Owner/Driver #331

ownerdriver 

AUGUST 2020 #331 $3.00 inc. GST 

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL 

OWNERDRIVER.COM.AU 

Truck sales 

soldier on 

Signs of significant 

shake-up on market 

leader board 

See page 14 

Light duty 

range revamp 

Hino’s new 300 Series 

boasts improved 

performance and safety 

See page 62 

First 2658 

model in 

northern NSW 

fleet sets high 

standards 

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18 52 62

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OWD-FP-5153887-CS-331

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Contents #331 

AUGUST 2020 

62 

10 

8 ALL GO FOR NEW FREIGHT BORDER 

CONTROL 

National Cabinet agrees on need for 

uniformity in streamlined supply chain 

border management 

10 HIGHWAY GUARDIAN A FACEBOOK 

FIND 

The Bridgestone Bandag Highway 

Guardian honour goes to a truckie who 

rescued a trapped driver from a burning 

truck 

14 TRUCK MARKET BETTER THAN 

EXPECTED 

History will view 2020’s modest truck 

sales figures as something of a seismic 

slide caused by the economic impacts of 

COVID-19 

18 TOP OF THE LINE 

Former paint and panel shop owner 

Mark Samad has moved from repairing 

flashy cars to hauling them in a 

specially-ordered Scania Topline 6x2 

R620 V8 

32 BIG RIVER BENZ 

A superbly presented Mercedes-Benz 

2658 is setting high standards in 

reliability and fuel economy in the 

mixed model fleet of Cromack Transport 

in northern NSW 

52 F86 VOLVO A WORKHORSE WONDER 

Byron and Shaylee Kriesch’s pride 

and joy, a 1977 F86 Volvo, is a regular 

attendee during show season, but it’s 

also their workhorse around the farm 

62 HINO BRIDGES THE GAP 

With the addition of the new 721 model, 

Hino Australia’s revamped 300 Series 

has thrown down the gauntlet to its 

light duty rivals 

32 

“It slowed 

down but it’s 

really picked 

back up now.” 

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ownerdriver 

EDITORIAL 

Managing Editor: Greg Bush 

Ph: 07 3101 6602 Fax: 07 3101 6619 

E-mail: gbush@bauer-media.com.au 

Digital Content Manager/Deputy Editor: 

Cobey Bartels Ph: 0409 044 128 

E-mail: cbartels@bauer-media.com.au 

Technical Editor: Steve Brooks 

E-mail: sbrooks.trucktalk@bigpond.com 

Contributors: Warren Aitken, Dyala Al Jabi, 

John Beer, Frank Black, Warren Clark, 

Rod Hannifey, Michael Kaine, Sarah 

Marinovic, Ken Wilkie 

Cartoonist: John Allison 

PRODUCTION 

Sub-editor: Cat Fitzpatrick 

Designer: Bea Barthelson 

Print: APN Print 

ADVERTISING 

Brand Sales Manager (Qld): 

Sean Owens Ph: 0439 739 933 

E-mail: sowens@bauer-media.com.au 

State Sales Manager (Qld): 

David Wiltshire Ph: 0466 009 383 

E-mail: dwiltshire@bauer-media.com.au 

Sales Manager (Vic): 

Matt Alexander Ph: 03 9567 4211 

E-mail: malexander@bauer-media.com.au 

Sales Manager (NSW): 

Ben Coleman Ph: 0466 545 664 

E-mail: bcoleman@bauer-media.com.au 

Sales Manager (SA): 

Nick Lenthall Ph: 08 8212 6256 

E-mail: nlenthall@bauer-media.com.au 

Sales Manager (WA): 

Greg Boase Ph: 0408 516 176 

E-mail: gboase@bauer-media.com.au 

Agency Sales Manager (NSW): 

Max Kolomiiets Ph: 02 8275 6486 

E-mail: mkolomiiets@bauer-media.com.au 

MARKETING & DISTRIBUTION 

Marketing Manager: Andrew Amato 

Ph: 03 9567 4145 

E-mail: aamato@bauer-media.com.au 

Circulation Manager: Stuart Jones 

Ph: 03 9567 4207 

E-mail: sjones@bauer-media.com.au 

DISTRIBUTION QUERIES 

Distributed by Ovato Distribution 

EXECUTIVE GROUP 

Group GM Trader: Terry King 

GM – Industry: Graham Gardiner 

Group Finance Manager: Cain Murphy 

Senior Producer: Tim Kenington 

Support Services Manager: Regina Fellner 

Sales Director: Matt Rice 

ISSN 1321-6279 

SUBSCRIPTIONS FOR ALL SUBSCRIPTION SALES AND ENQUIRIES 

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E-mail: tbm@magshop.com.au 

Ph: 1300 461 528, 8am - 6pm (EST) Mon to Fri 

Mail: Magshop GPO Box 5252, Sydney, NSW, 2001 

OwnerDriver has an expanding national circulation, with emphasis on maximum saturation 

and readership throughout all Australian states and territories. Our efficient delivery service 

incorporating specialist delivery companies and Australia Post ensures that current editions 

of OwnerDriver are delivered to respective outlets within days of its publication. If you are 

having difficulty obtaining a copy within your area, or alternatively, are receiving requests for 

more copies than you are receiving, contact Stuart Jones on 03 9567 4207. No material may be 

reproduced in part or in whole without written consent from the copyright holder. 

Largest circulation truck publication in Australia 

Member: Circulations Audit Board 

Circulation 27,689 

CIRCULATIONS 

AUDIT BOARD 

(CAB Audit September 2019) 

CIRCULATIONS 

AUDIT BOARD 

Bauer Media Pty Limited 

Level 5, 451 St Paul’s Terrace 

Fortitude Valley, Qld 4006 

Phone: 07 3101 6602 Fax: 07 3101 6619 

BEHIND THE WHEEL Greg Bush 

Border protocols 

INTERSTATE RIVALRY has always been part of the 

Australian psyche. Usually it’s confined to politics and 

sport, but the COVID-19 pandemic has brought with 

it new grounds for varying access rules. Attempting 

to keep track of border restrictions through monthly 

publications such as Owner//Driver is almost a futile 

exercise as the right of entry, and the conditions 

attached, are changing weekly, sometimes daily, even 

for essential service workers such as freight transport 

operators. 

In situations such as this, the best bet to keep up to date 

with border access procedures is via online sites. Through 

www.ownerdriver.com.au, our intention is to keep our 

readers well informed on any changes to border criteria for 

freight transport. 

One association giving out regular updates on a state-bystate 

basis is NatRoad, which is doing an excellent job of 

constantly updating its website. 

Nevertheless, here’s the current rundown on border 

restrictions that are currently in place as this issue of 

Owner//Driver goes to print. 

Victoria, the state most affected by coronavirus, does 

not require drivers to possess a border pass. However, a 

face mask must be worn in the Melbourne metropolitan 

area and Mitchell Shire, including essential workers in the 

freight industry. Truck drivers travelling alone are allowed 

to remove the mask while in the vehicle. 

It’s a different story for other states, particularly those 

sharing a border with Victoria. 

In South Australia, essential travellers need to have a cross 

border travel registration form. However, if you already 

have an essential traveller status under the cross border 

community member category and your circumstance has 

not changed, you do not need to complete the form. In 

addition, some essential travellers are required to wear a 

surgical face mask when in contact with the public. 

In NSW, all previous border entry permits expired on July 

21. All operators travelling from Victoria need to reapply 

for a COVID-19 border entry permit. Freight drivers should 

apply for a border pass under the exemption category 

‘Critical services – movement of freight or persons on a 

commercial basis’. Freight industry workers are excused 

from requirements to self-isolate, provided their employer 

has a COVID-Safe plan in place. In addition, the NSW 

Government recommends that all essential workers 

wear a face mask. 

It’s a little more strict in Western Australia. All heavy 

vehicle drivers must apply for an exemption under the 

transport, freight and logistics category to enter the state. 

Any essential traveller who has been in, or transited 

through, Victoria or NSW within the previous 14 days is 

required to take a COVID-19 test within 48 hours of entering 

WA. However, essential travellers who leave WA within 48 

hours of entering the state are not required to have the test. 

For the ACT, a border pass is required if entering from 

Victoria. Freight and logistics operators must apply for an 

exemption at least 48 hours (wherever possible) before the 

intended travel date. 

In Queensland, a border pass is required for freight 

drivers if entering Queensland from anywhere and must be 

renewed every seven days. Drivers are required to self-isolate 

in their truck or accommodation when not working and 

must agree to be tested if coronavirus symptoms develop. 

Similarly, the Northern Territory requires anyone arriving 

from elsewhere to have a border pass. Those who have been 

in hotspots are not permitted to enter, unless they are truck 

drivers moving essential, critical or urgent items, although 

they must quarantine in their truck or a hotel. 

It’s a similar theme in Tasmania, however anyone, 

including those working in essential services who have 

arrived from Victoria or one of the NSW hotspots, are 

required to have a COVID-19 test. Medical staff are on hand 

at seaports. 

As I mentioned, these situations can change like the wind, 

although National Cabinet has endorsed a new protocol to 

address freight border crossing inconsistencies (see page 

8). The best bet is to keep your eyes open for any updates 

online. 

 

 

 

 

 

 

 

OWD-QH-5211676-CS-331 


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The Goods 

NEWS FROM THE HIGHWAY AND BEYOND 

Unity sought for freight border control 

National Cabinet agrees on need for uniformity 

for streamlined supply chain border management 

NATIONAL CABINET has endorsed a new protocol to 

address freight border crossing inconsistencies across 

different jurisdictions. 

It has also agreed to upgrade the Domestic Border 

Control Freight Movement Protocol to an enforceable 

code by state and territory jurisdictions. 

The protocol agrees “unanticipated delays at the border 

can have implications for safety on the roads and the 

health of critical transport workers” and states “greater 

consistency in border management of supply chains will 

assist industry to comply”. 

The protocol, endorsed by the Australian Health 

Protection Principal Committee with the involvement 

of members of the Transport and Infrastructure Council 

(TIC), outlines measures that all states and territories 

agree will allow freight to move safely and efficiently 

across borders. 

For example, on managing risks of freight disruption 

to the community and economy, the protocol notes: 

• border controls applying to heavy vehicle drivers, 

support workers and rail crew should be streamlined, 

standardised and recognised across jurisdictions 

wherever possible to ensure minimal disruption 

• at road border check points, a dedicated freight lane, 

waive through of freight or prioritised entry should 

be provided where road conditions and infrastructure 

allows to minimise delays for heavy vehicles 

• where permits are required, the duration and 

conditions (including display) should be standardised 

and recognised across jurisdictions. Pre-approval 

processes and timeframes should enable companies to 

plan and schedule transport operations 

• a clearly identified program of targeted checks 

based on assessed intelligence as well as random 

checks should be conducted at a level that does not 

unreasonably delay freight 

• permits for support workers where required should 

be expedited to ensure essential work, including 

heavy vehicle or train breakdowns, can be conducted 

without delay 

• heavy vehicle drivers and rail crew should not be 

required to quarantine or self-isolate for 14 days 

following a border crossing in relevant jurisdictions, 

unless they develop symptoms of COVID-19 or have 

been a close contact of someone who has COVID-19, or 

as directed by health authorities 

• COVID-19 tests should be available at no cost to heavy 

vehicle drivers and rail crew whether or not symptoms 

are present if required by this protocol. 

National Cabinet also agreed that further work be 

carried out by jurisdictions on the implementation and 

enforcement of an industry code which, in conjunction 

with the protocol, will minimise risks and exposure to 

workers and the community from COVID-19. 

Deputy Prime Minister and Minister for Infrastructure, 

Transport and Regional Development Michael 

McCormack says all levels of government had worked to 

combine the best health advice with feedback from the 

transport industry. 

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND 

Highway Guardian a Facebook find 

Bridgestone Bandag Highway Guardian honour for truckie who 

rescued a trapped driver from a burning truck 

A TRANSPORT driver who saved the life of a fellow 

truckie has been honoured as a Bridgestone 

Bandag Highway Guardian, after being tracked 

down on Facebook. 

Shoobridge Transport’s John Lee assisted at a 

major crash site in January 2018, coming to the aid 

of the trapped driver of an overturned truck that 

was leaking fuel and engulfed in flames. 

After being rescued through the windscreen of 

the truck by Lee, the driver made a full recovery 

from minor injuries. 

Following the incident, the driver’s wife set 

out on a quest to locate her husband’s hero and 

turned to social media to ensure he received the 

deserved recognition. 

Bridgestone Australia and New Zealand 

managing director, Stephen Roche, lauded John 

Lee as a standout member of the Australian 

trucking community and congratulated him on 

his heroic efforts. 

“The Bridgestone Bandag Highway Guardian 

accolade recognises truck drivers who have done 

incredible, selfless things, and we’re delighted to 

recognise John Lee with this award,” Roche says. 

“Bridgestone Bandag Highway Guardians 

tend to be humble, but we believe they deserve 

recognition. The lengths that went into locating 

John Lee highlights the impact his actions made 

and showcases the need to distinguish him 

properly.” 

Australian Trucking Association chair, David 

Smith, believes John Lee’s story speaks to the 

character of many in the industry of going above 

and beyond in a humble fashion. 

“Congratulations John Lee on being named the 

latest Bridgestone Bandag Highway Guardian and 

thank you for your selfless actions in saving a 

fellow industry member,” Smith says. 

“Every day, members of our industry do things to 

benefit others and don’t expect praise. Those who 

go above and beyond are the unsung heroes and 

deserve to be recognised through the Bridgestone 

Bandag Highway Guardian award,” Smith adds. 

John Lee is the second recipient of the award 

within the past two months. In June, Frasers 

Livestock Transport driver Jeff Clegg was 

recognised for helping to save a motorist’s life 

at Woodenbong, NSW. 

Clegg discovered a driver trapped in his 

overturned 4WD vehicle in dense vegetation. He 

alerted emergency services and stayed with the 

driver until help arrived. 

Above: Shoobridge Transport driver John Lee 

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Viva powers Mighty Machines S2 

Viva Energy to fuel second season 

of Mighty Machines TV show 

LEADING AUSTRALIAN energy company 

Viva Energy has been announced as the 

exclusive broadcast partner of the second 

season of Bauer Media Group’s hit TV 

series Mighty Machines. 

Aired on Network 10 in Australia and 

Prime TV in New Zealand, and amplified 

across Bauer’s print and digital platforms, 

the 10-episode first season proved a 

ratings success, reaching an average TV 

audience of 264,000 in Australia alone. 

Based on this success, season 2 of 

Mighty Machines will expand to an 

epic 20 episodes when it airs in Australia 

and New Zealand from Saturday, 

September 26. 

Leveraging the talent of Bauer’s stable 

of transport and machinery journalists, 

videographers and editors, season 2 will 

showcase the mighty men, women and 

machines that underpin the region’s 

transport, construction and farm sectors. 

Supplying a quarter of Australia’s 

fuel needs, Viva Energy is the exclusive 

distributor of Shell fuels and lubricants 

in Australia through its network of 

more than 1,250 service stations. Mighty 

Machines is an ideal vehicle for the 

business to showcase its market-leading 

products and services, especially the Shell 

Rimula range of heavy-duty lubricants. 

Viva Energy’s transport marketing 

manager, Nick Lubransky, says the 

business is excited to be partnering with 

Mighty Machines for the second season. 

“Our Shell Rimula range of heavy-duty 

engine oils supports the machinery that 

appears in Mighty Machines, so partnering 

with this great Australian-made program 

was an ideal fit for our business,” 

Lubransky says. 

“Viva Energy is a crucial player in 

enabling truck operators move freight 

across the country and machinery 

operators function in the mining, 

aviation and marine industries.” 

Terry King, Bauer’s general manager 

of publishing, adds: “We are thrilled to 

be working with Network 10 and Viva 

Energy to bring Australians a show 

highlighting the incredible machinery 

that underpins Australia and New 

Zealand’s vital transport, construction 

and farming sectors.” 

He says the show will again be packed 

with the best machinery reviews, 

adventures and more. In 2020 the 

Mighty Machines team will travel to the 

far reaches of Australasia and beyond, 

bringing their passion, adventures and 

advice to the small screen. 

The decision to produce an even bigger 

second season was an easy one, he adds. 

“We loved making this unique show 

and Australians and New Zealanders 

clearly loved watching it too. Each 

episode of Mighty Machines reached over 

300,000 TV viewers alone on 10 Bold and 

Prime TV – plus thousands more across 

our print and digital platforms. 

“Almost 30 per cent of that audience 

was female, and almost half was drawn 

from the hard-to-reach regional areas of 

the country, which is a reflection of the 

show’s broad appeal,” he says. 

Mighty Machine’s presenters are all 

expert journalists from Bauer’s suite of 

transport and machinery publications, 

including iconic magazine titles such 

as Australasian Bus & Coach (ABC), 

Australasian Transport News (ATN), Deals 

on Wheels, Owner//Driver, Earthmovers & 

Excavators and Farms & Farm Machinery; as 

well as complimentary digital platforms. 

