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ownerdriver
MARCH 2020 #326

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL OWNERDRIVER.COM.AU

Truck of the Year

‘Kyecon’ Kenworth snares the
2019 Tranzmile trophy
See page 22

Worldly advice
United Nations demands minimum
30 day payments for owner-drivers
See page 50

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22 24 74
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OWD-FP-5211069-CS-324

Contents #326
24
22 TRANZMILE TRUCK OF THE YEAR
A stunning reminder of a tragic
accident has landed the Yates family
the coveted 2019 Owner//Driver
Tranzmile Truck of the Year award
with their ‘Kyecon’ Kenworth T909
24 TAKING THE CAB-OVER OPTION
AllStone Quarries boasts a sparkling
600hp Volvo FH16 in its ranks, but the
company also has a couple of classic
Macks tucked away in the shed
39 THE DEFINITION OF ‘WORK’
What counts as work time? Is it more
than just the hours spent driving the
vehicle? Solicitor Sarah Marinovic
looks at our fatigue laws
42 W MODEL’S LEADING ROLE
Although not a fleet owner in the true
sense, truck enthusiast Rob Starcic
4 MARCH 2020
was swept away when he first laid eyes
on his stunning W925
50 GLOBAL COMMON GROUND
The United Nations is demanding that
trucking customers pay owner-drivers
in 30 days – and that truckies be
treated much better in a whole lot of
other ways too
63 EXPERTISE COMBINED
IN INDUSTRY ALLIANCE
Peak truck and componentry bodies
Heavy Vehicle Industry Australia
(HVIA) and Australian Road Transport
Suppliers Association (ARTSA) have
formed a new partnership combining
their resources and expertise
66 BRAKING GOOD
Manufacturers are increasingly
providing automatic emergency
MARCH 2020
“The neglect of training in
22
some countries is one of the
causes of the low status and
high turnover of drivers.”
braking as standard technology in
new trucks, and within a few years
the life-saving wizardry is likely to be
compulsory in all new heavy vehicles
74 QUON POPS THE QUESTION
With the startling news that Volvo
Group is selling its UD business to
Isuzu, it’s ‘business as usual’ including
the upcoming launch of a Quon eight-
wheeler engineered exclusively for the
Australian market
80 CARRYING THE BATON
80
Behind the mild manner exterior
of Isuzu Australia chief Andrew
Harbison lurks a shrewd, highly
driven individual with no doubts
about where Isuzu needs to be.
At the top!
66
ownerdriver.com.au
N O W S H O W I N G A T A D A I M L E R T R U C K D E A L E R S H I P N E A R Y O U

PRESENTS THE

STARRING COLUMBIA CL112

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FREIGHTLINERAUS FREIGHTLINERAUS FREIGHTLINER.COM.AU
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ownerdriver
EDITORIAL
Managing Editor: Greg Bush
Ph: 07 3101 6602 Fax: 07 3101 6619
E-mail: greg.bush@bauertrader.com.au
BEHIND THE WHEEL Greg Bush
Digital Content Manager/Deputy Editor:
Cobey Bartels Ph: ¢¢
E-mail: cobey.bartels@bauertrader.com.au

Family’s worthy win

Technical Editor: Steve Brooks
E-mail: sbrooks.trucktalk@bigpond.com
Contributors: Warren Aitken, Frank Black,
Warren Clark, Mark Gojszyk, Rod Hannifey,
Michael Kaine, Sarah Marinovic,
Steve Skinner, Ken Wilkie
Cartoonist: John Allison

F
PRODUCTION
Sub-editor: Cat Fitzpatrick
Designer: Bea Barthelson
Print: APN Print
IRST THINGS FIRST. Congratulations must go to meeting in Geneva, Switzerland last year. Namely ATA chair
Peter Yates and his family for taking out the 2019 Geoff Crouch and TWU national secretary Michael Kaine.
ADVERTISING
Brand Sales Manager (Qld): Owner//Driver Tranzmile Truck of the Year with Both believe it’s time for big business to halt the process of
Sean Owens Ph: 0439 739 933 their Kenworth T909. It was a close run affair with withholding payments to sub-contractors.
E-mail: sean.owens@bauertrader.com.au
State Sales Manager (Qld):
stiff competition from the other 11 contenders This ridiculous situation is not only prevalent within
'DYLG:LOWVKLUH3K who were each featured in a Truck of the Month Australia, it’s also an issue in many countries around
E-mail: david.wiltshire@bauertrader.com.au
pictorial throughout the year. the world.
Sales Manager (Vic):
Matt Alexander Ph: 03 9567 4211 These included stunning trucks such as Jamie Redshaw’s The catchcry should be, “we’ve done the work, now show
E-mail: matt.alexander@bauertrader.com.au 1991 Ford LTL 9000, Michael and Melissa Lake’s White 4000 and us the money”.
Sales Manager (NSW):
Antony Bladen Ph: 0437 371 097 Roger Preston’s 1978 R700 Mack.
E-mail: antony.bladen@bauertrader.com.au Peter and Sheridan Yates’s T909, however, attracted the most IT’S WELCOMING to read Heavy Vehicle Industry Australia
Sales Manager (SA):
1LFN/HQWKDOO3K
votes online, earning the Tranzmile trophy. (HVIA) teaming up with the Australian Road Transport
E-mail: nick.lenthall@bauertrader.com.au As mentioned in our December 2019 story, and again Suppliers Association (ARTSA).
Sales Manager (WA): on page 22 of this issue, the T909 was dubbed the ‘Kyecon’ This could work out to be a match made in heaven and will
*UHJ%RDVH3K
E-mail: greg.boase@bauertrader.com.au Kenworth, in memory of their late son Kye who passed away only benefit the heavy transport industry. Read more on this
Agency Sales Manager (NSW): at age 10 in June last year. on page 63 of this issue.
0D[.RORPLLHWV3K
E-mail: max.kolomiiets@bauertrader.com.au Incidentally, this was the final year of Tranzmile
MARKETING & DISTRIBUTION sponsoring the Owner//Driver Truck of the Month and Truck FINALLY, THERE’S confusion about mobile phone laws being
Marketing Manager: Andrew Amato of the Year. The baton has now been passed to Valvoline who introduced across the country. Not so much about talking
Ph: 03 9567 4145
E-mail: andrew.amato@bauertrader.com.au
will take over the naming rights throughout 2020. and texting while holding the phone, but whether the laws
Circulation Manager: Stuart Jones If the quality of the first three contenders of the year is translate to hand-held UHF use.
Ph: 03 9567 4207 anything to go by, it will be another highly competitive field, Have no fear. The new mobile laws do not include CB radios
E-mail: stuart.jones@bauertrader.com.au
culminating in the Valvoline Truck of the Year, which will be or any other two-way radio use while driving in New South
DISTRIBUTION QUERIES
Distributed by Ovato Distribution voted on next summer. Wales and Queensland (although there’s a fair bet that the
EXECUTIVE GROUP authorities will have a crack anyway).
GM – Transport & Machinery: Graham Gardiner IT’S INTERESTING to see the Australian Trucking Association Victoria, South Australia and Western Australia are a
Group Finance Manager: Cain Murphy (ATA) and the Transport Workers Union (TWU) nodding their little more ambiguous with their wording, so take care. The
Senior Producer: Tim Kenington
heads in agreement over owner-driver 30-day payments. authorities in Victoria can nab you for simply looking at your
Support Services Manager: Regina Fellner
Sales Director: Matt Rice As said in Steve Skinner’s story (page 50 of this issue), both smart watch.
Group GM Trader: Terry Williams-King had representatives at the International Labour Organisation So safe driving and keep your eyes on the road.
ISSN 1321-6279
SUBSCRIPTIONS FOR ALL SUBSCRIPTION SALES AND ENQUIRIES
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3KDPSP(670RQWR)UL
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OwnerDriver has an expanding national circulation, with emphasis on maximum saturation
and readership throughout all Australian states and territories. Our efficient delivery service
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6 MARCH 2020 ownerdriver.com.au

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OWD-DPS-5183746-CS-326
The Goods NEWS FROM THE HIGHWAY AND BEYOND
Council and Holcim cop TWU spray
Truck driver TRANSPORT WORKERS UNION (TWU) of
New South Wales has accused Holcim
receives fine Australia Readymix and, Fairfield City
Council of imperilling the safety of a
from Fairfield concrete agitator owner-driver.
The union’s ire is raised especially
Council ranger towards Fairfield as Holcim had the
driver working on a council project
while waiting to when he copped a traffic infringement
fine from a council ranger while being
unload during a parked up waiting to unload.
“In the view of the TWU, Holcim
council project Australia Readymix and Fairfield City
Council have failed in their duty of care
towards our member when it came to
the safe delivery of concrete to a Fairfield
City Council worksite,” state secretary
Richard Olsen says.
“Our member, an owner-driver has
been driving a concrete agitator as a
contractor for Holcim for 32 years with a
clean driving record.
“He attended a worksite operated by
Fairfield City Council to deliver four
cubic metres of liquid concrete for kerb
and guttering works.”
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TWU NSW says intervention meant the
driver did not receive a conviction from
the court through a court order known
as a “section 10”.
It says magistrate Theo Tsavdaridis
agreed that it was an unusual situation
that the council was both the prosecutor
and the client for the work completed.
It quotes him going on the record with
words to the effect: “I cannot think of
a more appropriate situation than this
matter where s.10(3) would be invoked
in relation to the trivial nature of an
offence.”
TWU NSW alleges that council failed
to introduce traffic management
measures and all but invokes Chain of
Responsibility (COR) imperatives.
“Safety in the transport industry is a
shared responsibility,” Olsen says.
“Clients like Fairfield City Council
and contracting companies like Holcim
Australia’s Readymix must explain to
our members why they are not properly
ensuring a safe, managed drop off zone
for deliveries.
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“I am asking the regulator to seek
better compliance from clients and
companies like Holcim, ensuring a safer
workday for transport workers.
“Currently the shared responsibility
for safety is not equal; transport
workers are still copping the major
part of the load. In our member’s case,
a loss of income, an unnecessary day in
court simply because a simple act
of communication and the provision
of a traffic management plan was
missing.
“Holcim should not have sent our
member to the site without ensuring the
compliance and permits were in place.
“Legally enforceable changes are
required to ensure driver safety and that
is not just in the driver’s cab.
“Changes right across the supply
chain will push clients like Fairfield
City Council to take their shared safety
responsibilities more seriously.”
Responses are awaited from Fairfield
City Council, Holcim Australia and the
NHVR.
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND

Sterle puts supply chain firms on notice

WA Senator welcomes wage theft and
payment terms crackdown but seeks federal
focus on transport
SENATOR GLENN STERLE has used the ongoing
‘wage theft’ issue to warn what he sees as supply
chain predators that they will be exposed.
Sterle, the Shadow Assistant Minister for Road
Safety who chairs the Senate inquiry into road
transport industry, was reacting to a report in
the West Australian newspaper that reflected the
federal government’s stated attitude to worker
underpayments.
“I read with interest in the West Australian that
the Minister for Industrial Relations, Christian
Porter, has put corporate Australia, or as I like to
refer to them, the economic managers at the top
of the supply chain, on notice amid more news of
wage theft overnight,” he says.
“After it was revealed that Coles ripped off more
than $15 million from its staff, the Minister
warned companies that if they are found to have
underpaid their staff, they will face the ‘most
vigorous’ wage theft laws ‘Australia’s ever seen’.
This is a good thing for Australian workers.
“But it must not stop here.”
Sterle then proceeds to link wage theft with
the effects of extended payment terms affecting
the industry.
“We in the transport industry know that wage
theft in the transport industry has been rampant
for years,” he says.
“And has anything been done to hold the
economic managers at the top of the supply chain
in the transport industry to account? No.
“If Minister Porter was serious, and I don’t
believe he is, he would act against clients of
transport companies who squeeze the financial
ōĶưĶŕīĎëƷōĶīIJƐƆşƖƐşĪƐIJĕƆƖżżōƷĈIJëĶŕĎşƱŕȰɐ
“And do we hear anything from the federal
government about wage theft from our truckies,
owner drivers and trucking companies? No!
“Wage theft and lengthy payment terms are
both results from the dodgy management of
those at the top of the supply chain who continue ABOVE: Western Australia Senator Glenn Sterle
to squeeze everything they can out of the
transport industry.
“These companies know who they are and I will
continue to call them out until they change their
bad management habits.”

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12 MARCH 2020 ownerdriver.com.au

THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Using technology to combat fatigue
NHVR-commissioned research looks at identifying driver distraction
FATIGUE DETECTION technology is
the National Heavy Vehicle Regulator’s
(NHVR) next focus in its ongoing deep
dive into ways to combat a scourge of
the trucking industry.
The regulator is to consult
with industry on what safety and
productivity role the technology can
and does play.
According to the NHVR, the latest
research it commissioned by shows
there are considerable safety and
productivity benefits for heavy vehicle
businesses using technology to monitor
fatigue and distraction.
The move follows an earlier finding
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14 MARCH 2020
on the performance of Advanced Fatigue
Management (AFM) in boosting safety
cultures and productivity.
Both are part of a five-phase Fatigue
Monitoring Trial to gain a greater
understanding of the characteristics,
performance and utilisation of a range
of fatigue and distraction detection
technologies (FDDTs) currently used in
the heavy vehicle industry.
The trial aims to assess:
• whether the technology is capable of
correctly identifying unsafe driving
behaviours attributable to fatigue
and/or distraction within the heavy
vehicle industry
• the potential capability of such
technologies to help reduce fatigue
and distraction related events and
thus improve safety outcomes within
the heavy vehicle industry regulatory
environment
• if appropriate, how best to encourage
industry uptake of such technology.
“This really has the potential to be a
game changer and we will work towards
a collaborative approach to adopting
the new technology that includes
drivers and management,” NHVR fatigue
specialist Andreas Blahous says.
The NHVR commissioned
independent consultants from HGH
Consulting and CQ University, including
fatigue specialist Dr Drew Dawson,
along with Andrew Higginson and
Dr Madeline Sprajcer, to undertake
the study, following feedback from
operators at the inaugural NHVR Fatigue
Safety Summit in 2018.
The study included information
from 80 transport and bus company
employees – including drivers, owners,
schedulers and safety staff – from 12
road freight and bus companies.
Interviews were also conducted with
eight suppliers involved in developing,
manufacturing or selling safety
equipment.
“The study found that the use of
technology significantly reduced the
frequency of fatigue and distraction
events and ‘will enable drivers and
operators to better identify and
address unsafe driving behaviours
prior to accidents’,” Blahous says.
“According to the research,
the technology showed that
distraction events outnumbered
fatigue events by four to one.”
The phase two conclusions are
headed by a response revealing the
near-unanimous revealing belief
that the effective use of fatigue and
distraction detection technology
will profoundly reduce the frequency
of fatigue and distraction events
while driving.
Reflected strongly is recognition
that “genuine partnership” between
governments and industry to encourage
and support the widespread adoption
of fatigue and distraction detection
technologies is crucial.
FDDTs are seen as highly effective
in stepping beyond legacy mandated
approaches to fatigue management that
unnecessarily compromise operational
efficiency or produce “paradoxical
and/or perverse safety outcomes as
can sometimes be the case under the
current highly prescriptive ‘one size fits
all’ approach to managing fatigue under
the Heavy Vehicle National Law (HVNL)”.
Also high on the responders’ agendas
is driver fitness for duty (FFD) as a key
strategy to help reduce fatigue related
accidents.
ownerdriver.com.au
 keeping you
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Bobbins bouncing back after bushfires
Director cites inadequate assistance from bureaucrats and politicians
WHILE MAINSTREAM news coverage of
the bushfire disaster focuses on stories
of individuals and towns, little focus has
been on one of the industries crucial to
the recovery – trucking.
With roots in the NSW south coast
town of Pambula, and a constant
presence along the east coast for the
best part of 50 years, Bobbins Transport’s
business operations bore the brunt of
the bushfire disaster.
“We have basically been isolated with
roads closed in every direction at various
times,” director Neville Bobbin says.
“Some of our staff were evacuated up
to four times from their homes over a
three-week period.
“During the height of the emergency,
we sourced and delivered numerous
truckloads of food to various evacuation
centres within the local government
area and other areas.
“The road closures required us to
travel alternate routes that may have
been available at a significant cost to
the business.”
The added overheads are compounded
by reduced tourism and industry in
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the region, two of the company’s main
income sources.
“The Bega Valley in January sees over
20,000 holidaymakers to the area and
when the emergency was declared in late
December they were requested to leave,”
Bobbin says.
“This directly affected us with
a significant reduction in freight
requirements to the region.
“The fires have affected the dairy
industry as well as the timber industry
and this effect will last for some time –
the timber supply of both hardwood and
softwood has been dramatically affected
and cannot be replaced overnight.”
The recovery has begun but the going
is slow, Bobbin says.
His concern for the future is driven by
a deep concern about the bureaucratic
response.
“With roads now open, we have quickly
resumed business but at a much lower
level than previous years.
“This will continue for some time and
we will have to approach the issue of
putting staff off at some time.
“We have had visits from the prime
A Bobbins Transport
Western Star amid
January’s smoke haze.
Photo: Facebook
minister, deputy PM, premier, deputy nothing to businesses that have lost
premier and various senators and income or incurred extra expense to
ministers to fly the flag. provide a service to the community in
“I would like to say that these visits which they operate,” Bobbin says.
have had outcomes but they have been “In fact, if the criteria is not changed,
nothing more than flying the flag and then you can expect less than two
saying ‘we feel your pain’. per cent of business to receive any
“The current guidelines for business assistance.”
assistance are of little use and offer – Mark Gojszyk
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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Awareness Day funds donated to charity
The Newcastle Hunter Transport Awareness Day committee has
handed over $47,000 to two of the region’s local charities
FOLLOWING LAST November’s
successful Newcastle Hunter Transport
Awareness Day, the event’s committee
has announced that $47,000 raised will
be donated to two local charities –
Westpac Rescue Helicopter Service and
Ronald McDonald House Newcastle.
The presentation was held at
Ronald McDonald House Newcastle on
February 5 where the Newcastle Hunter
Region Transport Awareness Group’s
(NHRTAG) committee handed over
cheques of $23,500 to each charity.
“This will ensure our Westpac Rescue
Helicopter Service is there ready to
respond 24/7 and keep the service free
of charge and assist Ronald McDonald
House Newcastle by keeping families
of seriously ill children together and
close to the care their children require,”
the NHRTAG said in a statement.
“It was an honour to be shown
around the House again and also
to see beautiful Emily doing so well.”
Emily, who was diagnosed with
leukaemia at age 4, starred in the
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early in 2019.
The NHRTAG says credit for the
success of the event, which celebrated
its 25th anniversary on November
10, goes to its major sponsors who
worked closely with the committee to
host the Transport Awareness Day. The
2019 sponsors include Muscat Trailers,
Gilbert and Roach Newcastle, HYVA,
Firestorm Fire Protection, Transport
NSW, National Central, North Star
Motors Newcastle, NatRoad, Carter
Heavy Haulage, Driver Training NSW,
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over the cheques to beneficiaries Westpac
Towing & Salvage. of volunteers, they are all passionate Rescue Helicopter and Ronald McDonald
“We would also like to thank individuals driven by community House Charities on February 5
everyone that attended the event, involvement and satisfaction.
purchased raffle tickets or auction “Words cannot describe the number
items, made donations and helped of hours that go in behind the scenes
were needed.” to make this event happen; so a
The Newcastle Hunter Region massive congratulations to you all.”
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 truck of the year

‘KYECON’ KENWORTH
A POPULAR PICK A stunning reminder of a tragic accident has landed
the Yates family the coveted 2019 Owner//Driver Tranzmile
Truck of the Year award. Warren Aitken writes

