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FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
NHVR warning as truck brake defects mount THE National Heavy Vehicle Regulator (NHVR) is urging operators to step up vehicle maintenance, with 28 per cent of heavy vehicles issued with a defect notice between January and July this year having brake-related faults. In NSW alone, more than 4500 heavy vehicles have received a brake defect notice since the start of the year. The warning follows a recent incident in NSW in which a brake drum exploded from a heavy vehicle as it decelerated from high speed, striking a vehicle travelling behind it. Safety and compliance officers intercepted the truck and directed it to a local station, where a comprehensive mechanical inspection uncovered several defects.
NHVR Director Central Region Brett Patterson said the incident reinforced the importance of routine inspections and preventative maintenance. “Most operators take maintenance seriously, but this incident is a stark reminder that something as simple as preventative maintenance can make a huge difference,” Patterson said. “An incident like this could have resulted in devastating consequences, so it’s extremely fortunate nobody was seriously harmed.” Patterson said operators and drivers needed to ensure faults were identified before a vehicle began its journey. “It’s critical for heavy vehicle operators and drivers to take the time to ensure their ve-
DEFECT NOTICE BREAKDOWN: JAN-JULY
The NHVR said operators and drivers needed to ensure faults were identified before a vehicle began its journey. Image: NHVR
hicles are in good order, and identify defects or hazards before they became a safety risk on the road,” he said. “Maintaining your vehicle means issues like those with brakes and other components can be picked up before the vehicle starts its journey. “Ultimately, that could be the difference between you,
Unique Vehicle Count
Brake Defect
Any Defect
NSW
2
4674
39
ACT
QLD
SA
TAS
VIC
TOTAL
654
546
188
498
6502
15130
3151
2098
549
2228
23195
% Brake Defect Vehicles 5.1%
30.9%
20.8%
26.0%
34.2%
22.4%
28.0%
One vehicle may have received a defect notice in more than one state.
or someone else, making it to their destination safely.” The NHVR said servicing schedules should take into account operating conditions that could increase wear.
Drivers were also reminded to adjust their driving to suit road and weather conditions, even when their heavy vehicle had been properly inspected and maintained.
Logistics giant placed in external administration ONE of Australia’s largest container and transport logistics businesses, ACFS Port Logistics, has been placed into administration by specialist lender ScotPac. Salea Advisory announced in a media statement on August 6 that it had been appointed as receivers and managers of ACFS Port Logistics Pty Ltd and ACFS Investments 1 Pty Ltd. “The receivers and managers of the companies are continuing to trade the busi-
ness of the companies in the ordinary course of business at this time,” the statement read. “If the business and assets of the companies are not sold as a going concern (or otherwise) or restructured by way of a Deed of Company Arrangement/Creditors Trust, the companies will be placed into liquidation.” Salea Advisory said the first meeting of creditors is scheduled for August 18. “The future of the compa-
nies will likely be decided at the second meetings of creditors of the companies.” The appointment came despite ACFS saying only days earlier that it had finalised arrangements to repay its $60 million debt to the Australian Taxation Office in full and expected a winding-up application to be withdrawn once payment was received. Before the administration, ACFS Managing Director and Chief Executive Arthur Tzaneros maintained that
the company was profitable and solvent. He also said ACFS was increasing its finance facilities to accommodate growing customer debtor positions and had terminated more than $22 million in annualised property leases as it reduced its warehousing exposure. The business was refocusing on road transport, rail, full container-load movements and empty container depots. The company employs
ACFS is one of Australia’s largest container operators. Image: ACFS
more than 1500 people nationally and operates a fleet of more than 300 trucks and 1200 trailers.
NEWS 3
BIGRIGS.COM.AU FRIDAY AUGUST 14 2026
Operators count cost of second fuel surge
BY JAMES GRAHAM
RUNNYMEDE Trucking boss Sharna Chapman is confident she’ll survive the latest fuel hikes – but the second big surge at the bowser this month has left nothing spare in the kitty. She’s still in catch-up mode after being slugged with $70,000 worth of breakdowns on top of a fuel bill that spiked $100,000 in the first three months after the Strait of Hormuz conflict began in late February. Echuca-based Runnymede Trucking runs general freight along the east coast and across to Adelaide, with Chapman driving one of its four B-doubles. She said the business had so far been able to recover some of the increased fuel costs since the full excise rate resumed on August 3 because of the strong relationships developed with customers over many years. “They understand what’s happening, and they understand that just like themselves, we can’t wear all the cost either,” Chapman said. Chapman said the excise relief should have remained in place to help operators and also questioned whether money collected through the Road User Charge was delivering visible improvements to the roads truckies use every day. “The road user charges are supposed to go back into road maintenance and stuff,” she said. “It obviously clearly doesn’t go back into that. So, where’s
the money going? “At least show us that the money you’re paying is actually fixing the roads you’re driving on.” She was equally dismissive of suggestions that fuel tax credits would adequately offset the higher costs imposed on operators. “Whoop de doo,” she said. “It’s going to do absolutely nothing. Not one cent a litre.” Chapman said she also applied for assistance through the federal government’s Economic Resilience Program, which was supposed to help trucking businesses, but was unsuccessful. Chapman said she contacted the government department for an explanation after her bank’s rejection of her scheme application but had still not received a response four-and-a-half weeks later. The experience had left her questioning whether the program was capable of helping the transport businesses it was intended to support. Big Rigs also contacted the Economic Resilience Program for comment. Chapman said the financial struggles of the last few months has reinforced her belief that governments did not properly understand trucking’s contribution to the Australian economy. “They just don’t take it seriously. I think that is half the problem,” she said. “They sit at their table every night and their food turns up.” Big Rigs also checked back in with owner-operator David
How the industry has been impacted by the fuel changes in 2026.
Bailey, who runs the family-owned Bailey Brothers Haulage in the Blue Mountains. At the peak of the fuel crisis earlier this year, Bailey wrote an open letter to the Prime Minister imploring him to take action, or many in the industry wouldn’t survive the diesel hikes. Bailey says the latest price rises have landed at the worst possible time for his twotruck business, as he battles a shortage of work, delayed payments and a recent health setback. “I’m ready to go back to work, but there’s nothing here to go back to,” he said. The diesel hikes have added pressure to unstable cash flow, with Bailey saying money was not moving properly through the transport chain. “It’s getting harder to survive. I’ve got invoices that haven’t been settled for a couple of months. Obviously, it’s not just me who is feeling the pinch. Other guys higher up the chain are feeling the pressure as well. “Cashflow is king, especial-
The LBRCA says its carriers are vulnerable to fuel prices shocks. Image: 169169/stock.adobe.com
ly in small business.” Bailey applied for support through the Economic Resilience Program, but said his bank rejected his loan application because his “account conduct was not sufficient”. He said fluctuations in cash flow meant direct debits were occasionally missed by a few days before money arrived, which counted against him. “I did get a letter from them [the Economic Resilience Program] other day that said there had been 130 [transport-related] businesses that had applied for it and something like $2 million had been dished out, but it’s an absolute pittance.” Despite the setbacks, Bailey said he was determined to keep fighting. His plan is to secure more steel work, while developing a B-double shuttle service across the Blue Mountains. Bailey is proposing to help operators move combinations between Emu Plains and Tunnel Hill, where B-double access restrictions force trailers to be dropped at either end. “I’m confident that when operators do the sums they’ll appreciate the gains in productivity and reduction of operating costs by enlisting my shuttle service.” Whiteline Transport operator Sharon Middleton told ABC Radio the end of fuel excise relief will add thousands of dollars to every truck movement and force negotiations with customers. “It’s just diabolical,” said the
Sharna Chapman says the government needs to take the industry more seriously. Image: Sharna Chapman
President of the South Australian Road Transport Association. “Fuel is certainly the four-letter word. It’s just really, really difficult.” She said each truck used 3500 litres of diesel per trip every week, meaning a sharp rise in prices could quickly add “a couple of thousand dollars per truck, per run, every week”. Middleton estimated the increase would mean spending more than $70,000 extra on diesel almost overnight. The challenge, she said, was deciding how much of that cost the business could absorb and how much needed to be passed on. “When it comes up so rapidly, you’ve got to go through the whole negotiation phase because your customers, their customers and the end user — it’s a domino effect,” she said. The Livestock, Bulk and Rural Carriers Association (LBRCA) also warned that the end of fuel price relief will increase pressure on regional businesses, with many operators under significant financial pressure. “Every kilometre travelled in
regional Australia costs more. Operators are covering hundreds of kilometres between communities, often with limited or no opportunities to recover increasing costs,” said LBRCA President Wade Lewis. “Rural carriers are therefore vulnerable to fuel prices shocks and we are about to see fuel price relief come to an end, in addition to a suite of big changes to the rules governing our industry. We call for the government to extend relief measures, to ease the significant diesel price pressures from volatility in the fuel market. Lewis said that while operators were resilient, they could not keep absorbing higher costs and there was also a strong view that transport agencies had more work to do in communicating the Heavy Vehicle National Law amendments. “Diesel price relief ending and all these regulatory changes are a double blow, placing greater pressure on an industry already under strain,” Lewis said.
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FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Hino 700 Series demand bucks market decline AUSTRALIA’S new-truck market remained firmly in reverse in July, with year-to-date sales down almost 13 per cent on the same point last year. Truck Industry Council figures show 3356 commercial truck and vans were sold across all segments in July, down 274 units, or 7.5 per cent, from 3630 in July 2025. The cumulative result was weaker again, with 22,882 sales to the end of July compared with 26,212 at the same stage last year – a fall of 3330 vehicles, or 12.7 per cent. Market leader Isuzu remained well clear of its rivals with 814 sales for the month and 5221 year-to-date, but both figures were sharply lower than this time in 2025.
Its July result fell 24.1 per cent, while its year-to-date tally was down 29.1 per cent from 7368. Fuso was one of the better performers in July, lifting sales 15.9 per cent to 284, although its year-to-date result of 1945 was still 1.8 per cent behind last year. Mercedes-Benz more than doubled its July truck sales from 80 to 173 and was 9.3 per cent ahead year-to-date. UD Trucks also posted strong gains, rising from 31 to 70 for the month and from 304 to 438 year-to-date, while DAF lifted its cumulative tally 50.5 per cent to 447. Kenworth fell from 259 to 217 sales in July and was down 22.7 per cent year-todate, while Mack’s cumu-
lative result dropped 12.8 per cent. Volvo was virtually steady for the month at 184, but remained 6.1 per cent behind year-to-date. The heavy-duty market held up better in July, but its longer-term figures still reflected the broader slowdown. Heavy-duty sales totalled 1099 for the month, down 1.7 per cent from 1118 in July 2025. Year-to-date sales were 7549, a drop of 712 units, or 8.6 per cent. Kenworth retained the heavy-duty lead with 217 July sales and 1479 year-to-date, with Volvo second on 178 and 1251 yearto-date, followed by Isuzu on 141 and 1076. UD Trucks and DAF were the heavy-duty standouts, up 61.6 per cent
and 50.7 per cent respectively year-to-date. Mercedes-Benz (93) and Hino (92) also had strong months in July to round out the top 5 among the heavies. Although Hino had a quieter month overall, dropping from 396 sales last July to 291, while its year-to-date total eased 5.4 per cent to 2395, there was still plenty to celebrate. Hino said the first six months of 2026 had broken records for its expanded range of heavy-duty 700 Series with orders and deliveries already surpassing those of 2025. Richard Emery, President and CEO of Hino Australia, said the growth highlights the increasing demand for Hino’s flagship heavy-duty
Hino said 700 Series orders in the first six months of 2026 are already triple that of the same time last year. Image: Hino Australia
truck range across a broad spectrum of customer applications with increasing interest from general freight operators, refrigerated transport, construction, waste management, the traffic manage-
ment sector and civil works operators. “Customer demand continues to strengthen with orders in the first six months of 2026 already triple that of the same time last year,” Emery said.
New truck hits road after extensive tests THE newest truck brand for Australia has hit the road with its first model following a thorough test and development program, that will apply to future models introduced to our shores over the next two years. DFAC’s Captain 45 has been rigorously tested with over 800,000 kilometres of real world and simulated testing both in China and on Australian roads. The program included 14,000 individual component
DFAC’s 4.5-tonne Captain 45 has been launched with the allnew WorkReady model. Image: DFAC
level tests to ensure the best performance, safety and reliability for the wide range of
applications Australian customers demand. Fully compliant with Australian ADR requirements, the car licence Captain 45 model features the latest in technology 2.5-litre Euro 6 turbo-diesel engine from Cummins along with Dana axles and a six-speed Eaton FAST AMT transmission. The 4.5-tonne Captain 45 has hit the road with the all-new WorkReady model, which includes an Australian assembled aluminium tray,
for a launch offer of $59,990 drive-away. Part of Dongfeng Automobile Company, which was first established in 1968, DFAC has its own research and development facility covering an expansive 733,000 square metres (73.3 hectares). Based in the central Chinese Hubei Province city of Xiangyang, the R&D department sits alongside manufacturing to fully integrate with Original Equipment Manufacturer (OEM) joint ventures that in-
cludes Cummins, Dana and Eaton. Australian distributor, KRW Motor Group, has overseen the product development in China as well as local based trials with pre-production vehicles across the country over 18 months. “The work that has gone into bringing the first DFAC models to the Australian market has been extensive to say the least,” said General Manager for DFAC Truck, Bill Gillespie.
“Australian conditions, including climate, road type and scale, requires vehicles that are of an extremely high standard and DFAC has enthusiastically taken on the challenge. “The result is a brand that is not only up to the job, but in many respects will exceed the expectation of customers.” Along with its 4.5-tonne GVM the all-new DFAC Captain 45 range has a tow rating of 3.5-tonnes.
Changes to the Heavy Vehicle National Law are now in effect
NEWS 5
BIGRIGS.COM.AU FRIDAY AUGUST 14 2026
Less red tape, more freight under HVNL HEAVY vehicle operators are now able to carry more freight with fewer regulatory hurdles, after new mass and dimension limits came into effect under the updated Heavy Vehicle National Law (HVNL) from August 1. The reforms, developed by the National Transport Commission (NTC) in consultation with governments, the National Heavy Vehicle Regulator (NHVR) and industry increase the general-access length limit from 19 metres to 20 metres for eligible heavy vehicle combinations. The reforms also increase General Mass Limits (GML) to reflect the weight previously allowed under Concessional Mass Limits (CML). Depending on their configuration, eligible vehicles and combinations may now carry up to one additional tonne
THE MASS AND DIMENSION CHANGES ANSWER INDUSTRY’S CALL FOR LESS REGULATION. IT ENABLES OPERATORS TO CARRY GREATER MASS WITHOUT HAVING TO GET GREATER ACCREDITATION.” GLYN CASTANELLI
where the relevant calculated mass is 55 tonnes or less, and up to two additional tonnes above that threshold. CML will be discontinued, meaning operators will no longer need mass-management accreditation solely to access these masses. Other
Eligible vehicles and combinations may now carry up to one additional tonne where the relevant calculated mass is 55 tonnes or less. Images: NTC
applicable vehicle, axle-group, axle-spacing and road-access requirements will continue to apply. “The changes support a more modern approach to heavy vehicle regulation,” NTC CEO Michael Hopkins said. “By ensuring the regulatory settings that allow industry to safely move more freight more efficiently, these changes create real opportunities to improve carrying capacity and overall productivity.” National Road Freighters Association (NRFA) president, Glyn Castanelli described the updates as probably the most significant change since HVNL was introduced. “The mass and dimension changes answer industry’s call for less regulation,” Castanelli said. “It enables operators to carry greater mass without having to get greater accreditation.” For operators that hold CML accreditation, the reforms remove a significant administrative burden. “Managing CML accreditation is a constant job,” said Tayla Connolly, Business Manager at North Queensland bulk haulage operator Oakdare Holdings. “Until recently we had a dedicated staff member managing it.” She said removing the CML category means accredited operators will no longer have to pay for the two-yearly audit
and undertake the additional monitoring and record-keeping previously required to carry the extra mass. “It costs an accredited operator to monitor and remain accredited in order to carry the extra tonnage. Removing CML should level the playing field against operators who were carrying extra weight without paying the required costs,” she said. The increased length limit also delivers practical benefits, allowing operators to fit additional safety equipment such as, provide larger sleeper bunks for long-distance drivers and improve access making it safer and easier for broken down road trains to pick up and deliver freight.
Productivity doesn’t replace responsibility
While the reforms reduce red tape, they don’t reduce operators’ responsibility to manage safety. “The NHVR has worked extensively to support industry in preparing for these changes and to help operators understand the new requirements and transition with confidence,” NHVR CEO Nicole Rosie said. “The reforms make it easier for compliant operators to carry more freight, but safety remains non-negotiable – every operator is still responsible for ensuring their vehicles are loaded, maintained and
While the reforms reduce red tape, they don’t reduce operators’ responsibility to manage safety, stressed the NHVR.
driven safely.” Castanelli noted that operators will still need to carefully manage vehicle loading because the new gross mass limits do not always align with the combined axle group limits. “Operators need to check both their axle group weights and their total gross weight before entering the road network,” he said. “The new system removes the need for CML accreditation, but it doesn’t remove the need for good systems. Loads still need to be planned, loaded correctly and checked.” Castanelli said the NRFA’s initial concerns about removing mandatory accreditation had been eased by the release of the 2026 Master Code of Practice, which reinforces industry responsibilities.
For Kate Beck, Director of Beck’s Transport Training, the reforms also provide an opportunity to improve compliance, particularly for operators in industries where transport isn’t the core business. “It’s an opportunity to remind businesses that if they operate heavy vehicles, they have responsibilities to manage transport safety, even if transport isn’t their primary activity,” she said. Castanelli said industry had consistently called for less regulation alongside more targeted enforcement against operators who deliberately ignore the rules. Connolly agreed. “I want to see regulators finding operators who are grossly overloaded, seriously breaching access laws and undercutting everyone else.”
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FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Heavy Vehicle National Law Reform
NHVR or National Accreditation Regulator? INDUSTRY ADVOCATE STEVE SHEARER SARTA Executive Officer
THE startling reality, clear from the National Heavy Vehicle Regulator’s figures, is just 3.2 per cent of the 259,000 heavy vehicle operators are accredited and just 1.9 per cent are in fatigue management accreditation. If most of the 4000 Mass Management accredited operators opt out and just rely upon the increased new General Mass Limit from August 1, the accreditation level will drop to about 2.5 per cent. This raises important ques-
tions about the NHVR and what it is doing. The major changes about to impact the industry under the amended Heavy Vehicle National Law (HVNL) that commenced from August 1 are focused more on accreditation reforms than anything else. The new Alternative Compliance Fatigue, which replaces BFM and AFM, the new General Safety Accreditation incorporating Maintenance Management, the Safety Management System (SMS), the new National Audit Standards and the new requirement for a Safety Case for all Fatigue Management accreditations, won’t apply to the non-accredited 96.8 per cent of the industry. The NHVR’s costs in developing the new regulatory requirements for accreditation,
SARTA says there is real concern that the NHVR is focusing on accredited operators as relatively low-hanging fruit.
let alone the implementation cost impost on the accredited 3.2 per cent of the industry, are obviously huge. Within the NHVR this would not have just been simply changing over 3000 documents. The staffing costs, including the development of the materials and the more sophisticated systems and data analysis tools, using PhD graduates’ algorithms, plus all the training of onroad staff and hopefully police, would have been very substantial. All this begs some key questions: 1. W here is the data showing that NHVAS and its regulation were not working and that NHVAS accredited operators are over-represented in safety incidents compared to the 96.8 per cent of non-accredited operators? 2. W here is the benefit-cost analysis supporting the case for the imposition of these changes and how they will improve the safety of the industry, i.e. all of the industry? 3. Given the NHVR’s major focus on performance of accredited operators and rating them as High, Medium or Low risk, what is the fundamental policy and strategy? Is it: i. To work with accredited operators who are willing to do so to address any shortcomings, as it ought to be; ii. Or is it to focus on booting them out of accreditation and back into the amorphous mass of the industry where the NHVR will have far less, almost zero, visibility of them and thus minimal capacity to pursue the improvements that the NHVR is looking for from those operators? 4. W hat is the NHVR doing to monitor and review the safety and compliance of the other 251,000 HV op-
KICKING AN OPERATOR OUT OF MAINTENANCE MANAGEMENT OVER A NUMBER OF DEFECTS, ALMOST ALL OF WHICH WERE IN THE MINOR CATEGORY, IS PATENTLY COUNTER-PRODUCTIVE, PARTICULARLY WHEN THE OPERATORS WERE ALREADY ADDRESSING THE ISSUES AND WERE PREPARED TO WORK WITH THE NHVR.”
erators who are not accredited? Whilst the substantial requirements imposed on accredited operators do not apply to non-accredited operators, the HVNL law does. The Master Code is now in effect and all 259,000 HV operators ought to be conscious that they will be held to it in the event of serious incidents. 5. W hat percentage of the NHVR’s budget has been spent on setting up the new regime and what percentage will be spent in regulating the 3.2 per cent of operators who are accredited? These questions are important and need answering if the industry is to have real faith that we have an effective, fair, responsible and accountable National Heavy Vehicle Regulator and not just a National Accreditation Regulator, which will not serve the industry, the community nor the country well. It’s clear from evidence we’ve seen in several cases that the latter is true. Kicking an operator out of maintenance management over a number of defects, al-
Shearer says the major changes impacting the industry under the amended HVNL are focused more on accreditation reforms than anything else. Images: NHVR
most all of which were in the minor category, is patently counter-productive, particularly when the operators were already addressing the issues and were prepared to work with the NHVR. Arguing that they had a higher rate of defects than others and so must be kicked out, completely misses the point. The question should be are they an actual safety risk that would be resolved by kicking them out, IF the operator won’t collaborate and resolve the issue. The far better message would have been to work with the operators and resolve the issues and then tell that story. Every one of the countless operators I have discussed this with think the NHVR’s unnecessarily aggressive approach in these cases was ridiculous and counterproductive. The
vast majority also question the justification and value of these reforms. Worse, from our detailed knowledge of the evidence presented to the operators, we believe that there were serious flaws in the way the NHVR assessed the information and made judgements about the appropriate action to take. We have discussed these concerns with the NHVR at the most senior levels and will continue to do so because whilst we share the objective of a safe, compliant industry, its regulation must be effective, reasonable, realistic and fair. There is real concern that the NHVR is focusing on accredited operators as relatively low-hanging fruit because it’s easier to trawl through accredited operators’ mandatory records, reports and audits.
NHVR defends broader role in truck safety under reforms ON-ROAD EXPERT PAUL SALVATI Chief Operations Officer National Heavy Vehicle Regulator
THE National Heavy Vehicle Regulator (NHVR) welcomes discussion about the future of heavy vehicle regulation and recognises the important role industry plays in improving safety outcomes across Australia. The suggestion that the NHVR is becoming a “National Accreditation Regulator” does not reflect the breadth of the NHVR’s responsibilities or the purpose of the recent accreditation reforms.
The NHVR regulates more than 250,000 heavy vehicle operators across Australia, regardless of whether they participate in the National Heavy Vehicle Accreditation Scheme (NHVAS), or the new Heavy Vehicle Accreditation (HVA) scheme. Accreditation is a voluntary scheme that provides operators with an opportunity to demonstrate a higher standard of safety and compliance. While participation is voluntary, the Heavy Vehicle National Law (HVNL) applies equally to all heavy vehicle operators. While the previous scheme has served industry for more than 25 years, the HVA scheme brings accreditation in line with current safety expectations, strengthens the partnership between the NHVR and accredited op-
erators, and supports continuous improvement by enabling better identification of safety trends and sharing of insights across industry. The NHVR’s work extends well beyond accreditation. Every day, Safety and Compliance Officers undertake roadside intercepts, vehicle inspections, education and enforcement activities to improve safety and ensure compliance with the HVNL. The NHVR’s compliance and enforcement approach is intelligence-led and riskbased. We use compliance outcomes, crash data, Safe-TCam fatigue data and industry intelligence, including reports to the Heavy Vehicle Confidential Reporting Line, to identify operators and activities that present the greatest risk to public safety. This information informs risk profiles that help the
NHVR target regulatory effort through education, targeted operations and enforcement activities. The NHVR’s Operator Intervention Approach provides an education-based pathway for medium-risk operators with repeated or systemic non-compliance, helping them understand their obligations under the HVNL, address the causes of non-compliance and improve safety outcomes. The vast majority of heavy vehicle operators are committed to operating safely and professionally. The NHVR’s compliance and enforcement focus is on the small cohort of highest-risk operators who repeatedly fail to comply with the law, are involved in serious safety incidents or do not act on known risks. Regulatory action is deter-
The NHVR said its compliance and enforcement approach is intelligence-led and risk-based. Image: NHVR
mined by risk, not whether an operator is accredited, and where operators present an unacceptable risk to public safety, the NHVR will not hesitate to act. It is also important to clarify that the NHVR does
not set the HVNL. The NHVR is responsible for administering and enforcing the HVNL as enacted by participating jurisdictions and implementing the legislation and reforms agreed by governments.