The team’s authenticity and expertise are 

central to its success, says King. 

“Our talented journalists – including 

co-hosts Harrison Hunkin and Cobey 

Bartels – draw on decades of industry 

knowledge and experience to deliver 

their insights through a highly-relatable 

and entertaining lens. Equally, the 

machines are the stars. There’s such 

diversity of machinery on offer today, and 

we strive to highlight the unique appeal 

of every machine we feature,” he adds. 

“We’re also honoured to have the 

support of our major broadcast partner 

Viva Energy on this exciting journey 

with us.” 

To watch season 1 visit OwnerDriver. 

com.au/mighty-machines. 

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Truck market better than expected 

While history may ultimately view 2020’s modest 

truck sales figures as something of a seismic slide 

caused by the economic impacts of COVID-19, it 

may also come to see the year as the first sign of 

significant shake-up on the market leader board. 

A new ‘normal’, perhaps. 

MICHELIN 11R22.5 XDY3 148/145K TL Truck Tyre 

Supplied in Australia between 1 October 2019 and 13 February 2020. 

To determine if your tyre is subject to this recall, please: 

1. Find the DOT Tyre Identification Number which is located on the sidewall of the 

tyre. 

2. The DOT sequence begins with the code 3L3T. The last 4 digits of the DOT 

Tyre Identification Number is a date code which comprises of a 2-digit code for 

the week and a 2-digit code for the year of manufacture of the tyre. If your tyre's 

date code is between 3919 (inclusive) and 0520 (inclusive) your tyre is subject 

to this recall. 

Defect: A manufacturing change resulted in micro air bubbles forming in and between 

certain components in the shoulder of the tyre. This may lead to rapid pressure loss or 

reduced performance in the tyre. 

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IF HALF YEARLY results are anything 

to go by, truck sales figures for 2020 

may not be the complete disaster some 

pundits have been spectacularly quick 

to predict. 

Certainly, the sales market to the 

end of June hasn’t been great and 

the strong figures of the previous 

three years now seem like a distant 

dream. Or were they an unsustainable 

illusion? 

Whatever, we’ve never seen anything 

like COVID-19 before and the simple 

fact is that 2020 numbers to date 

could have been worse. Much worse. 

For instance, as the Truck Industry 

Council (TIC) reported back in May, 

‘Despite the plummeting sales, we have 

not yet reach (sic) “the worst sales on 

record”, with May 2009, 2010, 2011 and 

2014 sales in the post Global Financial 

Crisis era, being slightly worse than 

those of May 2020.’ 

Yet perhaps the best sign that 2020’s 

slippery slope hasn’t been quite as 

steep as first envisaged – at least 

not at this stage – is the figures for 

the first quarter of this year in the 

immediate pre-COVID months were 

considerably lower than those in the 

second quarter as COVID impacts 

took hold. More simply, truck sales 

in heavy-duty, medium-duty and 

light-duty classes were all higher in 

the second quarter than the first. 

In effect, the market has marginally 

improved as the year has progressed. 

Still, the numbers aren’t brilliant. Not 

by a long shot. But again, it’s not as 

bad as it could have been due in no 

small part to government economic 

stimulus packages and a number of 

clever finance and service initiatives 

by several leading brands. Collectively 

and individually, various industry 

initiatives and government incentives 

have helped soften the impact to a dull 

thud rather than a brutal thump. 

Sales for the month of June were 

especially buoyant, with the normally 

conservative commentary of the Truck 

Industry Council (TIC) almost effusive 

in its assessment of the month’s result. 

According to TIC’s statement, ‘The 

month of June bucked the recent 

COVID-19 trend of plummeting truck 

sales in Australia and while history 

shows that truck sales peak in June 

every year, no doubt due to the tax 

benefits that exist at the end of each 

financial year, the June 2020 sales 

result was something quite special. 

“It resulted in the best monthly sales 

EVER recorded in Australia.” 

In total, 4620 trucks and vans with 

a gross vehicle mass (GVM) rating 

above 3.5 tonnes were sold last month, 

eclipsing the previous best result 

when 4231 units were delivered in 

June 2018. 

The star performer in June was the 

light-duty class, “… buoyed no doubt by 

the federal government’s instant asset 

write-off of $150,000,” TIC reports. 

“The June 2020 tally for light-duty 

trucks was 1583 units, surpassing the 

previous monthly record of 1304 set in 

June 2018.” 

In the heavy-duty class, more than 

4900 new trucks were delivered to the 

market in the first half of this year 

and if the current trend continues, 

it’s entirely possible that around 

10,000 new heavy-duty trucks will be 

delivered in 2020. 

Again, not a record-breaking number 

but far better than initially expected 

and for what it’s worth, notably better 

than the 4,511 heavy-duty trucks 

delivered in the first half of 2016 

when market conditions were simply 

flat and the word ‘virus’ had more 

relevance to computers than people. 

Medium-duty results for the first 

half of the year were typically subdued 

with 3265 units delivered. Again 

though, the medium-duty sector has 

been off the boil for a couple of years, 

‘The month of June bucked the 

recent COVID-19 trend of plummeting 

truck sales.” 

so this year’s figures are perhaps 

indicative of a trend mixed within the 

difficulties of current conditions. 

There is, of course, still a long way 

to go and despite June’s stellar result 

and its contribution to a reasonable 

performance for the first half of the 

year, Victoria’s recent shutdown with 

its resultant effect on a return to some 

semblance of economic health will 

only add to the duration of national 

pain. That said though, this country’s 

reliance on an efficient and reliable 

road transport industry has rarely 

been more evident or more vital than 

during the past six months or so. 

Meantime, there has been a 

significant shift in some areas of the 

market. In the heavy-duty sector, Volvo 

has maintained recent momentum 


y displacing Kenworth for market 

leadership. For the six months to the 

end of June, Volvo held 18.8 percent 

of the high profile category with 923 

deliveries for the year to date and 

Kenworth more than 100 units behind 

on 16.6 percent. 

Seemingly entrenched in third place 

is Isuzu with 12.6 percent, followed 

by a close contest for minor placings 

with Scania on 8.2 percent, fractionally 

ahead of Mercedes-Benz on 8.1 percent 

and Mack on 7.7 percent. 

There were, however, a couple of 

worthy performances among other 

heavy-duty hopefuls. UD and DAF, for 

example, are now close to notching 

five percent of the sector. It may 

not sound much but on the back 

of impressive new products, both 

these brands have managed to 

improve market penetration in 

these difficult days. 

Perhaps the most notable change, 

however, is in the medium-duty class 

where Hino appears to be inching 

its way ever close to historic market 

leader Isuzu. 

Admittedly, there’s still a sizeable 

gap between Isuzu’s 40.4 per cent of 

the category and Hino’s 33.8 per cent, 

but the acceptance of Hino’s new 

500-series with its swag of standard 

safety features certainly appears to be 

keeping the market’s attention. 

In the light-duty class, however, 

Isuzu’s leadership remains absolute 

with a 40.2 per cent stake and its 

nearest competitor, Hino again, well 

back on 23.4 percent. 

Considering the results of the first 

six months, the second half of 2020 

should be at least interesting. 

For its part, TIC is maintaining a 

cautious outlook. As chief executive 

officer Tony McMullan recently 

concluded: “It must be remembered 

that July, August and September truck 

sales are historically low, as the new 

financial year begins. Coupled with 

an Australian economy still reeling 

from the effects of COVID-19 and now 

with much of Victoria facing Stage 3 

lockdown restrictions again, I have 

concerns that the better than expected 

June sales result will be a short-lived 

aberration.” 

The hope, of course, is that Mr 

McMullan’s concerns fail to fly. 

– Steve Brooks 

Above: Volvo has overtaken Kenworth in 

the heavy duty sales market. Photo by 

Alistair Brook 

Opposite: Hino’s 500 Series is slowly pegging 

back Isuzu’s medium-duty dominance. Photo 

by Greg Bush 

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AUGUST 2020 15


‘No Go’ for Melbourne Truck Show 

COVID-19 plus waning commercial 

support leaves Brisbane Truck Show 

rival’s ambitious plans in dire straits 

IT APPEARS increasingly likely that 

ongoing COVID-19 restrictions will 

be the final nail in the coffin of the 

Truck Industry Council’s (TIC) divisive 

attempt to end the Brisbane Truck 

Show’s crown as the premier event on 

the Australian trucking calendar. 

The council’s original plan 

was to conduct an event called 

the Australian Truck Exhibition 

and Technology Symposium at 

the Melbourne Convention and 

Exhibition Centre on March 21 to 23, 

2021, just two months before the next 

Brisbane Truck Show in May. 

According to several industry 

insiders, TIC’s decision to forge ahead 

with plans for a rival event was 

largely to stifle the funds accrued by 

the organiser of the Brisbane Truck 

Show, the Heavy Vehicle Industry 

Association (HVIA). 

Some sources suggest TIC, which 

describes itself as ‘the peak industry 

organisation representing the united 

views of Australian-based truck 

manufacturers, truck importers, 

heavy vehicle engine companies and 

major component suppliers’, was 

simply seeking to keep its members’ 

truck show costs within its own ranks 

and similarly, establish itself as a 

more effective representative and 

lobbying body than the HVIA. 

However, the proposal for a 

Melbourne event has been a divisive 

issue within TIC’s membership, not 

least because previous attempts over 

many years by various organising 

bodies to run a successful Melbourne 

truck show have been ineffective. 

Similarly, the council’s decision to 

engage a costly German organiser 

(Deutsche Messe) for its Melbourne 

event has not been well received by 

some members. 

Moreover, the recent appointment 

of Daimler Truck and Bus 

Australia (Freightliner, Fuso and 

Mercedes-Benz) president Daniel 

Whitehead to the board of the HVIA 

highlights the differing opinions 

within TIC. 

Yet despite the lack of an official 

comment from TIC, perhaps the most 

blatant hint of waning support for 

the Melbourne event comes from 

recent reports that Paccar Australia 

(Kenworth and DAF) and Isuzu 

Australia have rebooked space for 

next year’s Brisbane Truck Show. 

Above: Paccar Australia are reported to have 

already booked space for the 2021 Brisbane 

Truck Show 

It is, after all, no secret that the 

chiefs of both companies have been 

powerful proponents of TIC’s dubious 

bid to end the reign of the Brisbane 

Truck Show as the Australian trucking 

industry’s most successful event. 

– Steve Brooks 

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operator profile 


TOP OF THE LINE 

Former paint and panel shop owner Mark Samad 

has moved from repairing and customising 

flashy cars to hauling them across Australia in 

a specially-ordered Scania 6x2 R620 V8 with a 

Topline cab. Greg Bush writes 

Photos by Charlie Suriano 


AUGUST 2020 19

“I will not buy another 

truck without it.” 

IN A COVID-19 inflicted world it’s hardly business as 

usual. Less social contact, border restrictions, and 

let’s not mention panic buying. So when Owner//Driver 

wanted to catch up with an operator who simply loves 

his job while sitting behind the wheel of a fine example 

of European technology, the best option was to pick up 

the phone and have a chat. 

Admittedly, the stunning photos on these pages were 

taken some time ago, so it was with great interest that 

we followed up with a call to Mark Samad as he was driving 

his Scania 6x2 R620 V8 Topline from Melbourne to Sydney. 

Naturally, Mark had his hands-free Bluetooth phone on 

the go, so no dramas there. However, the difficulty was also 

going to be hearing what Mark had to say over the noise of 

the truck’s engine as it made its way up the Hume. Oddly 

enough, that engine noise was almost non-existent. 

“They [Scania] actually double glazed the windows, so when 

you sleep you can’t hear anything outside,” Mark explains. 

“Right now I’m speaking to you when I’m driving. How 

quiet does it sound? You can’t hear anything.” 

And he knows what he’s talking about, especially when 

comparing the sound-proofed Scania to another truck he 

owns – a Mack Trident. “A big difference,” he laughs. 

The Scania is not new – he’s owned it for around three 

years, clocking up around 630,000 kilometres on his 

Australia-wide runs. But he keeps it well maintained, 

signing up from the word go to a repair and maintenance 

contract organised through the Scania dealership at 

Prestons in Sydney. 

“It’s the best thing I ever did; I will not buy another truck 

without it,” he states. 

“When the truck is due for a service they call you, they book 

it in, you take it in there to get done – no issues. If anything 

is wrong with it, they fix it and give it back to you.” 

It’s proved to be a wise decision, considering the price tag 

on the freight he generally carries. 

Luxury cars 

Mark subcontracts to car-carrying experts CEVA Logistics; his 

freight ranging from the average family car to race cars and 

up to a Ferrari or, his dream car, a Lamborghini. 

With an adjustable mezzanine deck on the CEVA-owned 

Transmech Australia-built trailer behind, he can transport 

up to six cars in one go. And he goes anywhere, naming 

Western Australia, South Australia, Melbourne, Sydney, 

Brisbane, Townsville and Cairns among his destinations. 

Top: Mark’s Scania R620 Topline 

arrives at CEVA’s Melbourne depot 

Above: Mark Samad subcontracts 

to CEVA Logistics, hauling classy 

cars all over Australia 

Below: Special order: Mark 

requested the Scania Topline cab, 

a rarity in Australia 

However, unless there’s a race meeting or car show, Mark 

generally makes it home to spend time with his family on 

weekends. With week night’s spent on the road, he’s decked 

out the Scania’s interior to a motel-style setup or, as he calls 

it, his “home away from home”. 

“It’s got microwave, TV, X-Box, coffee machine, fridge/ 

freezer and two beds,” he says. 

The bunk beds come in handy for two-up situations, or 

whenever his wife Tracy tags along on the occasional trip. 

The couple’s daughter Isobel, 17 and son Zac, 11, have also 

spent time in the top bunk. “They like going in the truck on 

school holidays,” Mark says. 

It’s comfort-plus behind the wheel as well. Leather air-ride 

seats that can be temperature-controlled to suit the seasons, 

plus lumbar support, enable Mark to reach his destination 

with minimal fatigue. 

“Both seats are exactly the same,” he says. “When I do take a 

passenger with me they’re just as comfortable as I am. 

“When you go and buy a truck, it’s always just the driver’s 

side that’s an air seat, and the passenger side is just a 

standard seat. I’ve got them both the same, so if anybody is 

travelling with me they’ve got the same comfort that I have.” 

With his long stretches away from home, these add-ons 

are important. Often he will sleep at a CEVA depot, if not 

he usually finds space at a truck rest area, although he says 

that can become more difficult when holidaymakers are on 

the loose. 

“On school holidays you get all the caravanners parking in 

the truck stops, which is a pain in the arse,” he says. “They’re 

trying to stop it but they still do it.” 


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“It slowed 

down but 

it’s really 

picked 

back up 

now.” 

Stress-free deliveries 

As one can guess, Mark’s liking for the Scania is more 

than matched by his admiration of the freight he 

transports. Before getting into the car-carrying game, 

Mark ran a paint and panel shop, repairing and 

customising customer cars but it came to the stage 

where he’d had enough. 

“I actually closed it down; too much stress,” he explains. 

“I had plenty of work, but the problem was in the panel shop. 

I wasn’t doing insurance work, I was doing custom work, and 

you’re always chasing customers for money. 

“I found a truck for sale, which was a race van, which is 

how I got interested in it. I went and had a look at it, bought 

it and it went from there. 

“With this [CEVA], you don’t have to worry about it. Every 

week you’re getting paid and you don’t have to worry about 

the stress.” 

Mark has four trucks in his small fleet. Apart from the 

Scania Topline and Mack Granite, he owns a DAF as well as 

an older Scania, an R620 Highline. The Topline purchase was 

a little out of the ordinary – that model was not generally 

available here. 

“I think there were only about three or four of them in 

Australia; I had to specially order it.” 

Mark also opted for a 6x2 configuration with a lazy axle for 

extra stability. “Because we’re not carrying heavy weight, you 

don’t need the axle to work hard. It’s less weight and better 

fuel economy,” he says. 

With the Transmech trailer being 4.6 metres high, it 

was another reason to opt for the Topline. Not to mention 

Above: CEVA ordered the carcarrying 

trailer through 

Transmech Australia in Adelaide. 

It’s capable of transporting six 

cars at a time 

Right: Mark loads a Shelby GT-R 

Mustang onto the Transmech 

trailer 


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“I’ve had it 

now almost 

three years, 

I absolutely 

love it.” 

Top: The spacious Topline cab has 

all the comforts of home 

that Scania was the only manufacturer he could find to 

provide a low turntable height of 1050mm for the trailer. 

It’s a workable and durable combination for those long 

hauls across the country. 

Mark admits that in the early days of the COVID-19 

pandemic, business dropped off a little. 

“A lot of people stopped buying cars; it slowed down 

but it’s really picked back up now,” he says. 

“We move everything. We do motorbikes, we move 

standard cars, high end cars. On board now I’ve got a 

Porsche, two Mercedes-Benz cars, an EJ Ute … that’s the sort 

of stuff that we carry.” 