22 MARCH 2020 ownerdriver.com.au

I
T WAS AN extremely competitive field for the 2019 award as “a pinnacle” of Kye’s dream, he was extremely Above: Owner//Driver’s Warren
Tranzmile Truck of the Year award and while it really emotional when he explained the journey that the Kyecon Aitken presents the Tranzmile
Truck of the Year trophy to the
could have gone to any of the 12 entrants, it was the Yates Kenworth has been on since its creation. Yates family of Kiama, NSW
family with their T909 Kenworth that secured the votes “Once we got Rig of the Month I thought, ‘man we could win
from Owner//Driver readers. this for Kye’,” Peter recalls. “When I found out, I was actually on Opposite: Peter Yates with wife
The ‘Kyecon’ Kenworth was December’s Truck of the the boat about 20 miles off the coast and couldn’t believe it.” Shez and daughters Bella and
Alysha proudly hold the 2019
Month so it’s still fresh in everyone’s mind. The beautiful It was a privilege to be able to inform Peter that the Owner//Driver Tranzmile Truck
black T909 belongs to Peter and Sheridan ‘Shez’ Yates. public had voted Kyecon the Truck of the Year. His first call of the Year trophy
Together they run Yatcon, a civil construction company he made was to his wife Shez, which he also admits came with
in Kiama, NSW. a few tears.
However, tragedy had struck the Yates family in June last “It’s just the summit, we’ve reached the pinnacle. Everyone
year when their 10-year-old son Kye was killed in an ATV dreamed of what’s happened,” Peter says, referring to the win
accident on the family farm. It was a devastating accident that with deep emotion.
no family should ever have to endure. Kye was described as “an “To build a truck, with the help of Suttons, and then to reach
old man in a young man’s body”, his capacity for generosity, this, with all the community support, it’s awesome.”
care, compassion and thoughtfulness was well beyond that So, congratulations to Peter, Shez, and daughters Bella and
expected from a boy that age. Alysha. They have been through a tragedy that no family
Since he was five years old, Kye had been the family’s driving should have to endure. But with the help of many companies
force when it came to fundraising for the i98FM Illawarra and individuals, they have a truck and a legacy that Kye would
Convoy. He began by persuading his dad Peter to drive the be extremely proud.
company Iveco in the convoy and ended with the Yates family The Kyecon Kenworth T909 is an extremely deserved winner
sponsoring a yearly FMX show that brought hundreds of of the 2019 Owner//Driver Tranzmile Truck of the Year.
people and thousands of dollars into the event.
Even still, this wasn’t enough for the plucky Kye. He
hounded his father to bid for the lead truck role in the i98FM
Convoy, all in the name of charity. “Once we got Rig of the Month
Building the dream
Five days after Kye’s passing, and filled with grief, Peter rang
I thought, ‘man we could win
Suttons Trucks and ordered Kyecon. With assistance from
Michael Maranda, the local Kenworth salesman, the truck
was put on the books and Peter left Michael in charge of
this for Kye’.”
producing a truck fit for a 10-year-old legend.
While the Kyecon truck was being constructed, the Yates
family set about the other half of Kye’s dream, achieving the
lead truck position in the i98FM Illawarra Convoy. In order to
achieve that there was an enormous amount of fundraising
required. The previous year the position went to Rob Starcic
and the Team Dandaloo boys who raised over $300,000.
At the start of November 2019, with the stunning Kyecon
truck sitting outside the family home, the Yates family took
part in the live auction for lead truck position. With an
incredible bid of $500,000 they achieved Kye’s dream. What was
even more incredible, a few days beforehand they had also
topped the auction for lead bike as well with a bid of $108,000.
Leading bids on both truck and motorbike had never been
achieved before and neither had a there been such a massive
fundraising amount $608,000.
Then in December 2019 the Kyecon Kenworth took the
Owner//Driver Rig of the Month title.
Following two months of voting, the Yates family’s stunning
T909 voting eventually handed the Yates family the coveted
Owner//Driver Tranzmile Truck of the Year trophy as well.
“It’s just been awesome,” Peter Yates says. Describing the

ownerdriver.com.au MARCH 2020 23

 company profile

TAKING THE
CAB-OVER OPTION
AllStone Quarries boasts a sparkling 600hp Volvo
FH16 in its ranks, but as Warren Aitken discovers, the
company also has a couple of classic Macks tucked
away in the shed

24 MARCH 2020 ownerdriver.com.au

ownerdriver.com.au MARCH 2020 25
 “Rick had no qualms jumping from
his old Mack Trident into his new
‘Swedish Rolls Royce’.”

T
HE FUNNY THING about doing my job is that I
can put hours and hours of time into researching
a story and countless days trying to track down
particular trucks. However, truth be told, I just
happen to stumble across many of my stories and
this one is a prime example.
As it happened, I was working hard in the office
one day (I was really surfing Facebook), scrolling
through countless motivation memes, a bit of
welcomely shared food porn and countless cool trucks
when the name Ricky Jones scrolled by, accompanied by
an extremely cool looking Volvo. I scrolled back up, had
another look, did a bit of Facebook stalking and found
plenty more shots of this cool looking Volvo and figured
that I needed to know more. So I jumped on the big tin
taxi, flew down to Melbourne, rented a very fuel-efficient
excuse for a car and drove out to Bendigo to meet Rick and
learn more about the business he works for – ASQ.
Like every good success story, let’s start at the beginning.
While ASQ, which stands for AllStone Quarries, now has a
fleet of over 20 trucks and employees numbering in the
triple figures, the family owned and operated business
actually began as a backhoe operation way back in 1969.
Graeme Bird had started his company with just a single
backhoe in the same year he married Lynette. It was a huge
year when you think about it, with the couple organising
their wedding before going out on their own in a new
business venture. It was a tough ask but Graeme and
Lynette dived in and did it.
Graeme took on all sorts of jobs from housing
foundations to water mains … whatever paid the bills.
There wasn’t much Graeme didn’t dig up. As the ’70s
progressed so did Graeme’s business and he started doing
more road projects. It was here he found a market for
decent sized gravel.
On the jobs he was doing, Graeme was finding it hard
to access the finer-sized gravel he required, so he built
his own crushing plant. Yes, you read that right – from a
backhoe to a crushing plant.
That first crushing plant became very busy and so the
structure of the business changed. The backhoe was gone
and crushing became the new game. With a new game
came a new name.

Top: The ASQ yard in Bendigo is always a busy scene

Above, middle: Graeme Bird (right) still manages to help the boys out
around the yard. Years of doing it are hard to give up

Left: Ricky Jones starts preparing the Drake float for another load

26 MARCH 2020 ownerdriver.com.au

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“The past three years have been
spent restoring it to its former glory.”
Above: The show ponies of the
fleet, the R600 and ‘Macknificent’
Super-Liner
Below: The latest ASQ rig, the
stunning Volvo sits behind one of
the original Birds brothers’ mobile
crushing unit
28 MARCH 2020
Graeme brought his brother into the mix and GR & LP Bird
was formed. With the crushing plant came a quarry, with
a quarry came trucks, with trucks and a quarry came the
need for a wholesale yard as well. While you’ve got all the
materials, you might as well get into concrete and precast
concrete. It was all a natural progression for Graeme.
As the new millennium rolled around, the business was
restructured again and ASQ was born. By now both of
Graeme’s sons, Wes and Tim, were heavily involved in
the running of the business and Graeme is very quick to
credit them with the continued growth and success of
the company.
In 2017 Graeme finally ‘retired’ and handed the company
over to his sons to continue the work. You’ll note the
quotations around the word retired. That’s because Graeme
is not the greatest at retiring. In fact he was still hanging
around the yard when I arrived at the company site. That’s
why I was lucky enough to meet him.
Household name
Graeme is far from a tea-drinking, crossword-completing
retiree. Moreover, they had to build him his own shed at the
quarry to house all the tractors he’s restoring. It seems he’s
simply become busier since his retirement. Understandable
I guess because in nearly 50 years of operation he built a
business from a single backhoe to one of the area’s largest
suppliers of aggregates. With three yards and one massive
quarry, not to mention countless pieces of equipment out on
mobile crushing contracts, ASQ is a household name in and
around Victoria.
However, I am sure most of you are here to learn a little
more about trucks than 20mm gravel, right? Well let’s get to
it. I mentioned at the start how I happened to fall into this
story when I noticed a stunning looking Volvo on a Facebook
thread. Well, after hounding Ricky Jones on Facebook and
perving at all the stunning images, I finally managed to pin
him down to do a shoot with the aforementioned Volvo. As if
that wasn’t enough, Ricky also let me shoot ASQ’s two classic
restored Macks. Seriously, I owe that man a beer!
Ricky is like a lot of ASQ employees; he is a long-term
assist. Ricky has been with the Birds for 13 years now and
even though he’s still relatively young he is one of their
most senior drivers. His current role leaves him in charge
of delivering a lot of ASQ’s equipment to its many jobsites.
There is also a set of bins that Ricky will hook up to when
the low-loader isn’t required.
The Volvo can be seen all over the southern Riverina
and north east New South Wales delivering or picking
up product.
Cab-over decision
While the majority of the ASQ fleet sports noses, and more
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 has no complaints. Well, no complaints about that, but I did

“He commends the comfort and the push him to find something he could whinge about, and
the best he could come up with was how low the Volvo’s

ride as two massive bonuses.”
Above: One of ASQs many truck
and dog tippers waits to be loaded
out at the company quarry
precisely ‘Bulldog’ bonnets, this was the company’s
first foray into the big cab-over Volvo option and Ricky
loves it. Like just about every punter that sits in one for
a day, he commends the comfort and the ride as two
massive bonuses.
Although not a fulltime overnighter, he has spent more
than enough time on the road camped in the big girl and
bullbar is. “I’ve got to angle it out on some of the driveways,”
he jokingly admits.
The 600hp (447kW) Volvo engine is also more than up to
the tasks required of it and Rick had no qualms jumping
from his old Mack Trident (which for the record he loved)
into his new ‘Swedish Rolls Royce’ as it’s been tagged.
Talking of old Macks, let’s just focus on me ‘falling into
stories’ again. After I had taken some stunning shots of
the flagship Volvo, Rick was kind enough to take me out
to another one of Graeme’s sheds where I found his two
absolutely stunning restored Macks.

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Above: The boys work hard to
position the load perfectly,
ensuring compliance is top
priority for the ASQ team
“Did you want to grab a shot of these as well?” Rick asked.
Well, I believed he asked because I was running off to my
rental car to grab my other camera at the time.
Although the big girl, the 1982 Series 1 Super-Liner, was a
purchase of passion, the 1977 R600 has a lot more history to
it. Let’s look at the Super-Liner first though.
I’m sure there are a few keen-eyed Mack fans scoffing at
me when I listed it as a Series 1. It is, trust me. “The previous
owner couldn’t find a Series 1 bonnet when he was were
restoring it,” Ricky advises, “so he just ended up fitting a
Series 2 instead.”
The truck was just a day cab when Graeme’s son Wes
found it, yet somehow they managed to track down
the truck’s original sleeper box and get that restored
and refitted as well. Some extra lights and a bit of
bling was added, the original 440hp (328kW) engine
was given a tidy up and now the Super-Liner is a
“The loyalty to one
of Australia’s most-
loved brands is based
on reliability and
performance.”
regular at truck shows in the area.
The 1977 R600 is a different story altogether. This truck
has been with the company since the early ’80s and was
originally purchased second hand to replace an old
Louisville. GR & LP Bird was growing and as such needed a
‘bigger truck’ to move its crushers around.
The purchase of the R600 was the beginning of the
Birds’s long-running relationship with the ‘Bulldog’ brand
that continues today. The loyalty to one of Australia’s most-
loved brands is based on reliability and performance.
The R600 was only officially retired a few years before
Graeme took a back seat himself. The past three years have
been spent restoring it to its former glory, with the slight
alteration of receiving the new ASQ colours rather than its
original scheme.
For those who have partners deriding the amount of
time they spend scrolling Facebook, I think the photos of
the ASQ trucks are a very solid defensive argument.
I’m glad that I happened to fall into this story; I
managed to photograph one of Australia’s coolest Volvos
and meet the highly successful ASQ team. Thanks guys.

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32 MARCH 2020 ownerdriver.com.au


TWU Michael Kaine
The bigger picture
Supply chain companies forcing drivers into unsafe
practices is not only limited to Australia
I
T’S IMPORTANT to focus on what’s
going on in our own yard, locality,
state and nation but with the
globalised and changing nature
of work it is also vital to engage in
what is happening internationally.
It’s not just enough for us to aim
to raise standards in Australia. Hard
won reforms are too susceptible to a
federal government that is willing to
sacrifice good regulation aimed at the
raising standards and saving lives.
Pressure also comes from wealthy
international corporations wanting
to set the clock back on working
practices and industry standards to
make big profits.
This is why it is important for the
international community to come
together to ensure the problems in
transport are solved in a globally
binding way. This is how many of
the big issues of the day – whether
it is human rights, refugee policy or
climate change – are formulated at
the international level. And transport
is no different.
INTERNATIONAL TREATY
The United Nations (UN) labour
body recently finalised guidelines
on road transport and these are a major
step forward in ensuring that transport
supply chains are safe and sustainable.
The guidelines were agreed at the
International Labour Organization
(ILO) by global governments, worker
representatives and employers which
met in Geneva last September (see
page 50). They are seen as a prelude
to a potential international treaty on
making transport safer and businesses
more sustainable. A treaty binding
governments across the world to
ensuring accountability on wealthy
companies at the top would target
the major retailers, manufacturers,
oil companies and the likes of Uber
and Amazon which are intent on
denying rights.
The guidelines acknowledge that
“pressure from supply chain entities
can be an underlying cause of transport
workers adopting riskier and unsafe
driving practices”.
They add that “the road transport
industry is characterised and impacted
by multiple supply chains and
contracting chains which often lead
to pressures on margins that can leave
transport workers unable to exercise
their fundamental principles and rights
at work”.
The guidelines state that governments
ownerdriver.com.au
should “through national regulation”
provide protections for owner drivers
that ensure they have cost recovery,
that they get paid within 30 days
of carrying out work and that their
contracts are transparent. It is vital
that this global meeting recognised
the rights of owner drivers to
have their fixed and variable costs
recovered and that they must receive
payment within 30 days. The rip off
of owner drivers must end. It is clear
they, like all other workers, need
protection and it is vital that this
happens on a global level to ensure
governments, employers and workers
around the world can work together to
achieve this.
The guidelines also set down that
freedom of association – the right to
organise and join a union – applies to
“all road transport workers” regardless
of employment status. This is an
important move in setting down that
whether you are a long distance driver,
an owner-driver, a courier with an
ABN or a rideshare driver: you have
the right to join a union, collectivise,
organise and demand your rights.
“Our industry needs binding
standards that protect our
jobs and our lives.”
The guidelines are a big step forward
in getting in place the regulation
we need to ensure that the deadly
financial squeeze on transport from
wealthy companies at the top ends.
The ILO, through the guidelines,
is recognising the need for safe
rates and the role that supply chain
pressure has in terms of the safety
risks in transport.
GIG ECONOMY
I had the honour of leading the
worker representative delegation at
this UN meeting and got to see how
passionate workers in other countries
are in terms of delivering safe rates
globally. In Korea great strides have
been made in getting regulation to
make the wealthy conglomerates at
MICHAEL KAINE is the the top of their transport industry
national secretary of the accountable for safety and conditions.
Transport Workers Union The United States’ push for safe rates
of Australia. Contact
Michael at: NSW Transport
has seen port drivers win rights for
Workers Union, Transport better conditions. Many countries
House, 188-390 Sussex globally are moving to regulate the
Street, Sydney, NSW 2000. gig economy.
twu@twu.com.au
The push for a treaty is something
every transport worker should make
themselves aware of and support. Our
industry needs binding standards
that protect our jobs and our lives.
Safe Work Australia statistics for 2019
show that 60 transport workers died;
up from 42 in 2018. That’s more than
one in three worker deaths involving
transport workers. There’s been
no political outcry, no guarantees
of action. Meanwhile hundreds of
transport businesses every year
continue to go bankrupt with the
loss of jobs and livelihoods.
Our industry also needs
standards globally raised so that
the rot happening abroad and being
imported here can also stop.
Work practices which would have
been unthinkable just a few years
ago – Uber drivers sacked for no
reason and delivery riders routinely
paid next to nothing for moving food
around – are now the new norm in
Australia. No one voted for it, no one
approved it and yet because of at best
apathy and at worst encouragement
by our federal government this is
now standard practice for thousands
of workers.
It isn’t stopping with rideshare
drivers or food delivery riders as
the companies behind these work
practices are moving more and more
into traditional areas of logistics. I’ve
written before about how Amazon
has an online freight system which
has driven rates down 30 per cent in
the US and how Uber is expanding its
freight system beyond North America
into Europe and beyond. Amazon
has also teamed up with Deliveroo
in what is being touted as a new
seamless delivery model – have your
food dropped off at the same time
as you groceries and packages by an
independent contractor who is not
even making the minimum wage and
can’t take time off because they aren’t
paid sick leave or annual leave.
We can change this new world
order by standing together in
Australia but also by coming together
across borders to fight for a better
industry.
MARCH 2020 33

NatRoad Warren Clark
Raising the skill set
Reinforcing investment into skills development and
licensing to the Productivity Commission
N
ATROAD recently
presented
recommendations
for improving
safety, efficiency
and sustainability
across the sector,
which largely hinge on
improved competency in
driving fundamentals through
to more emerging skills to the
Productivity Commission.
The Productivity Commission’s
final report will help establish
policies that directly affect
efficiency and safety. It will
help us shape industry policy
on career paths and skills
development as well as shining a
light on the deficiencies in heavy
vehicle licensing.
The Productivity Commission
recognises that the ability of
vehicle drivers to implement safe
decisions and practices is a key
objective contributing to better
safety outcomes. About one in
five crashes is due to driver error.
NatRoad supports greater
recognition of the skills and
competence displayed by
heavy vehicle drivers which
are increasingly aligned
with understanding digital
technology and new skills
relating to technology
improvements. That is not to say
the more traditional skills aren’t
valued; but they are increasingly
being supplemented by the
need to understand new driving
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technology like autonomous
emergency braking (AEB)
systems and the changes they
bring to the driving task.
We have stressed with the
Productivity Commission
that skills development must
be a core focus of policies to
strengthen the heavy vehicle
industry’s productivity. It is
essential that the workforce
has the right skills to enable
and/or support the use of new
technologies but as well to carry
out the basics of driving in a
safe and skilled manner that
gets the best out of the vehicle.
This starts with a better heavy
vehicle licensing system; we
believe that requiring more
competence at the initial stages
of recruitment will add value
rather than act as a barrier
to more young people joining
the industry.
FORMAL RECOGNITION
The Productivity Commission
has taken note of NatRoad’s
view that the current licensing
arrangements are not useful
to ensure authorised drivers
are competent. This is because
drivers can hold a class of
licence and pass a basic
competency test to get a higher
class of licence. They don’t have
to have any behind-the-wheel
experience to progress to the
next licensing category.
The Productivity Commission
1300 822 765
www.centramatic.com.au
recognises that while it would be useful
for common standards to exist for
licensing, this would still only relate to
skill levels for drivers to begin driving
vehicles of a particular class. Drivers
develop much of their capability after
obtaining their licences, generally
through experience, on-the-job training,
courses offered by the vocational
education and training sector,
and informal guidance from more
experienced drivers.
The skills of experienced drivers in
the industry must be given greater
recognition, particularly if we can
achieve the desired outcome of getting
professional heavy vehicle driving
formally recognised as akin to getting
a trade qualification. NatRoad is
committed to leading that charge and
the need for skills acquisition to be a
WARREN CLARK, NatRoad’s chief executive
officer, has more than 20 years’ experience policy priority.
leading and developing business for NatRoad is keen to hear your views on
emerging companies. the state of skills, quality and diversity
Warren has held the position of CEO in the industry and how you think the
at various companies and is a certified
industry can improve.
chartered accountant.
Call 02 6295 3000 today and let us
know.
“Drivers develop much
of their capability after
obtaining their licences.”
CIRCULAR
TUBE
OUT-OF-BALANCE DURAMETAL
POINT SPHERES IN
DAMPING
FLUID
MOUNTING
PLATE
UNBALANCED
WHEEL
hts
Balancing weig
the
move opposite
point.
out-of-balance
BALANCED
WHEEL
Evenly distribute
spheres show a
balanced whee
d
l.
MARCH 2020 35

