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David Vile, Graham Harsant, Geoff Middleton and Jonathan Wallis.
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Curtain slashers wreak havoc for truckies
WITH transport operators already dealing with rising costs and tight margins, the alarming rate at which trailer curtains are being slashed or damaged is just adding salt to the wound.
Interstate truck driver Patrick van der Laan said his truck was targeted earlier this month, while parked at Sandstone Place in Parkinson, Queensland.
A truckie for 25 years, he works for a single truck operator, driving a B-double and carting general freight into Brisbane, Sydney and Melbourne.
A s the Brisbane-based driver explained, “I’d finished my delivery and hadn’t received any word of a load yet so I dropped the trailers at about 9am and bob-tailed home for a bit. I arrived back at noon
to find the curtain on the B-trailer slashed.”
van der Laan said he’d only left the trailers for two to three hours.
“We can’t have a depot at every place we go. When empty and leaving overnight, I’ve been cracking the corners open and folding the ends in, exposing half a metre into the trailer. It doesn’t take much extra time, the grubs can see there’s nothing to take and leave.
“But this time I didn’t. It was daylight and on a busy section of road – there are trucks running up and down there all day and most of the night.
“We’ll have to get the curtain repaired now when I get to Sydney. It’s about $6000 for a plain white curtain.
“If it’s a standard curtain they might have something in stock but if it’s not standard, you need to order it and wait for it to arrive.”
van der Laan continued,
“Margins are tough enough –
without having to repair and replace curtains. Then if you can’t get it repaired and have a load that has to be out of the weather, you might miss that load or have to rent a trailer, which is another additional cost.
“This is definitely happening a lot. And if it’s not the curtains, they’ll go through toolboxes and steal straps, chains and load binders.”
While this is the first time his trailer curtains have been damaged, van der Laan said someone had gotten into his trailer about 12 months ago – they stole five bottles of soft drink and about half a dozen packs of tetra juice packs.
Unfortunately, van der Laan says slashed curtains has become a big issue in areas such as Crestmead, Browns Plain, Heathwood and Larapinta.
“I had a delivery for Crestmead recently and secured a spot to park the trailers for the weekend. When I got there on the Monday morning to pick them up, the guy there told me they had half a dozen trailer curtains slashed overnight.” In recent weeks, a number of truck drivers have taken to social media to share similar stories.
“One of ours got slashed last week in that area,” said one operator.
“Both my trailers were done in Rocky about 8 weeks ago and done in Mackay last week, said another.
“Had a set of our trailers done last week. Cut them to shreds,” added another operator.
“My A and B got done last weekend, Beenleigh area,” commented another.
Major defect notice for loose tow coupling
DURING an annual inspec-
tion, a truck and three axle dog was issued a major defect notice for a problem with the tow coupling.
The vehicle was presented for an annual heavy vehicle inspection at a National Heavy Vehicle Regulator (NHVR) facility in Queensland and the auto tow coupling was found to be loose in its boss.
“A major defect notice was issued to the operator after
a major defect was detected in the tow coupling assembly. The vehicle was declared unroadworthy and prohibited from operation until the defect was rectified,” said an NHVR spokesperson.
“Defects of this nature pose a serious safety risk as excessive movement in critical coupling components can increase stress on the locknut, heightening the risk of coupling failure which can
endanger all road users.”
The NHVR added that tow coupling failures due to insufficient maintenance has been identified as a recurring issue in recent years.
“Consistent and thorough inspections regardless of the type of trailer or coupling are essential to ensuring the safety, reliability, and compliance of every heavy vehicle operating on Australian roads,” the regulator added.
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A brand new load restraint curtain slashed at Parkinson, Queensland. Image: Patrick van der Laan
coupling that can result in the trailer separating from the towing unit. Image: NHVR
Truck sales slowing after record streak
SALES were down in all truck segments when com pared with the same month last year, reveals the latest numbers from the Truck In dustry Council (TIC) – but there’s still plenty to celebrate.
The previous three years have set record numbers and the year-to-date (YTD) tally of 22,582 at the end of June is still the third best ever re corded.
TIC CEO Tony McMullan acknowledged the slowing truck market, however noted that the downturn this year was not unexpected after the record volumes for the past few years.
“Last year the sales market for trucks was strong, in fact, it was a record year representing the third year in a row where the sales record was broken year-on-year,” McMullan said.
“While it was hoped that sales would remain strong in 2025, it is not surprising to see the market coming off
these highs – a federal election year, tight economic times, a lessening of demand for product and economic
and general uncertainty being the key determinants for he drop in sales.
“It is hard to predict the next six months, although it is fair to assume that uncertainty will remain and that ales will not be as strong as were seen in 2024.”
There were 4888 units sold across all categories in June, down 10.5 per cent on the June 2024 record of 5461.
At the halfway point of the calendar year, total sales sit at 22,582, down on last year’s record of 25,698, a reduction of 12.1 percent.
The heavy-duty truck segment continued its YTD contraction in June with 1481 deliveries, down 18.5 per cent (335 trucks) over the same month in 2024.
The sector was also down when comparing the same quarter in 2024 (April to
June) – 3763 versus 4981 –and also dipped in the YTD comparison, 7143 against 8769, a dip of 18.5 per cent.
Kenworth again led the way in the heavy-duty sector in June with 338 deliveries, good enough for a 22.8 per cent market share.
For the first time this year Volvo topped Isuzu, coming in second last month with 237 units, but Isuzu was not far adrift in third with 208.
Isuzu is still second overall at the half-way mark of 2025 with 1197 (16.7 per cent market share), 24 trucks in front Volvo on 1167 (16.3).
The medium-duty segment has contracted noticeably less than the heavies, though June sales were slower than the year average.
Overall, 764 medium-duty trucks were delivered in June, down 13.9 per cent
(-123 trucks) over June 2024.
The overall April to June period is down less, with 2034 mediums delivered in quarter two 2025, compared to 2296 for the same period in 2024, an 11.4 per cent reduction on last year’s levels.
Year-to-date medium-duty truck sales have slowed by 8.4 per cent, with 3698 deliveries to the end of June 2025. That’s 339 fewer truck sales compared to the 2024 half-year result.
The light-duty truck segment (trucks with a GVM between 3500kg and 8000kg) has seen sales reductions of a similar order to that of the heavy-duty segment in 2025.
The month of June was typical of that downward trend with 1332 light-duty trucks delivered in June just past, down 12.3 per cent (-186 vehicles) over June 2024.
Veteran operator sounds safety alarm on top rating show
A veteran transport operator has issued a stark warning about what he says is an urgent safety crisis driven by a growing number of poorly trained overseas drivers.
Speaking anonymously to radio host Ben Fordham on 2GB, the East Coast-based fleet operator, known only as “Greg”, claimed the problem has been “getting worse” and is being ignored by
authorities. Greg, who runs a fleet of 50 to 60 trucks across the eastern states, said the issue became more prominent during the Covid years, when the transport industry was booming, and a wave of overseas drivers entered the market.
But with freight volumes now tapering off, many of the same operators are still active and cutting corners on safety
and compliance, said Greg.
“It’s not about race,” Fordham told listeners.
“It’s about rules – trucks on the road with no insurance, forged defect clearances, dangerous vehicles, unpaid bills and a system that seems happy to look the other way.”
Greg shared firsthand accounts of inexperienced drivers getting into trouble, including during the recent east
coast flooding when usual routes were cut off.
“When the coast road shut, they ended up on back roads trying to avoid the road closures and got themselves entangled, messes everywhere,” he said.
He also raised concerns that many international drivers are still operating on overseas licences, with little to no formal training on
Australian road rules.
“You would have hoped so, but I think a lot are coming through on an international licence and just getting them and off they go,” Greg said.
“To me, it seems like they’re not abiding by the rules or complying.”
When asked how these operators get away with using forged defect notices or dodgy paperwork, Greg replied:
“Well, I don’t think they understand. They just think they’ve got to get the freight there, and off they go, and we can’t stop them.”
While Greg acknowledged there are “some really good ones out there”, he said others “just don’t care or don’t understand”, adding that some drivers are either out of their depth or deliberately ignoring the rules.
Gale Transport took delivery of this striking Kenworth T909 from Brown and Hurley last month. Image: Brown and Hurley
Change is
EDITOR JAMES GRAHAM
from excessive fines to an explosion of sham contractors have conspired to widen cracks that can no longer be pasted over.
What’s the short-term fix? Governments, and all their various agencies, have to stop dragging their feet and looking the other way, or it’s only going to get worse.
It’s no longer good enough to just say the market will reset itself and the best companies will survive. Customers just want the best price. And as we all know too well, there is always someone willing to do the job cheaper, more often than not, taking serious safety shortcuts along the way.
As Jodie Broadbent writes in her excellent column about a proposed licensing system on pages 4-5, it’s far too easy for anyone to start a road transport company in Australia.
What’s hot online
New rest area at Curra interchange
WHILE the Queensland Government was gushing about the benefits of the new rest area at Curra due to open next year, truckies were less than impressed when we broke the news online.
After seeing the artist’s impression of the site, Trevor Warner said he isn’t looking forward to reverse parking a B-double at midnight when drivers park randomly.
“Drivers have proposed parking like Nudgee, but it seems to have fallen on deaf ears,” Warner wrote.
“Nose-to-tail parking is inefficient, and a poor use of resources.”
Added Scott OHare: “Should
be less cars more truck parking as caravans will take the majority of this. Yet truck drivers have limited off road rest areas.”
Craig Bray was also scratching his head over the design.
“Needs to be at least twice that size. Handful of A-doubles in there and its full, ffs.”
Kelvin Frost also fears that truckies will be squeezed out
A bird’s eye view of the new rest area at Curra.
Image: TMR
by grey nomads.
“Fines should be handed out to fine anyone else besides truck drivers,” he said.
Sam Norman could also foresee issues for truckies finding a spot.
“It will be a shit when there is only one spot left and you have to parallel park a B-double,” he said.
Notorious bridge notches hat-trick
THE Victorian Government’s much vaunted measure to slow approaching speeds to Mel bourne’s notorious Montague Street Bridge in a bid to stop strikes has been a massive fail.
In one disastrous week earlier this month, there were strikes three days on the trot, inciting a howling of derision from our Facebook commenters.
“Makes you wonder how Google Maps has settings for car, bike, walker, runner, prob ably even a horse, but none for a truck,” wrote Shane Pricey Price.
Rod Sumner said calling them drivers is insulting to professional drivers.
“They’re drovers because
bridge,” he said.
David Darby directed all three to Specsavers and banned them from ever driving a truck again, a sentiment shared by Ricky Neaves.
“And pay massive – and I mean massive – fines, plus all
associated costs,” Ricky said.
Rod Baldy followed with a classic truck rental pun after a Hertz curtainsider became the third victim at the bridge.
“That’s gunna Hertz. It’s a rental truck and overhead damage ain’t covered in their insurance. Doh!”
EWDs under the microscope Grafton site clean-up leaves stench
OUR exclusive story about the National Heavy Vehicle Regulator’s (NHVR) review of electronic work diaries, and the associated standards, drew a massive response from readers.
“I’m surprised that the NHVR don’t have their own EWD system that’s utilised throughout the whole transport industry, as per the WWD [written work diary],” suggested Mark Thomson.
“There’s that many EWD variations that drivers have to negotiate with when changing companies; some good and some not so good. It would make sense just to have the one system throughout the industry.”
James Camro was adamant
that the NHVR and other agencies are after only one thing – revenue – and are constantly making it tougher for operators of all sizes.
“They keep raising the bar, and more often than not, we are the last to know,” James said.
“The last month alone has seen three major companies shut their doors because it’s too hard in competing in cost-cutting exercises and compliance.
“It was once a highly-regarded
and professional occupation; now we are all targets for revenue, just trying to make a living from week to week and get home safely
“I think it’s the beginning for the end in the transport Industry and it’s a shame.”
Added Kris Cummins: “It’s all garbage; they have that many cameras now, the only place they don’t have one is inside the toilet at the truck stop, and in your house.”
THE Clarence Valley Council may have finally got its act together and cleaned up the Truck Drivers Memorial Wall in Grafton following our stories on the disgraceful state of the site last month.
But sadly, many readers weren’t left convinced that it would stay that way for long.
“Clarence Valley Council is a disgrace,” said Julia Perryman. “I am pleased you have been able to get it sorted as the place is sacred to our trucking industry.
“However, I doubt council will maintain as it’s been dreadful for years. A very scary place with the issues going on.”
Ron Williams said that if the
The NHVR said the review had identified “potential areas for improvement”. Image: KM.Photo/ stock.adobe.com
Families now feel safe to return to the Memorial Wall to leave flowers post clean-up.
Image: Sue Pearce
site is neglected again, truckies should simply stop delivering anything to the council. they notice nothing happens without trucks,” Ron said. “Great news that they have at least made an effort. We will wait and see how long it lasts.”
Bruce Skelton concurred: “Grafton needs a black ban – no deliveries or pick-ups for a month, no Coles, Woolworths McDonald’s, etc, till they get their shit together
Just imagine if this was a war memorial, the RSL would be up the mayor’s
curtainsider is the latest victim. Image: Montague St
IN BRIEF
Mallee Hwy upgrades
Upgrades including shoulder and road sealing, curve widening, new line marking and safety barrier installation have been completed on the Mallee Highway between Tailem Bend and Geranium.
Approximately 1200 vehicles travel on this stretch of highway each day, including around 300 heavy vehicles. Between 2019 and 2024, there were 11 crashes on this section of the Mallee Highway resulting in 13 injuries.
In coming months, Audio Tactile Line Marking – also known as rumble strips – will also be installed to reduce run-offroad crashes.
100-truck fleet boost
Cleanaway Waste Management Limited has acquired Citywide Waste, which will see the addition of around 200 team members and 100 pieces of fleet equipment.
This move will see Cleanaway’s existing solid waste services business in inner metropolitan Melbourne expand, together with the Dynon Road transfer station.
The company will also invest $35 million to upgrade the Dynon Road Transfer Station.
Located five kilometres from Melbourne’s CBD, it is already Victoria’s second largest waste transfer station.
Commenting on the acquisition, Cleanaway’s Executive General Manager Solid Waste Services, Tracey Boyes, said, “We’re delighted to officially welcome the Citywide Waste team to Cleanaway.”
Bridge strengthened
The Grange Burn Bridge on the Henty Highway, near Hamilton, has been strengthened to allow for heavier loads, including superloads.
Upgrades include strengthening the bridge and resurfacing the road, installing new barriers on the bridge and rebuilding the pedestrian footpath.
Around 2000 vehicles use this stretch of road every day, including more than 300 heavy vehicles. It is a key freight route, frequented by the forestry, wind farming, mineral sands and dairy industries.
This is one of three bridges being upgraded in the region with works on the Charcoal Bridge completed last year and designs underway for the Wattle Creek Bridge.
New Scania branch
Scania Australia has doubled its footprint in Western Australia with the opening of a purpose-built branch in Hope Valley, just south of Perth.
The 19,000 square metre sales and service site includes a 3500 square metre regional warehouse that will supply WA Scania on-road customers and off-road mining and resources clients, and will assist the existing Kewdale site with the implementation of Scania’s autonomous and electric (EV) mining trucks.
Scania owns and operates its sales and service locations in capital cities around the country, and the Hope Valley facility is the 10th in the Australian network. The brand also has a network of over 60 authorised independent dealers.
Outback truck stop reopens following upgrades
BY DANIELLE GULLACI
OOZING with history and rustic outback charm, this oasis on the Queensland/ New South Wales border has reopened following upgrades to the truck parking area.
The Hebel Hotel and General Store is located in the little town of Hebel, just 4 kilometres over the border on the Queensland side.
It’s owned and run by local farmers Frank and Megan Deshon, who purchased the business four years ago.
When they originally took over, the Hebel Hotel and General Store had been closed down for about 12 months. After a refresh, including upgrading the kitchen with new appliances, they breathed new life into the historic stop.
Hebel is home to just 10-12 people. “It’s a good safe spot for truckies to pull up and it’s in a friendly little town. This is about it in Hebel, apart from the school and the church,” said Frank.
“The pub is just as it was in the 1880s – it’s been there since 1887 and is one of the old treasures of our country.”
The business incorporates a truck stop and a pub, along with a caravan park that includes donga and fully renovated cabin accommodation.
“We had to close the truck stop in February to reseal the truck parking bay, which had cracked and had potholes, so we redid all of that and reopened at the end of June,” added Frank.
“There’s a big parking area. We could get 12-14 trucks here at once. We’re the first stop coming into Queensland from NSW on the Castlereagh and Oxley Highway.
“We get a lot of regular truckies who stop by, particularly the livestock guys
moving through; and a lot of interstaters lately since the road upgrades at Oxley Highway. They come up through Broken Hill.”
Along with running the Hebel Hotel and General Store, Frank has a background in farming and live
stock. “I’m a third-generation farmer and we’re still on the same property. It’s been in the family for many years.”
As for the menu, it’s a true paddock to plate philosophy, with beef being a popular favourite – and with good reason.
“The menu is pretty expansive – our speciality is steak. We have our own meat brand called Three Rivers Meats. We raise the cattle at our farm and it gets processed locally. So we pride ourselves on the high quality of our steaks and steak sandwiches,” explained Frank.
“We’ve got a lady named Suzie who runs the kitchen and then we have two French chefs under her. We
pride ourselves on the high standards of our meals.”
