FRIDAY, August 28, 2026
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Assessors axed after crackdown
Operator fights fleet grounding Page 3-4
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EDITOR
James Graham: 0478 546 462 james.graham@primecreative.com.au
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Big Rigs National Road Transport Newspaper is published by Prime Creative Media. It is the largest circulated fortnightly truck publication in Australia with 22,248* copies per fortnight. *Average circulation per issue in 2025
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Company accused of underpaying its staff A regional Victorian livestock transport company is facing court over allegations it underpaid 23 workers almost $300,000 after telling employees by text message that the business had ceased trading. The Fair Work Ombudsman (FWO) has commenced legal action against TLCP Vic Pty Ltd, which traded as Transedel Livestock Carriers, as well as company director Lachlan Stuart Wigg and former manager Patrick Martin Gray. The regulator alleges TLCP failed to pay 23 workers a total of $297,335 in redundancy and payment-in-lieu-of-notice entitlements after their employment ended in 2024. The affected workers included 21 long-distance truck
drivers, a mechanic and an administrative employee who was aged 19 at the time. According to the FWO, the workers had been employed by the company, which was based in Albury, Pakenham and Maffra, for periods ranging from several months to more than seven years. The regulator alleges Gray sent employees a text message in January 2024 advising that TLCP had ceased trading and asking them to return their trucks and trailers within 24 hours. Individual alleged underpayments range from $704 to $19,795. The FWO also alleges the company failed, without reasonable excuse, to comply with a Compliance Notice issued in March 2025 requir-
The affected workers included 21 long-distance truck drivers. Image: Transedel Livestock Carriers/Facebook
ing it to rectify the alleged underpayments. It alleges Wigg was involved in all of the alleged contraventions, while Gray was allegedly involved in the failure to pay redundancy and notice-of-termination entitlements. Fair Work Ombudsman Anna Booth said the closure of a business did not remove an employer’s obligation to
pay applicable termination entitlements. “The alleged payments owed were significant,” Booth said. “Redundancy entitlements play a vital supporting role for people while they attempt to pick themselves up, find a new job and get back on their feet.” The FWO is seeking penalties against the company, Wigg and Gray, as well as
court orders requiring the alleged underpayments to be rectified in full, plus superannuation and interest. TLCP faces maximum penalties of up to $93,900 per alleged contravention of the National Employment Standards and up to $99,000 for the alleged failure to comply with the Compliance Notice. Wigg and Gray face maximum penalties of up to $18,780 per alleged National Employment Standards contravention, while Wigg also faces a further potential penalty over the Compliance Notice allegation. A directions hearing was listed in the Federal Circuit and Family Court in Melbourne on August 13. Big Rigs approached Wigg and Gray for comment.
Truckies targeted in Hume Highway safety blitz TRUCKIES were among the targets of a major multi-agency safety compliance blitz on the Hume Highway near Yass. NSW Police said Operation Fume ran at the Mundoonan Rest Area at Jerrawa, about 20km north of Yass, from 11am on August 12 until 3am on August 13. NSW Police also established a high-visibility stationary roadside breath and drug test site, with all northbound traffic on the Hume Highway, Jerrawa, diverted through the rest area.
The operation was in response to ongoing road safety concerns following recent serious and fatal crashes involving cars and heavy vehicles along the Hume Highway corridor. A total of 81 roadside drug tests were conducted with six positive tests detected. Police also carried out 369 breath tests with one drink driving offence detected. Sixteen infringement notices and one defect notice were issued, with 49 heavy vehicle compliance checks conducted.
Three vehicles were searched and two unauthorised drivers were detected. NSW Police told Big Rigs results did not distinguish between light and heavy vehicles. The operation was led by NSW Police Traffic and Highway Patrol Command with assistance from The Hume Police District, NSW Dog Unit, National Heavy Vehicle Regulator and Transport for NSW. It also uncovered two alleged illicit tobacco and vaping hauls. Police stopped a Mercedes
Sprinter van and allegedly found 869,000 illegal cigarettes, with an estimated street value of $1.3 million. A 34-year-old man and 48-yearold woman were charged with possessing tobacco greater than a commercial quantity and are due to appear at Yass Local Court on October 1. Officers also stopped a Mitsubishi Canter and allegedly found 3200 vapes worth an estimated $160,000. A 32-yearold man was issued with a Field Court Attendance Notice for
During the 16-hour operation, 49 heavy vehicle compliance checks were conducted. Image: NSW Police
allegedly possessing a commercial quantity of vaping goods and is also due to appear at Yass Local Court on October 1.
NEWS 3
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
Operator fights fleet-wide grounding order
BY JAMES GRAHAM
A remote Gulf of Carpentaria hospital running low on oxygen was one of the first to feel the effects after the National Heavy Vehicle Regulator (NHVR) grounded the Hawkins Transport fleet, according to company boss Bradley Hawkins. With his company sidelined by a prohibition notice on August 14, Hawkins said one of his depot managers was forced to load a pallet of oxygen into a four-wheel-drive and deliver it to Normanton Hospital. By the following Monday, Hawkins said another depot manager was using another vehicle to deliver pharmacy supplies to Normanton and Karumba while his lawyer fought to get his trucks moving again – the fleet can have up to 70 road trains on the go at any one time. The grounding, imposed over a raft of alleged safety issues, has also raised concerns about regular freight services to some of Queensland’s most remote Aboriginal communities and left around 75 jobs hanging in the balance. Normanton-based Hawkins Transport services communities, properties and stations across the Gulf of Carpentaria and the Cape, including weekly grocery runs carrying milk, produce and general supplies to Doomadgee, Burketown, Kowanyama,
Pormpuraaw, Wujal Wujal and Palm Island. Hawkins said there are few alternative operators equipped or willing to tackle the routes, many of which traverse rough, unsealed roads. “Safety is a priority. There’s no two ways about that. But they need to work with us,” said a frustrated Hawkins. “The disappointing part is that they don’t come and talk to you about it.” The almost 30-year-old transport business also carries cattle and undertakes council work with depots in Normanton, Cairns, Townsville, Brisbane, Mount Isa and Charters Towers. The fleet comprises of 359 prime movers, trailers and
dollies, although Hawkins says about 22 per cent are normally undergoing maintenance or unregistered. The NHVR has issued prohibition notices against both Hawkins personally and Hawkins Transport. The regulator says prohibition notices are reserved for circumstances in which the safety risk is serious, immediate and pressing. As we went to print with this issue, Hawkins was mounting a legal challenge he was prepared to take all the way to the Supreme Court in an attempt to have the decision overturned. Hawkins says in his affidavit that the regulator’s decision relies on a pattern of vehicle
Hawkins is one of the biggest fleets in Far North Queensland. Images: Hawkins Transport
defects over 20 months and six collisions. The affidavit acknowledges a number of defects were found during 2025, including brake imbalances, oil and fuel leaks, a tyre worn through to the metal cords, air leaks, loose bolts, rust, lighting issues and worn towing components. Hawkins, however, disputes that the six crashes relied upon by the regulator demonstrate his vehicles were poorly maintained, arguing there were no “positive indications” that the incidents resulted from vehicle standards. His affidavit says no charges have been laid against him or Hawkins Transport in relation to those incidents. In his interview with Big Rigs, Hawkins said road conditions and driver-related factors needed to be examined alongside vehicle condition, particularly in cattle transport on narrow and damaged outback roads. The prohibition notices could have far reaching consequences for the company, its employees and the communities it services. Hawkins said the company had initially been unable to arrange subcontractors itself to replace grounded trucks, although permission was later given for alternative operators to complete grocery runs to Kowanyama and Doomadgee. Finding suitable replace-
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Hawkins Transport is also kept busy with council work.
ments was another matter. Hawkins said drivers and equipment capable of working in the Gulf were difficult to source and it took from Friday until late Sunday to arrange two local operators for the affected runs. “There’s just nobody else out there,” he said. Hawkins’ affidavit says the requirement for every affected unit to obtain a vehicle standards inspection before returning to service is not realistically achievable because of the number of vehicles involved and the limited inspection capacity available. Hawkins said the problem was particularly acute in Normanton, where there is no NHVR inspection facility. He said the nearest alternatives were in Cloncurry or
Mount Isa, five or six hours away, with many of the affected combinations being quad road trains. Hawkins said he had previously offered to pay to fly NHVR inspectors into remote depots and provide accommodation and facilities so inspections could be carried out, but the offers were declined. His affidavit says almost 300 units were presented for inspection under an earlier supervisory inspection order during 2024-25. The stakes are now escalating rapidly for Hawkins’ employees. Hawkins estimated every week the fleet remained off the road would cost the business about $500,000. Continued on page 4
4 NEWS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Grounded fleet leaves 75 jobs on the line
From page 3 MORE starkly, his affidavit says the company’s chief financial officer has advised that if Hawkins Transport cannot trade for two weeks, the business will have to close, costing 75 people their jobs. “Do you really have to send a company broke?” said Hawkins, a Carpentaria Shire councillor for the last 12 years and deputy mayor for the last eight. “And lose all these things in these Aboriginal communities. Somebody will come along and do it eventually, but nobody’s tried to do it before me.” Hawkins said the company, which was ranked No. 9 in Beef Central’s 2025 Top 25 Australian Livestock Transporters list, had been servicing the communities for about 12 or 13 years and believed the shutdown will make it extremely difficult to maintain the level of essential freight they currently receive. Asked whether communities could run short of supplies, Hawkins stopped short of saying they would be left completely without freight. “They’ll come up with something, don’t get me wrong,” he said. “But not to service what I provide every week.” Hawkins stressed that overturning the prohibition notice would not mean he wanted to avoid scrutiny or inspection.
The company was rated as one of the best livestock transporters in Australia last year. Image: Hawkins Transport
“I want to comply,” Hawkins said. His preference is for the regulator to progressively inspect and release trucks so essential freight can continue moving while Hawkins works through the wider compliance requirements. “Free up a bit of gear, run it over the pits, make sure it’s right,” he said. “And let us go to work.” Hawkins’ lawyer Belinda Hughes, the former Director of Prosecutions for the NHVR, said a prohibition notice can ground vehicles, or as in her client’s case, force a company to stop operating altogether.
“Having acted both for regulators and now for operators, I understand why prohibition powers exist. But these are extraordinary powers,” Hughes said. “This type of order has long-lasting consequences, not just on the company but the staff. I see the very real impact. The fear is real. The sleepless nights are real. Directors are worrying about whether their business will survive, whether their employees will have jobs and whether they will still have a business by the time they are able to challenge the decision.” Hughes is also concerned
about the prohibition condition of a company or director having to complete courses. “I struggle to understand how a course can prevent an immediate or imminent risk. “When the directives in the notice move beyond addressing an immediate and identifiable risk and require fleet-wide inspections they effectively become an indefinite shutdown.” Hughes said there is also a significant practical problem with review. “A company may ultimately succeed in challenging regulatory action, but if that process takes weeks or months, the legal victory may come too late. The business may already have lost contracts, employees and its ability to continue operating. “That raises a broader policy question about whether decisions involving powers capable of effectively shutting down an entire business require a genuinely expedited review mechanism.” Hughes believes there is also a legitimate question as to whether the exercise of powers of this magnitude should be subject to some form of independent oversight. “Grounding a fleet is one of the most serious interventions a transport regulator can make. But precisely because the consequences are so significant, it should be a power exercised sparingly.”
At issue deadline, Hughes was seeking an internal review of the NHVR prohibition notices and has filed an application with the Supreme Court for an urgent stay, which was listed for August 27. She has also filed a stay application with QCAT. The stay would allow Hawkins Transport to potentially resume operating while the review, which can take up to 28 days, is determined. Meanwhile, the company must have its entire fleet inspected to clear the prohibition, but NHVR availability has so far provided inspection spots for only 14 per cent of the fleet over three weeks. If the NHVR upholds the notice, the company can appeal to QCAT, while a Supreme Court challenge may also be available if the notice is legally defective or breaches
Lawyer Belinda Hughes sought an NHVR review of the decision. Image: Hughes Law
human rights legislation. Big Rigs emailed a series of questions to the regulator seeking details about the prohibition notice, whether a risk assessment was done before grounding the entire fleet, and whether it had considered other avenues, such as an improvement notice that could address safety concerns. Instead, the NHVR responded with broader comments, citing the ongoing legal proceedings as the reason it could not elaborate. “Prohibition notices are one of the strongest regulatory tools available to the NHVR and are used only where necessary to manage serious and immediate risks,” a spokesperson said. “These notices require a range of actions to address identified critical safety concerns. The NHVR does not take this kind of action lightly, and reserves it for circumstances where the risk to the public is clear and pressing. A prohibition notice is often issued following the failure of alternative compliance measures being effective or complied with.” Where serious safety risks are identified, the NHVR said it will take appropriate and proportionate regulatory action. “As this is an active matter, the NHVR is unable to comment further at this time.”
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NEWS 5
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
Strong buyer interest surrounds ACFS sale
DOZENS of parties have approached the receivers of ACFS Port Logistics about buying the embattled logistics business or its assets before a formal sale campaign has even begun. The extent of the interest was disclosed in a statement issued after the first creditors’ meeting in Sydney on August 18 and filed with ASIC the next day. “Even before any sale campaign has commenced, the receivers have been approached by dozens of parties expressing interest in acquiring the business or its assets,” a BDO statement read. “As trading conditions continue to stabilise and the business returns to a more sustainable footing, focus will soon turn towards a formal sale of business process.” A sale, however, is not the only option under consideration. While the receivers prepare to take the business or its
assets to market, ACFS shareholders and directors are continuing to pursue a recapitalisation plan for the business. The competing processes meant the company’s future ownership remained unresolved when Big Rigs went to press, but the early interest suggests the receivers could have several options once the formal campaign begins. Minutes from the first creditors’ meeting also revealed ACFS is facing an estimated $112 million in trade creditor claims and a $76 million Australian Taxation Office claim. The minutes state that the figures are rough initial estimates, with several assets and liabilities yet to be quantified. The statement of position lists $21.3 million in estimated employee entitlements across ACFS Port Logistics, comprising $3.7 million in superannuation, $9 million in annual leave, $7.5 million in long service leave and $1.1
Former CEO Arthur Tzaneros resigned less than 24 hours before the first creditors’ meeting. Images: ACFS
million in rostered days off. More than 1100 employees are listed as being attached to the company. The separate $76 million ATO claim includes an estimated $8.9 million superannuation guarantee charge. The minutes did not explain how that amount relates to the $3.7 million superannuation figure listed under employee entitlements. The document also lists amounts totalling approximately $77.45 million under four secured interests: $45 million for ScotPac, $21 million for Daimler Truck Financial Services, $7.2 million for Octet and $4.25 million for Orix. The table separately lists $91.8 million in related-party loans, including $43.5 million attributed to ACFS Investments 1, $15.9 million to Terry Tzaneros, $16.7 million to AGS Finco and $15.7 million to AGS World Transport. The estimated shortfall associated with the company’s properties and leases remains to be determined. Salea told Big Rigs that creditors agreed to establish a committee of inspection to assist and advise the administrators and monitor the administration. Salea also said the administrators would seek a further adjournment when the application to wind up ACFS Port Logistics returned to the Federal Court on August 21.
The administrators are expected to give evidence about the status of the receivership and how long the receivers believe they will need to take the business to market. Since their appointment, the receivers’ immediate focus has been to “stabilise the business and continue trading” while working closely with ACFS management and employees. “The business has experienced minimal disruption and continues to operate as business as usual,” the statement said. The receivers also thanked ACFS employees for their work during the uncertainty, saying their efforts had been “important in maintaining the company’s operations and preserving the value of the business”. Salea Advisory’s Jessica Perri, Anthony Elkerton and Sule Arnautovic were appointed administrators of ACFS Port Logistics and two related companies on August 6. BDO’s Andrew Sallway and Duncan Clubb were appointed receivers and managers of ACFS Port Logistics and ACFS Investments immediately afterwards, assuming control of their assets, trading and operational affairs. Soon after the administrators and receivers were appointed, ACFS’s then CEO and Managing Director Arthur Tzaneros maintained that the company was trading
ACFS shareholders and directors are continuing to pursue a recapitalisation plan for the business.
“profitably” and said disruptions to port operations on the first day of the administration had been resolved. He also said the family was working on a recapitalisation proposal that it hoped would allow it to retain control of the business. But he resigned on August 17 following controversy over comments he made in a private WhatsApp group about an alleged sexual assault involving students at his former school, Scots College. The creditors’ meeting took place less than 24 hours after his resignation was announced. “I deeply regret what I said,
and for showing a complete lack of sensitivity to that situation,” Tzaneros wrote on the company’s website. “There is no excuse. I hope that by stepping aside, I am removing this behaviour from consideration of ACFS’s dayto-day operations.” His father, ACFS founder Terry Tzaneros, has since stepped in as managing director while the administration and receivership continue. • Turn to page 42 for more on how the ACFS problems started and a warning for industry from Australian Supply Chain and Logistics Association CEO Steven Ballerini.
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6 NEWS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Truckie shortage worsens, warns new report LONGTIME NSW truckie Scott Reid wasn’t in the least bit surprised by the stark new Australian numbers revealed in a new global survey about driver shortages. The latest International Road Transport Union’s (IRU) Global Driver Shortage Report found the shortfall here increased from 10 per cent in 2024 to 12 per cent in 2025. “Chain of responsibility is a crock of shit and drivers are being driven to extinction because the fines outweigh the pay – and we are left holding the bag,” Reid wrote on the Big Rigs Facebook page in response to the online post. “It’s the most heavily sanctioned job place, we have to answer to the company, the customer, the NHVR, the police and the EPA. “Not to mention the dangers on the road, including the road conditions which are the worst in record. Most of us old school drivers are done with the shit.” Reid stressed that he is not a newcomer to the industry and
speaks from many years of experience. “This is coming from someone who considered driving as a lifestyle, not just a job. “It’s been in my blood since I was a child, but I’m just done!” Truckie Craig Masefield believes the government, NHVR and other regulators can take the blame for the state of this “once great industry”. He also decried the driving standards of drivers from overseas. “They have no understanding of the distances we travel and no concept about the different combinations there are,” Masefield said. Masefield also said it’s sad to see commonsense go “out the window” with many drivers no longer allowed to take their kids with them during school holidays. “This is where we are missing out on getting the next generation of drivers coming through.” With only a few years left behind the wheel, Masefield
said it’s too late for him to see change. But he would like to see the appointment of an industry spokesperson that could push drivers’ points across to the regulators. “Instead of there being no consultation within the industry and next thing we have all these new rules and fines.” NatRoad CEO Warren Clark said the stark numbers highlight the growing pressure transport businesses are under to keep the country’s shelves stocked. Aside from driver issues, the sobering report also identified Australia as the only country surveyed where a greater proportion of transport operators (42 per cent) say operating costs are their biggest concern. “Businesses are facing rising fuel, labour and compliance costs at the same time as trying to recruit, train and retain the next generation of drivers,” Clark said. “If transport businesses can’t afford to invest in people, the driver shortage becomes even
harder to solve.” The report highlighted the fact Australia now has the oldest truck driver workforce of any market surveyed, with an average driver age of 51. More than 43,000 Australian truck drivers – around 24 per cent of the current workforce – are expected to retire by 2030, one of the highest proportions globally. Despite nearly half of Australian trucking businesses reporting severe or very severe difficulty recruiting drivers, women remain underrepresented in the industry. “Women make up only nine per cent of Australia’s truck driver workforce,” said Clark. “Practical barriers such as inadequate facilities, a lack of dedicated amenities and poor rest area infrastructure continue to limit female participation. Addressing these barriers is one of the practical steps we can take to strengthen the industry’s future workforce.” Compounding the challenge is that Australia’s freight task is forecast to grow by 57
NatRoad CEO Warren Clark said the stark statistics highlight the growing pressure transport businesses are under. Image: Prime Creative Media
per cent between 2025 and 2050. According to Clark, even if recruitment improves, the industry will need to attract drivers faster than ever before, simply to keep pace with growing freight demand. NatRoad is calling on governments and industry to work together to reduce unnecessary barriers to entering
the profession and improve nationally consistent licensing and training pathways. He also wants to see more investment in practical infrastructure such as rest areas and amenities, along with a reduction in unnecessary cost and compliance pressures that limit operators’ ability to employ, train and retain drivers.
Driver assessors removed after NSW scheme crackdown BY JAMES GRAHAM
THREE heavy vehicle assessors have been removed from the NSW licensing scheme and three referred to police following a joint compliance crackdown. Transport for NSW and the National Heavy Vehicle Regulator (NHVR) carried out the operation across Tweed Heads, Chinderah and Lismore from May 5-7, targeting high-risk activity within the Heavy Vehicle Competency Based Assessment (HVCBA) scheme. Fourteen final competency assessment audits were conducted – six in Tweed Heads, four in Chinderah and four in Lismore – involving 13 assessors and two registered
Of the assessors audited, just four were found to be compliant. Image: miss irine/ stock.adobe.com
training organisations. Of the assessors audited, just four were found to be compliant, while 10 were non-compliant. Transport for NSW said it subsequently removed three assessors from the HVCBA
scheme and issued four caution letters. The audits allegedly identified non-compliance issues with training records and competency standards, vehicle loading and safety, and assessors’ regulated work and rest-hour requirements. Three assessments were also terminated after authorities identified falsified training records and failures to meet mandatory training requirements. Transport for NSW said three assessors had been referred to NSW Police over allegations they falsified training records. Issues involving alleged breaches of regulated work and rest-hour requirements were also referred for potential prosecution.