Mark reckons he’ll keep the Scania R620 Topline 

going for another two or three years before investing 

in a new truck. 

“I’ve had it now almost three years, I absolutely love it. 

“But this was the last Topline built in this shape before 

the new one came out,” Mark says. “They don’t make these 

anymore and you can’t get them.” 

And Mark’s replacement truck? He’s already looking 

ahead to a time when a new Scania Next Generation 

prime mover will become part of his modest-sized 

fleet. 

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The legal view Sarah Marinovic 

In breach of mass limits 

Here’s a few tips on keeping your business safe 

from mass breach fines 

THERE ARE a few areas of the Heavy 

Vehicle National Law (HVNL) that 

should be on the radar of every 

operator. They’re the laws that carry 

the biggest fines, are most enforced, 

and seem to make up the bulk of 

matters going to court. For transport 

businesses these are the laws that represent 

the largest risk. 

The mass limit laws are one of these highly 

policed provisions. They are also one of 

the areas where I see good operators come 

unstuck, often through no fault of their own. 

When a mass overload is detected in New 

South Wales, the default position is to charge 

the operator. The idea is that business owners 

are more likely to implement compliance 

policies and run their business carefully if the 

punishments are aimed at them. There’s good 

logic behind the policy. 

Unfortunately though, even with the 

best policies in place it’s not always easy for 

operators to control what happens in the 

loading environment. Sadly, these mistakes 

can cost businesses tens of thousands of 

dollars in fines. 

As an operator, there are steps that you can 

take to prevent yourself from falling foul of 

the mass overload laws. 

KNOW THE LAWS 

It goes without saying that anyone operating 

a heavy vehicle needs to know their gross 

and axle mass limits if they want comply 

with them. 

But, knowing the law can also help minimise 

the damage if something does go wrong. 

The HVNL provides a defence for operators 

who, despite their best efforts, find themselves 

in breach of the mass limits. The laws says that 

an operator must not permit someone to drive 

an overloaded truck “unless the person has a 

reasonable excuse”. 

What constitutes a reasonable excuse will 

be different in every case. It depends on what 

caused the breach and what could have been 

done to prevent it. 

The starting point for establishing a 

‘reasonable excuse’ defence is having taken 

steps to identify risks and implementing 

policies to prevent them. 

This is why it’s also important that your 

employees are aware of the laws too. Usually 

they are the people on the ground who have 

the most immediate control over avoiding 

breaches that occur at the loading site. 

Not only are educated employees more likely 

to prevent a breach, but if a breach does occur 

the authorities will usually ask the driver 

whether they are aware of the mass limits. 

You will have a better chance of establishing 

a ‘reasonable excuse’ for the breach if you can 

demonstrate that you have educated your staff. 

RISK AREA AWARENESS 

Identifying where problems are most likely to 

arise is the first step in implementing effective 

policies and procedures, and in turn of giving 

yourself the best chance of establishing a 

‘reasonable excuse’ if things do go wrong. 

Most of the cases I see at court are the result 

of a few common issues: 

• Axle breaches are often caused by incorrectly 

placed loads. Even where a vehicle is well 

under its gross weight, a slightly misplaced 

load can result in a significant axle overload 

• Third parties aren’t always reliable. Even 

the best plans can be ruined when the 

container you collect is heavier than 

advised or the third party loader positions 

the load incorrectly 

• Unexpected situations arise, for example 

SARAH MARINOVIC is a 

principal solicitor at Ainsley 

Law – a firm dedicated to 

traffic and heavy vehicle 

law. She has focused on this 

expertise for over a decade, 

having started her career 

prosecuting for the RMS, and 

then using that experience 

as a defence lawyer helping 

professional drivers and 

truck owners. For more 

information email Sarah at 

sarah@ainsleylaw.com.au 

or phone 0416 224 601 

mechanical issues mean finding a 

replacement trailer at short notice 

• Employed drivers sometimes don’t follow 

the business’ policies. 

I recommend that all of my clients spend 

time thinking about where things could go 

wrong in each step of their business, from 

accepting a job, to loading and delivery. Once 

they have identified their risk areas, they can 

think about what they can do to minimise or 

reduce them. 

DOCUMENT YOUR POLICIES 

One of the biggest mistakes businesses make 

is not writing down their policies. Most 

workplaces have good procedures in place, 

but many don’t formalise them. 

I completely understand this; most of us 

hate extra paperwork! But, should you find 

yourself charged with a mass overload breach 

then your documentation will become your 

strongest asset. 

Written policies and procedures are the 

evidence of the steps you took to identify 

risks and prevent breaches. Without having 

these things in writing it is much harder 

to show that you have done this, and in 

turn demonstrate a ‘reasonable excuse’ 

for the offence. At the very least, having 

this documentation will usually result in a 

much lower fine even if you can’t defend the 

charge entirely. 

Your written policies and procedures 

don’t have to be too complicated. The 

important thing is that they give clear 

directions about how people in the business 

will approach tasks and what they need 

to do to ensure compliance with the law. 

There are many Chain of Responsibility 

compliance businesses who can help with 

this process. 

Once you’ve prepared your documents, it’s a 

good idea to have each member of staff read 

and sign them to confirm they understand 

and agree to follow the policies. 

Hopefully you will never find yourself in 

court for a mass breach, but taking these three 

steps will put you in the best position if you 

ever do. 

“It’s not always easy for operators 

to control what happens in the 

loading environment.” 

MOORE 

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TRAILERS 

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AUGUST 2020 25

LIVESTOCK & RURAL John Beer 

Unneeded pressure 

Livestock haulers don’t need whizz-bang technology 

to make the job tougher than it already is 

THIS COVID-19 seems to be here 

for a while; I think many of us 

hoped it would be gone by now. 

It’s even routine to be looking for 

border closure updates. I wish the 

information communicated had 

been done a bit better. Outbreaks 

like Cedar Meats were very distressing for 

transporters and hearing about it on TV 

first, we weren’t given much information 

or support. Local newspapers and journos 

helped getting us kept up to date, asking 

questions and pressuring for answers for 

freight operators. We are still reading about 

other hotspot freight sites vs being told by 

the source companies or health departments. 

Innovation and technology is being 

constantly promoted as the answer for many 

of our woes. Putting all our eggs in a digital 

basket is frustrating when basic, important 

safety and workplace issues still exist. 

For example, the TruckTracker app, one 

of 16 recipients of funding via the federal 

government’s $4 million Traceability 

Grants Program. According to the media 

release, the app developer has been given 

$930,000 for their project: “This mobile and 

web app improves traceability by tracking 

cattle trucks and digitising the current 

information flow.” 

We have NVDs, we have NLIS tags on cattle, 

we have cattle transported on trucks to 

markets and processors and export sites. 

Those drivers have telephones, their trucks 

also may have GPS technology if owners fit 

them, they know what time they were loaded 

and the sites we go to have curfews. What am 

I missing? Are they seriously questioning the 

transporter as a transparency problem? 

Frustratingly, this nearly million dollars 

could pay to really help fix some real issues 

for livestock transporters. Transporters like 

the one I watched a month ago take two 

hours to unload his two decks of cattle at an 

abattoir because the unloading ramp needs 

bulldozing. Problems like the four trucks, 

including mine, waiting for hours to unload 

behind him, queueing in side streets without 

the ability to rest and no real way to help the 

poor bloke. Problems like nowhere to wash 

my truck out at this facility where I unloaded, 

nowhere to get changed or have a shower 

because the trailer and effluent tanks are 

overflowing from animals who haven’t been 

curfewed at all by the owners. 

What we don’t need is more bloody 

pressure from our consignors and customers 

to “see where we are”. We are going as fast 

as is safe, we want to get unloaded on time, 

we want to wash our trailer, dump our 

effluent properly and have a warm shower 

and a meal. We want safe big roads that 

accommodate our vehicles. We want service 

centres open 24 hours and able to provide a 

healthy fresh meal and a clean shower and 

toilet. We want safe unloading facilities and 

loading infrastructure and not wait hours 

to use it. What we don’t need is an electronic 

work diary in disguise, a digital record of all 

the delays caused by poor infrastructure that 

put pressure on us and our work diary! 

We aren’t taking cattle for a tour of the 

sights; this is just another idiotic idea that 

pressures transporters when the rest of 

the supply chain should be fixing their 

responsibilities. What an absolute bloody 

joke. 

RAMP SAFETY 

I want to give a shout out for people trying to 

fix actual problems. My association (LRTAV) 

and industry have had some criticisms of Mt 

Gambier Saleyards but their acting CEO Jane 

Fetherstonhaugh has been fantastic, taking 

on board our concerns and working hard to 

fix the site and make it safer. We’re hoping to 

see a recent grant resulting in two brand-new 

multi-deck ramps built in the near future 

and it is down to leadership and willingness 

to listen and work with our industry. 

Horsham Livestock Exchange has an 

effluent disposal facility installed, thanks 

to the vision and support of their manager 

Paul Christopher and the Council. This is a 

fantastic thing, a first: because we are hoping 

that other saleyards and sites will follow 

JOHN BEER, with four 

decades as an owneroperator 

under his belt, is 

currently vice president 

of the ALRTA and the 

LRTAV. In addition, John 

is a past president and 

life member of both 

associations. He was the 

first recipient (2015) of the 

ALRTA McIver Award for 

Outstanding Contribution 

to the Livestock and Rural 

Transport Industry, and 

in 2016 was a finalist 

in the ATA Awards for 

Outstanding Contribution 

to the Australian Trucking 

Industry. John sat on the 

ATA Council as the ownerdriver 

representative from 

2017 to 2019. 

“We aren’t taking cattle 

for a tour of the sights.” 

their lead, creating simple cost-effective 

solutions for effluent disposal. We could 

build dozens more if we could use that 

$930,000 I mentioned earlier! 

I’m happy to see the National Heavy 

Vehicle Regulator (NHVR) taking a pragmatic 

approach to rear marker plates. It’s practical 

and reasonable solutions that we need right 

now. The country is ever more reliant on 

freight and transport to be efficient and 

reliable. So many of us are small businesses, 

hard-working operators who cannot afford 

to be off the road and who need to be helped 

when changes are required. 

What we need of the Regulator are more 

options for work diaries. This is becoming a 

growing problem for operators getting access 

to VicRoads/RMS sites in a truck. And fewer 

service centres/truck stops have them. It 

would be great to see work diaries routinely 

being carried by NHVR and enforcement 

officers and at checking stations, and more 

truckstops officially supplying them. 

I have a bugbear when it comes to 

perforamce based standards (PBS) – longer 

trailers or countless combinations, where’s 

it all going to lead us? Will we be able to sell 

equipment if it keeps changing all the time? 

Our industry is concerned about mass, yet 

what do bigger longer trailers mean? I’m not 

sure if PBS is the answer but maybe 10,000 

applications mean I ask the wrong questions. 

ZOOM MEETINGS 

Some good news: hopefully a national 

Ramps Standard will be across the line 

by the end of the year if not sooner. Led 

by transporters it means new ramps and 

yards will have to be built and sold to a 

standard that keeps all that use them safer. 

It’s good news for farmers and for Aussie 

manufacturers competing against cheap, 

nasty imported equipment. 

Many associations have had to cancel 

conferences and the LRTAV (Livestock & Rural 

Transporters Association of Victoria) is no 

different. We’ve been using Zoom meetings 

to talk to bureaucrats – it’s all a bit hard and 

confronting for an old bloke. But those who 

make the policy, who give out the grants, the 

people writing the laws need a real look at 

the world we live in. 

We must fix the things that are broken 

and stand up for ourselves and our safety. 

Technology can help us, but we’re also 

going to need old fashioned sweat and 

determination to get things to where they 

need to be. 


TWU Michael Kaine 

Call for industry reform 

The road transport’s new hero status hasn’t helped 

Australia’s truckies doing it tough 

It’s great that the essential work that 

drivers do has been recognised with 

the tag “heroes of the pandemic”. But 

let’s see how deep that sentiment runs 

in the coming months. 

Already we have seen that the 

toughness of the job and the sacrifices 

drivers make doesn’t really register with the 

powers that be. 

When state and territory borders closed 

earlier this year, so did some truck stops, 

and drivers found themselves unable to 

take proper rest breaks and have hot meals 

and showers. It took efforts from the union, 

Senator Glenn Sterle and other elements 

in the industry to change that and get 

exemptions and directions from the federal 

and state governments to change it. 

Then came the fiasco of the New South 

Wales border closure with Victoria in July 

and with it the NSW government responding 

to drivers’ applications for permits with 

documents stating that “you will be required 

to self-isolate for 14-days upon arrival 

in NSW”. 

The idea that workers performing a 

“critical service”, according to the NSW 

government category, should be expected 

to self-isolate was ridiculous and showed 

how little planning and thought went 

into the need to keep freight moving 

across the border. 

Again pressure was applied with our NSW 

and Victoria branches demanding that the 

NSW government ensure drivers had the 

exemptions they need. 

But these issues show just how in the dark 

the state authorities are when it comes to 

the role that our industry plays in keeping 

our essential food, fuel and medicines 

moving and our economy powering. 

MICHAEL KAINE is the national 

secretary of the Transport 

Workers Union of Australia. 

Contact Michael at: NSW 

Transport Workers Union, 

Transport House, 188-390 Sussex 

Street, Sydney, NSW 2000. 

twu@twu.com.au 

meals.” Another said: “I’m finding 

it extremely hard. I’m getting behind 

in bills, stressed out, not eating, 

barely sleeping.” 

Another said: “I’ve been without 

income for two and a half months 

and still waiting for the Centrelink 

payment. I’m behind on rent by more 

than $3,000. I have a one-year-old son 

and my partner is pregnant.” 

Some saw no choice but to dip into 

their retirement savings: “My wife 

has lost her job, my wage is down by 

$550 per week. We have a young son 

only six years old. Debt is climbing. 

I don’t want to touch my super but 

I can’t see any other choice,” said 

one respondent. 

The fears from the ageing workforce 

was revealing: “Aged 71 and my super 

BRING 

OUT THE 

MONSTER 

IN YOUR 

TRUCK 

has dropped by over 20 per cent so will 

have to keep working if possible after this 

crisis.” Another respondent said: “I’ll have to 

continue working way past retirement age to 

make up the loss in my super.” 

The truth is that standards in road 

transport have been poor for some time 

and the pandemic has made it worse. The 

fact that standards are now being dragged 

down even further should be a serious cause 

for concern. 

WORKERS’ ANXIETY 

We know the health and safety stresses 

that come with the job, and that transport 

workers have the highest workplace fatalities 

of any industry. We know tight margins and 

financial worries have huge implications 

for safety. We know that the source of much 

of the stress and anxiety among drivers and 

operators stems from financial pressures 

from wealthy retailers and manufacturers 

at the top of the supply chain. 

If drivers and operators are really heroes of 

the pandemic then we need to recognise this 

and lift standards in the industry. 

It is positive that the Senate inquiry 

into standards in transport, which has 

been on hold because of the pandemic, is 

reconvening and starting up hearings again. 

The federal government must jump on 

board with the efforts that Senator Glenn 

Sterle and others are doing on this. It must 

start looking at the sacrifices drivers have 

made throughout the pandemic and the 

deadly dynamic of the industry and right 

the wrongs. 

We need urgent reform in our industry, not 

pats on the back and platitudes. 

INDUSTRY FEEDBACK 

A survey we did of almost 3,500 workers 

in the road transport industry makes for 

some very sobering reading when it comes 

to revealing how tough these workers have 

been doing it since the virus outbreak. 

One in three truck drivers, delivery drivers 

and logistics workers have lost hours, been 

stood down or made redundant. 

Over 40 per cent have lost a fifth of their 

income and 36 per cent are saving much less 

super or not saving for their future at all. 

Many are concerned about their future, 

with almost two thirds saying they are 

worried about losing their jobs, almost 

half stating they are worried they won’t be 

able to support their families and one in 

five stating they are worried they will lose 

their house. 

One respondent to the survey said: “I have 

just enough money to cover 90 per cent of 

bills and just enough food if I skip some 

“I’ll have to 

continue 

working 

way past 

retirement 

age.” 

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AUGUST 2020 27

EYES ON THE ROAD Rod Hannifey 

The trucking experience 

The surest way for non-transport industry people to 

understand what we do is to walk in our shoes 

FOR THOSE who have kept busy, 

we still seem to be thought of, 

at least by some. Only recently 

have I seen a number of 

companies in the United States 

and Canada doing trailer wraps 

to recognise essential workers 

and all included truckers (their term, 

not ours). 

I recently contacted Puma, United 

Petroleum and again BP, asking all 

of them to recognise us as we do, as 

truckies, not put in lounges and then 

call them ‘Truckers Lounge’. If they 

can’t even recognise us correctly and 

with some respect use the right term, 

what respect will we have for them and 

their businesses? 

BP did respond and said while it can’t 

go back tomorrow and change those so 

marked, it will take my comments into 

consideration in the future. Neither of 

the others could be bothered to respond 

and one of them also got an email 

about a site with filthy showers and 

did not respond to that either. While we 

have the respect of some, it seems that 

does not extend to all of those whose 

businesses rely on us for custom. 

