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Industry welcomes second livestock fatigue template
NHVR has also released an implementation guide to help operators implement a fatigue risk management system
The Australian Livestock and Rural Transporters Association (ALRTA) has welcomed the second livestock fatigue template, released by the National Heavy Vehicle Regulator (NHVR) yesterday.
The new template provides additional flexibility where operators demonstrate appropriate control of fatigue.
The ‘Long Runs’ template is designed to allow operators up to 15 ½ hours of work time, on a non-consecutive basis, with 8 ½ hours of rest, including seven hours of stationary rest during the period from midnight to 6am.
It also states that a livestock driver must not work for more than 82 hours, non-consecutively, with a 24-hour continuous rest period during a week.
The NHVR says the new hours' arrangement is a modification of the existing Advanced Fatigue Management (AFM) template system based on the Queensland Livestock Transport Scheme.
In order to design more flexible work schedules operators will need to accredit their business by putting transport fatigue management procedures in place, training staff and drivers, and undergoing regular audits.
The NHVR has also released an implementation guide that shows operators how to implement a transport fatigue risk management system (TFRMS) for their business in order to obtain AFM accreditation in accordance with the Livestock Transport Fatigue Management Scheme (LTFMS).
"I’m pleased to deliver more options to the livestock industry to operate more efficiently and maintain high safety standards," NHVR executive director of productivity and safety Geoff Casey says.
"This template will kick start the process to allow the NHVR to work closely with individual businesses on their fatigue management systems."
The ALRTA says livestock operators are well placed to take advantage of the template, considering they constitute up to 12 per cent of all operators under the AFM standards.
"Livestock transport is like no other freight task," ALRTA president Kevin Keenan says.
"Operators are simultaneously dealing with heavy vehicle laws and animal welfare laws, and often in rural and remote environments where access to driver and animal facilities can be difficult.
"The NHVR is delivering more flexible fatigue options that enable our drivers to deal with the operational realities of the task while remaining compliant with the law."
The ALRTA says it worked with the regulator to introduce controls and countermeasures in the fatigue risk management system.
For more details about the fatigue management scheme, visit the NHVR website.
Dematic’s Belrose factory ships its first automated guided vehicles
Dematic today announced it has made its first delivery of the company’s new range of Automated Guided Vehicles (AGVs) from its factory in Belrose, NSW.
A major Australian beverage company is the first to receive a delivery of the Dematic AGVs. The order includes four-metre double pallet handlers and six-metre double pallet handlers, all with fork spreading capabilities.
The new AGVs allow customers to handle double pallets of product, which will be transported safely and accurately around the clock by driverless AGVs. Benefits include significantly reduced labour costs and on-going damage to equipment and stock, together with improved supply chain reliability and traceability.
For businesses which run multiple shifts, the return of investment is rapid.
“We began manufacturing Dematic’s new AGV range in our Sydney facility in June this year,” said Tommy Eklof Director of AGVs at Dematic. “We are very excited to have shipped our first AGVs from Dematic’s Belrose facility.”
Dematic manufactures a comprehensive range of AGVs including forklifts, unit load, very narrow aisle (VNA) and specialty vehicles to reliably move materials, stock and finished goods through DCs and production environments in a timely, cost-effective, safe and flexible way.
With an installed base of more than 500 AGVs across over 110 sites in Australia, NDC has been the leading manufacturer and supplier of AGVs in Australia for over 25 years. Dematic announced it had acquired NDC Automation Pty Limited on March 21, 2016 adding further to its comprehensive range of integrated logistics and supply chain automation solutions.
Sydney Truckies’ Reunion still going strong
Evergreen truckies and their families will converge on the Campbelltown Catholic Club in south-western Sydney on October 15.
The Sydney Truckies’ Reunion is on again with a dinner at the Campbelltown Catholic Club on October 15.
It will mark 37 years ago when a group of truckies came to the realisation that they would only get together as a group at their fellow truckies’ funerals.
So they decided to change that by coming together for happier times at a reunion every year.
The first reunion, organised by Ron Bush and Kevin Love, was held at the Homebush Markets Club NSW where it stayed for many years.
Then Janet and Kevin Daws took over for several years moving it to the Regent’s Park Bowling Club NSW.
Ron Bush and his daughter Rhonda once again organised the event, moving it to Campbelltown Catholic Club NSW where it is still held today.
