Truckin in the Topics/Spy on the Road: Alf Wilson, 0408 009 301
David Vile, Graham Harsant, Geoff Middleton and Jonathan Wallis.
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BDS Group boss shares story behind collapse
BDS Group Managing Director Harry Rathour has shared his account of why the Melbourne-based company he started in 2014 was placed into liquidation earlier last month.
Six entities under the group – BDS Express Trading, BDS Tyres, BDS Express Services, BDS Express Operations, BDS Express Holdings and BDS Assets – entered liquidation on Tuesday, November 11. It is unclear how much creditors are owed and how many staff have been impacted.
In a statement and video posted to his company’s social media pages, the former truckie stressed the collapse of the national logistics company and its entities came as a shock and has drained his personal finances dry.
“I want to make it absolutely clear: this liquidation was not pre-planned,” Rathour said.
“If that were the case, I would never have invested all of my personal reserves back into the company over the past year. I did everything in my power to save the business.”
Rathour said the financial collapse began back in November last year when BDS unexpectedly lost its main steel contract, a contract the company held for 10 years.
“After another operator undercut us by 25 per cent,” he said. “This was a major and immediate blow to our revenue.
“At the same time, another significant client stopped paying us for linehaul work valued at $350,000$400,000 per month. We continued doing this work in good faith, expecting payment once the business was formally acquired, which eventually occurred in June 2025.
“However, the lack of payment during that period created a massive cashflow gap that became increasingly difficult to manage.”
R athour said these two events alone would have been enough to put any transport operation under severe stress.
“But further financial pressure continued to build through additional unexpected claims and the collapse of another business we had supported, making recovery impossible despite my best efforts.
“For months, I worked tirelessly to stabilise the business and meet our commitments. I used every dollar of my reserves to keep operations running.
“I fought daily to protect our staff, our customers and the reputation I have built over many years.”
After facing enormous pressure and realising the situation could no longer be reversed, Rathour said the decision was made to enter voluntary liquidation on November 10.
“It was the most difficult
decision of my career, and it has left me personally with nothing.
“I also want to address the hurtful rumours circulating: I have not taken money from anyone, I have not run away, and I have not planned this outcome.
“Any suggestion that I intended for this to happen is completely false.”
Rathour said his focus now is ensuring continuity of service for customers.
“I am working closely with trusted people around me to make sure our customer base is supported through this transition.”
In an video message, Rathour said he acknowledged the “loophole” in the law
that allowed same companies to just start up again with a different name and directors, also known as phoenix companies.
But he was keen to stress that he never entertained following suit.
“It’s a very common practice and has been going on for a while, but I can’t let this burden on my heart that I am one of them as well.”
Rathour said he’s now planning legal action to address the “conduct and events” that led to the company’s collapse.
“While I cannot name any parties publicly at this time, the matter will be pursued through the proper legal channels.”
An emotional Rathour said collapse of the business had taken its toll.
“To everyone who has reached out with messages of support – thank you. Your kindness has meant more than you know during this extremely difficult time.
“I remain committed to honesty, integrity and rebuilding from here.”
According to credit reporting bureau CreditWatch, the closure rate for the road transport sector for the 12 months to November 2025 was 8.46 per cent, or one in 12 businesses.
This represents an increase of 40.31 per cent year-onyear and a 26.51 per cent increase since January 2025.
BDS Express offered a wide range of services, including freight operations, warehousing and storage. Image: BDS Group
Call for more clarity on HVNL overhaul
A callout for consultation on the reworked Heavy Vehicle National Law (HVNL) has triggered more confusion and uncertainty among many in the industry.
The deadline for submissions on four statutory instruments covering accreditation guidelines, a safety management system (SMS), a national audit standard and fatigue alternative compliance hours closed on December 1.
That industry feedback, along with government stakeholders’ input, will inform the final drafting of the instruments before they go to Australia’s transport ministers to be approved and incorporated into the new HVNL that is expected to commence by mid-2026.
South Australian Transport Association (SARTA) Executive Officer Steve Shearer said he’s far from impressed with what he’s seen so far, firing in a 29-page submission with more questions than answers for the National Transport Commission’s policy team.
In his general comments on all four standards he shared with Big Rigs, Shearer highlighted several issues with each one, particularly around the proposed SMS.
Shearer said the standard in its current format is far too theoretical, academic, complex and over-engineered for the vast bulk of the industry,
the small to medium operator.
“The fundamental point we’re making, and others will make, is that it’s going to be unmanageable,” Shearer said.
“Worse than that, it’s going to be unintelligible for most operators.”
Shearer said this is especially so for the thousands of BFM operators who will have to transition to the new regime under the HVNL just to retain their current allowable 14 hours of work in a relevant 24-hour period.
He said they will find it “utterly befuddling”, impossible to understand and implement on their own.
“That will raise the risk of those operators purchasing generic SMS programs that are not tailored to their activities, this defeating the purpose of this reform.”
Shearer said the national audit standard (NAS) also appeared to be written primarily with the larger corporate HV operators in mind.
He also pointed out that it needs to correct a reference that all operators, regardless of size, must “effectively” implement SMS elements.
“This is not true if an operator merely operates under the H VNL and does not avail itself of any of the accreditation programs and options,” he said.
Shearer also called out the
suggestion that audits undertaken under other frameworks, and which address all the issues set out in the NAS, will not be accepted.
“This is unacceptable. The industry has long sought, with the support of the NHVR, to reduce, if not eliminate duplication of audits that cover the same issues and standards.”
Shearer said there is also a “glaring need” to define and explain the term “public risks” through the structure of the four new standards documents.
He also took issue with the concept of ‘continuous improvement’ under the proposed SMS said it will be become “farcical” in practice if left unchanged.
“It’s a concept popular with consultants and theorists but it’s not reasonable to expect that there will “continual/ continuous improvement” in a HV operators’ systems, procedures and SMS and it most certainly should not be a mandatory requirement or expectation.
“What should apply is a requirement that an operator’s systems practices and SMS meet the legislated minimum requirements and if they do then that is sufficient.”
On the issue of HV accreditation, he said the absence of maintenance management was also a conspicuous omission.
Shearer also took issue with the requirement an operator would need to provide evidence that somebody with fatigue responsibilities is “competent” and the need for operators to undertake “refresher training”.
“Why is this set out as a routine expectation rather than as something that ought be done as and when necessary?
Shearer said the proposed alternative compliance hours standard is reasonable and “workable” but there are several key points that need to be corrected, including the fact the standard must com-
ply and be consistent with the H VNL and therefore refer to a relevant 24-hour period, not to “any” 24-hour period. He said there also needs to be some flexibility to accommodate proven hours limits.
For example, he said numerous AFM programs provide for a minimum of at least a six-hour continuous rest within the 24-hour period but no more than once per week.
Australian Livestock and Rural Transporters Executive Director Anthony Boyle, however, said the proposed SMS changes aren’t as daunting as they may appear..
“Many operators may initially view this as a significant shift,” Boyle said.
“But for most, once the content is unpacked, you’ll realise you are already doing much of this work - you just might not be documenting it as part of an integrated SMS. Having said that, the devil will be in the detail.
“Over the coming months, ALRTA will share a series of step-by-step updates to support members through this transition, as we understand the extent of the requirements.”
Continued on page 4
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Proposal to reduce regional speed limits axed
BY DANIELLE GULLACI
FOLLOWING intense public backlash, the Australian Government’s proposal to reduce default regional speed limits nationally has been canned.
Under the proposal, the speed limit on all non-signed roads in rural areas would drop from 100km/h to 70km/h.
The Department of Infrastructure and Transport sought community feedback on the idea, which received over 11,000 submissions.
CEO of the Western Roads Federation, Cam Dumesny, likened the ill-conceived proposal to “barracks room punishment”, saying: “In military terms, that’s where one person stuffs up and everyone gets punished.
“Instead, they should target the actual dangerous sections
of roads and target the people who are breaking the law, don’t punish everyone.”
While he welcomed the government’s decision to axe the reduced speed limit proposal, Dumesny also acknowledged that it doesn’t get rid of the core issue.
“There is a clear road safety problem. Money needs to be put back into road maintenance right across regional Australia, prioritising black spot areas and we need to start addressing driver attitude. The attitude of some car drivers around trucks is a big issue but it’s also a difficult one to fix.”
Dumesny pointed to recent findings from Austroads’ National AusRAP Dashboard, which shows the safety of various roads across all states and territories, giving them a rating from one to five stars.
Interestingly, he says, that despite its sheer size in comparison to other states and territories, and huge regional road network, Western Australia has just a single one-star rated road – well at least according to the report anyway. That’s in comparison to Victoria, which has 27 one-star rated roads. “We have 147,000 kilometres of roads in WA and only 30 per cent of our roads are sealed,” he said. “I think those who wrote the report should go for a drive into the regions.”
Australian Livestock and Rural Transporters Association (ALRTA) President Gerard Johnson called the reduced speed limit proposal “a deeply flawed concept that failed to address the real drivers of road safety”.
“This was never a road safety
solution – it was a distraction from the real issue,” Johnson said. “We thank the government for listening to regional Australians. Scrapping this proposal is simply common sense.”
Johnson said he would like to see the focus shifted toward meaningful investment in rural road infrastructure, rather than measures that add complexity for drivers without improving safety outcomes.
He highlighted the commencement of works on the $500 million Beef Roads program in Queensland as a positive example of the type of investment that actually delivers safety and productivity benefits.
“This is exactly what rural Australia needs – real, on-theground investment that makes roads safer, stronger and more
reliable,” Johnson said.
“Better roads save lives. Better roads reduce crashes.
Better roads improve productivity. Speed-limit changes do none of these things without
the infrastructure to support them.”
“If we want safer roads, we need to invest in them. That’s how you get real safety outcomes.”
Peak bodies blast ‘flawed’ framework for HVNL reform
From page 3
A JOINT submission by three peak trucking bodies to the HVNL reform has issued a blunt warning about the proposed changes to industry law.
While acknowledging the good intentions of a riskbased approach to safety, the Queensland Trucking Association (QTA), Victorian Transport Association and NatRoad said the reform’s new two-tiered accreditation
framework is fundamentally flawed, threatening industry viability, potentially undermining legal principles and fails to enhance road safety.
“The proposed HVNL reform introduces a systemic conflict that we simply cannot accept,” said QTA CEO Gary Mahon.
“It effectively reverses the burden of proof, denies standard legal defences and will actively deter operators from engaging with a system de-
signed to improve safety.”
The industry coalition said the core concern lies in the new framework’s potential to weaponise accreditation.
They said if a company director hires an independent auditor to obtain accreditation, the resulting audit records could be used as evidence against them in prosecutions.
This approach, the joint submission argues, fundamentally undermines the presumption of innocence and
jeopardises “rights of natural justice” by creating a mechanism to apportion blame, rather than genuinely enhance accountability.
“Accreditation should be an incentive for improved and consistent safety practices, not a punitive mechanism that imperils fundamental legal rights,” Mahon emphasised.
“If the scheme is perceived primarily as a means of imposing personal liability for executive due diligence fail-
ures, operators will rationally choose to opt out, negating any public safety benefits.”
The associations argued that the proposed reforms will impose significant new burdens, including increased costs to develop and implement Safety Management Systems, operational risk due to the mandatory 28-day audit submission timeline, financial repercussions if they withdraw from accreditation and auditor risk.
“This policy proposal must
be revoked and reconstructed with full and meaningful participation from the industry,” Mahon said.
“Anything less risks creating a system that fails in its primary goal of improving road safety, while imposing unsustainable burdens on the heavy vehicle industry.”
A National Transport Commission spokesperson said it will consider all feedback from the public consultation on the statutory instruments.
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Tunnel chaos feared as truck bans start
BY JAMES GRAHAM
MELBOURNE container transport operators are bracing for what one industry figure has labelled a looming “catastrophe” with this month’s opening of the West Gate Tunnel.
With the existing port road network dramatically reshaped due to truck bans in the inner-west, including a new weeknight and weekend ban on Williamstown Road, transport companies are left with no choice but to use one congested corridor.
Justin Docherty, Managing Director of Cargo Freight Services (CFS), a large-volume container wharf carrier, fears that will cause major headaches for industry on multiple levels.
CFS trucks will need to “back-track” south-west along Geelong Road (Princes Hwy) to Millers Road to join the M1 city bound (towards the Port) and incur the HV tolling at the Transurban tolling gantry east of Millers Road on all occasions.
“At the moment there’s basically six or seven ways we can go from our place to the port,” Docherty told Big Rigs
“That’s going to be reduced to one and all the roads they’re going to have the truck curfews on it’s going to funnel all the traffic onto Millers Road to get on to the tunnel and it’s just going to be a catastrophe.
“It’s going to be absolutely diabolical.”
Docherty said his company has twice been to briefing sessions on what the new network will mean for operators, but when they raised concerns, he said they were “shut down”.
He’s also concerned about the ramp that comes out of the tunnel into the wharf precinct being only one-way.
“So, if the truck breaks down on that off-ramp, there’s nowhere to go.”
Docherty said even his company, running around 100 trucks a day, is only a fraction of the vehicles that will be squeezed onto the same roads.
Adding to the frustration for Docherty was the uncertainty around the exact opening date, making it impossible to give clients any accuracy around increased tolling costs.
Docherty said the company has already sent out a note to clients advising them it will be roughly an extra charge of about $60 per container to use the tunnel.
“We’ve also put in our letter that the proviso is we’ve got to look at the impact of congestion.
“They’ll end up being a congestion levy.”
Docherty is also concerned about what impact conges-
tion delays will have on flowon costs at the port which is raising prices again across the board in January.
“If you’re late, it’s nearly $200 a time slot and if you miss it by more than half an hour it’s what they call a no-show and some of them are over $400 now.
“The worst thing about the industry in Australia is that we have to deal with all this carnage.
“The clients just want their containers delivered – why is it so hard? Everyone keeps doing these things to us that we can’t control and we’ve got to deal with it.”
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SYDNEY
510 Victoria Street, Wetherill Park NSW 2164 Ph. 02 9756 6199, email: isri@isri.com.au, www.isri.com.au
BRISBANE
Docherty said CFS has now budgeted for an extra $150,000 a month in its cash flow, just for the tolls.
“Some of the smaller transport companies will go to the wall because of this,” he said.
“You’re going to need so much infrastructure in your business to manage this, but you have to get to a certain turnover to be able to put someone in place to manage it.”
Stefan Van Hoff, General Manager of Vantrans Container Transport, the largest empty container operator at the busy precinct, said his company is already predicting it will need to employ at least two new fulltime staff to handle the added new toll processing costs.
He said the new curfews and truck bans will increase Vantrans costs by at least 100 per cent per 40-footer moved.
“Obviously we can’t absorb that, and we have to pass
well,” Van Hoff said.
“I think our customers are going to do everything they can to avoid the toll costs, which will mean potentially moving a lot of the containers we move from the depots in the west to the west Melbourne depots.
“So, it’s not only increasing our costs, we think this is going to dramatically reduce the volume that we currently do.”
Van Hoff said he is also disappointed that prior to all the upheaval, no one from the government or Transurban came to see the company to gauge what impact truck bans and the new tunnel tolling would have on its operation.
“We consider ourselves a pretty big player in the empty container market, and no one ever thought to ask the question – ‘How is this going to impact?’
Unit 2/13 Hinkler Ave, Rutherford NSW 2320 email: sales@hvss.com.au www.isri.com.au
New directional and tolling point signage on the freeways and local roads that lead to the new tunnel. Image: West Gate Tunnel Project
Container sector feels ‘let down’ and ‘demonised’
From page 5
NEWS of a weeknight and weekend ban on trucks using Williamstown Road in Melbourne when the West Gate Tunnel opens drew a mixed response from peak industry bodies.
The Victorian Transport As-
lia (CTAA), Neil Chambers, came out swinging, saying the new bans on Williamstown Road will force more trucks on to corridors that won’t cope with the increased traffic.
Chambers said the CTAA and its alliance companies have worked with government
trial precincts of Brooklyn, Tottenham and Sunshine to the West Gate Freeway (M1) to remain accessible and to be upgraded to accommodate an increase in freight movements.
Chambers said the container sector is now calling on the state government to immediately act on the upgrade ecommendations it has been
and industrial precincts in the inner west, despite all the efforts to create better access to the Port of Melbourne along the upgraded M1 corridor and West Gate Tunnel infrastructure.”
“You can’t keep squeezing the freight sector and not expect something to break.”
Port operator Justin Docherty said the irony is that his company is now also getting slugged more for running cleaner, high-productivity vehicles.
in December, Williamstown Road will become a ‘NoTruck Zone’ between Geelong Street in Seddon and the West Gate Freeway in Yarraville during the following times:
• Weekdays: 8pm to 6am
timised and demonised even,”
“This failure to act now leaves the freight industry facing delays, congestion andtween the Port of Melbourne
Chambers said the night and weekend truck bans on Williamstown Road will push heavy vehicles back to the Millers Road corridor and through the Transurban heavy vehicle tolling point east of Millers Road on the M1.
“CTAA is extremely concerned that the existing dilapidated road infrastructure and traffic-light sequencing will not cope.”
He said CTAA has already modelled that the heavy vehicle tolls on the M1 will increase container freight cartage costs by between 13 per cent to upwards of 30 per cent, depending on the freight task.
“These night and weekend truck bans on Williamstown Road will just add to these transport costs.
“Every toll point in Victoria now you get charged 50 per cent more if you’ve got a second trailer on.”
He supported the call for infrastructure upgrades to better support the increased freight movements.
But wondered how the state government would fix the looming disruptions and congestion he’s predicting without causing even bigger holdups for industry.
“And like typical Melbourne, it’ll take them 12 months to do whatever they’re going to do.
“Long-term it might be better, but the short-term pain for 12 months is going to be a worse disaster.
Under the new rules, once the West Gate Tunnel opens
• Weekends: 8pm Friday to 6am Monday
Exemptions will apply for essential deliveries, and compliance will be monitored through smart roadside cameras.
The tunnel and truck bans are expected to take 9000 trucks a day off local roads across Melbourne’s inner west.
VTA CEO Peter Anderson said the curfews represent a win-win for residents and freight operators alike.
“The West Gate Tunnel will provide a much more seamless and efficient alternative for heavy vehicles that require direct access to the Port of Melbourne,” Anderson said.
“This infrastructure investment means we can reduce truck movements on residential streets like Williamstown oad while ensuring freight operators have the capacity they need to keep Victoria
The VTA also highlighted the importance of planning for the future freight task, which is expected to double
“To meet this growing demand, we need larger, more roductive heavy vehicles operating on infrastructure that an handle them,” Anderson
“The West Gate Tunnel is a vital piece of that puzzle, ensuring Victoria’s supply chains remain efficient and
Other residential thoroughfares in the inner west already ave truck bans or curfews in place, or will have them introduced when the tunnel
The state government said it is playing its part by rezoning land in Brooklyn and ottenham to encourage container parks to relocate to better-connected industrial land. t has already leased the 29-hectare Old Melbourne Market site on Footscray Road to the Port of Melbourne for uses including container storage and truck marshalling.
[L-R]: Local MP Katie Hall, Peter Anderson and Roads Minister Melissa Horne at a curfew media event. Image: Katie Hall
Import mistakes trigger chaos at Port of Brisbane
A Queensland freight operator is warning of the financial risks some importers take by cutting corners on shipping protocols after a recent incident at the Port of Brisbane.
Wyton Transport was called in to move nine modular
What started as a routine haul turned into a near-disaster when the overseas supplier arrived in Australia without a shipping agent, customs broker, Electronic Delivery Orders or any understanding of local import requirements.
as storage fees climbed from $1200 to more than $4000 per unit.
Several of the modules also required under-hook crane unloading and quarantine inspection, creating even more pressure during peak
“We were dealing with WhatsApp messages at all hours from someone who eventually admitted he wasn’t an official agent. He was just a friend trying to help.”
The issue unfolded against
port access charges across 2024 -2025, and import delays continue to frustrate freight companies across the state.
Wyton Transport stepped in to stabilise the situation, paying port fees upfront [later recouped from the client] and coordinating with multiple third-party services to keep the project on track during one of the busiest times of the year, when e ven minor delays can derail an entire delivery schedule.
Zoe Wyton said it was a rewarding to “get the job done” but also wanted to share the story as a warning to first-time or inexperienced importers.
Many underestimate the strict requirements of Australian customs and quarantine laws, said Wyton.
Others assume that shipping lines or overseas suppliers will “handle everything”, only to learn too late that critical steps were missed.
“With the industry heading into the busy Christmas period, trying to cut corners
on the import process can quickly backfire,” Wyton said.
“This is exactly why importers need someone local on the ground.”
Troy Wyton, brother of Zoe’s husband and co-owner Michael Wyton, specialises in wharf operations at C ontainer Cartage and stepped in to help get the cabins back on the road.
Troy said he sees this type of problem “time and time again” with inexperienced people attempting to do the job themselves and cutting corners.
“It only creates a very stressful and time-consuming process for the businesses that strive to serve t he end customers delivery needs,” Troy said.
“Engaging with legitimate customs clearance freight forwarders along with wharf specialised transport companies is a necessity.
“ There is no substitute for experience and service of reputable businesses, especially when it comes to import and export freight.”
Peak body ramps up campaign against new port fees
PEAK body Road Freight
NSW (RFNSW) is calling for a co-ordinated industry fightback as it ramps up its campaign against new landside port fees imposed on truck operators by Patrick and DP World Australia (DPW).
The nationwide charges are effective from January 1, 2026, with additional DPW fees for containers in and out of Port Botany coming into force on April 1, 2026 – and follow two hefty landside price increases throughout 2025.
The new fixed charges, amongst many others, for Patrick Terminals will be: import laden container
$224.90 (up from $208.20) and export laden container $145.20 (up from $138.25).
At DPW, the terminal access charge per export container will be: $187.83 (up from $175.71) and $225.51 per import container (up from $197.47) amongst many other fee rises.
PT Blueboys Big Rigs
DPW is citing cost pres-
sures (labour, electricity and security up by more than five per cent and insurance 15 per cent, among other expenses ) for the new price hikes, yet some of its fees are increasing between 14-20 per cent, said RFNSW.
RFNSW and its members are fighting the new charges on the basis that:
• Landside fees continue to exceed inflation and wage growth;
• There’s been no demonstrated stevedores’ service improvements at Port Botany;
• Fees are imposed unilaterally, without consultation – truck operators have no ability to negotiate or refuse;
• Costs are passed-on to consumers, with higher landside fees leading to higher freight rates and higher prices for Australian families;
• New ‘behavioural’ charges punish carriers for factors beyond their control.