In saying that, some of our own don’t 

help and some truly don’t deserve 

respect. Whether it is bagging others on 

Facebook, or simply throwing rubbish 

out the window or in parking bays, we 

all must realise that respect must be 

earned and you must continue to do so. 

Again, watching what has gone on 

in the US, specifically about trucking, 

they too have issues with road funding 

and lack of rest areas, particularly now 

that they have mandatory Electronic 

Logging Devices (ELDs). Canada is due 

to follow next year. How much of this 

is driven by big companies who don’t 

want the little bloke able to compete, or 

by those who want to tell us how to do 

it? That we don’t have to do it or live by 

those rules themselves is a matter for 

serious conjecture. 

TOOWOOMBA BYPASS BS 

I had the pleasure of taking Gareth 

Prosser, director of the Heavy Vehicle 

Road Reform program, Commonwealth 

Department of Infrastructure, 

Transport, Regional Development and 

Communications, for a trip in the 

TruckRight Industry Vehicle (TIV). 

I had spoken to Gareth months ago 

but COVID-19 put a stay on things. I 

contacted him again recently to ask 

to be included in the costing reform 

process. Gareth replied, saying perhaps 

now a trip would be possible. 

Gareth drove to Dubbo and we left 

midday Sunday. Gareth booked into a 

“To be told it is about ‘road 

safety’ is simply rot.” 

ROD HANNIFEY, a transport 

safety advocate, has been 

involved in raising the 

profile of the industry, 

conducting highway truck 

audits, the Blue Reflector 

Trial for informal parking 

bays on the Newell, the 

‘Truckies on Road Code’, the 

national 1800 number for 

road repairs proposal, and 

the Better Roadside Rest 

Areas Group. Contact Rod 

on 0428 120 560, e-mail 

rod.hannifey@bigpond. 

com or visit 

www.truckright.com.au 

motel for the night while I waited and 

then unloaded in Toowoomba the next 

morning. We then travelled in via the 

Toowoomba bypass. 

Gareth had already read my list of 

issues with the bypass (and Queensland 

Transport and Main Road responded, 

virtually saying, “It is all about road 

safety”). I will leave each of you to 

decide what I think of that. 

None of us go to work (at least none I 

know off) to have a crash, to get injured 

or to injure anyone else. We all want 

to get home safely, but saying stupid 

and ridiculous speed limits and sign 

placements and other failures of this, 

the ‘Eighth Greatest Wonder of the 

World’ as we are expected to believe, are 

all about road safety is simply rubbish. 

The 90km/h speed limit, where it starts 

and stops on this road and the design, 

were never and will never be truck 

friendly. In asking respectfully for a 

review and then to be told it is about 

‘road safety’ is simply rot. 

Back off my soapbox now. Gareth 

had not spent time in a truck 

previously. His comments on the 

trip are highlighted here. 

I have offered any of Gareth’s 

colleagues a trip for the future 

and believe over time, perhaps we 

can get a better outcome than simply 

being told what and how to do our 

job. I will follow up on this next 

month. 

TRUCKRIGHT INDUSTRY VEHICLE 001 

RIDER’S COMMENTS FORM 

This form will be given to all who ride in the TIV asking for their 

thoughts on the trip, the roads and the impact in the truck, along 

with suggestions and comments: 

Name, date and trip completed 

Gareth Prosser, director, Heavy Vehicle Road Reform program, 

Commonwealth Department of Infrastructure, Transport, Regional 

Development and Communications, July 5-7, 2020, Dubbo-Brisbane 

Port and return. 

Have you ever ridden in a large truck before? 

No, never. 

What were your first impressions of the ride of the vehicle? 

Quite bouncy – and not just an occasional bump but pretty constant 

bouncing around that made note-taking difficult. But I felt safe, as 

Rod is a very experienced driver. 

Were you previously aware of the technology in, or the cost 

of large trucks? 

Not really. I knew trucks were expensive, but I didn’t realise the same 

applies to trailers and the load. It was interesting for me to see some 

of the truck technology, like CTI and the dash cam that can read road 

speed signs. 

Has this trip changed your perceptions of trucks on the road 

and if so, how? 

Yes. Through my work I already knew about some of the issues 

Rod raised, and have some sympathy for drivers and heavy vehicle 

operators. But this trip was so valuable in seeing first-hand the 

skills a driver needs, the challenges they deal with and the frustrations 

they experience. 

Would you like to make any comment towards the intent of 

the TIV or suggestions for other riders or events? 

I think Rod has done a great thing with his campaign to educate 

motorists about road safety around trucks. My perception of truck 

drivers and their working environment has certainly changed. The 

best thing we can do is spend more time understanding each other’s 

perspective – drivers, road managers and decision makers. 

Would you please give an overall comment on your trip in 

the TIV that can be used for any publicity reports? 

I want to thank Rod Hannifey, and Pilon Transport for taking me on 

this trip. Few bureaucrats in Canberra will get to experience heavy 

vehicle operation first-hand, so I will be passing on to my colleagues 

the many valuable things I learned. 


NatRoad Warren Clark 

DG uniformity needed 

The laws surrounding the transport of dangerous 

goods must be national 

THE AUSTRALIAN Code for the 

Transport of Dangerous Goods 

by Road & Rail (ADG Code) 

sets out the requirements 

for transporting dangerous 

goods by road or rail. The 

way the states and territories 

legislate the ADG Code is currently 

being investigated by the National 

Transport Commission (NTC), which 

recently published an Issues Paper to 

get feedback on how the law can be 

improved. NatRoad provided a response 

with a number of clear messages: we 

want national system backed by relevant 

research as both are currently missing. 

First, consistent requirements about 

compliance and enforcement with the 

ADG Code agreed between the state 

and territories would go a long way 

to helping industry move dangerous 

goods more efficiently. At the moment, 

each state and territory has a different 

authority that administers the 

dangerous goods laws. As the regulators, 

they each deal with operational issues 

such as labelling, packaging, quantities 

or placarding. 

The NTC’s role is limited to 

maintaining and updating the ADG 

Code. Australia would benefit from 

national regulatory requirements 

and a single regulatory agency for the 

transport of dangerous goods. 

PRODUCTIVITY IMPACTED 

NatRoad supports a move to a single 

Commonwealth law, as applied to the 

transport of dangerous goods by sea 

and air. Until there is one law about 

this complex subject, productivity will 

continue to be negatively affected. 

Secondly, ‘who moves what dangerous 

goods where’ is a puzzling issue: we 

don’t know the answer to this question. 

It sums up the problem with properly 

regulating in a number of areas relating 

to the movement of freight in Australia. 

Current information about freight flows 

is insufficient. 

The need for research on the 

movement of dangerous goods and the 

full extent of the poor regulation on 

the efficient movement of dangerous 

goods should be the subject of a detailed 

study. Research is needed to properly 

identify and protect current/existing 

dangerous goods routes in metropolitan 

areas, including ensuring appropriate 

and adequate ‘first and last mile’ access 

WARREN CLARK, NatRoad’s 

chief executive officer, 

has more than 20 years’ 

experience leading and 

developing business for 

emerging companies. 

Warren has held the 

position of CEO at various 

companies and is a certified 

chartered accountant. 

“When the effects of 

COVID-19 are eased, this traffic 

congestion will only get worse.” 

through local government roads. 

Without this research, the situation will 

only get worse. 

Actions to ensure continued safe access 

through an increasingly congested 

road network that is being adversely 

affected by urban consolidation and by 

urban congestion must be considered 

a priority by governments. When the 

effects of COVID-19 are eased, this traffic 

congestion will only get worse. 

The full extent of the clunkiness 

in different regulation of dangerous 

goods is difficult to assess. But NatRoad 

has informed the NTC that federal 

regulation must extend to dangerous 

goods licensing as a priority. Feedback 

received from members, for example, is 

that Queensland in particular, will not 

recognise a licence issued in another 

state or territory so the member must 

apply for a separate Queensland licence. 

In our understanding, members who 

operate in Queensland must apply for 

a Queensland vehicle registration for 

trailers in order to obtain a Queensland 

dangerous goods licence. This is one 

example of where regulation must 

improve, and go national. 

NatRoad supports whatever means are 

achievable to obtain national uniformity 

of dangerous goods carriage. 

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BIG RIVER BENZ 

In a fleet of various makes and models, a 

superbly presented Mercedes-Benz 2658 is setting 

high standards in reliability and fuel economy 

for Cromack Transport in northern NSW. As 

things stand at the moment, it’s the only Benz in 

the family business but as company principals 

Graeme and Jeff Cromack tell Owner//Driver, it 

may not be the last as the big Benz continues to 

notch impressive results 

THERE WAS A TIME, Graeme Cromack 

casually reflects, when Mercedes-Benz 

came close, very close in fact, to being 

a major part of the family trucking 

business. But that time was more than 50 

years ago and since then, for one reason or 

another, Benz has largely missed the boat. 

Until now! 

It’s a long story and as Graeme sits 

watching company driver Ben ‘BJ’ Jacobs reverse 

the meticulously maintained 2658 prime mover 

under a similarly sleek curtain-sided trailer, he 

recalls stories from the early days of a family 

which, like most families in the district, actually 

relied on boats for many things. Specifically, the 

boats which once plied products and produce 

to and from Grafton along the broad and 

occasionally flooded expanse of the Clarence 

River in northern NSW. 

“It all goes back to sometime around the early 

1900s,” Graeme explains, when the local Cromack 

and Tranter families were typical of a generation 

that toiled long and hard in the logging and 

agricultural industries of the northern rivers 

region. 

“Back then, people just did what was needed or 

what was available and really, it was probably as 

simple as that.” 

Marriage would ultimately bind the two 

families and for 15 year-old Fred Cromack, 

the opportunity to work with a horse and sulky 

for his uncle Jim Tranter, delivering parcels as 

they arrived by boat at the Grafton dock, was 

obviously seen as a better option than school 

work. Young Fred probably didn’t know it at the 

time, but it was also the start of an enterprise 

which would develop and diversify across several 

generations, with his sons Graeme and Jeff and 

now their children, keeping the family business 

firmly ensconced in the ‘Big Rivers’ region of 

northern NSW. 

It was, however, only a matter of time before 

river boats steadily succumbed to a fledgling road 

Below: Brothers in business. Graeme (left) and Jeff Cromack. They 

are the second of three generations in the family business 

Photos by Mark Bean 


AUGUST 2020 33

“The Benz has spoiled me … It’s all good 

from where I sit.” 

transport industry operating on an expanding 

network of dubious roads. Neither Fred nor his 

equally enterprising cousin Kevin Tranter were 

blind to the potential for a growing transport 

business and the two ultimately agreed to join 

forces. Thus, in September 1951, a new transport 

firm called Cromack & Tranter was formed. 

Trucks of that time were, of course, basic and 

largely of British origin but as the business grew 

and loads to Brisbane and beyond increasingly 

became the mainstay of the operation, stronger 

and more reliable trucks were called for, with 

the iconic Diamond T eventually emerging as 

something of a fleet standard. Indeed, such 

was the famous Diamond brand’s success that 

a superbly restored model still sits proudly in 

Cromack’s Grafton depot as a stoic reminder of the 

company’s early days. 

By the late ’60s, however, even the legendary 

Diamond was close to its evolutionary ‘use by’ 

date and continental alternatives were starting to 

make their presence felt. Volvo, for instance, was 

on the hunt to expand into markets far beyond 

its traditional Scandinavian and European 

borders. So, too, was Mercedes-Benz casting for 

wider horizons with models which included the 

1418, a truck lauded by enthusiasts of Australia’s 

transport history. 

“I remember that in 1968 when Dad and Kevin 

were looking at replacing the Diamond Ts, Volvo 

and Mercedes-Benz were both being considered,” 

Graeme remarks. 

“The decision could’ve gone either way but 

I think Volvo just worked harder to get the 

business.” Since then, the Swedish brand has been 

a consistent presence in the company’s cab-over 

contingent. 

In the conventional class, Kenworth figures 

prominently these days but Mercedes-Benz’s 

corporate partner Freightliner has also had 

a notable presence since the late ‘90s when a 

Business Class model joined the company. With 

trucks generally having a long lifespan in the 

Cromack operation, it was more than a decade 

before the next new Freightliner, a Columbia 

model, joined the ranks. Then a few years later 

came a Century Class and Coronado 114 which, 

Graeme comments, “… have both been good 

trucks.” 

The Coronado is powered by a Detroit DD15 

engine and driven by Graeme’s son Brenton who 

doesn’t shy from expressing his liking for the 

former flagship of Freightliner’s conventional 

line-up. “There’s nothing not to like. It’s just a 

really nice truck to drive,” he says with blunt 

certainty. 

Yet, as Graeme Cromack is quick to point out, 

a critical factor in Freightliner’s emergence in 

the fleet and most recently, the introduction in 

mid-2019 of a Mercedes-Benz 2658 model, is the 

strong relationship with the Mavin Truck Centre 

dealership at Kempsey, led by dealer principal 

Dean Mavin and sales manager Steve Pinkstone. 

“They’re just really good people to deal with,” he 

remarks. “Like family, really.” 

Trucks, however, haven’t been the only changes 


in a family operation, which now has depots in Grafton, 

Coffs Harbour and Brisbane. Following Kevin Tranter’s 

retirement in 1977, the company continued to operate as 

Cromack & Tranter until April 2006 when it became simply 

Cromack Transport. With Fred’s passing in 2009, Graeme 

and Jeff took the helm. However, with Brenton Cromack and 

his sister Tahlia, and Jeff’s daughter Chiveau all working in 

the business, the next generation is already being primed for 

the future. 

It remains, however, a business with a diverse customer 

base hauling an even more diverse range of loads, from 

building materials to foodstuffs and an almost endless 

array of general freight goods. While the mainstay of the 

operation remains the Grafton to Brisbane route along the 

Pacific Highway, there are also daily runs from Brisbane 

down the New England Highway to Armidale and Tamworth, 

and regular loads between Grafton and Coffs Harbour. “It 

keeps us busy enough,” Graeme concedes with a subtle grin. 

Moreover, as he explains, the regional nature of the 

business with its diverse loads and the need for regular 

drops on most routes precludes the use of B-doubles. 

“B-doubles don’t suit our work,” Graeme asserts. “There 

would be just too much time taken up with hooking and 

unhooking trailers for different types of freight. They’re 

simply not practical for us.” 

Consequently, all 20 prime movers in the business – 

supported by six rigid curtain-siders on local pick-up 

and delivery work – haul single trailers and as he 

suggests: “That’s not likely to change anytime soon.” 

Thoughtful for a moment, Graeme adds, “I’m not 

saying we’ll never run a B-double but as things are 

at the moment, it’s not on the agenda.” 

So, given maximum gross weights of 42.5 tonnes, why run 

powerhouse models like the 16-litre 2658 Benz or for that 

matter, a 16-litre Volvo FH, or even the 15-litre Cummins X15 

in a Kenworth T610? 

The question draws a thoughtful response. “As long as 

the trucks are cost-competitive, we don’t see any obvious 

negatives with the higher powered models,” Graeme 

contends. “They’re at least doing the job easy and on R and 

M (repair and maintenance) contracts, the operational costs 

aren’t high enough to trouble their viability. 

“Besides, hauling singles they’re no worse on fuel than 

other trucks. In fact, depending on where they’re running, 

they’re actually better in some cases.” As he would soon add, 

since joining the company mid-way through 2019, the 2658 

has established itself as the most fuel efficient truck in the 

fleet, notably on the demanding run up and down the New 

England Highway. 

But perhaps the biggest question was why buy Benz after 

so many years with other brands? 

“Like I said, we have a good relationship with the Mavin 

dealership and they were obviously keen to put a Benz into 

our business, so the cost-competitiveness of the truck was 

good and we’d heard plenty of good reports on fuel,” he said 

thoughtfully. “To be honest, we were keen to try it anyway 

and the truck’s done absolutely nothing to disappoint us.” 

An hour or so later, he confirmed the 2658 is averaging an 

exceptional 2.6km/litre (7.3mpg) on the sharply undulating 

New England run and up to 3.0km/litre (8.47mpg) on the flat 

coastal run between Grafton and Coffs Harbour. 

By comparison, the Kenworth T610 punched by a 550hp 

Above: By the banks of the Clarence 

River in Grafton. For the Cromack 

family, it all started with Fred 

Cromack delivering parcels by horse 

and sulky from the Grafton dock 

Opposite top: On the inside. Driver 

Ben ‘BJ’ Jacobs. “Seriously, I don’t 

know if I’d ever want to get into 

anything else now.” 

Opposite below: Graeme Cromack. 

“To be honest, we were keen to try 

it anyway and the truck’s done 

absolutely nothing to disappoint us.” 


AUGUST 2020 35

PROUDLY SPONSORED BY

“In the 12 months we’ve 

had it, the truck has 

been faultless.” 