Also on the menu are homemade pies, made fresh every morning, pizzas, parmigianas, cakes, slices – and even vacuum sealed fresh meat packs for truckies to buy and cook out on the road, along with a selection of frozen meals.
Customers can choose to eat inside the truck stop or the pub – or outside in the beer garden.
As for facilities, truckies are welcome to use the caravan park’s toilets and showers.
Closure puts ‘pressure on strained network’
VICTORIA’S peak livestock transport body says the decision to close another truck wash facility in coming months will add even greater pressure to the state’s already strained truck wash network.
The Geelong truck wash, located at the former Geelong Saleyards, will close in September to make way for the planned housing redevelopment of the former saleyards site.
According to the City of Greater Geelong Council, the truck wash runs at a loss of $228,411 per year, with its usage declining by 73 per cent over the past 12 months.
In a media statement shared online, the Livestock and Rural Transporters Association of Victoria (LRTAV) said, “While we are disappointed to see this long-standing and valued facility close, we understand the City of Greater Geelong’s decision to redevelop the current saleyards site as part of its broader regional planning goals.
“However this closure highlights a pressing and ongoing
concern for our industry – biosecurity is everyone’s responsibility – and the loss of a key site such as Geelong places even greater pressure on Victoria’s already strained truck wash network.”
LRTAV added that the ongoing investment in effluent management is essential to uphold animal welfare and environmental standards.
“With significant numbers of livestock entering and moving within Victoria daily, the demand for effective, accessible truck wash facilities is only increasing.”
The upcoming closure of the Geelong truck wash follows the Packenham truck wash closure in late 2024.
Victorian Farmers Federation (VFF) Livestock President Scott Young said, “Our biosecurity safety net is only as strong as its weakest point and with the closure of washes in Packenham and now Geelong, we’re left vulnerable.
“We now have two massive holes within our truck wash network on the eastern and western side of Melbourne and increasing movement of livestock into Melbourne
meat processors is going to see this only increase.”
LRTAV believes it’s critical for the Victorian government to work with the industry to invest in a modern, resilient and future-proof truck wash network.
“Upgrades to existing facilities, as well as the identification and development of strategically located alternative sites, must be prioritised to ensure high standards of animal welfare, driver safety, and biosecurity protection,” LRTAV continued.
The decision to close the Geelong truck wash was finalised during a council meeting on May 27, with the site to close following a threemonth public notice period.
The decision to close the saleyards, where the truck wash is located, was made in August 2017. Then in June 2020, the council adopted the Geelong Saleyards Precinct Plan, rezoning the 4.3-hectare site to a “Comprehensive Development Zone 4 (CDZ4)”.
This rezoning allows for the
integrated planning, development and subdivision of the land, primarily for higher density housing.
Earlier this month, the council revealed, “The precinct plan outlines steps to create a high amenity, walkable residential environment with high-quality public spaces, community facilities and a limited range of commercial uses.
“It aims to ensure a diversity of housing types – including social and affordable housing – and encourage best practice environmentally sustainable design and stormwater management.”
Greater Geelong Mayor Stretch Kontelj OAM said, “Developments like these will be crucial in our efforts to meet the Victorian Government’s ambitious target of 128,600 additional homes in Greater Geelong by 2051.
“With Geelong’s population rapidly expanding, we can’t just build out – we also need to look for ways to build up in our CBD and established suburbs.”
SA operator wins contract with mining giant
FAMILY owned and operated business Energy LogistiX (ELX) has outbid some of the major transport players to take on a $100 million contract for BHP’s South Australian copper operations.
Based in Largs North, South Australia, ELX is run by managing director Shaun Williamson.
It was started by his mother Jo Williamson in February 2010, a second generation truckie, in the game since she was 18 – including a 12-year stint driving road trains in the Northern Territory.
Shaun described the new BHP contract as a “defining milestone” for the business.
It will involve same-day, critical freight movements via PBS-approved road trains, the construction of a custom-built $10 million distribution and receipting depot adjacent to the company’s headquarters, and 24/7 urgent freight response to BHP Copper SA sites nationwide.
To service the new contract, ELX will also invest $25 million into new trucks.
“We’re not here to be the
biggest; we’re here to redefine what’s possible by empowering vital industries and our regions, and shaping a stronger future for South Australia,” Shaun said.
He revealed the business plans to reinvest into the state’s economy by committing to a 95 per cent local spend.
“These aren’t just contracts; they’re a shared step forward in a journey we’ve built with purpose and pride,” Shaun said, adding that as global copper demand surges, South Australia is in a prime
position to meet it.
“We’ve always believed that doing things the right way, with care, pride and purpose,
would take us far. Now we get to prove that alongside one of the most respected
Hebel Hotel and General Store owners Megan and Frank Deshon.
The truck stop was closed in February and reopened in late June. Images: Frank Deshon
Blindsided by reduced bridge load limit
BY DANIELLE GULLACI
THE decision to impose new load limits on the historic 127-year-old Hampden Bridge at Kangaroo Valley, NSW, came with little warning to the many transport operators who travel along this route.
While issues with the structural stability of the bridge have been known for decades, there are still no plans in place for an alternative solution.
The 77-metre bridge was first opened in 1898, designed to accommodate up to 14.5 tonne – a far cry from today’s transport needs.
The recent 42.5 tonne load limit was first put in place in 2003. But Transport for NSW (TfNSW) claims that since then there have been ongoing issues with the bridge that have required higher than normal maintenance intervention and repairs.
It was on May 6 that TfNSW announced a new 23.5 tonne load limit would be placed on the bridge from May 30 “to relieve the pressure larger vehicles have put on the structure over time”.
Then just days out from this coming into effect, on May 26, TfNSW revealed the new load limit would be postponed to June 27 “to allow impacted heavy vehicle operators more time to plan their transition”.
Emergency service vehicles over 23 tonnes, such as fire trucks, are exempt from the new rule.
A spokesperson for TfNSW said, “The decision to reduce the bridge’s load limit was based on expert advice from structural engineers, using detailed testing and risk assessments. The change was made to ensure public safety.
“New advanced engineering findings have concluded the bridge was overloaded, causing ongoing damage to the critical elements of the bridge. These findings meant a bridge load limit had to be imposed urgently for public safety and to ensure the bridge remains open into the future.”
As local Kangaroo Valley based dairy farmer Alex Good explained, “We originally heard an announcement that gave us just 24 days notice of the change. That was the first notification we received – then there was community outrage, so they extended it to June 27. Apparently that was enough time to make any necessary changes. Realistically there is no way to make changes, there are only additional costs.
“They’ve said the bridge is past its usable life – so what’s the plan? We are more than happy to bear and endure them changing the weight limit on the bridge if there is a plan in place, but there isn’t. If the plan is to build a new bridge in a timely timeframe, then we’ll bear that. What 23 tonnes essentially means is that as soon as you put anything on a semi, you’re not getting across.”
The farm Good operates sits on around 1200 acres, with approximately 600 head of cattle.
Running such a large-scale farming operation, Good relies on a number of truck movements in and out of the farm.
“From our freight providers, we’ve been quoted a minimum of $700 extra per load based on the detour and extra kilometres they’ll now have to take.
“I’ve also had one supplier who delivers fertiliser and he said he won’t be able to come anymore – because with the load limit in place on the bridge, it makes it ridiculously expensive for him to get here. It would mean instead of being able to do three loads a day, he’d only be able to do two.
“Most suppliers have said here’s the extra cost. Nobody is paying me anymore for what I’m doing so it’s more of a squeeze on my margins.”
Mark Nelson, who runs Nowra-based CWR Logistics – around 30 minutes from Kangaroo Valley – agrees that businesses should have been given more warning about the change.
“The worst thing is that there haven’t been any options announced for transport operators. They’ve known this was an issue for a number of years, including back in 1968 when they tried to impose a 20-tonne limit but couldn’t implement it due to traffic demands,” he said.
Nelson added that while there was no official commu nication about plans to lower the bridge’s load limit ahead of TfNSW’s announcement, there were signs that some thing was afoot. “About 12 months before the announce ment, traffic monitoring cam eras were installed adjacent to the bridge, so people raised some questions. They’re highly visible cameras too, they’re not hidden. At the time, from my belief, TfNSW were going to collect some data and do some research.”
Nelson operates a fleet of 10 trucks, predominantly tippers as well as low loaders and flat tops, which are used to trans port quarry products and earthmoving equipment.
“With the 42.5 tonne load limit we could never cross with our fully loaded truck and dogs but would use the bridge to run back empty. That would be about 10 truck movements a week. We would also use the bridge to transport excavators and bulldozers that are within that weight limit into the Valley.
“I expect to lose some cus tomers on the western or northern side of the bridge due to the increased costs of bring ing earthmoving equipment there. With the extra distance, it’s just not viable, depending on the size of the job.”
Prior to his current busi ness, Nelson was a livestock transport operator. He told Big Rigs about the impact on the livestock sector. “I used to have livestock trucks, which my brother now runs. There are about 450-500 livestock producers needing to send livestock to and from the Moss Vale Saleyards, so all of these cattle will now need to take a longer route to get there,” he said.
“Our milk is transported by truck out of the farm. On a monthly basis, we also get about three truck deliveries into the farm, and I send at least one load of cattle out the other way,” he said.
“There are also two earthmoving companies on the ‘wrong side’ of the bridge and the local council has 26 roads to maintain on that side of the bridge too, so they’ll need to cart machinery around the long way and pay more for quarry materials. Then you’ve got operators who’ve invested in bigger trucks for the higher payloads and they can no longer use them for particular jobs.”
However a spokesperson for TfNSW said there are no other alternatives than to impose the reduced load limit.
Extensive maintenance work and investigations have been carried out by TfNSW over the past 30 years to help preserve the bridge in its current form, as required due to its State Heritage Register status.
“This has included regular maintenance, structural assessments and targeted upgrades designed to extend the life of the bridge while maintaining its character and functionality,” the spokesperson continued.
“Transport is exploring temporary options to enable the crossing to return to general access and remove the load limit as soon as possible, as well as concurrently looking at options to upgrade and strengthen the existing bridge to enable ongoing general access across the bridge. e are also investigating the
Gearbox issue causes legal nightmare
A veteran truckie, who is also the sole carer of his quadriplegic son, has won a lengthy fight to keep his licence, after a gearbox malfunction threatened to take it away.
BY DANIELLE GULLACI
ON the front of Peter Boland’s truck are the words “Against all odds” – it’s a motto he and his profoundly disabled, brain-injured son PJ, continue to live by every single day.
Peter, 66, is a hard-working third-generation truckie who’s been driving for 48 years and in that time, has travelled over 3 million accident-free kilometres.
His son PJ, now 38, was a happy thriving little boy. At five years old, PJ had just started school and all seemed fine. That night PJ went to bed and in the middle of the night, Peter could hear him coughing so went to check on him. “I couldn’t wake him, he was unconscious. Then he had a massive seizure and landed on the floor,” Peter recalled. It turned out to be a severe brain aneurism and ahead of surgeons having to operate, PJ was given just a 5 per cent chance of survival.
“We took him to the Dandenong Hospital and they said he was too sick to stay there, so he was air-lifted to the Royal Children’s Hospital where he had a nine-hour operation. As the day went on, we realised just how serious it was. I had never heard of an aneurism until that day,” said Peter.
Following surgery, PJ was in a coma for almost nine months. “He can use his left arm and shoulder but everything else is paralysed. He was right-handed before so can’t really write. He’s had two more brain operations since then and has severe epilepsy.
“PJ has to have 30 tablets a day. His epilepsy medication also suppresses his appetite so that’s difficult too. He only weighs 26kg but every time they try to wean him off that medication he has seizures. If I wasn’t onto it, he wouldn’t eat for days.”
Peter has gone through heartache that no parent should ever have to bear but has always looked on the bright side. Speaking to Peter, it’s clear that he and PJ share a truly special bond.
However, Peter’s recent legal nightmare took a toll, keeping Peter up at night.
Peter had an unblemished driving record – until he got a dodgy replacement gearbox, followed by a string of speeding fines, leading to the loss of all 12 of his demerit points.
Based in Hampton Park, Victoria, Peter is an owner operator, who drives the same 2001-model UD flat-bed truck he purchased 16 years ago. He continues to work to support his son, sub-contracting to family owned and operated business Meyer Timber, in Dandenong South. They roster him on for shorter trips so he’s never too far from his son at home.
“They’re such beautiful people, I could never thank them enough. They look after their staff really well. Most of my runs are only up to 14 kilometres out,” said Peter. His UD only recently ticked over the one-million-kilometre mark and has served Peter very well. However, back in May 2022, he realised it was time to replace the gearbox.
“It still had the original gearbox and by that point it had done 970,000 kilometres,” said Peter. “One day I got out and could smell oil so I got under the truck and checked everything. I went to my local mechanic and he agreed the bearing was about to go. I had a gearbox at home so asked if one of his mechanics could fit it for me on the weekend so I could keep on working. They got it done for me on a Saturday – they did that for me in good faith,” explained Peter.
That gearbox was purchased at the same time that Peter purchased his truck. “I bought the truck off a mechanic. He was selling three identical trucks. The one I chose had a pallet with a gearbox on it, brakes drums and a compressor. He said that gearbox would fit all three of those trucks, so I bought it and kept it in the garage as a back up,” he said.
“I’m assuming the guy who sold it to me thought it was the right one too because the gearbox looks the same.”
It was money he had been saving for future funeral expenses for himself and his son.
“ATTAR found that my speedo was actually 18 per cent out. Before you go to court, you see a police prosecutor. I showed up with a five-page folder with the test results and it’s a bit disappointing that he wouldn’t even look at it.
“I’ve been driving for 48 years with no accidents. And there were a couple of times I went to the courthouse with PJ. He’s that sick that he can’t grow hair. He’s so skinny that the tops of his legs are probably the size of your wrists and then here they are trying to take my licence away.
Peter was then shocked to receive four speeding fines over the next 11 months.
“When I received that fourth fine, I was really crook on myself for getting it. I was doing 50km/h on the speedo but the police officer nabbed me at 63-64km/h on the radar.
“I went around the block and saw one speed limit sign was right up against a parked truck so you couldn’t see it, and then another sign was pulled out of the ground. I thought well that explains why I didn’t see the speed signs.”
But as it turned out, there was more to it. “I knew some-
t week and asked if he had any equipment to see how accu rate the speedo is. He took t alised the speedo was over 10 per cent out.”
Trying to get to the bottom of the issue with his mechanic, they looked up the gearbox’s VIN number and realised it actually came from a smaller truck – and therein lied the problem.
“The transmission came out of a truck with 17.5-inch wheels, and I’ve got 22-inch wheels, so you need different
nocence, Peter set out to fight his loss of licence in court.
ever had to be adjourned and with very good reason. Peter had to take PJ to hospital for treatment on a brain cyst.
Thankfully Peter was able to keep his licence as he awaited the trial.
legal expenses and on costly independent testing of the gearbox through accredited engineering agency ATTAR.
“More than losing my job, what worried me the most was not being able to bring PJ around in the van. I take him to all of his appointments and he looks forward to me being there with him.”
After a two-and-a-half year legal battle and all of the stress that came with it, it wasn’t until the Herald Sun shared a story about Peter’s case last month, that it was finally dropped. “The day after that story went online, I got a phone call from my lawyer saying this will be withdrawn tomorrow,” Peter said, relieved by the news. “My lawyer had just gotten off the phone with the prosecutor who said I wouldn’t have to appear in court. I’m still on cloud nine thinking how lucky I am. But fighting for it probably took 10 years off my life.”
With the case now behind him, Peter can get on with the most important things in his life – being there for his son.
“PJ is a really happy chap. We feed off each other and we don’t let each other get too down. I reckon my son is a fourth generation truckie. PJ loves watching Outback Truckers and I always get copies of Big Rigs for him to look at. He can’t read it but he likes looking at all the pictures.”en time and time again, theydles that are thrown their way
At just five years old, PJ suffered a brain aneurism and was in a
PJ at three years old (right) with his brother Rob, who now drives a B-double.
Pushing boundaries with new combo
This NSW/Victoria border operation has been quick to embrace the benefits of this ground-breaking higher productivity vehicle in its busy fleet.
BY JAMES GRAHAM
KW Earthmoving and Concreting founder Kane Whitworth never started out to get as big as he has.
But after nearly two decades building up the flourishing excavation business from a single bobcat and truck, the Gol Gol-based operator is now leading the way.
Earlier last month, Kane took delivery of one of the most innovative high-productivity vehicles in the country: an 11-axle, 6x4 rigid truck and two quad-axle dog trailer combination.
“I think we’re the first ones in Victoria to get permits to run this combination, as far as I’m aware,” said Kane who also runs quarry services just over the state border in Mildura.
And the results, so far, have exceeded even his high expectations.
“It’s probably working bet ter than I was expecting it to be at this stage,” he told Big Rigs. “As a normal truck and quad, you get around 40-tonne payload. With the second trailer we’re getting about 64, so it’s giving us an extra 24-25 tonne.”
For Kane’s 200km quarry round trip, that added pay load means a lot fewer runs on the road – and a lot more productivity.
Built by Hercules Engineering in Melbourne, the setup was custom-designed to deliver maximum flexibility.
Each trailer can be operated individually as a standard truck and dog if required, giving the fleet extra versatility for local work.
