Truckin in the Topics/Spy on the Road: Alf Wilson, 0408 009 301 David Vile, Graham Harsant, Geoff Middleton and Jonathan Wallis.
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NHVR releases results of recent PBS blitz
ACCORDING to the National Heavy Vehicle Regulator (NHVR), the results of its recent blitz have shown more favourable results for PBS vehicles than for other combinations intercepted.
The NHVR undertook Operation Falcon in New South Wales from April 28 to May 3, 2025 – with the results released last month.
This blitz focused on inspecting Performance-Based Standards (PBS) vehicle combinations for vehicle standards and permit conditions.
Acting Director of Operations Central Region Alen O’Hara said the results were more favourable for the 367 intercepted PBS vehicles than for the 1928 remaining heavy vehicles. “The results revealed a non-compliance rate of 11 per cent for PBS vehicles, compared to a 22 per cent
non-compliance rate for other heavy vehicles inspected.
“PBS vehicle combinations by design are safer and more productive, enabling more freight to be moved in a safe way with fewer truck movements.
“The strong safety results, including greater mechanical, load restraint practices, and permit compliance, are a positive outcome for operators of PBS. The PBS vehicle combinations inspected were exemplary in load security, with a 100 per cent compliance rate in load restraint.”
O’Hara added that the blitz targeted non-compliance risks associated with PBS heavy vehicle operations across New South Wales.
“In the lead-up to Operation Falcon, the NHVR observed select PBS vehicle combinations operating outside of approved networks.
“Operators must hold a valid PBS Vehicle Approval and comply with relevant notice or permit conditions to operate on an approved road network.
“PBS vehicles are involved in 46 per cent fewer major crashes per kilometre travelled than conventional heavy vehicles but can pose a safety risk if operating outside of the approved networks and conditions of a permit or notice.”
According to O’Hara, NHVR Safety and Compliance Officers (SCOs) also conducted 122 interactions to improve driver awareness on PBS safety obligations.
“Sixty-eight per cent of PBS driver education was focused on PBS permit and vehicle approval information to promote greater awareness of PBS obligations and approval conditions.
PBS VEHICLES ARE INVOLVED IN 46 PER CENT FEWER MAJOR CRASHES PER KILOMETRE TRAVELLED THAN CONVENTIONAL HEAVY VEHICLES BUT CAN POSE A SAFETY RISK IF OPERATING OUTSIDE OF THE APPROVED NETWORKS AND CONDITIONS OF A PERMIT OR NOTICE.”
“Through Operation Falcon, we are seeing firsthand benefits of targeted compliance activities to address heavy vehicle compliance trends and issues, to ultimately improve road safety outcomes.”
Company receives $5298 fine for muddy trucks
VICTORIA’S environmental regulator has fined Campbellfield business Winslow Constructions $5298 after witnessing its trucks track mud onto public roads.
Environment Protection Authority (EPA) Victoria said the alleged incident occurred at a site on Sneydes Road in Point Cook, Melbourne, and tracked-out mud was allegedly found on both Sneydes Rd and Hoppers Lane.
“It’s an offence to deposit waste mud and soil like this on public roads,” said EPA Western Metropolitan Manager Julia Gaitan.
“Winslow should know how to manage the issue and should have taken steps to wash their trucks off so it didn’t happen.
“Sediment may be washed into stormwater drains, where it can end up in creeks and rivers, making the water cloudy
and possibly harming fish and other aquatic life, so it’s not just unsightly on our roads.
“Everyone knows how to read a weather forecast, so the prospect of rain creating a muddy surface at the sites they’re servicing will not have been a surprise for the company, who should have acted to protect the environment. It’s everyone’s duty.”
Big Rigs has contacted Winslow for comment.
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Operation Falcon focused on inspecting PBS vehicle combinations for vehicle standards and permit conditions. Image: NHVR
Licensing system is ‘putting lives at risk’, warns trainer
A leading Queensland truck driver trainer has sounded the alarm on what he says is a dangerously flawed heavy vehicle licensing system in the state.
John Skinner, the owner of Gold Coast Truck Driving School with 32 years of truck driving experience, said the current system is allowing unqualified and inexperienced assessors to determine who is fit to drive trucks.
“Right now, Queensland Transport is advertising for new driving assessors with no truck experience required. The only requirement is that you’ve held a licence for 12 months,” Skinner said.
“Front-counter staff are encouraged to get their licence and, a year later, they’re assessing truck drivers. No industry experience. No certificates. No real-world knowledge. That’s the reality.”
Skinner said his repeated warnings to authorities have been brushed aside, with senior staff offering responses he describes as dismissive.
“One admitted: ‘Truck drivers have the wrong attitudes and don’t suit being assessors.’
Another confirmed most assessor recruits come from counter staff and that job ads are posted only on the NHVR website,” he said.
“But truck drivers don’t go to the NHVR site looking for jobs. If they advertised on Seek or in Big Rigs, they’d find plenty of experienced people.”
Even the training pathway to
become a qualified instructor is lacking, Skinner argued.
“The official qualification to become a trainer — the Cert IV TLI41318 in Heavy Vehicle Driving Instruction — does not properly check for real-world truck experience. When I did mine, I wasn’t checked at all,” he said. “So, in hindsight, the RTO licensing system suffers from the very same problem as Queensland Transport — experience simply isn’t considered necessary.”
Skinner said his push for change is not about blaming new drivers or migrant drivers.
“The problem is the system itself: no experience, no standards, no safety.”
He said speaking out has also come with a personal price.
“I’ve been targeted. It’s affected my business. I’ve even been warned: ‘Don’t say anything or they’ll come after you,’” he said.
“If I cared only about money, I’d stay quiet. But I can’t.
Because every day this continues, unsafe drivers are being licensed and lives are being put at risk.
Skinner has now taken his concerns directly to government, outlining them in a letter to the Transport Minister Brent Mickelberg.
“I am writing to raise urgent concerns about the current standards and practices within Queensland Transport’s heavy vehicle licensing system,” he wrote.
“What I have personally
witnessed – and what is being defended by senior Transport leaders – poses a direct risk to public safety, breaches federal training laws, and undermines confidence in the licensing process.”
He said state authorities have repeatedly told him that “experience doesn’t matter” when it comes to assessing heavy vehicle licences.
“This approach has led to a system where the bar to pass has been lowered – not to improve road safety, but simply to increase pass rates. Examiners with little or no genuine truck experience are now responsible for licensing drivers of some of the heaviest vehicles on our roads,” he wrote.
Skinner said the assumption that holding a HR or HC licence for a period of time equates to competence is “negligent.”
Skinner said he has personally witnessed drivers being passed who were clearly not ready.
“I have seen candidates passed on tests who clearly lacked the necessary ability.
One example: a driver who bunny-hopped through the test and admitted he was not ready – yet was still passed.
“That same person, simply because of time, held on to a licence and is now permitted to train or assess HR drivers. This is indefensible.”
Despite claims from Transport and Main Roads that assessors are supervised, Skinner
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pervised, and in many centres t on site for days or weeks at a time. Even some supervisors –with years of service as driving examiners – continue to make serious errors in testing procedures, because they themselves came through a system that never required industry experience.”
Queensland Trucking Asso-
“It just further brings into focus the shortages that we have in this industry and the priority that needs to be given to proper training,” Mahon said. “We need to get on the front foot and start apprenticing people.”
A spokesperson for the Department of Customer Ser-
vices, Open Data and Small nd Family Business, which now oversees examiners, said the state’s driving examiners undergo rigorous training and upskilling. In addition, further training is tailored to examiners in rural and remote areas to meet local needs and different driving environments.
• For more careers and training news, turn to pages 31-37 for our Driving Australia special feature.
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Freight bosses demand action not plans
CAM Dumesny, CEO of the Western Roads Federation (WRF), welcomed the release of a “refreshed” National Freight and Supply Chain Strategy and new National Action Plan released last month.
But Dumesny cautioned federal officials that they must consult with state agencies and industry to ensure they don’t disrupt arrangements established over several years of freight disruptions.
Frustrated by the lack of progress on the issue at a federal level, Dumesny said state agencies and industry have already formed working arrangements in response to several years of rising road and rail freight disruptions, especially between WA, SA, and NT.
Led by WA’s Department of Fire and Emergency Services a multi-agency and industry response has become even more effective in helping mitigate the severity of supply impacts on WA’s communities and businesses, Dumesny said.
The SA, NT and WA Governments met in Adelaide in July to discuss and co-ordinate a cross jurisdictional response to the increasing road and rail freight disruptions.
After the WRF-organised Adelaide meeting, which was not attended by the federal government, attendees have reported developments in several areas, including policy
engagement, access approvals, cross-border communication, and industry safety matters, Dumesny said.
The meeting also highlighted the need for more collaboration with the Australian Defence Force, as both Defence and civil sectors share logistical challenges in supporting Northern Australian bases and communities yearround.
WRF and its NT counterpart – the Northern Territory Road Transport Association (NTRTA) – are organising a roundtable of leaders from Civilian and Defence sectors on areas of potential collaboration.
Dumesny also noted that WRF and NTRTA organised briefings for industry ahead of the bushfire and wet season.
“Based on the forecast risk assessment, transport and logistics companies can then work with customers on appropriate supply plans,” Dumesny said.
“While WRF appreciates the federal government’s intent for a national freight resilience plan, they must understand existing arrangements before proceeding to formulate any national plan.”
Peter Anderson, CEO of the Victorian Transport Association, told Big Rigs he believes the “strategy document” will be difficult for the federal government to uphold.
“There’s so much more in-
volved in involved in terms of how to harmonise freight movements in this country than just a paper document,” Anderson said.
“If they think they’re going to do it in one hit once a year, you’ve got to be kidding me. We can’t even coordinate traffic lights, yet they want all the transport companies to give them all their data.
“As if we all use the same service provider, as if we all use the same platform, as if all data is the same – it’s not.”
Gary Mahon, CEO of the Queensland Trucking As-
sociation, was pleased to see planning start but said he’d like to see that translate into “implementation”.
“We want to see investment, so we’re talking about the progress of implementation rather than a continuous process of strategy development.”
In a media release announcing the National Freight and Supply Chain Strategy and new National Action Plan, the federal government said it sets the agenda for a col-
laborative approach to deliver actions by governments and industry across freight modes.
It also outlines four priority areas: productivity, resilience, decarbonisation and data in order to support more efficient supply chains.
Accompanying the Strategy, the new National Action Plan outlines a set of actions that government and industry will work together to deliver over the five years.
Key actions include:
• Developing a National Freight Resilience Plan to ensure a consistent and co-
ordinated response to significant supply chain disruptions.
• Developing a Freight Infrastructure Investment Framework to guide infrastructure investment decisions in freight networks across Australia.
• Conducting safety research on batteries and zero emission power technologies for freight vehicles and locomotives as well as promoting the uptake of safety and productivity boosting technology.
• Modelling the current and future freight and supply chain network, to consider what is needed to support its efficiency and effectiveness into the future.
“Without a viable and reliable freight networks, Australia stops,” said federal Transport Minister Catherine King.
“The journey of goods from farm-gate, factory or port to the shopping aisle or building largely goes unnoticed, except in those rare instances where something in the supply chain goes wrong. As industry and consumer demands grows, it’s vital our roads, rails and ports can accommodate increasing freight movements with resilience, efficiency and emissions-reduction front of mind.”
Australia’s freight task is projected to grow 26 per cent between 2020 and 2050.
Truckies stranded at Mt Magnet after ex-Tropical Cyclone Seroja in 2021. Image: Kristine Davis
Tailored Freight folds owing $4.2 million
EPPING-BASED Tailored Freight, renowned for its distinctive bright blue livery, has gone into liquidation owing $4.2 million in estimated debts.
Its business was conducted through WH Tailored Freight, which employed the company’s staff and leased its Melbourne site, while a second related entity with the Tailored Freight name had laid dormant since a restruc ture in 2015.
The company had reported ly sold the majority of its 82 trucks and trailers to Hawk Logistics and around 80 employees had either resigned or been terminated since it went into voluntary adminis tration in May.
In a new report from the administrators, a written statement from owner Wayne Hawkes, a prominent race horse trainer, said the business had been on the market “for some time”, but a manage ment buyout which had pro gressed fell through.
“Following this, a number of employees in various positions decided to leave the business, resulting in the loss of a major customer,” the written state ment said.
“Unfortunately, I have not been able to secure a buyer for the whole of Tailored Freight, so I have sold the fleet to a competitor and wound down the business.
have been paid out in full.”
Former Operations Manager Dayne Iles resigned from Tailored Freight in March, resulting in the loss of employees in various positions and “several major customers”, the report from administrators Andrew Knight and Craig Shepard from KordaMentha said.
Tailored Freight specialised in refrigerated transport to
vegetables for companies including Coles, Woolworths and Linfox.
According to the report, the company’s revenue almost halved in the month Iles resigned, down from $2.5 million in February to $1.3 million in March.
“These events had a significant impact on Tailored Freight’s capacity to continue trading,” the administrators
lodged with ASIC late last month revealed the companies owed up to $4.2 million in estimated debts, including $1.1 million to the Australian Taxation Office for GST and PAYG tax withholdings. It also revealed there were more than 70 unsecured and unrelated creditors who were owed about $3.1 million, including $90,037.12 owed to State Revenue Victoria.
and Westpac were owed about $1.2 million in estimated debts. Iles had also lodged a claim for $370,280.76 in unpaid wages, superannuation and long service leave, the report said.
Under a liquidation scenario, Tailored Freight’s secured creditors were expected to see a full return of the money they were owed, while unsecured creditors could be
It’s been a record year for closures in the road freight transport industry with a slew of big names and smaller operators succumbing to the decreasing margins plaguing the industry.
As we were going to print with this issue, reports surfaced of Brisbane trucking company Newnham Trucking folding after 23 years with about $1 million in debts, including $492,387 owed to the Australian Taxation Office. Newnham Trucking went into voluntary administration and ceased trading in June, with administrators recommending to creditors that the company be wound up. Trade creditors, including suppliers and other service providers, were owed an estimated $226,838, the report from administrator Leon Lee of Morton & Lee Insolvency said. Employees were owed up to about $52,418 in superannuation, the administrator wrote.
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According to the report, the director said “poor economic conditions and trading losses” had contributed to the company’s failure. Unaudited financial statements from Newnham Trucking showed it had suffered a loss of $253,404 in the 2025 financial year up to June 16, following a $677,688 loss in the 2024 financial year.
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Tailored
Operators slam OSOM permit delays
BY JAMES GRAHAM
TRANSPORT operators say a new rail crossing permit system for oversize overmass loads in NSW is crippling their businesses, with costs blowing out to tens of thousands of dollars and delays stretching to 18 weeks.
Nick Simpson and Joe Papaluca from Patlin Transport, a medium-sized Melbourne-based heavy haulage expert for the last 40 years, told Big Rigs that the impacts on their day-to-day operations are “huge”.
“The biggest issue that we come up against is basically the amount of permits that are required to be applied from industry into the ARTC, and/ or other rail organisations,” said Simpson, Patlin’s Operations Manager.
General Manager Joe Papaluca said time was also a critical factor.
“It’s not just the amount of permits, it’s the time factor that it takes,” he said.
“There are cases where there’s two months before there’s a response. It’s not just us. Everyone in our industry feels the same pain.”
Simpson said the biggest problem stems from the recent decision by New South Wales to make it mandatory that until you have an ARTC permit, they will not issue a permit to cross.
“The biggest hiccup with that is we have permits that we’ve applied for in the past and had approvals upon which, in turn, come up for renewal.
“We renew those permits to keep them live because if a job comes up, then we’re not deal ing with 28 days to try and get them approved. We have it there and then on the spot and all we have to do then is go out to the third party.”
Papaluca said many of the operator headaches could be resolved if the Nation al Heavy Vehicle Regulator took on the responsibility of
securing those ‘third-party’ approvals for the operators.
“Why are we doing that extra leg work when the NHVR is really just a middleman to take the message from us to the councils. They should be doing the rest of it as well.”
Papaluca also has issues with what he calls an “unregulated” pricing structure which is subject to wide variances.
While the permit fees vary from $200 to $1500, the approval costs could be as high as $20,000 for a single rail crossing, depending on what rail spotters they choose to send out.
Under the old Public Transport Corporation system in Victoria, Simpson said a single permit would cover operators for multiple crossings, at a fraction of today’s costs.
“The process then changed, and some of these entities decided we can make money out of this, and this is why we have the problem we have now.
“In the early days, if there was a crossing that was a bit suspect, you would have a number that you would call, and you would speak to a control room, and that control room would tell you it was safe to cross or wait five minutes because there’s a freight train coming, or something to that effect.
“But today, it’s an absolute nightmare.”
The flow-on effects are enormous, added Simpson.
“It costs more to move these things, which at the end of the day, means we have to pass on to the end client.
“So, at the end of the day, it’s
cess and you can’t make that rail crossing by that date and time, then you have to rebook it again.”
Delays are stretching out further. “The last I heard it was anywhere between 12 to 18 weeks,” Simpson said.
“A colleague over in Western Australia today said that that was at least a 12-week wait.”
Some frustrated operators are running hot as a result of the permitting delays, said Papaluca.
“I don’t necessarily agree with it, but I do understand why people do what they do,” Simpson added.
“Because at the end of the day the client needs their freight delivered.”
Papaluca said increasing fines was not the answer to deter those flouting the rules.
“Make it so that it’s user-friendly, and everyone will apply for a permit. But what tends to happen is they just bump the price of the fines up. It still doesn’t deter people from doing it.”
Papaluca and Simpson said delays are exacerbated by the fact third-parties also don’t have to adhere to the same permit rule that requires road managers to respond to the NHVR within 28-days.
Papaluca also questions the 28-day rule.
“It’s still not really good enough. We’ve got our customers to the point they’re accustomed to that, but it still catches us out quite often.”
The Australian Rail Track Corporation (ARTC), a rail infrastructure manager (RIM) covering railways in five states, said following on
roads where permits may no longer be required, or lower restrictions will be put in place to speed up the permit process.
“ARTC appreciates the patience of operators as we work through the permits currently outstanding.”
A Transport for NSW spokesperson said the requirement for operators to consult with RIMs regarding access to level crossings has always been in place.
“However, due to an estimated high level of non-compliance, Transport for NSW is now requesting documented evidence of RIM approvals as part of the permit application process,” the spokesper-
eral initiatives:
• A RTC has committed to offering 12-month OSOM permits (instead of 3-monthly) to reduce repeat applications.
• A RTC has allocated additional short-term resources to reduce the backlog of permit applications.
• A RTC is investigating automation and digitisation of the permit review process, and standardising risk assessments to reduce process and administrative burden.
• Transport has offered to fund a dedicated ARTC resource to:
state roads in NSW, aimed at reducing overall permit volumes.
The NHVR and its partners are aware of industry concerns and operational challenges stemming from delays in permit approvals, the regulator told Big Rigs
“While it has always been a requirement for operators to gain consent from third parties such as rail operators, we are committed to improving access outcomes for industry,” a spokesperson said.
“This has led to a significant increase in permit requests to RIMs, who had not previously received such volumes.
To address industry concerns and improve processing times, the spokesperson said ARTC, NHVR, and TfNSW are now collaborating on sev-
• Process permit applications;
• Implement process improvements to reduce approval timeframes;
• Integrate ARTC assets into NHVR Go and the National Network Map to reduce administrative burden.
ARTC and TfNSW are also developing a level crossing assessment methodology for
“As part of this, the NHVR is working closely with stakeholders to integrate rail assets into the National Network Map, aiming to improve automation and digitisation to streamline approvals, while also exploring solutions that uphold safety and enable efficient freight movements.
“The NHVR will also provide information for industry as it becomes available, to help ensure the safe movement of OSOM vehicles traversing level crossings in NSW.”
New bridge is only solution, say truckies
BY DANIELLE GULLACI
LAST month, the NSW Government announced $500,000 in funding to begin planning for a longterm replacement for the problem-plagued Hampden Bridge. The 127-year-old heri and nothing has been done.”
According to TfNSW, the new funding will be used “to support the development of possible long-term solutions, which include carrying out environmental, geotechnical and heritage assessments. The investigation process will also involve early design concepts,
strengthening work is also being planned, which includes the replacement of another 12 timber beams along the bottom of the trusses.
This follows additional strengthening works last month, which resulted in the bridge being completely closed while work was car
a million dollars on bigger trucks and now they’re getting no more extra payload than what they had with their previous trucks, because of the new 23 tonne load limit.”
On August 29 and 30, TfNSW hosted drop-in sessions for the community to share their ideas, experiences, and insights about Hampden Bridge, including what a future crossing over the Kangaroo River could look like.
“We need to just move forward with this,” added NelAnd others agreed. Com-
sharp, “500k to come up with the answer everyone already knows. Build a new bridge.” Jason Townsend echoed the same sentiment, “Half a million for a plan. Fark me, I’d hate to see what the bridge will cost!”
While Steve Cox shared his frustrations, “Governments have long moved from providing infrastructure to producing sound bites to get elected. More money is spent on the hot issues of the time than doing the job they were elected for. Infrastructure isn’t sexy, it doesn’t get big cians post lower speed limits
The load limit on the Hampden Bridge was reduced from 42.5 to 23 tonne on June 27.
Slow site
EDITOR JAMES GRAHAM
Initiative.
Spades are finally in the ground in multiple jurisdictions, but it’s been frustratingly slow going. As Sterle, a former owner-driver himself, told Big Rigs in the last issue, he’d have all the money out the door already and the sites open for truckies to use. But local and state governments haven’t exactly been putting these projects into overdrive, from what we can tell.
And they’re still sluggish to even pitch for the funding. Only about $40 million of the $140 million the feds have to allocate has been spent three years since the fund was launched.
Don’t forget to have your say on where you’d like to see a new rest area by visiting investment.infrastructure.gov. au/about/local-initiatives.
What’s hot online
Assessors’ accreditation cancelled
OUR story from the August 29 issue about the cancellation of truck licence assessors’ accreditation in NSW drew resounding support.
Many readers called for tougher national standards, improved auditing and updated training requirements for improved safety.
“Some of us have been saying for ages that RTO assessors are not impartial,” wrote Trevor Warner.
“They have a vested interest in pushing as many drivers through successfully as they can. The good driver-trainers have testified to government inquiries saying the same –cash for license basically.”
Tony Stephens said that while Transport for NSW and its Heavy Vehicle Competency Based Assessment are trying to do a good job, they need to take a look at the training requirements and audit processes and audit personnel.
“They are anal about students having to know how to tie a truckie hitch, ropes haven’t been used in the trans-
TfNSW said it has around 300 active assessors in NSW and robust processes in place to monitor compliance. Image: ViskBx/ stock.adobe.com
port industry for many years as they are not tagged or colour-coded for capacity,” he said.
“They are illegal to use in WA for load securing. People getting bus licences or motor home licences will never use ropes. I have wasted up to an hour trying to teach drivers how to tie ropes they will never use.”