Above: Attention to detail. Driver Ben 

Jacobs takes immense pride in the 

big Benz 

Below: Before the Benz: A mixed 

array of Cromack Transport trucks 

lines up at the 2014 Grafton Truck 

Show. Photo by Greg Bush 

(410kW) Cummins X15 bought around the same time as the 

2658 Benz and operating on the same New England run, is 

averaging 2.3km/litre (6.5mpg). 

However, asked about performance and overall driving 

impressions, Graeme was quick to pass the baton. “You need 

to talk to Ben. He’s in the truck every day.” 

Driver’s delight 

Ben Jacobs agrees that with maximum outputs of almost 

580hp (425kW) coming on stream at just 1,600rpm and top 

torque of 2,800Nm (2065ft-lb) at 1,100rpm, the Mercedes-Benz 

2658 can easily seem too much truck for the work it’s doing 

at Cromack Transport. 

But then, it’s doubtful if Ben would have it any other way. 

“It just does the work so easy. Why would you want less, 

particularly when it’s so good on fuel?” he asks with candid 

confidence. 

A full-time driver for the past seven years, the last three 

with Cromack Transport, he was handed the new truck in 

June last year, notching 180,000km in the first 12 months 

and subsequently conceding with a broad grin: “The Benz 

has spoiled me. A new truck with a new trailer. It’s all good 

from where I sit.” 

The Mercedes-Benz has, he adds, also surprised him after 

a long liking for Kenworth conventionals and despite some 

early reluctance at the thought of stepping into a European 

cab-over for the first time, Ben doesn’t deny there’s now an 

entrenched regard for the 2658. 

“Seriously, I don’t know if I’d ever want to get into anything 

else now,” he admits. 

Even so, he concedes it took a while to come to grips with 

the mannerisms and features of the big Benz, especially 

after stepping out of a Kenworth conventional. Sure, it’s 

a tall cab but as he points out, it’s an easy climb up and 

once inside: “There’s lots to like.” Overall comfort, internal 

space, a flat floor and a comfortable bunk, the layout of 

the switchgear and the easy logic of the various safety and 

operational functions inside the cab all rate high in Ben 

Jacobs’ estimation. 

Equally, while steering and overall road manners are 

impressive, the potent performance of the 16 litre engine 

and the harmony of an all-Daimler transmission and 

powertrain earn particularly high praise. 

“Performance is actually deceiving,” he remarks. “It goes 

a lot better than you might think from behind the wheel 

because it just does everything so smooth. 

“I honestly enjoy driving it. A lot,” he says with total 

conviction. 

Yet arguably the greatest testament to Ben’s satisfaction 

and pride in the big Benz is his extraordinary and obvious 

care for the truck. Admittedly, the Cromack livery is 

impressive in its own right but inside and out, the driver’s 

attention to detail, right down to the personal extras he 

has added to the truck at his own expense, keep the 2658 

in sparkling showroom condition. His dedication is truly 

a credit to his own standards and an asset to the Cromack 

company. 

“In the 12 months we’ve had it, the truck has been 

faultless. Seriously, there’s not been one problem,” 

Ben insists. 

“And any truck is easier to like if nothing goes wrong with 

it,” he smirks. 

As for the future and the possibility of another Mercedes- 

Benz joining the fleet, Graeme and Jeff play their cards close 

to the chest. 

Nonetheless, it’s a serious Graeme who concludes that as 

long as cost-competitiveness is up to expectations, “There’s 

nothing in the truck’s performance and efficiency that 

would stop us buying another one.” 

At the very least, it’d be surprising if another 50 years pass 

before another Mercedes-Benz is seen in Cromack colours. 


THE 

ORIGINAL 

ENGINE OIL 

AMERICA'S FIRST MOTOR OIL BRAND.

WILKIE’S WATCH Ken Wilkie 

Conflicting regulations 

Behemoths are taking over our highways; another 

example of senseless bureaucratic decision-making 

ARE WE being managed by a mob 

of idiots or what? I expect after 

this edition I might also become a 

marked person. Who gave the tick 

for those 106 tonne combinations to 

run the Newell? Not the drivers of 68 

tonne B-doubles, rest assured. One 

combination at 60-plus tonnes with a speed 

limit of 100 clicks per hour on a predominately 

single lane road with a dearth of overtaking 

lanes being forced to travel with another 

combination grossing considerably more 

than 100 tonnes at 90km/h? 

There is one prominent organisation 

that has for a long time limited its fleet to 

90km/h in the interests of fuel consumption. 

They have caused enough issues for those 

operators whose schedule has been calculated 

at 100km/h. 

Why is it OK to allow so-called efficient 

transports on the Newell when they are not 

allowed on the completely multi-corridored 

Hume Highway? 

The law making bureaucracy has gone stark 

raving bonkers over so-called efficient heavy 

vehicles. What is efficient about causing so 

much traffic friction and disruption to the 

other 99 per cent of other transport operators 

and their schedules? 

Someone has made the accusation of 

putting financial interests before safety. 

Whoever it is has got that one right. And 

why not allow reconnection at the rest area 

immediately to the north of Parkes? The 

current demand is to go some kilometres 

north, hook it together again and enter into a 

100km/h designated section. 

At this point I have to say that the National 

Heavy Vehicle Regulator (NHVR) has been an 

abject failure. The bureaucracy was set up to 

unify national regulation. So far it has only 

managed to further complicate the regulations 

with so many on different operating permits. It 

has even confused those tasked with enforcing 

what, or rather who is in and who is out. 

But still Western Australia is allowed to and 

not questioned about interfering with free 

trade between states. And that is one of the 

basics of the much heralded Commonwealth 

Constitution. 

Queensland on oversize requires a maximum 

speed not under escort of 90km/h – under 

escort it’s 80. Across the border there is more 

value put on reducing traffic friction with 

speeds the same as other traffic. 

Registrations are another bone of contention 

with those owning primary industry 

businesses getting a massive tax break over 

other business. Primary industry registration 

should be restricted to single axle body trucks 

at most. And rather than the bureaucratic 

mind set of jacking the others up to my 

level, us others should be reduced to primary 

industry level. 

And on registrations! It has come to my 

mind that there is to be some sort of national 

heavy vehicle charging pilot on-road scheme. 

I’m worried about this one. It smacks of special 

privileges for those with the resources/desire 

to go into technology in a big way. Will there be 

a level playing field? Will outback Australia be 

disadvantaged? Why go into way-out technology 

when a fuel-based scheme will automatically 

adjust for weight and fuel efficient machinery? 

It’s been a lucky country for the bureaucracy 

for far too long. Let’s see some efficiency from 

the public sector for a change. 

TEMPORARY BOLLARD REGS 

Continuing the bureaucratic folly – the 

requirement to lift oversize load ground 

clearance height to 1.2 metres to clear temporary 

bollards in place at road works. Excuse me? 

All other road infrastructure – Armco railings 

and bridge rails – have a standard height of one 

metre. That allows operators shifting over width 

and over height articles to ensure appropriate 

clearance for these obviously fixed-in-place road 

barriers. 

The bloody audacity of some jerk in road 

maintenance demanding an extra 200mm of 

height to clear a plastic temporary bollard. 

So how is an operator to accommodate the 

size of the object being transported fitting under 

the five metre usual height maximum for the 

rest of the journey? A person with just a shred of 

common sense would have them manufactured 

KEN WILKIE has been an 

owner-driver since 1974, 

after first getting behind 

the wheel at 11. He’s on 

his eighth truck, and 

is a long-time Owner// 

Driver contributor. He 

covers Rockhampton to 

Adelaide and any point 

in between. His current 

ambition is to see the 

world, and to see more 

respect for the nation’s 

truckies. Contact Ken at 

ken@rwstransport.com.au 

to comply with the standard height – one 

metre. What is so wrong with using the 

standard witches’ hat anyway? Motorists 

understand them. 

On temporary warning signs and witches 

hats. It has long been a thought of mine that 

there is an alternative to the required warning 

triangles we are all required to carry. There 

should be an option to carry witches hats. 

Obviously some don’t have room and stick to 

the things that motorists drive over plus wind 

from close passing traffic blows flat. But with 

witches’ hats, motorists don’t like to hit them 

for fear of damaging the front or underside of 

their vehicle. They are visible and respected. 

HEALTH AND ENFORCEMENT 

Diabetics? Yes I am one. And for many years I 

have been saying a big issue with my diabetics 

is stress. For me, being confronted with unreal 

requirements for fatigue book record keeping 

has been a source of stress. 

I have little trouble managing fatigue but 

the attitude of many enforcement people 

is enough to drive many to drink. With me 

the stupid exactness of the requirements 

sends me into fight or flight mode when I am 

about to be inspected. Have I made a mistake 

somewhere? 

To quote from the autumn 2020 edition of 

Circle, “Living With Diabetes”, the paragraph 

asking “what happens to your body when you 

are stressed?” should be mandatory reading 

for law makers. While the discussion matter 

is primarily in regard to financial stress, I 

suggest that as in beauty being in the eye of 

the beholder, stress is what stresses you, baby. 

It is generally considered that the lifestyle 

of many truckies contributes to our above 

average susceptibility to being lumbered with 

the debilitating condition. So, along with poor 

eating habits and a general lack of physical 

exercise, I consider an uninvited session with 

an enforcement officer determined to find an 

error is a third driver of the condition. 

I’m told a recent revelation from a Victorian 

enforcement person has advised that the three 

most common issues found failure to record 

a place of record storage, signing the bloody 

thing and tearing out the yellow copies after 

21 days. Gotta get your priorities right, boys 

and girls. 


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OWD-FP-5011309-CS-331

DIABETES NSW & ACT Dyala Al Jabi 

Healthy eating on the go 

Takeaway food is mostly a poor choice for the 

health-conscious, but there are sensible options 

THE BIGGEST obstacle to healthy 

eating while on the road is being 

prepared. Inconsistent work 

schedules and extensive periods 

of driving can make it difficult to 

plan your meals ahead of time. 

Eating energy-dense, nutrient-poor 

foods every day, while being sedentary, is a 

recipe for weight gain and health problems 

such as cardiovascular disease and type 2 

diabetes. 

The good news is that with a little preplanning 

and by making smarter choices it 

is possible to stay healthy. 

Planning, shopping and organising your 

food from home to take to work means you 

will be less likely to rely on convenience 

options from service stations or takeaway 

outlets. 

Spending a little bit of money on an Esky 

that you can add some ice packs or frozen 

water bottles to will keep your food fresh no 

matter where you are. 

You could even purchase pre-prepared 

meals and heat them at a service station. 

However, there are times when things 

do not go to plan and there is simply not 

enough time to shop for food to take with 

you on the road. 

When this happens, try some of these for 

healthier food options on the go! 

On the go breakfast 

• Individual cereal packs from service 

stations, e.g., Kellogg’s All Bran original, All 

Bran wheat flakes or Guardian. 

• Readymade sandwiches at service stations 

– choose wholemeal or wholegrain 

bread sandwiches with cheese, lettuce 

and tomato, or boiled eggs with spinach 

tomato and mushrooms. 

• Multigrain or wholemeal pita, with plenty 

of salad and lean protein. 

• Subway six-inch breakfast poached egg 

and cheese sandwich on nine-grain bread. 

• Smoothie with reduced fat milk and 

yoghurt, fruit, oats and nuts. 

• Cheese and cracker packs. 

• Low fat yoghurt tubs with untoasted 

muesli. 

• Fresh fruit salads. 

On the go lunch/dinner options 

• Tuna pouches – (healthy omega 3 fatty 

acids may reduce the risk of heart disease) 

with microwaveable rice or high in fibre 

crackers such as vita-weat or five super 

seeds. 

• Grilled chicken with microwaveable rice 

and a green salad. 

• Sushi: cooked tuna salad, small seaweed 

salad; Handrolls – tuna and avocado, tuna 

and cucumber, spicy tuna and cucumber, 

salmon and avocado, teriyaki chicken 

(suggested serve size is two handrolls per 

meal). 

• Sumo Salad: Regular size salad (Moroccan 

lamb, teriyaki beef, warm Thai beef or 

Vietnamese chicken; green goodness grain 

bowls (regular size); Thai chicken grain 

bowls. 

• Hunky Dory: Grilled fish with salad; 

Grilled fish wrap with salad; Prawns with 

standard salad. 

• Nando’s: Mediterranean salad, tabbouli 

and quinoa salad, Superfuel salad; 4 x 

grilled tenderloins, or 4 x churrasco BBQ 

thigh with salad; Classic wrap with salad. 

• Guzman y Gomez: Salads; Soft tacos 

(suggested serve size is two tacos per meal); 

Mini burrito bowl. 

“Extensive 

periods of 

driving can make 

it difficult to 

plan your meals 

ahead of time.” 

DYALA AL JABI is an 

accredited practising 

dietitian at Diabetes NSW 

& ACT. For more healthy 

lifestyle tips and other 

helpful information 

on diabetes head to the 

Diabetes NSW & ACT 

website www.diabetesnsw. 

com.au or call the Helpline 

on 1300 136 588 to speak 

with a health professional. 

• McDonald’s: Classic chicken (grilled) 

salad, garden salad; Wraps: Chicken snack 

wrap (grilled), chicken peri-peri wrap 

(grilled), seared chicken tandoori wrap or 

any of the deli choice chicken wraps. 

• Hungry Jacks: Ham toasties, cheese and 

tomato toasties; Whopper junior with 

side salad; Grilled chicken classic burger, 

Chicken Royale burger. 

• KFC: Shaker salad grilled; Grilled tender 

chicken salad twister; Grilled slider 

range (suggested serve size is two sliders 

per meal); Salad side – regular crunchy 

sesame salad 

• Red Rooster: Caesar salad with chicken; 

Free range D’lish burger; Classic roast 

meal with vegetables but remove the 

skin from the chicken and hold the 

gravy; BLT smash wrap; Chicken crispy 

strip; Sides – peas, corn cob (no butter), 

Caesar salad. 

• Domino’s pizza: Two to three slices of: 

garden vegetable pizza, garlic prawn 

pizza, or peri-peri chicken pizza on value 

thin base, or traditional thin bases; Thin 

base spicy veg trio (suggested serve size is 

two to three slices or fewer); Traditional 

thin base pizza two to three slices of 

vegorama. 

• Subway: Six-inch nine-grain sandwiches 

with

OWD-FP-5209627-CS-331

ROAD SOUNDS Greg Bush 

As well as being involved in road transport 

media for the past 20 years, GREG BUSH 

has strong links to the music industry. 

A former Golden Guitar judge for the 

Country Music Awards of Australia, Greg 

also had a three-year stint as an ARIA 

Awards judge in the late 1990s and wrote 

for and edited several music magazines. 

The best still delivering 

Reliable favourites return with fresh new sounds 

TOON TOWN LULLABY 

James Reyne 

Bloodlines 

www.jamesreyne.com.au 

James Reyne 

has one of the 

more distinctive 

voices in 

Australian rock 

music, and he’s 

never sounded 

better than on 

new album Toon Town Lullaby. Reyne’s 

songwriting has improved with age; 

listen to the atmospheric but dark title 

track! He takes a poke at the bitter side 

of the music industry on the mid-paced 

rock track ‘Low Hanging Fruit’, while 

crisp guitar chords open ‘Calamity Jane’, a 

song about bad men and tough women. 

Reyne pays a fitting homage to his late 

Australian Crawl bandmate, guitarist Brad 

Robinson, on ‘The Tallest Man I Ever Knew’, 

and returns to his rock roots for ‘A Little 

Ol Town South Of Bakersfield’. ‘This Time’, 

another mid-paced rocker, features more 

music industry references, while producer 

Dorian West adds lap steel to ‘Last Great 

Love Affair’, a mid-paced track with a 

positive message. 

COLLECTIVE SOUL 

Collective Soul 

Craft Recordings 

www.collectivesoul.com 

It’s 25 years since 

US rock band 

Collective Soul 

hit the charts 

with this selftitled 

album, 

their second 

release. To 

celebrate the milestone, Craft Recordings 

has re-released Collective Soul, together 

with six bonus tracks. The original album 

opened the door in a big way for the band, 

helped by the hit singles ‘December’, the 

hard rock sound of ‘Smashing Young 

Man’, and the dramatic ‘The World I 

Know’. Bonus tracks here include a 

superb live version of ‘December’, and an 

understated live take of ‘Where The River 

Flows’. Three of the bonus tracks receive 

a live acoustic makeover, notably ‘When 

The Water Falls’, which features lead singer 

Ed Roland in subdued mode. Roland 

and the band are equally relaxed on the 

acoustic ‘Bleed’, while their unplugged 

take of ‘December’ is worth the price 

of purchase alone. As well as the CD 

re-release, this album is also now available 

on vinyl. 