“We wanted to match the same trailer we already had, but obviously it had to be configured so you can still operate each trailer on its own,” Kane said.
The truck itself is a Kenworth T610SAR, the first of its kind in Kane’s fleet.
Supplied by Mildura Truck Centre, the team worked closely with Hercules to ensure the rig met both performance and Performance-Based Standards (PBS) requirements.
“They’re great to deal with,” Kane said of the dealership. “They helped a lot with the process.”
So too, unexpectedly, did
the National Heavy Vehicle Regulator (NHVR) in Sydney.
“I originally went to a local broker here and they said, ‘You just won’t get that combination passed in Victoria.’
But then I rang NHVR in Sydney and spoke to a woman there who said, ‘Look, the worst thing that can happen is we knock it back.’ So, we lodged it – and it got approved.”
That initial permit was lodged on February 26 this year.
Approval came through on June 20, just before the trailer was delivered.
“I ordered the trailer hoping that it all would go through,” he laughed. “It took eight weeks to build, and we were lucky with the timing.”
Kane has been encouraged too by early reports from staff driver Pat Shaddock who got the nod to do the driving, turning heads everywhere
he goes. Including at the NHVR.
“Actually, it was funny,” said Pat who has piloted everything from quad road trains in Western Australia to B-doubles across the east coast.
“Yesterday the NHVR drove past me and then straight away did a U-turn and came back to say, ‘Hey, what are you doing here in Victoria with that combination?’”
To their surprise, Pat had the paperwork ready.
“I had the permit in my hand and was looking at it and [the officer] goes, ‘Wow.’ Even he said, ‘I didn’t think they’d get these in Victoria,’” Pat recalled.
Pat knows there’s a few similar combinations running around in Queensland, northern New South Wales, and South Australia, particularly on the outskirts of Adelaide.
“But it’s pretty rare to see one down here.”
Despite the unusual configuration, Pat said the quaduad combo handles better than expected.
“It tracks very well. Doesn’t kick like I thought it was going to kick, like some setups do,” he said. “Being two ogs, I thought they’d have a tendency to swing around a bit, but these actually track pretty bloody well.”
For Pat, who has done nearly 20 years of interstate work nd driven everything from truck and dogs to multi-trailer road trains, the adjustment
“As far as the two dogs go, there’s no real adjustment. It’s just like driving a regular road train, really,” he said. He’s also quickly grown to appreciate the Kenworth T610SAR cab that’s towing the combination.
“It’s actually a nice truck. I was a little bit hesitant seeing the extra plastic as opposed to a traditional Kenworth, but touch wood, so far, it’s been great.”
Since its launch, the new setup has been put straight to work hauling limestone from Kane’s quarry at Meringur to the company yard in Gol Gol – a near-200km round trip.
“It’s usually three times a day,” Pat said. “The permit tells you exactly where you can and can’t go, so it’s a very structured route.”
For Kane, who has run A-doubles and B-doubles for years, the shift to a quadquad was all about finding a more sustainable way to grow without simply adding more trucks.
“You just can’t seem to get the weight with AB-triples or even road trains for the work we’re doing,” he said. “And you’re limited in where you can take them.”
In contrast, the quad-quad setup, despite its complexity, allows for greater route flexibility and efficiency – especially when paired with a PBS permit.
“Even on our A-double road trains, we were only getting about 53-tonne. For the same number of axles, we’re
And while Kane hasn’t fully crunched the total cost of ownership yet, early numbers are promising.
“I’ve done the numbers comparing it to running a normal truck and dog, and over three years, it certainly saves us a fair bit,” he said. “I believe it’ll pay off within a couple of years.”
So promising, in fact, that Kane has already placed orders for more.
“This one’s a bit of a test case – but we’ve actually got some more on order now,” he said.
As a firm believer in the goals of the PBS scheme, Kane supports the push for more high-productivity vehicles.
“I’m definitely in favour of less trucks carrying more,” he said. “I don’t believe it’s going to get rid of trucks –there’s still so much work out there. But it should reduce how many are on the road at once.”
Still, he remains frustrated by the inconsistencies between states.
“It’s one regulator now –NHVR – I can’t see why each state has its own rules and regulations for transport when it’s all governed by the one body now,” he said. “It should all be the same across the board.”
While he’s permitted to run the quad-quad combo freely in New South Wales, in Victoria, each route must be approved individually.
ery road we drive on,” he said. “It certainly makes things harder.”
From his Gol Gol base on the NSW side of the Murray River, Kane has built his mixed fleet to 45 trucks, including 20 truck-and-dog units, plus various prime movers.
Most of the business is government or council-based civil works, with the backbone of the operation being K ane’s own limestone quarry in Meringur, about 96km away.
“It keeps the trucks busy all the time,” he said. “If we’re not working for others, we’ve always got the quarry to fall back on.”
Kane, now 45, bought the quarry around five years ago. Like many things in his business journey, it came about a lmost by chance.
“And as my wife always says, I don’t know how to say no to anything,” laughs Kane. That same matter-of-fact attitude has served him well since launching the business in 2008 at age 28.
Kane had returned home from training as a commercial pilot in Brisbane to his future wife Louise and decided he needed to do something different.
Louise has been by his side in the business ever since.
“She does all the admin – I couldn’t do what I do without her doing what she does, that’s for sure,” he said.
“She’s a very big part of the business.”
The new ground-breaking combination for KW Earthmoving and Concreting is already paying its way with its bigger payload. Images: Pat Shaddock
Truckie Pat Shaddock has also been impressed with the way the quad-quad handles, “just like a regular road train”.
KW Earthmoving and Concreting founder Kane Whitworth has already placed orders for more of the new PBS combos.
From humble beginnings in 2006, Kane has built the business up to a busy fleet of 45 trucks. Image: KW
Son surprises dad with long-lost truck
James Stevenson secretly tracks down and buys back the beloved rig his father once rebuilt and drove for nearly a million kilometres.
BY GRAHAM HARSANT
TRUCKS are much more than just a vehicle with which to make a quid. More often than not they become inextricably entwined with their owners and often their family’s lives as well.
It’s not just the large monetary investment, which in many cases would have been daunting to a young person kicking off in the industry, but the pride of ownership, the personalisation of the truck to reflect that pride and most importantly the life stories that were created along the way
So it’s always a feel-good story when someone has moved their favourite truck on and then, years later, finds it – either by design or accident –and returns it to the fold. Such is the story of Robert Stevenson’s Kenworth K121AS.
In 1978 Kenworth produced the K121AS and in that year Telecom Australia, as it was then known, lodged a special order for 10 of the model in the company’s signature orange colour – mostly tandem drives with one or two singles, as far as is known.
Some nine years earlier down in Tasmania, a young Robert Stevenson left the family farm at Whitehills and went to work for the local shire council, driving a tipper truck.
Twelve months later he bought out the local carrier, Lee O’Doolan along with his J3 Bedford, following this up with the purchase of a J5 model. Another Bedford followed, this time a 20’ tray truck. Selling the two earlier models, Robert took the tray off, replacing it with a turntable replete with a 28’ trailer.
A second trailer was purchased and - in for a penny, in for a pound - in 1976 Robert bought his first new truck, a Ford Louisville 8000. In 1989 the need (or was it desire?) arose for another truck so Robert went looking and came across one of those Telecom K121s.
“It had carted plastic conduit and had only done 160,000km in all those years,” said Robert. “It had never done anything stren-
uous but it was in terrible condition. When I found this there were three in Melbourne and this was the best of a bad bunch, if you can believe that! It had been left outside to basically rot.”
Taking the truck back to Tassie, Robert stripped the truck down and had it painted in his chosen colours of green and white. An acquaintance, Kevin Brown did the signwriting and scrolling after which Robert took the truck to get registered. “They thought it was a new truck,” he quipped.
Robert kept the truck until the year 2000, putting nearly a million kilometres on the clock. The truck was then moved on, spending a couple of years at West Tamar followed by three and a half years at Scottsdale, before going to the mainland where he lost track of it.
Enter Robert’s son, James. “When I was young I drove this truck. I learned to drive in the Louisville and then this, which is a nine speed. When you’re going from Fingal Valley to Smithton on the potatoes you soon learn how to gear change.
“I got out of that and went driving log trucks before I gave it away. You never lose ‘the itch’ though.”
A boilermaker by trade, and now a builder, James had never forgotten the K121 and eight years ago decided to try and track it down.
“I jumped on Facebook and put it out there that I was looking for it. It had been in Victoria but had moved on to WA.
“It was there that it came up on a machinery show on Facebook which I happened to see. It spent the next eight years over there before it
was put up for sale which I missed out on by, literally only hours. At the time I told dad what had happened and as far as he thought, that was the end of it.
“It ended up in Wagga and I approached the bloke who wasn’t interested in selling. I thought that would be it until two years later when he rang me and said it was mine if I wanted it.
“Of course I did, but kept it a secret from Dad. Sight unseen, I bought it on the strength of the photos. It was a trucking company that owned it and they said it was fine to drive and would get us back home.
“When the time came to go pick it up, I said to Dad, guess what? I’ve found your old truck and we’re going to Wagga to collect it. It’s the only time he’s never told me off.”
The K121 has been convert-
ed into a rigid but James intends to return it to a prime mover. Since Robert sold it, the truck has done some 750,000km according to the speedo.
“In all this time it has never changed colours,” said Robert. “It is the same bull bar, same seats, motor (300 Cummins), gearbox (9 speed Road Ranger) and 58,000lb diff, which was the heaviest available at the time. It’s the same everything – just in poorer condition. Nothing that a bit of TLC can’t fix.
“It even has the original pin in the bull bar that I made for it. The outer two driving lights are also original. There were two in the middle of the bull bar which now has three, but they’ve kept the green covers. There was also a bug screen for the grill which has gone missing but will be replaced.”
The K121 originally carried the moniker ‘Little Kenny’ above the grill which, along with the Stevenson Transport insignia has gone, but in a nice twist, Kevin Brown, who did the originals is still around and will replace them as they were.
“How full-circle is that?” said James. “Otherwise I’ll leave the paint alone as it’s still in surprisingly good condition.”
“We’ll have to remove that ‘Lou Lou’ name off the top of the cab,” adds Robert. “That bears no relationship to our history with the truck.”
Big Rigs met up with James and Robert at Shepparton, on their way back to Tassie – another surprise for Robert who had no idea he was about to be interviewed.
We asked what it was like to drive after all these years.
“I reckon its 98 per cent,” said Robert, who’d insisted that James drive the hire car, “because he knows the way back home.
“We had truckies giving us the thumbs up all the way here, so there’s many out there who know and appreciate the model and its heritage. We sat happily on 95, ut I know she can do 120.”
James will fully register the truck and look for a float to cart a mates bulldozers around machinery shows. Otherwise the K121 will satisfy his itch to get back behind the wheel every now and then.
“And of course, dad’s too.” We think the old Kenny is going to be kept pretty busy.
Robert and James Stevenson stopped in Shepparton to share their story. Image: Graham Harsant
The interior is pretty good for the life its led.
The perfect backdrop for a special day. Image: James Stevenson Robert worked the truck hard, putting nearly a million kilometres on the clock.
The truck garnered plenty of attention coming down the Hume.
The K121AS was in a sorry state.
A night of recognition and inspiration
IN partnership with BP Australia and Jets Transport Express Qantas, Women in Transport Australia (WiTA) is thrilled to announce the winners of the organisation’s TOOTS Awards held at the Darwin Convention Centre on July 5.
In a powerful reminder of the significant contribution female heavy vehicle drivers make to the Australian road transport sector, over 160 guests from across the nation converged on the Northern Territory to celebrate leadership, friendship and excellence in an event that eclipsed the inaugural 2024 awards in Adelaide.
“For too long, the work of the nation’s female heavy vehicle drivers has gone unsung, so WiTA is delighted to be able to facilitate the opportunity for these gutsy, colourful women to come together to network, to celebrate and to let their hair down,” WiTA CEO Lyndal Denny said.
During a glitzy gala dinner attended by event partners that included BP Australia, Jets Transport Express Qantas, Billirrawarra Truck and Training, the National Heavy Vehicle Regulator, Sutton Road Training Centre, LogBook Checker, Linde Material Handling and CJD Equipment – MC drivers Kellee Hill (NT) and WA owner/driver Tiarn Andrews were named the big winnerstaking home Female Driver of the Year and the Young Female
Driver of the Year Awards, respectively.
The Territory’s Recharge Petroleum, Victorian MC drivers Amanda ‘Macka’ McKenzie and Sharna Chapman, Queensland MC trucking veteran Suzette Byrnes Statham O’Reilly and West Australian MC owner/driver Tiarn Andrews were also named national award winners in their respective categories.
From a 1960s female trailblazer – to a fleet owner, MC driver and mum-of-four – the following remarkable women have been recognised for their extraordinary achievements.
Victorian-based MC driver and owner of Runnymede Transport Sharna Chapman is also a single mum to four beautiful children. A recognised role model, mentor and advocate for women, Sharna was awarded the 2025 DEI Award, sponsored by Linde Material Handling for her tireless work mentoring women seeking to establish successful trucking careers in this male dominated sector.
Sponsored by CJD Equipment, TOOTS Lifetime Achievement Award recipient and septuagenarian Suzette Byrnes Statham O’Reilly was smashing through societal barriers in her Kenworth as a gutsy 20-year-old in the 1960s. One of the few remaining female drivers from that era, Suzette is a national treasure and worthy recipient of this
prestigious prize. The TOOTS National Female Driver of the Year, sponsored by Sutton Road Training Centre, recognises an outstanding professional driver who takes a lead role in female driver mentoring and advocacy, who has a demonstrated commitment to workplace and road safety and who works to enhance the image of women in trucking. NT MC driver Kellee Hill, who currently drives quads in WA, is a worthy recipient of this top award.
WA MC owner/driver and LogBook Checker-sponsored National Young Female Driver of the Year award recipient Tiarn Andrews is widely viewed as an emerging industry leader. Through her work educating female students and as an Instruckta-truck volunteer, this 25-year-old powerhouse leads by example with a quiet determination, professionalism and grit that has seen her recognised for this prestigious award.
Much-loved Victorian-based veteran MC driver Amanda ‘Macka’ McKenzie has un-
locked the door to the Billirrawarra Truck and Training 1,000,000km Club Award across an impressive 40-year driving career. Transporting everything from tomatoes, to hot mix and cattle, Macka’s dedication to safety and professionalism is unparalleled.
TOOTS NHVR-sponsored National Safety Award recipient, NT-based Recharge Petroleum was also recognised for the company’s demonstrated and outstanding commitment to workplace safety, road safety and focus on protecting drivers, staff, customers and road users alike. Guests also celebrated the accomplishments of six national TOOTS Awards finalists – Tasmanian MC driver Taylah Lee-Keys – Female Driver of the Year, SA MC driver Nat Smith –DEI, SA MC driver Cassie
Millar – Young Driver of the Year, QLD MC driver Suzette Byrnes Statham O’Reilly –1,000,000 Club and Victorian based Runnymede Transport Company – Safety.
In showcasing WiTA’s signature female heavy vehicle driver Foot in the Door initiative, NT HR graduates Terrille and Hayley, who completed their training with Kullaru Training and Assessing, were also presented with graduation certificates. Administered by the NHVR, the hugely successful Foot in the Door program takes driver training to women in their own communities.
WiTA’s unwavering commitment to diversity, equity, inclusion and advocacy – particularly for those from marginalised and underrepresented groups – was evident when Keynote Speakers Candice Lureman,
[L-R] Award winners Amanda McKenzie and Tiarn Andrews.
Driver of the Year Kellee Hill dedicated her award to son Kohl, pictured, who tragically died in a car accident in May.
the nation’s first profoundly deaf female MC driver and veteran driver Suzette Byrnes Statham O’Reilly moved the audience with both humour and emotion. Both women called for courage, collabora tion, action and resilience in the face of the significant bar riers women continue to face as they work to establish trucking careers.
“As we begin the task of plan ning National Female Truck ie’s Day celebrations for 2026, we will also continue the task of taking our message to the streets – engaging with stake holders with a view to realising the organisation’s vision to achieve gender parity by 2050” said WiTA Chair and MC driver Nat Kascak.
“Through annual events such as National Female Truckie’s Day, the highly anticipated TOOTS Awards and WiTA’s Foot in the Door program, we listen and learn from the stories of remarkable grit and talent underpinned by a fe male-driven, nationally shared passion to advance opportuni ties for Australian women in trucking,” Kascak said.
Women in Trucking Australia (WITA) helps women get trained, qualified and hired in the trucking industry. Join our supportive community today! YOUR TRUCKING CAREER STARTS HERE! Scan me
Sharna Chapman with her finalist certificate and DEI Award.
Wayne Striplin (Strategix Training) and Candice Lureman.
Over 160 guests converged on Darwin to celebrate the achievements of female drivers.
Corrie Nicholson, Senior Fleet Manager BP Australia.
Keeping you and your business unstoppable
Peter Chesterfield sent in this great shot of the Kenworth, travelling across the Nullarbor.
Colleen Walker enjoys the snow while stopped at Jenolan, NSW.
Matthew Klitscher sent in this ripper pic of his K220 hard at work in central Victoria.
John Mulder shared this beauty of the Fischers Haulage K200 road train he was driving from Perth to Melbourne.
