Owner/Driver #339

ownerdriver 

APRIL 2021 #339 

DEDICATED TO THE SUCCESS OF THE PERSON BEHIND THE WHEEL 

Truck of the Year 

Legend 900 takes out the 

2020 Valvoline award 

See page 20 

Father and son 

Resilience overcomes Mathie 

family’s cruel condition 

See page 62 

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Contents #339 

APRIL 2021 

62 

20 LEGEND 900 VOTED TRUCK 

OF THE YEAR 

A delighted Inverno family 

accepts the 2020 Valvoline Truck 

of the Year trophy 

24 ’58 KENWORTH AN 

OREGON ARTEFACT 

Western Sydney truck restorer 

Charlie Borg takes up the 

challenge of rejuvenating an 

imported relic 

30 JON KELLY INTERVIEW 

The former Heavy Haulage 

Australia boss talks about his 

current resto projects and new 

TV show 

34 BREAKING THROUGH THE 

BARRIER 

The Pilbara Heavy Haulage Girls 

celebrated International Women’s 

Day by encouraging young women 

to join the industry 

40 AMERICANA CLASSIC 

Garry Leeson’s once-retired 2006 

Peterbilt is back doing what it does 

best – hauling logs in eastern 

Victoria 

62 FATHER AND SON 

Quinten Mathie was always going 

to follow his father Phillip into 

trucks. Now, he’s forging his own 

future, despite cruel circumstance 

40 

20 

76 VOLVO EYES FOSSIL-FREE 

FUTURE 

Volvo Group Australia’s recent 

press conference coincided with 

the release of an updated range of 

Volvo Trucks, as well as the arrival 

of the new Mack Anthem 

“My trucks are 

so flash I should 

charge the bugs 

to ride on them.” 

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ownerdriver 

EDITORIAL 

Editor: Greg Bush 

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Technical Editor: Steve Brooks 

E-mail: sbrooks.trucktalk@gmail.com 

Contributors: Warren Aitken, Katie Allison, 

Frank Black, Warren Caves, Warren Clark, 

Mark Gojszyk, Rod Hannifey, Michael Kaine, 

Sarah Marinovic, Ken Wilkie 

Cartoonist: John Allison 

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BEHIND THE WHEEL Greg Bush 

Up to the challenge 

INTERNATIONAL WOMEN’S DAY has come and gone 

for another year, but with all the media attention 

centring on Canberra and some of our most supposedlyesteemed 

politicians, it has attracted much attention 

and become more significant than in previous years. 

We’ve seen a minority of men running for cover after 

being unmasked for their alleged immoral pursuits 

– and subsequently being forced to resign and/or being 

investigated by the authorities. 

In the decades gone by, the male species has ruled the 

roost in politics, as well as in the private sector. 

The trucking industry, however, is one industry that is 

actively encouraging women to get behind the wheel. One 

reason could be the driver shortage in Australia. More 

importantly, there many women out there keen to hit the 

road and drive trucks. 

Now, that may surprise the traditional male brigade but 

it’s not uncommon for company owners to prefer women 

driving their expensive rigs. “They’re not as rough on the 

gear,” is one comment I’ve heard on a few occasions. 

I’ve met and interviewed a number of women truck 

drivers over the years, both in Australia and internationally. 

Sometimes, as in the case of young men, they’ve followed 

their parents into the industry. Others are fed up with sitting 

behind a desk and yearn for a vocation more exhilarating 

while enjoying the freedom of the road. Of course there’s 

also the opportunity to earn more money. 

Generally, female truck drivers are well respected by their 

male counterparts. And there’s no doubt they’re more than 

capable of doing the job. 

Take a look at Heather Jones and the Pilbara Heavy 

Haulage girls. Their effort in attracting newcomers to the 

industry – both female and male – is to be commended. 

Last month the inaugural Women in Trucking’s 

International Women’s Day awards were announced with the 

nominees coming from many and varied backgrounds. Some 

were happy to drive local, while others followed Heather 

Jones’ example by joining the ranks of long-haul drivers. 

Driver of the Year winner Hannah Hughes, a fourth 

generation truckie, is successfully plying her trade in a road 

train around Western Australia for McColl’s. In contrast, 

runner-up Bianca Clark does local runs around Sydney, 

driving a Kenworth T909. 

Another award, the Trailblazer Driver of the Year, went 

to Jenny Coleman (pictured right), who has spent 10 years 

driving two-up across Australia with her partner. The more 

experienced runner-up in that category, Michelle McDonald, 

has spent four decades on the road. 

It’s not only freight companies who are encouraging 

women to join the industry. Truck manufacturers are also 

playing their part, with some young women eager to try their 

hand at becoming diesel mechanics. 

It was only a couple of years ago that Scania invited female 

high school students to their Brisbane facility. A number were 

noticeably interested in the intricacies of today’s trucks. 

Daimler is another supporter, linking up with Transport 

Women Australia to sponsor scholarships into the industry. 

The world is changing, and Australia needs more drivers to 

fill the ranks of our aging workforce. And women are stepping 

up to meet the challenge. 

In the meantime, have a read of Ben Dillon’s intriguing 

report on truck driving newcomer Bobbi Lockyer in the 

Pilbara region. It’s on page 34 of this issue. 

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The Goods 

NEWS FROM THE HIGHWAY AND BEYOND 

Rod Hannifey appointed NRFA president 

NHVR welcomes new appointment 

while acknowledging the work 

of outgoing president Gordon 

Mackinlay 

THE NATIONAL Heavy Vehicle 

Regulator (NHVR) has welcomed 

the appointment of well-known 

trucking safety advocate Rod 

Hannifey as president of the 

National Road Freighters 

Association (NRFA). 

NHVR CEO Sal Petroccitto 

said Hannifey’s appointment 

would ensure smaller operators 

continued to have a strong voice 

when it comes to heavy vehicle 

safety reform. 

“Rod has shown he’s willing 

to tackle just about any issue 

that leads to a safer outcome for 

heavy vehicle drivers and it’s 

often a practical solution that’s 

born out of decades of experience,” 

Petroccitto says. 

“Rod is a well-respected voice 

across the industry and I look 

forward to continuing to work 

with him and the new board.” 

Petroccitto also thanked outgoing 

president Gordon Mackinlay. 

“Gordon has been a strong voice 

for drivers and owner-operators 

and I wish him well,” he says. 

“Under Gordon, the association 

has grown and gained significant 

influence with decision-makers at 

all levels of government. 

“I’ve personally welcomed his 

strong leadership over the past 

year as the industry tackled 

unprecedented challenges brought 

about by the pandemic and 

operational restrictions.” 

Hannifey, well known as the man 

behind the wheel of the TruckRight 

Industry Vehicle, was elected as 

Above: Newly appointed NRFA president Rod 

Hannifey 

NRFA vice-president last year before 

taking on his new role. 

New TruckRight Industry Vehicle on the 

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THE GOODS NEWS FROM THE HIGHWAY AND BEYOND 

Warning for warring tow truck drivers 

Western Sydney tow truck turf war on NSW 

government’s radar 

THE NEW SOUTH WALES GOVERNMENT reports 

that it is cracking down on rivalries between 

rogue tow truck companies that has seen 

anti-social behaviour spill onto the streets of 

western Sydney. 

Minister for Better Regulation Kevin Anderson 

said the turf war has drawn the attention of NSW 

Fair Trading and NSW Police, which recently issued 

notices to 35 trucks from the Blacktown, Mt Druitt 

and Penrith regions to present for inspection 

following an increase in anti-social incidents on 

Sydney streets. 

Several trucks were issued with breaches for 

offences under the Tow Truck Industry Act, while 

NSW Police identified issues relating to work 

diaries and vehicle defects, and NSW Transport 

issued 23 minor and two major defects for 

mechanical issues. 

“We have strong laws to regulate this industry 

and we won’t hesitate to use them,” Anderson says. 

“These inspections are a warning to any tow 

truck company or driver thinking of engaging 

in anti-social or criminal behaviour that we are 

watching and will call them in if we have to. The 

party’s over. 

“I intend to keep these operations running for 

as long as they are needed to remind these rogue 

operators that bad behaviour will not be tolerated. 

“The Tow Truck Investigation Unit will continue 

to closely monitor this situation and if needed 

will team up with law enforcement to come down 

hard on anyone doing the wrong thing.” 

The NSW government says criminal behaviour 

has pervaded the tow truck industry for decades, 

with the Act first being introduced in 1998 

following an escalation of violence among 

companies. 

“Motorists who’ve broken down or been in an 

accident don’t deserve to be harassed or pressured 

by operators looking get their car onto the back of 

a tow truck,” Anderson continues. 

“And they shouldn’t be put in the middle of a 

stoush between rival operators looking to be first 

to the scene. 

“We have worked hard to push out rogue 

operators in the last decade and to build a safer 

and stronger NSW and I won’t allow this type of 

behaviour to creep back into the industry.” 

In addition to holding tow truck drivers and 

operators accountable, NSW Fair Trading is also 

warning motorists to be aware in the instances 

where their vehicle requires towing: 

• Do not be bullied or pressured to sign a towing 

authorisation form and always remember that 

you as the customer can refuse a tow for any 

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• Always contact your insurance company before 

signing a towing authorisation and therefore 

agreeing to have your vehicle towed 

• Never be pressured by a tow truck driver to have 

your car towed to a particular smash repairer 

as they are often affiliated with particular 

repairers 

• Never accept a hire/rental car from a tow truck 

driver without first contacting your insurance 

company as you may be liable for the cost. 

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ATA calls for truck dimension reform 

Andrew McKellar bemoans width 

and mass limits restrictions holding 

back new vehicle developments 

Above: ATA CEO Andrew McKellar 

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THE AUSTRALIAN TRUCKING 

ASSOCIATION (ATA) has taken aim at 

local truck dimension restrictions, 

saying the current rules prohibit 

the latest vehicle technology to 

enter Australian shores and must be 

overhauled. 

The call comes as the ATA releases a 

submission on heavy vehicle emission 

standards, Heavy Vehicle Emission 

Standards for Cleaner Air – Euro VI 

draft regulation impact statement, 

to the Department Of Infrastructure, 

Transport, Regional Development and 

Communications (DITRDC). 

The submission recommends 

increased width and mass for diesel 

trucks that meet the Euro 6 emission 

standard or equivalent, as well as 

electric and hydrogen trucks. 

“Australian trucks have a width of 

2.5 metres, with extra allowances for 

equipment such as tautliner curtain 

buckles, lights and removable load 

restraint equipment,” ATA CEO Andrew 

McKellar says. 

“In contrast, trucks in Europe are 

generally 2.55 metres wide and trucks 

in the US are 2.6 metres wide. 

“Electric and hydrogen trucks 

developed overseas will need to be 

redesigned for the Australian market 

to meet our dimension rules. 

“This will slow the rollout of zeroemission 

trucks in Australia.” 

McKellar says an increase in vehicle 

mass was also needed to encourage the 

purchase of newer, greener vehicles. 

“Euro VI, battery electric and 

hydrogen trucks are heavier, which 

reduces the amount of freight they can 

carry and their commercial viability,” 

he says. 

“There needs to be an extra 500kg axle 

mass allowance for single steer trucks 

and an extra 1,000kg for twin steer 

trucks,” he says. 

McKellar says zero-emission trucks 

were a reality and needed the right 

policy settings to increase their uptake 

in Australia. 

“We are getting to the stage 

now where international vehicle 

manufacturers are bringing electric 

vehicles to the market. 

“To support this, government must 

ensure vehicle standards regulations 

are flexible enough to allow that to 

happen.” 

The Euro series of standards regulate 

the emission of carbon monoxide, 

hydrocarbons, nitrogen oxides and 

particulates by on-road heavy diesel 

vehicles. 

All new trucks sold in Australia 

must, as a minimum, meet the Euro V 

standard or the equivalent US/Japanese 

standards. 

McKellar says the Government’s 

proposal to mandate Euro 6 or the 

equivalent US/Japanese standards 

should be brought forward to January 1, 

2024 for new truck models and January 

1, 2025 for new trucks generally. 

The government’s current proposal is 

to mandate Euro 6 or its equivalents for 

new truck models from July 1, 2027 and 

for new trucks from July 1, 2028. 

“After extensive consultation with 

our members, the ATA considers that 

we can now mandate Euro 6 and its 

equivalent standards earlier than 

originally planned, but the mass and 

width changes must come into force 

well in advance of January 1, 2024,” 

he says. 

The ATA’s full list of recommendations 

are: 

• The Australian government should 

mandate Euro VI emissions 

standards at Stage C and equivalent 

US and Japan standards for new 

heavy vehicle models from 1 January 

2024 and all new heavy vehicles 

from 1 January 2025, conditional 

on offsets to mitigate the cost to 

industry 


not proceed with the proposal to 

mandate stage D of Euro VI emission 

standards for heavy vehicles 


maintain all heavy vehicle categories 

on the same introduction timeline 

for implementing Euro VI emission 

standards 


ensure that the final regulatory 

impact statement for mandating 

Euro VI emission standards for 

heavy vehicles complies with the 

Guide to Regulatory Impact Analysis, 

and actively include offsets for the 

additional proposed regulatory cost 

burden on industry 

• The Australian, state and territory 

governments should deliver vehicle 

standard offsets for Euro VI heavy 

vehicles, including an additional 

500kg axle mass for steer trucks, an 

additional 1,000kg axle mass for twin 

steer trucks and increasing heavy 

vehicle width 


ensure that the vehicle standard 

offsets for Euro VI heavy vehicles 

are delivered well in advance of 

the implementation of Euro VI as a 

mandatory standard 


extend the vehicle standard offsets 

delivered for Euro VI heavy vehicles 

to hydrogen fuel cell and battery 

electric heavy vehicles 


implement Japan pPNLT-2017 

and USA EPA 2013 as equivalent 

international standards to Euro VI 

Stage C 

• The Australian government should, 

in conjunction with states and 

territories, initiate reform to regulate 

off-road engine emissions. 

It has been noted recently that, by 

current standards, a Tesla semi truck 

would not fit the current criteria and 

the maker has made a submission to 

the National Transport Commission’s 

Heavy Vehicle National Law (HVNL) 

review. 


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NHVR eyes fatigue technology trials 

VTA conference 

attendees told 

pilot testing in 

fleets to start 

identifying 

preferred 

regulatory path 

THE NATIONAL HEAVY VEHICLE 

REGULATOR (NHVR) is to probe how 

fatigue technology can be recognised 

in regulatory frameworks, CEO Sal 

Petroccitto says, in an update to the 

Victorian Transport Association (VTA) 

conference. 

Petroccitto emphasises fatigue is a 

key area of focus for the regulator and 

technology will be one of the aspects to 

help it in this space. 

“There is widespread agreement across 

the industry that counting time is not an 

effective measure of managing fatigue, 

and fatigue is unique to each individual,” 

he says. 

“What makes you tired is something 

different to what might make me tired. 

“We know that to properly manage 

fatigue risk we need to collectively 

manage individual driver behaviour 

fatigue as well. 

“One of the key tools in helping to 

manage the individual driver fatigue 

is around fatigue, distraction and 

detection technology. 

“We know the benefit of this 

technology and its ability to contribute 

to saving lives by alerting drivers to 

incidents before they occur, is where 

we need to land. 

“So, we want to foster this life-saving 

technology, which is why we are 

launching a pilot of this technology to 

understand how it can be recognised in 

the regulatory framework.” 

Though short on further detail, 

Petroccitto notes the pilot will start in 

May with a “small and contained group” 

of operators, with a view of expanding 

the program later in the year. 

“We think this is the right approach 

to take with technology – a partnership 

model whereby the interested parties 

work together to understand the 

benefits for everyone.” 

Petroccitto says it is important that 

the legislation is neutral with respect to 

technology 

“You have made significant 

investment in technology solutions to 

meet your individual business needs,” he 

says to delegates. 

“Governments should be leveraging 

the systems you have in place – we 

support a model similar to the 

development of EWDs [electronic work 

diaries], where the regulator may set the 

performance standard or criteria – not 

the type of technology, we let the market 

determine how to best meet those 

standards.” 

The fatigue technology trial falls 

into the broader context of how future 

industry regulation is shaped, with 

Petroccitto expanding on the regulator’s 

submission to the National Transport 

Commission’s (NTC’s) consultation 

regulation impact statement (RIS) on the 

Heavy Vehicle National Law (HVNL) review. 

NHVR seeks a “law that’s clearer, 

forward-looking and future-proofed” 

as there likely won’t be as good a future 

opportunity for reform beyond this, 

Petroccitto notes. 

He doesn’t want to see all power 

to the regulator, rather to “regulate 

efficiently but still held to account by 

ministers” while having more scope to 

be responsive to change, with current 

framework needing 12 to 18 months for 

any legislative change. 

For operators, he wants “risk-based 

investment and commitment rewarded 

and supported by legislation put 

forward”, with a prescriptive element 

still able to those who so desire it. 

On that, Petroccitto notes he is not 

supportive of operator licensing, saying 

the cost of it is too great compared to 

current frameworks, with a competency-based 

approach a more desirable 

outcome. 

Though not expanding on it, he argues 

a national heavy vehicle registration 

system is worthy of investigation. 

Further, the NHVR CEO is keen on 

NHVR CEO Sal Petroccitto (left) addresses 

the 2021 VTA conference 

swifter heavy vehicle access gains, 

particularly around performance-based 

standards (PBS) vehicles. 

Data shows PBS vehicles are 

involved in 46 per cent fewer crashes 

per kilometres travelled, and are 

15–30 per cent more productivity, 

helping to transition away from 

older trucks. 

The 12,000th PBS combination is 

projected to be reached soon, and not 

by 2030 as originally forecast, with a 40 

per cent increase in PBS vehicles on past 

year driven by industry demand and the 

instant asset write-off scheme. 

On road access, some 94 per cent 

of permits are approved but the 

process is too slow, Petroccitto notes, 

with a 28-day limit too long, and 14 

days more desirable, though VTA CEO 

Peter Anderson echoes some operator 

sentiments that such arduous permit 

processes are not necessary at all. 

While that reality is some way off, 

Petroccitto notes, he sees a risk- and 

consent-based focus as honing in on 

higher-risk sectors and easing the 

burden for those with proven safety 

records. 

– Mark Gojszyk 

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More overtaking lanes on the Newell 

Safety and timesaving 

benefits 

for freight 

transport 

through joint 

government 

infrastructure 

projects 

WORK TO PROVIDE more overtaking 

opportunities on the Newell Highway 

has taken another leap forward with 

two lanes recently completed at 

Redbank and Coobang. 

Federal transport minister Michael 

McCormack says the investment in 

new lanes is to improve the safety and 

the efficiency of this key freight and 

tourism corridor. 

“Road users on the Newell Highway 

are already experiencing improved 

safety and more efficient travel times 

with 17 new lanes now completed, 

including the northbound overtaking 

lane near Parkes and the southbound 

overtaking lane at Redbank, near 

Coonabarabran,” McCormack says. 

“We look forward to the remaining 

overtaking lanes being delivered, 

providing even greater freight 

productivity and safer and more 

enjoyable journeys on the Newell 

Highway.” 

NSW minister for regional transport 

and roads Paul Toole says the rollout 

of the overtaking lanes was being 

accelerated through a strategic 

partnership with industry. 

“To date, we’ve added 25 kilometres 

of overtaking lanes on the Newell 

Highway, enabling more efficient 

freight transport and providing 

around 15 minutes in time-saving 

benefits to motorists,” Toole says. 

“By the end of 2021, we expect to 

have delivered 25 lanes as part of our 

commitment to build a safer, stronger 

road network in regional NSW.” 

Federal member for Parkes 

and minister for regional health, 

regional communications and local 

government, Mark Coulton, says the 

Newell Highway works were helping 

save lives on the state’s busiest freight 

corridor. 

“With these investments, we are 

playing a part in reducing the 

occurrence of fatigue-related crashes 

on the Newell Highway,” Coulton says. 

“Extending these overtaking lanes 

will make using them less hazardous, 

providing everyone with a safer and 

more reliable road network in regional 

NSW – one that will get motorists 

home sooner and safer to their 

families. 

“It will also be a huge fillip for 

freight, which will bring major benefits 

to the region.” 

NSW MP Sam Farraway says this 

initiative is another example of the 

Australian and New South Wales 

governments working together to build 

productive infrastructure that the local 

community and economy need. 

This commitment is reflected in a 

further $59.5 million package of safety 

improvement work to be rolled out at 

seven projects, starting at Dustys Creek 

and Redbank. 

Work involves widening the 

shoulders and centre line, as well as 

installing audio-tactile line marking 

“It will also be a huge fillip for freight, 

which will bring major benefits to 

the region.” 

on the edges and centre of the road. 

These safety improvements along 

a one kilometre section at Dustys 

Creek and a five kilometre section at 

Redbank are also being delivered by 

the Newell Highway Program Alliance. 

Work at Dustys Creek started on 

March 23 and is expected to take 

three months to complete, weather 

permitting, with work at Redbank also 

underway. 

In the 2020-21 Budget, the Australian 

government announced $591.6 

million in a joint $736.6 million 

investment with the NSW government 

for infrastructure projects along the 

Newell Highway, including $60 million 

towards overtaking lanes. 

Upgraded heavy vehicle 

inspection bays for Newell 

A $2.3 million upgrade to heavy 

vehicle inspection station bays 

in the New South Wales central 

west will drive improved heavy 

vehicle safety along one of the 

state’s busiest freight corridors, 

the NSW government says. 

Minister for Regional Transport 

and Roads Paul Toole said 

work to upgrade heavy vehicle 

inspection bays on both sides of 

the Newell Highway near Back 

Yamma Road at Daroobalgie 

between Parkes and Forbes 

commenced in March. 

“The NSW government is 

already investing more than 

$720 million as part of the 

Newell Highway Upgrade 

Program to improve productivity 

right along the Newell, 

particularly for trucks – and it’s 

critical we also invest in safety 

as part of our vision for safer 

and stronger regions,” Toole 

says. 

“This upgrade to the heavy 

vehicle inspection bays at 

Daroobalgie will include a 

new inspection shed, boom 

gates, improved safety barriers 

and resurfacing of the road 

approaches. 

“It will ultimately improve 

efficiency and safety by enabling 

more heavy vehicles to be 

checked at different times of 

the day.” 

Work commenced on March 8, 

which Sam Farraway, member 

of the Legislative Council, says is 

supporting around 15 jobs. 

“Our heavy vehicle inspectors 

play a critical role in ensuring 

the safety of trucks on our roads 

but some of the inspection 

facilities themselves are quite 

basic,” he says. 

“The existing heavy vehicle 

inspection bays will have roofs 

built over them to protect 

workers and freight operators 

from the elements. 