WILKIE’S WATCH Ken Wilkie
Historical mindset
Enforcement officers often mimic the rigid style of
the Victorian era in their pursuit of offenders
F
ORGIVE ME FATHER, for I have
sinned. I have no doubt that
the Lord will forgive me as my
sin was committed through
ignorance and accident. Sure, I
haven’t studied the form four
requirements for oversize loads
as in depth as I should have done. But
my sin was purely accidental and there
was no attempt to denigrate, deride, take
unfair advantage of or put other road
users at risk or inconvenience.
Having said all that in my self-defence,
I would not be surprised to get a bluey
in the mail for this revelation. You see,
the enforcement people of this industry
have no Christian attitude of forgiveness
of past sins.
There is no role for the confessional
box in their attitudes. Note the recent
report issued by the ‘National’ Heavy
Vehicle Regulator issuing details about
the ‘historical’ failure of some operators to
‘manage’ their fatigue. Would anyone self-
incriminate themselves by design? That
is to say, who in their right mind would
willingly make a record of some action
they have undertaken that could later
be used to withdraw vast sums of money
from that person’s bank account – not to
mention the indignity of having to sit in
full view of passing motorists while all
the detailed record making by uniformed
officers was undertaken.
We all know that enforcement
people can and often do go back to the
Elizabethan times when studying the self-
incriminating record that is the school
copybook (work diary), even though a
previous examiner might have gone as far
back as the Victorian era. The really zealous
ones know no limit to their march back
through history.
Last issue I talked about the failure
of following to the letter of the law
underpinning the work diary, to guarantee
a driver operating a heavy vehicle does not
necessarily constitute a fatigued driver.
What I talked about demonstrates that
failing to comply with the work diary
regulations does not constitute the offence
against society that bureaucracy would
have us believe. That offence against
society can happen within the prescribed
limits almost as likely as outside those
limits. Why can’t we now take steps to
remove this mindless rigidity from the
expectations of fatigue management
record keeping?
Can we install intelligent parameters
that allow flexibility? Education is the
great lost tool in the search for a safer
road safety outcome. The reason that
it is the ignored tool is that those who
36 MARCH 2020
have an ability to change the situation
are themselves are too self-indulged to
recognise the deficiency.
I ask the question: How do the
enforcement people fill in their day?
I would expect that they have two
responsibilities in their job description
– both handsomely paid for. One is
knowledge of the regulations to which
they are expected to police. To this end I
expect regular days of schooling to attain
that required knowledge.
The second of course is the side of them
that we see. The on-the-road utilising of
that study time to harass those of us who
similarly are expected to know all the
finer details without recourse to the same
paid study time. That’s me.
Yes, I do carry the form four as per
the legal requirement. But sometimes
the logic of the law escapes me and,
like others, I fail to comprehend the
finer details.
RESTRICTIVE ROUTES
My sin was to move an oversize load
down Queensland’s South East Freeway to
Gladstone Road in inner city Brisbane. The
job’s strict instruction was no U-turn to
access the job site on Gladstone Road. Fair
enough, as that thoroughfare does carry
considerable traffic volume.
The job site is enclosed by small
residential streets. The legal alternative is
to go via Logan Road – or any of several
other what I’d call secondary major routes.
All the legal opportunities involve less
road space, more overhead issues and
numerous sets of traffic lights. Hence,
longer time spent inconveniencing
more people.
No doubt the current requirements rest
on the term ‘freeway’; which implies no
obstacles to free-flowing traffic.
Folks, I have to say my transgression
had no impact on free flowing traffic
as I was able to maintain the prescribed
maximum speed for the duration of being
on the freeway. Can I also tell you that the
Queensland prescribed maximum is less
than that prescribed in New South Wales?
Who called the National Heavy Vehicle
Regulator (NHVR) national? To my mind
the same illogical no-oversize requirement
exists on what used to be called the Horton
Highway to Redcliffe. These days that suburb
can be accessed via two three-lane bridges
– one per direction. Still, over-dimensional
loads are required to travel a roundabout-
KEN WILKIE has been an less ‘fluent’ route to achieve that destination.
owner-driver since 1974, Suddenly I’m seeing directions for heavy
after first getting behind
the wheel at 11. He’s on vehicles to utilise centre lanes on bridges
his eighth truck, and is a around Brisbane. Have they been built not
long-time Owner//Driver able to accommodate the mass of heavy
contributor. He covers vehicles? Have they deteriorated since
Rockhampton to Adelaide
and any point in between. construction? Queensland seems to have
His current ambition a rash of infrastructure being judged to
is to see the world, and be not able to fulfil its intended role.
to see more respect for
the nation’s truckies.
Contact Ken at FUNDRAISING CONVOYS
ken@rwstransport.com.au I meant to mention in my February article
the marvellous financial outcome of one
of the South Sydney truck convoys raising
money for worthy and needy causes. Over
two million bucks were raised from just
this one convoy. My highest compliments
to those involved.
In offering my specific compliments to
that convoy, one would be very remiss not
include all the other voluntary efforts and
convoys to raise much needed funds for
other causes. None of these causes are in
the least not absolutely needy. However,
one rarely sees much public support from
industry leadership for these efforts.
I’m not suggesting they get behind the
organisational aspect of these fundraising
activities. Heaven forbid. But it would be nice
if there could be public recognition of the
sterling efforts by rank and file members of
the transport industry.
From where I sit, there seems to be a lack
of oneness in this industry. If the industry
hierarchy don’t think it up, anything else is
second rate. Oh well, the old Chinese proverb
that says the greater the ambition the less
the integrity, is so often true.
"How do the enforcement
people fill in their day?"
ownerdriver.com.au
 that a lack of driver representation has
on discussions and decisions. Owner-
drivers are often left at the bottom of

FOR THE OWNER-DRIVER Frank Black the pile. I can draw upon a long list
of examples that point to employer
priorities driving the conversation
towards decisions that would ultimately
disadvantage owner-drivers.

Biased representation REMUNERATION LOST

Here is a quick example on the
controversial topic of the Road Safety
Remuneration Tribunal. Rather than
consulting any concerns that they
may have held with myself or the TWU
Does the ATA really represent us? Or is it merely representative on the council, they

looking after big business?

chose to shut us out completely, going
to the extent of not returning our
phone calls. Instead, the ATA enlisted

I
HAVE NOW been on the General
Council of the Australian Trucking
Association (ATA) for a total of
approximately 14 years. Throughout
that time I have made my position
clear that one man is not enough to
represent the entire fleet of owner-
drivers in Australia. Even if I were the
most influential man in the country,
neither I, nor anybody else that held
the position, could speak on behalf of
thousands of owner-drivers across six
states, a variety of sectors and all with
their own unique concerns.
It hadn’t even occurred to me that
my role as the sole owner-driver
representative could expand even
beyond that.
I now find myself feeling somewhat
responsible for speaking on behalf of
all truck drivers in Australia, including
the employees. This has been the case
for months, since the Transport Workers
Union (TWU), which is made up of
thousands of truck drivers across the
country, ceased to be a member of the
ATA. With its departure, the ATA has lost
the voices of thousands of Australian
truck drivers, leaving them with a
membership that consists mainly of
trucking corporations and associations
that represent the interests of larger
transport operators. In short, the ATA
appears to have become nothing more
than an employer group.
This begs the question, what right does
the ATA have to speak on behalf of the
whole trucking industry?
In 1989, 21 lives were lost in the Grafton
truck and bus crash. From this tragedy,
the ATA was established to improve
safety, professionalism and viability in
trucking. It is not possible to improve
any of these standards from a one-sided
viewpoint – especially the side that is
profit-focused.
Every company in the transport
industry says safety is their number
one priority, yet trucking is Australia’s
deadliest industry. Every company
claims to be professional, yet we have
widespread wage theft, unrealistic
deadlines and drivers pressured to work
whilst fatigued. The precariousness of
the industry is probably the only thing
we’d all agree on, but how to ensure its
viability is another matter.
FRANK BLACK K has been a
long distance owner-driver
for more than 30 years.
He is the current owner-
driver representative on
the ATA Council.
fined for are either out of our control
or a consequence of the pressure from
the operator or client at the top of the
supply chain. Despite these deep flaws,
the targeting of drivers does acknowledge
our critical role in road safety.
We absolutely should be held to
account for our actions, of course, but
if our influence over safety trucking is
acknowledged through punishment, so
too should it be in finding solutions.
Rarely are we – the experts in trucking
– asked how to make this industry safer.
Of the 50,000 businesses the ATA
represents, it speaks only to the bosses.
The member associations largely
represent the interests of larger transport
operators too. Other than myself, the TWU
was the only remaining member which
was not swayed by company interests. The
thousands of truck drivers represented
by the TWU, which includes many
owner-drivers, gave the ATA credibility.
Without this representation, the ATA is
significantly unbalanced.
“Owner-drivers are often left
Through my years of experience on the
general council, I have seen the impact
at the bottom of the pile.”
support from people that had been
misled by bad information.
Conversations steer to higher
productivity vehicles, or environmentally
friendly vehicles – things that are out of
reach for the majority of owner-drivers.
More duties and responsibilities are
added for drivers, without any talk of
additional remuneration.
When fatigue laws were under the
microscope, the discussion mainly
focused on how to get freight from A to B
as quickly as possible without breaking
the law, rather than how to ensure drivers
had adequate rest breaks built into their
deadlines so they weren’t pressured to
drive fatigued.
The ATA holds influence in our
industry, meaning decisions like these
can be pushed through despite the
damaging impact on arguably the most
crucial section of transport: its drivers.
It’s no secret and no wonder that the
ATA and the TWU sing from different
song sheets. This alone is enough to call
into question the ATA’s representation
of drivers’ wishes. Setting that aside, if
the ATA wants to be a reputable voice for
the entire transport industry it must
have a plan for either extending the olive
branch to the TWU or find another way to
give drivers the opportunity to unbiased
representation.

MISSING THE TARGET

Police blitzes target truck drivers for
minor breaches, claiming that this will
improve safety on the roads. We all know
that this entirely misses the mark. More
often than not, those breaches we are

ownerdriver.com.au MARCH 2020 37


EYES ON THE ROAD Rod Hannifey
Signs of our times
Roadwork signage is there to protect us from the
foolhardy, but is it always necessary?
T
RAVELLING THROUGH roadworks
on the Newell recently, I started
thinking of the cost of the three
groups controlling the traffic and
how and why it is done this way.
We will come back to signage, etc.
in a bit.
There were two blokes standing on
the side of the road (only one needed to
operate the radio, but maybe they were
simply chatting or changing shift?) about
500 metres down from the stop/go lights.
They had a UHF and were calling trucks
approaching the roadworks telling them:
“Traffic stopped ahead, proceed with
caution.” Then we had the traffic light
controller at the lights and he pushed the
buttons to change the lights and held up
the stop sign.
Then we had the job where due to the
dangerous nature of the road, having
been told and slowed well before the work,
then stopped at lights, we have the pilot
ute that travels in front of each group of
vehicles as they travel through the works.
I can see why such things are in place.
There are idiots out there who do not
watch the road, who want to travel
through roadworks at phenomenal speeds
when there is work happening. Then
there are those who have killed others,
including road workers, because they were
distracted or simply stupid.
I am sure you all know of the major
crash north of Dubbo last year where
a person driving a truck ploughed
into traffic stopped at a red light for
roadworks. People died and should not
have. Only a few of us who may have
been in a similar position can truthfully
imagine watching in your rear-view
38 MARCH 2020
mirror as a big truck comes smashing
into the back of you. Some probably
did not know what hit them and the
damage and loss of life was a tragedy
for all involved.
ROADWORK SPEEDS
So now we have people on UHF radios
watching the trucks and calling them
as they approach. What happens if they
are distracted, have the radio off or are
simply stupid? That radio person may be
able to warn the light controller, but what
can they do then?
I believe we need some discussion on
roadworks signage and speeds. We will
look at two extremes – the first, shoulder
work where the road itself as we have
been travelling on for the last 20 years is
not being touched. Yet often we will have
much reduced speed limits that apply
24/7 even when there is no work under
way. Following such events as the one
above, some sites are now extending the
speed limits out for kilometres beyond
the work, some even on the side after the
work for no visible reason.
We should all be happy to slow down
to have the road fixed to be safe and to
ensure the safety of those working on
the road and to consider the safety of
others and ourselves, especially if the
road surface is majorly affected due to
such works and/or repairs. Should we
be required to do 60km/h in the middle
of the night when no one is on site and
we are still on the same road as we have
been before?
I have put in a complaint when the
roadworks signage is insufficient, or
more specifically when I believed there
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
“We live on the road
more than most.”
was imminent danger because there was
not enough notice for the trucks and/or
the volume of traffic or when the terrain
made it hard to see early enough. I have
also either stopped at the end and spoken
with someone at the roadworks or spoken
with the traffic light person. In trucks,
many will call and warn other trucks but
the cars mostly don’t know or recognise a
problem until it is too late.
ROAD USE CONTRIBUTION
There is then the other end of the
spectrum – major repairs and dirt
sections which are exacerbated by the
weather, potholes and uneven or soft
ground. Would you agree most people
with half a brain will act accordingly
most of the time? We don’t want to lose
control and die, let alone cause the death
of another, so we understand and accept
the need for slow travel here.
We are asked to contribute to the roads
we use and that is fair. However, we are
not the only ones using them so surely
we should not be expected to cover all
costs. The railways are certainly used by
more than one company but they have
complete control over what traffic is
allowed. You and I just can’t put our push
trolley on and rail to Perth. They also then
must surely have a standard to meet for
the weights they carry, but we don’t seem
to have a national standard for roads, let
alone for repairs to them.
Are we getting good value for the funds
we are being charged to cover our road
use? Are we getting good warranty for
any work done, be it major upgrades
or repairs, whether simple and small
or major repairs? How do we find that
balance of safety for the road workers,
getting all drivers to comply and yet
not bringing in more and longer and
slower signage, that I fear only makes
some of those who won’t slow, even less
likely to comply?
If you could change one thing with
roadworks and/or the signage, what
would it be? We live on the road more than
most, we feel and are affected by it far
more than car drivers, yet we are all too
often overlooked when changes are made.
Have any of our associations asked us
for comment or contribution or are they
even aware of the issue?
ownerdriver.com.au

The legal view Sarah Marinovic
The definition of ‘work’
What counts as work time? Is it more than just the
hours spent driving the vehicle?
A
RECENT conversation has left me
thinking about how important it
is to be precise when discussing
driver fatigue laws.
I was speaking with an owner-
driver about his work diary. As
we chatted, we both slipped
into the casual short hand of discussing
“how many hours did you drive?”. Towards
the end of the conversation, the driver
rightfully pointed out that really, the
question isn’t how long he was driving
or not driving, but for how long he was
working and resting.
For experienced people in the industry,
this may be obvious. But, it made me
realise that sometimes we assume that
we are all on the same page about what
a term means and so don’t discuss it
more deeply. It’s important to take a
moment every so often to check that
we’ve got things right and that the law
hasn’t changed.
So, I thought it was worthwhile having
a good look at what “work time” actually
means under the Heavy Vehicle National
Law (HVNL).
My starting point (as it is for most
things fatigue related) was the front of the
Work Diary. It explains that “work time is
not just driving, it means driving AND any
task relating to the use of a vehicle”. It also
has some examples of things that count as
work time. It’s a good starting point, but it
isn’t the whole picture. It’s important to go
back to what the law itself says.
LEGAL DEFINITION
The legal definition of ‘work’ for the
purposes of driver fatigue comes from
the HVNL. It means doing any of the
following things:
• Driving a fatigue-regulated heavy
vehicle
• Instructing another person to drive
a fatigue-regulated heavy vehicle, or
supervising their driving
“This can mean
the difference
between
getting a job
and losing it.”
ownerdriver.com.au
• Performing another task related to the
use of a fatigue-regulated heavy vehicle
(e.g., loading, inspecting, repairing,
marketing and recording information
in your work diary)
• Occupying the driver’s seat of a fatigue-
regulated heavy vehicle while the
engine is running.
It is worth noting that this definition
covers a number of time consuming tasks
that drivers might not automatically
think of as work time:
1. You can be ‘working’ even though you’re
nowhere near a truck. The definition
is so broad that it includes things like
marketing activities. So the time you
spend canvassing for orders counts as
‘work time’ for the driver fatigue laws.
2. Time spent with an RMS or police officer
can count as work. This is addressed
specifically on page 34 of the Work
Diary. The Diary says that whether this
time counts as work “will depend on
whether you are required to interact
with the authorised officer or attend to
your vehicle”. Essentially, if you are just
waiting then you can count the time
as rest, but if you are having to answer
questions or inspect the vehicle with
an authorised officer, then that is work.
So being stopped at an inspection
SARAH MARINOVIC is a
principal solicitor at Ainsley
Law – a firm dedicated to
traffic and heavy vehicle
law. She has focussed 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.
station can mean having to take
additional breaks.
3. Filling out your work diary. Filling out
your work diary counts as ‘work time’.
The same is true of any document that
you are legally required to complete
under the HVNL. So don’t forget to allow
enough time before and after each of
your breaks to complete the diary.
4. Inspecting your vehicle before you leave
the base and after each rest stop. One
of the fraught elements of the HVNL is
that the driver can be held responsible
for anything amiss with a vehicle
or load, including obstructions over
number plates, unrestrained items, and
packing that leads to breaches of mass
and dimension requirements. For this
reason, it’s prudent to give your vehicle
a good check over before leaving on a
job, as well as periodically along the
way. This time needs to be recorded as
work in the diary.
5. Loading and unloading. This one
could be particularly significant for
drivers in industries where loading
and unloading takes a long time and
they have to supervise it. For example,
if a driver participates in or even
supervises the unloading of their
vehicle over the period of an hour,
then that hour counts as work, even
though they aren’t driving.
COUNTING THE TIME
Perhaps a helpful way to think about it is
to focus on the rest instead of the work,
as it might be easier to define. It seems
that ‘rest’ covers any time when you are
completely disengaged from your work
and vehicle; the idea being that this is not
adding to fatigue.
The Work Dairy says: “If you are unsure,
it is usually in your best interests to count
the time spent as work.” From a legal
perspective this makes a lot of sense, but
I understand that out in the industry this
can mean the difference between getting a
job and losing it.
MARCH 2020 39