Dave Mccarthy got a ripper shot of this Richards T610SAR while unloading in Cairns.
Sam Norman watches the sun go down near Mannum Waterfalls, SA.
Michael Barnard snapped this shot of the 2023 DAF CF when it was on the way to the Scenic Rim Truck Show in Jimboomba, Queensland.
Mark these big event dates in your diary
TRUCK lovers, industry professionals and families alike are in for a jam-packed second half of 2025, with a stellar line-up of truck shows, convoys, conferences and festivals across the country.
From classic rigs and industry insights to live music, kids’ entertainment and charity convoys, there’s something for everyone.
Whether you’re in WA, QLD, NSW, VIC, Tassie or the NT, these upcoming events offer the perfect chance to connect with the community and celebrate all things transport.
There will be plenty of trucks, cars and bikes on display, with show awards taking place across all three vehicle categories. The day will have lots to see and do for the whole family, with entertainment provided by cover band Pheonix R ising, who will rock it out on centre stage.
AUGUST Casino Truck Show
August 2 Casino, NSW casinotruckshow.com.au
Excitement is building to this iconic industry event and attendees can look forward to a great day out with food, trade stalls, kids’ amusements and much more on one of the biggest regional truck shows in Australia.
LRTAV State Conference
August 8-9
Move Museum, Shepparton, VIC lrtav.com.au
The Livestock & Rural Transporters Association of Victoria (LRTAV) will host its annual 2025 Conference in Shepparton, featuring all things livestock and rural. Registrations will open soon, with more details to come.
Coolgardie Rodeo and Outback Festival
August 15-17
Coolgardie, WA
Organisers of this year’s Coolgardie Rodeo and Outback Festival are planning an even bigger and better event, with an expanded truck and ute show and a brand new tractor display.
Wondai Truck Show
August 23
Wondai Showgrounds, QLD wondaishow.com
Held on the final day of the Wondai Show weekend, the popular truck show boasts an array of categories and has an impressive prize list up for grabs this year. The Truck of the Show winner receives $1000, runner-up $400 and the Encouragement Award winner gets $250. Powered and unpowered camping sites are also available at the showgrounds with shower and toilet facilities. For just $25 per night, you can enjoy the peace and quiet yet be only a short walk from the middle of town. For more information, call 0418 916646 or email secretary@ wondaishow.com.au.
National Historical Machinery Association
National Rally
August 23-31
Kingsthorpe Park, QLD susci.com.au
Transport enthusiasts can look forward to 10 days of heritage displays and activities – expect classic and vintage cars, trucks, motorcycles, antique engines, tractors and machinery along with antique earthmoving equipment and heritage steam equipment such as traction engines and road rollers. Check out working displays, ploughing and earthmoving demonstrations, a working blacksmithing display, market stalls, live entertainment and much more. Exhibitors from machinery car and truck clubs welcome. For more info, email Warren Buckley at secretary@susci. com.au or call 0414 334 006.
Festival of Transport 2025
August 28-31
Alice Springs, NT roadtransporthall.com
Held at the National Road Transport Museum’s hometown of Alice Springs, the four-day Festival of Transport 2025 will host various events including the Shell Rimula Wall of Fame Induction, Transport Women Dream Maker Award, Truck Drag Racing and a street parade.
SEPTEMBER
NatRoad Connect 25
September 11-12
Shepparton, VIC natroad.com.au
NatRoad’s annual conference gives you the opportunity to connect with industry representatives, operators, NatRoad members and partners to receive practical operational information and advice. Save the date to your calendar and keep an eye on their website for updates closer to the time.
QTA Industry Awards and Gala Dinner
September 13
Royal International Convention Centre
Brisbane, QLD qta.com.au
Heralded as the ultimate night of celebration for Queensland’s road freight industry, the gala promises to bring together leaders from government and industry, fleet owners, suppliers, and professionals from across the sector to recognise and reward the outstanding contributions shaping the future of freight.
Hosted by QTA President Michael Mahon and the QTA Board of Directors, the event will feature a dynamic evening of networking, gourmet dining, live entertainment, and the prestigious industry awards ceremony. Award nominations close on August 1.
OCTOBER
Camp Quality
Convoy Perth
October 12
Perth Hockey Stadium, Bentley, WA
Camp Quality’s Convoy Perth is a fun way for anyone who drives a truck to show their support for kids facing cancer and their families. Supporters will cheer on our Convoy, as we travel a 53km route around Perth City and Osborne Park,
starting and finishing at Perth Hockey Stadium. The event venue will host a free Family Festival packed with entertainment and experiences catering for kids and adults alike.
There will be food vans, kids’ rides, face painting, roving entertainment, live music, fundraising awards ceremonies, and the chance to cheer on the returning Convoy.
Plus, you can check out all the trucks and vehicles at the Show ’n’ Shine after the Convoy returns.
Technology and Maintenance Conference
October 14-15
Victoria Pavilion, Melbourne Showgrounds, VIC new.truck.net.au/tmc
The TMC Conference brings together technical professionals, fleet and workshop managers, technical regulators, mechanics and service technicians. For 2025, the event moves to a new venue – delivering bigger exhibition spaces and a larger workshop area.
The venue will also provide greater space for workshops on trucks and trailers, and expanded networking areas. The program will focus on key industry priorities, including safety, productivity, environmental sustainability, cost efficiency, and workforce career development.
Sydney Convoy for Kids
October 26
Sydney Dragway to Hawkesbury Showground, NSW convoyforkids.com.au
Convoy For Kids Sydney Inc. was started in 1992 by a small group of dedicated people from the transport and associated industries who had a desire to help sick children. Today, 31 years later, we are still a volunteer committee who spend time to put together one special day, not only as a fundraiser but a family day for all.
Drivers and owner drivers travel from all parts of NSW with their families to participate in this great event each year. It is a spectacular sight to see 500 or more trucks, in a convoy supporting the event. Funds are raised on the day by truck entries, sales of food and merchandise, major raffle, donations and a giant auction. Taking part means you are helping raise funds for the NETS Ambulance Service and Kidzfix
NOVEMBER
Brisbane Convoy for Kids
November 1
Brisbane, QLD brisbaneconvoyforkids. com.au
The Brisbane Convoy for Kids is back on November 1, travelling from Larapinta to the Redcliffe Showgrounds. Once it arrives, a family fun day will take place, with a wide range of activities on offer including live entertainment, auctions, food stalls, free kids’ rides, face painting, animal petting, magic shows, and a night lights display. Convoy participants will also compete in a range of categories, with awards handed out on the day.
Ulverstone Truck Show
November 1
Ulverstone Showgrounds, TAS
Held as part of the Thank You Day Show, a fundraising event to raise money for Beyond Blue and New Mornings, this year’s truck show component will feature a Kenworth focused show alongside the usual truck show. There will be prizes for both shows and lots of giveaways. The event starts at 9am.
Mullumbimby Truck Show
November 8
Mullumbimby, NSW mullumbimbyshow.org.au
Held in conjunction with the annual Mullumbimby Agricultural Show on the second Saturday of November each year, you won’t want to miss the Mullumbimby Truck Show!
This event will feature a truck parade through the town, sideshow alley, kids’ rides, food vans, full bar facilities and live music. Other
features of the day are horse and cattle events including trotting. For further truck show info see the registration form at mullumbimbyshow.org.au.
The Dane Ballinger Memorial Truck Show is back, with plenty to see and do for the whole family. More info to come.
Illawarra Convoy
November 16
Illawarra, NSW illawarraconvoy.com.au
Touted as the largest truck and motorbike convoy in the Southern Hemisphere, the Illawarra Convoy raises funds for individuals and families affected by potentially life threatening medical conditions, and the charities that work with these people, and local hospitals.
Castlemaine Rotary Truck Show
November 29-30
Castlemaine, VIC rotarycastlemaine.org.au/ page/truck-show Held at Campbells Creek Recreation Reserve and organised by the Castlemaine Rotary Club, this year’s truck show is gearing up to be bigger and better than ever. Attendees can expect plenty of well-presented trucks on display, as well as food, a licensed bar, kids’ rides, free health checks and live music.
Have you got an event you’d like included in the next Save the Date? Email all the details to danielle. gullaci@primecreative. com.au.
Queensland Trucking Association CEO Gary Mahon at the 2023 awards in Brisbane. Image: QTA
Drivers and owner drivers travel from all parts of NSW with their families to participate in this great event each year. Image: Sydney Convoy for Kids
Not alone: Cash flow pressure in transport
RUNNING a transport busi
ness is no easy feat. Between long hours, rising fuel prices and tight margins, cash flow stress is something most oper ators know all too well.
In the transport game, it’s common to wait 30, 60 or even 90 days to get paid. Meanwhile, your bills don’t wait — the ATO, staff wag es, suppliers, rego, insur ance, fuel — they all keep rolling in. It’s no wonder many business owners find themselves falling behind or relying on credit just to stay operational.
But here’s the thing: Strug gling with cash flow doesn’t mean your business is failing. Often, it just means you’re stuck waiting to be paid for work you’ve already done.
Earlypay has backed trans port businesses since 2001. They understand that cash flow gaps aren’t a sign of bad business, just slow customer payments and long payment cycles.
having to chase your customers for payments.
Their invoice finance solution allows operators to access cash from their unpaid invoices without having to wait weeks or months for customers to pay.
They also offer equipment finance to help with upgrades or new purchases, so you can keep your business moving.
By unlocking the value of your unpaid invoices, you can turn your hard work into immediate cash, without
“Earlypay gave me the breathing room I didn’t know was possible. With their support, I settled the past and finally had the headspace and cash flow to focus on growing my business again,” said the Director of a Central QLD transport company.
This transport operator’s story is one of many. After 15 years in the game, a divorce left him juggling emotional strain and financial stress.
His assets were tied up, and customers were paying slowly. The business hit a crossroads.
Earlypay raised $270,000 against his unencumbered equipment, giving him the capital to take care of personal matters and reset. They also set up a $185,000 Invoice Finance facility to smooth out day-to-day cash flow so he didn’t have to wait (or chase) to get paid.
Now, he’s back in the driver’s seat, quoting new con-
Unlock cash from your unpaid invoices with Earlypay Invoice Finance. Whether it’s fuelling your next job or upgrading your gear — we’ve
Learn more at
tracts, growing his team and making better use of his fleet.
The transport industry keeps Australia moving, but right now, many operators are feeling stuck. Driver shortages, rising costs and economic uncertainty are adding even more pressure to an already stretched sector. Invoice finance is a practical, non-judgmental solution. It’s not about borrowing more, it’s about getting paid for what you’ve already earned.
sumer in the hip pocket. Our oal is to help operators sur vive long payment cycles and reinvest in the essentials like staff, fuel, and fleet without waiting months to be paid.”
Earlypay offers a flexible, understanding approach to fi nance. Whether it’s smoothing out cash flow or helping fund new equipment, they’re there to support the people who keep the country moving.
Cash flow pressure is part of the job, but going it alone doesn’t have to be.
Want to learn how Earlypay can help your business stay in control? Visit earlypay. com.au/transport.
Struggling with cash flow doesn’t mean your business is failing. Images: Earlypay
Earlypay CEO James Beeson.
Saving operators money on tyres and fuel
FOR many of us, the transport business is more than a job, it is a way of life. It usually begins with a strong family or a good team. Many transport companies in Australia are family-operated, even if they employ a larger workforce. They play a crucial role in the Australian economy, moving goods and connecting communities. So, saving money on tyres and fuel is everyone’s business.
A typical family-owned operator is Matt Nitschke from Nitschke Chaff & Freight in Greenock, South Australia. Matt did some research a long time ago and started with one set of Atlas Balance Rings on his steer tyres.
Matt has now fitted out 10 rigs, first the steers and now the drives, along with the trailers, and his tyre fitter is now one of our key distributors in South Australia.
“Running cabover trucks is never the best thing for steer tyres, with all the weight on the steers,” said Matt.
“We are running Bourke to Brisbane, through Tamworth, Sydney, Melbourne and Perth, and getting far better wear. The good thing about Atlas Balance Rings is you just keep them on the truck. Have the vehicle up to spec and put the Atlas Balance Rings on and you’ll get the results. It’s 90 per cent bitumen roads for us, but some of the bitumen roads are worse than the dirt roads. The tyres are no longer chamfering off on one side.
“The balance rings are prolonging the life of all your driveline and steering components. Then, take the rings to your next vehicle. The balance rings are saving us money and
making the trucks more com fortable to drive.”
A fter running the business for three generations, the Nitschke family know trucks and tyres.
It’s a happy story, and just one of many we hear every week. And it doesn’t matter whether the trucks are made in the US, Europe or Asia.
Some other well-known play ers using Atlas Balance Rings are Multiquip and Blenners. Multiquip Transport looks after the agricultural industry hauling feed, live poultry and eggs; on board 43 Scania rigs in Queensland and New South Wales. They report better trye wear with Atlas Balance Rings, going from just over 90,000 kilometres and now getting close to 200,000 kilometres.
Flying the US-made banner is another family business, Blen ners Transport, transporting fresh produce to market, as far away as Far North Queensland and beyond. Blenners started by balancing three rigs, and now over 50 vehicles have been fitted. They note tyre wear has gone from 120,000 kilometres on average to over 250,000 kilometres on the Bruce High way. They now fit 10 vehicles a month on a repeat order.
You can’t purchase a bull bar or battery and give it back after a year if you’re not happy, but that’s what Atlas Balance Company offers with products made right here in Australia. You can halve your expenditure on tyre waste or take up the 365-day money back guarantee.
For more information, visit atlasbalance.com.au or call 1300 228 527.
Atlas Balance Rings save money and add comfort for Nitschke Chaff & Freight. Images: Atlas Balance Rings
Blenners Transport now averages 250,000 kilometres with Atlas Balance Rings.
An Atlas Balance Rings USA set.
Quality and performance
WITH over 50 years of experience in trailer manufacturing, Byrne Trailers has built a solid reputation for building a durable and reliable product.
From humble beginnings in Peak Hill, New South Wales, Byrne Trailers now employs over 100 employees across its two facilities – located at Wagga Wagga, NSW, and Toowoomba, Queensland.
A long time leading Australian manufacturer of livestock trailers, alongside an excellent reputation for high quality tipper trailers, dollies and, more recently, walking floor trailers.
A key part of its success is its reliance on using only the highest quality components in every part of the build.
Though its range of trailers is wide, what they all have in
common is their use of Hendrickson’s quality suspension products.
Hendrickson is a world leader in the supply of axles, suspension, tyre pressure control, and auxiliary steer and lift axle systems for trucks, buses, and trailers in both on and off highway applications.
The relationship between Byrne Trailers and Hendrickson has remained strong since it started more than 20 years ago.
Byrne Trailers recently turned to Hendrickson when it was looking for a tough, cost effective, and weight conscious suspension for their heavy-duty waste, refuse and light duty recyclable material walking floor trailers – and Hendrickson was only too happy to help.
WITH OUR CUSTOMERS LOOKING TO SAVE WEIGHT, OPERATING COSTS, AND SERVICE DOWNTIME, THE HENDRICKSON PRODUCT OFFERS EXCELLENT PERFORMANCE, SERVICEABILITY, AND ALL-ROUND VALUE.”
SAM GWYNNE
At the recent Brisbane Truck Show, held in May, the Byrne Trailers stand showcased three trailers featuring Hendrickson’s leading INTRAAX integrated axles fitted with their H XL7 Wheel Ends and the
TIREMAAX PRO-LB tyre pressure control system.
As Byrne Trailers’ Sales Manager Sam Gwynne can attest, it’s the high quality of the Hendrickson product, together with its excellent levels of customer service that keeps the trailer manufacturer coming back.
It’s this combination of providing quality products and excellent customer service that Sam says sets Hendrickson apart from the competition.
“With our customers looking to save weight, operating costs, and service downtime, the Hendrickson product offers excellent performance, serviceability, and all-round
or dollies,” said Sam.
“And with the dynamic road and legislative conditions currently experienced across Australia, we certainly appreciate the excellent levels of product knowledge and support that only a global market leading organisation, with local engineering and support, like Hendrickson can offer.”
Hendrickson’s INTRAAX integrated axle and air suspension system is a popular choice of fleets and transport operators around the world thanks to its industry respected functional design.
With a trailer product range of 10.4T, 11.3T, and 13.6 axles, Hendrickson’s INTRAAX
warranty*, Hendrickson helps reduce maintenance costs and downtime whilst maximising payload, load protection and improved driver safety and comfort.
Available in top mount, lowride, extreme-duty, steerable or liftable options, the Hendrickson product range has been designed to meet the needs of virtually any commercial road transport application.
*Hendrickson HXL7 Wheel End
For more information on Hendrickson’s INTRAXX Integrated Axle and Air Suspension System, speak to your local trailer dealer
Aussie Pumps: Keeping fuel tankers clean
WHERE would we be without Australia’s fuel tankers? Or the steady progression of tanker ships coming into Australian ports and offloading critical fuel supplies?
Yes, we frequently read that Australian state and federal governments ignore the fact that we only have three or four weeks of fuel in the country at a time. If anybody started sinking our tankers, Australia would be paralysed. It’s a frightening thought!