“A new amenities block 

including a shower, toilets 

and small storage room with 

disabled access ramp will also 

be built.” 

During the work, which is 

expected to be completed 

soon, heavy vehicle inspections 

will still be carried out along 

the Newell Highway in various 

locations. 

Motorists are advised to follow 

the direction of traffic control 

and all signs, including reduced 

speed limits. 


Improvement notice follows NHVR raid 

Emissions control and 

‘remapping’ at core 

of Sunshine Coast 

investigation 

A NATIONAL HEAVY VEHICLE REGULATOR (NHVR) 

investigation into a Sunshine Coast operator has 

produced evidence of engine tampering. 

The unnamed company is now subject to an 

improvement notice. 

A joint investigation between NHVR and 

Queensland Police Service officers confirmed the 

emissions control system on one of the company’s 

trucks had been switched off, while the control 

system on a second vehicle had been ‘remapped’ 

to allow increased emissions, the regulator 

explains. 

The parties entered the unnamed company’s 

premises earlier this year. 

NHVR executive director statutory compliance 

Ray Hassall says tampering with an engine 

control unit (ECU) is a serious breach of the Heavy 

Vehicle National Law (HVNL). 

“Engine remapping is a serious offence and 

a direct threat to public health, safety and the 

environment,” Hassall says. 

“The Improvement Notice compels the operator 

to have the remainder of its fleet checked by 

inspectors authorised to examine specific engine 

makes and models. 

“The operator is now fully aware of the need to 

comply with the HVNL and of its responsibilities 

to drivers, the community and the environment. 

“We’ll continue to work with the operator to 

ensure compliance with the notice and any 

further directions.” 

ownerdriver.com.au 

APRIL 2021 19

2020 truck of the year 

Photos by Cristian Brunelli 


LEGEND 

WINS OUT 

The 2020 Valvoline Truck of the Year recipient 

has been decided and, due to another COVID 

lockout, belatedly presented. Warren Aitken 

travels to Dalmore, Victoria to hand the prized 

trophy to the delighted Inverno family, proud 

owners of a sparkling Kenworth Legend 900 

WELCOME TO APRIL and, finally, 

the announcement of the 2020 

Valvoline Owner//Driver Truck of the 

Year award. With the high calibre 

of Valvoline Truck of the Month 

winners it was a pretty tight race to 

the flag but, in the end, much like 

The Highlander, there can be only 

one. Owner//Driver magazine, along 

with Valvoline, are proud as punch to award the 

trophy to the entire Inverno family and their 

stunning Kenworth 900 Legend. 

With 2020 being such a strange, screwed-thepooch 

kind of year, it seems almost poetic that 

it has taken us so long to be able to get down to 

surprise the Inverno family and hand over the 

Valvoline Owner//Driver Truck of the Year trophy. 

In truth, I had snuck down earlier but another 

quick-fire Victoria lockdown had me out of the 

state before I could get the trophy delivered. 

Therefore, it was an absolute pleasure for me and 

a bit of a shock for Peppi, Danielle, Jeremy and 

Chris, when I finally got to rock up and break the 

news to them. 

So, a quick rundown on the Inverno 900 Legend. 

G&D Inverno runs a fleet of five trucks with 

the 900 being the boss’s workhorse. Sorry, I 

should clarify, the family will actually tell you 

Danielle is the boss, so I should say ‘the 900 is 

driven by Peppi’. 

There is a custom-built B-double tautliner set 

Left: The Kenworth Legend 900’s regular run is Melbourne to 

Adelaide 


APRIL 2021 21

“I just 

can’t 

believe 

it; I never 

thought 

ours would 

win.” 

Above: The Legend 900 is always 

presented in sparkling condition, 

thanks to Jeremy and Chris 

Inverno. Photo by Warren Aitken 

Left: Owner//Driver’s roving 

reporter Warren Aitken (left) 

hands over the Valvoline 2020 

Truck of the Year trophy to Jeremy, 

Danielle, Chris and Peppi Inverno 


that sits behind the Kenworth when it undertakes 

its weekly runs, predominantly between 

Melbourne and Adelaide. In a quirky turn of fate, 

the day I rocked up to deliver the good news to 

the family it was bang on three years since Peppi 

picked the truck up. 

Over those three years he has racked up over 

300,000 kilometres and, if anything, the truck is 

almost looking better than new. That is our segue 

into introducing the young man who is really 

responsible for not just the state of the truck, but 

for the fact we were able to photograph it and 

get the whole story behind it as well – Jeremy 

Inverno. 

Jeremy spends all his spare time cleaning the 

G&D fleet, specifically the 900 Legend. That’s not 

to exclude Jeremy’s younger brother Chris who 

helps out as well. However, Jeremy has been the 

driving force behind all this. 

Window pain 

We shall just take a little detour here to include 

a little story that Jeremy’s mum Danielle told 

me while I was in town. The story explains 

how Jeremy got into cleaning trucks because it 

was never something he particularly enjoyed 

doing. Truth be told, he started because he was 

shockingly bad at AFL. 

“Jeremy and Chris were out the front of the 

house kicking the ball around,” Danielle explains. 

“I warned them to be careful, then Jeremy 

kicked it to Chris and it’s gone straight through 

the front window. 

“Jeremy was told he’d have to clean the trucks to 

pay them back for the window.” 

It’s worth noting here that Jeremy is adamant it 

was Chris’s bad hands, not his wonky kick that led 

to the broken window. Either way, Jeremy took to 

cleaning quickly with a skill level far exceeding 

his AFL abilities. He soon repaid his parents for 

the window but remained dedicated to cleaning 

after school and on weekends. 

His passion for trucks and his work ethic saw 

him garner a prized apprenticeship at Hallam 

Truck Centre in Melbourne at the start of this year 

– a highly sought-after opportunity. Even this 

didn’t stop his desire to look after the company 

fleet though. 

Such was his pride in the trucks that when the 

family was approached for a story, it was Jeremy 

that pushed his publicity-shy dad into running 

with it. 

“We were just overwhelmed when the truck got 

picked for Truck of the Month [last July],” Danielle 

exclaims, going onto to say it was a real honour 

considering the standard of trucks throughout 

Australia. 

Pristine condition 

It really was a pleasure when I was able to tell the 

family that their truck had been voted the 2020 

Valvoline Owner//Driver Truck of the Year. At some 

stage throughout the afternoon I think I heard 

exactly the same line from everyone – Peppi, 

Danielle and Jeremy. “I just can’t believe it; I never 

thought ours would win.” 

Well it did, and it is well deserved. Even on a 

random Saturday in early March when I rocked 

up, the 900 was in pristine condition. Apparently, 

as is usually the case, Jeremy had already been 

out washing and polishing after work, getting 

the truck ready for his dad to head out again on 

Monday. 

Full credit to the Invernos. They are a hardworking 

Australian family that take huge 

amounts of pride in what they do and how they 

do it. It was a real honour to award them the 2020 

Valvoline Owner//Driver Truck of the Year. 


APRIL 2021 23

trucking heritage 

OREGON ARTEFACT 

Western Sydney truck restorer Charlie Borg takes up the 

challenge of rejuvenating an imported weather-beaten 

1958 Kenworth into a roadworthy truck while maintaining its 

original character. Warren Caves writes 


“The engine delivers 

power to the wheels 

via a five-speed Spicer 

crash gearbox.” 

THE ONSET OF COVID-19 has no doubt driven a surge in 

the already booming historical truck movement over the 

past couple of years. The preference for staying at home 

and limiting social interactions on any sort of scale has 

undoubtedly led to much more ‘shed time’ for those midprojects 

and resulted in some others previously relegated 

to the back burner for some time slowly but surely rolling 

their spider web-covered cabs out from their dusty caverns 

of ‘blokedom’. 

Even so, with so many projects on the go, I really don’t know 

where Charlie Borg, current custodian of this 1958 Kenworth, finds 

the time. 

Among Charlie’s other toys and projects are a White Road 

Commander named ‘Lizzy’, a Kenworth SAR, a Kenworth S2 in the 

build, a restored 1956 Austin that was originally a Resch’s brewery 

truck, a W-model Kenworth and a White 3000 part way through 

restoration. 

Upon approaching Charlie’s 1958 Kenworth – official model 

classification CC925C – my curiosity was immediately piqued by 

the inscription on the door – ‘Lebanon Truck Service’. As many 

would, my mind immediately thought of that far off Middle 

Eastern country adjacent to the Mediterranean Sea, a land of 

kebabs and falafel. I wondered how many Kenworths made it to 

the Middle East, I naively thought to myself. 

After initial introductions, obviously one of my first questions 

was, surely this truck is not from Lebanon, is it Charlie? “Yes,” he 

proclaims. Lebanon in the USA to be more specific. 

Charlie informs me that there are several towns named Lebanon 

in the US and, as indicated by the build sheet he has for this 

particular truck, Lebanon, Oregon is where this truck hails from. 

A little post-interview Googling revealed there to be anything up 

to 47 Lebanons in the US! 

Lebanon Truck Service of Oregon unfortunately didn’t reveal 

much from Google searches and, apart from the build ticket 

information and address, not much is known to Charlie about the 

truck’s obviously well-lived life prior to coming to Australia. 

Lebanon is a small town in north-west Oregon with a 

population of around 17,000 residents and was once famous for 

its strawberry production and timber industry. The once thriving 

local timber industry eventually petered out in the 1980s. Perhaps 

Charlie’s Kenworth was originally used for timber transport or, as 

the name on the door references, “truck service”. Maybe it was used 

as a recovery or salvage truck for a truck repair business? Charlie is 

determined to find out some day. 

As for recent history, Charlie can trace it back around five years 

Top: Charlie and his best mate 

Lu-Lu, who also enjoys a ride in the 

classic Kenworth 

Above: The original Cummins 

220hp in-line six-cylinder 

turbocharged engine still powers 

the ’58 Kenworth 


APRIL 2021 25

Above: The evergreen Kenworth 

boasts thermostatically-controlled 

pneumatic grille shutters 

Below: ‘Lizzy’ the White Road 

Commander is another Charlie 

Borg project 

Opposite from top: Charlie takes 

the ’58 for a spin near the site of 

western Sydney’s new airport; 

The 13-speed gear knob is a red 

herring; The Kenworth originally 

worked in Lebanon. Oregon, USA 

that is, not the Middle Eastern 

country 

or so when the truck (and an assortment of other Kenworth parts) 

were imported into Australia by Adam Lovell. 

The truck was then on-sold to Bernie Learson of Premier One 

Cleaning Products. This is how Charlie, a friend of Bernie’s through 

their love of historical trucks, came to first see the 1958 Kenworth. 

According to Charlie, at the time, Bernie was also restoring 

a Ford LTL model truck and reluctantly decided to let the ’58 

Kenworth go, to divert funds into his other project. 

A deal was brokered and the Kenworth found its way to Charlie’s 

place on Sydney’s western fringe, near to the fast emerging second 

airport site. 

Original character 

A vehicle bodybuilder/boilermaker by trade, Charlie was well 

placed to carry out the considerable task of customising and 

rejuvenating the 63-year-old Kenworth classic. 

Much of the original characteristics of the truck remain. 

The power plant under the hood (in this instance I am 

comfortable using the word hood instead of bonnet) is still 

the original Cummins 220 horsepower (164kW) in-line sixcylinder 

turbocharged engine, complete with in-cab operated 

decompression lever for those cold winter mornings. The engine 

delivers power to the wheels via a five-speed Spicer crash gearbox 

(the 13-speed gear knob has been added to confuse the unfamiliar) 

and a three-speed joey box. 

To better cater for the sub-zero operating conditions, louvered 

grille shutters controlled by an air solenoid and thermostat 

probe in the cooling system, control the amount of available air 

passing through the grille. This design would be of great benefit 

preventing the engine running too cold when operating in 

ridiculously cold climates. 

After a lot of time and effort, cleaning and re-riveting the 

louvres in place, Charlie set about trying to repair the air solenoid 

valve, which didn’t seem to be working properly, when he broke 

the housing in the process. Panic set in for a moment when 

Charlie questioned, where was he going to find a new one of 

those? After some research, he found they were still available new 

from the ’States. A new valve was soon in place, restoring the whole 

unique system to working order. 

Destined to become further customised to suit its new owner’s 

needs, the ’58 had already seen some modification prior to 

Charlie taking ownership. Originally a bogie drive on torsion bar 

suspension, the truck had been shortened to a single drive on leaf 

spring suspension back in Oregon prior to starting its new life 

‘Down Under’. 

Once in Australia, the suspension was once again upgraded to 

something a little more ‘back-friendly’, with AirLiner suspension 

from a Freightliner fitted to the rear. To the best of Charlie’s 

knowledge, this was done by Adam Lovell. 

Not content with the truck in its configuration when he bought 

it, Charlie set about modifying the truck for his own needs and 

taste, with the end goal being to finish up with a vehicle suited to 

indulging his other hobby, race cars. The truck was to be modified 

to transport his beloved Mini Cooper to race meetings. 

While the suspension set up was a far cry from the original 

torsion bar design of old, Charlie believed he could improve things 

even further and set about re-engineering the truck to more 

modern levels of comfort. 

Drawing from his experience in fine-tuning the handling 

performance of race cars, Charlie added dual ride height valves 

to the rear suspension, which sees the truck sit much flatter in 

corners. The front suspension was not overlooked either. In a 

system of Charlie’s own design, the leaf spring packs were reduced 

to just two leaves to maintain front axle positioning. It was then 

fitted with a set of Kenworth air bags, added to bear the load. These 


“The design was 

eventually deemed safe 

for road use.” 

too feature dual ride height valves for enhanced cornering 

and stability. 

Distinctive note 

The offer of a short joy-ride in the truck by Charlie was quickly 

accepted and I was pleasantly surprised by the relative comfort 

the truck yielded. There was little of the expected bucking and 

pitching to be felt. The only discomfort I noticed came from sitting 

in the right-hand side of a moving truck without a steering wheel 

in front of me for reassurance. 

The deep burble provided from the straight-through exhaust 

pipes provided the perfect soundtrack and gleaned many a turned 

head and a few waves as we trundled along one of the main 

arterial roads that will soon service Sydney’s long awaited second 

airport. Charlie’s suspension design concepts are ‘on point’ and 

really do work a treat. 

It would seem the icy winters of northern Oregon had a 

distinct influence on the braking design for this ’58 Kenworth. 

It would seem the risk of jack-knifing and front axle skidding 

were sufficient enough for the engineers of the day at Kenworth 

to regard the fitment of brakes to the front steer axle as a risk, so 

brakes were not fitted to the steer axle from factory. Obviously 

these conditions in Australia are infrequently encountered, 

so Charlie in his wisdom set about adding front axle brakes in 

a move that he thought surely worthy of bonus credits, come 

engineer inspection time? Perhaps not! 

S-Cam brakes were eventually fitted to the front axle, which was 

not without its difficulties due to the left-hand drive configuration 

of the truck. When it did come to engineering inspection time, 

Charlie proudly offered his truck up for examination and was 

very forthcoming in pointing out to the inspector that the truck 

originally didn’t have any front brakes at all but is now much safer 

by their fitment. 

At this point Charlie says he saw an expression of uncertainty 

wash over the engineer’s face. By fitting brakes, an act of what 

Charlie thought to be an obvious improvement in safety, he had 

inadvertently inflicted a whole new level of scrutiny the truck had 

to be subjected to get the design passed. After much balance and 

brake-force testing and general compliance headaches, the design 

was eventually deemed safe for road use. 

To facilitate the transport of his Mini Cooper, Charlie has added 

an electrically operated, hydraulic tilt tray to the truck to enable 

easier loading of the car. 

Much like his vision with this truck, it seems Charlie is the kind 

of bloke that can see potential in all manner of bits and pieces. He 

points out to me that the steel angle used on the sub-frame for the 

tilt tray was salvaged from his childhood home at St Johns Park, 

demolished many years ago. 

Brassy lady 

Adding to the personal touches featured on the ’58, a brass woman 

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APRIL 2021 27

“If you see something you like and you have 

the money to buy it, then buy it”. 

resides proudly on the hood. Charlie goes on to explain: “My dad 

used to have a poultry farm and while on the delivery runs he 

would like to go to an old scrap yard at Yennora, which was on the 

way. I’m nearly certain he would have found her at that scrap yard. 

“We would go on these runs in his old Bedford and the brass 

woman eventually found her home on the front of that truck. The 

woman then found herself in my brother’s possession before he 

gave her to me. I was going to put her on a Kenworth S2 model I’m 

also restoring but I decided she would be better placed on the ’58 

model as the bonnet doesn’t tilt forward and pose a risk of walking 

into her,” he says. 

“I have had a few trips to the USA and on the last trip I tried to 

find out a bit more on this truck’s history without much success. 

“I have the build ticket and know that it came from Lebanon, 

Oregon, but that’s where it stops for now. I’m keen to try again 

someday.” 

According to Charlie, the Lebanon painted on the door often 

creates confusion. 

“I had a group of Middle Eastern guys come here for business 

one day and one of them noticed ‘Lebanon’ on the door and 

he became a little abrupt, questioning why I – obviously not 

Lebanese – had this on the door. 

“After some explaining he settled down and took a photo of the 

truck to show his mates,” Charlie laughs. 

After getting the truck on the road, Charlie visited his mate 

Bernie to show it off. He says Bernie had always regretted selling 

the truck but was happy to see it up and running. While there, 

Charlie took Bernie’s wife for a drive in the truck. Now yarns can 

be spun and truths sometimes get in the way but, as Charlie tells it, 

Bernie’s wife didn’t want him to sell the truck either and after the 

drive she didn’t talk to him for two days. 

Charlie says his dad used to say to him: “If you see something 

you like and you have the money to buy it, then buy it.” That must 

have sunk in as that’s exactly what he did with this truck. He 

could see the potential in it and, with his skills as a body builder 

and fabricator he has been able to save a lot of money on its 

restoration by doing the majority of the work himself. 

Resisting the urge to paint her up pretty, Charlie is sticking with 

the age-weathered Patina look for the ’58 Kenworth, holding on to 

the scars and ageing that stand testament to its 63-year life of toil 

and adventure spanning two continents. 

The icy grey winters of North America it would seem, are far 

behind this little truck now, with a life of semi-retirement Down 

Under befitting of any hard-working 63-year-old assured. 

Top: Charlie Borg gives the old Kenworth a rinse after a leisurely drive 

Above left: A brass woman, a relic from his father’s scrapyard visits, adorns 

the Kenworth’s bonnet 

Left: The Kenworth’s hydraulic tilt tray has been added to haul Charlie’s 

Mini Cooper race car 


TWU Michael Kaine 

Unanswered questions 

Much publicity has centred on the Porsche driver, 

but what about the state of the pressured truckie? 

INCIDENTS LIKE what happened 

on the evening of April 22 last 

year on the Eastern Freeway 

in Kew, Victoria, rightly send 

shudders across our industry. 

The deaths of four police officers 

as a result of a truck crash is so 

tragic and abhorrent that it will end 

up as one of those crashes we won’t 

ever forget. 

Mohinder Singh has pleaded guilty 

to charges related to the crash after 

he veered into the emergency lane 

and hit the police officers gathered 

around a Porsche they had stopped. 

A recent court hearing on 

sentencing revealed some of the 

details of the case. 

Singh was not only high on ice but 

he was also using the truck to deliver 

drugs. He had had five hours’ sleep in 

the previous three days. 

The court heard Singh faced 

“sustained pressure” to drive that 

day from a supervisor at Connect 

Logistics. This supervisor also faces 

serious charges after police uncovered 

details of how Singh stated that 

another supervisor told him he 

wasn’t fit to drive but was told to 

do so nonetheless. 

Singh, the court also heard, was 

“vulnerable to influence” given his 

mental state and was concerned 

at being sacked as he was on a sixmonth 

probation with the company. 

We can say that these kinds of 

cases just don’t happen much in our 

industry anymore. But the fact is that 

this did happen and it shows in an 

extreme way how low things can go in 

our industry. 

We shouldn’t be shocked because 

the truth is there has been little or 

nothing to stop this happening and 

everything that is creating a race to 

the bottom in our industry. 

Singh will be sentenced this month 

and could be put away for several 

years. But will our industry really be 

any safer? 

The thing that should shock people 

is that while Singh and the supervisor 

have rightly faced scrutiny and 

criminal charges, not much light has 

been shone on how someone in that 

state can get put into a truck. 

DRUG DELIVERY 

A case as serious as this involving 

the deaths of four police officers 

should address all of the unanswered 

questions, including: 

• Why was nothing done about 

Singh’s behaviour, which must have 

been apparent before April 22? 

• How was he allowed to use the 

truck to deliver drugs, given all the 

truck monitoring technology that is 

much touted nowadays? 

• What training did he received? 

• When was he last drug-tested? 

• What pressures was the supervisor 

under to get the delivery done? 

• Was Connect Logistics under 

financial pressure that resulted in 

the driver and supervisor working 

there who were not fit for the job? 

• What were the terms and conditions 

of the contract to deliver the frozen 

chickens that Singh was carrying? 

• Did it allow for the safe transport of 

the goods? 

Singh’s sentencing this month will 

coincide with the fifth anniversary of 

the tearing down of an independent 

tribunal that was investigating risks 

to safety in trucking. 

Had the tribunal been in place, it 

could have investigated these issues 

and scrutinised the entire supply 

chain to see what went wrong. It 

could have made recommendations 

and orders if necessary to address the 

safety risks. 

The tribunal was investigating the 

oil, fuel and gas industry following 

the Mona Vale crash in 2013 in 

which two people were killed. That 

investigation was also abandoned, 

along with the tribunal. 

The fact is that the federal 

government, which abolished the 

tribunal, put nothing in its place to 

MICHAEL KAINE is the national secretary 

of the Transport Workers Union of 

Australia. Contact Michael at: NSW 

Transport Workers Union, Transport 

House, 188-390 Sussex Street, Sydney, NSW 

2000. twu@twu.com.au 

“How was he 

allowed to use 

the truck to 

deliver drugs?” 

BRING 

OUT THE 

MONSTER 

IN YOUR TRUCK 

address these kinds of safety risks. It has not 

addressed rates, despite promising to do so 

at the time, it has not held clients to account 

and it has cut the trucking community adrift. 

It has allowed the likes of Amazon and the 

gig economy to walk into Australia and drag 

conditions down further in the absence of 

regulation. 

SKIPPING BREAKS 

We are working with reputable industry 

bodies and clients which are interested in 

lifting standards in our industry and want 

to put an end to incidents like those on 

April 22, 2020. We are keen to work with 

these, and other, groups that care about 

the reputation of our industry and want 

to address the safety problems that see too 

many tragedies occurring. 