XOXO 

The Jayhawks 

Sham/Thirty Tigers 

www.jayhawksofficial.com 

The Jayhawks' 

on-again, offagain 

existence 

started back in 

1986 with the 

release of their 

debut self-titled 

album. They've 

released 10 albums since, including their 

newie, XOXO. Although The Jayhawks 

have previously leant towards alternative 

country rock, they explore diverse territory 

here; on the frenzied ‘Dogtown Days’ they 

sound like Bob Dylan on steroids. Pianist 

Karen Grotberg brings her talents to the 

offbeat ballad ‘Ruby’, the self-explanatory 

‘Society Pages’ kicks along nicely, and tight 

harmonies are a feature of ‘Bitter Pill’, a 

song about a topless barmaid attempting 

to escape her past. ‘This Forgotten Town’, 

one of the best tracks, is mid-paced 

country rock complete with a nice guitar 

solo, while the honky tonky-flavoured 

‘Living In A Bubble’ takes a swipe at 

commercial news coverage. But there’s a 

whole lot more to like on XOXO. 

THE 301 LIVE SESSION 

Ray Beadle 

Interface/MGM 

www.raybeadleband.com 

Sydney-based 

blues guitarist 

Ray Beadle has 

at long last 

released a new 

album – The 

301 Live Session 

– his first in 

eight years. Joining Beadle in Sydney’s 

renowned 301 Studio are sidekicks 

Jonathan Zwartz on double bass, and 

Andrew Dickeson on snare and brushes. 

This 40 minute-plus album contains nine 

tracks, seven of which are covers plus two 

Beadle originals, including the breezy 

‘I Ain’t Coming Home’, a song he wrote 

for the International Blues Challenge in 

Memphis this year. The boys travel back 

through the years for a rollicking version 

of Robert Johnson’s ‘Last Fair Deal’, and 

cover ‘I Want To Go’, featuring Beadle on 

slide guitar and originally recorded by 

US bluesman J.B. Lenoir. There’s also 

versions of Louis Jordan’s ‘Hard Head’, 

plus ‘Bayou’, a track made famous by 

George Benson in the mid 1960s. The 301 

Live Session is an album of raw blues at 

its best. 

MONOVISION 

Ray LaMontagne 

RCA/Sony 

www.raylamontagne.com 

US singersongwriter 

Ray 

LaMontague’s 

spans a few 

different genres, 

namely rock, 

blues and 

Americana. 

While LaMontague’s list of achievements 

in his home country is impressive, his 

music has mostly slipped under the 

radar in Australia. Monovision, his eighth 

studio album, could change that. The 10 

tracks range from the acoustic guitarbacked 

‘Roll Me Mama, Roll Me’, a soulful 

track, to the rockin’ ‘Strong Enough’ on 

which LaMontague’s vocals bare a strong 

resemblance to those of John Fogerty. He 

hits the high notes on the thoughtful 

ballad ‘We’ll Make It Through’ and, like 

most of the album, keeps the percussion 

to a minimum on ‘Misty Morning Rain’. 

Monovision boasts well-crafted songs 

and, with LaMontague’s earthy, unaffected 

vocals, it’s one of this year’s most 

enjoyable listening experiences. 

MADE OF RAIN 

The Psychedelic Furs 

Cooking Vinyl 

www.thepsychedelicfurs.com 

One of the 

groundbreaking 

bands of the UK’s 

post-punk era in 

the early 1980s, 

The Psychedelic 

Furs are back in 

business with 

Made Of Rain, their first album in almost 

30 years. With Richard Butler’s forthright 

signature vocals leading the way, the 

masterfully produced Made Of Rain is a 

reminder of the groundbreaking sounds 

of 1981’s Talk Talk Talk. The single ‘Don’t 

Believe’ preceded the release of the new 

album; it's a layered vocal song about bad 

weather and disbelief. Saxophonist Mars 

Williams adds swirling avant-garde jazz 

effects to ‘Come All Ye Faithful’ as Butler 

sings of holy rollers, playboys and druggy 

mothers; there are doomsday overtones 

to ‘You’ll Be Mine’, and on ‘The Boy Who 

Invented Rock’, guitarist Rich Good 

delivers a cacophony of striking effects. 

Made Of Rain, due to be released earlier 

in the year, was held back due to the 

COVID-19 pandemic. It’s been well worth 

the wait. 

Country 

Corner 

GASLIGHTER 

The Chicks 

Sony Music 

www.thechicks.com 

Shortly before 

the release 

of Gaslighter, the band 

previously known as The 

Dixie Chicks dropped “Dixie” 

from their name due to its 

references to the Mason- 

Dixon line and it’s association 

with US slavery. Now known 

as The Chicks, it’s business as 

usual for talented trio Natalie 

Maines, and sisters Emily 

Strayer and Martie Maguire. 

No strangers to controversy, 

The Chicks unload on US guntotin’ 

mentality with ‘March 

March’, and amid a banjo 

backing they sing of the 

impact of infidelity on family 

life with ‘Sleep At Night’. 

There’s more finger pointing 

at liars on the feisty title track 

‘Gaslighter’, and an energetic 

search for night-time 

companionship on ‘Texas 

Man’. Gaslighter is The Chicks’ 

first studio album in 14 years 

and, as usual, it’s all class. 

SUNDAY DRIVE 

Brett Eldredge 

Warner Music 

www.bretteldredge.com 

US singersongwriter 

Brett Eldredge gained instant 

popularity with his debut 

album Bring You Back in 2013, 

earning gold certification 

and three number one 

country hit singles. While 

not maintaining those lofty 

heights, the Illinois-born artist 

has continued to impress. 

Sunday Drive should continue 

his momentum, especially 

with catchy, romantic tracks 

such as ‘Gabrielle’. Eldredge 

reminisces about an old flame 

on the piano-backed ballad 

title track ‘Sunday Drive’, and 

lifts the tempo slightly for the 

workingman song ‘Magnolia’. 

For the most part, however, 

Eldredge is content to deliver 

slow, relationship-related 

songs, the best being the 

bedroom ballad ‘The One You 

Need’. On the emotive final 

track ‘Paris, Illinois’, he revisits 

his hometown amid a string 

and horn accompaniment. 

One for the ladies. 


A 

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MACK METRO-LINER 2014, Agitator with work, 418twa. QLD. 

DIY1005581. 0416 251 517. 

POA 

THREE A 11R22.5 HWY AND DRIVE TRUCK TYRES 

WHOLESALE PRICES. 

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INTERNATIONAL ACCO 2650G 1993, Bogie Drive Tipper with 

only 94,400kms. Good condition, cab A/C, Cummins Deisel 

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DIY1003220. 0477 607 010. $35,200 

FORD STERLING 2004, Ford Sterling Agi in great condition, 

Cf76dq. NSW. DIY978853. 0432 248 155. $35,000 

MOORE SLIDING A TRAILER 2011, 27x 66 Moore slider A 

Trailer, Nil. NSW. DIY1016090. 0428 953 430. $50,000 Inc GST 

ADVERTISE 

IN PRINT & 

ONLINE 

VOLVO FM13 2012, Volvo truck and trailer tipper for sale. 

2012 fm13 500 I-shift full automatic. Truck has been driven 

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for government projects. Truck and trailer bodies are 

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have airbags suspension..vehicle includes digital scales, 

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price $115000 inc. gst. Any questions please contact me on 

0423492291, CH04JT. NSW. DIY1013521. 0423 492 291. 

$115,000 

$ 

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FROM 

IVECO ACCO 2350G 2003, Cummins 285hp, Allison 6 speed 

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DIY993248. 0422 374 733. 

$99,000 inc GST 

SCANIA P380 2008, 6x2 with 3 tonne Tiemann tailift, lazy-lift 

fitted, UNREGISTERED. QLD. DIY963513. 0412 211 777. $40,000 FORD STERLING 2004, Ford Sterling Agi in great condition, 

2FZHATBS45AU87959. NSW. DIY978851. 0432 248 155. $35,000 

SCANIA P380 2008, 6x2 with 3 tonne Tiemann tailift, lazy-lift 

fitted, UNREGISTERED. QLD. DIY963513. 0412 211 777. $40,000 

OR CALL 1300 362 272 

The publisher accepts no responsibility or liability for any losses incurred by a buyer responding 

to an advertisement in this magazine. Buyers are solely responsible for their own negotiations and 

transactions with advertisers. Bauer Trader Media advises buyers beware of negotiating by email only; 

of paying deposits to private advertisers for goods unseen; of transferring money (for example via 

Western Union) interstate or overseas. Buyers should contact Bauer Trader Media customer service 

on 1300 362 272 if they suspect an advertisement may be fraudulent. In the event that a buyer suffers 

financial loss as a result of responding to a private advertisement in this publication Bauer Media Ltd 

(The Publisher) shall not be held liable or responsible. 

KENWORTH K104 2000, Kenworth K104 2000, CQ72TF. NSW. 

DIY976186. 0408 237 244. $75,000

events news 

The PW628 Kanga loader 

BACK IN THE GAME 

This year’s National Diesel Dirt & Turf Expo will be better than 

ever as it debuts at a new venue – Sydney Dragway 

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 Sydney Dragway has been warmly welcomed by 

exhibitors, who appreciate the many benefits of the site. 

These include 8.4 hectares of flat, all-weather asphalt 

surface, easy access to power and other infrastructure, 

expansive car parking, a great machinery demonstration 

site and 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 bumpin 

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 have 

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 

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. 


AUGUST 2020 49

sponsored content 

BRAKE SHOE LININGS DEMYSTIFIED 

In the case of brake shoe linings, one shoe does not fit all. There are several factors 

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Choosing a 23K-rated lining doesn’t mean it is 

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A vehicle’s GAWR is the specific weight determined 

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Rigorous testing: FMVSS 121 standard 

TRP brake shoes are independently tested to 

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So how does this US standard apply to Australia 

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TYPICAL BRAKE SHOE APPLICATIONS 

TRP brake shoes are tested to the FMVSS 121 standard, 

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TRP benefits 

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reliable and affordable parts that are backed by the same 

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Manufactured using OE specifications, TRP brake shoes are 

available in 21K GAWR and 23K GAWR. 

There are many benefits to selecting TRP brake shoes: 

• the TRP range is designed, tested and engineered to meet 

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Road type 

Load types 

Braking frequency 

Maintenance habits 

On-highway truck and trailer 

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Low, mostly interstate, moderate, 

mix of interstate and urban 

Regular maintenance and services, 

maintenance as needed 

the demanding conditions on Australian roads, ensuring 

TRP brake shoes are reliable and built for purpose 

• the automated riveting process eliminates any potential 

human error 

• the TRP range is certified to FMVSS-121 and ECE R90 (where 

applicable) to ensure the brake shoes meet recognised, 

industry-wide standards 

• the 300 hours salt spray paint finish ensures a high 

resistance to corrosion and rust 

• OEM quality hardware kit helps extend the life of the shoe 

• TRP offers a 12-month hassle-free warranty. 

So next time you need new brake shoes for a vehicle, 

consider the application that you are using your vehicle in 

before deciding which shoe lining is the perfect match. 

For further information on TRP brake shoes range, visit 

www.trpparts.com.au/shoes 

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AUGUST 2020 51

trucking heritage 

IF YOU had spotted the photos 

of this extremely tidy F86 Volvo 

and thought ‘Wow, I had better 

have a read about this incredibly 

cool restoration project’ then I’m 

afraid you are out of luck, it’s not a 

restoration project. 

If you are looking for a 

technicality and think instead 

I’m going to call it a rebuild story and 

impress you with my knowledge of the 

difference between the two, then you are 

also out of luck. 

The reason being, in order for it to be 

either a restoration or a rebuild story 

you need a truck that has been worn 

down enough to either be restored or 

rebuilt. This incredible little Volvo has 

never been let go that much, unless you 

consider a few engine running repairs 

as a rebuild. This little beast has spent 

its entire working life around a small 

portion of Queensland and racked up 

less than half a million kilometres. 

So, my friends, this is more like a 

tribute story; to one of the hardestworking 

little Volvos around. 

Like me, this classic came off the line 

Top: Second owner, the Hewitts, used the little F86 

Volvo to cart stock between their properties and to 

local sales 

Above: The little TD70E did need some 

refurbishments when the head gasket went. Byron 

took the time to do the injectors, sleeves, gaskets, 

the whole lot 

WORKHORSE 


WONDER farm. 

This 1977 F86 Volvo is Byron 

and Shaylee Kriesch’s pride and 

joy come show season but it is 

also their workhorse around the 

Warren Aitken writes 


AUGUST 2020 53

Above: The truck was well cared for and 

lovingly maintained, ensuring that it 

was still working hard as it approached 

its 40th birthday 

Left: The classic TD70E came off the 

production line in 1977 

Below: Looking out at a few of the 

Kriesch’s angry and aggressive sheep 

Opposite top: The original bullbar got 

a new coat of paint as well, while the 

cab remains untouched, aside from an 

intense cut and polish 

“With a load on her I’d have no problems 

driving it anywhere.” 

in 1977. Unlike me, however, it is holding up 

extremely well for its 43 years of life. Even now 

the original paint has a deep red shine to it that 

I can only manage after three days in the sun. 

The truck was first bought by HM Rudduck & 

Co and was used to cart cattle from its Woodford 

farm to Cannon Hill and often the Kilcoy meat 

works. The huge TD70E engine was pumping out 

a massive 202hp (151kW), meaning, with a load 

of cows on, it may not have been setting landspeed 

records getting up and down all the hills, 

but you can bet the cows were almost as comfy 

as the driver at the time. Although the truck was 

busy it never really racked up huge kilometres, 

it clocked up even less when HM Ruddock’s sold 

out to Doug Nichols and the truck ended up just 

filling in a carpark for a while. 

Eventually, the little F86 was spotted by Nelson 

and Judy Hewitt from D’Aguilar, Queensland and 

it began its second chapter. The Hewitts were 

well known for their Holstein Friesian cows 

and attended many country shows to display 

them. The little F86 Volvo was the perfect truck 

for them to cart stock around with. Not just to 

shows, but with a dog trailer in tow it was also 

used for moving cattle between their properties 

and to local sales. 

The truck was well cared for and lovingly 

maintained, ensuring that it was still working 

hard as it approached its 40th birthday. Before it 

got to its 40th, though, it ended up in the hands 

of its current owners, Byron and Shaylee Kriesch. 

Angry animals 

The Krieschs own about 50 acres of farm land in 

a small area of Queensland called Cloyna. Yeah 

I had never heard of it either but I must say it 

was a beautiful spot to go do photos. They run a 

few cows on their land as well as breeding some 

dogs, raising some kids and owning some of the 

angriest, most aggressive sheep you will ever 

meet. The damn things kept wanting to charge 

me every time I turned my back. A traumatic 

experience, I’m telling you. 

So, with a bit of cattle to move around, Byron 

decided he wanted to get himself a little farm 

truck. Though a farmer at heart, Byron currently 

drives interstate for a local company, running 

from Brisbane to Adelaide every week in a 

Western Star – the room and power of which 

don’t compare to his previous farm truck 

experiences of an old J2 Bedford or beat-up 

old ACCO. 

For his farm truck Byron wanted to pick up 

something that he could take to a few old shows 

as well. “I’ve never been a Volvo man,” Byron 

admits, “but when this thing came up it was 

the right price and I do have a thing for the old 

bubble cabs.” 

It really was right place right time kind of 

thing. Byron’s wife Shaylee knew of the truck as 

she’s a local girl and it had been in the area all 

her life. Her dad dropped word it was for sale 

and Shaylee and Byron quickly snapped it up. 

Once again full credit to the previous owners 

as the F86 was in top-notch condition. The little 

TD70E did need some refurbishments when the 

head gasket went. Byron took the time to do the 

injectors, sleeves, gaskets, the whole lot. Might as 

well get her good as new again, he thought. 

When I asked how difficult it was replacing 

parts on a 40-year-old motor he heaps massive 

praise on Western Truck Group in Toowoomba, 

whose parts team went above and beyond, 

matching up parts and sourcing the right pieces 

from around the country. Mechanically there 

wasn’t much else needed doing, just a clutch 

plate and a couple of brake boosters and valves 

and that was really it. Most things were worn 

with age rather than use; though the passenger 

seat needing recovering – a sure sign someone 

was getting a lot of use out of it. 


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AUGUST 2020 55

Top: Not a restoration as such, but 

a working piece of history 

Above: Most things were worn with 

age rather than use; though the 

passenger seat needing recovering 

– a sure sign someone was getting 

a lot of use out of it 

Old school 

Byron gave the chassis a fresh coat of paint, as he did with 

the stock crate. “We used the wrong paint on the crate 

though,” he admits as we notice the large parts flaking off. 

The original bullbar got a new coat of paint as well, while 

the cab remains untouched, aside from an intense cut and 

polish that is. It’s still amazing for a 43-year-old paint job. 

“I do have a thing for the 

old bubble cabs.” 

Byron did replace a couple of the lights with LEDs but has 

kept the old-school exterior, which works well. 

All in all, there has not been a need for much change or 

many repairs to the old girl and she still stands up well. 

“The biggest run I’ve done was to Gin Gin, about three 

hours,” Byron admits “but with a load on her I’d have no 

problems driving it anywhere, it’s comfy as.” 

Which makes you think what level of luxury the F86 must 

have brought to the industry in the 1970s if it can still be 

classed as comfortable in the 2020s. 

