insurance. 

With a 

month of NTI 

employment under his belt Morrison is 

looking forward to re-establishing and 

developing new broker relationships 

across the country. 

The Port of Newcastle (PON) has 

expanded its executive team, enlisting 

Glenn Thornton and Paul Brown to help 

lead its “major growth phase”. 

Thornton is the new executive manager 

projects and Brown arrives as the port’s 

executive manager business development. 

Brown is the former general manager 

of growth and business development at 

ALLAN BECOMES 

AUSTROADS CEO 

Geoff Allan’s 

position as the 

new CEO of 

Austroads after 

the retirement 

of Nick 

Koukoulas in 

April has been 

set in stone. 

Allan was 

appointed Austroads chief operating 

officer in late 2019 following six years 

in the same position for the National 

Transport Commission (NTC). 

“I have been impressed with the 

capability and dedication of the 

Austroads team and am looking 

forward to continue the work we have 

started to refocus our activities to 

solve complex transport problems 

for our members with highly practical 

and usable solutions,” Allan says. 

Austroads chair Neil Scales says 

Allan’s background in transport 

and experience working across 

Australasia has proven invaluable 

as Austroads’ COO and acting 

chief executive. 

“Since joining Austroads in October 

last year, Geoff has fostered the 

development of a new strategic plan 

and been instrumental in reshaping 

the organisation to prepare it to 

deliver the new plan starting in July,” 

Scales says. 

Allan holds a PhD in public sector 

management, and has worked in 

high-profile roles for Queensland 

Corrective Services, Department 

of Communities (Queensland) 

and Queensland Environmental 

Protection Agency. 

PORT OF NEWCASTLE TAKES TWO 

freight rail operator Aurizon and was most 

recently General Electric sales director, 

including in its transport arm. 

Thornton was most recently the NSW 

region director and project director 

advisory for engineering services 

consultancy WSP and has more than 

30 years’ experience in the delivery of 

major infrastructure. 


OPEN ROAD 

Untie transporters and rebound 

Australia needs policies to enhance efficient freight movements 

WARREN CLARK 

is CEO of the 

National Road 

Transport 

Association 

(NatRoad) 

Below: 

In addition, 

NatRoad is 

strongly opposed 

to governments 

forcing heavy 

vehicles to use 

tolled routes 

The Covid-19 pandemic has underlined the 

importance of efficient supply chains. 

Supermarket shelves were stripped bare 

during the early stages of the crisis but, with the 

assistance of the road freight industry, there were no 

shortages that threatened public access to food and 

other essential supplies. 

Yet, in the current environment, the transportation 

industry is under great pressure. The pandemic has 

unique effects on each sector of transport. 

For example, there is limited capacity for public 

transport to maintain social distancing rules and to 

operate optimally. This has already constrained a 

return to ‘normality’ with growth prospects in doubt. 

Once restrictions are eased further, those who 

reject public transport are likely to contribute to a 

congested road network. 

Research from Roy Morgan shows that over 4.3 

million people (32 per cent of working Australians) 

have been ‘working from home’ during the last few 

months, since the pandemic shut down large parts 

of the Australian economy. 

Infrastructure design 

considerations should 

enable appropriate heavy 

vehicle access to new 

infrastructure 

So, if even a small proportion start to commute 

again, high levels of road congestion are likely. 

With the majority of economic activity now 

occurring in our major cities, urban freight is critical 

for our future growth, a trend accelerated by online 

ordering (which has escalated over the course of the 

pandemic) and other emerging technologies. 

The first priority of Australian governments must 

be to preference freight movements, recognising 

that it is an essential service. The mindset should 

be that freight vehicles are given dedicated travel 

lanes and expedited progress rather than being 

restricted (as is the case with a number of freeways 

in Queensland, New South Wales and Victoria). 

In addition, NatRoad is strongly opposed to 

governments forcing heavy vehicles to use tolled 

routes. This goes against the fair principle that 

when roads are tolled, an alternative non-tolled 

route should always be available for road users, 

particularly heavy vehicles. 

For example, the restrictions in place relating to 

heavy vehicles in the Brisbane Urban Corridor must 

be re-considered, as should the mandated diversion 

of heavy vehicles into the tolled tunnel on the soonto-be 

opened NorthConnex route in NSW. 

As a further means to assist the freight task, 

NatRoad recommends that curfews on deliveries 

and restrictions of movement on arterial roads (as 

exist in Victoria) should be lifted. 

The extended operational curfews in place in 

several states has allowed the freight industry to 

have more capacity and flexibility to meet customer 

demands. These temporary changes should be 

made permanent. 

Laws that restrict the movement of goods on a 

24/7 basis should be thrown out. The law needs to 

keep up with developments in the real world, where 

constraints on supply chains should be discarded. 

Lastly, infrastructure design considerations 

should enable appropriate heavy vehicle access 

to new infrastructure, a matter that is becoming 

increasingly problematic in new developments, 

especially in relation to access by high productivity 

heavy vehicles. 

This trend highlights the industry’s need for 

the best technological solutions to move freight 

efficiently and cost-effectively, and to continue to be 

considered as an essential service when planning 

takes place. 

Without this supportive process, the industry’s 

growth and efficiency are constrained. 


OPERATIONS + STRATEGY 

Covid-19 pandemic 

THE 

SECOND 

WAVE 

What seemed like an easing Covid-19 

situation is flaring up again, adding 

new obstacles to ongoing challenges 

for industry and governments 

WORDS 

MARK GOJSZYK 

Below: NSW Police 

image of a border 

force officer 

speaking to a 

truck driver 

The new Covid-19 spike 

starting in Victoria had 

many hallmarks of the initial 

outbreak: lockdown, panic buying, 

border crossing confusion and 

concerns for truck drivers on the 

front line. 

But on July 6, for the first time 

in a century, it was announced the 

NSW-Victoria border would close 

and, with Transport for NSW (TfNSW) 

waiting on the state’s health minister 

to issue the order before it could 

explain any cross-border freight 

permit processes that might be 

involved, industry was scrambling for 

information on how the freight task 

could be facilitated. 

“What was floated was that there 

would be no permits for freight, 

there would be a special laneway for 

trucks and this sort of thing, which 

hasn’t eventuated,” NatRoad CEO 

Warren Clark told ATN. 

Instead, as the Transport Workers 

Union (TWU) pointed out, truck 

drivers were being issued with 

14-day isolation notices as they 

planned to cross the border from 

Victoria into NSW. 

“This problem will disrupt supply 

chains across the country and 

could have a far-reaching knock-on 

effect for the wider economy. What 

the NSW government is doing is 

ill-thought-out and damaging,” TWU 

Victoria/Tasmania branch secretary 

John Berger charged. 

Eventually, NSW heeded industry’s 

concerns to an extent and, on July 

10, an online permit system went 

live, removing “the need for freight 

drivers to self-isolate for 14 days 

after entering NSW from Victoria”. 

But that is only if the application is 

supported by a Covid-19 safety plan. 

“Consistent with the need to 

prepare a Covid-19 safety plan, 

Transport for NSW is asking freight 

operators to be conscious of the 

significantly increased health risk 

in Victoria, to please take extra care 

and ensure that you are vigilant 

in practising physical distancing, 

minimising contact and maintaining 

good hygiene practices to limit the 

spread of the coronavirus,” it says. 

The dominos continued to fall 

around the country, with rules 

changing rapidly across many 

borders, particularly targeting 

Victorian travellers. 

With “incredibly short notice”, 

Queensland changed its contact 

tracing border requirements 

overnight on July 10. 

Subject to the changes, 

the concept of free-flow of 

freight remains, as does that of 

essential workers, just with more 

requirements, including the need to 

keep and retain written records of 


close contacts for a 14-day period starting 

on their date of arrival in Queensland. 

As in Queensland, ‘essential travellers’ to 

South Australia must keep a record of close 

contacts for 14 days, minimise time spent 

and distance travelled in other jurisdictions, 

and not enter a disability care, correctional 

or residential aged care facility, or health 

care facility unless with state approval 

or for medical care. 

On July 14, this was tightened further 

to include areas of western Sydney as 

hotspots, Campbelltown and Liverpool, 

potentially affecting the many transport and 

logistics firms there. 

Drivers from Victoria may enter SA 

as essential travellers for the purpose 

of performing duties but they must 

also comply with the self-quarantine 

requirements, minimising contact with 

others. 

For Western Australia, its border with the 

east coast was further tightened, with no 

one allowed into the state if they were in 

Victoria in the previous 14 days, unless they 

met the exemption list or would normally 

reside in WA. 

However, “anyone who is permitted to 

enter WA who has been in Victoria for the 

previous 14 days will be served with a 

notice on arrival”, Western Roads Federation 

(WRF) explains. 

“The notice will compel them to take 

a Covid-19 test on day 11 of their time 

in Western Australia or at any point when 

symptoms develop.” 

At the time of writing, late developments 

saw the Northern Territory change its 

travel restrictions to stop all travel from 

coronavirus hotspots, declaring the whole 

of Victoria a hotspot. 

There are now no travel exemptions for 

those coming from a hotspot, even for 

essential freight workers, who have been 

advised to cancel their plans. 

ECONOMIC INITIATIVES 

The sense of déjà vu can be felt in attempts 

to rehabilitate the economy, exemplified 

by fee freezes, extensions to the instant 

asset-write off (IAWO) scheme and curfew 

exemptions. 

Peak bodies reacted in unison on a year’s 

backdown on the heavy vehicle road user 

charge (RUC) increase, and the National 

Heavy Vehicle Regulator freeze on permit 

applications, National Heavy Vehicle 

Accreditation Scheme (NHVAS) module and 

nominated vehicle fees. 

The Heavy Vehicle Industry Association 

(HVIA) and Australian Trucking Association 

(ATA) delighted at the $150,000 IAWO, 

Late developments saw the Northern 

Territory change its travel restrictions to 

stop all travel from coronavirus hotspots 

applying to new and second-hand assets, 

being extended from the end of the financial 

year to the calendar year. 

“We want to thank the government for 

listening to industry’s views and supporting 

continued investment,” HVIA CEO Todd 

Hacking says. 

“The write off has already delivered an 

economic boost. Now the industry can 


said the extension provided certainty for 

freight operators and customers. 

“The increased demand for home delivery 

of essential items including groceries is 

likely to endure beyond Covid-19, so it’s vital 

that logistics operators and their customers 

have the capacity and operational flexibility 

they require to efficiently schedule deliveries 

and use the freight network to meet this 

growth in demand for delivery services.” 

In support of the prime minister’s calls for 

truck deregulation, the ATA highlights the 

need for further action on road access for 

High Productivity Freight Vehicles (HPFVs): 

longer truck combinations like A-doubles 

and B-triples that can carry more freight. 

“Infrastructure Australia has reported that 

HPFVs reduce total vehicle movements, 

reduce congestion growth, lower costs of 

There are numerous opportunities within 

the freight and logistics sector to more 

effectively deploy technology 

engage with our customers and really 

highlight the advantage of upgrading 

their equipment.” 

That gave impetus to the industry to a 

later request an extension and a lifting of 

the limit. 

Many within trucking have seen the 

Covid-19 situation as an opportunity to 

push for further business red tape cuts, a 

stance supported by Prime Minister Scott 

Morrison’s address to the Committee for the 

Economic Development of Australia (CEDA). 

What especially heartened the ATA in 

Morrison’s address was where he pointed 

out: “Trucks were allowed to resupply along 

roads and during hours where they were 

previously banned. And the sun came up 

the next day.” 

Subsequently, Queensland became the 

first state or territory to extend the 24-hour 

curfew exemptions for freight deliveries, 

extending laws introduced during the 

Covid-19 pandemic from an original expiry 

of June 20 to October 31 this year. 