There have been 895 deaths from truck 

crashes in the last five years. There is no 

doubt that many of these lives would have 

been saved if we could ensure that no 

transport operator felt financial pressure 

that resulted in maintenance being delayed 

and truck drivers forced to speed, drive long 

hours and skip mandatory rest breaks. 

There are many in our industry on board 

with pushing for regulation to lift standards 

i n it. There are a few that, for ideological 

reasons, remain outside the tent, pushing 

meaningless voluntary codes and cosying up 

to and standing in for publicity shots with 

those in politics who have no interest in 

making our industry better. 

When it comes to road safety and stopping 

incidents like those from April 22 there 

should be no argument but that our industry 

has got to change. 

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APRIL 2021 29

interview 

RETRO RETURN 

Jon Kelly went from having his own television program and a fleet 

of flashy trucks to being forced to start over. The former Heavy 

Haulage Australia boss chats with Ben Dillon on his current resto 

projects and a new TV show 

OWNER//DRIVER: LET’S REWIND nearly 

10 years. You had your own TV show, a 

fleet of flash trucks in your business 

Heavy Haulage Australia (HHA), and 

from the outside it looked like it was 

good to be Jon Kelly. What happened? 

Jon Kelly: At the end of the day a lot 

of people forget that I did sell the 

business (HHA). Unfortunately when 

McAleese bought in they didn’t have 

enough firepower to get through the 

downturn in the economy and it took 

out a lot of players in heavy haulage. 

We needed additional equipment and 

they had surplus capacity to assist us 

so it was good fit in theory but I don’t 

think anyone really saw the downturn 

in the market coming in 2014-15. We 

were the biggest privately owned heavy 

haul company in the country, 80 per 

cent of our revenue was contracted, so 

we were different to a normal transport 

company. We were the up-and-coming 

new blood and I think they wanted 

to reinvent their established product. 

I thought that selling to a publically 

listed company would be a safe bet and 

I didn’t expect them to go down in the 

process. 

OD: The economic downturn didn’t help 

but was it only that, or were there other 

factors? 

JK: The business got too big for me, like 

I wasn’t a 120-truck operation, I wasn’t 

a 200-300 staff kind of person, I’m a 

20-30 truck kind of person where I can 

run it all myself, it was just wearing me 

out. I look back on it and what I did was 

superhuman, I can’t imagine putting 

Opposite: Jon Kelly 

Top: The Cruiser and Mack share the company 

colours, leaving Jon a choice of big or bigger 

Left: This Kenworth C509 may be one of the trucks 

that makes it onto the new show 


Photos by Ben Dillon 


APRIL 2021 31

“I loved every minute 

of it, but ‘been 

there and done that’ 

definitely applies.” 

Top & opposite: The before 

and after on this Western Star 

shows the intent of the new TV 

show, which will feature full 

restorations as well as smaller 

builds 

Above: Jon loves the movie so 

much he commissioned this 

picture, which hangs in his office 

Opposite below: This Cumminspowered 

Western Star is one of the 

trucks in the yard waiting for its 

new owner 

myself through that again. I loved every minute of it, but 

‘been there and done that’ definitely applies. I’ve learnt a lot 

about work/life balance since and the truck sales yard helps 

with that, but I’ve still got a couple of heavy haulage trucks 

getting spoilt. 

OD: So with heavy haulage in your rear view now, does that 

mean no MegaTruckers season 2? 

JK: Oh listen, with the new show, Mega Truck Rehab, there’s a 

little bit of MT in every episode we do. It’s a new show with 

a few familiar faces from the original series; it’s going to be 

like a Gas Monkey Garage crossed with American Pickers. We’ll 

go around and find these cool trucks and we’ll restore them 

and relive the history. Ideally we’re looking at 1980s-onward 

trucks and I like my North American trucks, so Kenworth, 

Western Star, Mack, I don’t mind an old White as well. I’d love 

to do a Kenworth ‘anteater’ but you’ll have to watch the show 

to find out. 

OD: The new show is just about truck restorations? 

JK: Everybody knows my trucks around the world, it’s not 

just Australia, so if you ask people about ‘Try Me’ or ‘Bandit 

One’, everyone knows these trucks, so as part of the show 

I do what I call a ‘statement truck’ and we’ve got five of 

those lined up to do. This is where I go and get a ‘barn find’ 

classic or a very noteworthy truck and we do a full resto or 

a full change and it gets a name, it gets a personality and it 

becomes a member of the family, so that’s a lot to do with 

five of those this year. 

But, we will also do trucks that might come into the yard 

and I get a lot of metallic brown with gold stripes and then 

name that truck and put it on the yard to sell. Then we get 

trucks that come here and we do a quick turnaround and 

sell them. So, we’re covering all bases with something like a 

two or three hundred thousand dollar refurb right through 

to something which gets a quick detail, a pat on the bum 

and go. 

There’s been a massive following from the original 

MegaTruckers, so there’s been a lot interest from overseas in 

the US, UK, Ireland and, believe it or not, India. They have a 

big trucking culture over there. 

OD: You said yourself you did well in heavy haulage; will 

trucks sales alone pay for the show? 

JK: I would say 80 per cent of our revenue stream is from 

sales and only 20 per cent from haulage. We’re at a point 

now where we’re just transporting our own equipment. I’m 

getting too cranky and too old to deal with jaded customers 

and we haven’t got 100 trucks anymore so we can’t cater for 

major projects. 

Unfortunately, since my exit from the heavy haulage 

market, there’s been a lot of people replacing HHA and those 

people haven’t replaced the batteries in their calculators 

– they need an education on how to charge for specialised 


equipment. They’re running around for shit. 

They’re running around for rates that are less 

than my grandfather was getting 30 years ago. 

I recognise that since 30 years ago economies of 

scale have improved, but I used to get spoilt with 

money. I used to get paid, but we offered a good 

service, we had the best men and the best gear, but 

now customers are ringing up and they just want 

the best price. 

OD: The format of a lot of car shows include 

selling the vehicle. Are you going to do this with 

the trucks you restore or will they just sell off the 

yard? 

JK: With the high class trucks it will be interesting 

to see what we get for those commercially. Some 

of those trucks are ones you can’t really go and 

advertise, it’s more a guy comes into the yard and 

says ‘is that for sale’ and everything is for sale 

at a price, so I think we’ll see some big numbers 

filter through. Even some of my personal trucks, 

ones I thought I’d never sell, I’ve had some offers 

on some of those which are getting close. 

I love doing up trucks, I love buying trucks and 

putting my flair on them and being creative in 

that way. A lot of people have got Jon Kelly stories 

from far and wide but, y’know, one thing is I 

haven’t done a shit truck yet, so I enjoy exploiting 

that and I’ve sold a lot people a lot of gear. 

OD: We’ve seen plenty of used vehicles, cars and 

trucks, go up in price for a number of reasons. 

What are you seeing in the market? 

JK: I would say there’s definitely an upward 

shift in prices and it doesn’t help that, if you 

ordered a new Kenworth today you’d be lucky 

to get it this year, and that’s filtering through 

to our used truck yard here where trucks are 

lasting on the lot between five days and two 

weeks. We’ve done 35 trucks in the first 60 days 

of 2021. It’s ridiculous and if we keep that up 

it’ll be 200 units for the year. 

OD: Your trucks are immaculately presented 

and detailed, are you worried about them 

getting scratched when using them on the 

road? 

JK: Of course! My trucks are so flash I should 

charge the bugs to ride on them. 


APRIL 2021 33

women in trucking 

BREAKING 

THROUGH 

THE BARRIER 

The Pilbara Heavy Haulage Girls celebrated 

International Women’s Day with a high 

school visit, offering encouragement for 

young women keen to join a male-dominated 

industry. Ben Dillon writes 

STEPPING INTO the cab of a heavy-duty truck 

for the first time can be a daunting experience 

for anyone, but for people who have a genuine 

fear of driving it can seem like an impossible 

barrier to break through. Add to that if you 

are a woman trying to break into a maledominated 

industry and the odds are stacked 

against you. 

Bobbi Lockyer is a Port Hedland-based artist, 

photographer and mother of four whose designs have 

appeared on the catwalk at New York Fashion Week, but 

until International Women’s Day (IWD) she had never 

been behind the wheel of a truck. Living in a situation 

of domestic violence for more than a decade, Lockyer 

had a very real fear of driving and has only had her 

driver’s licence for the past couple of years. 

Enter Heather Jones of Pilbara Heavy Haulage Girls 

(PHHG) who, as well as running a transport business, 

also heads up a ‘boot camp’ for female drivers coming 

into the heavy-duty segment. As part of this, Jones 

also brings her trucks to events such as the recent 

International Women’s Day held by the township of 

Port Hedland where both Jones and Lockyer were 

invited as speakers. 

With the first stop being the local high school, two of 

the PHHG pink trucks rolled into the school car park 

where a swarm of students had the opportunity to 

climb in and over the truck, with talks given for IWD in 

the school hall. 

After this was a luncheon hosted by the township 

of Port Hedland, with Jones and Lockyer sharing their 

personal journeys to the assembled guests. Meeting 


“Driving a truck made me feel on 

top of the world.” 

each other for the first time, the pair made an instant connection 

through stories of what it means being to be able to get behind 

the wheel. 

“This was the first time we had met,” Lockyer says. “I knew we were 

both speaking at the event and I said to her how awesome I thought 

that it was that she was driving trucks and creating a program 

helping women to get in the driver’s seat. 

“I said that I was terrified and that I could never drive a truck. 

Heather said ‘yes you can do it, you want to come and drive a truck 

after this?’ and she said ‘trust me you’ll love it’. 

“I didn’t think that’s what I would be doing that day let alone ever,” 

Lockyer says. “It felt surreal and absolutely amazing, when I got in 

the driver’s seat. I was trembling inside but at the same time felt 

super empowered and I knew I could do it. 

“There was a point I thought I was going to chicken out but I 

thought ‘nah I’m going to do this’ and it was incredible.” 

Even with only a short drive of the truck, Jones knew that Lockyer 

was more than capable of handling a heavy-duty truck, despite her 

lack of driving experience. 

“She was truly a natural. I’ve been doing this for 30 years now and 

I know within five to 10 minutes whether they are going to give me 

a nervous breakdown or if they are going to be good and Bobbi was 

absolutely awesome,” Jones says. 

Making the leap from a car to a truck is a massive jump for anyone 

but for Lockyer it was especially poignant. 

“I was in a domestic violence relationship for over 10 years and I 

Left: Heather Jones of the Pilbara Heavy Haulage Girls with transport 

industry newcomer Bobbi Lockyer 

Opposite top: Students from Hedland Senior High School get a close look at 

the PHHG Volvo 


APRIL 2021 35

“It’s funny, because it wasn’t until I got my licence and 

became a driver that I started to meet so many women 

who actually do have that fear of driving. I thought I was 

alone in that, so I think a program like what Heather is 

doing would be incredible for them,” Lockyer continues. 

“I think a lot women would be intimidated and 

probably wouldn’t even consider doing it if it was a 

male-driven course because when you’re with other 

women you feel more comfortable and ready to do it 

and Heather is amazing, she just has this way of making 

you feel calm and in control and empowered. 

“I grew up in a country town and when I was young 

my dad was a truck driver, so I had been in trucks 

before when I was little but I was scared of them. I 

never thought I’d drive a truck and in the future, I have 

considered maybe I will go and get my truck licence; it’s 

pretty cool,” Lockyer says. 

“I was in a domestic violence relationship for 

over 10 years and I wasn’t allowed to drive.” 

wasn’t allowed to drive, so I was terrified of driving and 

didn’t get my licence for years. 

“When I finally went on my first driving lesson I broke 

down and cried the whole time. It was such a huge thing 

to get my licence and drive a car, so to think that I was 

now sitting in the seat of a truck and driving a truck 

made me feel on top of the world,” Lockyer says. 

“I just had this fear that it would be so scary and I 

wouldn’t be able to see anything but I was surprised 

about the visibility. It was a bit to get used to not having 

a rear view mirror and just using the side mirrors but 

it was great. Just by being up there I felt this new found 

kind of freedom and feeling of control, which I loved.” 

Life changing experience 

Jones said that the results her boot camp program has 

produced have been much more than just learning 

heavy-duty driving skills, for both herself and her 

students. 

“When we started training I just wanted safe drivers 

on the highway, I never ever thought we’d be able 

to change people’s lives in such a powerful way. 

There’s been so many amazing roll on effects for our 

participants,” Jones says. 

“One story is we had a domestic violence survivor 

come through our boot camp and she was so good we 

put her on our trucks for a couple of months and she 

has now gone on to pulling quads interstate. 

“Trucks are so big and it’s very empowering for these 

women and being able to achieve something that not 

even a lot of men can do is hugely satisfying. Even 

the view from up in the cabin gives you a feeling of 

achievement.” 

The feeling of independence that driving brings and 

the freedom of movement it offers is something those 

who have been driving since attaining legal driving 

age often take for granted, but the benefits surely have 

massive psychological benefits also. 

Empowering women 

Heather Jones said she’d like to continue to participate 

in events like IWD by taking her trucks out into the 

community to give women the opportunity to see what 

a careers as a driver might be like. 

“We’d like to do more of these events which empower 

women but we need funding. Our transport business 

pays for our outreach initiatives and its expensive 

travelling across the state and not being able to service 

our customers when we go to these events,” Jones says. 

“Volvo Group are one of our main supporters and we 

have been able to do amazing things with their trucks 

to promote truck driving as professional and achievable 

for people who haven’t been in the industry through 

training. 

“And with the automatic trucks we train in you can 

pretty much get the majority of people in those trucks 

and they are safe professional drivers. Without having to 

change gears they can concentrate on the road and the 

load and all the traffic around them.” 

According to the Australian Trucking Association 

only three per cent of truck drivers in Australia are 

female with industry-wide representation at only 26 

per cent, with most women in the industry working 

in administrative roles. However, while initiatives like 

Heather Jones’ boot camp can provide a stepping stone 

for women, more needs to be done to redress this gender 

imbalance. 


The legal view Sarah Marinovic 

Counting kilometres 

Jumping from local work to long distance can be a 

minefield as far as your logbook is concerned 

AS WE ALL KNOW, there are a 

multitude of ways to be pinged 

for breaching the work diary 

rules. I thought I’d seen them 

all – from confusing rules 

about counting time, to 

pulling out (or leaving in) the 

wrong duplicate pages, to forgetting to 

tick a box. 

However, recently I’ve come across a 

scenario that’s a new one for me. I hope 

that bringing it to everyone’s attention 

can help avoid anyone else falling into 

the same trap. 

This potential breach happens when a 

driver unexpectedly switches from local 

to 100-plus kilometre work. 

The Heavy Vehicle National Law (HVNL) 

requires drivers operating under 

standard hours to fill in their work diary 

for each day on which they undertake 

100-plus kilometre work. The driver is 

required to record all work on the day, 

including any local (100km) work. They 

need to fill in the work diary whenever 

they switch from work to rest time and 

vice versa. 

This is simple enough when the driver 

knows that they will be doing 100-plus 

kilometre work that day. From the 

beginning of their workday they know 

th ey need to be recording all work and 

rest, no matter where it happens, and so 

will begin recording time from the start. 

HEFTY FINES 

But what happens on those days where 

a driver is unexpectedly asked to do a 

longer trip? For example, if they started 

the day expecting to do all local work 

SARAH MARINOVIC is a 

principal solicitor at Ainsley 

Law – a firm dedicated to 

traffic and heavy vehicle 

law. She has focused on this 

expertise for over a decade, 

having started her career 

prosecuting for the RMS, and 

then using that experience 

as a defence lawyer helping 

professional drivers and 

truck owners. For more 

information email Sarah at 

sarah@ainsleylaw.com.au or 

phone 0416 224 601 

then they weren’t required to fill in 

their work diary. So they won’t have a 

record of their work for the first part of 

the day. 

In these cases, the HVNL still requires 

the driver to fill in their work diary for 

the whole day. This means once they 

realise they’re going to be doing 100- 

plus kilometre work they need to go 

back and fill in the information for the 

earlier local work. They need to do this 

as soon as practicable after they realise 

they’re going to be doing 100-plus 

kilometre work. 

If the driver isn’t aware of this then 

they can be facing a court summons 

and a hefty fine. If they mistakenly 

fill in the beginning of their day as 

rest time they could be charged with 

making a false or misleading entry, 

which carries a maximum penalty of 

$11,210. 

This is a classic example of the type of 

situation where good drivers get caught 

out. When we divert from our normal 

habits it’s easy to overlook something. 

It’s the ‘change of plans’ that often 

catch people out. 

The take home lesson is to remember 

that you need to record all work and 

rest on any day you drive more than 

100km from your base. 

If plans change, try to take a step 

back from what is often a chaotic 

moment and instead take a moment to 

double check the requirements. That 

extra few minutes at the start is well 

worth it to avoid giving the authorities 

a reason to send you to court. 

GEARBOX & DIFFS 

Unit 1/71 Axis Place, Larapinta, QLD 4110 www.gibbsparts.com.au 

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APRIL 2021 37


‘Electric 

blue’ Ford 

to assist 

MND 

research 

NTI’s latest charity fund-raising customised truck – a ’46 Ford Jailbar 

– will be raising funds for research into motor neurone disease 

NATIONAL TRANSPORT INSURANCE (NTI) has announced 

tickets are now on sale for the electric blue 1946 Jailbar 

truck, known as ‘Jolene’, with one lucky punter able claim 

the truck when the winner is drawn live on the last day 

of this year’s Brisbane Truck Show, Sunday, May 16. 

The truck dubbed ‘Jolene’ took 1,500 hours to restore 

and was more difficult than the previous three vehicles 

because of the restrictions imposed under COVID-19, says 

NTI’s Don Geer. 

“I’m very proud of the result, which is a lovely mix of 

old and new technology, allowing for ‘Jolene’ to be driven 

every day,” Geer says. 

This is the third such model to be restored by the 

company and offered as a raffle prize to raise funds for 

motor neurone disease (MND) research. 

The raffle money will then be donated to MND and 

Me and MND Research Australia to fund NTI’s official 

research grant. 

The University of Queensland’s Dr Shu Ngo and Dr 

Adam Walker were the recipients of last year’s NTI 

research grant, which was funded through the auction of 

NTI’s 2020 restoration truck, also a 1946 Ford nicknamed 

‘Black Beauty’. 

“We’re making mini-3D spinal cords in a dish so we can 

understand how all the different cell types in the spinal 

cord might interact to drive the death of neurons in 

MND,” Dr Ngo says. 

“The research that we do here at the University of 

Queensland is an important part of a bigger puzzle. 

We work collaboratively with MND researchers around 

the world, asking questions that aren’t being replicated 

anywhere else, in the hope when all the pieces come 

together, we’ll be able to find the answer to MND.” 

NTI CEO Tony Clark said the company had raised 

almost $534,000 for MND research in the last five years, in 

honour of late CEO Wayne Patterson, who was diagnosed 

with the condition in 2015 and later lost his battle. 

“I’m very proud of the 

result, which is a lovely 

mix of old and new 

technology.” 

“It’s vital we find a cure for MND as, every day 

in Australia, two people die from the debilitating 

condition,” Clark says. 

Two people a day are also diagnosed with the disease, 

while more than 2,100 Australians live with MND, which 

can affect adults of any age. 

“The commitment NTI has shown to funding MND 

research is unique in Australia and means researchers 

can continue their work to find a cure or effective 

treatment for MND,” Clark says. 

“But none of this would be made possible without 

our industry partners, who jump on board each and 

every time with the same level of commitment and 

enthusiasm. It’s a team effort.” 

Tickets for ‘Jolene’ are now on sale online at 

www.nti.com.au with 100 per cent of proceeds going to 

medical research. 

Right: NTI’s Don Geer says ‘Jolene’ is a mix of old and new 

technology 

Below: Interior of the NTI truck shows the resto-mod theme 

which extends to the modern Isuzu drivetrain underneath, 

which pumps out 148hp (110kW) and 286ft-lb (385Nm) 


NatRoad Warren Clark 

Toll road discrimination 

Sydney’s NorthConnex compulsory truck 

regulations are now being enforced 

TRUCK REGULATIONS on Pennant 

Hills Road are now being enforced. 

Truck drivers who seek to avoid 

the compulsory NorthConnex 

tunnel in Sydney face fines of 

$194 each time they travel along 

Pennant Hills Road without a 

genuine pickup or delivery destination 

along that road. 

Trucks carrying dangerous goods, or 

restricted access vehicles, may continue using 

Pennant Hills Road, but all trucks over the 

length of 12.5m or the height of 2.8m are 

forced to pay $24.34 per trip. 

NatRoad asked the NSW government to 

determine the position that no further toll 

roads should be mandated for heavy vehicles. 

There should always be an alternative route to 

a tolled route. 

The NorthConnex experience should not be 

repeated. Many in the road transport industry 

continue to suffer from the detrimental 

business impact of COVID-19 and the impact 

of compulsory tolls is further affecting many 

businesses’ already slim profit margins. 

An industry survey in 2020 found that 

average net profit (after tax) margins in the 

sector have fallen to around three per cent 

of revenue, increasing the pressure many 

fleets face when it comes to modernising 

their transport equipment and requiring cost 

reduction measures to be introduced. 

FORWARD PLANNING 

NatRoad has urged the government to 

consider establishing an independent body 

to monitor and report on the operation of 

tollways and the costs to users, as well as to 

guide the g overnment on whether future toll 

roads are required or cost-effective and/or 

their location. 

In the absence of such a body, NatRoad 

WARREN CLARK, NatRoad’s 

chief executive officer, 

has more than 20 years’ 

experience leading and 

developing business for 

emerging companies. 

Warren has held the 

position of CEO at 

various companies and 

is a certified chartered 

accountant. 

has asked that any forward plans on tolling 

roads be shared with stakeholders so forward 

planning can occur. 

Often the placement of toll roads can cause 

congestion and other pressures on nearby 

roads. NatRoad members have indicated 

that this has occurred in respect of the 

Bexley area following the introduction of 

a toll on the M5 East. If this toll road was 

also made mandatory it would be extremely 

disappointing and we have indicated that this 

should not happen. 

No doubt private sector investment in road 

infrastructure can help improve the road 

network. Less congested, safer, well-designed 

roads can equate to time savings, reliability 

and reduced heavy vehicle operating costs. 

But these advantages all amount to very little 

where tolling arrangements unreasonably 

discriminate against heavy vehicle operators, 

as has happened with the construction of the 

NorthConnex tunnel both in the setting of 

tolls and in the mandated requirement to use 

the tunnel. 

NatRoad continues to work with 

governments and toll operators to ensure 

tolling fees are decided with greater 

transparency, in an effort to avoid a similar 

situation to NorthConnex occurring on other 

toll roads like the new M5 East toll. 

Now that fines are about to bite for those 

who don’t take NorthConnex, it’s time to 

ensure that the NorthConnex debacle never 

happens again. 

