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Truckin in the Topics/Spy on the Road:
Alf Wilson, 0408 009 301 David Vile, Graham Harsant, Geoff Middleton and Jonathan Wallis.
Big Rigs National Road Transport Newspaper is published by Prime Creative Media. It is the largest circulated fortnightly truck publication in Australia with 22,500* copies per fortnight.
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Truck issued several defect notices
A heavy vehicle carrying scrap metal on the Port Wakefield Highway, in South Australia, was intercepted recently by National Heavy Vehicle Regulator (NHVR) Safety and Compliance Officers (SCOs).
A n NHVR spokesperson said, “Upon inspection of the vehicle, SCOs identified several concerns including brake issues, various engine oil leaks, the high beams and windscreen washers not operating, and the seatbelt unable to be buckled due to insufficient length.”
NHVR said it was also
identified that the trailer ABS/EBS plug was “hidden” and had never been utilised. While leaks were identified in both the differential and engine.
The driver was also not wearing a seatbelt when intercepted. “As the seatbelt was fitted to the vehicle incorrectly and the mounting points of the seatbelt made it so that, even when extended, you could not put the seatbelt on.”
“Several defect notices were issued as a result and the driver was reminded of the critical importance of
keeping the vehicle properly maintained and in a roadworthy condition, not only for their own safety, but for the safety of all other road users.”
Following this intercept, the NHVR has reminded drivers to complete a safety check of their vehicle before every journey to ensure it is safe and compliant.
“If you feel pressured to drive an unroadworthy vehicle, please contact the Heavy Vehicle Confidential Reporting Line (HVCRL) on 1800 931 785,” the NHVR spokesperson added.
Warning for drivers amid fatigue offence spike
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THE National Heavy Vehicle Regulator (NHVR) is reminding heavy vehicle drivers to rioritise their work and rest requirements, following 5257 fatigue related offences recorded nationally last financial year.
HVR Chief Operations Officer Paul Salvati said that driving while feeling sleepy, physically or mentally tired is a major safety concern.
“Fatigue is more than feeling tired or drowsy, it’s mental and physical exhaustion that reduces your ability to work safely nd effectively,” he said.
“Performing any task while fatigued will jeopardise your own safety and drivers endanger more than their own
life when getting behind the wheel.”
In the previous financial year (2023-2024), more than 4900 fatigue offences were recorded nationally.
“Almost a third of offences recorded last financial year were fatigue related which is an unacceptable number,” Salvati added.
“If you’re ever unsure of what your work and rest requirements are, always err on the side of caution and rest when needed because no load is worth your life.
“There’s no such thing as a second chance when it comes to a serious accident or fatality.”
The NHVR website provides guidance on how to comply with work and rest requirements, including counting time, recording keeping a nd training in fatigue risk management. Salvati also urged any driver feeling pressured to drive while fatigued to call the NHVR reporting line (1800 931 785).
“No-one should feel unsafe while at work, which is why the Heavy Vehicle Confidential Reporting Line is available to report safety issues such as driver fatigue, business practices and mechanical safety,” he added.
Nearly a
related. Image: Gilles
Image: NHVR
Report released into major truck crashes
A new report, released earlier this month, examines contributing factors to major truck crashes.
According to the Australian Road Deaths Database (BITRE, 2025), there were 494 fatal crashes involving heavy rigid vehicles, 608 involving articulated vehicles, and 107 involving heavy buses.
The National Truck Accident Research Centre (NTARC) Major Incident Investigation Report 2025 shows inattention/distraction, inadequate following distance, and inappropriate speed remain major contributing factors to truck crashes.
Inattention/distraction continues to be the most significant contributor to crash rates, accounting for 17.9 per cent of all major incidents in 2024. While these incidents have generally trended upward over recent years – most notably with a 75.2 per cent increase between 2022 and 2023 – there was a slight improvement in 2024, with the rate falling by 1.6 per cent to 25.0 incidents per 10,000 heavy vehicles. These crashes are predominantly single-vehicle events.
Geographically, inattention/ distraction crashes were underrepresented in major cities (30.7 per cent) relative to their overall crash share (42.9 per cent) but over-represented in outer regional areas (26.3 per cent). Articulated combinations had the highest inat
tention/distraction crash rate at 42.3 per 10,000 vehicles, particularly in outer regional areas.
Inadequate following distance was the second most common cause of major incidents in 2024, making up 9.2 per cent of all heavy vehicle crashes, with 80 per cent occurring in major cities.
Dr Jasmine Proud from Monash University’s Accident Research Centre explained, “These almost always involve another vehicle, often a car, emphasising the complexities of light and heavy vehicle interactions.
“We’ve also seen a decrease in the number of inappropriate speed-related incidents, which fell from 13.8 per cent in 2019 to 8.6 per cent of all losses in 2024. These in-
cidents are not confined to high-speed roads and reveal how a heavy vehicle’s high centre of gravity, load shift potential, and articulation reduces its stability, especially on curves.”
The data also indicated that inappropriate speed crashes are not confined to highspeed roads, with nearly onethird occurring in 60km/h zones and 17.1 per cent in areas with speed limits at or below 40km/h. Articulated combinations were found to have a particularly heightened risk, recording both higher and a greater proportional impact.
Regionally, inappropriate speed crashes are over-represented in inner and outer regional areas, where challenging road geometry and inconsistent speed environments may place greater demands on driver judgement.
NTI’s Chief Executive Officer Janelle Greene said the purpose of the NTARC report is to highlight opportunities where action can be taken to improve safety outcomes.
“Continuing to drive systemic and behavioural change remains central to reducing human factor-related incidents and improving safety for all road users. Encouragingly, a range of
In this year’s NTARC Major Incident Investigation report, data is further broken down at a state and territory level for the first time. The report revealed the following:
New South Wales
Heavy vehicle fleet in 2024: 110,478 heavy rigid vehicles, 28,049 articulated vehicles and 14,529 heavy buses.
Between 2019 and 2024, NSW recorded 1724 fatal crashes, of which 139 involved a heavy rigid vehicle, 153 involved an articulated vehicle and 39 involved a heavy bus.
Victoria
Heavy vehicle fleet in 2024: 94,582 heavy rigid vehicles, 34,927 articulated vehicles and 10,085 heavy buses.
Between 2019 and 2024, Victoria recorded 1426 fatal crashes, with 103 involving a heavy rigid vehicle, 110 an articulated vehicle and four a heavy bus.
Queensland
Heavy vehicle fleet in 2024: 85,324 heavy rigid vehicles, 26,958 articulated vehicles and 9699 heavy buses.
Between 2019 and 2024, Queensland recorded 1505 fatal crashes, of which 94 involved a heavy rigid vehicle, 150 involved an articulated vehicle and 19 involved a heavy bus.
Western Australia
Heavy vehicle fleet in 2024: 62,179 heavy rigid vehicles, 19,886 articulated vehicles and 7040 heavy buses.
Between 2019 and 2024, WA recorded 927 fatal crashes, with 76 involving a heavy rigid vehicle, 44 an articulated vehicle and 11 a heavy bus.
South Australia
Heavy vehicle fleet in 2024: 26,639 heavy rigid vehicles, 10,532 articulated vehicles and 3222 heavy buses.
Between 2019 and 2024, SA recorded 548 fatal crashes, with 23 involving a heavy rigid vehicle, 46 an articulated vehicle and 11 a heavy bus.
Tasmania
Heavy vehicle fleet in 2024: 10,869 heavy rigid vehicles, 2378 articulated vehicles and 1663 heavy buses.
Between 2019 and 2024, Tasmania recorded 198 fatal crashes, of which 18 involved a heavy rigid vehicle, 13 involved an articulated vehicle and two involved a heavy bus.
Northern Territory
Heavy vehicle fleet in 2024: 5080 heavy rigid vehicles, 1372 articulated vehicles and 900 heavy buses.
Between 2019 and 2024, NT recorded 209 fatal crashes, of which five involved a heavy rigid vehicle, 10 involved an articulated vehicle and five involved a heavy bus.
Australian Capital Territory
Heavy vehicle fleet in 2024: 1803 heavy rigid vehicles, 194 articulated vehicles and 622 heavy buses.
Between 2019 and 2024, ACT recorded 53 fatal crashes, of which only one involved an articulated vehicle.
industry-led and government-supported programs are already targeting these issues, from tailored education and awareness campaigns to resource packs, toolbox talks and workshops, through to policy and technology innovations,” Greene said.
“The research shows that heavy vehicle drivers have one of the most dangerous occupations in Australia. They face
high levels of unpredictability in the workplace, including road conditions, environmental factors, and load mass and geometry. In truck and car fatal crashes, heavy vehicles were not at fault in 85.7 per cent of cases.
“The report has deliberately been released during October as Safe Work Month. Heavy vehicle drivers deserve a safe work environment free from
the risk of death or serious injury. Industry and government are working together to make change, and the NTARC Partnership is committed to continuing to support heavy vehicle road safety research to better understand the unique hazards of the sector and how they can be appropriately managed to better protect the drivers that keep Australia moving.”
Truck sales slow, but outlook positive
ACCORDING to the latest sales figures, truck and van sales remain slow as we pass through the third-quarter mark of 2025 – compared to record sales in 2024.
Despite slowing sales though, it’s not all doom and gloom.
Chief Executive Officer of TIC, the peak industry body for truck manufacturers and importers into Australia, Tony McMullan, said, “While 2025 has seen a noticeable downturn in new truck and van sales, with just three months to go until year end, the industry is still on track for its third best sales year here in Australia.”
Heavy-duty truck segment
The latest Truck Industry Council (TIC) T-Mark sales figures for September 2025 show that the heavy-duty truck segment continued to perform poorly in quarter three – being the hardest hit in the 2025 sales downturn.
Looking at third quarter sales in isolation, the segment was down by 668 trucks compared to quarter three 2024. That’s a 16.3 per cent decline over heavy truck sales for the same three-month period last year.
the 2024 year-to-date result, a shortfall of 749 medium trucks when compared to sales for the first nine months of 2024.
For September alone, medium-duty truck sales stand at 508. Leading the charge is Isuzu with 254 vehicles sold, followed by Hino with 138 and then Fuso with 89.
Light-duty truck segment
three, down 11.8 percent, suggests that sales have steadied.
Across the year-to-date the picture is slightly better, with the segment down 17.8 per cent when compared to the first nine months of 2024. A total of 10,563 heavy-duty trucks have been sold in Australia to the end of September this year.
Kenworth has earned itself a solid lead, with 2497 heavies sold in this period. Volvo sits in second place with 1709 and Isuzu in third with 1687 heavy-duty trucks sold in the first nine months of the year.
McMullan explained, “The new heavy vehicle sales market was down 6.9 percent at the end of quarter one, dropping further to be down by 12.1 percent at the end of quarter two. Hence the slight improvement that we saw in the market yearto-date at the end of quarter
For September, the news was worse, with sales down over September 2024 by 20.2 percent (-309 trucks). The total heavy-duty trucks delivered in September 2025 was 1221. Kenworth topped that list with 316 vehicles sold, Volvo came in second place with 197 vehicles sold and in third spot was Isuzu with 163 trucks.
“Hopefully quarter two was the low point and that we will now witness stabilised, or increasing, sales for the last part of 2025 and into 2026.”
Medium-duty truck segment
The medium-duty segment also took quite a hit in September, down 28.4 percent compared with September 2024. That was 201 less medium-duty trucks sold for the month. The quarter three result was also poor for the medium sector, with just 1578 medium trucks delivered from July to September 2025, down 20.6 percent (-410 trucks) on the same three-month period in 2024. Year-to-date looks somewhat better for the segment with sales standing at 5276. This is down 12.4 per cent on
Sales in the light-duty space have been more resilient than in the larger truck segments. That’s been reflected again in quarter three 2025 sales, with 3691 light-duty trucks sold. It’s the second best third quarter result for the segment, behind the record 2022 quarter sales result of 4288 light trucks. This 2025 third quarter result was up 1.0 percent (27 trucks) over the same period last year. The month of September did not fair quite as well, down 3.3 percent (-44 trucks) over September 2024. Year-to-date, 9913 light-duty trucks have been sold to the end of September, down 8.4 percent over the same nine-month period in 2024 (-914 trucks).
Isuzu continues to top this space, with 660 trucks sold in September and 5205 year to date providing a very solid lead. That’s compared to Hino, with 239 vehicles sold in September and 1133 year date; and Fuso with 134 light-duty sales in September and 1353 year to date.
Cannon Logistics recently took delivery of four new Kenworths. Image: Brown and Hurley
700 XXL. Image: CMV Truck & Bus
Truck sales for September (TM) and year-to date (YTD) in the heavy-duty segment. Image: TIC
Devastated father makes emotional plea
ON the morning of Friday October 10, interstate truck driver Jason Essex was awoken to the news no parent should ever have to bear – that his 14-year-old daughter Willow Paige Gollan-Essex had been killed in a horror three-vehicle crash.
Willow had been travelling back home to Brunswick Heads from Mackay, in the passenger seat, with her 22-year-old sister Cassandra Louise Gollan-Essex behind the wheel, when they were involved in a three-vehicle collision, involving their Ma zda CX-5, a Toyota Hilux (driven by Cassandra’s partner Brayden Fowler) and a Volvo prime mover.
Willow tragically died at the scene, while Cassandra sustained minor injuries. Brayden was uninjured.
The 31-year-old truck driver from Park Ridge was also uninjured.
The incident occurred on the Bruce Highway at Apple Tree Creek in the Bundaberg region.
According to a statement from Queensland Police, “Initial investigations indicate that just before 2am, a Volvo prime mover truck was travelling northbound on the Bruce Highway when it collided with a White Mazda CX-5 and a White Toyota Hilux both travelling in the southbound direction.” The Forensic Crash Unit is now investigating what led
to the tragic accident.
Jason told Big Rigs of the moment his entire world came crashing down. “My baby girl, aged 14, was killed instantly,” he said.
“My two daughters and my son-in-law were travelling in two separate vehicles when they were struck by a truck.
“The driver gets a fine and I lose my daughter – a sister, a sister-in-law, a grandchild, that was the life of our world and she can’t come home because of the stupidity of our industry.
“I’ve seen this over and over again and until it happens to you and rips your life apart, you realise you have no power to do anything. We all look sideways.”
Jason said that Willow was a promising dance student, with the entire world ahead of her.
“Willow had just been selected into an elite level of dance class. She wanted to get into dance academy,” he said.
Speaking of the dangers he sees out on the road, Jason added, “Things really need to change and all of us need to stand together once and for all – or we’ll continue to watch our world crumble and we’ll see more and more drivers walking away.”
Jason said that in his 25 years of interstate truck driving, he has watched the industry diminish due to over regulation and government bureaucracy.
“As a long-term long-haul
South Australia, and so many like myself step into a truck cab on Sunday and don’t come back until the next Saturday, leaving our loved ones and our entire families behind – with our families only hoping and praying that we come back home safely.
“My wife doesn’t want me to go back to work in the truck and neither does my son but where we live there isn’t any other work in this area, so I have no choice.
“I used to love getting in the truck. I’ve always driven Kenworths – I went from the smaller trucks and moved up to the
bigger ones. Now I don’t want to do it anymore, I’ve come to try is horrendous.
“I myself, along with so many other drivers, have either come across one of these accidents or have had it happen to one of us. Our voices have been ignored by government officials and regulators. Too many companies sweep it under the rug – they pay the fine, replace the truck and put a new driver in the seat tomorrow, like it never happened.”
Through all the raw heartache, Jason told Big Rigs that he doesn’t want the loss of his beautiful daughter to be in vain.
He is calling on govern-
D ISRI SEATS
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510 Victoria Street, Wetherill Park NSW 2164 Ph. 02 9756 6199, email: isri@isri.com.au, www.isri.com.au
BRISBANE
ments and the National Heavy Vehicle Regulator (NHVR) to do more to help improve the safety of the industry and all road users.
“The whole industry needs a shake-up. We badly need to see changes in this industry and if the loss of my baby girl
Willow Paige is why, then her unfortunate and senseless death has a reason and a purpose,” Jason said. Investigators are appealing for anyone with further information or relevant footage of the incident to contact police.
Unit 2/13 Hinkler Ave, Rutherford NSW 2320 email: sales@hvss.com.au www.isri.com.au
Willow was a promising dance student with the whole world ahead of her.
Permit delays see operators ‘running hot’
A leading Melbourne heavy vehicle engineer says bigname PBS operators are running ‘hot’ along the Hume Highway every day to avoid hefty permit fees and costly processing delays.
Robert Smedley, Managing Director of Smedley’s Engineers, told Big Rigs they are flouting the laws because the rewards far outweigh the risks.
“In Victoria there is an issue with a lot of operators that are running hot, without permits, without Smart OBM, vehicles that don’t comply with the PBS permits that they’ve got,” alleges Smedley, based on his industry sources.
“Every single day of the week on the Hume Highway they are running up and down non-compliant to the conditions of their permit.
“And there are operators in Victoria that are running overweight because there is inadequate policing happening in Victoria.”
Victorian Transport Association (VTA) CEO Peter Anderson explained that there are over 150,000 heavy vehicle permits issued each year, Australia wide – with Victoria making up about 25-30 per cent of that total. That’s in stark comparison to the approximately 14,000 permits issued nationally back in 2012.
Why the huge increase?
“The industry has been lost in bureaucracy,” Anderson told Big Rigs. “The current process for getting a heavy vehicle permit is outrageous – it is a bureaucratic process put forward to diminish the productivity of the road freight industry.” Anderson continued, “The industry doesn’t want to break the law but sometimes operators have no choice, otherwise this country would come to a stop. I’m not defending the operators out there doing the wrong thing, but not everyone who breaks the law is a crook. Sometimes they’re given no alternative because customers need their goods.
“Bureaucrats are holding the industry back, they’re holding our country back and we’re saying this needs to stop!”
ample where an operator had a 20-ft container of glass to move from the port. “This operator couldn’t keep that
container at the wharf for more than a few days – it had to be moved. Whether it was him or another company, nobody would have been able to get a permit to move that load within the timeframe,” he said.
“It was just a container that weighed 20-tonne, but it was a high load. He got picked up and has been pinged because he hasn’t got a permit and it’s going to cost him $60,000.
“Now he has to go to court and defend himself. That’s just one example of the frustrations operators have with trying to get permits. They should be able to fill in a form but it’s the time factor. In this case, the operator had no choice but to get that load off the wharf. He couldn’t wait up to 28 days for a permit.
“This is just another example of bureaucrats gone crazy and not understanding what really needs to happen in this industry.”
According to Smedley, statistics show that drivers are only likely to get pulled over once in every seven years in the state – so many are choosing to take the risk.
“Victoria said their own statistics suggest once every 1.7 years, but if you actually look at the number of vehicles in Victoria and the number of inspections that they’re doing, statistically it’s more like every seven years.”
Smedley said when those defying the rules are caught in an intercept, the resulting fines are like a slap on the hand rather than a lasting deterrent.
He cited the case a few months back when a tipper operator running down into the port with grain was caught at 117-tonne on a B-triple that should have only been running 68-tonne on the permit.
“So, they’re 20-30-tonne overweight just to what the vehicle’s rated to, let alone what the permit said.
“You’ve got operators running hot left, right and centre without the compliance costs of telematics and Smart OBM and permit applications and what not, and they’re competing against the guys like the Don Watsons, the guys who
are big operators out there with a lot of equipment doing the wrong thing and they’re getting away with it.”
Smedley endorses the Na tional Heavy Vehicle Reg ulator’s inform and educate before enforcement policy, but for repeat offenders, he said the only way to curb that behaviour is through regula tion. “If someone is blatantly doing the wrong thing over and over again, they need to be wrapped over the knuckles, and it needs to hurt.”
Smedley said the operator caught overweight in the ex ample above only copped a $800 fine.
“So, on the odd chance you do get caught, you’re only copping an $800 fine, you just keep doing it because you’re making more money.”
In contrast, Smedley said the operator doing the right thing has spent a few thou sand dollars on PBS approvals and a few thousand on access permits as well.
“A typical one-man band, A-double operator has prob ably spent somewhere in the order of $5000 on his PBS approvals, then you’re going to have the telematics system on top of that, so a couple of grand a year on telematics compliance.
“Plus, the onboard scales upfront purchase, only for him to be pegged back 10-15 tonnes against the guy doing the wrong thing.
“So, the driver who is doing the wrong thing is making more profit because he’s cart ing more, and he’s also not paying thousands of dollars a year in compliance costs.”
Smedley said not only will this lead to more companies going under, but inevitably also to serious safety issues.
“You can guarantee if these guys are cutting corners on this sort of thing, they’re going to be cutting corners on safety and other compliance areas as well.”
Smedley said margins are so tight at present it’s only compounding the non-compliance issue more.
thing, we strongly encourage them to report this to our Heavy Vehicle Confidential Reporting line,” an NHVR spokesperson said.
THE INDUSTRY DOESN’T WANT TO BREAK THE LAW BUT SOMETIMES OPERATORS HAVE NO CHOICE, OTHERWISE THIS COUNTRY WOULD COME TO A STOP.”
PETER ANDERSON
“They’re undercutting the good guys and what we’re left with are the rogue operators – and we’re not just talking about one-man bands. There
“I know I’ll piss off the NHVR, and a few operators as well, but you have to actually be out there enforcing the rules in order to create a level playing field.