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8 OPINION
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Fuel pain returns
EDITOR JAMES GRAHAM
THE trucking industry has been asking for one simple thing in recent weeks: some breathing room at the bowser. Instead, the federal government has allowed both diesel excise and the Road User Charge to return to pre-war levels, piling yet another cost onto an industry already under enormous pressure. For many operators, fuel is their biggest expense. When diesel rises sharply, there is nowhere to hide. Smaller fleets and owner-drivers feel it first, especially when freight rates fail to keep pace and customers resist fuel levies. The industry warned this would happen. Those calls from an industry now running under the threat of higher fines under the new Heavy Vehicle National Law, have largely fallen on deaf ears. This is not about asking for a handout. It is about recognising that if transport businesses cannot remain viable, the cost eventually lands on everyone.
What’s hot online
Speed limiter modified for 250km/h
OUR recent story from the National Heavy Vehicle Regulator about its crackdown on speed limiter tampering drew a heated response. Readers were especially flummoxed by the regulator alleging it had found one limiter modified to allow speeds of up to 250km/h. “Now anyone who’s seen the great Aussie movie The Castle would know what Darryl Kerrigan would say… ’Tell ‘em their dreamin’,” wrote Vince Parisi. Added an equally incredulous Dwyane Bob: “You can adjust the speed limiter to 480km/h but it doesn’t mean the thing will walk on
its back legs over the Mooney Mooney Bridge. The ability to speed does not prove a vehicle has been speeding.” Paul White wondered if they’d intercepted the DHL 737 on final approach to Sydney’s Mascot airport. “Can someone smarter than me do the numbers to tell me what diff ratios are needed to get 250km/h? And if possible, where to buy them. Asking for a friend,” said Mal Whiley. Glenn Burkin also joked about where he could buy one. “Wish I had something like that so I can get around them donkeys that play games with trucks by slowing down and speeding up on the rare overtaking lanes that Queensland
The NHVR performed more than 2000 intercepts during the operation. Image: Anna/ stock.adobe.com
has on that goat track they call the Bruce Highway.” Added Ray Goodluck: “They keep going on about the 250km/h speed limiter... it’s not like the bloody thing could do it anyway.”
WOULD YOU LIKE TO CONTRIBUTE TO READER CORNER? EMAIL US AT EDITOR@BIGRIGS.COM.AU
Operator’s guide to unfit to drive laws
CHRIS Smith’s guide for operators about the new unfit to drive laws under the reformed Heavy Vehicle National Law, also got readers fired up. Keith Eddy argued that there is only one person who can declare a driver unfit for work, your doctor. “Had a chat with my doctor and that’s what he told me and said he would be happy to go to court,” he said. Others were still left wondering how the law would play out during an interception. “So, if I have a cold and I’m driving a fatigue regulated vehicle, I may or may not cop a penalty if I’m pulled over by NHVR and sound unwell despite being confident in my
own fitness to drive?” asked Shaun Pearce. Nathan Wells suggested that instead of more laws, how about the lawmakers start being proactive. “Why can’t they improve access to medical services at truck-only roadhouses, access to fresh foods, counselling services, etc.?” Warwick Nash also called for a more prevention rather than punishments. “How about you just concentrate on getting lights on trailers for a start and filling some of these damn craters littering the main routes atm … talk about complete ass about strategic thinking… “Safety starts with the road
Authorised officers are not expected to diagnose complex health conditions. Images: NHVR
surface.” Melissa Wheeler said instead of implementing more rules, authorities would be better off focusing on the ones already in place. “Owners and management have lots to answer for.”
Who decides what HVNL really means? Industry pushes back on truck ban call
READERS were quick to share the same concerns that Jodie Broadbent’s raised in her recent column about how state police agencies will interpret the new Heavy Vehicle National Law. Col Moore reckons nothing much will change when it comes to interactions with the police. “Your day depends entirely on how their day/week/ month/life is going at the time of interception,” he wrote. “If they are having a bad day, now you are having a bad day too. And you have little to no re-course on that outcome.”
Karl Wardle called for a clearer division between policing duties and those of National Heavy Vehicle Regulator (NHVR). “A good start would be leaving highway cops to speeding, and other general traffic offences. Anything that is specific to heavy vehicles, leave to NHVR,” he said. “Then make sure all NHVR officers are trained at a centralised place with consistent interpretations taught. “It’s not footy. We’re not entertainers. We need consistency!” Geoffrey Bradow shared a sentiment held by many oth-
ers when he wrote: “They will interpret the law any way they choose! As long as it separates you from your money.”
The industry needs consistent application of the HVNL changes between the NHVR and police. Image: Victoria Police
FRESH calls from the Melbourne City Council for a harder line on trucks allegedly flouting bans on using inner-north streets instead of the heavily tolled West Gate Tunnel failed to get any endorsement from readers. “Better to ban trucks from every road in Australia wide,” wrote Virk Transport. “We’ll just park them in our home garages and apparently your food, fuel, medicines, building materials and everything else will magically deliver itself. “Truck owners already pay massive registration, tolls, in-
surance and fines just to keep Australia moving, yet we’re treated like the problem. People love what trucks bring— just not the trucks doing the work. Try living one week without trucks and see how quickly everything comes to a standstill.” Daiman McIntyre also lamented the lack of support for the industry. “Ticketing drivers that speed up while being overtaken, drivers that fail to indicate, drivers that are not checking mirrors or keeping left,” he wrote. These are basic requirements of driving.. yet so few can man-
age them.. and when in proximity to trucks.. create danger and delays.” Paddy Macnamara said: “We should not have to pay $20.41 each way just to use the Westgate bridge, it’s criminal.”
Melbourne Council said its preliminary monitoring has confirmed increased truck movements. Image: Victoria Government
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10 NEWS
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
IN BRIEF Faded signs prompt urgent call for clarity Whitehead calls time
Daimler Truck Australia Pacific President and CEO, Daniel Whitehead, has announced he will leave his current role at the end of this year. His departure marks the end of a 30-year career with Daimler Truck and Mercedes-Benz, including 12 years in his current role and a decade in China. Daimler said a decision on Whitehead’s successor will be made and announced in due course. Whitehead has overseen record growth of the Daimler Truck, which is currently the number two truck manufacturer in Australia. He oversaw the introduction of the new generation Actros in 2016, a new heavy-duty Fuso with the Shogun in 2019, an all-new Freightliner Cascadia in 2020 and ushered in a new era of electric trucks from 2021 with the Fuso eCanter, Mercedes-Benz eActros and eEconic models.
WA extends trials
Western Australia has extended the trials of two initiatives allowing longer and heavier road trains to access part of the road network. In April, a range of temporary measures were introduced in response to fuel challenges, including allowing longer 53.5 metre triple-road trains to operate between Wubin and Muchea on Great Northern Highway; and 27.5 metre and 36.5 metre road trains carrying petrol, diesel, fertiliser, lime, lime sand, milk and bulk perishable goods to transport up to an additional 10 tonnes per load. Both trials have now been extended until December 31.
Grain notice updated
The National Heavy Vehicle Regulator (NHVR) has updated South Australia’s grain transport mass exemption notice to provide greater clarity for operators ahead of the 2026 harvest season, while maintaining the access arrangements relied on by industry. Subject to the commencement of the amended Heavy Vehicle National Law (HVNL) on August 1, the South Australia Class 3 Grain Transport Mass Exemption Notice 2026 (No. 1) will replace the current South Australia Farm Gate Grain Transport Mass Exemption Notice 2025 (No. 1). The notice has been updated to align with the HVNL reforms.
BY JAMES GRAHAM
VETERAN transport operator Leigh Smart is calling for clearer rules around rear marker plates after one of his trucks was issued with a defect notice because the signs were deemed to be faded. Smart, who has spent 53 years in the industry and operates a six-truck, award-winning Sydney-based fleet delivering chemicals and dangerous goods, said the notice was the first of its kind he had encountered. The defect, issued by the National Heavy Vehicle Regulator (NHVR) at Marulan, was self-clearing, meaning the company could replace the plates by without receiving a fine. But Smart said the incident raised a bigger question: exactly when does a rear marker plate become too faded to remain compliant? “What’s faded? Is it 80 per cent faded, or 20 per cent faded?” Smart asked. Smart said the decision appeared to rest on the judgement of the inspecting officer, with no measurable standard available to operators. After receiving the notice, Smart replaced every rear marker plate across his fleet to avoid the risk of further enforcement action. He estimated the plates cost about $60 each, or roughly $120 per truck, before labour. “It’s not a big deal. It’s $120 a truck, but you’ve got six trucks,” he said. “By the time we get the fitters here, unscrew the other ones and screw the new ones on, it’s about $1000.” With some trucks leaving his Formula Chemicals depot as early as 4am, Smart said arranging the work around delivery schedules added to the inconvenience. “You’ve got to get the truck in the yard when it gets back to be able to do it,” he said. “It’s just never-ending. We’ve got to get some common sense in our industry.” Smart said he had since
spoken with three other operators who had received similar notices over allegedly faded rear marker plates. He understood the purpose of the “Do not overtake turning vehicle” sign fitted to the left-hand side of a truck but questioned whether the wider public understood the meaning of the plain red and yellow plate fitted beside it. “If you’re not in the transport industry, you don’t know what the markers are for.” He said operators were required to fit the plates before a new truck could be registered, with detailed rules governing their size, height and positioning on different vehicles. However, he believes enforcement should be supported by a clearly defined and measurable threshold showing when a plate is no longer acceptable. “If you can’t measure it, you can’t control it,” Smart said. “What constitutes a faded sign, and how do you determine that?” Smart stressed that he supported genuine safety enforcement and had spent much of his career working to improve dangerous goods transport and bring drivers home safely. The industry has acknowledged that commitment with several notable accolades, including most recently, the prestigious Workforce Award at the recent Australian Trucking Industry Awards. Smart, however, said enforcement should focus on defects that posed a demonstrable safety risk rather than plates that remained visible but were considered faded by an individual inspector. “Please give us stuff that we all want to be out there that will help us safely do our job and bring our drivers back safe every day,” he said. “But don’t kick us for stuff that means absolutely nothing.” Smart said greater public education was also needed if the plates were considered an important safety device.
“If we’re going to have something like this, where’s the awareness program to make everyone aware of what these signs mean?” he said. “If it’s a safety issue, please tell the public what they’re for.” His message to regulators is to provide operators with a clear standard they can inspect against before trucks leave the yard. The National Heavy Vehicle Regulator spokesperson said the regulator has not introduced any new enforcement approach or inspection methodology relating specifically to rear marking plates. “Compliance activity in this area is business as usual,” the spokesperson said. “Rear marking plates are a critical safety feature designed to improve the visibility and recognition of heavy vehicles, particularly at night and in low-light conditions. The Heavy Vehicle National Law (HVNL) requires these reflective markings because they help other road users identify heavy vehicles earlier, judge their size and position, and drive safely around them.” The spokesperson added that maintaining compliant rear marking plates is not simply a regulatory requirement – it is an important safety measure that helps reduce the risk of serious crashes. “If a heavy vehicle loses its lights or is stopped on the roadside in dark conditions, faded or damaged rear marking plates can significantly reduce the vehicle’s visibility,
Safety advocate Leigh Smart is calling for more clarity around rear marker plate rules. Image: Prime Creative Media
increasing the risk of another vehicle colliding with it,” the spokesperson said. “This presents a serious safety risk not only to other motorists but also to heavy vehicle drivers who may be inside or working around their vehicle. “Operators should regularly inspect reflective signage and markings, as well as conduct daily pre-start checks, to identify safety defects before a vehicle enters service and meet their obligations under the HVNL.” The NHVR said faded or damaged rear marking plates are a common defect identified during roadside inspections. Where these defects are found, the spokesperson said the NHVR will generally issue a self-clearing defect notice rather than an infringement. This approach gives operators up to 28 days to rectify the issue, with no reinspection requirement or associated inspection costs. The focus is on ensuring the safety issue is addressed, rather
than imposing penalties. Since January 1, 2021, the installation of Class 2 rear marking plates has been prohibited due to their lower performance and durability compared with current compliant products. “While existing Class 2 plates that remain in good condition do not present a significant safety risk, operators are encouraged to replace faded or damaged plates and upgrade to the current standard when replacement is required,” the spokesperson added. “The NHVR’s approach is, and always has been, focused on improving safety outcomes. “Ensuring heavy vehicles remain clearly visible on the road is a simple, but important measure that helps protect heavy vehicle drivers, other road users and everyone who shares Australia’s roads.” • Turn to page 12 for more on the issue from lawyer Kristy Speirs, the former top prosecutor at the NHVR.
Veteran truckie slams sloppy sign compliance
A veteran Western Australian truck driver is calling for authorities to crack down on heavy vehicle operators who fail to cover Road Train and Long Vehicle warning signs when they are no longer required. The driver, who has more than 30 years’ experience in
the industry, said correctly displaying – or covering – warning signs was one of the simplest compliance requirements for heavy vehicle operators. “It used to be something the transport inspectors were right on top of,” he told Big Rigs.
Barrier Hwy rest areas
Major works are underway on new rest areas and culvert upgrades along Barrier Highway in South Australia’s mid-north. These works include culvert upgrades at Winnininnie and Bindarrah to provide a wider road width for heavy vehicles. As part of the project, an existing rest area at Bindarrah will also be upgraded, and a new eastbound rest area for truckies will be constructed at Winnininnie at a total cost of $2.12m.
The sign that triggered the defect notice for Formula Chemicals. Image: Formula Chemicals
Our source says he and other drivers have noticed an increasing number of trucks flouting the signage rules in recent months. Image: Supplied
“But it’s getting worse.” He said uncovered Road Train and Long Vehicle signs could confuse motorists, who rely on the warnings to judge how to safely overtake and interact with heavy vehicles. “It has common sense value,” he said. “Car drivers who don’t know heavy vehicles too well use that information to decide how they drive around us.” The driver said most professional operators took pride in ensuring signs were covered or turned around as soon as trailer combinations changed. “I think in 30 years I’ve only lost a couple of Road Train sign covers,” he said. “It’s not hard to put the covers in the locker after hooking up.” He said operators who ignored the rules often displayed other signs of poor vehicle presentation and
maintenance. Main Roads Western Australia told Big Rigs that it has not identified an increase in offences relating to the incorrect display of Road Train or Long Vehicle signage. Its data shows that sign-related offences over the past six months have dropped by 20 per cent compared to the previous six months. “Transport Inspectors continue to identify isolated instances where signage is displayed incorrectly. These offences are not being observed at increasing levels,” a spokesperson said. Under Section 276, 277 and 278 of the Road Traffic (Vehicles) Regulations 2014, heavy vehicle operators must ensure that Road Train and Long Vehicle signage is displayed only when required and complies with the prescribed standards. Displaying Long Vehicle or
Road Train signs on an inappropriate vehicle is considered an offence and carries an infringement penalty of $100. The Main Roads spokesperson said data indicates that identified offences for signage issues have reduced from 84 in the last six months of 2025 to 67 in the first six months of 2026. “These signs provide critical information to other road users about the size, length, and operating characteristics of heavy vehicle combinations, allowing motorists to make informed and safe decisions when overtaking, merging, turning, or navigating around large vehicles,” the spokesperson said. “Incorrect, misleading, or unnecessary signage has the potential to create confusion and may result in road users misjudging the length or configuration of a vehicle.”
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12 FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
When is a rear marker plate deemed faded? BY KRISTY SPEIRS, SPECIAL COUNSEL, ACORN LAWYERS
ONE of the benefits of practising predominantly in heavy vehicle and regulatory law is that you begin to notice trends emerging across the transport industry. Over recent weeks, I have become aware of several transport operators receiving Heavy Vehicle Defect Notices after authorised officers determined that their rear marker plates were ‘faded’. Industry representatives have also raised concerns that similar notices have recently been issued to several transport operators across New South Wales. That naturally raises an important question: Is there currently an increased enforcement focus on rear marker plates? Are authorities currently cracking down? If so, many operators would welcome greater guidance from the National Heavy Vehicle Regulator (NHVR) about exactly what standard is expected before enforcement action is taken. There is absolutely no dispute that rear marker plates are an important safety feature. They assist other road users to identify heavy vehicles and better appreciate their dimensions, particularly at night and in conditions of reduced visibility such as in rain and in fog. Every transport operator has an obligation to ensure their heavy vehicles remain safe and compliant. The issue is not whether rear marker plates should be maintained. The question is: When does a rear marker plate become sufficiently “faded” that it is no longer compliant? A Recent Example
Rear marker plate that was the subject of a recent Heavy Vehicle self-clearing Defect Notice.
Looking at the above photograph, reasonable people may reach different conclusions. Some may consider the plate has deteriorated sufficiently that replacement is warranted. Others may observe that it remains: • clearly identifiable • f it for purpose; • fully legible; • reflective; and • capable of identifying the rear of the vehicle. It is precisely because reasonable opinions may differ that many operators are asking whether there is an objective standard against which compliance is assessed.
Most operators would probably agree when a rear marker plate is clearly non-compliant. The more difficult question – and the one currently generating discussion – is where the line is drawn between acceptable wear and a defect that justifies enforcement action.
What does ‘faded’ actually mean? The word ‘faded’ is not difficult to understand in everyday language. The Macquarie Dictionary defines “fade” as: “To lose colour, brightness or freshness through age, sunlight, weather or wear.” Almost every component fitted to a heavy vehicle will deteriorate over time. •P aint fades •M udguards weather • Reflective tape loses some brightness • Rear marker plates are no different The important question is not whether some fading has occurred. The important question is whether the plate has deteriorated to the point that it no longer performs the purpose for which it was designed. What does “fit for purpose” mean? The phrase “fit for purpose” generally refers to something that remains capable of performing the function for which it was intended. Applying that concept to rear marker plates raises another practical question. If a rear marker plate: • r emains clearly visible; • r emains legible; • continues to reflect vehicle headlights at night; and • continues to identify the rear of the heavy vehicle, Has it ceased to be fit for purpose simply because it is no longer brand new? Although the photo above depicts a marker sign that is two years old. These are legitimate questions that many operators are now asking. What does the law actually require? Rear marker plates are not simply a matter of best practice—they are required by law. Section 80(2)(a) of Schedule 2 to the Heavy Vehicle (Vehicle Standards) National Regulation requires certain heavy vehicles to be fitted with rear marking plates that comply with the applicable national standard. That national standard is contained in Vehicle Standards Bulletin 12 (VSB12) – National Code of Practice: Rear Marking Plates, published by the National Heavy Vehicle Regulator. The purpose of VSB12 is to promote the safety of heavy vehicles by prescribing the types, design, dimensions, positioning and installation requirements for rear marker plates fitted to heavy vehicles operating in Australia. Importantly, the Code is directed primarily to ensuring that rear marker plates: • a re correctly installed; • r emain visible;
Example of a rear marker plate described by an Australian heavy vehicle signage supplier as “very faded” and requiring replacement.
• are clearly identifiable; • provide appropriate retroreflective performance; and • continue to identify the rear of heavy vehicles to other road users. The difficulty is that while VSB12 prescribes the specifications for compliant rear marker plates, it provides limited practical guidance about when normal deterioration through weathering and age becomes sufficient to render an otherwise compliant plate defective. This is where many transport operators say uncertainty arises. The question is not whether a brand-new rear marker plate complies. The question is: At what point does a rear marker plate cease complying because it has become “faded”? Does VSB12 provide an objective test? Having reviewed VSB12, one question immediately arises. While the Code specifies what type of rear marker plate must be fitted and how it must be installed, it does not appear to prescribe an objective roadside test for determining when a plate has deteriorated to the point that enforcement action should be taken. This naturally raises a number of practical questions. For example: • Is there an objective inspection methodology used by authorised officers? Is there any recognised • equipment for measuring deterioration or reflectivity during roadside inspections? • A re authorised officers provided with photographic guidance identifying acceptable and unacceptable levels of deterioration? • If assessments are primarily visual, how is consistency maintained across different inspectors and different regions and in day and night? Providing greater transparency around these issues would assist operators in understanding precisely what is expected and enable businesses to proactively replace rear marker plates before
enforcement action becomes necessary. Can ‘faded’ actually be measured? One of the more interesting issues raised by this recent enforcement activity is whether there is an objective method of determining when a rear marker plate has become too faded. Many aspects of heavy vehicle compliance are objectively measurable. For example: • t yre tread depth; • a xle mass; • vehicle dimensions; • brake performance; • steering components. Each can generally be measured against recognised standards. Rear marker plates appear different. Many operators have questioned whether there is any roadside equipment capable of measuring the degree of fading. If not, is compliance determined solely through a visual assessment? If visual assessment is the primary method, several legitimate questions arise. • Is there an objective inspection procedure? • A re inspectors applying consistent assessment criteria? • A re there photographic examples demonstrating compliant and non-compliant rear marker plates? • Is there a second-review process where an assessment is borderline? These questions are not asked to avoid compliance. They are asked because consistency and certainty benefit everyone. Industry is seeking clarity From discussions occurring within the transport industry, operators are not seeking lower safety standards. That is for certain. They are seeking clearer standards. • whether objective technical assessment criteria exist; • whether any testing equipment is used; • whether guidance material could be published contain-
ing photographic examples; • whether education may be appropriate where the plate remains clearly visible and there is no immediate safety risk. Providing greater clarity would assist operators to proactively maintain compliance while also promoting consistency in enforcement. It is not publicly apparent whether authorised officers utilise any objective testing equipment or recognised technical methodology when assessing whether a rear marker plate has deteriorated beyond the required standard. As a former NHVR Principal Prosecutor, I know that successful prosecutions are built upon admissible evidence. It is therefore reasonable for industry to seek to understand the objective criteria, if any, that distinguish a compliant rear marker plate from one that warrants enforcement action. The economic reality Many transport businesses continue to operate under enormous financial pressure. • Fuel costs • Insurance premiums • Finance costs • Wages • Tolls While replacing one rear marker plate may not appear significant in isolation, repeated defect notices based upon what operators perceive to be subjective assessments can create additional costs, downtime and administrative burden. For businesses operating large fleets, these costs quickly multiply. This isn’t about lowering safety standards This article is not suggesting rear marker plates should not be maintained. Nor is it suggesting that authorised officers should ignore defective vehicles. Rather, it raises a broader regulatory question. Good compliance systems work best where standards are: • clearly communicated; • objectively measurable; • consistently applied; and
• proportionate to the safety risk. When industry understands precisely what is expected, compliance naturally improves. Practical suggestions for operators Until further guidance is available, transport operators should consider: • Including rear marker plates within regular vehicle inspections. • Replacing plates that are clearly damaged, illegible or no longer reflective. • Recording inspections and replacements. • Encouraging drivers to report deterioration. • Retaining maintenance records demonstrating proactive compliance. Documentation often becomes just as important as the physical maintenance itself. Final thoughts During my time as a Principal Prosecutor with the NHVR, I saw first-hand the important role that effective regulation plays in improving road safety. Equally, I also saw the value of clear guidance and constructive engagement with industry. If rear marker plates are currently receiving increased enforcement attention, this presents an opportunity for further guidance to operators. Greater clarity regarding inspection standards, objective assessment criteria and practical examples would benefit both industry and regulators alike. Ultimately, everyone shares the same objective: Safer heavy vehicles operating on Australian roads. About the author
Kristy Speirs is a former Principal Prosecutor with the National Heavy Vehicle Regulator and has extensive experience advising transport operators, directors and businesses on Heavy Vehicle National Law compliance, regulatory investigations and Chain of Responsibility obligations.
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The new SL Slimline range of LED driving lights are perfect for applications where mounting space is limited. A lot of modern bull bars are quite shallow and don’t allow much space for deeper, more traditional sized driving lights.
NON-MEMBERS
$
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I Compact design I Full compressor cooling & freezing capability I Space for up to 24 X 375ml cans I Sturdy carry handle I Durable construction I Powered from 12/24V DC
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I Powerful and efficient Dometic Compressor I High-resolution colour display I Bluetooth or WiFi control I Temperature control and performance monitoring via Dometic Mobile Cooling app I Gasket seal technology I 5 year warranty
$
649
I Built-in Bluetooth I Comes with remote
P28-1055
I Pair I Includes 2 xX clear covers I 9” slimline I 1000m combo beam I 12-24V
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NX920
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244
NON-MEMBERS FROM
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294
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I 7” screen, 4 channel with 1024 X 600 HD resolution I 110° wide angle lens camera with 1280 X 720 resolution I Supports up to 200m wireless range between monitor and camera I Connects up to 4 wireless cameras (1 included in kit) I 12V & 24V compatibility
I 5” screen with 800 X 480 HD resolution I 110° wide angle lens camera with 1280 X 720 resolution I Supports up to 150m wireless range between monitor and camera I Connects with one wireless camera (included with kit) I 12V & 24V compatibility
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$379 $479
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KEEP AN EYE OUT FOR THE DARK RED SYMBOL IN THE FLYER FOR MEMBER PRICING! Sign up at paccarparts.com.au/privileges
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= NON-MEMBERS PRICING
MEMBERS
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$80
UHF CB Radio MEMBERS
$
Chest Fridge MEMBERS
$
1,095
$100
589
NON-MEMBERS
$
NON-MEMBERS
$
MEMBERS
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689
I Bluetooth I Magnetic microphone mount I 3 watt speaker microphone I Built-in GPS receiver - location aware I XRS Connect - Smartphone application I 5 year warranty I Made in Australia
1,175
I DC power consumption 0.5 to 3 amps I Power; built in 240V AC / 12V DC / 24V DC I Weight: 17kg I 3 year warranty
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Dash Mats MEMBERS
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S14-KW-1002
199
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NON-MEMBERS
$
279
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ea
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KTT610 DMTCCR
I Driver & passenger I Kenworth bug & Legacy Logo S14-KW-1002 $195 $295 Suits Kenworth models: T659, T909, C509
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DMTCCR Suits Kenworth models 2014 onwards T359, T409, T409SAR, T609, T659, T909, C509 PADMT610 Suits Kenworth models: T360, T360A, T360SAR, T410, T410SAR, T610, T610SAR, T420, T420SAR, T620, T620SAR, T320
KTT610 $249 $349 Legacy logo, suits Kenworth models: T360, T410, T410SAR, T610, T610SAR
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Prices herein are recommended selling prices for both Privileges members and non-members, inclusive of GST. Recommended selling prices in this publication are provided as a guide. Prices may vary at the dealerships. Freight charges may apply. All items have been included in good faith on the basis that goods will be available at the time of sale. Promotion available at participating Dealers from 1 to 31 August 2026 or while stocks last. Images are used for illustrative purposes only.