NHVR load restraint case studies
READER S were skeptical about the NHVR’s load restraint guide when we shared a recent case study, citing concerns over chaining loads to points and detachable forks.
Many also questioned the guide’s practicality and potential legal implications.
“In what world does chaining off the loader frame above a pivot point sound like a good idea,” wrote Tony Fulton.
Alan Jones said he didn’t realise that ‘desk jockeys’ were so experienced.
“I was always taught to keep the chains as short as possible and pull them towards each other,” he said.
Added John Wilson: “You can
bet your bottom dollar if you secure it like the picture and something happens the NHVR will say it’s only a guide.
“However, if you chain it the proper way they try knock you off for not following the guide.”
Bryce Scriven told readers that when the “inspectors” tell
Caption: This case study is an example of direct load restraint using calculations.
Parking fiasco a ticking time bomb
FRUSTRATED dangerous goods truckie Kerryn Woods got the full support of most readers for sounding the alarm over the on-going parking issues at Port Botany.
“Absolutely 100 per cent,” Peter Sterland wrote. “When carting DG in ISO tanks we aren’t allowed to park in the TMA, let alone road tankers.
“There’s absolutely nothing. Something needs to be done so we can be compliant with working hours.”
Timothy Wolski, however, said drivers should plan their trips better.
“Consider all aspects of that trip and if you know there is no parking or facilities at the port, stop earlier, take your break and continue,” he said.
sponsibility of scheduling personnel to plan your trip better.”
But Woods wasn’t convinced by that logic: “So, what are we supposed to do. The largest busiest port in the country and the academics say we don’t need a rest area within reasonable distance
“The problem is that every inch of usable space that could be used for legitimate long-dis-
tance drivers to rest and manage their fatigue has been used for commercial interests
“Yeah, I suppose we just don’t count in the greater scheme because resting may sound great but DOESN’T PAY.’
Steve Wadles also had a warning for DG truckies in Melbourne.
“The sleazy local council are driving through there at night taking pictures of your truck and sending you fines.”
“Unless they can provide legislation it is then in their opinion only! Years of experience trumps a two-week course.” Fined
NEWS that Victoria’s environmental regulator had fined Campbellfield business Winslow Constructions $5298 after witnessing its trucks track mud onto public roads, drew howls of derision.
Image: NHVR problem is still there.”
you it’s “law” and you must do what the book says, remind them that on page 5 in bold italics it states “it is intended as a Guide only”.
Spencer Walklate rightly pointed out that winter time on construction sites always produces plenty of mud.
“So, the site gets watered down to stop dust, but the dust once again turns to mud and ends up on the roads – can’t win,” he wrote.
“All these government departments do is fine, fine and fine. This raises revenue, but the
Shane Robertson recommended that the EPA officers go over to WA: “They will make millions with them side tippers.” Russel Walsh concurred: “Come to Kalgoorlie after a sprinkle of rain. Prepare to have your mind blown, you sooks.”
Dean Meyer wondered why the council still escaped fines for
“leaving the gutters and drains full of
and rubbish”. James Finn said this was just a normal day on a job site. “They get fined all the time for that, nothing unusual. Just part of the wet weather fun when trucks leave
The EPA alleges its officers saw Winslow trucks track mud onto roads from a site on Sneydes Rd, Point Cook. Image: Bagas/stock.adobe.com
Truckie Kerryn Woods is calling for common sense to prevail. Main image: Steve/adobe.com.au
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HVNL changes introduced
AFTER years of debate and deliberation, the first recommended changes to the Heavy Vehicle National Law (HVNL) have been introduced to the Queensland Parliament by the state’s Minister for Transport and Main Roads, Brent Mickelberg.
As host jurisdiction for the HVNL, the legislation needs to be enacted in Queensland before it can be applied by other participating states and territories.
The Heavy Vehicle National Law Amendment Bill 2025 implements recommendations of the National Transport Commission through the HVNL Review, which have been endorsed by the infrastructure and transport ministers.
According to the explanatory notes, the bill amends the HVNL to provide:
• A n enhanced accreditation framework to improve safety that requires operators to have a Safety Management System and that broadens the types of accreditations that the National Heavy Vehicle Regulator (Regulator) may grant.
• A n improved code of practice framework that simplifies the process to make new code of practice and shifts responsibility for development and approval to the regulator.
• New ministerial direction and approval powers that support the changes to the accreditation and code of practice frameworks and provide an appropriate balance of regulatory discretion and ministerial oversight.
• Improved governance arrangements that will modernise the operation of the regulator board and provide for responsible ministers to approve a Statement of Expectations for the regulator in the exercise of its functions.
• Improved enforcement arrangements that remove regulatory red tape, particularly for fatigue management record keeping and the issue of notices.
• A mended penalty amounts to deliver proportionate outcomes without reducing deterrence or increasing road safety risk.
• Moving prescriptive detail and offences into regulations to simplify the law and allow for more flexible
• A new duty to be fit to drive, which will improve road safety and be combined with the existing duty not to drive fatigued and apply to all heavy vehicle drivers regulated by the HVNL.
THIS APPROACH WILL BE ACHIEVED THROUGH THE INTRODUCTION OF AN ENHANCED ACCREDITATION FRAMEWORK.”
BRENT MICKELBERG
risk-based obligations.
• Consequential amend ments to Queensland law where it duplicates a section of the HVNL.
Mickelberg said the Bill would provide operators with more flexibility in how they can demonstrate compliance with prescribed requirements such as fatigue management work and rest hours or general mass limits.
“This approach will be achieved through the intro duction of an enhanced ac creditation framework. This framework strengthens the National Heavy Vehicle Accreditation Scheme by requiring operators to implement a safety management system, commonly known as an SMS, that is scalable to their organisation and operations,” Mickelberg said.
He said the legislation would expand the use of formal cautions and warnings.
“This is particularly important when dealing with minor breaches such as clerical work diary errors,” he said. The bill was referred to the State Development, Infrastructure and Works Committee for detailed consideration.
The committee has invited
submissions on any aspect of the bill from all interested parties by the deadline of midday, September 16.
The committee has also scheduled a public briefing on the legislation by officers from the Department of Transport
Once
Intercept uncovers major trailer defects
THE National Heavy Vehicle Regulator (NHVR) has issued an urgent reminder to operators after serious safety issues were uncovered at a recent intercept.
NHVR Safety and Compliance Officers (SCOs) intercepted the prime mover and semi-trailer at the 12 Mile Creek Heavy Vehicle Safety Station on the Pacific Motorway.
“During the inspection, SCOs found the semi-trailer’s outer wheel bearing on the first axle and the left side brake pads on the third axle were missing, with the vehicle posing an imminent and serious safety risk,” an NHVR spokesperson told Big Rigs
“As a result, a major defect was issued to the semi-trailer with the requirement to be repaired on-site or floated
elsewhere to have these issues fixed.
The NHVR reminded drivers and operators that using a heavy trailer with excessively worn wheel bearings puts not only the driver but all road users at significant risk, as it can lead to hazards such as wheel failure, loss of brake efficiency, damage to axle components, tyre damage, compromised load stability and increased
risk of truck fire.
“It’s crucial to conduct pre-departure inspections of your vehicle to make sure it’s safe and ready for the journey, as well as ensuring regular vehicle maintenance.
“If you suspect excessively worn wheel bearings, remove the trailer from service immediately and have the issue addressed by a qualified mechanic or technician.”
public hearing in Brisbane on Wednesday, October 1.
The committee is due to table its report on Friday, October 17.
the committee’s report has been tabled, the government has three months to
The vehicle was intercepted on the Pacific Motorway. Image: NHVR
Transport Minister Brent Mickelberg said the legislation would expand the use of formal cautions and warnings. Image: NHVR
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IN BRIEF
Bypass returns to capacity
In late August, Transport and Main Roads (TMR) Queensland revealed the issue-plagued Toowoomba Bypass was officially back to full capacity.
All lanes were reopened on Friday, August 22, with speed limits also restored.
TMR said the work was required due to several severe weather events since 2022 causing “geotechnical challenges”.
Although pleased to have the costly bypass finally running to capacity, most commenters were far from impressed by the delays.
“Well if it was done properly the FIRST time, it wouldn’t have required three years of fixes,” wrote one.
“There’s a saying: If you can’t afford to do it properly the first time, can you afford to correct it when it fails,” added another.
Rural Road Safety Month
September is Rural Road Safety Month, an initiative of the Australian Road Safety Foundation (ARSF).
“Out on rural roads, the risks are real. These roads are often long, unforgiving and far from help – key reasons why they are where almost two in every three road deaths happen.”
There were 205 lives lost from crashes involving heavy vehicles last financial year.
National Heavy Vehicle Regulator (NHVR) Chief Operations
Officer Paul Salvati said it was alarming that almost 60 per cent of fatalities occurred in rural or remote areas.
“When travelling through rural or remote roads in Australia, there’s unique challenges and risks involved compared to travelling in suburban areas,” Salvati said, as he reminded motorists to give trucks extra space, only overtake when it’s safe, and always keeping a safe following distance.
Reduced speed limit
A series of new 80km/h speed zones are being introduced in the Southern Tablelands region of NSW this month.
Transport for NSW recently completed a speed zone review in response to concerns raised by the community and Yass Valley Council regarding the existing 100km/h limits in the Sutton and Gundaroo regions.
A crash analysis of the entire review area revealed a total of 20 crashes, which included two fatalities recorded between 2018 and 2023.
As a result, the speed limit will be reduced to 80 km/h on four key road sections within the region.
B&H opens new branch
Truck dealer Brown and Hurley has expanded its Queensland network with a new branch at the Port of Brisbane that will serve as a fully operational parts, service, and truck sales hub.
Strategically positioned just off the Port of Brisbane Motorway (M4), the site offers excellent access for operators moving freight through one of Australia’s busiest logistics gateways.
“Brisbane Port is a vital hub for transport and logistics, and this expansion will allow us to provide faster, more convenient parts and service to operators who rely on us every day,” said Ryan O’Doherty, Brown and Hurley CEO.
$87 million Mackay upgrade project complete
THE Mackay Ring Road to Bald Hill Road Connection project is now complete, delivering a duplicated section of the Bruce Highway between the Mackay Ring Road and Bald Hill Road.
This $87 million upgrade extends the duplication from the Mackay Northern Access Upgrade which was completed in September 2022, through to the Mackay Ring Road roundabout.
Key features of the completed works include two new dual-lane overpass bridges and a new port rail overpass as well as an upgraded intersection at Bald Hill Road.
Transport and Main Roads, Brent Mickelberg said, “Now
completed, the Mackay Ring Road to Bald Hill Road Connection project will be an integral part of an integrated transport network in the region connecting to major infrastructure such as the Mackay Ring Road, the Mackay Northern Access Upgrade and the Walkerston Bypass.
“We understand the impact this had on local residents and road users and we thank the community for its patience while construction of these important upgrades was completed.”
To minimise disruption to
THE MACKAY RING ROAD TO BALD HILL ROAD CONNECTION PROJECT WILL BE AN INTEGRAL PART OF AN INTEGRATED TRANSPORT NETWORK IN THE REGION.”
BRENT
MICKELBERG
used during bridge construction which enabled works to continue without the need for road closures on the Bruce
The Mackay Ring Road to Bald Hill Road project was funded with a $69.6 million from the Australian Government and a $17.4 million from the Queensland Government; and is a continuation of the $410 million Mackay Ring Road construction project, which was completed in 2020.
More than $17 billion is being invested on projects along the 1673km long Bruce Highway.
Minister for Infrastructure, Transport, Regional Development and Local Government, Catherine King said, “While it’s tools down on this section of highway, we’re getting on with more than 40 other projects to improve the drive on one of Queensland’s most important roads.”
Among the other works happening along the Bruce are upgrades to a busy bridge that sees an average of 14,851 vehicles a day.
The Black River Bridge, which first opened to traffic in 1972, will undergo strengthening works and repairs to help ensure its longevity.
Upgrades will include the installation of new steel braces to give the bridge extra support, cracks will be repaired with special epoxy injections, and damaged concrete and corroded steel will be fixed and protected.
“To make this work safer and more efficient, we’ve built a custom scaffold walkway across the bridge,” said Transport and Main Roads Queensland (TMR). “This innovative solution allows our crews to access every part of the structure without entering the riverbed, reducing environmental impacts, and keeping lane closures to a minimum.
“These upgrades will extend the life of the bridge and ensure it remains safe for all who travel across it.”
Push for highway duplication works to restart
THE Ararat Rural City Council is backing urgent calls to get on with the job of kicking Western Highway works into gear. It has voiced its support for a proposed motion to the Municipal Association of Victoria (MAV) to urge the state and federal governments to recommence duplication along this major route.
The Western Highway is Australia’s third-busiest interstate freight route and it’s been undergoing duplication since the Bacchus Marsh bypass in 1972. To date, the project has reached Buangor, with only
about 38 per cent of the 408 kilometres to the South Australian border completed.
The council added that the proposed motion seeks MAV’s support in calling for both governments to ensure sufficient funding and expedite the required legal and administrative processes, to enable the delayed section of works near Ararat to resume.
Ararat Rural City Council is one of ten member Councils of the Western Highway Action Committee (WHAC), whose objective
is to pursue the upgrade of the Western Highway to achieve improvements to safety, transport efficiency and amenity.
Advocating for the duplication of the Western Highway has been a long-standing priority for the council, with the section from Buangor to Ararat remaining a top item in the Council’s Advocacy Program 2025.
“There has been a lack of real progress on this project for some time,” said Ararat Rural City Council Mayor, Cr Jo Armstrong.
“We’ve seen multiple incidents on this road, particularly on the section between Buangor and Ararat in recent
months. We’d really like to see this project made a priority by both the state and federal governments.”
Name revealed for $3.5 billion GC motorway
WITH stage one of the Gold Coast’s long awaited “second M1” expected to open soon, it’s been given its official name.
The $3.5 billion Coomera Connector motorway will be formally known and signposted as the Coomera Connector (M9).
“Interchange numbers have been allocated from the Logan Motorway – the eventual starting point of
the new M9 motorway –with numbers increasing in a southerly direction, based on distance in kilometres from the start point,” said a spokesperson for Transport and Main Roads Queensland (TMR).
“Signage on connecting roads is being installed progressively, and destinations will be uncovered as sections of the new motorway open to traffic.”
A TMR spokesperson provided the following information about stage one progress:
• Stage 1 North – from Shipper Drive to Helensvale Road: This section began construction in early 2023 and is fast-approaching completion, subject to weather and construction conditions on site.
• Stage 1 Central – from Helensvale Road to Smith Street Motorway: This section will reach the one-year
mark of mainline construction works next month. As the largest of the Stage 1 packages at eight kilometres long and a number of structures required, the Central section still has a significant program of works ahead.
• Stage 1 South – from Smith Street Motorway to Nerang-Broadbeach Road: This part is in full swing, with mainline construction works underway.
TMR had previously revealed that stage 1 is expected to progressively open to traffic in sections from late 2025, starting with the North package – however is yet to reveal a concrete opening date.
When funding was first allocated for the Coomera Connector project back in 2023, stage one was expected to cost $2.16 billion; however this has since blown out to $3.5 billion.
1972. Image: Ararat Rural City Council
Around 12,000 vehicles use the Mackay Ring Road to Bald Hill Road section of the Bruce each day. Images: TMR
The Black River Bridge first opened to traffic on January 1, 1972.
Stage 1 of the M9, between Coomera and Nerang, is around 16km long. Image: TMR
LEGENDARY Gippsland operator Barry Bedggood is about as far away from the everyday demands of running a road freight transport company as you can get when Big Rigs calls.
Barry and wife Jill have hooked up the caravan to chase the warming Queensland climes and are well ensconced at one of their favourite holiday spots on the state’s Sunshine Coast for the next few weeks.
Although they’ve scaled back the kilometres they do now on their annual road trips, 73-year-old Barry thrives on the relaxed lifestyle and pace of caravanning – and the chance to reflect.
This year, more than any other, is also a time for an extra toast – or two – around the caravan barbecue with Bedggood’s Transport celebrating its 50th year in operation.
Understandably, Barry looks back with immense pride on how he’s taken the Maffra-based operation from a single truck business in 1975 to a fleet of 22 shiny new Kenworths, running interstate and local.
He’s also now one of the biggest employers in the region with 30-something staff, made up mostly of drivers, supported by the Maffra office team, mechanical workshop and the smaller Melbourne depot in Hallam.
Along the way, Barry has also been inducted into both the Timber Workers Hall of Fame in Heyfield earlier this year, and the Road Transport Hall of Fame in Alice Springs in 2015.
It all began in early 1975 when Barry was offered the chance to buy a Mercedes-Benz 1418 with a three-way sliding bogey trailer by Maria Higgins, whose husband Greg was tragically killed in a fatal accident just before Christmas the previous year.
“There was a certain amount of base work she had, but it started out very slow, sometimes I’d only get a couple of trips a week.”
The biggest turning point came with the uptick from Maria’s contract work carting old railway sleepers as they were replaced from the tracks and trucked into garden supply outlets around Melbourne.
course I ended up buying an
trailers with an AB 180 International, with a 160 Cummins in it, and a Dodge D5N fitted with a V6 53 GM and a little 10-speed Roadranger.
“They kept you stressed a lot because of the breakdowns, and we worked long, long hours. I could be carting them off any railway line in Victoria, South Australia and even in the late 70s, a couple of trips over to the Nullarbor.
“Prior to this they would just burn them. It was only when people realised they could be a landscaping tool they got some value into them.”
When the sleeper operation expanded again into South Australia, Barry’s three original trucks weren’t up to the job, so he bought a new International 3070 with a 903 Cummins engine, the first of three in short succession.
“I was always in general freight toward the end of the 1970s; I was always carting a bit of groceries, a few loads of bricks, and a few odd loads of sawn timber, plasterboard.
“Then we started to move into tri-axle trailers of course.”
It was after graduating from the 3070s to four Atkinsons in the early 1980s that Barry’s long-running love affair with Kenworths begun – he welcomed his 100th new model ast year, a T610 SAR from
ership he’s been dealing with
worths to 107.
“One of the things I like most about this industry is the mates you make. The people we buy our trucks and trailers off, you make great working relationships with, whether it be Freighter Trailers, Vawdrey trailers, or Kenworth trucks. It’s a people industry and I love it.”
Barry cherishes the memory of how the long Kenworth relationship started.
“I had a visit from a sales rep, Keith White, from the dealership up at Bairnsdale which was called The Big Garage at the time, and he asked me if I’d be interested in putting a price in on three 1986 SARs.
“We had a fair bit of peer pressure from the current drivers of the time that loved Kenworths so the decision was made.
“At that stage that was my interstate side of the business, mostly carting paper to Sydney. I had very good job carting back out of Sydney to Melbourne for a packaging company called Tetra Pak.”
ning interstate in a mix of singles and B-doubles, mostly as tautliners, and a similar number running local.
“It’s a fear of failure, a good loyal customer base and the quality of drivers we were able to obtain and keep over the years,” says Barry when asked for Bedggood’s secret to success when record numbers of transport companies are closing the doors in 2025.
“We’ve got drivers who have been back to us two, or three times. The drivers are a large part of the difference.
Two more SARs are due to arrive in the next few weeks
Barry says it’s been a gradual growth over the years and pays credit to the many loyal customers who have stuck by him. He also reserves a special mention of the bond forged with loyal driver Brian Killeen who worked for him for 30 years, including a stint as operations manager.
“He stuck by me through the hard times in the late 1970s and early 80s, and I’ll be forever grateful for the support to help get the business up and running.”
One of the strongest relationships was forged with the now defunct Maffra-based milk factory Murray Goulburn carting bags of milk powder to Melbourne from the early 80s.
In the mid-80s he also picked up a job carting timber for Neville Smith Timber Industries out of Heyfield, a contract that celebrates its 40th year anniversary this month, but now under successor, Australian Sustainable Hardwoods.
By the 1990s, Bedggood’s had 18 trucks with a mix of local and interstate work, and today the business has never been stronger. Bedggood’s now has 11 prime movers run-
Barry says it helps to be able to put yourself in their shoes to understand how tough and demanding the role can be.
Having worked up to 70 hours a week himself behind the wheel at peak times, Barry has a keener affinity with the role than most.
“You can appreciate their sacrifices because we’ve done it ourselves. We’re not sending them out to do anything we wouldn’t do.”
Barry says the drivers become more than your workers; he’s forged lifelong friendships.
“I have a lot of guys who have been with me for a long, long time. Unfortunately, I just lost one of them. I have a funeral to go to next week [for Brian Pitt]. He had retired but he was a good mate.”
Five decades in trucking means Barry has also witnessed a slew of changes –from single drives and bogie trailers to B-doubles and PBS combinations. Some changes have been positive, others more frustrating.
“The fines are outrageous.
The three-point system for professional drivers is ridiculous when you’re doing so many more kilometres than a normal motorist. You can lose points for the most ridiculous things. That’s part of the driver shortage – good blokes get taken off the road. He points to the ever-rising cost of tolls, too. “When tolls first started, my account was about $4000 a month. Today, with 22 trucks, it’s $22,000–$24,000. You save some time with wear and tear, but you’re not gaining the productivity to match that cost.”
The constant financial pressure, he says, is why so many companies go under: “It all comes back to knowing your costs. I guarantee a lot of transport companies don’t know their exact cost per kilometre. If you don’t, you’re flying blind.”
With expert assistance from Adrian Britton as Operations Manager, Barrys’ son Craig, a former local and interstate
driver for the company, has now stepped up to take over the General Manager reins at Bedggood’s. Barry’s grateful to have a second generation to pass the business to. He feels family-run operations are so often the lifeblood and backbone of regional road freight. He also wants his legacy to stay the course for the little town of Maffra which has lost both its milk factories in recent years. But he doubts he’ll ever fully step back from the business he worked so hard to build up from nothing all those years ago.
“I’m still very hands on,” Barry says. “I’m trying to just reduce my role, purely in the operation side of it, so when I do come to work, I’m more outside on the forklift or on the ride-on mower, keeping busy.
“I don’t think I’d ever fully retire, although, 10 years ago, I tried to, but Craig worked out that still needs me as a spare parts man,” he laughs.
The first new ACCO 3070 and first to adorn the Pioneer Green and white livery the fleet still uses today. Images: Bedggood’s.
Barry celebrates the memorable milestone in the Maffra office.
One of the first two T410 SARs that entered the fleet, this one driven by Sam Lestrange.
Revered Bedggood drivers Brian Pitt (leaning on pallet) and Geoff Coridas (leaning on fuel tanks) at Tetra Pak in Sydney, circa 1990. Sadly, both have since passed away.
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‘It literally shakes you to pieces’
This legendary outback truckie tackles a weekly 2000-kilometre round trip that’s so brutal, very few dare to take up the challenge.
BY DANIELLE GULLACI
THE distance between Jim Foody’s remote hometown of Bamaga, in Cape York – Australia’s northernmost tip –and Cairns is just shy of 1000 kilometres. It’s a run that takes anywhere from 13 hours (if he’s really, really lucky) to 36 hours to get from point A to point B.