There we go folks, it wasn’t a restoration, or a rebuild; it 

was just a shout out to a working piece of history. As the F86 

approaches its 43rd birthday Byron and Shaylee still have 

a few plans to clean up some of the aging pieces of their 

beloved Volvo. It is their pride and joy come show season but 

it is also their workhorse around the farm. The bubble hasn’t 

burst on this 1977 F86 Volvo. 

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OWD-FP-5209574-CS-331

sponsored content 

SUN SHINES ON MERITOR 

50-YEAR ANNIVERSARY 

Meritor is celebrating 

50 years of service in 

the Australia trucking 

industry. Following the 

tides of change in the 

local truck market in 

the past five decades, 

Meritor has made 

significant efforts to 

remain a trusted brand 

producing quality 

products made in 

Australia for tough local 

conditions 

This year marks the 50th year of Meritor’s operations 

in Australia. In 1969, Rockwell and Industrial 

Engineering established a purpose-built drive axle 

manufacturing plant in Melbourne. Over the years, 

the facility supplied drive and steer axles to brands 

like Ford, Chrysler, Atkinson, International, White Motors, 

Leader, Volvo, Mack, Kenworth and Iveco. 

Despite significant changes in the global truck 

market Meritor has continued to supply parts to 

some of the world’s biggest truck names – including 

Kenworth, Volvo, Mack, Isuzu, Iveco, Western Star and 

Freightliner – first as part of Rockwell International, 

then as Arvin Meritor, and eventually under the 

Meritor banner. 

“Off the back of Meritor’s 110 year legacy, we are 

delighted to be celebrating 50 years in Australia 

reflecting the brands heritage and our dedication to 

the commercial vehicle transportation industry in this 

country, which has some of the most demanding on 

and off-highway applications globally,” Meritor Australia 

managing director David Cole says. 

Australian line-up 

Meritor Australia’s operations have continued to 

adapt to changing global dynamics and advancements 

in technology. Today the company is well-known for its 

extensive range of heavy duty truck axles and remains 

a trusted supplier of tandem and tri-drive axles, steer 

axles, drivelines, S-cam brakes, brake drums and air disc 

brakes. Meritor uses its global reach to both manufacture 

and source a range of quality products that are then 

tailored to suit the specific conditions of the Australian 

truck market, including tough road conditions, and high 

load and weight capacity. 

“While Meritor Australia has traditionally focused on 

the truck and aftermarket sectors, Meritor has a diverse 

product portfolio that also includes military-grade 

drivetrain solutions for the defence market. Meritor’s 

military applications date back to World War I and 

continue strongly today,” Meritor sales and marketing 

manager Michael Snell says. 

“Meanwhile, Meritor Australia has experience in the 

local defence sector through our involvement with 

Thales Australia and its Bushmaster infantry mobility 

vehicle program.” 

Recent advancements 

Over the past few years Meritor has made a number of 

acquisitions to enhance its technological capabilities 

and also to enhance growth in off-highway, defence and 

aftermarket segments. 

In 2017, Meritor acquired gearbox and transfer case 

manufacturer Fabco, and a year later it launched a 

new brand, Blue Horizon, to market its suite of electric 

drivetrain solutions whereby the main drive motor is 

integrated into the axle housing. 

Last year, Meritor took industrial and off-highway axle 

manufacturer Axletech under its wing. This acquisition 

is expected to bring a full and complimentary product 

line of independent suspensions, axles, braking 

solutions and drivetrain components for off-highway 

applications. 

“These acquisitions enhance Meritor’s technological 

capabilities for growth in off-highway, defence and 

aftermarket segments,” Cole says. 

“Earlier this year, Meritor acquired remaining shares 

in California-based Transpower, which supplies 

integrated drive systems, full electric truck solutions and 

energy storage subsystems to major manufacturers of 


trucks, buses, refuse vehicles and terminal tractors. By combining 

Transpower products with Meritor BlueHorizon eAxle product lineup, 

Meritor will accelerate the development and sale of this entire 

family of electric drive product. It enables Meritor to further position 

the company as a premier supplier of electrification technologies for 

commercial vehicles.” 

Australian sites 

Meritor has two sites in Australia – an assembly facility in Sunshine, 

and an aftermarket parts distribution warehouse and brake shoe 

kit riveting facility based in Derrimut, Victoria. Established in 2010, 

the Derrimut facility specialises in aftermarket (Euclid, Meritor) and 

genuine (Meritor Genuine) brand offering, with over 1,500 stocked 

items and 10,000 active parts on site at any time. 

Meanwhile, the 10,000 square metre manufacturinig facility in 

Sunshine specialises in assembly of brakes, and drive and steer axles 

for local original equipment manufacturers, including Kenworth, 

Iveco and Mack. 

During the ‘golden era’ of Australian manufacturing in the ’70s and 

’80s, Meritor’s Sunshine facility used to be a full production site with 

much of the manufacturing taking place in-house. However, with 

changing times, the company gradually transitioned from full-scale 

local manufacturing to a more globally-sourced product approach. 

These days, the Sunshine site serves as semi-finishing and 

assembly plant which dispatches steer axles, differentials, axle 

assemblies, drive axles and brake components using a just-intime 

lean process. Meritor Australia continues to make significant 

investments in local manufacturing expertise, recently adding 

the capability to build and balance drivelines in-house at the 

Sunshine facility as it looks to gain better in-house quality control 

and improve capabilities to support local customer demand and 

diversification in off-highway segments. 

Customer focus 

Many of Meritor Australia’s employees have been working with 

the company for more than a decade. Territory truck manager 

Ivan Cassar is one of them. Cassar, who has been working with 

the business for over 23 years, attributes the success of the 

Australian business to its unparalleled dedication to customer 

service and its ability to adapt to the market by offering reliable 

products to customers. 

Meritor offers excellent customer support through its dedicated 

customer service and technical support representatives in 

Melbourne, and national sales coverage with its experienced 

team of field sales representatives servicing both OE truck sales 

and aftermarket. 

In the last five decades there have been many changes in the 

road transport industry including, changes in regulations, huge 

advancements in technology and most significantly, greater 

presence of imported vehicles. However, there are still three 

manufacturing powerhouses based in Australia – Kenworth, Iveco 

and Volvo Mack. Meritor has a long and proud history of supplying 

axles to these three brands and servicing their OEM replacement and 

aftermarket parts needs through its extensive dealer networks. 

Future outlook 

Meritor Australia plans to further boost its longstanding 

presence in the on-highway and aftermarket segments through 

leading technology, innovation, reliability, and customer service 

and support. 

“As we look to the future we will be offering a wider array 

of differentiated products and solutions to customers. It will 

strengthen our capability to continue to invest and produce locally 

and will see expansion of our aftermarket distribution centre and 

capability, with a more comprehensive range of products to meet 

customer needs for every stage of vehicle ownership through our 

‘Good, Better, Best’ tiered offering,” Cole says. 

“We have and will continue with a number of new product 

developments tailored for unique Australian applications. 

We will continue to invest in our people to ensure we can 

exceed our customer expectations and help them stay a step 

ahead in their businesses for the next 50 years. It remains our 

commitment to be the recognised leader in providing advanced 

drivetrain, mobility, braking and aftermarket solutions for the 

local industry.” 

“WE WILL 

CONTINUE TO 

INVEST IN OUR 

PEOPLE TO 

ENSURE WE 

CAN EXCEED 

OUR CUSTOMER 

EXPECTATIONS 

AND HELP THEM 

STAY A STEP 

AHEAD IN THEIR 

BUSINESSES 

FOR THE NEXT 

50 YEARS” 

Top, L to R: A bird’s eye view of the 

Sunshine facility in Melbourne; 

Inside the Sunshine facility 

Above Left: A technician riveting 

Meritor’s brake shoes at the 

Derrimut facility 


AUGUST 2020 59

events news 

LOCKED 

AND LOADED 

Key partners – including 

Owner//Driver publisher 

Bauer Media Group – have 

been locked in for 2021 

Brisbane Truck Show 

The Brisbane Truck Show has renewed long-term 

partnerships with National Transport Insurance (NTI), BP 

Australia and Bauer Media Group ahead of the launch of 

the highly-anticipated 2021 event. 

The southern hemisphere’s largest automotive business 

event will return to the Brisbane Convention & Exhibition 

Centre from Thursday, May 13 to Sunday, May 16, 2021. 

The show is presented by Heavy Vehicle Industry Australia 

(HVIA) whose founding members held the first event in 1968, 

prior to formalising their association two years later. 

Following last year’s show HVIA was presented with two 

prestigious awards at the Australian Event Awards, with the 

Brisbane Truck Show named Australia’s Best Corporate Event 

and Best Exhibition or Tradeshow. 

HVIA chief executive Todd Hacking says the accolades only 

serve to inspire more energy to further improve the show for 

both exhibitors and visitors. 

“Between the fascinating technology developments, the 

opportunity to get up close to the comprehensive range of new 

trucks, trailers and equipment, and the amazing innovation on 

display from one end of the show to the other, there is no doubt 

the show is on many bucket lists,” Hacking says. 

“We are delighted with the enthusiasm of our members and 

other exhibitors to confirm their participation; I think everyone 

is chomping at the bit for the opportunity to get together in 

person and it is a privilege for us to play hosts for that reunion. 

“We are delighted to welcome back BP Australia as Gold 

Partner, and to announce that our organisation’s Principal 

Partner, National Transport Insurance (NTI), has stepped 

up into the role of Platinum Partner for the 2021 Brisbane 

Truck Show. 

“NTI has been an amazing partner for our organisation 

and for the show, but that is nothing on the breadth of their 

contribution right across industry for over 30 years.” 

Hacking says the renewed partnership with Bauer Media 

Group – publisher of Owner//Driver – adds further evidence 

of its commitment to supporting the Australian transport 

industry. 

“As publisher of market-leading titles Australasian Transport 

News (ATN), Deals on Wheels, Earthmovers & Excavators, Farms & 

Farm Machinery, and Owner//Driver and their accompanying 

online titles, Bauer Media Group is connected deeply into the 

heart of our industry,” he says. 

Graham Gardiner, Bauer Media Group’s general manager – 

industry, says the publisher is delighted to once again partner 

with HVIA as the exclusive Official Media Partner for the 2021 

Brisbane Truck Show. 

“Through our comprehensive suite of print, digital, and 

video and broadcast TV platforms, Bauer Media Group provide 

unprecedented opportunities for exhibitors to promote 

their show presence to the key target industries of transport, 

agriculture and construction, before, during and after the show. 

“That includes the 2021 Brisbane Truck Show Official Program 

containing a full preview of the show and exhibitors, plus maps 

and other important details,” he says. 

Hacking adds that Australian Heavy Vehicle Industry Week 

will be back for 2021. He says the creation of the new umbrella 

event formalised something that has been happening for years 

alongside the Brisbane Truck Show. 

“Our exhibitors have long been holding launch events, 

customer dinners, dealer conferences, drive days, factory tours 

and much more in tandem with the truck show,” he says. 

“The reaction to last year’s expansion into South Bank 

Parklands was fantastic. 

“All of that success is a reflection on the leadership shown 

by so many of our exhibitors who did such an amazing job 

showcasing the values of their companies and our industry to 

the broader community.” 

Australian Heavy Vehicle Industry Week is underpinned by a 

set of themes that exhibitors chose to represent the values of 

the heavy vehicle industry: safety, innovation, sustainability, 

knowledge, careers and community. 

“Those themes really do a great job of capturing our capability 

and our aspirations in just a few keywords,” Hacking says. 

“The activations and events throughout the Brisbane CBD, and 

other venues across Brisbane, shone a light on our industry in a 

way that has never been possible before.” 

For all the latest information on what’s happening at the 

2021 Brisbane Truck Show visit www.brisbanetruckshow.com.au. 

Top: The southern hemisphere’s 

largest automotive business event 

will return to Brisbane in May 2021 

Above: The umbrella Australian 

Heavy Vehicle Industry Week will 

return in 2021 with a series of 

activations and events throughout 

the Brisbane CBD, and other venues 

across Brisbane 


INNOVATION - SUSTAINABILITY - SAFETY - KNOWLEDGE - CAREERS - COMMUNITY 

OWD-FP-5209627-CS-331

truck technology 

HINO BRIDGES THE 

Boasting increased 

towing capacity, better 

performance and 

multiple safety features, 

plus the addition of the 

new 721 model, Hino 

Australia’s revamped 

300 Series has thrown 

down the gauntlet to its 

light duty rivals. Greg 

Bush writes 

IN THIS COVID-19 world, Hino Australia adopted 

the social distancing norm when it launched its 

2020 Hino 300 Series range via a Zoom meeting. 

Despite this handicap, Hino’s enthusiasm was 

unmistakable as MC Neil Crompton introduced 

president and COO of Hino Motor Sales Australia 

Sam Suda, general manager Bill Gillespie, and 

manager of product strategy Daniel Petrovski. 

Suda hit the nail on the head when he stated that 

the new challenges caused by the pandemic had forced 

Hino to be more innovative, designing a unique format 

using video and online launch methods to bring the 

new 300 Series to life. 

“We think the new 300 Series deserves the most 

innovative launch that Hino can give as it reflects the 

all-new safety innovation to keep our drivers and other 

road users safe,” Suda says. 

Significantly, as well as safety and performance 

upgrades, the new 300 Series has expanded the 

Hino light duty range to more than 60 models 

including Standard Cab, Wide Cab and Wide Crew 

Cab configurations. 

Leading the way is the new 721, which boasts 

205hp (186kW) and 600Nm of torque from its fivelitre 

J05E-UJ engine, coupled to a six-speed double 

overdrive true automatic transmission, giving a 

3.5 tonne towing capacity. 

“The new 721 opens up many opportunities in 

the 6.5 tonne Gross Vehicle Mass (GVM) class for 

tradespeople and local councils, with the true automatic 

transmission matched to the most powerful and 

highest torque engine in its class,” Petrovski says. 

“The 721 is available in multiple wheelbases, as well as 

single and crew cab models and fills an important gap 

in the market for Hino.” 

At the lower end of the new 300 Series, the 616 

standard Single Cab comes with independent 

front suspension, which Hino says is a unique 

feature among the 300 Series range. 

Gross combined mass (GCM) ratings range from 4.5 

tonne to eight tonne in the 616s, which are fitted with 

the four-litre N04C common-rail turbo diesel engine 

rated at 150hp (112kW) and giving out 420Nm of torque. 

The 616 Standard Cabs are available with both manual 

and true auto transmissions with a towing capacity of 

up to 3.5 tonne; hence it can be driven on a car licence. 

Hino says all 616 Standard Cab models can be upgraded 

to an increased payload of 5.5 tonne GVM on a light rigid 

truck licence. 

The 616 Wide Cab model is said to produces 150hp 

and 420Nm with the four-litre N04C common-rail 

turbo-diesel engine combined with the six-speed 

automatic transmission. 

“The 617 manual model is also powered by the N04C 

engine, this time with the Hino six-speed double 

overdrive manual transmission – this combination 

produces 165hp (123kW) and 464Nm of torque,” 

Petrovski continues. 

Medium rigid 

Further up the range, the 716 and 717 Wide Cab models 

cover the 6.5 tonne GVM range, fitted with the fourlitre 

engine, with either a true automatic or manual 

transmission available. 

The 816 Wide Cab model also comes with an 

automatic transmission, and is fitted with 17.5-inch 

wheels, higher rated tyres, and higher rated axles, 

which increase its GVM to 8.0 tonne and boost its 

payload offering. 

The 917 model retains the four-litre engine mated to 

the six-speed manual transmission and has an 8.5 tonne 

GVM on a medium rigid truck licence, and can be rated 

to 7,995kg for light-duty truck customers. 

Hino says its 920 is another model utilising the 

manual transmission. With the five-litre engine option, 

it can be registered for a light or medium rigid truck 


GAP 

licence, resulting in GVMs of 8.0 or 8.5 tonne respectively. 

However, Hino says when combined with the true automatic 

transmission and the high horsepower five-litre engine, the 921 

offers superior performance and 3.5 tonne towing capacity. Again, 

it can be configured with an 8.0 tonne GVM for light rigid truck 

licences, or 8.5 tonne GVM for medium rigid licences. 

For the environmentally conscious, the new Hino Hybrid electricdiesel 

model is available in four variants: the 616 Standard and 

Wide Cab car-licensed models through to the 716 Wide Cab and 

the 916 Wide Cab, which has a maximum Gross Vehicle Mass (GVM) 

of 8.5 tonne. 

“The hybrid meets Euro 6 compliance via a combination of our 

well-proven DPR and SCR solutions,” Petrovski continues. “If our 

500 Series Standard Cab models are any indication, the emission 

solution has proven to improve fuel efficiency. 

“Not only did Hino update the diesel engine, but the hybridelectric 

system itself has been updated and improved. A new sixspeed 

automated transmission with the new higher torque electric 

motor mated it to the front of the box means that gearshift times 

are shortened thanks to the assist of the motor. 