* Calls from Australian landlines are generally free of charge whilst calls from mobile phones are typically charged based on the rate determined by the caller’s mobile service provider. Please check with your mobile service provider for call rates.
16 FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Speed adaptation and throttle control In the second instalment of our monthly fuel saving series, our expert truck tester debunks the myth that driving faster gets the job done quicker. SO, how did you go on last month’s challenge - reducing the number of times you stop? Let us know . . . One of the biggest myths in road transport is that driving faster gets the job done significantly quicker. In reality, it often gets the fuel bill up much faster than it gets the truck to its destination. A number of years ago Scania conducted a fuel economy test between Melbourne and Sydney. The only significant change was reducing maximum cruising speed by 5km/h. The result? The truck used around 45 litres less fuel for the trip. For a vehicle making five return trips a week, that equated to roughly $15,000 a year in fuel savings at the diesel prices of the time. Yet the trip took only about 45 minutes longer. That’s a trade-off many operators would happily take. Speed Tip #1: Speed limits are maximums, not your minimum The most accurate forecast trip times are calculated by operators based on experience with the route, not a computer calculated time based on speed limits and assumptions that drivers will pull out all stops to maintain the signposted speed. Provided you are driving with your new anticipation skills finely tuned, you will find that operating just below the speed limit will have almost no impact on your trip time, especially if you are operating in metro or regional operations. Long-haul operations are a different matter, but it rarely upsets a customer if anticipated trip times are already calculated with experience in pulling back top speeds. Your speed at any time should be determined by traffic and road conditions first, speed limits second. Fuel burn increases exponentially to increases in speed. To increase your speed by 5 per cent you need to burn a lot more than 5 per cent extra fuel.
The converse is true. Reducing speed by 5 per cent saves more than 5 per cent of fuel. An additional benefit is a long term one. At some point you have to get rid of that energy and stop the truck. Brakes, tyres and in fact all running gear benefits from less speed stress. Speed Tip #2: Slow down slower Think back to last month’s discussion about momentum. Every time you need to brake heavily, you’re usually paying the price for something that happened 10 or 15 seconds earlier. Maybe you were following too closely, maybe you weren’t reading the traffic lights. Maybe you didn’t notice congestion developing ahead. The harder you have to slow down, the more momentum you’ve wasted. Good drivers don’t simply slow down. They slow down gradually. They come off the throttle early, allow rolling resistance and aerodynamics to do some of the work, and use the truck’s natural deceleration before resorting to the braking systems. The truck remains balanced, the ride is smoother and fuel consumption decreases. You have the best seat in the house for forward vision, so lift your view and react early. A key point which we’ll cover in more detail next session - Stepping off the throttle reduces the fuel flow to zero. That’s right. Coasting drops the engine to idle speed, where it’s still using fuel. But no throttle, means no fuel. Speed Tip #3: Take the torque off early Most drivers travel the same roads every day. They know where the hills are and they know what’s on the other side. Yet many still attack every rise as though they’re qualifying for Bathurst. One of the most effective fu-
el-saving techniques is backing off the throttle as you approach the crest of a hill. Last month I noted a fuel test I drove with Volvo’s Paul Munro where he used 13 per cent less fuel by letting speed gently bleed away near the top of a rise. Instead of demanding maximum power all the way to the crest, he’d ease off the torque, roll over the top at perhaps 80 to 85km/h and allow gravity to restore the speed on the downhill side. Some of the latest trucks recognise this fuel saving technique in their software. With a GPS enabled route system, the truck knows the terrain ahead and the detail of each hill. It will automatically reduce torque near a crest and allow speed to build up on the other side. Unfortunately, some early systems were coded for Europe – not for B-double operation. They blindly cut back the torque as the prime mover rolled over the peak, but as the A-trailer was still heading uphill, the rig slowed down dramatically. Disciplined and professional drivers – like you, are best equipped to manage torque and boost fuel efficiency. Overall, this one simple change in driving technique alone can deliver a massive saving. Speed Tip #4: More throttle doesn’t always mean more acceleration Drivers of older trucks need to be particularly aware of this. Many older engines can be over-fuelled, and pressing harder on the throttle pedal just sends more unburnt fuel into the exhaust system. In simple terms, pushing the throttle harder doesn’t necessarily make the truck accelerate any faster. It simply injects more fuel into the engine than is required. Modern electronically managed engines are far better at preventing this, but there are still plenty of older trucks
No matter how big you are, it’s still a single pedal for your right foot. Images: David Meredith
What your foot does . . . AMT or auto gearbox
This is where the brains of fuel efficiency sit - not in a box.
working hard around Australia. But whatever the age of your truck, when more throttle makes no difference, there’s simply no point in pressing it any harder. Time to drop a split, or a full gear – or two. You might have a steel capped boot on your right foot, but you can still ‘feel’ the torque increasing as you press the throttle. It’s not a light switch - smooth, progressive throttle application is almost always more efficient. Speed Tip #5: Watch the idle time This one surprises many drivers. Not so long ago I used to quote about five dollars per hour of idle cost. With today’s fuel prices, that figure is considerably higher. One hour here and there may not seem significant, but over weeks, months and years, unnecessary idling can consume thousands of litres of diesel.
If you’re stopped for an extended period and operational requirements allow it, shut down and save fuel. Modern engines can handle it. Summary Speed adaptation isn’t about driving slowly. It’s about driving intelligently. Good drivers understand that every road, every hill and every traffic situation requires a slightly different approach. As mentioned already, the throttle pedal is a precision control. Every time you flex your right foot, several things happen under the bonnet, and it’s not a simple as squirting more fuel into each cylinder. And milliseconds later - off you go . . . The smoother and more deliberate you are with managing the throttle, the less fuel you’ll burn. Remember that reducing fuel consumption isn’t usually about one big change. It’s about dozens of small decisions made during every trip.
Before the injector rack obeys your request, it checks with the transmission. The transmission reads the speed you are doing, the incline you might be navigating, the torque you are requesting, the weight of your truck (already calculated during the first few hundred metres of your trip), the gear you are in and computes the ideal fuel/air mix, injection timing and pressure to extract the most energy from the fuel, while maintaining compliance with emissions control limits and delivering what you’ve asked for. Phew! Then it selects the best gear, keeping the rpm as low as possible, and tells the injectors what to do – how much and when.
The drivers who consistently achieve the best fuel economy figures aren’t necessarily the ones with the newest trucks and latest engine tech. They’re the ones who understand how to adapt their speed to the conditions and use only as much throttle as they genuinely need. So – things to focus on this month: • Back off a bit – Save a lot • Slow down slower • Ease back on the torque approaching hill crests • Eliminate unnecessary idle time Next month we’ll look at the braking systems already working for you every time you lift your foot off the throttle – and why the service brakes should often be your last choice, not your first.
Every time you flex your right foot, several things happen under the bonnet.
Whether it’s an auto pedal or a conventional one, the smoother you are, the less fuel you’ll burn.
Reducing speed by 5 per cent saves more than 5 per cent fuel. Image: Mountain/stock.adobe.com
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18 FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Fischers freighting across ‘The Paddock’ As this go-getting young couple close in on their 10th year, they look back with pride on how far they’ve come since launching from a shipping container. BY DAVID VILE “EVERYTHING is a gamble, but you have to back your decisions.” For Aaron Fischer, setting up his own transport operation almost a decade ago with wife Alex was indeed a gamble and required some big decisions, but it is one that had paid off. Today the couple oversee a fleet of road trains running from their Howlong depot across ‘The Paddock’ to Western Australia on a weekly basis. For the 34-year-old, transport has been a part of his DNA from a very young age, with the family centred around the Wagga and Henty areas farming and trucking. “My grandparents were on a farm and my father, Grant, initially had an Isuzu stock truck and then did a bit of tipper work and them moved into general freight - he had a cabover Kenworth and an International 3070. “As the work grew, he peaked at five trucks - he would always say, ‘It’s your name on the door’. He was always very particular about fleet presentation” recalled Aaron.
Aaron undertook an apprenticeship as a diesel mechanic at Cummins in Wodonga upon finishing school, which put him in good stead for the future. “I will be forever grateful to the people there as they were brilliant; I was taught by the best and I still deal with a lot of those people today.” With Grant having sold his trucks and semi-retiring, and with a strong desire to get behind the wheel, Aaron first took to the road in a Kenworth K200 first driving for Wayne Hatton out of Holbrook with a tautliner and then later for Graeme Dawson on flat-top work. “Wayne was really good to work for and I also loved doing the flat-top stuff as you were doing something different every day. I had always wanted to have a go at it myself, so we bought a Dawson’s K108 which was a brilliant truck, Dad came back to drive that and I bought a T608 which we also used to tow for Dawsons,” he explained. Running their own operation was an experience in perseverance, with a 1-acre house
Alex and Aaron Fischer at the company’s Howlong depot.
A young Aaron Fischer perched behind the wheel of Grant’s ex-Hunter’s Kenworth.
Steel pipe is a mainstay of the road train freight carried across the Nullarbor. Images: David Vile
block and a shipping container in Howlong serving as the depot and shed in the early days, but Aaron and Alex stuck at it, branching out on their own with another couple of Kenworths, and sourcing work through a list of contacts from back when Grant was running his trucks. “We had to start at the bottom but we worked hard to get our name out there and prove ourselves - a lot of our contacts were people Dad worked with and we kept ticking along, carting steel, timber and a bit of everything and we did pretty well out of it,” he said. Having traversed the Nullarbor a few times, Aaron reckoned there was potential in running across ‘The Paddock’ to Western Australia, and that became the next phase for the Fischer Haulage operation. Today as many as 10 trailers a week head for Perth. “I loved running over to the west the times I had been over there. Freight along the East Coast had died down a bit and we wanted to branch out across The Paddock. “We bought a couple of dollies and extra trailers, and we focused on that and we have found our niche. “We have got a good contact book and we will take anything across there. We work with a lot of the mining companies but our main work is carting steel pipe over and we have a strong relationship with our customer who we have worked with for six years now.” Currently the Fischer inventory runs to 11 prime movers, 11 dollies and 30 trailers which are a mix of flat-tops, tautliners and extendables. Two pilot vehicles for oversize work also serve as breakdown units as required. The fleet is dominated by Kenworth with a mix of bonneted and cab-over models along with a big-bonnet Western Star and a Freightliner truck used for local work. Keeping the fleet modern and well maintained are a high priority and given the kilometres they do, the trucks are well appointed for drivers. “We keep the fleet up-to
date - our newest T909 we got late in 2025 and it has done 200,000 kilometres - it has hardly stopped. We are Kenworth and Cummins throughand-through but you have to think outside the box a bit. “We have just bought a Freightliner Cascadia to give it a bit of a go; I haven’t had a lot to do with Detroits, so it will be interesting to see how it stacks up against the others.” Having also upgraded from the house block and shipping container to a large yard and depot in Howlong, all fleet maintenance and upkeep is done in house. “We have two mechanics full time here and we do everything ourselves and try not to send any work out. “With our Cummins knowledge we can tackle it here - a dollar saved is a dollar earned. Also from here in Howlong, we can run a train direct out of the yard which is great for us as we can have them all loaded and hooked up here good to go.” While the focus is on running a modern fleet, parked in the corner of the shed at Howlong is an International Acco which is both a nod to the past and something that will become a rolling tribute to Grant Fischer, who sadly passed away last year. “The old ‘Butterbox’ was Dad’s project - it was the first truck he ever drove for Brian Wettern in Henty. “When Wetterns sold up we grabbed a trailer and went and got it and before Dad died he got everything chromed and we have another cab and so forth there. “It will be finished up and painted in the original grey with the black chassis so that will be our project in the next 12 months.”
The International ‘Butterbox’ awaiting restoration at the Howlong depot.
With their current level of commitment and all the work that goes with it, both Aaron and Alex are content with their situation and do not envisage growing the business beyond what it is today, as they close in on their 10-year anniversary running their own operation. “We have had a good crack at it. I don’t think we want to grow much more, we have found our spot - get any bigger you lose both that personal touch with your customers and what you can cope with.
“All the drivers do a great job - a lot of them are ‘old school’ which I appreciate that in the way they load and the care they take in doing it, and we try to give them the best gear to do their job. “It’s a tough game, being young people in the game starting with one truck and a shipping container doing our services in the mud, but we have built it to what we have got, it has had its ups and downs had but you love it. I can’t see us doing anything else.”
Three T909 Kenworths are part of the Fischer Haulage operation.
The company runs up to 10 trailers a week to Western Australia from the eastern states.
20 FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
ABS Transport celebrates with ProCabin
ABS Transport has celebrated a decade of running Mercedes-Benz Actros trucks by taking the keys to an aerodynamic ProCabin. The Melbourne-based operator made the switch to Actros in 2016, when it replaced a fleet of older trucks, and has been thrilled with the results. “It was the best thing that we ever did,” said owner Terry Warn, who was inducted into the Shell Rimula Wall of Fame in 2013, alongside wife Celeste. “Running B-doubles, we were getting 1.7km per litre with the old gear and suddenly it was 2.0km or 2.1km per litre with the Benzes. You can imagine how the savings add up over time.” Terry has been immediately impressed by the results he’s getting with the ProCabin. “It’s a great truck, the driver loves it,” he said. “This ProCabin really is beautiful to drive. They are so quiet and comfortable and the fuel economy is just fantastic.” The ProCabin features a lowdrag design with a rounded front to reduce drag. The new shape also removes unwanted gaps and joints
and guides air either around the cabin or straight into the truck’s cooling system. This concentration of the airflow maintains the cooling effectiveness of the Actros. The ABS ProCabin is a 13-litre and is running hauling general freight or dangerous goods between Melbourne, Sydney and Adelaide and as a road train or B-triple to Brisbane. ABS operates 15 Actros trucks and some of them have done 1.4 million kilometres, introducing Mercedes-Benz remanufactured (reman) engines at 1 million kilometres. In this case, Mercedes-Benz takes the older engine and replaces it with an engine that has been rebuilt with remanufactured Mercedes-Benz parts using what is called the RePower plan. “RePower is the best thing,” Terry said. “It has just been fantastic for our business, and I couldn’t speak more highly of it.” Daimler Truck Australia Pacific Vice President Sales, Marketing and Operations, Andrew Assimo, said it is great to see the Mercedes-Benz ProCabin join the
THIS PROCABIN REALLY IS BEAUTIFUL TO DRIVE. THEY ARE SO QUIET AND COMFORTABLE AND THE FUEL ECONOMY IS JUST FANTASTIC.” ABS Transport fleet. “There’s no better way to celebrate 10 years of running Mercedes-Benz trucks than to welcome an Actros ProCabin to the fleet,” Andrew said. “We are thrilled to help the ABS team grow this amazing business, known for its fantastic customer service, and am so pleased to see the new Actros ProCabin already delivering new benefits.” All Actros trucks now feature the Active Brake Assist 6 Advanced Emergency Braking Systems safety package that includes five radars providing a 270-degree view around the vehicle and allows for optimum operation of the Active Side Guard Assist 2 system. The backbone of this safety suite is a new electronics plat-
All Actros trucks now feature the Active Brake Assist 6 Advanced Emergency Braking Systems safety package that includes five radars.
Melbourne-based operator Terry Warn said the new ProCabin has made an immediate impression. Images: Daimler Truck
form that can process data 20 times faster. The Warns endorsement of the new ProCabin is a big win for one of the newest arrivals in the heavy-duty sector in Australia. Terry started in the transport industry just two days after finishing his apprenticeship as a diesel mechanic in January 1975. After training with SA Cheney in Dandenong working on Bedford trucks, he bought his first truck, a damaged 1970 International Transtar fitted with a 250hp Cummins. He named it ‘Tranny’ and was the beginning of a lifelong learning curve. It was an insurance write off and cost him around $420 to get back on the road. Terry used it to transport produce and general freight mainly Melbourne to Sydney and
The ABS ProCabin is a 13-litre and will be kept busy running in a variety of configurations between Melbourne, Sydney, Adelaide and Brisbane.
Melbourne to Adelaide. Its first load was for Australian Glass Manufacturing in Dandenong hauling to Newcastle for Baulch Transport Soon after Terry was lucky enough to gain subcontract work with LS Booth Wine Transport that lasted for the next five years. The business, originally known as Warns Transport
Industries is today called ABS Transport Industries named after the the first letters of each of their children’s names - Aaron, Bianca and Shannon. The company now operates with 44 trucks and 80 trailers and specialises in prescribed waste and dangerous goods although the Warns still haul general freight Australia wide with depots in every state.
Allison-equipped Euro 6 Fuso Fighter range expands
Fleets can buy Allison-equipped Fuso rigids that cover the entire rigid range. Images: Daimler Truck
The Fighter also features a spacious cabin with a rear storage area behind the seats.
FUSO has expanded its Allison-equipped Euro 6 Fighter model range and confirmed steady supply for Australia. The recent addition of new Allison automatic variants mean fleets can buy Allison-equipped Fuso rigids that cover the entire rigid range including six, eight, ten twelve and fourteen pallet models. The new automatic option is an Allison 2500 series torque convertor type with five gears and is a favourite among many thanks to its low-speed crawler function. For those who would rather shift gears themselves, most Fighters are available with a durable manual gearbox, with either six or nine gears de-
truck and is very handy when trying to spot cyclists, pedestrians or even cars sneaking up the inside. The Fighter is also equipped with a high level of active safety features including Advanced Emergency Braking System (AEBS) that can fully brake for objects and pedestrians in emergencies if the driver fails to react. It also features Active Side Guard Assist, which helps warn the driver what might be lurking down the left side of the truck in what could be a blind spot. A Lane Departure Warning system and Attention Assist fatigue management is also standard on every Euro 6 Fighter. The Fighter also features a
pending on the model. While some medium duty trucks are in short supply due to production issues, Fuso has no such issue has a steady supply of Euro 6 Fighters from Japan. The Euro 6 Fighter was introduced back in 2021, well ahead of the just introduced ADR 80/04 legislation. It is known for its practicality with 20,000km (or one year) service intervals that ensure customers can get the most of their trucks. The Fighter has also recently been given an upgrade with a new larger Multimedia screen (now 8-inches) that features wireless Apple Car Play and Android Auto connectivity.
The screen displays footage from a rear-view reversing camera that comes standard with every Fighter. Customers can view footage from up to five additional cameras through the screen to ensure optimum vision. The Fighter also features a centre information screen as part of the instrument cluster that displays a range of information including fuel consumption. Driver’s also benefit from the Fighter’s unique transom window feature. This is basically an extra window on the passenger door below the regular window. It means the driver has unmatched visibility down to the left side of the
spacious cabin with a rear storage area behind the seats. The driver is also looked after with an ISRI air suspension driver seat, which is standard. One for the advantages of the Fighter is the remarkable versatility that it offers partly due to the sheer amount of different configurations available from the factory in Japan. Customers can choose from 11-tonne GVM models all the way through to a 24-tonne GVM model and there are 4x2, 6x2 and 6x4 options with many different wheelbases. Power Take Off (PTO) capability allows for specialised equipment, while the Fighter cab chassis design makes body installation straightforward.
Fuso also offers steel suspension or the option of air suspension on particular models to make sure customers can get the right truck for job. All Fighter models utilise the venerable 7.5-litre six-cylinder turbo diesel with up to 199kW at 2500rpm and 785Nm of torque available all the way from 1100rpm through to 2400rpm. Fuso customers also benefit from a vast national dealer and service network across Australia. It means that support is always available when customers need it, helping keep their fleet operating efficiently whether they are based in the city or in regional areas.
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*Includes scheduled servicing, parts, labour and basic wear items. Terms and conditions apply.
22 FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Doing jobs others would rather avoid The Victorian family business has earned a reputation for taking on the work others won’t or simply can’t.
SOME businesses spend years defining what they do best. Melbourne-based Peter Sadler Removals & Logistics on the other hand, has forged a stellar reputation by focusing on what others would rather avoid. The PST brand has grown well beyond its formative roots as house removalists, now delivering everything from multi-drop urban freight and commercial appliances to cold store warehousing and logistics services for some of Australia’s best-known brands. Along the way, the Victorian family business has earned a reputation for taking on the work others won’t or simply can’t. That willingness to tackle the difficult jobs has driven the business since 1997, when Peter Sadler Senior and his son, Peter Sadler Junior, started with a single van bodied truck moving family homes around Melbourne. Nearly three decades later, the operation spans multiple warehouse sites, a diverse customer base and an expanding transport fleet – servicing metropolitan, regional and interstate freight requirements. Creatures of culture Growth hasn’t changed the company’s priorities though. Family values, customer
WHETHER IT’S HOUSE MOVES, 20-ROUTE DELIVERIES IN THE RAIN OR DEMANDING COMMERCIAL FREIGHT WORK, OUR PEOPLE JUST GET THE JOB DONE.” BRAYDEN PHILPOTT
service and looking after its people remain central to a well-honed business model, particularly when it comes to the trucks that keep customers’ freight moving. For Transport Manager, Brayden Philpott, it’s a philosophy that’s become part of the company’s identity. “Whether it’s house moves, 20-route deliveries in the rain or demanding commercial freight work, our people just get the job done,” Brayden said. “We pride ourselves on doing the work that others won’t or can’t. “The other thing that really sets us apart is our culture. We invest a lot into our drivers and our people because we know they’re representing the business every day.” That same philosophy has led Peter Sadler to its latest fleet investment. Purpose-built Joining the stable is an order of two all-new Isuzu FVL 260300s and five FSDs from the F Series range, all equipped with curtain-side bodies and taillift rear loaders, purpose-built for the company’s intrastate freight operation. As for the newly released FVLs, they slot seamlessly into a fleet already bristling with Isuzu product, servicing everything from beverage distribution and commercial appliance deliveries to warehouse logistics and general freight. Sadler’s Compliance and Fleet Manager, Chris Walsh, said selecting the right truck specification was every bit as important as choosing the right brand. “The majority of the fleet is Isuzu because it’s so flexible in its application,” Chris said. And it’s that flexibility is precisely what makes the FVL
Sadler’s Compliance and Fleet Manager, Chris Walsh. Images: Isuzu Australia.
such a strong fit. The 26,000kg Gross Vehicle Mass (GVM) platform provides the payload capacity required for high-volume metropolitan freight, while remaining manoeuvrable enough to negotiate suburban streets, loading docks and busy hub-and-spoke distribution centres. The curtain-side body and tail-lift configuration further improves loading efficiency, allowing drivers to move everything from palletised freight to oversized consignments quickly and safely. “The Isuzus cover everything for us, from general freight deliveries and house removals through to our beverage distribution work,” said Chris. “When we purchase a new vehicle, the guys at Westar Isuzu manage the whole process from start to finish, so it really is a total solution for us.” A perfect match Power comes by way of Isuzu’s newly developed 6.7-litre DB6A-TCC six-cylinder turbo-diesel engine, producing
The newly improved driveline delivers smooth, uninterrupted power exactly where and when the Sadler team need it most.
221 kW and 984 Nm. Matched to the Allison 3500 GEN 6, six-speed fully automatic transmission, the newly improved driveline delivers smooth, uninterrupted power exactly where and when the Sadler team need it most. Unlike long-haul interstate driving, metropolitan freight places constant demands on a truck. Drivers are repeatedly accelerating, braking, negotiating traffic, reversing into loading bays and moving between dozens of deliveries every day. In that environment, the Isuzu-Allison grouping really shines. Carefully calibrated gear ratios mean smooth changes and reduced driver workload. Consistent torque delivery makes carting varying payloads effortless. The Allison transmission removes much of the fatigue associated with continual stopstart driving, allowing drivers to concentrate on traffic, their customers and the task at hand. People first Peter Sadler’s fleet strategy has always been closely tied to workplace safety. The business understands that comfortable drivers are generally safer, more productive drivers, particularly during long metropolitan shifts where fatigue can gradually build throughout the day. “The additional cabin comfort in these new models means better fatigue management at our end. This was a huge consideration for us,” Chris said. “Our on-road staff experience long days, so the more comfortable they can be, the easier those days become. “Everything from the air-suspended ISRI driver’s seat to the climate control, the dash layout and infotainment system makes life easier. “Even something as simple as the lower step height on the FVL – getting in and out of the truck – makes a genuine difference across a full day.”