ROAD SOUNDS Greg Bush
Chilling out in March
Tame Impala’s newie leads the way this month
THE SLOW RUSH
Tame Impala
Island/Universal
official.tameimpala.com
Psychedelic
music advocate
Kevin Parker,
better known as
music project
Tame Impala,
had the hard
task of bettering
his previous album, 2015’s Currents.
But his fourth studio album, The Slow
Rush, continues the high standard. The
opening track, ‘One More Year’, is a trip-
a-thon, and he’s drifts along, seemingly
aimlessly, on ‘’Instant Destiny’. Parker’s
high-pitched vocals get into full swing
on the poppy ‘Breathe Deeper’, although
‘Borderline’ beats it in the radio-friendly
stakes. Swirling effects are abundant on
soft-rocker ‘Lost In Yesterday’, and there’s
a dance element to ‘Is It True’. The mood is
quieter on ‘Tomorrow’s Dust’, a song about
past reflections, while ‘Glimmer’ boasts
a mid-paced disco beat. ‘Posthumous
Forgiveness’ is one of the album’s best
as Parker sings of a visit to Abbey Road,
among other topics.
2020 GRAMMY NOMINEES
Various artists
Warner Music
www.warnermusic.com.au
This 21-track
compilation
album was
released shortly
before the 2020
Grammy Awards
on January
26. Whoever
put this together must have been in the
know, as the album is laced with winners,
notably singer-songwriter Billie Eilish
who cleaned up at the Grammys. Eilish
is represented here with the hit song
‘Bad Guy’ . The unusual combination
of rap singer of Lil Nas X and Billy Ray
Cyrus performs a remix version of ‘Old
Town Road’, which took out the Best Pop
Duo/Group Performance, while Vampire
Weekend, who won Best Alternative Music
Album, sings the catchy track ‘Harmony
Hall’. Over in the country section, duo Dan
+ Shay sing their award-winning ballad
‘Speechless’, while the Brooks & Dunn/Luke
Combs collaboration ‘Brand New Man’
was among the runners-up. There’s also
tracks from Bon Iver, H.E.R. (alias Gabriella
Wilson), Lana Del Rey, Little Big Town, Jonas
Brothers, Maren Morris and many more.
40 MARCH 2020
ON CIRCLES
Caspian
Triple Crown/Cooking Vinyl
www.caspian.band
Art rockers
Caspian make a
grand entrance
on new album
On Circles, thanks
to the dramatic
guitar-driven
instrumental
‘Wildblood’. There’s more symphonic
sounds on ‘Division Blues’, another
instrumental that begins with a subtle
echoing guitar before moving to a
soundtrack-like opus. Kyle Durfey, from
fellow US band Pianos Become The Teeth,
makes a guest vocal appearance on
‘Nostalgist’, a relatively quiet song that
builds to a strong crescendo. For sheer
impact, it’s hard to go past ‘Collapser’, a
dynamic, multi-faceted track with varying
degrees of volume. Guitarist and band
co-founder Philip Jamieson makes a rare
vocal appearance on ‘Circles On Circles’, a
track more subdued than anything else
on the album. If you’re into the work of
ex-Genesis guitarist Steve Hackett, you’ll
enjoy On Circles.
LP5
John Moreland
Thirty Tigers
ww.johnmoreland.net
Tulsa, Oklahoma-
based artist John
Moreland is
like a folk-rock
incarnation
of JJ Cale, as
evidenced on
many of the
tracks on his fifth solo album, aptly titled
LP5, but particularly on ‘A Thought Is Just
a Passing Train’. It’s cruise control again
on ‘Harder Dreams’, although Moreland
mostly prefers acoustic guitar picking,
minimalist percussion and subtle bass,
notably on ‘Two Stars’. He’s at his most
commercial on ‘East October’, another
laid-back track, and he brings his
earthy, gravelly vocals to the fore on the
Americana-styled ‘Terrestrial’. On ‘In Times
Between’, Moreland pays tribute to a close
friend who was killed in a car accident,
and he sings of the relationship with his
wife on ‘When My Fever Breaks’, a song
written over a three year period. All up,
the album is full of poetic lyrics and
well-structured melodies, making it an
ideal backdrop for a late night glass of
port or two.
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.
HAVE WE MET
Destroyer
Dead Oceans/Inertia
www.deadoceans.com
Singer-
songwriter Dan
Bejar is the main
man up front of
Canadian rock
band Destroyer.
Have We Met is
album number
13 for Destoyer, and Bejar shows there’s
plenty of creative juice left in the tank. His
“new wave” vocals, reminiscent of the ’80s,
combine with abstract lyrics on ‘It Just
Doesn’t Happen’. Again, he pulls words out
of left field for ‘Crimson Tide’, a song that
is laced with cynicism. Bejar’s singing style
is slightly reminiscent of Howard De Voto
from former UK post-punk band Magazine
as he meanders and talks his way through
‘The Television Music Supervisor’. He
maintains that mood while rocking it up
on ‘Cue Synthesizer’, while the ambient
title track drifts along Pink Floyd-style,
minus vocals and percussion. There’s
further ambience on ‘The Man In Black’s
Blues’ as Destroyer shows its philosophical
side. Strange yet appealing.
BURY THE MOON
Ásgeir
Pod/Inertia
www.asgeirmusic.com
For a small
country, Iceland
has produced
a number of
significant
names in
contemporary
music, namely
Björk, Sigur Rós and Of Monsters and
Men. Singer-songwriter Ásgeir can be
added to that list. Bury The Moon is Ásgeir’s
third album, his first two fairing well in
Australia, reaching the upper levels of
the ARIA charts. His vocals and style bear
some resemblance to Canada’s Dallas
Green (aka City and Colour), especially on
‘Pictures’ where he paints lyrical scenes of
nature. ‘Rattled Snow’ is equally cinematic,
its pulsating electronics matching the
descriptive lyrics of landscapes, while
‘Breathe’ is an effective, mostly three-
chord, folk ballad. ‘Eventide’ is even
more folk-orientated, especially with
its crisp acoustic finger-picking guitar
accompaniment. Ásgeir’s father, Einar
Georg Einarsson, penned many of the
lyrics, subsequently translated to English
by US singer-songwriter John Grant.
As well as being involved in road transport
Country
Corner
LIFE OF THE PARTY
Max Jackson
Sonic Timber/MGM
www.maxjackson.com.au
Aussie country
pop artist
Max Jackson left no stone
unturned in preparation for
her debut album Life Of The
Party. Numerous trips to
Nashville, Tennessee and
Los Angeles, as well as
touring with Gina Jeffreys
honed her craft. Definitely
an album directed at a
female audience, Jackson
offers love lessons on ‘How
To Love A Girl’, but she
darkens the mood on the
swamp rock song ‘Jungle’.
The slower ‘Time Machine’
is distinctly more pop than
country, and Jackson sings
of missing her parents on
‘Already Homesick’. The
album’s producer, Rod
McCormack, co-wrote the
slow waltz-timed ‘Carnival
Heart’, and there’s some nice
banjo touches to ‘Billionaire’.
Jackson has a clear,
unadulterated voice and is an
above average songwriter.
CARLY PEARCE
Carly Pearce
Big Machine/Universal
www.carlypearce.com
More girl
power,
this time from US singer-
songwriter Carly Pearce. This
self-titled album is actually
Pearce’s second release,
following her debut Every
Little Thing, which reached
the top five of the Billboard
country chart. Pearce likes
to mix it up, leaning towards
traditional-style country on
‘Love Has No Heart’, and
then revving it up on the
rhythmic ‘Call Me’. Pearce
laments of a past relationship
(over a drink) on the ballad
‘Lightning In A Bottle’, and
she hits the road in a fast car
on ‘Closer To You’. Fellow
country star Lee Brice adds
vocals to the breakup song
‘I Hope You’re Happy Now’,
while Florida-bred Michael
Ray guests on the excellent
‘Finish Your Sentences’.
A nice album from an
exceptional singer.
ownerdriver.com.au
 events news

GOLF DAY
SUPPORTS
FIRE FIGHTERS’
FAMILIES
Construction industry
rallies to help families of
heroes who died protecting
our community

T
he National Diesel Dirt & Turf Expo is not only Australia’s
largest construction and earthmoving equipment Expo;
it’s also a time when the industry meets, networks and
experiences a great feeling of fellowship.
Australia’s disastrous fire season has seen much
personal tragedy and when volunteer firefighters lose
their own people in the line of duty, families are seriously
impacted.
This year, all proceeds from the National Diesel Dirt &
Turf Expo golf day will go directly to the families of Geoff
Keaton and Andrew O’Dwyer, the two fire fighters from the
Horsley Park Rural Fire Service and the family of Samuel
McPaul of the Morven Rural Fire Brigade who all lost their
lives earlier this year.

A tradition of giving
Established in 2018, the Diesel Dirt & Turf Expo golf day has
raised money for MIRAA House, a not for profit, learning and
life skills centre that offers a post school program for women
with an intellectual disability.
In 2019, the golf day raised money for the Ovarian Cancer
Research Foundation, sponsored by Digga Australia.
The 2020 Diesel Dirt & Turf Expo annual charity golf day is
being held on Friday the 20th of March at the championship
Twin Creeks Golf and Country Club at Luddenham. Golf teams
enjoy an early breakfast, followed by a putting competition
with prizes before hitting off.
“It’s a great way to build networking with others in the
industry and enjoying a great day while raising money for
charity” said expo manager Marti Zivkovich.
In addition to funds raised by the entry green fees, there is
a raffle for amazing prizes, with loads of others to be won for
nearest the pin, longest drive and more.

An annual event for the industry

Many people look forward to this national expo that
continues to attract large crowds from the earthmoving,
construction and related industries, their colleagues,
associates and friends who come to check out the latest
technology and special expo prices.
“IT’S A GREAT WAY TO BUILD NETWORKING WITH
OTHERS IN THE INDUSTRY AND ENJOYING A GREAT
DAY WHILE RAISING MONEY FOR CHARITY.”
The dates for the 2020 National Diesel Dirt & Turf Expo are
Friday, May 15 to Sunday, May 17.
This popular venue is conveniently located at the centre
of Western Sydney. Entry to the Expo is free and there’s
Top: All concentration; at the 2019 plenty of free parking, lots of accommodation for people
Diesel Dirt & Turf golf day planning a visit over several days and easy access by
freeway and public transport. You can check out all the
Above: Industry members come
out in force to support community details of the 2020 National Diesel Dirt & Turf Expo by visiting
causes www.dieseldirtandturf.com.au .

ownerdriver.com.au MARCH 2020 41

 truck of the month

W MODEL’S
LEADING ROLE
Although not a fleet owner in the true sense, truck enthusiast
Rob Starcic was swept away when he first laid eyes on this stunning W925.
Warren Aitken catches up with the proud classic Kenworth owner
42 MARCH 2020 ownerdriver.com.au
I
’D LIKE to consider myself a fairly charitable
man, if I’m honest. I do as much charitable
stuff as possible. Every day I listen to my
wife tell me about her day and I pretend
I’m interested. I eat as much steak as I can
so that there are fewer cows eating all the
vegetarians’ food and I conserve as much
water as I can at my place by watering the
lawn with my neighbour’s hose.
I never expected any awards (being nominated
would have been nice); I just do these things
because that’s the kind of good bloke I am.
Then I met Rob Starcic.
Yep, it was a pleasant sunny day in the
Wollongong suburb of Unanderra when I
ownerdriver.com.au
went along with the best intentions of just
photographing a really cool classic Kenworth. I sat
down to interview the man behind it and came
away feeling like I really should be doing a lot
more than just recycling my old All Blacks shirts
for sad Wallaby fans. I got a thorough schooling in
charitable motivation. But let me explain.
Starcic is a self-made man, but not in the
transport industry. He is a definite trucking fan
though and has been his entire life.
School holidays were spent in the passenger
seat of his uncle’s 141 Scania, which was on a
local coal run. Starcic vividly remembers rushing
down to a pre-arranged bus stop and waiting
patiently until he heard the old Scania coming
along (you could always here those 141s before
you saw them).
Remember these were the days before cell
phones, so there was no “be there in five minutes”
kind of thing.
It was an early morning mathematical
calculation to work out when the truck was due
and a “be there by 8am and I’ll be by at some
stage” kind of arrangement. No matter how it
occurred, Starcic got his trucking hit from the
passenger seat.
Instead of going into trucking though, Starcic
ended up starting Coastal Windows and Doors. He
spent years growing the business and taking it to
the successful heights it has reached. Along the
MARCH 2020 43
 way his trucking time may have diminished but he never
really lost the love of trucks.

Up front
Now, we start moving into Starcic’s charitable side. For it’s
this side of him that brought a bit of reprieve from the
hectic hours at Coastal Windows and Doors and allowed him
to indulge in his trucking passion again.
For many years, Starcic had been putting his small
company trucks in the highly successful i98FM Illawarra
Convoy. However, in 2013 he started to step things up. The
charitable donations the Convoy made to local groups
seemed to spur on Starcic’s local parochialism and he
decided, rather than just donate money with the entry fees
for his little company trucks, Starcic would aim for the lead
truck role.
The key thing about getting the lead truck position for
the i98FM Illawarra Convoy is that you need to raise the
most money. Oh, and you also need a truck and a licence to
drive it. Did I mention Starcic started in 2013 with none of
those things?
His New Year’s resolution that year was to get his licence,
which he did. He then set about raising funds to get the lead
truck role, which he also did. The goal was to raise $20,000.

44 MARCH 2020 ownerdriver.com.au

“It’s my toy; it’s the way
I want it to look.”
Like everything Starcic jumps into, goals are just a guideline.
Before he knew it they’d hit $120,000 and he had the lead
truck spot. So, he had the licence, he had the winning bid,
now all he needed a truck – or at least rent one. And that’s
exactly what he did.
Starcic hired a new Kenworth K200, stickered it up and led
the 2013 Illawarra Convoy.
This was the real beginning of Starcic’s trucking and
charity work and coincidentally the formation of the
infamous ‘Team Dandaloo Boys’. Formed around a bar table
in Dapto’s Dandaloo Hotel, the ‘Team Dandaloo Boys’ was
the brainchild of Starcic, the late Al Dougherty of Dougherty
Transport and Paul Hadley of Illawarra Engineering
Services. Together they spent many a schooner working out
ways to raise more and more money each year. It was an
extremely creative team.
In 2018 alone they again secured the lead truck position,
this time with a winning bid of $340,000.
While the fundraising and community events were
becoming a huge part of Starcic’s life, it also reawakened his
love of trucks.
Since getting his licence he began equipping himself with
a truck or two of his own, starting with a magnificent White
9000. Starcic admits he did have a few wee issues with the
White though; blowing up the motor will do that. It was then
that Starcic met and began a great mateship with Manuel

Top: The original interior was still standing the test of time, though a little
Pearlcraft addition never hurts

Above right: All the right props when it comes to a photoshoot

Right: The stunningly wrapped fuel tanks may not be original, but they are
impressive

Opposite, top and below: Rob stands proudly with his home away from home.
The truck, not the pub; A&I Fabrication did an impressive job with all the
stainless work

ownerdriver.com.au MARCH 2020 45

PROUDLY SPONSORED BY
Above: Hours spent on the internet Aranega, manager of Illawarra Truck Repairs and Spares.
and Rob came up with this fantastic
mural to represent the ‘Aussie Way’
Manuel rebuilt the engine for Starcic and he and the
team at Illawarra Truck Services have assisted him with
Below: It’s not hard to find a scenic
spot to shoot the Kenny; it looks good
anywhere
everything else he’s broken since. When your second truck
is a classic Kenworth K125 then you know you are going to
keep your mechanic busy.
Starcic also had a small stint at running his own one-
truck business, employing a driver to keep his Western Star
working. The venture didn’t last long and soon it was back to
the White and the K125.
Show time
Then Starcic spotted the Adtrans show truck. The 1984
Kenworth W925 with the 64-inch sleeper won Starcic over at
first glance. The White and the cab-over were sold and the
big yellow 925 took pride of place.
Starcic has made quite a few changes to the Kenworth
48 MARCH 2020
“The trucking guys are a
very welcoming family.”
since he bought it. “It’s my toy; it’s the way I want it to look,”
he exclaims. It’s hard to argue with his taste.
He kept the truck’s original colour as it resonated well
with him. He wrapped the tanks, capped the ends and had
new battery boxes and toolboxes made so both sides were
identical. He used local boy Rick Jones to add just the right
amount of scroll work to the big girl before sending it to
Penrith where Wayne Harrison at Advanced Airbrush added
the stunning mural on the back.
Starcic’s parents had arrived in Australia many years ago,
but he was born and raised the Australian way, which is why
he chose the mural. You couldn’t get any more parochial
without corks on your Akubra.
As far as the interior goes, Starcic says the nearly 40-year-
old rig has stood the test of time well. He’s added a pearl
craft steering wheel and recently installed a few creature
comforts, including sleeper air and TV, but apart from that
it’s all original Kenworth.
“I added the sleeper air so I can go away to shows and
just sleep in the truck, it’s convenient,” Starcic admits.
Convenient and handy when there’s usually more than a
few beers on the go.
That was a little quip there, about the beers, but in actual
fact, it kind of sums up Starcic, ‘Team Dandaloo Boys’ and the
whole drive behind the big beautiful W925.
Starcic got involved in his activities in order to help others
and spend time with like-minded mates. They love to take
their trucks off to different shows, get involved in as many
helpful causes as they can, have a few laughs and then have
a few more.
“The trucking guys are a very welcoming family,” Starcic
confesses. And that’s what he loves about it. The fact he can
do all this, with a stunning shiny truck and still find a way
to give back to those less well off, well I guess that’s ‘The
Aussie Way’.
ownerdriver.com.au
THE
ORIGINAL
ENGINE OIL

AMERICA'S FIRST MOTOR OIL BRAND.

 industry issues

COMMON GROUND The United Nations

is demanding that
trucking customers
pay owner-drivers in
30 days – and that
truckies be treated
much better in a
whole lot of other
ways too, writes
Steve Skinner

50 MARCH 2020 ownerdriver.com.au

A
MONG ALL THE BITTERNESS involved in Australia’s
owner-driver ‘minimum rates’ drama a few years
ago, a couple of uncontroversial things are easily
forgotten. One of them is this: trucking companies,
owner-drivers, union reps, bureaucrats and a lot of
politicians agree that customers should be forced to
pay truckies promptly.
Both the Australian Trucking Association (ATA)
and Transport Workers Union (TWU) want national
rules mandating that customers have to pay owner-
operators in 30 days.
New guidelines from the United Nations’ International
Labour Organisation (ILO) back this up.
“Through national regulation, governments should
ensure that non-wage-earning CMV (commercial motor
vehicle) driver contracts are transparent and that invoices
or claims for payment are paid within 30 days,” says a recent
document.
You can’t get much clearer than that, and as we
reported recently, both ATA chair Geoff Crouch and
TWU national secretary Michael Kaine welcome the
recommendation.
Both were involved in last September’s ILO meeting in
Geneva which produced the Guidelines on the promotion
ownerdriver.com.au
of decent work and road safety in the transport sector. Above: The International Labour
Organisation says all drivers
According to its website, the ILO brings together
should be paid for loading and
governments, employers and workers from 187 UN unloading and other non-driving
member countries to set labour standards. time
Opposite below: ATA Chair
Paid waiting time? Geoff Crouch (left) represented
Another point of general agreement between trucking Australian and New Zealand
employers, employees and owner-drivers during the ill- truck and bus businesses at the
fated days of the Road Safety Remuneration Tribunal (RSRT) meeting International Labour
Organisation meeting in Geneva
was this: customers should pay trucking companies – and
therefore drivers – for waiting time.
The recent ILO transport guidelines make for interesting
reading on this, including clause number 76 which says
governments should “establish mechanisms to encourage
predictable cost recovery” for contractor drivers.
This includes variable costs such as fuel and tyres;
return on investment in trucks; payment for personal
labour at the national minimum-wage rate or higher;
“time expended in relation to loads”; other non-driving
time – presumably including waiting time; and even time
spent on maintenance.
That sounds almost what the RSRT was supposed to
achieve.
Not surprisingly the ILO says that as well as contractor
MARCH 2020 51
“Governments should ensure
that … invoices or claims for
payment are paid within 30 days.”
Above: Recognition: A statue of
workers commemorating the
International Labour Organisation
in Geneva, Switzerland
Below: TWU national secretary
Michael Kaine (left) at the ILO
meeting in Geneva. Kaine chaired
the workers’ representative group
52 MARCH 2020
drivers, company drivers should be paid for non-driving
time too.
Of course it’s widely regarded in Australia as a farce that
kilometre or trip rates for company drivers often supposedly
include payment for an hour or two waiting time, loading
and unloading.
Tough industry
The ILO says the increasing use of subcontracting in road
freight over the past 20 years has made competition more
intense. It seems that just as in Australia, around the world
owner drivers and small to medium-sized companies make
up the majority of the industry.
Meanwhile: “Workers in the sector, including dependent
self-employed workers, are vulnerable, as they often must
absorb the costs of ownership, maintenance and other
vehicle operating costs while they may not be able to
participate in social dialogue and may not benefit from the
protection … provided to other workers,” says the ILO.
“The road transport industry is characterised and
impacted by multiple supply chains and contracting chains
which often lead to pressures on margins that can leave
transport workers unable to exercise their fundamental
principles and rights at work.”
But it’s not necessarily all bad news.
“Operating a small road transport business, including as
a self-employed worker or owner-operator, can be the road
to opportunity, financial independence and flexibility,” say
the ILO guidelines.
“A strong framework of business and safety regulations
can encourage these small businesses and ensure they
comply with national laws and regulations.”
Driver health and welfare
Not surprisingly, the ILO guidelines state that the road
transport sector has high occupational health and
safety risks compared to other sectors, including
aviation and rail.
How’s this for a list of possible health concerns:
stress, anxiety, depression, fatigue, ergonomic factors,
musculoskeletal disorders, whole-body vibration disorders,
obesity, obstructive sleep apnoea, diabetes, exposure
to extreme temperatures, reproductive health issues
including risk of miscarriage, high blood pressure,
kidney disorders and effects related to the use of drugs
and stimulants.
The ILO seems be suggesting the big step of mandatory
medical examinations for all truck drivers, which of course
isn’t needed for the current standard 12-hour logbook in
Australia’s eastern states.
“For obtaining a commercial driving licence,
governments should establish regulations requiring
… initial and pre-employment and periodical testing
conforming to minimum fitness requirements,” say
the guidelines.
“These examinations should be carried out fairly and
confidentially and should be accompanied by education,
prevention and treatment programmes. Appropriate and
independent appeals procedures should be made available.”
One of the many “motherhood” statements in the
guidelines is that there should be “safe and secure” welfare,
rest and parking facilities for drivers.
For example: “A particular barrier for women is lack of
ownerdriver.com.au
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Become a NatRoad member today.
Call (02) 6295 3000 or visit natroad.com.au
 “The neglect of training in some countries is one of the
causes of the low status and high turnover of drivers.”
Above: South Korean trucking:
Globally, owner drivers and small
to medium-sized companies make
up the majority of the industry
Below: Imposing: The
headquarters of the International
Labour Organisation in Geneva
54 MARCH 2020
access to welfare facilities, particularly sanitation.”
This presumably means more is needed at trucking
company depots than simply putting up a sign on the door
of the traditionally male showers and toilets block which
reads “Unisex”.
Meanwhile it’s no surprise that the ILO says: “Pressure
from supply chain entities can be an underlying cause of
transport workers adopting riskier and unsafe driving
practices. Sometimes, existing laws and enforcement
mechanisms address drivers without directly reaching those
entities that are at the root of these practices.”
From the sound of that, it’s not just in Australia that
drivers are hammered by the authorities while the customers
at the top of the chain get off scot-free.
For example as far as this writer is aware, there are
still no prosecutions of a customer under the Chain of
Responsibility on fatigue.
Tougher licensing, decent training
As part of solving the problem of driver shortages,
the ILO guidelines say governments should “urgently”
professionalise driver training.
“The exercise of this occupation should be dependent on
reaching an officially recognised level of qualifications
that is proved in a final trade examination and designed
to ensure that the trainee has properly assimilated the
instruction given to him/her during such training.”
Note the word “trade”. That sounds a lot more
comprehensive than simply proving you can back a B-double
in a straight line after a couple of days at a driver training
school.
“The neglect of training in some countries is one of the
causes of the low status and high turnover of CMV drivers in
the industry, which lessens productivity and standards of
service,” say the guidelines.
“Governments and social partners should agree on their
common interest in establishing generally recognised
training standards and in promoting active training
measures. Governments should take the initiative in the
introduction of adequate training schemes, including
lifelong learning.”
The guidelines say governments, employers and road
transport chain parties should increase the attractiveness of
a career behind the wheel to women and young people.
They should also give financial incentives to companies
and first-time driver applicants for training; and finance the
retraining of older workers to become drivers.
And the following sounds like a good idea for giving
young truck enthusiasts a realistic idea of just how tough
it is being an owner-driver. As part of the general career
counselling and vocational guidance system, prospective
drivers should be given neutral information on “economic
viability and vehicle operating costs, rates and other
financial information”.
ownerdriver.com.au
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KENWORTH K200 2011, Cummins ISX EGR Engine, RTLO20918 Gearbox, 46-160
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FREIGHTLINER ARGOSY 14L Detroit Series 60 EGR, RTLO20918B Gearbox, 46-160
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 NOW OPEN!
YOUR NEW ONE-STOP TRUCKING SHOP.
NEWS & REVIEWS
JOBS
visit www.ownerdriver.com.au
MOORE SLIDING A TRAILER 2011, 27x 66 Moore slider A
USED TRUCKS FOR SALE
NEW TRUCK SEARCH
INTERNATIONAL ACCO 2650G 1993, Bogie Drive Tipper with
only 94,400kms. Good condition, cab A/C, Cummins Deisel
MACK METRO-LINER 2014, Agitator with work, 418twa. QLD. Engine. GVM 22T, 6 cylinder, 6x4 axle, 44887722. QLD.
=63=6 -4 2012, Volvo truck and trailer tipper for sale.
2012 fm13 500 I-shift full automatic. Truck has been driven
by owner only has been well looked after. Vehicle is regulated
for government projects. Truck and trailer bodies are
Hercules. Truck has abs discs and trailer drum brakes both
have airbags suspension..vehicle includes digital scales,
sleeper cab, remote control electric tarps grain locks. Asking
price $115000 inc. gst. Any questions please contact me on
0423492291, CH04JT. NSW. DIY1013521. 0423 492 291.
Trailer, Nil. NSW. DIY1016090. 0428 953 430. $50,000 Inc GST DIY1005581. 0416 251 517. POA DIY1003220. 0477 607 010. $35,200 