Tanker boys
Imagine seeing those spectacular 30,000-litre tankers being pulled by a big Kenworth, Volvo or Mack. Even a Simpson Holmwood Highgate tanker with their new 25-metre double trailer, towed by a Kenworth T610. What’s more, we read that Simpsons will be adding to existing quad-axle tankers in the fleet as well. Okay, so what’s this all about? It’s simple. We depend on those folk to provide fuel all over Australia. They are driving hundreds of kilometres every day, just to ensure adequate fuel is available for farmers, mines, regional communities, and local government.
It’s dirty out there
One of our friends, who does long haul fuel deliveries, hates
it when he arrives at a place that’s been through a flood.
Everything on his truck, from the undercarriage to the top of the tanks get filthy. Cleaning it fast without breaking your back, is where Aussie Pumps comes into the picture.
Aussie Pumps are designed and made right here in Australia. With modern, safe and efficient machines, they are a huge success with the transport industry.
Aussie’s 4000 psi cleaning miracle
The Aussie Pump team doesn’t only make the best cold water machines, they have also produced a 4000 psi hot steam cleaner that heats up to 135°C. They are threephase and powered by a 7½ kW motor that can also be used in dedicated wash bays.
Mobile hot wash cleaning
Big tankers often have spills and there’s nothing that cleans dried dirt, and stuck in spilt diesel like an Aussie Hot Wash.
Chief Engineer, John Hales, came up with the idea of a Honda engine powered hot wash that could run at 4000 psi. The heavy-duty Triple X pump uses the electrical ignition system of the engine to run the ignition system of the
hot wash burner. It’s a sleek piece of gear and it’s nicknamed the ‘Aussie Heatwave’.
Heatwave is compact and mobile
You’ll see councils and earthmovers using them as ute mounts with a water tank to make it self-sufficient. The Aussie Heatwave effortlessly cleans everything from vehicles to public amenities.
Want to save time? Get the right gear the first time and buy the right accessories. Using an Aussie Turbo Lance with cold water is a great way to move mud from undercarriage components. Long lances with a crook on the end are great for cleaning the top of the tank without using a ladder. Aussie have the right accessories to turn a filthy tanker into something that looks like it came out of the showroom.
The machine applies foam to the job without any effort – like shaving cream! Wash it off with the Aussie Heatwave 4000 psi steamer. It will come up looking like new. Save time, save money, look smart! That’s the Aussie Pumps formula.
For more information give Aussie Pumps a call on 02 8865 3500 or visit aussie. com.au.
Aussie Scud 400: 4000 psi is a cleaning miracle. Images: Aussie Pumps
Nothing cleans mud, dirt and dried spilt diesel like the Aussie Heat Wave Hot Wash.
Byrne Trailers use only the highest quality parts and components, including those from Hendrickson. Images: Hendrickson
Byrne Trailers is a leading Australian manufacturer of livestock trailers.
Skip the tip: Changing bulk unloading in Australia
TRANSPORTING
and unloading bulk materials safely and efficiently has always been a challenge for industries ranging from waste management to agriculture.
In Australia’s diverse conditions — from urban transfer stations to remote farms — the traditional tipping trailer is still common. But increasingly, operators are looking for alternatives that reduce safety risks, improve site access, and handle a wider variety of loads. One technology that addresses these needs is the KEITH Walking Floor system.
At its core, a Walking Floor system replaces the need to lift a trailer to unload. Instead, it uses a series of narrow floor slats that move in a controlled sequence to shift material out the back of the trailer horizontally. This simple yet precise movement allows large volumes of material to be discharged safely, even in tight or uneven environments.
This concept is not new globally, but it is becoming more widely adopted in Australia as industries seek to improve productivity and safety standards, especially in sectors where sites can be unpredictable and space is often limited.
Tipping trailers require stable, level ground and sufficient overhead clearance. On sloped or soft ground – common at landfill sites, rural paddocks, or urban waste stations – tipping a loaded trailer can create a high risk of rollovers. Rollovers are one of the most significant hazards for bulk transport operators, leading to injuries, equipment damage and costly downtime.
A Walking Floor system eliminates the need to raise the trailer. This means oper ators can unload on sloped sites, rough terrain or inside structures with low roofs. For waste operators, it can make tight landfill spaces safer and faster to navigate. For farmers, it allows bulk deliveries into older sheds that simply can’t accommodate tipping trailers. Landfill operators across Australia are under pressure to manage site traffic more efficiently and meet stricter environmental standards. A truck equipped with a Walk-
ing Floor can unload waste in confined areas and move on quickly, helping to reduce congestion and vehicle wait times.
In the agricultural sector, many farms still rely on sheds and storage facilities built decades ago, often with limited access for modern high-tipping trailers. A Walking Floor trailer can back straight in and unload grain, compost or animal feed without needing extra handling machinery or expensive shed upgrades.
One notable benefit is the gentle, staged discharge, which helps reduce damage to delicate loads like seed grain or certain crops that might be harmed by a rapid tip-anddump method.
Material types vary widely, so the floor slat design must match the job. Heavy, abrasive materials like construction rubble, glass or scrap metal need durable slats to handle the extra wear. By contrast, lighter materials such as sawdust, recycled plastics or compost flow best on smooth slats that encourage a consistent discharge rate.
This flexibility to choose the right floor configuration helps operators maximise the lifespan of their equipment and adapt to different contracts without switching trailers entirely.
Reducing tipping incidents also means fewer insurance claims and less unplanned downtime. There is less spillage on site, which lowers cleanp costs and reduces potential
contamination of surrounding areas – a growing priority for companies working with organic waste, compost or recyclables.
Additionally, the ability to unload partially or in stages makes it easier to deliver split loads to different locations without complicated reloading.
The harsh conditions of Australia — from remote outback roads to coastal transfer stations — demand robust equipment. Walking Floor systems have been operating worldwide for decades, with proven performance in industries that deal with extreme weather, corrosive loads and rough site conditions.
Local operators also value having technical support and spare parts readily available within Australia, which can help keep trailers working longer and reduce unexpected delays.
For businesses that move bulk materials regularly, the decision to move away from tipping trailers is not always immediate. But as more operators see the long-term safety, f lexibility and cost benefits, Walking Floor systems are becoming a practical option for a range of Australian industries.
To learn more about how different floor configurations work for specific materials, or to see examples of these systems in action, call 0404 041 883 or visit the website keithwalkingfloor.com.
Innovation on the ground
ARMOURY Group isn’t loud about what they do – they let the work speak for itself. But in an industry that never stops moving, they’re clearly ahead of the curve.
As Managing Director Russell Woodbury puts it, “We’re a lways innovating, and keeping ahead of the industry, because it’s a changing industry, and we’re evolving with it.”
That mindset is easy to see in their recent product rollouts –practical solutions, developed with a clear understanding of what fitters, drivers and dealers actually need.
Most recently, Armoury expanded their Volvo specific product offering, launching a full stainless accessories range, along with a new range of Volvo wheels. Because Volvo trucks require a unique stepped nut, Armoury Wheels has developed a 9” bud, super
tion to suit the genuine Volvo wheel nuts.
In the Kenworth space, Armoury Stainless is recognised for its product development and attention to detail. Their newly released retro fit oldschool step is a standout –no drilling, no welding, no stress. With a hidden bolt design, it fits all Kenworth models and can be custom cut to length. It’s a clean, easy-to-fit upgrade that solves a real-world problem.
Another recent release is a one-piece bug deflector, designed for the Kenworth T909, T659 and C509. Seamless and bolt-free in appearance, it uses factory bolt points for quick, clean installation – no drilling required. A slimline version is now available too.
Armoury has also introduced a bonnet-mounted driving light bracket, designed specif
The bracket fits existing bolt holes, requires minimal effort to install, and leaves a small footprint – another example of a product designed to make things easier for installers without sacrificing durability or performance. Across all of these releases, one thing is consistent: ease of fitment and strong design thinking.
Armoury isn’t in the business of creating for the sake of it. They listen to what the market needs, then build to meet it – properly. That approach, backed by focused product development and continuous improvement, is what keeps them ahead of the game. In a sector that keeps changing, Armoury Group continues to evolve, not by reacting to trends, but by shaping practical solutions that move
For waste operators, a Walking Floor system can make tight landfill spaces safer and faster to navigate.
A Volvo FH customised with Armoury Stainless. Images: Armoury Group
Armoury’s T909 Legacy featuring the new bug deflector and retro fit step.
In the agricultural sector, Walking Floor trailers can back straight in and unload into sheds and storage facilities. Images: KEITH Walking Floor
Strength of CIMC flat deck trailers
WHEN it comes to moving Australia, nothing matters more than reliability, durability and performance. From the rugged outback to urban centres, transport operators rely on equipment that won’t let them down in the face of some of the harshest conditions Australia has to offer. It’s in this demanding environment that CIMC Vehicle Australia stands tall, setting the benchmark for flat deck trailers designed and built to keep Australian freight moving safely and efficiently.
Part of the CIMC Vehicle Group, the world’s largest manufacturer of trailers and special vehicles, CIMC Vehicle Australia brings unmatched global expertise to local roads. With over 30 enterprises worldwide and more than 100,000 vehicles delivered annually, CIMC’s scale, advanced technology, and engineering excellence translate d tages for Australian operators.
At the heart of this capability lies the state-of-the-art factory in Cranbourne, Victoria. Here, a skilled local team assembles trailers to exacting standards, ensuring each unit not only meets but exceeds expectations for safety, performance and longevity. Every CIMC flat deck trailer is the result of a close collaboration between Australian engineers and CIMC’s global manufacturing teams. This synergy brings cutting-edge design innovations directly into the hands of Australian fleets, guaranteeing products that are always a step ahead.
CIMC’s flat deck trailers are a perfect example of engineering tailored specifically to Australia’s unique transport challenges. These trailers are built to thrive in diverse conditions, from endless highway stretches to remote mining roads and regional routes riddled with questionabledictable weather. The range
is designed to meet virtually every freight requirement.
Trailer models include the versatile 45’ flat deck suitable for container work, extendable flat decks up to 21.5m for over-dimensional loads, flat deck leads to suit B-double and B-triple configurations, all optimised for high-efficiency freight movement.
Proven reliability is built into every element, with comprehensive standard inclusions such as the robust K-Hitch airbag suspension, reliable JOST turntables, kingpins and landing legs, Auto LED lighting, advanced EBS braking systems, multiple twist locks, heavy-duty rails, durable toolboxes, heavy duty gates and load rack, high-strength chassis construction, and forklift-rated steel chequerplate floors. These inclusions aren’t just standards; they’re essential tools to ensure safety and efficiency on Australia’s
roads. Operators can count on reduced maintenance needs, helping fleets stay on the road longer and lowering total operating costs. When it comes to non-standard options, CIMC has you covered. Everything from timber chock boxes, extra toolboxes, radius guards, bolsters and pocket and rated solid headboards to name a few.
Beyond durability, CIMC trailers deliver exceptional value. Their strong resale value and reduced maintenance costs make them a smart investment for any fleet. Every design decision is aimed at maximising payload, enhancing operational efficiency, and providing a better return on investment over the trailer’s lifespan. With payload capacity and structural integrity optimised for Australian regulations and road train configurations, operators can be confident they’re getting the
most out of every journey. Even the most robust trailers need support. That’s where CIMC Vehicle Australia’s nationwide network truly shines. With dedicated locations in Melbourne, Brisbane, Sydney, Perth and South Australia, plus a broad network of service providers, operators have access to comprehensive after-sales care wherever they are. From routine maintenance and parts supply to technical support and assistance, CIMC ensures operators aren’t left stranded when challenges arise. This national backing reflects CIMC’s commitment to providing an endto-end solution that goes far beyond the initial sale.
Trust is built over time, on the back of consistent performance in the field. CIMC Vehicle Australia has earned that trust by not only delivering on promises but by continuously pushing the bound aries of trailer design and m
1 semi-trailer supplier in the world, CIMC brings a level of confidence few can match, offering Australian operators the reassurance that their equipment is engineered to go the distance, year after year, job after job.
In a country as demanding as Australia, where freight is the lifeblood of the economy, choosing the right equipment isn’t just a business decision, it’s a commitment to safety, reliability and performance. With CIMC flat deck trailers, that choice becomes clear. Combining global innovation with local assembly, designed to conquer Australia’s toughest conditions, and backed by a network of expert support, CIMC stands ready to help transport operators drive further, carry more, and achieve more.
At CIMC, it’s not just about building trailers, it’s about building confidence, one pay -
A CIMC 45’ flat deck. Images: CIMC Vehicle Australia
A flat deck lead trailer.
A flat deck extendable.
A quality build from start to finish
DESIGNED to tackle some of the country’s toughest outback roads, TRT’s 4x8 swing wing widening low loader ticks all the boxes.
In stock and available to purchase, this trailer is built using the highest quality components including high tensile steel from SSAB in Sweden.
Being fully manufactured in-house by TRT means the manufacturer has complete control over the end product, ensuring every step of the build process is completed to the highest quality standards.
“The 4x8 low loader is a pretty well-known trailer throughout Australia, especially out west where they’re widely referred to as the ‘100-tonner’. At TRT, we’ve
been producing these trailers since the early 90’s,” said Jeremy Carden, Trailer Sales at TRT.
“These trailers do still operate on the east coast, but we send a lot of them to Western Australia and the Northern Territory – so it has been designed with hard terrain and the Aussie outback in mind.”
Among the trailer’s key features is TRT’s innovative compensating hydraulic gooseneck.
“A lot of other manufacturers use a hydraulic gooseneck which allows it to be lifted and lowered. Ours does that, but it can also be left unlocked to compensate for different terrain,” explained Jeremy.
What does that mean exactly? “It’s a bit like suspension
that adjusts to the terrain.
As the truck’s chassis goes up and over a steep rise, like exiting a watercourse, TRT’s compensating gooseneck will keep a consistent load down through the kingpin and avoid the truck’s drive axles losing traction.”
Designed for versatility, Jeremey describes the 4x8 swing wing widening low loader as a “real all-rounder”.
“It can be used to move cranes, earthmoving gear, large steel coils, some of the heavy conveyer belts that come out of Melbourne for the gas plants and mine sites, standard 40 ft shipping containers and more. It also has inner ship locks positioned at 3.7m ground contact width for heavy mine site flat racks,” Jeremy said.
Being a widening trailer, it goes from 2.5 metres anywhere up to 4.25 metres wide. At maximum width, the trailer deck will also gain about 1100mm in length. However maximum payload can be achieved when widened to 3.7m ground contact width.
“Being a swing wing design, when you widen the trailer, the front arms open up and curve backwards so that’s how you gain the deck length,” added Jeremy.
“There’s a lot less wear and tear on the trailer’s tyres because when you widen the trailer, the tyres are rolling backwards.
Our trailers have a different set-up to many other low loaders. They don’t have any deck locks or widening pins. We have what’s called pilot check counterbalance valves on all the widening cylinders. That means you can widen the trailer to any width from open to close, rather than having preset widths.”
For a smooth ride, whether you’re on the bitumen or the red dust roads, the trailer is fitted with TRT’s double acting hydraulic suspension with suspension accumula-
tors, which act like an airbag on top of each suspension cylinder.
“Hydraulic rams can only move at a certain speed. What the accumulator does is, it acts as an airbag to keep consistent pressure on the double acting ram system to minimise the impact on the trailer,” Jeremy said.
Though TRT has one of these innovative trailers in stock and available to purchase, customers still have the opportunity to customise it or build their own. “We’ve
built this trailer, but the customer can decide on their own ramps to suit their needs, which is a major component on any low loader. They can also choose their own colour scheme – including multi-colour, metallics, solids and pin striping. And there are various deck cover options too such as a heavy-duty conveyer belt that’s laid down on the deck or laminate fibre coverings such as Transtex 220 which is compressed under force,” explained Jeremy. What truly sets TRT apart is its commitment to longterm support. Customers across Australia benefit from a nationwide dealer network, including six agents, with two based in Western Australia, providing access to expert advice, service, and parts when it’s needed most.
As Shane McDonald, Owner of McDonald Contracting, explained, “The ability to ring them, often at odd hours, with an issue or a question and have them submit help or information quickly has always been there.”
It’s this level of reliable, responsive support that continues to make TRT the trusted trailer partner for businesses across New Zealand and Australia.
For more information, visit trtaustralia.com.au or call 1800 878 287.
The trailer includes a number of innovative features.
BUILT FOR THE OUTBACK. BACKED FOR THE LONG HAUL.
STOCK TRAILER AVAILABLE NOW
This 4x8 Low Loader is purpose-built for Australia’s toughest conditions from the Nullarbor to the Pilbara. Made from high-tensile Swedish steel, it delivers maximum strength and long-lasting durability. TRT’s compensating hydraulic gooseneck makes hooking up to a wide range of prime movers fast and simple. It maintains tractive effort through uneven ground and watercourses so you stay in control, no matter the conditions.
Double-acting suspension
Torsional box swing wing arms
No deck locks or pins - any width achievable
Fitted with ship locks for 40ft containers and heavy mine site boxes
Full progressive auto-greasing system
13 metre deck length
Custom paint options available to match your fleet
With ramps still to be built, there’s complete flexibility for customisation
Backed by Australia-wide support through six agents including two in WA
Custom gates, made to measure
TITAN Transport Gates manufactures a broad range of load restraint gates to suit all types of trucks and trailers. Catering to the needs of customers large and small, it doesn’t matter if you have one truck or a large fleet.
Established in 1995, Titan Transport Gates was formerly known as Grauer Truck and Trailer Gates.