The agency did not respond to a question from Big Rigs about whether heavy vehicle licences issued by those assessors would now be reviewed. A spokesperson told Big Rigs the agency used targeted, risk-based compliance and education activities to protect the integrity of the HVCBA scheme. “Transport for NSW takes any non-compliance seriously and will take action against any assessor who acts against the integrity of the scheme, to ensure that every driver who obtains a licence through HVCBA has been properly trained and assessed to the required standard,” the spokesperson said. The operation also uncovered significant safety con-
cerns with vehicles being used for driver training and assessment. Three vehicles received defect notices for issues including dangerous suspension and braking components, extensive chassis rust, defective seatbelts and inoperative lights. A trailer was found with severe structural rust. Two vehicles also failed HVCBA loading requirements. Vehicles used for training and assessment must be loaded to at least 75 per cent of the applicable legal mass limit, Gross Vehicle Mass or Gross Combination Mass, whichever is lowest. Transport for NSW said one vehicle inspected during the operation was about 800kg
below the required loading level, while another was around 1200kg under. Other issues uncovered included mandatory training criteria not being completed and applicants being unable to demonstrate competency when questioned by compliance officers. Transport for NSW said it continually monitors the HVCBA scheme using a riskbased and data-informed approach and can remove assessors where necessary. The agency said HVCBA providers are required to maintain a vehicle register and ensure trucks used for training and assessment are appropriately loaded, roadworthy and suitable for the task.
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OPINION 7
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
Respect lacking
EDITOR JAMES GRAHAM
THERE’S no mystery behind Australia’s worsening truck driver shortage. We ask more of truckies while giving them less reason to stay. A new poll reveals Australia’s shortfall has climbed from 10 per cent to 12 per cent in a year. Listen to drivers and the reasons are familiar: relentless compliance, fines, surveillance, mounting pressure, and roads and facilities that too often fall short. Then governments announce new rest area funding and expect applause. Yet when Assistant Minister Anthony Chisholm was asked whether toilets would be included, he could only say they were not mentioned in his brief. A rest area without a toilet is hardly the practical recognition that drivers deserve. Now we have a new $400 million productivity spending announcement [see page 8], but truckies are left searching for detail and wondering what’s in it for them.
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8 NEWS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
IN BRIEF $400 million productivity reform Sealing Outback Way
A 27km section of the Plenty Highway in Central Australia has been sealed, extending from 3 kilometres west of the Plenty River to the Lucy Creek access road turn-off, including access to the Jervois Station Roadhouse. The Plenty Highway forms a key part of Outback Way, a 2720km route connecting Western Australia to Queensland via Alice Springs. These latest works bring the total length of dual-lane sealed road along the Plenty Highway to 155km, and are part of the jointly funded $217.5 million Outback Way Corridor Upgrade – NT project.
NSW superloads
The first of numerous oversize overmass (OSOM) wind turbine blade movements set off from the Port of Newcastle on August 10, bound for the Uungula Wind Farm development, near Wellington, NSW. Each 80-metre blade will be transported along a 320-kilometre route from the Port of Newcastle – with non-blade OSOM deliveries also continuing during this time. Ares Group has been tasked with OSOM truck movements for the project, with over 100 moves already completed. The wind farm will feature 69-turbines, each consisting of 13 components, which will mean 897 truck movements for the wind turbines alone.
$420m hwy duplication
A $420 million duplication project for the West Tamar Highway in Legana in Northern Tasmania is now complete. It’s delivered two additional lanes in each direction between Freshwater Point Road and Acropolis Drive in Legana. “Duplicating the West Tamar Highway in Legana delivers important safety and travel time upgrades for one of Tasmania’s fastest growing regions, as well as a key freight and tourism route,” said Tasmanian Infrastructure and Transport Minister Kerry Vincent.
Fatigue blitz results
The NHVR has released details of a recent fatigue blitz, where over 6100 heavy vehicles were intercepted. Operation Ambit II took place in March 2026 and according to the regulator more than 1 in 10 heavy vehicles were found to be non-compliant overall. The regulator says that the fatigue non-compliance rate rose to 5.3 per cent, compared to 4.7 per cent during the previous national operation that took place in November 2025. They also noted a rise in false and misleading records. In total, there were almost 150 fatigue-related offences detected, with nearly half deemed critical breaches. The number of false and misleading offences also increased by more than 42 per cent. Administrative fatigue offences, like not carrying a work diary or not recording start times, also rose, by over 10 per cent. NHVR worked with state police agencies for the operation.
THE Australian Government has announced a $400 million heavy vehicle reform package that aims to cut red tape around permits and access, and boost economic activity by billions of dollars every year. The announcement comes after Treasurer Jim Chalmers met with state and territory treasurers on August 14, who agreed to implement heavy vehicle productivity reforms that are expected to boost Australia’s Gross Domestic Product by up to $4.4 billion annually. These reforms will incentivise states and territories to deliver nationally consistent heavy vehicle access reforms, support the rollout of zero-emission heavy vehicles and strengthen driver competency frameworks. Through the reform package the Australian Government will provide $400 million to the states and territories to: • Accelerate their work to establish a National Automated Access System (NAAS) to reduce permits and harmonise access for truck drivers crossing state borders; • Get more zero-emissions trucks on roads by increasing access, removing regulatory barriers to improve availability of charging infrastructure, and removing or reducing curfews for zero-emissions trucks; and • Support implementation of the National Heavy Vehicle Driver Competency Framework reforms, to strengthen drivers’ skills and knowledge, to improve safety for road users. Payments will only be made once states and territories implement these reforms, with the funding coming from the $900 million National Productivity Fund. Heavy Vehicle Industry Australia (HVIA) believes the reforms are a historic step towards improving Australia’s freight efficiency, economic productivity and supply chain resilience. According to HVIA Chief
An electric Volvo transporting an oversize building. Image: HVIA
Executive Officer Todd Hacking, the plan recognises the vital role that the heavy vehicle industry plays in Australia. “HVIA welcomes the government’s commitment to work with states and territories to deliver these reforms and unlock benefits for businesses, consumers and supply chains right across Australia,” he said. “If it’s on a supermarket shelf, a building site, a farm, a factory floor or a wharf, chances are it spent part of its journey on a truck. “Freight productivity is not just a transport issue. It is a cost-of-living and economic competitiveness issue.” Hacking believes that the $400 million investment will be very helpful in kickstarting productivity improvements. “We’ve already seen a high level of goodwill from many state governments in looking to improve access arrangements (for both Higher Productivity Vehicles and Battery Electric Vehicles) and we need to keep the momentum going,” he said. “Changes which allow for greater as-of-right access and simpler vehicle approvals for PBS vehicles, a nationally consistent additional mass limit for electric heavy vehicles, better support for local governments and land use regulation, heavy vehicle charging mapping, and exempting heavy zero emission vehicles from curfews, are all
critical areas which HVIA and the transport industry has been calling for over a long period.” The Productivity Commission’s report on the potential impact of heavy vehicle reform was written in response to a request from Treasurer Jim Chalmers. It was sent to government on June 30, 2026 and publicly released on August 14. Hacking says the report identified the significant economic benefits available through better road access arrangements for high-productivity vehicles and heavy zero-emission vehicles. “When road freight becomes more productive, the benefits flow through the entire economy. It can mean fewer trips to move the same amount of freight, less road congestion, stronger supply chains and lower pressure on costs before goods ever reach consumers,” he said. “The government’s commitment to accelerate the National Automated Access System (NAAS) and remove unnecessary regulatory barriers reflects many of the reforms industry has been advocating for over a number of years.” Hacking said that successful implementation of the reforms will require continued cooperation between governments and industry. “The opportunity now is to move quickly from policy announcements to practi-
cal outcomes that operators, manufacturers, suppliers and the broader community can experience,” Hacking said. “We have world-class vehicle technology available today, but too often it is constrained by outdated processes, inconsistent access decisions and unnecessary delays. These reforms have the potential to address those challenges. “Better arrangements will also support the rollout of zero-emission heavy vehicles by making sure new technology can be used where it makes sense.” The Australian Trucking Association (ATA) also applauded the government for developing a plan that will increase productivity and reduce red tape. “We know, for example, that businesses who switch from conventional semi-trailers to what are called A-doubles can move the same amount of freight in half the number of trips while using 72 per cent of the fuel,” explained ATA Chair Mark Parry. “But trucks like A-doubles can only be used on specific networks or under permits. The National Heavy Vehicle Regulator receives about 197,000 permit applications a year.” The plan aims to speed up the creation of NAAS, based on a system developed in Tasmania, effectively reducing the number of permits required by operators.
Adding to that, the plan will also encourage state governments to expand the road network that can be used by electric trucks. “Electric trucks are heavier than conventional trucks. They can’t carry the same freight unless their gross mass is allowed to be higher,” said Parry. The productivity plan will encourage the removal of curfews for electric trucks and increase the availability of electric truck chargers. The reform package also seeks to speed up changes to truck driver licensing. “At present, drivers advance to operate larger trucks through a combination of elapsed time, training and competency tests,” Parry said. “For example, you need to hold a medium or heavy rigid truck licence for a year before you can get a semi-trailer licence. “This is easy to administer, but just because you’ve had a piece of plastic in your wallet for a year doesn’t mean you’re a good and experienced driver. “Conversely, the long wait delays good drivers from moving up to drive larger trucks, which just makes our truck driver shortage worse. “The plan would encourage the states to enable drivers to advance sooner by recording their hours behind the wheel and more quickly again with a driving coach,” Parry explained.
$9 million for rest area projects across four states
THE Australian Government has approved $9 million in funding for eight rest area projects across four states, as part of the Heavy Vehicle Rest Area (HVRA) initiative. In New South Wales, the funding will go towards two new rest areas on Ivanhoe Road in the Balranald Shire. One will be located on the Dowling Track at Yantabulla in the Bourke Shire and the other will be the relocation of a truck stop on Albury Road in the Lockhart Shire. In Queensland, there will be an upgrade to the rest area at Burra Range on the Flinders Highway between Charters Towers and Hughenden, as well as upgrades at multiple rest stops on the Gore Highway between Toowoomba and Goondiwindi and on Leichhardt Highway between Miles and Goondiwindi.
The funding will be spread across eight rest area projects. Image: Scott Donkin/stock.adobe.com
Two new projects in South Australia will see the construction of two heavy vehicle rest areas on the Stuart Highway – one at Gosse Range and the other at Five Mile. Over in the west, the heavy vehicle rest area project will provide truckies with eight new informal rest areas across four major corridors in the Meekatharra Shire. This will include two new
rest areas on each of the Ashburton Downs-Meekatharra Road, Wiluna Road North, Landor-Meekatharra Road and Sandstone Road. “Our essential drivers deserve adequate rest areas across our road networks and this program is helping deliver that,” said former truckie, Senator for Western Australia, Glenn Sterle. “This latest announcement
is a welcome one for the road transport industry and our trucks, especially the investment in heavy vehicle rest areas across four key freight corridors in Western Australia.” Livestock, Bulk and Rural Carriers Association (LBRCA) President Wade Lewis added, “For our drivers, the road is the workplace. Having somewhere safe and practical to pull up, take a break and man-
age fatigue is fundamental to keeping drivers and other road users safe, and it is part of the safety and regulatory environment we work in.” “Many drivers spend days away from their home base, moving critical goods and commodities, including bulk agricultural goods and livestock, over long distances in remote and rural locations. Having adequate rest and pull-over facilities makes a real difference.” While no dates for the construction of these rest areas have yet been released, Assistant Minister for Regional Development Senator Anthony Chisholm told ABC Southern Radio in Queensland that there are plans for these projects to go out to tender soon. “We’d be hopeful that work will be able to get underway within months,” he said.
10 NEWS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Fitting send-off for long-time truckie BY DANIELLE GULLACI
A truckie all his working life, Matey Heppell’s dying wish was a send-off involving the prized 1979 Atkinson he spent several years restoring together with his son Brad Heppell. Now Brad has made that happen, with the Atkinson carrying Matey’s coffin, leading a convoy of 10 trucks that made their way to his funeral at St Joseph’s Catholic Church in Barooga, on Saturday August 15. Matey sadly passed away on Wednesday July 29, aged 77, at his hometown of Cobram, Victoria, following a long health battle. As Brad fondly remembered, “Dad just loved his trucks. It was in his blood and it’s what he knew.” Matey caught the trucking bug off his older brother, the late Noel Heppell. He started off working at Murray Goulburn, driving a milk tanker for a number of years, before he began driving trucks for his brother’s business. “Back when Dad was 15 or 16, he knew he wanted to follow in Noel’s footsteps and drive trucks – and that was it, he didn’t want to do anything else,” explained Brad, who lives on the Gold Coast. Across his long career, Matey drove a wide variety of trucks, doing both local and interstate work, carting everything from general and refrigerated freight, to
Matey Heppell passed away in his hometown of Cobram, at the age of 77. Images: Brad Heppell
milk and cement tankers. It was in the early 1990s that Matey decided to quit interstate driving, working for his brother and moved to Sydney. There he started driving trucks for Blue Circle Southern Cement, where he stayed for over 20 years. Then in 2010, he decided to move up to the Gold Coast, where he continued to drive cement tankers for a short while, before moving to Corowa to live with his younger brother George. Here, he started working for Ron Finemore Transport, right up until his retirement at the age of 71. For Matey, there was one truck that always held a spe-
Matey (right) and son Brad (left) with the Atkinson they restored.
cial place in his heart – an Atkinson he drove during the 1980s, while working at Noel’s transport business. “My dad drove for Uncle Noel doing interstate for a long number of years – and Uncle Noel had some nice trucks. One was an old ex-Bunker Freight Lines Atkinson,” said Brad. “In the early 1980s he ended up blowing the engine, so they put a new one in and painted it red and white because they subbied to K&S Freighters. Dad drove it for three or four years, doing interstate express from Melbourne to Sydney, with a pantech on the back.” It remained Matey’s favourite truck. “That was probably more so because it was really fast. It could get to 160km/h on the flats,” laughed Brad. “My uncle would hear ru-
Matey’s coffin was transported to his funeral on the back of his beloved Atkinson, with his late brother’s SAR following behind.
A procession of trucks followed the Atkinson to Matey’s final send-off.
mours from others that Dad was going too fast and they’d argue about it. There were so many times I’d go in the truck with Dad on the school holidays and he’d be scared to go too fast in case someone dobbed him in!” It was back in 2014 that the
The Atkinson Matey drove in the 80s.
opportunity to buy a truck just like that Atkinson came about – Matey purchased it for $8000 from a local transport operator. “It was still driveable and in pretty good condition. Dad’s plan was to restore it and make it look like the old K&S one he had in the 80s,” said Brad. And he did exactly that, with the father and son taking the truck to numerous truck shows together over the years that followed. However, as Matey’s health declined, the Atkinson was sent up to Queensland, where it’s now in Brad’s possession. He’s continued working on the truck and adding plenty of bling, bringing it to truck shows, where it’s won a number of awards. The Atkinson was transported down to Cobram by one of Brad’s good friends Ray Opperman, who towed the truck behind his Ford LTL Louisville — which also took part in the convoy. “It was Dad’s dying wish
to be carried on the back of his Atkinson. We had to remove the turntable and add a frame to carry the coffi n.” Cobram local Barry Dickson, who runs Dicko’s Restorations, also helped Brad prepare for the send-off. “He let us use his premises to get all the trucks washed up and ready for the day,” added Brad. With the Atkinson in the lead position, the Kenworth SAR owned by Matey’s late brother Noel followed behind. “Noel had a really nice Kenworth SAR that he sold in the early 2000s. About two years ago his daughter Shandelle – my cousin – tracked that truck down at a farming property at Toowoomba and her husband Mark drove it back. It was still driveable but needed a lot of work. It’s still in the process of being restored,” Brad explained. “It took a lot of work to get it all organised, but the day all went like clockwork. Dad would have been so proud.”
Early designs released for Logan Motorway upgrade TRANSURBAN has partnered with the Queensland Government to develop plans to upgrade approximately 10km of the western section of the Logan Motorway, between the Ipswich Motorway and the Mount Lindesay Highway. The proposed project involves adding an additional lane in each direction between the Centenary Motorway and the Mount Lindesay Highway, upgrades to key motorway interchanges including Formation Street, and the installation of smart
motorway technology. The Logan Motorway supports the movement of over $1 billion in freight each day and is a key transport corridor across South-East Queensland, providing access to the Brisbane Airport and Port of Brisbane. An estimated 210,000 trips are made on the Logan Motorway every day, however Transurban says that congestion is worsening and significantly impacting productivity and road safety. The current scope of work includes:
• Adding an additional lane in each direction along the Logan Motorway between Centenary Motorway and the Mt Lindesay Highway, and an additional lane westbound between Boundary Road and Formation Street • Upgrading the Formation Street interchange to cater for growing communities and industrial hubs • Installing new smart motorway technologies • Increasing vehicle height capacity across the Logan Motorway to allow for over-dimensional vehicles
Reference designs were released during August for the Logan West Upgrade. Image: Transurban
Once complete, the project is forecast to reduce travel times by up to 20 minutes during peak periods by 2031,
and remove around 6100 vehicles from local streets. Community consultation about the project was com-
pleted in the second half of 2024, with the reference design released during August 2026 and available to view at loganwestupgrade.com/reference-design. Detailed design plans are due to follow in early to mid 2027. Once planning is complete, the Queensland Government will consider the proposal and Transurban will work with Government to agree on a suitable funding model. Once approved, construction is expected to be completed before the 2032 Brisbane Olympic and Paralympic Games.
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12 FEATURE
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
LRTAV marks 40 years of industry highs
BY GRAHAM HARSANT
“FORTY years ago, a group of passionate livestock transport operators came together with one simple belief: that individually they can make a difference, but together they will be stronger. Four decades later, that belief has never been more important.” So said Alina Hawkins, COO of the Livestock and Rural Transporters Association of Victoria (LRTAV) at their conference held at MOVE Museum in Shepparton from August 7-8. Over the last 40 years, there’s plenty to be proud of. There’s been the introduction of Avdata at Victorian Saleyards, creating greater traceability and efficiency, and helping to improve biosecurity. Victorian livestock loading practices have been developed and improved, raising professionalism across the sector. The LRTAV have secured the beginning of the livestock sale yards LSRI fund, ensuring the money invested is reinvested into improving truck washes, infrastructure, and facilities that help operators when needed the most. There’s been the development of the livestock ramp and forcing yard guide, which has grown nationally and is now recognised as a standard through the partnership with the Australian Livestock and Rural Transporters Association (ALRTA).
The Melbourne Access Tunnel has allowed approved livestock combinations, greater productivity, and increased freight efficiencies. The Higher Productivity Livestock Vehicle network has provided safer and more efficient access for operators while supporting Australia’s food supply chain. The rebuilt Trap Care and Livestock Assist gives members practical services when it matters. Not least, the body has developed sponsor partnerships that have returned genuine value to members, not just through discounts, but also with help on the bottom line through better products, better services and better access to expertise. Looking ahead, the LRTAV continues to work with livestock ramp standards and embedding it into legislation. Safer workplaces for operators continue to evolve with the association working on a national review of livestock loading, helping achieve consistency across borders, so operators aren’t dealing with different issues from state to state. Together with the ALRTA and Agricultural Victoria, they continue the fight for practical, workable solutions around effluent management and agricultural bio waste. All of the above, and much more, means Alina and the LRTAV committee spend countless hours, weeks, months and yes, years to bring about lasting change.
“Every one of our executive members brings their own experience, skills, and perspectives to the table, whether some of us want to hear them or not,” said Alina. “Some bring decades behind the wheel. Others bring technical expertise and yet others bring strategic thinking. Together, those different strengths make our association stronger.” Over the two days members were treated to a number of seminars, both serious and light-hearted. Shane Pendergast of Air Brake Systems and one of the country’s leading experts in his field spoke of the importance of EBS braking and the dire consequences that can occur otherwise. He pointed out how simple things such as a connector plug facing up instead of down can lead to dire consequences. Athol Carter introduced Truck Care 2.0, an industry-led animal welfare assurance framework managed by the ALRTA. This initiative follows a history of safety innovation, moving from the 1989 Truck Safe launch to the transfer of ownership and intellectual property from the Australian Trucking Association back to the ALRTA in 2024. The goal is to provide a scalable, real-world certification for consumers and global markets. A panel featuring past Young Driver winners, Caleb Baldock, AJ Palmer and Kyle Nicholas
Tony Rinaldi, pictured at the Hall of Fame last year, was inducted as a Life Member of LRTAV.
ALRTA Vice President Athol Carter.
[L-R] Young Driver of the Year Hayden Einsiedel with runners-up David Williams and Aiden Bruni.