CAT CT630    &%% WUDLOHU

FUSO CANTER 515 4X2  *UHDW WUXFN IRU DQ\RQH LQ WKH NPV (DWRQ XOWUD VKLIW 3%6  7RQQH SD\ORDG )XOO KENWORTH T404 SAR 2006, Cummins Signature @ 550hp, KENWORTH K200 AERODYNE %LJ &DE &XPPLQV ,6;( 
IRRG LQGXVWU\ DZHVRPH IRU FDWHULQJ 3% 9,& VHUYLFH KLVWRU\ ([FHOOHQW FRQGLWLRQ  9,& ',< 18spd manual, 90 tonne rated, 6F50000006A431864. NSW. KS  NLORPHWUHV KLJKZD\ ;1&< 16: ',<
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MITSUBISHI CANTER FE537  5HFHQWO\ VHUYLFHG 4,9*,+,:Î),5A :7905;,9   6HDWV /DUJH ERRW 9HU\
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ILWWHG 815(*,67(5(' 4/' ',<  $40,000  ',<  
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IN PRINT &
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OM
FR

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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
-69+ :;,9305. 2004, Ford Sterling Agi in great condition, (The Publisher) shall not be held liable or responsible. -69+ :;,9305. 2004, Ford Sterling Agi in great condition,
Cf76dq. NSW. DIY978853. 0432 248 155.  2FZHATBS45AU87959. NSW. DIY978851. 0432 248 155. 
 ownerdriver
HEMMANT
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M: 0422 799 302
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Call us today 07 3890 3033
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OWD-32-5164199-TS-310
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 MC TRUCK DRIVERS WANTED
PERTH/ADELAIDE/
MELBOURNE/SYDNEY
GKR Transport are a premium East-West transport company. GKR
Transport consistently delivers efficient and reliable service to a diverse
customer base on time & in full.
We are looking for experienced MC Truck Drivers, 2up operators to join
our team for Interstate runs.

IFOR
WANT YOU
What GKR Transport offer:
• Above Award Wages
• 5 weeks annual leave
• Bunk Allowance for all 2up teams
• Modern, well maintained equipment
To be considered for this role, candidates must:
DON WATSON TPT
• Have at least 2 years MC long distance and overnight driving experience You’re a driver that doesn’t look for a new job, operators approach you.
• Have BFM (Basic Fatigue Management) qualifications-or be willing If you needed a job, you would have already looked on the internet.
to obtain it We’re placing this add to reach people like yourself “I don’t need a new
• Be a team player job, but I could be interested in trying somewhere new.”

Candidates will need to provide a current traffic history and undertake a

Email me direct and let me tell you
pre-employment medical including drug and alcohol testing. About what we can offer.

Experience in the general transport industry is preferred, but a willingness Lyndon Watson
Lyndon@donwatson.com.au
to learn, and an appreciation of the time sensitive nature of what we do is
essential.
OWD-QV-5210564-TS-318

If you can demonstrate that you are a professional and reliable operator who
can make a positive contribution to what we do, and help meet our customer
expectations, we would like to hear from you. Please send your resume to:
employment@gkrtransport.com.au. Enquires phone 08 6258 2300.

Please note, only short listed applicants will be contacted.

Privacy Policy

This issue of Owner Driver magazine is published by Bauer Media Pty Ltd (Bauer). Bauer may use and
disclose your information in accordance with our Privacy Policy, including to provide you with your
WANTED
HIGHWAY EXPERIENCED DRIVERS
requested products or services and to keep you informed of other Bauer publications, products, services Come and work for Richers Transport: A family owned and operated
and events. Our Privacy Policy is located at www.bauer-media.com.au/privacy/. It also sets out on company servicing the Australian Eastern seaboard
how you can access or correct your personal information and lodge a complaint. Bauer may disclose
your personal information offshore to its owners, joint venture partners, service providers and agents
WE HAVE A VARIETY OF POSITIONS IN:
located throughout the world, including in New Zealand, USA, the Philippines and the European Union.
In addition, this issue may contain Reader Offers, being offers, competitions or surveys. Reader Offers
∠ SHORT HAUL WORK FROM MONDAY TO FRIDAY
may require you to provide personal information to enter or to take part. Personal information collected ∠ GROCERY RUNS WITH DAILY RETURNS
for Reader Offers may be disclosed by us to service providers assisting Bauer in the conduct of the Reader ∠ LONG DISTANCE WORK ACROSS DIFFERENT STATES
Offer and to other organisations providing special prizes or offers that are part of the Reader Offer.
An opt-out choice is provided with a Reader Offer. Unless you exercise that opt-out choice, personal We are looking for individuals with a HC/MC license,
information collected for Reader Offers may also be disclosed by us to other organisations for use by experience with highway runs, and a clean driving record
them to inform you about other products, services or events or to give to other organisations that may use
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If this sounds like you, send your resume to HR@richers.com.au
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NEWS & REVIEWS USED TRUCKS FOR SALE

JOBS NEW TRUCK SEARCH

visit www.ownerdriver.com.au
Your Say
Letters to the Editor need to be typed or clearly handwritten and be no more than
500 words. Letters should include name, title (e.g. owner-driver, manager) and city for

SEND YOUR LETTERS TO:

publication, unless otherwise requested. Letters may be edited for clarity or space.
Please be concise, so we can offer more people an opportunity to express themselves.
WHAT’S ON upcoming events
greg.bush@bauertrader.com.au or fax: 07 3101 6619 Level 5, 451 St Pauls Terrace, Fortitude Valley, Qld 4006
We prefer letters by e-mail, but handwritten letters will be accorded the same opportunity to be published.
HARDEN TRUCK & TRACTOR SHOW
March 15, 2020 – Harden Murrumburrah Showgrounds, NSW
FED UP WITH UNPAID HOURS Presented by the Harden Historic Truck & Tractor Club. Displays of
Right, all you truckies out there; it’s time we all stood up and said what we all know DOOPDNHVRIYLQWDJHFODVVLFDQGZRUNLQJWUXFNVEXVHV´UHHQJLQHV
is the truth. Stand up and say what’s real about the transport industry – no more military vehicles, tractors, stationary engines and classic cars. Plus food
mixing of words no more pussyfooting around it. stalls, market stalls, model trucks, dolls and quilts. Entry by donation.
Free Saturday night BBQ for exhibitors who stay overnight.
All of us are sick and tired of being pushed into doing hours that we are not
For info phone Kevin Sharp on 02 6386 5136 or email sharpfergy@
getting paid for and not only are we not getting paid but we are breaking the law to
hotmail.com or check out the club’s Facebook site at www.facebook.
keep the boss happy. Grow some balls, people. com/Trucktractorclub
Hands up who out there does more hours than they legally should and don’t sit
there and read all this and somehow reason with yourself that you don’t go over
your regulated hours. I personally know of hundreds of drivers who do because they KYABRAM MACK MUSTER
feel obligated to. I have had hours upon hours of conversation about performing March 21-22, 2020 – Kyabram Showgrounds, Vic.
such things as loading their own trailers before leaving for Sydney then driving the Celebrating 50 years of the Australian R700. Featuring all Mack models
11 and a half or a 12-hour haul out of Brisbane, and when arriving having to then and associated brands. Also open to all truck makes. Free entry for
unload their own trailers. Now for all you guys and girls that can’t understand what exhibitors. Friday night barbecue offered at showgrounds and Saturday
this rant is about, I’ll break it down for you. night meal available at the Kyabram Club with guest speaker.
I leave my depot to go and load – that’s a 15 to 45-minute drive, so put a mark in For further details see the Facebook page or phone Dave Willis on
the diary please. I get to the load point and get told: “Park against the fence mate, we 0428 692 753, John Laffan 0427 484 247 or Tim Daws 0458 868 988.
will call you when the load’s ready”. That can be anywhere from half an hour to two
hours just waiting. Then it’s at least an hour to load and we all know it’s work time so OAKLANDS TRUCK SHOW
March 21 & 22, 2020 – Oaklands, NSW
“Does a local driver or anybody else in Held at the Oaklands Recreational Ground. BBQ and bar opens
Saturday, March 21 at 5pm for Lights on the Wall ‘Shine On Marto’. Car

the transport industry go to work for six and bike presentations 6pm Saturday, truck presentations 11am Sunday.
5DIµHVPDUNHWVWDOOVNLGVHYHQWVIRRGDQGEDU/LYHPXVLFDGXOWV
HQWU\NLGVXQGHUIUHH5HJLVWUDWLRQV6WULFWO\QR%<2
and a half hours for $50?” For further info see the Oaklands Truck Show Facebook page or email
oaklandsst@hotmail.com or phone 0428 570 325.

mark your diary and add another half hour to your loading just to get paper work.
mşƱȫƱşſƆƐĈëƆĕëƐƐIJĶƆżşĶŕƐȫPIJëưĕëōſĕëĎƷćĕĕŕëƐƱşſŊĪşſǔưĕIJşƖſƆëŕĎīƖĕƆƆ CRAWLIN THE HUME 2020
ƱIJëƐȫPɎưĕćĕĕŕżëĶĎɓǢǥĪşſƐIJëƐǔưĕɄIJşƖſżĶĈŊƖżȰmşƱĈşſſĕĈƐŔĕĶĪPɎŔƱſşŕīćƖƐĶĪ March 28 & 29, 2020 – Campbellfield, Victoria
I’m on a 14-hour work diary I’m already out of hours before I get to Sydney and I still 5HOLYHWKHROGURXWHIURP&DPSEHOO´HOGWR$OEXU\DQGVHHVRPH
have to do the unload – another hour and a half based on tautliner work. But hey, IDQWDVWLFYLQWDJHWUXFNVDVWKH\PDNHWKHLUZD\XSWKH+XPH(QWU\
it’s all good; I get another 25 bucks for that. SHUYHKLFOHRULQFOXGHVWKH6DWXUGD\QLJKWGLQQHUDW$OEXU\5DFH
So to sum up the above, I get paid for the drive – I’m OK with that bit of my job – Club. Sunday morning presentation. Vehicles must be over 25 years old.
but for six and a half hours of my day I got paid 50 lousy dollars and broke the law to For more information and entry forms for this historic truck event go to
boot. Does a local driver or anybody else in the transport industry go to work for six the Crawlin The Hume 2020 Facebook page or phone Robert French on
and a half hours for $50? No, then why should we? 0409 380 090 or Trevor Davis 0419 506 516.
What an absolute joke. I’m not a rocket scientist but bloody hell guys, our heavy
vehicle regulators can’t work out why we are all so fatigued and why all these PENRITH WORKING TRUCK SHOW
accidents keep occurring, or are they turning a blind eye? My guess is the latter
one of these or they would make it mandatory that interstate drivers do not load
March 29, 2020 – Museum of Fire, Penrith, NSW
or unload. The annual Penrith Working Truck Show will celebrate its 33rd year
with another big day of non-stop entertainment plus rides and unique
Maree Scott
exhibits. Top country music artists The Wolfe Brothers, Simply Bushed,
East Ipswich, Qld
Jayne Denham, Hype Band and Blake O’Connor live on stage. Major
SUL]HVDQGWURSKLHVIRUWUXFNHQWULHV$GXOWVXSWRFKLOGUHQIUHH
with paying adult. Dedicated to the memory of Dane Ballinger.
For further info go to www.pwts.com.au or phone 02 4731 3000.

TRUCKING AUSTRALIA 2020

April 1 to 3, 2020 – Cairns, Qld
Held at the Cairns Convention Centre and presented by the Australian
Trucking Association. Join the nation’s trucking operators and industry
stakeholders to tackle the big issues. Includes the National Trucking
Industry Awards and small business seminars. Special appearance
by Anne Fulwood, journalist and communications expert. Mega Deal
accommodation, conference access and transfers package available.
For further information and registration go to Australian Trucking
Association’s Trucking Australia website at http://ta.truck.net.au

CLIMBING THE NEW ENGLAND VINTAGE TRUCK & MACHINERY SHOW

April 4 & 5, 2020 – Glen Innes, NSW
Held at the Glen Innes Showgrounds, Torrington St. Celebrating the
KHULWDJHRIFRPPHUFLDOWUDI´FRYHUWKH1HZ(QJODQG+LJKZD\9LQWDJH
trucks, steam traction engines, tractor pull, machinery and more. On
VLWHFDWHULQJ$GXOWVSHQVLRQHUNLGVXQGHUDQGH[KLELWRUV
free. Organised by New England Heritage Traction Club Inc.
For truck show info phone see the website at www.
heritagetractionclub.com or phone Steve on 0427 321 168.

To have an event listed, phone (07) 3101 6602

or e-mail odonline@bauertrader.com.au

ownerdriver.com.au MARCH 2020 61

 LOUIS DYLAN EMMA DANIEL ANDY ELISE PETER DAVID
CORDONY CAMPBELL NOTARFRANCESCO GARDNER ENRIGHT ELLIOTT ELLIOTT BONNICI

I CH CA R 2
WH A S O N
SE
Sundays on Network 10.
OWD-FP-5016473-CS-326

Check WhichCar.com.au/TV for show times

FEATURING
THE GOODS NEWS FROM THE HIGHWAY AND BEYOND
Expertise
combined
in industry
alliance
Benefits to be gained
from ARTSA and HVIA
partnership
PEAK TRUCK and componentry bodies Heavy
Vehicle Industry Australia (HVIA) and Australian
Road Transport Suppliers Association (ARTSA) have
formed a new partnership combining their resources
and expertise.
A memorandum of understanding (MOU) was
passed at the ARTSA AGM on February 20 and has been
approved by the HVIA board.
The MOU will see ARTSA become the ARTSA Institute
and its sole purpose will be on policy research – “much
like an independent think-tank”, a statement says.
“The institute will continue to operate the ARTSA
data analytics project and this data will help them
service the existing customers and any new customers
of that service.”
The organisations have many dual members, with
one of the benefits seen to be the rationalisation
of member-related activities such as training,
information, events, conferences, advocacy and
committee meetings.
ARTSA will discontinue corporate membership, with
existing members encouraged to join HVIA, “who will
continue to offer its broad suite of member services to
ensure continuity of representation”.
A fee deal has been agreed for the swap, while dual
members will now pay one membership fee.
“HVIA’s existing work program and technical
advocacy will be strengthened.”
ownerdriver.com.au
ARTSA will provide its existing technical collateral to
HVIA so that members can continue to access it.
“It is envisaged that HVIA’s national footprint,
structure, governance, advocacy and resources can
complement the passion, enthusiasm and technical
expertise of ARTSA members and HVIA’s existing work
program and technical advocacy will be strengthened,”
the statement adds.
“The industry has been calling for consolidation for
some time but it’s not easy to implement,” HVIA CEO
Todd Hacking says.
“This is a massive benefit for the industry and the
HVIA Board and ARTSA Executive should be applauded
for taking bold action in the best interests of the
industry.”
ARTSA chair Martin Toomey adds: “ARTSA members
knew we had to change.
“This decision allows the new ARTSA Institute to focus
our efforts on research and continue to make a strong
contribution to the broader industry by tackling the
tough issues that have often been overlooked due to the
pressures of the day-to-day running of the association.”
HVIA president John Drake has been on the working
committee to implement the change.
“This change is a win, win, win,” Drake says.
“HVIA’s technical and regulatory services will be
boosted; the industry wins by saving time and
money, and providing a single advocacy voice will
make it easier for government, the regulator and
key stakeholders.
“It also delivers a much needed research capacity for
the heavy vehicle sector.”
The two organisations have agreed to continue to
work together collaboratively in the best interests of the
heavy vehicle industry.
ARTSA Institute will be independent and available to
work with government or the private sector as required.
The MOU outlines the following vision statements:
• The heavy vehicle industry is an important industry
to the Australian economy
• VIA members deserve a strong peak body to represent
them on current regulatory and technical issues and
will continue to advocate in the best interests of its
members
• HVIA will continue to inform, educate and train
industry personnel to ensure the most up to date,
relevant advice is being provided to its members
• HVIA through its events, awards functions, Brisbane
Truck Show and ComVec will seek to promote the
industry, its members, the role of the industry, and
advise of any threats to, or opportunities for the
prosperity of the industry
• HVIA will continue to engage with decision makers,
government, regulators and stakeholders to achieve
its vision statement of: “An innovative, prosperous
heavy vehicle industry supporting the safest, most
productive fleet”’
• The ARTSA Institute will offer their independent
research service in a manner that focuses on thought
leadership and forward thinking technical proposals,
and where there is a benefit, HVIA may support the
Institute to undertake research projects that benefit
the industry
• ARTSA Institute will seek to involve its individual
members in project work and will seek to develop the
capabilities of its individual members
• HVIA and the ARTSA Institute agree that the industry
will be better served by a collaborative approach and
will remain connected through an annual strategic
planning session.
Above, L to R: HVIA CEO Todd Hacking says the HVIA/ARTSA
alliance is a “massive benefit for the industry”; ARTSA chair
Martin Toomey says the partnership allows the new ARTSA
Institute to focus its efforts on research
Left: The HVIA says through its awards functions and events
such as the Brisbane Truck Show will continue to advise of
opportunities for the prosperity of the industry
MARCH 2020 63
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 truck technology

BRAKING GOOD
E
Manufacturers VERYBODY IN THE trucking industry has
heard the horror stories. Trucks ploughing
individual new trucks. But the ATA is urging
a delay of 12 months on both dates for prime

are increasingly into other vehicles in the fog, dust, smoke

or darkness. Trucks ramming into the
movers, to give more time to iron out problems
involving bull bars and trailers on dirt roads.

providing automatic back of cars at roadworks, in heavy traffic,

at intersections or any old where.
But if, right now, you want to fit AEB to your
newer truck capable of the option, the average

emergency braking Most of these disasters are the other

driver’s fault, according to the official
cost is about $1,500, according to the regulatory
statement.

as standard statistics. But that’s little consolation to all

the traumatised people involved. And the federal
technology in new government estimates rear-enders involving
heavy vehicles cost the community around
Daimler leading the charge
AEB as planned to become mandatory generates
both an audio and visual warning if there is

trucks, and within $200 million a year.