The business possesses 30 years of experience in manufacturing truck and trailer gates, as well as load restraint products for the transport industry.
Rod Kroehnert, who serves as the general manager for Titan Transport Gates said, “We took over the business from Sharon Grauer two years ago, after dealing with Sharon for many years. Sharon stayed on board in the business to impart many years of industry knowledge and experience. The business was relocated to our purpose-built manufacturing facility, located at Eastern Creek in Western Sydney.
“Our gates are all made inhouse and made to measure, and we buy all our steel and aluminium from local Australian suppliers, supporting local businesses. Typically, when people come in, we measure up and give customers a quote, and options for any additional things they may want.
“We can do anything from tabletop to tautliner rigid trucks to tautliner trailer gates of all sizes, along with being able to manufacture gates for unique needs too.”
Titan Transport Gates of fers “supply only” or “supply a nd fit” options to save you time, allowing customers to choose what best suits their requirements.
The dedicated team ensures customers receive high-qual ity products that enhance safety and efficiency at com petitive pricing. “ portance of complying with
Titan Transport Gates can also supply the required accessories for side load gates, hould current gates need parts, as well as various load restraint products.
To find out more, or to place your order, please visit the website at titantransport gates.com.au, email info@ titantransportgates.com.
All Titan Transport Gates are built to
OUR GATES ARE ALL MADE INHOUSE AND MADE TO MEASURE, AND WE BUY ALL OUR STEEL AND ALUMINIUM FROM LOCAL AUSTRALIAN SUPPLIERS.”
up to the
national load restraint laws –not only is it a legal requirement, but it’s also crucial
Many transport businesses and partners in the supply hain understand COR re
Along with building truck and trailer gates,
Titan Transport Gates produces a range of load restraint gates for all types of trucks and trailers. Images: Titan Transport Gates
Gates are made in house, from start to finish.
stand
tough demands of the Australian transport industry.
A protective barrier for your tipper
IN June 2025, OKUSLIDE and Chris’s Body Builders celebrated the 10-year anni versary since completing the first truck liner installation in Australia.
Early collaboration between Okulen, the German based material manufacturer; Bear ing Thermal Resources, the Australian distributor for OKUSLIDE; and Chris’s Body Builders, one of Aus tralia’s most trusted tipper body builders – engaged the training team to fly out from Germany to perform Austra lia’s first installation and be come Australia’s first certified OKUSLIDE installer.
Since becoming an OKUSLIDE installer, Chris’s Body Builders has installed thousands of lineal metres of material and finessed their in stallation procedure making them industry leaders in the very competitive liner market.
OKUSLIDE liners offer a protective barrier between the contact surface of the tipper body and the bulk material being carted. Materials like road base, sand and quarry product can be particularly abrasive on the aluminium floor sheets, needing patch repairs in high wear zones or full replacement at a large dollar and time expense.
bulk materials earlier in the hoists lifting cycle.
cedure, shakers or hammering of the tipper body.
OKUSLIDE liners can last up to five times longer than standard aluminium floor sheets, with most typical installations seeing a minimum of three times longer lifespan. Results will always vary depending on the bulk material being carted and the frequency of tipping. Discussing your options with Chris’s Body builders will ensure the correct product is specified for your needs.
Additional benefits of specifying OKUSLIDE for your next tipper from Chris’s Body builders include a lower tipping angle and reduced carry back. OKUSLIDE liners have very low friction and surface energy. This makes the liner much more slippery and ejects
As the product leaves the bin much sooner there is no need to further raise the tipper body in the air, keeping your centre of gravity low to the ground. Carry back caused by sticky and wet product is amplified when raising the centre of gravity and further increases the risk of roll while tipping. OKUSLIDE liners result in a cleaner bin after tipping without additional wash down pro
These benefits are particularly useful when carting tunnel spoil, clay and wet products.
Chris’s Body builders’ installation team not only offer the Premium Blue OKUSLIDE but also the heavy duty Red Hotliner.
The team at Chris’s Body builders are happy to discuss your requirements and tailor a solution that suits your busi-
OKUSLIDE LINERS OFFER A PROTECTIVE BARRIER BETWEEN THE CONTACT SURFACE OF THE TIPPER BODY AND THE BULK MATERIAL BEING CARTED.”
OKUSLIDE tub liners installed by Chris’s Body Builders ensures your truck and trailer is protected against abrasion and wear while making it safer to operate.
Chris’s Body Builders has over 10 years’ experience installing OKUSLIDE tipper liners and can offer a range of products to suit your business. Images: OKUSLIDE
The perfect finishing touch
TRUCK Art has earned a strong reputation as a trusted name in the trucking industry across Australia, known for high quality custom-built livestock trailers, specialist sleeper cab heating and cooling solutions, accident repairs, vehicle modifications and much more.
But beyond these core services, Truck Art also manufactures a wide range of accessories that add the perfect finishing touch to any truck. One of the standout products in this range is the Truck Art Dovetail – an essential item for many drivers and businesses across Australia.
With over 30 years of experience in dovetail manufacturing, Truck Art is a leader in this niche market.
The company currently produces 14 distinct dovetail styles, catering to a broad spectrum of truck makes and models.
Whether you drive a Kenworth, Western Star or Mack, there’s a high likelihood Truck Art has a dovetail ready to fit your vehicle. And if not, that’s no problem – the experienced team at Truck Art can modify an existing dovetail or custom manufacture one specifically for your truck’s dimensions and requirements.
Truck Art’s commitment to flexibility and quality craftsmanship extends beyond design. They offer a variety of finishing options to match each customer’s preferences. Dovetails can be supplied primed and ready for customer painting or fully painted in-house by Truck Art’s professional team.
Customers can choose from standard colours or eye-catching metallic finishes. For those who want to make an impact, Truck Art also offers sign-writing services to have the dovetail branded with the business’s name or logo, turning your truck into a moving advertisement.
To accommodate diverse customer needs, Truck Art offers multiple delivery options. Customers can choose to pick up their dovetail directly from the workshop or arrange to have it shipped anywhere in Australia – or even internationally.
For those seeking the most convenient and comprehensive
service, Truck Art can supply, paint, and professionally fit the dovetail to the truck and organise sign-writing, ensuring a complete and polished result.
The popularity of the Truck Art Dovetail is a testament to the company’s attention to detail, craftsmanship, and deep understanding of what truck owners and operators need. It’s not just a product – it’s a tailored solution built with longevity, safety, and style in mind.
Whether you’re outfitting a brand new truck or upgrading an existing one, Truck Art delivers a seamless experience from start to finish. Their
deep industry knowledge, combined with their ability to customise and adapt, sets them apart as one of Australia’s premier truck accessory manufacturers.
From custom built trailers and aftermarket sleeper cab air conditioner systems to custom made dovetails and beyond, Truck Art continues to provide high-quality, functional, and stylish solutions for the modern transport professional.
Truck Art – built with pride, driven with confidence.
To find out more information, please visit truckart. com.au/dovetails.
Dura-Bright: More than just good looks
LET’S be honest – in today’s industry, everyone’s chasing the next big thing when it comes to wheels. We’ve all seen those high-shine finishes making a splash on the road, turning heads at truck stops and depots. But here’s the reality check: while they might look impressive fresh off the line, many of them struggle to stay that way.
More and more, we’re seeing issues like peeling, cracking and wear, especially around those pesky handholes where finishes notoriously have trouble sticking.
And here’s something worth keeping in mind: not all finishes, and not all wheels, are created equal. There’s a growing risk in the market of getting caught up in flashy looks while overlooking longterm quality. Some finishes might win people over with a shiny appearance, but that can quickly sway customers towards options that don’t hold up where it really matters – on the road, under load and over time.
That’s exactly where Dura-Bright (DB) wheels step in and steal the show. Unlike conventional finishes that simply coat the surface of the wheel (and are prone to flaking off over time), Dura-Bright is a surface treatment that actu-
ally penetrates the aluminium itself. The result? No peeling. No cracking. Just wheels that stay looking sharp, with far less effort on your end. It’s a no-brainer.
But the benefits don’t stop at appearance. Let’s talk about performance – because, at the end of the day, it’s not just about looking good, it’s about doing the job right. One standout feature of Dura-Bright wheels is that they don’t interfere with how the wheel is mounted. Some finishes out there can cause torquing issues, preventing the wheel from sitting properly against the hub. That’s a safety concern nobody wants to mess with. With Dura-Bright wheels, you’re in the clear. And here’s something tyre fitters will appreciate: no bead seat issues. Traditional finishes like chrome can wear down around the bead seat area, causing air leaks and poor tyre sealing. That means frustrating downtime and unnecessary maintenance. With Dura-Bright, the treated surface holds up, so you’re not chasing air leaks or dealing with tyre pressure headaches. Another bonus? Zero extra weight. While some finishes can tack on up to a kilo per wheel, Dura-Bright wheels keep things light. And while
one kilo might not sound like much, multiply that across an entire fleet and you’re carrying extra weight you didn’t sign up for – and paying for it in fuel and payload capacity.
So, if you’re after wheels that look brilliant, perform reliably, and cut down on maintenance without adding weight, it’s time to take a serious look at Dura-Bright. Because in this business, you need wheels that work as hard as you do. And these ones aren’t just a pretty face – they’re a smart investment for the long haul.
Contact the Howmet Wheel system at 1800 955 191. Email alcoawheels.sales@ howmet.com or visit alcoa wheels.com.au. And don’t forget to follow Alcoa on Facebook at alcoa wheelsaustralia for all the latest updates.
Dura-Bright Wheels don’t just look the part, they tick the boxes in reliability and reduced maintenance too. Images: Howmet
Dura-Bright is a surface treatment that actually penetrates the aluminium.
Truck Art produces 14 distinct dovetail styles to suit Kenworth, Western Star or Mack – and can also custom manufacture to your truck’s requirements.
Dovetails can be completed in standard colours or eye-catching metallic finishes. Images: Truck Art
A Kenworth T610 SAR for Nightingales, a loyal customer of Truck Art dovetails.
Haulmark expands trailer range
SINCE being established in Brisbane in 1963, Haulmark Trailers has remained committed to producing trailers that stand up to the unique challenges of Australia’s rugged landscape.
Haulmark’s trailers are manufactured with durability in mind, making the most of innovations in design and engineering at every step of its 60-plus year journey.
The manufacturer has become well known for high-quality trailers targeted at the livestock, earthmoving, mining, construction and general freight sectors, which can be seen operating right across the country – with some tackling the toughest terrain.
From its network of branches in Brisbane, Darwin, Towns-
ville and Adelaide, Haulmark designs and manufactures a range of specialised products, including cattle trailers, roadtrain dollies, low loaders, drop deck trailers, skeletals, side tippers, prairie wagons and dangerous goods tankers.
However Haulmark has recently expanded into a new area with the launch of live bottom floor trailers, developed in conjunction with Canadian company Gincor.
Like Haulmark, Gincor has decades of experience in the trailer space, with over 40 years in the game.
These live bottom floor trailers feature Gincor’s unique anti-binding fork on the roller chain assembly drives, aimed at reducing downtime and costly repairs. The an-
ti-binding fork is strategically positioned in proximity to the roller chain sprocket to prevent the chain from doubling backwards and binding during operation.
Officially launched to market in May at the Brisbane Truck Show, many of these live bottom floor trailers have already hit the road.
These new purpose-built live bottom floor trailers – which sport the trusted Haulmark and Gincor names – are equipped with a durable two-ply heat-and-oil resistant conveyor belt. This allows for safe unloading in various locations, preventing any risk of contact with overhead power lines or structures.
Constructed with Hardox 450 wear-resistant steel plate
and premium fibre-strand, moisture-resistant insulated walls, the live bottom floor trailers are ideal for asphalt/
Hardox was chosen due to its abrasion-resistant and excellent structural properties. rom a manufacturing point of view, Hardox 450 combines good bendability and weldability, with exceptional dent nd abrasion resistance, to ensure extended durability.
As National Sales and Marketing Manager at Haulmark railers, Mark Johnston, explained, “The combination f insulated walls and a custom-designed retractable tarp ean more usable product is delivered to site even in adverse conditions with temperature staying more consistent han other options in the marketplace.
The fact that the tub is fully insulated is a key selling point.
HAULMARK WELCOMES NEW PRODUCT TO ITS TRAILER RANGE
A safe and efficient option for the cartage of Asphalt / Hotmix and a extensive range of bulk materials
Bitumen goes into the trailer while it’s hot and it needs to be kept at the right temperature before it’s unloaded. The live bottom floor trailer’s insulation provides operators with excellent temperature control.” These trailers are finished off with a flush-mounted gate, which limits the amount of dirt and payload build-up, making it easy to clean and maintain – and increasing uptime between loads.
Haulmark’s live bottom trailers can operate from a single configuration right up to a B -double or road train.
Haulmark also currently has live bottom floor trailers in stock and ready for purchase.
For more information about your trailer needs, visit the website at haulmark.com.au.
Haulmark’s live bottom floor trailers are developed in conjunction with Canadian company Gincor. Images: Haulmark
These live bottom floor trailers are ideal for asphalt/hot mix as well as a wide variety of other bulk products.
Australian made central tyre inflation
AUSTRALIAN owned and manufactured, AIR CTI systems allow drivers to adjust their tyre pressure on the go, optimising traction and fuel efficiency across varying terrains.
AIR CTI (central tyre inflation) is a pioneering Australian company known for its innovative tyre inflation systems designed to enhance vehicle performance, safety and efficiency.
AIR CTI is fully guaranteed, not just a few parts. The system, technology, robust features and proven longevity leads the CTI market.
Having important features such as an isolator ensures no dangerous cross pumping when off camber. You can also isolate a single wheel with a tyre event. This capability is particularly valuable in industries such as agriculture, mining, defense and transport, where vehicles frequently transition between different surfaces and need proven reliability for extending your season and safety.
By maintaining optimal tyre pressure, AIR CTI not only improves fuel economy and tyre longevity but also contributes to a reduced carbon footprint, aligning with sustainable practices. The company’s commitment to quality and innovation has made it a reputable name
in the automotive industry, both domestically and internationally. AIR CTI is a fully guaranteed system as we back what we sell, and customers are important to us.
Chet Cline was the innovative mind behind AIR CTI. This system is particularly beneficial for vehicles that transition between different terrains, such as trucks travelling on both highways and off-road environments or travelling loaded then unloaded.
If you do not change your tyre pressure to suit the load you are carrying, then you will be wasting money. By enabling drivers to control tyre pressure from inside the vehicle, AIR CTI improves safety, fuel efficiency, reduces tyre wear, and enhances traction and vehicle handling.
A IR CTI tyre control units (TCU) is an electronic management system tracking selected tyre pressures to close tolerances. It looks for abnormal conditions and informs the driver what is happening in real time, automatically adjusting tyre pressures by inflating or deflating them to match the set pressure being displayed on the controller. This ensures optimal performance and eliminates issues caused by under or over-inflation.
Made of high-temperature
fibreglass with UV stability, the TCU controllers are designed for durability in harsh dashboard environments. They use advanced OLED
display technology for excellent readability in all lighting conditions and are dimmable for night-time driving, reducing driver fatigue.
The compact, user-friendly TCU controllers allow quick and easy switching between pre-set pressures, with real-time tyre pressure
details displayed at the press of a button. Safety is a paramount feature of the AIR C TI controllers, with builtin visual and audible alarms that alert the driver to any tyre issues Chet’s invention not only optimises vehicle performance but also contributes to environmental sustainability by minimising fuel consumption and extending tyre life while protecting infrastructure. His development of AIR CTI exemplifies a significant advancement in automotive technology, reflecting commitment to innovation and practical solutions for modern transportation challenges. Drivers with genuine AIR CTI fitted to their vehicle rapidly appreciate that they have the world-leading tyre inflation technology at their fingertips. Does it cost a lot? Heck no. Contact AIR CTI for a quote and further details.
Call AIR CTI on 03 5127 6128 or email sales@aircti. com.
This controller display measures 10.5cm (L) x 5cm (W) x 2.5cm (D). Images: AIR CTI
This controller display measures 5cm (L) x 3.5cm (W) x 1.5cm (D) – almost credit card size.
The Tri Zone controller display measures 15.5cm (L) x 4.5cm (W) x 3cm (D).
Built for maximum performance
NEW Power Truck Tyres are proving their worth in major fleets across Australia. If quality, reliable performance and value for money is on your shopping list, then the New Power range is the premium truck tyre brand that’s setting a new benchmark worth a look.
Manufactured under the renowned and trusted Double Coin Group, New Power is available in Australia with locally tailored compounds and designs, engineered by an experienced Australian sales team that knows what is required for our harsh conditions.
The New Power team have been focusing on ultra-premium commercial tyres since
2002 that deliver high value and operational efficiencies for fleets and owner operators.
Now, with Australian specific developments, these tyres are built to meet the unique demands of our local road conditions, ensuring peak performance across every journey.
Operated by Kunlun Tyre,
one of the largest tyre manufacturers in China and in the top 20 largest tyre manufacturers in the world, New Power places a heavy focus on tyre quality specifically for their designed purpose in each market. The factory is reactive to performance feedback and is able to provide a professional and high-quality product by utilising knowledge gained over 20 years of steel radial truck tyre development and alignment with their customers’ needs.
What we are experiencing now is the end product based on actual performance and years of in-field improvement concepts.