Yet it’s on this insanely challenging route that Jim, who’s just turned 68 this month, feels right at home. “Don’t send me to Sydney or Melbourne,” he said. “I’d quit if I had to do that!”
From behind the wheel of his trusty 1997 Western Star 4900, pulling a triple road train, Jim battles dust, dirt, corrugations – and even the odd emu – to keep the town supplied.
Jim also has a newer 2014 model Western Star 4800, as well as an eight-tonne Isuzu rigid and dog trailer but says it’s the old girl that best stands up to the task. “My 4900 is the main truck for the peninsula because it’s super heavy and durable.
“Being a 1997 model, it is a computerised truck but it’s a pretty basic and primitive one,” he said. “It seems to be able to hold itself together and is just a more durable truck than the newer one I have. That 2014 one is great for the highway but when I start getting into the corrugations, it shows up with a few problems.”
You may well expect his truck to get a few blown tyres along the way, but surprisingly, that’s not the case. “Tyres are the least of our worries,”
THERE’S
ONE 12-KILOMETRE SECTION THAT I CALL HELL, JUST NORTH OF BRAMWELL ROADHOUSE.”
JIM FOODY
laughed Jim. “But it shakes the suspension out of them and the cab mounts. And on the trailers, we wear suspension components out at a very fast rate because they’re all moving constantly.
“The airbags tend to cop a bit of a hiding. The old Western Star has a very unusual system in it. It’s a Hendrickson system that’s been modified to handle corrugations. Instead of a tiny air tube between the bags, there’s a hose between the bags that’s about an inch diameter, so it can move the air quickly. It really does help the suspension cope with the corrugations, but then that’s harder on the shock absorbers.
“We rarely get tyre punctures because you walk so slowly over the road. There’s one 12-kilometre section that I call hell, just north of Bramwell Roadhouse. It just seems to corrugate like you wouldn’t believe. That section can take me seven to eight hours.”
Along his 1000-kilometre route, there’s only about 300-kilometres of dirt – but don’t be fooled. “When you get off the bitumen you’re down to 1-2 kilometres an hour at times. The corrugations are just horrendous so
that’s what it takes sometimes to get through with the freight – without breaking the truck. We do a lot of damage to the truck and trailers because of how bad the roads are.
“You absolutely have to stay on top of maintenance. As soon as you start to miss things, it comes back to bite you in the arse. Every truck and trailer needs at least two to three days of maintenance each week. You need to inspect everything.
“You’d think you’d eventually get on top of it, but you don’t. It’s rare not to find something that’s broken. That’s just the nature of the work. It literally shakes you to pieces.
“There are times when the roads are freshly graded and I can bring a triple road train up in 13 hours. But then, one trip recently took me 36 hours.
“When the road is graded, maintenance does reduce a little too, but when it’s the way it is now, it’s really bad.”
In between his trucking endeavours, Jim spent about 20 years working as a civil engineer. Ironically, he revealed, “Around 2006, I retired out of engineering and moved to Bamaga – because I wanted to take it easy and slow down a little bit.
“I thought I’d become a BOC gas agent, so that’s what I did. The easiest and most cost effective way to get gas up to Bamaga was with a small truck – so that’s why I started out with the Isuzu. Every time I carted up into Bamaga, there was always something to go back down to Cairns,” explained Jim.
“Then all of a sudden they started asking, can you bring this up or that up. Instead of a once a month trip, I ended up doing a trip once a week. So I bought a dog trailer and put it behind the Isuzu.
“We’re one of the few who do a regular service into Bamaga. When I was driving the Isuzu with a single truck and dog,
I’d work 94 hours a week for seven months straight.
“I have two depots – one in Bamaga and one I rent in Cairns. Now my step-son drives the Isuzu and I’m in the triple road train. It’s al ways triples up to the Cape. It might be a bit slower, but when you get there, you have three trailers worth of freight, so it’s more economical to do it that way.”
Although Jim’s business started with carrying gas cyl inders, he says that now only represents about 6 per cent of his freight. “We literally cart everything – avgas, cement powder, portable toilets, hy draulic parts, building mate rials, portable buildings, etc.”
When asked how he first got into trucking, Jim replied, “It was in the blood and in the family. My father and uncles had trucks, so I grew up driving them. It was a different world and different time back then – I was in the truck with Dad while I was still in nappies. Then by about five years old, I was already learning to change gears and helping him do stuff.
“I was in trucks from the early 1980s – my brother and I had our own trucks, working in logging in northern New South Wales. Then I got out of that and was doing six decks of cattle in road
pretty good mechanical expe rience, so I’ve always preferred all the outback work.
“I find this work I do now really satisfying. It’s a funny situation because I started this to scale back and now I’m trying to stay on top of it all. It is hard work, but I enjoy doing it. When I was in engineering, I was becoming more office bound and I was getting unhealthy. Now I’m clambering up over the loads, and like an acrobat on top of things. This has definitely made me fitter and healthier.”
Despite how difficult the run is, Jim says those who did it before him had it even tougher – such as legendary pio-
meet her several times on the peninsula, though I wasn’t working in trucks at the time. If you look at the roads now compared to what she had to do, there was zero bitumen back then. She’s an absolute legend here. There’s a lot of history in what she did.
“Toots was there when the roads were 30 years worse than this, so in many ways, I’ve got it easy. You’ve got to take your hat off to her.”
You can catch Jim Foody on the new season of Outback Truckers, airing on 7Mate on Tuesdays at 8pm. Viewers can also stream past episodes via 7plus.
At the Jardine River crossing, on the way to Cape York.
Jim Foody travels the gruelling Cape York to Cairns route. Images: Prospero Productions
To find out more, visit your nearest Isuzu Trucks Dealer or visit isuzu.com.au
Operator bows out with head held high
After
46 years at the helm of his successful business, this Sydney transport veteran shares why it was the right time to close the doors and call it a day.
BY DANIELLE GULLACI
FOR Ashley O’Connor, the purchase of his first truck back in 1979 marked the beginning of O’Connor Haulage, a Sydney-based business that has endured for 46 years.
Ashley, 67, says there was never any doubt that this would be the road he’d take.
“I knew right from the word go,” he said. “My father had trucks all his life, so I was always around machinery. He had tippers and did brick cartage around Canberra.”
Like many of his era, Ashley was shifting gears well before he was of legal age. “I remember I drove a truck for the first time when I was eight years old, driving up and down the paddocks, loaded with hay,” he fondly recalled.
“It was Dad who taught me to drive. By the time I was 16, I was pulling a tri-axle trailer, carting bricks. We used to go up and down the south coast to Brown Mountain near Bega, which is pretty winding and hilly.
“There was one time, coming around the hairpin bends, where I clipped some of the guideposts. Luckily I didn’t do any damage. I thought Dad was asleep until I got a clip across the head,” laughed Ashley.
“That’s how I learnt. Dad was always with me in the passenger seat.”
Ashley completed a diesel mechanic apprenticeship by the age of 18 and at 19, he bought his first truck, an Acco 3070, which was used for sub-contract work.
“Then the business slowly
increased to the size it is today. We had 40 trucks and 70 trailers a few years ago but downsized slightly to the current fleet of about 30 trucks and 65 trailers,” Ashley added.
The business operated from its depot in the Sydney suburb of Fairfield East and employed 48 people.
During his long tenure as a transport operator, Ashley spent many years behind the wheel, travelling right across Australia.
“I’m one of the lucky ones. I’ve seen nearly all of Australia through the windscreen of a truck. Most people have to go on holidays to see all these places. I have a big map at home and I trace all the highways I’ve travelled. The only part I haven’t driven is north western Australia,” Ashley said.
In fact, he was still mostly in the truck, while at the same time running the business, until around 2005. “I was still driving when we had seven or eight trucks, but then we started getting bigger and I couldn’t do it anymore. From about that point, we grew pretty quickly. Over the past 20 years, there’s been a lot of growth.”
Asked what he attributes that to, Ashley replied, “The hardest part is always taking that first step and buying that first truck, and then the second. But as you keep adding trucks, it just keeps growing from there.
“In the beginning, I thought I’d only ever have a couple of trucks, but then opportunities came along, so I took them and I’ve run with it.
“It’s taken a lot of hard work to make it happen.”
I’M ONE OF THE LUCKY ONES. I’VE SEEN NEARLY ALL OF AUSTRALIA THROUGH THE WINDSCREEN OF A TRUCK.”
ASHLEY O’CONNOR
During his decades in business, Ashley has also seen a great deal of change, most notably the changes in regulations and modernisation of equipment. “Most of the regulations are probably for the better, but some of it is a bit over the top and over regulated. If you go back to the 80s where there were around three to four big accidents nearly every night, the government said to the industry at the time, you clean it up or we’ll clean it up for you. That’s where a lot of the regulation came in. Some of it’s good and had to happen, but some of it has been taken too far,” explained Ashley.
“The other big change is the equipment. Years ago, if your truck broke down, you’d fix it on the side of the road. These days everything is electronic and you need all the software to get going again.
“When I first started, if you had a puncture or did a tyre, I had all the gear with me to pull the tyre to bits, fix the tyre and move on.”
Over the past 46 years, the O’Connor Haulage fleet could be seen running across New South Wales, Queensland, Victoria and South Australia – along with
However, after so many years in the game, Ashley knew the time was right to close the business he started all those years ago – with O’Connor Haulage officially ceasing its operations on Friday, September 5.
Asked what was behind the decision, Ashley replied, “Like most transport operators, the real reasons to get out are the rising costs and shortage of drivers. Customer payment terms are getting pushed out further and further, because customers are doing it hard as well. And I’m tired, I don’t need the hassles of phones ringing in the middle of night. It’s not that I’ve had enough, it’s just that the time was right and costs now are unbelievable.
“It’s probably been about 12 months that I had been thinking of closing up – and that got more serious over the past six months. I’ve got no one to pass the business to. I have three daughters and they aren’t interested in taking over.
“I did try to sell the business as a whole for a little while, but the people who were interested weren’t fair dinkum about it. So I’ll sell all the equipment through a retirement auction in October. That auction will be through Pickles.”
Although he will keep one truck… just in case. “I don’t think I’ll be able to completely retire. I’ll have to find some thing to do. I might do the odd r
who run trucks,” Ashley said.
“I do miss being on the road. It has been a couple of years now, but about five or six years ago, I was doing two-up to
truck if someone got crook and I needed a driver last minute.
“I’ll keep one of the Kenworth Aerodynes, a B-double set and a fridge van, just or myself in case I want to
occasional runs into Western Australia.
Ashley with his father – his inspiration to get into the industry.
O’Connor Haulage owner Ashley O’Connor knew it was the right time to close the doors. Images: O’Connor Haulage
Ashley behind the wheel of his first truck, an International Acco 3070.
The fleet was made up of Kenworths, Mercedes-Benz, and
few DAFs. The fleet of trucks and trailers will now be sent to auction in October.
60 years of driving progress
2025
- 780 Horse Power with 3800 Nm torque
- D17 engine
- Volvo Active Safety, Volvo Dynamic Steering, Pilot Assist
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1965
- 117 Horse Power
- D50 engine
- Seat belt
For 60 years, Volvo Trucks has helped move Australia forward - safely, powerfully, and more sustainably with every generation. From the trusted F86 to the groundbreaking new FH16 780, we’ve never stopped evolving. Our past inspires everything we do. But it’s the future that keeps us moving.
Volvo Trucks. Driving Progress
Transport heroes added to hallowed wall HONOURING OUR TRUCKING LEGENDS
BY GRAHAM HARSANT
I HAD a flat spot! When I booked my flights to Alice Springs for the inductions into the Shell Rimula Hall of Fame I booked Melbourne to Alice via Brisbane which is 300km further from the Red Centre than home.
Doh! I boarded at Brissie for the next leg and dozed off for a bit. Half asleep, my brain detected some rather strange noises before I’d opened my eyes.
Now, anyone who’s taken a flight knows that sitting in a plane is, noise-wise, akin to taking the elevator up to the office on a Monday morning.
No-one talks, everyone stares straight ahead or at their phones. Human interaction is the last thing anyone expects or probably wants.
Same on planes. Possibly a grunt as a passenger sits next to you and then its headphones on for music or watch a downloaded movie until you reach your destination.
Not on this flight to Alice Springs. What I could hear was talking. And laughter. And it was all around me.
I opened my eyes and there were couples chatting, mates having a laugh together.
Newfound friends talking across the aisle or with the row in front. No staring at mobiles or blocking the world out with earphones. Now there’s no way a whole plane load of people could possibly know each other, so could they possibly be?
Yep. They were truckies and their friends and families heading to the transport Hall of Fame where some on board were no doubt to be inducted. And a truckie can sniff another truckie out from a mile off, certainly on this flight.
It was amazing and heart-warming and one of the best flights I’ve ever taken. By the time we’d disembarked I had half a dozen blokes saying they’d love to catch up for a chat over the weekend.
And what a jam-packed weekend it was! Thursday night offered a sausage sizzle and drinks for early arrivals, Friday saw the ever popular Cummins Race Day where the chances of winning a quid were greater than probably anywhere else in the country, given the small fields of horses.
On Friday evening Frank Bilato, Chairman of the Transport Hall Committee and splendidly attired in chef’s uniform led a willing group of volunteers in feeding some 365 guests 168kg of slow cooked beef, chicken, pork plus accompaniments.
No-one went home hungry.
Saturday of course was Induction Day with many recipients unaware that they were to be inducted into the Shell Rimula Wall of Fame until their names were called.
The event opened on a very positive note from NT Government Minister Joshua Burgoyne. Acknowledging the recent ups and downs of
the Hall, Josh went on to say,
“Probably a year ago the Road transport Hall of Fame had definitely been through its ups and downs and I was literally in a room in Darwin with a whole lot of people, arguing the points about whether this place was worth saving.
“I’ve been standing here today and looking out at how many people have made the effort to be here, how many people have driven long distances.
“When I head back up to Darwin on Sunday night I will be telling them loudly and clearly that this place is definitely worth saving and it is worth investing into it into the future.
“Without a doubt Frank Bilato and more recently Bill Sankey (interim manager) have ensured that this gathering, this celebration over this week end has been able to go ahead. It is no small job to bring this sort of thing together.
“To the good people from Kenworth, there has been so much conversation over the distance about the value of that huge trucking shed out there. I am here to tell you today loudly and clearly, that Alice Springs is not dead, the Hall of Fame is not dead, and if you continue to believe and invest in this town our gov ernment will be right there behind you, making sure that we keep this place open from now and well into the future.”
Josh was followed by Bill
passion – the same qualities that first drove a determined group of Territorians to make it a reality and continue to drive us as we take this very special place forward into an even brighter future.
“Each Shell Rimula Hall of Fame inductee adds new voice to the museum’s living story. This year is particularly special as we mark the 25th year of the Wall of Fame. I want to thank and acknowledge Shell Rimula for the generous and ongoing support of this sacred place.
“Their commitment has been vital in keeping these reunions and inductions alive and in helping preserve the history that brings us all together.”
Thereupon the ceremony commenced with some 88
Sankey who confessed that,
“I don’t know the first thing about hauling a triple road train across the Berkeley or changing a truck tyre on the Stewart Highway in 45-degree heat.
“But what I do know is that Australia’s economy would grind to a halt without the road transport industry and I’ve definitely learned, since becoming involved with Frank, the Advisory Committee and the Road Transport Historical Society in March of this year, is that road transport heritage is far too important to be left to chance.
“Today the Hall of Fame stands as a lasting testament to resilience, ingenuity and
AS the Shell Rimula representative, Nick Lubransky has been coming to Alice Springs on behalf of the company for the past six years.
With no fifth-year event in 2020 due to Covid, this was Nick’s first experience of the extended celebrations that come around every half decade.
“Mind blowing in every respect,” he exclaimed.
“I’ve always thought that the number of folk who came each year was outstanding, but this is absolutely next level.
“I’ve been told that over 2000 people have come through the doors this weekend. And as if flying in from all over the country wasn’t enough, we have an amazing number of trucks here from all points of the compass as well.
“Shell has had some 124 years of operation in Australia. I think this would be one of the longest sponsorships that I’m aware of, in this our 25th year of involvement with the Hall of Fame, which is a significant amount of time.
“This event is a chance for us to give something back to the industry that has supported our business for so many years and is something that we fully intend to continue to be associated with.”
As in years past, Nick brought some of his team to Alice Springs to see first-hand what the company’s investment in The Shell Rimula Wall of Fame brings to those being inducted, as well as their families and friends.
“You have to come here to fully understand the pride and joy and humbleness each inductee exudes,” he said.
“It is a golden chance for some of our people to see what Shell Rimula has been able to give these good people. It is an experience they can take back to work and try to explain just how special this place is, and the part we, as a company have been able to play in keeping the history of transport alive.” continues long
Franco and Robyn Bilato. Images: Graham Harsant
All the way from Melbourne, Bernard Hicks’ classic Kenworth W Model stole the prize for one of the most stunning trucks on show.
Joshua Burgoyne.
Nick with Dan Cahill from Cahill Transport, and his wife Jane. Dan and his brother Mick were both inducted into the Hall this year. Image: Graham Harsant
HONOURING OUR TRUCKING LEGENDS
Big surprises on unforgettable night
From page 22
MICHAEL Bell thought he was coming just to experience the event and his jaw dropped when his name was called in Alice Springs.
Sons, Justin and Lloyd had nominated Mike and kept it secret for months.
From driving around Townsville as an offsider, he joined Blenners Transport in 1995. The company’s most recent truck acquisition was number 444 and Mick’s ride was number 7, indicating how long he has been there.
“Today they have around 180 trucks in the fleet. It can be hard to know everybody but they do. No one is treated like a number.
“I drove for Malleys for a while, week on, week off, so it was still Blenners on the ‘off’ weeks. At 70 Mick still loves the road.
Blenners brought a truck to Alice whilst Mick flew down, but he proudly drove it in the convoy the following day.
Tassie legend
celebrated
Richard Beckett from Tassie was another to be surprised when his name was called.
Born in 1946 in Liffey, Tasmania, Dick began operating bulldozers after school and, at 18, bought his own TD18 to work for the Flinders Island
shire and local landowners.
With wife Faye, he started a logging business using a Flintstone Mack and a Caterpillar dozer, hauling timber until 1976.
After finishing with the logging, Dick purchased a D9 dozer and towed it to Savage River Mine with a trusty but brakeless Mack.
The business expanded into dam construction, mining and civil works across Tasmania, Sydney and the Hunter Valley.
Dick has built a fleet of 100 Caterpillar machines and a collection of 30 Mack trucks.
56 years in transport
Graeme Laird was born in 1948 and grew up on the family farm at Kodji Kodjin. When his father suffered a heart attack at age 18, Graeme gained a special licence to cart fertiliser and wheat using their Bedford J5.
After many trips with the local cop, Graeme asked if he could please have a semi license so he could work over the harvest back in the Wheatbelt. The cop was unaware he didn’t have one and was only too obliging!
Over his career, he carted fuel, fertiliser, grain, hay, and livestock, working both for himself and for Reg Russell and Sons.
In 2018, he was recognised
for 50 years of sheep carting. After 56 years in transport, Graeme retired in 2024.
TV star honoured
From an early age, Dave Pancino worked across different jobs, from assisting at Enoggra Barracks to helping on his family’s farm in Tenterfield.
After finishing Year 10, he began an apprenticeship with Emolium, gaining skills in mechanics and maintenance that paved the way into transport.
His passion soon led him into heavy haulage, where his integrity and attention to detail caught the eye of Jon Kelly.
Starring as “Driver Dave” on the popular television series MegaTruckers, Dave will always make time to give young fans the royal tour of the big trucks, take photos and sign autographs.
Lifelong connection
Noel Lane from Killarney, Victoria, began driving his father’s truck before buying it himself, carting potatoes around the local district. In 1992, Noel established Lane Transport, hauling spuds for his father and other growers in Killarney and Ballarat. Today, Noel spends more time managing operations of his successful business, but
still jumps behind the wheel when needed, keeping his lifelong connection to the road.
Timber hauling legend
Lyndon “Toby” Hammersley was born in 1962 in Northeast Tasmania. He began his working life at Gay-dor Plastics but at 23 followed his father into log trucking, starting with Taslog Transport in a White Roadboss with a 270-horsepower Cat engine and no engine brake!
As Taslog grew, Toby be came fleet manager, over seeing 35 log trucks while continuing to drive himself. Toby recently celebrated 40 years with Taslog Transport, marking a remarkable career in timber hauling.
Proud family tradition
Fred Gleisner was born in Ma ryborough, Victoria, in 1989 and grew up surrounded by trucks, often travelling with his father and grandfather.
At 16, he began a mechanic apprenticeship with Collins Adelaide, later working for CMV Kenworth and Verdons. At 18, he earned his truck licence and spent two years driving for Verdons, transporting gas pipes and drill rigs to remote sites across Australia.
He returned to Victoria to assist with the family business, Avoca Transport, before fulfilling a long-held dream in 2016 by founding FBG Transport with a 1992 K100E Kenworth.
Over the years, he has hauled livestock, heavy machinery, hay and submarine components.
Fighting cancer which now limits full-time work, Fred continues occasional loads, upholding three generations of commitment to the transport industry.
Fred joins the Wall of Fame alongside his father Stephen and grandfather Kenneth.
Tassie legend honoured for lifelong contributions
ELPHINSTONE Engineer-
ing founder, Graeme Elphinstone has led the way with a series of engineering breakthroughs in trailer design, suspension technology, and vehicle configurations.
His ideas, often ahead of their time, have since become industry standards in Australia, significantly improving driver safety, regulatory compliance, and operational efficiency across the road transport sector.
His company’s design and deployment of folding trailers, multi-axle configurations such as tri axle, and advanced load distribution platforms have been widely adopted
across the timber, mining, and bulk haulage sectors.
In fact, Garry Leeson – also recently inducted (2023) –credited Graeme’s work in Tasmania for inspiring the mainland’s adoption of folding trailers and other innovations.
In receiving the prestigious honour in Alice Springs at the weekend, Graeme expressed gratitude to those who have supported his journey.
“I’m truly humbled to be inducted into the Wall of Fame a longside so many legends of the road,” Graeme said.
“When I built my first trailer and fitted that first scale
s ystem, I never imagined it would lead to this. I’ve always just tried to solve problems and make trucks, trailers and transport in general safer and more efficient for everyone.
“To have those efforts recognised by the industry I love is an incredible honour. This award isn’t just mine – it belongs to our whole team and the many customers and partners who believed in our ideas over the years.”
Grant Elphinstone, General Manager of Elphinstone Weighing Systems (and Graeme’s son), paid tribute to his father’s dedication and influence.
“Dad has always been a trailblazer,” Grant said. “For nearly 50 years, I’ve watched him push the boundaries of trailer design and challenge what’s possible with unique innovation.