RFNSW CEO Simon O’Hara said the new charges would further hurt NSW truck operators already strug-
gling financially in a cost-ofliving crisis and impact productivity across supply chains.
“The charges are going to pile even more pressure on to an industry already hit with a series of rising costs throughout 2025,” O’Hara said.
“They’re going to push-up costs through the supply chain, leading to higher inflation and hurting transport operators and Australian consumers who are simply asking for a fair go.”
O’Hara said it’s apparent now that voluntary standards are no longer enough.
“Australia needs direct national regulation, full transparency and a seat at the table for shippers to discuss other alternatives to road freight operators bearing the cost of these ongoing, unwarranted increases from stevedores around the country.
“With industry already at breaking-point, we simply can’t afford to have these unsustainable costs slapped on carriers, threatening the viability of their businesses.”
O’Hara is urging operators
to raise their concerns directly with the stevedores by writing to Patrick at Landside26@patrick.com.au and to DPW at pbt.landsidefeedback@dpworld.com.
Steve/stock.adobe.com
“Please include the following in your response: National Transport Commission (NTC) at enquiries@ntc.gov. au and the ACCC at cartelimmunity@accc.gov.au.
“We strongly urge all landside carriers to make their voices heard.”
EDITOR JAMES GRAHAM
problem: The industry doesn’t ever get enough respect.
Just look at all the rhetoric from the MPs puffing out their chests about how they got all smelly trucks off Melbourne’s inner-west streets. Was anyone at the top concerned about the potential hit the trucking companies would take? Not judging by the operators we spoke to. The best they could hope for was an hour-long webinar that “aims to get your business ready” for when the tunnel opens. While we’re on the subject of respect, what are the transport ministers doing to tighten up on the licensing of overseas drivers? Aside from SA, all the other jurisdictions are still looking the other way from where we sit.
That’s trucking for you: keeping the shelves stocked, but get no thanks for it.
What’s hot online
Fit to drive duty presses buttons
MAJOR changes to the Heavy Vehicle National Law (HVNL) were quietly approved in the Queensland Parliament last month, including a new fit to drive duty.
Just what that means for the average truckie when the HVNL commences later next year remains to be tested.
But are Facebook readers are less than impressed with concept so far.
“This new ‘fit to drive’ law might look good on paper, but the way it’s written is as vague as all hell,” wrote Dave Carter.
“There’s no clear definition of what ‘unfit’ even means… sore
knee? Bad sleep? Stress? Who decides?
“Appears the real rules are tucked away in regulations that the average bloke or lady never sees until the fine hits the desk.”
Added Shane Bills: It’s funny how all these white collar experts know what’s good and bad for the industry. Get the hell out of your air-conditioned small office cubicle and live the life of an interstate driver.
“There is more to it than what’s covered in a textbook. No day is the same, no trip is the same, yet the rules tell the driver when to rest and when
to drive like it’s a grocery list.”
Truckie David Oxley lightened the mood when he wrote:
“I can’t wait for 2027.... when the NHVR will be fully qualified tax agents, optometrists, audiologists, nutritionists,
The duty is designed to empower drivers to stop driving if their health or fitness impacts their ability to drive. Image: NHVR
NHVR posts
READERS were divided on whether this news was something to praise, or be concerned about when we ran the ruler over the regulator’s last end-of-year report.
“When they spend a ridiculous amount on an inspection station like the one on the Golden highway in NSW, their budget is going to be up the shit,” said Andrew Caulfield.
“Be interested in getting the data on what safety outcomes are for the money spent With tongue firmly in
a $28 million loss in 2025
cheek, Ross Hennessy said it was money well spent.
“Has anyone else noticed the steep decline in accidents since the inception of t he NHVR? I’m sure we all feel safer on the roads these days.”
Simon Vogelsang had an opposing view, however.
“Hang on a sec… shouldn’t that be a good thing? It means drivers and companies are compliant which also means they haven’t been fining them?
“Or do they want to be profitable and the industry not to be safe?
Dan Sansom agreed: “That’s the way it should be, they shouldn’t make a profit, ever. Same as speed cameras shouldn’t be making a profit only funding the repair of the road network & education of drivers.”
Peter Peters reckons the regulator is on the same path as the Labor government.
“Spend more than what you make and then increase the fines exactly like the government increase taxes and introduce new ones but still the debt keeps growing,” he wrote.
Truckies vilified by mainstream media
BY DANIELLE GULLACI
DASHCAM footage of a triple road train turning right onto the Eyre Highway, at Kyancutta, was recently aired by a television news outlet –leaving numerous truck drivers asking why.
Tagged up as “Terrifying nearmiss – Motorist confronted by road train”, it’s yet another example of mainstream media pointing the finger and vilifying truck drivers.
The television journalist also comments on the truck driver taking a long time to make the turn – quite understandable, as the driver is of course pulling three trailers.
While the footage that was aired starts from the moment that the car and truck are in close proximity, a quick shot at the end of the clip shows the truck
was already turning when the car was much further away. And truck drivers weren’t having a bar of it either. Commenting on the video when it was shared on Facebook, one truckie wrote: “Near miss,
hahahaha. What on earth are you car drivers thinking? Why don’t you try driving a B-triple and see how you go?”
Another truckie wrote, “Maybe the motorist should of lifted their foot of the accelerator
when they first noticed truck making turn.”
While another commented, “Police investigating? Wtf? Car driver needs to hand in their licence if they are ‘terrified’.”
South Australian Road
Transport Association (SARTA) Executive Officer Steve Shearer has also weighed in.
He told Big Rigs, “What makes this type of example a near miss is the failure of the motorists involved to look ahead and observe that a long heavy vehicle is entering the highway and to slow down as they should do.
“It’s very frustrating when the general media, especially TV news editors, seize the opportunity of an apparently dramatic video clip to spice up their nightly news program, without adding any appropriate road safety reality message, such a heavy vehicle needs more room. They love to report on ‘monster trucks and shark attacks, especially if they have video but it’s not responsible or helpful journalism.”
Shearer added that it is a constant challenge to work with
these journalists and editors, to educate them about the realities of driving a heavy vehicle, and enlist their support to use their influential position to help educate the community and improve safety.
“Ratings should not take precedence over the real community interest which should be promoting safety.”
Following the clip being aired on television and shared across social media, Big Rigs contacted TML Transport for comment. “We are very disappointed by the amount of footage shown of the incident and the publicity received on a national News channel. We as a company have carried out a full investigation,” TML Director Lewis Magro said. “We are very thankful for the support shown from the trucking industry.”
Call for changes to drug testing for drivers
FORMER truckie-turned bus driver James Keetels is calling for changes to the roadside drug-testing system after he said a harrowing experience left him fearful of his future behind the wheel.
Keetels, 38, was driving a large tour coach full of school children when he underwent a random drug test at Smiggin Holes in the Blue Mountains at the tail end of the last ski season.
Shockingly, said Keetels, the first swab came back positive for methamphetamine, a drug he said he’s never taken in his life. He can only assume it had something to do with a nose spray he’d ordered from China.
He was immediately placed under arrest in front of all his passengers and 20 other tour coach drivers and then had to give a second saliva sample to be sent to the lab for testing. He subsequently passed a third swab test which meant
he could return to the job, but was left waiting for 10 agonising weeks before he finally got the all-clear.
“During that time, I had no idea whether I was about to lose my driver’s licence, my job and the career I’d worked hard to build,” Keetels said.
“The stress and uncertainty were overwhelming, and my mental health took a big hit.”
Keetels, who got his start in heavy vehicles as a meat carter in heavy rigids, said he chose to share his story to highlight a system he believes unfairly penalises the professional driver.
“I’m all for getting cowboys off the road if you are drug affected but if you’re an innocent party, the process is obviously flawed,” he said.
Keetels said he’d like to see a system in which professional drivers, such as truckies, can “jump” the testing queue rather than be lumped in with everyone else.
He also wants to see better communication in relaying on the results.
Keetels said he was originally told he’d have the results back within two weeks and he also had to do all the chasing himself before finally getting the all-clear after calling the Jindabyne Police Station.
“There is nothing in the place to say that they need to give you a call or send you a letter in the mail or let you know about the process.
“No one should have to wait for months, fearing for their future, only to find out they were clean all along.”
How drug testing in NSW now works
A preliminary test using a drug wipe is undertaken, and if the test returns a negative result the driver will be able to drive away.
However, if there is a positive indication on the drug wipe, they have to provide a
sample of oral fluid which is collected and sent for forensic analysis.
The driver is then subjected to a further test using a second drug wipe. If the second
result, the driver will be able to leave without being issued a 24-hour driving prohibition. However, if the second drug wipe returns a positive indica-
hour driving prohibition. Legal action is determined on the outcome of the forensic analysis of the oral fluid sample, not the drug wipes.
At the end of the clip is footage of the moment the truck enters the highway. The
Image: Rose Makin/stock. adobe.com
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IN BRIEF
New rest area projects
Six new rest area projects have been announced under the sixth tranche of the Heavy Vehicle Rest Area (HVRA) initiative.
The Australian Government has committed $140 million to the HVRA over 10 years to build new heavy vehicle rest areas and upgrade existing ones. The six new projects will share in $20.9 million in funding In NSW, the Halfway Tree Rest Area on the Cobb Highway and Narromine Heavy Vehicle Rest Area will be upgraded. While in WA, there will be upgrades to the Rocky Gully Heavy Vehicle Rest Area and Cranbrook Heavy Vehicle Rest Area; with new rest areas to be built at Calingiri and on the Eyre Highway at Mundrabilla.
Bypass complete
A new 10.5-kilometre section of the Newell Highway, the $287.2 million Parkes Bypass first opened to traffic in April. Crews have since added the final touches, with the bypass officially completed late last month.
According to Mayor of Parkes Shire Council Neil Westcott, “This project has been on the drawing board since the 1960s, and today we see it come to life.
“With freight volumes forecast to grow from a truck every minute to a truck every 30 seconds, the bypass was not only inevitable, it was essential for the functionality and liveability of our town.”
Fuso eCanter recall
Daimler Truck Australia Pacific is recalling 83 Fuso eCanters because of an electric parking brake (EPB) issue.
According to the recall notice, the EPB may not operate as intended and could remain partially engaged while driving due to a manufacturing defect. If this occurs, it could overheat leading to a vehicle fire.
The notice also added that the orange EPB warning lights alert will illuminate on the instrumental cluster, should the parking brake remain partially engaged while driving.
The variants impacted are FEAV, FEB7, FEBV and FECX in the year range 2023-2025.
Owners of affected vehicles will be contacted by Daimler Truck, with the rectification carried out, free of charge.
Watch out for camels
Truck drivers are being asked to stay vigilant when travelling the Eyre Highway, particularly near the town of Cocklebiddy WA, due to numerous sightings of camels.
“Take extra care on this route, especially at night. Camels have been sighted standing on the shoulders of the highway, they pose a significant safety risk and can cause significant damage to your vehicle if struck,” the NHVR said.
Since approximately 10,00020,000 camels were introduced into Australia in between 1840 and 1907, numbers have exploded. According to current estimates there are now around 1 million wild camels in Australia.
Mobile health clinic begins WA road trip
A new state-of-the-art health clinic, comprised of a 530hp DAF XF and B-double trailer containing specialist medical equipment, is embarking on a rural Western Australian road trip.
PACCAR Australia has supported the Heart of Australia since its inception in 2014, providing prime movers for the Heart Truck fleet, which have transported the mobile medical clinics across rural and regional Queensland –and soon, the rest of Australia too.
A lmost 20,000 Queenslanders have attended Heart of Australia’s mobile
and life-saving specialist care to rural, remote and First Nations communities around Australia.
HEART 7 began its Western Australian journey on November 24, providing lung checks. The DAF XF and mobile clinic will travel through the Pilbara, Kimberley, and Midwest regions, including Derby, Exmouth, Newman, and Meekatharra, with additional communities to follow.
The 26-metre, 56-tonne B-double set-up includes two consultation rooms, two tech rooms and a radiology room. Dr Rolf Gomes, Heart
HEART 7 is the first of five new trucks to be rolled out over the next two years as part of a national expansion of the mobile health clinic program, which has been supported by $45 million in Federal Government, that aims to make the National Lung Cancer Screening Program accessible to rural, remote and First Nations communities.
This new fleet of mobile health clinics also has the potential to deliver Heart of Australia’s broader specialist services in the future, including cardiology, respiratory, occupational health rograms, clinical trials, and training for healthcare professionals and medical students across the country as support for the service
to see the first truck of our national expansion hit the road. To date, we’ve treated almost 20,000 patients, directly saved more than 900 lives, and spared regional Queenslanders over 53 million kilometres of travel for specialist care,” Gomes said.
“This next phase means we can deliver health benefits across the nation – and WA is the perfect place to start.”
Lung Foundation Australia CEO, Mark Brooke, said Heart of Australia is helping close a critical health gap between metropolitan and remote communities.
“HEART 7 brings life-saving lung screening to regional Australians, and we’re proud to stand with Heart of Australia to rewrite the story of lung health for those left behind,” Brooke said.
“We are incredibly proud
Volvo’s 60,000th Australian built truck
A Diamond Edition Volvo FH16 780hp Globetrotter XL has become the 60,000th prime mover to roll off the production line at Volvo Group Australia’s headquarters in Wacol, Queensland.
Purchased by Borg Group, the truck was handed over to Michael and Darren Borg during a special celebration commemorating 60 years of Volvo in Australia.
“It’s a proud moment in Australian manufacturing to see this truck delivered to another proud Australian manufacturer,” said Tom Chapman, Vice President Sales and Marketing, Volvo Trucks Australia.
“Borg’s drive and innova-
tion over the past 35 years have been inspiring, and it’s been a real privilege to see them grow from strength to strength.”
Michael Borg, who co-founded Borg Group said it was a great privilege to take the keys to Volvo’s milestone truck. “A milestone that speaks to more than 30 years of partnership built on trust, quality and shared values. We’ve grown together, and this moment is a testament to what long-term collaboration can achieve.”
The new Diamond Edition Globetrotter XL will be put to work hauling machinery and equipment for the Borg businesses.
This 780hp, 17 litre, 3800Nm prime mover is rated to 130 tonnes and features a 13-speed I-Shift automated transmission, Volvo Dynamic Steering and Pilot Plus automated cruise control.
On the truck’s exterior, the livery pays tribute to 60 years of Volvo in Australia, while the interior features limited edition dark leather upholstery and a 400 watt sound system with sub-woofer to keep the road tunes coming, along with a full suite of passive and active safety systems.
Volvo Trucks Australia’s manufacturing facility in Wacol was established in 1972 and has grown steadily over the last 53 years to
A special surprise for young truck fan
FOR a number of years, Lachy has been a regular at indoor trampoline park Bounce Inc. at MacGregor, on the outskirts of Brisbane.
Twelve-year-old Lachy lives with cerebral palsy and often makes weekly visits to the centre with his carer.
Wanting to create a memorable day for Lachy, Chief Marketing Officer at Bounce Inc., Alastair McCausland, set out to give him the true VIP experience.
“When I found out Lachy loved trucks, especially Kenworths, I thought let’s get one here to surprise him on his next visit,” said Alastair, adding that he knew exactly who to call.
“I reached out to Brown and
Hurley and explained what we were hoping to do. I spoke to them on the Thursday and the event was on the Sunday, and they were more than happy to help out. One of their drivers, Vaughn Grant, was available to come down with a brand new T909.”
Vaughn volunteered his time without hesitation and headed over to Bounce Inc., together with his partner, parking the shiny new rig out the front.
“When Lachie arrived, it’s fair to say he was quite overwhelmed but incredibly blown away. He had such an amazing morning and spent about 2.5 hours at Bounce,” explained Alastair.
“Lachy has a deep love of
trucks and neither he nor his carer knew we were organising this.
“Lachy got to spend some time looking around at the truck. Vaughn was really great, he let lots of other little kids climb up and take a look.
One of our hosts, who is 16 years old, also jumped in and said she wanted to be a truck driver when she gets older.
“We’re really appreciative of Brown and Hurley for doing this. It’s so nice to see that joy that comes from little kids –and big kids too – from seeing a big new truck. Vaughn was so great, he was even letting everyone get up and blow the airhorn,” Alastair continued.
“It’s great to see the trucking industry getting together
for things like this. Truckies do a lot of great work, and at a time when there’s so much doom and gloom, it’s amazing to see how the industry can come together and support a great cause like this.”
A fter enjoying some time with the new T909, Lachy was treated as a special guest for the duration of his visit.
“We made him a VIP and had a number of different activities and games planned,” said Alastair.
“While Bounce appeals to lots of different people for different reasons, for Lachy, being confined to a wheelchair, when he’s on the trampolines, he can bounce away and experience a little more freedom.”
The 26-metre B-double set-up features a new 530hp DAF XF. Images: Heart of Australia
[L-R]: Justin Blundell, Michael Borg and Darren Borg from Borg Group; Tom Chapman, Vice President Volvo Trucks Australia; Martin Merrick, President and CEO, Volvo Group Australia; and Craig White, Key Account Manager VCV Australia. Image: Volvo
Lachy (centre) was treated to the full VIP experience at Bounce Inc. at MacGregor, Queensland. Image: Bounce Inc.
What the new Master Code will mean for drivers
A newly updated Master Code of Practice is about to be registered, giving operators and drivers a clear, practical roadmap to meet CoR duties and lift safety standards.
BY CRAIG MINNS AND TREVOR WARNER
THE new Master Code of Practice will soon be registered by the National Heavy Vehicle Regulator (NHVR).
Many of you will have seen the consultation draft that was published a few months ago and some will have submitted feedback, which is being considered by the assessment panel and will lead to improvements in the final draft.
It’s a great example of working with industry to create a useful product and everyone who has taken the time to contribute should be proud of their efforts.
One thing that can never be said about this industry is that the people are shy about speaking up when they see a problem.
What does the Master Code mean for me?
If you’re a transport operator your business is a party in the Chain of Responsibility (CoR) and you should benchmark your own safety management against what’s in the code.
If you find your own approach is at least as effective as what’s in the code, well done, you can be confident that you’re compliant with your Primary Duty to ensure safety. If it’s not, you have a ready-made reference for improvement.
You don’t have to do exactly what’s in the code, but you can’t do a half-arsed job or it will come back to bite you. The code doesn’t create any new requirements in law, it’s there to help you make sure you’re on top of your safety game.
The penalties for breaches of the Primary Duty are very steep and the ones for individual executives aren’t chickenfeed either.
You can also use it to assess what the other businesses you deal with are doing and whether their operations are causing a hazard that you and your drivers will have to try to manage.
What you do with that information is up to you, but the law says that if you should know about a hazard and you don’t do what you can to fix it, you’re just as responsible as the person who directly caused it.
Sometimes that will mean simply saying “NO! I’m not going to do it that way” and refusing a job because it isn’t safe.
Most of the time though, the code will give both businesses a common ground for working with each other to improve things. There’s usually more than one way to skin a cat, but the first step is always recognising that it needs skinning!
What about the driver?
Drivers are NOT parties in the CoR. If you’ve been told that you are, it’s simply wrong. Owner-drivers are, because you control the operations of the truck, but not if you drive on wages, or if you operate through an ABN as a subcontract driver.
On the other hand, we are the hand on the wheel when something goes wrong on the road. If we’re not at the top of our game, a simple situation can turn into a major smash.
NHVR recognises this, so the code contains a lot of controls designed to ensure that drivers are properly supported to do their job and don’t have to be worried about whether others have done their job properly.
You still have to obey the road rules, check your load and load restraint, make sure you understand the signs of
fatigue and you don’t drive when impaired, check the truck for faults and report them, make sure you don’t breach any of the many pro visions in the Heavy Vehicle National Law (HVNL) that apply to drivers and so on.
That’s important and it’s all aimed at helping you to do your real job: keeping yourself and others safe, even if they do something stupid.
That’s your job and it’s a big one.
• It’s not your job to make the dispatcher look good by getting a load to a receiv er in an unrealistic time, or taking on a load when you’re already exhausted or your mind is on other things going on in your life.
• It’s not your job to drive a faulty truck.
• It’s not your job to carry a load on a truck that’s not suitable, because it was the only one conveniently available.
• It’s not your job to deal with an unreasonable consignor or receiver who makes you sit in the truck in a queue for hours without being paid or even a chance to get out and take a break.
• It’s not your job to take a loaded container without knowing what the freight is inside it and whether it’s been properly restrained.
• It’s not your job to carry freight that’s poorly packed or loaded or is sitting on busted pallets that are likely to collapse.
• It’s not your job to do work that you haven’t been trained for.
• It’s not your job to take on loads that you don’t feel confident to carry or know how to restrain safely.
• It’s not your job to get into a new type of truck and try to work out where everything is or how it works while you’re on the road.
• It’s not your job to “harden up, princess”.
You can’t be punished for raising a safety concern, that’s covered by section 699 of the HVNL. If it does happen, give the NHVR Confidential Reporting Line (1800 931 785) a call or email and the information will go to the Investigations Team. Your details won’t be given to anybody outside NHVR.
Your employer and the businesses you service should have processes in place for acting on safety feedback.
While nobody likes being told there’s a problem, it’s much worse if nobody does anything about it.
What’s the point of all this?
Driving is a dangerous job. According to NTARC about 14 trucks in every 1000 on the road were involved in a major smash over the last year.
While the majority of these incidents were assessed by insurers as being caused by
a light vehicle, we all know that the difference between a smash and a miss is often down to how well the truckie can manage the situation.
Sometimes it’s unavoidable, but in my experience, many could be either avoided altogether or the impacts reduced if the truck driver is on their game and the truck and freight are in good order.
The Master Code is a key tool for making sure that:
• W hen you get into your truck you’re ready to go and if you aren’t, you’re able to say so and be heard or someone will notice and give you a chance for a break or to seek support.
• You have decent rest facilities available when you need them.
• Nobody is going to put pressure on you to be unsafe.
• The truck is in good nick with all its systems working properly and all the right equipment on board.
• Delays are kept to a mini-
mum and the scheduling is flexible enough to allow you to manage them without having to worry about consequences from the boss or anyone else.
• The freight is fit to be carried.
• Everybody is kept informed when things change or go wrong so alternative plans can be made.
In other words, that you have the best possible chance of keeping yourself and others safe when you’re out there at the pointy end of 100 tonnes. Take a look at the Consultation Draft if you haven’t already and keep an eye out for the registered code. It’s in everyone’s interest.
Craig Minns is the Director of Onroad Safety Solutions, and a former policy advisor at the NHVR, and Trevor Warner is an experienced interstate truckie and administrator of the popular Facebook page, The Drivers Advocate.