Hayden Einsiedel with his proud family. Images: Graham Harsant
discussed the transition between generations in livestock transport. They emphasised that while modern safety is improved, there is a critical lack of structured training specifically for rural and livestock transport compared to other trades. The three identified key areas for improving industry engagement: Development of formal training platforms or apprenticeships to replace informal mentorship, utilising social media to showcase “a day in the life” of drivers to attract younger interest and encouraging older industry identities to actively mentor young drivers through direct interaction at conferences and yards. Industry stalwarts, Trevor Fry, Graham Howell, Russell Borchard, Kain Hawkins and Richard Pearson shared historical insights and industry perspectives regarding the evolution of the sector, reflecting
upon the early days of B-doubles in the mid-to-late 1990s, the technological advancements in sheep crates, such as the move from three-decker to four-decker configurations and the implementation of plastic sheet decks and hydraulic winches. The group also identified several ongoing difficulties facing current and future operators, including but not restricted to infrastructure and facilities, regulation and fatigue and workplace safety. A significant portion of the discussion focused on attracting and retaining younger drivers through mentorship and providing better working conditions, including improved amenities at roadhouses. The Young Driver of the Year Award went to Hayden Einseidel with runners-up being David Williams and Aiden Bruni. Hayden is a third-generation livestock transport operator
[L-R] Trevor Fry, Graham Howell, Russell Borchard, Kain Hawkins and Richard Pearson.
and drives a 2023 Legend SAR. He acknowledged the ongoing support he has received from the LRTAV and his love for the industry. Tony Rinaldi was inducted as a Life Member of the LRTAV for his 45-year contribution to livestock transport in Victoria. Beginning at 19 with a single-axle Dodge prime mover, he established AG & M Rinaldi Livestock Transport in 1984 with his wife Marie. Tony was also inducted into the National Road Transport Hall of Fame last year. The gala dinner held on Saturday evening was hosted by the irrepressible, Shane Jacobsen who kept the guests in fits of laughter throughout the evening. Of particular note in the annual auction was the donation of a portable dunny for which Shane himself bid $1300. He was outbid however by Sarah who is expecting ‘Kenny’ to sign it. As always, the conference was well attended with many illuminating speakers mixed with a bunch of laughs. Next year the LRTAV holds its conference in association with the ALRTA and again, due to popular demand, MOVE will be the venue. “As we celebrate 40 years today, let’s also remember that this isn’t the finish line; it’s another milestone,” said Alina Hawkins. “There is still work to do. There are still opportunities to create a safer, more productive, and more sustainable agricultural freight industry for the next generation. And our motto remains as true today as it did 40 years ago: ‘Together, we are stronger’.”
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14 FEATURE
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
How DGs really move across Australia
BY NATIONAL TRANSPORT COMMISSION
FROM fuel and industrial gases to chemicals used in manufacturing, dangerous goods are moved across Australia every day. Supporting their safe transport is the Australian Dangerous Goods Code, maintained by the National Transport Commission (NTC). The Code helps ensure these products are transported safely and consistently across the country. To understand how the Code works in practice, the NTC spoke with three people who use it every day in their roles across the dangerous goods network. The first link in the chain On a warehouse floor in Sydney, a pallet arrives shrinkwrapped in black plastic, obscuring a mix of products that can include dangerous goods.’ It is a scene that plays out more often than you might think. To the untrained eye, it is just another delivery. To Liam Hastings it is a problem. “We can’t accept it,” he says. “We need to see what’s on that pallet. This isn’t Chemcouriers making up the rule, this is the Code.” The “Code” is the Australian Dangerous Goods Code, a dense technical document that governs how dangerous goods are classified, packaged and transported. For those who rely on it, it is less a rulebook and more a constant point of reference, consulted, questioned and applied every day. Across transport, gas production and chemical manufacturing, the Code shows up in different ways. Together, those perspectives tell a broader story. Safety depends not on a single decision, but on an entire chain holding together. At Chemcouriers, Hastings oversees operations in New South Wales, where nearly everything that moves through the business, from gases to liquids to powders, carries some level of risk. “It’s a simple process,” he says. “It’s just not easy.” The Code is part of the process from the start. When new customers come on board, Hastings’ team asks detailed questions about their products,
its chemistry and where it is going. Safety data sheets are reviewed and classifications checked against the Code. “You can’t memorise it,” he says. “You really need to read it and understand exactly what the Code is describing.” That work feeds into systems that generate compliant transport documentation, including UN numbers, proper shipping names and hazard classes. From there, decisions continue on the road, from how goods are loaded to what can travel together. But Hastings says the biggest risk often comes earlier. “The substantial risk starts with the consignor, the customer,” he says. Most customers arrive with a clear understanding of their obligations. Others do not. In some cases, the company refuses to take on the job. “We can’t continue because [they’re] not at the level where we feel [they’re] safe enough to move the product with us,” he says. For Hastings, the Code is not just about compliance. It is also about setting a standard.
Managing scale through systems At IXOM, Craig Clarke faces a different challenge. Scale. His company handles around 15,000 chemical products, with about half classified as dangerous goods. New products are introduced every week, each one needing to be assessed and integrated into internal systems. “When you’ve got thousands of products, the only way you can maintain it is via systems,” Clarke says. The Code underpins that work. It is the starting point for classification and informs decisions about packaging, labelling and transport requirements. “The first step is always classifying the product,” he says, “which needs consultation with the Code.” That information flows across the business into safety data sheets, databases and transport systems. On any given day, Clarke might be checking labels, reviewing supply chains or resolving interpretation issues. “It’s everything,” he says. Even so, problems can arise when goods move across borders. Clarke points to a recent ex-
WHEN YOU’VE GOT THOUSANDS OF PRODUCTS, THE ONLY WAY YOU CAN MAINTAIN IT IS VIA SYSTEMS.” CRAIG CLARKE, IXIOM
ample involving zinc sulphate. In Australia it is classified as a dangerous good. In parts of China, it is not. “Because they can’t label it there [as dangerous goods], we can’t receive it here,” he says. “It’s non-compliant.” In that case, the business had to walk away. From the first fill to final test At BOC, Senior Engineer Billy Chan, Chair of Standards Australia’s ME-002 Technical Committee for Gas Cylinders, works on another part of the chain: the life cycle of gas cylinders. Here, the focus is on containment as much as movement. Gases are stored, tested and reused over long periods of time. “The Code is the first point of check,” Chan says. When new cylinders or packages are introduced, often from overseas, they must meet strict requirements on design, pressure and filling. But the work continues long after that. Each cylinder is tracked and inspected. Retesting is scheduled and triggered through internal systems. Some undergo detailed testing to ensure integrity before being returned to service. “It’s from birth to grave,” Chan says. Much of the Code is built into these systems, making it part of routine operations. “We just monitor the program, monitor the maintenance,” he says. Still, consistency is essential. “The Code is supposed to apply across all states and territories,” he says. “That’s very important.” Keeping the Code working in practice For all three, the Code is central to how the industry operates. It is detailed and technical and applying it in practice requires judgement as well as knowledge. “Everyone talks about safety,” Chan says. “But how you apply it can be different.”
Everything that moves through Chemcouriers, from gases to liquids to powders, carries some level of risk.
The NTC has conducted the first comprehensive review of the Code in 15 years. Images: NTC
The new code will make the task of packing and shipping dangerous goods simpler, safer and quicker.
Clarke says there is often discussion about how specific provisions should be interpreted in real situations. “There’s always discussion,” he says, reflecting how the Code is applied across different contexts. In many ways, that ongoing use is part of how the Code works. It is designed to apply across a wide range of products and supply chains, and people return to it regularly to confirm requirements. Even experienced operators go back to the text. For Hastings, simply pointing to the Code is not enough. “It’s not just, ‘Oh, we have to do it’,” he says. Clear and consistent understanding is critical, particularly as goods move between organisations and across jurisdictions. A chain that depends on consistency Across all three organisations,
one idea comes through clearly. The Code is not applied in one place. It moves with the product, from manufacturer to consignor, from depot to truck, and across state borders. Each step depends on the one before it. “It’s not just about the start,” Hastings says. “It’s the whole chain.” When it is applied consistently, it can appear seamless. Goods move safely through cities, across states and between countries. The same set of rules supports that movement from one end of the supply chain to the other. And when questions arise, people return to the Code. Not as a static document, but as something used in real time, supporting decisions across the industry. Because in this environment, safety is built through many small decisions, all grounded in the same framework.
DG Code overhaul
After the first comprehensive review of the Australian Dangerous Goods Code (the ADG Code) in over 15 years, the National Transport Commission has written a new ADG Code to make the task of packing and shipping dangerous goods simpler, safer and quicker for road freight operators. Final details are still being prepared for ministers to approve, but Big Rigs understands it includes some big changes and will be online later this year, searchable, and easy to use.
IXOM handles around 15,000 chemical products, with about half classified as dangerous goods. Image: IXOM
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16 COVER STORY
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Giant Mack powers fuel supplier’s growth
Pacific Fuel Solutions’ biggest truck yet is ticking all the right boxes for its expanding fleet as it’s put to work in North Queensland. BY JAMES GRAHAM THE recent handover of a striking new Mack Super-Liner combination was a celebration in more ways than one for Pacific Fuel Solutions General Manager Chris Wight. At 53.5 metres, the imposing 780hp triple road train is the company’s biggest by a wide margin – a 30-metre A-double operating from the fleet’s Altona base in Victoria previously held that top honour. The mighty bulldog is also blinged up to turn heads after the CMV Truck & Bus Derrimut pre-delivery team pulled out all the stops with custom fittings from tip to tail, all perfectly complemented by the company’s signature bold blue livery. Chris couldn’t be more thrilled with the end result, which will allow the bulk fuel supplier to cart more diesel across North Queensland on fewer trips. Just as importantly, leasing the truck through TR Group means Pacific Fuel Solutions can direct more of its own capital towards its many expansion projects. The new Super-Liner will run between Townsville and the Mount Isa region, making five return trips a fortnight to service Pacific Fuel Solutions’ depot at Cloncurry as well as customers throughout the region. It is serious work for a serious combination, with the triple road train capable of carrying approximately 115,000 litres of diesel in the custom-built Tieman Tankers. That is a dramatic step up from the equipment the business once used on the same task. “We were doing this same job in a 19-metre, actually, which is quite funny, really, when you think about the difference and payload.” Chris said that earlier combination could carry around 43,000 litres: “We soon realised it was just not worth doing it like that.” Pacific Fuel Solutions subsequently moved to using subbies for the job, but has now decided to bring more of the work back in-house, putting the new Mack into the fleet and handing the keys to newcomer Kelly Palmer. Kelly will stay overnight in
At 53.5 metres, the imposing 780hp triple road train is the company’s biggest truck by a wide margin. Images: CMV Truck & Bus
the truck, unload the following day and then make the return run to Townsville. Chris said driver comfort for the long hauls to Mount Isa was also behind the company’s call to go with the larger bonneted Super-Liner, which has also been fitted out with a diesel cooler, TV, microwave and fridge by CustomAir Group. “For Kelly, it’s pretty much her house when she’s away so we wanted to make sure that it offered all those sorts of comforts and safety features.” The striking Mack is an important new addition for a company that’s deeply tied to the heavy vehicle sector and continues to expand. Pacific Fuel Solutions was formed around four-and-ahalf years ago when Victorian-based Petrogas acquired Queensland-focused Pacific Petroleum, bringing together two fuel businesses with histories stretching back more than 60 years. Today, Pacific Fuel Solutions operates about 100 trucks, most of which are Volvos, across the eastern states, predominantly in Victoria and Queensland with a smaller presence in NSW. It has around 150 staff and 50 unmanned fuel stops, which Chris describes as effectively service stations geared towards heavy vehicles. “We’re a predominantly diesel business that exists for the heavy vehicle diesel market,” he said. Its customer base includes trucking operators, farmers and heavy machinery users, but Chris believes the company’s point of difference comes from combining the reach of a larger operation with the responsiveness of a smaller business.
Driver comfort for the long hauls to Mount Isa was also behind the company’s call to go with the larger bonneted Super-Liner.
FOR US LEASING WAS JUST A GOOD WAY OF BEING ABLE TO USE OUR CAPITAL FOR GROWTH PROJECTS.” CHRIS WIGHT, GM PACIFIC FUEL SOLUTIONS
“We can function as an oil company, in many respects,” he said. “We can provide fuel throughout the country ultimately, but we still function like a small business internally. “That’s what we focus on – not being difficult to deal with, being nimble, legitimately customer-facing and orientated, and we’re big on having local people in local markets that we serve.” One of its biggest tests to date came during this year’s Middle East fuel crisis, a challenge Chris isn’t keen to repeat but believes Pacific Fuel Solutions has emerged from stronger. Website traffic and customer service calls doubled in March, while around 25 per cent more customers tried to buy fuel than a year earlier. Chris estimated the business could have used 30 per cent more trucks and drivers and still struggled to keep up, while supplier allocations forced it to ration fuel to keep customers operating. “I think if something like that happened again, we would be better prepared with the tools we put in place internally,” Chris said. Longer term, Chris said Pacific Fuel Solutions already has its eye on playing its part in a lower-emissions freight future. Its parent company, HW Richardson Group, New Zealand’s largest privately owned transport business, has significant interests in transport and fuel, including Allied Petroleum, and Chris said the group is prepared to experiment with new technology. Pacific Fuel Solutions is also preparing to put a Geelong-based 780hp Volvo fitted with HWR’s hydrogen-diesel dual-fuel system into service. After emissions testing and NHVR sign-off, it will begin deliveries across western Victoria as a 25-metre B-double. Chris described that tech-
[L-R] Chris Wight with Operations Manager Ben Wilson, CMV Truck & Bus Sales Manager Leigh Di Pasquale and TR Group GM Peter Irwin.
nology as transitional rather than the final answer, with the retrofitted system designed to displace around 30 to 40 per cent of diesel use by introducing hydrogen into the combustion process. “We see it as a way of building in demand while the supply side catches up,” Chris said. “The biggest issue for it today is just the hydrogen supply because there is just not much of it. “We’re just fortunate that we have a good relationship with Viva and we have trucks based in Geelong where they have their [hydrogen] station.” Meanwhile, with further expansion projects in the works – most involving new unmanned fuel stop sites – Pacific Fuel Solutions is also taking a strategic approach to how it funds its growing fleet. Rather than simply purchasing the new Super-Liner outright, the company chose to lease it through TR Group, continuing an existing relationship that has already included other trucks in the fleet since 2022. Chris said leasing wasn’t driven by a lack of access to capital. Instead, the decision is about where the company believes its capital can work hardest. “For us leasing was just a good way of being able to use our capital for growth projects.” The model is particularly attractive for high-kilometre trucks that the company plans to turn over rather than retain indefinitely. The company’s leases are
generally structured over five years, Chris said, although he understands the arrangements can be customised. TR Group owns and maintains the prime mover, while on leased rigid tankers Pacific Fuel Solutions remains responsible for the tanks and pumping equipment. Importantly, Chris said having another party involved in the ownership and maintenance of the truck had not made day-to-day fleet management more complicated. “It hasn’t impacted the practical side of getting something serviced or maintained,” he said. “It works really well.”
Chris said there is also value in having access to TR Group’s knowledge should any unforeseen problems arise. “The guys can tap into their sort of experience and knowledge as well on that sort of stuff, which I know they have done a couple of times and has been useful,” Chris said. He had also compared the economics of leasing with buying a truck and selling it after a similar period. “When I did some financial modelling on it, it looked close enough to me that it just wasn’t a real big difference or factor really,” he said. “It was a good option all round.”
Why leasing can stack up
TR Group says the decision to lease rather than buy a truck often involves more than comparing the monthly repayment with the purchase price. According to the company, a fully maintained operating lease can give operators greater certainty over whole-of-life vehicle costs by combining use of the truck with scheduled servicing, repairs and other agreed maintenance expenses for a fixed term. TR Group said its five-year arrangement with Pacific Fuel Solutions also covers the prime mover’s compliance requirements and certifications. It manages the vehicle throughout the lease and assumes the risk associated with its residual value at the end of the term. The company said predictable costs could help operators budget and assess the profitability of new freight contracts, while reducing the risk of unexpected maintenance bills disrupting cash flow. TR Group also believes leasing can appeal to growing fleets because it avoids the large upfront capital commitment involved in purchasing a prime mover. “Operators are increasingly seeking flexibility, capital efficiency, and cost certainty in an environment where business conditions can change quickly,” a TR Group spokesperson said.
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18 FEATURE
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Chasing a musical dream When she’s not behind the wheel, this Victorian truckie is out there singing her heart out, pursuing her passion for music. BY DANIELLE GULLACI FOR Steffii Skidmore, 33, music and trucks have been a big part of her life ever since she was a little kid. Based in Trawalla, Victoria — about 40 kilometres west of Ballarat, Steffii told Big Rigs, “Both of my parents were truck drivers, my mum and my stepdad, and my husband has been in trucks for 30-40 years. “I had wanted to be a singer since I was really little. My mum reckons I was singing before I could even talk. I loved singing and listening to all types of music. I was travelling on the road all the time. We lived in so many different places and we’d travel for hours, so to keep myself entertained I’d listen to music. “I love listening to all sorts of genres, but my style is mainly country pop and I write all of my own songs. Because Dad is a bit older, I grew up with Willie Nelson, Johnny Cash, Dolly Parton, Slim Dusty, that sort of style. I grew up listening to amazing artists. I also loved Celine Dion, Madonna and Britney Spears.” When she finished school, Steffii says she wanted to challenge herself. “People kept telling me that singing isn’t a career, so I got my truck licence as soon as I could. A lot of people asked why I’d bother with the truck licence, because they thought I’d never do anything with it – but I got my forklift and machinery licences too, and in the last few years, I upgraded to my MC licence.” These days, Steffii and her husband Rodney Skidmore have their own trucks. “We
have Outback Scrappers where we collect scrap and heavy machinery with our super tilt, and we have a towing business called Trawalla Tilt N Tow. We have a 2012 Iveco Powerstar that’s used with the super tilt, that’s my main truck. We also move oversize buildings too.” The work sees them travel throughout Victoria, and into South Australia, New South Wales and Queensland. Steffii says they’ll go wherever the work is. Running their own trucks has given Steffii a greater amount of flexibility to combine her day job with her singing. “Sometimes I’ll be travelling with the truck and do a gig on the way up or on the way back. Because we run our own business, I can stop and do something with my music whenever I need to. “With the trucks, I get to see a lot of the countryside and get to travel more than a lot of people would. That’s the same with the music too. I just did a gig at Ivanhoe, NSW. It was fantastic — it was out in the middle of nowhere and people came from all the nearby stations,” Steffii added. As much as she loves singing, Steffii admits that early on, her confidence was lacking. “Back at school, I was too scared to sing in front of big audiences of people I didn’t know. When I was in my 20s, I moved to Geelong and started going to karaoke bars with friends, then they pushed me to ask if I could sing with some bands. There was one band called After-five I got up and sang with. They ended up hiring me for weddings and things like that because they
Steffii with husband Rodney Skidmore.
“I HAD WANTED TO BE A SINGER SINCE I WAS REALLY LITTLE. MY MUM RECKONS I WAS SINGING BEFORE I COULD EVEN TALK.” STEFFII SKIDMORE
didn’t have a female lead singer. “Eventually I started doing gigs and one night my guitarist didn’t show up because he got another offer, so from then on I taught myself to play guitar too.” Just recently, on Sunday, August 2, Steffii appeared on The Voice Australia’s blind auditions. She had applied to be on the show for the past 10 years and finally got her chance, singing Shania Twain’s song ‘Man I feel like a woman’. “It was an amazing experience, I enjoyed every minute of it,” she said. Though Steffii didn’t make it through to the next round of the competition, she’s not giving up on her singing dreams. In fact, she’s doing quite the opposite. Steffii has just released her newest single, Country Breeze, now streaming on Spotify. As she revealed, that song was inspired by her drive home from The Voice audition in Sydney. “I wrote that while we were in the truck, going from the hustle and bustle of the city, and back to Victoria. I thought it would be a great song for people to listen to while they’re out on the road,” she said. “That song is from my second
Steffii with her main ride — the 2012 Iveco Powerstar. Images: Steffii Skidmore
Singing on The Voice Australia’s blind auditions.
album, which I’m currently working on. I’ll be releasing a second song in September.” Along with the new album,
With another of the couple’s trucks, a smaller Isuzu.
She taught herself to play the guitar.
Steffii has also had some recent success with her songwriting. “I entered my first ever songwriting competition — the Listen Up Music Song Writing Competition, which is a nationwide competition that focuses on mental health — and I’ve been selected as one of the finalists for the Bendigo region. So I’ll be performing my song ‘The Next Chapter’ at the Golden Vine Hotel in Bendigo on September 4.” Currently Steffii is working on launching a tour that will
take in the Victorian towns of Geelong, Ballarat and Beaufort, with hopes to take it interstate too. She has also performed at the Beaufort Truck Show and Stawell Tractor Pull for the past three years, and has plans to perform at an upcoming truck show in Sydney, with details still being confirmed. “I absolutely love performing,” added Steffii. “It’s what I was born to do and makes me feel so alive. Seeing the way music makes people come together is so special.”
Steffii recently released her newest single Country Breeze.
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20 DRIVER PROFILES
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Chatting to truckies on road to Melbourne In the second of a two-part road trip series, our longest-serving contributor shares the stories of four more truckies driving busy freight routes. AFTER almost two mainly wet and cold wintry weeks in South Australia we finally turned our faces to the east and headed for Melbourne, using the Dukes Highway as far as the Victorian border and afterwards along the Western Highway. In past years the roads were always notably superior and better maintained in Victoria, but this year we found the exact opposite. Once again, it was reassuring to see many old friends and companies on the road, particularly those immaculate green liveried trucks of John Collins, and other long familiar names including SWF, Nuriootpa Traders and even a Tasmanian truck or two. And while times have changed a great deal, I found the same friendliness among those agreeable drivers I encountered pulled over by the roadside, wherever, to have a chat with. Loving life on the road 17 years on Leaving Adelaide and proceeding east over the Swanport Bridge at Murray Bridge towards Melbourne recently, we stopped at Tailem Bend for a cuppa. Here we were fortunate to catch up with Peter Marr from Adelaide when he dropped into the Shell there for a rest break. He was driving a Carways DAF CF500 at the time and was on his way from Adelaide to Melbourne towing a sixcar bogie trailer. Peter told us: “I have been
on the road now for 17 years all up, and here with this crowd for about four years, and I am certainly happy with the job. It has been a good career to me all round and I have always enjoyed being out on the road and have no real complaints to speak of. “And Carways are a top crowd to work for, do everything by the book, look after their gear and drivers, and they don’t push us, which is good, and relieves the stress levels somewhat.” Well looked after at Sargeant’s Still at Tailem Bend we were fortunate to catch up with John Vince from Summertown in the Adelaide Hills, when he stopped over for a refreshment break on his way from Adelaide to the Nhill change over in Victoria, then he expected he would pick up more trailers and return. He was driving an eye-catching 2025 Sargeant’s T610 with an X15 up front and towing a B-double at the time and he told us he has now been on the road for 30 years all up, the last two “very good ones, with Sargeant’s. “They run top gear as you can see and look after their drivers and this is a good combination, especially on a day like this,” said John. “Over my 30 years on the road, I have certainly seen some changes, and a lot more book work and regulations. “Some have been welcome, some not so, and some of the camaraderie that made life more pleasant in general has
Peter Marr drives a DAF CF500 for Carways. Images: Jonathan Wallis
largely disappeared or been much diminished. “But still, all-in-all I am happy and still enjoying the independence and life out on the open road.”