The curtain-side body and tail-lift configuration further improves loading efficiency.
Specified for general freight tasks, the FVL 260-300 aligns well to a driver-first approach. Safety features in include Advanced Emergency Braking, Adaptive Cruise Control, Lane Keeping Assist, Lane Departure Warning and Electronic Stability Control. On the tech front, the 10inch MyIsuzu Co-Pilot infotainment system also contributes towards reducing fatigue while supporting safer operation in often chaotic inner-city traffic conditions. For Chris, however, another feature of the Isuzu F Series range is one that often goes unnoticed. “Commonality across the fleet is key for us,” he explained. “A driver gets out of one truck and gets into another and it’s almost exactly the same, or very similar in its layout. “Our staff do move between different vehicles depending on the workloads, so the more familiar everything is, the easier it is and the less chance there is of issues when they’re out on the road.” For a fleet operating across multiple vehicle classes, that familiarity reduces the learning curve and ensures drivers leave the depot confident, regardless of which truck they’re assigned. Growing together Peter Sadler first introduced
the Isuzu brand into the fleet back in 2012 and initially, the appeal was fairly simple. “Value for money was probably what attracted us originally,” Chris said. “Since then, Isuzu has become our go-to brand. “The technology is best-inclass for the price point. The trucks are easy to drive and having one key supplier makes fleet management easier for us.” Today, the relationship extends well beyond vehicle purchasing. As Peter Sadler prepares for further expansion, dependable transport partners will play an increasingly important role in supporting that growth. “We’re in a growth period right now,” Chris said. “As we move further interstate, having quality partners and a strong national support network becomes critical to what we’re doing. “That support gives us confidence as we continue growing the business.” For Brayden, that investment ultimately comes back to the people who represent the business every day. “Our drivers are the people on the front line,” he said. “The service our customers receive is a direct reflection of what our people do, so giving them the right equipment to succeed is incredibly important.”
EVENTS 23
BIGRIGS.COM.AU FRIDAY AUGUST 14 2026
Queensland’s premier heritage showcase finds new home
BY JAMES GRAHAM
THE Queensland Heritage Rally has found a new home in Stanthorpe after a chance conversation prompted a local historic vehicle club to step in and save the state’s premier heritage event. Stanthorpe Historic Vehicle and Machinery Group Club Secretary Garry Ellis said the group’s decision to host the 2026 rally came after organisers were unable to find another club willing to take on the biennial event. “We were looking at all aspects and angles of how you would run such a large event and where we would do it,” Garry said. “We came to the conclusion, ‘Well, hey, let’s jump in and give it a go’.” The prestigious rally will be held over the Queensland long weekend from October 3-5 at the Stanthorpe Showgrounds, marking the first time the event has ventured this far west from its traditional Toowoomba base. Garry described securing the rally as a major achievement for the club. “I really can’t put it out there in enough words to just say how big a deal this is,” he said. The Stanthorpe Historic Vehicle and Machinery Group has been operating since 1999 and will celebrate its 27th year in 2026. Garry said a chance conversation with members of
a Toowoomba club sparked the opportunity to bring the Queensland Heritage Rally to Stanthorpe after no other organisation volunteered to host it. The rally, now in its 11th edition after beginning 22 years ago, showcases far more than historic trucks. “It covers everything,” Garry said. “It covers trucks from the smallest one and two tonners up to whatever people come along with.” Visitors can also expect to see vintage cars, tractors, stationary engines, steam engines, blacksmith demonstrations, woodworking displays and other traditional trades alongside trade exhibitors supplying restoration equipment and parts. “It’s just, as the name suggests, anything that is Australian heritage is very welcome to come along.” Organisers are aiming to attract around 10,000 visitors through the gates and about 500 exhibitors across the three-day event. Adult entry will cost $10, while children under 14 will be admitted free. Trophy categories covering the various classes of machinery are also being finalised. Although hosted in Queensland, Garry said interest was already coming from well beyond the state’s borders. He has fielded enquiries
A classic 1950 6-cylinder Commer Superpoise owned by Garry Ellis and a 1959 Fiat 411r tractor. Image: Garry Ellis.
I REALLY CAN’T PUT IT OUT THERE IN ENOUGH WORDS TO JUST SAY HOW BIG A DEAL THIS IS.” from Sydney and elsewhere in New South Wales, while exhibitors from as far north as Cairns have already expressed interest in bringing machinery to Stanthorpe. Garry believes the event has the potential to further raise
the profile of both the club and Stanthorpe itself. “This is just going to be enormous,” he said. “It’s one of the premier historic or heritage rallies Australia wide.” The club hopes publicity will encourage both exhibitors and trucking enthusiasts to make the trip. “We’re looking to get it out there amongst the public and, of course, people that read Big Rigs,” Garry said. “They could also be people
that go, ‘Well, I’ll go to that and I’ll take whatever along to it’. We’ve got the double-edge thing here with the general public as well as the trucking fraternity that have historic trucks.” Registration packs are already available through the Queensland Heritage Rally website and Facebook page, where organisers are directing prospective exhibitors for event information and entry details. “Whether you’re a collector
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of stationary engines; tractors; steam; veteran, vintage or classic vehicles; horse drawn implements; carriages; farm machinery, etc. or someone who wishes to demonstrate traditional arts and crafts, or a lost trade – you are invited to not only attend, but to become part of history at the 11th Biennial Queensland Heritage Rally in 2026.” • Turn to page 24 for a full trucking event calendar for the rest of 2026.
24 EVENTS
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Save these dates for the best events From country truck shows and charity convoys to major industry conferences, the months ahead are packed with events for truckies, operators and enthusiasts across Australia.
AUGUST LOWOOD TRUCK SHOW AUGUST 15
Lowood Showgrounds, Qld
Held in the small town of Lowood, the annual Lowood Truck Show promises to be a fun-filled day for the entire family, with an epic display of trucks, entertainment, stalls and food vendors. Search Lowood Truck Show on Facebook for more info. WONDAI TRUCK SHOW AUGUST 22
Wondai Showgrounds, Qld
Bring your shine or bring the dust – the community just love seeing your rigs on display. From polished chrome to hardworking road warriors, every truck has a story to tell, and they can’t wait to see them all lined up again in 2026. Search Wondai Truck Show on Facebook or ph 0418 916 646 for more details. AUSTRALIAN FESTIVAL OF TRANSPORT AUGUST 27-30 Alice Springs, NT
The annual event at the National Road Transport Museum continues to grow and gain popularity as one of the must-attend dates on the trucking calendar. The Shell Rimula Wall of Fame induction ceremony is the main show again, but there’s also welcome drinks, a raceday and a ball, among other attractions on the program, to make the long trek to the Red Centre money well spent. SEPTEMBER SUNNYDALE VINTAGE DAY AND TRUCK SHOW SEPTEMBER 5 Kojonup, WA
Don’t miss one of Western Australia’s best country events! There’s plenty to do, including the show & shine, vintage tractor and machinery displays, stationary engines and demonstrations, live music and entertainment, food vans and stalls bush tucker, kids activities, a petting zoo and more. Follow Sunnydale Vintage Day on Facebook for details. RUSTY IRON RALLY SEPTEMBER 5-6
Macksville Showgrounds, NSW
Save the date over this Father’s Day weekend, and bring your dad and grandfather along to visit vintage relics from their time. Follow Rusty Iron Rally on Facebook for details. QUEENSLAND MACK MUSTER SEPTEMBER 12
Mount Archer, Qld
Held at the Archer Falls Airfield which is located North West of Brisbane between Woodford & Kilcoy, this event is being run by the Woodford Lions Club Inc. Proceeds raised will be donated to Get Yourself Checked & Jackson Hepner Foundation. Follow Queensland Mack Muster on Facebook.
A big turnout of truck fans is expected again for Convoy for Kids Sydney on October 25. Image: Convoy for Kids
MEGATRANS SEPTEMBER 16-17
Melbourne, Victoria megatrans.com.au
Returning to the Melbourne Convention and Exhibition Centre, MegaTrans is Australia’s largest integrated conference and exhibition dedicated to the logistics and supply chain industry. QTA ROAD FREIGHT INDUSTRY AWARDS SEPTEMBER 19 Brisbane qta.com.au
This prestigious gala event is the highlight of the state’s industry calendar, celebrating excellence, innovation, and dedication across Queensland’s road freight transport sector. OCTOBER WAUCHOPE YESTERYEAR TRUCK AND MACHINERY CLUB SHOW OCTOBER 3-4
Wauchope Showground, NSW nhma.com.au/rally
Free entry for exhibitors who also have exclusive use of camping facilities for modest charge. Truck exhibitors can call Kirby Maxwell on 0407 594 149 for more information and entry details. QUEENSLAND HERITAGE RALLY OCTOBER 3-5
Supporters can cheer on the convoy, as they travel a 50km route through the streets of Perth, followed by a free Family Festival packed with entertainment and experiences catering for the entire family. BRAIDWOOD BIG WHEELS TRUCK SHOW OCTOBER 10 Braidwood, NSW
Run by the Lions Club of Braidwood, Big Wheels brings together vehicle enthusiasts, families and local community to celebrate Australia’s transport heritage while raising funds for local causes. Phone 0400 400 251 for more details. BOORT TRUCK SHOW OCTOBER 10 Boort Park, Victoria
The Boort Truck Show has quickly become one of Victoria’s standout country trucking events, drawing operators, families and enthusiasts from across Australia. For more information search Boort Truck Show on Facebook or call Heath on 0428 202 132, or email heathsaunders@outlook.com. TECHNICAL AND MAINTENANCE CONFERENCE OCTOBER 13-14
Melbourne Showgrounds truck.net.au
tea, lunch, and post-conference drinks – the perfect opportunity stay informed and connect with the industry. HERITAGE TRUCK SHOW OCTOBER 17-18
Beaudesert Showgrounds, Qld heritagetruckassociation. com.au
The Heritage Truck Association of Australia will host this event, featuring a wide display of heritage trucks, tractors and cars, as well as trade stalls. On-site camping is available for exhibitors and stall holders. CONVOY FOR KIDS SYDNEY OCTOBER 25
Hawkesbury Showground, NSW convoyforkids.com.au
The popular convoy is rolling once again, this time from Sydney Dragway to the Hawkesbury Showground at Clarendon for a family fun day. Arrive by 7.30am to watch the convoy roll in. Taking part means you are helping raise funds for the NETS Ambulance Service and Kidzfix. Marshalling at Sydney Dragway at Ferrers Road Eastern Creek starts from 5am with the convoy kicking off at 7am. ULVERSTONE TRUCK SHOW OCTOBER 31
Ulverstone Showgrounds, Tas
The Stanthorpe Historic Vehicle & Machinery Group Inc. is proud to host the 11th Biennial Queensland Heritage Rally at the Stanthorpe Showgrounds.. For more details phone 0418 832 175.
TMC has nearly 25 years of history and is the biggest event in Australia focusing on heavy vehicle maintenance and technical issues. TMC gives delegates the opportunity to design their own program, with high level technical sessions, compliance forums, and supplier-led product training workshops.
LIGHTS ON THE HILL MEMORIAL OCTOBER 4
SARTA CONFERENCE OCTOBER 15
NOVEMBER
Stanthorpe, Qld
Gatton, Qld lightsonthehill.com.au
Organisers are taking a break from holding the convoy this year, but the annual truckies’ memorial will go ahead as usual at Lake Apex Park from 10am. Truck parking is by pre-arrangement only, and preference is given to those drivers who have a name going on the wall this year. If you need to book in your truck space, email lightsonthehill@live.com.au.
Adelaide Convention Centre, SA sartaevents.com
An engaging day of industry insights, networking and discussion with speakers from across the road transport sector. Your ticket includes morning
Boort’s local sign writer and highly regarded truck scroller, Heath Saunders, is behind the Boort Truck Show. Image: Graham Harsant.
Held as part of the Thank You Day Show, the Ulverstone Truck Show runs from 9am until 3pm, raising money for Beyond Blue and New Mornings. Entry is by donation, and there will be prizes and giveaways throughout the day. For more information, visit the show’s Facebook page.
NATROAD CONNECT NOVEMBER 5-6
The Star, Gold Coast Qld natroad.com.au
NatRoad Connect 26 brings the industry together at The Star to send a clear message: “Success isn’t luck. It’s built on
The truck-loving Wondai community gets right behind the biggest show of its kind in the area.
high standards, shared responsibility, and leadership that lifts everyone.” The event incorporates a two-day conference and the NatRoad Industry Gala Dinner, where the NatRoad Awards will be presented.
opportunity to cheer on the returning convoy and check out all the trucks at the show ‘n’ shine once the convoy returns.
BRISBANE CONVOY FOR KIDS NOVEMBER 7
Bathurst Showgrounds, NSW bathursttruckshow.com.au
Redcliffe Showgrounds, Qld brisbaneconvoyforkids.com. au
The event will once again form a convoy of trucks and support vehicles and travel from Larapinta to the Redcliffe Showgrounds. Once it arrives, the fun begins, with a complete Family Fun Day which includes a wide range of activities and entertainment for all, plus a truck show with participants competing in a range of categories. CAMP QUALITY CONVOY NEWCASTLE NOVEMBER 8
Maitland Showground, NSW fundraise.campquality.org.au
The convoy starts and finishes at Maitland Showground, where a free family festival will be held, packed with entertainment and experiences for the whole family. There will be food vans, rides, face painting, roving entertainment, live music, fundraising awards ceremonies, and of course the
CAMP QUALITY CONVOY PERTH OCTOBER 4
Perth Motorplex, WA fundraise.campquality.org.au
Camp Quality Convoy Perth moves to a new venue for 2026.
The popular Castlemaine Rotary Truck Show is on again this year with two big days of trucking events for fans from all over Victoria, and beyond.
DANE BALLINGER MEMORIAL TRUCK SHOW NOVEMBER 14
Returning once again in November, this event brings together truck enthusiasts, families, and the local community to remember Dane Ballinger and celebrate the trucking industry he loved. There will be truck show awards, live music, kids’ activities and more. ILLAWARRA CONVOY NOVEMBER 15 Illawarra, NSW illawarraconvoy.com.au
Touted as the largest truck and motorbike convoy in the Southern Hemisphere, the Illawarra Convoy raises funds for individuals and families affected by potentially life-threatening medical conditions, together with charities that work with these people, and local hospitals. CASTLEMAINE ROTARY TRUCK SHOW NOVEMBER 28–29
Campbells Creek Recreation Reserve Campbells Creek, Vic rotarycastlemaine.org.au
Saturday kicks off around noon with a Best on Ground trophy up for grabs. Sunday morning starts with a truckie’s brekky, then a parade through town, followed by a day of showing off the trucks. Phone 0418 553 719 for more details. Have you got an event you’d like included in the next Save the Date? For a free listing, email all the details to editor@bigrigs.com.au.
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26 FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Truckin’ through a bygone era WITH ROD SIMMONDS
Flashback to Flemington markets 1995 LONG before “Integrated Logistics, 3PL and DCs” became the trend, the nation’s fresh produce was sold through auction and actual physical bidding at the respective state capital markets. Like the large Rocklea market in Brisbane, Flemington in Sydney’s wests suburb Strathfield was created to support the city and surrounding area with daily fresh produce from all over the country. Sydney Markets Ltd have been in the same area since the early 1800s where cattle, dairy and cropping products were also sold. With the development of the early steam railways produce could be moved around the growing Sydney city area and beyond so its central location was ideal and still has a railway station for commuters now. Today the site covers over 40 hectares and even has its own post code 2129! Wholesale produce, flowers and seasonal specialties still fill the sheds, with ripening cool stores providing the value-add services. Trucks from within the state mixed with many overnight interstate express operators who were always on the go to reach the market on time and with their precious perishable cargo intact and fresh. The onsite Cafes did well with bacon and eggs breakfast for the hungry driver once they unloaded. Mangoes from Darwin, ba-
Australia-wide deliveries arrived at the markets every day, Images: Rod Simmonds
nanas from Bowen, melons from Chinchilla, apples from Adelong, mandarins from Mundubbera, cauliflower from Gippsland or potatoes from Pinnaroo, the trucks and drivers were worked hard. Visiting Flemington was best on Sunday afternoons and Monday mornings when the longer distance trucks would make their weekly pilgrimage. Curtainsiders were just becoming the option in the early 1990s but there were still plenty of gated and tarped loads coming through. The typically white reefer units with their distinctive refrigerated engines rattling were parked “down the back” so the drivers could at least get some sleep on site. Being next to the Sydney train network probably didn’t help with rest either. The myriad of stalls, brokers and their 100s of fork-
lifts worked like a well-choreographed orchestra and by noon the local fruit and vege shop distributors had left to deliver the mornings orders leaving the site clean, tidy and ready for the next night’s arrivals and organised chaos. Pleasantly health and safety was commonsense, no need for cones, barriers, hi viz, security passes or induction videos! Drivers helped each other unload, stow away gates and
dunnage, straighten pallets and rolled up tarps. Regulars all had their own parking areas and although many were competitors the old school mateship was the norm. Multiple generation families working on site, as suppliers, buyers and transporters are common and their pride in their work is evident. These days all that camaraderie and respect is rare and the industry is worse off for it.
The eye-catching Regional Transport fleet brought produce in from Western NSW.
A RICH MARKET HISTORY
Sydney Markets has a rich history dating back to the landing of the first fleet; the modern markets comprise two locations, Flemington and Haymarket. Sydney Markets is one of the largest food distribution centres in the Southern Hemisphere and is home to over 5000 workers. Each year Sydney Markets trades around 2.5 million tonnes of fresh produce with a value in excess of $3 billion. Produce is received from approximately 20,000 growers Australia-wide with the wholesale operations supplying fresh fruit and vegetables to over twothirds of the Australian population. Approximately 130 Wholesalers, 299
Produce Growers, 138 Flower Growers/Sellers and over 168 supporting businesses are located on site at Flemington. Over 1500 operators trade at Paddy’s Markets attracting over 180,000 customers each week. Since inception in 2005 Sydney Markets Green Point facility has increased the total waste recycling on site to over 70 per cent, saving the company more than $1 million a year. Some 9018 solar panels are currently installed on-site. This equates to removing approx. 2500 cars from our roads. Sydney Markets is now running on 11 per cent renewable energy, which is the equivalent to powering 1300 house.
Devito Produce Express were also regular visitors with Waikerie Citrus from South Australia.
Trucking at Coomera in the 1980s FOR those with good memories and rose tinted glasses you will remember 1987 as the year of the cool Brisbane Truck Show in Fortitude Valley and the annoyingly “Locomotion” was Kylie Minogue’s number one in the Australian music charts! While visiting for the Brisbane Truck Show there was the obligatory factory tours looking at new Western Stars, DAF, Mack and Volvos around Wacol. But to see real working trucks while in town a visit to the Pacific Highways southbound Coomera Weighbridge “Safety Station” was in order. Checking in with Main Roads staff first for approval was a formality and a briefing on their purpose was in order. Truckies on the compulsory stop were all friendly and many apologetic they didn’t
have the cleanest truck on this typical bright sunny day. The 35mm film camera got a real work out with trucks of all shapes, sizes and makes coming through every minute or two. Changing film was done in haste and buying the bulk pack at Duty Free on the way over was a great decision… Many drivers used the stopping point for rest, checking the load and generally taking a breather before back on the busy Pacific Highway. Professionally tarping your load was the norm back then with real “pride in the ride” evident no matter what truck you were driving. A huge variety of loads that came through reflected the economic activity at the time, from over dimensional equipment, tankers, turf, containers, reefers, tippers, timber,
A typical Volvo G88 tarped load for Seatons of Sydney.
A Mack R700 tipper and dog gets the work done in style.
loggers, bricks and blocks and general. It was as varied of the truck makes, with some odd ones like Leyland and Berliet, many Queensland made Leaders, Macks, Whites and Western Stars, new and old Atkinsons, Kenworth, Internationals and the growing presence of European and Japanese makes. The compliance process
seemed to be well organised and fast with few trucks backing up or detained for long. Prior to mobile phones the CB and UHF was the only way to communicate so the sites opening hours was always keenly sought! The CB call of “Mermaids on the beach” didn’t mean anything magical at the Gold Coast beach but the old school truckers knew...
CSR Aggregates unmissable pink R Series tipper.
Milk delivered by a Mack, a daily visitor to the weighbridge.
A GROWING FREIGHT CORRIDOR
The Coomera weighbridge on the Gold Coast (Queensland, Australia) has a rich history tied directly to the development of the Pacific Motorway (M1) and the growing freight corridor. In 1961 The Queensland Government officially announced construction for the Coomera weighbridge to help enforce load limits, curb road damage, and ensure compliance for heavy vehicles traveling between Brisbane and the coast. As the general SE Queensland and Gold Coast areas experienced a massive population and tourism boom, the station became a primary heavy-vehicle checkpoint, remaining a major fixture on the old highway. Current Operations by The Department of Transport and Main Roads (TMR) uses the Coomera heavy vehicle checking station to ensure road safety, intercept unroadworthy vehicles, and verify compliance. Today, the facility sits alongside the busy M1 near the BP Coomera, acting as a critical point for roadside inspections and transport.
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The Legend returns. The UD Condor. Going the Extra Mile To find out more, contact your UD Trucks dealer on 1300 289 283 or visit udtrucks.com/australia
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#PicOfThe Month
Congratulations to Pic of The Month winner Tony Brown, who snapped this awesome shot near Kowanyama, Queensland, a $500 Shell Coles Express voucher is on its way.
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!
Jacob Stuart loads sorghum at Marathon, North Queensland at sunrise.
Peter Bullen shared this ripper shot of his hard-working Kenworth.
Justin Lavers enjoys a lovely sunset at Springsure, Queensland.
Jack-Kat Richards doing a cement delivery in central NSW.
Colin Stormonth shared this great pic of two Transtars doing some work for the CFS.
Jason Eddy completes a farm delivery near Boree Plains, NSW, for Betts Transport.
Kev Cameron snapped this cool pic at Coober Pedy as he was heading up to Darwin.
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Tash Hughes snapped this incredible pic just off the Gary Junction Road, west of Alice Springs, NT.
Kellie Anne watches the sunrise during a trip from Adelaide to Darwin.
David Storey snapped this great shot at Belyando Crossing heading southbound from Townsville.
Ekon O’Dyne shared this ripper of a C501 Brute carrying two AWD Mason Motorsports Trophy Trucks.
Luke Selvage captured this great sunrise shot at Spring Glen State Forest, NSW.
Dave Hely enjoys the crisp morning air at a sunny corner of NSW.
30 EVENTS
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
2026 CASINO TRUCK SHOW SPECIAL
Go to Casino. It’s not a gamble!
BY GRAHAM HARSANT
Shane O’Connor, 86, and his mate Col, 82, reminisce in front of the stunning Kenworth Grey Ghost.
ON the Australian trucking calendar there are two events that stand out from all the others by dint of attendance. There is the Clarendon Kenworth Classic which attracts 800-plus trucks of that revered brand and then there is the Casino Truck Show which brings well over 600 scrubbed and polished trucks of every persuasion into the northern NSW town. The difference between the two is that with Casino it is literally in the middle of the township. That Darren Goodwin and his team have been able to pull
Matt and Megan Haylock from Emerald Carrying Company celebrate the biggest win of the day with their T900 Legend.
off this feat since 2012, where a mere 83 trucks attended, to today with over seven times that number, is due to the Richmond Valley Council’s wholehearted adoption of the event and it would be remiss to not acknowledge their enthusiastic support. Think of it this way: Casino’s population is approximately 11,000 so for every 17 inhabitants a truck rolls in to attend the event. Last year’s (joint) winners, Chris and Andrew Muscat returned with their T909s and to acknowledge their presence Darren placed them in the roundabout – the epicentre of the show. “We would have been happy to have parked anywhere,” said Chris, “But that’s Darren for you.”