We all like to think we are great drivers, but we
a danger of a rear end collision with a vehicle
ĶŕƐIJĕƆëŔĕōëŕĕȰɐPĪƐIJĕĎſĶưĕſĎşĕƆŕɎƐſĕëĈƐćƷ

a few years the life- only have to delay our reactions to an emergency
situation by a second or two and it can be the
braking, moving the steering wheel or pressing
the accelerator, the truck will apply the brakes

saving wizardry difference between life or death.

That’s where modern technology can help, and
by itself.
Earlier versions of the technology had some

is likely to be it’s why the Australian Trucking Association

(ATA) supports the federal government’s plan
problems with false alarms, but it’s getting
better and cheaper all the time, and several

compulsory in all to make autonomous emergency braking (AEB)

compulsory.
truck manufacturers are installing it as
standard equipment.

new heavy vehicles, “It’s an incredible safety technology,” says

Australian Trucking Association CEO Ben
Mercedes-Benz was first cab off the rank with
standard AEB in 2010, and is now up to the fifth

writes Steve Skinner Maguire. “Making it a requirement for new trucks

is one of the ATA’s safety priorities.”
About 80 lives could be saved and more than
2,000 serious injuries avoided over three decades,
if AEB becomes mandatory for all new trucks
sold in Australia, according to the government’s
Regulatory Impact Statement on the technology.
Where the ATA and government differ is on
precisely when AEB should become mandatory.
The government is proposing November this
year for all new truck models, and 2022 for all
generation of what it calls ‘Active Brake Assist’.
When the new Actros is released in April, it
will actually have the ability to automatically
completely stop the truck for any pedestrians
straying in front of it if the rig is travelling at
less than 50km/h and the driver hasn’t reacted.
(The 2016 model was able to start braking for a
pedestrian, but not come to a complete stop.)
Meanwhile, Benz’s Daimler Trucks stablemate,
the new Freightliner Cascadia, has the
distinction of being the first bonneted truck

66 MARCH 2020 ownerdriver.com.au

 for sale in Australia with AEB as standard. Top: “Watch out!” Mercedes-Benz
Hino introduced AEB as standard for the first time in the AEB in action
medium duty sector, in its 500 Series Standard Cab models. Above: The Freightliner Cascadia
ŕĎĶŕƐIJĕōĶīIJƐĎƖƐƷƆĕĈƐşſ'ëĶŔōĕſɎƆDƖƆş!ëŕƐĕſĶƆƐIJĕĪĶſƆƐ is the first bonneted truck in
to have AEB as standard. Australia with AEB as standard
Those two brands leading the way in their segments with
Left: Volvo Group autonomous
AEB is important because most rear-end crashes involving emergency braking expert Scott
trucks occur in urban areas; and more rigids are involved in Simpson
rear-enders than prime movers.
New rigids have a much lower proportion of AEB fitted
than prime movers, and unlike prime movers, rigids still
ĎşŕɎƐIJëưĕĕōĕĈƐſşŕĶĈƆƐëćĶōĶƐƷĈşŕƐſşōȾ0ž!ȿŔëŕĎëƐĕĎȰ

Volvo at the TMC

Emergency braking was the subject of a fascinating
ƆĕƆƆĶşŕëƐōëƆƐwĈƐşćĕſɎƆ¨¨ĕĈIJŕşōşīƷëŕĎlëĶŕƐĕŕëŕĈĕ
Conference (TMC) in Melbourne.
Volvo Group Australia senior product manager Scott

ownerdriver.com.au MARCH 2020 67


Above: The Fuso Canter radar
Opposite: First in its medium
duty class: the Hino 500 Series
Standard Cab
Call 02  or visit www.superchrome.com.au for more details.
Address: 93 Malta St, Fairfield East NSW 2165 | Email: VDOHV#VXSHUFKURPHFRPDX
68 MARCH 2020
Simpson explained the ins and outs of his company’s
automatic braking technology which is now standard for
nearly all models of Volvo and UD Quon, and an option for
Mack and the upcoming UD Croner.
A radar on the bumper detects the distance to the target
and the speed of the target; while a camera on top of the
windscreen picks up the shape of the target and anything on
the sides of the lane which the system doesn’t need to worry
about, such as road signs.
Four seconds before predicted impact, a red horizontal line
is reflected onto the lower windscreen (so the driver doesn’t
have to take his eyes off the road).
Three seconds before impact, the line starts flashing and
an alarm sounds.
“It’s not actually about
just slamming the
brakes on or slowing
the truck down.”
If the driver hasn’t reacted with two seconds left, the truck
starts braking.
And if there is still no reaction with only one second to go
until impact, the truck hits both the auxiliary brakes and
the service brakes hard, in emergency mode.
Under this process in the example used by Simpson, in the
space of four seconds a truck goes from 80km/h to 12km/h,
possibly avoiding a crash altogether but at the very least
reducing the severity of a crash.
“The system when it becomes active detects that it needs
to slow the vehicle down and alerts the driver to the risk of
a collision ahead,” he summarised. “So it’s actually about
making sure the driver is aware that ‘Hey, there’s a collision
up ahead, we need to do something about it’. It’s not about
just slamming the brakes on.”
The bottom line is if the driver doesn’t react within two
seconds, the truck starts braking independently.
False positives
But what about the emergency braking going off when it’s
not supposed to?
This writer did numerous overnight express trips
between Sydney and Melbourne in an older V8 Benz
Actros a few years ago and once every couple of legs the
system would wrongly activate after the radar picked up
OWD-HH-5204362-CS-321
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ownerdriver.com.au MARCH 2020 69


“When a driver is fatigued these
systems can actually act quicker
than a driver can.”
Above: Bad place for a car to stop:
a demonstration of the Volvo AEB
warning system
70 MARCH 2020
something metallic to the side on a sweeping bend.
This came as a shock on cruise control, but putting the foot
on the accelerator stopped the truck from braking hard. The
simple solution was to switch the system off for linehaul.
But on city freeways the associated adaptive cruise control
was terrific for keeping a consistent safe distance behind
other vehicles.
And I always made sure to have the system switched on in
fog on the highway. On at least one occasion the radar gave
me a heads-up warning of a truck going slower ahead, before
I could actually see its tail lights (snow or ice is a different
story because particles could block the radar).
The next Actros model uses both a radar and camera to
better detect items and people.
Scott Simpson from Volvo explained the benefits of this all
dual technology in the TMC session.
“The radar is good at detecting distance and therefore the
speed of the target that’s ahead, whereas when you combine
that with the camera, the camera is actually looking for the
shape of the object and the lateral position of where it is on
the road and within the lane markings.
“So when you have the camera combined it makes the
system smarter and it has less chance of false reactions.
When you have radar only there is more chance of it picking
up on something that’s not quite right, whether that be a
guard rail on a corner or a road sign.”
System provisos
Scott Simpson pointed out that for the system to work
properly on a prime mover, trailers have to have either ABS
or EBS (electronic braking system), and these need to be
functioning correctly. Otherwise the prime mover could
stop too quickly for trailers to handle, with the risk of jack-
knifing, for example.
“If the truck is coupled to a ‘dumb’ trailer it will come
up with a message on the dash saying it is not coupled to
an ABS or EBS equipped trailer and the actual emergency
braking goes into a reduced mode whereby it only allows the
auxiliary brakes, the compression, to slow the vehicle down,”
Simpson said. “In that case it’s not going to slow the vehicle
enough to stop it.”
Another reason the AEB might not work properly – or at
all – is if something is blocking the radar or the camera.
Simpson said operators have to be careful with aftermarket
installation of bull bars, bumper bars and stone guards.
“We’ve got a radar at the lower part of the vehicle, we’ve
also got cameras up in the windscreen depending on your
vehicle manufacturer, so by putting something in the path
of that the system it’s obviously not going to work correctly,
you’ll get fault messages and false alarms.
“We’ve actually seen occurrences where certain
aftermarket suppliers have moved the radar, so they’ve
taken it from the centre of the vehicle and moved it over 300
or 400mm, so what it’s doing then is looking at the car in the
other lane and it’s getting false alarms and the brakes are
coming on.”
Simpson adds that the Volvo system can be switched off.
This will be required under UN regulation 131 assuming the
Government makes it mandatory in Australia, after being
compulsory in Europe since 2013 (with proven effectiveness)
and more recently in Japan and Korea.
“When you have a truck hit a kangaroo or something that
rips the radar off and it’s hanging on the ground, the driver
can actually turn it off so it doesn’t annoy the driver and so
they can get it back to the depot.”
Preventing accidents
Simpson finished his TMC address with a couple of anecdotes
from Volvo product trainers.
In one case on a Queensland highway a trainer was pulling
a full-weight trailer at between 60 and 70km/h in thick fog.
“All of a sudden the lights came on and the truck started
to brake and he didn’t know what was happening,” Simpson
said. “A caravan had pulled out from a truck parking bay
onto the road and into the path of where he was travelling.”
In another case after a 10 hour trip, the truck pulled up
quicker than the customer driver could react, when a small
truck suddenly turned into a Sydney driveway and the car in
between slammed on its brakes.
“The driver didn’t realise what was happening but I guess
what that shows is that when a driver is fatigued these
systems can actually act quicker than a driver can.”
ownerdriver.com.au
 33RD ANNUAL
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Sunday 29th
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Fun and ex ci te me n t March 2020

lus mu ch m or e! MUSEUM 8am - 4pm
P OF FIRE Presentations 4pm - 5pm
• Direct access from Penrith Station
• Unlimited FREE amusement rides all day (22 rides)
• Concert sound & full stage
• Specialist trade stalls & displays
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 truck technology
THE AFTER SHOCK
G
IVEN THE SHOCK end-of-year
announcement of a strategic alliance
between Isuzu and Volvo which proposes
to transfer UD ownership to Isuzu, the
timing probably couldn’t be better for the
following feature reports on UD’s smart
new Quon eight-wheeler and a detailed
interview with Isuzu Australia chief
Andrew Harbison.
As fate and good fortune decreed, these revealing
articles by Steve Brooks came first from a meeting
at UD headquarters in Japan and then, Isuzu
Australia’s head office in Melbourne, in the weeks
prior to the barnstorming announcement.
Soon after, of course, news of the alliance came as
a bolt from the blue to everyone except the highest
executive echelons of the three brands.
Even so, no one should be in any doubt about
what this alliance represents. From any angle, it
is an intriguing new chapter in the histories of all
three brands, but most notably perhaps for UD as it
once again changes to a different corporate cloak,
albeit with a shroud of mystery draped over its
long-term future and indeed, survival.
During discussions in Japan, Steve Brooks spoke
ownerdriver.com.au
with UD Trucks boss and Volvo Group board
member, Joachim Rosenberg. Playing his cards
predictably close to the chest, Rosenberg was
almost certainly ‘up to his armpits’ in negotiations
at the time but offered absolutely no hint of what
was to come in weeks ahead.
However, Rosenberg was quick to boast of UD’s
technical ascendancy in automation and advanced
powertrain technology since becoming a wholly
owned subsidiary of Volvo Group in 2007. This
It is an intriguing new chapter in the
histories of all three brands.
‘ascendancy’ was no doubt a major factor in
Isuzu’s decision to forge an alliance with Volvo.
As Steve’s report states, it is a deal which on
one hand proposes to deliver Isuzu the advanced
technology it needs to remain a viable force
on a dramatically evolving world stage, and
on the other, gives Volvo a massive financial
injection of around US$2.3 billion to help fund
its own plans for the future.
Meantime, in Melbourne, Isuzu Australia chief
operating officer Andrew Harbison is well aware
that UD’s new eight-wheeler is plainly targeted
at Isuzu’s raging success in the 8x4 concrete
agitator market.
The big question, though, is how long will Isuzu
allow UD to compete ‘head-on’ once ownership fully
changes hands?
In the interim, Harbison doesn’t deny that Isuzu
Australia is keen to see something definite emerge
from the product sharing initiative between Isuzu
and engine specialist Cummins to plug what he
tells Steve Brooks is, “clearly a big black hole in our
heavy-duty model line-up”.
Again though, what bearing will the Isuzu and
Volvo alliance have on the Cummins connection?
Interesting days indeed, with very high stakes.
MARCH 2020 73
 truck technology
QUON POPS THE
QUESTION
With Christmas delivering the startling news
that Volvo Group is selling its UD business to
Isuzu, there’s no shortage of speculation about
what the future might hold for UD operations
in Australia. Right now though, it’s ‘business as
usual’ and that includes the upcoming launch
of an impressive Quon eight-wheeler engineered
exclusively for the Australian market. Ironically,
the prime target is Isuzu. Steve Brooks reports
from UD headquarters in Japan
I
F JOACHIM ROSENBERG doesn’t play poker,
then he probably should.
Like, across a table in a quiet upstairs
meeting room at UD headquarters in Japan
late last October, he sat confident, considerate
and calmly poker-faced as questions were
dealt. Simple enough questions at first, but
as the interview moved up a few notches
and Isuzu came casually into the discussion,
his manner and mannerisms didn’t flinch. Not
one iota.
It was much the same in mid-December when
he visited Australia for a media event at the
handover of a big batch of UD Quons to Linfox
chairman Peter Fox. Despite the pleasantries
and the plaudits, there was absolutely nothing
to even remotely hint that little more than a
week later, massive moves would be announced.
It’s questionable whether even Fox knew what
was coming.
Of course, Rosenberg is no aspiring executive
waiting for a chair at Volvo’s ‘high rollers’ table.
He’s already there, big time, and what he lacks
in lofty stature is vastly countered with the
corporate clout defined by a business card that
reads ‘chairman and representative director of
UD Trucks’ as well as ‘executive vice-president and
executive board member of Volvo Group’.
As such, by necessity and design, he plays his
cards close to the chest. Very close, but perhaps
never more than during the last year or so when
he was almost certainly up to his armpits in
74 MARCH 2020
negotiations which would ultimately lead to the
astonishing announcement on December 18 that
Volvo Group was forming a strategic alliance with
Japanese giant Isuzu Motors.
Arguably the biggest and most surprising
commercial vehicle deal of the decade, senior
Volvo Group Australia (VGA) executives appear
to have been caught completely off-guard by the
announcement, largely because it’s a deal which
will deliver UD ownership in its entirety to Isuzu.
That eventuality was not on the VGA horizon in
any shape or form.
Nonetheless, interviews at Rosenberg’s level
don’t come every day and besides, Isuzu wasn’t
even much of a topic back in October. Not by a
long shot. In fact, the only reason for any question
on Isuzu was simply to ask why UD was providing
an apparent commercial advantage to a powerful
competitor by using a badge-engineered Isuzu
model to replace UD’s retiring Condor medium-
duty truck in the Japanese domestic market.
According to a succinct, even off-handed
Rosenberg, UD is a relatively small player in Japan’s
medium-duty market so it was simply “more
economically beneficial” to allow Isuzu to supply
a suitable model rather than adapt UD’s new Thai-
built Croner to Japanese standards. Yeah, right!
Again, there was nothing to suggest that behind
the scenes, mammoth events were being planned
and processed. Or was there? In hindsight, perhaps
there was a brief passage when a sharper mind
than mine might’ve twigged to something greater
ownerdriver.com.au
afoot. For instance, with the chatter turning briefly to future
prospects for independent makers such as Isuzu, Rosenberg
shrugged and asked: “What do you think?”
It wasn’t hard to fire a candid reply: “I can’t see how Isuzu
can remain entirely independent given the strength of the
conglomerates around it, particularly on future engine
development and technologies in things like automation and
electric power.
“Interesting,” he smirked.
Like I said, a mind smarter than mine might’ve twigged
to something bigger on the boil, but by then it was time
to move on to the main question: Why UD was prepared
to spend several million dollars on development of a
Quon eight-wheeler designed and engineered exclusively
for the relatively small volumes of the Australian and
New Zealand markets?
He was perhaps happy for the change of tack, grabbing the
opportunity to pinpoint a few modern highlights in UD’s
proud 80-year history. Not least the fact that UD was first in
Japan and arguably first truck brand in the world to adopt
selective catalytic reduction (SCR) as its main emissions
platform. Even more pronounced, Rosenberg was quick to
boast the brand’s technical ascendancy in automation and
advanced powertrain technology since becoming a wholly
owned subsidiary of Volvo Group in 2007.
So, too, was he keen to point out that despite its relatively
modest standing on the world stage – with 8,000 employees
producing around 20,000 trucks a year – UD’s smaller
size provides a level of ‘agility’ in the development of new
technologies and systems which is actually an asset
over its bigger Japanese competitors. Especially when
that ‘agility’ has access to the powertrains and electronic
ownerdriver.com.au
Left: Light and lively. With a 360hp
8.0 litre engine stirring through
an Allison auto, the short 4.5
metre wheelbase version is aimed
squarely at the agitator business
Opposite: Joachim Rosenberg
played his cards very close to
the chest in the lead-up to the
announcement of a ‘strategic
alliance’ which would see UD
ownership transferred to Isuzu
Motors
architecture of a global giant like Volvo Group.
Moreover, and as recent statements have plainly indicated,
it is UD’s advanced technology and access to elements of
Volvo’s group powertrain systems which are justifiably
appealing to Isuzu’s long-term ambitions. Indeed, there’s little
doubt these were the major attractions for Isuzu in a deal
currently presented in corporate-speak as ‘… a non-binding
Memorandum of Understanding with the intent to form a
strategic alliance within commercial vehicles in order to
capture the opportunities in the ongoing transformation
of the industry.’
Put simply, a deal which on one hand proposes to deliver
Isuzu the advanced technology it needs to remain a viable
force on a dramatically evolving world stage, and on the
other, gives Volvo a massive financial injection of around
US$2.3 billion to help fund its own plans for the future.
MARCH 2020 75
Closer to home
Exactly where the new Quon eight-wheeler and the medium-
duty Croner ultimately sit in all this corporate complexity
remains to be seen. Right now, there are more questions
than answers but as reported in our previous issue, Volvo
Group Australia (VGA) insiders sternly refute any suggestion
that UD is about to become a corporate castaway.
Sure, as a Volvo press release states: “… ownership of the
complete UD Trucks business globally will be transferred
from the Volvo Group to Isuzu Motors.” However, as VGA
spokespeople eagerly emphasise, the statement also reads:
“Volvo Group and Isuzu Motors have awarded each other
private importerships in selected markets, including
Australia.”
Furthermore, says a confident VGA statement: “… nothing
will change in the set-up for the Australian market or for
our customers in the Australian market. Hence, we at Volvo
Group Australia will continue to distribute the UD brand
and support our UD Trucks Australia customers and dealer
business partners.”
Consequently, the Australian launch of both the medium-
duty Croner and the Quon eight-wheeler will go ahead as
planned in the first half of this year.
In the meantime, Isuzu Australia insiders would be
justified in being concerned about the potential of UD’s
Quon eight-wheeler to significantly encroach on the
established success of their 8x4 range.
Indeed, the build quality, design and safety features, and
Euro 6 powertrain of the four-axle Quon seen and driven in
Japan last October appear to be absolutely spot-on.
How the contest between the two brands plays out in the
long term is anyone’s guess but UD folk certainly aren’t
hiding an intention to spoil Isuzu’s party in the eight-
wheeler class.