Enjoying role with Tailored Fresh Stopping over for the night in Horsham, we dropped in to the busy Ampol Roadhouse there for a hearty breakfast from the friendly and helpful staff. We were fortunate to catch up with Naresh from Melbourne when he dropped in for a refreshment break. He was driving a schmick 2026 660hp DAF F6 and towing a B-double with general freight for Tailored Fresh on his way from Melbourne
Naresh carts general freight for Tailored Fresh in this flash new DAF F6.
to Adelaide, and he told us: “I’ve been on the road now for four years, the last year here with Tailored Fresh. “I’d have to say I’m really enjoying the job. They have been a great outfit to work for, and run top gear, as you can see and readily appreciate, and best of all, they really look after and support their drivers and keep the maintenance up.” Kiwi truckie’s big move pays off On our way into Melbourne from Ballarat, we pulled into an old favourite truck stop at Beaufort, the former legendary “Red Roo”, all modern and almost unrecognisable from the good old days though!
John Vince with Sargeant Transport’s T610 Kenworth.
And here we were fortunate to catch up with Bryden Collier, from Melbourne, driving a Trans Australian Freight Management R770 Scania and pulling a road train consisting of three Tautliners. He was, he said, doing the “pensioner’s run”, or in other words, Melbourne (Truganina) to Adelaide (Direk), and then possibly back loading wool. “Coming from Auckland, I had been driving in New Zealand for some time until I crossed the Tasman in 2005, and began driving a B-double here first, then working my way up into road trains,” said Bryden. “This outfit is rapidly expanding, which is good to see, as they are very profes-
sional, run top gear, as you can see, keep the maintenance up and look after their drivers, all of which makes for a good workplace. “Certainly, I am all happy with the job and am also enjoying driving here in Australia with its comparatively good long roads and not as many hills or mountains to negotiate! “The road train draws a bit of attention, but that is to be expected. And yes, the Scania is ideal for the job, plenty of grunt but very comfortable and a pleasure to drive. “My partner Clare came over here in 2005 with me and we are both happy with that decision made on the spur of the moment those 21 years ago.”
Melbourne-based Bryden Collier drives a R770 Scania for Trans Australian Freight Management.
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22 EVENTS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Trucks roll in for big Weethalle show day
BY DAVID VILE
IN the Riverina area of NSW farming and trucking are intrinsically linked, and both were celebrated on August 16 in the tiny town of Weethalle, where a truck show was a major drawcard as part of the town’s 88th Agricultural Show. Held this year with some new show sponsors on board and with some sunny winter weather on the day, 40 trucks rolled into the Weethalle Showgrounds to compete across a range of categories. Truck show organiser Vicki Jolly was thrilled with the rollup which saw trucks ranging from linehaul highway haulers, to local units and ‘farm trucks’ along with a good turnout of older and restored vehicles. Following on from their success at the Casino Truck Show recently, Emerald Carrying Company took out the coveted Truck of the Show award in Weethalle, with the
Kenworth T909 of Shaun Wells collecting a $1000 RC Metalcraft voucher among other goodies. In other results, Bruce Brown took out the Best Restored Vintage Truck with his International whilst the team from Canberra’s P&G Trucking had a successful day collecting the ‘Pa’ Walsh Perpetual Trophy for Best Fleet with their trio of Kenworth SARs. Rankin’s Springs operator
Josh Land also had a winning day with his Farm Freight Kenworth C509 collecting the Best Farm Truck, Best Local Truck along with the People’s Choice awards. As is often the case in rural Australia, events such as this bring people together and given the healthy rollup of attendees and vehicles from a wide area, the 2027 truck show will be one to mark on the calendar.
CATEGORY RESULTS
Truck of The Show: Shaun Wells- Kenworth T909 (Emerald Carrying Company) Best Vintage Truck (pre-1980): • Best Restored: Bruce Brown – International C1300 • Best Unrestored: Allan Pullen – Kenworth T600 Best Local Truck: Josh Land – Kenworth C509 (Farm Freight) Best Truck 0-5 Years: Scott Smithers – Mack Super-Liner (David Knight Transport) Best Truck 6-10 Years: Craig McPherson – Kenworth T909 Best Truck 11-20 Years: Brock Gladman – Kenworth T909 (Burkinshaws) Best Truck 20+ Years: Rob Crerar – Dodge AT-4 Best Farm Truck: Josh Land – Kenworth C509 (Farm Freight) Best Rigid: Chris Judd – Kenworth T409 SAR (Judd’s Contracting) People’s Choice: Josh Land – Kenworth C509 (Farm Freight) Best Fleet: (‘Pa’ Walsh Perpetual Trophy): P&G Trucking (Kenworth SAR x 3)
Shaun Wells rolls into the Weethalle Showgrounds in his T909 Kenworth.
Emerald Carrying Company’s Shaun Wells with the ribbon and trophy for taking out Truck of the Show. Images: David Vile
Sunny skies saw a healthy rollup of both trucks and show-goers to Weethalle.
Canberra’s P&G Trucking took out the ‘Pa’ Walsh Perpetual Trophy for best fleet - Paul and Gemma Smithers flanked by Alan Urquhart and Josh Langfield.
David Knight Transport won Best Truck 0-5 years with its new Mack Super-Liner.
10-year-old Jessica gives the thumbs up to Farm Freight’s Kenworth C509 which took out multiple awards, including the People’s Choice prize.
Fuller’s Earthmoving from Temora had two Macks on work duties at Weethalle, hauling tractors for the tractor pull competition.
Formerly owned by Gray’s Transport of Ceduna in South Australia, this unrestored Cummins-Powered Kenworth is spending the next phase of its life in the Riverina.
Wayne Glasson came across from West Wyalong with his 1979 Detroit powered Dodge.
EVENTS 23
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
Workshop skills, smarter tech, better results at TMC MARK your calendar for the Australian Trucking Association’s unmissable industry event at the Melbourne Showgrounds on October 13-14. Sponsored by the PACCAR and Dealer Industry Fund, the ATA’s Technology and Maintenance Conference (TMC) features hands-on workshops, expert sessions and networking opportunities that put the latest tech and maintenance innovations right at your fingertips.
from specialists working at the forefront of truck maintenance. For managers, it provides valuable insights into improving productivity, supporting teams and preparing businesses for the future.
Who should attend? · Technical professionals · Fleet and workshop managers · Technical regulators · Mechanics · Service technicians · Apprentices · Suppliers
See the latest technology in action Having access to the right tools, equipment and information is critical in any workshop. At TMC you can speak directly with suppliers and discover new solutions designed to support modern workshops. The expansive interactive exhibition area showcases products and services from engine manufacturers, part suppliers and truck technology/telematics operators.
Stay ahead in a changing industry Discover the latest technologies, maintenance strategies and industry insights that improve safety, workshop efficiency and operating costs. Whether you’re just starting your career or leading a fleet or business, you’ll leave with practical insights, new connections and ideas you can implement to improve performance, develop your skills and keep your organisation competitive. For technicians and mechanics, it’s an opportunity to deepen technical knowledge, explore new systems and hear
A full program of sessions and workshops TMC will include a full program of sessions and workshops on key topics such as: · Untangling trailer voltages and connectors · New workshop tools and techniques · Tow eye coupling use and maintenance · Setting auto slack adjusters · Diesel turbo system diagnostics At Diesel turbo systems diagnostics, learn about Variable Geometry Turbo operation and three vital diagnostics and testing strategies that could reduce unnecessary compo-
nent replacement and save thousands of dollars in downtime. In this session, you’ll find out what you’ll need to know about the design, function and operation of each system to begin your diagnostics pathway. At the Setting and maintaining auto slack adjusters workshop, review the use and function of auto slacks and why their correct setup is essential for safe brake application, the operation of EBS and compliance. You’ll find out about examining auto slack function, fitting boosters correctly, getting push rod lengths right, free play adjustment and the checks needed on reaction brackets. Technician Tuesday: Hands-on skills that pay off October 13 is designed for those who can’t get away from
the tools for more than a day. Packed with practical, handson workshops, it delivers valuable skills and knowledge from the seasoned pros on our program committee. These workshops will help you save time, reduce costs, improve efficiency and create a safer workplace. Delegates can receive certificates summarising their workshop attendance for continuing professional development purposes. It’s a tangible investment in your team’s professional development that will pay off long after the event ends. New affordable ticketing options Whether you’re attending the full conference, joining for a single day or looking to make the most of networking opportunities, TMC offers ticket options to suit your needs.
TMC will include a full program of sessions and workshops covering a range of key topics. Images: ATA
The 2025 National Trucking Industry Award winners.
Single-day tickets start from $160, giving you access to a full day of workshops and information sessions. The full conference pass provides you with the complete TMC experience, including access to our social events and delegate catering – ideal for those wanting to maximise their insights and connections. Single-day passes can be boosted with the addition of the PACCAR Parts Reception or the industry’s night of nights Castrol Awards Dinner, offering a valuable opportunity to build connections in a relaxed setting.
Built around community TMC is more than a conference – it’s where the people who keep Australia moving come together. It’s a chance to build relationships with peers, suppliers and industry leaders that extend beyond the two days. There’s no shortage of opportunities to connect with old friends and new. From en-
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joying a relaxed evening at the PACCAR Parts Reception, to celebrating those making outstanding contributions to the nation’s workshops at the Castrol Awards Dinner. Bring a partner/plus one and keep the good times rolling. Showcase your brand TMC provides a unique opportunity for businesses to build valuable industry relationships and increase brand visibility by signing up for event, session, lunch or tea break sponsorships, or one of the many exhibition booth options available. This year, you can also showcase your trucks, trailers and large mechanical equipment in the new TMC Truck Plaza. Explore sponsorship and exhibition opportunities at truck.net.au/tmc or contact the ATA directly at ataevents@ truck.net.au for more details. Purchase your tickets and see session updates on the TMC 26 website at truck. net.au/tmc.
24 EVENTS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Save these dates for the best events From country truck shows and charity convoys to major industry conferences, the months ahead are packed with events for truckies, operators and enthusiasts across Australia.
AUGUST Australian Festival of Transport August 27-30 Alice Springs, NT roadtransporthall.com
The annual event at the National Road Transport Museum continues to grow and gain popularity as one of the must-attend dates on the trucking calendar. The Shell Rimula Wall of Fame induction ceremony is the main show again, but there’s also welcome drinks, a raceday and a ball, among other attractions on the program, to make the long trek to the Red Centre money well spent. Thallon Truck Pull August 29 Thallon, Qld
The Thallon Truck Pull is good ol’ country family fun at its finest, with loads on offer for everyone. At the heart of this thrilling event is a spirited competition of strength and skill. Crews of six take on the challenge of pulling a 12-tonne prime mover over 25 metres in the fastest time. Each team gets three attempts – fastest time wins. Ph 0401 364 143 for more details. SEPTEMBER Sunnydale Vintage Day and Truck Show September 5 Kojonup, WA
Don’t miss one of Western Australia’s best country events! There’s plenty to do, including the show & shine, vintage tractor and machinery displays, stationary engines and demonstrations, live music and entertainment, food vans and stalls bush tucker, kids activities, a petting zoo and more. Follow Sunnydale Vintage Day on Facebook for details. Rusty Iron Rally September 5-6
Macksville Showgrounds, NSW
Save the date over this Father’s Day weekend, and bring your dad and grandfather along to visit vintage relics from their time. Follow Rusty Iron Rally on Facebook for details. Queensland Mack Muster September 12
Mount Archer, Qld
Held at the Archer Falls Airfield which is located North West of
The Boort Truck Show has quickly become one of Victoria’s standout country trucking events. Image: Boort Truck Show
Brisbane between Woodford & Kilcoy, this event is being run by the Woodford Lions Club Inc. Proceeds raised will be donated to Get Yourself Checked & Jackson Hepner Foundation. Follow Queensland Mack Muster on Facebook. MegaTrans September 16-17
Melbourne, Victoria megatrans.com.au
Returning to the Melbourne Convention and Exhibition Centre, MegaTrans is Australia’s largest integrated conference and exhibition dedicated to the logistics and supply chain industry. QTA Road Freight Industry Awards September 19 Brisbane qta.com.au
This prestigious gala event is the highlight of the state’s industry calendar, celebrating excellence, innovation, and dedication across Queensland’s road freight transport sector. OCTOBER Wauchope Yesteryear Truck and Machinery Club Show October 3-4 Wauchope Showground, NSW nhma.com.au/rally
Free entry for exhibitors who also have exclusive use of camping facilities for modest charge. Truck exhibitors can call Kirby Maxwell on 0407 594 149 for more information and entry details. Queensland Heritage Rally October 3-5 Stanthorpe, Qld
The Stanthorpe Historic Vehicle & Machinery Group Inc. is proud to host the 11th Biennial Queensland Heritage Rally at the Stanthorpe Showgrounds.
For more details phone 0418 832 175.
0428 202 132, or email heathsaunders@outlook.com.
Lights on the Hill Memorial October 4
Technical and Maintenance Conference October 13-14
Gatton, Qld lightsonthehill.com.au
Organisers are taking a break from holding the convoy this year, but the annual truckies’ memorial will go ahead as usual at Lake Apex Park from 10am. Truck parking is by pre-arrangement only, and preference is given to those drivers who have a name going on the wall this year. If you need to book in your truck space, email lightsonthehill@live.com.au. Camp Quality Convoy Perth October 4 Perth Motorplex, WA fundraise.campquality.org.au
Camp Quality Convoy Perth moves to a new venue for 2026. Supporters can cheer on the convoy, as they travel a 50km route through the streets of Perth, followed by a free Family Festival packed with entertainment and experiences catering for the entire family. Braidwood Big Wheels Truck Show October 10 Braidwood, NSW
Run by the Lions Club of Braidwood, Big Wheels brings together vehicle enthusiasts, families and local community to celebrate Australia’s transport heritage while raising funds for local causes. Phone 0400 400 251 for more details. Boort Truck Show October 10
Boort Park, Victoria
The Boort Truck Show has quickly become one of Victoria’s standout country trucking events, drawing operators, families and enthusiasts from across Australia. For more information search Boort Truck Show on Facebook or call Heath on
Melbourne Showgrounds truck.net.au
TMC has nearly 25 years of history and is the biggest event in Australia focusing on heavy vehicle maintenance and technical issues. TMC gives delegates the opportunity to design their own program, with high level technical sessions, compliance forums, and supplier-led product training workshops. SARTA Conference October 15
Adelaide Convention Centre, SA sartaevents.com
An engaging day of industry insights, networking and discussion with speakers from across the road transport sector. Your ticket includes morning tea, lunch, and post-conference drinks – the perfect opportunity to stay informed and connect with the industry. Heritage Truck Show October 17-18
Beaudesert Showgrounds, Qld heritagetruckassociation. com.au
The Heritage Truck Association of Australia will host this event, featuring a wide display of heritage trucks, tractors and cars, as well as trade stalls. On-site camping is available for exhibitors and stall holders. Convoy for Kids Sydney October 25
Hawkesbury Showground, NSW convoyforkids.com.au
The popular convoy is rolling once again, this time from Sydney Dragway to the Hawkesbury Showground at Clarendon for a family fun day. Arrive by 7.30am to watch the convoy roll in. Taking part means you are helping raise funds for the NETS Ambulance Service and Kidzfix. Marshalling at Sydney Dragway at Ferrers Road Eastern Creek starts from 5am with the convoy kicking off at 7am. Ulverstone Truck Show October 31
Ulverstone Showgrounds, Tas The big-hearted trucking community dug deep again last year to raise money for the Hummingbird House Foundation. Image: Brisbane Convoy 4 Kids
The Queensland Heritage Rally has found a new home in Stanthorpe. Image: Garry Ellis
Held as part of the Thank You Day Show, the Ulverstone Truck Show runs from 9am until 3pm, raising money for Be-
Macks of all shapes and eras will converge again on Archer Falls Airfield, northwest of Brisbane, to raise money for a great cause. Image: Mack Muster
yond Blue and New Mornings. Entry is by donation, and there will be prizes and giveaways throughout the day. For more information, visit the show’s Facebook page. NOVEMBER NatRoad Connect November 5-6
The Star, Gold Coast Qld natroad.com.au
NatRoad Connect 26 brings the industry together at The Star to send a clear message: “Success isn’t luck. It’s built on high standards, shared responsibility, and leadership that lifts everyone.” The event incorporates a two-day conference and gala dinner, where the NatRoad Awards will be presented. Brisbane Convoy for Kids November 7
Redcliffe Showgrounds, Qld brisbaneconvoyforkids.com. au
The event will once again form a convoy of trucks and support vehicles and travel from Larapinta to the Redcliffe Showgrounds. Once it arrives, the fun begins, with a complete Family Fun Day which includes a wide range of activities and entertainment for all, plus a truck show with participants competing in a range of categories. Camp Quality Convoy Newcastle November 8
Maitland Showground, NSW fundraise.campquality.org.au
The convoy starts and finishes at Maitland Showground, where a free family festival will be held, packed with entertainment and experiences for the whole family. There will be food vans, rides, face painting, roving entertainment, live mu-
sic, fundraising awards ceremonies, and the chance to cheer on the returning convoy and check out all the trucks at the show ‘n’ shine once the convoy returns. Dane Ballinger Memorial Truck Show November 14 Bathurst Showgrounds, NSW bathursttruckshow.com.au
Returning once again in November, this event brings together truck enthusiasts, families, and the local community to remember Dane Ballinger and celebrate the trucking industry he loved. There will be truck show awards, live music, kids’ activities and more. Illawarra Convoy November 15
Illawarra, NSW illawarraconvoy.com.au
Billed as the largest truck and motorbike convoy in the southern hemisphere, the event raises funds for individuals and families affected by potentially life-threatening medical conditions, together with charities that work with these people, and local hospitals. Castlemaine Rotary Truck Show November 28–29 Campbells Creek Recreation Reserve Campbells Creek, Vic rotarycastlemaine.org.au
Saturday kicks off around noon with a Best on Ground trophy up for grabs. Sunday morning starts with a truckie’s brekky, then a parade through town, followed by a day of showing off the trucks. Phone 0418 553 719 for more details. Have you got an event you’d like included in the next Save the Date? For a free listing, email all the details to editor@bigrigs.com.au.
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Alasdair Morton got this great shot, somewhere under the rainbow.
Cam Deans snapped this cool pic after loading wheat in WA’s wheatbelt.
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
Stan Stringer snapped this shot of the powder tanker running around Central Queensland.
Share your truck pics to win with Shell Rimula
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!
Tegan Peberdy and the SJH Heavy Haulage Western Star transport a 24M grader from Mackay to Perth.
“Can’t say Melbourne isn’t dramatic,” said Filip Schubert, as he shared this cool shot.
Callum Tews captured this glorious sunset in central Queensland.
Lindon Maza transports two reels of cable from Karratha to Broome.
Brad Coulthard snapped this awesome shot, heading north from Barcaldine, Queensland.
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Jakob Batchelor captured this ripper sunrise at Mundrabilla, Western Australia.
Kane Wilson snapped this great shot at the Wheel of Brisbane at South Bank.
Another great shot from Bryce ‘Baldy’ McGahey snapped at Mount Peter, Queensland.
Tom Charlton heads northbound from Rollingstone to Cairns in Queensland.
Adrian Wynne captured this cool shot at the boat ramp at Sarina Beach, Queensland.
Robo Faint snapped this great pic of the Cornell Transport Services Kenworth.