The Cornwill Boys ventured out of Victoria for only the second time – the first being Brisbane last year – bringing their Legend SAR, ‘Dynamite’ and their 2008 classic T908, ‘Paradise’ to the event after some years of badgering from Darren. “So glad we made the effort,” said Troy Cornwill. “You have to attend to comprehend just how spectacular this event is.” Dynamite came away with an award for Show Truck Champion, although the Cornwill’s stressed that while it was gratefully accepted that was not their reason for attending. “We just want to experience it,” said Troy. “We’ve seen lots of great trucks in our time but the numbers and the quality here is beyond anything we’ve seen before. Makes us proud to
Causo came back for more. Images: Graham Harsant
just be a part of it.” Paul ‘Zep’ Zeptner drives for Alistair Mackay Transport out of Maryborough and turned up in his drive, a 12-month-old Kenworth C509 with a bunk big enough to hold an 18th, a 21st and wake all at the same time. Hauling sawn timber up into North Queensland, Paul has been with the company for 10 years. When asked why they bestowed a 509 upon him, Zep said, “I just must be a good bloke. Ten years with them it beats the hell out of a gold watch!” Amongst all the chrome and glitter stood a mint condition Kenworth Grey Ghost and in front of it two much older gentlemen stood reminiscing. Col, 82, drove one of these for Kwikasair back in the day and his mate, 86-year-old Shane O’Connor drove one with another company. “We used to carry a can of white spray paint to touch up the white bull bars when we got back to the yard,” said Shane. “This was to cover up the evidence of where we’d been pushing each other up hills.” “Well, the front ones would be loaded. The back one was always unloaded. You’re coming out of Brisbane and he wasn’t allowed to pass anyone, so when you catch up to him, you just have to push him. “We’re going up Ourimbah
Hill one day, and there’s 3 of us, nose to tail, pushing each other doing 100 mile an hour. A cop went the other way, just shook his head and kept going.” Different times huh? At the epicentre of the show was of course Jon Kelly, who has been a long-time supporter of the event. As usual Jon arrived with a flotilla of classic and superbly restored trucks from Peterbilt to his beloved Macks. Jon is in the process of building a museum, hopefully at Ipswich if the Council will come to the party. Given Jon’s propensity to do everything properly - and that’s a massive understatement - this multi-million-dollar exercise will be a must-see upon its completion. For those who might like to win a truck, Jon is running a raffle with the winner to take home a tri-drive T909, believed to be a world first for a transport museum/transport company. Tickets are $10 with a minimum purchase of $100. The tri-drive is valued at $850,000, but if a truck is not your speed you also have the choice of a brand-new Bentley Continental GT or $500,000 cash. Go to the HHA website to find out more. There can only be one winner of the show and this year
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EVENTS 31
BIGRIGS.COM.AU FRIDAY AUGUST 14 2026
2026 CASINO TRUCK SHOW SPECIAL
Betts stunning Mack, a blast from the past.
$59,000 raised for charities and community ‘Zep’ and his 12-month-old Kenworth C509, better than a gold watch any day.
Chris Muscat with last year’s winning truck.
Long-time show supporter Jon Kelly has always been a trendsetter, in more ways than one.
Nick from Fred’s Interstate Transport enjoys the big weekend out with his son Jacob along for the ride.
that accolade went to Matt Haylock, Fleet Manager of the Emerald Carrying Company and the family’s 2018 T900 Legend. The Haylock family have run Emerald Carrying Co for 61 years and Matt is the third generation to carry on the business. Casino was Matt’s first outing to the event and the first time the truck has been entered into a show so ‘first time lucky’ is an understatement. Congratulations to Matt, all the other award winners and indeed, everyone who came to support this incredible event. If you’ve not been before, put it on your bucket list. • Turn to pages 33-34 for more show pics and the full list of prize winners.
The Cornwills rarely go home empty-handed and this year’s show was no exception with this Show Truck Champions cheque for $600.
A record 550 trucks packed the streets of Casino as thousands of visitors turned out for the biggest North Coast Petroleum Casino Truck Show in the event’s history. The main event transformed the CBD into a showcase of Australia’s trucking industry, with rigs joined by exhibitors, equipment displays, demonstrations, entertainment and music. It followed Friday Night Lights, which drew tens of thousands of spectators to see illuminated trucks and entertainment in the Casino CBD. Casino Truck Show volunteer committee lead Darren Goodwin said the 2026 event had exceeded expectations. “Every year we challenge ourselves to make the Truck Show even bigger and better, and this year has surpassed anything we’ve achieved before,” Darren said. “The Casino Truck Show has once again cemented its reputation as the greatest truck show in the Southern Hemisphere.” Darren credited the truck owners, sponsors, exhibitors and volunteers who contributed to the event’s success. “These volunteers have given up countless hours throughout the year and over the weekend to make this event happen. Without them, there simply wouldn’t be a Truck Show,” he said. “To see these trucks filling the streets of Casino from across the country and thousands of people enjoying the event is something our entire community can be proud of.” Richmond Valley Council general manager Vaughan Macdonald said the truck show injected millions of dollars into the local economy each year. “It also continues to put Casino on the map as a vibrant and growing regional community capable of delivering one of Australia’s most successful trucking events,” Vaughan said. The event raised another $59,000 for charities and community organisations this year. Since its revitalisation in 2022, almost $100,000 has been donated to local causes. “The Truck Show is about much more than trucks. It’s about creating lasting benefits for our community through tourism, local business and charitable giving,” Vaughan said.
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32 EVENTS
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
2026 CASINO TRUCK SHOW SPECIAL
Passionate Queenslander rolls into busy driving career BY GEOFF CROCKETT FOR Yandina-based truckie Isaac Hayward, 24, living on the Sunshine Coast in Queensland and hauling all manner of heavy freight up and down the east coast is a dream come true. Isaac, who drives for Morgan’s Long Distance Transport, was along to the Casino Truck Show 2026 to show off the fleet’s red, white and black Kenworth T909 “Hell Bound”. “I started in 2022 in a body truck. They’re the littlest truck,” he said. “Then I went out on my own. I bought an old ACCO and started contracting for them, subcontracting for them, and now I get the chance to drive the big gear.” He said he has also had a gap year of sorts, leaving Morgan’s for a stint in Western Australia for about a year, but “I left on
good terms, so they had me back”. Originally from the Warwick and Rosewood area of Queensland, inland towards Goondiwindi, Isaac moved to the Sunshine Coast when he was 14. He said he has loved trucks since he was a little boy. “I got moved around a lot as a as a kid, separated parents, and I think constantly going up and down the highway, just seeing trucks, you know, it was something that always fascinated me. So, I’m very blessed to be in such a beautiful machine here today.” Asked about his favourite road to drive, Isaac’s reply might surprise a few. “Look, I love the Bruce Highway,” he said. “Okay. It’s a terrible road, but I just think I think that’s truck driving. “You know, I love Queensland. I know we are
in New South Wales, now, but I’m not a big fan of New South Wales. I’m not a big fan of Victoria. “I’m a Queensland boy through and through, and yeah, I just think the Bruce Highway, it’s the main arterial of Queensland for me, so it’s quite special to me.” When it comes to the worst road Isaac singles out the Gore Highway which stretches from Goondiwindi to Toowoomba. “I reckon that’s pretty brutal. You need a kidney belt for that highway.” Favourite roadhouse? “Look, Moorlands is pretty good on the east coast here. It’s a very old school sort of joint. Yeah, we’ll go Moorlands I reckon”. For Isaac, life away from trucks is about… trucks. “I’m a truck driver at home as well. You know, model trucks, model trains, miniatures, painting.
Isaac Heywood with the Morgan’s Long Distance Transport Kenworth T909 – “Hell Bound”. Image: Prime Creative Media
“Yeah, and anything to do with transport. I live and breathe transport. I love it through and through.”
This year was the second time Isaac had come along to the Casino Truck Show – and his first as a truck driver – and he said he had loved being part of it. “I think they need to build some more roads though, because we’ve run out of room down here,” he said. As for what’s next for this 24-year-old, and his thoughts on the future of truck driving, Isaac has some concerns. “I think the future of transport is pretty grim, if I’m brutally honest,” he said. “I think I think the younger generation, me at 24, I sort of think we’re the last influx of truck drivers. “You know, I think I think the transition from here is more about a job than it is about a passion, and I think that’s pretty upsetting. “Especially down in Sydney and doing the East Coast, I think you see a lot of soulless fleet vehicles.
“You see a lot of just blue curtains, white trucks, no pride. “There’s no highway etiquette, you know. And I think that’s what I like about going to North Queensland. There’s still that that culture of you know pick up the UHF, say mate, we’re going to get you around here, or you know if you’re a bit slow, you’ll call some trucks up. “When you’re on the east coast, it’s just people are doing it to pay the bills, not because it’s what they want to do. And I think I’m seeing that more and more.” As for what he listens to in the cab on those long drives Isaac said pretty much anything, but if he had to choose a favourite it would be Waylon Jennings. “I like old school sort of outlaw country, but you know, 14 hours in a truck, mate, you listen to pretty well anything. You give anything a go.”
Murrell Freight Lines T909 shines beneath Casino lights THE glowing red undercarriage of the Murrell Freight Lines Kenworth T909 caught plenty of attention on Friday night at the show’s opening event. Parked up in front of the Tattersall’s Hotel the striking red and black truck promised something special, gleaming with chrome and dressed in an array of strategically positioned running lights. It was one of two trucks from the Murrell Freight Lines’ fleet to make it the “Kelly Boulevarde” section of the show, where long-time supporter Jon Kelly presents his latest restoration projects and the trucks of Heavy Haulage Assets each year. It’s a space known for trucks that have been loved into existence, with very little expense spared. Just 27 months young, the truck reflects the passion of its driver Ron Duncan, and his wife Julie. It may be one of 62 trucks
07 4589 2412
in the Murrell fleet, but it’s a truck Ron has driven since new, and had some input into when it came to fitting it out. As a 40-year veteran of the transport game, it’s a truck Ron said he has been really enjoying piloting. Ron had stopped into to Casino for the weekend from Wollongong – his trailers are loaded and waiting for the show’s end for him to continue north to Emerald in Queensland with a load for a mining client. Getting the truck show ready took Ron two weeks, detailing a piece at a time in the little bit of downtime the working truck had each day. Fitted with a 50-inch sleeper the T909 is set up as a home away from home. “The company’s pretty good. Their trucks are fully outfitted. We’ve got Ice Packs and TVs and microwaves and all the gear in them,” Ron said.
“All the upright fridges, under the seat fridges, all the gear – diesel heaters. We’re in them for the weekend in winter times when we’re in Melbourne and stuff like. They’re fully outfitted, so it makes it really comfortable.” With a roster that can see him being away for a couple of weeks at a time, it’s a set up Ron said makes life on the road easier. Asked about his favourite roads, Ron said he enjoyed driving in Western Australia. He gives the Bruce Highway in Queensland the nod as his worst road – all the way from Brisbane to Cairns. “I know they’re doing a heap of work on it at the moment. I’ve been up there a bit in the last few weeks, and the last couple of months. But with the road works, and it’s that long overdue, that now it’s just become compounded, and it’s just a nightmare.” Outside of the truck, Ron and Julie spend their time
scuba diving. It turns out the couple used to own a dive business in Wollongong and have only recently returned from a trip to the Philippines where they explored life under the sea with a few friends. Ron started scuba diving when he was 14 years old and said the experience has never got old. Around home, Bass Point is a particular favourite for a day under the water – “it’s got a huge variety of stuff ”. A veteran of the Casino Truck Show, having attended the very first running of the event and many since, Ron said he enjoyed the atmosphere and the chance to show the truck to the crowd. He also said he had been impressed with how well organised the show was this year. Ron and Julie had Murrell t-shirts on board to share, and the open cab door and their friendly disposition saw a steady stream of chil-
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Ron and Julie Duncan with the Murrell Freight Lines’ Kenworth T909 Ron has driven since it arrived new about 27 months ago. Images: Prime Creative Media
dren and their families invited to climb the steps and have a peak at what life’s like behind the wheels of these shiny road warriors. The branded t-shirts are part of Murrell Freight Lines
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ongoing support of the Illawarra Convoy where it has been a charity partner since the event’s inception, supporting the community in which the business is based in Unanderra, NSW.
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EVENTS 33
BIGRIGS.COM.AU FRIDAY AUGUST 14 2026
2026 CASINO TRUCK SHOW SPECIAL
The eye-catching trucks from official event partner Dawson’s Haulage were fan favourites in the Casino CBD. [L-R] Josh Macdonald, Georgie Lee, Jake Macdonald and Locky Macdonald, the crew from RTE Custom Trucks.
A Gava Freight Western Star dressed in nearly 2000 hand-sewn granny squares made by artist Katherine the Creator.
Custom Air’s Jacqui and Justin Liddelow were on hand to help truckies with custom cab fitouts. Images: Prime Creative Media
Mactrans’ original gangster, a Limited Edition 100 yearanniversary Super-Liner to celebrate the company’s 20th.
Sharon Walker and Kara Alcorn were kept busy with an impressive array of merch at the popular Lelox Australia stand.
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34 EVENTS
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
2026 CASINO TRUCK SHOW SPECIAL
Full list of 2026 winners BROWN & HURLEY AWARDS Best Specialised
•W inner: Heavy Haulage Assets • Truck: Kenworth T909 • Driver: Dave Pancino
Best Rigid
•W inner: Bernie Tobin • Truck: Kenworth SAR • Driver: Geoff McGregor
Best Tilt Tray
•W inner: Tytan Transport • Truck: Kenworth T350 • Driver: Nathan Smith
Best Heavy Recovery
•W inner: Allcoast Towing • Truck: Kenworth T409 • Driver: Steve
Best Car Carrier
•W inner: Mirror Finish Customs • Truck: Kenworth T401 • Driver: Aaron Hie
Best Tanker
•W inner: Monaro Fuel Haulage • Truck: Kenworth T610SAR • Driver: Owen Turei
Best Tipper Bulk
•W inner: TDH Bulk Haulage Pty Ltd • Truck: Kenworth T509 • Driver: Patrick Heaney
Best Engine Bay
• Driver: Matt Kearney
Best Day Cab
•W inner: Highland Haulage • Truck: Kenworth T909 • Driver: Joel
•W inner: WA Limestone • Truck: Mack Super-Liner • Driver: Steve Della Bonna •W inner: Bondwoods Transport • Truck: Kenworth T909 • Driver: Aaron Lang
Best Bonneted
GEORGE & FUHRMANN AWARDS Best Local Area Rig
Best European (Mercedes-Benz)
•W inner: Xpress Fleet • Truck: Mercedes-Benz Atego • Driver: Brett Jenkins
Best European (Scania)
Best Refrigerated
•W inner: Brown Citrus Transport • Truck: Kenworth T909 • Driver: Bill Kiely
Best General Freight
•W inner: G & Z Pryor Transport • Truck: Kenworth T509 • Driver: Riley Pryor
Best Heavy Haulage
•W inner: S&S Heavy Haulage • Truck: Kenworth T509 • Driver: Jarred Sacca
Best Custom Truck
•W inner: Transpatch Pty Ltd • Truck: Kenworth Patchbuilt • Driver: Patch
REFLECTION METAL POLISHING AWARDS Top Owner/Driver
•W inner: James Miller Transport • Truck: Mack Superliner • Driver: James Miller
•W inner: Anthony Browne • Truck: Mercedes • Driver: Anthony
TRANSPORT INSURANCE SOLUTIONS AWARDS Five Star Selection
Best European (Mercedes) Best International
Best Ford
Best Freightliner
•W inner: Hill Mac Haulage • Truck: Freightliner Century Class • Driver: Matt Hill
Best Western Star
•W inner: EJ Vella Pty Ltd • Truck: Western Star 4900 • Driver: Eddie
Best Peterbilt
•W inner: Spinifex Industries • Truck: Peterbilt 379 • Driver: Daniel Booby
Best Mack Old Breed
•W inner: Mark Tobin • Truck: Mack Superliner • Driver: Ryan Hocking
Best Mack New Breed
•W inner: Mactrans Heavy Haulage • Truck: Mack Superliner • Driver: Faadhil Deen
Best Kenworth Pre-2000
•W inner: Kearney Logistics • Truck: Kenworth T600
The myriad of winners show off their spoils in front of the fans. Images: Graham Harsant
•W inner: Gava Freight • Truck: Kenworth T909 • Driver: Jason Gava
•W inner: Wemyss Transport • Truck: Scania R620 • Driver: Damon Awhitu
•W inner: Highland Haulage • Truck: Ford LTL9000 • Driver: Mick Linger
•W inner: Betts Transport • Truck: Kenworth T909 • Driver: Mitchell McElroy
Mayor’s Choice
•W inner: Campbell Earthmoving & Excavations • Truck: Kenworth K100G • Driver: Paul
Best Cab-Over
•W inner: Golding Haulage • Truck: NH Volvo • Driver: Doug Golding
Best Livestock
•W inner: Scott Taylor Motorsport
•W inner: Earthmoving Creations • Truck: International Transtar • Driver: Dustin Scerri
•W inner: BT Tipper Hire • Truck: Kenworth T659 • Driver: Trevor Baker
Best Log Truck
Best Sponsors Display
•W inner: Ashmore Haulage • Truck: Kenworth T900 • Driver: Ashley Moore
•W inner: SAR Industries Pty Ltd • Truck: International Atkinson • Driver: Michael Buttigieg
Best Tipper Civil
Best Kenworth Post-2000
•C oastline Haulage — Kenworth T900 — Cobb Heldt • Ballinger Transport — Kenworth T909 — Paul Norton • Oliver’s Livestock Transport — Kenworth T509 — Ryan • JDN Transport — Kenworth T909 — Joe Corte • Ambrose — T909
VE Group Awards Future Operator / Young Achiever
•W inner: Bailey Taylor
MADER ROAD TRANSPORT – THROUGH THE YEARS 0–1 Years •W inner: Merc Transport • Truck: Kenworth T909 • Driver: Cameron Damon
1–5 Years
•W inner: DTS Haulage • Truck: Kenworth T659 • Driver: Jake
5–10 Years
•W inner: Taylor Holdings • Truck: Kenworth T900 Legend • Driver: Brad Breakspear
10–15 Years
•W inner: Mactrans Heavy Haulage • Truck: Kenworth T909
Brown Citrus went home with the Best Refrigerated trophy.
Another angle on the T900 Legend, Rig of the Show.
15–20 Years+
Excellence in Custom Paint
•D river: Ryan Dunne
•W inner: Simon Flynn • Truck: Kenworth K104B • Driver: Simon Flynn
• Driver: John Bickley
•W inner: MFT Haulage • Truck: SAR
Master of Lines and Scrolls
•K el & Blake Lawrence
•W inner: Bowers Heavy Haulage • Truck: Kenworth W900 SAR • Driver: Reegan Batchelor
HERITAGE HIGHWAY SERIES Master Restoration Award
•W inner: DTS Haulage • Truck: Kenworth 950 • Driver: Doug Sizer
INDUSTRY PRIDE & PASSION AWARD Winner
•W inner: CMW Trucking • Truck: Mack Super-Liner • Driver: Craig Walker
Classic Champion Award •W inner: Vince • Truck: Aztec Superliner
Historic Icon Award
•W inner: Wickham Freight Lines • Truck: GREYGHOST • Driver: Chris Hall
Period Perfect Award
•W inner: SAR Industries • Truck: Kenworth SAR • Driver: Paul Sultana
Fleet Excellence Awards
•R asmussen Bulk Haulage • Bondwoods • MFT Haulage
ELITE PAINT SERIES Excellence in Original/ Traditional Paint
•W inner: Bickleys Transport • Truck: Mack Super-Liner
Supreme Paint Scheme
Friday Night Lights
•F red’s Interstate Transport — SAR Legend — Joshua Small • RC Metalcraft — KW SAR — Steve Farrel • Schaeffer’s Transport Pty Ltd — Kenworth K200 — Trent Schaeffer
ROBUK RANDOMS It’s a Banger
•L e Blang Transport — Mack CLR — Matt Wilson
Keeping it Real
•S TA Trucking — Kenworth W900 — Steven Armstrong
She’s Done a Bit
•B lackhurst Trucking Co. — Kenworth W900A — Mark Blackhurst
Fast and Loud
•F ord Transport Services — Kenworth T604 — Steven Jorgensen
Specced Up
•F ardells Heavy Haulage — Kenworth C509 — Adam Peter
Elite Fleet
•W inner: VE Group
Show Truck Champions
•C hampions Rockhampton — Mack Superliner — Bernie Champion • SGM Trucking — Peterbilt — Simon Montford • Lawrence Transport — K200 • Cornwill Transport — SAR Legend • Schaeffer’s Transport — Kenworth T909
Supreme Show Truck Champion
•W inner: ANA Asphalts • Truck: T908
Judged Elite
• I nverno — T900 • Airlie Beach — T909 • Gierisch Bros Trucking — T909 • Murrells — T950 • SRV — T909
RIG OF THE SHOW The Tiny Lollback Rig of the Show
•W inner: Emerald Carrying Co. • Truck: Kenworth T900
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36 ADVERTISING FEATURE
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Putting Hendrickson to the test in the west
LONG renowned for its strength and durability out on the road, Hendrickson is now bolstering its presence in Western Australia. A leading force in suspension, axle, and braking systems for commercial vehicles and trailers, Hendrickson has become a popular choice amongst operators and OEMs since it first hit Australian shores more than 50 years ago, particularly in the eastern states. As part of the brand’s commitment to its customers in Western Australia, Hendrickson has welcomed Peter Allison into the fold, taking on the role of Business Development Manager – WA in April 2026. As Peter explained, “Part of our commitment to Western Australia is having someone based over here full time, and this is the first time Hendrickson has done that. It means we’ll be able to support our product in the west like never before. “Being able to visit customers around this state and getting to go into remote areas, not just metro, is something I’m really excited about. Hendrickson has numerous
long-standing customers here in Western Australia, and this gives the brand an advantage we previously didn’t have,” Peter continued. “We can see this is already having a positive impact for the business.” Esperance based transport operator Greg Fisher is a long-time supporter of Hendrickson, speccing the brand across his fleet of Kenworths and road train tippers. His company is Forrest Haulage, running a fleet of six prime movers and around 20 trailers. The bulk of his work is grain haulage, within about a 300km radius of Esperance in the state’s southeast, however the company also undertakes float work, which sees the trucks travel further afield. Along with running his business, Greg still spends a lot of time in the truck, so he knows what works out on the road. “Some weeks I’m out there every day, other weeks I don’t get a chance to get out there at all,” he said. As Greg told Big Rigs, his first introduction to Hendrickson suspension came in 2012, with the purchase of some trailers from Sloanebuilt Trailers in the
Peter Allison, Hendrickson’s Business Development Manager – WA. Image: Hendrickson
east, fitted with Hendrickson’s tried and true INTRAAX suspension. Ever since, he’s been using Hendrickson’s PRIMAAX heavy duty suspension and TOUGHLIFT liftable suspension on all his trucks, and INTRAAX with TIREMAAX on all of his trailers. “I’m pretty loyal with suppliers. For my trucks I stick with Kenworth and for the suspension, it’s always Hendrickson – and that’s because
The INTRAAX MAXX22T integrated disc brake and trailer suspension/axle is getting great uptake in WA. Image: Hendrickson
Impressed by Hendrickson’s performance, Tiarn Andrews has chosen the brand for the new T909 she’s just ordered. Image: Tiarn Andrews
I believe that Hendrickson stacks up,” said Greg. “I go with Hendrickson’s PRIMAAX for the trucks primarily because it’s 200300kg lighter than the nearest competitor. When you’re carting grain, you’re paid by the tonne, so it makes a big difference. “For the trailers, I go with Hendrickson’s INTRAAX integrated axles fitted with their HXL7 Wheel Ends. I like it because I never have any trouble with it. That’s what we spec on all our new trailers.” As Greg continued, “We’ll do 1 million kilometres with HXL7 Wheel Ends before we touch our wheel bearings, and the brakes will last in excess of 1 million kilometres – so when I buy a new trailer, I don’t touch the brakes or bearings for 1 million kilometres. “Then when it does come time to replace components, they’re really easy to pull
Esperance-based Greg Fisher specs Hendrickson across his fleet of Kenworths and road train tippers. Image: Forrest Haulage
apart and rebuild.” Greg also uses Hendrickson’s TIREMAAX loadbased tyre pressure control system. “I’ve had every other common brand but the main thing I like with TIREMAAX is that it keeps all 12 tyres on your tri group at the same pressure. It’s fantastic. Every new trailer I build has that system on it. It’s something that if set correctly and the wheels are aligned, you get unreal kilometres on your tyres. I swear by it, especially with the smaller 19.5-inch tyres which are more sensitive to misalignment issues.” One of Greg’s drivers, Tiarn Andrews, also can’t fault the Hendrickson product. Now 26, she’s worked for him for the past six years and is about to go out on her own – purchasing her first truck, a brand new Kenworth T909 with a 60-inch bunk, due to be delivered very soon. Happy with how the Hendrickson product performs on the existing Kenworth and triple road train set of tippers she drives, she’s chosen the brand for her new truck’s axle and suspension needs. “I’ve gone with the Hendrickson TOUGHLIFT liftable axle and PAX drive axles on my new truck. From my experience with Greg, we have really good runs with maintenance using Hendrickson compared to other brands. They last over 1 million kilometres before you have to do any maintenance and are a lot lighter as well,” said Tiarn. “The TOUGHLIFT is just fantastic. We can go up from 17.5 to 23.5 tonne having tri-axle drives, giving an extra 5 tonne payload on the truck by having the pusher axle, compared to the tandem. The pusher axle doesn’t have another diff, so that keeps the weight down too. It’s also cheaper in the long run than having another diff axle.”