Now a new group of trucking families are keeping this very important part of trucking history alive.
Chris and Adam Andrews, Marie and Sunny Warby plus those hard working ladies from the Putty Road Truck Drivers Memorial are now all on board determined to continue the popular annual reunion.
The dinner starts at 6pm and, under new management, there will be a three course dinner priced at $50 per person (which includes two drink vouchers per person of beer, wine, juice or soft drink). Tea and coffee is available all night at no charge.
For 2017 it has been suggested that, due to the age of some of the transport industry veterans, the reunion will be moved to a lunch event.
For further information on the October 15 Sydney Truckies’ Reunion Dinner phone 0404 495 456 or 0414 631 206.
Arrow upgrades fleet with Mercedes-Benz Actros
Melbourne container transport company, Arrow, has taken delivery of five new Mercedes-Benz Actros trucks.
According to Arrow, the five new 550hp V8 Actros models will be used for heavy-duty work and join Arrow’s fleet of 36 Actros trucks purchased through Mercedes-Benz’ Laverton branch.
“Ever since we started Arrow in 2011, we have been very conscious of branding,” said Craig Webster, General Manager of Arrow. “We decided to go with Mercedes for a range of reasons, but part of it was the look of it, the prestige and we also wanted a uniform fleet.”
Arrow is one of the five carriers through the Port of Melbourne and one of the largest privately-owned wharf carriers, moving 35,000 to 40,000 containers a year.
The Melbourne-based company was one of the first in Victoria to start operating A-double combinations to carry two 40-foot containers, but also runs B-double and Super B combinations, along with single trailers and side-loaders.
Always Be Prepared
It always pays to be prepared, especially when it comes to truck maintenance.
Here’s why: The Commercial Vehicle Safety Alliance (CVSA) is vigilant about safety. And while they have announced safety blitzes where they focus on a specific area of the truck, they also have unannounced inspections.
This was the case on May 4 when the agency conducted an unannounced brake check day. During the one-day blitz, 12.4 percent of the trucks that were inspected were taken out of service for brake-related violations. The blitz covered 31 U. S. states and Canadian provinces.
It’s easy to be prepared for the announced blitzes like the one that will occur during Brake Safety Week September 11 – 17. When you know the dates of inspections targeting certain aspects of truck safety, you can ask your drivers to pay special attention to that area during their pre- and post-trip inspections.
You also can highlight those areas for a closer look during your regular preventive maintenance inspections, even going so far as to amend inspection forms to make sure technicians take a closer look at the targeted areas.
But it’s best to be prepared for the unexpected. The only way to make sure your trucks pass these blitz inspections, or any safety inspection for that matter, is to have a robust preventive maintenance inspection and service process.
The process needs to include a mechanism that alerts you on a truck-by-truck basis when PM service is due so that you can schedule each truck in for its needed maintenance.
Your system needs to record when the PM service was completed and you should be able to see reports that show the status of each truck, as to whether PM service has been completed. Without such a system, some trucks — especially those that don’t make it back to your location on a regular basis — will slip through the cracks. Too often with PMs, it’s out of sight, out of mind.
A system that monitors PM compliance doesn’t care where the truck is. It alerts you about an upcoming PM service so you can decide whether to route them back to your shop, or send them to an outside service provider along the route they are traveling. A good system will keep that needed service as an open operation until it’s completed.
Decorated truck turning heads
You don’t need to visit a farm to catch a glimpse of Chesterfield Australia’s latest piece of eye catching machinery.
A monster 18 wheel Volvo prime mover featuring iconic John Deere and Chesterfield Australia livery will rule the roads and transport machinery throughout Queensland and New South Wales.
The instantly recognisable Chesterfield Australia truck features customised murals including the John Deere 9RX tractor and CP690 Cotton Picker.
Chesterfield Australia general manager retail, Damian Effeney, said the truck was also an important addition to their transport fleet.
“We really wanted to make a statement with the truck. It has already attracted considerable attention on the highways throughout Queensland and New South Wales,” Mr Effeney said.
“It takes a lot of horsepower to move our larger machinery but we also saw it as providing a great opportunity to let people know a little more about who we are.
“The truck handles our off the wharf shipments and will move pickers, harvesters and tractors to our 12 branches and other locations throughout southern Queensland and northern New South Wales,” he said.