28 NEWS
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Visy adds Volvos for new linehaul deal
VISY Logistics is adding new Volvo FH600 prime movers and higher-capacity B-double combinations to its fleet under a new linehaul partnership with Coca-Cola Europacific Partners (CCEP). The transport agreement will see Visy Logistics support CCEP across selected Australian lanes, drawing on its national linehaul network and fleet. New Volvo FH600 prime movers with Euro 6 engines are being introduced to support the contract, operating with 36-pallet B-double trailer combinations. Visy said the new combinations provide 6 per cent more carrying capacity than 34-pallet configurations, helping reduce the number of truck movements required to shift the same volume of freight. The company also said the Euro 6 prime movers use 5 per cent less fuel than the previous-generation Euro 5 vehicles. Selected trailer combinations will feature dedicated CCEP livery as part of the partnership. CCEP National Transport Manager of Logistics – Australia Pacific Tim Chapman said dependable transport capacity was critical to the beverage giant’s nationwide operations. “We make and move some of Australia’s most loved drinks every day, so having the right partners across our supply chain really matters,” Chapman said. “With operations in every state and territory, we need a transport network that can keep products moving reliably and efficiently for customers across the country. “Visy Logistics brings the scale and linehaul capability to help us do that, while giving us access to higher-capacity equipment that supports a more efficient and sustainable supply chain.” Visy Logistics operates an extensive national transport network and said the partnership would provide CCEP with additional capacity, flex-
Visy said the new combinations provide 6 per cent more carrying capacity than 34-pallet configurations. Images: Visy Logistics
THIS PARTNERSHIP REFLECTS THE STRENGTH OF OUR TRANSPORT CAPABILITY AND OUR ABILITY TO CONSISTENTLY DELIVER HIGHQUALITY OUTCOMES FOR OUR CUSTOMERS.” WAYNE BOXSHALL
ibility and access to modern equipment. Visy Logistics Australia President Wayne Boxshall said the new agreement demonstrated the strength of the company’s transport operations. “This partnership reflects the strength of our transport capability and our ability to consistently deliver high-quality outcomes for our customers,” Boxshall said. “We are proud to be trusted by CCEP and look forward to building a strong, long-term relationship.”
Selected trailer combinations will also feature dedicated CCEP livery.
KEITH’s RX Technology on display at BULK2026 event THE latest evolution of KEITH Manufacturing Co.’s proven Walking Floor trailer system will be on display at the Australian Bulk Handling Expo in Melbourne from September 16-17. Engineered for complete performance and peace of mind in today’s demanding industries, KEITH’s RX Technology combines robust innovation with trusted reliability. KEITH says the next-generation system brings together advanced thermal protection, cleaner hydraulic operation and smarter controls to help simplify operation, protect critical components and support efficient unloading. An oil pressure filter rated for up to 60 gallons per minute helps maintain a cleaner system, leading to less contamination, smoother performance and dependable system
longevity. With fewer parts and internal check valves, RX Technology reduces complexity and boosts overall reliability. Automatic and intuitive electronic controls, along with optional manual controls, give operators the flexibility to tailor unloading performance to their needs. Flexible hydraulic oil flow enables either precision or speed, from slow unloading to rapid discharge. The automatic switching valve and electric controls further promote hands-off operation, while KEITH says the simplified filter design makes maintenance quicker, troubleshooting easier and lowers total service costs. KEITH says every element of RX Technology has been proven through rigorous inhouse and field validation, providing users with confidence in every load and assurance
Operators have the flexibility to tailor unloading performance to their needs. Image: KEITH
against downtime. While Walking Floor systems have long been valued for their dependability, KEITH says the RX platform rep-
resents a fundamental shift – one shaped not by incremental tweaks, but by rethinking how reliability, safety, and sustainability intersect in mobile ma-
terial handling. The result is a system designed to prevent the most common causes of failure before they occur, reduce main-
tenance hours across a trailer’s lifespan, enhance operator safety through more intuitive control, and set the stage for future efficiency improvements. Taken together, these changes reflect a broader evolution in the industry: moving from equipment that responds to issues toward technology that anticipates them. “RX Technology is currently patent pending and delivers lasting value, a trusted legacy and performance designed to keep businesses moving confidently into the future,” KEITH said. Visitors to the expo are invited to find out more at Booth A16. The two-day event at the Melbourne Convention and Exhibition Centre is Australia’s only dedicated exhibition and conference for the bulk solids handling industry.
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ECS Project Logistics expands in the west FOR ECS Project Logistics, establishing a presence in Western Australia was never about simply putting trucks on the road. It was about answering the call when customers needed specialist project freight support — and building the resources, relationships and infrastructure to make sure the team could keep coming back. What began with drilling rig moves across the Perth Basin and Canning Basin between 2012 and 2015 has developed into a significant long-term investment in the Western Australian transport market, culminating in a purpose-built, consolidated operation in Welshpool. ECS Project Logistics initially entered the Western Australian market servicing oil and gas drilling clients, operating from Wattleup, south of Perth. The early operation was focused on the practical requirements of the drilling industry, including regular storage, supply and transport work associated with moving equipment and supporting remote projects. Those early projects provided ECS with an important understanding of Western Australia’s unique logistics environment. Distances are significant, project requirements can change quickly, and customers need a transport partner capable of
responding when the schedule demands it. The business continued to build its Western Australian presence, but by 2020 the arrival of Covid-19 and the subsequent border closures created a serious handbrake on operations. For a company servicing projects across state borders, the restrictions highlighted a fundamental reality: to continue operating effectively in Western Australia, ECS needed significantly greater local resources. The answer was investment. Fast forward to 2023 and ECS had established its first serious Western Australian depot, supported by workshop facilities and dedicated logistics coordinators. This represented a major step forward from the company’s earlier footprint and provided the foundation for a much larger operation. From there, the growth accelerated. Further investment in fleet, people and infrastructure has allowed ECS to expand its customer base and take on an increasingly broad range of project transport work. While the company’s roots remain firmly connected to the oil and gas sector, its Western Australian operation now supports projects across green energy, mining, construction, modu-
Company trucks undertaking camp movements.
ECS opened a major WA depot in 2023. Images: ECS Project Logistics
lar buildings, accommodation, and camp movements, as well as a wide range of specialist project freight requirements. That diversity has been a major part of ECS’s development. The team has built its reputation by understanding that project freight is rarely straightforward. Loads can be oversized, specialised or time-critical, and often need to be delivered into environments where planning, communication and experience are just as important as the truck itself. Today, the combined ECS Western Australian facility operates with up to 20 late-model prime movers and a versatile trailer fleet that includes drop decks, flat decks, heavy haul-
age equipment, and extendable trailers. Backed by the company’s national footprint and ability to send additional assets to support larger projects, the ECS capability provides the flexibility to respond to everything from conventional freight through to large-scale and specialised transport requirements. And the investment has not stopped with the fleet. In July, ECS opened its new consolidated depot in Welshpool, bringing its diversified Western Australian operation together as one efficient facility. The new depot features a full-size truck wash bay, a 10,000-square-metre laydown area, modern and spacious offices, and a drive-through warehouse. The result is a significantly stronger operational base for the ECS team and its customers, providing room to manage equipment, freight and people while supporting the continued growth of the business. For ECS, the move into a larger single hub represents more than another milestone. It is the result of years of learning the Western Australian market, investing through
Loads can also be oversized, specialised or time-critical.
challenging conditions and steadily building a team capable of servicing major projects. The people behind the operation have grown alongside the business. A larger team and an expanding customer base have brought new enthusiasm and energy to the project freight industry, while the experience gained from more than a decade of work in Western Australia continues to underpin the operation. From the first drilling rig moves through the Perth Basin and Canning Basin, to establishing local storage and supply operations, navigating the challenges of Covid-19, investing in a dedicated depot and ultimate-
ly consolidating into a major Welshpool hub, ECS Project Logistics has taken a long-term approach to Western Australia. The philosophy remains simple: when the call comes, ECS wants to be ready. With the fleet, facilities, people, and customer relationships now firmly established, the Western Australian operation is geared for the long term. The journey from a small local presence to a substantial project logistics operation has been built one project at a time. And if the growth of the past decade is anything to go by, there will be plenty more calls to answer. Call, and we will come.
Anywhere to Anywhere in Australia 1300 002 252 quotes@expresscargo.com.au
ecs_projectlogistics ECS Project Logistics ECS Project Logistics
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The Ultimate LED headlight innovation J.W. Speaker has officially unveiled its latest advancement in automotive illumination, the Model 8700 EVO-X. Engineered for demanding on-road use, this high-performance 7” round LED headlight delivers premium visibility and durable performance across a wide range of vehicle platforms. The Model 8700 EVO-X represents a massive evolutionary leap in forward-lighting technology, integrating all forward lighting functions into a single 5-in-1 module. Featuring a distinctive “X” optic, the headlight combines advanced optical engineering with a highly recognisable visual signature. “They are bloody good lights,” said Steve Martin from Steve Martin Contracting (NZ). “The way I look at it, you don’t really need driving lights. These new lights are streets ahead of all other lights. You have the length and you’ve got more width, and in fog or rain, they’re not reflecting back into your face.” Designed to conquer the harshest environments, the Model 8700 EVO-X utilises J.W. Speaker’s proprietary Dual Burn technology to provide a powerful wide lowbeam spread alongside a deep
The Model 8700 EVO-X is engineered for demanding on-road use. Images: Invision Sales
high-beam punch. Drivers gain superior beam length and wider peripheral illumination providing down-road clarity in open or unlit conditions. Designed in the USA and tested in Australia to provide total confidence in any condition, the headlight delivers a precision, best-in-class uniform beam pattern. This provides smooth, controlled illumination for all types of roads, rural highways, and low-visibility environments. Utilising J.W. Speaker’s pro-
prietary Dual Burn technology, wide low-beam coverage enhances peripheral awareness. The optics are optimised so that light patterns do not reflect into the driver’s face during heavy fog or torrential rain. Engineered to survive the harshest environments, the Model 8700 EVO-X withstands heavy vibration, extreme temperatures, moisture exposure, and continuous-duty operation. Built to withstand severe conditions, it’s designed for
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seamless integration. The lamp assembly fits standard 7-inch Round PAR56 applications and offers a simple plugand-play installation across multiple model years. The Model 8700 EVO-X is made in the USA and meets all ECE
The Model 8700 EVO-X in chrome (above left) and amber (above right).
and ADR compliance. The EVO-X headlight Model line-up is available in four industry-standard models which includes 8700, 8600 featuring 5-in-1 functionality, 8800 and 8900, all with Dual Burn optics.
These new 8700EVO-X headlights will be available through all PACCAR Parts and Kenworth Dealers Australia wide.
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• Model 8700 EVO-X: Designed for 7” round (PAR 56) applications. • Model 8600 EVO-X: Engineered for 5.75” / 143.5mm round (PAR 46) applications. • Model 8800 EVO-X: Built with an H4 plug-and-play format, 4 x 6 / 167 x 107mm. • Model 8900 EVO-X: Tailored for 5” x 7” / 200 x 142mm rectangular configurations.
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Northside Diesel further bolsters its customer offering NORTHSIDE Diesel is further expanding on its capabilities as a true one stop shop for its transport customers. Adding to its truck and trailer servicing and repairs, and tyre supply and fitment, Northside Diesel has recently purchased a Kenworth K104 that’s available for customers to loan — helping to ensure they can keep the wheels turning. Located in the Queensland suburb of Caboolture, Northside Diesel operates from a well-equipped 10-bay workshop, complete with all the latest equipment. As the company’s Director Michael Sage explained, Northside Diesel has been steadily increasing its customer offering in recent times. He says it’s all about boosting convenience for customers and helping to reduce downtime. “Since we expanded with the tyres, we’ve become a more holistic stop. Customers don’t need to take their truck or trailer somewhere else to get their tyres done,” Michael said. At the workshop, Northside Diesel always keeps one set of steer and one set of trailer tyres in stock. “And if we don’t have
First year apprentice Katharine and Northside Diesel Manager Dirk Neale. Images: Northside Diesel
what the customer needs, we can get it in that day, as we get two tyre deliveries each day,” Michael added. “The tyre side of the business has really picked up. Once customers know we have tyres available, they come here and get us to put them on. It saves them from having to pick their truck up from us and then book someone else to get the tyres done.”
Michael places a strong emphasis on investing in the latest equipment, including the recent purchase of a new automatic tyre changing machine, and thoroughly training all workshop staff. It’s about providing customers with the highest levels of service. The added advantage too is that tyres are fitted by mechanics instead of tyre fitters,
Northside Diesel service and repair all makes and models Our services include: • Truck and Trailer service and repair. • We service and repair American, European and Japanese makes and models • Engine Overhauls • Minor and Major Repairs • 24/7 Breakdown service • Advanced diagnostics • VOLVO, MACK and UD service centre • Approved Inspection Station Call in and see us or phone: 07 54954133 www.northsidediesel.com.au service@northsidediesel.com.au 24 Commercial Drive, Caboolture QLD 4510
who can also check the condition of the vehicle. “That means if we see something needing replacing or repairing, we can advise the customer, before it becomes a bigger issue, helping them to avoid costly breakdowns,” explained Michael. Adding the Kenworth K104 loan truck into mix takes the offering another step further. “The reason we purchased the K104 is because we saw there was a need for it,” Michael said. “If a customer drops off a vehicle and it needs major work, that means that they’re off the road. Customers are always pushing to get their truck back as quickly as possible, because without it, they’re having to knock back work. “Now when customers drop their truck off, there’s an option to hire this one on a loan rate, which is 90-tonne B-double rated. “It also means we can go and move trailers and pick trailers up for repairs as well.” As Northside Diesel’s offering continues to expand, the business has recently taken on a new first year apprentice mechanic too. Katharine started out on a school-based apprenticeship one day a week, and has now progressed to full
Katharine started with Northside as a school-based apprentice and is now working there full time.
time work, learning from the experienced workshop team. Michael and his wife Chris Sage took over Northside Diesel back in 2024, and remain committed to improving and growing the business. Operating from a one-acre site on Commercial Drive, Caboolture, the workshop features 1000 square metres of undercover workspace. Northside Diesel provides
expert maintenance and repairs to trucks of all makes and models. It is also the only service agent for Volvo, Mack and UD Trucks between Brisbane and the Sunshine Coast, ideally situated to cover the needs of the entire Moreton Bay region. For more information, please visit northsidediesel. com.au.
Northside Diesel now has a Kenworth K104 available to loan.
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The right tyre pressure for every part of the job MOST operators would never expect one gear, one suspension setting or one driving technique to suit every load and every road. Yet tyre pressure is often treated differently: set it high enough for the heaviest work, then leave it there regardless of whether the truck is loaded, empty, on bitumen, gravel or soft ground. Aussie Central Tyre Inflation gives operators another option. With an Aussie CTI system fitted, tyre pressure becomes an adjustable operating setting rather than something that is only checked in the yard. From the cab, drivers can select high, medium or low preset pressures, or use the rotary dial to fine-tune the setting. The system automatically adds or releases air while the vehicle is moving, allowing pressure to be changed as the job changes. For fleets and owner-drivers, that control can have practical consequences every day. Consider a truck returning empty after delivery. The weight carried by the tyres can be dramatically different from the loaded trip, but conventional tyre pressures may remain unchanged. By reducing pressure when
appropriate, the tyre footprint becomes longer, helping spread the load over a larger area. On rough roads this softens the ride and reduces vibration. On loose or soft surfaces it also provides more usable traction and reduces wheel spin. Then, when the truck is loaded again or returns to sealed road, the driver can select a higher pressure suited to the new conditions. There is no need to stop and manually adjust every tyre. The change is made from the cab. That ability to match tyre pressure to the work is where many of CTI’s savings begin. Tyres are one of the most visible consumable costs on a heavy vehicle. Aussie CTI has been used in demanding transport applications where operators have achieved sig-
nificant improvements in tyre life. Better pressure management also helps to reduce punctures, impact damage and uneven wear, all of which contribute to replacement costs and unplanned downtime. For businesses operating off the highway, there are further advantages. Lower pressures increase the contact area between tyre and ground. In logging, agriculture, quarry work and other mixed-terrain applications, that helps a truck maintain momentum through soft or slippery conditions and reduce the tendency for tyres to cut into the surface. For agricultural operators, the larger footprint also helps reduce ground compaction. A CTI system, however, has to survive the same conditions
Aussie CTI’s dual channel controller.
Angus Karger at Bordertown Haulage & Trading appreciates the benefits of the Aussie CTI system. Images: Aussie CTI
as the truck. Aussie CTI has been developed with that in mind. Its rotators use hard coat anodised 6061 aluminium housings and are designed to be rebuildable and serviceable. The system uses industry-standard air brake hose and fittings chosen with practical replacement in mind. Safety is also built into the air distribution system. Aussie CTI’s Pressure Distribution Safety Valve manages pressure to the connected wheel sets and can isolate an affected section if a wheel end or airline is damaged, helping pro-
tect the remaining tyres from pressure loss. The controller also keeps the driver informed. It displays tyre pressure in real time and can alert the driver to incidents such as pressure loss, giving operators the chance to identify a developing problem rather than discovering it only after a tyre has failed. An optional speed-sensing function can also remind the driver when the selected pressure is too low for the vehicle’s speed. For the driver, most of that engineering sits behind a straightforward interface:
choose the pressure needed for the conditions and let the system manage the change. Central tyre inflation is not about running low pressure everywhere, or high pressure everywhere. It is about using the right pressure at the right time. For operators looking to get more from their tyres, improve traction and make changing conditions easier to manage, Aussie CTI puts that control within reach. Visit aussiecti.com.au or call 0459 222 137 to learn more.
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Help drivelines transfer power smoothly YOU’LL know that your truck driveline transfers engine power from the transmission to the drive wheels. It includes driveshafts, universal joints, slip yokes, centre/carrier bearings, and differentials. You know the usual maintenance, but have you considered how a balanced truck benefits your driveline? Consider the improved performance and economy of your rig if you could stop high-speed shakes, protect parts from early wear, and help power flow smoothly from the engine to the wheels. Physics tells us less vibration and stress stops shaking, and an even weight stops the driveshaft from wobbling as it spins faster. Balanced wheels take extra force off your universal joints (U-joints), carrier bearings,
and transmission seals. Cooler running and less shaking means less heat build-up, which helps keep gear oil and grease working as it should. Power moves straight to the wheels without wasting energy, and parts last much longer when they do not fight a wobbling shaft.
The key issue is fuel A key issue now financially is to save fuel. Less drag on the system helps your engine use less fuel. How? What if your wheels were dynamically self-adjusting to tyre and wheel imbalance? Let’s find out more. Every day, you sit atop large numbers of spinning wheels. You are in fact creating centrifugal Forces – rotating tyres and wheels. To balance each wheel, Atlas
BALANCED WHEELS TAKE EXTRA FORCE OFF YOUR UNIVERSAL JOINTS, CARRIER BEARINGS, AND TRANSMISSION SEALS.” Balance Rings contain liquid weight fluid – that is a liquid metal, which is free-moving within the ring, and moves to positions along the ring to exactly offset any light and heavy spots; thereby eliminating the vibration and creating equilibrium within the rotating mass. Nature must have equilibrium, and natural forces will act on the counterbalancing fluid to eliminate
Atlas Balance Company’s Simon McQuillan, and Matt Swan, Distributor at Geelong Truck & Steering. Images: Atlas Balance Company
vibrational resonance and disequilibrium. When positioned, centrifugal force holds the liquid recycled metal in that position until a different vibrational resonance pattern develops from tyre wear or from stones, mud or ice sticking to the tyre or wheel with every rotation, which instantly forces the fluid to its new equilibrium positions. Why use liquid metal? It’s simple. It works faster than anything involving both oil and buckshot ball bearings. It is a product that never wears out, unlike other products which start wearing out from day one. You can move the rings from truck to truck. It’s a green solution all the way around: less tyres, less fuel, less parts, less waste. Tough driving costs less and feels more comfortable Major fleets like Collins Adelaide, Lands Toowoomba, Damorange, QUBE Bulk, Southern Refrigerated, and
A New Zealand tyre fitter takes on Atlas’ 365-day challenge.
a i l a r t s u A r e v o All
An Atlas Balance Rings set for US trucks.
Harold Services have successfully logged hundreds of thousands of extra kilometres on their tyres across thousands of units. GLT, Vawdrey, Sloanebuilt, Robuk, and Maxi-CUBE fit out their whole rigs including trailers on the factory floor. So, from brand new, the driveline is working as it should. It benefits your back by eliminating severe vehicle bouncing, reducing steering wheel pull, and preventing unnatural body twisting
caused by fighting an unstable vehicle. That’s just plain hard work. To save your driveline components, save tyres, save fuel and save your back, consider a small investment (from $650 for two) and fit Atlas Balance Rings to your wheels. For more information contact Atlas Balance Company on 1300 228 527, email info@atlasbalance. com.au or visit the website at atlasbalance.com.au.
on rough roads from Biloela to Cowra, Swan Hill, Kalangadoo & the Top End, drivers with fully balanced rigs are ge ng more kms from tyres and using less fuel.
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ADVERTISING FEATURE 35
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
DRIVELINE SPECIAL
Filters for a cleaner cabin environment FOR North American truck owners, performance is usually measured in horsepower, torque, towing capacity and durability. Those numbers matter when a truck is hauling equipment, towing a trailer, travelling between job sites or simply handling the daily commute. But there is another aspect of vehicle performance that deserves far more attention: the quality of the air inside the cabin. Whether a truck spends its week on congested highways, dusty construction sites, rural roads or long interstate runs, outside air continually passes through its heating, ventilation and air-conditioning system. Along with that air can come dust, pollen and other airborne particles. The cabin air filter provides an important line of defence, helping create a cleaner and more comfortable environment for drivers and passengers.
That is where Ryco’s filtration expertise becomes relevant. Ryco Cabin Air Filters are designed to remove dust, pollen and other airborne particles from the air entering the vehicle, supporting improved in-vehicle air quality. It sounds straightforward, yet cabin filtration can be one of the easiest maintenance items to overlook. Oil changes, tyres, brakes and engine air filters naturally receive attention because their impact on vehicle operation is obvious. A cabin air filter sits quietly behind the scenes. As contaminants accumulate, however, replacing it as part of an appropriate maintenance schedule helps ensure the vehicle continues filtering incoming cabin air effectively. A pickup or commercial truck is often more than transportation. For tradespeople, contractors, delivery drivers and fleet operators, the cabin can effectively become
RCA455M cabin air filters for Western Star applications.