Looking ahead, Tiarn is hoping to purchase her own triple road train set of grain tippers from Greg in the near future too. “The truck I’m in now rides great, and the trailers are the best trailers. They’re on INTRAAX air suspension from front to back but ride like they’re on springs. They’re very well behaved and very stable.” While Greg and Tiarn have seen Hendrickson’s worth in the tipper application in the state’s south, Matt Italiano at Pilbara Cement Supplies says the product stacks up equally well in the rough and rugged Pilbara further north. Pilbara Cement runs a fleet of road train tankers, carting cement across Western Australia, as well as lime into the gold mines – with depots located in Kwinana Beach, Kalgoorlie and Port Hedland. Matt joined Pilbara Cement about 25 years ago as an apprentice fabricator, transitioned to driving, doing general freight into the mines, and now oversees all of the company’s workshops – so he understands the importance of quality gear, both as a driver and from a maintenance point of view. In the company’s line of work, Matt says the equipment needs to be able to stand up to whatever is thrown its way – and Hendrickson is among the suppliers that tick all of those boxes. “We do a lot of remote mine site work. One example is Tropicana Gold Mine north east of Kalgoorlie. A lot of the tankers we buy have Hendrickson INTRAAX (MAXX22T) and we’ve had a really good run with them. “When you’ve got trailers running to Tropicana every day, you need that durability. With Hendrickson, there are no issues or breakages. Our trailers are serviced every three months, but we don’t
ADVERTISING FEATURE 37
BIGRIGS.COM.AU FRIDAY AUGUST 14 2026 really have to touch the Hendrickson suspension. You can go to 1 million kilometres without having to touch a thing,” Matt added. With the success of the Hendrickson product on a number of the company’s trailers, Pilbara Cement is now trialling the brand’s PRIMAAX suspension on two new Kenworth T620 prime movers. “The Hendrickson suspension is a lot lighter and weight is really important when you’re doing bulk haulage, so we want to see how it holds up in our application,” Matt added. Further demonstrating Hendrickson’s versatility in the trucking space, Bhupinder Gill, owner of Western Titan says INTRAAX suspension is also used across his trailer fleet. Based at Forrestdale in Perth, Western Titan was started in 2019 and works within the road construction sector, with a large part of the work involving transporting hot asphalt. The fleet consists of 11 Volvo prime movers, 11 Trout River live bottom trailers, and some side and end tippers. Transporting a product like asphalt has its own unique challenges, and Bhupinder says he can’t afford to have any setbacks. “When I order trailers there are different suspension options, but I always go with Hendrickson INTRAAX,” he said. “Sometimes we’re transporting asphalt four hours away and it needs to stay hot – that means everything needs to run smoothly because if anything breaks
down, it doesn’t just ruin the load, it can also damage the trailer. Reliability is everything.” Bhupinder says he first got to know the reliability of the Hendrickson product working for his previous boss. “I learnt a fair bit off him. He used INTRAAX on his trailers so I picked that up from him and have stuck with it. It’s beautiful to use and I never have any issues. “We run the trailers as doubles as well and I’ve never had a drama. They always run smooth, in a straight line and have easy handling.” Along with its performance out on the road, another drawcard to Hendrickson INTRAAX is its light weight. “The tare weight is really good also,” added Bhupinder. “Because there are so many mechanisms that go into the live bottom trailers, with the belts and chains on them, using Hendrickson helps keep the weights of the trailers down so we can carry more product.” With so many operators already recognising the benefits of specifying Hendrickson’s axles and suspensions, it’s clear that the range is built to stand up to the toughest conditions Australia throws their way. Now, as Hendrickson expands its presence in the west, the team is ready to deliver a new level of local support and parts availability for Western Australian customers. For operators in Western Australia wanting to discuss their Hendrickson needs, contact Peter Allison on 0475 908 080.
One of two new Pilbara Cement T620 set-ups, featuring Hendrickson’s PRIMAAX on the truck and INTRAAX on the trailers. Image: Pilbara Cement
The PAX EX Tridem is a tri-drive severe duty suspension that’s well suited to the toughest applications in the west.
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Armoury builds on Mack stainless range
ARMOURY Group is putting more focus than ever into Mack, developing a growing stainless accessories range shaped through real Superliner builds. Three Mack Superliners have recently been completed for Goldbeer Homes, Tuggerah Freight Management and Miners Transport. Each build has helped Armoury develop new products, improve fitment, and expand the options available to Mack owners and dealers. Armoury has completed three Mack builds with Craig Maddox from VCV Newcastle, with more to come. The team is also working with John Saint from JT Fossey on Mack builds currently in progress. The first completed Superliner established the foundation of the range. The builds that followed brought new ideas and further opportunities to refine products and create additional options. While all three are Mack Superliners, each customer had their own ideas for how the finished truck should look.
The stainless bunk wing decal is one example. One build featured Goldbeer lettering, while another used Superliner lettering, showing how an established Armoury product can be tailored to suit the truck. Armoury is also developing different options across the range, including Mack dog cut-outs in products such as tail light bar dress strips and alloy deck plates. These builds are helping Armoury create a strong range of standard Mack products and established design options that customers can order with a quick turnaround. Custom details and new product development are also available when a build calls for something different. The builds have also provided valuable opportunities to improve how the products fit and install. The alloy deck plates, for example, were refined to make installation simpler. Other products were adjusted throughout the process to improve fitment and achieve a
The second Mack build for Tuggerah Freight Management.
cleaner finished result. Products are designed, manufactured and fitted in-house, allowing the Armoury team to see how each item works on the truck and make practical improvements quickly. Although Mack is the focus of this growing range, Armoury is not starting from scratch. The range builds on more than 10 years of experience designing and manufacturing stainless accessories for Kenworth trucks. That experience has given Armoury a strong understanding of what a stainless product needs to deliver: quality, reliable fitment, efficient installation and a finish that complements the truck. That experience is now being applied to Mack, with the same focus on quality, fitment, efficient installation and a finish that complements the truck. Mack Superliners already have a strong and recognisable look, so Armoury stainless is designed to add detail and shine without taking away from the character Mack is known for. The Armoury Stainless range for Mack Superliners includes sunvisors, precleaner shrouds, side and rear bunk skirts, mirror backs, customisable bunk wing decals, under-door panels, alloy deck plates, tail light bar dress strips, tank skirts and DPF skirts. Armoury has also developed a strong selection of Mack guard options. There are limited guard options for Mack trucks in the wider market. Armoury’s range includes Rubber Road Train Guards, Heavy Haulage Guards, Low Mount Drive Guard Kits and Dress Strip
The first Mack build for Goldbeer Homes. Images: Armoury Group.
Infills for plastic guards. Together, these products give customers more ways to improve the appearance of their Mack while choosing a setup that suits the truck. The Goldbeer Homes, Tuggerah Freight Management and Miners Transport Superliners show how the same growing range can produce three distinct finished trucks. Different product combinations, lettering and cut-out options give each build its own personality. At the same time, the work completed across these trucks is helping establish more products and options for future Mack customers. Whether a customer is looking for an individual accessory, a guard setup or a complete
The third Mack build for Miners Transport.
stainless fit-out, Armoury now has a growing Mack range backed by proven experience and in-house capability. With three Superliners re-
cently completed, more builds in progress and further products under development, Armoury is continuing to give Mack the attention it deserves.
HVNL reforms have started – but it’s never too late EVEN BUSINESSES OUTSIDE THE ACCREDITATION SCHEME STILL HAVE CHAIN OF RESPONSIBILITY DUTIES, AND FOR MANY, THAT WILL MEAN IMPLEMENTING AN SMS REGARDLESS.” to show that safety management is genuinely embedded in day to day decisions, from maintenance and scheduling to fatigue, loading and incident response.
Brindabella Legal & Assurance Principal Greg Williams. Image: Brindabella Legal
HEAVY vehicle operators have heard a lot about the HVNL reforms recently, and the changes officially kicked in on August 1, 2026. Even though the new framework is now live, operators still have time to get their safety management systems (SMS) in order and avoid being caught out when audits and accreditation
checks begin to tighten. The updated Heavy Vehicle National Law moves the industry away from a simple checklist mentality and toward evidence based safety systems. Regulators want to see how risks are identified, controlled and reviewed in practice. Policies sitting in a folder won’t be enough. Operators will need
What the reforms mean for operators Any operator seeking or holding accreditation will need an SMS that aligns with the Safety Management System Standard 2026. Even businesses outside the accreditation scheme still have Chain of Responsibility duties, and for many, that will mean implementing an SMS regardless. The first step is confirming whether the HVNL applies to your activities. The law generally covers heavy vehicles over 4.5 tonnes in participating jurisdictions. Operators should map where their vehicles trav-
el, what tasks are performed and who influences safety decisions. That includes directors, managers, schedulers, consignors, loaders, contractors and subcontractors. Once that’s clear, operators should take a hard look at whether their existing documentation genuinely functions as a working SMS. A compliant SMS must clearly set out who holds responsibility for safety, how hazards are identified across the operation, how risks are assessed, and what controls are in place to manage those risks in practice. It should also address fatigue, speed, loading, roadworthiness, maintenance, driver competence, contractor management, incident reporting and fitness to drive requirements. Evidence will matter more than ever Regulators will expect proof that the system is operating, not just written down. That means keeping records such as risk registers, training records, maintenance logs, toolbox talk attendance, induction material, incident investigations, audit results and corrective action registers. Where technology is used like telematics, electronic work diaries, and fleet management
platforms, operators should ensure the data is reviewed and acted on. Regulators will look for evidence that warning signs were identified, escalated and addressed, not simply stored.
Training Training is also essential. Drivers, supervisors, schedulers, loading staff, maintenance teams and contractors must understand the SMS requirements relevant to their work, not just in theory, but in the practical, day to day situations where safety decisions are made. That includes knowing how to report defects promptly, incident reporting, escalate scheduling pressure before it becomes a risk, respond appropriately to fatigue concerns, and record loading or fitness to drive issues in a way that creates reliable evidence for the regulator. Effective training should give every worker the confidence to recognise a safety problem early and the authority to act on it. Test your system A strong SMS is a living system. Businesses should routinely test whether it works in practice by sampling records, interviewing staff, reviewing incidents and checking whether corrective actions have been completed. Any deficiencies
should be prioritised by risk and assigned to a responsible person with a clear due date. The reforms should be seen as an opportunity to strengthen safety governance, not a last minute compliance burden. A well designed SMS will evolve with fleet size, routes, contracts, technology and incident trends. It’s never too late to get help Brindabella Legal & Assurance assists operators and supply chain parties with the design and implementation of new or updated SMS frameworks, including policies, procedures, risk registers, training materials and compliance records. If something goes wrong, we also help respond to regulatory notices, investigations, fines, prosecutions and any other legal assistance you may require. Greg Williams is the owner and Principal of Brindabella Legal & Assurance, specialising in transport safety, regulatory compliance and Safety Management System development. He works with operators across Australia to build practical, proportionate SMS frameworks and provide legal advice or assistance when dealing with the regulator. Visit brindabellalegal.com.au for more information.
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Continuing a proud family legacy AFTER more than 40 years, a respected Queensland bulk haulage operator has made the difficult decision to sell his business, with its new owners vowing to continue building on a proud family legacy. Dave Whordley was only 18 years old when he started Whordley’s Bulk Haulage. Now 59, the Gympie based operator has handed the reins over to another respected family business. He says that due to health reasons, he knew the time was right to sell the business he had built from the ground up, enlisting the help of Benchmark Business Sales & Valuations to find a suitable buyer. “It’s hard to get out of it after so many years,” Dave admitted. “When I put the business up for sale, the whole goal was that I wanted the company to carry on. Under the new ownership of Ellison Haulage, the business will continue and all the staff will stay on, so that’s a big relief for me.” Based in Toronto, NSW, Ellison Haulage is a third generation family owned and operat-
ed business, that was started in 1973 – with its trucks operating across the state. Ellison Haulage officially took ownership of Whordley Haulage on June 15, taking on the fleet of 12 trucks, 21 trailers and all members of staff. The business will continue to operate from the Gympie site under the respected Whordley name, servicing the needs of a loyal customer base that extends right across Queensland and beyond. Benchmark’s transport specialist Karl Barban acted as the exclusive broker for the transaction. As he explained, “The acquisition of Whordley’s Bulk Haulage marks the successful transition of one of Queensland’s most respected bulk haulage operators to new ownership with Ellison Haulage. “Over decades, the business has built a reputation for reliability, operational excellence and long-term customer relationships, establishing itself as a trusted name across the east coast transport sector.” Karl said that this particu-
Dave Whordley has sold the business he started more than four decades ago. Image: Whordley’s Haulage
lar transaction attracted significant interest due to the quality of the operation, its modern fleet, strong earnings profile and strategic position within the freight and logistics industry. Tara Ellison, whose grandfather started Ellison Haulage more than 50 years ago, explained that Whordley’s Bulk Haulage was an attractive opportunity. “Whordley’s is well established, well regarded in the industry, and has a great presence in Gympie and the Sunshine Coast,” she said. “They have long term employees and long-standing customers. Whordley’s has been built as a family owned and operated business, much like our own. There was a strong alignment from a shared values perspective, with a hands-
Whordley’s Bulk Haulage was started in Gympie over 40 years ago. Image: Benchmark Business
Also family owned, Ellison Haulage took over Whordley’s in June. Image: Benchmark Business
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on approach to staff, customers and the community.” As Tara continued, “Transport and bulk haulage is already central to what we do. This acquisition gives us an opportunity to diversify into Queensland, and transition into a long haul business. “Along with diversifying into long haul operations, this acquisition also allows us to build on what they’ve already built. “Whordley’s has a strong
identity, long history and a respected reputation in the industry. We see real value in preserving that, and we’re proud to continue the Whordley’s legacy and support it into its next chapter.” To support a smooth transition, Dave Whordley will continue with the business for six months. As Karl added, “It has been a privilege to represent the vendors throughout this process. Business sales of this scale re-
quire cooperation, commitment and professionalism from all parties involved. “The acquisition provides an exciting platform for future growth under the new ownership while preserving the legacy that the Whordley family has established. We are confident the business is well positioned for continued success and remains an excellent example of the strength and resilience of Australia’s transport and logistics sector.”
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Truck Art: Keeping Australia moving IN the transport industry, downtime can have a major impact on productivity and profitability. Having a trusted repair partner with the skills, equipment, and experience to handle everything from emergency repairs to complex rebuilds is essential. Truck Art Wagga has built a strong reputation for delivering comprehensive heavy vehicle solutions, supporting transport operators with expert repairs, modifications, fabrication, and specialist services. As a preferred repairer for National Transport Insurance (NTI), Truck Art Wagga provides professional accident repair solutions while
also supporting customers with private repair work, custom projects, and ongoing maintenance requirements. The team understands that every vehicle has different demands and works closely with customers to deliver reliable outcomes that keep trucks, trailers, buses, and caravans operating safely and efficiently. Truck Art Wagga offers a complete range of mechanical and structural repair services, from detailed component repairs through to full cab rebuilds. For damaged truck cabs and sleepers, Truck Art Wagga provides solutions ranging from minor repairs through
Trans Australia’s trailer before it was repaired.
to complete rebuilds. The team applies expert workmanship and attention to detail to every project. The business also specialises in repairs and modifications for a wide range of truck components, including alloy tipper replacements and repairs, alloy fuel tank repairs, bumper and bullbar repairs, and custom modifications. These services allow operators to maintain and improve their vehicles while ensuring they continue to meet the demands of daily transport operations. Truck Art Wagga’s fabrication capabilities extend to complex chassis repairs, including straightening truck and trailer chassis rails, repairing structural damage, and restoring stock crates to their correct specifications. These specialist services require precision and experience, ensuring vehicles are returned to a safe and functional condition. Safety is a key priority in the transport industry, and Truck Art Wagga supports operators with crack testing of vital truck and trailer components for safety reporting. Combined with specialist auto electrical services for trucks and trailers, these inspections help customers
After being repaired by Truck Art, these Trans Australia trailers are good as new. Images: Truck Art
maintain confidence in the reliability and condition of their equipment. Truck Art Wagga also provides professional sandblasting and spray-painting services, offering customers a complete solution from preparation through to final finish. The business is not limited to insurance repairs, with private customers also able to access custom paintwork and specialised finishing services to achieve unique results. A strong example of Truck Art Wagga’s trusted workmanship is its long-standing relationship with Trans Australia. As a loyal customer, Trans Australia continues to return to Truck Art Wagga for repair work as well as brand-new stock crate builds. This partnership highlights the confidence customers place in the company’s ability to deliver durable, practical, and high-qual-
ity transport solutions. Beyond mechanical and structural repairs, Truck Art Wagga, together with Truck Art Melbourne and Truck Art Adelaide, provides specialised electrical and accessory solutions for modern transport operators. A key area of expertise is aftermarket air conditioning installation for truck sleepers, with the Truck Art group supplying, fitting, diagnosing, servicing, and repairing systems using trusted distributor products. The group specialises in leading sleeper air conditioning brands, including Viesa, Koolkat, Pure Air (repairs and parts only) and Ecowind (repairs and parts only), Custom Air and Icepack, delivering reliable comfort solutions for drivers operating in demanding conditions. Not only specialising in aftermarket air conditioners, Truck Art also provides a wide range of accessory fit-ups,
including generators, televisions, microwaves, invertors, fridges and other customised truck installations. These services are designed to enhance driver comfort, improve vehicle functionality, and support the efficiency and productivity of today’s transport operators. Today Truck Art continues to grow, being a leading business in the repair industry. Through a commitment to quality workmanship, reliable service, and customer satisfaction, the company has built a strong reputation for excellence. By investing in skilled technicians, modern equipment, and innovative repair solutions, Truck Art remains dedicated to meeting the evolving needs of its customers. As the business looks to the future, it will continue to uphold its high standards while delivering trusted repair services that keep vehicles operating safely and efficiently.
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TRUCK ART TRAILERS Phone: (02) 6931 9555 Email: sales@truckarttrailers.com.au Address: 20 Lewington St, Bomen, NSW 2650
TRUCK ART WAGGA Phone: (02) 6926 0400 Email: reception@truckart.com.au Address: 15 Lewington St, Bomen, NSW 2650
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TR Group expands rental fleet
TRUCK and trailer rental and leasing business, TR Group, has bolstered its Australian rental fleet with the addition of a new range of trailers to suit varying needs.
For tipping applications Customers can now rent or lease TR Group’s new heavy-duty 3-axle and 4-axle dog tipper trailers, further strengthening TR Group’s offering for customers operating in the civil, quarry, construction, and bulk haulage sectors. The new trailers complement TR Group’s recently launched steel tipper truck range, allowing customers to access a complete, site-ready tipper combination through a single nationwide rental provider. These dog tipper trailers are engineered to perform in tough operating environments. Featuring Hardox steel-lined bodies, they deliver exceptional durability, stability, and reliable tipping performance when handling abrasive materials. The 4-axle dog tipper trailers feature 8.3m, 22m³ high-capacity bodies, ideal for bulk product cartage and high-volume haulage; and the 3-axle dog tipper trailers feature 6m, 14m³ bodies, offering improved manoeuvrability for urban construction projects and sites with limited access. All units are PBS approved,
With a 28-tonne Aggregate Trailer Mass rating and a tare weight of approximately seven tonnes, the transporters are well suited to a wide range of heavy equipment and machinery transport applications. The steel chequer plate deck includes integrated tie-down points to help operators secure loads safely and efficiently. A 1600mm drawbar and pintle hook hitch with adjustable height settings also provide flexibility across different towing vehicles and operating requirements.
The dog tipper trailers are engineered to perform in tough operating environments. Images: TR Group
enabling operators to maximise payloads while maintaining efficiency and compliance. To support efficient operations, the trailers combine ultra-high-strength Hardox steel floors and side sheets with lightweight components, including polished aluminium wheels. Other features include two-way swinging tailgates for flexible unloading, fulllength spray suppression systems to minimise road debris, heavy-duty chassis construction, disc brake axles, airbag suspension, and electronic braking systems (EBS). With safety remaining a top priority across the TR Group fleet, the new dog tipper trailers are designed to meet Tier 1 infrastructure project requirements, including NSW G22
compliance, enabling them to operate on major project sites from day one. Each trailer comes equipped with a comprehensive safety package, including body and reverse camera systems, body alarms and strobe lights, side underrun protection, digital onboard scales, reverse work lights and squawker, hoist anti-burst valves, electric tarps with wireless remote operation, grain locks and high-visibility markings. These features are designed to enhance site safety, improve operational visibility, and support efficient day-to-day operation. New tag trailers The addition of new tri-axle tag transporter trailers provide operators with a practical and
heavy-duty solution for transporting machinery, vehicles and equipment. Designed to make loading, securing and transporting equipment easier, the new trailers feature 9 metres of total deck space, including an 8-metre main deck and a 1-metre beavertail. A low 980mm deck height and 2800mm hydraulic loading ramps provide a low loading angle for easier equipment access. The self-powered electric-over-hydraulic system operates both the loading ramps and the dual front landing legs, allowing the trailer to be set up without relying on the towing vehicle’s hydraulic system. An integrated multi-volt charger helps ensure the powerpack remains ready for use.
Your rental and leasing needs covered TR Group has one of Australia’s largest ranges of transport equipment available to hire, with trucks and trailers in prime movers, tautliner,
dry van, refrigerated, flat top, transporter, skel and tipper categories. With years of experience in heavy commercial rental and lease as well as extensive industry expertise, TR Group has the capabilities to get its vehicles working hard for you from day one. Since entering the Australian market in 2019, the company has continued to grow its presence by drawing on more than 30 years of experience. TR Group’s proven rental model supports a wide range of industries, including metro and linehaul transport, refrigerated freight, container logistics, civil construction, and infrastructure projects. To discuss your fleet requirements, call 1800 50 40 50 or visit trgroupau.com.
The new tri-axle tag transporter trailers are designed to make loading, securing and transporting equipment easier.
Successful operators focus on the work. TR takes care of the fleet.
The right equipment makes a difference. Quality vehicles help keep businesses moving, drives productivity and keeps customers satisfied. That’s why operators across transport, infrastructure and construction choose TR Group for their heavy commercial rental and leasing solutions.
TR Group. Helping successful businesses stay ahead. 1800 50 40 50
www.trgroupau.com
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Building on a long-standing reputation
DRHL remains committed to providing exceptional service and fair pricing. Images: DRHL
WHILE DRHL Heavy Equipment may be a new name, our reputation is anything but. We proudly continue the legacy of Jap Truck Care, a trusted name that has been keeping trucks, heavy vehicles, and hardworking businesses moving for more than 30 years. Over three decades, we’ve earned the confidence of owner-drivers, transport operators, and commercial fleets by delivering dependable workmanship, honest advice, and service that puts our customers first. The transition to DRHL Heavy Equipment represents far more than a simple name change. It reflects the growth of our business and our commitment to becoming a complete service, repair, and maintenance partner for all truck brands and heavy equipment. While our capabilities have expanded, the values that built our reputation remain exactly the same. We continue to believe in quality workmanship, reliable service, transparent communication, and building long-term relationships with every customer who trusts us with their vehicles. A family business with a big vision We are proud to remain an independent, family-owned
business. That independence allows us to make decisions based on what’s best for our customers rather than answering to a franchise or corporate head office. Being family-owned means we value relationships, integrity, and accountability. We take the time to understand our customers’ needs, provide practical advice, and deliver solutions that make sense for their business. Our focus has always been on honest recommendations, fair pricing, and exceptional service rather than unnecessary upselling. We also believe that great businesses are built by great people. That’s why we’ve created a workplace where our technicians are respected, supported, and encouraged to continually develop their skills. When experienced professionals are given the right tools and environment to succeed, the quality of their work speaks for itself – and that’s exactly what our customers experience every day. Many of our customers have been with us for years, trusting us to keep their fleets operating efficiently and reliably. That loyalty has been earned through consistent service, dependable workmanship, and a genuine commitment to helping our customers succeed.
Keeping your fleet moving At DRHL Heavy Equipment, our philosophy is simple – downtime costs money. Every hour a truck is off the road impacts productivity, delivery schedules, and profitability. That’s why we’ve built our business around providing fast, reliable, and cost-effective maintenance solutions designed to maximise vehicle uptime and minimise unexpected breakdowns. Whether you operate a large commercial fleet, manage heavy equipment, or own a single truck, we understand how important reliable vehicles are to your business. Our team works efficiently to diagnose problems accurately, complete repairs to the highest standard, and get your vehicles back to work as quickly as possible. Our technicians take enormous pride in their craft. Combining decades of handson experience with the latest diagnostic equipment and repair technology, they deliver quality workmanship across every job. From routine servicing and preventative maintenance to advanced diagnostics, engine repairs, major component rebuilds, and complex mechanical repairs, every vehicle receives the same level of care and attention to detail.