“It doesn’t even need to be a big heavy fine if it’s a first offence and not a safety-critical thing.”
When the NHVR was contacted for comment, it reiterated its stance on the importance of obtaining permits.
“The NHVR takes allegations of non-compliance seriously and if anyone knows of an operator doing the wrong
“Running outside permit conditions puts all road users at risk and undermines those operators doing the right thing. The NHVR’s dedicated compliance and enforcement teams plan and undertake compliance, monitoring and regulatory activities to assist and encourage industry to operate in a safe and compliant manner under the Heavy Vehicle National Law.”
Victoria Police echoed this stance, “While heavy vehicle permits are a matter for the National Heavy Vehicle Regulator (NHVR), Victoria Police does enforce the Heavy Vehicle National Law (HVNL),” a spokesperson told Big Rigs
Victoria Police’s Heavy Vehicle Unit is a specialised team that conducts on road enforcement as well as investigations of transport companies and other parties under the Chain of Responsibility provisions in the HVNL.
As the Victoria Police spokesperson explained, “The Heavy Vehicle Unit also includes a crime investigation unit which oversees ll chain of responsibility investigations involving heavy ehicles in fatal and serious
injury collisions. Victoria Police works closely with the NHVR to investigate and prosecute breaches of the HVNL, including permit non-compliance.”
For many in the industry however, Anderson says that obtaining the required permits is easier said than done.
“Keep trucks on the accredited roads, yes, but we’re being penalised because we’re 5cm too wide or 1 tonne overweight,” added Anderson. “And it then it could be a $60,000-$100,000 for breaching a permit – the fines are huge.
“Things like moving wind farms are organised a year ahead, but there are so many other types of freight that need to be recognised for the value they bring to the community and to allow people to do their job.
“When we talk about permits, it’s mind numbing from our perspective,” continued Anderson. “If you really want to protect a bridge, put weighin-motion sensors in place, so engineers can look at the data and get an accurate forecast of what’s being used on that bridge.
“Instead they choose to pick on one type of road operator –and that’s the ones who are the biggest. They don’t calculate the true net effect of all loads going over a bridge. You could
have two 60 tonne trucks and 2000 1.5 tonne cars going on that bridge, but they’ll only look at the trucks.” So what’s the solution? Anderson said promises for a national automated access system (NAAS) for heavy vehicles need to be followed through.
According to Austroads, the NAAS will support road managers, including road authorities, local government and third parties, to provide access decisions more efficiently.
However Anderson added that progress has been lacking. “It’s taken Austroads three to four years to get the first phase up. In the meantime, the industry is being held back.
“I know of an operator who was transporting classrooms. He closed that business because he just couldn’t get the permits on time and it all became too hard.
“If you didn’t have trucks, we wouldn’t have food to eat or clothes to wear. If we don’t start improving productivity, everything is going to cost more.”
An officer inspects a heavy vehicles’ trailers. Images: Victoria Police
The VTA says over 150,000 heavy vehicle permits are issued each year, Australia wide.
Victoria Police’s Heavy Vehicle Unit conducts on road enforcement and investigations into CoR provisions in the HVNL.
Peter Anderson is CEO of the Victorian Transport Association. Image: VTA
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EDITOR JAMES GRAHAM
fessions. Unpredictability, a crumbling road network, coupled with long hours and often extended periods away from home, are challenges drivers contend with daily.
The National Truck Accident Research Centre (NTARC) Major Incident Investigation Report 2025 report released this month looked at the major contributing factors to truck crashes; while noting that in truck and car fatal crashes, trucks were not at fault in 85.7 per cent of cases (see page 3).
Also in October, the Lights on the Hill Memorial weekend provided a chance to remember truck drivers who left for work and sadly never came home. For 2025, 70 new names were added to the wall. The convoy component involved 668 trucks, many sporting banners honouring loved ones (see pages 28-30).
Letter to the Editor
Adding flat racks to National Class 1 Notices, a no brainer
In response to: Heavy haulage legend calls for urgent permit reform
I have been involved in this industry for compliance for well over a decade. Anyone who actually knows about this information will be sitting and laughing at how the NHVR pass it to DTP (Department of Transport and Planning in Victoria) and DTP pass it to NHVR.
Firstly, DTP’s bridge assessments comments for not charging bridge assessments is irrelevant to the issue in this story.
Doolan’s are talking about running under the National Class 1 Notice and this notice simply is for a single item (indivisible load). It does not allow for oversize containers and as a flat rack is a load in itself and the load is also being carried, then it is no longer an indivisible load. The easiest way to fix this is to allow a Class 1 to have a flat rack to be included as an indivisible item.
If you start looking at additional items you will get people stacking general freight and other items. Whilst the law is clear on multiple items being carried (no longer than 19m from front of truck to rear of load, no heavier than
GML 42t and certain other things like the additional item cannot be wider or higher than the indivisible item – a simple change to the regs for an indivisible item that includes a flat rack only with a load would easily solve this.
The NHVR can’t simply change a Gazette for a condition without the road manager’s approval BUT it would not be hard to allow these flat racks to operate under the National Gazette – for up to 30m long, up to 5m high and up to 5m wide – to operate in the Victorian Gazetted OSOM roads already approved for the same exact set up carrying a dozer without the flat rack.
This would be the easiest and best measure, you may not get it across the other states but what a good start to at least add this exemption for flat racks to the Victorian part of the National Gazette – It’s a no brainer, no risk as again any complying low loader as Doolan stated can use the same network – higher, wider and longer – with a single (indivisible item). Let’s just add flat racks as the only exemption to the rule rather than having to apply for costly and timely delays for a Class 3 Permit, all because the working in the law states it is not a Class 1 anymore.
Doolan’s as a business knows these rules about flat racks and whilst the law does not allow a flat rack with a load to operate under the Class 1 Gazette, it does not excuse companies to simply ignore the law.
The issue here is that there are oversized operators who decide not to operate without a permit, who miss out on the job whilst others may decide to flout the law and simply take the job.
This is an issue that is rife across the heavy vehicle in dustry, The risk of being caught out, and if I am a busi ness who does get caught, I put my hand up and take my medicine, otherwise we are just encouraging opera tors who do the right thing to start questioning if they should change their ways and do what Doolan’s got caught doing.
I can see all sides here and their reasons, but I will reit erate that we need Victoria DTP to simply add an exemption to the Class 1 Gazette allowing flat racks with the indivisible item inside being carried to be exempt and treated as an indivisible item.
To be clear, don’t do it for out of gauge shipping containers and other containers that are enclosed, as industry
often grabs something like this and twists it to work around the law. A good first stage would be to allow flat rack containers with a single large indivisible item to be exempt and classed as a
indivisible item allowed to operate under the Victorian Schedule of the National Class 1 Load Carrying Vehicle Dimension Gazette only. This would be a good start and low risk as we are not
asking for mass exemptions yet, just allow the dimension for a flat rack that has no impact on infrastructure to start with.
John
NHVR officers run the ruler over a big load during a recent intercept. Image: Doolan’s Heavy Haulage
IN BRIEF
Proposed charge increase
Industry consultation is now open for a proposed 6 per cent increase to heavy vehicle charges for 2026–27.
Back at the August 2025 Infrastructure and Transport Ministers’ Meeting (ITMM), ministers supported a preferred 6 per cent increase and directed the National Transport Commission to undertake public consultation on the proposed increase.
A consultation paper has now been released by NTC, with industry invited to share their feedback on the proposed increases at ntc. gov.au/project/heavy-vehicle-charges-2026-27.
Submissions close on Friday, December 12, 2025.
Pacific Motorway works
There will be lane closures and reduced speed limits over the next five months on the Pacific Motorway, south of Maclean – between Shark Creek and Lees Drain.
Work began on October 13 and will be carried out from 7am to 6pm (weekdays only)
For the first six weeks a contraflow traffic arrangement is in place, running 24/7, with a reduced speed limit of 80km/h. The remaining three months of work will have a single lane closure with a speed reduction of 60km/h.
$37.5m to seal roads
The NSW Government has committed $37.5 million to upgrade over 470 kilometres of state-managed roads across the regions.
Transport for NSW is undertaking a 10-month spray sealing program, which targets over 20 state road corridors from Broken Hill to Byron Bay and as far south as Eden.
Advanced technology applies a protective layer of hot bitumen and aggregate that waterproofs roads against heavy rain damage while providing superior grip in all weather conditions – extending road life by up to 10 years. This funding is in addition to the $155 million pothole and road repair blitz on state roads across regional NSW. The spray sealing program kicked off last month and will run through to June 2026.
FWR opens second site
FWR Australia has expanded operations with the opening of a second manufacturing facility in Queensland.
FWR’s main 12,000 sq/m facility in Larapinta has the capacity to build over 500 trailers a year – complete with cutting-edge equipment.
The new Wacol facility will be a dedicated site for producing FWR’s smaller product lines including tag trailers, dog trailers and more.
“This expansion allows our flagship Larapinta facility to focus entirely on heavy haulage trailers, maximising efficiency and increasing capacity across both operations. The result will be faster turnaround times, greater production capability and the flexibility to take on more complex builds,” said FWR.
1700 extra trucks during rail closure
BY DANIELLE GULLACI
A major construction industry supplier says an upcoming 45-day shutdown of the Shepparton rail line will have a major impact on how it goes about moving its freight.
Heidelberg Materials Australia will need to make approximately 1700 truck trips – up to 40 trucks for each day the rail line is closed. The company revealed that each train carries the equivalent of about 30 trucks.
The Shepparton Line will be closed from Wednesday October 31 to Sunday December 14, while work to c mission and test the line’s n place.
Crews will carry out signalling construction along the line, including cabling and installing trackside signalling equipment between Seymour and Shepparton.
Works will also include safety testing of new infrastructure along the 87-kilometre stretch of rail line, driver training, and the complex commissioning work needed to bring the new system into operation and enable trains to safely operate more often.
As the work taking place during the disruption involves rail signals, it can only safely take place when trains aren’t running.
shutdown. “We will make around 1700 truck trips to replace approximately 58 cancelled rail services during this period,” said a company spokesperson, adding that they will work to minimise the impacts on the community, road users and customers during this period.
“We strongly encourage early collaboration and engagement to help reduce f uture impacts, ensuring essential rail occupations are a ligned with user needs to achieve the best outcome for all.”
However Victorian Transport Association (VTA) CEO, Peter Anderson, said the shutdown is necessary. “Closing a rail line down to improve signalling and make sure it’s safe is what you have
Misuse of indicators as
THE Australian Trucking Association (ATA) is urging motorists not to rely on a truck’s flashing right indicator as a signal that it’s safe to overtake – and asking truck drivers to stop using their indicator lights like this, because of the potential for confusion.
ATA Chair Mark Parry spoke about the dangers in a series of recent radio interviews.
“There have been incidents where motorists have assumed that a blinking right hand turn signal on a truck meant that it was safe to overtake, only to find that the truck driver was pulling out to go around an obstacle or was about to turn,” Parry said.
“In addition to being dangerously ambiguous, using your turn lights to show that it’s safe to overtake is illegal.
“Under the road rules, you should only use your direc-
to do to make sure you don’t have a rail accident.
“It’s about rail safety, it’s about road safety and making sure this work, which is part of the regional rail upgrade, is done as quickly as possible.”
With additional trucks running along the Hume as a result of the rail closure, Anderson is imploring all road users to do the right thing.
“There will be more pressure on roads and more bottlenecks so we need to make sure people are aware, that they’re safe on the road and most importantly that truck drivers are driving safely on the road,” added Anderson.
“What we would implore local residents to do is to report bad behaviour. If they
tion indicators when you’re required or as part of the vehicle’s hazard warning lights,” he said.
Parry added that motorists should only overtake trucks if they had a clear view of any
see a truck driver not doing the right thing, we want to know about that and ensure the industry is not being brought down by people who disobey the law.”
The Department of Transport and Planning (DOT) said it works closely with freight operators and V/Line, to find ways to limit disruptions and ensure planned works are communicated in advance to help give as much notice as possible during these times.
DOT told Big Rigs it began notifying freight operators of these upgrades in April, July and August.
“We will continue to work with them [freight operators] to manage the impact of these critical upgrades.”
an overtaking signal
Any more than two blinks would mean you were turning or pulling out. As far as I’ve experienced, in my driving career, that always worked; and there were no complaints, and no incidents.” As Bate continued, “The trouble nowadays is that there are so many people not used to our ‘Aussie’ ways; and there are too many people in such an almighty hurry; that they don’t bother to check for themselves. Good drivers would accept the indication from the truck driver that he was aware they want to pass; but would always check for themselves.”
see it was safe.
When the story was shared online, Big Rigs readers weighed in.
Online, Roy Bate wrote, “Back in the 60s and 70s,
before the use of CB-radios, it was always an understood ‘Aussie’ thing that two blinks of the right indicator meant ‘okay to go’, and two blinks of the left indicator meant ‘don’t go’. Only two blinks, no more.
While Chris Hetherington commented, “I’ve had to take evasive actions when some muppet overtakes me when I’m turning!” Dion Chandler added, “There’s s significant difference between a couple of f lashes, and continuous indication.”
Safety upgrades on key Queensland freight route
S AFETY upgrades will soon begin along the notorious 60-kilometre stretch of the Warrego Highway, between Toowoomba and Dalby. It’s one of Queensland’s important freight corridors, seeing up to 15,000 vehicles a day – and unfortunately has a poor crash history.
Delivered under the Targeted Road Safety Program, the project will involve
a range of cost-effective, high-impact safety improvements. These include road widening, flattening road edges, new signage and line marking, removal of some roadside hazards and the installation of dedicated turn lanes at Speed Road near Oakey.
The design was completed in September, with construction to commence in
late 2025 and continue into 2026.
Minister for Transport and Main Roads Brent Mickelberg said safety upgrades to major regional transport networks are a priority. “Our focus is on making our roads more reliable, efficient and safe to get you home sooner,” he said.
“For too long, regional Queenslanders have been
forgotten. We are delivering key safety upgrades to keep our regions moving.
“This project is a critical step toward a safer, more efficient Warrego Highway, one of the key transport corridors in our national network.”
Member for Condamine Pat Weir welcomed the investment, adding, “The
Highway is more
than just a road – it’s a freight lifeline for Queensland to the west,” he said.
“From grain and cattle to cotton and machinery, this highway carries the heartbeat of our region.
“Not only that, but we also have locals and travellers on that road every day. These upgrades will make it safer and more efficient for everyone who relies on it.”
Warrego
The Shepparton Line will be closed to install, commission and test the line’s new signalling system. Image: Victoria’s Big Build
It’s a wrap on TMC 2025
The Australian Trucking Association’s two-day Technical Maintenance Conference brought plenty of ideas to the surface for the transport industry
BY GEOFF CROCKETT
SUPERCARS, brakes, heavy vehicle laws, employment chal lenges and the details behind updated design standards for LED lighting were just a few of the topics tackled on day one of the Australian Truck ing Association’s Technical Maintenance Conference at the Melbourne Showgrounds on October 14 and 15.
The 2025 conference venue represented a change for the event, moving away from its previous location at the Kan gan Institute in Docklands.
ATA Chairman Mark Par ry opened the proceedings by thanking the Kangan team for their previous support, be fore highlighting the benefits of the more spacious show ground site and its capacity to handle the 32 conference and workshop sessions incorporat ed into the two-day event.
For the ATA the day includ ed the release of its Technical Advisory Procedure for Low Voltage Electrical Wiring and Lamps, and the sharing of access to the SBS Inclusion program for workplaces, as part of the Association’s Inroads program.
For attendees, the Victoria Pavillion was the centre of activity with more than 30 exhibitors showcasing the latest in technology, parts and transport systems, and three break-out areas operating all day offering a mix of theoretical and practical sessions on topics ranging from smart suspension choices for safer more productive fleets to truck law reform and automation.
Parry said the wide ranging program would capture key issues facing the industry, including the need for higher productivity truck and trailer combinations.
The setting of new design standards and the desire for a more harmonious approach to the technical and human elements of the transport task was a consistent theme during the day.
A session on the changes to Australian Design Regulations and the installation of low voltage lighting on trucks and trailers served as a reminder of best practice when it comes to the correct installation and protection of cabling and connections for LED lighting. It also highlighted the challenges faced by trailer builders and fleet operators trying to marry different systems from different eras to a mix of 12V and 24V prime mover power sources, whilst attempting to meet the needs of changing, and often conflicting design standards and laws.
The mixed voltage outputs of prime movers and the effect it can have on the CAN and EBS braking system set-ups for trailers was raised in a later session where Air Brake System’s Service Support manager Shane Pendergast turned
the spotlight on some of the key challenges facing operators when it comes to brake wear and safety.
Pendergast highlighted the need for a better understanding of the importance of brake harmonisation across trailer combinations and a more collaborative and consistent approach to EBS brake system approvals from the engineers charged with certifying systems as roadworthy.
The challenge of finding staff to meet the demand for industry positions, ranging from driving to logistics and office-based roles, was the focus of two sessions – one talking about training and Gen Z workers, and the other opening the door to the potential of hiring neurodivergent talent and adopting a workplace culture that would make these employees feel welcome and valued every day. A key take out of the sessions was the need to personalise approaches to Gen Z and neurodivergent talent and ensure they have a thorough understanding of “why” their role is important within an organisation and what part it plays in the bigger picture.
With Heavy Vehicle National Law reforms currently before the Queensland Parliament for consideration, the session on regulatory change was particularly timely.
Trucksafe’s Glyn Castanelli reminded the room that under the new laws all operators will be required to have a documented safety management system in place for their fleets, be it one truck or 100.
National Transport Commission’s Scott Britton took attendees through proposed changes to height and length regulations in the new laws and some of the technical
challenges these would present, including the need to upgrade braking systems on trailers built at new lengths.
While there are a raft of conditions to work through as part of the legislative process, key elements under discussion include an increase in prescriptive length limits from 19m to 20m and, further down the track, increases in height limits from 4.3m to 4.6m.
Away from the technical talks, and coincidently in the wake of the Bathurst weekend, truck driver and industry advocate Casuarina (CJ) Smith entertained the crowd by hosting a panel session around the challenges of transporting Supercar race teams around the country and the highly specialised trailers and processes required behind the scenes to bring the events to life.
Day two of the conference included the release of a new Technical Advisory Procedure for Certified Load Restraint Systems with Timothy Brown, NHVR’s Senior Policy Advisor, Safety and Productivity, sharing some of the challenges faced by roadside staff tasked with monitoring the safety of curtain systems.
The importance of curtain labelling, the right number of straps for the weight of the load, and the positioning of loads to have minimal gaps to the curtain’s edge and between pallets were among the key takeouts of this session.
The last session of the afternoon, centred around “Issues and opportunities with PBS” drew a strong crowd with certification and perceived inconsistency around state rules and costly permit systems attracting the most attention.
There are 29,299 PBS combinations approved.
FLAPPERS, cloches and dropped waist dresses were par for the course at the San Remo Ball Room in Melbourne on October 15 as the Australian Trucking Association celebrated its annual awards.
The night’s host, comedian Peter Rowsthorn (think Brett from Kath & Kim) kept proceedings on track while the sounds of the double bass leading the smooth jazz tunes matched the room’s stunning chandeliers and captured the f un of a bygone era.
The evening marked the end of the two-day 2025 Technical Maintenance Conference held at the Melbourne Showgrounds, and offered the chance to shine a spotlight on those doing great work in the industry.
Four judges, former ATA Chair David Smith, Castrol Australia Commercial Manager Vanda Power, PAACAR Australia Technical Sales Manager Trevor Dickson and NHVR Senior Safety and Compliance Officer Kirstie Matthews had the unenviable task of narrowing down the field to pick three winners on the night.
The Awards up for grabs were the National Training and Excellence Award, The Craig Roseneder Award for Technical Maintenance and Excellence and the Castrol Industry Achievement Award.
Three finalists were named in the training category – Divall’s Earthmoving and Bulk Haulage from Goulburn, Pilbara Heavy Haulage Girls Group from Wonthella, Western Australia, and Stef’s Transport
from Millicent in South Australia. The win went to Divall’s.
Accepting the award on behalf of the company, training manager Matt Ralph thanked his team.
“I’d like to acknowledge our workshops, our transport departments and training staff. We have a lot of dedicated mentors. We’re totally focused on our training goals and we think it’s the future of the industry,” Ralph said.
The finalists for the Craig Roseneder Award for Technical and Maintenance Excellence Award were Chris Montgomery from CMV Truck and Bus, Derrimut, Victoria, Scott Gardiner from Australia Post Group, Chullora, NSW and Thomas Kenny from Multiquip, Oran Park, NSW.
Gardiner took the win in recognition of his more than 30 years of work in the Australian transport industry that has seen him rise from the workshop floor to his current role as National Fleet and Equipment Policy, Regulatory Compliance and Reporting Manager for StarTrack a nd Australia Post.
An excited Gardiner was surprised by his win.
“Couple of call outs here – Judy, my wife, who’s come down from Sydney to take the take the punt.
The last thing I won was $14 on Powerball, So, thanks. And just the support from the business on the nomination. Super excited to have one of our senior leaders here tonight, and so very appreciative of you taking the time and doing it. So, thank you, everybody.”