Cabin air filters help create a cleaner and more comfortable environment for drivers and passengers. Images: Ryco
a mobile office. Drivers may spend hours behind the wheel every day, travelling through environments ranging from urban traffic to farms, industrial areas and unsealed worksites, and even eat and sleep in their cabs. In those conditions, thinking about the air entering the cabin makes practical sense. Cabin filtration is therefore not simply about comfort. It’s about driver health and wellbeing, and should be viewed as part of responsible vehicle maintenance. Ryco brings more than eight decades of filtration heritage to its products. The company’s broader filtration philosophy is supported by dedicated filtration expertise, laboratory testing and engineering processes intended to validate product performance rather than relying on assumptions or copied specifications. That filtration-first approach is significant in a market where replacement components can sometimes be judged primarily by whether they fit. Fitment is essential, but a filter has a job to per-
RYCO CABIN AIR FILTERS ARE DESIGNED TO REMOVE DUST, POLLEN AND OTHER AIRBORNE PARTICLES FROM THE AIR ENTERING THE VEHICLE.” form after installation. For cabin air filtration, that job is helping prevent unwanted airborne particles from simply travelling through the HVAC system and into the space occupied by the driver. For workshops and parts professionals, the opportunity is also educational. When a truck arrives for routine servicing, asking when its cabin air filter was last replaced can start an important maintenance conversation. For fleets, incorporating cabin filters into scheduled servicing can help ensure this easily forgotten component receives regular attention. North American trucks are engineered to work hard for
Cabin filtration is not just about comfort, it’s also about driver health and wellbeing.
the long haul, often in demanding environments. The people inside them deserve the same consideration given to the machinery under the hood. For workshops, fleets and
owners, fitting a Ryco Cabin Air Filter at the service interval is a small job with an immediate purpose: helping keep unwanted airborne contaminants outside, where they belong.
water flow needed to remove stubborn grime quickly and efficiently. The Scud 400, a 4000-psi Honda-powered pressure cleaner with electric start, is already widely used in the earthmoving, construction and equipment hire industries. Newer models feature a stainless-steel hose reel fitted with 30 metres of high-pressure hose. Combined with the machine’s own reach, this provides an impressive working range without constantly having to move the pressure cleaner around the truck. For operators wanting a slightly gentler wash, the Scud 350 delivers 3000 psi with 15 litres per minute flow and is particularly suited to truck washing. Long telescopic lances can provide up to 5.5 metres of reach, allowing operators to clean truck roofs, trailers and other high areas from ground level — without having to climb ladders. The machines can also apply detergent, allowing operators to cover the truck, give the detergent time to
work and then blast away the loosened dirt and grime. For particularly stubborn contamination, turbo nozzles can further increase cleaning performance and help get the job done faster. The result? Aussie Pumps says a cleaning job that once consumed an entire eighthour period could potentially be reduced to around two hours, giving truckies more time on the weekend. Aussie Pumps Chief Engineer John Hales puts the road problem simply: “We can’t do much about potholes, that’s up to governments to fix.” But when it comes to cleaning the truck, Aussie Pumps knows it has the solution. “Replace cheap, throwaway pressure cleaners with the real deal, the Australian-designed and manufactured Aussie Scud, built tough and equipped to get the job done fast,” he said.
Here’s why Aussie Pumps gets truckies AUSTRALIAN Pump Industries recently conducted an informal, off-the-cuff survey among truck drivers to find out what they love about life on the road and what really gets under their skin. Interestingly, the biggest complaints weren’t long hours, tight delivery schedules or traffic. Two issues stood out: poorly maintained roads and the weekly task of cleaning the truck.
For drivers covering thousands of kilometres, potholes and rough, corrugated roads are more than an inconvenience. Hitting a pothole at speed can place enormous stress on tyres, suspension and undercarriage components, while the constant vibration can also take its toll on the driver. Then there’s the cleaning! Truckies take enormous pride in their rigs. Wheth-
Aussie production in full swing, building tough machines to make cleanup easier for truckies. Images: Aussie Pumps
er it’s a Kenworth, Mack or another big-name truck. Keeping it looking sharp is part of the job. But washing a large vehicle properly can be a time-consuming chore, particularly when mud, road grime, grease and other contaminants have built up over a week on the road. According to the Aussie Pumps survey, a thorough weekly truck clean can take six to eight hours, depend-
ing on the size of the vehicle and the standard of finish required. That’s a big chunk of a weekend. AussieScud: Built to cut cleaning time Australian Pump Industries is Australia’s leading designer and manufacturer of industrial high-pressure water blasters. Its Aussie Scud range is designed to deliver the combination of pressure and
Aussie’s latest development for big plant wash down is the 5000psi Class A: Aussie Atlas Mark II.
For further information, contact Australian Pump Industries distributors or visit aussiepumps.com.au.
36 ADVERTISING FEATURE
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
DRIVELINE SPECIAL
Fleetguard expands coolant range AUSTRALIA’S heavy-duty industries put engines to work in some of the most demanding operating environments. From long-haul transport and first stop delivery trucks to construction sites and agricultural applications, equipment is often expected to work for extended periods with little tolerance for unplanned downtime. In these conditions, cooling system maintenance is more than a routine workshop task, it is an important part of protecting engine performance, reliability and uptime. As modern engines operate under increasing thermal and performance demands, maintaining the right coolant quality and concentration is critical. Yet for fleet service centres topping up cooling systems with just water, i.e. dilution, or using a coolant concentrate which relies on technicians correctly measuring and mixing coolant with any available water source at the point of service will introduce unnecessary variability. This is where a ready-to-use premix solution can make a practical difference. Fleetguard has expanded its coolant portfolio in Australia
with the launch of ES Compleat 50/50 premix coolant with ethylene glycol (EG) in a fully formulated solution blended with demineralised water at the correct ratio. Unlike concentrated coolant that requires further dilution, the 50/50 premix can be added directly to the cooling system, helping simplify servicing and deliver consistent coolant performance from the first fill. For Australian operators, that consistency can be particularly valuable. Transport and logistics, agriculture and construction fleets can operate across large geographic areas, with equipment exposed to high temperatures, heavy loads and demanding duty cycles. A ready-to-use solution can reduce the complexity of coolant preparation and help minimise the risk of incorrect dilution or unsuitable water quality during service. The benefits extend beyond convenience. ES Compleat EG 50/50 premix is engineered to provide protection against liner cavitation, corrosion, scale and high-temperature stress, while supporting long water-pump life and compatibility with modern engine materials including
aluminium and elastomers. When properly maintained, it delivers life-of-engine protection of up to 1,600,000 kilometres, helping operators focus on keeping equipment productive rather than managing avoidable cooling system issues. These performance benefits translate directly into potential cost savings because fewer failures mean fewer roadside repairs, less downtime and longer intervals between coolant changes. In the transport industry, where trucks can accumulate thousands of kilometres across long-distance routes, consistent cooling-system performance is an important part of maintaining fleet availability. Agricultural and construction equipment face similarly demanding operating conditions, where seasonal workloads and long hours can leave little room for unexpected maintenance. A premixed ready-to-use coolant also supports more consistent maintenance practices across mixed fleets and multiple service locations. Using a premixed 50/50 coolant made with demineralised water eliminates the service centre’s need to source good
Fleetguard coolants are backed by decades of filtration science and real-world testing.
quality water and eliminates potential coolant/water mixing errors at the point of service. Using a premixed ready-to-use 50/50 coolant can simplify the process for technicians and reduce one potential source of variation between sites. There is also practical environmental consideration. Using a premixed formulation with demineralised water reduces the need for onsite mixing and helps avoid the potential problems associated with unsuitable water quality and variable coolant concentration. Where coolant is maintained according to the appropriate service requirements, longer-lasting coolant technologies can also reduce
COOLING SYSTEM PROBLEMS RARELY START BIG. THEY START SMALL.
the frequency of coolant replacement and the volume of used coolant requiring management and disposal. Ultimately, the value of coolant is measured not only by what happens inside the cooling system, but by what happens to the equipment around it. Effective protection against cavitation, corrosion, scale and thermal stress can help protect critical engine components and support reliable operation. For businesses where an idle truck, heavy duty construction vehicle or tractor can quickly translate into lost productivity, that protection matters. Backed by Fleetguard filtration expertise and real-world testing, ES Compleat EG
50/50 premix also works as part of a broader approach to cooling-system health, alongside Fleetguard coolant monitoring and water filtration solutions. With its introduction to the Australian market, ES Compleat EG 50/50 premix gives heavy-duty operators a practical way to simplify coolant maintenance while maintaining consistent engine protection. For fleets working across Australia’s toughest environments, fewer maintenance variables, reliable cooling-system protection and the potential to avoid unnecessary downtime can all contribute to one important outcome: keeping equipment working for longer, kilometre after kilometre.
Fleetguard® ES Compleat™ 50/50 coolant helps protect engines with up to 1,600,000 km of cooling system protection. Advanced technology protects liners, aluminum and water pumps, helping trucks stay on the road longer.
Run cooler. Go further. © 2026 Atmus Filtration Technologies Inc.
ES Compleat 50/50 is a fully formulated hybrid coolant. Images: Atmus Filtration Technologies
fleetguard.com
ADVERTISING FEATURE 37
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
DRIVELINE SPECIAL
Game-changing solutions for workshops SCHAEFFLER, the Motion Technology Company, offers the Repair Insert Unit under its FAG brand — which can be a game changer for mechanics. The pre-assembled unit for wheel bearing repair on truck, trailer, and bus axles enables particularly fast repairs in OEM quality, extends maintenance intervals, and features a patented sealing cap that helps reduce diesel consumption and CO2 emissions through reduced friction. The result is that the vehicle runs longer which also lowers operating costs. The installation of the FAG Repair Insert Unit is fast, efficient, and safe. The complete wheel bearing unit is supplied pre-assembled and sealed. It consists of two tapered roller bearings connected by a retaining ring, which are already lubricated for life at the factory with the appropriate grease. The risk of accidentally using the wrong or contaminated lubricant in the hectic daily life of a workshop drops to zero. At the same time, the set preload leads to an increase in stiffness and service life, while also reducing running noise. And all this with an instal-
The new version of the FAG Repair Insert Unit is equipped with a new, innovative sealing cap. Images: Schaeffler
lation that can be completed professionally and in OEM quality in a very short time. The new version of the FAG Repair Insert Unit features an innovative, patented sealing cap made of polyamide plastic. Whereas the wheel bearing unit previously had a conventional two-lip seal that caused friction due to its design, the new sealing cap is mounted contact-free on the outer bearing. Compared to the previous seal design, friction is significantly reduced, and energy requirements are lowered by up to 38 watts per wheel hub. For fleet operators, this means diesel consumption decreases – and with it, the fleet’s operating costs and CO2 emissions.
“Wheel bearings are subject to natural wear and must be replaced at the first sign of a defect – when that happens in the commercial vehicle sector, it has to be done quickly, as every minute of downtime costs money,” said Samuel Braun, Vice President Commercial Vehicles at Schaeffler Vehicle Lifetime Solutions. “With the FAG Repair Insert Unit, we are providing the trade and workshops with a solution that ensures long maintenance intervals and operating times, as well as efficient repairs in OEM quality. And last but not least, we are making a contribution to reducing fuel consumption.” The new FAG Repair Insert Unit is compatible with the
Schaeffler offers bearing solutions, linear guidance systems, repair and monitoring services, and more.
previous version and the earlier FAG Insert Unit; and in the event of service, replaces both without any problems. The eight part numbers are available for various vehicle applications, including those from manufacturers such as DAF, Ford, and Volvo. The Schaeffler Group has been driving forward groundbreaking inventions and devel-
opments in the field of motion technology for 80 years. With innovative technologies, products, and services for electric mobility, CO2 efficient drives, chassis solutions and renewable energies, the company is a reliable partner for making motion more efficient, intelligent, and sustainable – over the entire life cycle. Schaeffler describes its comprehensive range
of products and services by means of eight product families: From bearing solutions and all types of linear guidance systems through to repair and monitoring services. For more information, contact Schaeffler Australia Pty Ltd on 02 8977 1068 or email aftermarket.service. au@schaeffler.com.
OE SOLUTIONS TO KEEP TRUCKS ON THE ROAD
Keep Your Fleet on the Road Longer with Schaeffler’s Intelligent OE-quality Repair Solutions Schaeffler offers a vast collection of heavy commercial vehicle repair solutions under their FAG brand including bearings, Repair Insert Unit (RIU), high performance Wheel Bearings and Complete Hubs. We prioritize durability and high performance, providing OE quality products that ensure longevity. Our comprehensive portfolio of repair solutions is designed to meet all your needs and keep trucks on the road for longer. vehiclelifetimesolutions.schaeffler.com.au/en-gb/catalog
We pioneer motion
38 ADVERTISING FEATURE
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
DRIVELINE SPECIAL
More to Lazer’s AIR-90 than light output FOR truck drivers spending long hours on the road, a good set of driving lights needs to do more than throw as much light as possible into the distance. How that light is delivered, how comfortable it is to drive behind, and whether the lamp can withstand harsh conditions are just as important. Those considerations were central to the development of the AIR-90, the latest premium auxiliary LED lightbar from British manufacturer Lazer Lamps. Designed and manufactured in-house at Lazer’s UK facility, the AIR-90 was developed from the outset around the requirements of heavy trucks. Keeping that entire process under one roof gives Lazer control over everything from the initial design and optical engineering through to manufacturing and final assembly. The result is a lamp producing an impressive 9160 raw lumens, with one lux reaching 574 metres. But outright distance was only part of the brief. Lazer’s ultra-reflective, vacuum-metallised optics have been engineered to provide a balance of distance and-
spread, with the beam pattern specifically optimised for everyday road use and the higher mounting positions commonly found on trucks. Even the colour of the light has been carefully considered. The AIR-90 is engineered to produce a 5000K colour temperature, providing a natural light closer to daylight. On long overnight runs, that makes for a more comfortable driving environment, helping to reduce the eye strain associated with harsher white light over extended periods behind the wheel. When maximum output isn’t required, a low-output mode can be quickly activat-
ed. It’s a small feature that becomes useful in the real world, reducing the harsh glare reflected back from road signs at night. Away from the beam itself, the AIR-90 also represents a different approach to how a lightbar can look. Its most distinctive feature is an injection-moulded monocoque lens. Whilst that may mean absolutely nothing to those outside of the engineering world, it can be seen on the front of the lamp. Rather than a lens simply being placed within a housing, the AIR lens is three-dimensional and flows underneath and to the sides of the
3x AIR-90 Lamps with the white DRL active. Images: Lazer Lamps
Gippsland Customs truck multi lamp set-up, night-time POV.
unit, merging what would usually be multiple components into one seamless structure. This is the appearance that defines the AIR range while functionally contributing to an exceptionally strong construction. This is an interesting micro-case of the same technology used at the core of most modern race car and carbon-intensive supercar chassis, and for Lazer is a nod to their engineering expertise and motorsport heritage. Integrated white or amber position light guides follow the shape of the lamp, adding to the lightbar’s signature appearance and allowing its contemporary styling to work
equally well on both modern and traditionally styled trucks. That combination can be seen on the Gippsland Customs truck featured here, where the AIR-90s become part of the overall appearance of the vehicle rather than looking like an afterthought. Of course, those trucks also have to work for a living. For a lamp facing everything from long-distance highway work to dust, heat, rain and harsh outback conditions, durability was a major part of the AIR-90’s development. The aluminium housing receives an anodised pre-treatment followed by an automotive-grade powder top-coat,
providing a high level of corrosion and chemical protection. The lamp itself is IP68 watertight, with electronic thermal management helping control performance in demanding conditions. Every AIR-90 is backed by Lazer’s five-year warranty, while its lens carries a lifetime guarantee, useful reassurance when the lights are expected to spend years at the front of a working truck. Ultimately, the AIR-90 isn’t about any one headline feature. Its 574-metre reach is impressive, and its position lights make it stand out, but it’s the smaller details, the carefully controlled colour temperature, usable beam pattern, low-output functionality, and protection, that become important after hours behind the wheel. For Lazer, controlling the journey from design through to manufacturing in the UK means those details can all be considered as part of the same product. And for the driver, the result is fairly simple: more usable light when you need it, less strain when the kilometres start adding up, and a lamp built to handle life on a working truck.
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40 ADVERTISING FEATURE
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
DRIVELINE SPECIAL
The hidden impact of wheel weight on fleet efficiency WHEN fleets look for ways to improve efficiency, the conversation often turns to fuel, tyres, aerodynamics and driver behaviour. But there is another factor that can be easy to overlook: the weight of the vehicle itself. Every kilogram contributes to a truck’s tare weight. And when that weight is multiplied across multiple components and hundreds of vehicles, even relatively small reductions can become significant. For fleet operators, the question is increasingly shifting from simply “How much does it cost?” to “How much weight are we carrying, and what is that weight costing us?” Every kilogram adds up A truck’s weight is determined by dozens of components, from the engine and chassis to tyres, wheels and accessories. While individual weight differences may appear small, the combined effect can be substantial. Wheels are one area where fleets can consider lightweighting. Traditional steel wheels are robust and widely used across the transport industry, but forged Alcoa aluminium wheels can provide a signifi-
Alcoa’s ULT36x weighs around 16kg per wheel, making it the lightest heavyduty truck wheel on the market. Images: Howmet
cant weight reduction while maintaining the strength required for demanding commercial applications. That reduction in tare weight can create an opportunity to increase payload, subject to the vehicle configuration and applicable mass limits. What does wheel weight have to do with fuel efficiency? Reducing vehicle weight does not automatically translate into a specific fuel saving. Real-world fuel consumption depends on many variables, including payload, route, speed, terrain, traffic, aerodynamics, tyres, vehicle configuration and driving behaviour. However, vehicle weight is
one of the factors that can influence the energy required to move a vehicle. For fleets travelling long distances or operating high numbers of trips, reducing unnecessary weight can therefore form part of a broader strategy to improve vehicle efficiency. The key is to look at lightweighting as a system-wide opportunity, rather than expecting one component to deliver all the gains. Lightweight wheels: a practical opportunity Alcoa Wheels has focused on lightweighting for decades, developing forged aluminium wheels designed to combine strength, durability and reduced weight. The Alcoa Wheel ULT36x is a strong example of this approach. At approximately 16kg per wheel, it is among the lightest heavy-duty truck wheels available on the market. When the weight of each wheel is considered across an entire vehicle, the potential saving becomes much more meaningful. For example, on a vehicle fitted with multiple wheel positions, saving several kilograms at each position can
reduce overall tare weight considerably. Depending on the application, that weight saving may provide additional payload capacity or simply reduce the amount of weight the vehicle needs to carry. For operators moving high-value or weight-sensitive freight, this can be an important consideration when specifying equipment. More than just a number on the scales The value of lightweighting goes beyond the weighbridge. For a fleet, reducing vehicle weight can contribute to several operational objectives: • More payload potential within applicable mass limits • Improved vehicle efficiency as part of an overall lightweighting strategy • Greater flexibility when configuring trucks for specific applications • Potential productivity gains when weight is a limiting factor • Long-term operating value over the life of the vehicle Of course, the benefits will vary depending on the vehicle, application and operating environment. A regional
operator, long-haul fleet and heavy-duty mining application will each have different priorities. That is why lightweighting decisions should be based on the complete operating picture rather than simply comparing the weight of individual components. Making every kilogram count As the Australian transport industry continues to focus on productivity and operating efficiency, lightweighting is likely to remain an important consideration. The next efficiency gain may not always come from a major change. Sometimes, it comes from looking more closely at the components already fitted to the vehicle.
Alcoa aluminium wheels are lighter in weight while maintaining strength.
A few kilograms saved on one component may not sound significant. Multiply that saving across a complete vehicle, a fleet and thousands of kilometres, however, and the numbers can start to look very different. For fleets considering their next vehicle specification, this question is worth asking: How much of what we’re carrying is freight — and how much is the truck carrying itself? At approximately 16kg per wheel, the Alcoa Wheels ULT36x demonstrates how wheel technology can play a role in that conversation, helping fleets explore new opportunities to reduce tare weight while maintaining the performance and durability expected from a heavy-duty wheel. For more information about forged aluminium wheel solutions, contact Howmet Wheel Systems Australia on 1800 955 191, email alcoawheels.sales@howmet.com, or visit alcoawheels.com.au. Follow Alcoa Wheels Australia on Facebook for the latest industry news, product updates and customer success stories.
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FEATURE 41
BIGRIGS.COM.AU FRIDAY AUGUST 28 2026
Continued growth for over 40 years
After being thrown in the deep end at a very young age, this operator has built a successful business servicing Victoria and beyond.