Chesterfield Australia has provided specialists solutions in agricultural equipment, grounds care, parts and service since 1963. The nation’s leading supplier of agricultural equipment has diversified its product range to coincide with the launch of a new flagship dealership at Loganholme in Queensland.
The company is also the country’s leading Faresin dealer, stocking a range of telehandlers and mixer wagons – products never before seen in the Australian market.
Hino hybrid enters its 10th year in Australia
Hino is marking a decade of success with its 300 Series Hybrid in Australia.
The Hino is celebrating as its 300 Series Hybrid enters its 10th year of sales as the best-selling diesel-electric light duty commercial vehicle platform in Australia.
The Hino says it pioneered diesel-electric trucks in Australia and has been a sales market leader for hybrid trucks since its launch in 2007, selling 481 units to date.
Hino Australia has launched a marketing campaign highlighting the economic and environmental advantages of the Hybrid.
Hino Australia chairman and chief executive officer Steve Lotter attributes the Hino Hybrid sales to a growing demand for fuel-saving and environmentally-friendly options in the trucking industry.
"Global demand for a low greenhouse gas emission truck gave us the perfect opportunity to provide our proven hybrid solution to Australian businesses," Lotter says.
"We stepped into a truck market unfamiliar with diesel-electric technology and implemented the world's best hybrid system thanks to our Toyota Group connection.
"The research and development by Toyota and our global Hino counterparts ensured our product delivered on our promise of quality, durability and reliability.
"For our local customers, recognising that the Hino Hybrid helps save fuel and increase the bottom line has made it the preferred choice for fleets of all sizes," Lotter says.
The electric motor in the Hino 300 Series Hybrid is derived from the Toyota Hybrid Synergy Drive system featured in the Toyota Prius and other hybrid variants such as the Camry Hybrid and newly-revealed Corolla Hybrid.
Hino says independent testing of hybrid commercial vehicles in 2012 showed a 21 per cent average saving in fuel, CO2 emissions and costs for a pick-up and delivery operation in the Sydney metropolitan area.
It claims that the average savings over a conventional diesel vehicle were calculated to be approximately 6.66 litres of fuel and 179.35 grams of CO2 emissions per 100 kilometres.
The Hino Hybrid is available in eight variants and is suitable for a range of applications.
The latest Hino Hybrid combines a 4.0-litre 110kW/420Nm diesel engine with a 36kW electric motor which run in parallel and are mated to a Hino ProShift 5 automated manual transmission
Latest fuel tax indexation revealed
As a result of fuel tax indexation, the fuel tax credit rate for fuel purchased for on-road use in eligible heavy vehicles increased from 13.6 cents per litre to 13.7 cents per litre on 1 August 2016.
The fuel tax credit rate for powering auxiliary equipment also increased, from 39.5 cents per litre to 39.6 cents per litre.
Operators will need to claim different fuel tax credit rates for fuel acquired before and from 1 August.
Fuel tax credit rates last increased on 1 July 2016, due to a decrease in the road user charge.
According to the Australian Trucking Association (ATA), the ATO recommends that all operators use its online Fuel tax credit calculator to get correct fuel tax credit rates for a BAS. The calculator is also available on the ATO app.
ALC Summit: COR change to be crucial says West
Safety committee chairman flags greater alignment with WHS laws
Looming Chain Of Responsibility (COR) legislative changes must be prepared for as they will affect the whole transport and logistics industry, industry leaders have been told.
The new laws that are expected to commence in 2018 and are expected to bring about a greater alignment between COR and work health and safety (WHS) laws.
"It represents a paradigm shift to CoR and will affect all parts of the supply chain," ALC safety committee chairman and DGL Australia managing director John West says.
"One of the most important changes will be to impose a duty of ‘due diligence’ on people such as directors.
"It will require them to ensure that all reasonably practicable steps have been taken to ensure that CoR obligations have not been breached."
Addressing the Australian Logistics Council’s (ALC’s) annual Supply Chain Safety & Compliance Summit, West notes that work on industry codes of practice will need amendment to be officially accepted.
"Running in parallel with this legislative change are changes to framework governing codes of practice," he says.
"The National Heavy Vehicle Regulator will shortly be publishing guidelines for the preparation of industry codes that must be met by a code if it is to be registered.
"Discussions with NHVR lead ALC to believe that ALC’s codes of practice, or any other industry code of practice, may not satisfy the published guidelines, which anticipate codes of practice similar in nature to those published under workplace health and safety law.