“He was fitting onboard scales before most people knew such a thing existed. He was building PBS-approved trailers before PBS was even a common term. His focus has always been on making life easier and safer for drivers – and that’s why this recognition is so deserved. Our whole family and team are extremely proud of Graeme. His legacy will continue to inspire innovation in transport for years to come.”
Richard Beckett, left, built up an expansive fleet.
Michael Bell was surprised when his name was called out.
[L-R] Brianna, Jayde, Jack, Holly, Tracy, Fred and Ella Gleisner celebrate Fred Gleisner’s induction.
HONOURING OUR TRUCKING LEGENDS
Industry icons and a history maker
TO be recognised as an in dustry icon is no small feat and at this year’s Shell Rimu la Hall of Fame, not one, but t wo were recognised for their dedication to the transport industry – Graham Richers and Phillip Russell.
Greg Rhodes was also given the posthumous honour of History Maker for his many construction and infrastruc ture projects in the NT.
Graham Richers, Icon
The story of Graham Richers is one of reluctant leadership turned into lasting success. In 1935, Graham’s father, Wal ter Richers, was given a Model T truck in lieu of wages when his employer, a Maryborough ice vendor, closed his business. Walter kept delivering ice at four pence a block and found extra work as a general carrier.
By 1936 he had added a Chev truck and, as refriger ators replaced ice deliveries in the 1940s, the business grew into general transport, later expanding into removals, event hire and crane hire. Through the 1970s, with rail freight declining, Walter saw the future in road transport. In 1976, he bought a small freight run between Maryborough and Brisbane. His son Graham, fresh from a mechanic’s apprenticeship, loved driving trucks but had no interest in management.
work across depots in Bundaberg, Maryborough, Hervey Bay, Gympie and Brisbane.
What began with one truck in 1935 has grown into a major freight company, built on the hard work and integrity of Walter and the reluctant but natural leadership shown by Graham.
That changed when Walter’s health faltered, forcing a reluctant Graham into leadership. He agreed only on the condition that the business be auctioned after 12 months if it failed. Instead, father and son became a formidable team, with Graham managing and Walter guiding. When Walter died in 1987, Graham focused the business on intercity road freight, selling off removals and crane hire to concentrate on long-haul transport. His vision proved right.
Today, Richers Transport operates daily services from Brisbane to Bundaberg and full truckload routes to Cairns, Sydney, Melbourne and Adelaide. The fleet trav-
Phillip Russell, Icon Phillip is the second generation of his family business, Russell Transport, founded in 1925 by his father, the late Roy Russell. Phil has played a pivotal role for 53 of the company’s 100 years. He began working at just 15 as an apprentice mechanic before his father, determined to prepare his son to carry on the family enterprise urged him to “step up”.
Based at Eagle Farm since 1971, Phil steered the business towards specialised general and heavy haulage through the 1980s and 1990s. He had a keen eye for truck specifications, ensuring vehicles were fit for the toughest and most varied conditions.
Despite his management role, Phil relished time on the road, occasionally working as
cate for the transport industry, representing it at local, state and federal levels to promote practical heavy vehicle road standards.
Even today, Phil remains active and engaged, walking the yard, chatting with drivers and workshop staff, and showing appreciation for people, equipment and the industry he has helped shape.
Greg Rhodes, History Maker
“Rhodesy” was born in Tennant Creek in 1960. From age 10, he worked alongside his father as a chainman on NT construction projects, developing a strong understanding of logistics and heavy equipment. Leaving school in Year 10, he began a plumbing apprenticeship but quickly gravitated toward civil and mining work, recognising that moving the right equipment at the right time made or broke a job.
By his mid-20s, Greg co-founded Bernie & Rhodes Pty Ltd, delivering multiple NT Government contracts, before establishing Rhodes Contracting, now Exact
INDUCTEES
ernment between 1992 and 2022, including high-profile projects like the Stuart Highway-Palmerston bypass duplication, Keep River Plains Road project and major upgrades to the Plenty and Carpentaria Highways.
Greg specced his trucks and equipment to suit his exact needs. If what he needed didn’t exist, he’d work with someone to build it.
He worked with a local Northern Territory company Mick Murray Welding to develop custom belly dump trailers.
This innovation changed the methodology of delivering Cement Aggregated Fill down the stopes, which was a much safer and more cost-effective than pre-existing protocols, becoming the new standard.
At the time of Greg’s death in 2022, he owned over 200 prime movers, plus a massive fleet of ancillary equipment.
From moving dozers into remote sites to hauling concrete, shotcrete, gravel and backfill across state borders, Greg built a transport business capable of doing the job at his pace.
Kenneth Allan, Timothy Ancich, Ross Ashworth, Ronald Beavis, Richard Beckett, Michael Bell, Peter Betts, John Bilato, Robert Bilato, Ernest ‘Joe’ Bradley, Timothy Brown, Tim Bunyan, Graeme Burfoot, Jeffrey Burke, John Frank Burton, Daniel and Michael Cahill, Tony Camilleri (dec.), Sean Carren, Jamie Cooper, John Coyle, Stephen ‘Jungle’ Cruskall, Rod Currell, Neville Denning, Andrew Dorling, David Dorling, Craig Duren, Graeme Elphinstone, Bernie Forssman, Gary Fuller, Michael Gatenby, Fred Gleisner, John Gover, Ben Grayling, Lyndon Hammersley, Andrew Hansen, Thomas Hanson, Giuseppe (Pepe) Inverno, Grant Johnson, Tim Johnstone, John Jordan, Tony Kent, Peter Killeen (dec.), Anthony Kirchner, Ross
Kitts, Graeme Laird, Noel Lane, Eddy Lang, Danny Lipman, William Lowery, Chris Marr, Barry McDonald, Phil McLennan, Brendan Meyer, Michael Mills, Wilfred ‘Mick’ Mills (dec.), Noel Mills, Lawrie Morgan, Colin Murphy, Lawrence Murphy (dec.), Jamie O’Grady, Harvey Oliver, Tomo Ostojic, David Pancino, Maxwell ‘George’ Parsons, Nick Pavlinovich, Kevin Phillips, Kenneth Post, John Price, Peter Redpath (dec.), Peter Renton, Tony Rinaldi, Stephen Robinson, Roger Rutherford, Barry Sealey (dec.), Joe Sepos, Bruce Sheaffe, Mark Stanes, Trevor Tarrant, Rob Townsing, Robert Turvey, John Walter, Peter Waugh, Kaye and Rick Whitbread (dec.), Les Williams, Mike Williams, Scott Wilson, Henry and Carol Zielke.
Jim Hurley leaves big shoes to fill in committee role
ON his 83rd birthday, I am talking with Jim Hurley in the Kenworth Pavilion at the Alice Springs Hall of Fame. Where we are standing, 22 years ago was just red dirt.
“We are very proud of what we have achieved here,” said Jim. “We have had wonderful support from the dealers and the Kenworth people over the years.
“I conceived the idea when I got back the first Kenworth we ever sold. That truck originally sold for £12,500.
“I talked GM into restoring the motor, Rockwell to do the backend and Goodyear to supply the tyres. And I still spent $120,000 on it!
So I figured we put a new truck in here. Although it seems like a lot of money in today’s prices, in 50 years’ time it will be nothing.
“With every new Kenworth that is sold the dealer puts in an amount of money and Kenworth match it. We build up a kitty and when a new model comes out we can effectively buy it and put it up here in the Kenworth Hall of Fame.
There are now 28 brandnew trucks here that have never worked, as well as 18 restored trucks. The new T620 will be added shortly.”
It is a mark of the man that Jim Hurley has given back to the industry throughout his
long and illustrious career spanning 68 years.
Brown & Hurley recently sold their 19th thousandth Kenworth. I commented that he had made a few quid along the way.
“Well, a little bit stuck to my fingers every now and then,” he replied with a laugh.
The new chairman will be John Crawford from the CMV Group and we hope he will display the same passion as Jim has for so many years.
We thank Jim Hurley for everything he has done, both for the Alice Springs Transport Hall of Fame and the wider industry.
Jim Hurley and his family in front of the Directors Special at the Kenworth Hall of Fame Pavillion. Image: Graham Harsant
Graham Richers, left, accepts his Icon award from Jim Hurley.
Phillip Russell joined the family business when he was just 15.
HONOURING OUR TRUCKING LEGENDS
Truck parade wows the festival crowds
THE Shell Rimula Hall of Fame festivities and Festival of Transport concluded on Sunday, August 31, with the five-yearly (in this case a decade) truck parade.
At 9am over 140 trucks from all over Australia gathered at the Hall and convoyed to Blatherskite Park.
Super-Liner hauling a road train from Brisbane, which carried more of his superb trucking hardware, the convoy was cheered by crowds that lined the whole 20-odd kilometre route.
The trucks came from every state and territory in the country, a testament to both
plenty of old gear – and also to the determination of their owners – plenty of ‘old gear’ there as well.
To witness this event made even the most casual of ob servers weak at the knees.
It is a reflection of the es teem in which the Shell Rim ula Hall of Fame and the
Some ‘might’ in white. The Super-Liner in the foreground is reputed to be worth $1 million.
LEGENDS
Dream Maker Award winners revealed HONOURING
CORALIE Chapman is the new Chair of Transport Women Australia Ltd (TWAL), and in that role, after paying homage to her predecessor, Jacquelene Brotherton, proudly introduced the recipients of this year’s TWAL Dream Maker Awards.
Clare Hurley was one of those recognised for her decades of unwavering support, not only of husband, Jim, but the entire Brown and Hurley business.
She welcomed drivers and customers to Kyogle, often providing meals late into the night, accommodation and support for work experience trainees.
Clare attended every function, trade show, and event, entertaining customers’ families and to this day is still knitting blankets for older customers grandchildren!
For 40 years, she led the company’s Charity Golf Tournament, raising over $300,000 for local causes. Known for her warmth, dedication, and quiet influence, Clare not only supported the business but also raised three children while JJ was on the road.
Clare was joined by Sharna
Chapman for her unwavering commitment at Runnymede Trucking Company through her resilience, adaptability and hands-on leadership.
Danielle Inverno grew up in trucking, always beside her father, riding in the passenger seat. In 1999, she married Pep pi and together they founded G & D Inverno Transport.
Sara Johnson, as the Oper ations Manager at Multiquip, is the kind of person who works diligently without fuss or need for recognition.
Joanne Bilato grew up with a deep understanding of the industry’s demands. She saw first-hand the long hours, the unpredictability and the personal sacrifices that come with life on the road.
That early understanding shaped her lifelong commit ment to the industry.
Marrying truck driver John Bilato, who later became a co-owner of G&S Transport, Joanne became an integral force behind the business.
Samantha Johnston is the current Operations Manager at Stanes Transport, giving 110 per cent each day and works whenever needed to support the staff to get the job done.
All the drivers look to Sam for support and guidance when they need help and she looks after each one of them. Glenice Silcock worked for Hawkins Transport in the Hunter Valley and then moved to Mountain industries in Newcastle. She was Personal Assistant to the Operations Manager.
Tarrant has significantly contributed to the transport industry alongside her husband, Trevor, since founding TC & DA Tarrant Transport in 1979. She dedicated countless hours to their business, allowing Trevor to focus on the road.
Valetta Wilson married Syd in 1947 and together they
built Wilson’s Transport. For 66 years of marriage, Valetta was the backbone of the business, even providing meals for drivers.
Teresa Windle is nominated for her outstanding dedication, leadership and lifelong commitment to the transport industry for 15 years as Office Manager at Frontier Cement’s
Trucking, Transporting…
Deirdre
busy Broome depot. Carol Zeilke and husband Henry built Zielke’s Transport in Blackwater, Queensland, from the ground up. While Henry was on the road, Carol worked full-time and managed the paperwork at night, later overseeing a business that grew to 62 trucks and 80 staff.
Joanne Bilato, right, with Coralie Chapman.
Teresa Windle, right, receives her Dream Maker Award from Coralie. Images: Graham Harsant
Proudly supporting Reader Rigs
Share your truck pics to win with Shell Rimula
SHELL Rimula has partnered with Big Rigs in a big way – so there are even more reasons to send in your best truck shots.
Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card.
Keep an eye out for our regular posts on the Big Rigs Facebook page, calling for your best truck photos and add yours in
the comments, or email them direct to danielle.gullaci@ primecreative.com.au for your chance to win the main prize.
Don’t forget to include a brief note about the truck and where the photo was taken. We’ll feature some of the best photos in each print edition of Big Rigs, with one winner announced each month.
Keep those amazing truck pics coming!
Gary Morton captured this glorious sunset in Broome, WA. Nullarbor.
Luke Selvage snapped this great shot of the Volvo on a beautiful morning out at Blenheim State Forest, NSW.
Zac Anthony shared this great shot of the old girl about 150km north of Alice. “Nothing finer than a heritage 69er,” he said.
Tom Sutton took this great photo while stopped near the Victoria River Roadhouse in the NT.
Kyle Nicholas captured this beautiful photo, as a storm rolled in over the canola fields at Quambatook, Victoria.
Keeping you and your business unstoppable
A great photo from Chad Rowe, as he headed from Kununurra to Perth, carrying produce.
Angus Karger sent in this ripper, taken on a wet day in Ararat, Victoria.
Harlee Hess snapped this cool pic of DTS Haulage’s T659 called ‘The Only Way I Know’, while tipping a load of urea
Danny White took this great pic of the Riordan Fuels A-double, enjoying a perfect winter’s day in Moama, NSW.
Mina Mc shared this pic of the Mack truck and crane set-up at Bodangora Wind Farm, NSW. turn-off, heading north for Townsville.
The Topsoil Organics twins ‘Risky Business’ and ‘5 O’clock Somewhere’ snapped by Matthew Elliott at sunset at Hannaford, Queensland.
AUSTRALIA’S transport and logistics sector is facing a critical challenge: a growing shortage of heavy vehicle (HV) drivers.
This issue, highlighted in the Transport and Logistics 2025 Workforce Plan developed by Industry Skills Australia (ISA), is one of the most pressing concerns for employers across the industry.
T he ability to attract and retain skilled workers is not only vital for business operations, but it also has far-reaching consequences for supply chains, regional communities, and the national economy.
A shortage with serious consequences
The impact of the HV driver shortage is already being felt.
Freight volumes are projected to rise by 23.4 per cent by 2034, yet many operators are struggling to meet current service demands. Some businesses report heavy vehicles sitting idle simply because there are no drivers available.
This bottleneck disrupts just-in-time inventory systems, increases costs due to rising
itability and viability of transport businesses. Passenger transport is also under pressure.
As governments push for greater use of public transport to support decarbonisation goals, demand for services is increasing, at a time when operators are already stretched thin. Delays and cancellations caused by driver shortages are affecting communities across the country, particularly in regional areas that rely heavily on road transport.
Skills, safety and standards
Driving a heavy vehicle requires more than just a licence - it demands a high level of skill, especially for articulated and multi-combination vehicles. Industry stakeholders have raised concerns about inconsistent training and licensing standards, as well as limited financial support for mentoring and training new drivers. In response, a new occupation classification, Articulated Truck Driver (Skill Level
under the Occupation Stan dard Classification Austra lia (OSCA), recognising the e xpertise needed for oper ating larger vehicles. Indus try roundtables have also c alled for improved training to enhance safety and per formance, particularly for d rivers of road trains and those transporting dangerous goods.
ISA’s strategic response
As part of a broader strategy to attract, retain, and upskill HV drivers, ISA is working on several recently launched key initiatives:
Tackling driver shortage with action plan
Addressing heavy vehicle driver shortages
This industry led project will develop a National Heavy Vehicle Driver Action Plana strategic roadmap to tackle the driver shortage.
The plan will outline the current state of the industry, impacts of the shortage, and existing initiatives address this critical challenge. It will also identify future actions, including areas needing government or industry support, nd provide links to further resources.
Skilling HV drivers and licensing update
ISA is reviewing and updating heavy vehicle licensing competency standards to align vocational training with reforms from the Austroads National Heavy Vehicle Driver Competency Framework.
People first, for a future-fit supply chain workforceThese
prove job-readiness for new d rivers.
This project will ensure vocational training reflects these standards, helping to close skills gaps, especially for new and multi-combination vehicle drivers, and build employer confidence in driver competency.
Livestock transport training
Transporting livestock requires specialised skills in both vehicle operation and animal welfare. To improve training access and consistency, the Australian Livestock and Rural Transporters Association (ALRTA) partnered with ISA to develop a nationally recognised skill set for livestock transport.
This responds to recommendations from Jobs and Skills Australia and addresses current challenges, including fragmented training units across multiple Training Pack
welfare standards and NHVR regulatory advice. ISA will also consult with stakeholders to identify future training and assessment needs, informing the next phase of the project and supporting best practice across the industry.
Dangerous Goods driver training review
Transporting dangerous goods requires strict safety compliance, yet current training standards vary widely. In response to industry concerns, ISA is reviewing the key licensing unit, TLILIC0001 Licence to transport dangerous goods by road, to improve consistency and safety.
T his work supports the National Transport Commission’s broader review of the Au stralian Dangerous Goods Code, which will introduce updated training requirements.
A dedicated working group is assessing current delivery and
Final updates will be shaped collaboratively by industry experts and regulators, aiming to raise safety standards and ensure nationally consistent training for dangerous goods transport.
According to ISA CEO Paul Walsh Australia’s transport and logistics sector is facing unprecedented workforce challenges, and the shortage of heavy vehicle drivers is one of the most critical.
“These new initiatives are not just strategic, they’re essential. By working collaboratively with industry, u nions, governments, and training providers, we’re laying the groundwork for real, lasting solutions that will strengthen our supply chains, support urban and regional communities, and support the sector’s longterm viability,” Walsh said.
Looking Ahead
Truck driving is currently the ninth most common occupation in Australia, and ith freight volumes expected to grow by 11.5 per cent ver the next five years, the demand for skilled drivers will only intensify.
ISA’s initiatives mark a significant step in turning strategy into action, nsuring Australia’s transport and logistics sector is quipped to meet future challenges and seize new opportunities.
Australian Livestock and Rural Transporters Association has partnered withi ISA to develop a nationallly recognised skill set for livestock transport.
DRIVING AUSTRALIA SPECIAL FEATURE
Path to a rewarding career
FROM starting as a truck driver at Coho Group seven years ago, Cameron O’Brien has worked his way into his current role as a driver trainer.
Cameron, 42, is originally from Brisbane and moved to Roma about seven years ago. It was there that he found work with Coho.
Back home, Cameron had spent a few years driving trucks, so when he saw there was an opening at Coho, he decided to give it a go.
Started in 2012, Coho Group offers complete fluid management and land spraying solutions, predominantly working
in the oil and gas sector
The business is based at Roma, operating a fleet of approximately 80 trucks and employing around 180 drivers – as a large portion of the fleet is on the go 24/7.
Coho’s unique fleet includes the largest custom fleet of vacuum trucks in Australia.
When he joined the business as a truck driver, Cameron’s main role involved rig site work, for the land spray division of the business.
“I got to know all of the different sorts of rigs and all the trucks by doing a lot of fill-in work at different locations whenever it was needed,” he said.
Now he’s passing on all the knowledge he’s learnt to both new and seasoned company drivers.
As Cameron explained, “I was driving trucks for about three years, before moving into the driver training role, which involves teaching our drivers how to drive our unique trucks, how to operate in and out of the rigs, how to operate all of the equipment, how to work rig site and all of those sorts of things.”
Coho places a strong em phasis on the training and de velopment of its staff. Along with training new drivers entering the business, it offers annual refresher training to ensure everyone is safe, confi dent and competent in all the work they undertake.
Furthering its capabilities in the truck driver training space, Coho added a driver simulator to its training pro gram around 12 months ago.
“For all the new operators, we bring them through the simulator and do a driving test to make sure they’re competent in all aspects of driving,” said Cameron.
“The simulator is housed inside a caravan so we can take that around to different sites. It enables us to do all sorts
of training including rollover prevention, hill climbs and that sort of thing.
“It’s a great tool we can use to assess where drivers may require additional training or support – then we can provide extra training in those areas out in the field.”
For Cameron, being able to
help other drivers and provide them with training and support have been the most rewarding aspects of his current role.
As Coho continues to grow, it is currently looking for more people to join its team in Roma, with ongoing work, and full training and upskilling available.
offers family friendly rosters, assisting its staff to maintain a work/life balance.
If you’re looking for work/ life balance with an organisation that values its people and rewards hard work, email careers@coho-resourc es.com or call 07 3870 0849.
HEAVY VEHICLE DRIVER/OPERATOR POSITIONS AVAILABLE
About the position:
• Semi, road train and truck & dog combinations
• Water and vac tanker operations e.g., dust suppression/road watering, transporting drilling fluids, water etc
• Specialised landspray operations
• Managing fluid transfer operations on the lease
• On the job training provided
• 12-hour shifts
• Roster is either 2/2 or 2/1 weeks (depending on the operation)
• Meals and accom provided
• This role can be labour intense which requires applicants to be physically fit and have a sound knowledge of positive manual handling techniques
• Sign-on incentive/bonus (conditions apply)
• Above award wages, with the potential to earn up to $52/hr plus super
Requirements of the positions:
• Heavy vehicle licence required
• Min 2 years (recent) heavy vehicle driving experience
• Competently drive an 18-speed road ranger transmission
• Mandatory medical assessment and traffic history checks
• Commitment to health, safety and environmental practices and standards
• Knowledge and understanding of heavy vehicle maintenance
Due to company expansion, we have multiple positions available providing heavy vehicle support to CSG field operations in South West QLD. Please direct all applications and enquiries to: careers@coho-resources.com Craig Davis: 0455 538 253
Coho
Images: Coho Group
DRIVING AUSTRALIA
Dave’s career change to shape the next generation
DAVE Jenkinson had been working in the heavy commercial vehicle industry for 15 years when he saw a newspaper ad for trade teachers at TAFE Queensland: 18 years on he hasn’t looked back, completing the Certificate IV in Training and Assessment (TAE40122) to be qualified to teach at TAFE Queensland and rolling on from there.
Completing his apprenticeship as a diesel fitter fresh out of high school, Dave’s career began at a civil engineering
variety of plant and vehicles and attending training at TAFE Queensland.
Following his apprenticeship, Dave moved into the environment and waste sector, where he again worked on a diverse range of vehicles across two businesses. This period was a steep learning curve for Dave, culminating in experience with the engineering aspects of vehicles, building bespoke truck bodies from scratch at JJ Richards.
“I learned a lot in the waste industry. Especially building the trucks at JJ Richards, the various sides of heavy commercial vehicles from engineering to hydraulics, we made and tested all of that for those trucks and that was unique to that business,” Dave said.
Taking his first step towards management and mentoring apprentices, Dave then oved into a Service Manager position at a high-end alership in Brisbane, where he created significant change over three years to improve the work standards and lower re-work rates.
“When I arrived there, there were no processes and the workshop was made up of mainly apprentices and trade assistants who didn’t have structured learning or opportunities,” he said.