FROM a young age, David Morrow has been at the helm of the business his father started back in 1983 in Melbourne’s south-east. “I was thrust into the business at age 17 after my father passed,” David said. “Today we have three locations in Keysborough, Noble Park and Ringwood, but our reach is as far as the outskirts of Adelaide in the west and Sydney in the east.” Morrow’s Logistics is a family-run regional logistics provider with specialist dangerous goods capability. David has led the family-run firm, along with partner Robyn, building it up from the traditional starting point of one man with a truck and a couple of clients as Morrow’s Freightlines, to its current position as a significant player in the regional and cross-border logistics across Victoria, with a strong foundation in dangerous goods and chemical transport. Scania is on track to become the sole truck supplier to the 40-plus fleet, supporting regional transport, specialised freight, and dangerous goods transport. “While we established ourselves as DG experts for chemicals delivery, over the past 20 years we have expanded into infrastructure, energy and broader freight movements, including transporting transformers, cables and insulators for the Victorian power network, alongside introducing warehousing capability. Today, we deliver a more complete, end-to-end solution for our customers,” David revealed. “One of the key things that we’ve sold our customers on is that we’re here to protect their brand, so safety and reliability have been super important in our marketing and in our service model,” he said. Driving the company forward since some of its earliest years has been Scania. David’s long-standing affinity for Saab cars morphed into the purchase of his first Scania 34 years ago, starting with the iconic 3-series, then moving on to 4-series, PGR and later the current NTG and Super series. The current fleet is a mix of prime mov-
Morrow Logistics Managing Director David Morrow. Images: Scania
ers and rigids, some of which have been imaginatively configured by bodybuilders to David’s specifications. As an example, as far back as 2002, Morrow’s built an 8x4 Scania rigid that was configured to deliver exceptional efficiency. The twin steer was fitted with a short tautliner section for palletised goods, and an open deck for larger freight, such as a cable drum or a mini-container, as well as having a tail-lift fitted for easier loading. This set-up provided greater flexibility for the freight services, especially when visiting more remote locations. Despite the variations in the roles the trucks are set up for, having identical cab layouts means Morrow’s DG drivers feel immediately at home if they hop from truck to truck. “It gives them a sense of confidence,” David said. “We’ve developed a template for the specification of our Scania trucks. Tevfik Onguc, our Account Manager has helped us set the fleet standard, from the huge array of Scania options. For me it’s about finding functionality that is durable, comfortable and safe for the drivers.” Today there are 36 Scania trucks in the fleet and more on the way as older trucks, mostly lighter-duty Japanese brands, are retired. Over the years the business has acquired more than 100 new Scania trucks. Morrow’s has traditionally held its trucks for around seven years, with some clocking up to 170,000 km annually, which means by the time they
Morrow’s has been purchasing Scanias for 34 years, with 36 trucks in the fleet wearing the Scania badge.
WHILE WE ESTABLISHED OURSELVES AS DG EXPERTS FOR CHEMICALS DELIVERY, OVER THE PAST 20 YEARS WE HAVE EXPANDED.” DAVID MORROW
are replaced, David is looking at selling them to parts breakers, although during Covid, even high-mileage trucks were in demand. “It’s a conservative model, but it works,” he said. “We’ve had many Scanias that have done 2 to 3 million kilometres. For servicing we like to keep things in house. We have four diesel technicians and a workshop to do all the regular services. The technicians are as passionate about the Scania product as are the drivers. “The workshop is really important to us because if something small goes wrong, you can fix it straight away, and you’re back on the road and drivers are happy. And you can do it any time of day or night.” David added that the business keeps good service records and believes in preventative maintenance. “Our guys do everything from regular service to replacing turbos or refurbishing engines and gearboxes,” he said. Morrows remains a family-led business. David’s wife Robyn previously served as General Manager and continues to support the business in a leadership capacity,
General Manager of Transport and Warehousing, Valentin Teles, with David Morrow.
Morrow’s Logistics operates from three locations in Victoria.
although she no longer holds the formal GM role. Two of the couple’s sons are also involved: one as a fourth-year diesel apprentice and the other within operations. To support the company’s next growth phase, Morrow’s appointed Valentin Teles as General Manager of Transport and Warehousing. He brings third-party logistics experience, including 11 years with Mainfreight and a background in warehouse automation. “Valentin’s appointment allows Robyn and me to step back from day-to-day management pressures while strengthening our capability to grow,” David said. As Valentin explained, “We are expanding our contract logistics and warehousing offering within specialised, safety-critical environments. Our focus is professionalism, reliability and delivering exactly what we promise. We are taking that philosophy to a broader market.”
David also added, “We are now delivering a bigger solution for our existing customers and attracting new business as well.” Transport remains at the core of the business, however the addition of warehousing has allowed Morrow’s to deliver a more complete supply chain solution. The business now supports customers across transport, distribution, storage and pick and pack, managing freight from receipt into our facilities through to final delivery. “We can offer contract logistics where we manage the warehouse and handle all those operations on behalf of specific customers,” said David. “Then there’s the 3PL side, which is us having relationships with our customers, in multi-customer warehouses with different requirements. But we’re retaining our focus on dangerous goods, it’s our speciality. “Given the fact that we’ve transported dangerous goods
Morrow’s has purchased more than 100 new Scania trucks over the years.
for all these years, it’s been great to offer those companies more services, such as warehousing. It makes it more seamless when they’re not having to deal with two different suppliers. They know we’re ready with a truck to go within half an hour, which speeds up their fulfilment time. I think our control of the process makes things go a whole lot quicker,” David continued. Dangerous Goods transport brings with it a holistic focus on safety, and David and the team have eagerly embraced Scania’s safety innovations as they’ve become available, with his latest acquisitions featuring Advanced Driver Assistance Systems (ADAS). “Comfort, safety, reliability are the key elements that kept us loyal to Scania, but also, post-Covid, we adopted Euro 6 as a company standard, to make a statement that even in the chemicals industry you can play a part in reducing emissions.” David added that generally the trucks are uniquely set up for their jobs, and the drivers are familiar with their regular routes. “We take driver training seriously and have just employed an in-house driver trainer. There’s a lot to learn with the new Scanias with the safety gear and the new dashboards,” David said. “It’s not really training, they know how to drive and they’re DG drivers, so they’re pretty switched on, but it’s getting the best out of the vehicle, reducing the wear and tear, and making sure that we get the best possible efficiency in terms of fuel consumption and longevity.”
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ACFS collapse holds a lesson for us all STEVEN BALLERINI CEO, Australasian Supply Chain & Logistics Association
EVERY so often a name falls that stops the sector mid-sentence. This month it was ACFS Port Logistics – the country’s largest privately owned container logistics operator, a business built over two decades to a half billion-dollar scale – placed into voluntary administration on August 6. For the retailers whose stock it moves and the ports it feeds, it is a live supply-chain event. For those of us who work this trade for a living, it is something closer to a mirror. Because ACFS did not fail at the fringes. It failed at the very centre of the container business, doing the work most of our members would recognise, at a scale almost none of us will ever reach. That is exactly why it deserves our attention. When a business this large comes undone, the useful question is never only what happened to them. It is what their unravelling tells the rest of us about the ground we all stand on. The scale of what just failed Start with the size, because it is the part the headlines get right. Founded in 2005 by Terry and Arthur Tzaneros out of Port Botany, ACFS grew into the largest privately owned container logistics operator in the country. Its network runs to more than 25 sites across Australia and New Zealand and better than a million square metres of yard and warehouse. It moves north of 850,000 laden import and export containers a year – some reports put it closer to 900,000 – behind a fleet of more than 300 trucks and 1100 trailers, employing over 1500 people across Sydney, Melbourne, Brisbane, Adelaide and Perth. Road, rail, warehousing and empty-container depots; Coles, Bunnings, Kmart, Big W and Officeworks on the customer list. Its last reported revenue sat around $479 million.
ACFS moves north of 850,000 laden import and export containers a year. Image: ACFS
This is not a small operator that stumbled. It is one of the pillars of the national container task.
How the ground gave way The proximate cause is easy to state: the business was placed under pressure it could not clear in time. The Australian Taxation Office moved to wind ACFS up over roughly $60 million in unpaid liabilities, commencing proceedings on June 19, with the matter listed for the Federal Court on August 7. ACFS had said it was working to settle the amount, but events moved faster than those efforts. On August 6, secured lender ScotPac acted, receivers from BDO were appointed, and the directors themselves moved the group into administration with Salea Advisory – a responsible step when a board judges it needs room to protect the business and its people. That intervention came just before the scheduled hearing, which was since adjourned to August 21 (as this issue goes to print), with other creditors now joined to it.
The tax position was not the only strain. The most recent accounts showed a statutory net loss of $26.7 million on that near-$479 million of revenue, and behind them sat a run of registered payment defaults, earlier wind-up threats from creditors, and a separate winding-up application tied to a logistics property trust. Chief Executive [at the time] Arthur Tzaneros has said the underlying business was trading profitably when administrators were appointed, that the ACFS team remains in place, and that he is cooperating fully with the process – and on the operational evidence, there is a genuine business here worth preserving.
has climbed roughly tenfold. Operators who don’t own their own container parks pay those fees to whoever does, right across the network. ACFS, for all its scale, owned only two such facilities, which left it exposed to precisely the charges that have been rising fastest. Scale cuts both ways here: it wins the big contracts, but it also multiplies every cost you cannot pass on. The lesson worth carrying out of this is an old one, told at unusual size – revenue is not resilience. It showed us a near-half-billion-dollar business can still be a fragile one if the margin is wrong and the exposures sit outside its control.
The economics underneath For our members the more important story is structural, not personal. Container logistics is a high-volume, low-value-perbox business, and that shapes everything. Margins are thin by design, and a great deal of the cost base is not yours to control — port charges, tolls, and above all the cost of storing empty containers, which by some accounts
Ripple through the network A collapse of this size is never contained to one balance sheet. The receivers have made clear they intend to run a sale campaign, taking the business and its assets to the market as a going concern rather than breaking them up; the first meeting of creditors was set for August 18, with the group’s future – a trade sale, a deed of company arrangement, or,
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failing those, liquidation – to be settled after that. In the meantime, the exposure fans out: the retailers whose freight ACFS carries, the subcontractors and owner-drivers who carry it for them, the suppliers now on the creditor list, the ports and depots that plug into the network, and more than 1500 people wondering about their jobs. The near-term operational risk is real – industry voices have already flagged the prospect of truck queues at the capital-city ports and of shipping lines steering boxes away from affected sites – and competitors such as Qube have signalled they stand ready to take on ACFS customers if needed. There is one reassuring wrinkle: the empty-container depots are leased through separate entities outside the administration, so that part of the operation should keep running. But the broader point stands. When a node this large wobbles, the whole network feels it, and every operator who touched ACFS is now
re-checking their own counterparty risk. The final word None of us should take any satisfaction in this. ACFS built something genuinely large and employed a lot of good people, and the sector is smaller for its trouble. But the collapse is a prompt as much as a headline. The container trade is bigger and more brittle than it looks from the outside: run on thin margins and weighed down by costs set well beyond any one operator’s control. If a business of this scale and standing can be caught out by it, none of us can afford to assume we are immune. The operators who come through the next few years will be the ones watching costto-serve as closely as revenue, owning or hedging the exposures that matter, and treating a strong top line as a starting point rather than a shield. The country will read this as one big company’s bad run. We know it for what it is – a lesson written in our own language, about the job we all do. As always, that job is ours.
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Sham contracting destroying our industry VTA COMMENT PETER ANDERSON CEO, Victorian Transport Association
RUNNING a business in Australia has never been easy. Employers are expected to meet tax obligations, pay superannuation, maintain insurance, comply with workplace laws, and provide protections Australian workers rightly deserve. These responsibilities come at a cost, but are fundamental to a fair and sustainable economy. Unfortunately, not everyone is playing by the same rules. Across road transport, sham contracting has become one of the most serious threats to legitimate operators, workers and government revenue. Businesses that deliberately
avoid employment obligations by engaging workers as contractors can dramatically reduce labour costs, gaining an unfair advantage over those who comply with the law. The result is a growing divide between operators who meet their responsibilities and those who do not. For legitimate businesses, labour is one of the largest operating expenses. When competitors reduce costs by avoiding taxes, superannuation, workers compensation premiums and employee entitlements, the pressure on compliant businesses becomes immense. In many cases, transport companies lose work because they are competing against business models built on avoiding legal obligations. The issue extends far beyond individual businesses. Sham contracting is costing Australia billions of dollars in lost tax revenue, along with losses in superannuation contributions,
workers compensation premiums and other statutory payments — funds that support public services, infrastructure and worker protections. At the same time, workers are often left exposed. Many engaged under these arrangements are effectively employees in all but name, performing work under the direction of a business while missing out on security and entitlements legitimate employment provides. In road transport alone, there are more than 160,000 single-person transport businesses across Australia. Industry estimates suggest a significant proportion of these arrangements may involve workers operating under an ABN while effectively working as employees. Consequences flow throughout the supply chain. Customers are increasingly presented with contract and tender prices that appear significantly below market rates. While attractive, these sav-
Sham contracting has become one of the most serious threats to legitimate operators. Image: Fotograf/stock.adobe.com
ings often reflect labour costs artificially reduced through non-compliant practices. As these low-cost models win work, businesses that follow the law face increasing difficulty to remain competitive. This creates a race to the bottom. Australia already has the legislative tools needed to address it. Tax laws, employment laws, company regulations and immigration provisions all provide avenues for enforcement. The problem is not a lack of legislation; it’s a lack of visible, coordinated action. For years, the road transport
industry has repeatedly raised concerns with ministers, regulators and department leaders. Industry associations, transport operators and the Transport Workers’ Union have worked together to highlight the scale of the problem and the damage it is causing. There has been widespread acknowledgement that sham contracting is a serious issue. Yet despite this recognition, meaningful progress remains difficult to identify. There have been few public examples of enforcement outcomes, little evidence of large-
scale compliance activity and limited visibility around coordinated investigations. For an issue costing the economy billions and undermining lawful businesses, stronger action should already be underway. The VTA, along with industry partners, is not seeking special treatment. We are simply asking for the consistent enforcement of existing laws and a level playing field. Without decisive action, more operators will face an impossible choice: continue competing at a disadvantage or adopt the very practices that are damaging the industry. That’s not a choice any responsible business should have to make. The road transport industry wants to remain viable, sustainable and compliant. But unless sham contracting is properly addressed, more businesses will inevitably be pushed toward the same conclusion: If you can’t beat them, join them.
NatRoad Connect 26 brings the industry together INDUSTRY ADVOCATE WARREN CLARK NatRoad CEO
IT takes time, energy and commitment to run a successful road transport business. At NatRoad Connect 26 this November, NatRoad is bringing the industry together to focus on how operators can navigate changing commercial conditions and build stronger businesses for the future. There’s plenty to navigate. Fuel shocks, rising costs and changing regulations are putting pressure on businesses already operating on tight margins. At the same time, operators are having to think about some of the bigger challenges facing their businesses:
managing cashflow, keeping up with compliance plus finding and retaining good workers. Many operators are trying to work through those challenges, often while feeling increasingly isolated in the process. That’s why opportunities to come together as an industry are important. On November 5-6, NatRoad Connect 26 will bring road transport operators from around the country to The Star on the Gold Coast to talk about what’s really happening on the ground, compare experiences and share ideas about how we can navigate the road ahead. This year’s theme, ‘High Stakes, Higher Standards’, reflects the environment that transport businesses are operating in. The stakes are high. Costs and margins matter. Getting
commercial arrangements right matters. Keeping on top of changing requirements matters. And making the right decisions about your workforce and the future of your business matters. Over two days at NatRoad Connect 26, road transport operators and specialists in the industry will share ideas for strengthening commercial relationships, negotiating fair outcomes, managing cashflow and business finances, navigating changing compliance requirements, and tackling workforce planning and succession. Senator Glenn Sterle will deliver the keynote address, while experienced operators and industry experts will share their experiences, and how they tackle operational pressures. For me, one of the most valuable parts of NatRoad Con-
nect 26 is the chance to learn from others who understand the pressures of running a transport business. There is no shortage of expertise across our industry and hearing how another operator has approached a challenge can give you a different perspective on your own business.
It’s also a rare opportunity to step away from the day-today, catch up with industry friends and colleagues, compare experiences and build new connections. We’ve seen the value of those conversations at NatRoad’s regional forums this year and Connect 26 brings that oppor-
tunity together on a national stage. I hope to see you on the Gold Coast in November. • NatRoad Connect 26 will be held at The Star Gold Coast on November 5-6, 2026. Registrations are now open at natroad.com.au/ connect26.
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Drivers appeal for safer pull off areas ONE of the major gripes of truck drivers Spy speaks to is the general lack of suitable pull off areas for trucks. There are many such pull off areas, but truckies from around the country rightly claim a majority are too close to the highway, compromising safety. “If we must stop for a fatigue break and a pull off area is our only option, that often is dangerous. A lot of them are right beside the road and it is hard to doze off in the sleeper box as you hear vehicles whiz by so close,” one driver told me. Similar opinions were expressed by scores of drivers in recent months. They have appealed to authorities to make the pull off areas wider so that the danger is a lot less. Tasmanian rest area work Preparation work has started on the Detention River Heavy Vehicle Rest Area in northern Tasmania. Tree clearing started in May and construction work is expected to begin in September 2026, with completion expected by December. Detention River is located along the busy Bass Highway about 190km from Launceston and 35km from Smithton and is a busy route for trucks. There is a popular roadhouse at Detention River with limited parking across the road and on one side. A driver who does the route regularly said when it is completed, the rest area will be welcomed. “It was supposed to be completed a long time ago but has just started,” he said. Wet weather in recent weeks has also held up work. A State Growth spokesperson told Big Rigs the rest area at Detention River will pro-
vide three new truck parking bays for Tasmania’s freight operators to rest, recharge and check their loads, which will contribute to safer and more reliable freight movements across the region. More Bass Highway news Whilst on the subject of the Bass Highway, Spy is told the 20km stretch between Smithton and Britton’s Swamp is in terrible condition. “The road surface is shocking and is dangerous to get along,” a truckie said. He added that it was on the state highway and was just not up to scratch. The action of some car drivers who often recklessly overtake doesn’t help either. Meaningful meetings Once a month a group of current and retired drivers meet at the popular Longyard Hotel in Tamworth. One of the participants and the co-ordinator of these meetings is an 82-year-old former long-time driver who said he is “very bored in retirement”. “Bloody oath, I just wish I was back at work but the next best thing is attending these meetings where we discuss what is going on now in the industry, our memories of the past, sprinkled with a touch of humour,” he said. He added that most times 10 lads of various ages enjoy the meetings over a coldie and a good meal. “The others are annoyed with all the fatigue and other laws these days and they blame old buggers like me for our actions in the past,” he said with a laugh. Grey ghost restored Veteran truckies are delighted with the end result after
A sign into Tamworth where a group of truckies have regular meetings. Image: Alf Wilson
AS9 Huntsman self-propelled howitzer crews marking the introduction into service of Army’s first Protected Mobile Fires Battery at Lavarack Barracks, Townsville. Image: ADF
Drivers are calling for wider pull off areas. Image: Alf Wilson
an old Kenworth dubbed the “grey ghost” was restored by Queensland company Wickham Freight Lines. Wickham’s motto of “We’re not just moving freight we’re preserving history” was evident when the Kenworth was finished. A highlight of Wickham Freight Lines is its restoration section, where vintage Kenworth trucks are meticulously restored. The collection includes fully restored trucks such as a 2006 Kenworth K104B, a 1997 Kenworth T650, and a 1984 Kenworth C500, with several others in progress. This grey ghost is a 1971 Kenworth which was once part of the iconic Comet Kwikasair fleet. The restoration has taken almost two years. An old-timer told Spy the grey ghost was put on display at the Casino Truck Show and was a big hit. Swooping season Truck drivers who park up at rest areas or roadhouses near trees will have to be beware of swooping magpies. During August, September and into mid-October, magpies swoop during their breeding season to protect their nests and chicks. Queensland, New South Wales and Victoria usually have the biggest number of magpie attacks, whilst in Tasmania there are very few swoops. Spy knows of one roadhouse parking area about 200 metres from a shopping centre over to which truckies often walk, where such attacks have regularly occurred. I have even seen some drivers who stop there wearing one of those helmets with spikes on the top for protection. During 2025, over 4000 swoops were reported across Australia, with 484 causing injury. The good news is that out of breeding season, these magpies will often land near drivers and pick up scrap food. Or even be hand fed. Sunscreen burn painful A well-known road transport industry identity was concerned his self-confessed “good looks” had been diminished after what he thought was a beneficial act with sunscreen.
This lad had been given a gift some time ago of a tube of 50+ sunscreen. He left the tube in his cabin and recently placed some on his face, nose and arms before going out into the sun for a considerable period. It seemed to do the job but the next day he found it had resulted in severe side effects. “I had terrible red marks and I thought they were a rash on my face and arms and it was itchy and painful,” he said. So, he checked out the tube of sunscreen and to his dismay found it was long outdated for use, way back to 2023. “It turned out to be a chemical burn, and it was my own fault for not checking if it was still in date to use,” he said. After a few weeks it had healed but he does want to warn others to check use by dates. Good Samaritan helps truckie Truckie Matty Harkin was keen to let us know about a good deed his friend Lee Anne – “A wonderful soul” – did for a truckie at the Cluden BP truck stop recently. Matty says Lee Anne, who works at the nearby Lifeline Op shop in Fairfield, Townsville, got a call from a driver who had hurt his leg and could not walk from his truck. He asked if they had any crutches for sale. Lee Anne found a set, put them in her own car and drove out to the truck stop on her own dime. One of the handles was missing a wing nut but the truckie was so grateful. He found a nut in his toolbox and was able to get to the showers, etc, to get a feed. He offered to pay for the crutches, but Lee Anne said no, just donate them back to a Lifeline shop when you’re better. “I think Lee Anne needs a big thank you,” said Matty. We couldn’t agree more. Roadhouse Mareeba When travelling around the Atherton Tablelands region recently Spy stopped at the relatively new Caltex Roadhouse on the outskirts of Mareeba. It has taken the place of a much older roadhouse just up the Kennedy Highway which is now closed. The day I visited a lot of
The 50km/h speed limit sign at the end of the Burdekin Bridge. Image: Alf Wilson
The new and modern Caltex Roadhouse on the outskirts of Mareeba. Image: Alf Wilson
trucks had stopped to fuel, and the drivers also purchased some takeaway food from a well-stocked eatery. A toilet inside was very clean and had rails beside the sit-down facility for older customers. By comparison the old roadhouse had a wooden outdoor dunny which was often not so tidy. Also, there was a wide range of groceries which can prove to be handy for drivers on the move. Lavarack Barracks memories Around Australia, a percentage of our drivers gained valuable experience behind the wheel of various trucks whilst serving in the Australian Defence Forces. Spy has snapped pics of hundreds of these truckies over the decades and the majority at some stage has been based at Townsville’s Lavarack Barracks. So, it will be of great interest to these truckies that Lavarack Barracks celebrated its 60th birthday with a huge family day there on August 1. I have done a lot of stories at the barracks, and some were
unusual to say the least. At the back of the barracks near the hills was a facility known as the “Dingo Inn” where off duty soldiers could gather for a coldie. Its mascot was a dingo and the Army people set up a novelty event where the dingo was presented with its truck licence. The photographer set up a picture of the dingo behind the steering wheel of a heavy vehicle and had some type of ink on its paws as it signed for the licence. Another mascot of great interest was a sulphur crested cockatoo which would escape from time to time by flying off. When it was retrieved the punishment was to have its “wings clipped” or a rank demotion. Another which I have memories of involved a mascot from one company which was a miniature replica of Frankenstein. Soldiers from another brigade would “borrow” little Frankenstein in the dark of night. Spy could go on and on and still does jobs inside the barracks grounds occasionally.