“It’s time to ensure that 

the NorthConnex debacle 

never happens again.” 

Real Service 

Real People 

Real Experience 

Real Insurance Solutions 

Transport & Business Insurance Services Pty Ltd ABN 22 622 458 593 - AR# 

0012620074 Corporate Authorised Representative of Midland Insurance 

Brokers Australia Pty Ltd - ABN 81 006 528 329 - ASFL No. 238 963 

02 6925 8788 

www.tbiinsurance.com.au 


APRIL 2021 39

truck of the month 


AMERICANA 

CLASSIC 

Garry Leeson’s 2006 Peterbilt had 

done the hard yards and been put 

in the retirement shed. But, now, 

after a load of TLC, it is back 

doing what it does best – hauling 

logs in eastern Victoria. 

Warren Aitken catches 

up with the Leesons 

and Peterbilt devotee 

Dan ‘Deppo’ Glover 


APRIL 2021 41

The purchasing of a new truck can be a torturous 

ordeal. There can be 101 different reasons to choose a 

particular truck and 102 reasons to choose a different 

truck. It can come down to so many little things. 

However, sometimes you just buy a truck because, well, 

quite frankly, you just want it. I completely get that. 

I’m exactly the same when I hit the KFC drivethrough. 

I don’t really need it, it’s not doing anything for me, 

there are other smarter options but god damn if the 

Tower Burger isn’t exactly what I want. 

So, when Garry Leeson from Leeson’s Logging & Cartage 

piped up and informed his team “I want a Peterbilt”, I could 

fully empathise. In Garry’s case though, the Pete has been a lot 

better for him than the Tower Burger was for me. 

Before we touch on this fantastic-looking Pete, let’s take 

a little journey into the history books and learn a bit about 

Leeson’s, a family-run business that’s been a stalwart of the 

timber scene in Victoria for several decades now. 

The company’s origins go all the way back to the early 

’60s when Garry’s stepdad Lindsay Crawford was hauling 

plantation timber into the Maryvale Pulp Mill. Garry was 

heavily involved from a young age. When Lindsay passed away, 

the business was passed down to Garry and his brothers. In 

the early ’80s, Garry and his wife Vicki bought the brothers out 

and Leeson’s Logging & Cartage officially began. 

One of the major factors that has contributed to the success 

of the company has been its family-focused approach. All 

of Garry and Vicki’s kids have, at some stage, been involved 

in the company, with their youngest daughter currently 

employed as its occupational health and safety officer and 

their son Rick now having worked his way up to managing 

director after doing his time in everything from the little 

company fuel truck to the loggers and loaders. 

The company has been based in the small town of Rosedale 

in Gippsland, Victoria, for the majority of its existence and has 

established itself as an expert in the cartage and harvesting 

of plantation timber. From its humble beginnings, the 

company now employs around 55 staff and runs a fleet of 


“This truck also came fitted with one 

of the first Cummins EGR motors.” 

over 20 trucks, as well as several custom-made loaders. There 

is also a constant circulation of around 15 machines and 

several crews out in the bush at any one time, helping fell and 

organise the logs. Then, the company trucks swing by and 

haul them off to any number of local, or state-wide sawmills. 

Leeson’s has planted itself in every aspect of the logging 

industry, making it very much a one-stop shop for plantation 

logging. 

Stars to Kenworths 

The ‘Big Pete’ that I’ve come down to see is the lone wolf of the 

fleet. Well, the lone Peterbilt wolf I should say, as there is a fair 

bit of variety in the fleet these days. When I asked Rick about 

the early days and what trucks they used to run, his honest 

answer was “old ones”. After a laugh, he elaborated: “We’ve 

been a bit everywhere, we ran a lot of Western Stars.” 

The old photos on the walls testify to that too; there’s plenty 

of photos of some big-bonneted ’Stars in the early company 

colours. 

“We moved to the Volvos, the FH16s and those type of 

things,” Rick continues. 

“Slowly we’ve moved to the Kenworth brand.” 

That decision was influenced by the arrival of a Kenworth 

dealer to their local area. 

Top: Dan ‘Deppo’ Glover is a young 

man who’s worked hard and reaps 

the rewards with the stunning Pete 

as his workhorse 

Opposite above: Hard to tell there’s 

almost two million kilometres 

behind the Peterbilt’s immaculate 

interior 

Opposite below: ‘Deppo’ loads out of 

Flynn and pulls the Peterbilt up for 

me to grab some photos 

The company’s first Kenworth, which hit the road in 1994, 

was a T950, ironically named ‘Western Invader’, a subtle dig at 

the change in bonnet badges for Leeson’s. From that one the 

fleet progressed to almost entirely red-badged Kenworths for 

several years. During its time, the company has had several 

K200s as well as almost the entire range of Paccar’s bonneted 

options, including T610s, T909s and the always cool T659. 

“The 950 was the ideal truck for what we do really,” Rick 

testifies. 

So it’s no surprise that, when the 950 Legend Series came 

out, there was an order placed for one. It’s still working its 

butt off. 

Moving forward again, the current fleet is made up of a 

real mixture. Still heavily dominated by the sturdy Kenworth 

badge, you can also find a few Western Stars as well as a 

couple of Scanias and the recent addition of a big Merc as well. 

So where did the Pete come into it? 


APRIL 2021 43

“It was hard to find someone that 

wanted to drive it and maintain it.” 

“That’s dad’s area,” says Rick, laying the blame solely on his 

father for the out-of-the-blue purchase in 2006. 

“Dad always wanted a Peterbilt. Back then we had a truck 

maintenance manager who was keen on one at the same 

time.” 

With Garry having been over to the US a couple of times and 

gone through the Peterbilt factory, it really was just a big kid’s 

dream to have a bonneted Pete. 

“It really came down to timing,” Rick informs me. 

“There was an opportunity, and it was a bit more ‘why not?’ 

as much as anything.” 

The truck came through Kent Collision and Custom in 

Sydney, which did all the conversion for Leeson’s, changing 

the big girl over to right-hand drive as well as a few other 

changes to set the American classic up for Australian 

conditions. 

As if a US Pete wasn’t special enough on its own, this truck 

also came fitted with one of the first Cummins exhaust gas 

recirculation (EGR) motors. Back in 2006, this was still very 

new technology and wasn’t compulsory until 2008. So, Garry 

Top: The big Pete makes fairly light 

work of Powers Hill as it hauls up out 

of Gormandale 

Above left: The company’s inaugural 

Kenworth sits comfortably in the 

shed now. Love the subtle dig of its 

‘Western Invader’ name 

Opposite top: It doesn’t take long 

for the loader at AKD Timber Mill in 

Yarram to empty the Peterbilt and 

send it off for another load 

Opposite below: A scramble of trucks 

in the Leeson’s yard 

and his Pete were breaking new ground with its arrival. In 

fact, if you have a better memory than me you may recall the 

truck featuring in Owner//Driver in early 2007, highlighting 

the new engine technology. 

When the truck initially arrived it was decided the keys 

would be given to a young fella by the name of Stuart 

Moloney. Stuart had been with the company for several years 

and Rick politely describes him as “truck crazy”. With a new 

truck, new technology and – let’s be honest – a cab fit for a 

smaller bloke, it needed a suitable driver. 

“Whatever he drove, he looked after it really well,” Rick tells 

me. So the decision was made to give Stuart the keys. 

Stuart kept the wheels turning, the logs moving and the 

truck gleaming for around seven or eight years before he 

took an opportunity elsewhere and the truck was in need of 

a new pilot. At that time it was getting hard to find a suitable 

replacement. 

“There were a couple of blokes who drove it and looked after 

it, and a couple that didn’t,” Rick admits. “It was hard to find 

someone that wanted to drive it and maintain it.” 

Mix in the fact that that first generation EGR motor was 

starting to have a few issues, namely the EGR being on the 

same side as the turbo, leading to heat issues, and it was 

decided to retire Garry’s toy from the working fleet. 

Peterbilt passion 

Enter Dan Glover, or ‘Deppo’ as he’s more commonly known. 

Deppo is intrinsically tied to the Pete in a weird cosmological 

way that I don’t believe in, but it ties my story together, so I’m 


going with it anyway. Deppo started work with 

Leeson’s … wait, hold on, I’m guessing there are a 

few of you thinking, “Is he going to explain the 

Deppo nickname or is it far too controversial or 

depraved to mention?” Alright, I’ll let you in on the 

secret. The truth is, Dan’s nickname is almost a 

Chinese whisper’s version of where it started. 

The origins trace back to one of Leeson’s 

boilermakers who started calling him Deputy 

Dan. Remember him, the bumbling Wild West 

sheriff? So, through name association, that’s 

what Dan got called. Soon it went from Deputy 

Dan to just Deputy. Somewhere along the lines it 

morphed into Deppo. There you go folks, no torrid 

tales of Dan’s misdemeanours within depot-sized 

buildings, but purely a harmless nickname. Or so 

he’s led me to believe. 

Back to the Peterbilt story and where Deppo 

fits in. In 2006, the big Pete rocked up to Leeson’s 

Rosedale yard. It is also the year a young truck 

enthusiast named Dan, who would become Deppo, 

started his apprenticeship with Leeson’s. Having 

left school at 15, Deppo’s passion for trucks meant 

he was never destined to be far from them. He 

grew up with his father doing a fair bit of driving 

and he was immersed in the industry. 

He put in two years of his apprenticeship with 

Leeson’s, keeping a close eye on the alluring 

Pete. When he got his MR licence at 18 he put his 

apprenticeship on hold and took a job driving 

a small livestock truck for a friend. When that 

finished up he was able to fall back on the tools 

and finished up working at another local family 

company, Dyers Transport. 

“They are a great company to work for,” Deppo 

attests. 

“I finished my apprenticeship there and then 

went driving for them.” 

Having already gotten his HC license on his own, 

Dyers helped Deppo get his MC and, then, with the 

keys to a new T409, they sent him off doing some 

local and intrastate work. 

Never a man to sit still, in 2014, Deppo had a 

go out on his own, purchasing an old T401 and 


APRIL 2021 47

“You can’t just have a truck sitting 

around for the sake of liking it.” 

Top: Check out the T404 loader at work. 

This truck, with an adapted Kesla 2024 

loader fitted, is one of only three like it 

in the country. It was specially built by 

Rosin Developments in Tumut 

Below: The grassy green look of 

Leeson’s Legend 950 really stands out 

– even in the company’s custom-built 

full-service workshop 

subbying for a couple of local farms. For a 24-year-old he 

made a damn good go of it, though being able to do his own 

maintenance would have been a bonus. 

He spent a couple of years as an owner-driver before the 

tough competitive financial conditions forced him back 

into the paid driver scene. Deppo spent another couple 

of years gaining valuable on-road experience until an 

opportunity came up to re-join the Leeson’s team. 

Now here is the cosmic, stars-aligning, crystal predication 

situation. Deppo started at Leeson’s when the Pete turned 

up. Nine-and-a-half years later he returns to the fold as the 

Pete is being put out to pasture. Freaky, hey? He recalls his 

immediate reaction was one of disappointment: “Oh shit, 

that’s a bugger, I wanted to drive it. I’ve loved it since it was 

brand new,” he recalls telling the boss at the time. 

Deppo watched the boys repurpose the old trailers and 

the Pete’s cab guard, utilising them elsewhere in the fleet and 

leaving the old Pete to get parked up in Garry’s shed. When 

the opportunity came for Deppo to talk to the boss about 

cleaning it up for him, he took it. He remembers Garry saying, 

“OK, well go ahead, take it home and polish it up.” 

With no idea of what the future held for the Pete, Deppo 

parked it in his shed for a year and spent every available 

moment trying to bring some shine back to the old girl. 

Second coming 

As we rolled into the end of 2018, Rick recalls having a 

conversation with his dad in regard to what to do with the 

fleet and, in particular, the old Pete. 

“You can’t just have a truck sitting around for the sake of 

liking it,” Rick says. A valid point when you consider the cost 

of registration alone. 

As Rick also points out with the smirk only a child can pull 

off when talking about family: “It is mum and dad’s company, 

so he gets what he wants.” 

Garry had seen the effort Deppo was putting into the Pete 

and decided he wanted to put it back to work. Like Stuart the 

original driver, they’d found a guy that was giving love and 

care for it like it was his own. 

In order to get it back to working it was decided they really 

needed to give it an overhaul. Starting with the old wornout 

engine, the local Kenworth agents sourced a brand-new 

Cummins EGR motor and chucked out the old one. The whole 

truck got attention: it was stripped almost bare and restarted. 


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Above: Deppo and Hayden Turner, 

one of Leeson’s loader-drivers, sort 

the paperwork for Deppo’s next load 

Right: The Leeson mechanics have 

a varied workload with a variety of 

fleet trucks, including Kenworths 

and Scanias 

New wiring, new wiring harness, rebushed suspension and a 

laundry list of other parts, including seals and filters, were 

replaced. Even a new aircon unit was fitted as the original 

one really wasn’t suited to the Aussie climate. Ironic 

considering the cab’s small enough that opening your 

lunch box cools it down. 

While the repairs were getting done, the truck was sent to 

Royan Truck & Trailer Repairs in Melbourne for a complete 

respray. When Garry originally put the Pete on the road in 

2006, he wanted a special look to it, a one-off scheme for 

a one-off truck. Garry chose to keep the company stripes 

but replace the base colour, changing white to silver. So the 

respray was once again silver and green. 

“The low tare weight 

of the Peterbilt means 

it can pack a good 

payload as well.” 

Just to dob Rick in a little here, when Leeson’s ordered 

its Legend 950, Rick decided to follow his old man’s one-off 

scheme for a one-off truck idea as well. 

“When we bought the Legend 950 I wanted it special, so 

we got it painted completely green. I still don’t think dad’s 

forgiven me,” he laughingly informs me. It does stand out, 

though. 

While all this was going on, Deppo, who was now driving 

rather than on the tools, jumped out of his T658 and went 

back into the workshop for a couple of months. He was 

heavily involved in getting refurbished trailers ready, as well 

as the Pete itself. 

“I fitted and dressed a lot of it myself,” Deppo says. He fitted 

extra lights to the cab guard, a light bar on the mudflaps, 

guards and extra stainless. Then, the same effort was put into 

the trailers. Mudguards, lights … anything he could add to the 

freshly painted trailers. 

June 2020 was a big moment for Deppo. He finally got to do 

his first load of logs in a truck he’d been admiring for over 

14 years. He’s the first to admit that the reality matched the 

expectation. He loves it – the low tare weight of the Peterbilt 

means it can pack a good payload as well. 

I asked how that low tare weight affected the bush-bashing 

roads that loggers traditionally encounter, with both Rick 

and Deppo assuring me the Pete has held up just fine. Rick 

also added that, seeing as Leeson’s deals solely in plantation 

logging, the gravel roads they deal with are normally fairly 

harmless. 

It’s a testament to not just Deppo, but Rick, Garry and the 

team at Leeson’s Logging & Cartage that after more than 1.7 

million kilometres under its belt, the big-bonneted American 

classic is still performing and looking a million bucks. 

Deppo was very disappointed in the weather that arrived 

just before the photoshoot. 

“It was polished first thing this morning,” he claims, 

swearing that there is shine under the layer of dust. 

Personally I wasn’t perturbed, photographing this truck in 

its natural habitat was a pleasure and I must admit it does it 

for me. I completely get what sparked Garry’s decision back in 

2006. Now, “I want a Peterbilt”. 


EYES ON THE ROAD Rod Hannifey 

Driving the message 

The brand-new TruckRight Industry Vehicle will be 

hitting the highways within months 

BY THE TIME YOU READ THIS, I will 

have stepped out of the current 

TruckRight Industry Vehicle (TIV) 

– number 2 – after nine years 

and nine months. The truck and 

trailers will continue on in the Rod 

Pilon Transport (RPT) fleet with a 

few minor changes, removing the TIV and 

TruckRight bits with a new driver. I hope it will 

continue to spread the message as it has done 

thus far. 

I am having shoulder surgery and this 

will mean six weeks in a sling and six weeks 

minimum for recovery but hope to then step 

into a new, and likely last, TIV. 

I have been working on this for years now 

and only really got it started in December 

last year and with delusions of how it might 

come together. I even hoped to have it at the 

Brisbane Truck Show but the timing for the 

truck, trailers and other incidentals mean that 

will simply not be possible. 

The current trailers will be 13-years-old 

in October and have performed well. The 

curtains were replaced when the K200 arrived 

and so they are coming up on 10 years old. 

They are looking a bit tired but still do the job 

they were originally intended to do, and that 

is show another face of the road transport 

industry to the public. 

We have some magnificent-looking rigs on 

the road but until I designed the first curtains, 

which now adorn another set of RPT trailers 

(thank you RPT yet again), there was almost 

nothing that promoted us as such. 

Yes, there are curtains that promote 

customers, tractors, vineyards, dog food and 

the like, even those that promote the transport 

company itself, but even now, outside a few 

with ‘this vehicle takes 60m to stop’ signs and 

the ‘if you can’t see the driver, he can’t see 

you signs’, there is still very little to promote 

us. I would love to see Toll, Linfox and others 

do something similar. They certainly have 

the capacity to do so, yet that is one of the 

reasons I left Toll nearly 14 years ago. I had 

approached management and asked them to 

do something like the TIV, but at the time was 

told: “We can’t afford it.” 

Toll has got recently involved with the Amy 

Gillett Foundation about cyclists; Linfox has 

signs seeking drivers on the back, but for 

such large companies they have done little to 

promote the road transport industry in this 

obviously very visual and in-your-face field of 

marketing. 

Even in the USA, where there is a campaign 

called ‘Trucking Moves America Forward’ 

that raised $1 million and then wrapped 100 

trailers with its message, there’s little else. 

There is certainly nothing like the TIV. Any of 

you who watch Trucking In America will know 

they have many tribute trucks to the armed 

forces and even 9/11 and, of course, their truck 

show trucks, which are far beyond many of 

our wildest dreams in terms of customisation. 

HELPING HANDS 

I have a lot of people to thank for the first two 

TIVs, starting with Ken Wilkie for loaning me 

his K104 to get me going. Then Rod Pilon for 

buying me the trailers and ongoing support, 

most of the staff of RPT over the years in one 

way or another, and all who have contributed 

product, many with ongoing support for their 

products. 

Roger Sack at Tramanco, with his on-board 

scales, has been behind me from the start. I 

also thank Michelin, Kenworth and Inland 

Truck Centres, Icepack Services, Cummins and 

Jost (first TIV), Narva, Attards for both sets of 

curtains, Shell, BPW for the electronic brake 

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 

BELOW (L TO R): The first TIV 

shortly before it was handed 

back to Ken Wilkie; The 

second TIV in Brisbane, back 

from Melbourne after being 

adorned with pin striping 

and on-board scales 

BOTTOM: The current 

and outgoing TIV with its 

evergreen trailers 

“For such large companies they 

have done little to promote the 

road transport industry.” 

system, Air CTI, GME for radios, Transcom for 

individual mudflaps and spray suppression, 

3M for conspicuity tapes and clear coat 

for the front of the TIV and bullbar, Herd 

Bull Bars, Groeneveld for auto greasers, 

Mobileye, Transtech, Truckbling, King of the 

Road Truckwash and Fisher Park Truckstop, 

Truckers Bed, Alcoa (first TIV), Rimex Metals 

for the tank skirts and inside cupboard doors, 

and Valor for the tyre pressure monitoring 

system. 

Then there are all the transport companies 

who provided photos for the two curtain sets: 

the aim was to cover from a rigid to a fivetrailer 

roadtrain and all the different sectors, 

from general to tippers, tankers, livestock, 

heavy haulage and local. 

Nolans, Baxters, EA Rocke, Holcim, Boral, 

RPT, BIS, Camerons, Kerbys Orange, North Coast 

Towing, Inland Petroleum Dubbo, Lampsons 

and Stockmaster all contributed photos and 

towards the cost of the curtains. Help from the 

NHVR, NTC, NRFA, LBRCA, VTA, TCA, NTI, John 

Morris/NTI and NRMA and of course, Owner// 

Driver, ATN and Deals on Wheels magazines in 

one form or another, taking trips and offering 

support for initiatives, and so on. Most kept 

with me for four years, some more, but here 

we are at nine-plus and finally a new plan. 

MENTAL HEALTH 

Now I am doing it all again, hoping to have 

a few surprises and additions, trying to pull 

it all together while working full- time and 

seeking support part-time, along with the rest 

of the bits and pieces I am involved with. 

I said last month about the current issues 

on the road, such as lack of facilities, abuse by 

many if not most of those we deal with one 

way or another, from ridiculous penalties for 

mistakes (nothing whatsoever to do with road 

safety, just simply revenue raising) to lack of 

parking, toilets and access to good food. So 

it’s no wonder we are struggling to get people 

into the industry. 

Simply look at the toll in mental health we 

all thought was there for many and it’s now 

documented and in the eyes of all from recent 

surveys. I fear it is getting worse in more ways 

than it is getting better. I truly believe my 

efforts with all this and other activities has 

helped keep me sane and mostly keen to keep 

trying. 


APRIL 2021 51

DIABETES NSW & ACT Katie Allison 

Facts about fibre 

Did you know there is more to fibre than just 

healthy bowels? Here are some easy-to-swallow tips 

FIBRE RICH FOODS can help lower 

cholesterol levels and help prevent 

or manage type 2 diabetes. In 

addition, high fibre foods promote 

the feeling of fullness and can 

assist with weight loss. Fibre is 

also a marker for nutrition as it is 

often found in foods higher in vitamins 

and minerals. For these reasons it is 

important to ensure we are meeting our 

fibre target through eating whole foods 

naturally high in fibre rather than relying 

on supplements. 

It is generally recommended that 

adults aim for at least 25-30* grams of 

fibre each day. Rich sources of fibre 

include wholegrain varieties of bread, 

cereal, pasta, rice, fruit, vegetables, nuts, 

seeds, legumes and pulses. 

Fibre is famous for its positive 

effects on digestive and bowel health. 

Constipation can be a common problem, 

especially as we get older. A combination 

of slowly increasing dietary fibre, 

drinking plenty of water and regular 

physical activity may help relieve 

constipation. 

How to get closer to your 25-30* 

grams per day 

Choose wholegrain bread over white 

bread. Look for: 

• Breads that list ‘wholegrain’ or 

‘wholemeal’ first in the ingredient list 

• Breads with a high content of oat bran 

or barley 

• Breads that have 5g dietary fibre 

or more per 100g (you will find 

this information on the ‘Nutrition 

Information’ panel usually on the side 

of the loaf) 

• The more grains and seeds the better! 