“I pretty quickly decided my main job was to get the eight apprentices onto a structured path through their training and making sure they could progress well, so that the workshop could improve its output.”
It was through this time that Dave found he had a passion for helping apprentices learn skills the right way and progress to become well-rounded tradespeople. With some background knowledge of TAFE teaching as a career based on his father’s experience, Dave was beginning to formulate a plan to shift gears in his career.
“My dad had been a TAFE teacher, so I had some understanding of what the job was. I was reading the paper one day and saw an ad for teachers wanted at the Mt Gravatt campus, and I just knew it was for me.”
Starting out teaching first year apprentices, Dave quickly learned how to manage classes and teach concepts to a variety of personality types. As he progressed in his teaching and the make-up of teaching teams shifted, he moved through to teaching more advanced subjects to apprentices in the later years of their training.
“I had been teaching for a few years when a new heavy automotive training building was opened at the Acacia Ridge campus and we moved into that facility. Once we were there I started to learn about the systems and things like creating training programs, which would come in handy later in my career.”
By then a Leading Vocational Teacher, Dave was passing on the things he had learned to newer teachers and focussing on ways to make far-reaching impact on the training quality for apprentices.
“I was really focused on improving our class management, making sure training a ligned to what the industry needed, and using all of the
equipment we had to its best ability.”
This made Dave an ideal candidate for his current job as Business Manager of Heavy Commercial Industries Training, which has seen him continue to mentor teachers at various stages of their careers and have wide-reaching influence on apprentices’ experience in their trade.
“I know I can make a difference to so many students and really give back to the industry by making sure all our teachers and all our training quality is as good as possible, and I really love that,” he said.
“It’s crazy to think I’ve spent 18 years here, and often people ask if I get bored of teaching the same things over again, but there is so much variety in our trade to teach, and every single class is different. New students, new questions, challenges, ideas, it’s very rewarding and exciting and that has never gone away.”
TAFE Queensland teachers deliver educational excellence. Join our team and help encourage and mentor the next generation of trade professionals by completing the Certificate IV in Training and Assessment (TAE40122).
MEGATRANS is Australia’s largest integrated conference and exhibition for the logistics industry. It brings together leading companies showcasing advanced technologies and services, all focused on enhancing and supporting a sustainable supply chain through innovation and collaboration.
Since becoming a TAFE teacher, Dave Jenkinson hasn’t looked back. Images: TAFE Queensland
training building at TAFE Queensland’s Acacia Ridge campus.
IN an industry where driver shortages are becoming increasingly common, waiting until the last minute to recruit new heavy vehicle drivers can spell disaster for your business. Operational delays, increased costs, and compromised safety standards are just some of the risks associated with a reactive hiring approach. The key to sidestepping these issues lies in proactive workforce planning – starting early, investing in apprenticeships, and broadening your recruitment strategies to attract diverse talent. There is a critical need for proactive workforce planning and uptake of the Heavy Vehicle Driver Apprenticeship (HVDA) to create a pipeline of drivers for the future.
The Queensland Trucking Association (QTA) strongly advocated for the HVDA in Queensland which will, in time, provide a strong pipeline of competent job-ready drivers to safely and competently perform the ever-increasing road freight task.
Why waiting until the crisis is a mistake
Many transport companies fall into the trap of off-thecuff recruitment when driver
shortages arise. This reactive approach often results in paying premium wages to fill urgent vacancies, rushing induction and onboarding processes, and employing drivers who may not be fully prepared, risking safety and operational integrity.
In contrast, strategic workforce planning involves forecasting your staffing needs, identifying gaps well in ad-
vance, and developing a pipeline of skilled drivers ready to step into roles as they become available. To assist the industry, the QTA offers a Workforce Planning service targeted towards small to medium transport businesses in Queensland. The service will support you to move from being reactive to proactive, save you money, reduce your risk, and ensure your business remains resilient
Delivering Services Driving Results
to keep up with long term con tract delivery and planning for n
Take charge, solve your driver shortage
The power of apprenticeships in building a professional and skilled workforce Queensland is currently still the only state in Australia to have the HVDA approved for delivery. There is a strong focus on the process of how to get a truck license howev er there is a glaringly obvious gap that is deserving of more attention and that is, how newly licensed or inexperi enced truck drivers can safe ly gain on-the-job training. Without a mechanism for this to occur in all states, the licensing system will only ever continue to churn out people with a truck license with no pathway into employment to gain experience.
The HVDA is the solution that provides this pathway to receive on-the-job train ing and obtain a professional trade qualification. Under taking comprehensive prac tical and competency-based training in the employment environment delivered by a Registered Training Organisation is one of the most effective ways to develop your
lihood of accidents and insurance claims. Additionally, developing your own talent pipeline provides a solution
By proactively addressing workforce needs today, you’re not just filling vacancies –you’re shaping the future of your business. The time to act is now.
QTA’s Workforce Planning Service is a free service, available to any business in Queensland performing a transport task across the entire transport and logistics industry. Contact the
This position is funded and supported by the Queensland Government.
TSV Mini Loads driver June Fraser. Images: QTA
JR Stephens and co-driver Anthony Borg with his L plates.
DRIVING AUSTRALIA
New partnership fills industry skills gap
SEVERAL of Queensland’s major industry associations –including Heavy Vehicle Industry Australia – have partnered with an independent school to launch a new Automotive Academy in response to key workforce challenges.
HVIA, the Australian Automotive Aftermarket Association (AAAA) and the Motor Trades Association of Queensland (MTAQ) announced the launch of a specialist academy with The Industry School on August 12.
This initiative – the first of its kind in Queensland – aims to ignite interest amongst young people, build practical skills and inspire pathways in the rapidly evolving automotive sector.
“HVIA is delighted to extend its existing relationship with The Industry School and looks forward to the opening of the Automotive Academy,” HVIA CEO Todd Hacking said.
“The heavy vehicle industry needs an additional, sustainable, energetic pipeline of apprentices and targeting schoolbased learners is an exciting opportunity for the industry.”
The Automotive Academy aims to address key skills gaps and drives workforce growth.
“MTAQ has identified that addressing skills and labour shortages is the number-one issue facing the industry today. Creating pathways for students into automotive careers that The Industry School has developed is a critical feature of the automotive industry’s workforce development strategy,” said MTAQ CEO Rod Camm.
Designed for senior secondary students, the specialist automotive program blends classroom learning at The Industry School with immersive hands-on training with strategic partner TAFE Queensland, and unmatched work experience and employment opportunities designed especially for a career in the automotive industry.
Starting in January 2026, students will earn a Certificate II in Automotive and engage in industry immersive experiences spanning light vehicle, heavy vehicle and the automotive aftermarket.
L ee Smith, CEO of The Industry School, says an integrative approach to industry education fosters technical talent, character and employability.
“Our students spend up to 28 weeks per year in industry, balancing academic and voca-
tional education, work experience and an apprenticeship, driven by real-world exposure. It all starts by partnering with industry associations like HVIA, AAAA and MTAQ,” he explained.
The Automotive Academy will strengthen a critical pipeline of educated, skilled technicians in south-east Queensland, countering workforce shortages, industry perceptions and technology advancements.
The AAAA says the Academy is a fantastic initiative with an innovative approach to secondary school trade pathways.
“It’s no secret the automotive industry is in the midst of a skills shortage. As it stands, we need a further 73,500 apprentices just to meet our current needs and with 3300 new workshops opening in the past five years, the demand is certain to grow well into the future,” the AAAA says.
“New strategies and partnerships are necessary if we are to meet the challenges before us, and we are extremely proud to be supporting the Automotive Academy, helping to kickstart careers for the next generation of technicians as we move towards a more sustainable automotive workforce.”
W hether tuning a small engine, inspecting a truck’s driveline, or customising performance upgrades, Academy graduates will thrive in a range
of automotive careers.
The first students for the Automotive Academy will start in Term l of the 2026 school year. Initial enrolments will
launch through The Industry School’s Ipswich campus, with plans to expand across additional campuses in south-east Queensland.
[L-R] HVIA CEO Todd Hacking and Lee Smith, CEO of The Industry School, celebrate the new partnership. Image: HVIA
Truck licensing in crisis: Trainer calls
many echoing calls for urgent truck licensing reform, Queensland driver trainer John Skinner says unsafe practices are putting the public at risk.
John has over 30 years of experience as a truck driver.
In January 2023, he launched Gold Coast Truck Driving School, where he helps new drivers get their start behind the wheel and experienced drivers upgrade to higher li cence classes.
tion truckie has decades of ex perience out on the highways, he believes that not all truck
driver trainers and assessors are adequately equipped with the skills and knowledge needed for the job.
“Many are testing drivers in Road Ranger, HC and MC trucks with no industry background at all,” John said.
“This lack of accountability is having real consequences,” adding that he’s seen the ramifications firsthand.
“I recently saw a Heavy Rigid (HR) licence issued to a student who clearly could not
harshly at every intersection, unable to keep the truck in the lane or get it up to speed.
“He even admitted he didn’t expect to pass but said he’d just ‘have a crack’ because he couldn’t afford more training,” said John.
“At the end of the test, the examiner told him, ‘Great drive!’ – then turned to me, blamed my truck and walked off.”
for new MC licence hold ers. If a driver can’t back a truck around a corner or parallel park during a test, they shouldn’t be licensed to take heavy vehicles onto our roads.”
forms that he believes could help fix the broken system.
ny-hopping for the first two minutes of the test, braking
John says he has reported cases like this to relevant authorities many times, but no one has ever followed up.
“Drivers can leapfrog from a car licence to Heavy Rigid (HR) and then straight to Multi-Combination (MC) – putting them in charge of B-doubles and road trains with minimal real-world training,” John added.
“Even more concerning, the current Heavy Combination (HC) and Multi-Combination (MC) tests only require a candidate to reverse in a straight line.
“No corner reverse. No parallel park. Nothing that reflects the daily reality of driving heavy vehicles in yards, depots or on the road.”
John has labelled this approach as unsafe and irresponsible. “The public should not be the training ground
•
been watered down to the point of absurdity. Two small changes – staging HR to HC, and adding proper reversing tasks – would dramatically lift standards, protect road users, and restore respect to the industry,” John said.
Fix the licensing pathway
John would like to see drivers required to spend:
• 12 months on a car licence before progressing to Light Rigid (LR), Medium Rig id (MR), or Heavy Rigid (HR).
• 12 months on HR before being eligible for HC.
• 12 months on HC before being eligible for MC.
“This keeps the overall time frame the same but ensures drivers build skills step by step instead of jumping directly from HR to MC,” he said.
“Doing 12 months on HC
catastrophic, and licences must guarantee a minimum skill standard before drivers take the wheel,” John said.
“Truck driving is a skilled trade. Licensing should reflect
“These reforms require no major cost or bureaucracy
DRIVING AUSTRALIA
SPECIAL FEATURE
Judging already underway for record-breaking awards
JUDGING is underway for the prestigious 2025 Heavy Vehicle Industry Australia (HVIA) National Awards, which this year received a record number of entries.
Twenty-seven esteemed judges are tackling the tough task of assessing the 52 nominations lodged across nine categories, including Product Innovation, Safety Innovation, Sustainability Initiative, Community Leadership, Industry Leadership in Workforce
recognise the rising stars of the industry across three trade pathways: Heavy Vehicle Technician Apprentice of the Year; Heavy Vehicle Manufacturing Apprentice of the Year; and Heavy Vehicle Specialist Trades Apprentice of the Year.
HVIA Chief Executive Officer Todd Hacking says the awards are a fitting celebration of the heavy vehicle industry’s leading innovators and innovations.
“Every year we’re honoured
he says.
“That is along with the joy it brings us to recognise some amazing young industry people at the start of what we expect to be a long and fulfilling career in the heavy industry.”
The 2025 awards will be presented at a gala dinner to be held on Thursday, December 4 at the home of the Brisbane Truck Show, the Brisbane Convention and Exhibition Centre (BCEC).
This year’s awards dinner is extra special, Hacking adds, as it coincides with the HVIA 10th -
MOMENTOUS EVENT IN YOUR DIARY NOW AND PLEASE JOIN US WITH MEMBERS OF YOUR TEAM, CUSTOMERS, FAMILY AND FRIENDS FOR WHAT PROMISES TO BE A MEMORABLE AND MEANINGFUL CELEBRATION.”
TODD HACKING
ing 10 years since the former Commercial Vehicle Industry Association of QLD (CVIAQ) board effected the change to a truly national voice for the heavy vehicle industry, Heavy Vehicle Industry Association (HVIA).
The dinner is open to the entire heavy vehicle industry community – from manufacturers and suppliers to transport operators, educators and government partners. It will be a night of recognition, celebration and reconnection, as H VIA honours those who are building the future of this vital and resilient industry.
After drawing a record 270 people to the 2024 HVIA Awards Dinner, Hacking’s
goal is for more than 400 industry attendees to come together to celebrate another great year – as well as HVIA’s important milestone.
“HVIA’s first decade as a national organisation was about getting the right balance, between acknowledging our history and celebrating the legacy of CVIAQ, whilst also unashamedly growing as we spread our wings into new unchartered waters. I believe we’ve done that,” he says.
“There is no doubt that we have changed a lot with a new magazine in ROADBOSS, a new conference in TruckShowX, and an expanded Brisbane Truck Show footprint called Truck Week which de-
livered an all-time record attendance of 54,790 attendees in 2025.
“We have also been able to add new personnel and extra resources, and increased services to support our membership, which has doubled in the past five years alone.
“Mark this momentous event in your diary now and please join us with members of your team, customers, family and friends for what promises to be a memorable and meaningful celebration of our shared achievements.”
Tickets to the HVIA 10th Anniversary Gala Dinner are available at https://hvia.asn. au/hvia-national-awards/.
EVERY LOAD IS UNIQUE –CHECK YOUR RESTRAINT SYSTEM
There is no one-size-fits-all approach to load restraint.
The appropriate restraint system will depend on the nature of the goods being transported and the type of vehicle being used. The Load Restraint Guide provides helpful information that will assist in choosing the safest restraint system for your load.
The updated guide highlights key elements of a safe load restraint system, from load positioning and vehicle structures to lashings, blocking and coverings. With clearer examples and practical tips, it helps industry make the right choices for every journey.
Always use appropriate loading equipment and methods and remember each load is unique, but safety is constant.
Explore the Load Restraint Guide today.
Images: HVIA
[L-R] Craig Lee (Penske Australia), Rocky Di Battista (Magnum Australia) and Brayden Conaghan, 2023 Apprentice of the Year.
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Weethalle wows truck fans
BY DAVID VILE
SITUATED on the Mid-Western Highway in the New South Wales Riverina area, the small town of Weethalle held its annual truck show on August 17.
Held as part of the town’s 87th Agricultural Show, the event saw 35 trucks from as far afield as Sydney and Numurkah roll into town to compete in the many show-nshine categories.
Organiser Vicki Jolly was delighted with the turn-out of trucks to the event which also had a great level of backing from sponsors such as Inland Truck Centre and Royan’s in Wagga, Cummins in Leeton and Ray Connelan Truck Repairs in West Wyalong.
With a number of categories with prizes on offer the judges were kept busy with all trucks presented to a high standard.
The trip across from Goolgowi was a rewarding one for
owner-driver Michael Domjahn, who went home with the RC Metalcraft Truck of the Show award with his immaculate 2024 Kenworth T659.
Guilfords General Transport from Leeton collected the Nigel and Erica Bailey Best Fleet Trophy with their line-up of Kenworths.
The coveted People’s Choice award went to Ryan Alexander from Farm Freight with his Kenworth T409 which today pulls a tipper set on grain and fertiliser transport, having been based out of Bombala on timber haulage in its previous working life.
With the cool start clearing to a cloud-free sunny day the trucks on show were shining and with a relaxed atmosphere many of this year’s participants will be looking forward to making a return visit to Weethalle in 2026.
• Turn to page 40 for more great show pics.
CATEGORY WINNERS
Best vintage truck – restored: Scott Martin
Best vintage truck – unrestored: Grant Elliott
Best local: Chris Judd
Best truck 0-5 yrs: Nathan Betts
Best truck 6-10 yrs: Mitch Carroll
Best truck 11-20 yrs: Bryon Craven
Best truck 20+ yrs: Rob Lindsay
Best farm truck: Col Trethowan
Best rigid: Mark Guilford
Best fleet: Guilford’s Transport
People’s choice: Ryan Alexander (Farm Freight) Truck of the show: Michael Domjahn (MDTrucking)
A delighted Michael and Sharon Domjahn with daughters Chloe and Elizabeth with the Truck of the Show ribbon and trophy. Images: David Vile
The Farm Freight lineup from Rankins Springs, including the Kenworth T409 which took home the People’s Choice award.
Bruce Brown made the trip down from Glemore with his recently-restored International C1300.
(L-R) Commercial beekeepers Thomas, Anthony and Louise Pullen with their Freightliner Argosy ‘hive hauler’.
Kenworths dominate prizes at Weethalle
From page 39
Flying the flag for Volvo was this 700hp FH16 owned by Altora Ag in Temora.
The Kenworth T359 of Guilford’s was a winner of Best Rigid.
Country Proud: This FH Volvo follows the show circuit towing a mobile clothing store for PBOZ.
Guilford’s of Leeton, with a stunning line-up of Kenworths, won Best Fleet.
A classic mix of ‘farm trucks’ parked at Weethalle having brought tractors in for the machinery show: International ACCO, Ford LTL9000 and Kenworth T601.
When the clouds cleared the trucks dazzled the fans in the August sunshine.
The MD Trucking Kenworth T659 took out the Truck of the Show award.
Mitch and Jess Carroll with kids Mackinlay, Jimmy and Marty from Coleambally, who took out the Best Truck 6-10 years category with their Kenworth SAR owned by Mitch Sutton Transport.
Community spirit shines at Wondai
WORD is spreading fast about the laid-back allure of the annual Wondai Truck Show.
This year’s event attracted a record 63 official entries with a handful of others joining in the convoy that literally stopped the quiet Queensland town in its tracks.
Organiser Lauren O’Neill from Harley’s Heavy Diesel said the relaxed, community feel is what sets Wondai apart from other shows.
“I think, being a small country town makes for a laid-back atmosphere, and everyone has said that the atmosphere is so good,” she said.
While convoys have featured before at the event, Lauren explained that this year’s was bigger and better.
“This is the first time we’ve encouraged people to meet at the local BP, and all travel in together.
“The convoy stopped the town – the whole town was lost for words. Our mayor
Kathy Duff said it was unbelievable.”
Lauren said Harley’s Heavy Diesel has been the stewards of the event for three years, but the show itself has been around a little longer.
“It’s probably been running for about five years, but the last three years we have grown it dramatically.”
Held in conjunction with the wider Wondai Show, all proceeds go back into the Wondai community.
Awards were handed out across 13 categories this year, from Best Bling to Best Tribute.
Standouts included show regulators S & J McMahon Transport with its PHAT SAR head-turner and Andrew McBride’s 2023 Kenworth T610, representing Gordon Brook Quarry Services, sand and gravel.
The T610 scooped up the silverware for Best Tribute
2. S&J McMahon, PHAT SAR
Best 0-3 Years
1. Greg from Sanbella, Kenworth T909
2. Andrew McBride, Gordonbrook Sand Quarry, Kenworth, T610
3. Jack, Ison Haulage, C509
Best 4-9
1. Craig Rolfe, T900 Legend
2. Ben, BJC Transport, T659
3. Gavin Jesell, Jessell Haulage, 610SAR
Best 10 – 19 Year
1. Shane, Gleich Contracting, T908
2. Peter Goomeri Tranpsort, Western Star 4800
3. Liam Pickering, KQS, C509
Best 20 -29 Years
1. S & J McMahon, T950
2. Graham, Powers Transport, T904
3. Scoot Russell, Jackls Trucking, 143M
Best Vintage
1. Van Damm, Liam Pickering, S2
2. Nev Turner, B61
3. Larner, L&T Haulage, C1800
Best Local Rig
1. Andrew McBride, Gordonbrook Sand Quarry, Kenworth T610
2. Paul Keating, Seilers Transport, Kenworth T909
3. Daniel Webster, BJC transport, Kenworth T659
Best Fleet
1. Gleich Contracting
2. Masondale
3. Powers
Best Lights
1. Zac, Powers Transport, Kenworth T909
2. S&J McMahon, PHATSAR
3. Shawn Liftin, Corbets, SAR
No time for shine
1. Becker, Barambah Transport, Mack
2. Becker, Baramabh Transport, Mack
3. Dylan Kapernick, Western Star
Best Bling
1. S & J McMahon, PHAT SAR
2. Greg Powers Transport, T909
3. Wayne Gleich Contracting, C509
Best Tribute
1. Andrew McBride, Gordonbrook Sand Quarry, Kenworth T610
2. Larner, L&T Haulage International, C1800
3. Paul Keating, Seilers Transport, T909
People’s Choice
1. Liam Pickering, S2
2. Andrew McBride, Gordonbrook Sand Quarry
3. Paul Keating, Seilers Transport
Best Interior
1. Zac, Powers Transport, T909
2. S&J McMahon, PHAT SAR
3. L & T Haulage, W900
Sponsors of the day
Brown and Hurley Caboolture Omikron
Harleys Heavy Diesel Wondai Truckline Parkers Plumbing and Gas Yesberg Civil
Gleich Contracting were deserving winners of the Best Fleet prize with an eye-catching line-up.Liam Pickering’s stunningly restored 1975 Kenworth was a huge hit with show fans.
The T610 scooped up the silverware for Best Tribute Truck, Best Local Rig and Truck of the Show. Images: Ray Lawrence Photography
Truck of the Show
1. Andrew McBride, Gordonbrook Sand Quarry, Kenworth T610
Put the future to work
Kenworth stands by its history of design of trucks that are easy to operate and maintain. The new generation Kenworths integrate the latest technology while upholding this philosophy, making our newest models smarter than ever. Put the future to work for your business.
A truckie’s best friend for life
“Driver under instruction.” Jarnie Smith’s staffy steers the Kenworth K104 – under supervision, of course.
Chops shared this shot of his dog Gary reading an issue of Big Rigs on his travels in the truck. “He does struggle a bit turning the pages though!”
Niell Graham’s four-legged pal supervises as he does some maintenance work during wash day.
Josh Schutz shared this cute pic of Cheech security duty.
Andreas Johansson shared this cute shot of Jerry the kelpie in the driver’s seat of his 1996 Scania K133 bus, that’s been turned into a motorhome.
Day on August 26, we asked readers to share some photos
panions, as they travel near
Mark these trucking events in your diary
FROM epic truck convoys and show ’n’ shines to heritage displays and major industry conferences, there’s something for every road transport enthusiast in 2025.
Whether you’re chasing trophies, connecting with industry leaders, or simply soaking up the chrome and camaraderie, check out what’s coming up across the country.
SEPTEMBER
NatRoad Connect 25
September 11-12
Shepparton, VIC natroad.com.au
NatRoad’s annual conference gives you the opportunity to connect with industry representatives, operators, NatRoad members and partners to receive operational information and advice.