Introducing the Industry Achievement Award Castrol’s Vanda Power said it was created to celebrate outstanding technical innovation within the Australian Trucking Association and to recognise individuals or teams who have developed and implemented pioneering techniques, systems or practices that enhance safety and productivity and efficiency.
“The individual we honour tonight has made contributions that extend beyond their own organisation, sharing their work for the advancement of the wider industry,” Power said.
“So, ladies and gentlemen, it is with great pleasure that I announce the recipient of this year’s Castrol industry Achievement Award as Christopher Loose.”
A humble Loose, a “retired” engineer who consults with the ATA, was quick to share the glory of his win with all those who have supported him.
“I’d have to say that one thing about my success is to be honest, on a good day, I knew something. On a typical day, I knew who to call, and if I didn’t know who to call, I knew who to call, who knew who to call,” he said.
Loose also said now might be the time for him to truly retire.
In his final words on the night Australian Trucking Association Chair Mark Parry reminded the crowd that next year’s ATA Trucking Australia conference was already being planned for June with Hamilton Island as the chosen venue for the event.
Australian Trucking Association chair Mark Parry opening the 2025 Technical Maintenance Conference. Images: Prime Creative
Heavy vehicle engineer Chris Loose, Australia Post National Fleet manager Scott Gardiner and Divall’s Heavy Haulage training manager Matt Ralph.
‘High standards’ indeed
Through hard work and countless hours, the owner of this 40-year-old Ford Louisville LTL has transformed it into his dream truck.
BY GRAHAM HARSANT
BASED in Ipswich, Queensland, Marcus Post purchased his prized 1985 Ford Louisville LTL 10 years ago.
The words ‘High Standards’ are proudly painted on the bonnet. Just one look at this LTL tells the passing punter that these words indeed aptly describe the truck, which is worthy of more discussion.
Speaking with Marcus, the discussion quickly leads to the realisation that high standards apply not only to the truck but to Marcus and his entire family. The esteem in which this young man holds his parents, John and Belinda, is nothing short of heart-warming.
“Mum and dad bought the truck back around 2011, before I even had my licence. They wanted to work it but dad already had his truck and he didn’t want to jump out of that to drive this. He tried to put drivers in but no-one really wanted to know. So many people with so little taste, I say,” said Marcus.
“I didn’t even have my car learners then but I said to Mum and Dad that if they kept it, I would eventually buy it off them and would work it for them. And that’s what has happened – and I’m keeping the dream alive.
“It was originally very bare; just plain white with no pretty bits on it. I’ve spent a lot of money and time on her, having done pretty much everything to it. Just recently I got it spray-painted and airbrushed.”
Reflecting on what the truck was like to where it is now, Marcus explained, “It originally had a 40-inch Freightliner low-line bunk with a crawl-through. As soon as you climbed through that hole that was it, you were in bed – there was nowhere to stand up to change or anything. I didn’t even have bunk air-conditioning back then; all I had was the bunk door and a little Supercheap fan.
“I had a fridge between the seats and that was it. It was getting a bit hard because I was doing a lot of interstate.
“Dad rang me one day and asked if a Peterbilt 63-inch bunk would fit on the back of it and I said no. I thought he was pulling my leg. But he went ahead and bought it anyway, sent me pictures and
1200mm and put airliner suspension under it – it had Hendrickson walking beam before. I’d said to Dad that if I ever did anything I’d pull the suspension out, because it was very rough on the back and not practical, so we put airbags under it. It’s still a bit rough because the cab is hard mounted to the chassis rails but nowhere near as bad as it used to be. We also took two leaf springs out of the front end to make it sit a bit lower and toughen up the look.”
From that cramped old bunk Marcus now has all the mod cons: TV, fridge, Travel Buddy oven, air-con – and room to move!
He has put his imprint on just about everything – except the Spider rims. “I’ve had a few people message me saying to put 10 studs under it but I couldn’t do that to the look of it. Spiders look great.”
Mechanically the LTL has also had a few upgrades, with the original 3406B CAT replaced with a Detroit Series 60 DDEC III. The 15-speed gearbox was also replaced with an 18-speed Roadranger. “I loved that 15-speed,” said Marcus, “but I needed to bring the revs down. Fuel prices!”
The Detroit is rated at 470hp – plenty for the job of hauling a single flatbed with mainly steel, plus some general, running Brisbane to Melbourne,
history.
“That was done by Lucky Caleb from Brisbane. He airbrushed Dad’s truck 16 or 17 years ago. We got in contact with him – he is now retired – but we asked if he would come out of retirement and do my truck because I loved his style.
“On the back wall we have a couple of pictures of trucks that mum and dad had back in the 1990s when I was a kid and then an airbrushed picture of Dad’s and my brother’s trucks with my truck in the middle. ‘Looking Forward Looking Back’ is the name – I just thought it was all fitting. I used to sit on Dad’s knee in that Kenworth and steer it going up the Hume.
A s well as Dad and John’s LTS pictured, there are also a couple of Kenworths. “Yeah, we have three – not that we really care about them,” laughed Marcus, possibly risking life and limb at a truck show where 90 per cent of the trucks attending were of that revered brand.
“Yes, there are two Kenworths on there and a Mack, but they are on the outer edge so we can always delete them. Besides, we like to stand out from the crowd. There was a time when these ruled the road. There was a reason Ford wouldn’t sell Daimler the Louisville name and it’s kept them special.”
Standing beside me, looking at his mural on the LTL, Marcus commented – as much to himself as me, “I have always looked up to Dad, he’s always been my idol. So I’ve been more than happy to go in with him and continue the family tradition.
“I wouldn’t be where I am without Mum and Dad and I thought it [the mural] was a fitting tribute. Dad, he’s helped me to do everything to my truck. We worked well as a team. My youngest brother,
Josh, he helped as well. We are a close family.”
John and Belinda Post had a logging business in Tasmania until regulations pulled the rug out from beneath them. No work and a family to feed necessitated a move to the mainland, namely Ipswich, in 1994. They tried going home a couple of times in the interim with little success and are now entrenched in the sunshine state, although a map of Tassie sits proudly on the truck.
John sits behind the wheel of his 1989 Louisville LTS, aptly named ‘Chained to the Wheel’, while Belinda drives the computer and keeps the company afloat. “Someone has to organise the next job,” she said.
With five trucks – and John, Marcus and his younger brother Brad behind the wheels, the other two trucks have been sitting idle because of a shortage of drivers.
“It’s a perennial problem, finding drivers you can trust who are going to look after your trucks. Some just don’t recognise how much work and sweat, blood and tears go into buying the gear,” said Belinda. “You’re building up your name and then you put a driver in, they don’t represent you the way you’d like and that can ruin your business overnight.”
John continued, “We are fortunate we have our own work and we trust those that work with us,” – referring to the business they occasionally contract out. “It is a ll prime contract work and that means you get a reasonable quid. All our customers are very loyal to us, so we are very lucky.”
John’s Louisville is an ex Finemore truck with well
only hauls single trailers. “We’re not interested in B-doubles; there’s a quid that can still be made out of singles. With flat tops it is specialised freight because not a lot of people do them anymore,” said John. “So I have someone who can tarp, but can’t make a bed!” retorts Belinda.
Like Marcus, John’s mural’s centrepiece is the Louisville. But while they love their trucks, it is plain to see that this family love and respect
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Where every truck tells a story
For this renowned family operator, the latest addition to the fleet – its 400th Kenworth – is a culmination of decades of hard work, across three generations.
BY DANIELLE GULLACI
IT was back in 1978 that hard-working farmers and brothers Peter and Angus Wickham planted the seed for what has become one of Queensland’s largest family owned and operated transport businesses. They did that with the purchase of their first Kenworth, used to transport potatoes from the family farm to the markets.
Though the Wickham Freight Lines business didn’t officially begin until much later in 1992.
A ll these years on, Wickham Freight Lines has remained loyal to the Kenworth brand.
Today, the business is run by Peter’s sons-in-law Graham Keogh and Darren Eather, who are the company’s directors, running a fleet of around 230 trucks – with almost all of them being Kenworths.
Around 70 per cent of the company’s work is refrigerated freight. Wickham’s easily recognisable red and white Kenworths can be seen running up and down Australia’s east coast – and more recently into Western Australia too, with the expansion of its freight services.
Earlier this month, Wickham Freight Lines marked a huge milestone with the delivery of its 400th Kenworth truck, a T909 delivered by long-time supplier Brown and Hurley, while also celebrating the opening of a special new office building dedicated to Cheryl Wickham and her extraordinary leadership.
Big Rigs was at the celebratory event on Friday October 3.
Wickham Freight Lines has become the first family-owned business in Australia to have purchased 400 Kenworths. And the special new T909 is one of many milestone Ken worth trucks to join the com pany’s fleet.
wasn’t always smooth sailing,
as the business overcame hurdles to grow into what it is today. “It hasn’t all been easy. There’s been a lot of heartache, and it’s through determination, and the quality of Graham and the kids, and Darren. They’ve never done anything unless they’ve done it properly.
So that’s why we’re here today, that’s why the building’s here –and I am so proud of it.”
Back in 1986, Wickham
sold by Brown and Hurley –and that agreement has continued on for almost 40 years.
W hile Peter and Angus handled the transport side of the business, Peter’s wife Cheryl Wickham became the back-
WHAT EXCITES ME MOST NOW IS SEEING OUR
bone of the company, handling a ll of the administration and operational office duties.
It’s a legacy that was passed on to her daughter Donna Keogh, another family member who has been instrumental in the company’s continued growth and success.
To celebrate this exceptional leadership, the new administration building has been named the Cheryl Wickham Building. Its sign is actually written in Cheryl’s very own handwriting.
Donna and Graham’s children Thomasin Roberts and Rohan Keogh represent the third generation to join the family business.
Throughout their childhood, while their father Graham was on the road as a truck driver, their mother Donna worked in the office. “Rohan and I grew up from a young age being with dad in the truck, getting photos on the steps of a Kenworth,” said Thomasin. “It’s incredible what they did together as a team.”
Thomasin was lucky enough to witness the exceptional female leadership at Wickham Freight Lines through her mother and her grandmother – who have created a lasting legacy.
At the recent celebratory event, hosted inside the new Cheryl Wickham Building,
Thomasin reflected on the contribution made by two generations of hardworking women.
Speaking of her much-loved grandmother, Thomasin said, “We hope by naming this building after her, that her legacy and the legacy of strong women and leadership is celebrated and never forgotten at Wickham Freight Lines.
“In our family, we are so proud to have placed a lot of emphasis on strong female leadership being a key to our foundation and family ethos and growth. It’s not uncommon to hear around our table in our household, while the men do the business, the ladies make sure that the business actually happens!
“And that was Cheryl. She made sure that every single thing happened – also while raising four children and over the years, guiding another 14 grandchildren. The business success and growth was always a priority for her and without her and her dedication for the business, it would not be in the place where we are now.”
Thomasin also spoke fondly of her mother Donna. “I a lso have to pay homage to another incredible and strong leader who has bought most of our 400 Kenworth trucks – and that’s my mum, Donna. Mum has very much continued Cheryl’s legacy and has helped build Wickham Freight Lines,” Thomasin said.
“She started building systems and leading our payroll and finance team when we had an employee base of around 20. And through her time, that’s expanded to a team of over 400 people. That in itself is incredible.
“Donna is an amazing woman. Donna is tenacious, she’s humble, she’s consistent and above all, she is extremely fair. I feel very privileged to have worked with Cheryl as a young child and Donna closely when I joined the business almost nine years ago now.
“I’m so proud to have been cut from the same cloth and it’s a joy to have worked with both of you and it’s a joy to be a part of this – and to be here today to celebrate the women in our family and in our business as we take a step into the future and into growth.”
Standing in the new building that bears her name, Cheryl said she was filled
with pride,
This new T909 is the 400th Kenworth to be purchased by Wickham Freight Lines. Truck images: Brown and Hurley something special.
Wickham Freight Lines is the first family-owned business in Australia to have purchased 400 Kenworths.
gratitude and a very deep sense of honour. “This building stands here today because of the hard work, the sweat, the sacrifice of so many people,” she said. “I never expected to be recognised in this way. To have the Cheryl Wickham Building at the gatehouse is an honour I will treasure for the rest of my life.
“First and foremost, I want to thank my family, Donna and Graham, Kerri-Ann and Hayden, Darren and their families. My working family and to all our loyal employees, some of whom have been here by our side through every twist and turn, thank you. You are part of my family too. You have stood by me through long days, longer nights, through seasons of joy, through heartbreak and hardship. I will never forget it. I am forever grateful.”
Cheryl’s journey with Wickham Freight Lines started in 1965. “I was just 20 years old when I joined the family in the high mountain country above Killarney. Parents, Merv and Francie, and brothers, Angus and Peter, were dairymen and potato growers. I had grown up on a dairy farm myself, so I was already no stranger to hard work. I milked cows alongside Merv, while Angus and Peter worked on the land, clearing the ground to grow potatoes,” she recalled.
Back in those days, Cheryl revealed potato harvesting was back-breaking work. The season lasted just three months. Potatoes were picked by hand and placed into 50-kilogram bags.
“Then Angus arrived home one day with a second-hand international body truck, so we could haul our own produce to the markets, as the local transport was not reliable. Every night he would drive the truck load to Brisbane, and every morning we would be back in the fields, digging and bagging, preparing for the next load. That was our life –work, grit and determination.
“Year by year we grew, but then came January the 24th, 1974, the cyclone tore through the Rocklea markets and destroyed every potato-packing shed. It could have been the end of us, but instead it became a turning point. Not long after that event, Coles approached us and asked if
we would supply potatoes to them full-time. And here we are, 51 years later, still proudly supplying Coles,” Cheryl continued.
“This is resilience. That is faith. That is family. I remember the day Angus brought home a brand new, shiny, yellow UD prime mover. We all had to go and touch it. It was a big thing. Before long, it was a Kenworth, and that was the start of our long partnership with Brown and Hurley.”
By the 1980s, Cheryl said they had a “rainbow fleet of trucks under different names”.
Then in the 1990s, they officially formed Wickham Freight Lines, and chose red and white as their colours.
“Angus was the front man of Wickham Freight Lines. He was a trucking icon. But when
into the strong and respected company it is today. I am so proud of you.
“But what excites me most now is seeing our grandchildren working in Wickham Freight Lines and in Wickham Farms. Their energy, their resilience, their determination gives me such confidence that the future is in safe hands. I am deeply proud of the strong and resilient business that Wickham Freight Lines has become over the past 25 years. This is not just a company, it’s a legacy of love, hard work and
and the spirit carried into the future, fills my heart with joy. I could not be prouder. To my family, to our employees and to every single person who has walked this journey with us, from our humble beginnings in the potato field to the powerhouse on the highways, I thank you from the bottom of my heart.”
For Donna, she began working at Wickham Freight Lines not long before she and Graham were engaged to marry. Starting out in the
Wickham family members and employees were joined at the special event by key suppliers, including representatives from PACCAR, Kenworth, Cummins and Brown and Hurley.
When Wickham Co-Director Darren Eather took to the stage, he added, “The biggest thing to acknowledge is all the people here in the room. Everybody that’s worked with us over the last decades and contributed to the business that it is today. We couldn’t
big thanks to each and every one of you who work with us every day.
Wickham Co-Director Graham Keogh added, “I’d also like to personally thank Jim Hurley for his guidance and support through the years. And also to Kenworth and all the team at Brown and Hurley at Kyogle. When you deal with Brown and Hurley at Kyogle, it’s all about the customer. That’s the value that we share.”
Jim Hurley then proudly took to the stage to officially hand the keys of the 400th Kenworth to Wickham Freight Lines.
“I’ve been involved since the early days of the partnership,” he said. “My first recollection of Peter, he called in to inspect an S2 Kenworth we had in stock, which was painted two-tone green and said to go ahead with the deal.”
Jim also spoke of what sparked the 40-year-old deal between the businesses.
“In 1986, with Brown and Hurley 40 years in business and our 1000th Kenworth, we painted up in our company colours at the time with an 8v92DT, the first of the electronic engines. It was featured in the Sydney Truck Show, which Angus and I attended. ‘I’ll buy that, he said’ and later that night committed to buy every 1000th that we sold. A tradition that has continued with the 19,000th Kenworth being delivered earlier this year.”
On the second weekend of October, the 400th Kenworth also headed to Mount Panorama for the Bathurst 1000, where it participated in the Kenworth parade around the mountain, ahead of the
weekend. Image: Wickham Freight Lines
Dynamic duo drives logistics powerhouse
From humble beginnings with an empty warehouse and a single old reach stacker, South Western Logistics has quickly grown into one of Sydney’s busiest container hubs.
BY JAMES GRAHAM
THE 20,000 square metre depot in Sydney’s south-west hums with activity as Big Rigs reels off our story shots, the clock ticking louder than usu al in our ears.
Four of South Western Lo gistics’ eight A-doubles are al ready lined up on the 10,000 square metres of hardstand as two giant reach stackers deftly pluck 40-foot empty contain ers from the geometric towers onto the trailers.
The truckies are anxious to get moving again, because here, in container logistics, the rule is brutally simple – from the moment a container lands in the yard to the second it leaves, every movement is mea sured in dollars and minutes.
“It’s all about your trip densi ty in port logistics,” says South Western Logistics Managing Director Luke Mullins, who’s standing alongside Depot Manager Andrew Littlewood as they watch an expert reach stacker driver – “we have the best in Sydney” – ease another 40-footer in place.
“It’s all about how much freight that one driver is mov ing, so the more freight you can tow, the more efficient you’ll be.”
South Western Logistics was clocking between 70-100 slots a day between its imports and exports, but when its it had just switched back to 24-hour operations for the first time since the frenetic Covid boom of 2020-2022 and that volume was expected to quick ly double.
“We’ve just been awarded a big contract,” reveals Luke. “I can’t mention who that is for, but it will mean an extra 400500 containers a month.”
“With some of the new cus tomers coming on board in the next two or three weeks, that will move us up to 2500-3000 containers a month pretty quickly.”
It’s been a remarkable rise to the top for the container sector’s dynamic duo since the company first opened for business in 2019 with little more than a vision of Prestons becoming the next major container hub in the city.
A lthough born into a family steeped in a road freight transport history, Luke never set out a long a trucking road.
He was working in construction in his late teens when his developer dad told him to go and get his builder’s licence because he had big plans to build logistics warehouses around Sydney and Australia.
“I was working through the day doing carpentry and concreting, and doing my construction management degree at night,” recalled Luke who just turned 30 earlier this month.
By 2017, while also running his own projects for the building company he worked for, he took over the build at South Western Logistics’ site
on Yarrunga Street in Prestons because the builders originally tasked with the role were taking too long.
Two years later – and burnt out by the frenetic work schedule – Luke took the full-time plunge into his current role, kicking off operations with an empty 8000 square metre warehouse and little more than an old 2004 reach stacker, a rented forklift and a giant blank slab of concrete.
The only time he gave himself before starting the role was the two weeks he took to get his truck, forklift and reach stacker licences in readiness for what lay ahead.
“So, I went door-knocking down at Mainfreight and I established a relationship with them. When the bushfires kicked off back in 2019 a lot of their trucks couldn’t distribute out from their depots into the regions so they needed an overflow solution quickly.
“They grew me from near zero pallets into a couple of thousand.”
Then it was just a case of cold-calling and more door knocking, up to 20-30 prospecting calls a day chasing new clients, often while buzzing around the yard himself on the forklift.
“I would just be telling everyone there was a new depot starting in Prestons. I didn’t even have any trucks at that point.
“I was still in high-vis three years deep into the company. I needed to be hands on, doing it all.”
Although operating on a much smaller scale than he is today, Luke said he took that initial transition from construction to logistics in his stride. “I get freight. I’m a very systemised, processed person and that’s what freight is.
“Construction and logistics are also similar, from docu-
mentation, to the process of it going down to your operators and flowing downstream to your drivers.
“You just pick it up – what the end goal is, how you get there and what the most efficient way is to get there.
“When there’s a lot of money on the line, there’s no real room for error.”
Continued page 20
Managing Director Luke Mullins, 30, has built the busy logistics hub from the ground up in just six years. Images: Prime Creative Media
Andrew Littlewood says he’s learnt more in the last five years at South Western Logistics than he did in all his other roles.
The formidable duo is proud of what they’ve built at South Western Logistics in such a short time. The driver expertly plucks another empty container from the huge stack.
Luke directs the reach stacker driver to help Big Rigs set up the story shots.
New trucks mark start of company’s boom
From page 18
THE biggest turning point for South Western Logistics came early in 2020, soon after the company’s first two trucks arrived through the gate.
“They were parked in the warehouse for the first two weeks, then everything just boomed,” recalled Luke, who was just 24 at the time.
By June he had six trucks and a month later he was “all in” with a further 14 on order over the next two years from Scania, still Luke’s main sup plier today.
Andrew arrived through the gates soon after, thinking the role would be a nice, quiet change of pace after the com parative “bedlam” of running operations for TNT and Toll with 120 staff answering to him.
“I thought I could cruise for a while, then it exploded with Covid,” Andrew said.
“And now, here we are five years later. We’re at 27 prime movers, 78 trailers, eight A-doubles, seven side-loaders and three reach stackers.