Stack on the veggies or salad 

Always add a side salad or veggies to 

your meal; this will also help fill you 

up. An easy way to get more veggies in 

your diet is to buy a packet of frozen 

vegetables that steam in a microwave in 

only minutes. It’s easy and nutritious, 

and perfect if you are on the road and 

can only stop at the local servo for a 

frozen meal. 

Veggie sticks can be an easy way to 

boost your fibre but have little effect on 

your waistline. Add a little hummus or 

salsa for flavour. 

Food safety is always key so it is well 

worth investing in a small esky or 

insulated lunch back and ice brick. 

Love your legumes 

Legumes such as baked beans, chickpeas 

and lentils are full of fibre and soak up 

flavour in a dish. If you are not used to 

cooking with them try soaking dried 

versions in water overnight before 

cooking or used salt-reduced canned 

varieties. Experiment by adding kidney 

beans to chilli or bolognese, lentils to 

curries and chickpeas to stir fries or 

soups. 

An oldie but goldie 

Don’t start the day without breakfast 

as it’s a great opportunity to boost your 

fibre. Wholegrain cereals are a good 

option and you could even add a small 

handful of nuts for extra fibre. 

For an easy, no-mess, on the road 

option look out for porridge cups. All 

you need to do is add hot water and 

breakfast is ready. Don’t forget to reach 

for the traditional rolled oats over more 

processed varieties. 

Get your 2 & 5 

Aim to include at least two serves of fruit 

and five serves of veggies each day. If you 

KATIE ALLISON is a 

dietician/nutritionist at 

Diabetes NSW & ACT. For 

more healthy lifestyle 

tips and other helpful 

information on diabetes 

head to the Diabetes 

NSW & ACT website 

www.diabetesnsw.com.au 

or call the Helpline on 1300 

136 588 to speak with a 

health professional. 

“It’s just as important to 

be in tune with your body 

as it is your vehicle.” 

can’t reach this target straight away – 

work up. A step in the right direction 

will still benefit your health. 

Fresh fruit is best but mixing it up 

occasionally with canned fruits or 

dried fruits are good substitutes. Look 

for fruit packed in natural fruit juice 

rather than sweetened juice or syrups. 

Avoid dried fruit that includes sugar 

or oil in the ingredients list. It is still 

essential to watch our portion size - 

one serve of fruit equals: 

• A medium sized apple, orange or 

peach 

• Two plums, kiwifruits or mandarins 

• One small banana 

• Four dried apricots 

• 1-1/2 tablespoons sultanas 

• One metric cup of canned fruit. 

Go nuts! 

A small handful of unsalted nuts each 

day will not only provide some fibre 

but healthy fats as well. 

Choose a grainy snack instead of a 

refined one 

Instead of reaching for snacks like 

chips or crisps, go for grainy crackers or 

air popped popcorn. 

The following combinations work 

well with grainy crackers: 

• A little no-added salt and no-added 

sugar nut spread with a few slices of 

banana 

• Avocado with slices of tomato and 

pepper 

• Hummus and slices of cucumber 

• Sliced tomato and small can of tuna 

with chill and pepper. 

Beware of the spare tyre 

Two in three Australian men carry 

excess weight around their middle, and 

new research from the UK has shown 

that for each centimetre your waistline 

expands, so does your risk for cancer 

of the large bowel (colon or colorectal 

cancer). Men that gained 10 centimetres 

over 10 years were found to have a 60 

per cent increased risk of developing 

colorectal cancer. 

Common causes: eating more food 

than your body needs, drinking excess 

kilojoule-dense beverages (alcohol, 

soft drink, cordial), and not enough 

physical activity to offset it. 

Overcome this by: 

• Choosing quality over quantity 

• Filling up on nutritious foods and 

avoiding take-away, pastries, hot 

chips, cake, biscuits, lollies and soft 

drinks 

• Eating fibre-rich foods at each 

meal helps you feel full. And make 

opportunities to move more. 

Book your annual service 

Remember, it’s just as important to be 

in tune with your body as it is your 

vehicle. Preventative health checks for 

diabetes, heart disease and cancer help 

you be pro-active about your health, 

not reactive. 

Overcome this by booking an 

annual service – and request a 

double appointment for a thorough 

check-up. 

* For those with chronic conditions such 

as diabetes the recommendation for fibre 

is 28g for women and 38 grams for men 

each day. 


an idle chat while barrelling along at ‘X’ 

kilometres per hour. 

WILKIE’S WATCH Ken Wilkie 

Bureaucrats’ blessings 

Are sweetheart deals becoming the norm in north 

Queensland for those seeking B-double access? 

SO THE AUSTRALIAN TRUCKING 

ASSOCIATION (ATA) claims 

its road safety exhibition is 

immersive. The phrase ‘selfserving 

agenda’ springs to 

mind. It’s typical political clap 

trap, using flowery language to 

overstate an outcome or plan. 

So what is so immersive about giving 

a selected few but a glimpse of good 

road safety practice? If the ATA had 

the best interests of all Australian 

drivers at heart – both casual and its 

own professional ranks – it would be 

strongly advocating for all schools to 

have the benefit of the education it is 

offering to its selected few; but even 

more extensive. Any person taking 

up the ATA’s invitation can but get a 

glimpse of road safety issues. 

Sadly, again, the ATA has demonstrated 

it is more interested in blowing its own 

trumpet than giving concrete support to 

those it deems to be its concern; instead 

of demanding comprehensive driver 

education across the nation. 

Australian governments have pledged 

that no business will be given economic 

advantage over another by actions 

undertaken by government. Basically 

that is a plank of being a democracy. In 

so many ways that ambition is being 

cast aside as the not-National Heavy 

Vehicle Regulator plays its efficient 

transport vehicle games. 

Another operator has been granted 

permission to run a combination that 

is outside the ‘standard’ configuration. 

Granted, it is to be used on designated 

roads only. And no doubt a hefty fee 

has been paid to the state to allow this 

personalised combination. Hmm! 

I’ve already spoken to a driver of 

integrity who worked for a different 

organisation in a different area. The 

said organisation also had a permit 

for personalised outside of standard 

combination parameters that was 

supposed to stick to prescribed 

routes. This driver moved on because 

that employer did not, or could not, 

ensure its employees stuck to those 

designated routes. 

Efficient transport vehicles have 

been about for decades – it’s just that 

they were unable to buy bureaucratic 

blessings in the past. I still have a 

picture in my mind of a quad axle 

drop deck leaving the cement factory 

in Rockhampton one evening with 

a healthy load of bagged cement on 

board. Of course, those were the days 

when authorities lacked the means and 

resources to see and weigh such things. 

In any case, two situations have not 

changed and one has – brake drums and 

the quality of drivers sharing the road 

with trucks. 

One thing that has changed is the 

ability of transport businesses to attract 

competent operators. These sweetheart 

arrangements distort the economic 

viability of smaller operators. If this 

country is to return to international 

competitiveness, it needs to reduce the 

overheads of all businesses. Not just 

those who cosy up to bureaucracy and 

curry favours for the chosen business. 

The public sector is both meddling to 

justify its existence and too much of a 

load for the economy to carry. 

FILLING DRIVER SEATS 

I saw a report of an operator with six 

trucks left standing idle because that 

operator cannot even attract “dickheads” 

these days. And it is a responsible 

operation. Where would the national 

employment level be if every truck seat 

could be filled? 

So why aren’t those seats being filled? 

I have said it before. In so many ways 

this is a mongrel occupation – long 

stints from home to start with. And then 

there is the bloody minded attitude 

of bureaucracy and its friends. It’s 

basically a sedentary occupation with 

no opportunity to just get up from your 

desk and grab a cup of caffeine and have 

KEN WILKIE has been an 

owner-driver since 1974, 

after first getting behind 

the wheel at 11. He’s on 

his eighth truck, and is a 

long-time Owner//Driver 

contributor. He covers 

Rockhampton to Adelaide 

and any point in between. 

His current ambition is to 

see the world, and to see 

more respect for the nation’s 

truckies. Contact Ken at 

ken@rwstransport.com.au 

“It is a dog’s breakfast to 

legally get a B-double in or 

out of that refuelling point.” 

B-DOUBLE ACCESS 

Talking about double standards, here’s 

some more political hoo-ha. A friend 

of mine received a phone call out of 

the blue recently. He was conducting 

business on Everett Street in the Bohle 

area of Townsville. It was one of those 

secret phone numbers – owner not 

traceable. But the caller claimed to be 

from Queensland Transport and advised 

my friend that if he was going to operate 

his B-double on Everett Street, he would 

be breached. He was on private property 

at the time. 

When friend pointed out there were 

several B-doubles operating in the 

same street, anonymous caller claimed 

that those operators had a permit to 

do so. Oh, and don’t take the matter up 

with Queensland Transport. That’s a 

National Heavy Vehicle Regulator (NHVR) 

responsibility! 

Whatever happened to the practice that 

once a thoroughfare was approved for 

B-double operation it was approved for 

all operators? Only bureaucracy would 

expect a single self-employed operator 

doing a single load operation to go 

through all the hoops to obtain a permit. 

The process to even establish whether 

a road is a B-double route is as clear 

as mud. And if the said permit is not 

approved, does the job go to an ‘approved’ 

operator? And the nearby street, Webb 

Drive, is a balls-up of 25-metre B-doubles 

(I didn’t think a 25m was even a 

nominated entity any more) but not 26. 

What sort of crap is going on here? Is 

this a situation like what happened in 

Mackay? The council approved a building 

complex to service and maintain massive 

earthmoving equipment but refused to 

allow the operation of oversize transport 

to move the stuff in or out. The NHVR 

was apparently powerless to make 

the big frogs in little puddles see the 

stupidity of their attitude. It took the 

common sense of a private operator to be 

able to succinctly point out the illogical 

stupid nature of the decision. 

Again, the same town allowed the 

setting up of a heavy vehicle refuelling 

point but did not allow B-double access. 

Even now it is a dog’s breakfast to legally 

get a B-double in or out of it. 

So what attracts the energy of grass 

roots associations? Getting extra length 

allowed for B-doubles to allow for 

bonnets and a big bunk? Don’t consider 

the vast number of countries that run 

primarily cab-over outfits. Never mind 

taking the bureaucracy to task for 

failing to deliver the outcomes it was 

established to deliver – one nation, one 

regulation. Never mind demanding 

a level playing field on registrations. 

Never mind the restrictive access for 

eastern states hauliers to Western 

Australia. Never mind the adoption 

of a sensible system of time spent 

driving regulations instead of the 

immoral unjust regulations now driving 

experienced people from the industry – 

and a massive disincentive to attracting 

younger people to the industry. 

We have to get our priorities right. It 

is little wonder that this nation is not 

competitive internationally. 

My required reading this month: The 

Fight for Australia by Roland Perry. 


APRIL 2021 53

INDUSTRY COMMENT Andrew Harbison 

Around the curve 

Transport planning in the COVID recovery phase 

JUST 12 MONTHS AGO, I was penning 

a speech for an industry event 

and the theme was ‘Preparing 

for Change’. All signs pointed to 

Australia’s road transport industry 

as poised at the edge of sweeping 

change – in terms of technological 

advancement, customer preference and 

product appeal. 

As the name of the theme suggests, one of 

the focus points was the concept of preparing 

our businesses to pivot with change. 

I still believe the most successful to emerge 

on the other side of this ‘evolution’ will be 

those planning for, and adapting quickly to, 

unfolding challenges. 

It was truly a significant year for road 

transport in Australia last year. 

From bushfires to COVID-19, to supply 

chain chaos and a national truck law review, 

not to mention intrastate border restrictions 

that continued to change week on week. 

Planning and processes that help guide 

and inform our response to situations such 

as we’ve seen over the past year are critical for 

a functioning industry, and in supporting the 

country post-COVID. 

I place particular emphasis here on 

having a structured, robust and, importantly, 

practiced approach to critical incidents. 

This ‘business readiness’ will give operators 

a strong head start when issues arise, 

whatever they may be. 

At the time of writing this article, my 

hometown of Melbourne has recently 

emerged from a five-day ‘snap’ lockdown in 

another attempt to quash virus outbreaks. 

Western Australia is also coming out of a 

similar lock-down period. 

Let us take some spirit in the fact that we 

are now well-versed and prepared to tackle 

these disruptions head-on. It is one more 

bump, and assuredly not the last, on the road 

to national recovery. 

ENCOURAGING SIGNS 

News of a vaccine rollout is imminent and a 

stronger than expected economic recovery 

predicted for 2021. 

According to Deloitte’s Access Economics 

report, conditions post vaccine will look very 

different to those now – with a 3.1 per cent 

hike in business investment and a 6 per cent 

increase in household spending predicted 

in 2021, while Australia’s overall economic 

output is expected to jump 4.4 per cent. 

This is supported by Westpac’s rolling 

Consumer Sentiment Index, which shows 

confidence at a 10-year high in October 2020: 

this is 48 per cent above the lowest levels 

reached during our toughest lockdown 

period in April 2020. 

Our behaviour as consumers serves to 

highlight the difference between this COVID 

recession and others in the past, including 

the downturn during the Global Financial 

Crisis and the grinding recession of the 1990s. 

Evidence of this confidence and other 

positive indicators (including the job 

market’s steady improvement with six out 

of seven initial job losses caused by the 

pandemic reclaimed), should provide further 

hope that the longer-lasting downsides seen 

in recessions of the past, will be contained. 

It is vital that businesses and households 

fortunate enough to have established a buffer 

over the past year, while taking advantage of 

various incentives and tax breaks, will use 

that buffer to help offset the impact on the 

economy with the withdrawal of support 

programs. 

Indeed, Isuzu’s own research into the road 

transport industry shows businesses are 

prepared to ‘spend to stimulate,’ with 50 per 

cent of operators willing to purchase new 

equipment with the help of government 

incentives, which bodes well for the 

recovering economy. 

SOLID FOUNDATIONS 

Share markets worldwide have broadly 

reflected business and consumer confidence, 

with gains almost wiping out the huge losses 

experienced at the outset of COVID. 

However, the volatility of these markets 

and the chain effects of international trade 

‘obstacles’ – for want of a better word – must 

be recognised, particularly here in Australia. 

Given our delicate situation with China at 

the moment, this is a work in progress. 

On this point, I think it is important to 

note that Australia is increasingly standing 

on its own two feet. 

ANDREW HARBISON 

is director and chief 

operating officer of Isuzu 

Australia Limited (IAL) 

According to Deloitte economist, Chris 

Richardson, our national income has so 

far increased rather than been adversely 

impacted by current trade circumstances. 

In reference to the effect of trade tensions 

on the road transport sector and other 

industries fundamental to the national 

economy, I believe, in essence, that we 

are fully prepared to grow and find new 

opportunities and markets. 

TRANSPORT ADAPTABILITY 

Businesses in road transport now have 

a better understanding of the idea that 

we must adapt processes and plans for 

uncertainty in international parts supply, 

and be well prepared to meet these sorts of 

challenges before they arise. 

And in many ways, Australia’s road 

transport operators are old hands at evolving. 

In a diverse and competitive industry, 

operators are quick to adopt technology, 

build cooperative relationships and have 

comprehensive strategies in place to 

changing address market demands. 

As for demand in Isuzu’s own market of 

truck and power solutions manufacturing 

and sales – the federal and state budget 

stimulus has created somewhat of a ‘perfect 

storm’ of conditions this year. 

Average growth of two and a half per cent 

each year is forecast for the freight and 

logistics sector through to 2024. Construction 

and related industries are also booming. 

All economic indicators are pointing to a 

strong year ahead, with a few headwinds to 

be mindful of and a concerted push to take 

up new technology. 

As always, we should be looking for growth 

as usual, not business as usual. 

We know it will be strong industry 

relationships and innovative thinking, along 

with rock-solid planning and processes, that 

will drive us into the future. 

This in the hope that ‘change’, in whatever 

form it may take, is ours to embrace and 

harness. 

“We should be looking 

for growth as usual, not 

business as usual.” 


A 

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MaxiTrans on track for Brisbane 

Trailer manufacturer’s milestone year coincides with its 2021 

appearance at Australia’s leading and longest running truck show 

AUSTRALIAN TRAILER MANUFACTURER 

and parts supplier to the road 

transport industry, MaxiTrans, says it 

is wholeheartedly supporting the 2021 

Brisbane Truck Show to be held in May. 

MaxiTrans says it will use the show to 

flag the 75th anniversary of Freighter 

trailers, which is a major engineering 

milestone in Australia’s road transport 

history. 

Along with the latest in Freighter 

trailers, MaxiTrans will display the wide 

range of the company’s freight solutions 

across a full gambit of Australia’s 

transport requirements at the Brisbane 

Truck Show, which includes Maxi-Cube, 

Lusty EMS, Hamelex White, Trout River 

and AZMEB all being showcased at this 

year’s event. 

In addition, MaxiTrans says its 

national retail parts brand, MaxiParts, 

will showcase the wide range of truck 

and trailer parts. The manufacturer 

says this further demonstrates the 

aftermarket support offered to 

customers via our national network. 

The Brisbane Truck Show has also 

offered a physical interaction between 

operators, the public and manufacturers 

– and this year is no exception. Getting 

a hands-on experience with the 

hard edged reality of large highway 

equipment is important, according to 

MaxiTrans managing director and CEO, 

Dean Jenkins. 

“This is an industry that deals in the 

hard facts of reality every day on the 

country’s highways and back tracks. 

Nothing beats the ‘real world’ interaction 

between industry people and the latest 

transport tech at Australia’s premium 

truck show in Brisbane,” Jenkins says. 

Interaction with the wider public is 

particularly important in an industry 

facing a shortage of future skilled 

employees. The Brisbane Truck Show 

is where thousands of young people 

see, smell and touch the trucks and 

equipment and taste the emotion of an 

industry that connects all of Australia. 

“Nothing beats the ‘real world’ interaction between 

industry people and the latest transport tech.” 

With Freighter Trailers achieving 

its 75th Anniversary in 2021, Jenkins 

says MaxiTrans will be using the 

Brisbane Truck Show to celebrate the 

achievements of this all-Australian 

product. 

Freighter Trailers came into being as 

a war-child, the trailer manufacturer 

working under the Freighter flag since 

the end of World War II. Riding the 

wave of road transport growth following 

the war, Freighter was a big force in 

trailer manufacture in this country by 

the 1970s. 

Freighter merging with Maxi-Cube 

in 1998 gave birth to MaxiTrans. The 

company says Freighter trailers have 

been leading the way on Australian 

highways with cutting edge freight 

technology to this day. 

Jenkins says many transport operators 

are now second and third generation 

Freighter customers. 

“It is this ongoing support that has 

helped build the legacy that Freighter is 

proud to have established,” he says. 

In spite of the pandemic enforced 

global economic down turns in many 

areas, the Brisbane Truck Show will be a 

celebration of the resilience of the road 

transport industry. 

From Thursday, May 13 to Sunday, 

May 17, more than 300 exhibitors will 

be showing the shining chrome and 

hard steel of their wares over the three 

levels of the Brisbane Convention and 

Exhibition Centre. And MaxiTrans and 

the company’s broad spread of trailer 

technology will be there, flying the flag 

for Australia’s road transport industry. 

“It’s time to celebrate and support our 

industry that’s supported our brands for 

75 years,” Jenkins says. 

“Celebrate the great role road transport 

has played in keeping the nation 

connected through the trying times of 

the past 12 months and bright future of 

the industry on Australia’s highways.” 

Visitors to the Brisbane Truck 

Show can see the MaxiTrans display 

on stand 53. 


ROAD SOUNDS Greg Bush 

Lovin’ the music 

New albums that have dropped over the past month 

MUSIC IS LOVE (1966-1970) 

Richard Clapton 

Bloodlines 

www.richardclapton.com 

One of Australia’s 

leading singersongwriters 

of the past 

five decades, 

Richard Clapton 

revisits one of 

his favourite 

eras of popular music – 1966 to 1970. 

Hence, Music Is Love is an album of 

covers – 15 in total – ranging from 

The Lovin’ Spoonful’s ‘Summer In The 

City’ and Buffalo Springfield’s ‘For What 

It’s Worth’ through to the oft-recorded 

Joni Mitchell masterpiece ‘Woodstock’, 

although Clapton’s version comes closer 

to the Crosby, Stills, Nash & Young 1970 

recording. He toured with Neil Young back 

in 1985, which could be why he covers two 

Young songs here – ‘Cinnamon Girl’ and 

‘Southern Man’. He also tackles The Doors’ 

‘Riders On The Storm’, The Byrds’ ‘Eight 

Miles High’, and The Allman Brothers’ 

‘Midnight Rider’. Clapton’s vocals now 

have a deeper register and he successfully 

breathes new life into these 15 classics. 

TONIC IMMOBILITY 

Tomahawk 

Ipecac/Liberator 

www.ipecac.com 

US heavy rock 

outfit Tomahawk 

is basically 

the sum of 

varying parts, 

with members 

arriving from 

other bands, 

notably founders lead singer Mike 

Patton (ex-Faith No More) and guitarist 

Duane Denison (The Jesus Lizard). Tonic 

Immobility is Tomahawk’s fifth full-length 

album; its release preceded by the strong 

single ‘Business Casual’, which mocks 

America’s working life. Denison’s guitar 

work shines on ‘Tattoo Zero’, as Patton 

narrates and then reverts to his regular 

full throttle growl. Scattergun-type guitar 

licks highlight ‘Predators and Scavengers’, 

its rapid-fire tempo in contrast to 

‘Doomsday Fatigue’, a slower soundscapestyle 

track with a Bowie-like flavour. 

Bizarre “doggie” lyrics are a feature of ‘Dog 

Eat Dog’, while ‘Sidewinder’ has a mixed 

tempo, with Patton’s vocals moving from 

an understated to a menacing tone. Tonic 

Immobility is an album to keep you on the 

edge of your seat. 

NATURE ALWAYS WINS 

Maximo Park 

Prolifica/PIAS 

www.maximopark.com 

British rock 

band Maximo 

Park has had to 

adapt to life as 

a trio following 

the departure of 

their keyboard 

player in 2019. 

However, it appears to be business as 

usual for vocalist Paul Smith, guitarist 

Duncan Lloyd and drummer Tom English 

on Nature Always Wins, the band’s seventh 

album. There’s a self-confessional tone 

to ‘All Of Me’, which leans towards rock’s 

lighter side. In contrast, ‘Party Of My 

Making’ is heavier and laden with power 

chords, as is ‘Baby, Sleep’, a track that 

relates the frustrations of fatherhood. 

‘Child Of The Flatlands’ is an interesting 

inclusion – it’s a sombre rock track with 

Smith craving for the ideals of yesteryear. 

On the other hand, ‘Ardour’ has a postpunk 

sound, while ‘Meeting Up’ is a 

subdued rock track, reminiscent of new 

wave band China Crisis. Nature Always 

Wins may take a few listens to appreciate. 