Experience across all makes and models With more than 30 years of experience specialising in Japanese truck brands, we’ve built a strong reputation for quality, reliability, and technical expertise. That experience continues to form the foundation of our business today. As we’ve grown, so have our capabilities. DRHL Heavy Equipment now proudly provides comprehensive servicing, preventative maintenance programs, routine maintenance, major mechanical repairs, and complete fleet maintenance solutions for all truck makes and models. Conveniently located in Sunshine, we’re ideally positioned to support everyone from independent owner-drivers and small businesses through to major transport companies and fleet operators. No matter the size of your operation, our goal is the same – to keep your vehicles safe, reliable, and performing at their best. Affordable drivetrain solutions Paying dealership prices for American truck differentials and transmissions can place unnecessary pressure on your operating costs. That’s why DRHL Heavy Equipment now stocks an ex-
IT REFLECTS THE GROWTH OF OUR BUSINESS AND OUR COMMITMENT TO BECOMING A COMPLETE SERVICE, REPAIR, AND MAINTENANCE PARTNER FOR ALL TRUCK BRANDS AND HEAVY EQUIPMENT.”
front differentials from $6500 + GST. With exchange units readily available, we can help reduce turnaround times, minimise vehicle downtime, and get your truck back on the road sooner. Whether you’re managing an entire fleet or operating a single truck, DRHL Heavy Equipment provides reliable, cost-effective drivetrain solutions backed by quality workmanship and technical expertise.
tensive range of major drivetrain components for American trucks, helping customers reduce repair costs while minimising vehicle downtime. Our components are expertly remanufactured by experienced technicians using proven processes and quality parts to deliver dependable performance and long service life. Every component is carefully inspected and rebuilt to provide an affordable alternative to expensive dealership replacements, giving fleet managers and owner-drivers confidence without the premium price tag. We also offer exceptional value on some of the industry’s most commonly replaced components, including 20918 and 22918 exchange transmissions starting from just $7500 + GST, along with 46-160
Looking ahead As part of our continued growth, we’re also expanding our capabilities with mobile field service coming soon, allowing us to provide even greater convenience and faster support for customers who need assistance on-site. Whether you’re looking for routine maintenance, emergency repairs, specialised diagnostics, drivetrain solutions, or complete fleet servicing, DRHL Heavy Equipment is committed to delivering reliable workmanship, honest advice, and service you can trust. Conveniently located at 25 Wright Street, Sunshine, we look forward to welcoming you and helping keep your trucks and heavy equipment operating safely, efficiently, and reliably for many years to come.
The business provides complete fleet maintenance solutions for all truck makes and models.
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TRANSMISSIONS DIFFERENTIALS
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NOW IN STOCK Built with quality. Built to last.
Tested and inspected for reliability.
Over 30 years of experience servicing Melbourne’s heavy vehicle industry. Call us today on 03 9364 9966 or visit drhl.com.au
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What the HVNL means in practice AN INTERVIEW WITH OWEN COREY AND GRAEME AGNEW, CARGO GUARDIAN MUCH of the discussion surrounding the amended Heavy Vehicle National Law (HVNL) has focused on what has changed in the legislation. According to Cargo Guardian Managing Director Owen Corey and Chief Operations Officer Graeme Agnew, the more important conversation is what those changes mean for the way businesses think about transport safety. For them, the significance of the reforms isn’t simply about compliance. It’s about protecting people. 1: Everyone is talking about the HVNL changes. What do you believe is the most significant change? Owen: I think most people naturally start by asking what’s changed in the legislation. I think the better question is, what do these changes mean for the way we protect people? Heavy vehicle transport is unlike many other industries. Every day, heavy vehicles operate alongside families travelling to work, children on school buses, cyclists, pedestrians and thousands of other road users who place their trust in our industry without even thinking about it. They don’t know whether a vehicle has been properly maintained. They don’t know whether the load has been restrained correctly. They don’t know whether unrealistic scheduling decisions were made before that vehicle left the depot. They simply trust that everyone involved has done everything reasonably practicable to
THE OBJECTIVE HAS ALWAYS BEEN TO REDUCE TRANSPORT RISK AND HELP ENSURE THAT DRIVERS, WORKERS AND MEMBERS OF THE PUBLIC, GET HOME SAFELY.” OWEN COREY
ensure that journey is as safe as it can reasonably be. For me, that’s why these changes are so important. The legal duties themselves aren’t fundamentally new. What these changes provide is an opportunity for businesses to better understand the transport risks they create, strengthen the controls that manage those risks, and build greater confidence that those controls remain effective as their operations evolve. For years we’ve focused on policies, procedures, manuals and audits. Those things remain important. But they’re only the means to an end. The objective has always been to reduce transport risk and help ensure that drivers, workers and members of the public, get home safely. 2. So is this bigger than compliance? Graeme: Absolutely. Compliance is important because it helps businesses understand and meet their legal obligations. But compliance has never been the purpose. Public safety is. Every transport decision is ultimately a safety decision: • Scheduling
• Maintenance • Loading • Procurement • Contractor management • Vehicle selection • Fatigue management • Supervision None of those decisions happen in isolation. Each one has the potential to either increase or reduce the level of risk faced by every person who shares the road with that heavy vehicle. When you look at transport safety through that lens, the conversation changes. You’re no longer asking whether a document exists. You’re asking whether the decisions your business makes every day are achieving the outcome they were intended to achieve. 3: Is that why you often talk about transport safety as a business responsibility rather than simply a transport responsibility? Owen: Exactly. Transport risk isn’t created by one person. It’s influenced by decisions made throughout the organisation. Executives establish priorities. Managers allocate resources. Schedulers influence workloads. Maintenance determines vehicle condition. Procurement selects equipment and contractors. Loading teams control mass, vehicle stability and load restraint. Drivers make decisions in real time. Every one of those decisions contributes to the overall level of transport risk. That’s why I believe the amended HVNL presents such an important opportunity. It encourages businesses to look beyond individual tasks
Every transport decision is ultimately a safety decision. Image: Scott Donkin/ stock. adobe.com
and better understand how their entire operating system contributes to safer outcomes. 4: Where do you see the biggest opportunity for businesses? Graeme: Building confidence. Many businesses already have capable people, good systems and a genuine commitment to safety. The opportunity is to better understand whether those systems are consistently delivering the outcomes they’re intended to deliver. How do we know our controls are effective? How do we know people understand them? How do we know they’re still appropriate as our operations change? How do we know we’re learning from incidents, near misses and operational experience? Those questions aren’t about finding fault. They’re about continually improving. Every mature safety system evolves. Transport safety should be no different. 5: You often use the term “assurance”. What does that mean? Owen: Assurance is confidence based on understanding. Compliance tells us what should happen. Assurance helps us understand whether it is actually happening. If we’ve introduced a control, how do we know it’s working? If we’ve trained people, how do we know they’ve understood it? If our business changes, how do we know our controls remain effective? Those questions help leaders make informed decisions, not because they assume every-
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thing is working, but because they’ve taken the time to understand whether it is. That’s the difference between compliance and assurance. 6: What advice would you give to businesses looking at these reforms? Graeme: I’d encourage them to see the reforms as an opportunity rather than another compliance obligation. Step back. Look at how work is actually performed. Talk to the people doing the work. Observe the operation. Review how decisions are made. Understand where your controls sit. Confirm they’re practical. Confirm they’re understood. Confirm they remain effective. The objective isn’t to create more paperwork. It’s to create greater confidence that the business is managing transport risk as effectively as it reasonably can. 7: Finally, Cargo Guardian often asks businesses one simple question: “Do you have a Guardian?” What does that mean? Owen: For us, a Guardian isn’t simply a business that writes procedures or completes audits. A Guardian is a trusted partner that helps organisations better understand their transport risks, identify where improvement is possible and provide confidence that the systems and controls they rely on remain effective. A Guardian asks the questions that matter. Are we making the right decisions? Do we understand our transport risks? Can we demonstrate they’re working? Are we continuing to improve? Every organisation benefits from an independent partner that can provide objective assurance, challenge assumptions and help leaders better
Cargo Guardian Managing Director Owen Corey.
Cargo Guardian Chief Operations Officer Graeme Agnew.
understand the decisions that influence transport safety. Because at the end of the day, that’s what this is all about. Not paperwork. Not audits. Not simply demonstrating compliance. It’s about making better decisions that protect drivers, protect workers and protect every member of the public who shares the road with heavy vehicles. If these changes encourage businesses to better understand their transport risks, strengthen their controls and continue improving, then our industry, and our roads, will be safer for everyone. That’s why we believe these reforms matter. And that’s why we continue to ask one simple question: Do you have a Guardian?
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The partnership announcement was made at a special Open Day at Penrite’s Perth warehouse in conjunction with Penrite Racing. Images: Penrite
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PENRITE Oil recently brought together two of its major partnerships at the Supercars Perth Super440, with the Perth Bears also featuring on the Penrite Racing Mustangs at the race weekend at Wanneroo Raceway, that took place from July 31 to August 2. The Perth Bears logo was proudly displayed on the bonnet of both Matt Payne and Kai Allen’s Penrite Racing Mustangs. The special livery was revealed at Penrite Oil’s Perth Warehouse on July 29, ahead of the big racing weekend, where hundreds of fans joined Penrite staff, Penrite Racing drivers and representatives from the Perth Bears to see the new look Mustangs firsthand. According to Penrite Oil CEO Toby Dymond, the activation was a fitting way to celebrate the new partnership. “We are incredibly proud to bring Penrite Racing and the Perth Bears together for the Perth Super440. Both organisations share Penrite’s passion for performance, teamwork and building strong connections with their supporters and local communities,” he said. “Featuring the Perth Bears on the Penrite Racing Mustangs is an exciting way to introduce the partnership to Western Australian fans and celebrate the beginning of a new era for the club.” The launch marked Penrite Oil’s official partnership with the Perth Bears as a Foundation Major Partner, ahead of the club’s entry into the NRL in 2027.
Perth Bears CEO Anthony De Ceglie added that the collaboration was an exciting way to bring the partnership to life. “The Perth Bears are thrilled to be partnering with our major partner, Penrite Oil. Perth has an incredibly passionate, parochial sporting fanbase that lives and breathes high performance. What better way to launch the partnership than with this high-octane collaboration between Penrite and the Perth Bears.” As part of the community focused event, Penrite also partnered with Bayswater Football Club, whose volunteers ran the sausage sizzle throughout the launch. All funds raised through food sales were donated directly to the club to support its ongoing programs and activities within the local community. The partnership will also extend to ride day experiences, where selected Perth Bears representatives will have the opportunity to sit in a Penrite
The Perth Bears logo is on the bonnet of both Matt Payne and Kai Allen’s Penrite Racing Mustangs.
10 Holmes Rd Morwell VIC 3840 (03) 5127 6128 Sales M: 0409 899 916 sales@aircti.com www.aircti.com Open Mon to Fri 8.30am – 5pm At the Open Day, Penrite unveiled the special livery on the cars.
Racing Mustang and experience the performance of a Supercar firsthand. Penrite Racing CEO Brenton Grove said the team was looking forward to delivering a memorable experience both on and off the track. “We are excited to work with Penrite Oil and the Perth Bears at the Perth Super440. Perth Supercars fans are passionate about their motorsport, and we expect support for the Perth Bears to be just as strong as they begin making their mark on the city,” Brenton said. Penrite says the partnership reflects the company’s long-standing commitment to Australian sport, performance and community. It also expands Penrite Oil’s sporting portfolio, which includes Penrite Racing, the Melbourne Football Club, the Penrite Australian Superbike Championship, Penrite ProMX Motocross Championship and Penrite Australian Kart Championship.
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Trucking was always in Eric’s blood FOR this edition of Truckin’ in the South, I caught up with Eric Anderson from Adelaide, South Australia. With 16 years behind the wheel, Eric has built a career around consistency, professionalism, and providing for his family, all while doing a job he’s been passionate about since he was a kid. Eric drives for Heywood Freightlines, hauling general freight in a Kenworth K200, a truck that’s become his second home on the long interstate runs. Like many drivers, trucking was in his blood long before he got his licence. “I grew up in a town where trucks were always passing through, and with family already involved in the industry, it was something I always wanted to do.” Now, after starting at just 19 years old, Eric has spent more than 16 years travelling Australia’s highways. When asked what he en-
joys most about the job, his answer was simple. “The freedom.” While he runs the same scheduled trip each night, it’s a routine that works well, offering both consistency and enough variety to keep the job enjoyable. Of course, interstate transport comes with sacrifices. “The toughest part is the isolation and being a husband and parent through a phone.” It’s a reality shared by countless long-distance drivers. While freight keeps moving, many truckies miss birthdays, school events and family dinners in order to keep Australia’s shelves stocked and businesses running. One place Eric never gets tired of driving is the Nullarbor. “It’s quiet, you’ve got long stretches between towns, and there’s no phone signal for people to keep ringing.”
For many, that might sound lonely. For truck drivers, it’s often a chance to simply enjoy the road and the incredible Australian landscape. When it’s time to stop, Eric has two favourites. His preferred rest area is Willow Vale Rest Area. “It’s big, easy to get in and out of, has plenty of parking, it’s always clean, you’re out of phone reception, and you can see the stars.” If he’s pulling into a roadhouse, it’s BP Norseman. “Plenty of parking, they’ll cook fresh meals if you ask, there’s heaps of seating and the showers are always clean.” It’s those little things that make life on the road just that bit easier. After all these years, Eric says the reasons he stays in trucking are straightforward. “The money is good, and there’s enough variety to
keep it interesting.” Looking ahead, he doesn’t see himself changing too much. “I’ll probably still be doing the same thing. The schedule works well with the kids.” When the conversation turned to the industry’s biggest challenges, Eric didn’t hold back. “The quality of drivers is a big issue. Too many people just see it as a job instead of a lifestyle.” He also believes every driver has a responsibility to look after the facilities they rely on. “Drivers who leave rubbish everywhere or use rest areas as toilets instead of using the facilities ruin it for everyone else.” It’s a message many drivers will agree with. Respecting rest areas helps ensure they’re clean, safe and available for everyone who depends on them.
Eric proudly standing beside his Kenworth K200 at his daughter’s graduation. Image: Eric Anderson
Away from work, family remains Eric’s biggest priority. “We spend as much time together as we can, and we love going to truck shows as a family.” The photo accompanying this story says it all – Eric
proudly standing beside his Kenworth K200 at his daughter’s graduation. It’s a reminder that while trucks are a huge part of his life, everything he does behind the wheel is ultimately for the people waiting for him at home.
Third-generation truckie loving the work-home balance
Gavin drives for Pickering Transport Group, hauling export wine containers in a Kenworth T610 AB triple combination. Image: Gavin Knight
A third-generation truck driver with almost three decades behind the wheel, Gavin Knight’s passion for transport has been part of his life since childhood. “My grandfather had trucks, and my parents did too,” said Gavin, who is from the Riverland region of South Australia. “I started driving in their 1995 Western Star, so I was pretty much born into it.” It’s no surprise that trucking became a career. Having started driving professionally in June 1997, Gavin has now spent nearly 29 years in the industry, watching it evolve while remaining as passionate as ever. Today, Gavin drives for Pickering Transport Group, hauling export wine containers in a Kenworth T610 A-B triple combination. While many drivers spend
weeks away from home, Gavin now enjoys local work that allows him to be home every night. “I really enjoy the workhome balance.” After years on the road, it’s a lifestyle that suits him perfectly. That doesn’t mean the job comes without its challenges. “The toughest part of trucking is coming home every day knowing that some inattentive driver could end your day.” It’s a reminder that even the most experienced drivers are relying on everyone else on the road to do the right thing. When asked about his favourite drive, Gavin pointed to one of Australia’s great freight corridors. “I’ve always loved the drive from Burra in South
Australia through to Cobar in New South Wales.” His favourite stop along the way is the BP at Waddi. “Great meals and friendly service.” Like many truckies, it’s the people as much as the food that keep him stopping there. Although he’s changed employers over the years, Gavin says he’s never really left the industry. “I’ve never left the job, I’ve just changed jobs. It’s all I really know, and it’s what I enjoy.” Looking ahead, Gavin is happy exactly where he is. “I see myself staying where I am. They’re great people to work for, and they’ve got good gear.” After almost 30 years in transport, Gavin has also witnessed the industry’s
rapid shift towards technology. “The biggest issue is all the new technology coming in with no new blood. The older generation are old school and aren’t so interested in eye cameras and electronic logbooks.” It’s a challenge many transport businesses are facing as they work to balance modern compliance requirements with the experience of long-time drivers. Away from work, Gavin’s passion for trucks doesn’t stop when he parks up. “I build truck models as a hobby and spend plenty of time watching YouTube documentaries.” It’s clear trucking isn’t just a job for Gavin, it’s been a lifelong passion that’s been passed down through generations.
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Young Queensland truckie Third-generation truckie following in dad’s footsteps keeping Cape connected YOUNG driver Isaac Geia lives on the water surrounded fortress of Palm Island in north Queensland and gained a license to drive a Mack Metro-Liner truck in early June. “My dad Ron Geia was a truck driver, and I wanted to follow in his footsteps, so I did my training over here with a visiting instructor and was happy to get my licence,” he said.
Aged 28, Isaac is employed by the Palm Island Aboriginal Shire Council and is a valued member of the Civil and Open Spaces Gang. “I carry dirt and other material around Palm Island where there is a bitumen road network of just over 10km. The Mack is a great truck and the scenery is tops,” he said. His supervisor is former local rugby league star Vaughn
Isaac loves his new role behind the wheel of the Palm Island Aboriginal Shire Council’s Mack Metro-Liner. Image: Supplied
Charles who was glowing in his praise of Isaac. “He is an integral member of a hard-working team,’’ Vaughn said. Palm Island is 48 nautical miles across the sea from mainland Townsville and all heavy material arrives there by barge from Lucinda near Ingham. Outside work, Isaac leads a full and interesting life which includes fishing, camping and hunting. “I love catching and eating Spanish Mackerel and also get out to the reef sometimes chasing coral trout. Also hunting for possum and goat at Wallaby Point on the island,” he said. Isaac also gets over to nearby islands Curacao and Fantome which is a former leper colony. “I love the lifestyle driving trucks and the other stuff and really am enjoying everything,” he said. The Geia family has many members living on Palm Island and as far away as Moa Island in the Torres Strait. Being in the tropics, Palm island gets its share of bad weather including strong winds from tropical cyclones. When that occurs the small fleet of trucks including the Mack work overtime cleaning up debris and rubbish. While life on his beloved Palm Island is idyllic, I asked Isaac would he ever be interested in driving Big Rigs in the future on the mainland. “I love it here but if in the future if an opportunity arises, I would seriously consider it,” he said.
Never a dull moment for John on the show circuit
John Roberts travels around Australia in his Actros 200 on the show circuit.
HIS home base is Bacchus Marsh in Victoria and John Roberts travels around Australia in his Actros 200 on the show circuit. John’s business is Roberts
Amusements, and he was carrying dodgem cars when I saw him at the Don River Roadhouse north of Bowen. “I have come from Mack-
ay Show for the Bowen event and after that will be going to Atherton and later Townsville. I have been a truckie for 30 years and have been to every Australian state with equipment except Tasmania,’’ he said. The 52-year-old John has two other trucks, including an Isuzu which carts side cars. John said the road he finds challenging to travel on is between Goondiwindi and Moonie. When he does get time off John loves spending time with his four children aged 10 to 30. A parochial Victorian, John barracks for the Melbourne Storm in the NRL and is an Essendon Bombers fan in the rival AFL. John said he is a huge fan of the Big Rigs paper and really enjoys reading stories about other ‘showies’.
FROM remote Lockhart River community in far north Queensland, Solomon Hobson is the third generation of his family to have held the position of local Council Roads Supervisor. That position includes driving trucks such as a Mack, several Hinos and Nissan UDs and well as graders, dozers and other machinery. “My father Paul and my grandfather Daniel also held the same position. I have a multi combination licence for them,” Solomon told Big Rigs. Aged 47, Solomon said his six-year-old grandson Solomon could well follow suit. That was evident when trucks transporting demountable buildings to Lockhart River were parked there. “My grandson wanted a pic of myself and him near a Kenworth in the dark of night and it was snapped by a daughter Claudie Hudson,” Hobson said. (note subs: daughter different surname to Hobson). Lockhart River Council CEO David Clarke was glowing in his praise of Solomon. “Solly as he is known is a great supervisor as were his father and grandfather. He’s a good bloke and leads our team well. They are a good team and have stepped up over the last 10 years with contemporary training and use of machine guidance systems. They are the pride of the fleet,” David said. Solomon said there was 120km of the Peninsula Development Road and also the access roads to the community his gang looks after. “All but 20km of the PDR is
Solomon Hobson with his six-year-old grandson also named Solomon near a visiting Kenworth. Image: Solomon Hobson
dirt and so is the one into the community. During the wet season we have up to eight in the gang and wet season it is around 15,” he said. As well as ensuring the roads are maintained and graded, Solomon said his gang was particularly busy after cyclones or extreme weather conditions. “We clean up around the community, and the trucks are vital and work closely with the SES,” he said. Outside work Solomon loves camping and fishing around Lockhart River. “I catch Barramundi fish and mud crabs which are good eating and get bush tucker when we go camping. There are lots of bush berries around now,” he said. Another passion for Solomon is rugby league football
and he follows the Lockhart River Scorpions in the Cape Cluster comp. “I also follow the Brisbane Broncos in the NRL and Queensland in the State of Origin. I was at the local social club here when the Maroons won the second State of Origin match over NSW,” Solomon said. As a youngster Solomon was a more than handy football player who once was coached by former Queensland and Test star, the now late Sam Backo. “It was in the under-15 grade and I went to Cairns for a coaching clinic with Sam,” he said. Life is great for Solomon. He gets to maintain the roads around his beloved community and enjoys recreation and family time.
Young gun hauling the big loads with Western Star YOUNG owner-operator Ashley McDonald mainly transports heavy machinery and buildings in his travels around the country. Aged 32, Ashley is based at Torbanlea in Queensland and his company is McDonald Freighters. His truck is a six-year-old Western Star FXB powered by a 575hp motor and has an 18-speed Roadranger gearbox. “I have been a truckie for about 10 years and an owner-driver for the past seven,” he said. Ashley said the worst roads he gets along are stretches of the Bruce Highway and also the western Flinders. “I traveled the Flinders Highway last week and it is rough especially between Hughenden and Richmond,” he said. His favourite roadhouse is the Hi-Way Inn at Daly Waters in the Northern Territory. “I was there recently and had
a steak, chips, salad and gravy and it was reasonably priced. Staff were friendly,” he said. More rest areas are needed with facilities for drivers although he said the newer ones are improving. “But many more with showers are what truckies want,” he said. Fuel costs are a concern for operators and Ashley has called
on the government to provide more assistance for truckies. “We pay enough taxes and registration is expensive and I feel the government could do more for us,” he said. When he gets time off, Ashley enjoys some recreation on his 11-acre rural property. “There are a few sheep on it and hopefully I will get some cows soon,” he said.
Ashley drives a Western Star FXB powered by a 575hp motor with an 18-speed Roadranger. Image: Ashley McDonald
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Owner-operator sells truck after lean times ALL too often Spy hears about small operators leaving the industry for a variety of reasons. It was with sadness that Spy heard about a well-known veteran Victorian owner operator based near Melbourne has sold his truck and decided to retire. Spy has been told that so far this year the gent who is aged in his seventies had only secured three jobs. Previously work had been plentiful but things like fuel cost rises and a lack of enthusiasm helped his decision. One good thing is that he managed to attract a good price for his truck. Some years ago Spy met him at random and did an interview and a nicer fellow you wouldn’t meet. Spy wishes him the best of luck – he deserves it. Tassie road upgrade call Most of the 35km stretch of road between St Marys and St Helens in Tasmania needs an urgent upgrade according to truckies Spy has spoken to. Numerous drivers have mentioned that to Spy over several years and after the last time I travelled it I would have to agree. One of the towns along the route is seaside Scamander which is 10km from St Marys. Mayor of Break O’Day Council at St Helens Mick Tucker has joined the call for work to be done to improve safety. Tucker, who also leads the
A truck outside Cardwell Caltex.