If you have a concern, your details won’t be given to anybody outside NHVR. Image: NHVR
The consultation draft was published a few months ago. Image: NHVR
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Futuristic, mean, angry and tough
BY GRAHAM HARSANT
ONCE you’ve seen the new Mercedes-Benz Actros ProCabin you’ll never look at other trucks in quite the same light again.
That said you’ll probably have to look at this Actros more than once.
When I first saw it at the Brisbane Truck Show back in May, I must admit that I was in two minds about it. It was just so different to anything currently on our roads.
The truck possesses a totally unique look from any angle.
When I showed my Rita a photo of that truck her comment was, “It looks mean…. and tough….and sort of angry. I like it.…a lot!”
I can’t say that that was my first thought at Brisbane but Rita was driving trucks when I was still flogging ads for Better Homes & Gardens magazine, so her perception is possibly better than mine. And she is a lady who possesses great taste. And I long ago learnt that to say, “You’re right, love,” which has stood me in good stead.
Mercedes-Benz will certainly be hoping that many others agree with Rita’s sentiments because a lot hangs on this futuristic design.
Recently I got to not only take another look at the new Actros, but to drive it as well.
The truck for some reason looks much better outdoors than under lights in a pa vilion, especially with the Australian designed bull bar added.
This truck is all about saving fuel and one way to do that is to reduce drag. M-B engineers extended the front of the Pro Cabin by 80mm and shaped and smoothed the front of the truck for maximum aero dynamics to optimise the airflow around and over the vehicle.
They sealed the space be tween cabin and chassis and added a new under-cab spoil er to reduce air turbulence in that area.
The net result of all this is a 3 per cent saving in fuel which, as any truckie knows, adds up to a lot of money on the bottom line over a year. Now, this figure is on Euro testing where bullbars are non-existent. M-B Australia commissioned Hilton Manufacturing with their Durabar brand to come up with an effective and as aerodynamic as possible bullbar for the truck, with testing currently underway here. Given it’s a like-for-like situation, it’s safe to assume that that 3 per cent will be easily met.
In addition to the restyled body, the Actros now has new LED headlights with matrix LEDs an option. Interior lighting is all LED with new gooseneck reading lights added. Additional USB-C sockets have been added to the side panels.
The dash and multi-media screens remain the same, although the latter is soon to be replaced with wireless Android and Apple connectivity and updated graphics. It will also include a ‘finger ledge’ under the panel to enable easier button function in a moving truck.
as pedestrians and if turning left, will override you under 20km/h if need be.
Triangles in the A pillars and on the dash light up if a vehicle is beside the truck – great for pulling back in after overtaking and warning against changing lanes if unsafe. You’d have to be seriously wilful to get into trouble with this truck.
Climbing into the cabin is otherwise familiar and I head through the industrial ‘burbs and onto the open road.
Turn on Active Drive Assist 3 and the electric servo motor attached to hydraulic steering comes into play. Now the truck is reading the white lines either side of me.
Want to move a bit left (or right) of centre to get out of ruts? Press a button on the steering wheel and swipe in the direction you wish to move and the truck does it.
If you have a medical episode and your hands are off the wheel the Actros flashes the hazards madly, pulls to a stop within the lane, applies the brakes and unlocks the doors.
Everything else about the Actros is as it should be. It is
not once did I hear or feel that ‘box changing gears. It really is that good. Rated at 106 tonnes the truck makes light work of a B-double.
The Actros has topographic maps and knows the overall weight of the combination meaning the truck will automatically do whatever is needed to save fuel –downshifting before an incline or reducing engine power just before the crest of a hill.
If roads aren’t mapped, the truck can actually learn and store them simply by travelling along the road. Clever stuff indeed.
I’m driving home up the Hume the following day and I couldn’t help noticing all the other trucks – current Actros included – and thinking just how antiquated they all looked.
Mercedes-Benz has revolutionised the looks of their new Actros and propelled it into the future, leaving all current truck design in its wake by a considerable margin. And I reckon it manages to look mean and angry and tough as well.
If you’re in two minds about its looks, I would urge you
The design also forces air where it is needed – into the cooling system which, although the grill looks small, is in fact more efficient than the existing models.
There are also new sail-shaped side air deflectors at the rear of the cab and a new roof spoiler.
five radars (many competitors still only have one) that work in conjunction with the camera to provide a 270º view around the vehicle.
The Active Sideguard Assist previously only found on the passenger side is now on both sides.
It recognises bikes as well
LED headlights with Matrix LEDs are also an option.
Rated at 106 tonnes, it pulls a B-double with ease. Images: Daimler Truck Australia
The front of the ProCabin has been extended by 80mm to maximise aerodynamics.
5 REASONS TO BUY A EURO 5 FUSO CANTER 515
Combining his two passions
This outback truckie enjoys nothing more than bringing smiles to people’s faces – whether by delivering supplies to remote communities or through his music.
BY DANIELLE GULLACI
AT just 26 years of age, Zac Anthony has seen more of Australia than most people ever do in their lifetime.
Originally from Tamworth, New South Wales, Zac now lives in the Northern Territory. But it was his hometown that instilled his love for trucks and music.
“My grandfather was a truckie and had his own trucks. He used to cart lime from Tamworth to Newcastle, carted bananas out of Cairns and then got into carting asphalt.
“He was a very old school truckie. He passed away in 2016,” said Zac.
“I always used to say I had my own fleet of trucks when I was 10 – and I used to deliver freight from the lounge room to the bathroom,” he laughed.
As with many kids raised in and around trucks, Zac was already honing his skills behind the wheel well before he was legally allowed, taught by none other than his pop. He even admitted, “The first time I drove on the road, I was only 12. I drove from Goondiwindi to Moree, while my grandfa ther laid in the bunk.
industry is the way it is now is
because of the lack of training. In most major companies, you can’t take passengers anymore. That’s where I learnt to drive, in the passenger seat next to my grandfather.”
Being raised in Australia’s home of country music, Zac’s foray into that field is perhaps not that surprising. Although, as Zac told Big Rigs, “I actually don’t come from a musical family. My old man bought me a guitar for my birthday when I was 8 and I picked it up from there – and away I went. I tried to get lessons and that didn’t work for me, so I was self-taught.
“I guess growing up in Tamworth, with the big music festival there, led me down that path. They reckon there’s something in the water in Tamworth.”
Zac got his start in trucking working for North West Car Carrying, owned by Shane Pendergast. He started there at 17, driving a heavy rigid on his P-plates into Brisbane and Sydney. “That was my first intro into it all,” Zac said. He was there for two years before moving to Brisbane for six months nd working for Rugby Trans port, where he upgraded to is MC and got his first taste in B-doubles. From there,
Zac moved to Cobar, working for Andrew Koschel at GVS Freight, driving road trains.
About 12 months ago, Zac took the plunge and decided to go out on his own as an owner driver, mainly sub-contracting for GVS. “Andrew helped me get set up and I’ve bought both of my trucks through him. I’ve got a 1997 Western Star Heritage. That one has been a really good truck and has done well over 1 million kilometres. I’ve spent a bit on it in preventative maintenance but have never had any dramas with it.
“Now I’ve just bought a 2019 C509 from Andrew. It’s actually the first truck I drove when I went to Cobar and drove for him. So I’ll drive the C509 and the Western Star will become a show truck.
“The C509 is the right tool for the job, it’s specced for the outback. The reason I bought this truck is because I know the history of it and know all the drivers who’ve been in it, so I know it’s been well looked after.”
Zac moved to Darwin permanently three years ago. A sked what sparked the move, he said, “I got sick of the weather to be honest,” so he was lured somewhere warmer.
“I travelled into Darwin with a bloke I worked for at the time, and quite simply fell in love with the place.
“I was only with my partner for three months at the time and I told her we were moving to Darwin. Two weeks later, we rolled in with hopes and
me bogged for two days.”
Just as well he keeps a guitar in his truck. “When you’re bogged like that, it’s great to have the guitar with you.”
As Zac added, “I prefer the outback work. I cart livestock, general, oversize and a bit of everything else, except for tippers. I do a lot of the cattle work in the Top End, usually six decks on a triple road train – I’m actually sitting here now waiting to load – and then the rest of the freight is Australia wide, mainly throughout the Northern Territory, into Brisbane and Perth.
“For me, I enjoy the challenge. I can’t do the same mundane thing every day. I need variety or I get bored very quickly. I enjoy being able to do different things and meet different people. I also deliver a lot of building supplies into remote Aboriginal communities, and seeing the smiles on the little kids’ faces as you pull up, you feel like a movie star. It’s that pride in knowing you’ve just delivered their two weeks’ worth of food, so you’re an important part of the puzzle for these communities.
“You also get to know a lot of these people and they get to know you. I’ve had some of the locals take me fishing at remote billabongs. To be able to walk across country that not many people have ventured, I really love that.”
verse. He says his specialty is going where no-one else wants to go… although once that left
Zac also revealed, “I never had a passion for music, my passion was in trucks, but then I fell into music too. I started singing at about 14. I used to go from pub to pub and follow a local band that used to play at different venues. I got in with them, and gradually they got me to sing a song here and there.
“It does get hard to juggle both – I guess I’m kind of torn between two worlds. I only have four or five main music festivals I perform at.”
Among Zac’s most recent performances was singing at the second annual mental health awareness day for the transport, rural and civil industries on October 11. Organised by Long Road Events, cated in the Queensland town f Nobby, the event raised over
$23,000 for the Royal Flying Doctor Service.
“As much as I love music and singing, I also love the driving. Thankfully my work is seasonal, so coming into wet season, I’ll go south and do some of the festivals.”
That of course includes heading back home for the famous Tamworth Country Music Festival, taking place from January 16-25. “I’ve been performing there for years,” Zac
Asked what he enjoys most about performing, Zac replied, “I enjoy bringing smiles to people’s faces, as cliché as that sounds. Trucks and music go hand in hand when I’m writing music. I’m also about to go into a studio to record my first album. It’s been about 15 years in the making!”
said. He’ll also head to the Sunset Boots Music Festival in Toowoomba in March.
Zac Anthony began honing his trucking skills as a little kid, travelling as a passenger with his late grandfather. Images: Zac Anthony
He’s called the Northern Territory home for the past three years.
Zac began singing when he was 14 and keeps his guitar with him in the truck.
Zac’s trusty old 1997 Western Star Heritage has over 1 million kilometres on the clock.
Zac has just purchased a 2019 Kenworth C509, which will now become his main ride.
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Scania torques the fork
What started as a simple idea to address a gap in the market has flourished into a fleet of 17 trucks, operating across two states.
SUCCESS in business takes plenty of hard work, a dash of luck and having the right tools for the job.
When Peter McCormack started Fork2U it was to support his construction company that had started building homes out of glue-together blocks. He became the Victorian distributor of the blocks and built over 20 homes himself and assisted many others with their own builds.
Initially just servicing his own needs, he saw a niche in the market. With plenty of mechanical experience and a willingness to put in the long hours, he set to work.
Seeing that not all sites receiving palletised goods deliveries had their own forklifts, he resolved to take a forklift to his customers.
Today his 17-strong Scania Fork2U fleet has expanded from his original Melbourne base to include Brisbane and the Gold Coast.
The Fork2U fleet consists mainly of Scania 8x2 flattops, which each carry a Manitou telehandler that can load and offload pretty much anywhere.
There are also a couple of 8x2 curtainsiders, used for palletised goods that need protection from the weather.
“Sometimes we can have a full load of 12 pallets on a truck with 12 different client’s goods on the back,” Peter said. “Our bread and butter is tiles and turf, but the load can be a mix of scaffolding, drainage pipes, engineering machinery, as well as building supplies such as cladding, bricks, pizza ovens, heavy furniture and anything and everything in between. Our customers know they can rely on us.”
A Brisbane-based customer Peter had been delivering for from their Melbourne warehouse asked him to come up to Queensland, because they were frustrated with the service they were receiving in the city. Since establishing a Fork2U office in Brisbane in February, the Queensland
business has been growing fast in a short time.
“Overall, the business has grown enormously and has diversified from our original base moving construction products,” Peter said. “This week we have two trucks relocating a lot of equipment for the fire department, we do work for the Australian government, we did some stuff out of the morgue the other day, quite a lot of unusual items these days. We took some generators to the top of Mt Oberon at Wilson’s Promontory for Telstra a while ago. We’ve also delivered oversized fountains and statues as well. We even relocated 760 pallets of car parts from an old warehouse to a new one in 36 hours for a vehicle importing business recently.”
Peter started out at Detroit Diesel, which eventually led to his firefighting career and then some house building, before evolving the Fork2U business.
“Detroit had a training school for mechanics, and we trained a lot of fire brigade people because they used Allison automatics and Detroit Diesels back then,” he said. “I was involved in the training of fire brigade mechanics at Detroit Diesels, before joining the fire brigade workshop division.”
Learning more about the firefighting aspect, Peter was keen to transition across, but Detroit didn’t want to lose him from the workshop. So he ended up leaving the brigade and joining Porsche Cars Australia for a couple of years, before returning to the brigade, this time as a firefighter.
“I used to drive a big ladder truck built on a Magirus-Deutz, with a 100-ft ladder. All up I did 31 years in the fire department, but I started Fork2U after about 24 years in the firefighting job,”
Peter said.
Peter’s firefighting experience has given him an inner calm to help multitask the many moving parts within
the Fork2U business.
“This job is very demanding. There’s a lot of pressure to get things delivered at certain times or get into certain places that are tricky to access with a truck or a Manitou,” he said.
“In Melbourne, we have an order to deliver 120 pallets of bricks to a house project in Sandringham. We have a set time to deliver to keep up with the number of bricklayers on site. It’s similar with turf, we deliver a lot of grass. For one job we delivered 88 pallets to a house on the Peninsula.
“Turf is a big part of our work. We get up to four semi-trailers of grass every morning into the yard that we have to divide up and dispatch. Between 4am and 6am there’s forklifts moving everywhere, it’s a hive of activity. With every truck leaving the yard filled to capacity, most trucks are empty by 8am and reloading, normally within 15 minutes and could be empty again in another 15 minutes or could be driving to a destination four hours away,” Peter explained.
The company has two trucks that collect bulk loads from single suppliers. Drivers bring the palletised goods back to the yard and then load them the next morning onto the other trucks for delivery. Ensuring loading is kept efficient allows the business to move around 3000 pallets per week.
“We’d pick up 20 pallets from one supplier that could go to 20 different locations, so we bring them back here and put them across all the trucks,” said Peter.
“So, we’d have a truck departing the yard with 12 different products on the back, and after the last delivery it’ll go somewhere else to pick up another load.
“The trucks can work around the clock because there are some locations you can only access at night. We can be in at the airport in Melbourne between 1am and 4am delivering things that can’t access the terminals
during the day. Sometimes we go on the tarmac with a pilot car escort to deliver under the terminal. We deliver in the city as well, for example in Swanston Street, in the middle of the night when the trams aren’t running.”
Having a truck with a Manitou on the back means Peter is the first call when customers run into problems. “We had a call from a customer who had an issue with a forklift at a big department store, but needed a truck unloaded urgently. I realised that we had a truck near them, so I got it redirected, unloaded their truck and invoiced them in under 1 hour from the first phone call. They were extremely grateful. We’ve pulled cars out of hedges and all sorts of weird things. We get calls because people know we’re reliable and willing to help,” Peter said.
According to Peter, the Scanias have been amazing for his business. “They are very comfortable and easy to drive, with good visibility. Our drivers spend all day loading and unloading at multiple drop and collection points, so it is really good to climb into the Scania and enjoy the relaxed driving experience between jobs or on the way home,” Peter said.
He’s also developed a great working relationship with his Scania Account Manager, Mat Staddon, along with the service technicians at Scania Laverton.
“We started off with a mix of used trucks, but obviously
with my experience in the fire brigade I knew Scania quite well,” said Peter. “They never seem to break down.”
“Once I had met Mat, and we bought our first truck from stock, he showed us the benefits of ordering custom-made specifications, with 440hp engines initially but now we’re on 420hp. They give great fuel economy, have more than enough power and with the twin steer we’re not overweight on the front axle.
“Scania Laverton will service for us overnight so we’re not without the truck during the working day. Early on we didn’t have a spare truck, so this was super helpful. We’re also on the Scania maintenance plan, so we know exactly what the trucks will cost to service.
“Fuel efficiency has been great, as is the idle stop feature that helps reduce fuel wastage. We’ve also had the Scania driver trainer in to show the guys how to look after the truck and drive more efficiently every time we receive a new truck. As the fleet gets bigger the fuel savings get bigger too.
“We do a Mildura run every five weeks. And with these new trucks, you can go up and back with one tank of fuel. It’s pretty impressive.”
As he’s grown his business, Peter says his secret to success is not having to do everything yourself. “I get to do the things that I like doing, and I have a professional to do the other stuff that needs
to be done, but which otherwise gets pushed off. I think that’s what drives a lot of people down, the stuff they don’t like such as the compliance, or ordering, or scheduling, when they’d much rather be doing what they do best and, in my case, it is talking with nearly every new customer and driving the truck like an undercover boss.”
Peter has become passionate about mental health awareness. Sadly, he’s lost numerous friends and firefighting colleagues who have taken their own lives. That’s why he decided to team up with TIACS (This Is A Conversation Starter) tradie work wear and now has a 24/7 help line number on the back of all his curtainsider trucks, along with artwork that says ‘Love life’.
The majority of trucks in the fleet are flat tops, that can operate around the clock.
C-Line suits Bruce just fine
BY DAVID VILE
“IF it ain’t red, it ain’t in the shed,” is a popular quote for those who have an appreciation for International Harvester tractors.
But in the case of Bruce Brown and his immaculately restored International C-1300 truck this sentiment applies just as much.
The bright red hue and the superb restoration on the International, which was completed earlier this year, proved a popular attrac tion at the Weethalle Truck Show.
toric truck shows and rallies throughout NSW, Bruce had made his way to Weethalle from his home at Glenmore near Camden, and gave Big Rigs the low-down on the International, which replaced another historic truck, a Toyota 6000.
“The RMS took my truck licence off me when I turned 80, and in having the Toyota I had to find something to downsize to - I needed something to pull the caravan and also carry my 1941 Jeep on
McQuillan, had this truck and was having to sell it, so I went and had a look at it,” he said.
While the 55-year-old truck would need some work to bring it up to scratch, it had been kept well out of the elements for some time and therefore was in sound running order.
“It had had the mirrors removed and had been pushed into a shipping container out of the weather for the last 4-5 years.
“We went looking around and as it turned out a widow
“We put a new battery in it and some petrol in the carby, and she fired straight up - we put a bit of brake fluid in it and the brakes worked so we drove it around and up onto a trailer and away we went!”
Given that the truck project was instigated because of Bruce hitting 80 years of age, his wife Kaye sorted a lot of the restoration works as a birthday gift.
Kicking off in 2024 the project was largely completed by March this year and the International was back on the road for its first long run to Corowa.
Over its working life the little International had only clocked up 41,000 miles and overall was in pretty sound order.
“It’s the ‘281’ motor – I had a compression test done on it and it is in good nick, and it has a 4-speed box with a high diff ratio. Everything is in miles on it, she will sit on 60 miles an hour with it all day and we came all the way from home to here with the caravan and there hasn’t been any oil consumption.
“I wouldn’t say it’s economical to drive but it runs on standard unleaded 91, the fuel tank is only 60 litres, so the fuel cap is probably the thing that gets used the most.”
Internally, the seat was touched up, and new mats were fitted but the dash and door seals were left as they were still in sound order.
Externally is where most of the work was undertaken with a lot of work done on the checker plate tray along with the fitment of LED lights and the results speak for itself.
“We resprayed it and mounted the spare up on the tray with the toolboxes for all our bits and pieces.
“One of my sons Graham organised the work on the tray with the checker plate and it has come up a treat. I had some International side
steps to go back on it but they didn’t look right so the ones on it are actually off a Mitsubishi Triton.”
As mentioned earlier the International made its first long trip to Corowa earlier this year via a stop in Wodonga for master signwriter Gordon McCracken to sign and line the International with Bruce delighted with the finished product.
“He has done a top job with it - as has everyone involveda lot of people have done a lot of good work on it.”
Sitting at the controls of the International, the wheel has literally turned full circle for Bruce, who first took to the road at the age of 19 driving an International R-180 coal tipper around the Camden area.
“I was in a semi at 21 and right up until I turned 80 I
was doing a few hay runs and going down to a family members farm at Temora carting the wheat - they had an International with a GM in it which was all good fun,” he said.
Since around 2012 Bruce has also been a member of the Western Sydney Truck Club, going on a number of trips to shows each year with the Toyota and now with the International.
With the truck sorted and well equipped to handle the job required of it, it would appear that Bruce will be putting some more miles on the speedo for some time yet.
“It suits us really well and its set up for us nicely. I just love getting out to these smaller town shows, they are bloody terrific, and we always have a top weekend here.”
Family carries on proud transport legacy
BY KAYLA WALSH
FOR Justin Nitschke, trucking is in the blood.
Back in 1947, his grandad Rudi bought himself a 1947 Ford to cart his own sheep and grain bags.
Over three decades later, Justin’s dad followed in his footsteps with a 1966 F600 truck, transporting grain and grapes around the Riverland region of South Australia.
Now, Justin and his 23-yearold son Bromley are carrying on the family tradition — just with bigger rigs — two 610 Kenworth SAR road trains.
“Back in 1994, I decided to cart stuff,” Justin said.
“Without asking dad about it
took his wine grape customers on, and added to our customers with some farmers.”
Growing up around trucks, Justin has always wanted to work in the transport industry.
“It really runs in the blood — I have uncles and cousins that drive, all throughout Australia. I always felt like I wanted get out on the open road.”
The Nitschke family, who cart grain, fertiliser, grapes and “anything that goes on the back of a tipper” used to have a bigger fleet, featuring Volvos and Western stars.
However, they’ve downsized partly due to not being able to find drivers willing to drive long distances.
“It can be stressful to keep
one happy — probably more stress than it’s worth, unless you want to keep getting bigger and bigger, which we didn’t want to do.
“We had five or six Western Stars at one stage, but we’ve cut back to a Kenworth each.”
Though the Nitschke fleet has been reduced, the trucks they have now are extra special to them, with tributes to the family’s proud transport legacy decorating their trailers.
“On the side of the trailer there’s a picture of an old Ford Louisville that was my dad’s and mine, and another Ford dad used to have,” he says.
“We just wanted to have those pictures on there to remind us of our family history.”
Justin’s dad still has his father’s old Ford, which he restored back in the 80s.