QTA Industry Awards and Gala Dinner
September 13
Royal International Convention Centre Brisbane, QLD qta.com.au
Heralded as the ultimate night of celebration for Queensland’s road freight industry, the gala promises to bring together leaders from government and industry, fleet owners, suppliers, and professionals from across the sector to recognise and reward the outstanding contributions shaping the future of freight.
Road Freight NSW Conference and Awards
September 19
Dockside Sydney, NSW roadfreightnsw.com.au
Road Freight NSW’s annual conference and awards is returning to the Dockside venue at Cockle Bay Wharf, right in the heart of Sydney. Key topics will include economic forecasts, regulatory reforms, and workforce trends with a spotlight on how businesses can prepare for growth.
Young Show Horsepower Show
September 21 Young, NSW youngshow.com.au
The 2025 Young Show Horsepower Show will be held at the Young Showground. The Horsepower Show includes trucks, cars and motorbikes. Everyone is welcome and there’s plenty to see. For more information visit the Facebook page @youngshowsociety or call 0417 200 353.
OCTOBER
Yesteryear Truck and Machinery Show
October 4-5
Wauchope Showground, NSW
The show will feature historic and late model working trucks, tractors, machinery, stationary engines, draught horses, working chainsaw display, vintage cars and motorcycles. Camping is available for exhibitors at only $10 per night per site. Admission is $10 per adult for non-exhibitors. For more information about the truck component of the show, call Kirby Maxwell, 0407594149.
Lights on the Hill
October 4-5
Gatton Showgrounds, QLD lightsonthehill.com.au
Be part of this special weekend as trucks roll together to honour and remember those lost from the road transport industry. The weekend starts with the convoy on October 4, with the memorial the next day at Lake Apex.
Boort Truck Show
October 11
Boort Park, VIC Truckies from all over the state, and beyond, are expected to descend on the shores of Lake Boort for one of the highlights of the regional trucking calendar. The event also includes a fireworks display and a shearing competition, with free camping. For more event information, search Boort Truck Show on Facebook.
Camp Quality Convoy
Perth
October 12
Perth Hockey Stadium, Bentley
Camp Quality’s Convoy Perth is a fun way for anyone who drives a truck to show their support for kids facing cancer and their families. Supporters will cheer on our Convoy, as we travel a 53km route around Perth City and Osborne Park, starting and finishing at Perth Hockey Stadium. The event venue will host a free Family Festival packed with entertainment for all ages.
Technology and Maintenance Conference
October 14-15
Victoria Pavilion, Melbourne Showgrounds, VIC new.truck.net.au/tmc
The TMC Conference brings together technical professionals, fleet and workshop managers, technical regulators, mechanics and service technicians.
For 2025, the event moves to a new venue – delivering bigger exhibition spaces and a larger workshop area.
With more than 400 attendees, 40 speakers and 150 companies, the event will share the latest in truck maintenance and technology. Attendees will learn how they can minimise breakdowns and save thousands of dollars through smart purchasing decisions and better maintenance.
Sydney Convoy for Kids
October 26
Sydney Dragway to Hawkesbury Showground, NSW convoyforkids.com.au
Convoy For Kids Sydney Inc. was started in 1992 by a small group of dedicated people from the transport and associated industries who had a desire to help sick children. Today, 31 years later, it’s still a volunteer committee which spend time to put together one special day, not only as a fundraiser but a family day for all.
Drivers and owner drivers, travel from all parts of NSW with their families to participate in this great event each year. Taking part means you are helping raise funds for the NETS Ambulance Service and Kidzfix.
NOVEMBER
Brisbane Convoy for Kids
November 1
Brisbane, QLD brisbaneconvoyforkids. com.au
The Brisbane Convoy for Kids is back on November 1, travelling from Larapinta to the Redcliffe Showgrounds. Once it arrives, a family fun day will take place, with a wide range of activities on offer including live entertainment, auctions, food stalls, free kids’ rides, face painting, animal petting, magic shows, and night lights display.
Convoy participants will also compete in a range of categories, with awards handed out on the day.
Ulverstone Truck Show
November 1
Ulverstone Showgrounds, Tasmania
Held as part of the Thank You Day Show, a fundraising event to raise money for Beyond Blue and New Mornings, this year’s truck show component will feature a Kenworth fo cused show alongside the usu al truck show. There will be prizes for both shows and lots of giveaways. The event starts at 9am.
Convoy for Kids
Goulburn
November 8 Goulburn, NSW convoyforkidsgoulburn. com.au
The Convoy is held on the second Saturday in November each year. The day begins with a truck convoy through town and concludes with a day-long carnival at the Rec reation Area with many nov elty activities and attractions. Over the past 25 years tens of thousands of dollars have been distributed to local fam ilies and organisations. With the continued support of the community Convoy for Kids Goulburn will be able to carry on supporting local children in need.
Mullumbimby Truck Show
November 8 Mullumbimby, NSW mullumbimbysho
Held in conjunction with the annual Mullumbimby Agri cultural Show on the second Saturday of November each year, you won’t want to miss the Mullumbimby Truck Show.
This event will feature a truck parade through the town, sideshow alley, kids’ rides, food vans, full bar facilities and live music. Other features will include horse and cattle events including trotting. For further truck show info see the registration form at mullumbimbyshow. org.au.
Dane Ballinger
Memorial Truck Show
November 15 Bathurst Showgrounds, NSW bathursttruckshow.com.au
The Dane Ballinger Memorial Truck Show is back, with plenty to see and do for the whole family. There will be huge range of trucks on display, from old
Illawarra Convoy
November 16
Illawarra, NSW illawarraconvoy.com.au
Touted as the largest truck and motorbike convoy in the southern hemisphere, the Illawarra Convoy raises f unds for individuals and families affected by potentially life-threatening medical conditions, and the charities that work with these people, and local hospitals.
East Gippsland
Heritage Truck Display
November 15-16
Maffra Recreation Ground
Maffra, VIC
The Maffra Recreation Ground will transform into a vibrant showcase of trucks from all decades, coming together to celebrate the rich history of transport in Aus
Free camping on site for exhibitors, otherwise it’s $10 per adult. For further information, contact John Burley (ph 0413 516 233), or Terry Whelan (ph 0408 516 144).
Castlemaine Rotary Truck Show
November 29-30
Castlemaine, VIC Held at Campbells Creek Recreation Reserve and organised by the Castlemaine Rotary Club, this year’s truck show is gearing up to be bigger and better than ever. Attendees can expect plenty of well-presented trucks on display, as well as food, a licensed bar, kids’ rides, free health checks and live music. For more information, visit rotarycastlemaine.org.au/ page/truck-show.
Convoy for Kids Goulburn is held on the second Saturday in November each year. Image: Convoy for Kids Goulburn
The Hannah’s Haulage fleet always turns out in force to support Sydney Convoy for Kids. Image: Sydney Convoy for Kids.
TMC in October moves to a new venue – delivering bigger
Championing mental health
GEOTAB and Healthy Heads in Trucks & Sheds have forged a new premier partnership to help champion mental health and safety in Australia’s logistics sector.
This new collaboration leverages technology and data with the aim of helping to create healthier, safer workplaces for transport and logistics professionals.
Geotab is a global leader in connected vehicle and asset solutions, empowering fleet efficiency and management.
The business leverages advanced data analytics and AI to transform fleet performance, safety, and sustainability, reducing cost and helping to boost efficiency.
Backed by top data scientists and engineers, Geotab serves
over 55,000 global customers, processing 80 billion data points daily from more than 4.9 million vehicle subscriptions.
Geotab is trusted by Fortune 500 organisations, mid-sized fleets, and the largest public sector fleets in the world, including the US Federal Government.
This year, Geotab also celebrates 25 years of innovation.
Through its partnership with Healthy Heads, Geotab hopes to help support the conversation around mental health in Australia’s supply chain.
The collaboration aims to improve the mental and physical wellbeing of the individuals who power the nation’s vital transport, warehousing,
and logistics sectors.
Established in 2020 by industry giants including Australia Post, Woolworths, Toll, Linfox, and Coles, Healthy Heads is a leading not-forprofit foundation committed to delivering national resources, programs, and advocacy. Their mission is to build a more resilient and sustainable industry.
“Driver safety and wellbeing is at the core of Geotab’s mission. We recognise that individuals working in this sector face numerous challenges that impact their wellbeing,” said Sean Killen, Vice President of Global Markets at Geotab.
“In the future, I believe the use of technology can help support the Australian trucking community by us-
Followmont opens new depot
FOLLOWMONT
port has officially begun op erations at its new Innisfail depot, marking another ma jor milestone in the compa ny’s continued investment across North and Far North Queensland.
The new purpose-built facil ity, located at Goondi Bend, replaces Followmont’s previ ous Innisfail site and signifi cantly increases the compa ny’s capacity and operational efficiency in the region.
The depot features an 800 square metre high-clearance warehouse, 800 square metre undercover loading area, ded icated office space, and 1800 square metres of hardstand to support vehicle parking and third-party logistics (3PL) storage.
WE RECOGNISE THAT INDIVIDUALS WORKING IN THIS SECTOR FACE NUMEROUS CHALLENGES THAT IMPACT THEIR WELLBEING.”
SEAN KILLEN
ing advances in AI to help predict problems before they arise. Long hours, isolation, congestion and tight delivery deadlines are some of the factors contributing to this situation. Plain and simple, being a truck driver is difficult. We are proud to support Healthy Heads, together we can bring visibility to mental health and wellbeing, making it an ongoing priority across the industry.”
A recent survey completed by Geotab found that 68 per cent of drivers reported work related stress had a negative impact on their driving performance, 78 per cent noted mental health contributes to road dangers and 34 per cent have considered quitting their jobs in the past year.
The collaboration with Healthy Heads will focus on the planning, development, and rollout of new campaigns and programs aimed at build-
The project began in late 2024 and was delivered in partnership with Followmont’s long-term property partner Bootooloo Property.
Followmont says the opening of the new depot reflects its ongoing commitment to investing in regional infrastructure that supports local business, industry and jobs.
The Innisfail development forms part of Followmont’s broader regional strategy that has seen almost $40 million invested into North Queensland communities since 2020.
This includes new depot builds completed in Mackay
and Cairns, the purchase of an existing site in Mareeba, a significant expansion of the Townsville depot, and now the delivery of this new facility in Innisfail.
Followmont also recently completed a refrigeration and hardstand upgrade at its nearby Dickson Road produce site, doubling its capacity to meet growing demand from agricultural and food customers.
Followmont CEO Ross Longmire said the scale of these projects speaks to the company’s confidence in the strength and future of the North Queensland economy.
“This investment in Innisfail is about more than just a new
depot, it’s about building the right foundation to support our customers and people in the region,” Longmire said.
“We’ve seen consistent demand in Far North Queensland, and this facility ensures we can continue delivering high-quality, reliable and flexible service that grows alongside our customers.
“We’re proud of the work being done across our network and the strength of the relationships we’ve built with our customers and regional communities,” he added.
“Our investment in North Queensland is a reflection of our long-term commitment to the region, and our confidence in its continued growth.”
ing awareness, encouraging early intervention, and supporting better mental health outcomes.
Geotab will contribute resources and expertise in telematics and data analytics helping to co-design initiatives that are practical, scalable and informed by data-driven insights. By combining Geotab’s technological leadership with Healthy Heads’ proven advocacy, this collaboration aims to empower businesses of all sizes to create a healthier, more supportive, and ultimately safer future for their employees.
“Healthy Heads in Trucks
& Sheds is proud to welcome Geotab as a Premier Partner,” said Healthy Heads CEO Naomi Frauenfelder.
“Geotab brings deep expertise in safety, data and connected fleet technology, all of which are capabilities that align with our mission to improve the wellbeing of every individual in the logistics supply chain. We look forward to working together to make a lasting difference across the sector.”
To learn more about Healthy Heads in Trucks & Sheds and access valuable mental health resources, please visit healthyheads.org.au.
Geotab is a global leader in connected transportation solutions.
new partnership in August. Images: Geotab
This is SAMPA, champion of the road
ACROSS the heavy-duty vehicle industry, some companies move with the times, others push them forward.
SAMPA belongs firmly in the latter group.
Over 30 years ago, the business began in a modest workshop with little more than determination and a belief that better parts could mean better journeys. Today, it operates on a global scale, manufacturing over 150,000 OE-stan dard parts across 17 integrat ed factories covering 215,000 square metres. But scale alone doesn’t tell the story, it’s the company’s relationship with technology and innovation that has kept it ahead of the curve.
CAMP, SAMPA’s research and development (R&D) hub. Here, more than 300 engi neers and scientists aren’t just refining existing designs; they are exploring new materials, building their own testing
equipment, and imagining solutions that could change how commercial vehicles are built and maintained.
By 2026, CAMP will grow to 3000 square metres, a move that signals SAMPA’s commitment to making R&D its beating heart.
The company’s ambition is perhaps best captured by its SAMPA Valley Project, a €750 million expansion that will transform 700,000
Zero Waste Model and plans for LEED-certified factoriesformance and environmental
Why Big Rigs works
BY WARWICK LORENZ MANAGING DIRECTOR, AUSTRALIAN PUMP INDUSTRIES
WE’VE been subscribing to Big Rigs for years. The team at Aussie Pumps is always anxious to get a look because of t he contents. The stories that James Graham puts together are generally about sticking up for the transport industry, particularly owner operator truckies.
We get that. A lot of what we do in terms of design and production of pumps, pressure cleaners and similar products are based on the same type of people.
Many city folk don’t realise that 65 per cent of Australians live in just four cities. T hey also don’t know that 85 per cent of the population live within around 40 kilometres of the coast.
So who carries all that cargo around the country where it’s needed?
I read a recent story by Danielle Gullaci about Tony Brown’s adventures and the work his Kenworth does pulling B-double loads of fuel to remote power stations and airports. Wow, apparently he also does B-triples as well. We can only imagine each tanker
is up to 50,000 litres!
Tony, you’re a legend. We are sure that Emerald Carrying Company appreciates y our expertise and skills.
Many city people also don’t know that there isn’t loads of fuel automatically at every service station. They don’t realise that somebody has to take it from places like Bowen to the outback. Much the same comment applies to hauling molasses to Central Queensland feedlots. It’s only by reading Big Rigs that we get to know about things like this.
Our authorised dealers all over Australia are dead keen to support the transport industry, just the way Big Rigs supports it.
Our focus is on hydraulic and engine drive tanker pumps for water carts and on equipment to keep these big rigs clean with a minimum fuss, cost and energy.
Another story we liked by Danielle was ‘Blindsided by reduced bridge load limit’. I have driven across that bridge many times in my Isuzu D-Max and didn’t realise the “powers that be” had slapped a weight limitation on it that one day will probably be in force without strengthening the bridge?
The same comment applies
to potholes. How about federal and state governments do something about roadworks. What can we say?
If it wasn’t for Big Rigs, there wouldn’t be anybody standing up to fight for what is the most indispensable industry in Australia, road transport.
One last thing, one of our buddies up in Cairns during the recent floods, told our astonished staff in Sydney, that he had gone to the supermarket and there was no food on t he shelves. That’s what happens when transport stops… e verything stops!
The team at Aussie Pumps aren’t truck drivers themselves, but Big Rigs helps them understand the day-to-day life of truckies, inspiring solutions to make truck cleaning more efficient.
For more information on Aussie Pumps’ way of keeping trucks clean - faster, and cheaper - visit aussiepumps. com.au
Warwick Lorenz has been involved in the earthmoving and mining business for decades. This story is something he wrote based on a genuine desire to educate city people in what really goes on out there in the world of transport.
There is also a focus on people. In 2023, women accounted for 24 per cent of the workforce, with an ambitious target of 34 per cent by 2031. The upcoming SAMPA Kindergarten, located within the Valley complex, is part of a wider push to make it easier for working parents to balance their careers and home lives.
From a small workshop floor to an integrated network of factories, labs, and logistics hubs, SAMPA has grown without losing sight of the values that sparked its journey. For the people who work there, and for the customers who depend on its parts, it’s clear: SAMPA isn’t just keeping the world’s heavy vehicles moving, it’s helping define where the industry goes next.
SAMPA’s headquarters.
Aussie Pumps Scud 400 Pressure Cleaner, designed for efficient truck washdown. Images: Aussie Pumps
SAMPA manufactures over 150,000 OE-standard parts across 17 integrated factories. Images: SAMPA
Durable Parts Designed for Your Haulage Needs
Every trailer connection counts. SAMPA parts are built for rugged performance, reliability, and long-lasting durability, keeping your trucks and trailers secure, stable, and ready for the road, day after day.
•Fifth Wheel – Tough cast structure and wear-resistant components for long service life, with adjustable locking and rubber cushions that reduce impact and simplify maintenance.
• Fifth Wheel Repair Kit – Precision-fit replacement components designed to restore locking strength, reduce wear, and extend coupling performance without replacing the full assembly.
•Landing Gear – Reinforced legs with advanced internal gearbox design for maximum durability and stable trailer support on any load and surface, tested to the highest standards.
• Peep your fleet moving with confidence, choose SAMPA for reliable, long-lasting performance.
‘Tyred’ of the same mistakes?
WE have all heard of selective deafness where we encounter many who ignore an inconvenient truth. It is an easy path, but those who only ever do what they have done before are doomed to repeat their mistakes and poor choices.
W hat does it take to see that which has been in plain view?
The AIR CTI team have been working with truck tyres for over two decades. So many transport industries are missing what we see and experience every day.
Plenty has been written about driver fatigue, stopping distances, flat-spotting tyres, rollover protection, anti-skid braking and so forth, yet the most crucial factor is only dimly considered. Tyres are pneumatic systems. Tyre effectiveness is inexorably linked to how well they contact the road surface and how well this happens is critically affected by the pressures we apply to our tyres.
What we see
We see that drivers set pressures of around 100psi for every tyre they have, because it seems about right. To do otherwise is difficult and inconvenient for the driver.
Perhaps 100psi is okay for fully loaded tyres. Perhaps it’s not enough. Tyre manufacturer charts for loaded trucks are very particular. By definition, when the vehicle is unloaded or partially loaded for the return journey, its tyres are over-inflated. Its road footprint is tiny. Heavy braking can cause skid-
ding and flat-spotting. In the extreme, excessive tyre pressure can trigger a jack-knife event.
Tyre MonitoringPressure(TPMS) versus Tyre ManagementPressure (CTI)
Much is being said about how wonderful pressure monitors are on tyres. These are the systems that display pressures, but don’t do anything about them.
Claims that talk about fuel savings and other driver benefits are exaggerated, because unless the driver is willing to stop and manually inflate and deflate a whole bunch of tyres multiple times per day, those cited benefits will never be realised.
If your truck has TPMS, a leaking or flat tyre will still happen. A driver will still be stranded on a freeway. After unloading, your truck will still be over-inflated on the return journey. Continuing to turn fine roads into potholes. On hot days when 100psi rises to 115psi, TPMS won’t help you. When a driver must swap a wheel or add a trailer, the driver must ‘teach’ the vehicle about the new attachments. This task is cumbersome and often not done at all. TPMS is not the golden solution that many talk about.
In medical terms, it can let you know that you are bleeding, but it doesn’t treat the cut. By contrast, Central Tyre Inflation (CTI) systems will automatically take action and actually treat these problems.
AIR CTI – Weird science or a new normal?
Spoiler… it’s the second one. Central Tyre Inflation (CTI) gained a foothold in logging industries where drivers select lower pressures for more traction, then select higher pressures for the highway, without leaving the cab. CTI delivers complete tyre
control to the driver. The slow leak alarms and tyre blowout alarms are still there, but now the driver can trim pressures for their loads with a single button push. As tyres heat up and cool down, the target pressures are maintained. The ‘new normal’ sees AIR CTI being fitted to fire vehicles, fertiliser spreaders, bee transport trucks, and most new boom lifts for power companies. CTI is also finding a new home in livestock transport and other long haul vehicles.
Where TPMS just alerts, AIR CTI delivers
The proof is in the results. When pressures are managed, the reduction in vibration to the vehicle, suspension, drive systems and to the drivers themselves, are all tremendously improved.
Drivers who have travelled with AIR CTI are the best ambassadors. Put them back into a truck without it and they’ll be the first to complain.
AIR CTI is a company dedicated to Central Tyre Inflation,
which has made this technology the new normal.
Headquartered in Morwell, Victoria, AIR CTI has agents across the country that can in-
DEALERS THROUGHOUT AUSTRALIA
Phone: (03) 5127 6128 (Australia) or +61 3 5127 6128
AIR CTI provides complete tyre control for the driver.
AIR CTI working in the Baltic states. Images: AIR CTI
AIR CTI is dedicated to Central Tyre Inflation.
Airbag Man delivers for trucks carrying heavy loads
AIRBAG suspension technology has beocome a trusted solution on Australian highways where it has truly proven its value.
For truck drivers spending long hours and covering thousands of kilometres – often on demanding roads with unpredictable loads – comfort, stability, and effective load management aren’t just advantages; they’re necessities.
That’s where Airbag Man comes in.
Founded in 1995, the proudly Australian-owned company has spent the past 30 years designing and manufacturing world-class air suspension solutions for everything from light vehicles to heavy rigid trucks.
Their cost-effective leaf helper solutions have become a trusted ally for drivers who need to navigate tough terrain, carry heavy cargo, and protect their vehicles from unnecessary wear.
“Truckies demand a lot from their suspension – they’re often dealing with constantly changing loads and road conditions,” said Airbag Man General Manager, Ben Clamp.
“Our front and rear leaf helper solutions and air control systems give them the flexibility to adapt on the go, whether they’re towing, haul
ing, carrying an uneven load, or just trying to minimise driver fatigue.”
Customisable comfort and control
One of the biggest advan tages of airbag suspension is its adaptability. Whether the truck is fully loaded or run ning light, Airbag Man sys tems allow drivers to adjust airbag height and air pressure to accommodate changing weights. This not only guaran tees a smoother ride but also expands the range of cargo types a truck can safely carry.
With Airbag Man’s range of air control kits, it makes it easy for the operator to adjust their leaf helper solutions, al lowing drivers to raise or low er ride height at the touch of a button. This helps maintain a level ride height, improves handling and braking, and re duces the shock and vibration that can take a toll on both the driver and their vehicle over time.
“It’s about giving drivers more control,” Ben explained. “With adjustable air suspension, you’re not stuck with a one-size-fits-all set-up. You can dial it in for whatever the day throws at you.”
Protecting assets and
years.
system doesn’t just improve comfort – it can also extend the life of a vehicle and its components by absorbing road impacts and minimisingtems reduce stress on springs,go, helping lower long-term maintenance costs.
For heavy vehicles like semis and rigid trucks constantly hauling massive loads across long distances, that protection is invaluable. The ability to fine-tune suspension for each load means reduced bottoming out, less suspension sag, and fewer costly repairs.