"As a result, ALC’s codes will need to be restructured to meet the guidelines set down by the Regulator."
Push for more women in logistics as job opportunities arise
Two organisations driving a campaign to degenderise the transport and logistics industry, will meet in Newcastle next month to discuss how to capitalise on the number of job opportunities for women.
One of the organisers Race Barstow said the transport industry remains a male dominated industry but is one where there are plenty of employment opportunities for women.
“This is about getting the message across that there are job opportunities there for females and degenderizing the industry making it more female friendly,” Ms Barstow said.
“We need to get more people engaged in this conversation so we can spread the word.
“We know the industry is about to grow and it doesn’t have the personnel there to see it reach its full potential.
“We have to work on this to encourage more women to apply for jobs in the transport and logistics fields such as road, rail and shipping,” she said.
Industry experts have forecast there will be a 26 per cent increase in the demand for logistics and transport professionals over the next five years.
“There is no way this increase can be met while the logistics and transport industry continues to be seen as a male dominated industry,” Ms Barstow said.
Lochinvar woman Brittney Bayliss is supporting the cause.
Ms Bayliss has recently obtained her heavy rigid truck licence and in 12 months can obtain her heavy combination licence.
This means she will be able to help her truck driver parents Brett and Jo Bayliss with the family transport business.
“There is a need to break down some barriers in an industry where there is still plenty of room for women,” she said.
At the lunch a panel of industry professionals will provide insights into how the logistics and transport industries can tackle the problem and identify the impediments to change.
Are Australia’s highways damaging our trucks?
Truck safety advocate Rod Hannifey ponders the question of which Australian highway does more damage to your truck? And should the truck industry be paying for having to drive on bad roads?
The TruckRight Industry Vehicle (TIV) K200 owned and purchased by Rod Pilon Transport is about to clock up one million kilometres, which made me think whether one million km on the Newell is worth two million on the Hume? Or is it only worth 500,000km elsewhere?
To travel to Perth on the Nullarbor, or to Darwin on the Stuart, both pretty good roads, albeit with some patches less than perfect, was generally much better than the Newell and yes, there are certainly other individual roads with sections that make the Newell look good, for example, most dirt roads in Australia.
You might think the Newell, which traverses three states from Melbourne to Brisbane and which once had its own Route 39 government committee years ago, would have benefitted from the wealth of experience and support from three governments. Yes, the Victorian part is also the Hume and it’s not too bad, but the New South Wales and Queensland sections leave a lot to be desired.
I rate the worst sections in Queensland on the Cunningham, south of Aratula at the top of the first three-laner and next, about 5km south of Yelarbon, though of course the national route 39 is via Toowoomba on the Gore Highway. Yet even on that road, with the lights and traffic through Toowoomba, nearing Goondiwindi are three bridges (this could well be argued) about 16 feet wide with just a few guideposts between you and the drop into the creek. Not really a national highway standard.
Then there’s a welcome into NSW with the undulating section just south of the Safe-T-Cam site, which is surely some contradiction as well. There are the infamous culverts south from Boggabilla with at least 10 or more in the first 40km that are as bad as you will find anywhere.
Others in this league were west of Moree and out around Walgett, or even up past Longreach, but nowhere else could I suggest are so many so savage impacts so close together.
On the Hume and every other road in Australia there are issues, failures, bad patches, bad bridge abutments and dips and bumps that in a new car are barely noticeable. But we get blamed for damaging these less than perfect ‘roads’ and are asked to pay for this damage. Who pays us for the damage to the truck and driver?
Recently in the United States there was a move to charge road authorities for damage to the trucks caused by the roads.
I have recently argued in my submission to the National Transport Commission (NTC) re road charging that until we get the money we pay now actually put into roads instead of consolidated revenue, they should not change how we pay. Nor should we pay anymore for roads that do not meet a national road standard.
I have run from Melbourne to Brisbane via Sydney and the Pacific Highway the last couple of weeks and the completed parts of the Pacific are now better than the Hume. There is still a way to go and as long as new rest areas keep coming with the further upgrades still under construction, it will possibly become Australia’s best road.
Gippsland operator wins Mack Super-Liner
Dave Martin of Gippsland-based D & A Martin Transport in Victoria has been awarded a brand new Mack Super-Liner, as part of the truck manufacturer's ‘Win a Mack for a Year’ competition.