“With the growth explosion, we also had to build a structure here, from scratch. We had to put together a customer service team, a biosecurity team, accounts, operations, fleet maintenance, allocators, the whole bit. We had to get bums on seats very quickly.”
Luke and Andrew were also writing HR policies and safety procedures as well as the vehicle compliance piece on the fly, from scratch, all the while juggling an increasingly busy workload that soon evolved into a 24/7 operation.
By early 2023, however, the boom was over. By March that year, Luke said the volumes fuelled by the massive spike in online shopping came “crashing down”.
They cut the night shift, but costs were still climbing through the roof.
“Including drivers and forkies, we were at a total of 70 staff so we had to rewrite the book again and cut right back,” Andrew recalled.
“It was just as hard to go down the hill as it was to go up it.”
All the while, Luke was doing his level best to hold his ground on rates but he’d lost nearly 50 per cent of his work overnight.
As the pressure built, by the Wednesday of the same week, he was already negotiating a bank loan to buy more trucks.
“I back myself and I love this industry – and I knew this was just a point in time,” said Luke, who hit the phones again himself to re-
build the client base.
“Sometimes if you don’t take the opportunity on offer, you don’t get that other chance for a while. We had to restructure, and I had to listen to the economy and my customers.
“They wanted reduced rates, so I had to work out how we were going to be more efficient in what we’re doing operationally.
“So, from that point on I was able to systemise and automate data creating long lasting efficiencies which we are still developing further.”
It’s all about providing “boutique” serviceability at competitive rates – that’s what sets South Western Logistics apart from its rivals, said Luke whose customer base includes a major supermarket and suppliers of a wide range of consumables and high demand commodities.
“If you’re a customer and you want to speak to Andrew Littlewood or Luke Mullins, you’ll get them on the phone, you don’t have to go through a 1800 number or offshore in the Philippines,” Andrew added.
“Our customers are our bread and butter and that is our focus – looking after them and servicing them to the best of our ability. We’ve had customers leave for cheaper rates, but they often come back knocking on the door because they [others] just can’t do it the way we do.”
Andrew is also proud of the fact the company is able to provide an end-to-end boutique service through the various licences it now holds,
from Border Force, customs and quarantine inspections, HACCP food accreditations, export licences, and on-site fumigations.
“We do everything here on site and have pretty much every licence you can imagine.
“Every answer to every customer is, ‘yes, we can’.”
Much of the company’s success is also anchored in the unique relationship between Luke and his veteran depot manager.
Their complementary skills – Luke’s innovative drive and Andrew’s strategic experience – create a powerful combination.
“He’s made a massive, massive difference – he saved my life,” admits Luke.
“He’s like a father figure to me and we’ve got a very close and very good relationship.
“Whatever I’ve said I want to push, and when I’ve said we’re going this way forward, he’s always been right on board.”
For Andrew, 56, the role has also allowed him to grow in ways he never thought possible when he first walked through the gate.
“I’ve probably learnt more in five years here than I did in all my other roles because you’re involved in everything, and no two days are ever the same.
“It’s been extremely challenging [at times] but very rewarding.”
As for the next stage of major growth spurt for South Western Logistics, Luke is taking a pragmatic approach after the hard-won lessons he’s learned over the last six years.
He and his father are already eyeing another 20,00030,000 square metre site in Sydney’s west on farmland that he’ll again oversee the build on.
But any expansion must always be strategic and balanced by keeping a firm grip on costs, said Luke.
More trucks running, doesn’t always mean profitability, after all.
“Each period of growth has its own restraints and restrictions and you need to do things differently, from your
truck drivers to your route planning because often your customer base changes as well.
“It’s about evolving with that revenue to ensure that your profit is still increasing as well.
“You need everyone on board in the business with
growth because if they still want to do things the old way, that’s where you’re going to get inefficiencies and that’s where you lose money.”
When he hits capacity again at around 2500-3000 containers a month, Luke says it’ll be time to recalibrate again.
“I need to read the state of
play as to where my staff are at operationally and where the sales are at, what’s in the pipeline, and how quickly the economy and all the DCs are taking in their containers.
“So, it’s really a bit of a jigsaw in terms of how I see it – you just have to be able to read the play.”
From the depot floor to monitoring what’s happening in the office, Luke is always looking for ways to keep the freight moving as efficiently as possible.
Luke’s state-of-the-art facility at Prestons is less than 30 minutes from the wharf.
Andrew’s strategic experience and Luke’s innovative drive make a powerful combination.
The A-doubles line up ready for the reach stacker to load them up with empty containers.
South Western Logistics now has eight A-doubles working double shifts.
Driving their region into the future
For close to 60 years, NEAL has serviced the needs of its region, across many fields – recently expanding into the realm of transport and logistics.
BY DANIELLE GULLACI
REMOTE, isolated and largely untouched, North East Arnhem Land is located on Yolngu country, in Northern Territory’s Top End.
Based in Nhulunbuy, North East Arnhem Land Aboriginal Corporation (NEAL) is owned and operated by the area’s traditional landowners, the Yolngu people.
From humble beginnings as the Yirrkala Brickworks in 1968, which produced the bricks used to build the Gove District Hospital, NEAL now has 11 different divisions, employing approximately 120 people.
The name was changed to NEAL in 2021, when it became a corporation.
It has grown into one of the largest Aboriginal corporations in Australia in terms of both assets and revenue, with 26 traditional landowners being members and 10 serving on the board of directors. All proceeds from its various divisions – including everything from environmental services, landscaping, arboriculture and grounds maintenance to panel and paintwork, workshop services, bus services, hire cars and now freight – go back into North East Arnhem Land’s homelands and communities.
CEO Damien Djerrkura said, “As part of our five-year strategy to diversify and expand the corporation, the establishment of our Freight and Logistics department plays a critical role in ensuring longterm sustainability. This strategic initiative has been developed in direct response to the anticipated closure of the major mining operation in Gove within the next three years.
“By investing in freight and logistics, we are proactively positioning the corporation to adapt to changing economic conditions, while continuing to deliver essential services, create employment opportunities, and provide lasting benefits to our communities.”
As Chief Operating Officer Chris Putland revealed, “We were already doing our internal freight and logistics and now we’ve gone wider. We need to ensure our community’s freight needs are being serviced. We do that ourselves internally to cater to our own needs, while also supplying and servicing other businesses.”
Since launching NEAL Freight & Logistics as a subsidiary on July 1, 2025 and offering its freight services to other customers, it’s been in high demand. Already, about 70 per cent of the work carried out is for external customers.
NEAL Freight & Logistics operates a fleet of three Kenworth T909 prime movers, and an Isuzu heavy rigid –along with another Isuzu on the way.
The trailer fleet includes skels, curtain-siders and dollies, with refrigerated trailers being the next step, when
the work demands it. Chris says he has a preference for the older, heavier trailers, that are more heavy-duty.
“The new-age stuff can be very light-weight so we prefer the older, more sturdy trailers for what we need.”
NEAL’s three truck drivers traverse the approximately 1000-kilometre route between Darwin on the Northern Territory’s west coast to Nhulunbuy on the Gove Peninsula, a long Central Arnhem Road.
“It takes three days to make that journey. They’ll leave on a Friday and typically get there on Sunday afternoon – travelling at a median average speed of about 30km/h,” said Chris.
“Central Arnhem Road is the backbone of our community.
It’s very isolated and can be closed for anywhere from three to seven months, as was the case recently. During the wet season, it deteriorates the dirt track, leaving gullies and major holes in the roads, so trucks can’t pass through. You even get buffaloes in those holes that fill with water.
“When the road closes, the community’s reliance goes back to the barges, which are primarily operated by Sea Swift. We have a good working relationship with Sea Swift and work hand in hand with them when we can, as they’re a great local company and serve our region well.”
NEAL Freight & Logistics transports all manner of general freight. For its own departments, this includes tyres, car parts, paints, mechanical equipment and fertiliser. And for its customers, there’s a lot
of furniture, building and construction materials such as roof trusses, lengths of steel and pipe, earthmoving equipment, and vehicles.
“Our service sees that all communities and homelands have their needs and wants met in terms of freight – consistently, on time and at good value,” said Chris. “In doing that, we’re also helping to build the Territory. When there is a major build or construction, we try and work with them so everything flows as it should. It’s hard work in the Territory when you’re so isolated, so if you’re not getting those materials through on time, it comes at a cost to the project. Freight needs to be flowing at all times, including the machinery they need to keep the job going.
“Freight is a necessity to keep homelands functioning and keep traditional landowners on country.”
Each of NEAL’s truck drivers are highly skilled – and they have to be. Two of its drivers originated from Gove, and another – Phillip Taylor – has
tackled the treacherous run for the past four dry seasons, before coming across to the company this year.
“Our drivers need a particular skillset,” said Chris. “They need to be bush mechanics on the go, because there is no help if you break down – you need to be able to fend for yourself. And there are no roadhouses or toilets on the way. It can be a real goat track at times. It is two lanes so you might have passing traffic coming the other way when you’re pulling triples.”
At times, these drivers are also first responders. “They’ll often come across rollovers or crashes from people who are unfamiliar with the road. Our drivers are expected to stop and help out if they see anyone who’s been in an accident. They all have satellite phones and first aid kits.”
Chris added that the recent $355 million government commitment to long term upgrades along Central Arnhem Road will also go a long way to future-proofing the region
– with $280 million from the Australian Government and $75 million from the Northern Territory Government. The upgrades will include sealing, reconstruction, widening and flood immunity improvements.
“NEAL is a forever company and we’re trying to ensure we can keep profits on country, while at the same time ensuring the security and sustainability of our region,” said Chris.
“As a corporation, we needed to have assurity ourselves
that what we needed was catered to and a big part of that is freight and it needs to be regular, trusted and costed properly.
“Our board of directors wanted to see NEAL Freight & Logistics happen. Their wants and needs flow through our corporation. In the future, there’s a concern that we may not be as connected as what we currently are. So a big part of that was a freight company that ensures our people are getting what they need in their communities weekly.”
NEAL Freight & Logistics has three Kenworth T909s and an Isuzu heavy rigid. Images: NEAL Aboriginal Corporation
NEAL employs around 120 people across its 11 different divisions.
NEAL’s board of directors.
NEAL is one of the largest Aboriginal corporations in Australia.
The prime movers are used to carry all manner of freight between Darwin and the Gove Peninsula. Image: Phillip Taylor
Phillip Taylor is one of three truck drivers working at NEAL Freight and Logistics. Image: Phillip Taylor
Riverina operator goes with the grain
This eye-catching T659 doesn’t just look the part. Rated to 130 tonne, it’s tackling the hard yards too, pulling up to three trailers.
BY DAVID VILE
WITH the grain season about to crank into gear once again, owner-operator
Michael Domjahn had taken a break from his harvest preparations to display his 2024 Kenworth T659 at the Weethalle Truck Show in late August.
The short trip across to Weethalle from his hometown of Goolgowi, New South Wales, was a rewarding one, with the striking blue and silver Kenworth taking home the coveted Truck of the Show honours.
Operating under the banner of MD Trucking, Michael has two T659s in his fleet with both units towing tipper sets deployed on bulk grain and fertiliser haulage.
Nick-named ‘Swan Song’ and having just ticked over 100,000 kilometres, Michael has specced the Kenworth to meet the requirements of his operation. “My other T659 is a 2018 model, and it is rated to 113 tonne. I bought this one out of Inland Truck Centre in Wagga and it has been rated to 130 tonne,” he explained.
“It has the Cummins X15 set to 600 horsepower and an 18-speed Road Ranger – I am about to take delivery of a new set of tippers for this season as well.”
With an eye on the future, Michael reckons the dollars invested in his trucks and trailers have set him up to see him through. “I have a bit of a longterm plan – I will be 65 in 10 years’ time and I wanted to get a truck that will last – the other one has clocked over a million kays and if you treat them right they will serve you well, so this will see me through. I am also looking at the new trailers being a 10-year set as well,” he continued.
Originally from Queensland, Michael did not follow a family member into road transport, but growing up on a farm, he was soon exposed to all things with wheels big and small.
As he explained, “I was always a bit of a truck nut growing up, there was no family background but, on the farm, back in the late 70s the neighbours had old Austins and Leylands. I was steering them once my feet could reach the
pedals. Any time I could drive one of them I would. I was 24 when I went to work for Darren Eyers, who had Statewide General Transport.”
Michael soon got a wealth of experience in hauling a variety of freight covering a large part of the country, driving everything from an International S-Line to a Kenworth T900. “We carted a lot of structural steel to some of the big projects such as the gas plant in Darwin and the Phosphate Hill mine and would backload just about anything. I don’t think there is anything I haven’t carted! We would take a load of structural steel to Darwin, run back down and out to the Tanami Desert and load scrap cars back to Brisbane.”
As Michael continued, “One of the best trucks I drove was a 1994 T900 with a long wheelbase, and Cat 525 on a six-rod, there wasn’t a better truck you could have had to drive to Darwin.”
Moving into bulk haulage, Michael also made the transition from a driver, to being in charge of his own destiny, with the purchase of a Freightliner. “I had always wanted my own and I had a
big season on the sorghum, which tipped the balance for me. I had saved up a few dollars so bought a Freightliner truck and dog out of Gladstone. Over time it wasn’t big enough, so I traded that up to a Kenworth SAR with a Cat C15. It was a great little truck. I had to rebuild the motor twice, but I hauled triples with it, it really worked to make a dollar.”
Following the harvest season south each year from 2009, Michael made the move down to the Riverina around eight years ago. “The trucking here is better as the country is flatter. I grew up at Boonah so whenever I had to go west I had to get up over the range!”
The T659 has been kitted out with a variety of accessories such as an auto-greaser to help keep the Kenworth in fine fettle, whilst on the inside maximising driver comfort has also been a priority given the hours that will be spent on the road when harvest kicks off. “We will head off at harvest up the top of New South Wales and work our way down. With the cooler weather we have had, the season might go a bit longer so we are looking at being away for two to three months, so it has been
fitted out with an icepack, inverter with fridge, microwave and television as well.”
The silver and blue paint scheme set the T659 apart from the other trucks on display at Weethalle, with the design somewhat a throwback to Michael’s days at Statewide. “I sat at home with the pencils and worked it out. I stole the lines a bit. Statewide doesn’t exist anymore but their design was white with a red stripe. I thought I would take the stripe design and make it blue on a white truck. But then I thought everyone has a white truck with a blue stripe on it and I wanted something a bit different, so I went for the silver to set the blue against it. It was done in Wagga by the Inland dealer’s painter – he was really good to work with.”
The trip over to Weethalle was a family affair with Michael’s wife Sharon and daughters Chloe and Elizabeth making the trip and heading home with the spoils, “Usually we are pretty busy this time of the year. I reckon about seven years ago was the last time we were here. This year we have had enough time to clean the truck up and get over here with it and it has been a great day.”
Hard at it: The twin MD Trucking T659s out on the job.
With a 130-tonne rating, the T659 can handle three trailers with no problems.
Michael Domjahn with his trusty Kenworth.
To the winners go the spoils: Michael, Sharon, Chloe and Elizabeth Domjahn with the Truck of the Show sash and trophy at Weethalle.
‘Swan Song’ – This MD Trucking T659 went home a winner. Images: David Vile
• Eaton Reman Transmission
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Change gears with confidence with a remanufactured gearbox bundle from Eaton.
The bundle includes an Eaton reman transmission, an Eaton clutch installation kit and 20 litres of fully synthetic Eaton-approved engine oil. As a bonus, customers will also receive a pair of Meritor brake drums to suit their application.
SHELL Rimula has partnered with Big Rigs in a big way – so there are even more reasons to send in your best truck shots. Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card. Keep an eye out for our regular posts on the Big Rigs Facebook page, calling for your best truck photos and add yours in
the comments, or email them direct to danielle.gullaci@ primecreative.com.au for your chance to win the main prize. Don’t forget to include a brief note about the truck and where the photo was taken. We’ll feature some of the best photos in each print edition of Big Rigs, with one winner announced each month. Keep those amazing truck pics coming!
Scott Jacob snapped this great shot near Mount Isa, while travelling from Brisbane to Darwin.
Tony Meyers shared this pic of the K200 he drives for Menz Freight, carting general freight from Wagga Wagga.
Gail Ritchie heads out of Perth and back to Adelaide, doing two-up with her husband.
Gareth Findley snapped this great pic while pulled up for the night in Dirranbandi, Queensland.Josh Rigney snapped this great sunset shot at Roma, Queensland.
Brock Gladman shared this photo of Burkinshaw Transport’s T909 and T900.
Matthew Klitscher shared this stunner of his truck that won the Shiny Chrome Trophy at the recent Balaklava Truck and Ute Show.
An early morning sunrise pic from Tom Charlton on the Pacific Highway.
Dennis Mckenna snapped this great pic on the Toowoomba bypass, heading to Melbourne.
A great shot from Jamie Haines of these two Kenworths, side by side.
Mark Driffield with another load of fly ash for a concrete plant. Dylan Long takes in the sunset at Wilcannia, NSW.
Heartfelt tributes at Lights on the Hill
A time to reflect and celebrate the lives of truckies lost, the Lights on the Hill weekend once again brought the trucking community together.
BY DANIELLE GULLACI
HELD in October each year, the Lights on the Hill weekend has become one of the most important dates on the trucking calendar.
The weekend combined a memorial convoy and truck show at Gatton Showgrounds on Saturday October 4, followed by a touching memorial ceremony at the Lights on the Hill Memorial Wall at Lake Apex Park in Gatton.
This year another 70 names of drivers were added to the wall.
A total of 668 trucks participated in the convoy, which followed two routes – with trucks departing from either Brown and Hurley in Toowoomba or Carole Park in Brisbane and making their way to the Gatton Showgrounds. The honour of being Lead Truck for the Toowoomba leg went to Susan Radke in D’Arcy Transport’s Kenworth T909 and for the Brisbane leg, Lachlan Stevenson from Kings Haulage Group led the charge in a Kenworth T610 SAR.
Both Lead Trucks were chosen after being picked out of a draw that included all the trucks who had pre-registered.
While slightly down on 2024’s 732 trucks for the convoy, Lights on the Hill secretary Juanita Johnston said, “We did have a lot of trucks that usually come but were away for work, however this year we had a lot more foot traffic. There were a lot more younger people there too.”
Many trucks in the convoy displayed banners dedicated to loved ones who have passed away – and for those unable to participate in the convoy but still wanting to pay tribute to a loved one, there was the opportunity for drivers/operators to “adopt a banner” and proudly display it on their rig.
For the first time, Juanita joined the convoy from the Brisbane departure point, helping to coordinate all of the trucks as they arrived at the Gatton Showgrounds.
Throughout the day, visitors were treated to live entertainment from Billy Bridge and Bec Le Nye, Jodie Ellis, Kerry Kennedy and Double Barrel, Travis Sinclair, Josie, Hayley Jensen, and Jeremey Turner.
An auction was also held, raising over $25,000 which will go towards the Memorial Wall’s upkeep, as well as towards the next annual event. The highest value item to go under the hammer was a custom-made bar, donated by Bulk Transport Equipment (BTE). It was made to look like the back of a trailer and was a popular auction item, selling for $6000.
Juanita said the funds raised will be used for some planned works at the wall, including expanding the available space for name plaques. “We’re extending the space for names to ensure it continues into the fu-
ture, for when we’re no longer around.”
Then on Sunday October 5, it was a much more sombre affair, as the most important part of the weekend took place, the touching 2025 Lights on the Hill Memorial Service.
The names of the 70 drivers added to the wall for 2025 were read out, with the opportunity for friends and family to lay flowers and wreaths at the wall.
Doves were then released, followed by the bagpipes playing as those in attendance took part in 1 minute silence in honour of those who have passed.
The ceremony concluded with trucks blowing their horns.
“One of our volunteers, Rick Noble, passed away on convoy
family’s support, his name was added to the wall this year. His wife Carol released one of the doves,” explained Juanita.
“Darren Nolan’s name was placed on the wall this year, so one of the Nolan family members, Sandy Nolan, released another dove.
“And Donna Daffurn also released a dove. Her father’s name was added to the wall in 2017, and it’s been 50 years since he passed away.”
Along with organising the annual Lights on the Hill weekend, the committee are also in the process of putting together a new book. The first edition was released in 2008, with the decision made to re-
lease an entirely new edition in celebration of the 20th anniversary last year.
“All of the names on the wall will be in the new edition –there are now well over 1000 names on the Memorial Wall,” Juanita said, inviting anyone who has a story about a loved one whose name is on the wall to get in touch if they’d like to include their story in the book (including their transport history and a photo). This can be submitted to lightsonthehill@ live.com.au. Additionally, anyone who has a loved one’s story in the first volume of the book is invited to get in touch if they would like to make updates.