There is limited truck parking space beside the Detention River Roadhouse in Tasmania. Image: Alf Wilson
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Truckie says Cunningham Highway is a nightmare JOSH Rigney had carted scrap from Cairns to Townsville when Big Rigs saw him parked recently in Townsville. “I have to head off back to Tully soon to get some more scrap for here,” he said. A truckie for about 15 years, Josh was driving a Kenworth with a 620hp motor up front, and an 18-speed Road Ranger
gearbox, for Tezzas Transport out of Waterford in southern Queensland. Josh, 40, rates the Goondiwindi to Yelarbon section of the Cunningham Highway as a nightmare to drive on. Regarding rest areas, Josh said more are required with facilities for drivers. “Pull off areas close to highways are dangerous and there
Josh Rigney has been driving trucks for about 15 years. Images: Alf Wilson
are many like that,” he said. Josh did have some kind words for the rest area near Babinda along the Bruce Highway south of Cairns, saying it is one that ticked the boxes. A rugby league fan, Josh was a blockbusting front row forward when he played for the Pittsworth club in the Toowoomba competition some years ago. “I barrack for the Brisbane Broncos in the NRL and my two favourite players they have had were Shane Webcke and Jharal Yow Yeh,” he said. Fishing is another recreation for Josh who enjoys trying his luck off Fraser Island. “I have never had a worry with the dingoes there and if you leave them alone they will not bother you,” he said. How time flies. Back in November of 2020, Big Rigs yarned to Josh when he was parked with numerous other trucks on the pull off area beside the Townsville Port Access Road. Back then he was driving a 2013 Kenworth T909 for CJ’s Bulk Haulage.
It’s a name that’s stuck
Steve Lamberth drives a Mack Super-Liner for All Over Heavy Haulage.
A shiny Mack Super-Liner driven by Steve Lamberth has the name “Diesel’s Dog” which stands out on the front. Naturally, I asked Steve what the explanation was. “I ran out of fuel early on when I started driving and the name has stuck. But it was because the gauge of the tank was broken and it has never happened again,” he said. Steve, 58, drives for All Over Heavy Haulage based at Yatala in southern Queensland and I saw him at the BP
Cluden Roadhouse earlier this month. “I have delivered sorghum from near Hughenden out west for the Townsville Port and will be going back out that way for another load,” he said. Steve rates the Hughenden to Richmond 110km long stretch of the Flinders Highway as amongst the worst to travel. “It is so rough that your rear mirror swings around as you drive along it,” he said.
This experienced driver said that many more rest areas are needed with facilities for truckies. “Also more with parking space for triple road trains,” he said. Steve likes stopping at HiWay Inn Roadhouse at Daly Waters in the NT when away. “They serve up good sized and value priced meals. I like rump and T-bone steaks,” he said. Steve also has a soft spot for a tasty pie and as a bonus lives near the famous Yatala Bakery. When off work, Steve loves spending time with his seven grandchildren aged from three months to seven. “I also do some fishing in the Coomera River and don’t catch much, in fact I mostly feed the fish with bait,” he said. A dislike for Steve is the reckless driving habits of many backpackers he experiences on the highways. “So many times I have seen them dangerously overtake, putting lives at risk,” he said. However Steve added that he felt most van drivers were more responsible.
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Trucking around the island FOR the past 16 years Lloyd Morgan has driven trucks around the road network on idyllic Palm Island, which is a water surrounded fortress off the mainland in North Queensland. When Big Rigs yarned to Lloyd, 63, he was driving an Iveco picking up bins on Palm Island, which is 48 nautical miles from Townsville across the ocean. “I have driven a Mack and a vacuum truck servicing the sewerage system here. That can be a smelly job,” he said. Well known at his beloved home community, Lloyd said he loves the job and wouldn’t want to do anything else. “The views as I drive around the 10km road network are wonderful and so is the fishing in the waters off here when I get a chance to go out,” he said. Lloyd is one of the bestknown residents of Palm which has a permanent population of about 2500 — and he gets to speak to so many people through his work. During tropical cyclone alerts and when strong winds do strike his island, Lloyd gets to be part of the big team cleaning up debris from fallen trees.
Mick Nowlan travels the east coast, working for Blenners.
Palm Island truckie Lloyd Morgan says he loves the job.
Travelling the east coast
“We hope cyclones don’t come through here but if they do, we are ready,” he said. Another passion for Lloyd during down time is rugby league football, and he follows the local Barracudas which contest various All Blacks carnivals around North Queensland. In his younger days Lloyd was a renowned and astute football coach.
BRISBANE-BASED Mick Nowlan was walking back to his truck at the Caltex Roadhouse beside the Bruce Highway south of Bowen when Bigs Rigs spotted him. Mick, 61, drives a Kenworth K200 for Blenners and was carrying frozen goods between Brisbane and Cairns. “I have been a truckie for 10 years and do the runs from Brisbane to Melbourne and
“These days I follow grandsons who play for junior Barracudas sides in the Townsville and District competition. I also have a granddaughter who attends a Charters Towers college where she also enjoys rugby league,” Lloyd said. Life is good for Lloyd who has job satisfaction and lots of family members and friends on Palm Island.
up north,” he said. Mick rates the worst roads as parts of the Bruce Highway, especially near Gin Gin. His preferred roadhouse when down south is the BP Truganina in Victoria. “It has good food and 24hour service which suits us drivers. I enjoy an omelette. The Gin Gin Roadhouse serves up a nice breakfast too,” he said.
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As for rest areas, Mick said he tries to stop at ones that suit drivers. A big Queensland Maroons fan in the State of Origin rugby league series, Mick said he also goes for the Broncos in the NRL. A favourite recreation when he gets time off is fishing — with some success. “I fish the waters of Moreton Bay,” he said.
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This truckie thrives on delivering challenging loads FOR Chris McDonald, getting into trucking was almost inevitable. Based in Albury–Wodonga, Chris drives for Dawson’s Haulage and has spent the past 16 years in the industry. “Like most people within transport, I grew up around trucks. My father, maternal grandfather and uncles were all truck drivers, so it was inevitable I was going to do the same,” he said. Chris currently drives a 2008 Kenworth T908, carting pretty much anything that will fit on a flat-top trailer, including plenty of concrete power poles, poly stormwater pipes and bricks. While he enjoys the driving, it’s the more challenging loads that give him the most satisfaction. “I enjoy tying down a load
that isn’t your run-of-themill sort of load and having to think about it. There’s satisfaction in driving out the gate knowing you’ve ticked all the boxes.” For Chris, one of the tougher parts of trucking today is the amount of compliance and regulation that’s involved. “It’s probably the level of compliance and regulation right across the board now, just to turn the key and drive down the road,” he said. Asked about his favourite stretch of road, Chris laughed, “Any road where there’s no cameras.” When it comes to stopping for a feed, Ampol at Tailem Bend and Waddi Roadhouse are his picks. “You can’t beat their meals and service. The Bushman’s Retreat Motel at South
Chris McDonald currently drives a 2008 Kenworth T908, carting pretty much anything that will fit on a flat-top trailer. Image: Chris McDonald
Gundagai was really good in the earlier days as well.” Chris says the lack of decent facilities and healthy food options remains a challenge for drivers, particularly those without fridges or microwaves in their trucks. On a broader level, he believes rising costs, freight rates and compliance requirements are making it increasingly difficult for transport operators. “You only need to look at how many transport businesses spanning numerous generations have closed their doors and walked away. “The rates and the cost of running a successful transport business just don’t marry up anymore.” Despite the challenges, Chris’s passion for trucks remains strong. “I don’t really know any-
thing else other than trucks, so we’ll just keep chipping away at it.” While he might not drive full-time forever, Chris would like to remain involved in transport and eventually learn another role within the industry. His advice for anyone starting out is simple. “Don’t be scared to ask questions. Better to look like a dill asking the same question 10 times than look like a dill after you’ve made a mistake. “It doesn’t matter how long you’ve been in the industry, you’ll never stop learning.” Away from the truck, Chris enjoys spending time with family, riding motorbikes, fishing, horses, getting away in the caravan or sitting around a fire with a beer and a couple of mates.
A way of life for Victorian-based husband-and-wife team
FOR Paul and Tania Byatt, trucking isn’t just a job – it’s a way of life. Based in Corryong, Victoria, the husband-andwife team are owner-operators of Patriot Haulage Pty Ltd, with Paul having spent 36 years in the transport industry. His love of trucks started as a young boy working alongside his father. “I loved working with Dad and knew this was what I wanted to do,” Paul said. These days, Paul and Tania run a 2010 International Eagle 9900, carting general freight and enjoying the variety that comes with life on the road. “Every day is different. It’s
the places, the customers, the sunrises and sunsets, and some of the brothers and sisters you get to meet along the way.” But after 36 years on the road, Paul knows better than most that trucking also comes with plenty of sacrifices. “The hardest part is being away from family and missing all those moments everyone takes for granted. “There’s also drivers not caring for others on the road like they used to, and the disrespect and abuse we cop because we might hold someone up for a minute or two.” When asked about a favourite stretch of road, Paul nominated the Great
Northern Highway around Roebuck in Western Australia. Closer to home, Wimpy’s in Wodonga gets his vote for a good feed and a break. “It’s always good value for money with real, homecooked-style meals. The shower block might be old, but it’s clean and the staff are friendly.” Despite the sacrifices, trucking remains firmly in Paul and Tania’s blood. “It’s all I know and I still mostly love the work. I’m not stuck in an office, and when I’ve had enough of home life, I can jump in the truck and drive away for another week, fortnight or month,” Paul joked. Looking ahead, the pair
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hope to still be working, with their son alongside them learning the ropes and potentially taking over the business one day. An extra truck might even join the fleet. “But you never know what tomorrow holds, so we’ll take it one week at a time.” Paul believes inexperienced drivers, companies undercutting each other and unrealistic regulations are among the biggest challenges facing the industry. “There needs to be more consistency with rates, and some NHVR rules and regulations just don’t work in real life.” His advice to newcomers is something that applies no matter how many years you’ve been behind the wheel. “You don’t know everything, so don’t be afraid to ask questions. Be patient, watch and learn. “No matter how long you’ve been doing this job, there’s always something
Paul Byatt runs Corryong-based Patriot Haulage with wife Tania. Image: Paul Byatt.
new to learn. “If you think you know it all, you become dangerous to yourself and others.” When they’re not work-
ing, Paul and Tania enjoy fishing, camping, hunting and, most importantly, making the most of their time with family.
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50 CAREERS & TRAINING
FRIDAY AUGUST 28 2026 BIGRIGS.COM.AU
Free first aid training for 4000 truckies
MORE than 4000 truck drivers across Australia have now completed NatRoad and St John Ambulance Australia’s free Truckie First Aid online training program. Developed through a partnership between NatRoad and St John Ambulance Australia, Truckie First Aid was launched in October 2023 to recognise the unique role truck drivers often play as first responders at the scene of road crashes and other medical emergencies. The free online course provides practical first aid knowledge tailored specifically to heavy vehicle operators and can be completed in around 30 minutes.
NatRoad CEO Warren Clark said reaching 4000 trained drivers demonstrated the industry’s strong commitment to improving safety on Australia’s roads. “Truck drivers travel every corner of Australia, including many remote and regional areas where emergency services can take time to arrive,” he said. “They’re often among the first people at the scene of a crash, and those first few minutes can make all the difference.” “Every driver who completes Truckie First Aid comes away better equipped and more confident to step in and provide potentially life-saving assistance in the
NatRoad CEO Warren Clark. Image: NatRoad
vital minutes before professional help arrives.” The milestone follows the continued expansion of the program over the past year, including the introduction of Punjabi, Mandarin, Hindi and Arabic language versions to make the training more accessible for Australia’s diverse road freight workforce. The translations were supported through funding from the National Heavy Vehicle Regulator’s Heavy Vehicle Safety Initiative (HVSI), supported by the Australian Government. The Truckie First Aid program covers essential first aid skills, including CPR, how to keep an airway open, managing severe bleeding, operating an automated external defibrillator (AED), and responding to a range of medical emergencies commonly encountered on the road. Developed using St John Ambulance Australia’s nationally trusted first aid expertise and best practice training, it has been designed especially for truck drivers. Research shows around 67 per cent of truck drivers are likely to experience being first on the scene of a road crash during their careers, highlighting the importance of having the first aid skills to respond safely and effectively. St John Ambulance Australia’s Director of Partnerships, Fundraising, and Commu-
Easter Group Pty Ltd 73 Formation St, Wacol Easter Group, located in Wacol, provides time sensitive road transporting solutions to many companies throughout Queensland, New South Wales, South Australia and Victoria. . We are a family owned business, operating since 1976. We currently have the following positions available:
MC LOCAL, LINEHAUL & 2-UP DRIVERS WANTED
nity Impact, Fairlie Tucker highlighted the importance of these critical first aid skills in the immediate minutes after a road crash. “In an emergency, the first few minutes can mean the difference between life and death. A blocked airway can become fatal in as little as four minutes, and for every min-
ute CPR and defibrillation are delayed during a cardiac arrest, the chance of survival decreases by 10 per cent. “By equipping more truck drivers with first aid skills, we can ensure more people are ready to take action when it matters most, and ultimately help save lives.” Truckie First Aid remains
free and available to all truck drivers across Australia. The course can be completed any time online via smartphone, tablet or desktop computer, with participants receiving a certificate on completion. For more information or to complete the course, visit truckiefirstaid.org.au.
New digital tools for HVA scheme transition
TWO new digital tools to help operators transition to the Heavy Vehicle Accreditation (HVA) scheme are now up and running on the National Heavy Vehicle Regulator’s website. The Risk Register Builder and NHVAS to HVA Gap Analysis Tool have been developed to provide practical support to industry following the commencement of the amended Heavy Vehicle National Law (HVNL). NHVR Chief Operations Officer Paul Salvati said these tools are designed to give operators greater confidence in understanding the requirements of the HVA scheme and take practical steps to strengthen their safety systems. “The new HVA scheme supports a more consistent, modern and effective ap-
The tools were designed to give operators greater confidence in understanding the requirements of the HVA scheme. Image: NHVR
proach to safety management across the heavy vehicle industry,” Paul said “We know many operators already have strong safety practices in place, but developing and maintaining an effective SMS can be complex. “It can be especially challenging for new operators or those who have never developed an SMS before. “These digital tools are de-
signed to make that process more practical by helping operators understand what is expected, identify where they may need to focus their efforts and build safety management practices into their everyday operations.” The Risk Register Builder helps operators and other Chain of Responsibility parties create a business-specific risk register using the NHVR’s Master Code of Practice. The NHVAS to HVA Gap Analysis Tool has been developed to support operators transitioning from the National Heavy Vehicle Accreditation Scheme (NHVAS) to the new HVA scheme; comparing existing NHVAS modules against the new General Safety Accreditation (GSA) requirements.
NEED NEW DRIVERS?
(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 Workshop Manager via email to employment@kseaster.com.au
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New WA facility training truck drivers
A new truck driver training facility in Western Australia, funded by the state government, will offer up to 170 people a year with the opportunity to train as truck drivers, through the fee-free Heavy Vehicle Driving Operations course. The course is being offered at North Metropolitan TAFE’s new Logistics Training Centre at the Hazelmere campus in Perth, which was officially opened on Friday August 7. The Logistics Training Centre offers industry-focused training in a purpose-built facility designed to mirror real workplace conditions. It features heavy rigid trucks, forklift equipment, and purpose-built road training areas, including wide internal roads suitable for developing real-world driving and manoeuvring skills. The site is designed to replicate workplace conditions found in transport, warehousing, and freight operations. Students train in a handson environment supported by
industry-standard equipment, with access to both practical driving areas and modern classrooms for theory-based learning. The facility supports job-ready outcomes across heavy vehicle operations and related logistics roles. The Heavy Vehicle Driving Operations course allows students to gain multiple licences and industry-required safety competencies, starting with a Heavy Rigid (HR) licence and forklift licence, along with other heavy vehicle licence classes. As the course is being offered free of charge, it can save students up to $356 in fees per enrolment. Already, 40 students have commenced training at the Hazelmere site. It’s hoped that the Heavy Vehicle Driving Operations course will help to train up new truck drivers as the industry continues to struggle with driver shortages. In 2024, there was a reported 28,000 unfilled truck driver positions nationally, with that figure forecast to
The new Logistics Training Centre at Hazelmere officially opened on August 7. Image: WATIA
Skills and TAFE Minister Amber-Jade Sanderson (left) with Jaimee (right), who is currently undertaking the course at Hazelmere. Image: Amber-Jade Sanderson
Minister Sanderson (centre) and WATIA CEO Cam Dumesny (right) at the opening of the new Logistics Training Centre. Image: WATIA
grow to 78,000 by 2029. The course has been designed for both new and existing drivers. Applicants must be at least 18 years of age and must not have any unpaid fines or active licence suspensions. Ten hours of driving lessons and one driving assessment are included as part of the course. Students will be able to develop skills in: • Heavy vehicle operation and manoeuvring • Load restraint and load management • Vehicle inspections and defect reporting • Fatigue management and work/rest compliance • Safe work practices and transport regulations The Hazelmere site was developed in close partnership with industry, and has been endorsed by the Western Australia Transport Industry Association (WATIA), with the
them to gain their Heavy Rigid, Heavy Combination, or Multi Combination licences. More than 730 participants have moved into employment, with around 28 per cent of participants being women. “Our economy relies on a strong and skilled transport workforce to keep goods moving across our state while supporting key industries,” said Skills and TAFE Minister Amber-Jade Sanderson. “This new bespoke onestop-shop facility is giving students access to free industry-endorsed, job-ready training in a real-world operating environment.” WATIA CEO, Cam Dumesny joined Minister Sanderson in opening the new Logistics Training Centre. “We are pushing a detailed plan to grow the centre into a hub that enables us to promote industry careers, provides career road maps
training delivered by North Metropolitan TAFE in partnership with Keen Bros. “Through the WA Government’s fee-free TAFE initiative, more people in Belmont and surrounding suburbs can access high-quality truck driver training without the barrier of course fees, helping address critical skills shortages and create more local job opportunities,” said Belmont MLA Cassie Rowe. Forrestfield MLA Stephen Price added, “This new facility will provide more training options for local students to gain their heavy vehicle licence and ensure we have well trained operators maintaining safety across our road networks and workplaces.” The Heavy Vehicle Driving Operations Training program was launched by the WA Government in 2021 and since then has trained over 1100 students and supported
and the public and private training to get there, provides industry relevant seminars on disruptive technology or regulations plus much more,” Dumesny said. This investment into truck driver training has also been welcomed by the Transport Workers’ Union WA. “The transport industry keeps Australia’s economy moving, and without adequate training facilities, such as the new Hazelmere site, transport jobs would be left behind,” said TWU State Secretary Tim Dawson. “Drivers continue to face significant challenges, including fatigue, unsafe load restraint practices, dangerous goods handling, licensing requirements, and compliance obligations, but the apprenticeship model aims to tackle these issues head-on by strengthening education in all these areas.”
HEAVY VEHICLE DRIVER/OPERATOR POSITIONS AVAILABLE Due to company expansion, we have multiple positions available providing heavy vehicle support to CSG field operations in South West QLD. About the position: • Semi, road train and truck & dog combinations • Water and vac tanker operations e.g., dust suppression/road watering, transporting drilling fluids, water etc • Specialised landspray operations • Managing fluid transfer operations on the lease • On the job training provided • 12-hour shifts • Roster is either 2/2 or 2/1 weeks (depending on the operation) • Meals and accom provided • This role can be labour intense which requires applicants to be physically fit and have a sound knowledge of positive manual handling techniques • Above award wages, with the potential to earn up to $52/hr plus super Requirements of the positions: • Heavy vehicle licence required • Min 2 years (recent) heavy vehicle driving experience • Competently drive an 18-speed road ranger transmission • Mandatory medical assessment and traffic history checks • Commitment to health, safety and environmental practices and standards • Knowledge and understanding of heavy vehicle maintenance
Please direct all applications and enquiries to: careers@coho-resources.com Craig Davis: 0455 538 253 / (07) 3870 0849
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