WHERE AM I NOW? 

Camarano 

Camarano Music 

www.camaranomusic.com 

Where Am I 

Now? Is the 

debut album 

for Western 

Australian band 

Camarano, led 

by lead singer 

and multiinstrumentalist 

Mat Cammarano. Written 

and recorded amid the COVID lockdown, 

Where Am I Now? at times echoes the 

sound of US band The War On Drugs, 

which Cammarano cites as one his 

musical influences. ‘Give It To Me Straight’, 

a well-crafted pop-rock track, is a case 

in point. ‘Holiday Inn’ is another strong 

radio-friendly song that motors along 

nicely, and then the tempo is slowed for 

the reflective ‘Wish I Was Here’. Camarano’s 

vocals at times bare resemblance to 

Coldplay’s Chris Martin, as on ‘Did It 

Cross Your Mind?’, another mid-paced 

track. Camarano takes centre stage with 

‘Pleasure/Pain’, a solo piano-backed ballad 

and then electronic vocal effects come 

into play for the acapella track ‘Bored’. A 

classy album that is refreshingly not overproduced. 

DETROIT STORIES 

Alice Cooper 

EarMusic/Sony 

ww.alicecooper.com 

In some quarters, 

Detroit Stories is 

labelled as studio 

album #27 for 

Alice Cooper, the 

tally including 

both his band 

era and his 

lengthy solo years. The album title refers 

to Cooper’s birthplace of Detroit, Michigan 

and he namedrops a number of fellow 

artists on ‘Detroit City 2021’, a grinding 

rock anthem. The old Velvet Underground 

track, ‘Rock n Roll’, receives a typical Alice 

Cooper makeover, transforming it into 

a full-blown rocker, and he also does 

Bob Seger’s ‘East Side Story’ justice. The 

majority of the other tracks are co-writes 

between Cooper and producer Bob Ezrin, 

including the slow, bluesy ‘Drunk And 

In Love’. With the band chipping in, they 

swap insults on ‘I Hate You’, echoing band 

breakups of the past, and revs up the 

tempo for ‘Go Man Go’. Cooper shows that, 

at age 73, he can still rock it up with the 

best of them. 

CHANGEPHOBIA 

Rostam 

Matsor Projects/Inertia 

www.officialrostam.com 

Acclaimed US 

record producer 

Rostam (full 

name Rostam 

Batmanglij) 

has followed 

up the success 

of his debut 

solo album, 2017's Half-Light, with 

Changephobia. Rostam was previously a 

member of Vampire Weekend, including 

producing that band’s first three albums. 

As expected, Changephobia is a lesson 

in sublime music production, although 

this eclectic mix is a big departure from 

Vampire Weekend’s rock sound. Rostam’s 

vocals are light but not too airy as he 

takes a road trip on ‘4Runner’, a pop-rock 

track. He starts ‘Kinney’ in similar fashion, 

but heavy guitars make an appearance 

midway through. He brings out his full 

suite of modified percussion as he hangs 

out with a love interest on ‘In The Back 

Of A Cab’, one of the album’s best tracks, 

and there’s smooth jazzy saxophone as 

Rostam’s mind turns to sex on ‘Unfold 

You’. A classy album of cleverly-crafted 

tracks from an in-demand producer. 

As well as being involved in road transport 

media for the past 20 years, GREG BUSH 

has strong links to the music industry. 

A former Golden Guitar judge for the 

Country Music Awards of Australia, Greg 

also had a three-year stint as an ARIA 

Awards judge in the late 1990s and wrote 

for and edited several music magazines. 

Country 

Corner 

THE WORLD TODAY 

Troy Cassar-Daley 

Sony Music 

www.troycassardaley.com.au 

A leading light 

of Australian 

country music, Troy Cassar- 

Daley celebrates the release 

of his 11th studio album, 

and his first album of new 

material in five years. He’s 

been hanging out with the 

likes of Cold Chisel in recent 

years, possibly a reason that 

there’s a harder edge to 

certain tracks on The World 

Today. From the opening 

guitar chords on ‘Back On 

Country’ through to the 

sombre ballad ‘I Hear My 

River’, this is an album full of 

surprises. The seven-minute 

‘Drive In The Dark (Be A 

Man)’ starts with a lengthy 

electric guitar instrumental 

before it evolves into a blues 

track. ‘Rain Maker’ also has 

a rootsy tone, and ‘Parole’ is 

a mid-paced country rocker. 

Possibly Troy Cassar-Daley’s 

best album yet. 

VIKING 

Innocent Eve 

Independent 

www.innocenteve.com.au 

The second 

album for 

Rockhampton 

sister duo Bec and Rachel 

Olsson, better known as 

Innocent Eve, six years on 

from their debut. Although 

Innocent Eve’s feet are 

planted firmly in country, 

tracks such as ‘My Despair’ 

have an Irish folk vibe. 

‘Mixed Bag’ is a bluesy type 

of number, and on ‘The 

Rant’ the sisters take aim 

at selfish political leaders 

in an angry waltz-timed 

folk protest song. There’s 

country rock on the devilish 

‘Running For My Life’ while 

‘Three Quarter Time’ is just 

that – an emotive waltztimed 

ballad. However, it’s 

the title track ‘Viking’ that 

lays claim to being the 

album’s best. The Olsson 

sisters will be tagging along 

when the Burrumbuttock 

Hay Runners head to central 

Queensland in July. 


APRIL 2021 61

family business 

FATHER AND SON 

It was starkly obvious from a very young age that Quinten Mathie 

would follow his father Phillip into trucks. As a boy, he thrived in his 

father’s shadow, copying everything he did, especially in the ways of 

operating and respecting big machinery. But now, the boy is a man 

forging his own future and, despite cruel circumstance, resilience 

and an unfailing work ethic remain the lifelong values of a proud 

and stoic family. Steve Brooks writes 


What you read here is an indulgence and I make no apology for it. It 

is the story of a close friend, who is totally blind, and his only son, 

and their abiding passion for trucks and family heritage. 

Nonetheless, it is a difficult story to tell because it mixes the 

inherently opposing loyalties of a strong personal relationship 

with the responsibility to report the challenges and pressures of an 

enterprising family business. 

But it is, above all else, a story of human spirit and the strength of 

family. My hope, and only hope, is to do it justice. 

ON MY OFFICE wall hangs a large framed photo of two 

little boys under broad-brimmed hats, their backs to 

the camera, sitting on a big log. One almost six years 

old, the other barely a year older, their gaze stuck on a 

truck and trailer loaded with hardwood logs. 

The truck they’re so intently focused on is a black 

‘Super Star’, the 1,000th Western Star sold in Australia, 

with the words Bruce Mathie & Sons on the doors. 

The year is 1993, the place a timber mill at Lawler’s 

Creek on the Princes Highway, just a few kilometres north of 

the pretty town of Narooma on the NSW south coast, and even 

fewer kilometres from the Mathie base in a quiet industrial 

cul-de-sac on the outskirts of the little village of Dalmeny. 

Out of shot in the background, two fathers smile at the 

Above: New generation. Quinten 

Mathie bought his first truck 

in 2009 at just 23 years of age. 

Despite a strong family allegiance 

to Western Star, his choice of a 

Kenworth T908 was based purely 

on practicality 

Below (L to R): Time travel. From 

bullocks to bulldozers, then 

trucks. John Mathie ‘steers’ a 

bullock team into Wandandian in 

1935 and more than a decade later, 

his son Bruce at the controls of his 

first ‘dozer, hauling an early truck 

out of trouble 

“I just enjoyed being with Dad. 

There was always something to 

learn from him.” 


APRIL 2021 63

sight of their sons being captured in an image of little boys 

and big boys’ toys. The symbolism is strong and the photo will 

eventually adorn calendars and the walls of corporate offices 

from Canada to the US and Australia. 

The younger of the two lads is my son, Dane. The other is 

Quinten Mathie, the only child of logging operator, Phillip 

Mathie. Time and circumstance will ultimately take each of the 

boys along completely different paths but with surprisingly 

similar levels of initiative and the brash, sometimes troubling 

boldness of youth, both will carve highly satisfying, rewarding 

careers of their own choosing. 

Right at that moment though, I had no idea what future 

endeavours would entice my son. There was, however, little 

uncertainty surrounding Quinten’s direction, even at such a 

tender age. Rarely shy about expressing an opinion, he already 

knew exactly what he wanted to do and I don’t doubt his 

parents knew it, too. Especially Dad! 

Indeed, except for those days when his mother Jenny levered 

their son to school, Quinten was either in a truck with his 

father, in the workshop or begging for a chance at the controls 

of an excavator or bulldozer. He was, in every sense, born to a 

life of trucks and heavy machinery, and if it wasn’t his father 

being hounded to the edge of tolerance, it was Phillip’s trusted 

and highly capable workmate, the late Merv Breust taking the 

youngster under his burly wing. For the young Mathie, skilful 

mentors were never far away and critically, lessons were not 

without a firmly enforced discipline for safety. 

Yet, Quinten is not, of course, peculiar to a hands-on 

upbringing in a family business. There are many young men 

and women with similar stories, sourcing solid livelihoods 

from the collective influences of personal initiative and the 

example and experience of forebears who, in instances such 

as the Mathie’s, stretch way back to the days of drays and fourlegged 

force. 

Quinten is, in fact, the fourth generation of a prominent 

south coast family involved in logging and haulage, starting 

with great grandfather John Mathie’s bullock team pulling 

logs out of the bush around the family’s historic home at 

Wandandian, today just a 20 or 30 minute drive south of the 

district centre at Nowra. 

Likewise, Quinten’s grandfather Bruce Mathie also hauled 

logs with a bullock team while on Jenny’s side of the family 

tree, his maternal grandfather was equally a well-regarded 

axeman. Yet, while naïve nostalgia might paint a somewhat 

picturesque, even idyllic image of these early days, it was 

often a life of hardship and financial struggle. As the family 

“The people at 

Western Star have been 

as loyal to us as we’ve 

been to them.” 

Above & opposite top: From this 

to this. The transformation of the 

1955 White WC28 from little more 

than scrap metal to a stunning 

piece of trucking history typifies 

the passion of its owner and the 

skills of Cleary Bros tradesmen 

Opposite middle: Phillip and 

Jenny Mathie. It has been a 

hard slog at times but devotion 

and determination are the 

foundations of an immensely 

stoic and loyal family 

Below: Pride and passion. For 

Phillip Mathie, blindness hasn’t 

diminished his absolute regard for 

White trucks and Cat machinery. 

Nor has it stalled his appreciation 

and awareness of high quality 

workmanship 

story goes, the depression years of the 1930s saw Bruce Mathie 

mustering and droving cattle before moving back to log felling 

and eventually buying his own bullock team. 

Mechanical muscle, however, was on the rise and in 1946 

Bruce bought his first tractor for snigging logs, followed by a 

White ‘Super Power’ truck in 1948. The White connection would 

run particularly strong, and stay strong, in the second of 

Bruce’s four sons, Phillip. 

The 1960s were a time of change, no less in the Mathie 

household in Wandandian when opportunity saw logging 

displaced by a milk haulage business that grew to seven trucks, 

hand loading and unloading milk cans from dairy farms in 

and around the district. As Phillip remembers, the family milk 

business went well until the evolution of bulk tankers and, 

while his father wasn’t against the move into tankers, it seems 

milk co-ops were against contractors moving into the tanker 

trade. 

Ironically, tankers would many years later become an 

integral part of Quinten’s future, but fuel rather than milk. 

Anyway, left with few options, Bruce returned to the forests 

and as his sons reached working age, the modest enterprise 

developed into Bruce Mathie & Sons. The mould was set. 

Similarly though, while Quinten’s early days were spent in 

the shadow of his father, it’s a smiling Phillip who reflects 

on his own childhood and youth where almost every waking 

moment was spent with own father. 

“Yeah, I suppose it’s a bit of history repeating itself,” he says 

with a soft laugh. “I just enjoyed being with Dad. There was 

always something to learn from him.” 

Bruce passed away in 1980 at 61 years of age and, even now as 

Phillip closes in on his 70th birthday, the emotion stirs close 

under the skin. 

“He’d worked hard but I know he would’ve liked to have done 

a bit more. He still had plenty to give. For sure!” 

Quiet for a few moments, it’s a sombre Phillip who adds 

quietly: “He was just a really good bloke to be around.” 

Southern Stars 

Since our first meeting in the mid ’80s when Bruce Mathie 

& Sons became an early supporter of a Western Star brand 

struggling for resurrection from the ashes of White, Phillip 


has become a loyal and much-admired friend. In 

at least one instance, many years back, he was also 

a generous coach as he handed over the wheel of a 

fully loaded log truck to teach the finer features of 

operating Spicer’s versatile but somewhat quirky 

20-speed transmission. It was a classic example 

of ‘easy when you know how’, and the lesson was 

never forgotten. 

By the time of Quinten Bruce Mathie’s arrival in 

September 1986, his father and uncles (Kevin, Gill 

and Stuart) had in separate ways steadily built the 

family business into arguably the most prominent 

logging enterprise on the NSW south coast. 

The mainstay of the business had long been the 

handling of logs with bulldozers and loaders but 

the purchase in 1981 of a second-hand White Road 

Boss added haulage to the operation and with 

Phillip and Gill initially doing much of the driving, 

trucks quickly developed into an integral part of 

the business. 

The demise of White, however, while especially 

disappointing to Phillip, posed the question of 

‘which truck next, Kenworth or White’s Canadian 

cousin, the newly introduced Western Star?’ 

With so much White in its heritage, Western Star 

won with the Mathie purchase in 1984 of a new 

Cummins-powered Cheyenne 4800 model. An 

almost identical unit followed a year later and it 

was a confident Phillip who said at the time: “There 

were a few early doubts about whether the Western 

Star company would last long in Australia … but the 

two we have are giving us a good run.” 

While Western Star’s future back then was still 

questionable as various negotiations between 

Australian interests led by high profile Brisbanebased 

businessman Terry Peabody and the brand’s 

Canadian connections continued into the 1990s, 

Mathie’s allegiance to both the truck and 

Cummins engines remained rock solid. As time 

and toil continued to show, the allegiance was well 

founded but somewhat surprisingly, Terry would 

come to play a significant role in Phillip’s future, 

well beyond trucks. A role that, for some, may seem 

completely foreign to a Peabody reputation for cold, 

uncompromisingly tough business tactics. 

In the interim, however, and in the middle of a 

global recession in the early ’90s, Terry shocked the 

socks off everyone when he bought Western Star 

Trucks Incorporated, which included, of course, 

its manufacturing facility in Kelowna, British 

Columbia. 

It was a decisive swoop which shored up his 

Australian investment by quickly returning the 

Canadian offshoot of the former White Motor 

Corporation to a financially viable and respected 

builder of high quality trucks. 

So viable, in fact, that in 2000 he sold the 

whole Western Star operation – with the 

notable exception of the Australian business – 

to German giant Daimler Trucks North America. 

Yet, throughout much of Western Star’s local 

history, a friendship was quietly developing, 

which to many may even now seem unusual. 

Indeed, it’s a very broad chasm both personally 

and professionally from the private planes and 

calculating character of wheelin’ dealin’ billionaire 

businessmen like Terry, to the truck cabs and 

workshops of hard-edged men like Phillip. 

There is, however, a mutual respect and 

instinctive trust between these two entirely 

different men that is almost certainly at odds with 

the perceptions, and even understanding, of most 

people. Yet, on those occasions when the two are 

in each other’s company, and long after Terry’s 

involvement with Western Star has ended, the 

mutual regard remains as obvious as it is genuine. 

Equally obvious, it’s no surprise that the only new 


APRIL 2021 65

“The 4900 model with the integrated 

Constellation bunk was too long for 

the 19 metre B-double skel.” 

Top: Flashback to little boys and 

big boys’ toys. From a tender age, 

Quinten Mathie already knew 

what he wanted to do. Drive trucks, 

just like Dad 

Below: Quinten Mathie (left) 

with good mate and good driver, 

Shannon Doherty. For Shannon 

and a 19 metre B-double loaded 

with fuel, deadly fires on the south 

coast came too close for comfort 

on one particularly nasty day 

trucks ever bought by Bruce Mathie & Sons were Western Stars, 

15 in total. 

“They’ve always been a good truck for us, so why change?” 

Phillip asserts, before reflecting, “Loyalty works both ways and 

the people at Western Star have been as loyal to us as we’ve 

been to them.” 

He sits silent for a few moments. “I don’t think there’s a lot of 

that, loyalty, going around these days.” 

Meantime, still never far away from his father or the trucks 

or the machinery, the teenage Quinten was increasingly itchy 

to leave high school and start work. His father had left school 

at 14 to work with his father, so why couldn’t he? 

Fair enough, but still several years away from being old 

enough to hold a licence, the parental proviso insisted on a 

trade first, and there was no better trade for the 16-year-old 

Quinten than a four-year diesel fitter’s apprenticeship with 

Cummins at Queanbeyan near Canberra. “It was one of the best 

things I ever did,” Quinten would later confirm. 

At every level, these were good years for the family and, with 

the fully-qualified diesel fitter returning to Dalmeny in 2006 

to maintain equipment and drive log trucks for Bruce Mathie 

& Sons, life appeared to be going exactly the way everyone 

thought it would. 

Still, Quinten was predictably keen to do his own thing and, 

in 2009, at just 23 years of age, he bought his own truck and 

trailer set to start his own company, sub-contracting to Bruce 

Mathie & Sons. Fittingly, the company name is QB Mathie, or 

simply QBM. The new truck chosen to haul a Kennedy Mini-B 

folding skel trailer was – wait for it – a Kenworth T908 with a 

600hp (447kW) Cummins under the snout. 

Nowadays, Phillip smiles at the memory of his son’s first 

truck being something other than a Western Star, but equally 

respects and accepts his decision. 

“He’s the one who had to pay for it,” he says with a shrug. 

“Besides, he knew what he was doing.” 

For his part, Quinten insists: “There was no real preference 

for a Kenworth over a Western Star but it was always going 

to be one or the other. I wasn’t interested in any of the other 

brands. 

“And I’ll tell anyone that Western Star is a good truck. A 

very good truck, but the 4900 model with the integrated 

Constellation bunk was too long for the 19-metre B-double 

skel. Yeah, I could’ve gone for an aftermarket sleeper but I 

wasn’t keen on that. 

“On the other hand, Kenworth had a 28-inch (71cm) 

integrated sleeper. It’s not a big bunk by any means but when 

you’re tired it’s a heap better than the day cab 4900 Western 

Star I’d been driving for the previous few years.” 

However, 2009 was a year when the cycles of change were 

moving in directions far more intense than simply the choice 

of trucks. 

“It was definitely a big year,” Quinten explains. 

“I bought my first house, bought my first truck and we [with 

future wife Tennealle] had our first child. 

“But it wasn’t all good because that was also the year Dad 


started to lose his sight, and lose it quickly.” He 

stops for a moment. “With so much going on, I 

probably wasn’t paying as much attention [to his 

father’s condition] as I should have. 

“That still troubles me a bit but you live and 

learn, aye.” 

The Dark Days 

It’s a warm, humid Thursday afternoon in mid- 

February. Phillip is sitting quietly in a corner of the 

shed, surrounded by the three stunningly restored 

White Mustangs and the two small dozers that 

define so much of his pride and passion for White 

trucks and Cat machinery. 

The video crew, which has been here most of 

the day to record the interview of a blind man’s 

dedication to the immaculate restoration of such 

classic trucks, has packed up and gone, and now he 

rests, his hands on the long white stick that helps 

guide him around obstacles. 

Sitting in one of the old trucks, I stupidly shut my 

eyes and try to imagine what it’s like to see nothing 

but a curtain of pitch black. Ridiculous! I can open 

my eyes and see. He can’t. 

The latest of the old Whites is a 1955 WC28 model, 

the biggest and arguably most intricately restored 

of all three, bought as little more than scrap metal 

from a wrecker’s yard in the NSW Hunter Valley. 

Like the petrol-powered 1961 WC22 model and 

the 4200 model from 1964, with its even bigger 

bore petrol engine, the WC28 with its Cummins 

NH220 diesel engine was fully restored by the 

skilled tradesmen of prominent south coast family 

company, Cleary Bros. 

The original Cleary brothers – Denis and his 

late siblings John and Brian –have been close 

friends for many decades and Phillip is quick to 

give credit to the company and its tradesmen for 

the unquestioning commitment to the remarkable 

rebirth of his trucks. In the next breath: “Other 

than my father, I learnt more from John Cleary 

than anyone. He was a very smart man and a great 

friend.” It’s high praise from a man who most times 

keeps his inner thoughts well contained. 

Even so, it’s one thing to know every detail of 

each truck’s specification, but how does a blind 

man maintain a passion for wonderfully restored 

machines and critically, be assured of the high 

standards of the workmanship? His answer is 

spontaneous and without the slightest hint of 

doubt. 

“I can picture it and I can feel it. I can picture 

what they are and what they need to be. 

“I’ve been around trucks all my life, and trucks 

like these were part of my life as a kid. People tell 

me how good they look but I can visualise it, too. I 

reckon if I could see, they’d look exactly how I see 

them in my mind. 

“Besides, I know the blokes at Cleary Bros will do a 

good job and they’ll do it just the way I ask. They’re 

good tradesmen but they’re good people, too.” 

Still, there’s no escaping the disappointment and 

the frustration. Here is a man, after all, who worked 

hard all his life, and loved most things about his 

working life, hardships and all. A man who drove 

and operated and understood trucks and heavy 

machinery as well as any, yet a man who continues 

to thrive in the company of like-minded, honest 

people, and once a friend, remains an unwaveringly 

true friend. 

In quiet conversation though, Phillip admits he’s 

fully aware that some people are unable to relate to 

him the way they did when he had his eyesight. 

“It’s a bit annoying really. I’ve known some of 

these people for a very long time,” he says sharply. 

“I’m still the same person, I still know the same 

things, but I think they just can’t handle talking to 

a blind man. It’s as if they don’t know what to say 

anymore. I might be blind but I’m not bloody deaf 

or stupid and if it worries them, they should try it 

from my side.” 

He seems relieved to get that off his chest. 

The blindness is caused by a condition called 

anterior ischemic optic neuropathy and for Phillip, 

its first effects were felt in 2009. Most times, as wife 

Jenny explains, sight in at least one eye can be saved 

but it is extremely rare that both eyes are affected 

to the point of complete blindness. 

Despite the best efforts of many specialists 

including top ophthalmic doctors in the US 

introduced through Terry Peabody’s connections, 

nothing could be done and by Christmas 2010, 

Phillip was completely blind. It was, of course, a 

brutal hit and coping mechanisms came in many 

forms, but none greater than the incredible stoicism 

of an intensely loyal wife and resolute family. 