“UD’s local leaders

aren’t hiding an
intention to spoil
Isuzu’s party in the
eight-wheeler class.”
And for good reason. Quon is already regarded by many as
the best heavy-duty Japanese truck on the Australian market.
What’s more, UD’s local operatives over recent years have
not been shy about expressing a desire for an eight-wheeler
version to broaden Quon’s horizons and in the process,
capitalise on the rapidly diminishing presence of Iveco’s
ACCO and equally, infringe on Isuzu’s rampant success in the
four-axle agitator business.
Development of a suitable Quon eight-wheeler was,
however, no quick or cheap exercise, with the ‘8x4 for
Australia’ project officially starting in early 2018 after
groundwork dating as far back as late 2016.
Japan, of course, has its own four-axle twin-steer Quon but
lacking a load-sharing twin-steer assembly and designed competitive and crowded heavy-duty truck market. Top: Pictured at UD headquarters
for applications notably lighter than Australian operations, A big call indeed, first for the fact that UD finished 2019 in Japan, the first pre-production
Quon eight-wheeler for Australia.
the Japanese version falls short of the mark for duties with a modest 451 deliveries for a slim 3.5 per cent stake of The load-sharing twin-steer
Down Under. the Australian heavy-duty sector, and secondly, the customer assembly is a proven design from
Furthermore, UD in recent times has been making a caution almost inevitable in the wake of the ‘alliance’ the same corporate closet as Volvo
fervent effort to concentrate on its heavy-duty roots, with announcement. and Mack
Quon at the core of what has been described as a determined “Yes, our expectations are high but we have many good Above: At the helm. Volvo veteran
return to the market UD does best. reasons for that,” he continued, obviously aware that the next David Moore drove the ‘8x4 for
Accordingly, it was an upbeat Joachim Rosenberg who few years will write an entirely new chapter in UD history. Australia’ project from UD head
asserted: “It was an easy decision to make the investment in “We have a good understanding of that [eight-wheeler] office in Japan. “Absolutely
satisfied with the end result.”
a Quon eight-wheeler for Australia.” application and in recent years there has been a shift to
Declining to put a figure on the development exercise, he Japanese, so why wouldn’t we use that knowledge and
at least conceded it’s a sizeable investment that runs well technical ability to develop an offering which is perfectly
into the millions. suited to that segment?
Yet despite the dramatic events about to unfold just weeks “Of course, there’s a business case behind it but I’m
later, it was a candid Rosenberg who emphasised in late confident we will surpass that business case. I’m very
October: “I sincerely believe the UD brand in Australia should confident. We will make it happen.”
be double digits.” That is, 10 per cent or more of our highly Critical to ‘making it happen’ were product manager Neil

76 MARCH 2020 ownerdriver.com.au

Carey in Australia and at UD headquarters in Japan, vice-
president of product and projects within the UD Trucks
Technology arm, David Moore, working closely with chief
project manager for UD Trucks, Takayuki Tsuchiya.
Earlier at VGA head office in Brisbane, Neil Carey and
vice-president of sales at UD Trucks Australia, Mark Strambi,
outlined plans for what’s called the CG range of 8.0 litre and
11 litre eight-wheeler models.
All variants are configured as rigid trucks and while the
11 litre units – at 390 (291kW) and 420hp (313kW) driving
into UD’s Escot automated transmission – will be aimed
primarily at what UD calls ‘heavy construction’ roles, it’s
the 360hp (268kW) 8.0 litre models which hold the greatest
potential and were subsequently subject to the highest levels
of attention in the 8x4 project.
What’s more, as Carey commented before returning to
Volvo in his Irish homeland, gross vehicle mass (GVM)
ratings are generous but vary according to the engine type
– 32 tonnes GVM in 11 litre models, 30 tonnes in 8.0 litre
versions. At this stage, a prime mover derivative seems
highly unlikely and similarly, there are no plans for a
10x4 version.
Yet while both 8.0 litre and 11 litre versions are available in
5,200mm and 5,700mm wheelbases, only the 8.0 litre model is
offered at the short 4,500mm wheelbase which provides UD
with the appropriate platform for a determined crack at the
8x4 concrete agitator market. And be in no doubt, UD’s main
focus is the concrete business.
Importantly, the hi-tensile steel chassis rails are single
skin, meaning there are no chassis inserts (other than along
the engine bay), thus limiting the risk of corrosion between
the rails and vitally, facilitating use of the low centre-of-
gravity mixer bodies developed to substantially improve
the handling and stability of agitators.
In fact, input from leading engineers within some of
Australia’s top concrete companies was critical to the entire
exercise, said David Moore, a 40-year veteran of Volvo projects
in Australia and elsewhere, sequestered at UD Japan for the
past seven years.
Likewise, the support of Japanese engineers at UD’s
Ageo headquarters was critical to what Moore insists is a
product designed exclusively for the Australian (and New
Zealand) markets.
“It was,” he explained, “a challenging project within
the Japanese mindset to build something targeted so
comprehensively to the Australian market (but) the fact
that the Ageo factory and its engineers were entirely
‘on side’ with the exercise was hugely satisfying.”

Tare weight
However, defining the right wheelbase for the agitator
business was just one detail of many, with arguably none
greater in the minds of customers and UD insiders alike
than tare weight and for the first time in the 8.0 litre Quon,
the standard inclusion of the 3200-series Allison automatic
transmission.
As Moore put it: “The Allison was a no-brainer behind the
8.0 litre engine but tare weight was the real challenge. The
goal was to get to an almost magical eight tonne tare on the
short wheelbase version.
“We eventually got it down to 8.005 tonnes,” he smiled.
“We’re all happy with that.”
Another hot item equally critical to tare weight as well as
handling and ride quality was the choice of front and rear
suspension.
In Japan, the 8x4 Quon uses an airbag front suspension
but as Moore remarked, “Its capacity is only 10 tonnes and
it’s not as easy as it may seem to go to the 12 or 13 tonnes
capacity we wanted, so we went with the leaf suspension
from within the (Volvo) group.”
Also from ‘the group’ was the eight-bag rear air suspension,
a well-proven assembly in everything up to roadtrains yet
still offering a relatively light tare weight, he continued.
Perhaps the biggest asset to emerge from ‘the group’
inventory, and certainly a major engineering consideration,
was installation of the twin-steer load-sharing design
already used under Volvo and Mack eight-wheelers.
Delivering a kerb-to-kerb turning circle of 8.74 metres,
it’s a load-sharing layout Moore knows particularly well,
with an enviable durability record. It is, after all, effectively
the modern derivation of the same assembly he and another
“It was an easy decision to make
the investment in a Quon eight-
wheeler for Australia.”
Volvo engineering veteran, Mal Brown, employed in the
mid-’80s as they developed Volvo’s first Australian eight-
wheeler.
So now, around 35 years after Volvo’s first ‘homegrown’
eight-wheeler, the Quon 8x4 project is entering its final phase
with a few pre-production units set to arrive in Australia
sometime around March for local validation and assessment,
followed in May by the first production units.
Speaking in Japan in October last year, the usually laconic
and reserved Moore answered eagerly when asked how this
project compared to so many others in his long and diverse
tenure with Volvo.
“I’m absolutely satisfied with the end result,” he replied
thoughtfully. “There have been a number of challenges
but we’ve achieved a lot and it was a very satisfying
moment to see the first pre-production unit roll off
the Ageo line.”
Quiet for a moment, he added earnestly: “It’s probably one
of the better projects because I’ve seen UD evolve greatly,
taking more of a global view these days rather than an
inward Japanese view.”
As for the future, well, it’s a case of wait, watch and
Above: Ironic! Prime target for the
wonder as an entirely new chapter in UD’s history four-axle Quon is Isuzu’s super-
gradually unfolds. successful eight-wheeler

78 MARCH 2020 ownerdriver.com.au

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 industry interview

CARRYING
THE BATON
It can’t be easy moving into any executive role when you’re replacing a
hard-nosed, high profile performer with a stellar record for success. Even
tougher, perhaps, when your natural character is somewhat more subtle.
Such was the early challenge facing Isuzu Australia chief Andrew Harbison.
But beware! Behind the mild-manner exterior lurks a shrewd, highly driven
individual with no doubts about where Isuzu needs to be. At the top!
Steve Brooks puts his interview hat on and goes one-on-one with Harbison
80 MARCH 2020 ownerdriver.com.au

This pic: Isuzu Australia
director and chief operating
officer, Andrew Harbison
Top right: Mentor and advocate.
Retired operational chief of
Isuzu Australia, Phil Taylor.
Quick to recognise Harbison’s
commercial instincts
ownerdriver.com.au
I
T WAS maybe five or six years ago. Nah, probably more. Then
again, perhaps not.
Whatever, it’s hard to keep track, especially when trying to
recall a particular Isuzu drive event. There have been so many
over so many years and let’s face it, a few hours at the wheel of a
white Japanese truck rarely lends itself to the creation of a rock
carving in the cranial cavern. Occasionally, but not often.
So let’s just say that once upon a time at one of these events
somewhere, a memorable conversation at least took place. I had
the wheel; Phil Taylor had his feet up.
For those who never had the pleasure, Taylor was a relentlessly
fierce force in maintaining Isuzu’s Herculean domination of the
Australian truck market before retiring early last year as director
and chief executive officer of Isuzu Australia Ltd.
Over a lot of years and in spite of a few indelible, sharply debated
differences on some issues, we had become quite good and trusted
friends, on and off the record. Something to do, I think, with being
a pair of headstrong hard-arses of the same vintage, intensely
competitive natures and similarly basic upbringings.
Anyway, there we were rambling along in just another little white
truck, probably reminiscing about Louisvilles and the like, when out
of nowhere the subject of succession planning came up. Right then
and there, a decidedly adamant Phil Taylor blurted that he’d already
identified the likely heir to his executive mantle. Andrew Harbison!
It was all highly confidential, of course, and there was certainly no
rush for a changing of the guard. Taylor was still some years away
from retirement and there was much to be done in the interim, not
least to ensure that Isuzu notched 30 consecutive years at the top
“I would hate to be the
of the Australian truck market while he was still at the operational
helm. It would, too, take time to carefully tailor (no pun intended) a
transition process without discord or danger to the continuation of
one sitting in the chair
Isuzu’s remarkable success.
Initially, the seemingly unassuming Harbison appeared an
odd choice. The reserved, calm, courteous man of Christian
if Isuzu ever lost market
character and diplomatic discipline was, from any angle, the
exact opposite of his street-wise, confident, blunt and sometimes
leadership.”
uncompromising boss.
Still, the intuitive Taylor had much earlier identified qualities remarkable and largely unexpected journey since joining Isuzu
to his obvious liking in the mild-mannered Harbison. Not least, in 2005 after a lengthy stint with a major tyre company before
a sharp business brain accompanied by a master’s degree in spending about 18 months with Holden in Queensland.
business administration, and perhaps most decisive of all, a Back then, the car maker and the Japanese truck brand still
powerful competitive current running deep and hard just under operated as something of a corporate odd couple in a company
the skin of the amiable persona. Critically, in an organisation called Isuzu-General Motors (I-GM) and as Harbison quipped: “They
where mutual respect ranks high in company culture, Harbison were in the same office building, so moving from Holden to Isuzu at
had also developed good relationships at many levels of Japanese that time was little more than an internal transfer.
management. “I’d heard through office gossip about a vacancy at Isuzu and saw
it as an opportunity to advance my career, so stuck my hand up,” he
New generation continued, conceding he knew next to nothing about trucks or the
In a seamless handover several years in the making and in the trucking industry.
immediate wake of Taylor’s retirement, Harbison took the leap from “I honestly thought I’d be moving to a sort of blue singlet, meat
sales and marketing director to director and chief operating officer pie operation,” he says with a grin, “but was incredibly surprised
of Isuzu Australia in February last year. to learn just how professional Isuzu, its people and the industry
At ease in his surprisingly spartan office at Isuzu headquarters at are. That surprised me, but the surprise only came from my own
Truganina in Melbourne’s windswept western rim, close to notching ignorance at the time.”
both his 50th birthday and 15 years with Isuzu, a reflective Harbison Interviewed for the role of Queensland sales manager by Taylor
admits: “I’ve been incredibly blessed in my career.” and Isuzu’s highly regarded former managing director Yuki
It has been, he adds with more than a hint of humility, a Murata, a candid Harbison said: “Phil’s passion for the industry
was contagious. It made me want to be in the truck business.
“It was also the first time I’d had anything to do with the
Japanese and Yuki impressed me from the start. Incredibly
quiet but so insightful and intelligent. An incredible man with
remarkable intuition.”
As fate would have it, Harbison’s appointment came in the
same year (2005) that Murata would play a critical role in the
dissolution of I-GM and the formation of Isuzu Australia Ltd
(IAL), freeing the Japanese brand from the rusted shackles of a
decaying corporate monolith. “It was fortuitous, to say the least,”
said an emphatic Harbison.
Despite his somewhat passive demeanour, elevation through the
executive ranks gave cause to Harbison’s underlying competitive
streak and fervent aspirations for higher roles, fortifying Taylor’s
faith in his protégé’s potential. In less than two years he’d moved
to head office in Melbourne as national dealer sales manager,
reporting directly to Phil Taylor. Then came the national sales
manager role and in 2016, obviously with the mutual anointment of
Taylor and Japanese hierarchy, Harbison was appointed director of
sales and marketing as his boss went higher up the ladder to chief
operating officer.
Harbison doesn’t deny an ambitious trait. “In private meetings
I would occasionally tell Phil I wanted his job, quite seriously,” he
confessed. “I was absolutely open about where I wanted to go in the
company.
MARCH 2020 81
Right: Steel lady. Isuzu Australia
managing director and chief
executive, Hiroko Yaguchi, gets the
ear of former colleague Phil Taylor.
She is super smart and incredibly
effective, says Andrew Harbison
Opposite, below: Headed our way.
UD Quon eight-wheeler, with Isuzu
in its sights. Interesting days!
“Phil played his cards close to the chest about when he might
retire but even so, things were starting to fall into place for an
eventual transition.”
Asked if there were any concerns about following in Taylor’s deep
footprints, a thoughtful Harbison replied: “The transition period
was long enough for me to be comfortable with what I was required
to do (but) Phil’s absence and input on a daily basis were something
else. Every day we were talking about something, anything, and then
comes the realisation your mentor is not there anymore.”
Fearful perhaps? “There is, I suppose, an underlying fear of sitting
in the big chair of a very successful organisation like this and being
able to maintain the energy and the success.”
Quiet for a few moments, an entirely serious Harbison remarked:
“I would hate to be the one sitting in the chair if Isuzu ever lost
market leadership. That would not be good.”
Ruffling feathers
For some, both inside and outside the organisation, the big
unknown was whether Harbison could mirror the assertive
82 MARCH 2020
approach of his predecessor in dealing with difficult people and
exceptionally aggressive market forces.
“Absolutely I can,” he fired back, “and that surprises some people,
I think. It even surprises me at times. By nature I prefer being
everybody’s mate but the hard decisions, especially the tough
decisions with people, come with the role.
“In some respects, Phil and I are not as different as we may appear.
We both came through the sales channel of the organisation and
I certainly understand the sales environment and the process
of getting a big deal across the line. But there’s far more to being
market leader than that and we share an absolute passion for Isuzu
and the industry we work in.”
Taylor’s greatest legacy, he contends, is a fierce determination
to stick to proven principles and ensure that the product is the
absolute best-fit for the Australian market, even if it meant ruffling
Japanese feathers at times.
Does that suggest Harbison’s more subdued nature is better suited
to dealing with the Japanese?
“In some ways, it probably does,” he answered with a wry smile.
“You can upset the Japanese very easily and that can be extremely
difficult to reverse.”
On the other hand, “There are times when you need to be
aggressive to get action on something and Phil was successful
in that. He had a reputation for being fiery but from a product
development point of view, he achieved a huge amount.
“I’ve had to step into that same role and whilst by nature I try to
be conciliatory, some things need to be emphasised and we’ve had
some fairly angry meetings up there (Japan).
“I keep pointing out that I’m here to protect the interests of the
company down here and I will do everything I can to do that.”
The tenacity was clear and genuine, as was the desire to declare: “I
go to every product meeting we have in Japan. It’s such a vital part of
our business and I need and want to be part of it.”
However, recalling the highly effective relationship of Murata
and Taylor, it’s a plainly sincere Harbison who cites current IAL
managing director and chief executive officer Hiroko Yaguchi
ownerdriver.com.au
 successful here. We understand the market, the history of
the company, the customer base, the dealer network and the
direction the company needs to head.”
What’s more, it’s an earnest Harbison who insists IAL is
fortunate to have a Japanese managing director with the
OUT OF LEFT FIELD
Did Isuzu Australia chief
corporate connections and executive smarts of Hiroko RSHUDWLQJRI´FHU$QGUHZ
Yaguchi, “… to manage the relationship between here and Harbison have any advance
Japan, and leave the running of the company to local QRWLFHRIZKDWZDVDQQRXQFHG
management. on December 18 last year, that
“She is incredibly effective,” he says with what is best Volvo and Isuzu had formed a
described as a mix of genuine regard, relief and even VWUDWHJLFDOOLDQFHZKLFKLQYROYHV
gratitude. WKHWUDQVIHURI8'RZQHUVKLS
to Isuzu?
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Andrew Harbison’s first year in the high chair has been
very closely guarded secret.”
reasonable. As expected, Isuzu finished 2019 comfortably In fact, Harbison even admits
leading the light and medium-duty sectors, and holding WRDWZLQJHRIIDQQR\DQFHWKDW
its third place in the heavy-duty class despite a sizeable someone in Japan didn’t at least
drop in sales. SURYLGHKLPZLWKD¬KHDGVXS­
Nonetheless, from the outside looking in, Isuzu’s overall WKDWVRPHWKLQJELJZDVDERXW
market leadership can easily appear insurmountable and to break in the hours before
it’s a blunt Harbison who confirms that market domination the announcement.
remains the core focus of a company which has now %XWDQ\DQQR\DQFHZDVVRRQ
notched 31 consecutive years of leadership. VHGDWHGE\WKRXJKWVRIZKDWLW
“We’re driven by that,” he asserts, “and we will continually might all mean.
“When I stopped and thought
look for opportunities to add new product, adapt product to
about it, I’d never connected
suit new markets, and continue to grow as an organisation
WKHWZREUDQGV9ROYRDQG
to retain market leadership. Isuzu, but it makes some
“This is absolutely what we are about and I think the sense,” he suggests, inferring
example of our dual [steering] control model is a typical that both brands have perhaps
example of that. We identified the waste industry as a market been looking for some time at
we hadn’t traditionally done a lot of work in. It was primed expanding their horizons beyond
for a new challenger to come in.” current boundaries.
Just as Isuzu did with its eight-wheeler in the agitator $VIRUZKDWWKHDOOLDQFHPLJKW
business? “Yes, very similar!” mean for the future, he says,
Likewise, he confirms marketing will remain a major “I admit I’m reasonably happy
weapon in the Isuzu arsenal, traditionally spending bigger about it for the longer term.”
What about any impact
on promotion and campaigns than any other brand in
on existing arrangements,
the business.
VSHFL´FDOO\,VX]X­VSURGXFW
As a smiling Harbison explained: “One of my very early VKDULQJLQLWLDWLYHZLWK&XPPLQV"
mentors in life had a funny little poster in his office that ª7KDW,FDQ­WDQVZHU«KH
read: ‘Doing business without advertising is like winking UHPDUNVªEXWWKHWZRFRPSDQLHV
at a girl in the dark. You know what you’re doing but no one (Isuzu and Volvo) are obviously
else does.’ So the message is that you can have the very best VWLOOQXWWLQJRXWH[DFWO\ZKDWLW
product but without telling anybody about it, you’re keeping all means. Besides, any sharing
it in the dark.” of technology may not come to
fruition for years yet.
“Anything’s possible but from