Local Government Association of Tasmania, said the road was a vital gateway to the state’s east coast that had been repeatedly surveyed but never upgraded. “We have roads that come from the bottom of St Marys to St Helens, to be quite frank, that are not fit for purpose,” he told ABC Radio this week. “But the actual access into St Helens from St Marys, it really needs upgrading, updating and the roads widening.” Tucker said plenty of work had been done on the route “but nothing’s ever occurred”. Infrastructure Minister Kerry Vincent said the state government was looking at options to improve Esk Main Road. “Options are currently being investigated to improve the Esk Main Road connection between St Marys and the Tasman Highway due to a history of slope instability and road closures,” Vincent told Pulse. Tail light defect anger An angry driver contacted Spy fuming over an incident which occurred when a colleague was dozing in his sleeper box during the dark of night. He said a colleague had pulled up at an unmanned fuel outlet at Ceduna in South Australia. “He noticed a back tail light on a trailer had come loose and would not work and may swing around if he continued. So, he decided to stay the
The highway between St Marys and St Helens. Images: Alf Wilson
night in his sleeper box so he could try and fix it in daylight hours,” he said. When he woke early on the Sunday morning, he noticed that NHVR officers had left a defect notice on his truck door. The trailer and also his Volvo truck had been subject of the defect notice. So, he phoned his boss who had already been advised by the NHVR of the incident. “It is really bad that they issued a defect notice while he was asleep in that manner. The driver was doing the right thing. He didn’t even know about the taillight until he stopped,” he said. Lights please A lack of lighting during the night at the hook up area around Northam in WA is causing concern for drivers. One irate South Australian truckie contacted Spy complaining that the portable lights on towers there more often than not don’t work. “I don’t know if they are not being fuelled up but it has become a major problem,” he said. Another driver said up to 30 trucks at a time could be hooking or unhooking trailers in the dark. “There are toilets and showers there and mostly they don’t
have power for the lights as well,” he said. Vision impaired a worry Along several WA highways truckies have been reporting dust from minerals have sprayed their vehicles, coming from side tippers which aren’t covered by tarps. This occurs regularly along the Great Eastern Highway between Merreden and Southern Cross and also between Coolgardie and Norseman. “They come out of side roads and in windy conditions parts of their dusty load come flying towards vehicles. The other day I had my windscreen covered making visibility poor and it resembled a sandstorm,” he said. He wants authorities to crack down on uncovered trailers. Potholes filled It might be a Band-Aid and short-term fix, however truckies Spy spoke to are happy that many potholes, along the Goulburn Valley Highway between Shepparton and Seymour in Victoria have been filled. “Road gangs were active during the last two nights filling in the potholes which had been shocking. Lot of tyres were damaged on that route,” one driver told me. The highway was closed but
The lock out sign on the toilet at Cardwell Caltex roadhouse.
some lanes were as the job was being done. I asked the driver did he think it was a Band-Aid solution to which he replies “yes”. “But it is better than having the potholes there and hopefully something can be done long term,” he said. Sign of a lockout Many roadhouses around our vast country have placed signs on their toilets advising they are locked at night. Because mostly non patrons and not truckies had been using them and leaving a mess on occasions. But this does affect truckies who pull up for a fatigue break and find a locked dunny. In a recent edition, Spy reported that veteran truckie Laurie Seery was locked in
one for 20 minutes. Since then, old Spy has received numerous reports of similar such lockouts. The latest Spy came across himself was outside the dunnies situated at the back of the Caltex in Cardwell. “Nighttime closure between 9pm and 5am,’’ the sign mentioned. To be fair to roadhouse operators, staff don’t want to go to clean the facility in the morning and find what one described as a pigsty. Good rest area A rest area beside the Bruce Highway at Guthalungra which is 40km north of Bowen is a great place for truckies to stop at. It has enough parking space for some trucks and boasts toi-
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The Mobil Guthalungra Roadhouse next to the rest area.
lets, shaded areas with table, chairs and bins. Next to it is the Guthalungra Roadhouse which is also a decent place to pick up some food or a cold drink. About 100 metres on the northern side is a pull off areas for trucks which is frequently used. The day I was there a couple of truckies who had stopped there walked over to the rest area for a Jimmy Riddle. As a bonus there was a gent selling giant mud crabs which had been caught in nearby creeks. They had been cooked and were being snapped up by visitors. Guthalungra is renowned as one of the best regions for mud crabs in the country. A truckie who purchased one there told me it was about a third of the price he had paid for a muddie at Sydney markets. “The big buck male crab was full of meat,” he told me at Bowen.
Falling trees danger Drivers who negotiate the notorious Rex Range road in far north Queensland have to beware of falling tree branches. Another danger is branches across the road after you turn a bend on the winding road. The Rex Range is along the Mossman to Mount Molloy road and the winding section is about 10km long. After driving it Spy, stopped at the Mount Molloy Hotel and a truck pulled up outside which had a cracked windscreen, due to a large branch hitting it. The day I went along it consistent rain ensured visibility was low. It is in a rainforest area and road gangs do regular tree lopping to increase safety. A lot of traffic uses it and along the route there are two wonderful lookouts where you can pull off and enjoy scenic views. Call of nature relief Truckies who travel along the
The Guthalungra rest area which gets praise from Spy.
Barrier Highway in NSW west of Cobar can now stop for a call of nature in comfort after a wrecked toilet has been replaced. In a previous column Spy reported that the public dunny was wrecked in May of 2024 after being hit by a vehicle. But for a long period of time the damaged toilet stood there like an eyesore with lots of pics taken of it by travelers. Anyway, interstate driver Martyn Dijkxhoorn snapped a pic of the new toilet in July and passed it onto Spy. I am sure that truckies who need a call of nature, especially a number two, will be relieved. Historical bakery The historical Ross Village Bakery in Tasmania is a great place to stop for a snack and a lot of truckies are amongst the customers. Ross is just off the Midlands Highway and located 78km south of Launceston and 117 km north of Hobart.
With a population of less than 500, a lot of the patrons are tourists or people who are travelling along the Midlands Highway. More than 100 years old, the Ross Bakery has a wood-fired oven with the capacity to bake 300 loaves of bread at a time. It bakes pies, pastries, breads, buns and cakes and uses on average about a barrow load of firewood each baking day. Spy stops there every time I go to Tasmania and you can buy a takeaway or sit down inside, and even outside on chairs in the summer. The coffee and tea are good and inside is a cozy place in the Tassie cold weather. There is also another bakery in Ross which also serves delicious delights.
The new toilet on the Barrier Highway near Cobar.
A sign outside the historical Ross Bakery in Tasmania with a truck out front.
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A heavy vehicle negotiates the Rex Range Road which is in a rainforest area.
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NHVR focuses on avoidance within industry ON-ROAD EXPERT PAUL SALVATI Chief Operations Officer National Heavy Vehicle Regulator
AVOIDANCE behaviour isn’t new to the heavy vehicle industry but understanding what’s driving it is becoming increasingly important. At the National Heavy Vehicle Regulator (NHVR), we’re using intelligence to better understand deliberate avoidance of enforcement activities, identify the highest-risk entities and target our compliance efforts where they’ll have the greatest safety impact. We know the majority of heavy vehicle drivers and operators are committed to complying with the law and have no concerns about interacting with the NHVR during roadside operations. However, there is a small cohort who deliberately seek to avoid these interactions. Understanding why they are doing so is critical to identifying higher-risk behaviour and ensuring our compliance efforts are focused where they can have the greatest impact. The importance of understanding avoidance is reinforced by the data. In 2025, 57 per cent of heavy vehicle incidents reported to insurance companies nationally occurred away from state and national highways where compliance checking activi-
ties are more prevalent. While 46 per cent of fatal heavy vehicle crashes occurred on secondary, arterial or local roads where there is traditionally less enforcement. Avoidance itself isn’t our focus; it’s the risks that avoidance may indicate. Our compliance operations also show intercepts on secondary roads identify higher levels of non-compliance, reinforcing the importance of understanding how and why these routes are being used. These figures don’t mean every heavy vehicle travelling on a secondary road is
avoiding enforcement. There are many legitimate reasons a driver may choose an alternate route – it may be shorter, more direct or simply part of their normal operations. However, where drivers deliberately divert to avoid NHVR Safety and Compliance Officers (SCOs), our data shows it is intended to mask fatigue, mass or loading breaches, permit non-compliance, mechanical defects or other unlawful activity. Secondary roads can also present additional safety challenges. They often have more direct property access points,
concealed driveways and slower-moving local traffic, while narrower lanes, tighter curves, weaker pavement and limited shoulders can make it more difficult for heavy vehicles to operate safely. Using these roads to avoid compliance makes the roads less safe for everyone. Our focus is on understanding these behaviours so we can better target risk, support compliant operators and improve safety outcomes for everyone using Australia’s roads. The next step is using our data to better target our com-
pliance and enforcement activities. Targeted operations on secondary roads provide valuable intelligence about fleet movements and help identify non-compliance in regional and remote areas that may otherwise go undetected. Technology is strengthening the NHVR’s intelligence capability by expanding our understanding of heavy vehicle movements and helping identify avoidance patterns and the vehicles and operators who display them. High-visibility operations with our law enforcement
The NHVR said it knows the majority of heavy vehicle drivers have no concerns about interacting with its officers during roadside operations. Image: NHVR
partners also play an important role in deterring avoidance activity on identified routes. We know visible, deterrence-based enforcement encourages compliance and supports long-term behavioural change across the industry. However, Australia’s vast road network means traditional enforcement alone cannot address every risk. That’s why intelligence, technology and information from industry all play an important role in helping us identify those deliberately choosing to avoid compliance activities. If you are a heavy vehicle driver being forced to take alternate routes by your operator to intentionally avoid NHVR checkpoints, you do have options. Please call our Heavy Vehicle Confidential Reporting Line (HVCRL) on 1800 931 785 or visit the NHVR website. In the 12 months to February 2026, there were 25 HVCRL calls relating to weighbridge and static enforcement site avoidance. The calls related to multiple offences including fatigue, mass dimension limit and mechanical as the reason for the avoidance. Everyone can play their part helping keep our roads safe. This includes not putting your drivers or other road users in harm’s way in an attempt to avoid compliance activities. It’s important all of industry takes this issue seriously so everyone can return home safely to their families at the end of the day.
Why truckies’ mental wellbeing matters out on the road HEALTH AND WELLBEING KYLIE KARAGICH Clinical Nutritionist and Psychotherapist
EVERY professional driver knows the importance of checking their vehicle before heading out. Tyres, brakes, lights and load security all help ensure everyone arrives home safely. Australia’s Heavy Vehicle National Law is initiating the Fit to Drive duty, recognising that safe driving isn’t just about fatigue. A driver’s physical and mental wellbeing can also influence concentration, judgement, reaction time and decision-making behind the wheel. These changes reflect what health and road safety research has shown for many years: safe driving depends on the whole person. Fatigue, illness, unmanaged stress, some medications and significant emotional distress can all affect the skills needed to operate a heavy vehicle safely. Recognising these factors encourages drivers and
employers to consider overall fitness for work, not just hours behind the wheel. For some drivers, hearing the words mental health may raise concerns. Does feeling stressed automatically mean you’re unfit to drive? Could having a difficult day put your licence or livelihood at risk? The answer is no. Mental wellbeing exists on a spectrum, just like physical health. Many Australians successfully manage stress, anxiety, depression and other health conditions while continuing to work safely every day. The important question isn’t whether someone has experienced a mental health challenge; it’s whether their current physical or mental state is affecting their ability to operate a heavy vehicle safely at that particular time. Illness, poor sleep and emotional stress can all affect concentration. If you’re finding it difficult to focus, make decisions, remain alert or respond appropriately to changing conditions, it’s worth taking a moment to reassess before starting your journey. These changes shouldn’t be viewed as something to fear. Instead, they reinforce something the transport industry
has always valued: making safe decisions. Looking after your health is simply another part of being a professional driver. A simple self-check before starting your shift or after a rest break can make a real difference. Just as you wouldn’t ignore a warning light on your dashboard, it’s equally important not to ignore warning signs from your own body and mind. Ask yourself: • A m I alert and able to concentrate? • Can I make clear, safe decisions? • Is illness, pain, medication or emotional distress affecting me today? Would I feel confident • responding safely if something unexpected happened on the road? If something doesn’t feel right, don’t ignore it. Pull over somewhere safe if needed, speak with your employer or scheduler, take a break, seek medical advice or reach out for support. Addressing concerns early can often prevent much bigger problems later. Importantly, this responsibility doesn’t rest with drivers alone. Employers, schedulers and everyone involved in the Chain of Responsibility
all have a role in supporting a culture where people feel comfortable speaking up if they’re genuinely unwell. Open communication, realistic schedules and early intervention all contribute to safer roads and healthier workplaces. When people feel supported to say they are not fit to drive without fear of judgement, everyone benefits, from the driver and their family to the wider community. Having worked in the transport industry for more than 18 years before becoming a clinical nutritionist and psychotherapist, I’ve seen firsthand the professionalism, resilience and commitment that drivers bring to their work every day. Professional drivers inspect their vehicles, secure their loads and plan their journeys because safety matters. Looking after the person behind the wheel deserves exactly the same attention. At the end of every shift, every driver wants to return home safely, and every family wants to see their loved one walk through the front door. Looking after your mental and physical wellbeing isn’t just good for you, it’s one of the most important safety decisions you can make.
Professional drivers know that small checks prevent big problems. Image: LightItUp/stock.adobe.com
Roadside reminder Fit to Drive – 4 things to remember 1. Mental health is part of overall health Feeling stressed or anxious doesn’t automatically make you unfit to drive. 2. Take a moment to check in with yourself Being alert, focused and able to make safe decisions is what matters. 3. Speak up early If you’re genuinely unwell, seeking support is a professional and responsible decision.
4. Your health helps keep everyone safe Looking after yourself protects you, your family and everyone who shares the road. Fit to Drive reminder Professional drivers know that small checks prevent big problems. The same applies to your health. Looking after your physical and mental wellbeing through small, consistent habits can help you stay fit to drive, keep the roads safer for everyone, and enjoy more quality time with the people who matter most.
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DRIVER FOR ACE CRANE TRUCKS
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52 COLUMNS
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Who will be left to drive all the trucks?
BY BORED NEUROTIC HOUSEWIVES
OWNER-DRIVERS are disappearing. Small transport businesses are closing their doors at an alarming rate. Experienced Australian truck drivers are walking away because the financial and regulatory burden is becoming impossible to carry. We’re seeing fines proposed that could bankrupt a small operator overnight, while freight rates continue to be squeezed, and the insolvency statistics from the ABS show what we already instinctively feel. In the last five years, from 2022 to 2026, there has been nearly a 413 per cent increase in insolvencies, although there hasn’t been anywhere near that increase in the number of businesses started. The proposed fines that commenced on August 1 could bankrupt a small operator overnight, but are they truly proportionate to the ‘crime’ that’s being committed. It’s very reminiscent of raising the jail time to deter serious crime. The increases didn’t deter criminals so how does using that logic deter drivers? It simply doesn’t deter anyone. It just kills drivers and families under the weight of the pressure it brings, and not just financially. The penalties under the Heavy Vehicle National Law (HVNL) shown in the infographic below are the maximum fines. Now compare the similar offences, and sometimes even
There has been an alarming increase in industry insolvencies in the last five years. Image: Gary/stock.adobe.com
more serious offences and their penalties, with the maximum NSW fines for non-heavy vehicle drivers. It’s enough to make your hair curl at the inequity of the penalties. It’s hard to equate/justify the new technology in trucks, and the camera systems, to these proposed increases. While freight rates continue to be squeezed and the expectation of the customer increases, there is little positive change to what the owner-driver is paid. Often, the operators are told to reduce the prices while everything else involved in transport increases. Everyday people see the prices at the supermarket and are told it costs more and logistics is touted as the main reason for the increase. In some ways it may be accu-
TRANSPORT, POSTAL AND WAREHOUSING BUSINESSES ENTERING EXTERNAL ADMINISTRATION
Financial year 2021–22 2022–23 2023–24 2024–25 2025–26
Businesses
196 347 495 734 809
Stats from Asic https://download.asic.gov.au/media/npidt43a/asicinsolvency-statistics-series-1-and-series-2-published-13-july-2026.xlsx.
rate, but the profit is not going to the operator, who is required to pay more for wages (if they happen to have a driver), fuel, registration, insurance, maintenance, tolls, administrative obligations, higher interest rates and increased pressure from tax debt recovery actions. As a result, every interception feels like another opportunity to find something wrong, no matter how minor, despite the National Heavy Vehicle Regulator (NHVR) having videos stating differently. NHVR on their Facebook page have stated the following which seems to have been missed in translation. “It is important to distinguish between maximum court penalties and routine roadside infringement notices. Maximum court penalties represent the highest penalty a court can impose and apply only in the most serious cases, including deliberate offending, repeat non-compliance, and conduct that creates significant safety risks…”. The concern with the statements, however, is that the intention of the changes is not necessarily how it occurs in the real world. One recent example occurred
where a driver was fined for not connecting their lines at the change of activity in their logbook. The intention of the law was not for this type of fine, but it happened anyway Having said that, the old adage of ‘you get more with a spoonful of sugar than a shovel full of shit’ may come into play here. The driver’s attitude can play into what an enforcement officer see’s and doesn’t see. Through all of this, the sad reality is that many major companies, are now turning to overseas labour through visa programs because it’s becoming increasingly difficult to attract and retain Australian drivers. Previously it was because they were cheap compliant employees, now it seems to be the only way to get enough bums on seats. This is not a criticism of migrant drivers. A high percentage come here wanting to work, and they work hard to provide for their families, just as Australian drivers do. The human side of this is missed by many. The responsibility lies with governments and employers who are employing migrant drivers to ensure they are properly trained, supported and
understand Australian road conditions and transport regulations. Australian roads are unlike many others in the world. Aussie truck drivers drive thousands of kilometres through remote areas, contend with wildlife, changing road conditions, fatigue risks, small vehicles and some of the strictest transport regulations in the world. Experience matters. When we lose owner-drivers and small family transport businesses, we don’t just lose jobs. We lose generations of knowledge, mentoring and professionalism within our industry. Truck drivers don’t want special treatment. We want fair treatment and respect. The National Transport
Commission needs to realise the stresses are real. We want laws that improve safety not increases in penalties under the guise of safety. We want regulations that are workable and proportionate. We want a review on the distracting use of some technology, including some of the new safety features that a desensitise drivers to the alarms going off in the cab. We want an industry that allows small businesses to survive. Before Australia’s truck drivers become an endangered species, perhaps it’s time to ask whether we’ve got the balance right. Without trucks, Australia stops. Without truck drivers, Australia doesn’t move at all.
PUZZLES 53
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2 To ease pain, is to do what (7) 3 To be inclining the head, is to be doing what (7) 4 Who is one’s female sibling (6) 5 To have subjoined, is to have done what (7) 6 To treat as a celebrity, is to do what (7) 7 To have made tired, is to have done what (7) 13 Name another term for a tramp (7) 14 What are prices demanded for hostages (7) 15 To be sincerely zealous, is to be what (7) 17 ... of the Bailey (7) 18 Julian who founded WikiLeaks (7) 20 What is a reply (6)
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54 CAREERS AND TRAINING
FRIDAY AUGUST 14 2026 BIGRIGS.COM.AU
Top Volvo technicians take on the world FOLLOWING Volvo Trucks’ Australian final of its annual VISTA (Volvo International Service Training Award) competition, the winning team will head off to Sweden next month to compete in the VISTA World Final. VISTA is an international competition open to all service market professionals within the Volvo Trucks’ and Volvo Buses’ global service network. The aim of the competition is to help employees develop and improve their knowledge, skills, and ability to work as a team. Participants take part in teams of two to four people. This year, for Australia, Team CHAMPIONS from VCV Prestons came out on top, with the team of four consisting of Mohammed Firoz Jalil, Aryan Chand, Dennis Kurian and Rachel Cuddihy. They took on teams of technicians from across Australia
L-R: Tom Chapman, VP Sales and Marketing, Volvo trucks Australia; Dennis Kurian, VCV Prestons; Rachel Cuddihy, VCV Prestons; Mohammed Firoz Jalil, VCV Prestons; Aryan Chand, VCV Prestons; and Martin Jerresand, VP Service Market and Retail, Volvo Group Australia. Image: Volvo Group Australia
Riordan unveils dedicated new driver training truck
ine career pathways and helping develop the next generation of professional drivers,” said Riordan Grain. Sophie (pictured) is among the new drivers to be joining the Riordan team. “She’ll be working alongside fellow young driver Kobe, becom-
BIGRIGS.COM.AU FRIDAY SEPTEMBER
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for this competition,” said Martin Jerresand, Vice President, Service Market and Retail, Volvo Group Australia. “The skill of our technicians drives our customers’ success. A stationary truck doesn’t earn any money. I congratulate Team CHAMPIONS and wish them the best of luck competing on the world stage in Sweden.” VISTA is one of the largest service market competitions in the world with over 14,000 technicians competing globally and 488 competing in Australia and New Zealand.
Right: Young Riordan drivers Sophie and Kobe, pictured with the new driver training truck. Image: Riordan Grain
DRIVING AUSTRALIA 2026 E AR
MARTIN JERRESAND
page 36)
Port, giving new drivers the opportunity to gain real experience behind the wheel, while building the skills and qualifications needed for a career in transport. “More than just a new truck, it’s an investment in the future of our industry, creating genu-
IT’S ALWAYS A PLEASURE TO SEE OUR TECHNICIANS COME TOGETHER FOR THIS COMPETITION.”
ing the first of what we hope will be many young drivers to begin their careers in the new training truck,” Riordan said. The new Kenworth T320 is powered by the Cummins L9 360hp engine, mated to the Endurant 12-speed automated transmission.
Cover image: Chloe Anderson (story
RIORDAN Grain has this month taken delivery of a new Kenworth T320 that will serve as a dedicated driver training truck. Delivered at the beginning of August, the new twin steer T320 will operate between Riordan sites and the Geelong-
and New Zealand to win the right to represent Australia at the global VISTA final in Gothenburg, Sweden – the home of Volvo Trucks and Volvo Buses – on September 7-11. Open to participants from more than 100 countries, the global competition sees technicians and dealer staff take on a range of theoretical and technical problems within the dealership environment, requiring exceptional problem-solving skills, product knowledge and teamwork. Globally, a total of 230 teams from around the world competed in Round 4 of the VISTA competition, with 43 teams earning their place in the 2026 VISTA finals. This year, Round 4 took on a new format, replacing the traditional semifinal with a fully digital competition. “It’s always a pleasure to see our technicians come together
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BIGRIGS.COM.AU FRIDAY AUGUST 14 2026
Trucking dream was a long time coming I THOUGHT I WAS SO COOL DRIVING AROUND WITH HIM IN THE BIG TRUCK, WATCHING AND LEARNING.” TAYLOR JACKSON
Taylor Jackson has been driving trucks for three years.
BY DANIELLE GULLACI RIDING in the passenger seat of her granddad’s truck, Taylor Jackson knew what she wanted to do from a young age – but life had other plans. Based in Bendigo, Victoria, the 28-year-old fondly recalled the time spent with her grandfather Richard Leighton, an owner operator who at 72 is still hard at it, behind the wheel of his trusty Mack Trident. “I spent a lot of my childhood with my grandpa in his water truck. I was always in the truck with him on weekends and school holidays. I loved everything about it. He’s like my best friend. I thought I was so cool driving around with him in the big truck, watching and learning,” Taylor said. “I was only three years old when I started going out with
him. He used to do wood deliveries as well as the water carting. I also used to go out with him when he chopped up the wood. I loved helping to wash the trucks too and getting pocket money as a kid! “Back then he had an old Mack – he’s been in Macks mainly all his life. Now I’m driving a Mack too and he’s so proud.” The mother of two made the move into trucking about three years ago, following several years spent working in service station kitchens. “I always wanted to get into driving trucks but it took me a little longer than what I would have liked,” Taylor revealed. Now HC licensed, Taylor works for Heidelberg Materials, steering a truck and dog, behind the wheel of a Mack Granite. She’s coming up to her second anniversary with the business in September. As Taylor told Big Rigs, her first trucking job was a little less glamorous, but it set her
Taylor says her passion for trucking was sparked by her grandfather Richard Leighton. Images: Taylor Jackson
Taylor with her son Braxton and the truck and dog she drives for Heidelberg Materials.
in good stead for her future career in trucking. “My first trucking job was carting cow manure from a feed lot in a rigid tipper. I did that for about six months. It was more of a seasonal job and there wasn’t quite enough work so I had to go back to the servo. I kept applying for jobs and I was lucky to land in this one,” she said. “It was so hard to find a trucking job because I had to make it work around my son – this company has been great. Braxton is nine and thinks it’s pretty cool that I drive a truck. I also have Arlo, who is 10 months old. I’ve
driven the quad-axle a couple of times too. I’d love to be able to keep moving up and maybe eventually get into driver training once I’ve had more experience. “It was always a dream to get into road trains over in Western Australia, but with two little kids, my dream looks a little different now.” Taylor’s current role sees her travelling throughout Bendigo and its surrounds, predominantly carting crushed rock to concrete plants, to the gold mine, to new building estates, as well as spreading for council roads. “I’m really loving this job
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been back at work part time since he was four months and will gradually get back into doing this full time.” For Taylor, it wasn’t easy at first and she admits that she came very close to giving up on her dream in the beginning. “I actually found it really hard going from the rigid to the truck and dog. After the first couple of days by myself I almost gave up,” she said. “I’m lucky that I have such a great manager – Rach. She said, ‘I believe in you, I know you can do it.’ Then, one day it just clicked. “I’m in a tri-axle truck and dog at the moment and I’ve
and loving the truck and dog. Sometimes it can be a little tricky, going into a job you’re a little unsure about, but once you complete the job, it’s the best feeling,” said Taylor. “When I found out I got this job, my grandfather was the first person I called – he’s really proud that I’m doing this.” For others considering a career in trucking, Taylor has a favourite saying: An expert in anything was always a beginner at one stage. “If this is what you want to do, I say have a go and don’t be scared to ask for help,” she said.
Easter Group Pty Ltd 73 Formation St, Wacol Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. . We are a family owned business, operating since 1976. We currently have the following positions available:
MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED
(Brisbane, Sydney, Melbourne and Adelaide Based)
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BOOK NOW Peter 0410 334 371 peter.hockings@primecreative.com.au Treena 0421 330 031 treena.heit@primecreative.com.au
Come and work for us as we are committed to: • Training and further education • Your safety • Maintaining an impressive Fleet On offer are permanent full time, part time, casual and roster positions including weekend work, paid leave entitlements and public holidays. Drivers need to be available for weekend work as scheduled for work falling across the 7 days of the week. The successful Applicant will: • Hold a current MC licence (minimum two years) • Have knowledge of the HVNL and Load Restraint • Be professional • Be reliable To apply for the Driver positions please contact Operations Manager by emailing your resume to
WORKSHOP MECHANICS & TYRE FITTERS WANTED (Brisbane based only)
To apply for Mechanic positions please forward your resume to Workshop Manager via email to employment@kseaster.com.au