“It was in pretty good condition when he got it,” Justin says. “He just repainted it and made it like brand new.
“It’s basically a show truck now and dad uses it to cart stuff around a bit in his retirement.”
Meanwhile Justin’s grandad’s Ford is sitting in a relative’s shed, and he’s hoping to bring that back to life one day.
“We also have a picture of that truck on the side of one of
our other trailers,” he says.
“Back in 1957, grandpa changed that truck with a bigger motor, putting a Perkins in it so he could put a flat top on it.
“He would cart wool to Adelaide and bring machinery back, because he had a New Holland and Horwood Bagshaw dealership in Loxton.”
Justin is happy that his son Bromley has taken after the generations before him and hopped behind the wheel of a truck — but even if he wasn’t happy, he says there was no
“He always had an interest in trucks — that might have been my fault!” he laughs.
“My wife Candice and I run the business together and he’s doing a good job working for us, we’re proud of him.
“One day he might even buy his own truck or take over the family business, which would be great.”
He hopes that he has been able to pass on some trucking knowledge to his son, just as he learned from his own dad.
Justin acknowledges that
transport has changed a lot since his grandfather’s days, but he still enjoys being a part of the industry.
“We’re in the middle of a drought here in SA, so it’s been challenging,” he says.
“But we’re finding work to do, and sometimes it creates some longer-distance work, which is good.
“We do our own little thing here and stay fairly positive.
“We’re looking forward to the 2025/2026 grain season — hopefully it’s better than the last one!”
The Nitschkes [L-R]: Bromley, Justin and Ian. Image: Justin Nitschke
A proud Bruce Brown with his International in Weethalle.
The generations of Nitschke Bulk Transport. Image: Bromley Nitschke
“A lot of people have done a lot of good work on it.” The 55-year-old International at Weethalle, with dog Sadie keeping guard.
FH16 780 FE Electric
Ross Transport puts family first at emotional convoy
More than 800 trucks took part in this year’s massive Illawarra fundraiser for families battling life-threatening or life-limiting illnesses.
WITH the lead truck slot secured last week through a $305,000 charity donation, the team at Ross Transport left no stone unturned to make last month’s i98FM Illawarra Convoy one they’ll be talking about for years to come.
Ross Transport also celebrated 50 years in business this year and to mark this memorable milestone, the whole family came together on the big day in the most meaningful way, the company said on its Facebook page.
Three generations were in the convoy with matriarch Fran as a passenger in the leading convoy ute, her son Alan leading the fleet of trucks, his daughter True driving the rainbow truck with her daughter Charlie as well as son Chris with his father Jason driving behind True in his SAR legend.
“This year also carried deep personal meaning,” Ross Transport said.
“True was proudly flying the banner of Poppy Phil, and Jason flew a banner for his beautiful mum, who have both passed from cancer.
“And our dear friend Carolyn and long-term employee, rode with us in one of our trucks with Craig driving – a woman who has shown unbelievable strength while dealing with her own cancer battle through out 2025.
“Having them represented with us made the day even more emotional and powerful.”
Ross Transport said it was surreal and incredibly moving to lead this iconic community event.
“Looking out and seeing thousands of people cheering, waving, and supporting the cause is something we will carry with us forever.
“Seeing families who have benefited from the Illawarra Convoy smiling and expressing their gratitude reminded us exactly why we show up every year – and why we always will.
The crowds were energetic, fresh, and full of love, and the spirit of the Illawarra was alive on every corner – 2025 will forever be a year etched in our hearts.”
“Your dedication means the world to us.
“This year’s convoy was truly something special for us. Our goal from the very beginning was simple but deeply meaningful: to raise enough money to win the Lead Truck for beautiful seven-year-old Amarli and her incredible Amarli A rmy of family and friends —
$30,006,878 over its 21-year history.
This year’s i98FM Illawarra Convoy alone raised $2,313,243 with 803 bikes and 817 trucks taking part.
The Family Fun Day also saw over 12,000 people walk through the gates of Shellharbour Airport.
“Every year the generosity
the world, and we will continue to come back each year to help even more deserving families and organisations in the Illawarra.”
All proceeds from the i98FM Illawarra Convoy go directly to the Illawarra Community Foundation. The Foundation provides critical assistance to families battling life-threatening or life-limiting illnesses. o date, the foundation has
This year’s massive convoy raised more than $2.3 million for the community.
Ross Transport secured the Lead Truck slot with a $305,000 donation.
Three generations of the Ross family came together for a great cause. Images: Alan Davis
Truckies assemble before the big run down the mountain.
More than 800 trucks made an impressive sight.
Trucks and fleets of all sizes showed their support.
Truckies paid tribute to those who fought brave battles.
28 EVENTS
Tassie show prevails after early scares
TRUCK OF THE SHOW
1. Wilson’s Mack Superliner from Triabunna
2. Quinn Transport and Spreading T-909 3. Dog8Dog Bradley Mollineaux’s 2024 C509
BY JONATHAN WALLIS
IT was a great pleasure to attend the 20th Annual Brighton Truck Show at the Pontville Recreation grounds on November 9. Despite a run of rain and lousy weather, the day indeed turned out to be happily pleasant.
Once again superbly organised by Michael Purdon, Vice President and Life Member of the Brighton Show Society, with his hard-working committee, the popular and highly compatible truck show is run in conjunction with the Brighton Agricultural Show, which is among the oldest established local shows in Tasmania having been held since 1946 Brighton Agricultural Show
Society president Geoff Jackson said the one-day event, which attracted approximately 20,000 people this year, was again a huge success.
Michael Purdon had arranged for the well-known transport icon Glenn ‘Yogi’ Kendall and his wife Amanda to attend as guests of honour which undoubtedly attracted a good crowd of admirers and friends including Rick Sutcliffe, who sadly suffered from a heart attack on arrival at the showgrounds and had to be medevacked to the Royal Hobart Hospital for treatment. Happily he has made a good recovery since and is now back on his feet, and he would like to thank the Brighton Saint John’s staff who were on the spot, all those who
promptly attended him at the show as well as the staff at ER at the Royal Hobart for their prompt and kind assistance and finally all those who have been enquiring about him.
Being close to Hobart, this show popularly maintains its authentic country links. There were all the usual attractions on hand, including the state high-jump competition for dogs, a popular and well supported ute show organised by the Brighton Rural Youth and as usual the show program included livestock, and agricultural exhibits, as well as joy rides provided by Jason Clarke from Ultimate Helicopter Flights, free pony rides and live entertainment including country/rock performances.
We were also fortunate to catch up with Anita McKinley, Statewide sales represen-
tative from AJL Heavy Industries, originally founded in Burnie by Andrew Lawson who have five locations in Tasmania and Victoria. They are now a dealership for Daimler Trucks which includes Freightliner and Mercedes with Fuso coming on board in 2026. She told us how impressed she had been with the entire Brighton Show and especially with the amount of interest shown in their display and trucks.
Being, finally, a fine day, after a lot of unseasonal rain, a large crowd had turned out to welcome the 75 impressive and lovingly detailed trucks as they lined up on the oval adjacent to the main entrance, and the family friendly atmosphere was conducive to a great amiable gathering for truckies and their families as well as for the general public
who came to admire, compare and generally look at this line up of rigs and chat with their owners and drivers.
We note that this interaction is a great bonus for the industry being one of the few occasions when the public gets to put real faces and names and people inside the trucks they pass on the highway, and
hopefully gain a better understanding of this essential industry itself. Michael Purdon asked us to thank all those who turned up and supported the show, and in particular CKD, Quinn Transport and Spreading and from AJL, all of whom donated the handsome and keenly contested trophies.
Darren Quinn driving Truck of the Show runner up, the 2024 T909 Kenworth from Quinn Transport and Spreading.
A 1967 vintage Mack R600 offered a glimpse into the past.
This 2025 780hp Mack Superliner was all shined up for the day.
D Horsey and Daughter’s truck got third place in Best Tipper.
Hobart Towing Service’s Isuzu FVR. Images: Jonathan Wallis.
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Legend SAR steals the show in Bathurst
A record-breaking 197 rigs rolled into the local showgrounds for one of the highlights on the regional truck show calendar last month.
BY GRAHAM HARSANT
I wake up in my motel at Bathurst on the morning of Saturday, November 16 to the sound of steady rain. After an eight-hour drive the night before, this is not what I need for my first attendance at the Bathurst Dane Ballinger Memorial Truck Show.
Head back down on the wonderfully soft and squidgy (for a change) pillow and back to sleep with fingers crossed. Awake again to sunshine streaming around the edges of the blind. Whew!
It has been six years since The Bathurst Truck Show was renamed the Dane Ballinger Memorial Truck Show in his honour, after his passing earlier that year. Dane and some mates in the industry had launched the truck show in 2017, after some smaller, sporadic events in the past.
This year saw 197 trucks registered for the event with, as usual, a few ring-ins adding to that number. Unusually for a truck show, attendees were more than welcome to arrive with trailer(s) attached and many did so, sporting tautliners, logs and in some instances other trucks.
This added to the atmosphere of the show and Bathurst is lucky to have the space to accommodate them all.
Reminiscent of the recent Boort Truck Show, they were parked up in a – no doubt well organised – haphazard style, which left this writer wondering if he’d photographed all the trucks. ‘Best go around again,’ I thought to myself more than once.
Dean Campbell’s fleet took up a fair bit of real estate at the show with his 2018 Kenworth T900, ‘Boogie Nights’ taking pride of place.
Dean kicked off his career in 2008 with a second-hand 1996 Transtar 4700, followed by a T408 in 2010 which is still on the road with 3 million plus kilometres on the clock.
“Boogie Nights was originally ordered by Klos and it was something myself and Dane Ballinger were always keen to have,” Dean said.
“We were always having friendly bickering with each other about who was going to
end up with it. Who knows how that would have played out had he been alive.
“After his passing Justin Klos turned it into a tribute to Dane. It is sort of a bittersweet truck because obviously the tribute is special but the circumstances are tragic.”
With 25 trucks, Dean hauls general freight and moved into logging, with seven trucks dedicated to that side of the business. In a neat bit of lateral thinking, he also now own the local Austral Bricks dealership after the previous owners closed down.
“We’d carted for them and when Austral approached us to take it on it made sense on a number of fronts.”
Amongst the plethora of KWs we spied a couple of highly polished white Freightliner Coronado 114s with DD15 motive power.
Belonging to Josh Lidster, the trucks run between Sydney’s Wetherill Park and the Central West with general freight.
“They are a good thing. I think they are fairly underrated,” Josh said.
“The engines are good on fuel and they have been very reliable. I did have an Argosy 14 litre at one stage which caused me a few dramas. It was a shame because for a cab over though they were very comfortable. Didn’t turn me off the brand though.”
Brett Cranston is BBB –born and bred in Bathurst. His owner/driver father got out of trucks when Brett was 14, but the trucking blood was already flowing in Brett’s veins, buying a cab over Kenworth in 2003. The business grew to 40 trucks and 60 staff.
I meet Brett in front of his Legend SAR – one of two owned by the business and comment on the nice colour palette shared amongst the fleet.
“I’m an HSV nut,” Brett replies. “The blue is Voodoo Blue, an HSV colour. I had a GTS in the same colour. The cream is Harley Birch from the Harley Davidson. The yellow trim is CAT yellow and the blue pinstripe is Shore Blue.
So why is Brett’s other SAR different to the rest of the fleet?
2023. We just did it in cherry red for something different. That is actually a Ford Falcon colour. Go figure?”
Brett has gradually downsized to 20 trucks due to a lack of drivers.
“A driver would resign, I would advertise the position for maybe a month and if I couldn’t fill it I sold the truck. The second hand market was very good so I was getting out of second-hand gear for more than what I owed. So we were downsizing comfortably. And that was very liberating.
“That said, my young fellow is 23 and he does B-doubles interstate. He has put the spring back into my step and sort of got me keen again, so who knows.”
There can only be one winner and this year that one winner cleaned up at Bathurst, taking home no less than five other awards in addition to Truck of the Show.
Twenty-one year-old Joey Corte drives a Legend SAR #303, owned by JDN Transport, which stands for Joe (Dad), Dom and Norm (Uncles) Corte.
He has been behind the wheel of the SAR for six months and was quick to point out that he wasn’t favoured (until recently), starting his career in a little Fuso 8-pallet rigid before moving on to a KW HR rigid.
“I am humbled to drive this,” said Joey. “I’m privileged enough for dad and my t wo uncles to buy me a new one and I couldn’t be more proud.”
“He’s the one who keeps it looking like this,” said Joe senior, “I’m very proud of him.”
Have you driven it dad?
“I got to pay for it, pick it up and drive it around,” Joe replied.
In addition to Truck of the Show, Joey and JDN Transport picked up Best Traditional Paint and Signage, Best Modern Art, Best Kenworth, Best Pantech up to 2021 and Best Interstate 2022-2025.
And that has to be a truck show record, surely? Congratulations to all who attended, those who won and o the organisers who staged
Rigids / Prime Movers Owner
Best Tanker
Best Curtain Sided
B & K Bulk Haulage
J & B Lidster Haulage
Best Tray Top Chris Watkins Furtniture Transport
Best Tipper 2022 - 2025 Thompson Haulage
Best Tipper (Up to 2021) Earthmoving Creations
Best Intrastate M Camelleri Haulage
Best Interstate Lawrence Transport
Best Tilt Tray 2022- 2025 Loaders Towing
Best Tilt Tray (Up to 2021) Davtrans
Best Concrete Agitator Pace Excavations
Best Prime Mover 2022-2025 MH Earthmoving
Best Prime Mover 2017-2021 Winston Express Haulage
Best Prime Mover (up to 2015) Greener Haulage
Truck
& Trailer Combinations
Best Tanker - Painted Fenech Haulage
Best Pantech 2022-2025 Lawrence Transport
Best Pantech Up to 2021 JDN Transport
Best Tautliner 2022-2025 Highland Haulage
Best Tautliner (Up to 2021) P & G Trucking
Best Flat Top Ball Haulage
Best Logging Combination C & T Dwyer Haulage
Best Stock Crate R & J LePoidevin Transport
Best Tipper Thompson Haulage
Best Tipper / Dog Combination Raygal Pty Ltd
Best Interstate (2022 - 2025) JDN Transport
Best Interstate Up to 2021 Lawrence Transport
Best Intrastate 2022 - 2025 SA & AM Melchers Transport
Best Intrastate Up to 2021 Dawsons Removals
Best B Double 2022 - 2025 Schaeffer's Transport
Best B Double Up to 2021 Scott Taylor Motorsport
Best Prime Mover & Low Loader Thompson Heavy Haulage
Other
Best OLD working (1996 - 2012) Bondwoods Transport
Best OLD Non-working (1996 - 2012) JPTrailers
Best Specialised 2022 - 2025 Schaeffer's Transport
Best Specialised (Up to 2021) Winston Express Haulage
Best business ute Cranston's Transport
Best Total Rebuild Garry McKinlay
Best Tarp Job Tytan Transport
Best Traditional Paint & Signage JDN Transport
Best Modern Art JDN Transport
Best Fleet Cranston's Transport
Longest Distance Chris Watkins Furtniture Transport
Best Display Thompson Haulage
Peoples Choice C&T Dwyer Haulage
Best Makes
Best Kenworth JDN Transport
Best Mack James Miller
Best Isuzu Loaders Towing
Best Western Star Chris Watkins Furtniture Transport
Best International Peter Fitzpatrick
Best Ford JPTrailers
Best Dodge Peter Barnes
Best UD All-Go Express
Best Freightliner J & B Lidster Haulage
Best Mercedes Benz Winston Express Haulage
BATHURST'S BEST LARGE CAR Schaeffer's Transport
TRUCK OF THE SHOW JDN Transport
SAM BALLINGERS CHOICE Scott Taylor Motorsport
Heritage awards
Best Paint Job Campbells Plant Hire
Best Restored
Best Working Condition
Steve Tranter
James Miller
Best Original Condition Wayne Dick
Joe, Joey, Anthony and Norm Corte with Joey’s Truck of the Show winning Legend SAR.
Dean Campbell with ‘Boogie Nights’, an ode to Dane Ballinger. Images: Graham Harsant
Brett Cranston and his three-year-old Legend SAR, replete in HSV Voodoo Blue and Harley Davidson Birch paint job.
Reili and Terry Massingham brought Mick Camilleri’s T659 along, as well as his SAR.
Wallace International’s impressive T610SAR.
Josh Lidster and his DD15 powered Freightliner Coronado.
Brett Cranston went Ford Falcon Cherry Red for his company’s 20th anniversary Legend SAR.
Big Mumma Kenworth C509 was a real showstopper.
RKS Transport’s Mack Flintstone - an absolutely stunning classic.
Proudly supporting Reader Rigs
Share your truck pics to win with Shell Rimula
SHELL Rimula has partnered with Big Rigs in a big way – so there are even more reasons to send in your best truck shots.
Each month, the Big Rigs team will choose a #PicOfTheMonth, with the lucky winner receiving a $500 Shell Coles Express Gift Card.
Keep an eye out for our regular posts on the Big Rigs Facebook page, calling for your best truck photos and add yours in
the comments, or email them direct to danielle.gullaci@ primecreative.com.au for your chance to win the main prize.
Don’t forget to include a brief note about the truck and where the photo was taken. We’ll feature some of the best photos in each print edition of Big Rigs, with one winner announced each month.
Keep those amazing truck pics coming!
Congratulations to Pic of The Month winner Gary Morton, who snapped this great shot during a beautiful Kimberley sunset, a $500 Shell Coles Express voucher is on its way.
What a sunset – this shot was snapped by Zach Challoner at the Lakaput grain site in Victoria.
Duncan Peter carts limestone rubble at Edenhope, Victoria.
Shaun Wood snapped this cool pic while stopped at the Great Australian Bight.
Todd Wilson captured this shot, emerging from the dust while
Mark Fletcher enjoys a spectacular sunset, while working the harvest in Dirranbandi, Queensland.
Tash Hughes enjoys sand and sunsets with Kendra the Kenworth.
Keeping you and your business unstoppable
Cam Deans took this awesome shot of the Mack he drives while at Mukinbudin, WA, while loading barley.
Steve Ayton, loaded up with wheaten hay at Wilkur in the Wimmera, Victoria.
Great shot of these two Kenworths from Bradon Perry, taken as
A ripper aerial shot from Tom Charlton, snapped during a break at Gilgandra, NSW.
Barry Giles sent this great shot of the Mack Titan carting fuel into Merlin Diamond Mine at Macarthur River, NT.
Mitch Whiley snapped this shot of the tri-drive Mack Titan with a set of AB-triple side tippers, while waiting to load at the Atlas Mine, Balranald NSW.
Sam Dix delivers another load of hay for post-flood relief on the east coast.
Slippery liner makes tipping a breeze
FOR close to a decade, Hercules Engineering has been a certified installer for German engineered tipper liner Okuslide, a plastic solution that’s designed to help protect operators’ tipping equipment.
Distributed in Australia by Bearing Thermal Resources, the Okuslide liner provides a protective barrier between the contact surface of the tipper body and the bulk material being transported.
A variety of materials can be particularly abrasive to a tipper’s aluminium floor sheets, such as road base, sand and quarry products. As a result, owners typically have to rely on having patch repairs done in high wear zones or in worse cases, a full replacement at a high expense – not to mention the time lost, as work is carried out.
Okuslide liners can last up to five times longer than standard aluminium floor sheets, with most typical installations seeing a minimum of three times longer lifespan. Though results will always vary depending on the bulk material being carted and the frequency of tipping.
When it comes to unloading stubborn or compacted material, the Okuslide liner comes
into its own. Because the load being tipped doesn’t stick to the base of the trailer, tipping can often be done at a lower –and safer – tipping angle.
The Okuslide liner dramatically reduces friction in the tipper’s body, therefore reducing the tipping angle required to discharge the load.
Decreasing the tipping angle reduces the centre of gravity and therefore it also reduces the change of rollover.
Okuslide offers a boost for safety and a boost for efficiency, helping operators unload –minus any hiccups.
According to Hercules Engineering, one of the reasons it’s much safer to tip from a lower tipping angle is because the higher the hydraulic cylinders have to extend, the higher the chance that stability will be compromised.
That’s when the risk of a rollover is introduced, which is why keeping a low tipping height is crucial.
The importance of maintaining a low tipping height is why Hercules Engineering originally became an official installer for Okuslide.
Using Okuslide makes tipping much faster and easier than in a bare trailer.
Hercules has previously filmed a side-by-side comparison video of two identical tippers with identical loads. One was fitted with Okuslide and the other was not. The exercise provided a clear demonstration of the difference in tipping height that was required in each trailer.
What stood out the most was the speed and smooth delivery of the material from the Okuslide-equipped Hercules tipper.
Hercules says the safety improvements from the low tipping height is just the beginning, the video also made it clear how much faster unloading is too.
Since becoming a distributor and installer for Okuslide in 2016, Hercules Engineering has installed hundreds of these liners to its tipper bodies – helping to keep the equipment safe and increase efficiency.
Okuslide is a worthwhile investment for any operator that cares about their equipment.
For more information, contact Hercules Engineering in Victoria on 03 9728 2111 or visit the website at hercs.com.au – or for Hercules Queensland, phone 07 3712 0388 or visit the website hercqld.com.au.
A Tyquin Bulk Haulage set of tippers, fitted with Okuslide. aluminium floor sheets.
The specialists in parts for Euro trucks
FOR workshops, fleets and owner operators with European trucks, Volwreck is the place to go for all your parts needs.
Started in Melbourne in 2001 by current company directors John Lirosi and Graeme Troutbeck, Volwreck stocks a wide selection of new aftermarket parts for Volvo, Mercedes-Benz, DAF, MAN, Iveco and Renault trucks – importing from Europe and Asia for the Australian market. And, if they don’t have the part you need on hand, they’ll happily do their best to source it for you.
The ultimate destination for truck parts, Volwreck offers unmatched expertise, an extensive product range and unbeatable reliability.
The team has years of experience in the industry and understands the unique needs of truck drivers and truck workshops.
Volwreck operates from its Glenbarry Road site in Campbellfield, catering to the needs of customers all around Australia – and even offering same day delivery, wherever possible, helping to get you back on the road sooner.
When John and Graeme first started Volwreck, they used their extensive knowledge of Volvos, learnt through their apprenticeships with the brand.
Initially their business was centred around dismantling
old Volvo trucks and selling second-hand parts. While this still forms part of the business model to this day, Volwreck quickly branched out into selling new aftermarket truck and trailer parts too, for Volvos and beyond.