Queensland infrastructure and planning 

minister for Cameron Dick said the 

legislative amendments, making existing 

operating restrictions more flexible for 

distribution centres, supermarkets and 

other essential stores, the state is better 

placed to respond to future pandemics or 

severe weather events. 

The Australian Logistics Council (ALC), a 

long-term supporter of removing curfews, 

freight, enable faster delivery times and 

are more likely to be safer, quieter and be 

less emissions-intensive,” ATA chair David 

Smith says. 

Additionally, ATA has called on the 

government to streamline fatigue and 

remove the impractical requirements in 

driver work diaries, and urges government 

to overhaul heavy vehicle accreditation, “as 

trucking businesses are overwhelmed with 

multiple compliance and customer audits, 

which are costly and time consuming”. 

The ALC honed its future wishlist on 

technology and productivity improvements. 

“ALC agrees with the prime minister’s 

observation that many of our laws have 

not kept pace with the development of 

technology. 

“There are numerous opportunities within 

the freight and logistics sector to more 

effectively deploy technology to advance 

the efficiency, safety and visibility of freight 

movement. 

“Over many years, ALC has recommended 

that the collection of telematics data in 

heavy vehicles be made mandatory. 

“Given the cost of telematic equipment 

continues to fall and its numerous safety 

and productivity benefits, mandating 

telematics devices in heavy vehicles is 

a reform that should be prioritised – not 

merely for improved safety outcomes, but 


Top right: While roads 

funding is welcomed, 

industry calls for 

urgency on unsealed 

roads like the Tanami 

Track continue to 

mostly fall on deaf ears 

Above: Police manage 

the border; federal 

opposition transport 

advocates Glenn Sterle 

and Catherine King call 

for funding for truck 

rest stops 

Opposite top and 

bottom: Queensland 

minister Cameron Dick 

spruiked the state’s 

move to extend delivery 

curfew extensions; 

HVIA CEO Todd 

Hacking and ATA CEO 

Ben Maguire lauded the 

instant asset write-off 

extension 

also to inform better infrastructure 

planning and investment decisions.” 

ROADS AND INFRASTRUCTURE 

However, the matter of truck-driver 

amenity continued to persist, despite 

roads and infrastructure being key 

cogs in federal and state stimulus 

machines. 

Morrison’s address also 

announced that $500 million from 

the new $1.5 billion funding for 

small scale infrastructure priority 

projects would be targeted on road 

safety works. 

Soon after, multiple states and 

territories outlined their initiatives, 

the biggest of which was a joint 

federal-state $1 billion investment 

in NSW ‘shovel-ready’ infrastructure 

projects and road safety upgrades, 

allocated to: fix 11 congestion 

hotspots around Sydney; help local 

councils upgrade roads across 

regional NSW; and road safety 

projects in regional areas. 

South Australia will see a $145 

million infrastructure investment 

towards numerous projects around 

Adelaide and regional areas, plus a 

further $10 million to seal a section 

of the notorious Strzelecki Track. 

Queensland announced a $400 

million state-funded roads package 

“and in March we also announced 

$185 million in joint funding to 

target 22 priority upgrades on 

inland highways”, its government 

points out. 

Meanwhile, hard on the heels 

of his gaining his new portfolio, 

Victorian roads minister Ben Carroll 

unveiled a $340 million package 

of measures, including technology 

improvements, more specialist 

staff and stronger enforcement 

of clearways. 

A conspicuous omission from 

the funding discourse has been the 

sensitive matter of truck rest stops, 

the importance – and underappreciation 

– of which was brought into 

sharp relief by a joint statement from 

the federal opposition’s transport 

advocates, shadow assistant 

minister for road safety senator 

Glenn Sterle and shadow minister for 

infrastructure, transport and regional 

development Catherine King. 

This followed Sterle’s vocal 

campaigning for truck driver health 

and distribution centre hygiene 

during the earlier stages 

of Australia’s pandemic journey. 

“Talk to a truck driver, and they will 

tell you again and again that what 

they need are adequate, well planned 

and well-designed heavy vehicle rest 

areas along our major freight routes,” 

they write. 

“The Covid-19 pandemic has 

drastically highlighted the need and 

importance of Australia’s essential 

truck drivers, and they should have 

a seat at the table when it comes 

to allocating federal government 

funds towards road projects that 

will undoubtedly have an impact 

on them. 

“Any infrastructure project that 

looks to improve road conditions and 

road safety in regional communities 

must include the consideration of 

rest areas for heavy vehicles.” 

Despite the move to partially seal 

SA’s Strzelecki Track, a lack of focus 

on dilapidated rural freight routes 

has also disappointed those whose 

livelihoods depend on them. 

For example, while the Northern 

Territory’s $53 million investment 

pays attention to truckstops, routes 

nominated so far include only 

the busiest highways, rather than 

corrugated remote and regional 

dirt roads that carry freight, as the 

NTRTA sought. 

“Seventy per cent of the 

Northern Territory’s road networks 

are unsealed and some almost 

impassable,” NTRTA chief executive 

Louise Bilato says. 

“These roads can be extremely 

dangerous, yet are used by some of 

the most vulnerable Australians.” 


INDUSTRY VOICE 

Showing Australia our value 

Industry’s development due to cooperation and involvement 

DAVID SMITH 

chairs the 

Australian 

Trucking 

Association 

Over the last 46 years, I have seen great change 

within our trucking industry. From a time where 

there was little emphasis on professionalism and 

safety, our industry has evolved to one of high standards 

with a commitment to doing things right. 

I first became involved in the trucking industry 

when I left school, joining the family business. It was 

a completely different industry to what we know today, 

where it was important to just get the job done by 

whatever means possible – an attitude that is simply 

unacceptable in today’s world. 

In my time I have worked as both a driver and 

business owner. Being part of the industry for a long 

period of time left me wanting to give something back, so 

I joined the Livestock and Rural Transporters Association 

of South Australia, Australian Livestock and Rural 

Transporters Association and the Australian Trucking 

Association (ATA). 

Anyone can stand on the outside and grizzle and moan 

without making a meaningful contribution, but I learned 

very quickly that with the support of an association 

behind you, you have more clout and can get great 

outcomes. 

For too long we have been overregulated 

and held down by red tape. 

There is no doubt in my mind the valuable role these 

organisations play in the industry, both nationally and 

locally. I have long been a strong supporter in the power 

of what you can achieve as an association rather than 

doing it tough on your own. 

My experience has shown me that strong associations 

are the key to effecting change and delivering benefit to 

the whole of industry. 

Trucking is an industry that I am passionate about 

and truly believe in. While I have seen great change 

in years gone by, I look forward to tackling new 

challenges and have a clear vision for the future. 

My vision is to boost industry safety, professionalism 

and sustainability, ensuring the ATA and our members 

continue to lead the way. While we all have diverse 

viewpoints and may not always agree completely on 

everything, we must not digress. We must remain focused 

as a professional group with core goals and values. 

As we faced the unprecedented Covid-19 pandemic, 

governments recognised the essential role trucking plays 

in keeping our country moving. My focus is ensuring this 

recognition continues in the development of the new 

Heavy Vehicle National Law – legislation that will have an 

impact on industry for many years to come. 

For too long we have been overregulated and held 

down by red tape. In response to Covid-19, government 

and regulators adapted and were agile, demonstrating 

great support for industry. 

I now call on government to continue this momentum 

in the new truck laws, giving operators the flexibility to do 

their job professionally and safely, and not held to task 

over minute issues that don’t have any safety outcome, 

such as cross border issues. 

Covid-19 also saw a new-found appreciation from 

the Australian community for trucking operators, 

understanding that all the food in our supermarkets, 

medicine in our pharmacies and fuel in our service 

stations are delivered on the back of a truck. 

In our efforts to ensure our industry remains 

sustainable, we must harness this understanding and 

use it to demonstrate the career opportunities, valuable 

work available and rewarding outcomes that come when 

involved in trucking, thus encouraging new entrants to 

the workforce. 

The ATA stands for you and will work hard to deliver 

better outcomes, but we cannot do it alone. In my new 

role as ATA chair, I believe we must be the change we 

wish to see and show Australia our value. 

Working together we can make a great change and 

deliver the positive outcomes we will remember forever. 

ATA MEMBER ASSOCIATIONS 

ATA DIRECT LINE 

Captions: Xxxxxxxxxxxxxxxxxxxxxxxxxx 

xxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxxx 

xxxxxxxxxxxxxxxxxxxxxxxxxx 

(02) 6253 6900 

NSW ROAD FREIGHT NSW – Simon O’Hara ....................................Ph: (02) 9922 6507 

VIC VTA – Peter Anderson ....................................................Ph: (03) 9646 8590 

QLD QTA – Gary Mahon ......................................................Ph: (07) 3394 4388 

SA SARTA – Steve Shearer ....................................................Ph: (08) 8445 8177 

WA Western Roads Federation – Cam Dumesny ..................................Ph: (08) 9355 3022 

NT NTRTA – Louise Bilato .....................................................Ph: 0400 107 223 

NatRoad (incorporating the Aust Road Train Assoc) – Warren Clark ..................Ph: (02) 6295 3000 

Aust Livestock & Rural Transporters Association .............................Ph: (02) 6247 5434 

Australian Furniture Removers Association – Executive director: Joe Lopino ........Ph: 1800 671 806 

Tasmanian Transport Association – Michelle Harwood ............................ Ph: 0427 366 742 


THE BOYS 

ARE BACK! 

BIGGER AND BETTER


Truck licensing 

LAX LICENSING 

The coronavirus 

has caused yet 

another delay in 

fixing Australia’s 

broken truck 

driver licensing 

system 

WORDS 

GREG BUSH 

LOWDOWN 

Most days Brad Greenrod witnessed hook them up, couldn’t reverse – basically 

what the transport industry sees couldn’t drive out of sight on a dark night,” 

far too often – truck drivers who Greenrod laments. 

can’t drive. 

“I’ve had blokes slam the truck into the back 

Until recently, Greenrod was a driver assessor of trailers and miss the king-pin completely.” 

and on-road compliance manager with one of Greenrod – whose own driving specialty 

Australia’s biggest trucking companies. 

is in heavy haulage – doesn’t blame the 

But, shockingly, he estimates for every couple individual licence holders for their inability and 

of dozen applicants with B-double licences he inexperience. He’s had a couple tell him they 

interviewed, after the practical test he would weren’t taught to reverse or hook up in the first 

hire only one – maybe two. 

place, let alone practise. 

“It’s fairly common for them not to be able Greenrod doesn’t necessarily blame driving 

to keep the truck in the lane, they couldn’t instructors or schools either, for producing 


CRIMINAL 

CONVICTIONS 

licence-holders who can’t do the job. 

“Basically the system sucks,” he 

says. “It’s just far too easy.” 

He says that laxness is typified 

by the time taken to get a licence, 

in as little as a day; by being able to 

go straight from Heavy Rigid (HR) 

to Multi Combination (MC) in two 

days; by vehicle lengths and weights 

being much less than in the real 

world; getting a Heavy Combination 

(HC) licence only using a trailer with 

a drawbar, when most trailers have 

a skidplate/fifth wheel mechanism; 

assessors in many cases not having 

real-world experience; and of course 

the tests themselves are easy, such 

as reversing a B-double just in a 

straight line. 

Greenrod is a NSW-accredited 

driver trainer and assessor who 

worked at a leading Sydney driving 

school between 2008 and 2014, 

and reckons standards have 

deteriorated since. 