Continued page 30
Names added to the Lights on the Hill Memorial Wall in 2025
Peter James ANDREWS “Tiny” or “HG”
Donald BRETT “Don”
Danny CARR
Christopher CARSAS “Chris”
Raymond ‘Ray’ Douglas CARSBURG “Darkie”
Shaun Patrick CRONIN “Chucky”
David John CROSS “Crossy”
Evan Campbell DARBY
Michael DARLINGTON “Mick”
Paul DARLINGTON “Darlo”
Clyde Joseph DAVIS “Man”
Gordon Peter DEAN “Flash”
Raymond John DENNIS “Huck”
Michael Edward DOWNES “Mick”
Robert John DUGGAN
John Charles ECKHARDT
Kathleen Dawn ELLEM
Rudolph FING “Rudy”
Mervin David FLESSER “Swervin”
John David FRAZER-ALLEN “Jaffa”
Michael John GARDINER “Mick”
Ian John GIBSON “Gibbo”
Ross William GREEN “Greeny”
James Alexander GUNTHER “Jamesy”
Robin Beaumont HAY “Rob”
Raymond John HEFFLER
Geoffrey William HODGSON “Geoff”
Leonard William JAENKE “Lenny”
Victor Roy JOHNSON
John KELLY “Jack”
Thomas KETTLE “Tom”
Jack Fredrick KINGS “Jacko”
David John KURRLE
Keith LYNN
Clive James MARTIN
Denis Allan MAYES “Cane Toad”
Raymond ‘George’ Maxwell MCNEE “Bulldog Mac”
Ricky Thomas MITCHELL “Jaffa”
Lionel Peter MURPHY “Papa Smurf”
Peter MURPHY “Murph”
Rick Vincent NOBLE “Rick”
Darren Raymond NOLAN “Dazzy” or “Bucky”
Kevin John NORRIS “Chucky”
Kenneth Noel PERCY “KP”
Trevor John PERREM “Kaboom”
David Thomas REYNOLDS “Dave”
Kevin ROGERS “Kev”
Alan George ROSS “Al”
Dayel George RUTTER
Aron John RYAN “AJ”
Rosetta Dorothy RYAN “Rose”
Raymond John SARAH “Dad”
Brent James SCHICKER “Schick”
Selwyn Neale SCHLOSS “Chook”
Geoffrey Francis SCHNITZERLING “Snitzy”
Dennis James SMITH “Recker”
John Errol SMITH “Smithy”
Trevor Thomas STOKES “Snow”
Daniel STUART “Black Man”
Stanley THACKERAY “Slim”
Donald Keith THIELE “Boof”
Leo Anthony THOW
Peter Thomas TOOHILL “P.T.T”
Robert Edward VAN DAMME “Bob”
Bruce Douglas VIERITZ
Wayne Thomas WAITE “Bull”
Allan WANLESS “Roy”
Donald John WEBER “Don”
Phillip Edward WHITLOCK “Phil”
Robert John WILLIAMSON “Robbo”
Lights on the Hill volunteer Rick Noble passed away on convoy day two years ago. His wife Carol released one of the doves at the service. Image: Dusk Angel Photography
At NTI we’ve always been successful in finding new ways to keep our customers truckin’, shippin’ and diggin’.
With specialist insurance and roadside assistance products designed to protect Australian businesses and families, NTI is the specialist our customers can count on in their time of need.
Fantastic turn-out of shined-up rigs
From page 28
THERE were a number of truck show trophies presented during the Lights on the Hill weekend, with the evening culminating in a spectacular
2025 Lights on the Hill
Best
Truck Show winners
On the Saturday, the evening ended with a fireworks display. Image: Shutter Shock Photography
Mackay’s Furniture Transport adds a pop of pink. Image: Ray Lawrence Photography The convoy had 668 trucks take part. Image: Ray Lawrence Photography
Trucks travelled to Gatton Showgrounds from two departure points. Image: Ray Lawrence Photography
Scott Roadways vintage Mack. Image: Ray Lawrence Photography
A sea of Kenworths rolling along in the convoy. Image: Ray Lawrence Photography
The award for Best Rigid went to Gordonbrook Sands. Image: Dusk Angel Photography
They ‘Boort’ some of the best
BY GRAHAM HARSANT
WITH a population of around 940 people, you would be forgiven for not knowing of the township of Boort in Victoria’s Mallee region. Indeed it’s possible more truckie types know Boort’s local sign writer and highly regarded truck scroller, Heath Saunders.
A born and bred local, Heath grew up attending the town’s 137-year-old Agricultural & Pastoral Society’s annual show – one of the oldest of its type in Australia.
“My grandfather had a machinery dealership here
years ago and used to display all his stuff here. We a lways loved it. It was basically down on its knees so I thought, let’s do a truck show in conjunction with it and hopefully revitalise this town institution,” he said.
“I must say I have got some great clients who’ve supported me through thick and thin, so I rang them up and asked if they’d be interested in doing a bit of a truck show.
The first year – five years back – we had 70 trucks, which I thought was a good number.”
Fast forward to 2025 and over 150 trucks attended the Boort Truck Show – and
the Agricultural & Pastoral Society event is bigger than ever. Many of the trucks bore Heath’s scrollwork and signage, so he excused himself from judging, bringing in three independents. In a departure from the norm, there is no entry fee for the trucks who go out of their way to attend. Not only that but the numbers they are given go into a hat and donated prizes are passed out after the award ceremony. We’re talking nine Engle fridge/ freezers, a Milwaukee drill set, Nitro driving lights and lots more good gear. The trophies themselves are
also “good/different”, to borrow a line from Aldi. They were all metal Yeti insulated stubby holders, and each contained an Ampol fuel card for $200 or more.
Categories are kept to a minimum with a ‘Top Ten Trucks’ instead of the usual brand/age/etc divisions often seen at truck shows. In addition, ribbons were distributed to the winning trucks before the awards were actually announced, which ensured that the winners were all ‘Johnnyon-the-spot’ to receive their Yetis and that proceedings were done and dusted in no time. Great idea, Heath!
“We don’t have a lot of sections. We have the Top 10 which I think is one of our best ideas. They are in no particular order. It puts everybody a bit more on a level playing field.
“I like to believe that the show is not a ‘Clean Competition’. If a truck has character and it looks cool then it deserves to be in the top 10. I organise the whole lot, I run it and if someone has an issue they can come and see me. It’s not vying for sheep stations.”
The winner of Best in Show receives his Yeti along with $1000 cash and this year it went to Sam Freeman of Freemans Transport out of Ballarat with his Kenworth T909. On the road for only two months, Sam’s truck has been two years in the build with the Klos boys doing a sterling job. The signage and scroll work deserves high praise as well, done of course by Heath Saunders.
A modest Sam said, “I’d just like to thank the Boort Truck Show for today. It is good to win but I certainly didn’t expect it. As a fleet owner I like our trucks to look good and present well on the road, but there are a lot of exceptional trucks here.
“Today shows that there is a lot of pride in the industry. It gives young people coming into the business the inspiration to see what they
Boort’s chief cook and bottle washer, Heath Saunders. Images: Graham Harsant
Sam Freeman (left) celebrates his Truck of the Show win.
A different (and useful) type of trophy. The fuel card inside was welcome as well.
can achieve in the transport game. I like to think that equipment like this gives them an incentive.”
Chooka and Jake turned up to Boort with Chooka’s classic 1989 Series II Mack Superliner. Originally one of Paul Constantino’s trucks, it went via Graham Lund who carted potatoes at Thorpdale to Steve Tyquin, where Chooka drove it for 10 years before purchasing it from him.
Enter Jake, who happens to be Chooka’s son and gained his skills working for the renowned Frank Christie of Peterbilt fame. Jake got to work on the old girl with help from Thackers of Bendigo to stretch it over three feet and added a KW 60 inch bunk, along with a whole lot more.
Then Parsons Smash Repairs of Castlemaine painted it and Phil Deuce did the lines
and the scroll work.
“It was pretty much a full strip down. We repainted the chassis, fixed a few little things plus a bit of engine work. Lots of shiny trinkets and bits and pieces made it our own.”
The truck has kept its original Super Dog moniker and Chooka’s wife puts a bowtie and top hat on the dog ornament whenever it goes to shows.
Boort Truck Show is definitely a must-see event, combining a great atmosphere, heaps of other things to do once you’ve viewed all the trucks, and a great layout on the footy field. “It’s like herding cats,” said Heath. “Some like to line up, others create organised chaos in the middle.”
The result is a great truck show with an equally great feel.
Sam Freeman’s winning Kenworth T909.
Warieoo Farms T909 looks the goods.
Building a smarter transport network
AUSTRALIA’S transport sector is evolving fast. Fleet operators, infrastructure owners, and logistics providers are under pressure to improve safety, efficiency, and service reliability while managing complex supply chains and a shrinking talent pool. The question for many is how to modernise without disrupting critical operations.
Forward-thinking organisations like Transurban and Western Sydney International Airport are answering that challenge with Workday, a single AI-powered platform that unifies finance, HR, planning, and spend management to give transport leaders real-time insight, trusted data, and the agility to make faster, smarter decisions.
A platform built for scale and complexity
When Transurban expanded across Australia and North America, it needed a cloudbased system that could scale with growth and unify its people and finance data. Legacy systems could not provide the agility or insight required to manage a large, asset-intensive business.
By choosing Workday, Transurban brought multiple business functions onto one platform, reducing manual reporting, improving workforce visibility, and creating a stronger foundation for decision-making. Today, Workday supports Transurban’s finance and people teams across regions, helping align strategic planning with day-to-day operations.
For Western Sydney International Airport (Nancy-Bird Walton), Workday offered a different advantage: speed and flexibility from the ground up. As a new organisation building for long-term sustainability, WSI wanted modern systems that could grow with it. Workday was selected to deploy finance, HR, planning, and sourcing solutions in record time, helping the airport establish transparent governance and efficient operations before its first flight takes off.
Why leaders choose Workday
What unites these organisations is the need for a single source of truth, a system that connects financial performance, workforce capability, and operational priorities. Workday’s platform eliminates data silos, giving leaders real-time insights
into costs, capacity, and compliance.
Visibility is crucial in transport, where a missed certification, a delayed part, or an unplanned absence can impact performance. With Workday, leaders can anticipate issues before they escalate, whether it’s a skills shortage, a cost overrun, or an emerging compliance risk.
Retaining skilled workers is also one of the biggest challenges facing the transport industry. Long hours, complex compliance requirements, and an ageing workforce mean engagement and retention cannot be afterthoughts. Workday helps operators deliver a better employee experience, from onboarding and certification tracking to mobile access for learning, timesheets, and performance reviews, so frontline workers spend less
time on admin and more time on the road.
AI with accountability
AI is also transforming how the transport industry operates, from route optimisation to predictive maintenance. Workday’s AI capabilities extend those efficiencies to the back office.
Rather than replacing people, Workday’s AI augments them, automating routine tasks and surfacing insights that help teams work smarter. It can forecast overtime costs, recommend learning for at-risk skills, and model “what if” scenarios to test operational resilience.
Workday’s skills intelligence, powered by the Workday Skills Cloud, helps transport leaders understand what skills they have across their workforce and what they’ll need next. This allows them to redeploy talent, plan training, and bridge gaps before they impact operations.
Recent Workday research shows 83 per cent of business leaders believe AI will enhance creativity and value when used responsibly. For a sector where safety and compliance are non-negotiable, trust and transparency are essential, and that’s built into Workday’s design.
Built for change
Whether managing a toll road network, building an airport, or coordinating freight operations, agility is critical. Workday’s configurable workflows a llow transport organisations to adapt quickly to new safety requirements, industrial changes, or reporting needs, without long upgrade cycles or complex re-coding. With real-time reporting and audit-ready data, businesses can stay ahead of evolving sa fety and labour regulations, ensuring compliance without slowing down operations.
And because all data lives on a single platform, every change, from workforce planning to procurement, can be tracked and audited, reinforcing trust with regulators, investors, and employees alike.
Keeping Australia moving
From Transurban’s integrated finance and workforce platform to Western Sydney Airport’s greenfield rollout, Workday is helping Australia’s transport and logistics leaders connect people, performance, and purpose.
As the industry embraces AI and data-driven decision-making, one principle remains constant: the future of transport runs on trusted systems and empowered people.
Workday is helping deliver both, ensuring that Australia and the people who power it move forward.
How Eaton is helping to power fleets
TRUCKS which once had hundreds of electrical circuits now have thousands – and Eaton is at the forefront of developing electronic compo nents suitable for OEM and aftermarket solutions.
Eaton is possibly best known in Australia for its driveline products, yet Eaton is a $24 billion company producing solutions across many indus tries as diverse as building construction and aerospace. Best described as an intel ligent power management company, Eaton provides components capable of managing electrical, hydraulic and mechanical power more reliably, efficiently, safely and sustainably.
voltage componentry. Mike’s background is as an aerospace engineer and he has built helicopters, worked for Boeing and for Rolls Royce jet engines.
A Canadian by birth, Mike Meleck has been with Eaton for 15 years, currently based in Chaska, Minnesota where he has a key role in the development of Eaton’s burgeoning eMobility offerings, particularly in the area of low
Traditionally, commercial and construction vehicles have operated with a 12- or 24-volt electrical system, but with fuel economy regulations tightening and new power consuming components being added to vehicles, the need for more electrical power is driving the move towards 48-volt systems. There is also an ever-increasing need for electrical products which are robust enough for the applications they are used in. Eaton produces a range of products suitable for power conversion, power distribution and control, and circuit protection.
“Many of our products have
their roots in military applications, which made them robust enough for use in construction and agriculture,” said Mike. “These products have paralleled very well into the trucking and passenger bus industries.”
Products like robust DC to DC convertors are now commonly seen in the commercial vehicle market.
“They have multiple ways of taking the voltage and converting it to something that’s going to benefit the customer, such as having 28-volts where they need batteries charged at a little higher level,” said Mike. “For example, to charge a lift gate battery, you’d have a difficult time trying to charge that battery with a 24-volt input when you actually need 28-volts. Booster convertors can take input voltage across
a range of 19-volts to 32-volts and then turn it into a steady state 28-volt.”
As a result of the military background where components are designed to operate below the vehicle’s fording line, many of the Eaton components are IP68 rated which means they are submersible in up to two metres of water.
“The competition have air vents for cooling, yet we use a heat sink in what is literally a sealed box,” explained Mike.
“It could be 60-80 degrees Celsius close to an engine and with no air flow whatsoever, but we can still operate in those types of environments. Or it could be mounted on the outside of a chassis and gets hit by a pressure washer, still with no effect on the components.”
The effect of voltage drops across the lengths of trailer sets is a well-known challenge in Australia with its long multiple trailer combinations. This is exacerbated because the Australian transport equipment market is quite unique in using equipment from all over the world, with 12-volt electrical systems being the standard in US-sourced equipment, 24 volts in Europe and a mixture out of Japan.
“With multiple trailers, 24 volts can be workable but by
the time you get to the second trailer, then it’s down to 20 volts or lower due to voltage drop. To operate multiple trailer lights and braking systems you need a higher voltage to start with or a means to boost the voltage down the line,” said Mike.
Invertors capable of changing the truck’s DC voltage to 240-volts AC can be seen as an important factor in driver retention by making trucks safer and more liveable through enabling the use of the now common entertainment systems and microwave ovens, and also CPAP machines used to counter drivers’ sleep apnoea conditions for those drivers using sleeping cabs.
Basic electrical distribution modules along with analogue switches which are hard wired have been the industry standard for many years, but modern technology using CAN (Controller Area Network) permutations is able to reduce the amount of wiring that’s actually on the vehicles.
Eaton’s next generation high-voltage intelligent FLEX power distribution unit (PDU) monitors and manages all power distributed to power electronics and provides central protection for the electrical system for commercial vehicles. As the
near future will see a move to 48-volt electrical systems and higher, Eaton provides OEMs with technologies that meet their needs. Eaton is also involved in the development of full and hybrid vehicle electrification.
Additionally, Eaton provides solutions for the remote wireless operation of transport and construction equipment such as concrete mixers and cranes including the remote operation of skid-steer loaders (bobcats) in dangerous situations, using bi-directional technology which receives the operational instructions and also transmits information. This requires a dedicated approach to protecting against radio interference, whether incidental or deliberate.
“Safety is a big part of all our vehicle controls and anything to do with control of the vehicle,” said Mike. “Functional safety measures in our products ensure reliable and safety critical operation.”
Transurban has brought multiple business functions onto one platform through Workday. Images: Workday
Western Sydney International Airport (Nancy-Bird Walton) chose Workday to deploy finance, HR, planning, and sourcing solutions.
Eaton’s battery disconnect unit.
Unified. Simplified. One platform
Tech drives Transrock’s expansion
STARTED around 30 years ago, Transrock supplies landscape rocks throughout Victoria, relying on its fleet of seven trucks to service its customers’ needs.
A change in ownership has seen Tim Stevenson take the reins of this thriving Wonga Park based business earlier this year. He told Big Rigs that the attraction to Transrock was its long history serving landscapers, schools, councils and other civil construction businesses, combined with the team’s reputation for being a reliable partner.
“It’s been great working with Transrock’s previous owner, Mark, to ensure we deliver a consistent experience for our customers while also having a fresh set of eyes look at our key processes,” said Tim.
“One of the first priorities I had was to implement technologies and systems across the business and fleet. From my perspective, having this visibility helped me make decisions from day one.”
That’s when Tim turned to WHG Technologies to develop a customised solution for his fleet of tippers – ranging from rigids through to truck and dogs.
“Implementing this sort of technology is something the former owner supported as part of the sale, he was instrumental in making the fleet available and reassuring the team about the change. The previous owner and I discussed that he’d have implemented a GPS system if he was keeping the business.”
WHG worked closely with Tim to develop a complete
technology solution that incorporates:
• The W HG ecosystem of Telematics and FleetCAM
AI video technology
• W HG’s Logmaster integration for compliant logbooks
• Pre-start checks integration with ‘Odoo’ business management software
“Odoo is our ‘everything-else’ system,” Tim explained, referring to the business management software that underpins Transrock’s operations. “It runs our sales process and now connects with WHG to feed live data into servicing and maintenance. Together, they give us clear visibility across the fleet, including letting us track our excavator engine hours in real time.”
The integrated system consolidates product, customer, and telematics data, enabling Transrock to manage servicing schedules and receive automated maintenance alerts. Soon, Odoo will also allocate delivery jobs directly to drivers.
“Going digital means our drivers know exactly where they’re headed next – and tracking on our vehicles means our excavator team can have the next load ready before the truck even rolls in,” said Tim.
“Working with WHG, Transrock has gone from a paper-based business to a digital business in a few short months. It’s very useful to be able to prepare for scheduled fleet maintenance off the back of the combined system.
“We’re growing the fleet and fast approaching the limits of what paper and pen can handle. As we add more trucks and sites over the next year,
robust digital systems are essential to stay in control.
“The truck engine data is all read through the WHG ECU CAN-BUS module. Recently, we received an alert that one truck was a little low on oil, so we called the driver, asked him to pull over, check it and top it up. You don’t want to solely rely on the technology, but it’s another safety net to prevent breakdowns.
“Having visibility of our trucks’ location through WHG’s iLink platform has made our team’s life easier. Previously if a customer needed to know where our drivers were, you’d have to hang up, call the driver to work out where they are, then call the customer back. Now with a couple of clicks, we can update the customer immediately,” explained Tim.
“Often, we’re meeting customers with excavators at the other end, so when we drop off
our product, they need to stop another job and be ready to unload or move the material.
Being able to give customers a heads up of when the driver is arriving, ahead of time, is a big advantage.”
From a monitoring perspective, Tim said the WHG solution provides greater visibility over driver behaviour as well.
“If there are any issues with speeding or harsh braking, we can have those conversations proactively. As a new business owner, you can never know exactly what you’re getting yourself into. I already had great confidence in my team, and the technology has proved that they aren’t taking any unnecessary risks on the road, reflecting the team’s professionalism and shared
commitment to safety.
“Geofencing has also been beneficial – knowing if a truck leaves the yard at a really strange time is invaluable – and if that ever occurred, I’d receive an alert.”
On the video telematics side, Transrock has started with forward facing FleetCAM cameras on each of its trucks, with plans to extend that to include side facing and tipper cameras too.
“We’re currently working on expanding our FleetCAM system with WHG at the moment,” Tim added. The next phase will further support drivers on the road and help protect them from false claims or incidents.
Despite numerous telematics providers in the market, for Transrock, partnering with WHG has been the perfect fit. “WHG has been really proactive in integrating with our systems. The WHG team has been so great to work with,
spending the time to understand our specific business problems and being open to customising systems to best suit our business needs, and making the whole process easy,” said Tim.
Tim now has his sights set on growing the business in the years ahead. “I’d love to eventually look at expanding to additional yards – which would mean doubling or tripling the size of the fleet.”
For a company built on moving rock, Transrock’s biggest shift has been digital.
A paperless fleet, smarter systems, and a strong, professional team – that’s the new bedrock of its success, and its next 30 years.
To learn more about Transrock, visit transrock.com. au/the_fleet.
For more information on WHG Technologies, visit whg-telematics.com.
Owner of Transrock Tim Stevenson. Images: Transrock
Transrock driver Andrew with the T909, which is his allocated truck.
The tipper fleet ranges from rigids through to truck and dogs.
WHG Technologies is now being used across the fleet of seven trucks.
Infotainment repairs are critical for safety
THE trucking industry is changing fast, with telematics now the backbone of modern fleet operations.
The days of the “little black box” are long gone. Trucks today are like mobile command centres.
The infotainment systems inside them, especially the Interior Command Centre (ICC) units found in Daimler Fuso trucks, are critical to sa fety, compliance and connectivity.
At Injectronics, we’ve always stood for more than just repairs.