“Japan has a very good understanding of ZKDW,KHDULW­VGH´QLWHO\D

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the need for the Australian operation to be

equal alliance.”
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run by Australians.”
markets like Australia?
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that plays out.
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as a critical factor in providing the platform for the

continuation of Isuzu Australia’s unrivalled success.
“I rate her very highly, and that’s not just being
nice in a corporate sense,” he said with obvious
regard for the woman who represents a Tectonic shift
in the somewhat staid, typically male traditions of
Japanese companies.
“Yaguchi-san is the first female head of a distributor
in the Isuzu world and if you were to ask, ‘What makes
her good?’, the answer is that she can be incredibly
forceful when she needs to be, has a memory like a bear
trap, she is hugely intelligent, knows a lot of people in
Japan at many levels, and has a great deal of emotional
intelligence to understand the people around her.
“Don’t ever think you can pull the wool over her eyes.
She is just so smart.”
Pausing for a few seconds, he continues, “I obviously
report directly to her but it’s worth pointing out that
Japan has a very good understanding of the need for the
Australian operation to be run by Australians.
“Phil had a very clear mandate to run the organisation
and that mandate has been passed to me.
“At the same time we have a strong but sometimes
testing relationship with our parent company (Isuzu
Motors Ltd) but again, they recognise that Australian
management is why the company has been so

ownerdriver.com.au MARCH 2020 83


“There’s clearly a big black hole in
our heavy-duty model line-up.”
Yet for all Isuzu’s strengths and historical success, Harbison
doesn’t shy from the existence of threats or weaknesses, perceived or
otherwise, and insists no one in the company takes the competition
for granted.
“This industry is way too competitive to allow yourself even a
moment of arrogance or ignorance towards the competition.”
Right now, however, there are worrying signs for the market
leader. While an overall lead in 2019 of slightly more than 3,000 units
over nearest rival Hino appears comfortable, it’s actually well down
on the previous year’s performance when Isuzu was almost 4,400
units ahead of its arch challenger.
Without too much surprise, Hino has been quick to highlight its
gains in 2019, citing an extensively revitalised range of 500-series
medium-duty models equipped with an impressive list of standard
safety features as a significant factor in gaining strong sales despite
a softer market.
‘Hino Australia has challenged industry trends,’ states a recent
Hino press release, ‘and despite tough market conditions, has
become the only Japanese manufacturer to achieve positive sales
results for the 2019 calendar year across all segments.’
In the medium-duty sector specifically, ‘… we saw impressive
results which can be contributed to the all-new 500-Series Standard
Cab, with Hino recording an overall market share of 31.6 per cent, an
increase of 5 per cent versus 2018.’
Isuzu, of course, isn’t blind to Hino’s improved performance last
year, nor the fact that its own medium-duty numbers were more
than 400 units (1.2 per cent) down on 2018’s figures.
Above: New Isuzu Giga at last
year’s Tokyo Motor Show. But
impressive as it is, it won’t be
coming to Australia unless there’s
a Cummins underneath. For now,
says Harbison, Japan is playing its
cards close to the chest
Right: Quiet achiever. But beware.
Flowing close under the Harbison
skin lurks a hugely competitive
character
84 MARCH 2020
Yet while it’s a candid Harbison who concedes that its major
competitor has set the bar high in terms of medium-duty safety and
picked up sales in the process, he is similarly intent to explain that
Isuzu has similar advances up its sleeve.
“We have been talking with our R&D team about the development
of safety features for the past four or five years, so we are on a
development timeline with those things,” he said.
As for when ‘those things’ might appear on the Australian market,
the answer was a vague: “In the near-ish future.
“From a competitive point of view I’d love to have them today,
but at the same time I don’t want to see the product compromised
by trying to rush something to market just to respond to what a
competitor has done.”
Reinforcing the point, “Safety technology is constantly evolving
and we’ve already had the option of taking some early systems, but
we’ve opted not to do that. We don’t want to be a test bed for trialling
early systems.”
However, as Hino’s strong sales suggest, much of the medium-duty
market is looking for these safety features now.
“Absolutely it is,” he agreed, “and like I said, we are on a
development timeline that will see us with those features in the
near-ish future.” Whatever ‘near-ish’ means!
Determined to get the message across, a decidedly sanguine
Harbison added: “I can’t control what our competitors do. I can
only control what our response is (and) a big part of our product
planning process is about taking feedback from the market and
making sure we are providing the absolute best product we can.”
But on another tack, while its light-duty domination appears
set in stone and medium-duty leadership remains solid despite
obvious threats, can Isuzu hang on to its enviable third place in the
ultra-crowded and intensely competitive heavy-duty sector where
its numbers were also notably down in 2019?
Moreover, Isuzu’s hugely successful eight-wheeler will be soon
targeted by an extremely impressive challenger from UD, while
desires for a truly viable prime mover and heavy rigid contender to
emerge from the 2018 announcement that Cummins and Isuzu are
exploring ‘product sharing opportunities’ remain little more than
wisps of hope on a distant horizon.
Despite the challenges, it’s a resolute Harbison who says Isuzu will
be doing everything in its power to at least hold its current standing
in the heavy-duty class.
As for the arrival of UD’s new eight-wheeler Quon and its targeted
impact on Isuzu’s immense success in the concrete agitator
business, he simply reiterated: “Again, I can’t control what our
competitors do. I can only control what our response is.” (Just a
fortnight after this interview, Harbison was as shocked as anyone
at the announcement of a ‘strategic alliance’ between Isuzu Motors
and Volvo Group, which will see UD ownership transferred to Isuzu.
See accompanying panel.)
It is, however, the absence of any news on progress of the
Cummins initiative which continues to dampen IAL’s dreams of a
serious shot at the heavy-duty leadership title it so blatantly covets.
Sure, the current Giga in the IAL range is a fundamentally honest,
reliable truck but seriously outdated and under-equipped to be
anything other than a token presence in the big end of the business.
A realist, Harbison agrees. “There’s clearly a big black hole in our
heavy-duty model line-up,” he conceded.
In Japan, however, there’s an entirely new, stylish and highly
advanced Giga now in operation. Yet while acknowledging the
new model is “a far more impressive product” than the current
offering, a definite Harbison states, “We won’t accept it in its
current guise. We don’t want to compromise any future Giga
programs by taking a product that’s not as good as we know
it could be for our market.
“So much of our success has come from making sure we have the
correct specification for our market. We cannot forget that. ”
And it’s an astute Harbison who accepts that moving into the
prime mover and heavy rigid classes puts Isuzu in an entirely new
battleground where the contest is based almost exclusively on
advanced US and European powertrains.
Still, given the lack of feedback from both Cummins and Isuzu
since the announcement almost two years ago, does Harbison think
a Cummins-powered Giga will actually happen?
“I certainly like to think it will,” he answers with a faint smile.
“We could definitely do great things with it but honestly, Japan is
playing this incredibly close to the chest.
“It’s a frustration to some degree because for us, it’s such an
obvious part of the market that’s really going begging.”
Even so, and without the slightest hint of hubris, it was an
assertive Harbison who concluded: “We’re number one in light duty,
we’re number one in medium-duty and we’d love to be number one
in heavy-duty.
“Why not? We’re good enough. All we need is the right product.”
ownerdriver.com.au
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tech briefs
Gary Bone during
his time as Volvo
Trucks vice-
president
VOLVO GROUP AUSTRALIA has appointed former
Mack and Volvo executive Gary Bone to the role of
vice-president of Mack Trucks in Australia.
He replaces Dean Bestwick who is moving
to a senior sales position with Mack in the
United States. Bone took up his position
on March 2.
For the past six years he has been managing
An artist’s impression of the new Sloanebuilt
Premises at Smeaton Grange, NSW
Sloanebuilt Trailers
on the move
A NEW purpose-built manufacturing facility,
set on a nine-acre block in the industrial estate
of Smeaton Grange, is set to become the new
home to Sloanebuilt Trailers (SBT) in May.
The new 36,000 square metre
manufacturing facility is a long way from
where the family-owned business first started
back in 1986 in the town Camden, NSW, in a
small workshop style shed.
With this investment, Sloanebuilt Trailers
says it will more than double the current
operation, placing it in a great position to
continue to service the Sydney, New South
Wales and beyond market well into the future.
According to Sloanebuilt, the new facility
will boast 15,000 square metres undercover,
four drive-through bays, twin spray booths,
machine shop, sandblast booth, weighbridge,
spare parts store as well as modern and state
86 MARCH 2020
The Dog gets a
Bone … again!
director of Chesterfield Australia, distributor and
importer of John Deere agricultural equipment.
Bone has a long association with the Mack and
Volvo brands, starting as a Mack salesman in
Melbourne in 1996 before moving to a role in
the US.
It was during his time in the US that Volvo
acquired Mack in 2000.
of the art engineering and administrative
facilities.
Sloanebuilt says it will be able to press
steel as and where needed thanks to a new
monster LVD machine weighing in at 170
tonnes and able to press metals with a force
of 1,000 tonnes. Already installed, it will be
ready to run as soon as the new warehouse is
open for business.
SBT has also invested in a new grit blast
booth to continue what it says are the
flawless paint jobs clients have come to
expect as their units roll out of the workshop.
Sloanebuilt says it will also improve the
finished product of refurbished or repaired
units in need of a fresh coat.
The new Sloanebuilt Premises at Smeaton
Grange will hold a grand opening on May 20
and 30.
Moving back to Australia, Volvo Group Australia
appointed Gary Bone in 2005 to the position of
vice-president of Mack Trucks.
In 2009 he moved across to be vice-president
of Volvo Trucks and remained in that role
until resigning in 2013 to take up the
managing director’s position at Chesterfield
Australia.
Asked his reasons for applying for the Mack
position, a candid Gary Bone said simply, “Trucks
are in the blood and I’m genuinely excited about
returning to Mack.
“It feels like I’m coming home.”
His return comes at a particularly exciting
and challenging time for Mack as formidable
competitors Freightliner and Kenworth ramp up
the introduction of new models.
Meantime, it is becoming increasingly apparent
that Mack will later this year release the long-
awaited Anthem model.
“Exciting times, for sure,” he said. Indeed!
– Steve Brooks
Mack Anthem breaks cover
JUST WHEN IT seemed that Mack’s new Anthem was
drifting aimlessly in a mystical ‘Never-Never’ for
the Australian market, an avid reader found these
images of the new bulldog about to start real world
trials with Brisbane-based Followmont Transport.
We’ve been writing articles about Anthem for
more than two years, including a trip in early 2018
to Mack HQ in the United States. However, other
than the appearance of a cut-away version at last
year’s Brisbane Truck Show, the new model has been
kept under tight wraps.
For much of those two years, repeated
undertakings from senior Mack executives that
we would ‘soon’ be given a closer look at early trial
units have failed to materialise.
Our information is that there has been no
shortage of development difficulties for the
Australian market but as these images suggest, at
least some of those difficulties may now be behind
Mack. However, given that the truck pictured here is
a day cab model, perhaps there are still issues with
finalising an expanded range of sleeper sizes for
our market.
There’s no official word when Anthem will be
launched here but a betting man might wager
something small on an appearance late this year. If
not, well, maybe it truly is on the ‘Never-Never’.
– Steve Brooks
ownerdriver.com.au
Panus defies the virus
PANUS SEMI TRAILERS, Thailand’s
largest manufacturers of trailing
equipment and now a major
supplier to the Australian transport
market, has assured customers it’s
business as usual.
Despite the current problems
affecting Chinese manufacturers
that are finding it difficult to
source components due to the onset
of the Coronavirus, production at
the Bangkok-based manufacturer is
not affected by delays in the supply
of its componentry.
“Panus sources items such as
axles, suspensions and coupling
systems used in the construction
of its range of trailing equipment
from Australian suppliers,” says Ron
Gysberts, general manager for Panus
Semi Trailers.
“That enables Panus to respond
quickly to the demand for new
equipment from Australian
operators, while also safeguarding
the warranty and product support
that results from buying from
local Australian divisions of
global suppliers.”
From the factory south east
of Bangkok at Chonburi, Panus
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Assembly says it is currently retractable skeletal trailers and flat TIS 1800:2011 standards.
building up to 200 trailers per tops onto the Australian market “At a time when many suppliers
month with a workforce of 900 we have added additional models have been disadvantaged by
employees. When operating at such as drop-decks, dollies and Coronavirus, at Panus Semi
peak capacity with 1,100 employees, fully compliant PBS combinations,” Trailers our aim is to have the
the 52-acre factory site is able Gysberts adds. right products available with
to produce up to 350 trailers “All our range of equipment minimum wait times to assist
per month, according to is backed by a product line Australian operators in rebuilding
the manufacturer. that is already certified to and re-supplying all forms of the
“Since launching our range of ISO9001: 2008 plus OHSAS 1800:2007/ Australian transport industry.”
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MARCH 2020 87
tech briefs
SA electric truck put to work
SOUTH AUSTRALIA’S first battery-
powered kerbside collection
truck is a reality on the streets of
metropolitan Adelaide.
The outcome comes two years
after amalgamated council rubbish
collection firm East Waste began the
process and a testing regime.
In an all-Australian affair, the
Iveco ACCO-based truck, the first
in a fleet replacement program,
is supplied by Superior Pak, using
drivetrain technology from another
Australian company, SEA Electric.
The new truck is owned and
operated by waste and resource
management company East Waste.
East Waste GM Rob Gregory says
the new truck replaces a diesel-
powered truck and, with zero
emissions, will remove from our
suburban streets the equivalent of
20 vehicles generating 63 tonnes of
carbon dioxide every year.
It cost about $550,000, which
is $150,000 more than a diesel
truck and East Waste is confident
the extra investment will return
financial savings along with
environmental benefits.
“It is much more than a terrific
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88 MARCH 2020
environmental initiative by East
Waste,” Gregory says.
“It will deliver financial gain to
better manage the cost of kerbside
collections of recyclable resources
and waste.
“We conservatively project
that our new electric vehicle will
save more than $220,000 over
the seven-year life of its diesel
predecessor. Even with the extra
$150,000 purchase price, that is a
$70,000 saving.”
The cost savings will be greater if,
as expected, diesel prices continue
to climb.
Moreover, with significantly fewer
moving parts than a conventional
motor, the new truck is expected to
last longer than seven years.
Maintenance costs will be reduced
by at least two-thirds.
The truck’s drivetrain generates
electricity each time it reduces the removal of noise pollution as Above: East Waste GM Rob Gregory and
speed, returning charge to the the truck travels from house to Adelaide’s first battery-powered kerbside
collection truck
batteries and reducing wear and house on bin collection day. It is
tear – especially to brake pads. almost silent.”
“Residents will fall in love with East Waste installed a 36kW solar
our new truck without realising it,” system at its Ottaway depot to
Gregory says. provide renewable energy to charge
“With reduced air pollution comes the truck’s batteries every day.
Scania electrifiies Norway’s city distribution
SCANIA says the deployment and are charged by 130kW
of two battery electric cable charging.
distribution trucks to the “In the long run, electrification
fleet of Norwegian wholesaler will be key to achieving a
ASKO marks another milestone sustainable transport system
in the cooperation regarding for heavy vehicles as well,” says
electrified solutions the two Karin Rådström, head of sales
companies. and marketing at Scania.
According to Scania, the
results from its hybrid vehicles
using electric mode in city
centres are positive, which led
On the journey, it is as
important as ever to work with
customer-near development
to understand the impact on
OWD-QV-5164927-CS-320
it to start with fully electric the customers’ full operations,
battery-powered trucks in not only making sure that a
city distribution. technical solution works and
With the battery technology the electricity that charges
that is currently available, the batteries is sourced from
battery electric trucks need renewable energy.
to drive shorter distances and
be able to recharge batteries.
“That is why we are pleased
with yet another important
In city distribution, this can project together with ASKO,”
be done while loading or Rådström says.
unloading goods. This project received financial
The two trucks that will go backing from Enova, which is
into ASKO’s operations have
a battery capacity of 165kWh,
a state enterprise owned by
the Ministry of Climate and
giving them a range of 120km, Environment in Norway.
ownerdriver.com.au
 MAXITRANS has announced company distributing product within the region with a choice

Lombardi to that G&A Lombardi has joined

the MaxiTrans Dealer Network,
distributing its full range
of trailer brands in Western
for a number of MaxiTrans’
trailer brands up until 2010.
Now, the partnership has been
re-established and expanded
of products suited for a varying
range of specific applications.
“This is yet another example of
MaxiTrans ongoing commitment

distribute Australia in addition to its

existing product offering.
MaxiTrans range of trailer
brands include Freighter, Maxi-
upon which it adds will provide
customers with greater access to
a wider range of complementary
transport solutions.
to provide the industry with
even greater access to a range
of transport solutions and
collaboratively provide support

MaxiTrans Cube, Lusty EMS, Hamelex White,

Trout River, AZMEB and Peki.
They will be made available from
G&A Lombardi’s dealership in
“We are delighted to once again
be working with MaxiTrans to
jointly distribute leading brands
throughout Western Australia,”
within the region,” says Dean
Jenkins, managing director and
CEO of MaxiTrans.
“We are thrilled to welcome G&A

range in WA Forrestfield, which is located on a

double road train route.
MaxiTrans says the relationship
between itself and G&A Lombardi
goes back to 1982, with the
says Peter Lombardi, managing
director of G&A Lombardi.
“This collectively gives us
the added flexibility to offer
and better serve the industry
Lombardi back to the MaxiTrans
family and it is a fantastic
opportunity for all customers to
benefit from this expansion.”

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ownerdriver.com.au MARCH 2020 89

 To send feedback, e-mail The Interstater at
theinterstater@gmail.com

THE INTERSTATER Voice of the truck driver enough with a 10-hour book, you are
simply not being paid for all you do or
enough for what you do currently.

Fatigue mismanagement PHONE CRACKDOWN

It’s great to see the crackdown on people
driving around using their mobile
phones instead of driving the vehicle
they are supposed to be in control
of in a completely safe manner. But

If 12 hours a day isn’t enough, some companies are has it gone too far? Sure, there is no
argument that the majority of drivers,
pushing for more time spent behind the wheel predominantly car drivers, can’t chew
gum and change radio stations without
causing a major crash, but there is that

T
O SINGLE OUT one trucking company never TUCKED UP IN BED one big elephant in the room that must
seems quite fair, because one cannot ever say Surely we should be moving closer to line-haul drivers be considered, and it’s the simple fact
with complete certainty that they are the first, never having to load and unload at all? Believing AFM that mobile phone usage and technology
and there is no way to know they will be the capable is seen as being more flexible, but companies has been a very big contributor in
last. With that being so, it would be sensitive see that as a tool to be used in its entirety and with decreasing the crash rate of long-haul,
to say that there is a very large and long- minimal input by their drivers. Really, drivers are interstate drivers.
established trucking company that has been considered to be just whingers and need to do what It must be said that not being able
plying their trade up and down the Pacific Highway is asked of them with no questions or complaints to drive along at night when we are
and hold the respect of most clear-thinking transport (because no-one else has complained). getting a bit doughy, using the ability
people. But it comes as a great shock to hear they are The owners of these big companies are quite often to ring a mate, ring the missus or
seeking to have their drivers accredited to take on the well respected and have been doing it a long time. someone who may be just as knackered
unnecessary and quite dangerous can of worms titled They probably started out as drivers themselves but, has helped reduce the fatality rate on
Advanced Fatigue Management (AFM). as we all know, once a bloke steps out of the truck and the open road. Sure, that doesn’t mean
Now, not to point the bone at any one company, sits behind a desk, he forgets just how hard it is to truck drivers should be cruising along
except to use this situation as an example of at what keep going when your body is saying ‘no’. And when with a phone in their hand, or taking
point the wheels fall off a great history, the burning they are tucked up in bed for the night and they’re not selfies, or sending dick pics while
question is “why”. When most of Australia is looking doing 100km/h, they can no longer see what far too trying to maintain 100km/h. But once
for the door around 4.30pm each day, are loathe to many drivers are seeing. these invasive overhead in-cab viewing
do another hour or two in overtime and consider Basic Fatigue Management (BFM) and AFM are cameras ramp up, let’s all hope the crash
the thought of five hours overtime per week quite recipes for disaster and a key way to an early grave rate doesn’t increase.
draining, why would any reasonable employer expect and it’s hard to find a stretch of highway that isn’t Perhaps it’s time all employers
their drivers – who are in charge of more than a proof of that. ensure that their trucks, and their
million bucks worth of equipment and freight – to What we do need is a 10-hour book with the drivers, have the correct and most
increase their working day/night by another two or flexibility and sensibility by drivers, for drivers, up-to-date technology available so
four hours? who can understand if you don’t think you can earn their drivers aren’t the ones getting
When did 12 hours in every 24 become not enough? knocked off answering calls from
Isn’t it enough for drivers to contend with 144 hours operations managers and office staff
a fortnight that they might need 86 hours in one
week? Then to add insult to injury, insist on giving
the schedulers the ability to swap and move their
“They probably and costing them their points and
licenses as a result.
Oh, and stop thinking “geez, what
times around to suit the freight, regardless of the
driver’s ability to handle the sudden changes in their
sleeping habits.
started out as drivers more do we have to do for these bloody
drivers” when you have drivers off
work due to loss of licenses because
It’s OK to think it’s going to be handled in a very
professional way. But when you have your eyes
themselves.” of mobile phones. Have fun trying to
replace them.
hanging out and you find yourself fading away,
struggling to keep your eyes open, a well thought
out and programmed schedule isn’t going to stop
drivers falling asleep at the wheel at a higher rate
than ever before.
Why doesn’t this company pay its long-haul drivers
for loading and unloading until they reach the 2.5-
hour mark? What’s it going to take to make these big
mobs understand that if one driver picks up a set of
trailers that have been preloaded, and another has
had to spend three hours of his day loading his, and
they are both paid the same money in their bank at
the end of the week, that the one loading is a victim of
wage theft?
With such a huge fleet, and depots strategically
located at reasonable intervals up and down the coast
road, it must be obvious to a blind man that a 12-hour
book would be more than capable of providing all
concerned with a flexibility to complete any task, and
continually using the freshest drivers available while
keeping sufficient local drivers out and about loading
line-haul trailers at a sustainable rate.
Again, why can they justify and afford to pay their
local drivers for every minute they are on the clock,
but can’t bring themselves to do the right thing by the
boys (and girls) and pay the ones that are most often
in a fatigue zone the same way as local drivers while
they are doing the work of local drivers?

90 MARCH 2020 ownerdriver.com.au

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