Originating from a professional R&D manufacturing team in tyre development and design, New Power is committed to creating top-quality tyres with the latest AI manufacturing technology, extensive testing, and strict quality management to meet diverse end user demands.
With the increasing matu-
rity of advanced manufacturing technology, New Power has become a rising star. It has poised for the gradual expansion into different markets to bring first-class tyres to fleets and heavy vehicle operators around the world.
New Power products include tyres for commercial trucks and buses, light trucks, and specialty trailers.
New Power is dedicated to safety, health, and environmental sustainability while ensuring low cost versus performance. Many of the New Power tyres are SmartWay-verified to improve fuel efficiency for your fleet.
Why Choose New Power?
Unmatched quality and performance: New Power brings you tyres crafted with cutting-edge technology and product development expertise. Each tyre is tested rigorously to ensure the highest standards in quality and reliability, designed to perform in our real-world conditions.
Locally developed for Australian needs: The all-Australian sales team, backed by decades of experience, has worked tirelessly to develop tyre solutions specifically for the Australian market. From long-haul highways to urban deliveries, New Power tyres are engineered for maximum durability and fuel efficiency.
Cost-effective, high-perfor-
mance solutions: New Power tyres offer the best of both worlds – low cost with uncompromising performance. Many of these tyres are SmartWay-verified, meaning they improve fuel efficiency, helping your fleet save on operating costs while reducing environmental impact.
Tailored for commercial fleets: Whether you operate trucks, buses or light commercial vehicles, New Power offers a wide range of tyres designed for heavy-duty performance and long-lasting reliability. New Power ensures every product is built to withstand the demands of commercial operations while offering an impressive return on investment.
Proven track record: New Power benefits from a profes-
sional R&D team dedicated to continuous improvement and customer feedback. Their tyres are not just designed – they evolve based on real-world performance and innovation.
Ready to power up your fleet?
Don’t miss out on the opportunity to equip your vehicles with New Power, the trusted name in premium truck tyres. With superior engineering, advanced technology, and Australian-specific designs, New Power is the ideal choice for any fleet looking to drive performance and reduce operating costs.
For more information about where to buy New Power tyres email sales@newpow ertyres.au.
Major fleet industries choose New Power Tyres. Images: New Power Tyres compounds and designs.
New Power Tyres deliver high value and operational efficiencies for fleets and owner operators.
‘Every day’s an adventure out here’
BY DANIELLE GULLACI
FROM behind the wheel of a new C509, Tony Brown carts double and triple road trains of fuel right across Queensland and into the Northern Territory.
Tony, 53, has worked for Emerald Carrying Company for the past six years.
He’s been a truckie for about 30 years. “I’ve always been in fuel transport. I used to be a concreter and they had an old Louisville. I jumped into it one day and got going after watching and learning. Then I decided to get my truck licence,” Tony said.
“I was self-taught. I’ll have a go at anything that has an engine!
“I started in a body truck, then a truck and dog, then B-doubles and kept getting thrown into other positions. I’ve been doing triples for about 20 years now. I used to do a lot of running out west to cattle stations and stuff at the start.”
Based in Townsville, Tony typically carts fuel to remote power stations and remote airports. He spends about six to seven months of the year travelling to and from Cape York – a 2700 kilometre round trip. “I do that
while the roads are open, then when the wet season kicks in, I travel everywhere else,” added Tony, who spoke to Big Rigs while stopped at
Tony got the keys to the 2024 model C509 just a few months ago, and before that was in a four-year-old Kenworth T659, that he had driven since brand new.
“The C509 is a good truck, much the same as the previous truck, which was also great. I can’t knock either of them. At Emerald Carrying, they don’t keep the trucks for too long and usually replace them after about 10 years,” Tony added.
He said he loves being out in the bush, doing his own thing. “I don’t like that city stuff. I love it out here by myself, doing this. A lot of the work is off the bitumen – so I get to play around in the mud a bit and play out in the dust.”
When he travels to Cape York, it’s mostly double road trains as many of the roads are only double road train rated, however it’s often triples when he heads out west. W hen fully loaded with a triple, he could be pulling anything up to 136 tonne –110,000 litres of fuel.
sometimes. Next on the list would have to be the road between Hughenden and Richmond, when I do the run into Mt Isa.”
As for roadhouses, the Bluewater Springs Roadhouse on Gregory Developmental Road and Hann River Roadhouse are Tony’s favourites. “It’s the food and the people that run those places. They’re just good all round.”
Tony’s typical week sees him depart on a Monday and return home on Friday afternoon or Saturday morning. However when he heads out to the Northern Territory, he can be away for up to a month at a time.
Although Tony loves the remoteness of the work, that can also be a challenge if something goes wrong. “But 99 per cent of the time, you just work your way out of it,” he said. “It gets more frustrating during the times of year when it’s extra wet.
Lockhart River in Far North Queensland. “I love going anywhere in Cape York – it’s the remoteness and the red dirt. There’s
something about the place you grow to love. I’ve been travelling up that way for about 13-14 years, on and off.”
Asked about which roads can be the most challenging, Tony replied, “The road I probably hate the most is the Ootan Road. For some reason, there’s something about that road that just annoys me
“The longest I’ve ever been stuck is a couple of weeks –that was due to floodwaters. Being bogged, sometimes I’ve been stuck for a couple of days. But that’s something you plan for every time you go out bush. You always take extra.
“Every day’s an adventure out here!”
Tony Brown has worked for Emerald Carrying for the past six years. Images: Tony Brown
Tony carts road trains of fuel to remote power stations and remote airports.
Much of the work sees him travel the red dirt roads.
Trucking on for 40 years
VETERAN driver Rob Ward has been in the road transport industry for 40 years. These days he works for Ballina Furniture and is based on the Sunshine Coast.
I saw the 62-year-old truckie reversing his Kenworth into the parking area at the BP Cluden Roadhouse at about 5pm one recent evening.
“I have brought up furniture from south to Townsville and have a backload of produce – probably bananas,” he said.
Rob delivers produce to the Brisbane, Sydney and Melbourne markets.
He rates many stretches of the Bruce Highway as “dreadful” and said many more rest areas are required.
“You just about need a ticket to find space in some,” Rob said.
Asked about his favourite food, Rob said it’s steak and eggs, which he often cooks himself, adding that he swears by one appliance.
“I love cooking in an air fryer which I have with me.
It cooks beautifully,” he said.
A Penrith Panthers supporter in the NRL, he remarked when I mentioned the reigning premiers were sitting outside the top eight.
“Well they have won the last four grand finals,” he said.
Rob also enjoys boating and despite owning a craft, it’s posed a problem in recent years.
“I have had it for a long time and haven’t been able to get out for about five years,” he said.
GLENN Smerdon, 45 was
backing his semi trailer into a roadhouse parking area in the tropics when Big Rigs saw him recently at about 2pm.
He was driving a Kenworth K200 for Mackay’s Furniture Transport and had a load from Brisbane for Townsville and further north at Cairns.
“I have been a driver for seven years and with this company for seven months and they are great – the best I have worked for,” Glenn said enthusiastically.
On his extensive travels, Glenn has found a great roadhouse to stop at.
“It is the Woodham Road
house at Winton and the food is good and the staff are always willing to help,” he said.
A connoisseur of fine food, Glenn Smerdon also told me his favourite dish and I must admit my tastebuds were tantalised just thinking of being served with it.
“It is smoked meat and I cook my own. The best flavour comes from porterhouse,” he said.
A highway Glenn finds can be challenging is between Clermont and Rolleston.
“It is shocking and very rough in places,” he said.
A big supporter of the Sydney Roosters in the NRL,
“It is not far from my home,” he added.
I HAVE BEEN A DRIVER FOR SEVEN YEARS AND WITH THIS COMPANY FOR SEVEN MONTHS AND THEY ARE GREAT – THE BEST I HAVE WORKED FOR.”
Livestock truckie tackles the outback
LIVESTOCK carrier
Shaun O’Rourke drives a Kenworth T659 for Curley Cattle Transport and is a genuinely friendly country based driver.
Although he lives in Townsville, Shaun does a lot of work out of one of the Curley depots at Georgetown on the way to the Gulf of Carpentaria.
“I have dropped off cattle from Forsayth to Mackay in a double which holds 66
head. But on some routes in a quad it is twice that number,” he said.
A ged 52, Shaun said his average round distance from many outback destinations involved a 600km trip.
“This one was more than 900km,” he said.
Just after he had parked up at the heavy vehicle pad along the Townsville Port Access Road, his lovely wife pulled up.
She declined to have her
pic snapped although she was enthusiastic about Shaun appearing in Big Rigs
I asked Shaun what his favourite food was and his wife was quick to answer.
“When he is off work he loves lots of my home cooked food and beer. You should see the fridge at our place,” she said.
Shaun added that on his travels, he likes steak and veggies and his preferred
beer in the tropics when he is off-duty is Great Northern.
A roadhouse he likes is the Oasis near the end of the Hann Highway and close to the Lynd Junction.
The Belyando Highway between Charters Towers and Clermont is a nightmare road according to Shaun.
He added that he purchased his iconic hat from Donohoe’s in Townsville.
Glenn loves life on the road. When he manages to get time off work, Glenn enjoys a visit to his favourite watering hole, the Commercial Hotel at Redland.
Veteran truckie Rob Ward currently works for Ballina Furniture. Images: Alf Wilson Glenn Smerdon has been a truck driver for seven years.
Driver survives deadly tropical disease
WHEN
Spy saw a driver who hadn’t been seen around his normal haunts I wondered about the reason he had lost so much weight.
Aged in his fifties, the truckie said he had been in hospital for five weeks after contracting the potentially deadly Melioidosis.
This is a disease caused by a bacterium and occurs mainly in warm and humid climates when sufferers walk in the wet after rain.
A germ enters your body through broken skin.
“I had no symptoms and collapsed one day and my mates called an ambulance and I was rushed to hospital. It was very boring in a room there for five weeks but was
the best thing as there had been fatalities from it in the region where I live.
“I had walked out into my yard to collect a wheelie bin and had a small wound on my foot and the germ got in,” he said.
He added that one of the worst things was not being able to meet his other off-duty mates for a cold beer at a pub where many of them gather to swap industry stories.
“The friends did visit me in hospital which was great,” he said.
Happy to be alive, he did enjoy a coldie with well wishers at the pub a few days after he left hospital.
“From now on I will have
footwear on when I walk around after rain,” he said.
Shovels solve dilemma
Truckies who travel along the highway between Camooweal in Queensland and Barkly Homestead in the NT want more rest areas with toilets.
Spy hears the only solution some hygiene conscious drivers have when they urgently require a “number two” is to carry a shovel.
This is a 267km stretch of the Barkly Highway and whilst there are pull over areas, ones with toilets are scarce.
It is 75km from Camooweal in Queensland over the NT border.
One driver sent Spy a pic of a pull off area which is located 5km from Avon Downs a long the route.
“You can pull over and park and if you need a piddle you have to do it over near the scrub which has been mowed at the moment,” he said.
The driver added that he had heard of other truckies who urgently required a number two.
“One told me he carries a shovel in his truck and buries the human waste and paper so others don’t face a smell or insects and vermin such as rats,” he said.
Apparently there is one rest area with a toilet which is frequented by caravans.
“Trucks can never get a parking space there,” he said.
There are also no fuel stops between Camooweal and the homestead.
Could one suggest that these drivers call a “spade a shovel” or are they just wasting their time.
ne can only ponder if this is also the case at many other locations around Australia.
In a bid to “dig out” an answer Spy seeks feedback from ther drivers on the subject.
Sneaky speed camera
The bush telegraph went into overdrive with news that a sneaky speed camera had been in place near the John McIntyre Bridge over Ross River which is not far from Townsville Port.
Hundreds of trucks on average travel over the bridge aily as they use the Port Acy are not all going to the port because there are many road transport depots in the immediate area.
It is a 60km/h speed limit at both entrances to and over the bridge and it is very easy to travel faster.
However as you approach the bridge travelling from the Bruce or Flinders Highways along the Port Access Road, there is an 80km/h limit and even a 100km/h limit just before that.
My opinion is that it is one of those mobile cameras which are moved to different locations.
But Spy has issued a warning. It is easy to go over the 60km/h so beware.
Communication tower on remote farm
You never know where Spy’s network extends and recently I was sent some pics of a flashy Kenworth dubbed ‘Capricorn Dancer’ which was unloading equipment for a communication tower.
The truck is owned by Graeme Dawson from Rockhampton and the location was on a cane farm at Stone River 30km west of Ingham off the Mt Fox road.
Telstra has leased a 10 metre piece of land from the farm for the important communication tower.
Trucks deliver goods and equipment to many remote places and these concrete tower segments are a good example.
Crackdown on Tasmania’s East Tamar Highway
There has been increased enforcement by authorities
for trucks travelling along the East Tamar Highway in northern Tasmania.
The highway meanders along the eastern edge of the Tamar River from Launceston to the lighthouse at Low Head.
It is very busy with trucks which carry a lot of various freight, goods and equipment.
Bell Bay port along the route is a hive of activity.
Truckies who regularly use the highway have told of a lot more enforcement officers checking trucks and drivers’ logbooks.
The route may be just 50km long but there has also been a crackdown on speeding offences.
Wide load on the Newell Road transport enthusiast Graham Hunt was delighted when he pulled over on the Newell Highway just north of Moree as a wide load passed.
“We were returning from a trip from 70km south-west of Bourke on the Darling River. It looked like a big truck for the mines but I really don’t know what it was. It was travelling in the opposite direction and I just grabbed the pic as it passed by. It was accompanied by pilot vehicles and the police and took over most of the road. We had to pull over to the road shoulder to let it pass,” Graham said. Graham had travelled on the Warrego, Moonie, Carnarvon, Castlereagh, Ka-
The East Tamar Highway road sign. Image: Alf Wilson
The old 1937 Austin at the entrance to Rose Isle Station in NSW. Image: Alf Wilson
A truck travels along the bridge on the Port Access Road with the 60km/h sign at the entrance. Image: Alf Wilson
The Kenworth unloading concrete segments for a phone tower on a cane farm. Image: Phil Burnett
The NT rest area along the Barkly Highway which needs a toilet for drivers. Image: Alf Wilson
Hidden industry costs of DOCA agreements
ARE you being advised to consider a Deed of Company Arrangement (DOCA)?
Have you been told it could stop you buying trucks?
Many transport businesses in Australia are feeling the pressure of increased costs, compliance and the inability to generate enough revenue.
At the same time the ATO has become increasingly aggressive in chasing overdue tax and GST liabilities leading to a squeeze where the operator is caught in the middle.
Recently there has been a rise in popularity of a DOCA, whereby a business is able to enter into an administration and renegotiate some or all of its debts.
This is designed to reduce company debt, improve cashflow, and potentially avoid business closure and liquidation.
For the most part, in the transport industry, the DOCA seems to be directed towards reducing or removing ATO debt with the arrangement ‘sold’ by some insolvency practitioners as a
magic bullet – wipe out the ATO, move forward and get back to normal.
Even for some businesses which aren’t really on their last legs, the prospect of wiping out a significant ATO debt is pretty attractive.
Sadly, one critical risk on this path doesn’t seem to be commonly mentioned, or brushed over in many cases, or sometimes advised there is no risk at all.
As soon as a business enters into a DOCA, it is registered with ASIC and appears on the company file. This also will show up via current and previous directorships on all director’s personal credit files. Immediately the options for obtaining finance significantly reduce.
The filing of the administration documents will show up any time a finance application is made. As soon as a potential financier sees some kind of administration event, they will want to know all the details, and for many –probably most lenders – this would be a knockout.
We all know transport businesses require large capital purchases to operate.
Trucks and trailers need replacing, and without access to suitable financing most businesses would not be able to grow and thrive, and often even continue at all – the whole supposed point of the DOCA in the first place?
Sure, there might be a coupe of ‘private’ or ‘rent to own’ style financiers in the marketplace who may take on the company out of a DOCA – but with the higher costs associated with this style of financing this only compounds the problem.
In some instances, we have seen the costs of the administration – the amount paid to the insolvency practitioner – being similar to the ATO debt which was being written off in the first place – where’s the benefit in that?
Sometimes there are major external shocks or extenu ating circumstances which lead to a business finding itself in financial difficulties, but often it is also just a grad ual slide. Keeping the finger on the pulse and knowing ahead of time is the best way. By keeping good records, knowing your costs, utilising financial professionals like your accountant and finan cial advisors and acting early to avoid the necessity of an administration would be a good starting point. It’s not always possible to set the price when you’re working for larger companies – but if the work isn’t profit able perhaps it’s better not to do it at all?
There are also other ways to reduce the ATO debt bur den. ATO in most cases with a payment plan will want to have the debt paid if full
within two years, while also paying all future GST and income tax on time and in full.
At time of writing the ATO is currently charging 10.78 per cent on overdue balances, and their interest is no longer tax deductible.
Most transport businesses who have been around for a
little while will have trucks and trailers which they own outright, or potentially have some equity in.
There are ways to unlock that equity, get rid of the ATO debt and improve monthly cashflow. In most cases the repayment to the ATO could be transferred to a facility which cuts the re-
payments in half. In some cases a DOCA may be the best way out to avoid liquidation, however, we would always recommend obtaining independent financial advice and speak to your finance professionals about other future ramifications which you are not being told.