We’re trusted by workshops and fleet operators across Australia and New Zealand because we understand not only the technology, but also the people who rely on them. For over 40 years, we’ve been trusted by workshops, fleet operators, and OEMs across Australia and New Zealand to repair and remanufacture complex automotive electronics.
These infotainment units integrate navigation, Bluetooth hands-free calling, reverse camera functionality, and radio systems into one interface. When they fail, the truck becomes significantly less safe to operate.
When any part of this system fails, the impact is immediate:
• No reverse camera means increased risk of accidents.
• No Bluetooth connectivity makes phone use illegal and dangerous.
• No display or boot loop issues leave drivers without navigation or system access. We’ve seen these issues firsthand, and we’ve built a
solution around them.
Our team at Injectronics offers a specialised repair service for Fuso infotainment units, with a 48-hour turn-
around (conditions apply).
Injectronics not only fixes these units, we restore the systems that keep drivers safe and fleets operating smoothly.
To support this, we’ve invested in advanced diagnostic tools like our Virtual Automobile Simulator (VAS).
This proprietary technology allows us to simulate the vehicle environment and diagnose faults without requiring the entire truck. It cuts diagnostic time by up to 75 per cent, reducing downtime, and ultimately getting vehicles back on the road faster.
Fleet managers today are under pressure. Rising costs, tighter margins, and the push toward electrification mean they need to get more out of every vehicle. With the average age of trucks in Australian fleets at just under 16 years, and new vehicles typically staying in fleets for only six years, our service helps extend the life of older vehicles safely and affordably.
Injectronics are proud to be part of the solution. We know that when a truck’s
INJECTRONICS
NOT ONLY FIXES THESE UNITS, WE RESTORE THE SYSTEMS THAT KEEP DRIVERS SAFE AND FLEETS OPERATING SMOOTHLY.”
infotainment system fails, it’s not just a technical issue, it’s more importantly a safety risk.
We are helping lead the way for restoring safety, connectivity, and confidence in every truck we touch. And we’re doing it with the trust we’ve earned over decades, and the innovation we’re building for the future. Ready to restore safety and remote connectivity in your fleet? If your Fuso infotainment is experiencing faults, don’t wait. Let us help you keep your vehicles compliant, convenient and safe.
Learn more at injectronics. com.au.
• Aging components causing intermittent issues.
• Software failure.
•
The Interior Command Centre (ICC) units found in Daimler Fuso trucks are critical to safety, compliance and connectivity.
Images: Injectronics
Smarter tyre pressure for tippers
FOR most truck owners, whether it’s one truck or a fleet, every day comes down to three priorities – safety, comfort and profit. Keeping those in balance isn’t easy, especially when you factor in one of the biggest ongoing costs of operation: tyres.
Now imagine extending your drive tyre life from 50,000 to 90,000 kilometres with nothing more than a button press. That’s the promise of Aussie CTI (Central Tyre Inflation) – a system designed and built in Australia to handle our country’s unique transport conditions.
Why tippers and bulk hauliers benefit most
Few trucks work harder on tyres than tippers and bulk hauliers. They often run empty for half their operating time, with as little as six tonnes sitting on the drive axles, only to turn around and haul a heavy load from the quarry or construction site. That constant shift between light and heavy loads takes a serious toll on tyres – unless the driver can adapt pressure to suit the conditions.
With Aussie CTI, drivers can instantly adjust tyre pressures from the cab. Running back empty with a six- or seven-tonne dog trailer? Drop the drives to around 30 psi. The tyres’ footprint increases, reducing wear and vibration while improving comfort and control. Braking performance improves too – up to 20 per cent shorter stopping distance and a straighter, more stable pull-up, reducing the risk of a jack-knife. When you start loading, pressure can be stepped up to 60 psi for off-road and gravel, then back to 90 psi once you’re fully loaded and back on the bitumen. The result is a smoother, safer, more efficient operation – and tyre life increases of 30 to 100 per cent, depending on the work type.
Performance that pays off
These benefits extend well beyond tyre life. Lower pressures when empty reduce body shock and vibration, protecting suspension components and drivers alike. With less wheel spin and
fewer punctures or blowouts, trucks spend more time on the road earning money instead of sitting idle waiting for a tyre fitter. And when you’re off-road – at a sandpit, quarry or construction site – Aussie CTI gives you maximum traction and control. With pressures dialled down, you can move confidently through loose or uneven ground, minimising wheel slip and surface damage. It’s equivalent to having 20 drive tyres on the ground, keeping your truck working instead of waiting for a tow.
Built tough, built local
Behind the performance is a system designed specifically for Australia. The Aussie CTI team – Andrew Kee, Stuart Vikis and David Parnaby – bring more than 50 years of combined experience in developing and manufacturing CTI systems. Nearly all components are locally designed and sourced, ensuring long-term reliability and local parts support in the heart of Gippsland.
The in-cabin controller comes with a seven-year full replacement warranty and a design life of a further ten plus
Aussie CTI – which regulates airflow to each wheel set, prevents cross-pumping, and protects the system in the event of a major air leak.
The rotators are made from 6061 alloy housings, hardened
Common half-inch J844 air brake tubing is used for drop pipes, fitted with sealed-for-life weatherhead compression style connections, and all nylon hose, Australian-made for reliability and serviceability.
fits-all system. Whether you run tippers, agitators, or highway rigs, there’s a configuration to match your operation.
Aussie CTI – engineered for Australia’s toughest tipper and bulk haulier work.
To discuss how Aussie CTI prove safety for your fleet, contact Andrew Kee on 0459 222 137. With years of experience in the CTI industry, Andrew can help tailor a set-up to suit the exact needs of your business.
BHT’s Mack Superliner is enjoying the benefits of Aussie CTI. Images: Aussie CTI
New era of delivery: All about service
IN the fast-paced world of logistics, the rumble of a diesel engine and the sight of a truck rolling up a driveway are constants. But according to a leader in delivery management, vWork CEO Roy Moody, what has changed –and continues to evolve at pace – is the nature of the transaction itself.
“A delivery is no longer just about moving goods from point A to point B. It has become a core component of the customer service experience,” he explained. “A moment of truth that can build loyalty or break it.”
Customers demand more than ever before “The modern customer is more connected and demanding than ever. The same per-
son who tracks a pizza deliv ery to their door expects the same level of transparency and convenience from a truck delivering a pallet of building materials or a tonne of gravel.”
According to Roy, this has created a new standard for any business that delivers goods and/or a service. He says customers now expect real-time updates on their deliveries, receiving alerts on their phones that give them an accurate window of ar rival.
This proactive communication builds trust and gives the customer a sense of control, turning a logistical necessity into a personalised service.
Beyond simple tracking, the expectation is the delivery experience will be tailored to the customer’s specific needs.
It’s not a one size fits all approach
“This means accommodating a range of variables,” said Roy. “From navigating tight parking restrictions and delivering within a precise time slot, to providing additional services like technical installation.
“The driver is no longer just a hauler; they are a frontline service provider, equipped to handle the unique circumstances of each drop-off.
Whether that’s installing a piece of machinery as part of the delivery or simply knowing exactly where to park to avoid disrupting a business’s operations.”
Roy also sees the increased focus on service being directly aligned with a critical need for compliance. That many businesses, particularly those operating with strict hea lth and safety protocols, have specific requirements
No matter what you deliver…you are providing a service. And that matters.
that must be met during a delivery.
This might involve a driver having a defined security clearance, following a company’s infectious disease policies, or adhering to on-site safety procedures like setting up cones around their vehicle.
And you need to prove you got it right
“The ability to manage these requirements and prove they have been met is no longer a luxury – it’s a fundamental part of the service offering
and a non-negotiable for doing business,” Roy added.
“A nd if you’re the owner of a fleet, the rise of a service-oriented delivery model also highlights the importance of accountability and proof.
“Being able to definitively prove a delivery was made exactly when and where it was supposed to be, with the goods in working order, is essential. That includes geolocation and time-stamped records, along with ‘on-glass’ signature capture from the recipient and more often than
not photos with embedded meta data. This level of verification protects both the company and the customer, providing peace of mind and resolving disputes – before they even begin.”
As Roy concluded, “The future of transport isn’t just about moving products, it’s about delivering a complete service experience from start to finish. Our mission is to provide the tools that enable businesses to not only meet but exceed these new customer expectations.”
In addition to driving the truck, the driver is also a frontline service provider. Images: vWork
vWork CEO Roy Moody.
A delivery is a core component of the customer service experience.
Truck wash goes hydraulic
TRUCK drivers know that when washing down their rig, every convenience counts.
Australian Pump Industries (Aussie Pumps) has a range of hydraulic drive pressure cleaner kits that save operators time and effort.
These kits can be run off the rig’s hydraulic drive system, you just need a convenient water source, either a tap or a water tank. They are extremely compact and can be located in the most convenient space available and
eliminate the need for a small engine.
The range of hydraulic drive high pressure washdown kits goes all the way from 2000 psi machines, up to 5000 psi. All of these high-pressure washers are Class A and
therefore do not require operator certification.
Aussie’s popular THY 2715, 2175 psi (150 bar) pump produces 27 litre per minute flow. That high flow knocks the mud and dirt off gear fast. Effective clean-up is a must before leaving site and for maintenance inspections and repairs.
Powered by a 1450psi 38 litre per minute hydraulic gear pump, the unit is compact and comes complete with unloader valve, safety valve, suction filter and a thermal dump to stop the pump from overheating in the event of excessive bypass running.
For a hydraulic powered pressure cleaner with even more power, Aussie offers a big 16 litre per minute 5000psi unit. Still a Class A machine, this runs off a powerful 34CC hydraulic motor yet comes in a very compact package that fits efficiently into a truck set-up.
Aussie uses only “Big Berty” Bertolini triplex pumps. These feature Bertolini’s advanced designs including finned crankcases for cool running.
“We choose Bertolini pumps over all others because of their quality and the thought that goes into the design,” said Aussie Pumps Chief Engineer John Hales.
Hose and lance kits
The high pressure kits come with a gun/lance assembly and 10 metres of Aussie BluePro 5000psi rated high pressure hose. Stainless steel hose reels, with up to 30m of high-pressure hose, are an optional extra, as is the heavy-duty Turbo Master
lance to suit each model. The turbo lance can be easily interchanged with the standard lance on the gun kit, by simply undoing the rated M22 screw couplings. The high class turbos Aussie uses are capable of providing significantly more “whack” to the job, reducing cleaning time, saving water and hours. A built-in detergent kit is a part of each machine.
For further information, call 02 8865 3500 or visit aussiepumps.com.au.
Geotab launches generative AI assistant
GEOTAB, a global leader in connected transportation solutions, has launched Geotab Ace for customers in Australia.
Following its successful global debut, the industry’s first fully integrated generative AI assistant is now available in the MyGeotab platform to help local fleets boost productivity and efficiency.
Australian fleets face increasing operational pressures, from rising fuel costs and driver shortages to complex safety regulations and ambitious sustainability commitments. Geotab Ace helps simplify these challenges by providing trusted insights in natural language, making it easier for operators to make data-driven decisions. Global demand for connected vehicle data and trusted insights continues to grow. Geotab Ace helps distil
billions of data points daily, simplifying insights while democratising and streamlining access to information.
“Geotab Ace marks an
exciting step forward for fleet operators in Australia. By combining trusted data with the intuitive simplicity of conversational AI, we’re
helping customers overcome local challenges, unlock new efficiencies, and accelerate progress toward safer, smarter, and more sustainable
&
transport operations,” said Chris Martin, Senior Manager, Solutions Engineering – A PAC, Geotab.
Geotab Ace boasts access to an expansive array of data, including predictive safety analytics, predictive maintenance, trip data, zone activity, electric vehicle statistics, exception events, GPS tracking, and more. This allows it to provide nuanced answers to a broader range of complex questions while remembering past interactions to improve future responses.
It is also able to provide personalised answers tailored to your business in the context of how your fleet has been configured in MyGeotab.
The tool also provides a thorough explanation of its interpretation of the question and deconstructs the query into natural language that is easy to understand. Geotab Ace is built on privacy-by-design
principles and keeps all customer telematics data within Geotab’s environment, never shared with any Large Language Model (LLM).
Processing over 100 billion data points daily from more than 5 million connected vehicles, Geotab is a trusted leader in transforming the magnitude of data into actionable insights. Geotab’s position as an industry trailblazer is reinforced by its large, dedicated data science team, focusing specifically on data and artificial intelligence, with a reach extending across 160 countries. The company’s depth of expertise and global scale enables it to develop robust AI models, unlocking unmatched value and efficiency for customers around the world.
To learn more about Geotab Ace in Australia, visit geotab.com/au/ace.
& air suspension solutions built for heavy-duty hauling
A compact hydraulic drive pressure cleaner installation on a Tieman tanker with hose reel and gun holster.
Effective, fast clean-up, with Aussie’s hydraulic drive washdown kit, is key for rig maintenance.
Geotab has just launched Geotab Ace in Australia, built directly into the MyGeotab platform. Image: Geotab
Engineering and craftsmanship
DURABLE, innovative and sleek, ACM Bullbars relies on years of knowledge and engineering expertise to produce its quality range of products.
These bullbars can be seen adorning the front of trucks all around Australia, but the craftsmanship that goes into their design and manufacture is no mean feat.
ACM Bullbars Design Engineer Matt Bloomfield is leading the company’s engineering and design campaign.
At the core of ACM Bullbars, Matt makes use of his strong understanding of trucks, and engineering and manufacturing principles; along with some help and direction from a very experienced team of fabricators, fitters and salespeople.
His knowledge, the result of over 18 years in engineering, fabricating and installing, includes 12 years exclusively spent designing truck bullbars. Matt brings to ACM Bullbars a great power to design and supply some of the best bar products for the truck and bus industry.
“Having worked with Peter and Garry years earlier with Advanced Herd Bullbars & Southport Engineering, I was wrapped when Peter got me on board at ACM,” Matt said.
“It’s a bit of a ‘putting the band back together’ situation for a lot my work mates, in fact. And if it wasn’t for those skilled and experienced guys we have on the floor, our designs and drawings wouldn’t become the bullbars and bumpers our customers rely on, so it’s definitely not just my experience that leads to our great products.
“While I’ve always loved old cars; working with the ‘big boy’s toys’ and the people and characters associated with them makes me very proud of my job, especially when my work is right at the front of trucks.
out on the road, I have to be much quicker in pointing out to the wife and kids ‘that’s one of our bars’.”
The truck and bus industry is dynamic. Manufacturers are constantly updating their offerings to the consumer, creating new innovative designs, features and versions to keep ahead of their competition. Shaped and directed by the needs and priorities of this industry, ACM Bullbars relies on Matt and his focus on addressing specific challenges and opportunities within this developing landscape.
This type of research aims to generate practical and innovative solutions and leading-edge technologies that can be directly applied to the ACM Bullbar business.
While Matt’s key role in the business is design and engineering, his many years of engineering experience makes him critical in all facets of ACM’s operations.
“I enjoy the vast variety of tasks I put my hands to here, including design, 3D drafting, CNC programming, prototype fitting, purchasing, sales assistance and fitting bullbars when things are busy,” he said.
“It sounds like a lot, but I enjoy my time on the tools as much as the time behind my desk.”
protection and where FUPS is required.
The main beam (bumper section) is then designed around the mounting. Extruded channel, road train or Texas style pressings are utilised as the base of the aluminium bar as they add more strength to their bars with strategic placement of internal gussets, reinforcing plates and pressings. “It’s all about metal in the right places,” Matt said.
The top of the bullbar is then designed. The placement and use of different box posts, pipes, channels and flat bars is formulated to provide, most importantly, protection, looking not to impede on truck lighting, airflow or serviceability, while complementing the lines of the truck’s grille and bonnet/cab.
When the initial design is complete, the team prepares drawings, laser cutting files and CNC routing programs for their workshop to manufacture a prototype for test fitting where they check for proper and easy fitment, functionality, have any required FUPS assessments done and make sure it looks as good on the truck as it did on the computer.
ACM Bullbars’ process of developing a new bullbar begins with research – understanding, measuring and gathering information about each truck and its varying models. What are customers going to want? What should we offer? Does this truck have features that need special consideration like FUPS (Front Under-run Protection System), sensors or special lighting, cab/bonnet tilting or service hatches and so many other features that all need consideration?
It’s at this point that ACM puts its new bar design into production, with any alterations required, necessary fitting instructions, marketing material and issue drawings and instructions to the shop floor included.
But that doesn’t always mean they build them the same way from this point on.
“We constantly look to improve and evolve all our products based on feedback or slight updates to truck models through the life of every product,” Matt said.
ACM BULLBARS SPECIALISE IN NEW BULLBARS, REPAIRS AND FITTING.
With over30yearsofexperience in the BullbarandBumperBarindustry,we design bullbarsthatare technicallymore advancedthan otherson the marketthatcan resultin thembeing25%stronger.We design ourbarsnotonlyfromourmany yearsofexperien cebutfromcustomerandoperatorfeedback,sothatwe can supplythe industrywith ultimate Bullbars, designedforsafety,strength,aesthetics,andperformance .
“A lot of tradies drive past homes and buildings and say to their kids, ‘I worked on that house/building’, which I also do, having worked some years in windows and doors companies. But when my bullbar designs drive by
HOW STRONG IS YOURBAR?
This research leads to design. ACM starts with the bar’s mounting bracket/s, ensuring it has plenty of attachment to the chassis. Adequate eyebolt brackets and hinges. A tow box or tow points suitable for the application. Engineer strength into the mountings for a long life of
“The core group of my colleagues have some serious years of experience in truck bullbars, more than 150 years combined, so we like to think that means we build some seriously durable and sleek looking bars here at ACM.”
For more information, visit acmbullbars.com.au
STRONG
HOW STRONG IS YOUR BAR? STRONG
ACM BULLBARS SPECIALISE IN NEW BULLBARS, REPAIRS AND FITTING.
With over 30 years of experience in the Bullbar and Bumper Bar industry, we design bullbars that are technically more advanced than others on the market that can result in them being 25% stronger. We design our bars not only from our many years of experience but from customer and operator feedback, so that we can supply the industry with ultimate Bullbars, designed for safety, strength, aesthetics, and performance.
acmbullbars.com.au
Design Engineer Matthew Bloomfield. Images: ACM Bullbars
ACM Bullbars products can be seen adorning trucks across the country.
ACM Bullbars are proud to be on board as a Bronze Sponsor for the Brisbane Convoy for Kids! Come and say hi to our Sales Team at this year’s event as we unite in support of the 2025 fundraising goal. Don’t miss the Convoy as it rolls from Larapinta all the way to Redcliffe!
Brazen thieves stealing from trailers
AFTER a spate of recent thefts from trailers around Australia, many drivers are rightly paranoid about parking theirs overnight in secure places.
A driver who travels around the country said that thieves have been becoming more bold.
“They will even try and rob your trailer or something on the truck when drivers are dozing in their sleeper box,” he said.
Some trucks have cameras installed and while this can show the theft that occurred, unless the thieves are caught in the act, it’s often too late.
One veteran driver told Spy that even when he stays overnight at a motel paid for by his company, it is always at an establishment which has decent security.
This old school driver remarked how times have changed over the years.
“I come from a small country town and when I was a kid my parents never even locked their front and back doors and we never had thefts. People don’t do that now,” he said.
Dirty trucks after locust plaque
Among the first words I often hear from drivers when I ask if I can take a picture of their trucks are: “It is dirty and I wish it was clean.”
More than 70 per cent nominate the reason as having driven through insects along highways.
So spare a though for the lads who negotiate roads in western Queensland where there has been a locust plague.
The Department of Primary Industries is coordinating a comprehensive response, regularly meeting with local government and peak bodies to leverage expertise and deploy effective treatment strategies.
When you see the front of truck which is splattered with dead insects you realise just how difficult they are to clean off.
Often Spy has seen drivers
Mower breaks windscreens
rid of the insect remains.
Tasmanian upgrades
The Great Eastern Drive, which a large majority of the Tasman Highway is called, is about to get an upgrade.
This project will improve the driver experience, overall safety, and travel time reliability along sections.
A s part of the Great Eastern Drive program, Tasmania’s State Growth is working on three packages of upgrades on the Tasman Highway, near Apsley, Triabunna and Lisdillon.
The Triabunna project includes the road widening and realignment of 1.3-kilometres of road just to the north of the seaside town.
The Apsley upgrades cover the section of Tasman Highway from Bicheno to Coles Bay Road turn-off, and a corner improvement north of Glen Gala Road.
The upgrades include widening the road, adding the east coast’s first Hobart-bound overtaking lane, and realigning corners that have high crash rates.
Construction on the Apsley package began in February
Lisdillon upgrades will look at straightening and widening the road on a 13-kilometre section of road on the Tasman Highway between Ponty Pool and Rocky Hills, north of Little Swanport.
A flying rock propelled from the blades of a tractor which was mowing beside a busy road and caused severe damage to the windscreen of a truck. It cost hundreds of dollars to replace and the owner opera-
tor was hoping to recover that from the organisation which operated the mower.
However when the truckie enquired, he was told there was no proof that the mowing had indeed caused the windscreen damage.
So the fellow who is strug-
gling with high fuel costs and low rates has now had to absorb another financial outlay. It would be too expensive to claim on his insurance as the excess would probably be more than the windscreen replacement.