Volwreck stocks high quality parts from a number of well known brands, including Diesel Technic, Sampa, Vaden, Sachs, Wabco, Meritor and more. W hether it be parts for cooling, electrical, exhaust,
fuel, body, brake, cabin, drive, tachograph, engine, steering or suspension to name just a few popular categories, Volwreck is the place to go.
Along with offering an extensive selection of truck parts, Volwreck offers the expert knowledge and service to match.
The Volwreck team prides itself on providing excellent customer service, with its sales team on-hand to answer all customer queries as soon as possible.
Volwreck works with numerous freight companies that service all areas nationwide and remains firmly fo-
cused on providing a prompt and cost-effective delivery service of your parts order. Volwreck will also remain open throughout the entire Christmas/New Year period, only closing on the public holidays.
Experience the difference and keep your fleet running smoothly – for the long haul. Volwreck is located at 3/55 Glenbarry Road, Campbellfield, Victoria.
For more information about Volwreck or to get in touch, visit volwreck.com.au, call 03 9357 7081, email info@ volwreck.com.au or like us on our Facebook page.
Volwreck stocks a range of parts from popular brands including DT Spare Parts. Images: Volwreck
THE Freighter Freez-R refrigerated trailer brings together efficiency, sustainability and smart technology, offering cold chain operators a dependable and future-focused solution.
Launched late last year, the Freighter Freez-R has quickly established itself as a standout in the refrigerated transport market. Its introduction signalled a major step in Freighter Group’s move toward premium, environmentally conscious trailer design.
Available in lead, tag, B-double and road train configurations, the Freez-R pairs Freighter’s locally built chassis with a locally assembled Ferroplast body. The combination creates a robust and highly insulated structure that delivers excellent temperature retention and longterm durability.
According to Freighter
WORKSHOP, SERVICE AND REPAIRS
Refrigerated performance, redefined
Group National Van Product Manager Aaron Commons, the Freez-R marks a shift toward smarter and greener refrigerated transport. “Operators are chasing efficiency, and the Freez-R helps deliver it through lower fuel consumption,” he explained. “Better thermal performance means the fridge doesn’t need to work as hard, which reduces emissions and trims operating costs. It’s a win for fleets and a win for the environment.”
Unlike traditional fibreglass construction, the Freez-R uses thin steel sheets inside and out, bonded to a continuous layer of polyurethane foam. This design approach boosts strength while improving insulation. Load restraint tracks and double-loading rails are recessed into the wall panels, allowing operators to maximise internal width without compromising thermal integrity.
The steel-based design also simplifies repairs. Fibreglass work can release airborne fibres that pose health risks, whereas repairs on the FreezR’s Ferroplast body are similar to automotive panel work – cleaner, faster and safer for technicians.
Its superior insulation means the refrigeration unit cycles less frequently to maintain temperature, an advantage that becomes even more important when operating through Australia’s extreme climates. “From the dry inland to the humid tropics, cold chain operators face very different challenges,” Aaron said. “The Freez-R is engineered to keep temperatures stable without excessive energy use, no matter the conditions.”
Every Freez-R comes standard with TrailerConnect telematics, giving operators real-time insights into fridge performance and trailer status. Through one integrated system, users can monitor temperature, location, tyre pressure, door openings, coupling status, EBS data and more. A built-in brake interlock using door sensors also prevents the trailer from moving until the doors are properly secured.
Freighter Group Product Manager for Fridges and Telematics, Jan Fiedler, says the first year of TrailerConnect access is included at no cost. “There are many
telematics options in the market, but our aim was to consolidate everything into one platform,” he explains.
“We’ve made it possible for customers to link their existing telematics hardware to the system, reducing installation time and avoiding the need to retrofit equipment.”
For operators using a Schmitz Cargobull fridge unit, TrailerConnect unlocks additional functions, including remote fridge startup. This allows the trailer to reach the correct temperature before loading begins – improving workflow and reducing the need for drivers to manually start the unit. “It’s not just convenient; it’s safer,” Jan said. “Drivers can stay focused on the task at hand.”
For fleets wanting a single trusted partner, Freighter
Group can supply the entire package – Freez-R trailer, Schmitz Cargobull refrigeration unit and TrailerConnect telematics – along with national support for servicing, repairs and parts.
Since launching, the Freez-R has received strong feedback from customers, particularly larger transport operators who see clear gains in cost efficiency and smart-system integration. “We’re extremely confident in the Freez-R,” Aaron said. “The performance, the technology and the longterm savings speak for themselves.”
Keeping an old-school workhorse in tip-top shape
IN the world of Australian road transport, there’s something special about seeing an older rig still pulling its weight day after day. Modern trucks might have all the bells and whistles, but there’s a certain pride that comes with keeping a seasoned workhorse in top condition – especially when it’s relied on to run a successful transport business and show up to a drag race event looking sharp.
One driver who knows this better than most is Aaron Fuller, the owner of Aaron Fuller Transport, along with his brother Daniel Fuller, who owns Fuller’s Haulage.
Based right here in Australia, the brothers have built a strong reputation for reliability, hard work, and keeping their gear
immaculate. Their trucks aren’t flashy new models –they’re older rigs that many would expect to be slowing down by now. But thanks to meticulous maintenance and the help of a product they both swear by, their trucks are doing the exact opposite.
For years, Aaron has relied heavily on FTC Decarbonizer from Cost Effective Maintenance to keep his truck performing at its best. While plenty of drivers talk about the importance of engine care, Aaron is one of those blokes who actually backs it up – and you can see it in how his truck runs.
An older truck that still punches above its weight
The transport industry isn’t easy on machinery. Long trips, heavy loads, unpredictable Aussie weather – it all takes a toll. Older trucks often suffer the most: carbon buildup, reduced power, higher fuel burn, and issues with injectors or turbo performance.
Instead of letting age be an excuse, Aaron turned to FTC Decarbonizer to help keep things in check. By removing built-up carbon and preventing new deposits, the product helps engines stay clean inside, which means better fuel effi-
ciency, smoother operation, and reduced wear over time.
For someone running a transport business, this isn’t just a matter of pride – it’s dollars and cents. A truck that runs clean lasts longer, breaks down less, and uses less fuel. When your livelihood depends on that engine, you don’t cut corners.
Using
FTC Decarbonizer
to prep for a truck drag race
One of the more impressive parts of Aaron’s story is how he and Daniel prepared their trucks for a recent Truck Drags Australia event.
Most people would assume an older truck wouldn’t stand much chance in that environment. But Aaron knew that with the right prep, his rig could run harder than most would expect.
In the lead-up to the event, he treated the engine with FTC Decarbonizer to clear out any lingering carbon and restore as much power and responsiveness as possible. The cleaner the engine, the better it performs – and in racing, every bit counts.
The event itself was a massive success. The turnout, the atmosphere, and the energy around the truck drags were bigger than anyone expected. Truck
Drags Australia pulled off an absolutely cracking day, and the demand was so strong that they’re now looking at bringing the truck drags to Victoria and Queensland next year, giving even more Aussie truckies a chance to get involved.
Aaron isn’t just a casual user of the product; he’s someone who genuinely relies on it. Whether he’s hauling freight or lining up against other trucks on the drag strip, keeping that engine clean is simply part of his routine.
A great example for other Aussie truckies
Stories like Aaron’s resonate with a lot of Australian drivers.
Plenty of truckies still operate older rigs – not because they have to, but because they want to. They know their truck inside out, they’ve put the hours in, and with proper maintenance, those older engines can keep surprising people.
FTC Decarbonizer has built a strong following in the industry for exactly that reason. It’s not just about cleaning the engine; it’s about restoring performance, cutting down on issues caused by carbon, and helping hardworking drivers keep their trucks on the road longer without major overhauls.
Aaron Fuller Transport is a
achieved when good maintenance practices meet the right products. His success in business – and on the track – shows that an older truck doesn’t need to be retired. With the right care, it can still run like a weapon.
For more information on FTC Decarbonizer, contact the team at Cost Effective Maintenance by calling 07 3376 6188 or visit costeffective.com.au. For Aaron Fuller Transport, call 0413 958 343 or email aaron@ aaronfullertransport.com. Truck Drags Australia can be emailed at truckdragsau-
long-term durability.
Load restraint tracks and double-loading rails are recessed into the wall panels.
From fresh produce to frozen goods, Freighter Group has a refrigerated trailer solution ready for the task.
Engineered for exceptional thermal performance and maximum payload, every trailer comes with the backing of our national dealer and service support network, delivering the reliability and peace of mind you expect - wherever the road takes you.
Experience the difference today.
freighter.com.au
MERCEDES-BENZ Trucks understands downtime is not an option. That’s why it has launched a range of refresh packs to keep your truck running in its prime condition.
The new RePOWER range is not a one-size-fits-all offering. Instead, RePOWER offers a range of different bundles allowing you to refresh key components you need, depending on your specific application requirements.
Designed to give your truck a new lease of life and keep your operation running smoothly, the RePOWER packages come
WORKSHOP, SERVICE AND REPAIRS
Maximise uptime with RePOWER
with the assurance of the highest quality and workmanship of Mercedes-Benz Trucks Genuine Parts.
There are five different offers available for both 13-litre and 16-litre Mercedes-Benz truck models. They have been developed to extend the operational life of your truck by providing you with different options to overhaul the key driving components.
The RePOWER program means you can have the reassuring certainty of continuing to operate the Mercedes-Benz truck you own today, with a
re-powered version.
All RePOWER packs are covered by a two-year parts warranty, as long as the work is carried out at an authorised Daimler Trucks dealership.
Daimler Truck Australia Pa cific Aftersales and Network Operations Vice President, Antonio Briceño, says the RePOWER program came about after discussions with customers.
“Our customers told us they want refresh packs in order to keep their Mercedes-Benz trucks running in top condi tion and keeping operating
costs low, but they weren’t after a one-size-fits-all solution,” he said.
“We went away and came up with the RePOWER range, which gives customers the choice to refresh the components of the truck that best suits them and their application, to maximise uptime and keep their business running smoothly.”
With five RePOWER options to choose from, you’ve
got the flexibility to choose a pack that’s right for your application:
• Cooling Pack: Water pump, radiator, belt, tensioner and a fan hub/viscous fan clutch.
• Electrical Pack: Starter motor, alternator and batteries.
• Air Conditioning Pack: A/C pack, which includes an air conditioning compressor, condenser and receiver drier.
• Engine Pack: Complete reman’ engine, engine
mounts and DPF.
• Transmission Pack: Complete reman’ transmission, clutch and clutch actuator. Get in touch with your nearest Daimler Trucks dealership to discuss these RePOWER packages and how your truck can benefit. The dealership can advise on fitment costs. By having the work done at an authorised dealer, you ensure that your truck is being worked on by factory-trained technicians.
Why fleets are switching to CONVOY
CONVOY heavy-duty engine oils have become a strategic lever for operators who want to keep trucks earning, not parked. In a market where uptime is revenue, the Penrite CONVOY range provides a purpose-built solution engineered for linehaul, regional haul, distribution fleets and heavy-duty owner operators who demand consistent performance in tough Australian conditions.
Penrite’s CONVOY portfolio is built around one clear mandate, safeguard modern diesel engines operating under high thermal load, extended drain expectations and ever tightening emissions compliance. The range spans full synthetic, semi synthetic and premium mineral formulations, each calibrated for the realities of long-distance transport and high-idle logistics operations. This breadth
gives operators flexibility without complexity, allowing fleets to streamline lubricant selection and minimise misapplication risk across mixed truck marques and model generations.
The performance profile is where CONVOY earns its keep. Formulations are designed to reduce wear, control soot thickening and maintain viscosity stability under continuous high
load. Fleet operators running Euro V and Euro VI equipment with DPF and SCR a ftertreatment systems can lean on low-ash and midSAPS CONVOY products to keep emissions hardware clean and compliant. Older platform engines, including those running higher sulphur diesel in remote corridors, are equally supported with robust CK-4 and E11-approved mineral options that provide strong film strength and deposit control.
Take products like CONVOY Ultra HD 15W-40 r CONVOY DLA 10W40. These aren’t generic heavy-duty oils, they’re engineered to align with OEM xpectations from manufacturers such as Cummins, Detroit, PACCAR, Volvo, Mercedes Benz and Scania. When engines are running hard up the Hume, crossing the Nullarbor or idling hrough distribution hubs for hours, lubricant stability becomes critical. These oils are built for exactly that environment.
For fleet managers, the value proposition is commercial s much as mechanical. Better wear protection and cleaner top ends translate to fewer unplanned stoppages, more predictable servicing and reduced cost of ownership. For
owner operators, the benefit is trust. When your truck is your livelihood, you want certainty that the oil in the sump will hold grade, protect bearings and turbochargers, and keep aftertreatment systems operating without costly faults.
The Australian operating landscape adds another layer.
High ambient temperatures, long service intervals and high load factors are standard. CONVOY oils are formulated with these stresses as baseline conditions, not exceptions. That gives operators confidence that they are using lubricants developed for the same environment their trucks actually work in.
Penrite’s heritage as an Australian manufacturer reinforces the proposition. Local formulation and quality control means every batch meets the conditions our transport industry faces daily. This is not a re-labelled offshore blend, it is built for Australian haulage.
The opportunity for fleets
is straightforward. Consolidate lubricant strategy, align each truck to the correct CONVOY grade, and tighten maintenance discipline around drain intervals and condition monitoring. Doing so transforms oil choice from a commodity decision into a performance multiplier. In a competitive transport sector where margins are tight and reliability is everything, Penrite’s CONVOY range offers a clear path to operational advantage. For anyone hauling freight across this country, it delivers exactly what the name promises, protection and performance that stays with you for the long haul.
For more information on the Penrite CONVOY range, go to Penriteoil. com.au/convoy.
The Penrite CONVOY range of heavy-duty engine oils.
There are five RePOWER offers available for both 13-litre and 16-litre Mercedes-Benz truck models.
RePOWER offers a range of different bundles for Mercedes-Benz Trucks, so you can refresh the key components you need. Images: Daimler Trucks
IN an industry where time off the road or worksite means lost income, fast and reliable repairs can make all the difference. That’s why NTI has expanded its trusted repairer network to include specialist Mobile Plant and Equipment (MPE) repairers, designed to minimise downtime and keep essential machinery in operation.
This national initiative builds on the success of NTI’s long-standing Premium Repairer Network for trucks and the specialised Trailer Repairer Network. Together, these programs give heavy vehicle and equipment owners access to repairers who meet the highest industry standards – across trucks, trailers, and now mobile plant and machinery.
A network built around urgency and trust
NTI’s National Manager, Repairer Networks, Adam Craft, said the expansion of the network represents an important milestone. By bringing accredited yellow repairers into the fold, NTI is reassuring heavy vehicle operators with MPE that they have access to the same level of trusted ex-
WORKSHOP, SERVICE AND REPAIRS
pertise across their assets.
“From excavators and dump trucks to dozers and drilling rigs, mobile plant is the backbone of construction, civil, mining, and agriculture. These machines are relied upon by contractors, owner-operators, plant hire businesses, quarry operators, and farmers. We know how critical this equipment is to our customers, so we’ve built a network that prioritises speed, quality and trust,” Craft said.
Over the past year, NTI has worked closely with industry experts to develop a rigorous, industry-backed accreditation process that sets a national benchmark for MPE repairers.
“Every repairer in our new MPE Repairer Network has met strict criteria and passed
a comprehensive accredi tation process. They must have at least a 10-year trad ing history, proven technical capability, and a demonstrat ed commitment to NTI’s customer-first values,” Craft said.
“These repairers don’t just ‘fix things’ – they’re helping get livelihoods back on track and potentially saving bot tom lines. By handpicking experienced repairers and supporting them with on going training and quality reviews, we’re ensuring busi nesses can get back to work faster and with confidence in the repair standard.”
One standard across vehicles, trailers and plant
The MPE Repairer Network complements NTI’s other repairer networks, with the goal to deliver a seamless experience for customers across different asset types.
cess the same trusted level of service that truck and trailer operators have come to expect from NTI.
“By uniting these networks, NTI customers can be assured of a consistent repair standard across their entire fleet - whether it’s a prime mover, a trailer, or a critical piece of plant,” Craft said.
“RD Williams have partnered with NTI for more than 20 years, and we’re proud to be among the first accredited in the repairer network.”
National coverage, local expertise
• Premium Repairer Network: Established for heavy vehicles, this network provides truck owners and operators with access to leading repairers who deliver quality workmanship and fast naround times. Every repairer undergoes regular audits to ensure consistent, industry-leading standards.
• Trailer Repairer Network: Designed specifically for transport operators, this network recognises the importance of trailers in keeping freight moving. Accredited repairers understand the unique requirements of trailer repairs and are committed to minimising disruption for operators.
• Mobile Plant and Equipment Repairer Network: The latest addition, ensuring that owners of machinery and specialist plant can ac-
Industry voices: Repairers who understand what’s at stake
For customers, the reassurance comes not only from NTI but also from the repairers themselves.
RD Williams General Manager, Fred Carlsson, said: “In this industry, time is everything. When a machine goes down, work stops, and so does income. We understand what’s truly at stake for customers. It’s about delivering trusted, high-quality repairs with the speed and professionalism our customers need to keep moving.
So far, repairers have been accredited in New South Wales, Victoria, Queensland, and South Australia, with plans to expand further across Australia in the months ahead. The goal is to ensure operators, no matter where they are based, have access to accredited repairers who understand the urgency of getting assets back into service.
For heavy vehicle owners who also manage mobile plant and machinery, the combined coverage of NTI’s Premium, Trailer, and MPE Repairer Networks means peace of mind. Whether it’s a truck, trailer, or excavator, NTI has a trusted repairer ready to get it back to work.
At NTI we’ve always been successful in finding new ways to keep our customers truckin’, shippin’ and diggin’.
With specialist insurance and roadside assistance products designed to protect Australian businesses and families, NTI is the specialist our customers can count on in their time of need.
RIGHT across Australia, workshops are constantly under pressure to keep trucks and trailers moving – and having the right parts, the right support, and the right technical guidance is what can make all the difference.
That’s where ABS Trailquip has become a trusted partner for workshop managers, mechanics, and technicians nationwide.
Based in the suburb of Rocklea, Queensland, ABS Trailquip supplies one of the country’s most comprehensive ranges of trailer a xles, suspensions, brake components, and air control equipment, backed by ADR approvals and decades of industry experience. But it’s the support behind the parts that truly sets the company apart.
WORKSHOP, SERVICE AND REPAIRS
ABS Trailquip: Supporting workshops
ABS Trailquip’s team includes six in-house mechanical engineers, specialising in custom air control system design for both trucks and trailers. These engineers work directly with workshops and fleet maintenance teams to diagnose complex air brake issues, design tailored air control layouts, and ensure every system meets
compliance and performance requirements. For mechanics and technicians dealing with fault-finding or system upgrades, the ability to speak with skilled technical staff who understand Australian conditions and ADR standards is invaluable.
Workshops also rely on ABS Trailquip for fast, reliable supply. With strong stock levels on axles, suspensions, air valves, fittings, brake components and undercarriage gear, the company helps minimise downtime and keeps maintenance schedules on track.
W hether a workshop needs a single replacement part or a full running gear solution, ABS Trailquip provides the consistency and availability that busy service centres and trailer manufacturers depend on.
Safety in the workshop is another priority. ABS Trailquip’s tipper body safety prop has become an essential tool for workshops carrying out maintenance on tipping bodies. Engineered to withstand heavy loads and designed to keep technicians safe while work-
ing under a raised body, the safety prop gives workshop teams confidence that the right safety measures are in place every time.
As the transport industry continues to evolve, ABS Trailquip remains focused on giving workshops what they need most: quality parts, practical engineering support, and real technical expertise. With the right guidance and equipment behind them, Australia’s workshops can keep the nation’s fleet rolling safely and efficiently.
Hino announces 2025 Skills Champions
HINO Australia has announced its 2025 National Skills Champions, with awards presented across the service, parts and sales categories.
Eighteen finalists from around the country competed in the final on Thursday November 13, held at Hino Australia’s Sydney headquar ters after four months of qu
“One of the longest-run ning events of its kind in the industry, the National Skills contest demonstrates Hino Australia’s dedication to continually enhancing the knowledge and capabilities of our dealership teams,” said Richard Emery, President
and CEO of Hino Australia. For service technicians, there was a series of practical assessments that tested competitors’ diagnostic and technical skills on the entire model range.
Admir Music from Prestige Hino was crowned winner in the service category, with Shaun O’Callaghan of WA
Brisbane took top honours, followed by Stephanie Demarco of CMI Hino Adelaide and Chris Biancucci from Adtrans Hino.
Parts interpreters demonstrated their capabilities through a customer-focused role play scenario, followed by a live parts assessment. For the
dedication of our people while delivering a clear benefit to our customers through increased technical knowledge and skills,” said Emery.
“It is also key in our ability to attract and retain a workforce of skilled and dedicated parts, sales and service professionals throughout the country.
“The hard work and dedication of our team resulted in lobal recognition earlier in the year when we received our 17th consecutive Parts Department of the Year Award nd the 14th successive Service Department of the Year
Each Skills Champion receives a cash reward and an xpenses-paid trip to Japan.
2025 Hino Skills Champions [L-R]: Service Champion Admir Music (Prestige Hino), Parts Champion Graham Reynolds (Wagga Trucks) and Sales Champion John Delahay (Sci-Fleet Hino Brisbane). Image: Hino Australia
Choose
The engineering team conducting a practical, hands-on Haldex EBS training session. Images: ABS Trailquip
ACCORDING to Jamie Atkins, “The most frustrating thing about driving these days is the front-end blind spots –where every car, person and cyclist all love to sit and you can’t see them at all while driving.”
A veteran truck driver, Jamie spent nearly 40 years on the road before launching his own parts business, VIOWAM Industries.
Deciding that enough is enough, he went on a mission to find a good and reliable solution.
With the massive size and height of trucks on our roads these days it creates unavoidable areas around the vehicle that the driver simply can’t see, even with traditional mirrors.
Front corners of a heavy vehicle remain some of the most dangerous due to poor visibility. Pedestrians, cyclists, and even small cars can slip into that zone without the driver having any visual awareness.
It’s a problem that has long challenged the transport industry, yet solutions have often been overly complex or unreliable. That’s why when Jamie saw the Maxxview Commercial Trucking Blind Spot Eliminator at a truck show he
WORKSHOP, SERVICE AND REPAIRS
The simple solution to truck blind spots
knew Australia would want it.