From garage to global leader
Airbag Man’s story began in a suburban garage in Brisbane. Today, their Bren dale-based operation designs and manufactures more than 7000 product line items, supplying everything from coil helper kits, leaf helper kits and assist kits – many of
Since 1995, Airbag Man has been Australia’s trusted leader in air suspension. We design and manufacture high-quality air suspension systems for thousands of light vehicles, 4x4s, trailers,
caravans, motorhomes, and more – helping Aussies tow safer, smoother, and smarter. Partner with Airbag Man and confidently conquer any load or terrain.
For more information, visit airbagman.com.au or free call 1800 247 224 today.
TOUGH LOADS?
Airbags & air suspension solutions built for heavy-duty hauling
Airbag Man has been helping people on the road to drive safer, smoother, and smarterfor 30
By absorbing road impacts and minimising vibration, Airbag Man systems reduce stress on the vehicle.
Airbag Man’s air suspension systems give drivers the flexibility to adapt to any load, improving comfort, control, and safety on the road. Images: Airbag Man
Operators are seeing the benefits
SINCE officially hitting the market recently, drivers have been singing the praises of G Lubricant, an innovative new product developed by Graphene Manufacturing Group (GMG).
GMG is a clean-technology company that has developed and proven its own proprietary production process to manufacture Graphene powder from natural gas, at its Brisbane headquarters. This process produces high quality, low cost, and contaminant-free graphene.
Graphene has exceptional
heat and lubrication properties.
GMG’s G Lubricant can be added to any mineral or syn thetic oil used in an internal combustion engine – includ ing both petrol and diesel (not suitable for Group V synthetic oils). And the results are in the numbers.
The product underwent four years of rigorous testing and University of Queensland ver ification before being put to market.
G Lubricant has been shown to increase fuel efficiency by up to 10 per cent in an engine; reduces heat, reduces friction
GMG produces Graphene powder from natural gas.
and it has been found to re duce wear.
“When you put it into a nor mal engine, like a car engine, it’s 0.5 grams of graphene but it has a big effect because it’s so small,” said GMG CEO Craig Nicol.
As your engine heats up under load, normal oil thins out. But graphene keeps oil viscosity stable even under extreme conditions. It literally fills in microscopic wear scars in your engine, creating a smoother surface that reduces friction by up to 30 per cent.
A dedicated website was launched for G Lubricant in May, and more recently the product has also become available via Amazon.
In just a short time, the prod uct has received numerous pos itive reviews from its customers.
“Whilst marketed as a fuel saving additive, one of the biggest benefits from an ad ditive like Graphene is engine wear protection,” said Adam. “A test done on a 2020 Mitsubishi Triton 2.4L with untreated oil after a few days of no use, start-ups were noisy, lots of top end rattles before start up due to dry starting.
Bendix joins the DOTs on brake fluid
WHEN choosing replacement brake fluid, it’s important to select one that has a DOT rating that’s compatible with your truck, to ensure the braking system functions safely.
DOT refers to Department of Transport – it’s a standard that sets the safety regulations and benchmarks for different brake fluids. Brake fluids can be DOT 3, DOT 4, DOT 5 and DOT 5.1, and what you need depends on the make, model and age of the vehicle. This important information is listed in the owner’s manual and can also be advised by a mechanic or brake technician.
The DOT ratings are based on the fluid’s wet and dry boiling points. The term ‘dry boiling’ point refers to when the f luid is brand new, fresh from the sealed container, while ‘wet boiling’ point refers to fluid that’s one or two years old and has taken on some moisture and contaminants. This occurs because most brake fluid types
– DOT 3, DOT 4 and DOT 5.1 – are hygroscopic, meaning they absorb water. DOT 5 however is glycol-based.
Although the braking system is considered a closed system, over time air can enter in several ways: when the cap is removed from the brake fluid reservoir, via microscopic pores in rubber hoses, through the
pletely disappeared, regardless of days left unused, proving that the Graphene additive itself coats moving parts and reduces dry start wear.”
Another user, Michael, commented, “Still reviewing the outcomes of the applica-
product arrived promptly and he was looking forward to reporting back on engine results. Users have also commented on the prompt delivery of the product in overseas markets.
“The G Lubricant product
Alaska USA. I’m running it in my Ford 6.0 Powerstroke right now.” G Lubricant is available in 500ml bottles (treats 50L of oil) or packs of 8x50ml bottles and can be purchased at g-lubricant.com.
normal driving cycle as the brake fluid heats and cools, or when the brake fluid is replaced.
Generally speaking, the higher the DOT rating, the higher the boiling point and longevity of the fluid. As a hydraulic fluid with the primary function of transferring force from pedal to brake callipers or drums, it’s critical to safe performance that brake fluid remains incompressible. At lower boiling points (caused by moisture absorption) the fluid can vaporise, affecting how force is transferred, leading to a soft or spongy pedal feel and in a worse case scenario, it can lead to delayed or complete loss of braking power.
DOT 4 fluids are the most widely used – Bendix offers both high performance Polyglycol DOT 3 and DOT 4 fluids, providing optimum performance in both hydraulic and conventional braking systems, meeting stringent Australian and US specifications.
The dos and don’ts of brake fluid
• Don’t use old/opened brake fluid bottles – fluid can become contaminated within a few months
• Don’t overfill the reservoir –brake fluid expands when hot
• Don’t mix incompatible
Bendix offers both high performance Polyglycol DOT 3 and DOT 4 brake fluids in a variety of container size options. Images: Bendix
DOT types. Mixing silicon with glycol-based fluids can cause a gel formation that can damage the brake system and even lead to brake failure
• Don’t ignore a brake fluid leak, it’s a sign that there’s a fault within the system
• Do take care to avoid spilling brake fluid on painted surfaces – it’s highly corrosive to paint
• Do minimise the time the cap is off the brake fluid reservoir and seal tightly
• Do change brake fluid every one to two years, or to the vehicle manufacturer’s specification
For more information, free call the Bendix Brake Advice Centre on 1800 819 666 or +61 3 5327 0211 from overseas, email brakeadvicecen t re@bendix.com.au or visit bendix.com.au.
Ensure the DOT rating of the brake fluid you select is compatible with your truck, otherwise the performance of the braking system will be compromised.
Approximate wet and dry brake fluid boiling points.
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Isuzu opens new outback branch
AN all-new 3000 square metre Isuzu dealer service and parts branch has opened at the outback town of Broken Hill in New South Wales.
It’s been built to service a crucial inland freight route both north and south via the Silver City Highway and east-west along the Barrier Highway.
According to Isuzu Australia Limited (IAL), the Broken Hill site will help to meet the growing demand of local and interstate road transport requirements – particularly with the growth of mining and associated industries in the vicinity, and the many trucks passing through.
For many using this route, the new Broken Hill Truck Centre will be the first port of call for regular servicing or
Dealership, which also includes Swan Hill, the all-new facility is located at 3 Kanandah Road.
It’s part of Isuzu’s 70+ dealer footprint across country and will service Isuzu’s full range of light, medium and heavy-duty trucks.
“This new facility is a huge turning point for the business in Broken Hill,” said General Manager Anthony Dalfarra.
“It will provide an increased level of customer service, an increased level of amenity and access to Isuzu parts. It’s the pre-eminent commercial vehicle hub and support centre of Broken Hill.
“Whether the customer is a local wholesale food supplier who has a small Isuzu distributing to local businesses, or whether it’s a local linehaul
Dalfarra said those familiar with the former location will not have to look too far for the new facility.
“The new facility is on the same street as the original Broken Hill Truck Centre,
larger warehouse means greatly improved levels of stock on hand.
“It’s all about managing downtime in the truck world. We want to increase uptime for our customers and get -
ed that the brand was delighted with the new facility being located in such a key location.
“It’s a fantastic representation of the Isuzu brand in Broken Hill,” Ton said.
Australia Limited’s-
“It provides the level of servicing and parts that our customers have come to expect in this region and indeed across the country.
“We have every confidence this facility will not only service the broader region but also serve as a strategic pitstop for operators passing through.”
The huge facility is all under one roof with ample space in and around it for parking and on-site storage.
The state-of-the-art workshop houses all-new diagnostic and service equipment, including roller brake testing, oil pumping facilities, wash bays and more.
“We have two huge pits that can accommodate trucks of all sizes, and we have highly skilled technicians, along with fully qualified roadworthy testers for New South Wales registration checks,” said Dalfarra.
“Our modern facilities mean that we can attract a higher calibre of local staff to add to the experienced crew already on deck, led by Chris Schulz in the workshop.
“Under the guidance of Branch Manager, Mat Haring, we currently have 14 staff on-site, but we’re always on the lookout for more talent.
“We take great pride in the team and are proactive in training and recruitment, so customers can feel assured that they’re getting the very best attention to their vehicle in the workshop.”
Isuzu
General Manager Anthony Dalfarra and Director Rod Leake.
Broken Hill Truck Centre has an expansive workshop space.
ACCORDING to the latest CreditorWatch Business Risk Index, business insolvencies in Australia have reached elevated levels, with the risk increasing across the transport sector. There’s also been a recent spike in invoice payment defaults, signalling that fresh pressure is building across the economy. For transport businesses that rely on timely customer payments to stay on the road, that’s a red flag you can’t afford to ignore.
A sector under pressure
Transport, postal and warehousing has found itself in the thick of this insolvency story. After years of watching construction and hospitality dominate the headlines for business failures, the spotlight is now shifting.
• Defaults on the rise: More transport companies are struggling to get paid on time, with July recording a lift in defaults across the sector. Defaults are one of the strongest indicators of future insolvencies, meaning today’s late payments could be tomorrow’s bad debts.
• Business closures climbing: Transport has now joined the ranks of the hardest-hit industries for business shutdowns. For small fleet own-
ers already running on thin margins, even a short-term disruption in cash flow can be enough to tip them over the edge.
• Cash flow under constant strain: Unlike other industries that can absorb delays, transport operators face daily, unavoidable expenses. When payments drag out beyond 30 or 60 days, it creates a funding gap that many operators simply can’t bridge.
When payment defaults increase, insolvencies usually follow. That means more operators could find themselves out of pocket if their clients collapse.
Chief Executive Officer of invoice finance specialists
Earlypay, James Beeson, said, “We’re seeing that transport businesses can be highly exposed to the ripple effects of insolvencies due to the amount of subcontracting that occurs in the industry. When one transport business defaults or goes under, it can quickly affect other businesses.
“Either because it puts the collection of their outstanding invoices at risk, or it affects their ability to reliably deliver for their customers.”
As he continued, “This is an additional risk that many transport operators can do
without as they already have large, fixed investments to service and other high ongoing operating costs.
“That’s why it’s so important to think about their cash flow resilience so they can survive these bumps in the road.”
Having a spread of good quality customers so they’re not too concentrated to a single customer is sensible risk management. So is considering bad debt protection so that outstanding invoices can be paid even if customers default.
James added, “With the increased risks in the transport industry, it’s also never been more important to have access to a reliable source of funding so if the unexpected happens, your business’s cashflow is not running on empty.”
The risk is spreading beyond the usual suspects
Insolvencies aren’t just hitting the “risky” sectors anymore. Recent data shows that even industries once considered safe, like financial services and healthcare, are starting to crack under pressure. When reliable businesses begin to wobble, it underlines just how widespread the strain has become.
“While some sectors and re-
gions are doing very well, the warning lights are flashing for sectors highly exposed to discretionary spend, and small businesses facing persistent cash flow pressure,” CreditorWatch CEO Patrick Coghlan noted.
For truckies, this matters because transport is tightly linked to nearly every industry. If a retailer, construction firm, or logistics provider collapses, the fallout doesn’t stop with them, it flows directly through the supply chain and onto the operators moving their freight.
Regional hotspots
Geography also plays a role in insolvency risk. Western Sydney has emerged as the country’s insolvency hotspot, with six of the nation’s ten worst-performing regions. High concentrations of small businesses, lower household incomes, and elevated person-
al insolvency rates all contribute to the fragility.
For truckies servicing those regions or relying on businesses based there, the risk of defaults and delayed payments is even higher.
On the flip side, regions like North Queensland and regional Victoria continue to record relatively low insolvency risks, highlighting the uneven impact across Australia.
Slow paying customers
signal trouble ahead
The first sign of trouble usually isn’t a formal insolvency, it’s the missed or delayed payments that start creeping in from customers under stress. These defaults are more than just a cash flow nuisance; they’re often an early warning that a business is heading towards collapse.
Defaults are often the canary in the coal mine for a bigger problem. When defaults and late invoice payments are rising across an industry, it’s a clear sign that more businesses could soon go under.
Staying ahead of the curve
The reality is insolvencies aren’t going away anytime soon. Even with recent interest rate cuts offering some relief, the
combination of rising energy costs, wage pressures, and global trade headwinds means insolvencies are expected to remain elevated well into 2026.
For transport businesses, that makes cash flow management more important than ever. Having strategies in place to cover operating costs while waiting for customer payments, or to shield against defaults can make the difference between staying on the road or being forced off it. With defaults climbing and transport now among the hardest-hit sectors for closures, operators need to stay sharp.
The good news is there are ways to manage the risk. Tools like invoice finance can help close cash flow gaps, while options such as Debtor Protection provide a buffer if clients collapse. They’re not the story here, but they can be part of the solution.
The insolvency landscape is shifting, and transport is firmly in its sights. The operators who stay informed and proactive will be the ones still moving freight tomorrow.
To discover how Earlypay is helping the transport industry, visit earlypay.com. au/transport.
‘There’s
FOR Gold Coast based transport business
Fortyseven Industries, when it comes to keeping their fleet of truck and dogs fuelled and ready to hit the road, Woodham Petroleum is miles above the rest.
Woodham Petroleum is an independent, family-owned Australian company, with a continually growing network of unmanned Diesel Stops.
The fuel provider currently has 45 unmanned Diesel Stops operating 24/7 across New South Wales, Queensland, Victoria and the Northern Territory.
Woodham’s approach is to remain flexible in the way it works, with a commitment to listening to customers –whether they run one truck or a fleet of 50, there’s no limit.
Family owned and operated; Woodham Petroleum has been going strong for over 40 years. It was started by Jim Woodham in 1981, with his
no comparison to Woodham’s’
son Matt Woodham taking the reins in the mid 2000s.
Fortyseven Industries is also family owned and operated, headed up by Brendon Claridge, who works alongside his wife Tatum, daughter Lamiah (23) and son Kinser (20).
Originally from Tasmania, Brendon, 47, has grown up around trucks. Back in the Apple Isle, his father owned a log truck business. And Brendon followed suit, getting his truck licence by the age of 19.
As he explained, “The logging industry was experiencing a decline so that’s when I decided to move up here to the Gold Coast with my family.”
He began driving tankers for a friend’s business, before going out on his own in the tanker space and building that up to eight trucks over
– starting Fortyseven Indus tries about four years ago. “I moved away from tankers and decided to get into tippers. This is local work, five days a week, where you’re home on the weekend, instead of being a 24/7 business,” he said.
Fortyseven Industries op erates a fleet of 17 truck and dogs, all running under Per formance Based Standards (PBS) for increased payload capacity. There’s a mixture of Kenworth, Mack and Volvo trucks.
“We started out doing civil construction work but now 90 per cent of our work is quarry work,” said Brendon. “It’s all out of our Yatala depot, gen erally within a 100-kilometre radius.”
Within that area alone, Brendon says Woodham Petroleum has three unmanned
“All of our trucks use Woodham Petroleum – it’s the convenience, the price,
“I raced before, and my dad raced before me and now my Small to medium transport continuing to invest in theiring in 2025 at Barcaldine,ed site at Cloncurry including
Fortyseven Industries’s entire fleet of 17 truck and dogs rely on Woodham Petroleum for fuel. Image: Woodham Petroleum
Helping operators stand out from the crowd
IN the vast expanse of Australia’s highways, where over 500,000 trucks traverse daily, the transport and logistics sector stands as a cornerstone of the nation’s economy.
Despite the constant motion, many trucking companies struggle to distinguish themselves in a highly competitive industry. Amidst this challenge, Truck Marketing has emerged as a pioneering agency dedicated solely to helping trucking and logistics businesses across Australia stand out and thrive.
The company was founded with a clear vision: to provide tailored marketing solutions for a sector that is often overlooked by traditional marketing agencies. By understanding the unique needs of trucking companies, Truck Marketing positions itself not just as a service provider, but as a strategic partner committed to driving measurable growth.
Truck Marketing offers a
requiring marketing strategies that speak directly to their audiences and highlight the reliability and professionalism that clients expect in the logistics space. According to a Truck Marketing employee, “We know the transport industry inside and out. Our goal is to make sure our clients are seen, trusted, and remembered in a market that’s constantly on the move.”
The impact of Truck Marketing is already visible in the success stories of their clients.
Dawsons Haulage, for instance, saw a remarkable increase in customer engagement after collaborating with Truck Marketing to revamp their branding and develop a mobile-responsive website integrated with enquiry forms and tracking tools.
Likewise, Kearneys Transport, a respected Victorian
operator, worked with Truck Marketing to refresh its brand image through professional photography, a modern mobile-friendly website, and new print collateral. The result was a stronger, more cohesive identity that positioned Kearneys as a trusted and professional name in the logistics industry.
The Australian trucking industry faces a series of challenges, including driver shortages, regulatory complexities, and heightened competition.
Truck Marketing tackles these challenges by crafting solutions that not only boost visibility but also build credibility and trust in the market. In an industry where reliability and reputation are everything, having a partner that can amplify a company’s strengths while mitigating weaknesses is invaluable.
By combining deep industry knowledge with modern marketing practices, Truck Marketing equips trucking companies with the tools to adapt and thrive in a rapidly changing landscape.
What sets Truck Marketing apart is its commitment to understanding each client’s unique operational needs and long-term goals. Instead of offering one-size-fits-all solutions, they develop tailored campaigns that consider the scale, audience, and specific services of each company.
This bespoke approach ensures that every marketing initiative resonates with the intended audience and delivers tangible results. Whether it’s through strategic content creation, targeted advertising, or building an authoritative online presence, Truck Marketing focuses on generating
measurable growth that businesses can rely on.
As technology and digital media continue to reshape marketing, Truck Marketing remains at the forefront, adapting to emerging trends and innovations. Their focus on data-driven campaigns allows clients to track performance, optimise strategies,
gistics businesses across Australia. Through a combination of specialised industry knowledge, personalised marketing strategies, and a commitment to measurable outcomes, the company is helping clients navigate challenges, strengthen their brands, and grow their operations. As the team at Truck Marketing puts it,
Dawson’s Haulage at the Twin City Truck Centre Open Day/ Show ‘n’ Shine in October 2024. Images: Brand Jam Creative
Easyshed expands growing fleet with three Actros trucks
AUSTRALIA’S largest shed brand is adding Mercedes-Benz Actros trucks to its fleet as it expands its business.
Easyshed is a regional success story, building its sheds at a state-of-the-art production facility in Albury, New South Wales.
The company, which was founded in 1983 and is Australian-owned, has been recognised as one of Australia’s fastest growing direct-to-consumer (D2C) tech companies. As such, delivering its products is a critical part of this customer-first offering.
Easyshed has rolled out three Mercedes-Benz Actros 2663 trucks to its specialised ‘Big Sheds’ delivery fleet and intends to continue adding more over the next 12 months.
The company has also introduced three Fuso Canter trucks to its metro ‘Garden Shed’ delivery fleet and will add three more later this year.
Easyshed CFO Johan Andersson said its transport fleet is central to its D2C offering, choosing to vertically integrate the delivery function to control and maintain their
world class levels of customer service.
“Being an e-commerce business means that the delivery team and their equipment are the face of our company” he said.
“It’s critical for us that we control that process, to enable us to deliver a high-quality product with the very best customer experience, right across Australia.”
Andersson said Mercedes-Benz Truck and Fuso products are perfect for the task.
“At our core we are a data-led tech company, so it makes sense to use the most technologically advanced vehicles to deliver our products, that prioritise safety, efficiency and connectivity.”
Both the Actros and Canter models feature latest generation active emergency braking technology that can stop the truck in an emergency if it senses a potential collision.
Daimler Truck Australia Pacific Vice President of Sales and Marketing, Andrew Assimo, said Mercedes-Benz Trucks and Fuso are thrilled to provide trucks for Easyshed.
IT’S CRITICAL FOR US THAT WE CONTROL THAT PROCESS, TO ENABLE US TO DELIVER A HIGH-QUALITY PRODUCT WITH THE VERY BEST CUSTOMER EXPERIENCE, RIGHT ACROSS AUSTRALIA.”
JOHAN ANDERSSON
“Easyshed is an amazing regional success story and we are excited Daimler Truck vehicles are delivering its high-quality products to its customers,” Assimo said.
The Easyshed trucks were delivered by local dealership Daimler Trucks Albury, the winner of the 2022 Daimler Truck Australia Pacific Dealer of the Year.
The Mercedes-Benz Actros 2663 sits at the top of the Actros line-up. It features a 16-litre OM473 six-cylinder engine that generates 630hp teamed with a 12-speed Automated Manual Transmission.
The engine meets Euro 6 emission standards. In fact,
Mercedes-Benz became the first manufacturer to offer a complete range of Euro 6 heavy duty trucks in Australia with the new generation Actros all the way back in 2016.
To meet Euro 6 emission standards, truck engines must produce 70 per cent less hydrocarbons and 77-80 per cent less oxides of nitrogen, as well as 50-66 per cent smaller particulates.
While some manufacturers are just now introducing Euro 6, Daimler Trucks, including Mercedes-Benz, Freightliner and Fuso have notched up a combined 3 billion customer kilometres with Euro 6 (or equivalent) drivetrains on Australian roads during the last eight years.
Drivers have been quick to give the new range the thumbs up.
Easyshed CFO Johan Andersson with two of the Mercdes-Benz Actros 2663 Easyshed trucks. Images: Daimler Truck
EMMA Rigby is 155cm in height but stands much taller for the fine job she does driving a Kenworth 659 AB triple road train for Mort & Co. Transport based at Dalby.
Aged 40, Emma has been a truckie for five years and I saw her checking out trailers at the breakdown pad beside Townsville’s Port Access Road late last month.
“I have molasses which I picked up at Brandon and is headed south,” Emma said.
Emma loves truckin’, but says facilities are lacking Breakdowns won’t wipe big smile from Alan’s face
OF the 12 drivers who work for Jarratt Transport Solutions located at Brisbane Port, 29-year-old Josh Jeffery is the youngest.
Josh was standing beside his Kenworth SAR 610 at a parking area in the tropics when Big Rigs stopped for a chat and picture.
“I have a load of pipes from Brisbane for Townsville and a backload of scrap to take back,” he said.
A truckie for the past seven years, Josh was always going to follow in the footsteps of his dad Steve who works for a Melbourne based compa-
The Kenworth is powered by a Cummins 550hp motor with an 18-speed Roadranger gearbox.
“It is a good truck, and the company is excellent to work for,” Emma said.
Like most other drivers of the fairer sex, Emma wants more hygiene facilities for her gender at rest areas and roadhouses.