Dean Bestwick, Vice President of Mack Trucks Australia, recently presented Martin with his new Super-Liner at Mack dealership, CMV Dandenong.
“I’ve been dreaming of this moment ever since getting that call from Dean,” a delighted Martin said, after being handed the keys to the truck. “To jump up into the drivers’ seat and fire her up for the first time was absolutely magical. I’ll remember this day for a very long time."
Martin has been a long-time fan of Mack trucks, having previously owned a Super-Liner and Trident. “I’ve been eyeing off the new Super-Liners for a little while now, so when the Mack Heartland Tour rolled into town, Jason from CMV suggested I come down and have a drive,” he said. “That’s when the guys suggested I enter the competition to win one for a year. I wasn’t going to bother because I’m not the luckiest bloke, but I’m bloody glad I did – take a look at this truck!”
The new 600hp Mack Super-Liner, which also features an mDRIVE AMT (automated manual transmission), will join D & A Martin Transport's fleet that specialises in hauling bulk stock feed to dairy and beef farms across the Gippsland region.
“Honestly, there couldn’t have been a more deserving winner than Dave,” Bestwick added. “Dave is exactly what Mack is all about. He is your typical salt-of-the-earth transport operator out there having a go. He’s got a great business running a few trucks around here, but this new Super-Liner in his fleet is going to make a huge difference. The MP10 and mDRIVE is a dream combination for his bulk-haul work in the hilly Gippsland region.”
EPA finalizes GHG Phase 2
Federal agencies also working to fix "misalignment" between Phase 1 EPA GHG standards and NHTSA fuel efficiency standards to eliminate differences.
The final Phase 2 greenhouse gas (GHG) rules governing heavy-duty trucks and engines issued today by the Environmental Protection Agency (EPA) and National Highway Traffic Safety Administration (NHTSA) — a rule that covers 1,690 pages — will seek to tighten down carbon emissions and boost fuel economy, as well as "clarify" the classification of engines and other gaseous-fueled heavy-duty engines.
The rule, which in the main is being welcomed by OEMs and suppliers, will regulate four "official" categories of heavy-duty vehicles and related equipment: combination tractors; trailers used in combination with those tractors; heavy-duty pickup trucks and vans; and vocational vehicles.
The rule also includes separate standards for the engines that power combination tractors and vocational vehicles, with EPA-specific hydrofluorocarbon standards to control leakage from air conditioning systems in vocational vehicles.
A 1,116-page analysis promulgated by NHTSA expects that the new rule will provide between $117.3 billion to $196.5 billion worth of net lifetime vehicle savings for 2018-2019 model year vehicles, the bulk of which will come from fuel savings: estimated to range between $79.7 billion to $149.1 billion in lifecycle savings.
In terms of annual savings, NHTSA projects the trucking industry as a whole should save somewhere between $7.8 billion to $8.5 billion per year due to the Phase 2 GHG rules.
The new Phase 2 rules also include certain “EPA-specific provisions” relating to controlling emissions relating to the use of diesel-powered auxiliary power units (APUs) installed in new tractors as well as non-GHG pollutants from light-duty motor vehicles, marine diesel engines, and other non-road engines and equipment.
Under this new rule, EPA is also requiring that engines from donor vehicles installed in glider kits meet the emission standards applicable in the year of assembly for said glider kits – including all applicable standards for “criteria pollutants,” with limited exceptions for small businesses and for other special circumstances.
Several industry observers noted that compliance with the initial Phase 1 rule by both OEMs and suppliers still isn’t finished as of yet and warn not to underestimate the challenges involved to comply with the new Phase 2 package.
“Today’s final rules establish a bold challenge to further increase fuel efficiency and reduce greenhouse gas emissions to unprecedented levels from a wide range of commercial vehicles,” said Allen Schaeffer, executive director of the Diesel Technology Forum (DTF), in a statement.
“The demands on heavy-duty engine and truck manufacturers are numerous,” he stressed. “In addition to compliance with these new fuel economy and greenhouse gas emissions requirements on a wide variety of customizable products, they must ensure near zero emissions performance for at least 435,000 miles.”
Schaeffer added that doesn’t lessen the need for commercial vehicles to “meet all the latest federal safety requirements and have the highest uptime and reliability, [with] the largest trucks must be able to move 80,000 pounds up mountains at 60 MPH, run 100,000 to 120,000 miles a year, in every corner of the U.S., while doing it all at the lowest possible cost.”