When heavy vehicle competency-based 

assessments (HVCBAs) 

through driving schools started 

happening in the mid-1990s – as 

opposed to practising first and 

then going to the authorities to 

be assessed on driving alone – 

there were more than 40 

competencies involved. 

These have now been bundled 

into 15 – including vehicle checks, 

steering, gears, brakes, reversing, 

Above, L to R: 

“Basically the 

system sucks”: 

Driver trainer 

and assessor 

Brad Greenrod; 

It’s possible 

to get a heavy 

combination 

licence in 

Australia without 

knowing how to 

safely connect 

a king pin into a 

fifth wheel 

Below: “They’ve 

also brought in 

a lot of rorting”: 

Former driver 

trainer Peter 

Swinn 

coupling, load restraint and hill starts 

– all supposedly assessed in a day, 

with a checklist that runs to 25 pages 

in NSW. “There’s no time for training,” 

Greenrod says. 

And this is all assuming the 

gearbox is automatic – not a crash 

box, which of course is impossible 

to master in a day, and that’s just on 

its own. 

By the way, you can go straight 

from an auto car to an auto rigid 

truck, but on your licence be stamped 

miraculously capable of driving a 

synchromesh manual box up the 

front of more than 22 tonnes. 

This is all in stark contrast to what 

Greenrod observed during a recent 

trip to the Canadian province of 

Alberta, where HC drivers have to do 

more than 110 hours of training – 

Outright lawbreaking in 

the truck driver licensing 

system has been exposed in 

recent years. 

A former heavy vehicle 

training manager at Linfox’s 

Anglesea Complex in Victoria 

was jailed over the corrupt 

provision of driver competency 

certificates. 

Michael Harrington, 65, 

was found to have pocketed 

more than $28,000 for 25 

certificates, though his actions 

between 2006 and 2012 

ultimately involved more 

than 300 certificates. 

As a result of the certificate 

fraud allegations, VicRoads 

was forced to notify and 

retest nearly 800 people 

Harrington tested since 

2005. Fewer than 250 

retained their licenses. 

Harrington was convicted 

in 2017. Along with an early 

guilty plea, lack of prior 

convictions and accepted 

expressions of remorse, the 

judge noted strong character 

references from Wettenhalls, 

which had offered Harrington a 

job following his dismissal. 

The co-accused in the 

case received a community 

corrections order. 

In NSW in 2014, the 

Independent Commission 

Against Corruption (ICAC) 

found that truck competency 

assessor Chris Binos had 

acted corruptly. 

“During the course of the 

Commission’s investigation, 

Mr Binos identified at least 

95 applicants for whom he 

believed he had, in return for 

payment, made false entries 

in their learner’s log books to 

the effect that he had assessed 

them as competent to drive a 

heavy vehicle,” the ICAC said 

at the time. 

The ICAC referred the matter 

to the NSW Director of Public 

Prosecutions (DPP). 

ATN contacted the DPP 

who told us that Binos was 

convicted in the NSW District 

Court in 2016. He pleaded 

guilty to three charges of 

corruptly soliciting benefits. 

His sentence was two years’ 

home detention. 


Left: Eagle 

eye: should 

rear-facing 

mirror cameras 

be used to 

prove reversing 

and coupling 

assessments? 

Below: There’s 

a bit of a 

difference in 

backing this 

dinky driving 

school trailer 

compared with 

this quad dog 

Bottom opposite: 

A Greenfreight 

driver skilfully 

reverses a 

B-double into 

a narrow finger 

dock 

Strategix 

Training driving 

instructor Ian 

Stanley 

The standard required of 

drivers who seek heavy 

vehicle licensing has 

dropped to unacceptably 

low levels 

including nearly 60 hours behind the 

wheel – costing up to $10,000. 

The much tougher regime came 

in after a horrific crash in 2018 

in the neighbouring province 

of Saskatchewan when an 

inexperienced semi-trailer driver 

went through a flashing light and hit 

a bus, killing 16 people from a junior 

ice hockey team. 

DUMBING DOWN 

Like Greenrod, Peter Swinn could 

have earnt a lot more money as a 

truck driver than as a truck driving 

instructor, but his passion for 

teaching kept him in the game for 

more than 20 years. 

Two years ago, though, Swinn 

finally had enough of the training and 

assessment system and has been 

back on the road. He says Australia’s 

slack truck licensing schemes create 

pressure for schools to deliver the 

lowest possible standards for the 

lowest possible price, and make it 

harder for the good guys to compete. 

He adds that too many trucking 

companies just want bums on seats: 

“If the freight gets there, that’s all 

they care about.” 

Swinn says the original competency-based 

system was designed 

to produce ready-made drivers by 

having schools teach non-driving 

skills such as coupling and load 

restraint, and he says it was good. 

Standards were much higher. 

For example, there had to be 

two assessments of each skill, 

conducted at least eight hours apart; 

there was compulsory night driving; 

and defensive driving against bad car 

drivers was taught. 

“But they’ve made everything 

easier and watered everything 

down,” Swinn says of the state road 

agencies, who he believes have 

dropped to the lowest common 

denominators in moving towards a 

national system. 


DRIVE FOR IMPROVEMENT 

Ian Stanley has been in the truck and bus game for over 30 years – including as a driver, fleet and operations manager – and driving instructor at Strategix Training in 

Brisbane for the past decade. 

He does B-double licences in two days, including 16 hours behind the wheel and a two-hour driving test. He goes beyond the call of duty in taking nearly all 

candidates up and down the old Toowoomba Range, teaching them how to hold on to a big rig using either a crash box or an automated gearbox in manual mode. 

“Should the training be longer for all heavy vehicles? Absolutely!” Stanley says. 

“I would love to have people for a week but we would price ourselves out of the game. 

“For that to happen, it would need to come from governing bodies and be implemented across the industry. Competency comes with time and practise on the road.” 

Stanley actually spends most of his time training the far more comprehensive Certificate III in Driving Operations, a nationally-recognised qualification for which 

government subsidies are available. He says there’s “sometimes too much theory in it”, but he believes something like it should be the minimum requirement for getting 

behind the wheel. 

For newbies, the Certificate III taught by Strategix involves two days in the classroom for 10 weeks, covering key topics such as fatigue management, Chain of 

Responsibility, manual handling, load restraint and vehicle inspection. Then it’s 10 hours behind the wheel to prepare candidates for their Heavy Rigid (HR) licence test. 

Strategix also offers Cert III in the workplace, “to make sure drivers are at the top of their game”. This might include sitting with an already-experienced B-double 

driver while they do a long-distance changeover. 

In addition to basic licensing and Cert III, for about $100 an hour Stanley is often asked to visit trucking companies and help out with identified drivers, upgrading 

their skills. 

“Three hours and $300 is cheaper than putting a new clutch and gearbox in a truck,” he points out, and he’s not just talking about crash boxes in articulated trucks, 

but synchros in rigids as well. 

In Queensland, HR and HC licenses are assessed by Department of Transport and Main Roads’ officers. 

“They’ve also brought in a lot of 

rorting. It’s probably human nature to 

get away with whatever you can, but it’s 

the authorities that are the ones that 

ultimately have to police it and make 

sure it’s done right.” 

Swinn says the policing in NSW 

is lame compared with a couple of 

decades ago, when the auditors were 

“really staunch”. 

“When competency-based 

assessment started, the auditors would 

turn up at your door unannounced 

any time they wanted, and they would 

spend an hour or two with you or they 

would spend a whole day with you.” 

Swinn suspects at one stage there 

were even undercover “trainees”. 

He says the government auditors 

would sometimes follow trucks in 

their cars, hide at intersections, and 

occasionally take a candidate out in 

the truck themselves. 

“They now just turn up on the 

odd occasion to see the final 

competency assessment conducted,” 

Swinn laments. 

Since corruption scandals in NSW, 

Vic and WA (see the breakout boxes), 

those short on-road final assessments 

involve both front and inward-facing 

cameras, audio and GPS tracking. 

However, except in Victoria, there is 

no camera verification that reversing 

or coupling has been assessed at any 

stage during the day. 

A NSW road agency spokesperson 

says: “In the past 12 months Transport 

for NSW has enhanced the HVCBA 

program to improve the integrity, quality 


SCANDAL IN 

THE WEST 

In 2017 the Western Australian 

Corruption and Crime Commission 

revealed a rort involving Mines West 

Driving School, owned by Previn 

Narayanan. 

The report detailed what it called 

“corrupt behaviour”, including: not 

conducting assessments; not carrying 

out assessments on designated 

routes; not having students complete 

a required theory test; and counselling 

interstate applicants on how to appear 

to be a WA resident to obtain a WA 

licence, before converting it to an 

interstate licence. 

The WA Department of Transport 

(DoT) – which detected the scam 

and cancelled its contract with 

Mines West – carried out 370 new 

driving assessments of Mines West 

“graduates”. More than half failed. 

and internal administration of the 

HVCBA scheme and uplift skills 

and knowledge of approved trainers/ 

assessors.” 

Completed improvements include 

a customer satisfaction survey for 

licensees launched in November 2019; 

professional development training for 

assessors, delivered by TfNSW; and 

best practice videos. 

On the trainee application form 

it says a TfNSW Officer might turn 

up on site, and for example, 

accompany the candidate and 

assessor in the vehicle during an 

assessment; or ask the candidate 

to demonstrate completed training 

course criteria. 

VicRoads told ATN that among its 

additional controls in recent times: 

“Providers are required to self-audit and 

report findings of audit anomalies on a 

monthly basis.” There are also police 

checks of personnel every three years. 

SENATE SLAMS SYSTEM 

Of course, it’s not just Greenrod and 

Swinn who are blowing the whistle on 

Australia’s bare bones and inconsistent 

driver licensing standards. The Australian 

Trucking Association is just one of many 

organisations that have been voicing 

serious concerns for years. 

In 2017, a hard-hitting Senate inquiry 

report was scathing of the current situation. 

“Perhaps flowing from the problem of 

ill-equipped instructors and assessors, the 

committee heard that the standard required 

of drivers who seek heavy vehicle licensing 

has dropped to unacceptably low levels,” the 

report says. 

Not only did Aspects of Road Safety 

in Australia find that state road agency 

standards on driver licensing were poor (and 

that’s not counting the issue of overseas 

drivers), it found that policing of the private 

registered training organisations (RTOs) left 

a lot to be desired too. 

This is the job of the Australian Skills 

Quality Authority (ASQA). 

“The committee notes evidence that 

ASQA has received few complaints 

about heavy vehicle driver training and 

assessment, which does not accord with 

evidence received during the inquiry of 

underhanded practices in the training 

industry,” the Senate report says. It 

concluded that “more can be done by the 

national body to investigate and protect the 

integrity of the system”. 

ASQA did identify truck licensing 

qualifications as “products of concern” 

from 2017 to 2019. However, the regulator 

told ATN that monitoring did not identify an 

ongoing risk, and as a result truck licensing 

has been removed from its products of 

concern list. 

The Senate Committee on Rural and 

Regional Affairs and Transport report 

noted that, way back in 2008, Australia’s 

transport ministers agreed that there 

should be consistent national rules on 


The current heavy 

vehicle driver licensing 

system does not ensure 

that the individual is 

competent 

truck driver licensing standards. 

This was supposed to happen under 

Austroads, the peak organisation of 

road and traffic agencies. 

However, the committee concluded 

that the rules are still inconsistent 

between – and even within – the 

states and territories, “which 

provides scope for loopholes 

and slipping standards”. 

Last September, Austroads 

came out with a report flagging 

improvements like strengthening 

the oversight of RTOs; stronger 

licence standards; and perhaps 

most significantly, having minimum 

supervised on-road experience as 

part of the process. 