“There are not enough,” she said.
One roadhouse Emma does
enjoy stopping at is the BP at Clermont.
The road she finds difficult to travel on is between Springsure and Rolleston.
She barracks for the Cowboys in the NRL and doesn’t have any other hobbies of note.
“I do like a feed of corn beef and veggies,” she said.
Emma said there were advantages and disadvantages of being 155cm tall.
In conclusion I asked Emma
was she treated well by men who make up a big majority of drivers in the road trans port industry.
“Yes, I always have been treated like any driver,” she said.
As I prepared to leave, an other Mort and Co. driver named Tony pulled up and Emma said I should do a pro file on him.
However, Tony was in a hurry and declined on this occasion.
ny Minus One Refrigerated ransport.
The worst road he has been on is a back route between Newcastle and Sydney.
“It is called Putty Road and is shocking,” he said.
As for rest areas, Josh is in unison with most others and reckons many more are need-
But there is a good one called Mundoona in Victoria which I like,” he said.
A favourite roadhouse for Josh is at Moorland between Port Macquarie and Taree.
“They provide good home cooked food,” he said.
I mentioned to Josh that he was “a baby when it comes to the average age of truck drivers” with stats revealing it is 58.
“There are 12 of us at my company and I am easily the youngest. Several are aged in their thirties and the others are older,” he said.
It has been a wish of Josh for one day to have somebody from Big Rigs snap his pic to appear in the publication.
“I never thought it would happen and it has. We have a little competition at work amongst us about any ap-
pearances in media and several of the lads have been on a trucking website,” he said. Outside work Josh is into restoring old cars when time permits.
“I have restored a HQ Holden but don’t barrack for football teams much – I used to follow the Brisbane Broncos,” he said.
W hat I didn’t tell Josh that some drivers have an unwritten policy that if they appear on the pages of Big Rigs they must shout a carton of beer for colleagues. But I am sure his mates will.
Alan Watts runs Ingham Carrying Services.
Fuel theft rampant right across country
IN the past fortnight, Spy has spoken to five truckies who have been victim to attempted diesel theft from their vehicles.
One told me he was dozing in the sleeper box of his truck at around 9pm, while parked at a rest area in country Victoria.
“I heard a noise coming from the exterior of my truck and saw this bloke who had a 4WD parked nearby trying to syphon diesel from a tank. He had even broken the lock,” he said.
When confronted, this truckie told me that the grub took off and it was so dark his number plate was not visible.
A Tasmanian driver said he was parked in his vehicle at St Peter’s Pass rest area beside the Midlands Highway in Tasmania.
Several youngsters in a 4WD were attempting to steal some fuel when he screamed at them and they took off.
While in Queensland, a driver parked up in the back section of a big roadhouse parking area had a similar experience.
Again, the culprit escaped without apprehension.
And down in NSW, a veteran driver said he interrupted a would-be thief when he was parked at a pull off area.
Many drivers I spoke to believe these low-lives do it because of the cost-of-living crisis.
Straps stolen at Charlton
On the subject of theft, re ports continue to meander to
Spy of trailer straps, tools and other equipment being stolen.
There has been a spate of straps that have gone missing from around Charlton, which is a real inconvenience for the victims.
Around the Braxton Rest Area in NSW some drivers have had their toolboxes raided at night.
These tools are very expensive and seem to be stolen at random.
Some of the drivers who have been victims told Spy they intend on getting cameras installed to cover the exterior of their trucks.
Tassie roadhouse
Between 20 and 30 trucks a day stop at the Murdunna Roadhouse in Tasmania which is located along the southern Arthur Highway. It is strategically situated along the 92km section between Hobart and Port Arthur and is just past Dunalley. When I was down there recently, several drivers told me they stop there including a couple from Nubeena which is near Port Arthur. I contacted the roadhouse in mid-August and director Shannon Umgeher told me that most days they get at least 20 trucks stopping there and sometimes it is more.
“We do have a lot of trucks and couriers stop by. Mostly
There is a large forecourt area that accommodates trucks. “We also have onsite road parking and a rest stop that has a public toilet and a park next door to the site with an accessible concrete footpath that connects the shop. A lot of truck drivers do like parking here. We are also happy to take pre-orders over the phone or drivers can order ahead,” he said.
Old style roadhouse
Young long haul driver Ryan Kiely spoke to Spy and was glowing in his praise of the Emmdale Roadhouse in NSW, located on the Barrier Highway, 160km west of Cobar and 150km east of Wilcannia.
“I stop there every time on my trips to Adelaide and the lady there goes out of her way to look after drivers,” Brisbane based Ryan said.
Ryan described it as “an oldstyle roadhouse” and said the food was good, and there was enough parking for trucks.
“I either order a T-bone steak with veggies and salad or pork chops for a sit down meal. If I am in a hurry I just get a chicken sandwich. It is a good spot for truckies,” he added.
Emmdale Roadhouse is open seven days a week from 7am to 8pm and has good toilets and showers.
been at the roadhouse for 15 years.
“I was injured after falling off my motorbike along the Nullarbor and needed a job after I recovered and bought one, this roadhouse,” she said. with her partner and one staff member David Williamson.
steamed veggies with their meals, which is cooking the old style way. We have 16 sit down spaces inside the road house and room outside,” she explained.
roadhouse was “inundated with customers”.
“People taking part in the Mundi Mundi Bash stopped here and it was very busy,” she said.
Virginia added there was
this.
“I sometimes grab my swag and climb onto the top of one of my trailers and sleep there at night under the stars,” he said.
He did qualify that by add-treat when the sun comes up
I asked several NT truckies what they thought of that and one came up with a humorous
Other drivers have also told
ginia Beard and she said that an average of 20 trucks a day
Virginia, 67, said she has
ten pick up a copy of which is available there.
“What if he rolls off at night – it is a long way to the ground. I would certainly make sure I am tied down for
Alesha, left, and Lauren at the Murdunna Roadhouse. Image: Murdunna Roadhouse
Roadhouse owner Virginia Beard and staff member David Williamson near the menu board. Image: Emmdale Roadhouse
The Murdunna Roadhouse is located on Tassie’s Arthur Highway. Image: Murdunna Roadhouse
Truckies report fuel theft is rising around Australia. Image: Gerhard Seybert/stock.adobe.com
Mayhem at Charters Towers bowser
From page 60
IT was bowser mayhem at the busy Gold City Roadhouse in Charters Towers when Spy visited there in August.
Triple road trains in the parking area had to wait for some time to fuel up.
There was a queue up of vans, cars, a couple of buses and some light trucks wanting fuel.
Everybody quickly paid at the roadhouse building after filling up and the wait was not that long considering the number of vehicles.
There is plenty of parking space for heavy vehicles in the dirt surface area which used to be a dust bowl.
However, Spy noticed it had been graded and was in much better condition than during my previous visit.
Small fire engine
An off-duty truckie who was parked in a street at Bilinga, opposite the Gold Coast airport, came across what he described “as the smallest fire engine I have ever seen”.
“I couldn’t say if it’s a real fire unit or someone’s toy but it had a Queensland number plate QFS 03, which I presume stands for Queensland Fire Service. It looks like it’s had a coat of paint that covers original writing on the doors in Japanese,” he said.
The gent also kindly sent Spy a pic.
Catches
‘Wally Grout’ after prawns
When Spy saw a well-known road transport identity in a café he was limping and had a swollen foot.
Without a second thought, old Spy asked this fellow named Mick what had happened.
“I have caught the Wally Grout after eating prawns whilst working up at Karumba region in the Gulf,” he said. Being a keen cricket follower, Spy immediately had visions of the former great
Australian Test wicketkeeper Wally Grout.
The late and great Wally Grout was born in March 1927 and died in November 1968.
He took 163 catches for the Australian test side and made 24 stumpings.
But how did this relate to prawns I had to ask?
“Wally Grout is a slang term for gout, which I have now. I was warned off eating such seafood years ago but whilst at Karumba couldn’t resist,” he said.
During his work trip, Mick travelled through Hughen den, Julia Creek, Cloncurry, Mt Isa and Normanton before arriving at Karumba.
“We did some work on a bridge between Normanton and Karumba,” he said.
Mick has warned gout sufferers to stay away from prawns.
I suppose the only similarity is that Mick caught gout and Wally caught many batsmen whilst wicketkeeping.
Sign change humours truckie
Around Australia there are plenty of road signs that pranksters find fun in changing by deleting or adding a letter to a word or two.
An NT driver sent Spy a pic which read, “Unfenced road beware of wandering cock (sic)”.
Being a religious type who frequents church services when he is off duty, the driver told Spy the changed word must refer to a “male rooster”.
Now Spy is not so naïve to envisage roosters wandering around the NT outback and even if they were, they certainly would not prove a hazard for trucks.
It was obvious the last word was stock and was doctored by unknown persons.
Spy showed the image to numerous drivers at a roadhouse parking area and they all laughed realising what was the obvious inference.
was “Canal” which had the C painted over.
RIP Ivan Spy was saddened to hear of the death of Ivan Buisson, the long-time publican at the Mingela Hotel.
Over decades many truck drivers stopped there during their work and also for recreation on weekends.
Mingela is a sleepy hamlet just off the Flinders Highway, located about 43km from Charters Towers.
Once it was a thriving little centre with a post office, police station, school, general store and a few other businesses.
These days it is a virtual ghost town with just the pub there, where travellers can stop.
Originally from New Zealand, Ivan was always a friendly man and will be missed.
pet in the form of a giant kangaroo.
When Darren gets time off work after his regular trips to the NT and Victoria, he relaxes at home where he enjoys a liberal sprinkling of XXXX Gold.
He lives near a freshwater river and the roo started hopping into his backyard every day.
If anybody else goes near the roo it hops over the fence into a neighbour’s yard and takes off.
But it seems to have a strange affinity with Darren and is comfortable around him.
An animal lover who lives nearby reckons he knows the reason why the roo has started appearing.
Not far from where the roo lays on its side is a small rectangular shaped satellite dish which Darren uses for reception.
“I think the roo is attracted to the satellite dish and can see its reflection on it,” he said.
The graffiti changed sign beside an NT highway. Image: Alf Wilson
The old and very small fire engine. Image: Graham Hunt
“Australian
Why new rights for drivers and gig workers matter
THE road transport indus try has long been the engine room of Australia’s economy – delivering goods, connect ing communities, and keep ing our nation moving. Yet for too long, the people who power this essential industry – our truck drivers, couriers, and gig workers – have oper ated under immense pressure, often without the protections they deserve.
That’s why the Closing the Loopholes legislation marks a historic turning point. With the introduction of automatic rights under the Digital Labour Platform Deactivation Code and the Road Transport Industry Termination Code, we are finally seeing long-overdue reforms that will make our industry safer, fairer, and more sustainable. These reforms are not just policy wins – they are life-changing protections for the people who keep our
ly losing their livelihoods – without explanation, recourse, or human contact.
Similarly, owner-drivers and small operators faced the constant threat of contract termination, often without warning or a fair process. These practices created a culture of fear and risk-taking, where workers felt compelled to meet unrealistic deadlines or accept unsafe conditions just to stay afloat. The new laws change that.
dozens have been reinstated through union support. For truck drivers and operators, the right to a fair process before termination – and the possibility of reinstatement or compensation – provides a vital safety net. These rights are more than procedural, they are a recognition of the dignity and professionalism of transport workers. They reduce the pressure to take dangerous risks and restore a sense of
tion, I was proud to join other representative groups that played a pivotal role in securing this legislation. It was a privilege to be in Canberra with them recently for the full enactment of the Closing the Loopholes bill – an occasion that completed years of advocacy, consultation, and unity across the transport sector.
What makes these reforms even more remarkable is how they came to be. This
THESE PRACTICES CREATED A CULTURE OF FEAR AND RISK-TAKING, WHERE WORKERS FELT COMPELLED TO MEET UNREALISTIC DEADLINES OR ACCEPT UNSAFE CONDITIONS JUST TO STAY AFLOAT.”
PETER ANDERSON
was not a top-down imposition. It was the result of nprecedented unity across the transport sector. Workers, employers, associations, nd industry leaders came together to demand change. We participated in senate inquiries, roundtables, and nationwide convoys. We spoke with one voice: the system was broken, and it needed fixing. Now, that same unity is being applied to implement the reforms. The Fair Work Commission is working with sub-committees of workers, employers, and academics to set minimum standards. The Road Transport Expert Panel is guiding the process. And further applications are already in development to address issues
in rideshare and beyond. These reforms are not the end of the road. They are the beginning of a new era. In 2025 alone, over 100 people have died in truck-related crashes. Thirty-four of them were truck drivers. Since 2017, 23 gig workers have lost their lives.
These are not just statistics, they are reminders of the human cost of inaction. These give us the tools to change this. By setting enforceable standards in areas like payment terms and parcel delivery, we can lift the floor for everyone. We can ensure that no worker is forced to choose between safety and survival. The Closing the Loopholes legislation is a world-first system – flexible enough to address today’s challenges and f uture-proofed for tomorrow’s, including automation and AI. But its success depends on continued collaboration and vigilance.
A s National Secretary of the Australian Road Transport Industrial Organisation, I am proud of what we’ve achieved and committed to ensuring these rights are upheld, expanded, and embedded in the culture of our industry.
Skinny little boys can turn into superheroes
OFTEN when I am sitting at the induction ceremony at the National Road Transport Hall of Fame, I hear familiar names called – some because they are well known identities, some because I have worked with them in the past. But this year while listening intently, the name I heard was something different.
The name Tim Bunyan conjured up memories of a skinny little boy, then a skinny teen-
ager, a playmate and peer of my younger siblings from my hometown of Bourke.
Tim’s story may have humble beginnings like most of us, but Tim became a hero in 2014 when he was the first or one of the first to arrive at the Angellala Creek Bridge disaster.
Tim ran into danger to save a fellow truck driver and like the other responders, he was injured in the explosions that followed. For those of you who remember the accident and the photos, you will understand that it was a miracle of survival for all of them.
Tim and another driver received recognition for their bravery in 2016 with Tim receiving the Royal Humane Society of Australasia’s highest honour, the 2016 Clarke Gold Medal. Tim was not at
Alice Springs to receive his induction certificate and medal due to being unwell. I just wanted to reiterate his story to show that skinny little boys can grow up to be superheroes.
Another story from my trip to the Festival of Transport in Alice Springs was from my flights, to and from. I had the good fortune to be sitting in the exit row with the same family on both flights, a man and his three adult sons. The father was being inducted into the Hall of Fame like his father before him and the sons were very proud of the family honour. They were all drivers or owner operators but what I noticed most was their sense of family, and that they were having a great time together. It was wonderful to see, having lost my own par-
ents and living so far from my siblings it was heartening to observe.
I had a discussion with the
father across the aisle on the return trip and we got on to the vexing problem of truck parking or lack thereof.
With many roadhouses cracking down on dropped trailers, and they are within their rights to do so, it is becoming increasingly difficult to find somewhere for drivers who live away from their depots or companies whose yards they have outgrown.
With everyone trying to obey fatigue laws and doing the right thing by getting their drivers home, we are all looking for a solution.
Infrastructure around cities does not cater for this, councils are not interested as there is no money in truck parking but there is in truck parking fines.
Trailers blocking streets and driveways, and parking on suburban streets is not the solution but if anyone has ideas, I would be happy to discuss them.
The induction ceremony at the National Road Transport Hall of Fame. Image: Jacquelene Brotherton
Do you really need a SMS?
IN al Heavy Vehicle Regulator (NHVR) has clearly increased its focus on Safety Manage ment Systems (SMS) as a key tool for demonstrating com pliance with duties under the Heavy Vehicle National Law (HVNL).
While there is no direct legislative requirement that a business must have a SMS there is a legislated duty to ensure, so far as is reasonably practicable, the safety of transport activities.
This duty sits at the heart of section 26C of the HVNL.
Understanding how this duty applies to your business, no matter how large or small, is the first step toward building a simple but effective SMS.
In fact, most businesses are already managing safety in some way. The key is to codify those practices, document them, and show how they are part of a system to manage risk.
What Is Section 26C of the HVNL?
Section 26C of the HVNL imposes a primary duty on ev
What Is a Safety Management System?
A SMS is a structured, doc umented framework used to identify hazards, assess risks, and implement controls in an ongoing and proactive manner.
It is often described in terms of policies, procedures, check lists, training, and perfor mance monitoring tools that together help an organisation achieve safer operations.
Importantly, the HVNL does not legislate that you must have a formal SMS.
However, the NHVR strong ly encourages businesses to adopt one, because it is the most effective way to demon strate compliance with section 26C and other CoR obliga tions.
W hether your business has five vehicles or five hundred, having a clear framework that explains how you manage the safety of your transport activities is essential.
Why the NHVR is focusing on SMSs?
• Inspecting vehicles or checking logbooks;
• Using pre-start checklists or phone apps;
The NHVR has produced detailed guidance materials outlining what an effective SMS looks like. Their view is clear: if you are responsible for transport activities, you should have a system that identifies your risks and shows how you manage them.
Their “9 Step SMS Road
• Not allowing loads to leave without the right restraint checks;
• Keeping written or mental records of who’s been inducted and trained.
These activities are all part of a safety management system. The missing piece is writing them down, organising them
5. Review and update those controls regularly. Doing this doesn’t require a consultant or a complex process. What matters is that it is thoughtful, documented, and reflects what is actually happening in your business.
I am just a small operator?
The NHVR has acknowledged that the formality and complexity of your SMS should reflect the size and risk profile of your operation.
A national logistics company may have formal dashboards, compliance software, and dedicated safety teams. A smaller operator might use a folder of checklists, a mainte-
nance log, and verbal driver riefings. What matters is not how sophisticated your system is, but whether it works. You must be able to explain how you meet your safety duties, and provide evidence that shows your risks are being actively managed. A word of warning, do not use a “shelf system” that is a system you purchase, place on the bookshelf and never refer to again. All that does is create an opportunity for the Regulator o review and highlight the gaps between what you said you would do and what you are actually doing.
Final thoughts
The best way to meet your duty under the HVNL and to demonstrate that you are doing so is to adopt a simple, fit-for-purpose SMS. Start with what you’re already doing. Write it down. Review it regularly. And make sure it’s clear to your staff, contractors, and the NHVR if they ever come knocking.
This advice should be considered as general guidance. Each case may present differences that impact this advice. Liability limited by a scheme approved under Professional Standards Legislation.
LEGAL EXPERT
Belinda Hughes Hughes Law
The best way to meet your duty under the HVNL is to adopt a simple, fit-for-purpose SMS. Image: NHVR
Every person’s mental health matters
Aussies to check in with those around us.
Though I’m a passionate supporter of the initiative, I also believe our mental health matters every day of the year. We can all do something small, every single day, to reflect on the wellbeing of ourselves and others.
A s a Principal Safety and Compliance Officer at Wetherill Park heavy vehicle inspection centre, I’m responsible for leading a hard-working team and my role extends beyond just guiding my colleagues.
TO
ANY DRIVER READING THIS, WHO MAY BE STRUGGLING WITH THEIR HEALTH, I HOPE YOU KNOW THIS: THERE’S NO WEAKNESS IN SPEAKING TO OTHERS.”
f your emotional health isn’t right, you can’t be expected to work in a productive or happy manner.
ur team at Wetherill Park, or “the Park” as we call it, is a particularly close group.
make a difference. Most importantly, we look out for one another.
Unfortunately, I know just how critical it is to check in with those around you after experiencing the loss of a colleague who took their own life.
The sudden passing of a loved one, friend or colleague is incredibly sad and difficult, and the grief never leaves you.
But by having each other’s backs, we can all play our role in reducing the stigma of mental illness.
A career on the road can also mean being away from home for long periods of time, with the pressures of delivery deadlines.
To any driver reading this, who may be struggling with their health, I hope you know this: there’s no weakness in speaking to others.
I hope every member of industry has someone they can talk to, even if that means stopping on a rest break and engaging with a fellow truckie.
Sharing a human interaction can make a world of difference.
My career in safety and compliance began in 1996, with time spent at various road and transport authorities before commencing with the NHVR three years ago, during its NSW transition.
ing with other key players in the heavy vehicle sector and the public, and mentoring my colleagues, one of the most important duties I fill is that of ‘friend’.
Though my current role involves helping to lead a team, engaging and communicat-
For my staff, my main priority is to ensure they feel supported in the workplace.
At the Park, we’re dedicated to road safety and driven by the passion to remove dangerously defective or non-compliant vehicles from the road and educate drivers and operators on their responsibilities under the Heavy Vehicle National Law.
Our team works well together, motivated by our
I know how lucky I am to work in a team environment, and every morning before my shift, I’ll grab a cuppa and sit with my colleagues to just talk and check in.
The group at the Park also goes out together every couple of months – sometimes with our partners and kids –to connect in an environment away from the workplace.
For truck drivers, we know the average workday can look
We may not know what the people around us are going through, but we can all make a difference by treating each other with dignity.
Every person’s mental health matters, and all of us can ask the simple words… R U OK?
• If you need assistance, support services are available, such as Lifeline on
Sham contracting cheats truckies, hurts industry
THE practice of companies hiring truck drivers who don’t own or operate their own vehicle on individual ABNs rather than as employees, to avoid paying them what they would be entitled to under an Award, is a serious problem in our industry t hat needs to be addressed urgently.
We must protect drivers’ rights and entitlements and ensure a level playing field for businesses who do the right thing.
Deliberately misrepresenting to these drivers that t hey are being engaged as independent contractors not only deprives them of their entitlements, like leave, penalty rates and workers’ compensation, it is illegal under sham contracting laws. There is also a significant safety issue, since drivers pushed into accepting work as ‘contractors’ on low pay with no leave will often break the rules by driving longer hours to make up the shortfall in income.
It also puts businesses who are doing the right thing, by complying with government regulations and paying drivers correctly under employee contracts, at a disadvantage as they lose out on work due to being undercut on price.
Employers engaging in this practice should be dealt with under the Fair Work Act and hit with the appropriate civil penalties. Applying the force of the law is the only deterrent that will work.
A side from the illegal nature of the practice, it’s clearly in the federal government’s interests to take action: the non-payment of entitlements to drivers means governments are missing out on millions of dollars in revenue in the form of unpaid payroll tax, PAYG tax and workers compensation premiums.
If any of these drivers also miss out on superannuation during their working lives they will eventually pay the price personally, and could end up costing future governments if they become reli-
ant on financial support like t he age pension.
NatRoad is in regular contact with the ATO on this a nd other issues affecting the road transport industry, and we will continue to push for
them to take more action.
It’s no secret our industry is under considerable pressure right now, so it’s more important than ever that the government acts to protect the businesses who follow
the rules and pay their drivers what they are owed, rather than leave them to lose out to unscrupulous operators who cut costs by taking advantage of hard-working truck drivers.
For truck drivers, the average workday often means 10 or 12 hours a day spent alone in a cabin. Image: Gilles Paire/stock. adobe.com