He pointed out that meeting the challenges set forth in the first phase of GHG rules has been underway since 2014, and won’t be fully implemented until 2017.
“In the days ahead we will be fully reviewing and offering additional insights on this new complex rule, and are hopeful that the new goals established here achieve an effective balance of meeting customer demands and societal goals,” Schaeffer emphasized.
Yet the Heavy Duty Fuel Efficiency Leadership Group – an informal alliance formed six years ago between six heavy-duty fleets, manufacturers and logistics companies – is one consortium that “looks forward to even more progress” on efficiency and emissions reductions for the heavy-duty vehicle sector due the Phase 2 rules.
“We’ve long supported standards that reduce emissions and improve the environment, particularly in the communities where we operate,” noted David Steiner, CEO of Waste Management, in a statement. “That’s why we support the new Phase 2 standards for medium and heavy-duty trucks. It’s a win-win for our industry, our customers and communities – reducing emissions and saving fuel and money.”
NHVR hints at fewer truck groundings
The national regulator reckons its current roadworthiness survey might lead to less roadside dramas for truckies in the long run
The national trucking regulator says its current roadworthiness survey could find that the Australian truck fleet is in better shape than many people think.
"It may be revealed that it is very safe," says Daniel Elkins from the National Heavy Vehicle Regulator (NHVR).
"I’m pretty confident it’s going to reveal that the fleet is quite good despite its age."
Elkins also floats the possibility that trucks may not be grounded so easily in the future; and he wants the criteria for major and minor defects to be made public.
His comments were made at the Heavy Vehicle Engineering and Technical Conference (ComVec) in Melbourne recently, and come as the NHVR’s National Roadworthiness Baseline Survey (NRBS) begins to roll out.
About 9,000 heavy vehicles will be randomly inspected during August and September for the first national survey to check the mechanical state of the nation’s fleet.
Daniel Elkins is director of safety with the NHVR.
Intriguingly, it sounds like he’s having a debate with his own colleagues about the thorny issue of minor and major defects.
"There’s a view in the NHVR that we should not publish the defect guidelines… because it would create arguments on the side of the road," Elkins says.
But his personal view is that they should be published: "It’s about transparency and accountability," he says.
"Why shouldn’t you as a driver or operator know what constitutes a minor or major defect? That can only improve road safety can’t it?"
But first the regulator has to "get in order" its ability to have national consistency in terms of the competency of inspectors; the inspection itself; and the way defects are cleared.
"We have a lot of work to do to ensure we have that consistency in the inspection regime," he says.
The NHVR also needs a lot of money it doesn’t yet have to establish a national computer database.
As well as mechanical inspection records, that database would also hold information on drivers, operators and road infrastructure that would enable a "risk-based" approach to compliance, ie targeting problems rather than a blanket approach.
"NRBS is about actually asking the question should we be spending all this money on vehicle standards and inspection of heavy vehicles?" Elkins says.
"What is the actual road safety implication of poorly maintained vehicles?
"Do I really care that you have got a broken light when there are 10 other lights on the vehicle that are actually functioning? Is it really affecting the road safety of that vehicle?
"Does one bald tyre make a vehicle unsafe? Is it six bald tyres? …. Is one defect a groundable offence; is it five defects?"
Sendle takes home business award
Parcel delivery service, Sendle, has been awarded the 2016 NSW Telstra Business Award in the New Business category.
Sendle’s award comes following unprecedented growth, the launch of new products and high-profile partnerships. “Sendle offers big business delivery services to the small end of town,” said James Chin Moody, co-founder and CEO of Sendle.
“Before Sendle came along, there was no comparable service offered to small businesses. We’ve unlocked capacity in the big business courier networks and connected it to small businesses.
“We’re so thrilled to have grown at such a fast pace and to be recognised in the Telstra Business Awards. Momentum is building and we have big plans for Sendle and some exciting new products in the pipeline, so watch this space.”
Sendle has forged a number of high-profile partnerships since the start of the year with Etsy, NAB, NRMA, and Virgin‘s Velocity Frequent Flyer programme to provide their customers better deals on parcel deliveries.
Sendle is also Australia’s first 100 per cent carbon neutral delivery service and Australia’s first technology B Corp and recently extended its parcel delivery service to Tamworth in New South Wales.