Unlike camera or radar-based systems, the Maxxview takes a refreshingly simple approach. It uses a cleverly positioned front-mounted mirror that reflects the pre-
viously hidden area into the driver’s existing side rear view mirror. In one glance, the driver can finally see what has always been hidden. The elegance of the design lies in its mechanical reliability – there are no onboard computers to fail, no screens to distract the driver, and no complicated technology that requires constant calibration. It is visibility in its purest form, that works no matter the weather or driving conditions. That simplicity doesn’t come at the expense of capability. The Maxxview system includes integrated multi-function LED lights built directly into the mirror housing. These lights act as reverse illuminators, high-visibility turn signals, and amber strobe hazards. The additional lighting is especially useful during low-light operations, tight backing situations, or roadside stops, where enhanced visibility can make a critical difference. By combining blind-spot elimination with improved lighting, the kit de-
YOU CAN NEVER BE TOO SAFE WHEN IT COMES TO TRUCKING AND MAXXVIEW IS SO MUCH MORE THAN JUST A MIRROR, THAT IS WHY I JUST HAD TO HAVE IT.”
JAMIE ATKINS
livers more than just a mirror – it becomes a comprehensive safety upgrade. And as Jamie from VIOWAM always says, “You can never be too safe when it comes to trucking and Maxxview is so much more than just a mirror, that is why I just had to have it.”
Durability is another reason drivers are taking notice of this new product. Australian trucks operate in harsh environments that punish our equipment: constant vibration, harsh sun, dust, salt, rain, and road debris all take their toll. The Maxxview system is built with rugged materials designed to withstand these conditions. Maxxview supplies each kit with two mirror and LED units, full wiring harnesses, adjustable surface-mount brackets, and waterproof junction boxes. With its flexible mounting options, the system can be positioned for optimal visibility regardless of the truck make and model.
One of the reasons VIOWAM Industries just had to have the Maxxview mirrors was because the idea for the product came from another truck enthusiast located in Canada named Dave.
Dave understands the dangers of blind-spot accidents and shares a deep passion for safety on the roads we use every day. Dave designed Maxxview with safety, ease of use and the realities of transport work in mind: tight metro turns, busy loading zones, and unpredictable traffic con-
ditions that drivers deal with every day. Because Maxxview relies on familiar mirror-based sightlines, there is no learning curve making drivers adopt it instantly, without the need for special training or lengthy how to guides.
Another major advantage is cost efficiency. Many blindspot solutions on the market rely on sensors or cameras, which can quickly push the price into the thousands. They offer excellent features but also introduce complexity and maintenance demands. In contrast, the Maxxview Mirror provides a meaningful safety improvement at a far more accessible price point, making it appealing for both individual drivers and fleet managers.
Low maintenance requirements and long-term durability only add to its value, creating a safety investment that c lifespan of the truck.
pectations across the transport industry are rising, the Maxxview Blind Spot Eliminator offers a practical, driver-friendly solution. It doesn’t attempt to replace the operator’s instincts or overwhelm the cab with technology. Instead, it enhances the most fundamental tool a driver has: clear, reliable visibility. By eliminating one of the truck’s most dangerous blind spots and improving the truck’s visibility to others on the road, it reduces the likelihood of accidents in situations that historically have been difficult to control.
For truck drivers who want greater confidence in tight environments, or for fleet managers seeking to reduce risk and improve safety outcomes, the Maxxview Mirror stands out as a smart upgrade. It proves that sometimes the simplest ideas executed with -
The Maxxview Commercial Trucking Blind Spot Eliminator fitted to a truck. Images: VIOWAM
Simple, yet effective, the Maxxview uses a cleverly positioned front-mounted mirror that reflects the blind spot area into the driver’s existing side rear view mirror.
With its flexible mounting options, the system can be positioned for optimal visibility.
STARTED over 25 years ago, as Waterson Diesel, the Waterson Group are a diesel maintenance and servicing specialist, with four branches located across Queensland: Gladstone, Mackay, Brisbane and Townsville.
Waterson Group’s highly experienced team of technicians offer a full range of services, focusing on diagnostics, electrical, fleet servicing and maintenance for diesel vehicles and equipment.
Waterson Group services
WORKSHOP, SERVICE AND REPAIRS
Getting you back on the road sooner
trucks and trailers, mining and construction equipment, mobile crane and lifting equipment, light vehicle and ancillary equipment, and provides auto electrical and air conditioning repairs.
Recently, there have been some big things happening at Waterson Group, with the consolidation of its two Gladstone sites into one large company owned facility, and the opening of the new Townsville site this month.
CQ Diesel fitting was acquired by Waterson Group in 2024, a business started by Darren Waterson in 1999.
As Travis Parsons, Waterson Group’s Group Business Development Manager, explained, “This acquisition means that we now have more resources under the one roof, which allows us to spread those resources across different projects more easily.
“It’s brought together two of Central Queensland’s biggest family run diesel fitting services to share their resources.
“What that means for our customers is that we have machinery and vehicles getting through our workshops faster
– so it allows for quicker turnaround times.”
The move however also meant that there were two workshops located in Gladstone. Now the two have been combined into one site located at 14 Bassett St, and operating under the Waterson Group banner.
“Our Gladstone teams are now operating from a bigger facility. It’s an investment in the future of the business,” Travis added.
The Gladstone facility employs over 20 service personnel, who work across 20 service bays.
“We’re also in the process of installing a state-of-the-art brake roller tester at Gladstone, which will be up and running before the start of 2026,” he said.
And in other exciting news, the brand new branch in Townsville is now up and running. As Travis explained, “Our modern Townsville workshop will also feature state-of-the-art workshop machinery, including a new brake roller tester. The new Townsville location will offer all of the same services as Wa-
terson Group’s other branches, but also gives us the opportunity to expand our services into Far North Queensland.”
Along with its four well appointed workshops, Waterson Group offers mobile repairs and servicing too. “Waterson Group has over 50 field service units in the fleet, servicing right throughout Queensland,” said Travis.
“Our key strength is that we’re a multi branch business, that also offers mobile breakdown servicing, but we’re still independent. Waterson Group is a family owned and operated business, employing common sense diesel fitters that can provide repairs in a fair and cost effective way, getting you back on the road sooner.
“When it comes to diesel powered vehicles and machinery, if anything is broken, Waterson Group can fix it – and that goes for trucks, fuel transport, cranes and machinery.”
For more information or to find your nearest workshop, visit cqdieselfitting.com.au or watersondiesel.com.au.
MTA NSW’s inaugural apprentice and trainee awards
THE Motor Traders’ Association of New South Wales (MTA NSW) has launched its inaugural Automotive Excellence Awards 2026.
Nominations were received throughout October and November, with the winners to be announced on February 28, 2026, during a special event at the Sofitel Sydney Wentworth.
The event will bring together over 400 industry profes-
sionals and business leaders, including apprentices, trainees, and skilled technicians from across metropolitan and regional NSW. Awards will be presented across 23 categories, covering automotive through to heavy commercial vehicle trades.
They will celebrate existing and emerging expertise and talent, outstanding apprentices and trainees, and its member businesses excelling
in areas such as mechanical repair, collision repair, tyre services and new vehicle dealerships.
Award categories cover areas including:
• Heavy Commercial Vehicle Mechanical
• Light Vehicle Mechanical
• Automotive Electrical
• Body Repair and Refinishing
• Small, Medium and Large Automotive Business of the Year
• MTA NSW Apprentice/ Trainee of the Year
• Women in Automotive Apprentice/Trainee of the Year
MTA NSW CEO Stavros Yallouridis commented, “The Automotive Excellence Awards are about celebrating the automotive sector, its people and businesses – those who are setting new benchmarks in skill, professionalism and innovation, while
recognising the future of the industry.
“We are shining a spotlight on the achievements of our member businesses, apprentices, trainees and celebrating the contribution they a ll make to the growth and strength of our automotive sector.”
The gala event will be hosted by comedian and television presenter Charlie Pickering, with entertainment from
award-winning speed painter Brad Blaze and renowned Sydney band, Bermuda Social. Industry leaders and keynote speakers will also attend, alongside fundraising initiatives supporting Cars for Hope, which promotes mental health awareness in the automotive community. Finalists will be announced this month, December 2025, ahead of the gala event in February.
For all types of machinery in workshop or in the field
Waterson Group employs a team of highly experienced technicians.
Waterson Group has over 50 field service units in the Queensland fleet. Images: Waterson Group
IN an industry driven by deadlines, reliability, and the unforgiving demands of the open road, innovation often arrives not with fanfare, but with the quiet precision of a tool that simply makes the job better.
Complete Steering Australia’s new Sector Lash Adjustment Kit (registered design AU 202515054 and 202517854) is exactly that kind of innovation – subtle in concept, but transformative in impact.
It is, quite literally, a first for the trucking industry, and it challenges long-held assumptions about what constitutes “routine” steering maintenance.
For years, sector lash adjustment has been the maintenance task that workshops k now they should do but often avoid. Not because it’s optional – far from it – but because access challenges make the procedure time-consuming, labour-intensive, and in many cases, economically impractical.
Traditional methods require the steering gear to be f ully removed, setting off a cascade of disassembly work that burns labour hours and
WORKSHOP, SERVICE AND REPAIRS
Rethinking routine maintenance
disrupts workshop flow.
Fleets push the job down the priority list. Independent mechanics sigh and schedule it for “another day.” And trucks, meanwhile, continue to rack up kilometres with accumulative steering wear that subtly erodes performance and inflates longterm costs.
The Sector Lash Adjustment Tool turns that story on its head. Designed, made and
rect access to the adjustment mechanism without the need to remove the steering gear at all. In one move, a maintenance job that once triggered downtime and heavy manual handling becomes quick, controlled, and efficient. The change is so fundamental it begs the question: why wasn’t this invented sooner?
The benefits of proper lash adjustment are substantial –and often underestimated.
Restoring steering precision doesn’t just help a truck track
straighter; it improves driver confidence, enhances road feedback, and significantly reduces fatigue. For longhaul drivers, that difference can be the margin between ending a shift alert and ending it exhausted. Mechanics k now the ripple effects well: tighter steering means better tyre wear patterns, less wandering, and reduced stress on the gear components themselves. It translates into fewer expensive repairs and safer vehicles on Australian roads.
Complete Steering Australia’s tool doesn’t just streamline the process; it democratises it. Workshops that once avoided lash checks due to time pressure can now incorporate them as part of standard servicing. Freight companies looking for operational efficiency will see measurable savings in both labour hours and long-term fleet maintenance. For owner-drivers, it means one more way to protect their most valuable asset – their vehicle. Compatibility is another key victory. The kit works with major steering systems found across Australian fleets, including Kenworth, Western Star, Freightliner,
And with the inclusion of clear instructions and a video demonstration link, the barrier to adoption is minimal. This is a tool designed for the real world: straightforward, practical, and ready to use.
In a market crowded with “innovations” that promise much but deliver little,
he Sector Lash Adjustment Tool stands out by solving a problem that anyone in the industry will immediately recognise. It’s smart, it’s efficient, and above all, it makes routine maintenance truly routine again. Sometimes, the right tool doesn’t just do the job – it changes it.
CSA Sector Lash Adjustment Kit. Images: Complete Steering Australia
GMG has put its graphenebased lubricant to the ultimate test recently, at an Australian charity event called the Shitbox Rally, where the results truly speak for themself.
GMG is an Australian based clean-technology company which develops, makes and sells energy saving and energy storage solutions, enabled by graphene manufactured via in house production process.
The most recent G-LUBRICANT product demonstration saw fuel savings of approximately 13.8 per cent achieved.
At the charity car rally, vehicles had to traverse across 3850 kilometres, from Alice Springs to the Gold Coast.
GMG sponsored the GC
WORKSHOP, SERVICE AND REPAIRS
Huge fuel savings at recent charity rally
Strip rally team from the Gold Coast.
Ahead of the charity rally, the rally car team drove 2650 kilometres over three days, to get to the starting line.
The rally car team made the trip in a Ford Falcon petrol engine rally car that had not yet been treated with G-LUBRICANT. On the trip to A lice Springs, the Ford Falcon averaged 10.8L/100km of f uel.
For the race, they added G-LUBRICANT and travelled the 3850-kilometre distance, with approximately 1850 kilometres being on unsealed roads – some of which had river crossings and bad corrugations.
CANT, the Ford Falcon rally car averaged 9.3L/100km on the trip, a reduction of 1.5L/100km – or approximately 13.8 per cent improved fuel efficiency.
GC Strip’s team leader Scott Hubbard commented: “Not only did we have better fuel efficiency, but we noticed a little drop in engine temperature and the engine definitely sounded smoother.
cancer research in Australia. Cancer Council conducts and funds research studies across all cancers and all stages of the cancer journey.
After adding G-LUBRI
“By the finish line, we had beaten the car up pretty badly, front end suspension gone, front shocks completely failed, cracked windscreen, roof damage, exhaust damaged, front wheels knocked out of alignment, gearbox issues, several tyres shredded and a number of cosmetic damages to the car.
“In fact, the only thing that really made it through the rally unscathed and in perfect working order was the engine!”
The Shitbox Rally is not a race, but rather a challenge for participants to drive cars worth just $1500 or less across Australia, via some of its most formidable roads, all in the name of charity. It is a dedicated fundraising event for cancer research with funds going to Cancer Council, one of the largest non-government funders of
Thanks to the community funds raised by events such as the Shitbox Rally, Cancer Council can fund world-class research that reduces the impact of cancer for everyone.
Through the event, approximately $59 million has been raised for Cancer Council over the past 15 years, to help support ground-breaking projects.
GMG’s Chief Executive Officer, Craig Nicol, said the company was proud to sponsor the GC Strip rally team. “It was so good to see them get a good fuel saving result from G-LUBRICANT at
such a worthy event – we get consistent feedback that our graphene enhanced engine oil additive provides 10 per cent or above fuel savings – so great to see the GC Strip Rally Car
Team got this as well.”
GMG’s
Aussie technicians score podium finish
TECHNICIANS from the Isuzu dealer network, representing countries all around the world, recently completed at the 2025 Isuzu World Technical Competition, also known as the I-1 GP, in Japan.
The team of Jonathan (Jono) Elias from Black Truck & Ag in Queensland and Louis Holt from Bendigo Isuzu finished up in a very respectable third place – out of a total field of 37 nations competing in Yokohama in late October.
Under the guidance of Isuzu Australia Limited (IAL) Technical Training Developer and Team Australia Coach, Alex Redsell, Jonathan and Louis scored a podium finish, taking the bronze in a very strong field of global Isuzu distributors. They finished behind overall winners Thailand in first place, and Japan who finished in second place.
First held in 2005, the I-1 GP event sees top Isuzu technicians from distributors across the globe compete in both a theoretical and practical technical exercise with proceedings closely scrutinised by a panel of judges from Isuzu Motors Limited.
“This a team result with both Jono and Louis bringing their A game to the competition and a third place is an awesome result,” said proud coach Alex.
“No doubt the heat is on when the spotlight is shone on the guys, but they worked
through the tests and met the challenge.”
The first challenge for competitors is a theoretical exercise, with exam-like conditions, however Alex said the pressure cooker of the practical test is where the teamwork really shows, as they work to solve a range of complex technical issues on the truck – this year an Isuzu NLR.
“On behalf of the whole aftersales team in Australia, I’d like to thank our competitors and their home dealerships for their commitment and investment in the preparation for the competition this year,” Alex added.
“It’s no small undertaking and represents the professionalism of all our Isuzu dealers across the country.”
Thrilled with the result, Lou-
is Holt, from Bendigo Isuzu, said the opportunity to represent his country once again was a proud moment. “This competition is the best of the best in the world of Isuzu technicians, and this was my second opportunity representing Australia after competing a couple of years ago.
“This year we bettered that result and bringing home some silverware is a tremendous thrill.
“I have been humbled with all the support I have received from previous teachers, trainers and coaches who collectively contributed to achieve to the result in Japan.
“We put in the training in the lead up to the event; working alongside Jono to achieve this result against a tough field and in the stress of the size and
scale of the event was huge reward for the effort.”
For Toowoomba’s Jono Elias, the experience to compete at the I-1 GP and visit the Isuzu factory was an opportunity that has helped to boost his confidence.
“The I-1 GP was a whole new level of experience – it really pushes your skills and knowledge,” he said.
“Working with Loui and Alex, who I had never met before, was an amazing experience. The dynamic was great, and both are incredibly knowledgeable and experienced.
“Everyone brought their best, and it made the whole event even more rewarding.
“The competition was organised so professionally, and visiting the Isuzu factory in person was eye-opening. The scale and efficiency are just unbelievable.”
Attending the event in Yokohama was IAL Managing Director and CEO Takeo Shindo and Head of Aftersales Brett Stewart.
“The competition and result was a fantastic outcome for Team Australia and the dealer network,” said Stewart.
“IAL puts a great deal of value in training, and the very best technicians from our market leading dealer network get to come to this competition which over the years has grown in numbers and stature.
“A lot is said about the need for more skilled service technicians, and I would encourage people to look at the Isuzu dealer network as a place to forge a long-standing career as the rewards can include you representing your country on a global stage.
“For our customers, this achievement reflects the skills evident across the Isuzu Dealer Network – no one knows Isuzu trucks better than our dealers and their top-performing technician teams and it’s great to see this recognised in a global context.”
Chairman and Non-Executive Director, Jack Perkowski, added, “Such a great customer testimonial for such a great product.”
1850 kilometres of the rally route was on unsealed roads.
GC Strip rally team’s Ford Falcon.
L-R: Louis Holt, Team Australia coach Alex Redsell and Jon Elias. Images: Isuzu
Louis Holt from Bendigo Isuzu.
Jon Elias of Black Truck & Ag Toowoomba.
PROFESSIONAL truck
drivers cover vast distances on Australia’s highways, and they know that steering isn’t just a mechanical function
– it’s a cornerstone of safety, performance, and comfort. Yet, it’s often neglected until issues arise. Upgrading your truck’s steering system isn’t just about solving problems
WORKSHOP, SERVICE AND REPAIRS
Upgrade your steering – elevate your drive
– it’s about transforming the way you drive.
Drive with confidence, not resistance
Driving a truck should feel powerful and controlled – not like a constant struggle. A modern, responsive steering
• Improve manoeuvrability in
If your steering feels loose, sluggish, or simply outdated, it’s time to consider an upgrade that delivers more than just reliability.
Hydrosteer’s steering upgrade for Kenworth T909
Hydrosteer introduces a premium upgrade kit for the Kenworth T909, replacing the TRW steering gear with the Sheppard M110PQS3 – engineered to thrive in Australia’s toughest conditions. This conversion delivers unmatched control, durability, and driver comfort.
Key features and benefits
• Precision steering response under extreme loads
• Reduced maintenance with enhanced driver comfort
• Seamless integration for fast, efficient installation
• Proven performance in de manding environments
The steering upgrade kits are ideal for these applications
Hydrosteer’s new premium steering upgrade kits are suit ed to Kenworth T909 prime movers working across a range of fields, including heavy haulage, livestock transport, logging and off-road opera tions; along with operators re placing TRW or legacy steer ing systems.
It’s the perfect choice for fleets focussed on uptime and driver satisfaction.
Built to last.
Engineered for excellence
The Sheppard M110PQS3 isn’t just a replacement –it’s a performance upgrade. With pressure-fed bearings, a sealed no-grease design, and zero adjustment requirements, it’s built for longevity and minimal upkeep.
L ock limit valves and a tapered spline pitman arm interface ensure maximum safety and retention – even for those who are operating in the harshest conditions.
What’s included?
These steering upgrade kits feature a Sheppard
M110PQS3 steering gear, high-pressure and return hose assemblies (as required), draglink and pitman arm (as required), as well as a full installation guide and technical support.
Trusted nationwide, proven in the field
Hydrosteer has completed hundreds of Sheppard conversions across Australia. Our M110PQS3 kits are the trusted choice for fleets that demand durability, serviceability, and consistent performance – no matter the terrain or task.
Ready to upgrade? Contact Hydrosteer today to d iscuss your T909 conversion. Call 1300 010 338.
Why PT Blueboys is worth every dollar
BY ANNA DILLON
IN industries like transport, agriculture, construction, mining, and earthmoving, every minute counts. Equipment downtime costs money, delays projects, and adds unnecessary stress to operators and business owners alike.
That’s why PT Blueboys’ hydraulic coupling covers are more than just a handy accessory – they’re a practical solution that saves time, protects expensive machinery, and gives peace of mind.
PT Blueboys covers are made from high-quality, durable silicone designed to
withstand harsh Australian conditions. They fit securely over both male and female hydraulic and air couplings, keeping out dust, dirt, moisture, and other contaminants that can cause wear and tear, and even complete system failure. By protecting your couplings, these covers and plugs help prevent costly repairs, reduce maintenance time, and keep hydraulic and air systems running efficiently for longer.
The story behind PT Blueboys is just as important as the product itself. Co-founder Darren ‘Dillo’ Dillon is a heavy diesel mechanic with more than 25 years of experience in the field. He knows firsthand the challenges that operators and business owners face every day: the time wasted cleaning dirty couplings, the frustration of equipment breakdowns, and the expense of replacing damaged parts. Alongside me, Anna Dillon, we created PT Blueboys to solve these problems with a simple, effective, and reliable product. Every design decision comes from real industry experience, ensuring that our covers meet the needs of those who rely on their machinery day in and day out.
One thing that sets PT Blueboys apart is our signature blue. More than just a bright,
recognisable colour, it’s part of our trademark and patents, representing quality, reliability, and innovation. The colour makes our products instantly identifiable, Trade Marked and patented. It’s a small detail that makes a big difference on busy worksites.
PT Blueboys isn’t just for trucks or heavy vehicles – it’s for any ½” air and 1”, ¾” and ½” hydraulic and air system that needs protection. From tractors on farms to excavators on construction sites, mining machinery in remote locations, and earthmoving equipment in rugged terrain, our covers are versatile and practical. They’re easy to install, reusable, and built to last, so operators spend less time worrying about equipment and more time getting the job done.
We’re proud that PT Blueboys is an Australian-made product. By keeping production local, we can closely monitor quality, respond quickly to customer feedback, and maintain the high standards that our clients expect. Our team understands that the products we create are only as good as their performance in the field – and we make sure they deliver every time.
Why should you invest in PT Blueboys? Because they work.
unnecessary downtime. They are designed by people who know the challenges of heavy machinery and have taken that knowledge to create a practical, durable, and reliable solution. For anyone who relies on hydraulics and air to keep their operations moving, PT Blueboys is a product that makes sense, saves stress, and protects your investment.
PT Blueboys: simple in design, powerful in impact, and proudly made by Australians who understand the industry best.
Steering gear comparison – old versus new.