APRIL 2021 67

“It is what it is, so you just have to do what you can,” Phillip 

says with flat acceptance. The bitterness dwells deep and is 

rarely exposed. 

“Not much good whinging about. Or not whinging too much,” 

he snickers. 

Jenny drives him to and from the shed most days and 

when it’s quiet around the office he’s often feeling his way 

around the old trucks or sometimes wandering among parked 

trucks and trailers in the yard. He’s never far away from the 

machinery that is, and will always be, such a foundation of his 

life. Critically though, technology plays its part with a highly 

advanced phone which allows him to easily source people and 

information and as he puts it: “To just stay in touch.” 

Quiet for a few moments, he says candidly: “The worst thing, I 

suppose, is the disappointment. 

“It’s disappointing and it gets frustrating that I can’t give 

Quinten a hand when he needs it. If I could still see, I could do 

a load for him now and again, give him a break, or just do a bit 

of work on a truck or trailer. 

“That’s a big disappointment because he’s had to do a lot on 

his own. I know he’s capable and he can do lots of things but it 

would’ve been good to help him. Besides, I miss driving. A lot.” 

Fire and Pestilence 

By 2016, the family company was effectively finished and 

it’s a seemingly untroubled Quinten who shrugs when 

asked if his father’s condition and the wind-down of 

Bruce Mathie & Sons put added pressure on him or his 

own ambitions. Collecting his thoughts, the response was 

typically firm. 

“It was difficult with everything that was happening then, 

but Dad’s condition was what it was and we couldn’t change 

anything, as frustrating and upsetting as it was. 

“I think about it a lot, for sure, and it was absolutely 

disappointing for both of us. 

“Suddenly, all that ability was stripped away. For 23 years I’d 

seen what he could do and learned so much from him, then to 

have it taken away wasn’t easy. But it was an awful lot harder 

for Dad, and Mum too. No doubt.” 

As for the pressure, he says simply: “There was pressure, I 

guess, but you do what you have to do. I’ve always been taught 

to just get on with it.” And that’s exactly what he’s done. 

Yet, he is equally quick to mention that he’s not the only 

Mathie of his generation to run trucks, with cousins Luke and 

Heath also operating their own trucks. 

“It must be in the blood,” he says with a smirk. 

With the inevitability of Bruce Mathie & Sons coming to an 

end, the opportunity in late 2013 to add the fuel industry to 

existing logging and woodchip work was snapped up with 

Quinten’s acquisition of a fuel haulage operation that included 

a Detroit Series 60-powered Freightliner Argosy and two 

tankers. 

“I can picture it and I can feel it. I 

can picture what they are and what 

they need to be.” 

Top: Hauling north out of Cobargo, 

the south coast village is still 

recovering from the tragedy of 

bushfires. Kenworth K200 is the 

truck of choice for QBM’s B-double 

tanker combinations. South of 

home base at Narooma, B-doubles 

are still limited to an overall 

length of 19 metres on the Princes 

Highway 

Above: For several months from 

late 2019 to early 2020, several 

Mathie tankers were committed to 

keeping water supplies up to fire 

appliances on the ground and in 

the air 

It was, he resolutely confirms, “a good move” and while the 

Freightliner cab-over is something of an odd-bod among its 

much preferred Kenworth and Western Star counterparts, it 

at least continues to earn a respectable living for QBM. On the 

other hand, with the Series 60 EGR engine proving typically 

troublesome, it was ultimately replaced with an ISX Cummins. 

Today, QBM operates eight trucks – three Western Stars, the 

Argosy and four Kenworths consisting of two T9s including 

his original T908, and two K200 cab-overs coupled to 19 metre 

B-double tanker sets. 

The specialist demands of logs, woodchips and fuel haulage 

mean most units work in one form of freight or the other but 

a couple such as his original ’908 and an immensely loyal 1997 

Western Star ‘Heritage’ model (nowadays largely a back-up 

truck) are equipped to swap from one application to the other. 

Asked what workload dominates the business, he says the 

ratios vary. 

“The dynamics of fuel and logs are entirely different and 

they can change quickly depending on circumstances.” 

The last 15 months or so have, for instance, been particularly 

tough on both applications, starting with the devastating 

fires of late 2019 and early 2020 which had a blatant impact on 

logging operations. 

“The whole south coast was alight from Nowra down to the 

border,” Quinten explains as we drive through the small town 

of Cobargo where a year earlier, fires took a severe toll on life 

and property. Today, the town still carries the scars and there’s 


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“I know he’s capable and he can do lots of things but it 

would’ve been good to help him. Besides, I miss driving. A lot.” 

Pictured: The Cummins NH220 

engine runs as sweet as it looks 

while the finish on the inside of 

the ’55 White is brilliant, right 

down to the rosewood fascia in the 

centre of the dash 

much work remaining but it’s a modest Quinten Mathie who 

casually mentions there was no shortage of work for two of his 

tanker combinations during the fires, hauling water almost 

non-stop over several months to fire tankers and large water 

pods used for reloading helicopter buckets. 

For driver and close mate Shannon Doherty, the fires came a 

tad too close for comfort as night and blinding smoke settled 

in on one particularly nasty day, punching a B-double load of 

fuel ahead of a fast moving fire front as Police were closing the 

road behind him. 

“The smoke was really bad and I never knew whether I would 

run into fire around the next bend,” he now calmly recalls. 

“There was no mobile phone service and the UHF was useless 

over distance. I just had to push on as hard as I could. 

“It’s something I’m in no hurry to do again, that’s for sure.” 

As Quinten adds though, these were difficult days and 

difficult things had to be done. The diesel bowser at the Mathie 

depot, for example, became one of very few refuelling points in 

the entire district for emergency services vehicles. 

Yet, no sooner were the fires out, then COVID-19 hit and, this 

time, with almost no traffic moving anywhere along the coast 

for months, the normally busy fuel haulage operation went 

into an unwelcome hiatus. 

“Like I said, the dynamics are entirely different and 

they can change very quickly,” Quinten remarks with a 

shrewd grin and a maturity that seems to have softened 

the abrupt and occasionally antagonistic mannerisms of 

earlier years. 

Still, it’s a familial trait that he does not suffer fools easily, 

setting high standards for himself and consequently, others. 

As his wife, Tennealle, attests from the Mathie office: “No one is 

harder on Quinten, than Quinten.” 

Likewise, a formidable work ethic either in the cab of a truck 

or swinging spanners in the workshop is a characteristic 

moulded in early childhood. 

“I have my own standards,” Quinten continues, “and I 

suppose that can make me hard to work for at times, so I 

have to remind myself that not everyone has had the same 

background or experience I’ve had. 

“The fuse definitely isn’t as short as it used to be, so I 

guess I’ve learned something about tolerance,” he says 

with a wry grin. 

Sitting quietly a few metres behind his son, Phillip listens 

and suddenly, the same grin appears. 

The similarities run deep and from somewhere in the cranial 

cavern, the thought hits me: ‘I never knew Bruce Mathie but I 

reckon he’d be proud. Very proud.’ 


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isbane truck show 

TRUCK 

FESTIVAL 

IN THE 

PARKLANDS 

Of all the places to hold a truck 

show! How could you ever 

hope to beat the surroundings 

of Brisbane’s amazing South 

Bank Parklands? 

South Bank is Brisbane’s premier dining, lifestyle and 

cultural destination. The tourist brochures all rave about 

the world-class eateries, 17 acres of lush parklands and 

the stunning river and city views. Check, absolutely no 

arguments there. 

And they talk about the “epic line-up of eclectic events all 

year round”. 

Eclectic, fair enough. It is hard to disagree that a truck show set 

amongst the restaurants, cafes, bars and bougainvillea is eclectic. 

It is extra special when they close the streets for you to hold 

a festival in your honour. That is what the South Bank Truck 

Festival is. 

The locals are rolling out the red carpet in preparation for your 

arrival. And it is up to all of us to show the Brisbane community 

how much we appreciate their hospitality. 

So, our truck display will honour our connection with the 

community and tell stories of the different roles we play. We will 

explain to them how proud we are of our industry’s innovation, 

skilful engineering and world-class local manufacturing. It has 

seen us develop some of the most amazing high-productivity 

vehicles on the planet. 

They will appreciate that you are hard workers; proud but 

humble; always ready to lend a hand. The backgrounds of our 

people are as diverse as the different roles we all play. That makes 

for some of the most satisfying lifelong career paths anyone 

could hope for. 

You can’t look at a line-up of trucks like this and not be a little 

proud of the fruits of your labour. Immensely proud, actually. 

So, we will be putting on some entertainment and we hope 

you will mix amongst the locals and let them experience the 

generous heart and soul that underpins every one of you. 

We will invite the locals and visitors from far and wide to come 

and share the experience with us. And we will leave an indelible 

mark on them that will further elevate their perception of us, 

and our role in the community. 

Meanwhile, the locals will be catering for you too. They are 

opening their doors and their arms to welcome you to their 

wonderful establishments. The options are seemingly endless. 

They’ll be rolling out the proverbial red carpet for you and 

your guests to create a festival atmosphere, including free live 

entertainment; many will be offering special deals for truck 

show visitors. 

Come and join us at the South Bank Truck Festival. It’s a major 

heavy vehicle display and entertainment & networking hub. 

Little Stanley Street and Stanley Street Plaza will be closed to 

traffic for a major display of trucks and trailers. 

The week will see 30–40,000 people enjoying this exciting 

initiative, a place for our industry to gather with customers, 

mates – both old and new – and the broader community. 

Come and share in the spirit of this fabulous week of events – 

a great reason to host your guests in the area. 

Strongman truck push aims for Guinness World Record 

Troy Conley-Magnusson is very strong. Very, very 

strong. A quick search of his name online and you 

will see video and images of Troy pulling aeroplanes, 

semi-trailers and even a fleet of 16 cars. 

There is something incredibly likeable about the 

guy, and you don’t have to scratch the surface far to 

see what it is. It is what motivates him. 

Over the past couple of years Troy has had a lot of 

attention due to his many amazing exploits. 

He has had more than a fair go at a number of 

phenomenal records. A Guinness World Record is 

inevitably going to feature his name very soon, and 

it could very well be as a result of his next challenge, 

during the South Bank Truck Festival. 

But the question is why? Always start with why. 

“What’s important for me is the fundraising,” Troy 

told us. “That’s absolutely number one. If we can drive 

that past $30,000, that would be incredible. 

“The record is then a nice bonus.” 

That is pretty awesome, isn’t it? 

Troy says that while the challenges are great fun(?), 

they are for a very sombre reason. 

“It’s all about helping kids that have been seriously 

injured or diagnosed with critical illnesses like 

cancer and leukaemia,” he said. 

“Unfortunately, that is what happened with young 

Ava. At just two-years-old, she was diagnosed with a 

rare form of leukaemia and subsequently lost over 98 

per cent of her bone marrow. 

“Thankfully, now five years on, she’s ok and in 

remission, largely thanks to the support Little Wings, 

Ronald McDonald House and Sydney Children’s 

Hospital offer.” 

Last November, Troy was attempting to break 

the Guinness World Record for Most Cars pulled by 

an Individual with 16 Hyundais, weighing over 25 

tonnes. Unfortunately, he came up short of the record 

by five metres due to a misplaced foot on one of the 

car’s brakes! 

To keep momentum going and keep driving 

the fundraising, Troy was looking for another 

challenge. 

“I’ll be looking to set a new Guinness World Record 

for the heaviest truck pushed by an individual for 

100ft (30m). Currently this is 11 tonnes.” 

Well, thanks to Daimler Truck and Bus Australia, we 

have the vehicle: a 12 tonne Freightliner Cascadia. 

To be eligible for a Guinness World Record the area 

used has to be surveyed by a qualified surveyor and 

certified to be within 1 per cent of 100 per cent flat. 

We have found that surface on Little Stanley Street in 

South Bank. 

“After the failed world record attempt last year I 

received a message from Ava’s mum,” Troy added. 

“For all the things I’ve done in my life, nothing has 

moved me in the way that did. 

“So, now I’m a man possessed, and a man on a 

mission, to ensure we reach our $30,000 target.” 

It doesn’t do it justice not to include the whole 

note. However, here is a small excerpt from Ava’s 

mum Kathy: 

“Ava and I were chatting about you and she 

realised you lived at Ronald McDonald house as well 

for a long time when you were little, then the penny 

dropped. 

“You could see her eyes begin to sparkle. She asked 

‘so I could do that?’ 

“I think it would be amazing if you could go and 

tell all the kids who stay at Ronald McDonald house 

your story. 

“You understand gratitude like we do; it is this 

level of gratitude we have for you today for unlocking 

our little girl’s potential.” 

He is truly an inspiring bloke – passionate, 

relentless in pursuing excellence, and most of all – 

genuinely caring. 

“Going the extra mile like I am at the moment to 

help the community, to allow kids like Ava to be able 

to follow their dreams, and support families like hers 

when they need it the most; that’s all I need,” Troy 

says. 

Make sure you are there to support Troy on Friday 

morning, May 14. 

You can make a pledge or a donation to help Troy 

reach that target on the South Bank Truck Festival 

website. Go to www.truckfestival.com.au 


IT’S NOT JUST A TRUCK SHOW 

it's a festival ! 

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truck technology 

VOLVO EYES 

FOSSIL-FREE 

FUTURE 

Volvo Group Australia’s recent press conference 

coincided with the release of an updated range 

of Volvo Trucks, as well as the arrival of the new 

Mack Anthem. Ben Dillon writes 

AMID A SHOWROOM backdrop of Volvo 

Group Australia’s (VGA) latest offerings, 

President and CEO Martin Merrick outlined 

VGA’s direction in the local market during 

the group’s 2021 press conference at it’s 

Wacol, Queensland headquarters, stating 

that its global aim is to have 35 per cent of 

Volvo trucks utilising electric drivetrains 

by 2030. 

While Merrick wouldn’t provide an estimate 

on the percentage of local electric trucks the 

company hoped to be shifting by the 2030 target, 

he set out a road map for the brand, which 

features electric and alternative fuel drivetrains. 

Another couple of future dates to keep in mind 

for Volvo are 2040, when the company says it will 

no longer be using fossil fuels, stating that liquid 

natural gas (LNG) and biodiesel will be the future 

drink of choice for its trucks, and 2050 which is 

the target set by the company to become carbon 

neutral. “We are on a journey toward fossil-free 

transport solutions by 2040. That said, the internal 

combustion engine will be with us in Australia for 

a very long time to come,” Merrick says. 

“With the research going on today into 

alternative fuels perhaps we will see an internal 

combustion engine which is fossil-free.” 

When questioned if a hydrogen-fuelled internal 


combustion engine would be on offer, VP of 

sales, strategy and support, Paul Illmer, said 

that hydrogen fuel cell technology is the only 

hydrogen tech Volvo is interested in at this time. 

Also juggling the role of acting vice-president of 

Mack Trucks, Merrick announced that the Anthem 

and Trident models will feature predictive 

radar-based cruise control, a proprietary Mack 

technology that is part of VGA’s hope for zero 

collisions in the future. 

“It learns the topography of routes and stores 

the information to automatically adjust the 

speed, torque and gearing to deliver the best fuel 

performance on saved routes.” 

When it comes to safety in the updated Mack 

range, in particular the lack of driver-side airbag 

in the Anthem, Merrick announced a package to 

improve safety of the Mack range. 

“Mack trucks international has committed 

to invest in around A$100 million in the Mack 

product range over the next three years. Of course 

I will say the airbag will come but we are on that 

journey,” Merrick says, adding: “We take what we 

have from the US and then build what we need 

here in Australia, so watch this space.” 

With Tony O’Connell’s departure to fill the MD 

role at Volvo Malaysia and the sideways move 

of Gary Bone from Mack to Volvo, Merrick will 

“We are on 

a journey 

toward 

fossil-free 

transport 

solutions 

by 2040.” 

Right: VGA President and CEO 

Martin Merrick 


APRIL 2021 77

continue to fill the void left at Mack until a 

suitable replacement is found. 

VP of UD, Lauren Downs, took the opportunity 

to further outline what the UD and Isuzu 

partnership will look like with the main theme 

being that it’s not a clear cut change of ownership 

of UD to Isuzu but a ‘strategic partnership’, which 

benefits both parties, stating how this strategic 

alliance works will be different for different 

markets. 

“Volvo Group Australia will be the sole importer 

and the sole distributor of the UD product here in 

Australia,” Downs says, adding: “The changes will 

be limited as both brands are successful in their 

own rights.” 

The partnership, which is slated to continue for 

20 years, will be overseen by a board with offices 

in both Sweden and Japan and filled with key 

members of both brands, including Volvo CEO 

Martin Lundstedt. 

“Isuzu will 

remain a direct 

competitor.” 

Downs went on to address the issue of UD 

and Isuzu competing for the same slice of the 

Australian truck market in segments that are 

already highly competitive. 

“There are currently no plans to change the UD 

product line up or strategy. We believe we have the 

best premium Japanese product,” Downs says. 

“Isuzu will remain a direct competitor, and in 

our minds it’s full steam ahead and there’s not 

much they can do.” 

For the new Volvo models the FL, FM, FH and 

newly introduced crew cab FM come with a host 

of safety features including adaptive high beam 

lighting, which senses an approaching vehicle 

and dims head lights on one side while retaining 

high beam on the offside, a blind spot camera 

activated by the left turn indicator and adaptive 

radar cruise control, which now works down 

to zero km/h from the previous low of 15km/h, 

which Volvo says is advantageous in stop/start city 

conditions. 

The adaptive cruise is also upgraded for greater 

connectivity, with vehicle systems allowing better 

downhill retardation of the truck. 

Top right: Paul Ilmer, VP of sales, strategy and support 

Above: UD vice president Lauren Downs 

Left: Volvo Trucks vice president Gary Bone 


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tech briefs 

Toyota, Hino and Isuzu partner up 

ISUZU, HINO AND TOYOTA are to collaborate 

on commercial vehicles battery and fuel 

cell developments focused on the latter’s 

computer-aided software engineering (CASE) 

technologies, the Japanese trio reveal. 

Focused on light trucks, the trio plans to 

jointly work on the development of battery 

electric vehicles (BEVs) and fuel cell electric 

vehicles (FCEVs), autonomous driving 

technologies, and electronic platforms. 

“While working together on BEVs and 

FCEVs to reduce vehicle costs, the three 

companies plan to advance infrastructurecoordinated 

societal implementation, such as 

by introducing FCEV trucks to hydrogen-based 

society demonstrations in Japan’s Fukushima 

Prefecture, and accelerate their dissemination 

initiatives,” they say. 

“Also, Isuzu, Hino, and Toyota plan to link 

their connected technology platforms to build 

a platform for commercial vehicles that can 

help solve customers’ problems. 

“Through this platform, they intend to 

provide various logistics solutions that not only 

help improve commercial vehicle transport 

efficiencies but also contribute to reducing 

CO2 emissions.” 

It has been a transformative time for Isuzu 

recently. 

With a more heavy-duty focus, the firm 

entered a 2019 technology link with Volvo 

globally that saw it gaining control of UD. 

Explaining the move, Toyota president Akio 

Toyoda says CASE developments changes the 

investment and development playing field for 

the global automotive enterprise. 

“What we are now being called upon to do 

is refine CASE technologies and disseminate 

them,” Toyoda continues. 

“To achieve that, I arrived at the notion that 

it is important to implement such technologies 

through commercial vehicles in unison with 

infrastructure. 

“And there was one more thing. Viewed from 

a user’s perspective, shippers use both Hino 

and Isuzu trucks. 

“If Hino and Isuzu work together, we would 

be able to face 80 per cent of Japan’s commercial 

vehicle customers and come to know their 

reality. 

“And if we used Toyota’s CASE technologies, we 

may be able to solve many of those customers’ 

difficulties.” 

He adds that the location of the action is 

motivated by the earthquake and tsunami that 

devastated the region and admits the initiative 

has his company entering uncharted waters. 

“This year marks the 10th anniversary of the 

earthquake disaster, so I was wondering which 

site I should visit,” Toyoda says. 

“As I was thinking about it, I was given 

an opportunity to visit Namie Town in 

Fukushima Prefecture, which is advancing 

initiatives for the future. 

“On-site, I was able to talk with Fukushima 

governor Uchibori and Namie mayor Yoshida 

about their thoughts on reconstruction. 

“One project has advanced since then. Isuzu 

and Hino fuel cell trucks are carrying goods 

using green hydrogen produced in Namie 

Town. 

“And we will contribute to the realization 

of uniform, waste-free delivery by linking 

‘make’, ‘transport’, and ‘use’ using connected 

technology. 

“Together with everyone in Fukushima, we 

will make the work of ‘transport’ people easier 

and propose new lifestyles to people on the 

‘use’ end. 

“We are now living in an uncharted era in 

which we can’t foresee the right direction. 

“In such an environment, you first 

have to try. From there you can see what’s 

waiting next and try again. Toyota has 

Above: Hino and Toyota agreed to jointly develop a heavy-duty fuel 

cell truck back in April 2020 

survived so far by doing so again and again. 

“This time, engaging more in the transportation 

front line, our three companies will work together 

and try it first.” 

To promote their partnership, Isuzu, Hino, 

and Toyota are establishing Commercial Japan 

Partnership Technologies Corporation (CJPTC). 

To be headed by Hiroki Nakajima, it is a company 

for planning CASE technologies and services for 

commercial vehicles based on discussions among its 

three parent companies. 

“Going forward, Isuzu, Hino, and Toyota intend 

to deepen their collaboration while openly 

considering cooperation with other like-minded 

partners,” they add. 

Isuzu Trucks Australia CEO Andrew Harbison 

welcomed the latest strategic alliance by Isuzu’s 

parent company in Japan. 

“With the building of a connected technology 

platform another key objective of the collaboration, 

we see a clear path for Isuzu in this critical response 

to the challenges facing the commercial vehicle 

industry and our customers,” Harbison says. 

Isuzu and Toyota have agreed on a capital 

partnership for the project, with Toyota gaining 

around 5 per cent of Isuzu for Yen42.8 billion (A$510 

million), while Isuzu plans to acquire Toyota shares 

of the same value through a market purchase. 

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tech briefs 

SEA launches locally assembled trucks 

MELBOURNE-BASED COMPANY 

SEA Electric has announced the 

commencement of volume commercial 

production of electric trucks. SEA states 

that the trucks will cost under $14 per 

day to charge from the grid, and even 

less if depot solar is used. 

SEA Electric expects to see company 

assembled and badged trucks based on 

Hino 500 Series Wide Cab GH, and Hino 

300 Series 816 models. 

The company is placing its SEA-Drive 

battery electric power system into Semi- 

Knocked Down (SKD) chassis kits with 

a view to seeing retailed them through 

SEA Electric dealers. It notes that this is 

a progression from retrofitting vehicles 

designed for diesel engines, which is 

where the local link with Hino began. 