A nd his premium would increase. It wasn’t worth taking legal action because of the cost.
Whirlwind stops trucks
Several truckies travelling through the Barkly region of the Northern Territory were forced to pull over when a whirlwind caused visibility to be reduced to almost zero.
“It was crossing the area near the intersection of the Barkly and Tablelands highways and was full on for a few minutes during the whirlwind,” one driver told Spy.
A whirlwind is a phenomenon in which a vortex of wind (a vertically oriented rotating column of air) forms due to instabilities and turbulence created by heating and flow (current) gradients.
Whirlwinds can vary in size and last from a couple of minutes to a couple hours.
On the subject of the Tablelands Highway, Spy reported in my last column that many huge potholes were causing
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at roadhouse parking areas scrubbing their windscreen to get
2025 between Coles Bay turnoff and Bicheno.
A sign along Tasmania’s Great Eastern Drive where road upgrades will take place.
The sign on the Barkly Highway near where the whirlwind occurred.
This trailer with expensive equipment is always parked in a secure place. Images: Alf Wilson
damage to tyres.
“Some of them have been fixed. It is great to see workers filling potholes but more need to be done,” another NT driver said.
Grass fire closes highways
With hot weather now affecting many parts of the country comes an increase in fires which can often result in some roads being closed.
That was the case in late September when Spy got held up along the Bruce Highway around Julago.
Fire crews worked hard to control a grass fire near Alligator Creek, which saw the Bruce Highway closed briefly.
Rural fire crews arrived at the scene at Killymoon Creek near the Bruce Highway just before midday.
Police closed both lanes of traffic due to smoke coming from the fire.
use soundwaves for minerals
Three slow-moving “vibroseis” are being used in the Aussie outback searching for heavy and valuable metals.
Their work is being described as a “rock and roll tour of a different kind” and is occurring in north-west Queensland. They are sending soundwaves as part of a geological survey to discover what lies buried beneath the surface all in the name of mineral exploration. They will traverse the region, directing harmless low-frequency soundwaves into the ground, which are reflected off the ancient rock layers below and recorded by surface sensors.
Geoscientists will use the crustal reflection data to map the rock formations deep below the earth and identify areas of potential untapped deposits of metals like copper and zinc.
The Boodjamulla-Croydon Deep Seismic program is a collaboration between the Geological Survey of Queensland and Geoscience Australia.
Minister for Natural Resources and Mines Dale Last said the findings would give Queensland explorers an edge to crank up investment.
“This survey will help us better understand what lies beneath the surface of NorthWest Queensland so that explorers and miners can uncover the next big hit. The data and interpretations will be freely available, giving rock experts a backstage pass to quality geological insights they couldn’t generate on their own,” Last said.
Geoscience Australia chief executive officer Melissa Harris said the project will inform government and industry decision-making and guide future exploration activities.
“Covering a distance of 840 kilometres, the seismic survey will provide valuable insight into subsurface geology, basin architecture and regional stratigraphy,” Harris said.
Toad found on Aussie northern outpost
A live cane toad was found on one of Australia’s northern outposts and it is suspected to have hitched a ride on a truck load which arrived on Saibai Island by barge.
This toxic hitchhiker sparked alarm when discovered at Saibai which is near PNG in the Torres Strait.
That is the furthest north a toad has been detected and urgent action was taken by rangers.
It is suspected the rogue toad hopped aboard a vessel from the north or south and survived the sea voyage undetected.
were introduced to Australia in 1935 from Hawaii to control cane beetles.
However they ended up finding their way to many other areas in Queensland and even other states.
They pose a significant risk to native wildlife and the toxic poison in their glands can be fatal if swallowed.
Over the years Spy has covered numerous “toad out events”.
People would catch as many as they could and bring them to a venue where authorities would euthanise them in a humane manner.
There is a large toad statue of a cane toad at a park in Gordonvale.
Beer flows even when it’s freezing
Several Victorian and Tasmanian off-duty truckies were having a discussion pondering, “When does the temperature
get so cold that they never drink a beer?”
A couple said that they would rather consume a hot coffee. But others disagreed and pointed out that even when it is freezing and you are rugged up, a beer is still an enjoyable experience.
“You just sit around a fireplace with a cold beer and it is wonderful,” one pointed out. Spy was at Strahan in southern Tasmania and the temperature was just below zero. It was around 7am and in the main street outside a local pub was a truck loaded with beer kegs.
Soon after writing this I had a call from a Victorian driver who said it was burning hot in the middle of the day.
“As soon as I finish for the day, I am off to the pub for a coldie,” he said.
Having a beer is as Aussie as tucking into a meat pie and tomato sauce.
Trucks
Cane toads
The truck ready to deliver beer kegs in downtown Strahan, Tasmania.
The statue of a cane toad at Gordonvale.
Go-getting diesel fitter turns to driving
AT just 21 years of age, Cody Chapman has the key to the door of the road transport industry.
But his love of trucks resulted in Cody not having a traditional 21st birthday party on May 21.
“I was working and polishing my truck to drive in the local Convoy for a Cure,” he said.
Cody drives different trucks including triples from Townsville, where he works for Morgan Transport, to Mount Isa which is 900 kilometres inland.
A love of trucks since he was 11 years old resulted in Cody doing a diesel fitter apprenticeship with Morgans.
Recently Cody Chapman was named the Queensland Region Winner in the 2025 Capricorn Rising Star Awards for apprentices.
“About two years ago I got my HR licence and started driving an Isuzu body truck around town and up to Ingham which is 110km north a long the Bruce Highway,” he said.
Cody was such a valued em-
ployee that about six months a go when he obtained his MC licence, company owner
Dave Morgan showed great interest in his ability.
“Dave took me under his wing and I started driving Kenworths to Cairns and Mossman up north and south to Mackay. Also we did trips out west to Cloncurry changing trailers,” he said.
Since then Cody has driven various SAR Legends by himself to Mount Isa and loves it.
“I carry produce and other things,” he said, adding t hat the Flinders Highway is bumpy in places.
His favourite roadhouse is the Liberty at Richmond.
“They have good amenities including a room for truck drivers,” Cody added.
When on his long trips, Cody takes a lot of his own food with him.
“I would have to say my favourite is chicken caesar salad,” he said.
Outside work, Cody is a champion shooter who is a member of the Townsville Gun Club at Killymoon.
DAVE TOOK ME UNDER HIS WING AND I STARTED DRIVING KENWORTHS TO CAIRNS AND MOSSMAN UP NORTH AND SOUTH TO MACKAY. ALSO WE DID TRIPS OUT WEST TO CLONCURRY CHANGING TRAILERS.”
CODY CHAPMAN
“I use a Perazzi MX8 rifle and have won numerous state and Australian titles and have represented my country. Through shooting I have got to travel to many parts of Australia,” he said.
As a youngster Cody also played basketball for local club Hyats. With the average age of Aussie truck drivers being in the fifties, enthusiastic youngsters like Cody are the future of the industry. “It is great here at Morgans, just like a big family,” he said.
Cody Chapman was recently named the Queensland Region Winner in the 2025 Capricorn Rising Stars Awards. Images: Alf Wilson
From the kitchen to the road
A qualified chef, Mark Trol lope, 48, switched to driving trucks 15 years ago and said it was a great decision. He was parked up in the tropics, sitting in the Mack Trident he drives for Doncal Transport out of Brisbane, when we chatted with him recently.
“I have a load of swim ming pools from Brisbane and travel all over Australia but mainly from southern Queensland up to Cairns and Port Douglas,” he said.
I mentioned a pool full of water would not go astray that day as the temperature was sitting on 35°C. “It is burning hot outside today,” Mark agreed.
Mark is from New Zealand and never drove trucks until he arrived down under in 2001.
“I took up truck driving 15 years back and love the job and everything about it,” he said.
When Mark revealed that he had been a chef, I asked if he did a lot of cooking when off duty. “When I am at home I do,” he said.
His favourite food when on the highway is a mixed grill
and he likes stopping at the Raglan Tavern near Rockhampton.
“They serve good food and the staff are friendly,” Mark said.
He added that the worst road he gets on is the Marlborough stretch of the Bruce Highway between Rockhampton and Sarina.
When Mark left the driver’s seat of the Mack to have his picture snapped, I noticed he was very tall. “I was 198cm the last time I mea-
sured myself,” he said.
I asked if that was an advantage or a hindrance.
“Outside work I am popular with my mates who always ask me to paint their ceiling!” he laughed.
Mark’s hobby is fishing the creeks around Brisbane. I asked if he has any luck?
“I catch some flathead and will take anything that goes past my rod,” he said.
During the NRL football season, Mark barracks for the New Zealand Warriors.
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Passion runs deep for hard-working operator
SMALL fleet owner Robert Cotter, 33, is a genuine workaholic because in his words, “I love trucks and driving them!”
Robert’s business is called JRE Contracting and is based at Kelso which is an outer suburb of Townsville.
Robert runs four trucks –two 4800 Western Stars, a Kenworth K104 and a Freightliner Coronado.
“I started my business during Covid in 2020 and now have two full-time and three casual drivers working for me. Business is good,” Robert said.
Enthusiastic Robert said he
up to 100 hours a week.
“It is in my blood and I love it and am 100 per cent dedicated to it. My dad Bob had his own business on the Atherton Tablelands based at Ravenshoe,” Robert said.
The day I spoke to Robert he had been up to Ingham to load molasses at Victoria Mill for Townsville Port.
“I went up to Weipa recently and even though the road wa s bumpy and corrugated, I think it was better than it has been since last time,” he said.
Since starting his company, Robert has travelled as far away as Adelaide.
Fuel costs are a big problem
Robert how it affected him.
“I factor costs, as they vary, into my rate and have good clients,” he said.
A genuine role model for Robert has been his good mate Shane Jonsson who runs Laudham Park Sand & Loam. Shane also has trucks and their depots are in close vicinity. “Our families go back for generations,” Robert said.
In the past Robert has worked for ABC Towing and Barry’s Bulk Haulage.
A connoisseur of fine food, I asked Robert what his favourite dish was. “It would have to be a big T-bone steak with chips and salad,” he
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Mark Trollope first turned to trucking when he moved to Australia from New Zealand.
Adelaide to Melbourne road trip
BY JONATHAN WALLIS
RETURNING to Melbourne via Tasmania, aboard the Spirit of Tasmania, I arrived at the Geelong terminal and then took the Princess Highway to Melbourne and then onto South Australia.
I was again struck by how superior the roads are in South Australia nowadays compared with those in Victoria.
Although our time in Adelaide was brief, with many obligations visiting people with serious health issues, it was also great to catch up with Colin, who is now retired, and Rosie Rice. His shed down the back of his new house, however, shows he is still missing the truck and the road.
I also visited Rex and Diana Bartsch in Gawler and other old friends from the industry. And it was a pleasant surprise to pass a few Tasmanian trucks on the go, including Fresh Freight, SeaRoad and Highland Haulage.
The road into Melbourne is a nightmare after the comparative peace and quiet of Adelaide and Hobart, with flyovers and confusing road signs, toll roads and at peak periods resembling nothing more than linear parking lots!
I have full admiration for all those regular runners who have to traverse these roads.
After completing this recent road trip, I made the trip back down to Geelong and boarded the Spirit for our return to Devonport.
It was once again great getting out on the road on the big island again, driving on familiar roads.
Here are some of the drivers we met along the way.
New role brings a welcome change
It was a great pleasure to run into our old friend Tara McFadyen around town, at her depot in Dry Creek. Fortunately, Dave Brenssell was able to take a replacement photo for the one that I missed taking (thanks Dave)!
At the time Tara was driving her schmick green UD Flocon.
Tara has been with Brenssell Transport for about 12 months, mainly working with
11 good years now, but all up, on the road for about 35 years, and sometimes I think that’s too long!” he said.
asphalt in her purpose-built rig.
However, she’s been driving trucks for 35 years now and is really enjoying the new job, including all of its variety and challenges – especially after many years doing linehaul for one of the major national outfits on a regular run, and with a very regular and structured work ethic.
Tara is finding the current job to be a welcome time of doing different runs, with time to relax, and generally a great feeling of freedom.
The role also gives her the opportunity to work intra-state and see South Australia from behind the wheel.
“I am so happy at the moment and really like the truck, the boss, the outfit, and the work. I was getting stale and started hating my job but thanks to Dave Brenssell, I have new enthusiasm. I am learning new techniques and stuff I have never done, or haven’t done in 30 years,” Tara said.
“Learning to reverse a Flocon in suburban side streets has been tricky. Thanks to Swanny, Rev, Colin, Dicko, Kayleigh and anyone else from asphalting that I’ve missed. I did an excavator licence as well and sit in one of those when I can.
“This job also gives me time to look after my small holding and my horses and other outside interests and in general get my life back.
and flowers. It’s all good now and I don’t have any regrets about taking up driving for a life career.
“Thanks to my early mentors KC, Scooter and others for being a bad influence! I love my truck, my boss is very patient (so I’ll try not to wreck another tarp!), the job in general, and look forward to following the white lines for a while to come.”
11 years with a great company Arriving at Tailem Bend from visiting friends at Mannum, our eye was taken by a schmick-looking 2021 Ken-
worth K200, with a 15-litre Cummins, from the SWF fleet.
Back in the good old days, we had many friends who drove for this company, including Paul Midwinter, and have many happy associations with the outfit.
Happily, we caught up with Shannon Sando, who was grabbing a quick cuppa at the popular Ampol on the Murray River Bank when he found a couple of minutes for a quick chat.
Shannon was on his return leg from Adelaide to Mount Gambier “for a bath and an oil change” at the time.
“I have been with SWF for
“There have been many changes in the industry in that time and not all for the better, that is for sure.
“Still, as they say, it pays the bills and is a better job than many I could name, and you still get to look around and smell the fresh country air outside the cities. This is certainly a good crowd to work for and they run top gear, so I reckon I’ll be around for a while yet!”
Back home after time interstate Stopping over for a break at the United in Tintinara for an excellent cuppa, we met Alex Pillirone from Lalor in Victoria.
He was driving his eye catching 2015 Kenworth T409 with a 550 Cummins up front and towing a quad-axle tipper at the time.
Alex had previously headed from Melbourne to Adelaide as he had heard there was a shortage of tippers for the T2D tunnel under construction there, and work was proving a bit short in Melbourne.
However, after a couple of months in Adelaide, he missed the family so much that he has subsequently returned to Melbourne.
Alex recently told us, “I’ve had the Kenworth for 16 months now, and so far, I’d have to say it is a top truck and rig, and it does the job beautifully. I was happy with working it in South Australia, but in the long run I simply missed Sophia and the kids too much and have had to return home in Victoria for the time being.”
He said he has no regrets about choosing driving professionally, and all things being equal he hopes to be out there on the road into the foreseeable future.
Enjoying the freedom of the road
“I even have a greenhouse
Stopping over at the BP at Keith, we were fortunate to catch up with Harjinder Chahal from Adelaide when he dropped in for a rest break. He was driving a truly eye-catching Rapid Haulage 2022 Kenworth K200 at the time, with a 540 Cummins up front, and towing a B-double with striking matching livery.
Harjinder was on his return leg from Melbourne to Adelaide. He told us he has been with Rapid Haulage now for approximately three good years, and that he finds them to be a top outfit who always keep him busy and run great well-maintained gear. With five and a half years doing interstate now, Harjinder added, “I really enjoy being out on the open road, and the comparative feeling of freedom it gives compared with other jobs. And I enjoy the companionship and also the chance to see the country, and the feeling of job satisfaction is pretty good as well.”
I was pleased also to note that the roadhouse has reverted to being BP again, with the accustomed good coffee, tucker and friendly service and the driver-friendly amenities that I remember so well from the “old days” of being on the road.
Retired truckie Colin and Rosie Rice. Image: Jonathan Wallis
Harjinder Chahal has been with Rapid Haulage for about three years. Image: Jonathan Wallis
Shannon Sando drives a 2021 Kenworth K200 for SWF. Image: Jonathan Wallis
How to fight a heavy vehicle charge
THE Heavy Vehicle National Law (HVNL) sets out obligations for operators, drivers, schedulers and others in the Chain of Responsibility (CoR). Breaches of fatigue, loading, mass and vehicle condition requirements carry significant penalties, including for both companies and individuals.
While compliance must always be the starting point, the HVNL does provide certain statutory defences that can be raised in limited circumstances. These defences are strictly interpreted, and the onus rests with the person raising them to prove they apply.
The deficiency defence
Under section 628 HVNL, a driver charged with a “deficiency” offence for example, where a vehicle contravenes a standard or is found to be unsafe, may have a defence if they can show that:
• They did not cause the deficiency; and
• They had no responsibility for, or control over, the maintenance of the vehicle.
Example: A driver is intercepted roadside and the vehicle is found to have worn brakes. If the driver had no role in maintenance and had
properly reported defects, they may rely on the deficiency defence. If the driver ignored obvious signs of brake failure, the defence will not apply.
Fatigue law defences
The HVNL fatigue regime imposes strict rest and work hour requirements. Recognising that operational realities sometimes interfere, Parliament has allowed narrow statutory defences.
• Split Rest Break Defence (Section 255 HVNL): A solo driver under Basic Fatigue Management (BFM) hours may defend a charge for not taking seven continuous hours’ rest if they
and another block of two continuous hours’ rest, provided they have not used this option in the previous 24 hours.
• Short Rest Break Defence
(Section 252 HVNL): If a driver cannot take a required short rest (such as 15 minutes) because no safe rest area is available, it may be taken at the next suitable rest location within 45 minutes. Short rest breaks means rest time of less than one hour.
Example: A driver required to stop for 15 minutes encounters a stretch of highway with no truck parking bays. They continue to the next available safe rest area 30 minutes later. Provided records reflect this,
Primary duty and “reasonably practicable” compliance
Since the 2018 amendments, the HVNL imposes a primary duty (Section 26C) on every CoR party to ensure, so far as is reasonably practicable, the safety of their transport activities.
This is not expressed as a “defence,” but in practice, the test of what was reasonably practicable operates as the standard by which liability is judged.
Courts will consider: A duty-holder must do what is reasonably able to be done to ensure safety, considering and balancing the following factors:
cident occurring.
Consequence: The degree of harm that might result if the risk eventuates.
Knowledge: What the duty-holder knows, or ought reasonably to know, about the hazard or risk and ways of eliminating or minimising it.
The mastercode is very relevant to this aspect.
Availability and suitability of measures: What options exist to eliminate or minimise the risk, and whether they are appropriate.
Cost: What it would cost to eliminate or minimise the risk, including whether that cost is grossly disproportionate to the risk.
Example: An operator with a
End sham contracting in freight before it ends us
lar audits, and a process for re-loading non-compliant vehicles will be better placed to argue they have met the primary duty than one with only a policy document filed away.
Tips to support your defence
• Immediately preserve all compliance records: logbooks, weighbridge tickets, communications, training records, maps, emails.
• Document contemporaneous observations: e.g. after loading, record what you saw, weighbridge reading, photos if feasible.
• If raising a defence, articulate which steps you considered reasonable at the time and why further steps were not feasible.
• Engage early legal advice.
Final word
The HVNL is structured to prioritise safety, with limited escape routes for parties who can show they acted responsibly and within the law’s narrow exceptions. Operators and drivers should view these defences as a safety net, not a strategy. The safer and more cost-effective approach is to invest in compliance up front. If you are charged under the HVNL, having the right defence strategy can make all the difference.
This article provides general guidance only and is not intended to cover every circumstance or provide specific legal advice. Each case turns on its own facts and operators should seek independent legal advice before relying on a statutory defence.
AUSTRALIA’S freight and logistics sector is one of the most dynamic and essential industries in the country. It connects businesses, communities and consumers; moving everything from groceries to medical supplies, construction materials to online orders. But beneath this vital service lies a growing threat to its integrity and sustainability: sham contracting.
Sham contracting is a practice where workers are misclassified as independent contractors – often under an ABN – despite working under conditions that legally define them as employees. This misclassification allows companies to avoid paying superannuation, leave entitlements, workers’ compensation and taxes. It’s a loophole that not only exploits workers but also undermines ethical operators who are doing the right thing.
The issue of sham contracting is complex and deeply em-
bedded in the road transport sector, which is the fourth largest contributor to Australia’s black economy. It is difficult to establish exact cases due to their unreportable nature and the exploitation of various visa schemes and categories. These practices are decimating the transport industry by under-cutting industry-standard labour rates, creating an anti-competitive environment that prevents fair competition.
To effectively combat sham contracting, we need a coordinated, multi-agency approach.
The Victorian Transport Association calls for the Department of Home Affairs, the Australian Taxation Office (ATO), and the Fair Work Commission (FWC) to work together and develop a unified strategy to identify, investigate, and prosecute these practices. Enforcement alone cannot solve this issue – collaboration and coordination are essential.
Senator Glenn Sterle, a former truck driver and longtime champion of the transport industry, has repeatedly called out the ATO for its failure to act decisively on sham contracting. He has urged the formation of a dedicated taskforce to investigate and prosecute sham contracting
in road transport – a proposal the VTA strongly supports.