ATN contacted Austroads to see 

how its project is going. We were told 

it’s been put on hold until 2020/21 

because of the coronavirus crisis. 

But of course the schools seem as 

busy as ever. 

HOPE ON THE HORIZON? 

In what could be a breakthrough 

development, last year the Victorian 

government launched a review of its 

truck driver licensing system. The 

review is applauded by NSW Police, 

among others. 

It is being headed by Peter 

Anderson, CEO of the Victorian 

Transport Association, the peak body 

for trucking companies in the state. 

The association wants to see 

Above: Can 

you spot the 

problem in these 

photos featured 

on Australian 

driving school 

websites? 

Right: How many 

freshly minted 

truck licensees 

know that 

un-tapped spider 

wheel cleats can 

kill you if you 

don’t know how 

to change a tyre 

properly? 

Opposite top: By 

winding down 

the legs, you can 

drive out from 

underneath this 

driving school 

HR tray body to 

reveal the HC 

fifth wheel, or 

more commonly 

use the tow 

coupling to pull a 

trailer 

Opposite bottom: 

Concrete carter: 

common driving 

school HC setup 

at least five to eight days’ training 

before someone can get their truck 

licence, with many hundreds of hours 

of actual on-road experience in each 

class before you can move up to the 

next one. 

With $4 million in funding from 

the Victorian government over 

four years, the VTA is putting 800 

trainees through its own five-day 

‘Driver Delivery’ program, run by 

Armstrong’s Driver Education. It 

includes both city and rural driving 

for HR and HC candidates. 

“There is no doubt that one of the 

reasons that the industry fails to 

attract and retain professional people 

is due to the levels of qualification 

and experience needed to start 

within the industry,” Anderson says. 

“At present, these levels are 

very low and there is little formal 

recognition of experience, knowledge 

and responsibility within a road 

transport company. 

“The current heavy vehicle driver 

licensing system does not ensure 

that the individual is competent, 

skilled and emotionally prepared 

to drive a heavy vehicle before they 

attain a licence.” 

The VTA also advocates for 

mandatory education in high schools 

about heavy vehicle awareness. 


COR COMPETENCY 

The chain in action 

How COR and OHS laws apply to loading/unloading incidents 

DENISE ZUMPE 

is a qualified 

and experienced 

consultant with 

practical industry 

knowledge in 

work health and 

safety and heavy 

vehicle safety 

and compliance, 

establishing 

SafeSense 

Workplace 

Safety in 2010 

The first half of 2020 has been like no 

other year. There has been a lot of focus 

on business adaptation and continuity 

and Covid-19 risk management, but there is 

safety concern that may not getting the attention 

it deserves. 

There have been 10 workplace fatalities in 

the first half of 2020 with a common theme – 

uncontrolled movement of large, heavy items/ 

equipment. This was noted in ATN back in 

February, where three incidents were reported on. 

Fast forward to July and there have been a 

further eight fatalities involving uncontrolled 

movement of loads or trucks in Victoria and 

NSW alone: 

• worker crushed by a stack of 3.6-tonne panels 

during unloading a shipping container 

• worker run over at depot by a truck 

• driver struck by truck while hitching up a dogtrailer 

• worker struck by steel beam during unloading of 

roof trusses 

• worker struck by stone slabs during unloading a 

shipping container 

• worker struck by long poles during unloading 

from a truck 

• operator crushed when forklift overturned 

• worker crushed between arm of vehicle mounted 

crane and truck 

• worker crushed by ramp while unloading 

earthmoving equipment from a low loader 

Large, heavy, long loads are a normal daily 

occurrence in many transport yards and 

experience in how to go about these tasks is 

passed on from more experienced workers 

through on-the-job training. 

There maybe one or two people who are the ‘go 

to specialists’ who will be called upon to nut out 

the most difficult loads. Interestingly, eight of the 

11 workers killed in these incidents this year have 

been men over 50. 

If these type of loading/unloading activities are 

carried out in your workplace, it’s time to have a 

critical look at the systems of work that guide how 

they are done and the training of the workers who 

do them. 

IS THIS A COR ISSUE? 

It’s common practice for incidents with loading/ 

unloading to be considered as Chain of 

Responsibility (COR)-related and then the supply 

chain parties that had influence on the loading 

looked at. 

If the incident occurred while the goods were 

being transported on a public road, this would be 

an avenue of investigation. But when the incident 

occurs post-delivery, at a workplace, it does not 

come under the jurisdiction of the Heavy Vehicle 

National Law (HVNL). 

It therefore isn’t a COR issue – it’s an 

occupational health and safety (OHS) issue. 

Under COR obligations, the duties of the 

consignor, loading manager, loader, operator 

and driver don’t extend to what happens at the 

other end. Once the load has arrived safely at its 

delivery site, responsibility for safety moves to 

the employer or person who has management and 

control of the site. The focus of COR is purely what 

happens on the road. 

It is important to remember that the scope of the 

HVNL is heavy vehicles travelling on public roads 

and the Load Restraint Guide is the performance 

standard to stop load shift under certain forces – 

again this is to do with loads in transit. 

OR IS THIS A WHS ISSUE? 

The OHS Act (in Victoria) and regulations and the 

applicable work health and safety (WHS) acts and 

regulations in other Australian jurisdictions (other 

than WA) provide the legislative framework for 

workplace safety. 

The employer or person who has management 


It is important to remember that the scope of the HVNL is 

heavy vehicles travelling on public roads 

and control of the workplace 

has the legal duty to control the 

risks, so far as is reasonably 

practicable associated with 

the loading/unloading tasks 

and have safe systems of work, 

equipment and competent 

qualified and trained workers to 

perform the tasks. 

If we use an import container 

as an example – It is delivered 

to the yard to be unpacked, 

but upon opening it’s found 

to be packed in a way that 

could be unsafe for the 

unloaders. But it was safely 

loaded and secured for sea 

freight and road transport so 

it’s not a COR issue. 

If there is an incident during 

the unpack, the overseas 

consignor will not be brought 

into it. If it is an incident on the 

road, they may be. Once at the 

delivery point, the employer and/ 

or person with management and 

control of the workplace has 

the responsibility to unpack the 

goods safely. 

The same with a truck for 

unloading. If it’s loaded and 

restrained safely for travel, but 

not safe to be unloaded at the 

depot, it’s an OHS issue. 

It is noted by Queensland 

WorkCover in its Incident Alert of 

March 2020 on Crush Incidents 

When Loading/Unloading that 

there is a lot of guidance for 

securing loads to prevent them 

from moving while a truck is 

driving on the road, but less 

guidance on controlling the 

risk of preventing loads moving 

while loading or unloading. 

This is something to be 

aware of and ensure workers 

understand this difference and 

how to perform the tasks safely. 

ARE YOU DOING ENOUGH? 

The safety regulators, WorkSafe 

Victoria, SafeWork NSW and 

WorkCover Queensland, have all 

published guidance material on 

safe systems of work for loading 

and unloading trucks. 

This is now ‘state of 

knowledge’ and we encourage 

all businesses who load and 

unload trucks to follow the 

advice of the workplace safety 

regulators in reviewing the 

safety of these tasks. 

Workplace fatalities in some 

states are subject to industrial 

manslaughter laws and, 

interestingly, it is also illegal 

in NSW to have insurance and 

indemnity arrangements to 

cover WHS fines. 

For almost two deaths per 

month to be attributed to one 

activity is concerning and the 

industry needs to work together 

to share solutions and approach 

the tasks consistently in a safe 

manner. 

Above: Once at 

the delivery point, 

the employer and/ 

or person with 

management and 

control of the 

workplace has the 

responsibility to 

unpack the goods 

safely 

Opposite bottom: 

Published guidance 

material on safe 

systems of work 

for loading and 

unloading trucks 

should be adhered to 



Norman Carriers 

CLOUD BREAK 

Gareth Hearnden realises the dream to run wharf-cartage firm 

Norman Carriers from his smartphone 

WORDS 

ROB Mc KAY 

Adecade ago or so, the 

transport and logistics 

industry was looking for 

efficiencies by getting to grips 

with hand-held devices – to run 

baseline tasks. 

This was for urban truck and 

van drivers, mostly but not entirely 

for delivery purposes, and for 

warehouse operations. 

But such is the speed of 

technological and IT development 

that a germ on an idea could develop 

in that time into using one much 

higher up – to operate the whole 

company! 

Welcome to the world of 

Melbourne port logistics service 

provider Norman Carriers, the 

cutting-edge incarnation of which 

is run by Gareth Hearnden. 

“It all began with a dream to be 

able to run the entire business off a 

smartphone,”Hearnden tells ATN. 

“The first step was conducting 

a review of all our systems. Once 

it became clear that what we were 

using would not allow us to move 

forward in the way we wanted, it was 

a matter of finding replacements. 

“The first partner we brought 

onboard was FreightTracker. 

”We loved how easy the system 

was to use; you don’t need to be 

a computer expert to be able to 

confidently use it. 

“It would allow us to begin running 

paperless container operations as 

well as integrating with our clients. 

“The other main part was moving 

all of our emails and documents 

to the Google Cloud via Australian 

Google Partner Geeks On Tap. 

“This allowed us to remove any 


internal servers and decrease the 

need for us to be physically in the 

office, making all our data accessible 

from anywhere in the world.” 

PANDEMIC IMPACT 

At the time of writing, parts of 

Victoria are back in lockdown and 

much of the state economy is being 

run from home offices rather than 

headquarters, so the move looks 

uncannily prescient. 

“The Cloud-based dream has 

never been more relevant than 

today,” the company says. 

“We are in the midst of a global 

pandemic, where staff are being 

forced from the office and yet we 

have never been closer to our work. 

“Management and accounts and 

even operations are all working 

remotely and aside from the 

Staff are being forced from the 

office and yet we have never been 

closer to our work 

Above: Norman 

Carriers now has 

in excess of 70 

years’ experience 

in the transport, 

general freight 

and wharf cartage 

sectors 

Opposite: Gareth 

Hearnden, with 

the look of a man 

whose dream 

came true 

Left: 

FreightTracker 

was the first 

partner on 

onboard 


It wasn’t difficult to 

integrate them into the 

fleet, but I would say there 

is a learning curve involved 

Above: Action at 

the wharf 

Right: Trialling the 

new technology with 

receptive drivers 

helped with wider 

appreciation of the 

paperless positives 

Opposite above and 

below: Celebrating 

70 years of the 

company with a 

new Actros; the 

business has 

transparency on 

the container 

haulage task 

increased distance, it’s business as 

usual. Something that was only a 

dream five years ago.” 

The firm is well aware that things 

might have been otherwise had the 

timing been less favourable. 

“Covid-19 became the apex of 

four years of work,” according to 

Hearnden. 

“While we have had the ability for 

all our staff to work remotely at the 

same time, we had not taken that 

final step of testing it out. 

“Covid-19 gave us the opportunity 

to pull the trigger on moving all our 

operational and administrative staff 

to remote working literally overnight. 

“It has been a relatively smooth 

transition with limited issues but we 

can only imagine the complications 

involved had we not already be 

working paperless and using Cloud 

technology.” 

TRANSITION 

Make no mistake, the move is brave 

as well as innovative and only came 

about after solid discussion within 

the family. 

“Initially there was some 

resistance – change is always 

hard, especially since we had been 

doing it for how we had for so long,” 

Hearnden tells ATN. 

“So, yes, there were some 

concerns, especially around the cost 

and how we would get all the existing 

staff onboard with a new reality.” 

Part of the challenge of such 

a significant change is the 

inevitable disturbance of a reality, 

understandings and network built 

over decades. 