Hydrosteer, Australia’s largest heavy vehicle power steering specialists, carrying Australia’s largest range of heavy vehicle power steering and commercial vehicle power steering products. The range includes the following:
• New and re-manufactured power steering gears, R.H. Sheppard, TRW/ Ross, ZF Steering Systems, Bosch, JKC, Aisin Seiki and Koyo
• Steering pumps to suit all makes and models. (ZF, TRW, Vickers and more)
• IMMI (Formerly VIP) steering wheels
• Steering slip shafts
• Australian Made Mitre boxes and R.H. Sheppard.
• Drag link assemblies that are made to OEM`s stringent quality specifications.
• Oil reservoirs, filters and parts
STEERING SYSTEM SERVICE
Hydrosteer have 4 fully equipped workshops in Bayswater Victoria, Laverton Victoria, Maddington W.A., and Wetherill Park New South Wales*. Workshop services include steering system diagnosis, steering system optimisation, full driveway service*, steering gear remanufacturing, pump refurbishment, Dual Control Conversions, LHD to RHD conversions, Road-Rail Vehicles. All completed by qualified technicians with years of experience in heavy vehicle power steering systems. Whatever your heavy vehicle steering system needs are Hydrosteer has you covered, and all our products and services come with a 12 month “No Argument” warranty
PROUD AUTHORISED
AIR CTI Central Tyre Inflation System is an important tool allowing you to adjust your tyre pressures from the cab as you drive. The cold tyre pressure you commence your journey with changes as your tyres heat and/or conditions change. AIR CTI keeps your pressures correct automatically.
All properties of a tyre are influenced by its pressure, e.g. the vertical stiffness, the handling performance, ride comfort, rolling resistance, speed at which aquaplaning occurs, etc. With the correct inflation pressure, the vehicle and the tyres will achieve their optimum performance and AIR CTI provides you with the savings and control you need.
Unique to AIR CTI
Each AIR CTI system has unique isolation technology to limit air loss in case of extreme damage and unwanted air transfer with off camber loads and drive angles. This functionality is unmatched in other CTI systems.
AIR CTI multi-tyre zone control
Separate or bound-together multi-tyre zone controls. Tyres can be arranged into independent zones of drive wheels, steer wheels or trailers, or can be bonded together so one touch by the driver can adjust just some of the wheel pressures or all of them. Consider the time wasted fixing tyres, getting new tyres fitted, fixing damage from blow-outs in addition to in-
WORKSHOP, SERVICE AND REPAIRS
Adjusting tyre pressures from the cab
creased suspension, brake, and drive train maintenance.
Having your pressures correctly matching your loads will impact emergency stopping distances. ABS, ELB, ESB features are all great, but all are affected by the size of the contact patch between the tyres and the road.
How
is the system used?
The display on the compact, user-friendly tyre control unit (TCU) allows quick and easy switching between pre-set pressures, with real-time tyre pressure details displayed at the press of a button.
Safety is a paramount feature of the AIR CTI controllers, with built-in visual and audible alarms that alert the driver to any tyre issues.
The AIR CTI Central Tyre Inflation System (CTIS) features sophisticated electronic control unit sensors that will inflate or deflate to match set pressures, eliminating issues caused by under or over-inflation.
AIR CTI has customised preferences, creating a stylish and functional asset within the cabin.
Operator controls are compact with a professional finish and high UV and high vibration protection.
We use advanced OLED display technology for excellent readability in all lighting conditions that is dimmable for night-time driving, reducing driver fatigue. Drivers with genuine AIR CTI fitted to their vehicle rap-
idly appreciate that they have world leading tyre inflation technology at their fingertips.
Easy to use and smart
AIR CTI is a smart, easy-touse pressure tracking technology that keeps drivers informed about tyre condition, with advanced slow leak and blow-out event detection. Store your favourite pressure preferences for different roads and situations.
AIR CTI controls ensure the highest quality and reliability for drivers, making tyre management easy. The AIR CTI system displays live pressures in each tyre zone (group of tyres) relative to driver preference. It will automatically track that driver selected pressure within 2-3 psi.
At AIR CTI we develop the system others imitate
Contrary to popular belief, not all Central Tyre Inflation Systems (CTIS) are alike. Whilst it is true that they all have the capacity to raise and lower tyre pressure, the integrity and stability of these systems vary, as do the savings that may be achieved from any given brand.
AIR CTI has developed and tested their product range over decades to ensure customers have a quality system that is designed for longevity. Not just a bunch of random off the shelf parts.
Central Tyre Inflation (CTI) is the only practical method to optimise tyre life and service. Adjustable tyre pressure (CTI) can be driver controlled or automatically managed by measurements of suspension air pressure.
AIR CTI is the original Australian manufacturer of Central Tyre Inflation with technology unmatched by other providers.
Australian made, owned and manufactured
AIR CTI system – Air In Rubber Central Tyre Inflation System (CTIS) – is a pioneering Australian company. Its innovative tyre inflation systems are designed to enhance vehicle performance, safety, and efficiency.
A ll AIR CTI system components and electronics are designed, built and tested right here in Australia.
AIR CTI has optional features available, such as speed defection and isolator which allows the isolation of a single wheel with a slow leak, stops cross pumping when off camber and has the ability to keep you moving.
Central Tyre Inflation plays a significant role in reducing the impact of Whole of Body Vibration (WBV) on both drivers and vehicle drive trains, by allowing for
real-time adjustment of tyre pressures. The AIR CTI system can be included onto drive, steer and trailer combinations and an assortment of recreation and farming equipment.
For further details or a quote, give the team a call on 03 5127 6128. You can also call the sales number on 0409 899 916 or email sales@aircti.com.
✓ TOUGH & RELIABILE ✓ SAVE ENVIRONMENT
✓ REDUCES CO2
DEALERS THROUGHOUT AUSTRALIA
Phone: (03) 5127 6128 (Australia) or +61 3 5127 6128
PO Box 218 Yinnar 3869 10 Holmes Road Morwell, Victoria Australia 3840 www.aircti.com
The cold tyre pressure you start your journey with changes as your tyres heat and/or conditions change. Images: AIR CTI
AIR CTI allows you to store your favourite pressure preferences for different roads and situations.
AIR CTI keeps your pressures correct automatically.
AIR CTI is a smart, easy-to-use pressure tracking technology that keeps drivers informed about tyre condition.
Ensuring a secure coupling connection
THE CLIPLOCK Coupling has been out in the field for over a year now, and the fleets that have put this innovative product to use are all reporting positive results.
Developed by GP Truck Products, CLIPLOCK gives operators peace of mind that their truck and trailer couplings are properly and safely connected.
CLIPLOCK has been specifically designed to ensure a positive and secure connection of trailer airline couplings while simultaneously preventing unintentional decoupling.
GP Truck Products was formed in 2011 as a division of General Pneumatics. CLIPLOCK is just one of many
the truck and trailer industry.
To demonstrate its functionality and long-term reliability, CLIPLOCK recently commissioned accelerated independent laboratory testing of the product.
It was put through a 24-hour vibration test, conducted by Compliance Engineering.
“We wanted proof that the structural integrity of our product is 100 per cent, so the end user has peace of mind and knows that it won’t fail out in the field. Now we have the results of that testing,” explained Managing Director of GP Truck Products, Joe Borg.
The results of this vibration testing confirmed that the CLIPLOCK was verified in
tions and conformance to ISO 16750-3:2012.
During testing, the CLIPLOCK was connected to a ball valve and SAE J1402-A rubber air brake hose to simulate what would happen in a worst-case scenario, with acceleration applied on three different axes –ertical polarisation, transverse polarisation and longitudinal polarisation.
“The CLIPLOCK has a locking clip as an added layer of rotection to stop any unintentional or accidental decoupling. We decided we wanted o test the product without the locking clip to prove just how well made these couplings are,” said Joe.
“This also gave us the oppor-
tunity to see how the CLIPLOCK performed under vibration and with the weight of the hose and valve attached to the coupling.”
The CLIPLOCK was visually inspected to detect any structural defects or faults both before and after each stage of testing – with the product passing with flying colours. It was found to have no observable structural degradation, surface deterioration, or deformity under the applied test conditions.
“From a safety point of view, these tests help put us above our competitors, because CLIPLOCK users can be certain that the product performs exactly as it should,
adding an additional layer of safety,” Joe added.
GP Truck Products manufactures a range of products for the trucking industry including air brake fittings and truck and trailer components that range from suzi coils to trailer couplings, air brake filtration systems and other associated products.
The CLIPLOCK is available with an optional second stage locking system, exclusive to GP Truck Products. It features a two-stage locking mechanism, with a patent pending stainless steel locking clip and locking groove, as well as a unique bright yellow cable.
Connected to the locking clip. The bright yellow cable acts as a highly visible indicator, allowing operators to quickly identify whether the coupling is fully engaged. This visual alert helps prevent incomplete connections between truck and trailer airline couplings.
For additional visual confirmation, if the yellow cable and locking are dangling freely, it indicates the coupling may not be securely connected. If the locking clip cannot be inserted into the locking groove
of the coupling, it confirms that the male and female couplings have not been fully connected. If the female coupling is not fully engaged with the male coupling, the coupling collar will partially cover the CLIPLOCK locking clip groove, preventing access to the locking clip.
“Ultimately, the CLIPLOCK helps put the minds of operators at ease,” added Joe. CLIPLOCK locking clips can also be purchased separately and retrofitted to couplings with certain CLIPLOCK grooves.
For more information, visit gptruckproducts.com.au or
CLIPLOCK helps ensure truck and trailer couplings are securely connected. Images: GP Truck Products
CLIPLOCK’s unique bright yellow cable acts as a visual lock indicator.
New set-up supports cancer charity
BY ALF WILSON
A flashy Mack Trident truck and dog trailer rapped in artwork supporting The Cure Starts Now children’s cancer charity has been unveiled.
Purchased by Griggs Haulage Contractors, the new setup was handed over on Tuesday November 11, by Western Truck Group (WTG) in Townsville at their Bohle headquarters.
Company founders Stephen and Dot Griggs, together with other family members including son and company manager Damien Griggs, Kristine Griggs, Jody Griggs, and Taylah Griggs were present at the handover.
Griggs Haulage Contractors began with a simple idea 35 years ago – that hard work, reliability, and pride in every load would build something
Founded by Stephen and Dot in 1990, the business was built from the ground up with a hands-on approach and a commitment to doing the job right the first time. Today it operates a fleet of over 40 trucks and employs around 40 people.
As Jody explained, “From humble beginnings with just one truck, Griggs Haulage has grown into a trusted name across the region, known for delivering dependable transport solutions for industries that keep Australia moving. Our reputation has been earned through decades of dedication, long days, and countless kilometres on the road. At the heart of Griggs Haulage is family – not just by name, but by nature. We believe in looking after our people, our clients, and our community. Every partnership we form is built on trust,
FOR US, IT’S MORE THAN TRANSPORT – IT’S A LEGACY IN MOTION, AND NOW, A JOURNEY OF PURPOSE.”
JODY GRIGGS
respect, and shared values.”
Jody said the company has been a huge supporter of the fantastic The Cure Starts Now cause since its early inception.
“It’s the strong relationships we’ve built along the way – especially with The Cure Starts Now CEO Eleni Millios-Hullick – that makes this partnership so special. Through our shared values and commitment to making a difference, Eleni has become like family to us. All of this is what has made us proud to join forces with WTG and The Cure Starts Now, supporting a cause that truly matters. “Together, we are helping drive awareness and hope for families impacted by childhood cancer, standing behind a mission that aligns perfectly with our values of community, care, and courage.”
Jody added that what has been created through this joint partnership is something truly meaningful. “Putting this great cause in everyone’s mind every time they drive
past this Griggs Haulage truck on the roads, it’s a mov ing reminder of the power of awareness, compassion and unity. As we continue to grow and evolve, Griggs Haul age remains true to its roots. We’re proud to combine mod ern equipment and industry experience with old-fashioned values of honesty, loyalty and hard work.
“For us, it’s more than trans port – it’s a legacy in motion, and now, a journey of pur pose.”
The Cure Starts Now CEO Eleni Millios-Hullick was at the handover. As she told Big Rigs, “This is an incred ible collaboration between businesses which share the vision for the greater better. Together with Griggs Haulage and WTG we have cemented a special partnership. As that truck and trailer drives around the country it will spread the message about brain cancer. We can’t thank them enough and they have been long time supporters.”
as Diffuse Intrinsic Pontine Glioma (DIPG) and Medulloblastoma.
The foundation believes that breakthroughs in treating these aggressive cancers can lead to advancements in curing all types of cancer.
The Cure Starts Now is a not for profit organisation dedicated to finding a “homerun cure” for all cancers, with a primary focus on pediatric brain cancer.
The Cure Starts Now Foundation aims to revolutionise cancer research by focusing on the most challenging cancers, particularly pediatric brain tumors such
Their approach emphasises collaboration and innovation in research, striving to fund projects that show the most promise in finding effective treatments.
WTG is a truck dealer in Queensland, the Northern Territory and regional New South Wales and is the home of parts, sales and service for Mack, UD and Volvo Trucks.
This extends to the greater part of Queensland, NT, and the Dubbo area of New South Wales.
The company has branches in Toowoomba, Darwin, Cairns, Townsville, Mackay, Rockhampton, the Sunshine Coast and Dubbo, and is additionally supported by a strong network of regional customer service centres.
Also in attendance at the handover were Mack Trucks Australia vice-president Terry O’Connell and Regional Commercial Manager at Mack Australia Alister Roberts.
Join truck enthusiasts Rob and Sarah as they chat about the light side of heavy vehicles.
Inspired by the CB radio code to ask a driver’s location or position, Rob and Sarah speak to heavy vehicle drivers to find out their position on a range of topics, from their favourite rest stops through to the biggest challenges in road transport.
Tune into What’s Your 20? to hear Rob and Sarah’s experiences on the road and what fuels their drive for the transport industry.
www.nhvr.gov.au/whatsyour20
The dog trailer is now spreading an important message.
L-R: Stephen Griggs, Taylah Griggs, Dot Griggs, Jody Griggs, Kristine Griggs and Damien Griggs. Images: Alf Wilson
Truckie takes keys to new 780hp Mack
SWITCHING from a decade-long career in medical imaging to transport just over three years ago, this third generation truck driver is excited to be behind the wheel of a brand new 780hp Mack Super-Liner.
Luke Read was handed the keys to the new truck just yesterday. Working for Davidge T NSW, he’s been busy working the harvest, pulling a new set of Sloanebuilt A-double tippers. trucking was inspired by his
grandfather Alick Earl, who ran his own transport business – and also had an affinity for the Mack brand.
As a kid, Luke recalls waking up at 3am on school holidays to go for a ride in the truck with his pop. Luke’s father Jim Read also went on to have his own truck too.
crack at getting into what he really wanted to do.
Luke got his truck licence in September 2022 and upgraded to his MC in December 2023.
Mack’s most powerful engine yet, the 780hp MP11 engine, delivering 2800 lb-ft torque.
“Oh my goodness, there’s not a single truck in its league. The torque is unrivalled, it’s hard to believe that it can be so far ahead of the pack,” Luke said.
His first truck driving role was with Madden’s Transport doing general freight. But in early 2023, the business closed its doors after more than 50 years, so its owner Tony Madden could retire.
ly different path. It wasn’t until ovid hit that he decided to re-evaluate things and have a
From there, Luke worked for Paul Lawton Freight and then for Rocky Lamattina & Sons, before starting his current role at Davidge Transport.
“I left Lamattina’s to be closer to home and we are still great friends. They totally understood that it was tough living seven hours away from the farm,” said Luke. “I’m now 40 minutes from the Davidge Transport yard.”
The business is run by Steve and Sam Davidge. “They are an amazing, beautiful family, with both their sons driving in the business also,” added Luke.
Having the opportunity to drive the powerful new Mack Super-Liner is a dream come true for Luke. It’s powered by
“My Poppy Alick Earl was a diehard true blue Mack man to his core and I’m so proud to be driving the best Mack has to offer.”
Want to be featured on our Driver Profiles pages? Email editor@bigrigs.com.au, telling us about what you do, where it takes you and what you enjoy most about being on the road – along with a photo of you and the truck.
The A-double set-up features new tippers from Sloanebuilt Trailers.
Luke Read made the switch to trucking three years ago. Images: Luke Read
Luke’s grandfather Alick Earl, who passed away in 2013, loved his Macks. The new 780hp Mack Super-Liner packs a powerful punch.
42 years behind the wheelPassion runs deep for veteran driver
RICKY Ross started his career as a truck driver when he was just 18 years old – and 42 years later, he still loves the work.
Now 62, Ricky said his first job was with North Queensland Fruit and Vegetables, which was run by t he well known Pozzebon family.
“I used to cart fruit around town and was there for more than five years,” he said.
truckie then joined Louis Transport driving a Volvo and Hino.
Bowen and Collinsville and was there for eight years,” he added.
Following that were two stints with Followmont and then six years delivering furniture for Pickfords.
R icky then drove a tautliner for IPEC, carting parcels, a nd that continued for over 12 years.
“After that I drove for NQX carrying bulk freight mainly in a Mitsubishi.
Then I worked for the TAIHS driving a bus transporting patients to hospital,” he
a nd the boss said I was what he was looking for as I had truck and forklift licences. I really love this job and the boss if good,” he said.
Outside work Ricky enjoys various sports and in his heyday was a quality cricket, rugby league, Australian Rules and indoor cricket player.
LIFE is wonderful for Dean Saunders who loves his job as a truck driver and his off duty recreational activities at his home at Bribie Island.
For more than two years, der Express driving a Fuso nd delivering all around
press office looking for a job
Once a demon fast bowler Ricky represented North Queensland as a young cricketer.
“I went to the Goldfield Ashes cricket carnival at Charters Towers for 40 years and for 27 of them played for Tropix. We used to stay for the three nights after games at Bivouac Junction beside the Burdekin
R iver,” he said.
Ricky played rugby league for the now defunct WEA’s Club and found a genuine passion playing for local AFL Indigenous Club Garbutt Magpies as a centre half back or fullback.
“I was part of their premiership side in 1983,” he sa id.
Garbutt Magpies celebrated its 70th anniversary with t wo functions in Townsville on October 30 and November 1.
Guests came from as far away as Tasmania, Adelaide, Darwin, Brisbane and many parts of the far north.
Over the decades numerous players were employed a s truck drivers and two who spring to mind are the late Noel Ross, and Francis Tapim who was at the anniversary.
“It was so good to meet up with so many people there and some I haven’t seen for decades. It was a happy time for us all,” he said.
The 57-year-old truck driver, who goes by the nickname ‘Blocker’ drives a Western Star 6900 for Land Transport out of the Bris bane depot.
W hen I saw Dean he was polishing his truck in the parking area of the BP Cluden Roadhouse.
“I have been seven years with this company and they are great to work for. And I have been a driver for well over 30 years,” he said.
A chippie by trade, Dean did have a break from driving and did some renovation work during that time at Mundrabilla in WA near the SA border.
That was for two years, but
the lure of driving on the highways was in his blood and Dean soon returned to his passion.
Lots of truckies love fishing and camping and Dean would be the envy of many because he lives on idyllic Bribie Island.
“I have caught snapper,
mackerel, whiting and a small shovel nose shark and also there are plenty of camping places.
“I have been doing runs up to Weipa,” Dean said, adding that the Peninsula Development Road between Lakelands and Weipa needed care.
Eye-catching T610 stands out from the crowd
THE pink coloured Kenworth T610 SAR that Tony West drives for Land Transport out of Toowoomba definitely stands out.
Tony, 56, was parked at BP Cluden when I saw him mid-morning recently.
“I have been taking cement powder to Weipa in t he far north but don’t have a backload,” Tony said.
The Peninsula Development Road on the way to Weipa is challenging to get along for Tony. “It does get graded but that lasts for about a week,” he said.
As for rest areas, Tony stops at any whilst on his trips when he has to. “They are all good if you have a comfortable sleep there,” he said.
Outside work Tony enjoys spending time with his five grandchildren.
“I also have lots of barbecues at home and love seafood, especially grilled fish,” he said.
When on the road, Tony likes pulling up at establishments which have local seafood.
Regarding the pink truck, Tony said it was always a talking point. “Some like it and some don’t but they all talk about it,” he said.
A few other drivers nearby later referred to the truck as the Pink Panther.
“In the NT I stop at places which serve up locally c aught fish, especially Barramundi,” he said.
Ricky Ross has worked for Border Express for the past two years. Images: Alf Wilson
Dean Saunders drives a Western Star 6900 for Land Transport.
Outback pub popular with drivers
NUMEROUS drivers have told Spy that a great place to stop when in the outback is the historic Quamby Pub.
It is located on the Burke Developmental Road about 60km from Cloncurry.
Quamby used to be a bus tling railway village catering to the needs of the cattle and mining sectors nestled be tween Cloncurry and Nor manton.
A fter a period of abandon ment, the historic Quamby Pub (established in 1860) has been revived and is now op erational.
A southern Queensland driver stopped there and told Spy the managers were genuine friendly country people and the food was delicious.
“I had a parmigiana and it was the best I have ever tasted. A great place to stop,” he said, also sending Spy a pic of the meal.
I spoke to Julie Norththrop who has leased the pub along with her partner Sheldon Dempsey.
“We get a lot of trucks stopping here from many places and look after the drivers. It would be at least 60 a week but it varies daily depending on what is going on,” Julie said.
Julie added that there was plenty of parking, toilets and very clean showers.
“The favourite food for drivers is our giant 650 gram rump steak for $40, which they love, and we have a pool which they can have a dip in,” Julie said.
With temperatures well into the mid-thirties that is a great lure for drivers.
It opens at 10am daily and closing time depends on how many people are around.
“It could be at 8pm, 10pm or even midnight,” Julie said.
Spy had visited the Quamby Hotel many years ago whilst heading to cover the iconic Yabby Races at Kajabbi.
One big local attraction is the annual Quamby Rodeo, when the small population swells.
Pothole problem
The Mobil Nullarbor Roadhouse on the Eyre Highway in South Australia is a place where many trucks stop but some drivers are reporting to Spy that potholes in the
parking area are causing problems.
A driver who does the Brisbane to Perth run said there are many potholes – including some deep ones.
“We just have to be very careful when we stop there and park. The potholes can cause tyre damage,” he said.
Another driver, a veteran of many years’ experience said he always drove in first gear when he stopped there.
“They are really bad and trucks, cars and vans have to zig zag when they drive up to the fuel pumps,” he said.
Spy was sent some pics of the potholes.