There are ways to unlock equity, get rid of the ATO debt and improve monthly cashflow. Image: Samoresh/stock.adobe.com
16-17 SEPTEMBER 2026
MEGATRANS is Australia’s largest integrated conference and exhibition for the logistics industry. It brings together leading companies showcasing advanced technologies and services, all focused on enhancing and supporting a sustainable supply chain through innovation and collaboration.
Helping industry stay safe
AS we enter the second half of the year, I wanted to share with you how at the Nation al Heavy Vehicle Regulator (NHVR), our Stakeholder Engagement team is connect ing with industry to create saf er roads for all.
I joined the Stakeholder En gagement Team in January 2023 from a transport and agriculture background, with experience in maintenance management and as an operator in both trucks and machinery.
Now, being part of the NHVR allows me to support my very own industry by tailoring engagements to how they would have resonated with me personally.
Our team is made up of six dedicated Stakeholder Engagement Officers, strategically situated across Queensland, New South Wales, ACT, Victoria, South Australia and Tasmania to offer personalised and hands-on services.
This year, our team has participated in close to 250 indus-
try engagements across Australia; from Weipa to Moree, Coober Pedy to Launceston and Traralgon to Harwood.
Arguably, the most popular of these engagements are our ‘toolbox talks’ with businesses on safety and compliance topics of their choosing, including fatigue, loading and road access.
We often see businesses choose to host toolbox talks with various levels of staff, customers, contractors and beyond. These casual and interactive sessions aim to instil a common understanding of every person’s heavy vehicle
safety responsibilities.
We meet regularly with road managers to discuss opportunities to optimise heavy vehicle access, resulting in better efficiencies for them and a more comprehensive network for industry.
These sessions are heavily guided by industry feedback and prioritise key freight routes and facilities to support both industry and the community.
The team also host popular ‘Roadside Information Hubs’ at service stations along frequented routes, allowing drivers to ask questions or raise
IT’S ENCOURAGING TO SEE A CULTURAL SHIFT OCCURRING WITHIN INDUSTRY, WHERE SAFETY IS PRIORITISED IN ITS OWN RIGHT AND NOT JUST AS A MATTER OF COMPLIANCE.”
concerns on their terms.
It’s encouraging to see a cultural shift occurring within industry, where safety is prioritised in its own right and not just as a matter of compliance. Whether it’s an opportunity for staff to invite us into their business for a tailored session, or to come and see us in a public setting, it’s great to see a growing focus on ensuring all road users get home safely.
Our team is committed to the “inform” step in the NHVR’s inform, educate and enforce approach.
We work with customers to understand the root of any concerns and provide a central NHVR contact; one that’s close to home and understands local nuances.
We can also connect industry with subject matter experts to provide additional guidance, such as PBS or Advanced Fatigue Management specialists.
size fits all” approach to working with industry. Everyone deserves to be taken on their own merit.
The value we aim to provide goes deeper than numbers and is proportionate to the market. Whether it’s at a pre-harvest information session in regional NSW with up to 100 attendees, or a roadside info hub at Weipa with only a handful, engagement matters for all.
No matter how big or small;
Trucking, Transporting…
never stops
metro or regional, we strive ensure all customers can interact with us directly at some point in time. We’ll continue to provide accessible and tailored engagements to industry to support them in meeting their safety obligations and building connections with the NHVR.
If you’re interested in finding out more about our team a nd how we can help, please visit our website- nhvr.gov. au/engagement.
One of five NHVR Roadside Info Hubs in Goondiwindi last year. Images: NHVR
Celebrating excellence in freight matters
pens behind the scenes, often unnoticed by the broader public. That’s why the AFIAs are so important – they shine a spotlight on the people and organisations who keep Australia moving.
AS we continue to receive nominations for the 2025 Australian Freight Industry Awards (AFIAs), I find myself reflecting on the immense value these awards bring to our sector.
Now in their 35th year, the AFIAs have become a cornerstone of recognition in Australian transport and logistics, not just for the winners, but for the entire industry.
Freight and logistics are the lifeblood of our economy.
Every day, thousands of professionals work tirelessly to ensure goods are moved safely, efficiently, and reliably across vast distances.
Yet, much of this work hap-
These awards are more than just a celebration. They are a statement of pride, a benchmark of excellence, and a powerful motivator for continuous improvement. They remind us that innovation, leadership, and resilience are not just buzzwords – they are qualities that define the best in our industry.
Each year, the AFIAs un cover remarkable stories. Stories of individuals who’ve led transformative changes, businesses that have embraced sustainability, and teams that have gone above and beyond to ensure safety and compli ance. These stories deserve to be told, and the AFIAs provide the perfect platform to do just that.
The 2025 award categories reflect the evolving priorities
of our sector. From the Women’s Leadership Award, which highlights the growing influence of women in freight, to the Greenstart Award, which recognises sustainability efforts, the AFIAs are aligned with the values that will shape our future.
The Emerging Leader Award is particularly close to my heart – it’s a chance to celebrate the next generation of talent and encourage them to continue striving for excellence.
We also continue to honour those who invest in people, prioritise safety, and embrace technology.
These are not just operational goals – they are strategic imperatives that will determine the long-term success of our industry.
By recognising these efforts, we’re not only rewarding achievement; we’re setting standards and inspiring others to follow suit.
Last year’s winners exem-
plified the spirit of excellence and innovation. From Lindsay Fox being honoured with the Personality of the Year Award, to Namrita Anchan of Linfox Australia receiving the Women’s Leadership Award, and Qube Bulk winning the Greenstart Award for sustainability, these and the other award winners showcased the breadth of talent and commitment across our industry.
I urge everyone in the freight and logistics community to consider nominating. Whether it’s a colleague, a team, or your own organisation, this is your opportunity to showcase the incredible work being done across our sector.
Recognition can be a powerful tool, it boosts morale, strengthens culture, and reinforces the value of hard work and dedication.
Beyond the awards themselves, the AFIAs culminate in the Gala Awards Ball, held this year on Saturday, September 6 at Crown Palladium in Melbourne. It’s a night of
celebration, connection, and camaraderie, a rare chance for our industry to come together, reflect on our achievements, and enjoy the company of peers and partners.
The energy in the room is always electric, and the stories shared are both humbling and inspiring.
As we look ahead to the challenges and opportunities facing freight and logistics – from decarbonisation and digital transformation to workforce development and infrastructure investment – it’s more important than ever to recognise and celebrate excellence. The AFIAs help us do just that.
Let’s continue to build a culture of recognition. Let’s celebrate the people who make freight happen. And let’s ensure that the values of innovation, leadership, and resilience remain at the heart of everything we do.
Nominations close Monday, August 18, 2025. Submit yours at afiawards.com.au.
Where does the industry go from here?
IN TRANSPORT
JACQUELENE BROTHERTON Chair of Transport Women Australia Limited
MORE companies are closing or going bankrupt and many of us are ageing out of the workforce, and we cannot attract enough workers replace those leaving and retiring. So, what happens next?
It is not only drivers but also operations personnel and other transport, logistics and supply chain workers whose knowledge and experience the industry is losing.
We continue to have
roundtables and government meetings to attempt to solve the issues.
But until we can make the industry attractive to new workers and a welcoming environment for those who do choose to join the industry, we will continue to struggle and no amount of talking about the problem will solve it.
Automation, robotics, and AI may change a lot of things, but they will not replace the decades of knowledge resting in the heads of people like Ron Finemore and Lindsay Fox to name a couple of them and they are many.
Our industry has always thrived on the stories of the past and knowledge passed on from driver to driver, person to person. Our shared
experiences have helped to make the job easier and the more we share, the better it will make the industry for all of us.
I love to learn even now that I am older, but I also like to share my knowledge with anyone who may need it.
Many of our industry icons are in their 70s and 80s and we need to try extract the knowledge that is stored in their memories.
Ideally, we should have some bright young things following each of them around with a voice recorder so that we can record and share their stories and thoughts for the next generation.
When thanking one of our Aussie truck drivers for helping one of our young Indian drivers some time ago, after
young driver had told me that his colleague had helped him and shown you a couple of things to make the job easier and quicker and how grateful he was for the information, the old drivers’ comment was, “Once upon a time, some old bloke showed me how to do stuff and now it is my turn to teach someone else.
“If I could help him, it is better for all of us.”
Then one of my Indian drivers rolled over and the other drivers reached out to make sure that he was okay and let him know that it has happened to a lot of people and to not feel bad.
That it is something we can learn from, and sometimes it is bad roads and our infrastructure.
These are the way we will
improve the industry when we all work together to treat every driver as equal and seek to assist and teach instead of criticising and ridicule.
We need to welcome the newbies, teach them beyond the formal training, ensure they are seen as part of the team. As our story is coming to an end, we need to ensure that they are not forgotten, and new stories are heard. We need to ensure that old legends are remembered, and new legends are made.
WOMEN
GENERAL KNOWLEDGE
Simulator offers wide range of training
DRIVER simulator experts, MOTUM World, have unveiled the first look at the heavy vehicle-specific version of its training software that aims to improve safety outcomes for one of the highest-risk cohorts on the roads.
Funded with assistance from a National Heavy Vehicle Regulator’s (NHVR) Heavy Vehicle Safety Initiative (HVSI) grant, the software platform will be completely customisable and created exclusively with local conditions in mind, said MOTUM World.
“There is a wide range of truck configurations, each of which has a set of driving dynamics that we are reproducing following the input of our industry partners,” said Steve Hoinville, MOTUM Simulation Managing Director.
“For instance, the platform will be able to convey the physics of different loads, and the effects that placement has on the handling of each truck type.
SOUTH Metropolitan TAFE in Western Australia will begin offering its vehicle body building pre-apprenticeship to students in years 9, 10 and 11. The Certificate II in Automotive Manufacturing Production – Bus, Truck and Trailer will be offered as part of its vocational education and training program for secondary students.
the movement of fluid within a tanker will be replicable, which will enable potentially dangerous scenarios to be practised in a completely con-
vehicles, such as semi-trailers and multi-combinations.”
Hoinville said ultimately, MOTUM World will be able to be honed to any specific
ing the opportunity to have
“We have seen across other industries where we have deployed MOTUM World the true value that simulation provides as a supplement to traditional training methods,
and through the heavy vehicle release, we will have high fidelity and low-cost training that delivers risk-free, tangible results.
To develop the heavy vehicle release of MOTUM World, the company is working closely with numerous industry stakeholders, including the NHVR, Armstrong’s Driver Training, the Australian Driving Institute, and Driver Safety Australia.
Some key points of MOTUM World’s functionality include a full 360-degree view and surround sound from the synthetic MOTUM World environment, plus high visual realism of the surroundings, situations and AI-driven elements.
For trainers, a range of dedicated telemetry metrics is recorded for analysis and review.
Instructors can also tailor
scenarios to test driver responsiveness, awareness, and defensive skills under various road and weather conditions.
The MOTUM World software can be combined with a customisable MOTUM True Motion Simulator, which offers a full range of sensations experienced by drivers, including road surface changes, cornering and braking forces, as well as traction loss.
Further assisting the learning process, VR headsets provide support for drivers to turn their heads up to 180 degrees for reversing, plus left-right checks at intersections and lane changes.
An extension of the potential uses for the release includes the opportunity for it to serve as a broader training tool, enabling everyday motorists to experience the challenges faced by heavy vehicle drivers.
New pre-apprenticeship for WA high school students
It’s a nationally recognised qualification and will help to give young people a head-start on their careers in the industry, while completing their secondary schooling.
A s part of the course, students attend class approximately three days a week, along with approximately four hours of additional study each week outside of class hours, includ-
ing private study, assignment preparation, and research. Students also complete 150 hours of work placement as part of the course. The move to begin offering this pre-apprenticeship to high school students has been labelled a significant win by Heavy Vehicle Industry Australia (HVIA). H VIA National Manager – Skills, Training and Work-
force Development, Michael Rose, said, “This is exactly the kind of forward-thinking training solution our industry needs.
“Building a pipeline of skilled tradespeople in bus, truck and trailer manufacturing is critical — and programs like this are only possible thanks to the combined efforts of South Metropolitan
TAFE, the Mining and Automotive Training Council, and industry stakeholders working together across WA.
“This is a great start — but now the focus shifts to ensuring the Certificate III in Automotive Manufacturing Technical Operations – Bus, Truck and Trailer (AUM30218) is included on the ‘Fee-Free and Low-Fee Skills Ready’ train-
ing list,” Michael added. “That next step will require continued collaboration between training providers, industry and government to build a full training pathway that meets workforce demand.”
Applications for the pre-apprenticeship course are now open and close August 29, 2025.
Booking
Automotive mechanic wins Young Gunnette Award
Chelsea Lawson is the winner of the 2025 Young Gunnette Award, presented by Transport Women Australia Limited (TWAL).
The Cummins-sponsored prize provides the recipient with invaluable career training assistance.
Chelsea is now off the tools spearheading an industry initiative of the Motor Trades Association of Queensland (MTAQ), where she coordinates mentoring and support networks for Queensland female automotive apprenticeships.
MTAQ began a program
called Auto Women, designed to be a network that connects and supports women of all ages and roles within the automotive industry. Chelsea has been an active member of the program since day one, said TWAL in a media release announcing this year’s Young Gunnette winner.
“Since taking on her role at MTAQ, she has also been onboarded as a primary coordinator of the Auto Women project, as well as her apprentice mentoring program,” TWAL said.
“Chelsea has been actively involved in generating inter-
est for the automotive industry for school children and potential apprentices, being involved in countless school careers days and MTAQ industry connect events over the past five years.
“Her aim has been to shine a clear light on the automotive industry, and to break down misconceptions that it is a man’s trade, due to its ever-changing technical complexity, and a ‘fallback’ for those who do not have academic aptitude.”
TWAL also said Chelsea has also been involved in multiple Queensland Government roundtables, industry connect
and industry relation events.
“Where she has been a keen advocate for the automotive industry and the absolute necessity for apprentices to be supported (not just financially but personally and professionally) throughout their apprenticeship and into their early careers.
“She highlights that addressing these issues will increase retention rates of male and female apprentices alike, both throughout their apprenticeships and in the five years-plus after finishing their training, both of which are areas of major concern in the industry.”
Chelsea was presented with
her Young Gunnette Award at Cummins at Carole Park on July 2 during a special morning tea in her honour followed by a site tour.
“We are extremely fortunate to have such talented young women in our industry and as members of our support team,” said TWAL Chair Jacquelene Brotherton who accompanied Chelsea on a site tour, along with her father.
Jacquelene also congratulated award runner-up, Sophia Lafkas, an “exceptionally talented” young businessperson, CEO and founder of The Perfect Recruit.
Exclusive tour through Melbourne’s logistics heartland
THE Australian Logistics Council (ALC) celebrated the return of the Wayfinder Freight Heartland Tour to Melbourne earlier this month.
The dynamic, hands-on initiative took participants on an exclusive journey through Melbourne’s logistics heartland, from cutting-edge warehouses to the bustling Port of Melbourne, challenging outdated perceptions and opening doors for women in one of Australia’s most vital industries.
Building on last year’s outstanding success, which achieved a 97 per cent satisfaction score with 98 per cent of participants reporting
increased career confidence, this year’s program promises an even more immersive experience across three carefully selected locations that showcase the breadth and innovation of modern supply chain operations.
The July 1 program began at Toll Group’s state-of-theart Mars Wrigley Warehouse in Truganina, where participants will witness large-scale logistics operations and advanced automation in action.
The journey continues to Foodbank Victoria in Yarraville, demonstrating how logistics expertise serves community needs and creates social impact.
The day culminated with an exclusive two-hour Port of Melbourne tour aboard the Kingfisher II catamaran, departing from Docklands.
This unique waterborne perspective, featured insights from Port of Melbourne representatives and event sponsors, will showcase one of Australia’s most critical trade gateways and the sophisticated operations that keep the nation’s supply chains flowing. Representatives from Victorian International Container Terminal (VICT) and DP World will also be on board to share insights into their terminal operations, further enriching the participant experience.
“This program has been deliberately curated to provide participants with meaningful, behind-the-scenes insights into the scale and complexity of Australia’s supply chains,” said Dr Hermione Parsons, CEO of the Australian Logistics Council. “From high-tech warehouse environments to community-based distribution and one of our most significant port operations, this immersive experience underscores the breadth of opportunity available within the logistics sector.”
This national initiative is backed by a coalition of leading sponsors including Amazon, Coca-Cola Europacific
Partners, Coles, DP World, Foodbank, Intermodal Terminal Company, Linfox, NSW Ports, Port of Brisbane,
Easter Group Pty Ltd 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: OPERATIONS ALLOCATORS (Brisbane based only)
You will be required to work on a rotating roster including Days-Nights-Weekends Previous Operations experience preferred. MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED
(Brisbane, Sydney, Melbourne and Adelaide Based)
Come and work for us as we are committed to: Training and further education • Your safety Maintaining an impressive Fleet permanent full time and roster positions including paid leave entitlements and public holidays. Drivers will need to be available to be 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 Operations/Driver positions please contact Operations Manager or 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
Port of Melbourne, Primary Connect, Qube, Toll and Victoria International Container Terminal.
TWAL Chair Jacquelene Brotherton presents Chelsea with her award. Image: TWAL
Backed by a coalition of leading sponsors, the program gives participants a close-up look at the career opportunities in the logistics sector. Image: ALC