“We had so many established 

processes, partners and 

relationships that we had been 

working with for many years, the 

hardest adjustment we had to make 

was sacrificing some of these sacred 

cows,” Hearnden says. 

“This was definitely hard, but once 

our team began to see some of the 

benefits of the ‘new world’ it became 

easier to move away from the past.” 

Of course, it’s one thing to have the 

insight and drive to pursue change 

and evolution, another bring staff and 

particularly drivers, who often can be 

particularly conservative, along for 

the ride. 

And it can be seen as a testament 

to the calibre of the workers when 

they do. 

“Introducing tablets and apps for 

drivers instead of pens and paper 

was one of the big challenges we 

faced,” Hearnden says. 

“We rolled the system out with a 

trial group of drivers who were happy 

to work with us in ironing out any 

kinks in the system or our process. 

“These guys soon began to see the 

long-term benefits for themselves: 

no paperwork, not having to 

constantly go into the office and 

more information. This initial trial 

group of drivers would help us rollout 

the system to everyone else. 

“The process was obviously not 

without complication, but we are 

fortunate to have a good group of 

drivers that could see the long-term 

benefits for both themselves and the 

company.” 

ALLIANCES 

It always helps to have a wise, cool 

head for advice when venturing into 


a future where few trails have been blazed. 

Norman Carriers found its with transport 

and logistics entrepreneur Dean Langenberg 

and firms linked to him help with this 

process. 

“We met Dean through his involvement in 

FreightTracker and his telematics system, 

Procon, which we also brought on board,” 

Hearnden says. 

“Dean became a trusted advisor for us 

and his knowledge of both the industry and 

new technology became invaluable as we 

overhauled our entire operational system. 

“We chose Xero for our finances as first 

and foremost it is totally Cloud-based, 

allowing us the freedom to operate 

from anywhere. 

“It is again, simple to use and controls 

every part of our business, from invoicing 

to payroll to bank reconciliations. Xero also 

seamlessly integrates with FreightTracker, 

ensuring our data stays clean.” 

Langenberg, a veteran of Extra Transport 

and the wharf cartage scene, has huge 

admiration for what Hearnden has achieved. 

“If someone had said to me, ‘you can go 

work from home and run a wharf-cartage 

business’, I’d have said, ‘you’re kidding 

yourself’,” Langenberg says. 

“It’s just paid off huge dividends for them. 

“I’ve been watching this come out of the 

[United] States and what’s predominantly 

coming out is that those with digital 

platforms are the ones that are striving.” 

ON THE ROAD 

Innovative software is working 

wonders for the company but loads are 

carried by trucks and trailers and much 

of the IT is directed at ensuring they 

and their drivers are best tackling 

the task – so the tech is hand-inglove 

stuff. 

That said, the approach to heavy 

equipment is not all that far away from the 

more ethereal things. 

“We are looking for a supplier that 

innovates the most,” Hearnden says. 

“Our latest purchase was a Mercedes 

Benz Actros 2651LS. 

“Mercedes are a leading manufacturer 

who have excellent emission control and 

fuel efficiency. 

“The trucks also offer our drivers excellent 

in-cab comfort, which is really important 

to us. 

“The Actros also has a safety pack that 

includes lane change assist, brake control 

and active cruise control. 

“There is also a full range of technological 

reporting available on driver performance 

that really allows us to review the 

efficiency and safety of our drivers.” 

And trailing equipment is focused on 

efficiency as well. 

“We use Quad Quad Super-B doubles 

manufactured by Vawdry. 

“It wasn’t difficult to integrate them into 

the fleet, but I would say there is a learning 

curve involved into how to use them to their 

best potential.” 

HISTORY 

Norman Carriers is a family owned 

Melbourne company established 

by Norman Hearnden in 1949 

specialising in wharf cartage and 

local delivery of general freight. 

The natural progression was 

expansion and growth into 

containerised freight. In 1976, 

Norman Carriers was incorporated 

under the leadership of the founder’s 

son, Grahame Hearnden. 

Norman Carriers now has in 

excess of 70 years’ experience in the 

transport, general freight and wharf 

cartage sectors. 

The company has since been 

handed down to the family’s third 

generation, Gareth Hearnden. 

Norman Carriers now provides a 

complete freight handling operation 

and storage facility for their 

long-term and valued client base. 

“We have built a resilient 

business, that has thrived in a tough 

industry, upon the back of hard 

work, persistence and striving for 

excellence,” Gareth Hearnden says. 

“It is amazing to be able to 

celebrate three generations of my 

family’s company, reflecting on 

where we had come from and what 

our planned future will look like.” 


RISK MANAGER 

Meeting the new normal 

As restrictions ease and business activities resume, freight and warehousing 

business operators need to make risk adjustments 

ROZ SHAW 

after a 30-year 

career in running 

her family’s 

transport business 

Gallagher National 

Head of Transport 

Roz Shaw moved 

into an equally 

high-level role in 

insurance, drawing 

on her industry 

experience and 

knowledge of 

family business 

dynamics. 

The Covid-19 environment is stimulating changes 

across the transport sector, raising new issues 

for consideration and factoring into your business 

continuity and risk management plans. Now is the time to 

review your insurance cover to ensure you’re protected. 

Start by looking at these key areas. 

Inter-state biosecurity and quarantinable acts 

legislation. Stricter controls are likely to be introduced 

governing the movement of goods across Australia 

and internationally, which may lead to delays caused 

by incomplete paperwork or the need to respond to a 

changing regulatory landscape. 

Supply chain impact and disruption. Distribution delays, 

cancelled orders and shifting demand for domestic and 

imported goods may cause peaks and troughs in demand, 

and disruption to ports and freight terminals. 

Warehousing and distribution. The expected economic 

downturn in employment rates may provide access to an 

additional labour pool. 

Road freight/trucking. Capacity is high, meaning that 

rates are likely to be low. Fuel prices are likely to remain 

below recent averages. 

Core insurance remains vital to the 

ongoing protection of your business. 

Right: Strict 

hygiene controls 

and in-cab 

sanitisation 

should be 

enforced 

Shipping, marine and cargo industry. Volumes are 

expected to drop by up to 20 per cent. Shipping volumes 

will fall in the short-term due to international order 

cancellations and shifts in consumer demand. 

Air passenger services. Although capacity will gradually 

lift, fluctuating demand will impact air cargo rates. 

STAY PROTECTED 

Whether your cover applies to your business assets, 

employees, clients and customers or members of the 

general public, core insurance remains vital to the 

ongoing protection of your business. 

When assessing cash flow and business continuity, 

some businesses may opt to reduce limits, adjust the 

breadth or scope of cover, or otherwise cancel insurance 

cover altogether. Before taking these steps you need to 

understand the impact of these decisions. 

Review any mid-term adjustments to current levels 

of insurance cover. Options, such as laid-up cover in 

commercial vehicle policies, are available to insure 

trucks taken out of service in certain circumstances. 

Update standard working practices to mitigate 

any risk to driver and employee health and safety. 

This includes following social distancing guidelines 

when working with suppliers, customers and 

co-workers. 

Review any contractual obligations to cover delays to 

the transportation and delivery of goods in terms of late 

delivery, port and terminal charges with respect to any 

event likely to trigger an insurance claim that requires 

insurer notification within a specified time period. 

Enforce strict hygiene controls and in-cab sanitisation 

with particular focus on the areas that are in regular 

contact (door handles, dashboard and door switches, 

gear stick, etc.). Use of air conditioning sanitiser on a 

weekly basis is also recommended. 

Monitor state and federal government alerts via 

releases on their websites to keep across important 

legislative and regulatory changes and updates 

on economic and financial stimulus packages 

available. Safe Work Australia has published 

guidelines for the road freight and warehousing and 

logistics industries. 

You should contact your insurance broker if any of the 

following scenarios apply to your business: 

• reducing insurance cover – if you have made, or are 

considering making, changes to your insurance cover, 

including limits of liability 

• the scope of business activity changes, including 

moving functions and remote working arrangements 

• cash flow concerns that are likely to impact your 

ability to continue trading and/or require structural 

changes to your business operation. 

Your broker can help you navigate the current 

period of change, disruption and uncertainty, and 

ensure you maintain adequate (and appropriate) levels 

of insurance cover. 

Download the full version of the Gallagher Transport 

Industry Risk Update Covid-19 Considerations document 

at: https://bit.ly/2BvRllT. 


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48 ATN July 2020 FULLYLOADED.COM.AU 

TRUCK ROAD TEST 

Fuso Shogun

DAIMLER 

DELIVERS A 

FINER FUSO 

While there’s no doubting the domination 

of Japanese trucks in rigid classes, 

the prime mover business has been 

historically a hit and miss affair for Tokyo 

toilers. There is, however, change in the 

air as global giants fashion a stronger 

future based on ‘family’ powertrains and 

advanced safety systems. But as Fuso’s 

new Shogun shows, there are limits on 

how much muscle corporate masters are 

prepared to give their Japanese comrades 

WORDS 

STEVE BROOKS 

As far as prime movers go, 

Japanese trucks generally don’t 

rate high on the heap. At least, 

not in this country and certainly not on 

linehaul routes. 

Sure, there are exceptions. Some 

operators swear by their positive 

experience with a particular brand of 

Japanese prime mover, but with even 

fewer exceptions, it’s an experience largely 

limited to metro work or relatively short 

regional runs. 

Funny thing though, over the ditch in 

Kiwi country, Japanese models are a 

major player in every part of the prime 

mover market. Horses for courses, 

I guess, given that distances and 

conditions in the two countries are as 

blatantly different as ‘six’ and ‘sux’. 

Whatever, it’s many years since a 

Japanese brand had a notable presence 

in the ranks of Australian prime 

movers. Decades in fact, way back to 

the days when basic workhorses like 

UD’s single-drive CK40 and, later, the 

tandem-drive CWA45, demonstrated 

Japan’s ability to offset modest muscle 

with trucks at least built to endure 

considerable hardship. 

Nonetheless, it’s generally a lonely 

story for Japanese prime movers in 

our neck of the woods for the simple 

reason that, unlike their American and 

European counterparts, truck and trailer 

combinations are the exception rather 

than the rule in both the Japanese 

domestic market and the majority of 

Japan’s Asian export markets. 

Or, put another way, Japan’s historic 

needs for a potently powered and 

generously appointed prime mover are 

significantly less than those common to 

Europe or North America. 

However, times are changing. Big time! 

For starters, brands like Fuso and UD are 

no longer the masters of their own destiny 


Above: As a 

dedicated prime 

mover spec, 

the Fuso FV-R 

cab is available 

in flat roof and 

hi-roof forms. 

Observation 

glass in the 

passenger side 

door goes some 

way to deleting 

a notorious 

blind spot 

Opposite below: 

The rocker 

cover says 

‘Fuso’ but make 

no mistake, 

the 10.7 litre 

OM470 engine is 

straight from the 

Daimler family 

powerhouse 

and accordingly, with European 

giants calling the shots, there’s now 

a distinct effort to develop models 

for a wider range of heavy-duty roles. 

Notably, as prime movers in markets 

such as ours. 

UD, of course, is part of Volvo 

Group but that, too, is about to 

change following the startling 

announcement last year of a deal 

between Isuzu and the Swedish giant 

that, among other things, proposes 

the transfer of UD ownership to its 

Japanese compatriot. Moreover, if 

the deal goes ahead as indicated, 

it will be particularly fascinating 

to watch how the future of UD’s 

impressive Quon model unfolds in 

the Australian market as Isuzu strives 

to further increase its presence in the 

heavy-duty sector, especially in prime 

mover roles. 