Fires cause road delays
Bushfires have caused highway closures and delays due to smoke restricting visibility for drivers in various parts of our vast country.
Long haul driver Paul Williams sent Spy a pic taken in the NT near the Barkly Homestead showing where a fire had been active on one side of the road.
“It didn’t close the highway on this occasion but some drivers were held up not far away because of the smoke,” he said.
In north Queensland a car fire sparked a vegetation blaze with flames three to four-metres high disrupting traffic.
It occurred at Deeragun, starting around 1pm on a Sunday in early November.
The fire jumped to the median strip on the busy Townsville Ring Road causing a road closure.
Parts of the Bruce Highway were also closed as flames were as high as four metres.
Rare compliment for NHVR inspectors
When Spy received a call from a veteran truckie who was glowing in his praise of NHVR officers, I almost choked on my breakfast.
This lad has been a source of outstanding information in the past so I certainly did not put this into the “believe or not” category.
So just which of these inspectors deserve the thumbs up? After all, in almost 30 years of writing for trucking publications such compliments are almost as rare as sightings of Haley’s Comet.
“It is the inspectors who operate out of Ceduna in South Australia and they have been doing a great job cleaning out the cowboys who break the rules which affect others and endanger lives,” he said.
My informant said that the Ceduna officers are active on about 250km of highway.
“The other thing is that they know the drivers who abide by the rules and laws and leave us alone,” he said.
I wonder what other drivers will think of this?
Shortage causes garbage collection delays
It is common knowledge that there is a shortage of truck drivers around Australia.
However readers may not know that is also the case for many garbage collection services.
Driving a garbage collection truck is a specialist field and Spy knows of at least one region where a shortage caused delays.
In that large council area, garbage from residential wheelie bins and public bins
was delayed for three days, which resulted in a food rotting and creating a bad odour. There was a second phase to the dilemma because staff at council dumps went on strike at the same time over a wage dispute.
When the dumps opened, there was a long queue of vehicles waiting to get in.
Appetite for Tas truckies at industrial hub
Aptly named Truck Stop Industrial Appetite and located n the Industrial Hub Area at Brighton in southern Tasmania is a place where many drivers stop.
Small fleet owner Robert Wade told Spy that it was a popular stop for truckies.
“They serve up good food and early in the morning their bain-marie is full but it doesn’t last long when the truckies arrive. It is reasonably priced and I have a steak sandwich there and a coffee,” Robert said.
He added that the couple who run it also ran a small fleet of trucks on the mainland before arriving there. “They know what drivers want,” Robert said.
So Spy contacted the business and spoke to Leone Silver who runs it with her partner Corey Gay.
“We would get about 50 trucks pulling up here from Monday to Friday and there is lots of nearby parking. We have been here coming up to four years,” Leone said.
It has clean toilets and is open Monday to Friday from 4.30am to 4pm.
I asked Leone what are the favourite foods of drivers?
“They order steak sandwiches, roast pork or egg and bacon rolls, various hot dishes and lots of coffee,” Leone said.
The truck stop has four staff who always have a yarn to truckies.
“They can sit inside or outside at tables and chairs,” Leone said.
The Brighton Hub is Tasmania’s premier intermodal logistics precinct, supporting freight, warehousing, advanced manufacturing, and circular economy initiatives.
With major tenants like Toll and SRT, the Hub offers seam less road-rail-port connectivity nd proximity to Hobart.
Rate cuts hurt
On the subject of Tasmania, some small owner operators have been severely affected financially by companies which undercut their rates.
With fuel and other operating costs so high this has had a devastating effect on some already struggling businesses.
Spy is told that the rate these undercutters are charging can’t be matched.
“We would have to run at a loss if we did,” one said.
Delivery of bread is one area where offerings of cut rates is prevalent.
Tax scare sorted
A well known road transport identity was angry when he received an assessment from the ATO advising he owed them around $8000 from his 2024/25 return.
This lad who is well versed in accounting knew he had paid everything and phoned the ATO number to sort it out.
After being on hold for some considerable time he got an answer advising a representative would return the call within 20 minutes – which occurred.
The client went through the amount of tax he had paid on each of his four quarterly BAS statements.
He said the ATO man was helpful and after a long yarn it was clear that most of his tax had been paid.
“It was a default paper assessment you were sent and I will help you to check online that you have paid your tax,” he said.
It’s a favoured spot by families, offering a kid-friendly menu and seating options like high chairs to accommodate little ones.
Visitors can enjoy a variety of dining options, from breakfast to lunch and dessert, with a strong emphasis on healthy and vegetarian choices.
A Jill of all trades
Toni Porter, 59, drives dump trucks and loaders at rural Oak Valley deep in the tropics.
Toni is a Jill of all trades in her job as a farm hand which includes driving dump trucks and loaders and other vehicles.
W hen she has off duty time Toni is often in her work gear and is covered in mud and grease.
“I love the job and all the people. Driving trucks is a big a part of my job,” she said. Oak Valley is just west of Townsville, beside the Flinders Highway and Toni has been in the job for eight months.
Outside work Toni is a community minded and popular identity who helps with fundraising for the social club at the Bellevue Hotel.
The pub is a gathering place for road transport workers as it is nearby for many depots and the Townsville Port.
“I enjoy catching up with friends when I get time off and really have a happy life,” she said.
That downtime is when Toni can get out of her work
From left at Truck Stop Industrial Appetite are Sharna Lee Gleeson, Leone Silver and Corey Gay. Image: Supplied
The burnt-out area on one side of the NT highway near Barkly Roadhouse. Image: Paul Williams
Some of the potholes at the Nullarbor Roadhouse parking area. Image: Alf Wilson
Is your safety policy gathering dust?
A draft Safety Management System (SMS) standard has now been released for consultation under the proposed reforms to the Heavy Vehicle National Law. If you’re an accredited party and your safety policy hasn’t been touched since the day it was typed, that approach will not survive what’s coming.
The new HVNL will require accredited operators to have an SMS that meets the standard, not a binder on a shelf, not a cut-and-paste from someone else’s business, and not a vague intention to “update it later”.
Accreditation will move beyond paperwork; you will need to show that the system is suitable, operating and effective.
So, what is an SMS – really?
Prior to these amendments there was no guidance in the HVNL on what a safety management system was.
Put simply it is a framework that most companies would already have that they use to identify risks, control them and keep improving.
In the heavy-vehicle world, an SMS will need to cover the policies, systems and proce-
THE NEXT TWO YEARS WILL SEPARATE THOSE
WHO TREAT SAFETY SERIOUSLY FROM THOSE WHO TREAT IT AS DECORATION AND REGULATORS HAVE ALREADY SHOWN WHICH GROUP THEY ARE PREPARED TO TEST FIRST.
dures that govern the safety of your transport activities and the driving of heavy vehicles. It must also identify public risks, not just risks to workers and show how those risks are assessed and controlled.
Public risk means the school bus your truck passes, other drivers on the road and the community affected if your load shifts or a fatigued driver drifts.
What the draft standard is pushing operators to prove
The draft standard reads like a roadmap for enforcement. Regulators want to see leadership and commitment from the top, not safety delegated to a depot manager with no authority.
They expect operators to have documented responsibilities, resourcing and evidence that safety is being monitored, not assumed.
Risk management to meet the standard will now have to move beyond common sense.
Operators will need processes to actively identify hazards, assess them, and put controls in place.
Near misses must be recorded, reported and used to f ix problems. People management is front and centre. Fitness to drive, licensing, fatigue, impairment and competency can no longer be dealt with informally. Drivers must be able to disclose issues without fear of punishment, and training cannot stop at induction. Finally, the system must be tested. Audits, performance measures and continual improvement are no longer op-
tional extras. An SMS that never changes is an SMS that isn’t working.
Why this matters beyond compliance
The biggest change is cultural: your SMS will become a live document that can be examined in an investigation or prosecution. If it exists only on paper, it becomes evidence against you, not protection. For the first time, even smaller operators will need:
• documented policies and procedures
• risk identification and controls
• a way to monitor whether
controls work
• a process for improving the system over time
Accreditation based on this draft will not be achieved by showing that a document exists. You will need to demonstrate that it is functioning.
Timeframes are tight
Operators should now be:
• reviewing existing policies
• mapping gaps against the draft standard
• a llocating budget and responsibility
• documenting what already happens in practice
• preparing to implement, not just promise
The bottom line
If your policy lives in a drawer, it’s time to drag it into the real world. The next two years will separate those who treat safety seriously from those who treat it as decoration and regulators have already shown which group they are prepared to test first. This article provides general guidance only and is not intended to cover every circumstance or provide specific legal advice. Each case turns on its own facts and operators should seek independent legal advice. Liability limited by a scheme approved under Professional Standards Legislation.
We hope all truckies get home safely this Christmas
BY BORED NEUROTIC HOUSEWIVES
WE would like to wish all our drivers a safe and happy Christmas. Also, we hope that the families of the drivers have them home safe with them at this time.
To the drivers that will be out there spinning the wheels over this time, not being with immediate family – thank you and we will raise a glass to you all.
Those of you who will be out there don’t forget to look at the ‘adopt a truckie’ Facebook group where other trucking families offer their homes and Christmas dinner to you.
It’s been a shit year on the highway with more than we would like now driving heavens highway and those that either can no longer drive the highways or are still recuperating. With 112 road deaths in-
volving heavy vehicles for
t he period January to October 2025, with a minimum of 32 of those being truck drivers, it is a sobering thought on the safety of our loved ones - both physically and mentally.
(These numbers were worked out by taking the stats from BITRE fatalities for 2025, with the following criteria
1. t he driver over 20 years of age (can’t be a truck
driver under that age) (the youngest person identified was 29),
2. pedestrians, motor cyclists, pedal cyclists or unknown road user excluded
3 single vehicle crash involving Heavy Rigid or Articulated truck
4 multi vehicle crash involving Heavy Rigid and Articulated truck)
New Heavy Vehicle National Law, but what has really changed? What has any of the changes this year done for the DRIVERS... apart from:
• increased fining, despite the rhetoric of the regulator being to “educate and inform”
• inconsistent enforcement practices between the “authorised officers” under t he HVNL
• f ines for non-offences (example the driver allegedly f ined for having an empty coffee cup in the passenger side of the cab),
• increased surveillance for everything,
• minimal support and decreased availability at rest
a reas
• misuse of truck only parking areas – to be fair, some transport companies (large and small) use the rest ar-
eas as their personal holding yard to the detriment of those that really need to use the spaces to rest
• increased pressure to do more work for less money because other businesses doing sham contracting
• more dangerous, ill-trained drivers coming at them on the roads
• more red tape than ever before with the driver being t he end of the line (or front of the line, depending on how you look at it) for legal ramifications if something goes wrong
• increased resentment by other road users towards the drivers for taking up too much space, or the wrong space
• Ongoing enforcement operations targeting the popular tropes of speeding and fatigue compliance offences despite the evidence that distractions and following too close to other vehicles are the cause of most collisions
• A nd now a new option for a personal opinion, by someone on the side of the road, that can determine whether someone is “fit to drive” with no mechanism to appeal in a timely manner
So, more forms to sign, more gadgets in the truck, more laws to stuff up or misinterpret, only good thing
is some minor fines have dropped in cost.
The funny part, well not so funny part, is that very little has really changed for the betterment of the driver. They still get pushed to meet unrealistic deadlines of others in the Chain of Responsibility; dead being the operative word, and still more forms to sign before each trip to cover someone else’s butt.
An owner-driver the other day was talking about t he state of the highway, especially for him, between Beresfield and Sydney. He drives in the right-hand lane unless someone is coming up behind him, purely because of the state of the road and the wear on tear on him and the truck.
He gets a job from the company he’s contracted to, signs all the new paperwork, about fatigue management and the inhouse WH&S waffle.
He’s then told; you better get going because you need to make this 5.30am time slot. No, it’s not some twobit company, it’s a big one involved with the associations. No matter what you are doing over the ‘silly season’, we hope you all get home safely and have a Merry Christmas, be kind to each other out there and ‘bring it home safe’.
LEGAL EXPERT BELINDA HUGHES Hughes Law
Julie Duncan, whose husband Ron, pictured, works for Murrells Freight Lines, first came up with the idea of ‘adopt a truckie’ because she understands how lonely it can be at Christmas. Image: Lenny Turner
Setting a fair floor for gig workers is a win for all
grey zone, earning well below minimum wage, with no access to sick leave, superannuation, or basic protections.
whether in long-haul freight or last-mile delivery—operates under conditions that prioritise safety, fairness, and respect.
THE Fair Work Commission’s draft consensus standards for gig economy delivery workers mark a turning point for Australia’s transport sector.
The joint submission by the Transport Workers Union (TWU), Uber Eats, and DoorDash proposes enforceable minimum standards, including a safety net pay rate and accident insurance, for thousands of platform-based drivers.
This is not just a win for food delivery riders—it’s a step toward restoring fairness and safety across the freight and logistics industry.
For too long, gig workers have operated in a regulatory
The Australian Financial Review recently reported these new standards could lift pay substantially, with the proposed Minimum Standards Order (MSO) also including dispute resolution processes, representation rights, and accident insurance—essential elements of a modern, fair system.
The Victorian Transport Association (VTA), representing responsible freight, transport, and logistics operators, is proud to be part of ARTIO and strongly supports industry-wide efforts to create better working conditions for drivers across the sector.
VTA members understand that fair standards are essential not only for protecting workers but also for maintaining the integrity and sustainability of the transport industry.
Together, we are committed to ensuring that every driver—
Through our ARTIO membership, the VTA has consistently advocated for better standards for drivers.
Our position is clear: safety and fairness are non-negotiable. We have worked alongside trade unions and employer associations to push for reforms that protect drivers from exploitative practices and ensure sustainable business models.
The gig economy cannot be allowed to undercut hard-won standards in road transport. When platforms compete on cost by squeezing workers, it creates a ripple effect—pressuring traditional operators to cut corners and compromising safety on our roads.
The Fair Work Commission’s new powers under the Closing Loopholes legislation are a direct response to this challenge.
By creating a category of “employee-like workers” and enabling minimum standards
orders, the Commission is addressing the reality that many gig workers have low bargaining power and limited control over their work. These reforms recognise that flexibility should not come at the expense of dignity or safety.
Critics argue that imposing minimum conditions will increase costs for consumers and reduce flexibility. But this is a false choice.
Fair pay and safe conditions are not incompatible with innovation. In fact, they are essential for the long-term viability of the on-demand economy.
Platforms like Uber Eats and DoorDash have acknowledged this by supporting the draft standards—a significant shift from their earlier resistance.
This collaboration shows that industry, unions, and regulators can work together to create a system that balances flexibility with fairness.
For ARTIO, this development reinforces the principle that all drivers—whether de-
livering freight or food—de serve respect and protection.
Extending similar protections to gig workers is not just fair; it is necessary to prevent a race to the bottom.
When drivers are forced to rush deliveries to make ends meet, the risk of accidents rises. When they lack insurance, the cost of injury falls on families and the public health system. These are real-world consequences of inadequate standards.
The proposed MSO is a starting point, not an endpoint. ARTIO will continue to advocate for comprehensive protections across the
transport sector, including transparency in platform algorithms, safeguards against unfair deactivation, and mechanisms to ensure compliance. We urge the Fair Work Commission to adopt these standards swiftly and set a precedent that Australia can be proud of—a precedent that says innovation must serve people, not exploit them. Better standards for gig workers are better standards for all. They strengthen the integrity of our industry, improve safety on our roads, and uphold the values of fairness and respect that Australians expect.
Looking forward to the next chapter in memorable career
IT has been three months now since I stepped down from the Chair role at Transport Women Australia Limited, and two months since I exited my role at Wodonga. I have used the timeout to rest and recuperate from the long hours of commuting for the last three years as I look for my next role closer to home.
It has allowed me to meet up with friends and colleagues and help a few friends with businesses, do
lots of reading and other activities that I missed because of lack of time over the years.
I have been watching the Formula 1 Grand Prix as we head into the end of the season, I have not spent so much time and been so invested in the Formula 1 since the 1980s and 90s I could not have spent so much time doing this if I was still working long hours, so it has been f un.
I had the good fortune recently to attend the TWAL end-of-year Melbourne dinner hosted by our wonderful new Chair Coralie Chapman who presented me with a certificate of service and lovely speech to thank me for my time and efforts over the past eight years.
I was also on hand to see Nola Bransgrove OAM presented with the 2025 Trish
Pickering Memorial Award. This award is very dear to me as it was established with the incredible Wes Pickering at our 2019 20th anniversary gala dinner and some amazing women have been presented with it since.
I keep getting asked “What next?” so I am hoping that one new endeavour will be more writing, start trying to spread more positivity about the industry, maybe a different perspective on some issues and to expand my speaking and emceeing.
This will also help spread a positive image about our industry, I will also be doing some more mentoring but first a new role!
I have had multiple people tell me that I should write a book and maybe I will do it someday. It would not be like my friend Ellen Voie’s
book about the building of her organisation but more about the stories and the people I have met over the years throughout my journey within the transport industry and all the fun I have had along the way; working for various companies and organisations, time will tell. Some of my colleagues and I are planning a Lewington Transport reunion for the fourth quarter 2026 and will be posting a date and a venue as soon as we have secured both. We are looking forward to welcoming the drivers and staff who are able to join us, and to catching up with everyone.
It will be held in Wodonga, the headquarters of the old company, and we are having a lot of fun as we start to organise the event. I will keep you posted.
Platforms like Uber Eats and DoorDash are now on board with the draft standards. Image: naka/stock.adobe.com
[L-R] Jacquelene Brotherton, Nola and Norm Bransgrove, and Coralie Chapman. Image: TWAL
VTA COMMENT
Yield,
Road,
Vein, 23 Lace, 26 Sap, 27 Dan.
‘Couldn’t think of doing anything else’ It wasn’t always an easy road for this third generation truck driver, but through grit and determination, she’s forged her own career path in trucking.
BY DANIELLE GULLACI
COMING from a family of truck drivers and mechanics, Gab Ayre, 32, said she always knew which career path she’d take. “I was either going to be a mechanic or a truck driver –and I’ve been both.
“My father, my grandfather and all my uncles are in the industry. It’s one of those things, when you’ve been brought up in it, that’s what you know.”
Gab was just a toddler when her father Glen Ayre bought the 1985 Ford Louisville LTL9000 he still owns to this day – and growing up, she’d often be found under the truck, helping with greasing, servicing and maintenance every chance she had. “Dad had an old maroon Louisville first and then he bought this one in 1996 – 30 years on, it still looks the same as when he bought it. He’s still got the original brakes on his trailers,” said Gab.
“He used the Louisville for grain harvest. I’d go out with him every year, that was our thing. I was either with him on the planter or sitting beside him in the truck – sweating, with the windows down and a heap of flies, because he didn’t
16–17
like air conditioning,” she laughed.
Gab told Big Rigs she grew up in a tiny “blink and you miss it” country town called Pallamallawa, about 30 kilometres east of Moree.
“Dad was the only truck driver in town. When I was at school, he’d often come and pick me up in the truck and I thought I was the coolest kid ever. I knew the sound of the Louisville and would hear him rattling the old girl down the street.”
SEPTEMBER 2026
decided to undertake a trade while completing her schooling. She did a school-based light vehicle mechanic traineeship, and after finishing year 12, moved to Goondiwindi and found a role working as a second-year heavy diesel mechanic apprentice. Things didn’t go as she hoped, but it still laid the foundations for her future career ambitions. “That was about 13 years ago and even
though it wasn’t that long ago, there weren’t many females in that sort of role. I was the only woman in my TAFE classes, and I was treated horribly at my workplace. Lucky I was tough enough to still stick with it,” Gab recalled.
“Dad always told me to show them what I was capable of and to not let anyone get to me. But the place that took me on as an apprentice didn’t teach me a great deal, so it was really hard to find someone willing to take me on.”
At that point, Gab almost gave up on her dreams. She ended up spending two years working in a bakery and as luck would have it, that role opened up a new opportunity she didn’t see coming.
“While I was at the bakery, I had someone approach me and ask if I wanted to drive a wheelie bin recycling truck, so I went there and got my HR licence with them and stayed there for about two and a half years,” explained Gab.
“Then I got a job driving a concrete agitator and worked my way up to a brand new truck, a Kenworth T360. I also used to operate the loader, batch other trucks with concrete and when the boss was away, I was organising concreters, trucks, and raw materials.
“I was there for nearly five years and the hours were insane so eventually I decided to leave – that was last year. I was really burnt out.
“So I went back to the bak-
Melbourne Convention and Exhibition Centre
Gab Ayre started a new role with WTC Group in November. Images: Gab Ayre
Growing up, Gab was beside her father Glen in his 1985 Ford Louisville every chance she got.
job as a gardener on a farm’s homestead. She thought it would be a little slower paced, but that didn’t last long. “I love gardening so went out and gave it a go. It turned out to be much more than pulling out weeds. I got
ith a single float. While there, I would also bring water troughs to the farm, go out carting grain to the merran, and cart B-doubles of cattle for them, which I particularly loved,” she said.
“At the farm, I drove all three of their trucks – a 2012 Kenworth T909, the 2005 Western Star 4900 and the little Volvo which I even got
portunity came along. Last month Gab began working at Narrabri based business WTC Group. “They are about 70km west of Goondiwindi. We do local work. I’m in a Western Star 4800 FX, pulling a single water cart, which can carry about 40,000 litres.
“WTC Group does mainly civil construction work. We’re working to repair about 80km of flood damaged roads at the moment. I put the water on after the grader, to settle the dust and add moisture to the ground. Then the roller can come along and compact all the dirt to make it nice and smooth.
“I’m loving it here. The crew is great and the boss is
to drive it, I’ll jump on and figure it out.
“I’m just happy to take up any opportunity that comes my way. Doing this sort of work, you don’t know where it will lead. It’s about getting a foot in the door and meeting people, then taking new opportunities as they come.”
about being on the road, Gab replied, “Not being in the same place every day, driving around and meeting new people, and seeing places not everyone gets to see – the sunrises and sunsets are magnificent out in the country. I love being in and around trucks. I couldn’t think of
For others considering getting into the industry, Gab’s advice is, “Just do it and don’t let anyone hold you back.
“Through my whole life, I’ve had people say you’ll never make it. But my friends and family know what I can do and what I’m capable of –and they’re proud of me for
The farm role saw her driving three different trucks, carrying all manner of freight.
Transporting cattle in the Western Star, while working at the farm.
Pictured with her mum Jo and the family’s previous 1985 maroon coloured Louisville.
At WTC Group, she’s behind the wheel of a Western Star 4800 FX, pulling a single water cart.