The move comes as traditional truck 

makers, notably Daimler and Volvo, 

are eyeing the Australian commercial 

electric-vehicle (EV) market seriously, 

along with and pure-electric or hydrogen 

fuel-cell players. 

“SEA Electric is privileged to be able 

to bring this Australian first to the 

marketplace,” SEA Electric regional 

director for Oceania, Glen Walker, says. 

“These trucks truly meet a need in the 

marketplace, and prior to this launch, 

we have received pre-orders for 46 

vehicles from some of Australia’s biggest 

companies and councils. 

“It represents an exciting phase in 

global EV development, and this places 

SEA Electric at the forefront.” 

Both models offer a range of motor, 

battery, chassis and axle configurations. 

At the top of the range is the SEA 500- 

225, a 6x2 axle configuration, allowing 

for a maximum body length of 9,240mm 

and a gross vehicle mass (GVM) of 

22,500kg. 

The SEA 500-225 is available with a 

“range-topping” 280kWh battery, with 

full details of the SEA-Drive 280 power 

system will be released shortly. 

The medium-duty SEA 500 is available 

in a pair of 4x2 configurations, with a 

maximum body length of 8,930mm and 

a GVM range between 14 to 17 tonnes. 

Drivetrain options include the SEA- 

Drive 120-35 and 180-35, which are both 

powered by an electric motor producing 

maximum torque output of 3,500Nm 

and maximum power value of 350kW. 

The 120-35 has a battery capacity 

of 138kW/h and an un-laden range 

of 175km, while the 180-35 features a 

battery capacity of 220kW/h, and an 

un-laden range of 200km. 

The light-duty SEA 300 range is 

available in a variety of wheelbase, 

payload and body length configurations, 

all with a 4x2 axle format, and GVMs 

ranging from 4.5 to 8.5 tonnes. 

“The SEA 300 range can be ‘specced’ up 

with one of three motors,” Walker sys. 

“The 700Nm torque and 127kW variant 

powers the SEA-Drive 70-7, combined 

with its 88kW/h battery it is perfect for 

the car licence 4.5-tonne GVM truck. 

“Ideal motors for up to 8,500kg GCM 

are the midrange 1,000Nm of torque and 

108kW of power for the SEA-Drive 100-10. 

“If 1,000Nm is not enough, perhaps the 

1,500Nm of torque and 125kW of power 

from the SEA-Drive 100-15 is more to 

your fancy? 

“In addition to two motors, the SEA 

300-85 is available with two different 

batteries, providing capacities of 103kWh 

through to 138kWh, which provide for 

un-laden ranges from 210 to 300km.” 

All SEA-Drive power systems are said 

to have an operating temperature range 

of -20 degrees C to 50 degrees C, with 

empty to full charging times ranging 

from approximately five hours for the 

SEA-Drive 70, through to 12 hours for the 

SEA-Drive 180 iterations. 

The standard charging equipment for 

all SEA-Drive models features a threephase 

32amp on-board charger with 

5-pin plug, charging at up to 22kW/h. 

“A key feature of this charging 

system is its access to the world’s 

largest charging network, namely truck 

workshop three-phase power,” the 

company says. 

Optional DC to DC fast-charging 

increases the charging rate fourfold to 

88kW/h. 

”Real world testing of in-service 

vehicles that travel up to 1,000 

kilometres per week has revealed daily 

recharging costs of less than $14 per day 

using standard off-peak electricity prices 

of 15c per kWh,” the company says, or less 

if depot solar is used. 

“Future proofed with an upgradeable 

plug and play architecture, the SEA-Drive 

Power-System can be charged using the 

world’s biggest charging network, which 

is 415V 3-phase power via the truck’s 

standard on-board charging equipment, 

with optional DC fast charging also 

available. 

“The fast charging option enables a 

charging rate four times faster than 

standard, and offers range extending topups 

during lunch hour or vehicle loading.” 

Roadside assistance is to be available 

through NTI for the life of the warranty 

period. 

ITALIAN POWER FOR KOREAN TRUCKS 

FPT INDUSTRIAL, headquartered in Turin, Italy, has been chosen as the preferred 

engine supplier by TATA Daewoo Commercial Vehicles for the launch of the new 

‘the CEN’, a semi-medium truck for the domestic South Korean market. 

The CEN – whose name means ‘The Strong’ in Korean and ‘Complete, Efficient, 

Needs’ for the rest of the world – is powered by an FPT Industrial Euro Dynamics 

45 engine. FPT says it was chosen for its unique characteristics in terms of 

superior power, torque, torque reserve, overall efficiency and compliance with 

emission rules exhaust gas recirculation (EGR)-free. 

Launched in 3, 4 and 5 tonne versions, the CEN features an eight-speed 

automatic gearbox in the segment, fully pneumatic brakes, pneumatic 

suspension seats and LED DRL. 

Available in two versions with 186 or 206hp (139 or 154kW), the FPT Industrial 

Euro Dynamics (ED) 45 engine is a member of the NEF engine family, sold 

worldwide for all kind of applications – on road, off-road and marine – in 

about 100,000 units per year. 

FPT states that the ED 45 delivers up to 21 per cent more power and torque 

up to 23 per cent higher versus competition in South Korea. Its HI-eSCR aftertreatment-system 

is said to be EGR-free. 

Stated benefits include better breathability (the engine breaths fresh air 

only, instead of very hot and dirty recirculated gas), optimised packaging 

and installation (being EGR-free the cooling circuit is smaller and easier to 

accommodate), higher reliability (the whole cooling circuit operates at lower 

temperatures), and up to 150,000km DPF service intervals due to passive 

regeneration. 


Fuso launches eCanter in Australia 

IN A TIMELY MOVE before the 2021 

Brisbane Truck Show, Daimler Truck 

and Bus has announced the Australian 

launch of the all-electric Fuso eCanter. 

The eCanter, which is the available 

now, is reportedly the first original 

equipment manufacturer (OEM) allelectric 

truck available in Australia 

and will be supported by select Fuso 

eMobility dealers. 

In 2017, the eCanter became the 

world’s first small series electric 

production truck. Fuso says it has been 

the subject of a rigorous testing regime 

around the world, including a sixmonth 

Australian test running with a 

maximum load, while global customers 

have covered more than three million 

kilometres of real world driving. 

Fuso Truck and Bus Australia director, 

Alex Müller, says he is excited to be 

able to offer the eCanter to Australian 

customers. 

“The eCanter is perfect for emissionsensitive 

areas in our big cities, where 

many pedestrians and residents stand to 

benefit, but it is not just a concept truck 

or environmental tribute. 

“It is a serious truck with a payload of 

more than four tonnes and it gets the 

job done day and night.” 

Müller says the eCanter is proving 

that all-electric local transportation 

makes sense; not just for the community 

and for the environment, but also for 

business. 

“We are excited to be pioneers in this 

field and to prove that electric trucks are 

practical in the correct application right 

now,” he says. 

“The eCanter is a vital proposition 

for any company that is serious about 

reducing emissions.” 

Of particular interest for freight 

companies and government bodies 

is that the eCanter comes equipped 

with active safety features such as the 

advanced emergency braking system 

and the lane departure warning system. 

Müller says eCanter customers can rest 

assured the truck is fitted with advanced 

pedestrian-sensing camera emergency 

braking technology, just like the regular 

Canter 4x2 range. 

“By their very nature, electric trucks 

operate in high-density urban areas, so 

active safety systems are more important 

than ever,” he says. 

“Our customers do not have to choose 

between safety and electric mobility, they 

can have both,” Müller adds. 

The eCanter is said to have a range of 

more than 100km when fully loaded, 

and can be recharged to 80 per cent 

capacity in an hour using a 50kW rapid 

charger or fully charged in 90 minutes. 

Daimler Trucks states that the eCanter 

is part of its commitment to help 

customers reduce emissions in Australia 

with its Fuso, Freightliner and Mercedes- 

Benz brands. 

Moreover, Daimler Trucks is aiming to 

have all new vehicles in Europe, North 

America and Japan “tank-to-wheel” CO2- 

neutral by 2039. 

“Our leading customers in Australia 

want reduced emissions and advanced 

safety and Daimler Truck and Bus 

is committed to lead the market in 

delivering both,” Whitehead says. 

Six liquid-cooled lithium ion 

batteries mounted in the eCanter 

frame store 82.8kW/h of electricity 

(with 66kW/h of usable power) and 

feed a permanent magnet synchronous 

motor. Power output is rated at 135kW 

and 390Nm of torque can be delivered 

the moment the accelerator pedal is 

pressed. 

The eCanter will feature on the 

Daimler stand at the Brisbane Truck 

Show, which runs from May 13 to 16. 

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APRIL 2021 83

tech briefs 

Paccar celebrates Australian half century 

INDUSTRY AND POLITICIANS have 

lined up to highlight the significance 

of Paccar Australia’s 50 years of 

manufacturing in Australia. 

The half-century anniversary was 

celebrated in March when Paccar 

was lauded for supporting local 

jobs, industry productivity, and the 

Australian economy with truck 

production at its Bayswater plant in 

Melbourne. 

“Paccar built the Bayswater facility 

in 1971 to design, engineer and 

manufacture Kenworth trucks – a 

Treasurer Josh Frydenberg gets involved 

in the Kenworth production process 

unique and high-quality product that 

has become an icon of Australian 

trucking,” Paccar Australia managing 

director Andrew Hadjikakou says. 

As part of the celebrations, federal 

treasurer Josh Frydenberg, assistant 

treasurer Michael Sukkar, assistant 

minister for freight transport Scott 

Buchholz, assistant minister to the 

deputy prime minister Kevin Hogan, 

Australian Trucking Association (ATA) 

chair David Smith and ATA CEO Andrew 

McKellar toured the facility. 

“During the past 50 years, Paccar 

has manufactured 70,000 trucks in 

this plant. We are extremely proud of 

this achievement and honoured that 

the Treasurer and his colleagues have 

joined us to show their support for our 

industry,” Hadjikakou says. 

The celebrations saw Frydenberg hand 

over the keys of the 70,000th Kenworth 

manufactured at the plant to Brown and 

Hurley, a multi-generational Australianowned 

family dealership that celebrates 

75 years in business this year. 

“Brown and Hurley are a fourthgeneration 

Australian family-owned 

business, which started in 1946 as a ‘fixanything’ 

mechanical repair business 

and service station,” Hadjikakou says. 

“They distribute and support Paccar 

products, and during their 75-year 

journey have grown the business to 11 

locations providing 460 Australian jobs.” 

Smith says that, in addition to 

supporting local jobs and communities, 

Paccar provides broader economic 

benefit by producing trucks that 

are designed locally for the unique 

conditions and demands of the 

Australian transport industry, 

moving freight in the safest and most 

productive way. 

“Paccar directly employs more than 

1,200 people in Australia, with many 

thousands more employed in its supply 

chain,” he adds. 

“Sixty per cent of the parts required 

to manufacture a Kenworth truck are 

sourced locally, employing another 

10,000 people. 

“Australian manufactured Kenworth 

trucks represent 20 per cent of all heavyduty 

trucks on our roads, and while 

manufacturing contributed $100 billion 

to Australia’s GDP in 2020, Paccar alone 

made up nearly 1 per cent of that total. 

Hadjikakou says there are many 

exciting projects on the horizon for 

Paccar, including the completion of a 

$40 million factory expansion and a 

$15 million investment in 2021 for local 

research and development, software 

integration and engineering to produce 

new products in the Bayswater factory. 

“These products will benefit our 

industry, community and broader 

economy through cleaner engines, 

higher levels of safety and comfort, 

reduced fuel usage and higher 

productivity,” Hadjikakou says. 

“Our factory expansion is set to double 

our manufacturing capacity and will 

position the organisation for the next 50 

years of manufacturing on this site.” 

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Scania’s western Sydney expansion 

SCANIA AUSTRALIA has announced its 

latest branch develo pment, a second 

company-owned outlet in New South 

Wales, which will be operating from 

Wonderland Drive, Eastern Creek from 

later this year. 

“We’re adding a second companyowned 

sales and service location in 

Sydney to cope with the increasing 

demand for our products and services 

in NSW over the past five-to-eight years, 

and also to be able to accommodate 

the future growth that is pivotal to our 

continuing success in Australia,” says 

Sean Corby, Scania regional executive 

manager for NSW and Victoria. 

“The growing appeal of our New Truck 

Generation, the significant expansion of 

our contracted repair and maintenance 

agreements and ever-increasing 

customer loyalty requires us to develop 

additional capacity to service a much 

larger number of Scania vehicles than 

ever before. 

“Already at Prestons we are running 

an evening shift five days per week in 

order to deliver on our uptime promise 

to customers,” Corby says. 

Mikael Jansson, Scania Australia 

managing director, proudly turned the 

first sod on the site in December 2020, 

with the building expected to be handed 

over during the third quarter of 2021. 

Scania says the new, state-of-the-art 

workshops will boast eight workbays 

including three inspection pits, 

along with a bespoke wash-bay, and 

a full complement of vehicle testing 

equipment including shakers and rollers 

for assessing suspension, braking and 

steering components. 

Additionally, trailers and trailer 

equipment can be serviced on site along 

with prime movers, vocational rigids 

(such as construction and jetvac trucks 

and fire appliances) as well as the full 

range of Scania buses and coaches. 

“The new location is well positioned to 

support many of our customers in the 

local area who previously would ferry 

their vehicles to Prestons for servicing. 

But more importantly it will give us a 

base to continue to prospect for more 

customers in the busy surrounding 

suburbs from Parramatta to Penrith,” 

Corby adds. 

“Our proximity to major roads and the 

crossroads of the M4 and M7 motorways 

will also provide a further advantage for 

interstate customers visiting this part of 

Sydney. 

An artist’s impression of the Scania Eastern 

Creek site, which is due to open later this year 

“While we will be transferring some 

experienced staff from Prestons to 

Eastern Creek, we will also be creating 

new job opportunities at all levels 

with the opening of the new branch, 

particularly within the workshop. 

“In addition, the new location will have 

plenty to offer truck or bus drivers, with 

a comfortable lounge area and a number 

of resting locations ideal for drivers to 

catch some sleep while having their 

vehicle serviced,” he says. 

“It is our intention to operate the 

workshop Monday to Friday from 07:00 to 

midnight and Saturday until midday.” 

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APRIL 2021 85

FOR THE OWNER-DRIVER Frank Black 

Business is business 

Now, more than ever, it’s important to recognise that 

trucking is a business – not a lifestyle 

MY DAUGHTER will soon 

turn 35, a sentimental 

moment for a father 

and a rude reminder 

of my advancing age. 

It also marks the 35th 

anniversary of my career 

as an owner-driver. 

I look back on the purchase of my first 

truck and remember my excitement to 

embark on a new lifestyle of travel and 

opportunity. “I’ll be the master of my 

own destiny,” I thought. 

I didn’t realise that with the exchange 

of keys I was locking myself into an 

industry for life. The freedom I thought 

I was investing in has over time 

diminished to a point where I have no 

choice but to keep running my truck. 

I still get enjoyment from my job, and 

I’m reminded of that early excitement 

I felt in the ’80s whenever my two-yearold 

grandson Eli hops in the cab with 

me and wants to push all the buttons 

within reach. 

As a young man full of enthusiasm 

I used to chat with owner-drivers who 

would come into the workshop. I would 

hear success stories how if you were 

prepared to make sacrifices such as 

being away from home friends and 

family and work hard, it would pay off, 

in four to five years owning the truck 

and a home was not just a long-term 

dream. 

Being your own boss is an appealing 

dream, but nowadays it should come 

with a warning: if you treat trucking as 

a lifestyle rather than a business, you’ll 

go bust. 

Perhaps the warning signs were 

already there and I, a mechanic at the 

time, refused to see them. After all, I 

did buy my first truck from a driver 

who couldn’t afford the repairs it 

needed. Sadly, this is a story I’ve heard 

over and over and it’s only getting 

worse. 

HIGHER COSTS 

For 35 years I’ve steered my truck 

forwards, and the industry has gone 

in the opposite direction. While rates 

have stagnated, costs like insurance, 

fuel and repairs have continued on 

an uphill climb. Years ago, your truck 

registration included three number 

plates: two for the truck and one for 

the trailer. Now, the trailer has its own 

registration that will set you back an 

additional $1,600 a year. 

It’s a continuous squeeze that puts 

pressure on each run to be viable. If 

drivers get lured into thinking you can 

FRANK BLACK 

has been 

a long distance ownerdriver 

for more than 

30 years. He is a former 

long-term owner-driver 

representative on the ATA 

Council. 

put in the hours for enjoyment’s sake 

without ensuring every hour spent 

on the job is profitable, it’ll be a short 

road to bankruptcy. 

Enjoying the job is fantastic, but it 

is vital to separate work and lifestyle, 

and more importantly to ensure that 

the work can fund the lifestyle. 

Many people ask if I would jack it 

in and go back to being a mechanic. 

To do that, I’d have to go back to 

school to learn the new technology, 

and even then would struggle to 

get employment at my age. Aside 

from the enjoyment I still get from 

driving a big rig, it is the only viable 

option for me until retirement. 

Retiring is another important 

factor to consider. How many drivers 

are still going well into their 70s? 

For many, it’s not a choice. As I write 

this, I’m sitting across the table from 

a bloke who’s 74 and has no plans to 

retire soon. In long-distance driving, 

the squeeze on rates doesn’t allow for 

superannuation savings. 

AGING WORKFORCE 

The recent attention on truck driver 

health and the concerning stats 

showing obesity, heart problems and 

chronic health conditions highlights 

why an aging workforce is dangerous 

for all involved. The Monash 

University study drew the link 

between deteriorating health and 

increased chance of being involved 

in a truck crash. 

And of course, the job itself is 

to blame for many of the health 

concerns raised in the study. Sticking 

with the job as an old man or 

woman is only going to increase the 

prevalence of those conditions. 

In the long-distance game, it’s 

unlikely to get consistent medical 

care when we’re rarely in one place 

for long. With tight margins it’s 

unlikely many drivers have good 

healthcare either, including dental. 

It’s a frightening thought that 

truck drivers must continue working 

well beyond retirement, even with 

multiple health problems. But too 

often it’s a choice between working 

or relying on your family to keep a 

roof over your head – if you’re lucky 

to have that option. 

This is why it’s so important to 

make sure we listen to our heads 

and not our hearts when making 

decisions about our trucking 

businesses. A job is only ever worth 

doing if it is profitable, will fund our 

lifestyles and enable us to save for 

maintenance, time off if we need it 

and retirement. 

After 35 years in the game, here’s 

my pearl of wisdom. By all means, 

enjoy the job. Just make sure you’re 

a viable business owner and not a 

slave to the lifestyle. 

“The squeeze on rates 

doesn’t allow for 

superannuation savings.” 


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lubricants to ensure your fleet keeps going when the 

going gets tough.

AUSTRALIAN 

See page 8 

See page 4 

OUR NAME IS CHANGING 

Our drive is to keep you safe on the road … now more than ever 

AUSTRALIAN 

OWNED & OPERATED 

PLAZA 315 

High 

quality 

parts 

Expert 

advice 

In 

stock 

now 

Best 

value for 

money 

Next 500,000 km 

WHEEL SPACERS* 

Spacer Corrugated 20” x 4”. 

Part number 004.0000 

$29 

Spacer Corrugated 20” x 4.25”. 

Part number 004.0001 

$31 

SHOCK 

TREATMENT 

Heavy-duty biodegradable 

degreaser. 20L. 

Cleans and degreases all types 

of engines and equipment and 

will also clean driveways. 

Part number STR-20L 

$88 

INFRAME ENGINE 

OVERHAUL KIT 

To suit Mack ETech 

engine applications*. 

Kit includes, cylinder 

kit (6), overhaul 

gasket kit, sealant, 

con rod bearings (6), 

main bearing kit. 

Part number ERK- 

8036-001 

$4,200 

*Check application guide. All prices include GST and valid until 30 June 2021. 

VECTON 

15W-40 CK4/E9. 20L. 

Part number 3413003 

$129 

205L. 


$1,150 

WIN WITH CASTROL* 

For your chance to win, 

purchase Castrol RX Super or 

Vecton, 2 x 20L or 1 x 205L, 

before 31 May 2021. To enter 

visit rx.winwithcastrol.com.au/ 

*Terms & Conditions apply. 

HUBODOMETER 

The DataTrac® Pro is an indispensable tool for 

scheduling maintenance based on actual mileage rather 

than time. Large LCD display makes data retrieval simple 

and accurate. Unit can be programmed to any tyre size. 

Part number 600-9999 

$105 

HIGH QUALITY JAPANESE 

TRUCK PARTS 

■ 

■ 

■ 

■ 

500,000KM/ 

4 YEAR 

WARRANTY 

RX SUPER 

15W-40 CJ-4/E9. 20L. 


$105 

205L. 


$990 

Fit HINO, ISUZU, MITSUBISHI, UD TRUCKS, FUSO, MAZDA, TOYOTA and DAIHATSU. 

Using the highest quality materials. 

Meet the original equipment manufacturers requirements. 

Brakes, Clutch, Cooling, Driveline, Electrical, Filters, Steering, Suspension and more. 

OWNED 

OPERATED ED 

& 

ASK FOR YOUR 

COPY IN STORE 

Apr - Jun 21 

FALL FOR 

OUR AUTUMN 

SPECIALS 

High 

In Best 

Expert 

quality 

stock value for 

advice 

parts 

now money 

Next 500,000 km 

INTRODUCING 

POWERSONIC 

BATTERIES 

Through 50 years of 

battery manufacturing, 

PowerSonic has 

developed a winning 

formula to deliver 

power, robustness and 

reliability in all commercial 

applications. 

PLAZA 315 

NOW 

AVAILABLE AT 

TRUCKZONE 

YOUR PARTNER IN PARTS 

BECOMES 

CLUTCH KIT TO SUIT ISUZU 

Exedy is known around the world for their 

high-quality OE replacement Clutch Kits. 

24 month/40,000km warranty. 

MADE IN 

JAPAN 

MOREYS HUB OIL 

The perfect blend of specialty 

oils and oil conditioners to 

improve the life of your trailer 

hubs and steering axles. 

Reducing seal leaks, oil loss and 

lowering temperature, prolong 

bearing life, extends wear life, 

new seals stay newer 

for longer, rejuvenate 

older seals. 

1L. 

Part number 90001-HUB 

$18 .50 

20L. 

Part number 90020-HUB 

$349 

PREVENTS 

LEAKS 

*Check Application Guide. 

All prices include GST and valid until 31 March 2021. 

BECOMES 

truckzone.com.au 

CALL 1300 TRUCKZONE

Owner/Driver #339

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