For example, as the owner of UD, 

will Isuzu Australia use Quon as a 

platform to bolster its openly stated 

goal of a higher stake in the prime 

mover business? Or, will it continue 

to lay its hopes on the arrival of 

Japan’s advanced new Giga model 

punched by a 500-plus hp (373kW) 

12- or 13-litre Cummins derived from 

Isuzu’s ‘technical relationship’ with 

the specialist engine maker? Right 

now, an answer continues to drift in 

the corporate clouds. 

Fuso, on the other hand, is an 

entirely entrenched part of the vast 

Daimler Trucks empire with next to 

no likelihood of ever being anything 

less than a vital, high volume partner 

in the Daimler portfolio, alongside 

Freightliner and Mercedes-Benz. 

Indeed, it is abundantly clear that 

Daimler’s long-term aspirations for 

Fuso have always been far more 

enterprising and expansive than 

anything Volvo could have hoped 

to achieve with UD. 

Yet one thing the two giants of the 

commercial vehicle world currently 

have in common is the determination 

to keep their Japanese flagships 

within strictly controlled performance 

parameters. For instance, just as 

Volvo limits UD’s Quon to the 460hp 

(343kW) peak of the group’s 11-litre 

engine, steadfastly refusing to allow 

the installation of the 500-plus hp 

13-litre engine used in Volvo and 

Mack models, so does Daimler 

appear entirely determined to 

limit the new Shogun to the 455hp 

(339kW) peak of the 10.7-litre ‘family’ 

engine known as the OM470. 

In effect, there is no intention of 

Daimler adding the 12.8-litre OM471 

engine – the same engine which 

powers Mercedes-Benz’s prominent 

2651 and 2653 models at around 

510hp (380kW) and 530hp (395kW) 

respectively – to Shogun’s armoury. 

The reasons for such performance 

constraints aren’t difficult to 

understand. 

One is that Japan has next to 

no need for a truck of 500hp or 

more, meaning the economic 

viability of engineering the 12.8-litre 

engine into Fuso’s flagship for 

relatively small volume markets 

such as Australia and New Zealand 


of 455hp (336 kW) at 1,600 rpm 

and top torque of 2,200Nm (1,622 

lb ft) at 1,100 rpm – outputs which, 

incidentally, are largely identical 

to the superseded 12-litre engine 

in Fuso’s previous heavy-duty 

line-up – Shogun is unequivocally 

destined to follow in the footsteps 

of its predecessors as a heavy-duty 

truck aimed at metro and shorthaul 

regional work rather than as a 

quasi-linehauler. 

That said though, a full day behind 

the wheel of a near-new Shogun 

six-wheeler hauling a loaded tri-axle 

trailer revealed a model massively 

better equipped than its forebear 

to tackle truck and trailer work due 

entirely to the installation of the 

advanced technology, qualities 

and features of the world’s largest 

and most successful commercial 

vehicle producer. 

Yet, like the superseded range, 

Shogun covers plenty of operational 

possibilities. For starters, there are 

two 6x4 versions – the FV rated 

to a gross combination mass limit 

(GCM) of 53 tonnes ostensibly for 

rigid truck and dog trailer duties and 

the dedicated FV-R prime mover, 

rated to 63 tonnes on a 3.91 metre 

wheelbase. What’s more, the 

FV-R offers a cab in flat roof and 

hi-roof form. 

Also in the Shogun sheath is 

the FS eight-wheeler with its 

load-sharing front suspension 

and like the FVs, limited slip diffs 

in both drive axles as well as a 53 

tonne GCM limit. Rounding off the 

range is the FP-R 4x2, a specialist 

single-drive prime mover built on a 

3.8 metre wheelbase and carrying a 

GCM of 40 tonnes. 

Whereas the two FV-R prime mover 

models run only the OM470 engine’s 

455hp rating, for all other models 

in the range there’s also a 394hp 

(290kW) version with 2,000Nm 

(1,475 lb ft) of torque. In fact, in the 

single-drive FP-R, the lower rating is 

the only rating. 

While the OM470’s outputs in 

both ratings are almost identical to 

those of the previous power plant, 

peak power is now delivered 300 

rpm lower and importantly, this 

latest ‘family’ engine is significantly 

more responsive. It is effectively the 

same engine used in Mercedes-Benz 

2643 and 2646 models (430hp and 

455hp respectively), with common 

rail fuel injection, double overhead 

… it is abundantly clear that Daimler’s long-term aspirations for 

Fuso have always been far more enterprising and expansive than 

anything Volvo could have hoped to achieve with UD 

is not especially attractive. 

The bigger reason, however, is 

probably found in the closely guarded 

corporate rationale that strives to 

restrict brands from the same stable 

going head-to-head in commercial 

contest. 

Put simply, Daimler will keep 

Fuso’s heavy-duty range hobbled to 

specific performance peaks where 

opportunities for a competitive clash 

with the Benz breed are kept to an 

absolute minimum. 

As we’ve stated before, neither 

Volvo nor Daimler have ever been big 

on the idea of turning their Japanese 

offshoots into budget-priced 

alternatives to their premier 

heavy-duty brands. 

Consequently, with peak power 


camshafts, Euro 6 emissions compliance 

and as our test run would reveal, a drivetrain 

designed to extract maximum effort from 

minimum fuel. 

TESTING TIMES 

A day-long test drive of barely more than 

300km at a gross weight of 40 tonnes 

from Daimler’s Huntingwood dealership in 

Sydney’s far west, down the Hume Freeway 

to Marulan and returning the same way 

except for a 50km deviation along the ‘old 

Hume’, may not seem a particularly tough 

test. In this instance, however, it revealed 

plenty on a route which not only reflects 

Shogun’s likely workloads, but reinforced 

the findings of a run in a trial unit more than 

a year ago. 

That earlier drive from Albury to 

Melbourne was, in fact, one of the final 

stages of an extensive Shogun test program 

preceding the model’s local launch, starting 

at Fuso’s Kitsuregawa proving ground in 

Japan before moving to trials on various 

Australian routes and a high-profile 

appearance at last year’s Brisbane 

Truck Show. 

What’s more, the findings of that earlier 

report are equally relevant now. Like, “the 

move to bring Fuso further into Daimler’s 

corporate mould with the introduction of 

the OM470 engine coupled to the DT12 

automated overdrive transmission, all 

tucked under a significantly upgraded cab, 

will do the Japanese brand’s heavy-duty 

hopes no harm. No harm at all. 

“Structurally, the cab shell is largely 

unchanged but a redesigned grille and front 

panel at least provide a more modern and 

less chunky appearance than the current 

crop of Fuso heavies; an appearance further 

enhanced by an entirely new group of LED 

headlamps. 

“Importantly, especially for shorthaul 

distribution applications where drivers are 

constantly climbing in and out, the step 

entry level is markedly lower than current 

models.” 

It’s worth noting, however, that the air 

suspended cab stands surprisingly tall. 

“Yet from a driver’s perspective, the 

most appreciable advances are on the 

inside and again, the family resemblance 

to the latest Mercedes-Benz (and now 

Freightliner Cascadia) models is apparent 

in many details. And that, of course, can 

only be a good thing given the extraordinary 

acceptance of the new Benz breed. 

“Similarly, the switchgear, control layout 

and information systems which we’ve 


applauded in numerous test drives 

of various Mercedes-Benz models 

over the past few years, particularly 

for their simpler logic and easier 

operation compared to European 

rivals, are entirely evident in the 

refreshed Fuso. 

“The steering wheel, for instance, 

is straight from the ‘Book of Benz’ 

with easily understood control 

buttons for features such as the 

vehicle information system and 

cruise control mounted on the upper 

arms of the wheel. 

“Also like its Benz brothers, the 

transmission and engine brake are 

controlled through a wand on the 

steering column, while on the other 

side of the column there’s a similar 

wand for indicators, high beam 

and the like. Either way, the wands 

provide fingertip control.” 

Still on the inside, “the relatively 

large expanse between driver and 

passenger seats is a convoluted 

collection of cavities and storage 

bins”. 

“It is, however, a big stretch to call 

the area behind the seats a sleeper 

section, even if it does comply 

with the questionable regulatory 

dimensions that define an ‘approved’ 

sleeper berth. 

“Even so, the new interior layout 

is streets ahead of Fuso’s earlier 

offering and from the driver’s seat, 

the only conclusion is that it’s simply 

a better place to work.” 

It is also a far safer place to 

work despite the surprise and 

disappointment of Fuso’s decision 

to continue with its existing wedge 

drum brakes rather than the disc 

Shogun is unequivocally destined to follow 

in the footsteps of its predecessors as a 

heavy-duty truck aimed at metro and shorthaul 

regional work rather than as a quasi-linehauler 

brakes, which are, of course, the 

norm on Mercedes-Benz models. But 

then, at least the brakes on the new 

range operate on an EBS (electronic) 

platform rather than the previous 

pneumatic control system. 

What’s more, as we reported last 

year, “the electronic architecture 

of the new models allows Fuso to 

incorporate the same advanced 

safety systems as those fitted 

to Mercedes-Benz, including an 

electronic stability program, active 

emergency braking, lane departure 

warning system, active cruise control 

and a hill-hold function”. 

“Furthermore, Fuso’s version 

of the 10.7-litre engine uses a 

combination of selective catalytic 

reduction and exhaust gas 

recirculation technology along 

with a diesel particulate filter to 

meet Japan’s latest emissions 

requirement, which is said to be 

even more stringent than the Euro 6 

standard.” 

Inside and out, it’s simply a much 

better truck. 

ROAD RUN 

Just as the Fuso’s engine is from 

Daimler’s ‘group’ inventory so, too, is 

the 12-speed overdrive automated 

transmission and together, the two 

work in absolute harmony. 

With less than 3,000km on the 

Above: Shogun 

shapes up. It’s not a 

linehaul contender 

but the new Fuso 

FV-R is certainly a 

better prime mover 

proposition for 

metro work and 

shorthaul country 

runs 

Below: 

Comprehensive 

multi-media 

package is a 

significant 

attribute which 

can accommodate 

up to five cameras 

Opposite: 

Comprehensive 

multi-media 

package is 

a significant 

attribute that can 

accommodate up to 

five cameras 


dial at the start of the run, hauling a 

new Vawdrey curtain-sided trailer, 

first through the congested arteries 

of western Sydney and then the 

Hume’s undulating freeway down to 

Marulan and back, the powertrain’s 

compatibility and intuitive aptitude 

for delivering exactly the right 

shift at exactly the right time were 

remarkable and at least the equal of 

the best in the market. Top marks! 

In performance terms, the best 

indicators of the Fuso’s lively 

response and surprisingly strong 

tenacity came on the southbound 

stretch up ‘Skyline’ on the Hume 

Freeway and a little further on, the 

climb out of the Mittagong dip. On 

both climbs, the combination settled 

back to 10th gear with engine revs 

dropping no lower than 1,500 rpm. 

Meantime, on downhill runs, the 

three-stage retardation system 

was reasonably effective in most 

conditions and certainly an asset 

when operating in concert with 

cruise control. Actually, it’s a 

surprisingly effective retarder given 

the engine’s relatively modest 

displacement. 

It was, however, on the open 

stretches of the Hume that the FV-R 

prime mover further indicated why 

it’s true vocation is as a metro and 

shorthaul regional runner rather 

than a highway hauler. 

Riding on an airbag rear 

suspension, the drive tandem on 

the FV-R is only available with a 

4.625:1 final drive ratio which, even 

with the benefit of the automated 

transmission’s 0.775:1 overdrive 

top gear, notches 100km/h at a tall 

1,800 rpm. For linehaul work in this 

day and age, 100km/h is ordinarily 

achieved somewhere around 1,400 to 

1,500 rpm. 