Senator Sterle’s advocacy is backed by industry bodies across the country; all of whom have seen firsthand how sham contracting distorts competition and damages the reputation of our industry. Clients from large entities are increasingly demanding lower freight rates and encouraging transport companies to restructure their employment practices to engage drivers on ABNs. This is not innovation, it’s exploitation.
The consequences of inaction are severe. Ethical operators are being squeezed out of contracts by competitors who exploit workers and dodge tax obligations. Drivers are left without protections, often unaware of the risks they face. And the broader community suffers as the industry’s reputation is tarnished by stories of exploitation and unsafe practices.
The VTA believes that now is the time to escalate efforts to rid the freight industry of sham contracting, a practice that continues to undermine the integrity of the sector. We urge the federal government to take decisive and coordinated action by establishing a national taskforce specifically focused on investigating
Unfortunately, the issue of sham contracting is complex and deeply embedded in the road transport sector. Image: Martin/stock.adobe.com
sham contracting in transport. This taskforce must be equipped with the authority to audit, enforce and prosecute offenders across the industry.
In addition, it is critical to strengthen the legal definitions that distinguish employment from contractor relationships, closing loopholes that allow misclassification to persist. A unified and collaborative approach is essential, involving key agencies such as the Australian Taxation Office (ATO), the Fair Work Commission (FWC), and the
Department of Home Affairs, to ensure consistent enforcement and oversight.
Education also plays a vital role – operators and workers must be informed about their rights, responsibilities, and the risks associated with sham contracting. Finally, ethical businesses that uphold fair labour standards should be recognised and supported through targeted procurement policies, incentive programs, and public recognition initiatives that reward compliance and investment in people.
Transport is a labor-intensive industry. It’s not automated or remote – it’s boots on the ground, hands on the wheel, and people making things happen. We must protect those people. We must protect the businesses that treat them fairly. And we must protect the future of freight in Australia.
The VTA stands united with all industry associations that support future investigations and efforts to close sham contracting and the effects of the shadow economy in our industry.
The HVNL provides certain statutory defences that can be raised in limited circumstances. Image: NHVR
LEGAL EXPERT
BELINDA HUGHES Hughes Law
Insolvencies: The elephant in the room
RECENTLY I have made comment to ABC Radio and Win News on freight operators leaving the industry. Both voluntarily and not. There have been some longstanding players making the difficult decision to opt out of the industry. I don’t think the industry is in crisis. And certainly certain sectors are doing better than other sectors. But the industry is tight and some margins of 2-3 per cent are seen as part of the halcyon days of the past.
The past six months has been difficult for parts of the road freight industry. And the previous 12 months before that has also been difficult. We have seen a 181 per cent increase in insolvencies since 2021-2022.
The scene in the road freight industry has been slow movement by customers to other operators, and as a consequence, we have seen this impetus to drop rates as a way to cajole customers to think about their options for reducing their bottom line. This doesn’t seem as pronounced with direct fleet
o big and small. What this has meant is that the race to the bottom is on in earnest.
Carriers are sacrificing margins to get work. Players with older fleets are seeking to undercut and seem almost ready to accept fuel money to keep their business operations turning over cash. I have seen reports of some larger players dropping their rates by 30-40 per cent to get work from sustainable safe operators who have a track record of investing in their fleet and people. There is a view that there are too many trucks chasing less work. It is true that volumes in parts of the industry have
activity and we are in lots of ways the canary in the coal mine for economic growth.
It would appear that many sub-contractor models are in trouble in this current environment. I would go further to say that the purely sub-contracting model may be in trouble and there is a degree of desperation in the market not seen for a while. I note the current practice of ABN work. Where for all intents and purposes the driver appears to be an employee of a company but
contractor. This practice will be problematic not least of all if application is made to the Fair Work Commission or a fatality occurs that attracts media attention.
I had a look at some quotes for Sydney to Brisbane return for 34 tonne high cube work. The price on offer was $800 less per return job to break even for a sustainable company that pays the right rates, pays super, pays tax, pays workers comp, and purchases new trucks every 3-5 years. Imagine you are
running a high productivity business but you are going broke as you do it. Some rates for Sydney to Melbourne are at levels not seen since the mid 2000s. Some will rejoice for the competition in the marketplace. However, cheap rates come at a perverse cost for the industry and the community, like for instance safety amongst other things.
Operators at the recent RWTA Conference are somewhat insulated but not completely by costs as a result of working in cold food distribution and storage. Something that everyone buys and needs.
There is also an issue with how some operators look at their business. Some operators mis-apprehend their fi xed costs versus their variable costs. Sometimes to their disservice. For instance, we have one member who has made the change from invoicing customers on a tonnage rate and moved to invoicing on an hourly basis. That change has turned that business around significantly in 18 months for the better and allowed better calculations of new labour rates that could be costed properly. Road freight operators have a point when customers say we want a cheaper rate because you have older trucks. Customers miss the point with the rates, because it is only through sustainable rates that allow those freight operators with older trucks to re-invest and purchase new trucks that are cleaner, greener and safer. However, I am told that if you see a drop of volumes by 10 per cent then the industry will react with a drop of 20 to 25 per cent in freight rates. Road freight business has a cycle and we are now in a cycle of less returns. Nevertheless we are in a period where consolidation is taking place and the good news is that if you survive the next six to 24 months then returns should be better for your freight company.
O’HARA CEO, Road Freight NSW
There is a view that there are too many trucks chasing less work. Image: Sandy/stock.adobe.com
Drive a positive safety culture in your business
OCTOBER is National Safe Work Month – and it’s an opportunity for everyone in our heavy vehicle industry to take a moment to reflect on what safety really means in our workplaces. At the National Heavy Vehicle Regulator (NHVR), we define safety culture as how people think, talk about, and act on safety – from the office to the workshop to the driver’s seat. Everyone in the business has a role to play in creating and maintaining safe practices. From loading a vehicle to planning routes, safety decisions happen in every task, large or small. So, why does a positive safety culture matter? Fostering a positive safety culture offers numerous benefits for businesses that utilise heavy vehicles in their operations.
You can have all the right paperwork, policies, and safety equipment but if people feel rushed, ignored or afraid to speak up, things can go wrong. A good safety culture builds trust and helps prevent mistakes before they happen, creating a workplace where safety isn’t just a box to tick but how we work every day. Leaders in every business –owners, supervisors, managers – set the tone. If you make safety a priority, your team will follow. This means more than just ta lking about safety, it means showing it in your decisions, listening to your team, remaining transparent, consistently engaging in safe behaviours, and making time for regular safety chats and training. Safety also works best when everyone’s involved. It’s critical to encourage workers to report hazards, raise concerns, and share ideas – making it easy for them to speak up without fear of being blamed. It should include toolbox talks and ad hoc discussions where workers are encouraged to share their thoughts and ideas. The more we talk about safety openly, the more we can learn and improve.
A commitment to effective safety risk management is also a key part in the development of a positive safety culture. Understanding the hazards and potential risks arising from your business activities is essential for establishing a safety risk management framework that eliminates or minimises risks to an acceptable level. More information can be found in the Safety Man
agement Systems section of the NH VR website.
Being fit to work is an essential part of maintaining a sa fe workplace. Fatigue, stress, long hours or health issues can all affect a person’s ability to make safe decisions and carry out tasks effectively. This is why it’s important to understand how human factors and organisational performance
work, and how to actively support them. Support can include encouraging open conversations, regular check-ins, and promoting healthy work practices. Managing fitness to work as part of your safety systems, along with robust, ongoing training relevant to each worker’s job responsibilities, helps ensure workers are both comfortable and compe-
ties. This has a positive effect on business operations with a safer workplace that promotes greater productivity and efficiency. More information can be found in the Regulatory Advice – Fitness to work section of the NHVR website.
National Safe Work Month is a great time to ask: What is our safety culture like? Are people comfortable reporting issues? Do they feel supported? Small changes such as having honest conversations, updating training, or checking in with those in your team more often, can make a big difference. At the NHVR, we’re here to help businesses build safer, stronger cultures. Let’s work together to make safety a shared goal and make sure everyone makes it home safely.
To help businesses build a strong safety culture, the NHVR has developed educational materials for all pa rties in the Chain of Responsibility which can be found here: nhvr.gov.au/ safety-accreditation-compliance/human-factors/ de veloping-a-positive-safety-culture.
It’s important to understand how human factors and organisational performance impact a worker’s fitness to work. Image: NHVR
Jam-packed calendar to round out the year
TO round out the year, coming weeks are jam packed full of trucking events, taking place right across the country. Here’s our pick of convoys, truck shows, display days and awards to add to your diaries.
OCTOBER
Sydney Convoy for Kids
October 26
Sydney Dragway to Hawkesbury Showground, NSW convoyforkids.com.au
Convoy For Kids Sydney Inc. was started in 1992 by a small group of dedicated people from the transport and associated industries who had a desire to help sick children.
Today, 31 years later, it’s still a volunteer committee which spends time to put together one special day, not only as a fundraiser but a family day for all.
Drivers and owner drivers, travel from all parts of NSW with their families to participate in this great event each year. Taking part means you are helping raise funds for the NETS Ambulance Service and Kidzfix.
NOVEMBER
Brisbane Convoy for Kids
November 1
Brisbane, QLD brisbaneconvoyforkids. com.au
The Brisbane Convoy for Kids is returning, travelling from Larapinta to the Redcliffe Showgrounds.
Once it arrives, a family fun day will take place, with a wide range of activities on offer including live entertainment, auctions, food stalls, free kids’ rides, face painting, animal petting, magic shows, and night lights display.
Convoy participants will also compete in a range of categories, with awards handed out on the day.
Ulverstone Truck Show
November 1
Ulverstone Showgrounds, Tasmania
Held as part of the Thank You Day Show, a fundraising event to raise money for Beyond Blue and New Mornings, this year’s truck
show component will feature a Kenworth focused show alongside the usual truck show. There will be prizes for both shows and lots of giveaways. The event starts at 9am.
Convoy for Kids
Goulburn
November 8 Goulburn, NSW convoyforkidsgoulburn. com.au
The Convoy is held on the second Saturday in November each year. The day begins with a truck convoy through town and concludes with a day-long carnival at the Recreation Area with many novelty activities and attractions.
Over the past 25 years, tens of thousands of dollars have been distributed to local families and organisations.
With the continued support of the community Convoy for Kids Goulburn will be able to carry on supporting local children in need.
Mullumbimby Truck Show
November 8
Mullumbimby, NSW 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 this year’s Mullumbimby Truck Show.
This event will feature a truck parade through the town, sideshow alley, kids’ rides, food vans, full bar facilities and live music.
Other features will include horse and cattle events in-
cluding trotting. For further truck show info see the registration form on the website.
HCVCA Annual Display Day
November 9
Yarra Glen, VIC
The Historic Commercial Vehicle Club of Australia (HCVC) will host its annual display day at the Yarra Glen Racecourse. Bring your historic commercial vehicle and display your pride and joy for the day. Free entry for vehicles and their driver, $10 per person for passengers and the public. Free entry for children under 14 years. Sunday entry from 7am for display vehicles, public entry from 9am. All vehicles must remain displayed until 2:30pm.
The Dane Ballinger Memorial Truck Show is back, w ith plenty to see and do for the whole family. There will be a huge range of trucks on display, from old classics to custom rigs from all over the state. It’s a fun day out for all ages and also supports a great cause.
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
TRUCKING CAREER STARTS
Women in Trucking Australia (WITA) helps women get trained, qualified and hired in the trucking industry. Join our supportive community today!
f unds for individuals and families affected by potentially life-threatening medical conditions, and the charities that work with these people, and local hospitals.
East Gippsland
Heritage Truck Display
November 15-16
Maffra Recreation Ground
Maffra, VIC
The Maffra Recreation Ground will transform into a vibrant showcase of trucks from all decades, coming together to celebrate the rich history of transport in Australia.
Free camping on site for exhibitors, otherwise it’s $10 per adult.
For further information, contact John Burley (0413 516 233), or Terry Whelan (0408 516 144).
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 before.
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.
DECEMBER
HVIA Awards
Gala Dinner
December 4
Brisbane Convention and Exhibition Centre, QLD At the Plaza Ballroom, HVIA will celebrate the industry with the 10th Anniversary National Awards Gala Dinner. The awards program will feature an expanded suite of categories celebrating excellence, leadership and innovation across all sectors of the industry, including suppliers, operators and employees.
Tassie Convoy 4 Kids
December 13
Kempton, Hobart Trucks, utes, and Christmas spirit – The Tassie Convoy 4 Kids is back!
A spectacular display of
chrome, colour and community generosity at Christmas time, all in support of sick children and their families.
Each year, hundreds of trucks and vehicles roll through Hobart adorned in festive decorations, spreading joy and raising funds for children’s healthcare at the Royal Hobart Hospital.
To stay up to date, search for their Facebook page, ‘Tassie Convoy 4 Kids’.
JANUARY
Tooradin Tractor Pull and Truck Show
January 17
Rutter Park Reserve, Tooradin, VIC
An annual event since 1998, the Tooradin Tractor Pull and Truck Show returns. Gates open at 10am, with the main event taking place at 3pm. This non-profit event is run by a committee of locals, with all proceeds going back into local clubs, schools and various charities. As well as the vintage tractor pull and truck display, there will be amusements, catering and more.
Twin City’s Show N Shine Convoy for Kids
January 18
Albury Showgrounds, NSW
The Convoy starts at the Barnawartha BP and finishes at the Albury Showgrounds. Almost 300 trucks took part in the convoy at the last event, travelling the Hume in support of Country Hope, which raises money for kids with cancer and other life threatening illnesses.
Following the Convoy,
there will be a Show ‘n’ Shine where trucks, cars and bikes go head to head across a range of categories. Organisers are hoping to make the convoy even bigger and better in 2026 by getting more trucks involved, with a goal of raising $100,000 for Country Hope.
FEBRUARY
Darnum Heritage Display
February 7-8
Darnum, Victoria
The display will include trucks, cars, stationary engines, tractors, earthmoving equipment, motorbikes, steam engines, boats and more. To take part, these items must be 25 years or older. Admission is $15 for adults and $5 for children 5-12 years. Gates opens 10am on Saturday and 9.30am on Sunday.
NRFA Annual Conference
February 21
Wollongong, NSW
nrfa.com.au
The NRFA Annual Conference will feature a program that’s jam-packed with industry updates from a variety of key speakers. Connect with industry experts, learn about the latest transport trends, and gain valuable knowledge to advance your career.
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.
The Tassie Convoy 4 Kids returns to Hobart in December. Image: Tassie Convoy for Kids
Held at Rutter Park Reserve, this event will have plenty to see and do for the whole family. Image: Tooradin Tractor Pull and Truck Show
GENERAL KNOWLEDGE
Nocturne,
Magician, 2 Casino,
Packer,
‘This is the position I dreamed of’ Growing up around trucks, this Tamworth driver always knew the path she wanted to take – and now she’s making it happen, recently upgrading to her MC.
BY DANIELLE GULLACI
COURTNEE Van Laarhoven, 26, says she had wanted to become a truck driver ever since she was a little girl – inspired by her father and uncle.
“My father had a couple of rigids and my uncle drove road trains all around Australia, including carting explosives to Mt Isa,” she said. “I was only four or five when Dad got his first truck and I’d jump in any chance I could – I didn’t care if he was only going five minutes down the road. Us kids would sit in the back and he’d make us work. And we’d do it, because we absolutely loved it.”
Though driving trucks was always the dream, before Courtnee tried her hand behind the wheel, she worked as a cake decorator. As she explained, “I’m originally from the Hunter Valley, where my Nan and Pop owned a bakery. I worked there on and off for a number of years. I did it because I loved spending time with them and learning what they were willing to teach me. It wasn’t until after they passed away that I started working my way into what I really wanted to do as a career.”
Courtnee went for her HR licence when she was 22, which marked the beginning of her trucking journey. Though she admits that she was nervous about getting a foot in the door. “It was after Covid hit that I thought I’d finally give trucking a go. I wasn’t scared of getting into the industry but at the time I didn’t have much money and
was nervous about spending the money I did have on getting my truck licence, without having a job lined up.
“My mum would always say to me from a young age, truck driving isn’t for girls darlin’, but I wasn’t going to let being a ‘girl’ get in my way. She has since changed her mind and been one of my biggest supporters.”
Easter Group Pty Ltd Easter Group Pty Ltd
73 Formation St, Wacol
Thankfully, Courtnee quickly found a job driving hooklifts, mentored by experienced driver Colin Harten, “When he trained me on the hooklifts, one of the biggest things
working at Parry Logistics at Tamworth for about 18 months, before upgrading to her HC licence and starting with McCulloch Bulk Haulage, also based at Tamworth.
boss Mick McCulloch
me how to change gears and once I had the basics down, he sent me on my way.
“My little T401 definitely wasn’t the fastest or prettiest
Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. We are a family owned business, operating since 1976. We currently have the following positions available:
MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED
(Brisbane, Sydney, Melbourne and Adelaide Based)
Come and work for us as we are committed to:
• Training and further education
• Your safety
• Maintaining an impressive Fleet
On offer are permanent full time, part time, casual and roster positions including weekend work, paid leave entitlements and public holidays. Drivers need to be available for weekend work as scheduled for work falling across the 7 days of the week.
The successful Applicant will:
• Hold a current MC licence (minimum two years)
• Have knowledge of the HVNL and Load Restraint
• Be professional
• Be reliable
To apply for the Driver positions please contact Operations Manager by emailing your resume to
WORKSHOP MECHANICS & TYRE FITTERS WANTED (Brisbane based only)
To apply for Mechanic positions please forward your resume to liame
employment@kseaster.com.au
GTS Freight management are currently recruiting for experienced MC interstate drivers based around Adelaide, Brisbane and Mildura.
As a GTS driver you can expect:
• National linehaul runs servicing blue-chip customers
• Modern fleet
• Strong focus on safety & compliance
• Competitive pay & conditions
For more information, please email your resume and cover letter to hr@gtsfreight.com.au, call us on (03) 5051 0100 or visit gtsfreight.com.au.
You can also find us on Seek by searching “GTS Freight Management”.
taught
Courtnee Van Laarhoven credits her boss Mick McCulloch for helping her work her way up to her MC. Images: Courtnee Van Laarhoven
I’VE STILL GOT SO MUCH TO LEARN. EVERY DAY I’M LEARNING SOMETHING NEW WHICH MAKES IT MORE INTERESTING.”
COURTNEE VAN LAARHOVEN
that along the way too – and McCulloch Bulk Haulage has set her in good stead.
“When I was in the little 401, I was always checking her over and doing all the pre-starts. I have such a good support network – whether it be my mates, our mechanics, co-workers, managers or the boss himself. Having support from all of them, on standby when I need it, is amazing.
“If anything happens while I’m on the side of the road, they’d talk me through what I had to do to get going again.”
Within 10 months of starting with the business, Mick helped Courtnee to upgrade to her MC. “I never planned on upgrading my licence that quickly as I wanted to get more experience in the semi – but I think the time was right for me to go for it,” she said.
Courtnee is now behind the wheel of a 19-metre B-double set of tippers, pulled by a 2017 Kenworth T610.
“It’s such a beautiful truck to drive, very comfortable, heaps of room and it pulls hard – definitely one of the nicest trucks I’ve got to drive.
“With the 19-metre B-double, I’m longer and bigger so the reversing part of it took me a little bit to get my head around. I wouldn’t say I’ve aced it yet, but I’m getting there. Some of the places we deliver to are super tight and you might be reversing around a corner or on the blind side, but you just take your time.
“I’ve still got so much to learn. Every day I’m learning something new which makes it more interesting. I’m my worst critic. I always push myself to be better than the day before. A lot of people say I’m too hard on myself
but the truth is I’m very job proud.”
For Courtnee, the runs differ every day and could see her travelling anywhere from Brisbane, Toowoomba or Dalby to the south of Sydney, Manildra and Dubbo.
“There are so many different things I love about my work, but the main thing is the freedom and getting to see so many new places,” she said.
“We live in such a beautiful country and there are places that you wouldn’t be able to see unless you were passing through on holidays – we get to do this every single
day and sometimes take it for granted. I was always an outdoors kid and I seriously reckon that if I was in an office, I’d go crazy!
“I get to explore all these new places I’ve never been to before and I have met some amazing people along the way and created friendships that will last a lifetime. I wouldn’t be the driver I am today without the ongoing support from my family and friends.
“Countless people have helped me along the way and that’s what I love about this industry. We are constantly learning. We all have a job
to do but the main goal at the end of the day is to enjoy what you do and get home safely.”
Looking to the future, Courtnee says that one day she’d like to get into road trains – but for now, she’s happy exactly where she is.
“I’ve had the opportunity to drive a couple of my friends’
road trains and that’s my goal down the track. But for now I’ll stick to the B-doubles and keep gaining more experience,” she said.
“I’m just happy to have this opportunity and to be able to drive a beautiful truck. This is literally the position I dreamed of ever since I was little.”
Courtnee has worked at McCulloch Bulk Haulage for about a year.
She’s now driving a 2017 Kenworth T610, pulling a B-double.
MERITOR® PERMALUBE™ RPL SERIES DRIVELINES
ADVANTAGES
Four-bolt design for easy installation and service
E-coated steel guard secures and protects the slip seal against contaminants and damage
Extended U-joint life:
–Triple lip seals provide the ultimate protection against contaminants