“There’s a new lower weight battery, new software, new inverter, 

and more efficiency, lower tear weight, better productivity for the 

customer. Independent back-to-back testing on the previous models 

have proven that fuel efficiency improvements of 21 per cent in realworld 

applications and conditions.” 

Active safety 

The new Hino 300 comes with a host of new active safety systems, 

including a Pre-Collision Safety System (PCS), Autonomous 

Emergency Braking (AEB), Pedestrian Detection (PD), as well as Lane 

Departure Warning System (LDWS), all of which are fitted as standard 

on the new 300 Series 4x2 model range. 

PCS can detect a potential collision with another vehicle, and/or a 

pedestrian using radar technology and image sensors. 

“If the system detects the possibility of a collision, it will warn 

the driver to apply the brakes using both visual and audible alerts,” 

Petrovski explains. 

However, he says if the system determines that a collision is 

imminent, it can autonomously apply the brakes to minimise the 

damage or even avoid the collision. 

“PD can detect a pedestrian in front of the vehicle; if the system 

detects a pedestrian, it will warn the driver to apply the brakes using 

both visual and audible alerts and, if the driver takes no action to 

avoid a collision, it can autonomously apply the brakes. 

“Since its introduction as standard fitment on our medium-duty 

500 Series Standard Cab models in early 2019, our customers have 

embraced PCS as an active safety system and have been requesting 

its introduction across other Hino models,” Petrovski says. 

Meanwhile, the Lane Departure Warning System (LDWS) similarly 

alerts the driver visually and audibly if the truck is deviating from 

its lane without the turn indicators being engaged. 

“The new 721 

opens up many 

opportunities 

in the 6.5 tonne 

GVM class.” 

Top right: The improved dash 

layout includes a new driver 

instrument panel with an 

enlarged and centralised 

speedometer to improve 

readability, and a new easy-to-read 

high contrast 4.2-inch TFT LCD 

Multi Information Display 

Above: The 921 crew cab offers 3.5 

tonne towing capacity 

Opposite bottom: The J05E 5-litre 

engine meets Euro 5 and Enhanced 

Environmentally-Friendly Vehicle 

(EEV) emissions standards 


AUGUST 2020 63

“The emission 

solution has 

proven to 

improve fuel 

efficiency.” 

Above: The new Hino 721 features the five litre 

J05E-UJ engine with 205hp and 600Nm of torque 

Below: The 616 Wide Cab’s N04C common-rail 

turbo-diesel engine boasts 150hp with the sixspeed 

automatic transmission 

Hino notes that daytime running lamps (DRLs) along with 

the PCS radar in the bumper and an updated grille help to 

distinguish the new 300 Series from its predecessors. 

“The DRLs are a unique feature for Hino in the light-duty 

truck segment,” Petrovski continues. “They ensure that if 

headlamps are not turned on in low light conditions, the 

vehicle will be still seen, adding to the overall safety of 

the vehicle.” 

Other safety features carried over from the previous 300 

Series models include dual SRS airbags, four-wheel ventilated 

disc brakes, and Electronic Brake force Distribution (EBD). 

Hino says the 300 Series Cab has been tested to the UN ECE 

R-29 cab strength certification and features narrow A-pillars, 

which ensure a nearly uninterrupted forward view. 

Forward vision is complemented by the heated and 

electrically operated flat main mirrors, and the convex spotter 

mirrors which offer vision to the side and behind the vehicle. 

“When combined with the high definition waterproof 

and infrared Reverse Camera, the new 300 Series offers near 

360-degree vision for improved safety when manoeuvring the 

vehicle,” Petrovski says. 

Hino Australia general manager Bill Gillespie believes 

the new 300 Series models are the cornerstone to achieve 

Hino’s long-term business goals in what is possibly the most 

competitive segment in the Australian truck market. 

“With new entrants arriving all the time, we need to keep 

moving and innovating, if we’re to retain and grow our Hino 

light-duty sales,” Gillespie says. 

“The 300 Series range represents 58 per cent of our Hino 

sales volumes each year, having broad appeal to buyers across 

many segments. This range remains a linchpin in our Hino 

line-up.” 

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and 24-volt trucks. 

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SUPPORT BRANCHES 

ALBURY/ WODONGA (02) 6024 2133 

SHEPPARTON (03) 5821 3172 

DUBBO 0423 057 844 

NEWCASTLE (02) 4964 2255 

SYDNEY (02) 9833 1900 

BRISBANE (07) 3277 0980 

SWAN HILL (03) 5032 1174 

HORSHAM (03) 5381 1532 

BORDERTOWN (08) 8752 0077 

AUSTRALIA WIDE NETWORK 

WAGGA WAGGA (02) 6926 0400 

MELBOURNE (03) 8360 3166 

PERTH (08) 9356 2545 

ADELAIDE (08) 8262 6399 

Lic.no.MVRL 15274 ARC No AU21030 

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MELBOURNE PERTH

tech briefs 

Truck and 

trailer hire 

expansion 

TR Group has announced the launch of TR Group 

Australia, formerly known as Semi Skel Hire. TR Group 

acquired the Melbourne-based trailer rental company 

in July 2019 as a first step into the Australian truck and 

trailer hire market. 

Over the past year, TR says it has expanded the 1,300- 

strong fleet by adding 45 new prime movers to what 

was a trailer-only fleet. In addition, TR now boasts over 

20 PBS-approved A-doubles and super B-combinations, 

which it says arefully permitted in accordance with the 

National Heavy Vehicle Regulator’s regulations. 

A Brisbane branch close to the port on Lytton Road 

was opened in February this year, which TR Group says is 

part of its strategy to expand nationwide. A new 75,000 

cubic metre Melbourne site on Boundary Road opens in 

September. 

The business has operated as TR Semi Skel Hire in 

Australia since the takeover, under the leadership of TR 

Group’s Chris Perry, who relocated to Melbourne from 

New Zealand. Perry says he is delighted with all the hard 

work done by the team over the past year and feels the 

time is right for TR Group to become known in its own 

right across Australia: 

“We bought a fantastic business in Semi Skel 12 

months ago that was extremely well-known here in 

Melbourne as a great trailer hire company,” Perry says. 

“As we expand beyond Melbourne and add trucks to 

our fleet, we feel the time is right to be clear about who 

we are and what we can offer to the Australian transport 

industry. 

“TR Group has grown steadily over the last 30 or so 

years in New Zealand, on the back of being the best we 

can be at renting and leasing trucks and trailers. We 

couldn’t have done that without a great team and the 

support of our fantastic customers. 

“Our aim is to try and build a similar business across 

Australia showing the same level of service 

and expertise so we can all be successful together. 

“We appreciate these are tough times for everyone here 

in Australia, but our aim is to be ready for our customers 

with quality Australian-built gear at competitive rates 

whenever and wherever we’re needed. 

“If we can do that, I’m confident customers will see 

the benefit in what TR Group has to offer for all of their 

heavy commercial short-term and long-term needs,” 

Perry says. 

Since TR Group’s founding in 1992, the company has 

reportedly grown to a fleet of 7,000 heavy commercial 

rental and lease vehicles and a team of 200 across 

Australia and New Zealand. 

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Daimler backs NHVR’s clean, safe trucks plan 

DAIMLER TRUCK and Bus Australia Pacific 

president and CEO Daniel Whitehead 

has lauded the National Heavy Vehicle 

Regulator‘s (NHVR) focus on encouraging 

truck safety and environmental advances. 

The NHVR recently released its Vehicle 

Safety Environmental Technology 

Uptake Plan, which sets out a pathway to 

remove red tape that currently limits the 

uptake of truck technology that reduces 

emissions and improves safety. 

Whitehead says the NHVR Uptake Plan 

is a valuable contribution that has the 

potential to help the Australian transport 

industry operate more efficiently, cut 

emissions and ultimately reduce road 

accident trauma. 

“The NHVR has a critical role in being 

able to help the increased take up of lifesaving 

safety technology and improved 

emission technology, so it is fantastic that 

the team has stepped up to advocate for 

positive change,” he says. 

“The transport industry stands to 

benefit from the leadership shown on 

this issue by NHVR chair Duncan Gay and 

its chief executive officer Sal Petroccitto.” 

Whitehead pinpoints technology 

such as Autonomous Emergency Braking 

(AEB), which has been mandatory for 

new trucks sold in Europe for years, 

and included in Daimler’s Mercedes- 

Benz, Freightliner and Fuso brands. 

He says such vehicle enhancements 

should be more aggressively encouraged 

in Australia by lawmakers. 

“Fleets who have taken up this 

technology in Australia and some 

of Daimler’s overseas markets have 

measured a dramatic reduction in costs 

from nose to tail accidents that either 

don’t happen or just aren’t as severe,” 

Whitehead adds. 

“So, even from a purely economical 

perspective, this technology makes sense. 

But that doesn’t take into account the 

reduction of road trauma and human 

cost that those accidents may have 

caused were it not for AEB.” 

When it comes to encouraging engines 

that meet Euro 6 emission standards, 

Whithead says it makes sense. 

“Going to a Euro 6 engine reduces 

particulate matter by more than 99 per 

cent and reduces nitrogen oxide by more 

than 97 per cent, as well as being quieter. 

“In our case, Daimler Euro 6 engines 

have also delivered fuel savings,” 

Whitehead says. 

Mercedes-Benz claims to be the first 

truck manufacturer to offer a full range 

of trucks with Euro 6 engines for every 

Above: Daimler Truck and Bus Australia 

Pacific president and CEO Daniel Whitehead 

power rating level when the fourth 

generation Actros was introduced 

locally in 2016. Towards the end of 

2019, Freightliner is said to have 

introduced the only conventional truck 

in Australia that comes standard with 

an engine that meets Euro 6 emission 

standards; the Cascadia. 

Fuso Australia is also preparing 

to introduce the world’s first series 

production all-electric truck, the 

eCanter. 

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AUGUST 2020 67

tech briefs 

Allweld handpicked for Qld 

government support 

ONE OF the beneficiaries of Queensland’s 

Jobs and Regional Growth Fund is 

Maryborough-based truck and transport 

fabricator Allweld Manufacturing. 

The company will diversify into 

defence and aerospace supply with 

funding support as part of the $175 

million state initiative. 

“Over the years we’ve been able to 

secure new markets and we are now 

designing and manufacturing a range 

of customised transporters including 

prime movers, tippers and trailers as 

well as fire, rescue and ambulance 

vehicles and marine craft,” Allweld 

owner Andrew Shilleto says. 

Allweld project executive manager 

Josh Linwood says the funding support 

will assist the company to expand its 

manufacturing facility in Maryborough 

and diversify its production into new 

specialised areas. 

Queensland premier Annastacia 

Palaszczuk backs the business to help 

drive the state’s COVID-19 economic 

recovery. 

“Regional manufacturers are helping 

to power Queensland’s economic 

recovery from the worldwide impact 

of COVID-19 by investing locally and 

creating jobs,” Palaszczuk says. 

“In this case the assistance will allow 

Allweld to enter into an exciting new 

growth phase and increase its workforce 

by more than 40 per cent over the 

next four years, with 12 more full-time 

equivalent roles to be added to its 

existing 27.” 

The Queensland Premier is no stranger 

to supporting the road transport 

industry, launching the opening of the 

new Volvo headquarters at Wacol in 2018. 

Minister for state development 

Kate Jones says Allweld was one of the 

Queensland businesses benefiting 

from supply-chain opportunities in 

Queensland’s expanding defence and 

aerospace industries. 

“Allweld is already a renowned 

manufacturer for the road transport 

and marine industries and now, with the 

government’s help, the sky’s the limit for 

their future expansion into defence and 

aerospace,” Jones says. 

“Allweld will now get its expansion 

underway with completion expected 

by January 2021.” 

The Queensland Government’s 

Economic Recovery Strategy is based 

on the priorities of building vital 

infrastructure, strengthening the 

state’s industries and enabling 

future growth. 

Above: Queensland premier Annastacia 

Palaszczuk gets behind the wheel during 

the opening of the new Volvo headquarters 

in 2018 

Below: Annastacia Palaszczuk visits 

the Allweld Manufacturing premises in 

Maryborough 

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FOR THE OWNER-DRIVER Frank Black 

Bordering on frustration 

Where is the common sense in COVID-19 border 

closures as road transport suffers lengthy delays? 

ARETURN to lockdown is 

another blow to our economy, 

but this time around the 

element of surprise has 

been removed. 

Whether or not a second wave 

could have been prevented 

is beyond my expertise, nonetheless, 

we were warned of the possibility long 

before the first wave was over. 

So why, this time around, have we seen 

border closures become an even bigger 

mess than they were a few months ago? 

When there was a shortage of toilet 

paper, tinned food and pasta, all 

eyes turned to the truckies. Now that 

supermarket shelves have resumed a 

sense of normality, is trucking no longer 

an essential service? 

The state of New South Wales didn’t 

seem to think so, when they closed 

their border with Victoria and expected 

truck drivers passing through the 

state to self-isolate for 14 days. The 

ridiculous notion only lasted a couple 

of days and following campaigning 

from the Transport Workers’ Union, 

NSW introduced a new permit to allow 

truckies to pass through. But rather than 

all that effort, all that was needed was 

common sense. 

How out of touch do you have to be 

to expect truck drivers moving freight 

from one end of the country to another, 

running to tight deadlines with an 

ever-increasing push for immediate 

deliveries, to be able to set aside 14 days 

each time we pass through a state? Not 

to mention that those 14 days would 

be spent away from our homes, our 

families, and inside the cab of a truck – 

where we already spend more time than 

our own beds. 

We all need to do our bit to protect 

ourselves and others during this 

pandemic and I, like most truckies, have 

been carrying disinfectant, gloves and 

masks with me to limit the risk of spread 

when picking up and dropping off loads. 

We also need food, medicines and 

supplies. And we’re not going to get them 

to where they need to be with truck 

drivers stuck in the wrong state. 

news that I should apply online 

for a permit to cross into SA. After 

searching online for the appropriate 

page and completing the online 

application, I was advised it could 

take up to 72 hours to process, and 

to proceed to the border where in 

the absence of a border pass, I would 

be required to complete the same 

documentation again. 

• June 26: I arrive at the border in my 

truck and pass easily through the 

border following a few questions about 

fruit flies (no mention of the virus and 

no documentation necessary). 

• July 5: Hear back SAPOL: Cross Border 

Assessment Unit that my permit was 

denied (by this point I had already 

departed SA). 

• July 5: Contact SAPOL: Cross Border 

Assessment Unit and explain I don’t 

have the documents they requested 

as I’m not an employee driver. I’m told 

to provide alternative evidence – a 

photocopy of my heavy vehicle driver’s 

licence would suffice. 

All in all, this ludicrous process took 

more than a week of faffing around to 

provide evidence that I’m a truck driver, 

FRANK BLACK has been a 

long distance owner-driver 

for more than 30 years. 

He is the current ownerdriver 

representative on 

the ATA Council. 

BELOW: No truck-only 

lane crossing the border 

into Queensland. 

Photo by Greg Bush 

“The last thing we need is 

hold ups keeping us from 

delivering on time.” 

when clearly all the evidence I really 

needed was to show up in my truck. 

What better evidence is there than that? 

There was no advance warning of 

changes when most truck drivers would 

already be in transit. On the other hand, 

I have friends that have a heavy vehicle 

licence, yet they haven’t driven a truck 

in 30 years, does that mean if they send 

a photocopy of their licence they are 

eligible for a cross border pass, when 

the passes for genuine truck drivers are 

being denied because of paperwork? 

It’s laughable; only the humour 

disappears when you recall how valuable 

time is to an owner-driver. We don’t sit 

in offices with photocopiers at the ready 

to scan licenses and spend hours filling 

out forms. We’re just trying to get from 

A to B as quickly and safely as possible, 

to fulfil our duties to the contract and 

maintain good relationships to pick up 

more work in the future. 

MAKING UP THE HOURS 

These days we probably spend more 

time ringing each other to try and make 

sense of these confusing changes than 

we do getting the rest we need to do our 

jobs safely. 

Add to that an extra few hours spent 

in queues behind cars of holidaymakers 

trying to pass through closed borders. 

The Queensland border’s failure to 

cordon off a truck-only lane heaps the 

pressure on us to make up those hours 

on the road. 

Every minute counts in the transport 

business. The last thing we need is hold 

ups keeping us from delivering on 

time. It just adds more pressure to the 

dangerous nature of our jobs. 

We’ve been declared essential workers 

– although our work has not changed 

from what it has always been. The nation 

as we know it has always been reliant 

on trucking, it’s only during this time of 

stripping back our lives and reflecting 

on the essentials that the importance of 

our work has been acknowledged. 

It’s time to apply that recognition and 

some intelligence to the systems around 

trucking that are making it difficult for 

us to just do our jobs. 

COVID-19 RESTRICTIONS 

In the first wave of cases and closures, 

we continued to pass through states 

with little fuss. This time around, 

common sense is lacking in every way. 

Let’s take my encounter with the 

SAPOL (SA Police): 

• June 25: While in transit I was only 

alerted to the changes via the radio 


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Owner/Driver #331

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