At 40 tonnes in metro areas 

though, it’s a powertrain which 

makes easy work of stuttering 

traffic flows, showing an equally 

easy ability to skip shift smoothly 

through the lower gears. 

According to the truck’s on-board 

information, fuel economy after 

312km of suburban shuffling, 

highway running and country 

backroads was 2.3km/litre, or 43.48 

litres/100km, or for us more mature 

folk, 6.5 mpg. Overall, it’s a highly 

… it’s worth emphasising 

again that Shogun 

represents a huge step on 

Fuso’s evolutionary path 

Above left: 

Electronic 

cab tilt 

provides 

good engine 

access while 

non-slip step 

and access 

platform 

enhance 

safe trailer 

hook-ups 

respectable return for a near-new truck 

operating in a wide range of conditions 

and traffic densities. 

However, steering quality also points 

to a truck more suited to local work 

than linehaul. At speeds approaching 

100km/h, and taking into account the 

fact that the test truck’s load distribution 

put little more than five tonnes over 

the front axle, steering response was 

generally too reactive on highway 


stretches. Twitchy even, causing a consistent 

effort at the steering wheel to keep the truck on 

a desired line. 

But then, in relatively slow work through 

the ‘burbs, steering is effortlessly light and, 

combined with a sharp turning circle, provides 

excellent manoeuvrability. 

Still, while the inclusion of so many advanced 

attributes makes Shogun a vastly better truck 

than its predecessor, and certainly a prime 

contender for many forms of prime mover work, 

there’s ample room for further improvement. 

Like, rear view mirrors are a significant 

disappointment. Sure, they’re heated and 

electrically controlled, but the main glass area 

is simply not deep enough. Even the single 

mounting arms appear questionable for 

long-term durability. 

On the positive side though, a sizeable glass 

section in the lower half of the passenger 

door is a definite advantage in tight traffic, 

particularly for sighting marauding motorbikes 

and suicidal cyclists. 

Back on the inside, the driver’s seat isn’t 

particularly praiseworthy either, causing a numb 

bum after just a few hours at the wheel. The 

truck deserves better. So do its drivers. 

Yet even with these complaints, it’s worth 

emphasising again that Shogun represents a 

huge step on Fuso’s evolutionary path. 

Sure, it’s still a Japanese truck in many 

areas with an internal layout that maintains 

its historical links to Asian requirements 

rather than our own, but the Daimler influence 

is apparent in almost every operational 

aspect, from safety to emissions, efficiency, 

performance and not least, the general standard 

of build quality. 

No question, Daimler has indeed delivered a 

finer Fuso. 

SPECS AT 

A GLANCE 

MODEL 

Fuso FV-R prime mover 

WHEELBASE 

3,910mm 

ENGINE 

10.7-litre OM470 six cylinder. 335kW 

(455hp) at 1,600 rpm, 2,200Nm (1,622 lb 

ft) at 1,100 rpm. Euro 6 emissions 

TRANSMISSION 

12-speed overdrive automated manual 

with crawler mode, eco-roll mode, torque 

limited for first and reverse 

FUEL CAPACITY 

400 litres 

SUSPENSION 

Front – taper leaf; rear – air suspension 

WEIGHTS 

GVM 24 tonnes; GCM 63 tonnes 


WAREHOUSING 

Lactalis 

COOL AND 

COLLECTED 

Dairy processor Lactalis Australia has seen a 

boost in productivity following the installation 

of an automated guided vehicle solution at its 

Lidcombe milk site in Sydney 

WORDS RUZA ZIVKUSIC-AFTASI 

Dematic, a leading global 

supplier of integrated 

automated technology, 

software and services to optimise 

the supply chain, has helped Lactalis 

Australia embrace technology to 

future-proof the third-generation 

family-owned business. 

Four automated guided vehicles 

(AGVs) have been put in place in 

March 2019, running a faster operation 

all day, all week. 

The vehicles have replaced forklift 

drivers in what’s described as a 

“tedious” working environment. 

The AGVs operate in the same area; 

a small working space, transporting 

pallets of milk in a chilled setting. 

They retrieve pallets from inbound 

conveyor system from production and 

feed them into order buffer lanes in 

gravity racking. 

The system has reduced the 

repetitive task of manual pallet 

handling in a cold environment, 

improving safety and increasing 

accuracy, Lactalis national logistics 

optimisation manager Kristian 

Brennan says. 

With eyes set on investing in and 

growing the Australian dairy industry, 

Lactalis is looking for new ways to 

improve its operation by boosting 

efficiencies and productivity, he adds. 

“The new AGV solution has 

successfully helped us to significantly 

increase productivity at our Lidcombe 

site as it allows us to run a faster 

operation 24 hours a day, seven days 

a week,” Brennan says. 

The AGV solution chosen by Lactalis, 

Dematic’s Counterbalance Series AGV, 

manages the transportation of pallets of 

milk and is capable of lifting loads of up 

to 1.2 tonnes to a height of six metres. 

“The AGVs are well-suited to 

working at the site, which is a chilled 

environment that has a temperature 

of two to four degrees Celcius,” 

Brennan says. 

Operating in a small space, they 

manage tight traffic at high speeds of 

up to 1.7 metres per second. 

The AGV solution’s accuracy 

and safety around workers and any 

obstacles is ensured through sensors 

and laser scanners that help them 

navigate with precision. 

The AGVs are powered by Lithium 

Ion batteries and can drive themselves 

onto charging floor plates at times of 

inactivity and be fully charged in two 

hours, Dematic AGVs general manager 

Tony Raggio says. 

“The need to optimise productivity 

and reduce costs in food and beverage 

supply chains has never been greater,” 

Raggio says. 

“We’re excited to see Lactalis 

Australia has increased its productivity, 

while also being able to receive a 

good return on investment from it is 

investment in Dematic AGVs.” 


PREDICTABLE, RELIABLE 

A manufacturer and supplier 

of AGVs globally, Dematic 

manufactures vehicles for 

the Asia Pacific region at its 

Sydney facility, providing a 

fully-integrated automation 

solutions for every application. 

Used in a variety of industries 

to transport and store all kinds 

of products and materials 

without human interaction, 

AGVs are a safe and secure 

way to increase process 

efficiency and improve business 

profitability, Raggio says. 

They automatically lift, rotate 

and shift goods, and fetch and 

carry loads to and from racking. 

They also store and retrieve in 

block-stack or deep-stack lanes 

up to 10.7 metres high, transport 

AGVs create a safer working environment, 

with no accidental collisions and zero 

damage to product loads 

loads over long distances and can 

deliver and collect loads to and 

from a wide range of conveyors, 

processing machines, palletising 

systems and automated storage 

and retrieval systems. 

Thanks to their accuracy and 

safety features, AGVs create 

a safer working environment, 

with no accidental collisions 

and zero damage to product 

loads. They also provide a safe 

and cost-effective alternative 

to manually transporting goods, 

especially sensitive or hazardous 

products, and are suitable for 

materials handling applications 

in harsh conditions including 

outdoors and in cold stores. 

NICHE MARKET 

Some 700 AGVs have been 

put into operation over the 

last 15 years in Australia, 

with warehousing and 

distribution being Dematic’s 

biggest growth market. 

Some 80 per cent of the work 

is handling stuff on pallets. 

The vehicles are built in 

Above: Three of 

the four AGVs 

installed at Lactalis’ 

Lidcombe milk site 

in Sydney 

Opposite: Tony 

Raggio, Dematic 

AGVs general 

manager 


It’s not a very 

comfortable job 

for someone to 

do. Typically in 

these type of 

environments 

they end up 

getting a very 

high staff 

turnover 

Above: The AGVs 

retrieve pallets 

from inbound 

conveyor system 

from production 

and feed them into 

order buffer lanes in 

gravity racking 

Below: The AGV 

solution’s accuracy 

and safety around 

workers and any 

obstacles is ensured 

through sensors and 

laser scanners that 

help them navigate 

with precision 

Opposite top: 

The system has 

reduced the manual 

pallet handling of 

repetitive tasks in a 

cold environment, 

improving safety and 

increasing accuracy 

Australia, which means they can 

be specifically tailor-made for 

each application, Raggio explains. 

“It’s not just an out-of-the-box 

solution, it can also be a 

tailor-made solution, so if 

the customer has a specific 

requirement we can design the 

machine to fit that application,” 

he says. 

One of the main concerns 

Lactalis Australia had upon 

approaching Dematic for a 

solution was a high staff turnover 

due to the working environment 

at the Lidcombe site. 

“It’s quite a tedious part for 

a manual operator to do; they 

had someone in a forklift going 

back and forwards literally a few 

metres,” Raggio says. 

“Obviously the environment is 

chilled; it’s quite cool in there, so 

it’s not a very comfortable job for 

someone to do. Typically in these 

type of environments they end up 

getting a very high staff turnover. 

“The advantage of our 

machines is that they sit in a little 

circuit and pick these pallets up 

and the software tells them which 

location is available and it counts 

the pallets going into each lane.” 

The installation of the vehicles 

started over a year ago. 

A lot of Dematic’s solutions are 

multiple-pallet handling and are 

specifically designed to suit each 

customer’s needs. 

“A general rule of thumb is 

it’s about 1.5 AGVs for every 

operator; so the upside is you get 

that continuous operation with 

efficiencies up because you’re not 

having the breaks,” Raggio says. 

“The benefit of the AGV is that 

if you need to achieve a rate you 

know you can get the rate based 

on reliability. 

“The other big thing is also 

damage to product and to 

racking; manual forklift drivers 

tend to drop and damage a 

lot of product and also drive 

into racking.” 

Dematic uses a software 

called AGV Manage, a warehouse 

control system that takes a 

customer’s data and optimises it 

to best suit the AGVs. 

“What that software does 

is that it sits above the AGV 

and alongside the customer’s 

warehouse management system,” 

Raggio says. 


“What that does is we take the 

customer’s data and optimise that data 

to best suit the AGV. 

“What that means is we will decide 

where the best spot is for the pallet 

to go. Typically, we will then optimise 

the position of both put away and for 

picking, achieving a much better cycle 

time. We will also allocate it to the best 

distance of that vehicle.” 

The software also provides a 

graphical user interface (GUI); a window 

for the operator to see what’s going on 

so that they can see all of the data of a 

product by clicking on the pallet. 

“They can also move stuff around; 

they might see a product that’s broken 

or damaged or something that’s leaking, 

so they can go into the software and 

delete that pallet and manually take it 

away,” Raggio adds. 

“They can also manually put stuff in 

and they can block certain areas of the 

warehouse as well. They might want to 

do for quality control.” 

The software is written and developed 

in Australia and supported in Australia 

by a team of software engineers. 

SAFETY 

As well as providing efficiencies, AGVs 

operate in a full safety system, designed 

to stop if any obstacle comes their way. 

“Predominantly we operate in an 

environment which is free of forklift 

drivers and operators but the AGVs are 

designed to cope with someone walking 

past,” Raggio says. 

“So, for example, if an AGV is coming 

out of an aisle and an operator is 

walking past, the AGV will stop. Whereas 

with a forklift driver, if a forklift driver 

is coming out of an aisle at full speed 

and an operator is coming past him and 

doesn’t see him there will be a collision. 

“So the safety aspect is a big one 

as well. It’s very hard to put a dollar 

value on it, there are forklift injuries 

in factories every day of the week, but 

typically an AGV system can pay for 

itself just purely on a safety factor.” 


LIGHT COMMERCIAL VEHICLES 

Nikola Badger 

Hydrogen-electric 

truck company set to 

bring its electric pick-up 

to Australia 

WORDS DANIEL WONG AND 

TRISTAN TANCREDI 

CLIMBING 

NEW HEIGHTS 

Top: The Nicola 

Badger will soon 

hit our shores 

Below: 

Everything is 

waterproof and 

there’s even a 

hidden fridge 

for snacks on 

the road 

American hydrogenelectric 

hybrid truck 

developer Nikola Motor 

Company has revealed its first 

entrant into the zero-emissions 

pick-up ring, the Nikola Badger, 

is coming to Australia. 

The company’s founder and 

executive chairman, Trevor 

Milton, also confirmed via 

Twitter that the EV pick-up 

will be available to pre-order in 

the US from June 29, 2020. 

“We open up reservations 

for the most bad ass zero 

emission truck on June 29,” 

Milton tweets. 

“See the Badger in person at 

#nikolaworld2020 this year. 

“You’ll get to see a real 

operating truck, not a fake 

show truck. 

“Expect stamped metal 

panels, functioning interior 

w/ HVAC, 4x4, etc.” 

Milton also posted a 

pre-production interior 

computer-aided design image 

of the Badger, adding: “Notice 

the floor mounting system? It’s 

throughout the truck and made 

to secure any loads within the 

vehicle safely. See quality of 

everything – waterproof. Hidden 

fridge too.” 

According to Nikola, the Badger 

is designed to accommodate 

either a 120kW hydrogen fuel-cell 

powertrain or a pure 160kWh 

battery-electric system. 

Both systems are said to 

deliver a peak power output of 

over 675kW, 339kW of continuous 

power, and 1,329Nm of torque. 

While these figures land the 

Badger in-between Rivian’s 

522kW/1,120Nm R1T and General 

Motors’ 746kW/15,592Nm 

Hummer, Nikola claims that 

its pick-up will be proficient at 

tackling off-road challenges and 

meeting the outdoor and towing 

needs of owners. 

Some of the Badger’s 

operational targets include 

climbing grades of up to 50 

per cent without motor stalls, 

launching from a 30 per cent 

grade without stalling, delivering 

a towing capacity of more than 



SPECS 

Nikola Badger 

0-60 MPH 

2.9 seconds 

PEAK HP 

906 

CONTINUOUS HP 

455 

PEAK TORQUE 

980 ft lb/1,329Nm 

RANGE 

600 miles/966km 

BATTERY 


FUEL CELL 


HYDROGEN 

8kg 

FUEL CELL 

120kW 

TOWING CAPACITY 

8,000 lbs/3,629kg 

DRIVETRAIN 

4x4 Independent Wheel 

Drive (IWD) 

DIMENSIONS 

5,890mm L x 2,180mm W 

x 1,870mm T 

The market is now ready for something that 

can handle a full day’s worth of work 

3,630kg, and be able to operate in -29°C 

environments without major performance or 

battery charge losses. 

The Badger will also be outfitted with 15kW 

power outlets for tools and lights, which 

Nikola claims would be enough to “assist a 

construction site for approximately 12 hours 

without a generator”. 

On top of that, the Badger will still do the 

scintillating electric performance times, 

with a 0–96km/h time of “approximately 2.9 

seconds”, which is close to Tesla’s Cybertruck 

in its range-topping tri-motor form, and able 

to handle 0–160km/h launches with “minimal 

loss of performance”. 

As for range, with the hydrogen-electric 

hybrid powertrain, Nikola claims the Badger 

would have an operating range of 965km, 

while the pure battery-electric spec would be 

only able to achieve 480km of range. 

“Nikola has billions worth of technology in 

our semi-truck program, so why not build it 

into a pickup truck?” Milton says. 

“I have been working on this pickup 

program for years and believe the market is 

now ready for something that can handle a 

full day’s worth of work without running out 

of energy. 

“This electric truck can be used for work, 

weekend getaways, towing, off-roading or to 

hit the ski slopes without performance loss. 

“No other electric pickup can operate in 

these temperatures and conditions.” 

According to Nikola, the Badger 

would be built in conjunction with another 

OEM, though the party in question has 

yet to be revealed, as is its projected 

production date. 

The Badger is set to make its first 

public appearance at Nikola World 2020 

in September. 

Founded in 2014, the Nikola Motor 

Company started out developing all-electric 

utility vehicles and semi-trucks. 

The company later moved on to developing 

hydrogen-powered articulated trucks and 

has recently unveiled an all-electric and 

hydrogen-powered truck for the European 

market that will be built in partnership with 

Italian truck maker, Iveco. 

Above: The Badger will also be outfitted with 15kW power 

outlets for tools and lights 

Below: The Badger can do 0–96km/h in 2.9 seconds 


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NEWS Inside the Industry were reversed at 762 to 886. 

WELCOME TRUCK SALES BOUNCE 

IN USUALLY STRONG JUNE 

TRADITIONAL END OF FINANCIAL YEAR LIFT HELPS DISPEL SOME OF THE GLOOM 

We are half way through the most 

disrupted calendar year since the 

Global Financial Crisis (GFC), for sure – 

some might also point to the OPEC oil 

shock or even the Second World War. 

And where does that leave us for 

June’s commercial vehicle sales? 

Well, after seeing charts only 

pointing the wrong way for many 

months, it is time to draw a deep 

breath and take stock of the Truck 

Industry Council’s (TIC’s) T-Mark 

statistics. 

Keeping in mind that June is usually 

a good month and July may fail to 

frank the form, it would be a cold heart 

that failed to be warmed by what looks 

a significant sales rebound. 

Where once we were seeking 

ever-earlier comparative years and 

eyeing the post-GFC doldrums of 2014, 

we are now skipping to 2017 in the 

year- to-date (YTD) column – 16,448 

now and 16,791 then. 

Total June commercial vehicle 

sales come in at 4,620, compared 

with 2,621 in May, 2,302 in April and 

2,605 in March, with the June 2017 

figure at 3,879. 

In a bounce for its rivals as well, 

market leader Isuzu springs back into 

four figures, 470 units above May to 

1,170 for total sales. 

Hino jumps 325 units to 450, while 

Fuso leaps 178 to 450. 

There were other big European 

moves, none larger than 

Mercedes-Benz, more than doubling 

May’s 56 to hit 122, one unit behind 

Isuzu, up only 14 units. 

And Scania made sold ground on 

May, from 54 to 80, two behind Mack, 

which had five more units. 

Mirroring Mercedes but on a smaller 

scale was UD, 30 to 79. 

Market leader Isuzu will be pleased 

by its 125 MOM unit rise to 348, but 

not as much as Hino’s double plus 

effort from 154 to 334. Both put more 

space from Fuso, up to 136 from 88. 

LIGHT DUTY 

The term ‘roaring back to life’ could 

have been coined for the light-duty 

segment, which added 684 units 

MOM to 1,583. This was handily ahead 

“The term ‘roaring back to life’ could have 

been coined for the light-duty segment” 

HEAVY DUTY 

The 2017 comparison eases somewhat 

amongst the heavy horses, with this 

June at 1,134 and 2017’s at 1,250 and 

the YTD at 4,919 compared with 5,131. 

But the rebound was strong, up 378 

units to 1,134. 

Volvo holds its recent ascendency 

against Kenworth, 210 to 185, the big 

Swede up 55 units and unfamiliar 

chaser up 86. 

Volvo is also up YTD this year, 923 to 

Kenworth’s 818. In 2017, the positions 

Good news also attended the difficult 

row that Freightliner hoes, which saw it 

rise to 25 from 14 in May. 

MEDIUM DUTY 

A weight rung down and the story is 

pretty similar, if not as widely shared. 

The medium-duty segments 

June came in at 897 from 515 

month-on-month (MOM), up 

significantly on 2017’s 743, though 

the YTD, at 3,265 was down against 

2017’s 3,320. 

of June 2017’s 1,233, though YTD, at 

5,255, was behind on to 2017’s 5,451. 

As to be expected, this is Isuzu’s 

turn to shine, up from 378 to 699 

MOM. 

Place getters Hino, 239 to 357, 

and Fuso, 163 to 277, also did well, 

while Iveco snapped at their heels, 

47 to 119. 

But the biggest mover, if from a very 

low base, had a blue oval on it – Ford’s 

oversized van going from a solitary 

unit to 29 in just a few weeks. 


HEAVY VEHICLES – MONTHLY SALES 

VOLVO 

210/18.5% 

DAF 

50/4.4% 

DENNIS EAGLE 

14/1.2% 

FREIGHTLINER 

WESTERN STAR 25/2.2% 

28/2.5% 

FUSO 

37/3.3% 

HINO 

61/5.4% 

INTERNATIONAL 

5/0.4% 

UD TRUCKS 

79/7% 

SCANIA 

80/7.1% 

MERCEDES-BENZ 

122/10.8% 

MAN 

10/0.9% 

JUNE 

MARKET 

SHARE 

MACK 

82/7.2% 

ISUZU 

123/10.8% 

KENWORTH 

185/16.3% 

IVECO 

23/2% 

MEDIUM VEHICLES – MONTHLY SALES 

MERCEDES-BENZ 

VOLVO 

7/0.8% UD TRUCKS 

25/2.8% 6/0.7% 

MAN 

19/2.1% 

IVECO 

19/2.1% 

DAF 

3/0.3% 

FUSO 

136/15.2% 

ISUZU 

348/38.8% 

JUNE 

MARKET 

SHARE 

HINO 

334/37.2% 

LIGHT VEHICLES – MONTHLY SALES 

RENAULT 

6/0.4% 

MERCEDES-BENZ 

26/1.6% 

IVECO 

119/7.5% 

VW 

6/0.4% 

FIAT 

52/3.3% 

FORD 

29/1.8% 

FUSO 

277/17.5% 

JUNE 

MARKET 

SHARE 

ISUZU 

699/44.2% 

HINO 

357/22.6% 

HYUNDAI 

12/0.8% 


HEAVY VEHICLES – YEAR TO DATE 

DENNIS EAGLE 

28/0.6% 

DAF 

231/4.7% 

FREIGHTLINER 

WESTERN STAR 

110/2.2% 

122/2.5% 

FUSO 

167/3.4% 

VOLVO 

923/18.8% 

HINO 

234/4.8% 

INTERNATIONAL 

23/0.5% 

UD TRUCKS 

237/4.8% 

SCANIA 

404/8.2% 

YEAR TO DATE 

MARKET 

SHARE 

ISUZU 

619/12.6% 

IVECO 

167/3.4% 

MERCEDES-BENZ 

400/8.1% 

MAN 

56/1.1% 

MACK 

380/7.7% 

KENWORTH 

818/16.6% 

MEDIUM VEHICLES – YEAR TO DATE 

MERCEDES-BENZ 

23/0.7% 

150/4.6% 

IVECO 

68/2.1% 

MAN 

UD TRUCKS 

50/1.5% 

VOLVO 

SCANIA 32/1.0% 

4/0.1% 

DAF 

9/0.3% 

FUSO 

505/15.5% 

YEAR TO DATE 

MARKET 

SHARE 

ISUZU 

1320/40.4% 

HINO 

1104/33.8% 

LIGHT VEHICLES – YEAR TO DATE 

IVECO 

402/7.6% 

MERCEDES-BENZ 

160/3.0% 

RENAULT 

93/1.8% 

VW 

25/0.5% 

FIAT 

235/4.5% 

FORD 

37/0.7% 

FUSO 

905/17.2% 

YEAR TO DATE 

MARKET 

SHARE 

ISUZU 

2113/40.2% 

HINO 

1230/23.4% 

HYUNDAI 

55/1.0% 


The Renault Van Range 

Vans that make your business work better 

Renault TRAFIC Renault MASTER Renault KANGOO 

Now Available in Auto 

Renault Peace of Mind 

Enjoy the simple life with drama-free driving.

ATN #406

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